Journal of Cycling and Micromobility Research最新文献_第5页

Examining bicyclist safety inequities across neighborhoods of different income levels in Florida 在佛罗里达州不同收入水平的社区中检查骑自行车者的安全不平等

Journal of Cycling and Micromobility Research

Pub Date : 2025-05-23 DOI: 10.1016/j.jcmr.2025.100070

Xingjing Xu , Xiang (Jacob) Yan , Jia Fang , Ilir Bejleri

Bicyclist crashes have increased in recent years. While previous studies have found that crashes involving bicyclists have disproportionately happened in lower-income neighborhoods, there is a limited understanding of the risk factors and how they affect the safety of bicyclists in neighborhoods of different income levels. This study examines this gap by investigating the risk factors contributing to bicyclist crashes in Florida from 2014 to 2019 at the census block group level and exploring the safety-in-numbers phenomenon, using Poisson lognormal spatial regression models. These factors include bicyclist exposure, roadway characteristics, intersection-related factors, land use features, and socioeconomic status. The results reveal that lower-income neighborhoods experience more bicyclist crashes, with distinct risk factors compared to higher-income areas. More specifically, in lower-income neighborhoods, a higher number of signalized intersections and mixed land use are associated with increased fatal and serious injury crashes, while urban areas and larger elderly populations contribute to overall crash risks. In higher-income neighborhoods, stop-sign controlled intersections, and a larger Black population are associated with more bicyclist crashes. Additionally, the safety-in-numbers effect is observed for fatal and injury bicyclist crashes in lower-income neighborhoods, meaning that the presence of more bicyclists is associated with a reduction in fatal and serious injury crashes in such neighborhoods. These findings highlight the need for targeted safety interventions, such as improving intersections, addressing roadway design, and implementing safety strategies tailored to neighborhood income levels. By aligning safety interventions with neighborhood-specific risk factors, transportation agencies can more effectively prioritize resources and create safer cycling for all communities.

自行车事故近年来有所增加。虽然之前的研究发现，涉及骑自行车者的撞车事故在低收入社区发生的比例过高，但人们对风险因素以及它们如何影响不同收入水平社区骑自行车者的安全的了解有限。本研究使用泊松对数正态空间回归模型，通过调查2014年至2019年佛罗里达州人口普查组水平上导致骑自行车者撞车的风险因素，并探索数量安全现象，来检验这一差距。这些因素包括骑自行车者暴露、道路特征、交叉口相关因素、土地利用特征和社会经济状况。结果显示，与高收入地区相比，低收入社区经历了更多的自行车事故，其风险因素明显。更具体地说，在低收入社区，更多的信号交叉路口和混合土地使用与致命和严重伤害事故的增加有关，而城市地区和更多的老年人口增加了总体事故风险。在高收入社区，停车标志控制的十字路口和更多的黑人人口与更多的自行车事故有关。此外，在低收入社区的致命和伤害自行车事故中观察到数量安全效应，这意味着更多骑自行车的人的存在与这些社区致命和严重伤害事故的减少有关。这些发现强调了有针对性的安全干预措施的必要性，例如改善十字路口，解决道路设计问题，以及实施适合社区收入水平的安全策略。通过将安全干预措施与社区特定的风险因素结合起来，交通机构可以更有效地优先考虑资源，并为所有社区创造更安全的骑行。

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引用次数: 0

Investigating bicycle crash frequency, severity, and safety in numbers at signalized intersections in Utah using crowdsourced data 使用众包数据调查犹他州信号交叉口的自行车碰撞频率、严重程度和安全性

