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The provision of convenient, safe and seamless facilities for cyclists is one core success factor in promoting cycling as a mode of transport. Cycling infrastructures and planning philosophies differ greatly between countries, but there is no systematic overview or comparison of similarities and dissimilarities. The aim of this study is to provide an in-depth international overview of guidance material for cycling facilities in European countries and to develop recommendations for advancing provisions for cyclists. International guidance materials for cycling facilities along street sections are collated, systemised and compared. For researchers, the findings provide background information to better understand cycling behaviour and safety. For planners, the findings support their efforts to support cycling and to improve guidance materials. The results show that, in general, countries that are just beginning to promote cycling tend to offer a greater variety of cycling infrastructures in their guidance materials than more mature cycling countries. Countries differ in whether they prefer to put cyclists on the street level or on the sidewalk and whether they mix cyclists with other user groups in the same space. There was even greater variability among countries in the criteria for selecting types of cycling facilities than in the design characteristics (width, buffer zones, etc.).
Bettina Schröter; Sebastian Hantschel; Caroline Koszowski; Ralph Buehler; Paul Schepers; Johannes Weber; Rico Wittwer; Regine Gerike. Guidance and Practice in Planning Cycling Facilities in Europe—An Overview. Sustainability 2021, 13, 9560 .
AMA StyleBettina Schröter, Sebastian Hantschel, Caroline Koszowski, Ralph Buehler, Paul Schepers, Johannes Weber, Rico Wittwer, Regine Gerike. Guidance and Practice in Planning Cycling Facilities in Europe—An Overview. Sustainability. 2021; 13 (17):9560.
Chicago/Turabian StyleBettina Schröter; Sebastian Hantschel; Caroline Koszowski; Ralph Buehler; Paul Schepers; Johannes Weber; Rico Wittwer; Regine Gerike. 2021. "Guidance and Practice in Planning Cycling Facilities in Europe—An Overview." Sustainability 13, no. 17: 9560.
Pedestrian facilities have been regarded in urban street design as “leftover spaces” for years, but, currently, there is a growing interest in walking and improving the quality of street environments. Designing pedestrian facilities presents the challenge of simultaneously accommodating (1) pedestrians who want to move safely and comfortably from point A to B (movement function); as well as (2) users who wish to rest, communicate, shop, eat, and enjoy life in a pleasant environment (place function). The aims of this study are to provide an overview of how the task of designing pedestrian facilities is addressed in international guidance material for urban street design, to compare this with scientific evidence on determinants of pedestrian activities, and to finally develop recommendations for advancing provisions for pedestrians. The results show that urban street design guidance is well advanced in measuring space requirements for known volumes of moving pedestrians, but less in planning pleasant street environments that encourage pedestrian movement and place activities. A stronger linkage to scientific evidence could improve guidance materials and better support urban street designers in their ambition to provide safe, comfortable and attractive street spaces that invite people to walk and to stay.
Regine Gerike; Caroline Koszowski; Bettina Schröter; Ralph Buehler; Paul Schepers; Johannes Weber; Rico Wittwer; Peter Jones. Built Environment Determinants of Pedestrian Activities and Their Consideration in Urban Street Design. Sustainability 2021, 13, 9362 .
AMA StyleRegine Gerike, Caroline Koszowski, Bettina Schröter, Ralph Buehler, Paul Schepers, Johannes Weber, Rico Wittwer, Peter Jones. Built Environment Determinants of Pedestrian Activities and Their Consideration in Urban Street Design. Sustainability. 2021; 13 (16):9362.
Chicago/Turabian StyleRegine Gerike; Caroline Koszowski; Bettina Schröter; Ralph Buehler; Paul Schepers; Johannes Weber; Rico Wittwer; Peter Jones. 2021. "Built Environment Determinants of Pedestrian Activities and Their Consideration in Urban Street Design." Sustainability 13, no. 16: 9362.
