Perceptions Of Traffic Safety Research Articles

Active travel, public transport and the built environment in youth: Interactions with perceived safety, distance to school, age and gender

IntroductionThis study examined interactive effects of the built environment, perceived safety, age and gender on active travel and public transport use among adolescents for school journeys. MethodThis study used cross-sectional data from 440 adolescents (mean age 15.4 ± 1.5 years, 58% girls) in Melbourne, Australia. Adolescents self-reported their school travel modes, perceptions of traffic and personal safety. Exclusive active travel and public transport use to/from school were determined. Objective built environment features around home and school (1 km buffer) were generated. Multilevel logistic regression was used to estimate main and interactive associations. ResultsOverall, 18% travelled exclusively by active travel and 32% by public transport. Distance to school was negatively associated with exclusive active school travel (OR = 0.44, 95%CI: 0.34, 0.56). Distance to school moderated the association between some built environment attributes (land use mix, residential density around home, distance to public transport stops) and odds of active school travel. There was a positive association between residential density around school and active school travel among those who perceived their traffic environment to be safer. Boys were more likely than girls to use public transport if they lived further from school. A negative association between distance to a public transport stop from home and the odds of public transport use was observed among those who perceived their environment to be less safe. ConclusionThe findings highlight the complexity of influences on mode choice for the school journey. Distance to school remains one of the most important predictors of active travel/public transport use. Supportive built environment attributes, such as a diverse mix of land use around home had facilitating effects on active travel among adolescents who lived closer to school. Multilevel interventions that target both the environment and perceived safety are needed to promote active travel and public transport use among adolescents.

Perception of drivers toward road safety and factors that cause road accidents in Riyadh city of Saudi Arabia

Injury as a result of road traffic accidents (RTA) is one of the leading causes of death and disability-adjusted life years. Strategies to handle this major public health problem, which has significant consequences for the Saudi economy and families, have been underway for many years but with very little success. This study’s main aim is to determine respondents’ perceptions of traffic safety and the factors that lead to road traffic accidents. It is a cross-sectional study conducted on randomly selected university students, faculty drivers, and visitors using King Saud University’s parking facility. Data were collected from 381 drivers using a pretested questionnaire, which comprises questions intended to attain the study’s objectives. The critical factors affecting traffic safety are public information followed by road maintenance, Garage, vehicle inspection, Road design and equipment, Training of drivers, Sanctions and Police enforcement, Protective devices and vehicle design, and post-accidental care. Road traffic accidents were found to be 39.0% with respondents aged less than 20 years, followed by ages between 20–35 years, which was 34.8%, and only 2.4% above 50 years. The most frequent occurrence of road traffic accidents was angle collision (39.0%) and back collision (18.9%), followed by hitting a fixed object (17.7%). Distraction habits during driving include cell phone usage (56.7%), followed by smoking (24.4%), and eating and drinking (18.9%) while driving. The most common traffic violations were increased speed limit (48.1) and loss of driving license (11.8%). The most common injuries were head (39.0%) and limbs (22.0%). A significant association between drivers’ age during the accident and distraction habits has been found (p < 0.000). The study demonstrated that drinking/eating, cell phone use, and violation of traffic rules are significant reasons for RTA. The findings of this study will contribute to a more comprehensive knowledge of road traffic accidents for the formation of effective strategies and evidence-based policies for the prevention of accidents.

Measuring cyclists’ subjective perceptions of the street riding environment using K-means SMOTE-RF model and street view imagery

Cyclists' willingness to ride is usually influenced by their subjective perception of the street riding environment. Measuring this perception is crucial for enhancing residents' willingness to ride. We propose an SSB framework (Public Security, Traffic Safety, Scenic Beauty) to quantify cyclists' subjective perception using street view imagery (SVI) and volunteer rating data. To address the issue of imbalanced class distribution in the volunteer rating data and enhance the model's ability to distinguish between positive and negative perception scenes, we employed a combination of the Kmeans Synthetic Minority Over-Sampling Technique (Kmeans-SMOTE) and the Random Forest (RF) classifier. The Kmeans SMOTE-RF model improved Area Under the Curve (AUC) by 0.327 for public safety, 0.2 for traffic safety, and 0.209 for scenic beauty compared to the RF model. Additionally, we incorporated Shapley Additive Explanations (SHAP) to examine how the visual features of SVI impact cyclists' subjective perception. Trees had a positive impact on all dimensions. Fence and sidewalk were key features for enhancing traffic safety perception, while roads positively affected public security and scenic beauty. These insights support urban planners in understanding the relationship between SVI features and cyclists' perceptions, aiding the design of cyclist-friendly street environments.