Journal of Cycling and Micromobility Research

Pub Date : 2025-04-17 DOI: 10.1016/j.jcmr.2025.100068

Ahadul Islam , Michelle Mekker , Patrick A. Singleton

This study’s objectives were to (1) understand (geometric, traffic, operational, and other) factors associated with bicycle safety (crash frequency and severity) at signalized intersections; and (2) investigate whether the “safety in numbers” phenomenon applies to bicycling in the US. To accomplish these objectives, data for 2312 bicycle crashes over a ten-year (2010–2019) period were linked to crowdsourced Strava ridership data (as a measure of bicycle exposure) and other information at 2232 signalized intersections in Utah. Zero-inflated negative binomial models of bicycle crash frequencies and ordered logit models of bicycle crash severities were estimated, accounting for different levels of data availability. Also, an aggregate time period analysis compared bicycle crash rates and severity levels for different weekdays and months. Bicycle crashes were more frequent at signals with four legs, longer crossing distances, no channelized right turn lanes, more far-side bus stops, higher population densities, no places of worship, and in neighborhoods with lower incomes and greater shares of people of Hispanic or non-White race/ethnicity. Bicycle crashes were more severe when involving larger or left-turning vehicles, road users who disregarded the traffic control device, on arterial roadways, and at locations with vertical grades and without street lighting. Bicycle crash rates and the share of fatal/serious injury crashes were lower during the highest-ridership months of the year (May–August). Overall, the study found strong support for the “safety in numbers” effect, in which bicycle crash rates decrease with increasing bicycle volumes, when looking both across locations and over time.

本研究的目的是：(1)了解信号交叉口与自行车安全（碰撞频率和严重程度）相关的因素（几何、交通、操作和其他）；(2)调查“人多安全”现象是否适用于美国的骑自行车。为了实现这些目标，在10年（2010-2019年）期间，2312起自行车事故的数据与犹他州2232个信号十字路口的众包Strava乘客数据（作为自行车暴露的衡量标准）和其他信息相关联。考虑到不同的数据可用性，估计了自行车碰撞频率的零膨胀负二项模型和自行车碰撞严重程度的有序logit模型。此外，还对不同工作日和月份的自行车碰撞率和严重程度进行了汇总分析。在有四条腿的信号灯、较长的交叉距离、没有通道化的右转弯车道、较远的公交车站、较高的人口密度、没有礼拜场所、以及收入较低、西班牙裔或非白种人/族裔人口较多的社区，自行车事故发生的频率更高。在主干道上，以及在垂直坡度和没有路灯的地方，大型车辆或左转车辆、无视交通控制装置的道路使用者发生的自行车事故更为严重。在一年中乘客人数最多的月份（5月至8月），自行车碰撞率和致命/严重伤害事故的比例较低。总的来说，研究发现了“数量安全”效应的有力支持，即在不同地点和时间内，自行车碰撞率随着自行车数量的增加而下降。

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引用次数: 0

Cyclists’ evaluation of routes using ride-along questionnaires 骑车人使用骑行问卷对路线进行评估

Journal of Cycling and Micromobility Research

Pub Date : 2025-04-14 DOI: 10.1016/j.jcmr.2025.100067

Frauke Luise Berghoefer, Vivien Miether, Mark Vollrath

The bicycle is a healthy and environmentally friendly mode of transport and one of the most important components of sustainable urban transport. To make cycling more attractive and convenient, cycling infrastructures and routes should be designed to allow safe, comfortable, stress-free, and convenient cycling. But which infrastructures are attractive for cycling? What are the similarities and differences between attractive and unattractive infrastructures for cycling? In a cycling study with ride-along questionnaires, 41 participants cycled route segments that varied in infrastructural characteristics such as the cycling facility, surface, or gradient. Each segment was evaluated on multiple criteria and the ride was followed by a short, structured interview to examine the participants’ reasons for the given evaluations. The results of two cluster analyses of the criteria revealed that infrastructures can be characterized by their evaluation on the mental effort required, the cycling comfort, and the attractiveness of the surrounding. The results strengthen the positive effects of wide and traffic-calmed infrastructure, even if it has to be shared with pedestrians, but they also emphasize the negative impact of adjacent motor traffic on cyclists’ perception of the environment. The findings of our study provide valuable insights into cyclists’ perception and evaluation of various cycling infrastructures. Furthermore, they elaborate similarities and dissimilarities between infrastructures that help to identify the specific characteristics that increase the attractiveness of cycling infrastructure.