This paper compares bicycling in Washington, DC and Frankfurt am Main, Germany, two car-oriented cities that had adapted their urban transport system to car travel during the 20th century. Our comparative case study shows that both cities have been successful in increasing the percentage of trips made by bicycle between the late 1990s and 2018: Washington, DC from 1% to 5% and Frankfurt from 6% to 20% of trips. Both cities had detailed bike plans and specific mode share goals for bicycling. However, those plans were only used as guideposts for a step-by-step approach to bicycle promotion that focused on integrating bicycling into everyday decision making in transport, traffic engineering, and urban development. This step-by-step approach successfully garnered political, public, and administrative support over time. The downside of this incrementalist approach is that bike route networks in both cities still have many gaps because bikeway infrastructure was built when individual opportunities arose and not as part of an integrated network. Bicycle promotion in both cities used a combination of bikeway infrastructure and soft policy, including marketing measures. In both cities, the quality of newly installed bikeway infrastructure increased over time from simple bike lanes to protected bike lanes separating cyclists from traffic. In contrast to Washington, DC, Frankfurt has a longer history of car-restrictive policies and overall has been more strict in limiting car use.
Ralph Buehler; Denis Teoman; Brian Shelton. Promoting Bicycling in Car-Oriented Cities: Lessons from Washington, DC and Frankfurt Am Main, Germany. Urban Science 2021, 5, 58 .
AMA StyleRalph Buehler, Denis Teoman, Brian Shelton. Promoting Bicycling in Car-Oriented Cities: Lessons from Washington, DC and Frankfurt Am Main, Germany. Urban Science. 2021; 5 (3):58.
Chicago/Turabian StyleRalph Buehler; Denis Teoman; Brian Shelton. 2021. "Promoting Bicycling in Car-Oriented Cities: Lessons from Washington, DC and Frankfurt Am Main, Germany." Urban Science 5, no. 3: 58.
For decades, planners have been drawing circles of a quarter-mile radius to determine easily walkable distances for neighborhood and activity center planning. However, the radius of such “planners’ circles,” or walksheds, is often informed more by convention than by data. Here we examine walk-trip distances based on two national household travel surveys for the United States and Germany. We describe how walk distances vary by personal and trip characteristics, with a particular focus on trip purpose and pedestrian age. We conducted both univariate and multivariate analyses to compare patterns between the United States and Germany. The multivariate analysis examines quantile regressions for 50th, 75th, and 90th percentiles to understand both typical and longer walk distances. The observed distances that people walk vary significantly across age groups, trip purposes, and national contexts. Leisure trips tend to be longest, whereas shopping and errand trips tend to be shortest. There are substantial differences between the United States and Germany in the average lengths of walks (mean/median walk distance: Germany, 1,490/980 m, 0.93/0.61 miles; United States, 970/530 m, 0.60/0.33 miles) and in the effects of independent variables. A significant portion of the variation in walk-trip distances between the United States and Germany is likely due to Germany’s higher quality walk environments. Rather than always resort to a quarter-mile or 400-m radius, planners can use the data here to customize the size of the planners’ circle, or walkshed, they draw to take into account the primary trip purposes and demographic segments under consideration. Moreover, planners can draw circles with a shorter radius corresponding to the 50th percentile to plan for the most common walk-trip lengths while also considering larger circles corresponding to the 75th and 90th percentiles to provide more supportive and safer pedestrian environments for longer trips.
Louis A. Merlin; Denis Teoman; Marco Viola; Hailey Vaughn; Ralph Buehler. Redrawing the Planners’ Circle. Journal of the American Planning Association 2021, 1 -14.
AMA StyleLouis A. Merlin, Denis Teoman, Marco Viola, Hailey Vaughn, Ralph Buehler. Redrawing the Planners’ Circle. Journal of the American Planning Association. 2021; ():1-14.
Chicago/Turabian StyleLouis A. Merlin; Denis Teoman; Marco Viola; Hailey Vaughn; Ralph Buehler. 2021. "Redrawing the Planners’ Circle." Journal of the American Planning Association , no. : 1-14.
Ralph Buehler; John Pucher. COVID-19 Impacts on Cycling, 2019–2020. Transport Reviews 2021, 41, 393 -400.