Parents' Perceptions of the Neighbourhood Built Environment Are Associated with the Social and Emotional Development of Young Children.

The influence of the neighbourhood built environment on young children’s physical development has been well-documented; however, there is limited empirical evidence of an association with social and emotional development. Parental perceptions of the neighbourhood built environment may act as facilitators or barriers to young children’s play and interactions in their local environment. The aim of this study was to examine the associations between parents’ perceptions of the neighbourhood built environment and the social-emotional development of children aged two-to-five years. Parents’ positive perceptions of traffic safety (OR 0.74; 95% CI 0.55, 0.98), crime safety (OR 0.79; 95% CI 0.64, 0.99) and land use mix–access (OR 0.74; 95% CI 0.56, 0.98) were associated with lower odds of social-emotional difficulties, while positive perceptions of walking and cycling facilities were associated with higher odds of difficulties (OR 1.26; 95% CI 1.02, 1.55). Positive perceptions of land use mix–access (OR 1.32; 95% CI 1.03, 1.69), street connectivity (OR 1.35; 95% CI 1.10, 1.66) and neighbourhood aesthetics (OR 1.27; 95% CI 1.01, 1.60) were associated with higher odds of prosocial behaviours. Interventions to improve parents’ perceptions of built environment features may facilitate opportunities for play and interactions which contribute to healthy social-emotional development.

TRAVEL MODE CHOICE BEHAVIOR OF SCHOOL-GOING CHILDREN IN KHULNA CITY

School-going children's trips play an essential role in transport planning. The change in transport mode choice to school might look insignificant, but it contributes to a great extent to growing transportation. Children's mode choice behavior has dramatically shifted from active modes, mainly walking, to non-active modes over the last few years. This research analyzes the influential factors affecting travel mode choice for school travelers in Khulna City. A multinomial logit model was developed for school trip makers. The results show that majority of the children ride motorized rickshaws on school trips. With the increase in travel cost and travel time, the odds of choosing the selected mode decrease. The findings revealed that female children are more likely to choose a car over other modes of transportation than male students. Children from higher-income households are more likely to use a car than any other income group. Compared to children from higher-income backgrounds, those from lower-income families were significantly more likely to walk to and from school. Regarding parents' perceptions of traffic safety, if parents perceived their neighborhood to be safe for children, children were also more likely to walk to school. The findings of this research also show that active travel, e.g., walking, is associated with the environmental characteristics (walking and safe environment, heavy traffic volume) of walking routes. This information should be taken into account when policy-making and school plans to enhance the safety of children walking to and from school.

Icy roads and urban environments. Passenger experiences in autonomous vehicles in Finland

This study focused on identifying customerś real-life experiences, perceptions and feelings about travelling in different autonomous vehicles and in various operating conditions in Finland in 2018. Quantitative convenience sample (n = 141) were collected from passengers travelling on an autonomous shuttle bus in Helsinki. Qualitative data (n = 70) were gathered by interviewing passengers of a driverless shuttle bus in Helsinki and passengers of an autonomous car in winter conditions in Lapland. This research was first one which included passengers’ real-life experiences after using autonomous vehicles in winter conditions. We applied the Theory of Planned Behaviour. The research questions were (a) What beliefs about outcomes and evaluation of outcomes do passengers have and carry out when they travel in an autonomous vehicle, irrespective of vehicle type or operating conditions? (b) What key factors influence people’s positive or negative attitudes towards autonomous vehicles? (c) What key factors could induce people to use autonomous vehicles? The quantitative data were analysed by nonparametric Kruskal-Wallis H test and qualitative data by inductive content analysis. According to the results, trust, safety and security were the main factors influencing people’s positive attitudes towards using autonomous vehicles. Results from passengers travelling in heavy winter conditions indicate that winter conditions do not significantly influence passengers’ attitudes towards using autonomous vehicles. There were no significant differences between gender regarding passengers’ perceptions of traffic safety, personal security and emergency management. However, younger passengers felt their personal security on board to be significantly better than older and students their possibilities to act in a case of emergency significantly better than employed people.

Traffic Safety Perception, Attitude, and Feeder Mode Choice of Metro Commute: Evidence from Shenzhen.