自行车是一种健康、环保的交通方式，是可持续城市交通的重要组成部分之一。为了使骑行更具吸引力和便利性，骑行基础设施和路线的设计应使骑行安全、舒适、无压力、方便。但是，哪些基础设施对骑自行车有吸引力呢？有吸引力和没有吸引力的自行车基础设施有什么异同？在一项骑行问卷调查中，41名参与者骑行了基础设施特征（如骑行设施、路面或坡度）不同的路线段。每个部分都是根据多种标准进行评估的，然后是一个简短的结构化访谈，以检查参与者对给定评估的原因。两个聚类分析的结果表明，基础设施可以通过对所需脑力劳动、骑行舒适性和周围环境吸引力的评价来表征。研究结果强调了广泛且交通平稳的基础设施的积极影响，即使它必须与行人共享，但他们也强调了相邻机动交通对骑自行车者对环境感知的负面影响。我们的研究结果为骑车人对各种自行车基础设施的感知和评估提供了有价值的见解。此外，他们详细阐述了基础设施之间的异同，有助于确定增加自行车基础设施吸引力的具体特征。

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引用次数: 0

Barriers to cycling, barriers to health equity: Disparities in perceived cycling environments in the U.S. 骑自行车的障碍，健康公平的障碍：在美国感知骑车环境的差异

Journal of Cycling and Micromobility Research

Pub Date : 2025-04-12 DOI: 10.1016/j.jcmr.2025.100066

Lindsay M. Braun

Marginalized groups often face disproportionate environmental barriers to cycling, which could contribute to sociodemographic disparities in safety and health. Studies of these barriers typically rely on objective measures of infrastructure access, which are useful but may not capture important factors such as infrastructure quality and traffic safety. I address this gap by examining perceived barriers to cycling in a nationally representative sample of U.S. adults (n = 222,344) drawn from the 2017 National Household Travel Survey, asking three research questions through an equity lens: (1) Who cycles? (2) Which types of cyclists report environmental barriers? (3) Do these barriers moderate the potential health benefits of cycling? Using Heckman selection and multinomial logistic regression models, I find that marginalized groups (i.e., people of color and those with low socioeconomic status) are less likely to cycle, and more likely to face infrastructure- and safety-related barriers when they do. I also find that associations between cycling and self-reported health, while generally positive, are weaker among cyclists who report environmental barriers. These results suggest that there are sociodemographic disparities in perceived barriers to cycling in the U.S., and that addressing these disparities should be a critical focus for equitable cycling promotion.

边缘化群体骑自行车往往面临不成比例的环境障碍，这可能导致安全和健康方面的社会人口差异。对这些障碍的研究通常依赖于对基础设施可及性的客观衡量，这是有用的，但可能无法捕捉到基础设施质量和交通安全等重要因素。为了解决这一差距，我从2017年全国家庭旅行调查中选出了一个具有全国代表性的美国成年人样本（n = 222,344），通过公平的视角提出了三个研究问题：(1)谁骑自行车？(2)哪种类型的骑自行车的人报告环境障碍？(3)这些障碍是否抑制了骑车的潜在健康益处？使用Heckman选择和多项逻辑回归模型，我发现边缘化群体（即有色人种和社会经济地位低的人）不太可能骑自行车，而且更有可能在骑自行车时面临与基础设施和安全相关的障碍。我还发现，骑车和自我报告的健康状况之间的联系虽然总体上是积极的，但在报告环境障碍的骑车者中，这种联系较弱。这些结果表明，在美国，人们对骑行障碍的认知存在社会人口差异，解决这些差异应该是公平推广骑行的关键焦点。

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引用次数: 0

How e-scooter riders navigate road safety hazards –Understanding the perceptions and strategies of regular riders 电动摩托车骑手如何应对道路安全隐患 - 了解普通骑手的看法和策略

Journal of Cycling and Micromobility Research

Pub Date : 2025-04-10 DOI: 10.1016/j.jcmr.2025.100065

Juliane Anke, Madlen Ringhand, David Schackmann, Tibor Petzoldt

The popularity of e-scooter riding and the massive climb of related crashes has brought up new challenges for road safety, contradicting the potential benefits of more sustainable transport. While the current literature already draws a picture of e-scooter-related road safety issues, the underlying perceptions and motives of the riders have been hardly considered. An online survey and focus group interviews with regular e-scooter riders (owners of private e-scooters, frequent users of rental vehicles) were set out to obtain insights into the perceptions of hazards and safety-critical events, as well as immediate reactions and long-term protective strategies thereof. Results show that road safety campaigning should consider infrastructure hazards and hazards related to interactions with other road users. Furthermore, the results reveal an overlap regarding road safety problems between e-scooter riding and cycling, implying a potential for joint efforts. Individual behavioral strategies that the riders reported, like immediate reactions and long-term protective strategies, present input for education and training. Moreover, courses of action for traffic planning or maintenance, vehicle manufacturers, and driver education were identified, raising awareness of road infrastructure deficiencies, needed improvements in vehicle design, and the promotion of being considerate of each other in traffic. The findings highlight the benefits of drawing on the road users themselves to get a more complete picture and understanding of the underlying motives to enhance the safety of e-scooter riding.