AMA StyleRalph Buehler, John Pucher. COVID-19 Impacts on Cycling, 2019–2020. Transport Reviews. 2021; 41 (4):393-400.
Chicago/Turabian StyleRalph Buehler; John Pucher. 2021. "COVID-19 Impacts on Cycling, 2019–2020." Transport Reviews 41, no. 4: 393-400.
E-scooter is an innovative travel mode that meets the demand of many travelers. A lack of understanding of user routing preferences makes it difficult for policymakers to adapt existing infrastructures to accommodate these emerging travel demands. This study develops an e-scooter route choice model to reveal riders’ preferences for different types of transportation infrastructures, using revealed preferences data. The data were collected using Global Positioning System units installed on e-scooters operating on Virginia Tech’s campus. We applied the Recursive Logit route choice model to 2000 randomly sampled e-scooter trajectories. The model results suggest e-scooter riders are willing to travel longer distances to ride in bikeways (59% longer), multi-use paths (29%), tertiary roads (15%), and one-way roads (21%). E-scooter users also prefer shorter and simpler routes. Finally, slope is not a determinant for e-scooter route choice, likely because e-scooters are powered by electricity.
Wenwen Zhang; Ralph Buehler; Andrea Broaddus; Ted Sweeney. What type of infrastructures do e-scooter riders prefer? A route choice model. Transportation Research Part D: Transport and Environment 2021, 94, 102761 .
AMA StyleWenwen Zhang, Ralph Buehler, Andrea Broaddus, Ted Sweeney. What type of infrastructures do e-scooter riders prefer? A route choice model. Transportation Research Part D: Transport and Environment. 2021; 94 ():102761.
Chicago/Turabian StyleWenwen Zhang; Ralph Buehler; Andrea Broaddus; Ted Sweeney. 2021. "What type of infrastructures do e-scooter riders prefer? A route choice model." Transportation Research Part D: Transport and Environment 94, no. : 102761.
Ralph Buehler. The politics of cycling infrastructure. Spaces and (In)Equality. European Planning Studies 2020, 29, 219 -220.
AMA StyleRalph Buehler. The politics of cycling infrastructure. Spaces and (In)Equality. European Planning Studies. 2020; 29 (1):219-220.
Chicago/Turabian StyleRalph Buehler. 2020. "The politics of cycling infrastructure. Spaces and (In)Equality." European Planning Studies 29, no. 1: 219-220.
Ralph Buehler; John Pucher. The growing gap in pedestrian and cyclist fatality rates between the United States and the United Kingdom, Germany, Denmark, and the Netherlands, 1990–2018. Transport Reviews 2020, 41, 48 -72.
AMA StyleRalph Buehler, John Pucher. The growing gap in pedestrian and cyclist fatality rates between the United States and the United Kingdom, Germany, Denmark, and the Netherlands, 1990–2018. Transport Reviews. 2020; 41 (1):48-72.
Chicago/Turabian StyleRalph Buehler; John Pucher. 2020. "The growing gap in pedestrian and cyclist fatality rates between the United States and the United Kingdom, Germany, Denmark, and the Netherlands, 1990–2018." Transport Reviews 41, no. 1: 48-72.
(2020). Better buses—Better cities: How to plan, run, and win the fight for effective transit, by Steven Higashide. Journal of Urban Affairs. Ahead of Print.
Ralph Buehler. Better buses—Better cities: How to plan, run, and win the fight for effective transit, by Steven Higashide. Journal of Urban Affairs 2020, 43, 372 -373.
AMA StyleRalph Buehler. Better buses—Better cities: How to plan, run, and win the fight for effective transit, by Steven Higashide. Journal of Urban Affairs. 2020; 43 (2):372-373.
Chicago/Turabian StyleRalph Buehler. 2020. "Better buses—Better cities: How to plan, run, and win the fight for effective transit, by Steven Higashide." Journal of Urban Affairs 43, no. 2: 372-373.
