The present study investigates how infrastructure perception, travel satisfaction and pro-environmental attitudes influence the motivations for choosing cycling as a mode of transport. The effects of demographic variables and mobility habits are also taken into account. Data are collected via a survey with cyclists living in Milan and the surrounding areas. The survey comprises a first set of items to explore the cyclists’ transportation habits and three self-assessment questionnaires: The Neighbourhood Environment Walkability Scale (NEWS)—A Short Form, The Satisfaction with Travel Scale (STS) and the Environmental Attitudes Inventory (EAI). A series of different multiple linear regression analyses and mediation models are conducted. The findings suggest that the frequency of cycling may be explained based on several factors. Males report cycling more frequently, younger adults report lower frequencies of bicycle use and the urban setting is more significantly related to bicycle use. Moreover, the results highlight the significant positive role of the perception of neighbourhoods (especially those with an easy access to non-residential areas) and of pro-environmental attitudes (especially of personal conservation behaviour) in promoting the frequency of bicycling, with the mediation effect of the variable ‘purpose of bicycle use’ (for leisure or to reach a destination) as well. Based on these findings, policymakers should focus on tailored strategies to promote cycling in different users.

Background: Although motorcycle helmets can save lives in case of a crash, no helmet use data are available for many countries. When data is available, it is often only analysed as a global average, preventing targeted road safety education and legislative action. In this study, we conducted a detailed analysis of motorcycle helmet use in the capital of Madagascar. Methods: Using a cross-sectional observational field survey framework, we observed 17 230 individual motorcycles. We systematically recorded motorcycle riders’ helmet use, position on the motorcycle, rider numbers and gender. Results: We found a general helmet use of 76.1%. Observed drivers had a significantly higher helmet use (84.6%) than passengers (47.7%), and subsequently helmet use per motorcycle decreased significantly when the number of riders per motorcycle increased. Female drivers had significantly higher helmet use than male drivers, and female passengers had significantly higher helmet use than male passengers. That is, on the same position of the motorcycle, female riders behaved safer than male riders. However, since female riders were more often passengers than drivers, their average helmet use was lower than that of male riders overall. Contrary to findings from other countries, motorcycle helmet use did not differ significantly throughout the day but was relatively constant. Conclusion: Our results show the potential for injury and fatality prevention in Madagascar through increased passenger helmet use. This increase would also proportionally benefit female riders more than male riders. Findings regarding road safety legislation’s applied impact, education, enforcement and future research needs are discussed.