电动摩托车的普及和相关交通事故的大幅攀升给道路安全带来了新的挑战，这与更可持续的交通方式可能带来的益处相矛盾。尽管现有文献已经描绘了与电动摩托车相关的道路安全问题，但几乎没有考虑到骑行者的基本看法和动机。我们对经常骑电动摩托车的人（私人电动摩托车车主、租赁车辆的经常使用者）进行了在线调查和焦点小组访谈，以深入了解他们对危险和安全关键事件的看法，以及对这些问题的即时反应和长期保护策略。结果表明，道路安全宣传活动应考虑基础设施危险以及与其他道路使用者互动相关的危险。此外，研究结果还揭示了骑电动摩托车和骑自行车之间在道路安全问题上的重叠，这意味着双方有可能共同努力。骑行者报告的个人行为策略，如即时反应和长期保护策略，为教育和培训提供了参考。此外，还确定了交通规划或维护、车辆制造商和驾驶员教育的行动方针，提高了对道路基础设施缺陷、车辆设计所需改进以及促进交通中相互体谅的认识。研究结果凸显了从道路使用者自身出发，更全面地了解和理解提高电动摩托车骑行安全的潜在动机的益处。

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引用次数: 0

Estimating bicycle route choice model in value-of-time space, a case study for Gothenburg 基于时间空间价值的自行车路径选择模型估计——以哥德堡市为例

Journal of Cycling and Micromobility Research

Pub Date : 2025-03-27 DOI: 10.1016/j.jcmr.2025.100064

Chengxi Liu , Fredrik Johansson , Ida Kristoffersson , Clas Rydergren

Previous studies that have estimated bicycle route choice models have focused on the preference valuations in the Value-of-distance space (VoD), i.e., the valuation of a potential investment in infrastructure relative to the reference infrastructure is measured in the unit of travel distance. That is to say, one meter of cycling on separated bike path is equivalent to x meters of cycling in mixed traffic (reference). This paper presents an effort to estimate a bicycle route choice model in Greater Gothenburg area where the utility is specified in the Value-of-Time space (VoT), which assumes that cyclists primarily aim to minimize travel time rather than distance per se. Estimation in VoT space also allows for the use of model estimation results in Cost-benefit analysis (CBA) given that most benefits in CBA are measured in terms of travel time savings. To achieve this, travel time, desired speed and delays at intersections are estimated from GPS data. A Path-size Logit model is developed where a utility function for each alternative (route) is formulated using travel time rather than distance. Desired speed and delay at intersections are estimated at trip level and intersection level. The estimated preference weights in the VoT space are compared with the estimates in the VoD space using the same data and from the literature. Results suggest that valuation of separated bike path in VoT space is comparable to VoD space using the same dataset but lower than the ones in VoD space in literature. The valuation of very steep slope (>5 %) in VoT space is substantially lower. Commuting cyclists slightly more prefer separated bike path and have a substantially stronger preference for avoiding signalized intersections than non-commuting trips.

以往估算自行车路线选择模型的研究主要集中在距离价值空间（Value-of-distance space, VoD）中的偏好估值，即以旅行距离为单位衡量基础设施相对于参考基础设施的潜在投资估值。也就是说，在分开的自行车道上骑行1米，相当于在混合交通中骑行x米（参考文献）。本文提出了一种估算大哥德堡地区自行车路线选择模型的努力，该模型的效用是在时间空间价值（VoT）中指定的，该模型假设骑自行车者的主要目标是最小化旅行时间而不是距离本身。VoT空间中的估计还允许在成本效益分析（CBA）中使用模型估计结果，因为CBA中的大多数效益是根据节省的旅行时间来衡量的。为了实现这一目标，从GPS数据中估计旅行时间、期望速度和十字路口的延误。开发了路径大小Logit模型，其中每个备选（路线）的效用函数使用旅行时间而不是距离来制定。期望的速度和延迟在交叉口估计在旅行水平和交叉口水平。将VoT空间中估计的偏好权重与使用相同数据和来自文献的VoD空间中的估计进行比较。结果表明，在相同数据集下，VoT空间中分离自行车道的估值与VoD空间相当，但低于文献中VoD空间的估值。非常陡斜率（>5 %）在VoT空间中的估值要低得多。通勤骑自行车的人比非通勤骑自行车的人更喜欢独立的自行车道，并且更倾向于避开有信号的十字路口。