Research shows that walking and cycling are sustainable means of travel that contribute to improved physical, mental, and social health. Those documented benefits justify the increased investment by federal, state, and local governments in walking and cycling infrastructure and programs in the United States, especially since 2000. This study examines to what extent daily walking and cycling rates have increased between 2001 and 2017, nationally and for subgroups and regions. The 2001, 2017 National Household Travel Surveys were used to estimate the frequency, duration, and distance of walking and cycling per capita. Person and trip files were merged to calculate the prevalence of achieving three different thresholds of minutes walking and cycling per day. Logistic regression was used to calculate prevalence rates for each variable subgroup (e.g. gender) while controlling for the effects of other variables influencing walking and cycling. National rates of daily walking rose slightly from 2001 to 2017, while cycling rates remained unchanged. There was substantial demographic, socioeconomic, and spatial variation for each year and over time. Walking and cycling were highest among well-educated persons, households with low car ownership, and residents of high-density neighborhoods. Walking and cycling fell among 5-15 year-olds, while increasing among 16-44 year-olds. Men were three times as likely to cycle as women, while walking rates were roughly the same for men and women. National aggregate rates of walking and cycling have not changed substantially from 2001 to 2017, suggesting that much more needs to be done. Successful efforts of some American cities show that active travel can significantly increase with improved infrastructure, programs, and policies that make walking and cycling safer and more convenient. Such efforts should be implemented on a much greater, nationwide scale to have an impact on the prevalence of active travel among Americans.
Ralph Buehler; John Pucher; Adrian Bauman. Physical activity from walking and cycling for daily travel in the United States, 2001–2017: Demographic, socioeconomic, and geographic variation. Journal of Transport & Health 2020, 16, 100811 .
AMA StyleRalph Buehler, John Pucher, Adrian Bauman. Physical activity from walking and cycling for daily travel in the United States, 2001–2017: Demographic, socioeconomic, and geographic variation. Journal of Transport & Health. 2020; 16 ():100811.
Chicago/Turabian StyleRalph Buehler; John Pucher; Adrian Bauman. 2020. "Physical activity from walking and cycling for daily travel in the United States, 2001–2017: Demographic, socioeconomic, and geographic variation." Journal of Transport & Health 16, no. : 100811.
Since 2018, pedestrians in many U.S. cities have been sharing sidewalk space with dockless shared e-scooters. The introduction of e-scooters has received pushback from pedestrians. Complaints reported in the media include e-scooters blocking walkways and sidewalks when parked illegally as well as safety concerns from pedestrians who do not feel safe around moving e-scooters. However, little is known beyond a few initial studies on e-scooter parking and anecdotes about pedestrian perceptions of e-scooter safety. Our case study from Rosslyn, Virginia, helps shed light on these two issues. First, we conducted a survey of 181 e-scooter riders and non-riders asking about their perceived safety around riders of e-scooters and experiences of sidewalks blocked by e-scooters. We found highly divergent responses about safety and sidewalk blocking perceptions from riders and non-riders. Second, we conducted an observational study of 606 parked e-scooters along three mixed-use corridors in Rosslyn to investigate the relationship between the built environment and e-scooter parking. We found that 16% of 606 observed e-scooters were not parked properly and 6% (36 e-scooters) were blocking pedestrian right-of-way. Moreover, our survey showed that e-scooter trips in Rosslyn replaced trips otherwise taken by Uber, Lyft, or a taxi (39%), foot (33%), bicycle (12%), bus (7%), or car (7%).
Owain James; J Swiderski; John Hicks; Denis Teoman; Ralph Buehler. Pedestrians and E-Scooters: An Initial Look at E-Scooter Parking and Perceptions by Riders and Non-Riders. Sustainability 2019, 11, 5591 .
AMA StyleOwain James, J Swiderski, John Hicks, Denis Teoman, Ralph Buehler. Pedestrians and E-Scooters: An Initial Look at E-Scooter Parking and Perceptions by Riders and Non-Riders. Sustainability. 2019; 11 (20):5591.