Like many other transit modes, the metro provides stop-to-stop services rather than door-to-door services, so its use undeniably involves first- and last-mile issues. Understanding the determinants of the first- and last-mile mode choice is essential. Existing literature, however, mostly overlooks the mode choice effects of traffic safety perception and attitudes toward the mode. To this end, based on a face-to-face questionnaire survey in Shenzhen, China, this study uses the two-sample t-test to confirm the systematic differences in traffic safety perception and attitudes between different subgroups and develops a series of multinomial logistic (MNL) models to identify the determinants of first- and last-mile mode choice for metro commuters. The results of this study show that: (1) Walking is the most frequently used travel mode, followed by dockless bike-sharing (DBS) and buses; (2) Variances in traffic safety perception and attitude exist across gender and location; (3) Vehicle-related crash risks discourage metro commuters from walking to/from the metro station but encourage them to use DBS and buses as feeder modes; (4) DBS–metro integration is encouraged by the attitude that DBS is quicker than buses and walking, and positive attitudes toward the bus and DBS availability are decisive for the bus–metro and DBS–metro integration, respectively; and (5) Substantial differences exist in the mode choice effects of traffic safety perception and attitudes for access and egress trips. This study provides a valuable reference for metro commuters’ first- and last-mile travel mode choice, contributing to developing a sustainable urban transport system.

Exploring the influence of neighborhood walkability on the frequency of use of greenspace

The use of greenspace has been linked to multiple wellbeing benefits, however there are many factors that influence whether or not residents visit greenspace. In this study, we explore the factors that influence the frequency of greenspace visitation, with a focus on perceptions of walkability, travel mode, and proximity to greenspace. We use a questionnaire to capture perceptions and behaviors of residents (N = 309) and greenspace users (N = 103) in Tucson, Arizona. We estimated binary logistic regression models to identify predictors of daily, weekly, monthly, and yearly visits to greenspace. Results suggest that perceptions of walkability, along with mode of travel, and proximity to greenspace are associated with the frequency of use of greenspace. Walkability elements that were found to influence the probability of greenspace visitation include perceptions of traffic safety (pedestrian and biking infrastructure), surveillance (the extent to which people inside buildings can see pedestrians on the street), and community (spaces that allow social interaction). This study provides empirical evidence to support policies that will improve walkability in neighborhoods so that public health goals of increasing physical activity and wellbeing are achieved.

Clustering Analysis of Drivers Based on Behavioral Characteristics Regarding Road Safety

The present study was aimed at identifying driving behaviors and driving skills (i.e., ordinary violations, lack of experience errors, positive behaviors, lack of attention errors, dangerous errors, aggressive violations, perceptual-motor skills, and safety skills) in a large sample of young, middle-aged, and elderly tourists as specific subgroups of drivers based on combinations. Additionally, drivers’ risk-driving behaviors and skill deficits in terms of driving violations and errors, and traffic rule violations and accident involvements as measured by the Driver Behavior Questionnaire and the Driver Skill Inventory were evaluated. To this end, the questionnaires were completed by 681 participant drivers with three age subgroups (age 40), who had traveled to Baneh city in Iran. Based on a cluster analysis of driving behaviors and driving skills variables, five easily understandable drivers’ subgroups were investigated as safe drivers with low self-confidence, unsafe, and offensive drivers, safe, and skillful drivers, unsafe, and relatively unskilled drivers, and unskilled and relatively unsafe drivers. The drivers differed in terms of self-reported accident involvement, attitudes toward traffic safety and risk perception, and driving violations and errors. Finally, based on annual intentional and unintentional accidents and fines, the clusters were ranked. Then, the clusters were evaluated and analyzed statistically. The results indicated that unsafe and offensive cluster is the first unsafe subgroup among clusters. Safe and skillful cluster is classified as the safest subgroup among clusters.

Socio-economic Factors and Children's Walking to and from School

Walking to school is a healthy mode of travel, yet most of the children do not start their day with this activity. The cross- sectional survey used a sample of parents of children (9-12 years old) from public primary schools in Tehran; to examine if socio-economic factors moderate the relationship between parental perception of traffic safety and children travel to school. Results from Multinomial Logistic Models showed that, the numbers of cars in a household and household income are the two main moderators. The findings also showed parental perceptions of traffic safety vary across different socio-economic status areas.