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引用次数: 0

Factors influencing the usage of shared micromobility: Implications from Berlin 影响共享微流动性使用的因素：来自柏林的启示

Journal of Cycling and Micromobility Research

Pub Date : 2025-03-21 DOI: 10.1016/j.jcmr.2025.100063

Maximilian Heumann , Tobias Kraschewski , Philipp Otto , Lukas Tilch , Tim Brauner , Michael H. Breitner

The popularity of urban micromobility has steadily grown in cities worldwide. There is a lack of comparative studies investigating factors influencing the travel behavior of shared micromobility in Europe. From this, we investigate shared bicycle, e-scooter, and e-moped usage in Berlin based on trip data from September 2019 to March 2022. We incorporate a comprehensive set of spatial, temporal, weather-, fleet size-, and COVID-19-lockdown-related factors. To account for significant over-dispersion in our hourly resolved panel dataset for 542 traffic analysis zones, we employ a functional spatiotemporal regression model to estimate variables of trip counts for the three micromobility modes. Our descriptive results reveal spatiotemporal characteristics of shared bicycle, e-scooter, and e-moped usage and significant growth of operating fleet sizes in Berlin in recent years. We provide evidence that fleet expansion does not lead to a proportional increase in trips, implying competitive effects among operators limit potential growth. As urban space is scarce and regulations on fleet sizes are lacking, urban planners and service providers use these findings and complementary studies to plan fleets and their allocation optimally. Impacts associated with land use vary between modes and allow for demand-based planning. Precipitation is the most impactful factor among the weather variables and shows a pronounced adverse effect on all three modes. COVID-19-lockdown phases had no significant effect on e-mopeds. While bicycles were moderately affected, e-scooter trips decreased significantly. The findings can help policymakers and micromobility operators further optimize sharing mobility services and facilitate evidence-based strategies for the spatial and temporal design of micromobility.

城市微型交通的普及在世界各地的城市中稳步增长。在欧洲，缺乏对影响共享微交通出行行为因素的比较研究。基于此，我们根据2019年9月至2022年3月的出行数据，调查了柏林共享自行车、电动滑板车和电动轻便摩托车的使用情况。我们综合考虑了空间、时间、天气、机队规模和covid -19封锁相关因素。为了解释542个交通分析区每小时分辨率面板数据集中显著的过度分散，我们采用功能时空回归模型来估计三种微交通模式的出行次数变量。我们的描述性结果揭示了近年来柏林共享自行车、电动滑板车和电动轻便摩托车使用的时空特征以及运营车队规模的显着增长。我们提供的证据表明，机队扩张不会导致旅行次数成比例增加，这意味着运营商之间的竞争影响限制了潜在的增长。由于城市空间稀缺，缺乏对车队规模的监管，城市规划者和服务提供商利用这些发现和补充研究来规划车队及其最佳分配。与土地使用相关的影响因模式而异，并允许基于需求的规划。降水是天气变量中影响最大的因子，对三种模态均有显著的不利影响。新冠肺炎疫情的封锁阶段对电动助力车没有显著影响。虽然自行车受到的影响不大，但电动滑板车的出行次数明显减少。研究结果可以帮助决策者和微出行运营商进一步优化共享出行服务，并为微出行的时空设计提供循证策略。

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引用次数: 0

Personas-based e-scooter usage patterns analysis at a Greek research campus 基于人物的电动滑板车使用模式分析在希腊研究校园

