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From page 34... ... 34 Expressed Comfort, Safety, and Willingness to Try Cycling One goal of the first-wave survey was to measure preference for facility types with regard to comfort, perceived safety, and a willingness to try cycling. This chapter explains these preferences through average responses and regression models. Read the entire page →
From page 35... ... Version 1 (Two Lanes with Parking) Sharrow Sharrow Two Lane No Parking Bike Lane Bike Lane Bike Lane Buffered Bike Lane Two Lane No Parking Buffered Bike Lane Four Lane No Parking Buffered Bike Lane Buffered Bike Lane One-way Protected Bike Lane Two-way Protected Bike Lane Multi-Use Path In-sequence image Version 2 (Two Lanes, no Parking) Read the entire page →
From page 36... ... Version 3 (Four Lanes with Parking) Sharrow Sharrow Two Lane Parking Bike Lane Bike Lane Bike Lane Four Lane Parking Bike Lane Buffered Bike Lane Buffered Bike Lane One-way Protected Bike Lane Two-way Protected Bike Lane Multi-Use Path Multi-Use Path In-sequence image Version 4 (Four Lanes, no Parking) Read the entire page →
From page 37... ... Expressed Comfort, Safety, and Willingness to Try Cycling 37 Note: The number in parentheses is the number of responses for the associated configuration. SH = sharrow, BL = bike lane, BB = buffered bike lane, 1C = one-way protected cycletrack, and 2C = two-way protected cycletrack. Read the entire page →
From page 38... ... 38 Bicyclist Facility Preferences and Effects on Increasing Bicycle Trips clearly increases with each degree of separation from traffic, decreases with the addition of on-street parking, and is much subtler for the number of lanes, though more rigorous analysis is necessary to address inconsistencies. The perceived levels of comfort, safety, and willingness to try the presented infrastructure were converted to numeric values, with "completely disagree" equal to 1 and "completely agree" equal to 5. Read the entire page →
From page 39... ... Expressed Comfort, Safety, and Willingness to Try Cycling 39 (i.e., multi-use paths are not included in these figures) Read the entire page →
From page 40... ... 40 Bicyclist Facility Preferences and Effects on Increasing Bicycle Trips lines on the graphs show the point in the progression of bicycle facility at which barrier protection is introduced, and two different protected/separated bicycle infrastructure types are portrayed. The two-lane with no parking and four-lane with parking configurations had one-way protected/separated bike lanes (indicated by the dotted lines) Read the entire page →
From page 41... ... Expressed Comfort, Safety, and Willingness to Try Cycling 41 path received ratings comparable to those of the one-way and two-way protected/separated bike lanes. These observations are among those statistically tested in the following section. Read the entire page →
From page 42... ... 42 Bicyclist Facility Preferences and Effects on Increasing Bicycle Trips image displayed in another version of the survey, appeared either before or after the most conceptually similar image of the sequence. Five roadway images were repeated in another version (bike lane with two automobile lanes and no parking, buffered bike lane with two automobile lanes and no parking, buffered bike lane with four automobile lanes and no parking, bike lane with two automobile lanes and parking, and bike lane with four automobile lanes and parking) Read the entire page →
From page 43... ... Expressed Comfort, Safety, and Willingness to Try Cycling 43 parking in the few images affected by framing. Interestingly, the variable for the number of traffic lanes alone was not significant in any of the models. Read the entire page →
From page 44... ... 44 Bicyclist Facility Preferences and Effects on Increasing Bicycle Trips The coefficients for driver's license and child in home were significant only in the safety model. The positive coefficient for driver's license may indicate that those with a license feel more control over the safety of the roadway in general. Read the entire page →
From page 45... ... Expressed Comfort, Safety, and Willingness to Try Cycling 45 interaction terms has the potential to introduce collinearity into regression models, the effect in this case is not much cause for concern, given the ability of the large sample to minimize the potential inflations in variance brought on by collinearity. The segmented models for expressed comfort, safety, and willingness to try are presented in Table 5.4 and Table 5.5. Read the entire page →
From page 46... ... 46 Bicyclist Facility Preferences and Effects on Increasing Bicycle Trips For the willingness to try model, the only roadway characteristics to be significant in any segmentation were the Parking and Four Lanes variables for those unable to bike. Both were positive, with higher magnitudes than the negative base coefficients. Read the entire page →
From page 47... ... Expressed Comfort, Safety, and Willingness to Try Cycling 47 bike, who were also overrepresented in that group. Interestingly enough, even though the coefficient for females was not significantly different for any segment in any models, the coefficient in the main effects shifted closer to zero from -0.29 to -0.19. Read the entire page →
From page 48... ... 48 Bicyclist Facility Preferences and Effects on Increasing Bicycle Trips Car Dependence Bike Enjoyment Active Travel Travel-Time Usefulness Utilitarian Travel AntiExercise Time Pressure RiskTaking Tech Adoption Rarity of Cycling 3. Car as a symbol of freedom 0.666 17. Read the entire page →
From page 49... ... Expressed Comfort, Safety, and Willingness to Try Cycling 49 Three single-item attitudes were significant in these models. The stubbornness question, "It's pretty hard for my friends to get me to change my mind," was significant and negative in each model. Read the entire page →
From page 50... ... 50 Bicyclist Facility Preferences and Effects on Increasing Bicycle Trips comparatively large coefficients, as would be expected. Active travel was also positive, though to a lesser extent. Read the entire page →

From page 34...

... 34 Expressed Comfort, Safety, and Willingness to Try Cycling One goal of the first-wave survey was to measure preference for facility types with regard to comfort, perceived safety, and a willingness to try cycling. This chapter explains these preferences through average responses and regression models.