Chicago/Turabian StyleOwain James; J Swiderski; John Hicks; Denis Teoman; Ralph Buehler. 2019. "Pedestrians and E-Scooters: An Initial Look at E-Scooter Parking and Perceptions by Riders and Non-Riders." Sustainability 11, no. 20: 5591.
Over the last few decades, walking and cycling have increased in the United States, especially in large cities. Future efforts to promote active travel will occur during a time when automated vehicles will increasingly perform driving tasks without human input. Little is known about impacts of an automated vehicle fleet on pedestrians and cyclists. This study uses semi-structured interviews with experts from academia as well as the public and private sectors in the United States to (1) explore potential synergies and conflicts between increasingly automated motorized vehicles and active travel; and (2) highlight planning and policy priorities for active travel in a time of emerging connected and automated vehicles (C/AVs). Our interviews indicate that while C/AVs promise to make roadways safer for motorists, cyclists, and pedestrians, some potential hazards exist related to communication, behavior, and technical capabilities in the near term. In the long-term, C/AVs may have drastic impacts on infrastructure, the built environment, and land use, but these impacts are likely to vary by locality. Federal and state governments will play a role in ensuring that connected and automated vehicles operate safely, but local governments will ultimately determine how automated vehicles are integrated into the transportation network.
Bryan Botello; Ralph Buehler; Steve Hankey; Andrew Mondschein; Zhiqiu Jiang. Planning for walking and cycling in an autonomous-vehicle future. Transportation Research Interdisciplinary Perspectives 2019, 1, 100012 .
AMA StyleBryan Botello, Ralph Buehler, Steve Hankey, Andrew Mondschein, Zhiqiu Jiang. Planning for walking and cycling in an autonomous-vehicle future. Transportation Research Interdisciplinary Perspectives. 2019; 1 ():100012.
Chicago/Turabian StyleBryan Botello; Ralph Buehler; Steve Hankey; Andrew Mondschein; Zhiqiu Jiang. 2019. "Planning for walking and cycling in an autonomous-vehicle future." Transportation Research Interdisciplinary Perspectives 1, no. : 100012.
Cycling is experiencing a revival in many cities. Research has focused on the determinants of cycling – in particular the role of the built environment and road infrastructure. Bicycle parking has received little attention – even though bicycles are parked most of the time. This article reviews the scientific literature on bicycle parking and identifies existing gaps in research and knowledge. The review analyses 94 peer-reviewed papers identified through a search in Scopus and Web of Science, in December 2017. The annual number of papers increased 15-fold between 1995 and 2017. Overall, the level of evidence on the importance of bicycle parking is limited. The majority of studies are based on cross-sectional data with the presence of parking as a binary independent variable. Most studies focus on bicycle parking at public transport stops and at work places. Few studies report on bicycle parking throughout cities, and hardly any on parking at residential locations. Bicycle parking supply and quality appears to be a determinant of cycling for current and potential cyclists. Our findings can serve as input for an evidence-based debate on the role of bicycle parking. For practitioners, our research supports investment in bicycle parking, but acknowledges that a proper evaluation of such initiatives needs to be conducted to increase the level of evidence.
Eva Heinen; Ralph Buehler. Bicycle parking: a systematic review of scientific literature on parking behaviour, parking preferences, and their influence on cycling and travel behaviour. Transport Reviews 2019, 39, 630 -656.
AMA StyleEva Heinen, Ralph Buehler. Bicycle parking: a systematic review of scientific literature on parking behaviour, parking preferences, and their influence on cycling and travel behaviour. Transport Reviews. 2019; 39 (5):630-656.
Chicago/Turabian StyleEva Heinen; Ralph Buehler. 2019. "Bicycle parking: a systematic review of scientific literature on parking behaviour, parking preferences, and their influence on cycling and travel behaviour." Transport Reviews 39, no. 5: 630-656.
Ralph Buehler. Copenhagenize: The definite guide to global bicycle urbanism, by Mikael Colville-Andersen. Journal of Urban Affairs 2018, 41, 883 -885.
