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This article analyzes the variation in bike commuting in large American cities, with a focus on assessing the influence of
bike paths and lanes, which have been the main approach to increasing cycling in the USA. To examine the role of cycling facilities,
we used a newly assembled dataset on the length of bike lanes and paths in 2008 collected directly from 90 of the 100 largest
U.S. cities. Pearson’s correlation, bivariate quartile analysis, and two different types of regressions were used to measure
the relationship between cycling levels and bikeways, as well as other explanatory and control variables. Ordinary Least Squares
and Binary Logit Proportions regressions confirm that cities with a greater supply of bike paths and lanes have significantly
higher bike commute rates—even when controlling for land use, climate, socioeconomic factors, gasoline prices, public transport
supply, and cycling safety. Standard tests indicate that the models are a good fit, with R
2 ranging between 0.60 and 0.65. Computed coefficients have the expected signs for all variables in the various regression
models, but not all are statistically significant. Estimated elasticities indicate that both off-street paths and on-street
lanes have a similar positive association with bike commute rates in U.S. cities. Our results are consistent with previous
research on the importance of separate cycling facilities and provide additional information about the potentially different
role of paths vs. lanes. Our analysis also revealed that cities with safer cycling, lower auto ownership, more students, less
sprawl, and higher gasoline prices had more cycling to work. By comparison, annual precipitation, the number of cold and hot
days, and public transport supply were not statistically significant predictors of bike commuting in large cities. 相似文献
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ABSTRACT Using official national data for each country, this article calculates trends in walking and cycling fatalities per capita and per km in the USA, the UK, Germany, the Netherlands, and Denmark. From 1990 to 2018, pedestrian fatalities per capita fell by 23% in the USA vs. 66%–80% in the other countries; cyclist fatalities per capita fell by 22% in the USA vs. 55%–68% in the other countries. In 2018, pedestrian fatality rates per km in the USA were 5–10 times higher than in the other four countries; cyclist fatality rates per km in the USA were 4–7 times higher. The gap in walking and cycling fatality rates between the USA and the other countries increased over the entire 28-year period, but especially from 2010 to 2018. Over that 8-year period, per-capita fatality rates in the USA rose by 19% for pedestrians and 11% for cyclists; per-km fatality rates rose by 17% for pedestrians and 33% for cyclists. By comparison, fatality rates either fell or remained stable in the four European countries. We reviewed the relevant literature to identify factors that might help explain the much lower walking and cycling fatality rates in Europe compared to the USA. Possible explanatory factors include better walking and cycling infrastructure; lower urban speed limits; fewer vehicle km travelled; smaller and less powerful personal motor vehicles; and better traffic training, testing, and enforcement of traffic regulations. We recommend that the USA consider implementing an integrated package of mutually reinforcing safety measures such as those that have been successfully implemented in the Netherlands, Denmark, and Germany to reduce pedestrian and cyclist fatality rates. 相似文献
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Tobias Kuhnimhof Jimmy Armoogum Ralph Buehler Joyce Dargay Jon Martin Denstadli Toshiyuki Yamamoto 《运输评论》2013,33(6):761-779
This paper investigates trends in the travel behaviour of young adults in Germany, France, Great Britain, Japan, Norway, and the USA over the past few decades with a focus on car availability and car travel. The trend analysis relies on micro-data from over 20 National Travel Surveys from the study countries dating back to the mid-1970s. The analysis of the survey data is supplemented by official statistics on licence holding. On this basis, this paper compiles a body of evidence for changes in mobility patterns among young adults in industrialized countries over the past few decades. The findings indicate that since the turn of the millennium, access to cars, measured in terms of drivers' licences and household car ownership, has decreased in most study countries—especially for men. Moreover, average daily car travel distance has decreased in most study countries, again especially for men. In France, Japan, and most significantly in the USA, the decrease in car travel has led to a reduction in total everyday travel by young travellers. In Great Britain, the decline in car travel was partly, and in Germany fully, compensated by an increased use of alternative modes of transport. 相似文献
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Research should be fundamental to transportation as a phenomenon, and yet central to the problems that need to be solved. This paper looks at the history of transportation research in the U.S. with a view toward understanding the bases of past research priorities, and deriving a basis for proposing future priorities. As a result, varieties of research are proposed. They include research which is progressive by criteria of the field during past decades, research which is critical or established as needed by rejection of those criteria, and research which arises as newly required by recent mandates to the field. As the most significant conclusion, it is proposed that research models be built — models which put the understanding of urban structure dynamics ahead of accuracy in forecasting.The authors wish to acknowledge the assistance of Ray Blessing, Department of Urban Studies and Planning, and Thomas McKim, Department of Civil Engineering, M.I.T. This paper has profited from criticism by Professor Daniel Brand. The original version was prepared with support from the National Science Foundation. 相似文献