RELATIONSHIPS BETWEEN COMMUTER CYCLING PREVALENCE IN POLAND AND SOCIODEMOGRAPHIC CHARACTERISTICS

The study aims to analyse the prevalence of the Polish adult population in cycling in terms of their socio-demographic characteristics. This can make an important contribution to the dissemination of this environmentally, socially and economically sustainable form of physical activity, and in building national recommendations. The study was based on the representative data from the Ministry of Sport and Tourism of the Republic of Poland from five large-scale surveys in years 2014-2018. The sample comprised 7,347 Poles aged 15-69. In each survey long version of the International Physical Activity Questionnaire was used. The independence tests and non-parametric test were applied to search for statistically significant difference between the studied variables. In order to capture relationships between commuter cycling prevalence and a set of explanatory variables, a predictive model was built. The prevalence of the Polish adult population in commuting by bicycle systematically increases (in 2014 - 16.3%; in 2015 - 17.4%; in 2016 - 21.5%; in 2017 - 19.9%; in 2018 - 29.8%). The average energy expenditure of this effort is also increasing. Poles most often cycle 1-3 times a week (17.7% once a week; 23% - twice a week; 18.2% - 3 times a week). There are no statistical differences in this regard, neither by the number of cycling days nor by the gender. Hierarchically, the most important factor in determining whether someone does or does not commute by bike, is age. People who are the most probable to cycle are those aged 15-29 (30%), and among them, people living in villages (35%), with primary education (42.6%). In the 30-59 age group, 20.6% are active. They are usually from the countryside (24.3%), mostly women (27%). Among people aged 60 or more, 14.2% cycle. Most often they are men (17.3%). National recommendations should be developed for individual age groups. Educational and motivational programs (scope depending on age), practical classes increasing the self-confidence of bicycle traffic participants and activities improving the bicycle infrastructure (including the implementation of intermodal transport) are necessary.