Transport-Based Social Exclusion in Rural Japan: A Case Study on Schooling Trips of High School Students

The well-being of young people—particularly aspects such as physical and mental health—has become an increasing concern for Japan’s government due, in part, to the aging and declining depopulation that Japan has been experiencing in recent years. Considering this, a survey of well-being and travel-to-school behavior was carried out in four high schools of Hiroshima Prefecture, Japan; between May and September 2016 with 1,017 valid samples. The respondents’ ages vary between 15 and 19 years old. We argue that transport-based social exclusion results from not only situations of transport disadvantage, but also reduced or deteriorated individual well-being. Here, well-being is measured by using constructs grouped into three main categories: happiness, healthy lifestyle propensity, and social exclusion. We found the following potential issues of transport-based social exclusion: residents in depopulating areas experience lower levels of well-being than people in non-depopulating areas. Travel times longer than 30 minutes have negative effects on happiness, traffic safety perception, health conditions, and personal health habits. Bicycle users tend to experience higher levels of well-being in general, whereas bus and car users tend to experience less in comparison. Special attention should be paid to improving affordability and flexibility of bus services for students.

Insights into children's independent mobility for transportation cycling-Which socio-ecological factors matter?

To assess the associations of socio-ecological factors with independent mobility for transportation cycling among 10-to-12-year-old boys and girls. Additionally, we examined whether associations differed across family socio-economic status (SES) and urbanization level. Cross-sectional survey. Parents (n=1286) were recruited via 45 primary schools across Flanders, Belgium. They completed an online questionnaire assessing demographic and psychosocial factors, neighborhood environmental perceptions, as well as some characteristics of their child. Independent mobility was assessed as the distance children were allowed to cycle for transport without adult supervision. Multilevel gamma regression analyses stratified by gender were performed to examine the associations between the independent variables and children's independent mobility and the moderating effects of family SES and urbanization level. Independent mobility was higher among boys compared to girls. Perception of children's cycling and traffic skills and children's grade were positively associated with independent mobility among boys and girls. Perceptions of neighborhood traffic safety were positively associated with independent mobility among girls, but not among boys. Perceptions of cycling skills were positively associated with independent mobility among boys living in high urbanized areas, but not in low urbanized areas. Parental cycling for transport was negatively associated with independent mobility among girls with a low family SES, but not among girls with a high family SES. Our findings suggest that interventions targeting increases in children's cycling and traffic skills may be effective to increase independent mobility. Few differences in associations were found according to children's gender, family SES or urbanization level.

Perceived Neighborhood and Home Environmental Factors Associated with Television Viewing among Taiwanese Older Adults.

This study examined the associations between perceived neighborhood and home environmental factors and excessive television (TV) viewing time among Taiwanese older adults. The sample data was collected by administering computer-assisted telephone interviewers to 980 Taiwanese older adults (aged ≥ 65 years) living in two regions. Odds ratios (ORs) and 95% confidence intervals (CIs) were calculated to examine the associations between self-reported perceived neighborhood and home environmental attributions and TV viewing time by using logistic regression analyses. The results showed that perceived neighborhood and home environmental factors were associated with excessive TV viewing time (≥2 h/day) after adjusting for potential confounders. Compared with a reference group, older adults who perceived their neighborhoods to have unsafe traffic were more likely to report excessive TV viewing time (OR = 1.36, 95%CI = 1.02–1.82). Older adults who reported having two or more TV sets in the home (OR = 1.77, CI = 1.28–2.44) and having a TV in the bedroom (OR = 1.55, CI = 1.18–2.03) were also more likely to report excessive TV viewing time. Further longitudinal research can confirm these findings, and tailored interventions focusing on the perceptions of neighborhood traffic safety and TV access at home for older adults might be effective means of preventing excessive TV viewing time.