Journal of Cycling and Micromobility Research

Pub Date : 2025-03-13 DOI: 10.1016/j.jcmr.2025.100062

Panagiota Mavrogenidou, Amalia Polydoropoulou

Micro-mobility, particularly e-scooters, is characterized as a promising solution to urban transportation challenges by reducing congestion and pollution. However, integrating e-scooters into urban environments has been challenging due to safety concerns and friction with other transport modes, leading to public opposition and potential bans. These challenges underscore the benefits of deploying e-scooters in controlled environments like university campuses, where their impact can be better managed. This study examines e-scooter implementation on a Greek campus, focusing on identifying hidden factors influencing usage levels through exploratory factor analysis (EFA). In addition, cluster analyses reveal different personality types that significantly affect usage levels. The Real-life Experiment was conducted in two phases, compared behaviors over time, and accounted for weather variations. The study innovatively integrates questionnaire and usage data to identify hidden factors affecting usage and segment users into personas. The analysis created four perception-based personas (Reluctant, Cautious, Practical, Interested but Unconvinced) and four trip-based personas (Young and Infrequent, Young and Frequent, Older and Infrequent, Older and Frequent). Chi-square analysis and Sankey diagrams visualized personas’ patterns, while ridgeline plots showed variable distributions across the two phases. Results highlighted the significant impact of safety concerns, transport challenges, perceived e-scooter benefits, and weather on utilization levels. The insights from this study provide valuable guidance for effectively implementing e-scooter systems to enhance sustainability and reduce unnecessary car trips. Recognizing the challenges and opportunities associated with adopting e-scooter sharing systems allows research institutions to better plan and promote sustainable practices.

微型交通工具，特别是电动滑板车，通过减少拥堵和污染，被认为是解决城市交通挑战的一种有希望的解决方案。然而，由于安全问题和与其他交通方式的摩擦，将电动滑板车融入城市环境一直具有挑战性，这导致了公众的反对和潜在的禁令。这些挑战凸显了在大学校园等受控环境中部署电动滑板车的好处，在那里它们的影响可以得到更好的管理。本研究考察了电动滑板车在希腊校园的实施情况，重点是通过探索性因素分析（EFA）找出影响使用水平的隐藏因素。此外，聚类分析揭示了不同的人格类型显著影响使用水平。现实生活实验分两个阶段进行，比较了不同时间的行为，并考虑了天气变化。该研究创新地将问卷调查和使用数据相结合，以识别影响使用的隐藏因素，并将用户划分为人物角色。分析创建了四个基于感知的人物角色（不情愿，谨慎，实际，感兴趣但不相信）和四个基于旅行的人物角色（年轻和不经常，年轻和经常，年长和不经常，年长和经常）。卡方分析和桑基图可视化了人物角色的模式，而脊线图显示了两个阶段的不同分布。研究结果强调了安全问题、运输挑战、感知到的电动滑板车优势以及天气对利用率的重大影响。本研究的见解为有效实施电动滑板车系统提供了有价值的指导，以提高可持续性并减少不必要的汽车旅行。认识到与采用电动滑板车共享系统相关的挑战和机遇，可以让研究机构更好地规划和促进可持续实践。

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引用次数: 0

Effectiveness of traffic signs to prevent fly parking 防止苍蝇停车的交通标志的有效性

Journal of Cycling and Micromobility Research

Pub Date : 2025-03-10 DOI: 10.1016/j.jcmr.2025.100060

Alexandra Gavriilidou, Rolien Holster, Winnie Daamen

As bicycle use increases, so does the need for formal parking spaces to safely store them while performing other activities at a destination. In the Netherlands, several municipalities have created indoor and outdoor formal parking spaces, which remain underutilised. Instead, many cyclists choose to ‘fly park’, i.e. informally lock their bicycle to objects on the street. This can cause dangerous situations or inconvenience, for example by blocking sidewalks. The discrepancy between the use of formal and informal parking spaces may be attributed to a lack of information provided to cyclists about the available formal parking options. This study investigated the effectiveness of different traffic sign designs in encouraging the use of formal parking spaces. The designs were developed within this research with the intention of capturing different communication strategies, namely hazardous, neutral educative and negative educative. A stated preference choice experiment was then performed to allow the comparison of the effectiveness of the different designs, and thus communication strategies. The responses were analysed using discrete choice modelling. According to the results, traffic signs alerting users to the fact that controls are performed (hazardous communication) are the most effective in the fly parking prevention, especially for frequent bicycle users.

