Walking and Cycling International Literature Review - Department of ...

Citation Mode Issue Lit. Type Study Density Sample Outcome Variable(s) Key Findings
Pronovost and
Lusignan
(1996)
Bicycle Infra. Conf.
p.
B-and-a Big city 631.5 hours of observation of cyclists, drivers
and pedestrians in five intersections before and
after blue markings were painted on the roads
in Montreal in 1994.
Cyclist intersection
crossing time; Level
of conflict between
cyclists & motorists
and cyclists &
pedestrians
• “An increase in the time cyclists took to cross intersections was noted after the
crossing was colour marked…this result confirms that cyclists show greater
caution after the installation of coloured markings” (pg. 50).
• “The number of cyclists who respected the designated cycle path crossing rose
from 4.4% to 34.3%” (pg. 50).
• “Following colourization of the bicycle crossing, our research revealed a small but
significant decrease in the level of conflict between cyclists and motorists” (pg. 50).
Pucher (1998) Both Prog. Peer
rev.
Case
st.
Big city Policies in three German cities: Munster,
Freiburg, and Munich.
Mode choice • “In each of the cities, the percentage of travel by bicycling, walking and transit has
been raised over the past 20 years, while the car’s share of modal split has fallen”
(pg. 285).
Not
Specified
n/a Cycling safety on
separate vs. on road
facilities
• Key Arguments: “the overwhelming evidence is that cycling is much safer and more
popular precisely in those countries where bikeways, bike lanes, special
intersection modifications, and priority traffic signals are the key to their bicycling
policies” (pg. 1).
Pucher and
Buehler (2006)
Bicycle Infra. Peer
rev.
Not
Specified
Comparison of the. U.S. and Canada. Bicycling trends • “The main reasons for this difference are Canada’s higher urban densities and
mixed-use development, shorter trip distances, lower incomes, higher costs of
owning, driving and parking a car, safer cycling conditions, and more extensive
cycling infrastructure and training programs” (pg. 265).
Pucher and
Buehler (2007)
Bicycle Prog. Peer
rev.
Case
st.
Big city Case studies of six cities in the Netherlands,
Denmark, and Germany.
Cycling rates • “In our sample of six Dutch, Danish, and German cities, the most important
approach to making cycling safe, convenient, and attractive has been the provision
of separate cycling facilities along heavily travelled roads and at intersections,
combined with extensive traffic calming of residential neighbourhoods” (pg. 64).
Pucher and
Buehler (2008)
Bicycle Prog. Peer
rev.
Case
st.
Not
Specified
Comparison of the. U.S., U.K., Netherlands,
Denmark, and Germany.
Cycling rates • Key policies and measures used in the Netherlands, Denmark and Germany:
extensive systems of separate cycling facilities; intersection modifications and
priority traffic signals; traffic calming; bicycle parking; coordination with transit;
traffic education and training; traffic laws (pg. 55).
Pucher and
Dijkstra (2000)
Both Infra. Peer
rev.
Not
Specified
Lessons from Europe for the U.S. Walking and cycling
safety
• “Over the past two decades, these countries have undertaken a wide range of
measures to improve safety: better facilities for walking and bicycling; urban design
sensitive to the needs of non-motorists; traffic calming of residential
neighbourhoods; restrictions on motor vehicle use in cities; rigorous traffic
education of both motorists and nonmotorists; and strict enforcement of traffic
regulations protecting pedestrians and bicyclists” (pg. 1).
Pucher and
Dijkstra (2003)
Both Infra. Peer
rev.
Pucher (2001) Bicycle Infra. Editorial
Discussion
Discussion
Discussion
Crosssec.
Not
Specified
Secondary data from national travel and crash
surveys in the Netherlands, Germany, and the
United States in 2000.
Commute mode
share; Pedestrian and
cyclist injury rate
• “American pedestrians and cyclists were much more likely to be killed or injured
than were Dutch and German pedestrians and cyclists, both on a per-trip and on a
per-kilometer basis” (pg. 1509).
Purath and
Miller (2005)
Ped Prog. Peer
rev.
R.C.
trial
Not
Specified
287 sedentary women were recruited for the
study. Intervention included counselling and
telephone contact.
Total minutes walked
per day; Stage of
change; Paffenbarger
PA variables
• “Being assigned to the intervention group was a significant predictor in all of the
regression models...Minority women showed greater improvement in stage of
change of physical activity (p = .001) as well as week-end physical activity
(p = .042). Women with less education were more likely to increase total minutes
walked per week (p = .038)” (pg. 57).
Pulugurtha et
al. (2006)
Ped Model Conf.
p.
Longit. Big city Pedestrian volumes were collected at activity
locations throughout the day in Las Vegas, NV.
Pedestrian volume
during morning peak,
evening peak, and
evening off-peak
hours
• “The results indicate that commercial area is insignificant and it is not important in
estimating pedestrian trips. It was seen that the number of bus stops was not a
significant factor in all the models except for the morning peak hour model…The
average annual household income was significant in all four models...As expected,
the peak hour pedestrian trips were a function of number of lanes and residential
area” (pg. 16).
WALKING AND CYCLING LITERATURE REVIEW FINAL REPORT 93