AMA StyleRalph Buehler. Copenhagenize: The definite guide to global bicycle urbanism, by Mikael Colville-Andersen. Journal of Urban Affairs. 2018; 41 (6):883-885.
Chicago/Turabian StyleRalph Buehler. 2018. "Copenhagenize: The definite guide to global bicycle urbanism, by Mikael Colville-Andersen." Journal of Urban Affairs 41, no. 6: 883-885.
Walking and cycling—active travel—can help adults achieve the World Health Organization’s recommended 150+ min of moderate-intensity aerobic physical activity per week. Based on a nationally representative panel-survey of daily travel in Germany, this study assesses weekly minutes of active travel by adult respondents participating in a weeklong survey in two consecutive years. The paper first identifies person-level covariates for achieving 150+ min of active travel during a week in year 1 of panel participation. The analysis then compares the patterns of individuals falling into four groups of active travel over the two survey years: ‘high maintainers’ who achieved 150+ min in both year 1 and year 2; ‘low maintainers’ who did not achieve 150+ min in neither year 1 nor year 2; ‘adopters’ who did not achieve 150+ min in year 1, but did so in year 2; and ‘relapsers’ who achieved 150+ min in year 1, but not in year 2. About half (48%) of respondents achieved 150+ min of active travel per week in their first year of panel participation. Of those, about three-quarters were ‘high maintainers’ with 150+ min of active travel in both years. Logistic regressions showed that ‘high maintainers’ were more likely to be 30 years or older, not employed, have a monthly public transport pass, live within 2 km of a shopping destination, and less likely to own cars. Transport and land-use policies can help influence several of these factors. Compared to ‘low maintainers,’ policy interventions to increase population shares achieving health-enhancing levels of physical activity from active travel may be most promising when targeting ‘adopters’ and ‘relapsers.’ These groups are more similar to the ‘high maintainers,’ with at least one year reporting of health-enhancing physical activity from active travel—compared to the ‘low maintainers.’
Ralph Buehler; Tobias Kuhnimhof; Adrian Bauman; Christine Eisenmann. Active travel as stable source of physical activity for one third of German adults: Evidence from longitudinal data. Transportation Research Part A: Policy and Practice 2018, 123, 105 -118.
AMA StyleRalph Buehler, Tobias Kuhnimhof, Adrian Bauman, Christine Eisenmann. Active travel as stable source of physical activity for one third of German adults: Evidence from longitudinal data. Transportation Research Part A: Policy and Practice. 2018; 123 ():105-118.
Chicago/Turabian StyleRalph Buehler; Tobias Kuhnimhof; Adrian Bauman; Christine Eisenmann. 2018. "Active travel as stable source of physical activity for one third of German adults: Evidence from longitudinal data." Transportation Research Part A: Policy and Practice 123, no. : 105-118.
The personal car is the most important mode of transport in most countries. Many policies are in place in different countries and regions to tackle unsustainable trends associated with car travel. A reason for the varying success of the same measure from one country to another might be different car-usage patterns. Using Germany and California as case studies to investigate differences and similarities in car use, we adapted the CUMILE model both for Germany and California in order to generate detailed profiles of car use over one year. Hierarchical cluster analysis subdivided the sample into clusters with similar car-usage characteristics. Then, we compared clusters of cars with similar usage between Germany and California in terms of cluster size, car properties and sociodemographic characteristics of their owners. The same eight car-usage clusters emerged in both study areas–with varying cluster sizes. We descriptively labeled the clusters: standing cars, moderate-range cars, day-to-day cars, workday cars, weekend cruisers, long-distance cars, short-haul cars and all-rounders. A better understanding of car-use patterns throughout a year and the size and characteristics of car-use clusters is beneficial for the identification of policies to make transport systems more sustainable.
Christine Eisenmann; Ralph Buehler. Are cars used differently in Germany than in California? Findings from annual car-use profiles. Journal of Transport Geography 2018, 69, 171 -180.
AMA StyleChristine Eisenmann, Ralph Buehler. Are cars used differently in Germany than in California? Findings from annual car-use profiles. Journal of Transport Geography. 2018; 69 ():171-180.