随着自行车使用量的增加，在目的地进行其他活动时，也需要正式的停车位来安全地存放自行车。在荷兰，一些城市已经建立了室内和室外的正式停车位，但这些停车位仍未得到充分利用。相反，许多骑自行车的人选择“飞停”，即非正式地将自行车锁在街上的物体上。这可能会造成危险的情况或不便，例如堵塞人行道。正式和非正式停车位的使用差异可能是由于缺乏向骑自行车的人提供关于可用的正式停车选择的信息。本研究调查了不同交通标志设计在鼓励使用正式停车位方面的效果。这些设计是在本研究中开发的，旨在捕捉不同的沟通策略，即危险、中性教育和消极教育。然后进行了一个陈述偏好选择实验，以允许比较不同设计的有效性，从而交流策略。使用离散选择模型对响应进行了分析。结果表明，交通标志提醒用户进行控制（危险通信）是预防苍蝇停车最有效的方法，特别是对于经常骑自行车的人。

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引用次数: 0

Comparing injuries from e-scooters, e-bikes, and bicycles in the United States 比较美国电动滑板车、电动自行车和自行车造成的伤害

Journal of Cycling and Micromobility Research

Pub Date : 2025-02-28 DOI: 10.1016/j.jcmr.2025.100061

Hannah Younes

There is a growing perception that e-scooters are more dangerous than bicycles and e-bikes, with towns implementing measures to ban their usage. Yet, there is not much evidence from large scale surveys to substantiate this claim. Nearly 14,000 micromobility injuries leading to emergency care in the United States in 2021 and 2022 are analyzed in this study. The following questions are addressed: What are the characteristics of injured micromobility users? Are injured e-scooter users more likely to suffer severe or fatal injuries than other injured micromobility users? What is the relationship between motor-vehicles and micromobility-related injuries? Around 15 % of injured micromobility users presenting to an emergency department were admitted to the hospital. Injured e-scooter users were not more likely to suffer severe injuries than bicyclists and e-bike users. Factors influencing micromobility injury severity included: older age, being male, involvement of a motor-vehicle, and alcohol/substance use. E-bike injuries were more likely to (33 %) involve a motor-vehicle than bicycle (26 %) and e-scooter injuries (23 %). Injured e-scooter users were more diverse (e.g., a higher proportion of women and minorities) and tended to be younger than bicyclists and e-bike users, indicating a potential wider diversity of users. As micromobility becomes a growing mode of sustainable transportation, we must ensure that conditions are safe for all users. This includes separated and protected pathways for micromobility users, traffic calming measures for motor-vehicles, adequate post-crash care for all, and policies that advocate for safe usage, instead of preventing usage, of micromobility modes.

越来越多的人认为，电动滑板车比自行车和电动自行车更危险，因此一些城镇采取了禁止使用电动滑板车的措施。然而，大规模调查并没有太多证据证明这种说法。本研究分析了 2021 年和 2022 年美国导致急诊的近 14,000 起微型电动车伤害事故。研究涉及以下问题受伤的微型交通工具使用者有哪些特征？与其他受伤的微型交通工具使用者相比，受伤的电动摩托车使用者是否更有可能遭受严重或致命伤害？机动车与微移动相关伤害之间的关系是什么？在前往急诊科就诊的微型交通工具受伤者中，约有15%的人被送入医院。与自行车和电动自行车使用者相比，电动摩托车使用者受伤的严重程度并不高。影响微型交通工具受伤严重程度的因素包括：年龄较大、男性、涉及机动车辆以及酗酒/服用药物。与自行车（26%）和电动滑板车（23%）相比，电动自行车受伤（33%）更有可能涉及机动车。与自行车和电动自行车使用者相比，电动滑板车使用者更加多样化（例如，女性和少数民族的比例更高），而且往往更年轻，这表明使用者可能更加多样化。随着微型交通成为一种日益增长的可持续交通方式，我们必须确保所有使用者的安全。这包括为微型交通使用者提供分隔的、受保护的道路，为机动车采取交通疏导措施，为所有人提供充分的碰撞后护理，以及倡导安全使用而不是阻止使用微型交通模式的政策。

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