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W ING AY K F A O R M

P On this in Santa

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D E Barbara, California, motor E L vehicle were replaced S C T Y by a bidirectional bike path, R C IA BI separated from car . NS AND P H O T O :

R A L P H F E R T I G

Walking and Cycling in and the Trends, Policies, and Lessons

RALPH BUEHLER AND JOHN PUCHER

alking and cycling are the most sustain - ments in public infrastructure. Walking and cycling Buehler is Assistant able means of daily travel. They cause vir - are affordable by virtually everyone and therefore are Professor, Urban Affairs W tually no noise or air pollution and the most equitable of all transport modes. and Planning, School of

2 consume far fewer nonrenewable resources than any Following is a brief overview of cycling and walk - 1

0 Public and International 2

motorized mode of transport. The energy that walk - ing trends and policies in the United States and West -

E Affairs, Virginia Tech, N ing and cycling require is provided directly by the ern Europe, with a focus on the , U J Alexandria, Virginia. – traveler, and the use of that energy offers valuable , , and the , the coun - Y

A Pucher is Professor,

M cardiovascular exercise. tries for which the most comparable and detailed

0 Bloustein School of

8 Walking and cycling require only a fraction of data are available ( 1–9 ). 2 Planning and Public S the space needed for operating and parking cars. W

E Policy, Rutgers

N Moreover, walking and cycling are economical—they Variations and Trends

R , New T cost far less than the private car or public transport, The share of daily trips by walking and cycling Brunswick, New . 34 in terms of direct outlays by users and of invest - varies greatly from country to country (see Figure 5

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T Walking and cycling trends in the United States O :

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A are difficult to gauge, because the national travel L P H

B survey methodology changed in 2001, increasing U E H L E

R the walk mode share by capturing previously unre - ported walk trips. The survey results in Figure 2 suggest slight increases in walking and cycling lev - els in the United States in the past two decades, but in the long term, the walk mode share probably declined. The U.S. Census, which has applied a consistent methodology, reports a substantial decline in walking and cycling to work, from 7.9 percent of workers in 1970 to 3.5 percent in 2009 (10, 11 ).

Gender and Age Groups Cyclists comprise virtually all segments of society in Denmark, Germany, and the Netherlands. In the United States, , and the United Kingdom, women account for approximately one-fourth of all Since the early 1970s, an the early 1970s were roughly comparable, at bike trips; women in Denmark, Germany, and the increasing number of approximately 40 to 50 percent, but the most recent Netherlands make approximately half of all bike German cities have surveys indicate that active travel in Denmark, Ger - trips. Cycling is gender-neutral in Denmark, Ger - banned automobiles many, and the Netherlands is at a level almost twice many, and the Netherlands but dominated by men in from the city center, as here in Freiburg, that of and the United Kingdom. The much the United States, Canada, and the United Kingdom. Germany. smaller declines in active transport in Denmark, In contrast, the share of walk trips made by women Germany, and the Netherlands are attributable to shows little variation among countries. more car-restrictive policies since the 1970s, com - Walking and cycling levels vary significantly by bined with a range of measures to encourage walk - age, but the variation is much less in some countries ing and cycling. than in others. The combined share of walking and

70 Cycling Walking

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FIGURE 3 Cycling and walking share of trips within each age group in the Netherlands, Denmark, Germany, S

W the United Kingdom, and the United States, 2009, as percent of trips by all modes for all trip purposes. E N

Note: Each country uses somewhat different age categories in travel surveys. The percentages shown refer to R

T the walking and cycling share of all trips made by persons within each age category. (Sources: Danish MOT, 36 British DfT, German MOT, Netherlands MOT, and U.S. DOT.) 7

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In all five countries, pedestrian fatalities have These statistics suggest that traffic safety affects declined more than cyclist fatalities. Walking levels walking and cycling and that greater safety in Den - fell in most countries over this period, however, so , Germany, and the Netherlands has contributed Bike paths in the that part of the reduction is attributable to reduced to the higher rates of walking and cycling. The the - Netherlands are designed exposure rates. The number of annual pedestrian ory of safety in numbers also suggests that more for safety and comfort fatalities dropped more sharply in Europe—by walking and cycling may help improve safety ( 17 ). for all, including women, between 80 percent and 90 percent—than in the Walking and cycling levels correlate strongly with children, and seniors. United States, with a decline of 50 percent. Germany safety rates. More and safer walking and cycling in Wide paths enable cyclists to ride two or and the Netherlands recorded an impressive 90 per - Denmark, Germany, and the Netherlands result from three abreast, making cent decline in pedestrian fatalities between 1970 a range of programs and policies designed to encour - cycling more sociable. and 2008. age walking and cycling while restricting car use. P H

O Promoting Walking and Cycling T O :

W Danish, German, and Dutch transportation policies A R R E

N have emphasized improvements in the transporta - S A L O tion infrastructure for walking and cycling. For M O N pedestrians, measures include extensive auto-free zones in much of the city center; wide, well-lit side - walks on both sides of every ; pedestrian refuge islands for crossing wide ; clearly marked zebra crosswalks, often raised and with special light -

2 ing; and pedestrian signals at intersections and mid - 1 0 2

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S length, from 12,911 km (8,070 mi) in 1976 to 31,236 W E

N km (19,522 mi) in 1996. In the Netherlands, the bike -

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