Chicago/Turabian StyleChristine Eisenmann; Ralph Buehler. 2018. "Are cars used differently in Germany than in California? Findings from annual car-use profiles." Journal of Transport Geography 69, no. : 171-180.
Ralph Buehler; John Pucher; Oliver Dümmler. Verkehrsverbund: The evolution and spread of fully integrated regional public transport in Germany, Austria, and Switzerland. International Journal of Sustainable Transportation 2018, 13, 36 -50.
AMA StyleRalph Buehler, John Pucher, Oliver Dümmler. Verkehrsverbund: The evolution and spread of fully integrated regional public transport in Germany, Austria, and Switzerland. International Journal of Sustainable Transportation. 2018; 13 (1):36-50.
Chicago/Turabian StyleRalph Buehler; John Pucher; Oliver Dümmler. 2018. "Verkehrsverbund: The evolution and spread of fully integrated regional public transport in Germany, Austria, and Switzerland." International Journal of Sustainable Transportation 13, no. 1: 36-50.
Tianjun Lu; Ralph Buehler; Andrew Mondschein; Steve Hankey. Designing a bicycle and pedestrian traffic monitoring program to estimate annual average daily traffic in a small rural college town. Transportation Research Part D: Transport and Environment 2017, 53, 193 -204.
AMA StyleTianjun Lu, Ralph Buehler, Andrew Mondschein, Steve Hankey. Designing a bicycle and pedestrian traffic monitoring program to estimate annual average daily traffic in a small rural college town. Transportation Research Part D: Transport and Environment. 2017; 53 ():193-204.
Chicago/Turabian StyleTianjun Lu; Ralph Buehler; Andrew Mondschein; Steve Hankey. 2017. "Designing a bicycle and pedestrian traffic monitoring program to estimate annual average daily traffic in a small rural college town." Transportation Research Part D: Transport and Environment 53, no. : 193-204.
John Pucher; Ralph Buehler. Cycling towards a more sustainable transport future. Transport Reviews 2017, 37, 689 -694.
AMA StyleJohn Pucher, Ralph Buehler. Cycling towards a more sustainable transport future. Transport Reviews. 2017; 37 (6):689-694.
Chicago/Turabian StyleJohn Pucher; Ralph Buehler. 2017. "Cycling towards a more sustainable transport future." Transport Reviews 37, no. 6: 689-694.
Objectives. To examine changes in pedestrian and cyclist fatalities per capita (1990–2014) and per kilometer (2000–2010) in selected high-income countries, and in fatalities and serious injuries per kilometer by age in the United States and Germany (2001–2009). Methods. We used Organisation for Economic Cooperation and Development data to estimate 5-year annual averages of per-capita fatalities relative to the 1990–1994 average. To control for exposure, we divided fatalities and serious injuries by kilometers of walking or cycling per year for countries with comparable data from national household travel surveys. Results. Most countries have reduced pedestrian and cyclist fatality rates per capita and per kilometer. The serious injuries data show smaller declines or even increases in rates per kilometer. There are large differences by age group in fatality and serious injury rates per kilometer, with seniors having the highest rates. The United States has much higher fatality and serious injury rates per kilometer than the other countries examined, and has made the least progress in reducing per-capita fatality rates. Conclusions. The United States must greatly improve walking and cycling conditions. All countries should focus safety programs on seniors and children.
Ralph Buehler; John Pucher. Trends in Walking and Cycling Safety: Recent Evidence From High-Income Countries, With a Focus on the United States and Germany. American Journal of Public Health 2017, 107, 281 -287.
AMA StyleRalph Buehler, John Pucher. Trends in Walking and Cycling Safety: Recent Evidence From High-Income Countries, With a Focus on the United States and Germany. American Journal of Public Health. 2017; 107 (2):281-287.
Chicago/Turabian StyleRalph Buehler; John Pucher. 2017. "Trends in Walking and Cycling Safety: Recent Evidence From High-Income Countries, With a Focus on the United States and Germany." American Journal of Public Health 107, no. 2: 281-287.