Why are American roads so dangerous? | 为什么美国的公路如此危险? - FT中文网
登录×
电子邮件/用户名
密码
记住我
请输入邮箱和密码进行绑定操作:
请输入手机号码,通过短信验证(目前仅支持中国大陆地区的手机号):
请您阅读我们的用户注册协议隐私权保护政策,点击下方按钮即视为您接受。
FT英语电台

Why are American roads so dangerous?
为什么美国的公路如此危险?

Bad driving is probably playing a bigger role in the fatality rate than larger cars and longer journeys
00:00

undefined

I have good news and bad news about America’s roads. The good news is the number of people killed in traffic collisions fell by almost 4 per cent in 2023. The bad news is the mortality rate on US roads is still 25 per cent up on a decade earlier, and three times the rate of the average developed country.

Most of the explanations commonly put forward for why US roads remain so deadly focus on broad structural factors such as vehicle size or time spent on the road, but a review of the evidence suggests this may be mistaken. Last year’s improvement is a case in point. Two reasons often cited as key causes of poor US performance both worsened: the total number of miles driven by Americans increased, and US cars continued to grow larger. Yet fatal collisions still declined.

undefined

Car-centrism in the US is clearly part of its road safety problem — it’s about culture more than geography. So committed are Americans to their cars that 63 per cent of people choose to drive for trips of less than a mile, compared with 16 per cent in the UK. But even after adjusting for distance driven, US fatality rates remain double the rich-world average. The main reasons American roads are so unsafe stem from how they drive, not how much.

On vehicle size, there is a wealth of evidence that larger cars are more deadly to pedestrians, but the contribution of America’s bloated fleet to its fatality rates turns out to be modest. US pedestrian deaths would be roughly 10 per cent lower if all SUVs and pick-up trucks were replaced with standard-sized cars, according to a study by Justin Tyndall, assistant professor of economics at the University of Hawaii.

Adding to the evidence that this is not a dominant factor, car sizes in Canada, Australia and New Zealand have traced similar paths to the US without resulting in a spike in fatalities.

undefined

Another theory is that the rise of homelessness in the US may be pushing pedestrian deaths higher. A recent study found that there had indeed been a marked rise in traffic-related deaths among the homeless, but this, too, can only explain a small portion of the overall rise.

Instead, an underrated factor seems to be not American cars but American drivers.

In an eye-opening analysis last year, Emily Badger, Ben Blatt and Josh Katz of The New York Times revealed that the rise in US road deaths was driven almost exclusively by pedestrian fatalities happening at dusk under fading light when drivers are most likely to be using their phones. A theory emerged that the proliferation of smartphones in a population who, unlike their European counterparts, almost exclusively drive cars with automatic transmission gives them a false sense of security about how dangerous it is to multitask at the wheel.

Yet this idea only half works. Using phones at the wheel is a big problem in the US, according to data from Cambridge Mobile Telematics. But just across the border, Canadians, who also drive automatics, spend less than half as much time using their devices while driving. The determining factor seems to be different attitudes to safety, with Americans twice as likely as Canadians or Europeans to say they find it acceptable to use a phone while driving.

undefined

The same pattern shows up in other behaviours. Americans are much less likely to wear seat belts than most Europeans and also have higher rates of drink-driving.

Given that studies find a lack of seat belts, alcohol and distracted driving all increase either the likelihood or lethality of a collision by a greater amount than vehicle size or shape — and that American drivers are more exceptional in these behaviours than in their car size — these factors may be the determining ones.

To be clear, driver habits don’t form in a vacuum, and they can and must change. As transport expert David Zipper points out, everything from the design of streets, to investment in public transport, to stricter — and enforced — laws on drinking, speeding, mobile phone usage and seatbelt-wearing has been proved to shape behaviour. This also shows up in the wide variation in road death trends between US states with more and less strict road safety laws.

Taking all the evidence together, America’s dire record on the roads is neither the result of happenstance nor industry-wide trends. If the US is to achieve developed-country levels of road safety, America and Americans need to change direction.

john.burn-murdoch@ft.com, @jburnmurdoch

版权声明:本文版权归FT中文网所有,未经允许任何单位或个人不得转载,复制或以任何其他方式使用本文全部或部分,侵权必究。

欧洲病夫?德国企业老板针对高病假率发出警告

一项研究称,如果不是因为病假率高于平均水平,德国经济去年将增长0.5%,而非收缩0.3%。

依视路陆逊梯卡估值达千亿欧元,押注眼镜将取代智能手机

该眼镜巨头的首席执行官米莱里表示,与Meta公司合作开发的可穿戴技术将促进增长。

朝鲜向俄派兵后,韩国考虑直接援乌武器

韩国认为,朝鲜向俄派兵和可能的俄朝技术转让对韩国的安全构成直接威胁。

再次陷入危机的大众汽车能走上改革之路吗?

欧洲最大的汽车制造商正与工人和政界人士交战,试图渡过痛苦的电动汽车转型期。

哈里斯的另一个大选对手:通货膨胀

美国选民对高昂生活成本的不满可能决定下周谁将赢得白宫。

Lex专栏:Meta和微软通过季度理智检查

科技巨头今天吹捧真正的胜利,以证明明天的巨额投资是合理的。投资者对此是支持的,但程度有限。
设置字号×
最小
较小
默认
较大
最大
分享×