Parental and Adolescent Perceptions of Neighborhood Safety Related to Adolescents' Physical Activity in Their Neighborhood

Purpose: The purpose of this study was to examine the association between adolescent and parental perceptions of neighborhood safety and adolescents' physical activity in multiple locations and to investigate the moderating effect of sex within this association. Method: This cross-sectional study was conducted with 928 adolescents aged 12 to 16 years old and 1 of their parents. Adolescents and parents reported their perceptions of neighborhood safety (traffic safety, pedestrian safety, crime safety, and stranger danger safety). Adolescents reported how often they were physically active in multiple locations (physical activity in the neighborhood, in parks, and for active transport). Mixed-effects linear regression models were used to investigate these associations while controlling for demographics and the Walkability Index. Results: Parent-perceived crime safety was positively associated with adolescents' physical activity in parks (B = .094, p = .024). Parent-perceived traffic safety was positively associated with adolescents' reported physical activity in the neighborhood (B = .186, p = .014). Adolescents' physical activity for active transport was positively associated with parent-perceived traffic safety (B = .179, p = .001), stranger danger safety (B = .110, p = .013), and crime safety (B = .077, p = .035). There were 2 interactions by sex on the relation between adolescent traffic safety perception and parent pedestrian safety perception in the neighborhood and adolescents' physical activity in parks (i.e., statistically significant only for boys). Conclusions: Parents' perceptions of traffic, stranger danger, and crime safety were all related to adolescents' active transportation. Multiple safety concerns may be motivating parents to restrict adolescent mobility by walking and bicycling.

Road traffic safety perception in Jordan

AbstractIn the past 20 years, several safety measures were taken in an attempt to reduce traffic-related fatalities. Although reduction in deaths was occasionally noticed, the sustainability of that trend has never achieved. This study explores Jordan safety profile trying to explain the traffic safety trend. It examines road traffic safety perception of both public community and road specialist. Main turning points that may have contributed in explaining prevailing traffic safety conditions have been collected. A questionnaire is administered to two distinct groups of the Jordanian society (general public and road specialist) with a total of 167 subjects. The subjects were asked to evaluate the effectiveness of a list of safety measures. Results showed that government took effective but not sustainable measures (mainly enforcement and legislative). Other ineffective measures (administrative and engineering) were taken but they were not target oriented. The main focus of interviewed subjects in order to i...

Gender-based differences in school travel mode choice behaviour: Examining the relationship between the neighbourhood environment and perceived traffic safety

Abstract A consistent decline in active school transportation among North American children has drawn attention of those concerned with children’s health and wellbeing. Consequently, an emerging literature has explored the enablers and barriers to walking and cycling, including the role of the neighbourhood environment. This study makes a novel contribution by examining the relationship between the objectively measured neighbourhood characteristics and parental perceptions of traffic safety, and gender based differences in this relationship, as it relates to school travel mode choice behaviour (walking versus being driven) in Toronto, Canada. Structural equation models were estimated to explore home-to-school trip data on 720 students attending 5th/ 6th grade in 16 public schools. Results indicated that boys were more likely to walk to school than girls. Distance, sidewalk unavailability and intersection density were inversely correlated with parental perceptions of neighbourhood automobile safety and walking infrastructure for both genders. However, parental perception of automobile safety was negatively correlated with heavy traffic near school only for boys, and with major road crossings en route to school only for girls. Interestingly, both perceptions were only associated with a boy׳s school travel outcome; a girl׳s school travel mode choice was not affected by these two parental perceptions. Policies and programmes to increase walking to/from to school should also acknowledge the gendered nature of school travel behaviour.

Impact of Older Adults' Neighborhood Perceptions on Walking Behavior.

Built environment features can have varying impacts on user behavior depending on the perceptions of the opportunities and obstacles that the environments create. This study systematically evaluated the relationship between neighborhood perceptions and the specific types of self-reported walking behavior for 121 older adults who resided in urban, suburban, or rural neighborhoods. Perceptions of street connectivity, crime and traffic safety, and overall satisfaction were associated with specific types of walking behaviors, and the strength of the relationships differed by neighborhood type. Sociodemographic variables such as age and sex were associated with certain types and amounts of older adults' walking behaviors both across and within each neighborhood type. The results of this study support the importance of perceived street connectivity regardless of neighborhood type and perceived crime safety in rural neighborhoods to impact the walking behavior among older adults.

Older People's Perceptions of Pedestrian Friendliness and Traffic Safety: An Experiment Using Computer-Simulated Walking Environments.

