The national statistics showing a decline in bike ridership are a bit misleading. It is indeed down in rural and suburban areas — but cities tell a different story. Biking in cities has exploded recently with millions of Americans mounting bicycles for the first time in years. Is it the start of a long-term trend?

There are good reasons to hope so. Transportation is the largest source of greenhouse emissions (排放) in the U.S., and cars and light trucks account for 58 percent of transportation emissions. Switching from cars to bikes cuts emissions much faster than switching to electric cars.

And motor vehicle accidents still kill more than 39,000 Americans a year — including more than 700 cyclists. Some 70 percent of people surveyed in the U.S. say they’re interested in biking. Why don’t they bike more? It comes down to safety. Half of the people surveyed said they were, understandably, too afraid to bike on the street.

Putting a painted biking path on a 40-mph road is not going to appeal to potential cyclists afraid of a close encounter with a car. Bike safety isn’t about painting bike paths on every street. It’s about creating bike networks that can take you safely from point A to point B. Good bike networks are made of things like greenways, protected bike paths with physical barriers separating riders from cars, and quiet streets.

The good news is that bike networks were expanding in the U.S. years ago. Between 1991 and 2021, there was a six-fold increase in painted, off-road paths, from 5,904 miles to 39,329 miles. And the increase in protected bike paths is even more dramatic: Their total length, nationwide, went from only 34 miles in 2006 to 425 miles in 2018. In fact, cities in the West and East are leading the pack, but the trend is nationwide.

This year, new technologies will enable more drivers to take their hands off the steering wheel （方向盘）while on the road. But that doesn’t mean their cars will be fully self-driving --- that day still remains far in the future.

Automakers like General Motors （GM）, Ford and Stellantis are introducing, or upgrading existing technologies. But in the words of Kay Stepper, an automated driving expert, these systems are "feet off’ and "hands off’, but they will not be "eyes off" or “mind off’.

For the time being, these systems will only be used on limited-access highways, where there are no pedestrians or bicyclists. Vehicles with this technology will be able to drive at relatively high speeds, but only in simple traffic situations.

Bryan Reimer, a researcher with the Massachusetts Institute of Technology’s AgeLab, said it will be decades before people can buy truly self-driving cars in which humans ride as passengers.

Still, the technology that will be rolled out by the major automakers this year will do more than most so-called Advanced Driver Assistance Systems, or ADAS, do now.

GM’s Super Cruise system allows drivers to completely let go of the steering wheel while driving on selected highways. It was introduced in 2017 on the Cadillac CT6 sedan, which was discontinued last year. An improved version is coming this year on the Cadillac Escalade SUV and the Cadillac CT4 and CT5 sedans.

Super Cruise only works on highways that have been previously laser-mapped in three dimensions. GPS positioning and the vehicles^, radar sensors （传感器）and cameras are used to enable drivers to unhand -- and unfoot — all the controls.

Drivers still need to pay attention, however. A camera in the car makes sure the driver is looking at the road at all times. If the driver looks away from the road for more than a few seconds, the system will stop working.

When I stepped out the plane from Miami into Charlotte, North Carolina, airport for a connecting flight home, I immediately knew something was wrong. Lots of desperate people crowded the terminal. I quickly learned that flights headed to the Northeast were called off because of a storm. The earliest they could get us out of Charlotte was Tuesday. It was Friday. A gate agent stood on the counter and shouted, “Don’t ask us for help! We cannot help you!”

I joined a crowd that ran from terminal to terminal in search of a flight out. Eventually, I found six strangers willing to rent a van with me. We drove through the night to Washington, where I took a train the rest of the way to Providence.

The real problem, of course, is that incidents like this happen every day, to everyone who flies, more and more often. It really gets to me, though, because for eight years I was on the other side, as a flight attendant for Trans-World Airlines(TWA).

I know the days are gone when attendants could be written up if we did not put the lines napkins with the TWA logo in the lower right-hand corner of the first-class diners’ trays. As are the days when there were three dinner options on flights from Boston to Los Angeles in economy class. When, once, stuck on a tarmac (机场停机坪) in Newark for four hours, a planeload of passengers got McDonald’s hamburgers and fries by thoughtfulness of the airline.

I have experienced the decline of service along with the rest of the flying public. But I believe everything will change little by little, because I remember the days when to fly was to soar (翱翔). The airlines, and their employees, took pride in how their passengers were treated. And I think the days are sure to come back one day in the near future.