Traffic safety and pedestrian friendliness are considered to be important conditions for older people’s motivation to walk through their environment. This study uses an experimental study design with computer-simulated living environments to investigate the effect of micro-scale environmental factors (parking spaces and green verges with trees) on older people’s perceptions of both motivational antecedents (dependent variables). Seventy-four consecutively recruited older people were randomly assigned watching one of two scenarios (independent variable) on a computer screen. The scenarios simulated a stroll on a sidewalk, as it is ‘typical’ for a German city. In version ‘A,’ the subjects take a fictive walk on a sidewalk where a number of cars are parked partially on it. In version ‘B’, cars are in parking spaces separated from the sidewalk by grass verges and trees. Subjects assessed their impressions of both dependent variables. A multivariate analysis of covariance showed that subjects’ ratings on perceived traffic safety and pedestrian friendliness were higher for Version ‘B’ compared to version ‘A’. Cohen’s d indicates medium (d = 0.73) and large (d = 1.23) effect sizes for traffic safety and pedestrian friendliness, respectively. The study suggests that elements of the built environment might affect motivational antecedents of older people’s walking behavior.

Associations between parents׳ perception of traffic danger, the built environment and walking to school

Abstract Background Walking to school is an important source of physical activity for children. Parents are the key decision makers regarding school travel mode, with parents׳ perceptions of traffic safety being an important factor in the decision making process. The study examines the relationships between perceptions of traffic danger, walking to school and built environment features. Methods A cross-sectional parent survey was conducted in 2011, in 20 elementary schools in Toronto, Canada. Built environment data from municipal sources were mapped onto school attendance boundaries developed by the school board which identified household eligibility for attendance at each school. Repeated-measures logistic regression was used to examine the associations between frequent walking to school (4–5 times/weekly) and parents׳ perceptions of traffic danger along the school route and at the school site, and between perceptions of high levels of school route traffic danger and social and built environment variables. Results The response rate was 38% with 733 surveys returned. The odds of frequent walking to school were 47% lower with high perceived school route traffic danger, but walking was unrelated to perceived school site traffic danger. Higher perceived route danger was associated with observation of dangerous midblock crossings near schools (OR 1.97), higher flashing beacon density (OR 1.31) and lower dead-end road (OR 0.70), collector road (OR 0.80) traffic light (OR 0.80) and school crossing guard densities (OR 0.89). Conclusions High perceived school route but not school site danger, was related to frequent walking to school and to specific built environment features. Parents׳ perception of danger is not always in accordance with objective measures of traffic danger. Safe road design along school routes is important to influence traffic safety and walking to school; however, safe road design must also be directed to the immediate school environment where collision densities are high.

A37 Does The Installation of Bicycle Boulevards Improve Residents’ Perceptions of The Bicycling and Walking Environment? A Panel Study

Abstract Background The causal relationships between the built environment, perceptions and active travel remain less well understood. This study aims to evaluate the effects of the traffic-calming infrastructure, bicycle boulevards, on improving residents’ perceptions of the bicycling and walking environment. Bicycle boulevard, also known as neighborhood greenway, is a low-traffic street with traffic calming devices that reduce the volume and speed of motor vehicle traffic and treatments at intersections with major streets that facilitate safe crossing. Methods This analysis uses data from the Family Activity Study (FAS). The Family Activity Study is a longitudinal study of the effects of traffic calming infrastructure (bicycle boulevards) on behavior. The study started with 335 households living in 19 study sites (nine treatments and ten controls). Surveys were conducted at two points in time: Pre and Post. The Pre (n=491 adults) and Post (n=385) surveys are approximately two years apart, with bicycle boulevard construction occurring in between. The surveys include personal and household socio-demographics, subjective perceptions of their neighborhood environment, travel attitudes, social norms, self-efficacy towards travel behavior, and self-reported biking and walking behavior. The difference-in-differences estimator was used to evaluate whether there is significant differences between the treatment and control groups in terms of the changes of perceptions before and after the installation of the bicycle boulevard. Results The model results indicated that three of the five interaction terms were statistically significant, suggesting that changes of perceptions of neighborhood attractiveness, changes of perceptions of walking accessibility, and changes of overall perceptions of the neighborhood environment were significantly different between treatment and control group. In particular, the perceptions of residents in treatment group increased after the treatment, while the perceptions of residents in control group decreased. Conclusions Installation of the bicycle boulevards might help to improve the perceptions of the residents on their neighborhood environment for walking and attractiveness. This is particularly evident for the improvement of the perceptions on neighborhood attractiveness and walking accessibility. Surprisingly, this study did not find the significant effects of the bicycle boulevards on improving people’s perceptions of traffic safety, which are thought to be the direct effects of a bicycle boulevard considering most of its elements are associated with traffic calming. This finding suggested that installation of the bicycle boulevards in neighborhoods might not have immediate effects on improving the perceptions of traffic safety.