cycling(economies( · 2020-01-22 ·...

Cycling Economies Economic Impacts of Bike Lanes

Daniel Arancibia

Introduction

Research is showing that cyclists are good customers, that their numbers and economic impact increase with bike lanes, and that merchants overestimate the share of drivers who currently shop at their business.

Share of drivers: Overestimated

Vancouver retail in Hornby and Dunsmuir streets (Stantec, 2011):

-‐Merchants overestimated share of drivers by 100% (E: 40% A: 20%) -‐Underestimated share of cyclists by 50% (E: 4% A: 8%) Toronto retail in The Annex (TCAT, 2009):

-‐ 41% of retail owners perceived drivers made 11%-‐25% of shoppers. A: 10% -‐ 70% overestimated car mode share. -‐ In 2009, 12% of surveyed customers were cyclists. Toronto retail in Bloor West Village (TCAT, 2010):

-‐ 44% of merchants perceived drivers made 21%-‐50% of shoppers. A: 21% -‐ 26% estimated the number of drivers to be 50%+

E= estimated; A = actual

h"p://former.vancouver.ca/ctyclerk/cclerk/20110728/documents/penv3-‐BusinessImpactStudyReportDowntownSeparatedBicycleLanes-‐StantecReport.pdf

Surveyed retail owners greatly overestimated the number of drivers, and underestimated cyclists by half:

The Vancouver Case

Cyclists: Great customers

Cyclists in North American cities often spend more money per capita than drivers and transit users: In Toronto and Portland, after pedestrians, cyclists are responsible for the largest monthly per capita spending within a particular area.

-‐OTREC, 2012; TCAT, 2009; 2010

In New York’s East Village – where bike lanes are in place – cyclists top all groups, including pedestrians, in monthly per capita spending.

-‐Transportation Alternatives, 2012

Bikeportland.org

Bike lanes: Good business

ScientiIic studies show that installing bike lanes and related bicycling infrastructure leads to an increase in cycling. This is good for business. Even controlling for all other factors, the number of cyclists in a geographical area is expected to increase when facilities are added.

-‐Buehler et al., 2012

In San Francisco, 4 years after bike lanes were added to Valencia St., 65% of business owners said these had a positive impact on business:

-‐Department of Public Administration, San Francisco State University, 2003

h"p://www.emilydrennen.org/TrafficCalming_full.pdf


In New York, some beneIits of bike lane implementation include:

“Up to 177% increase in bicycle volumes” on First and and Second Avenues (buffered bike lanes were incorporated to both). Accompanied by “47% fewer commercial vacancies” compared to 2% more borough wide.

“49% fewer commercial vacancies” at Union Square (included widened sidewalks and a protected bike lane), compared to a 5% increase borough wide.

“Up to 49% increase in retail sales” in businesses located at 9th Ave. (where buffered bike lanes were added) compared to a 3% increase borough wide.

-‐ New York City Department of Transportation, 2012


In New York, some beneIits of bike lane implementation include:

In the East Village: 61% of people say they are more likely to ride to the neighbourhood, and 73% feel that bike lanes have had a positive effect on the neighbourhood. -‐Transportation Alternatives, 2012

h"p://transalt.org/files/newsroom/reports/2012/EVSS_Final.pdf


Some Toronto merchants have learned that cycling is good for business:

Picture: Lloyd Alter/CC BY 2.0

In the Annex, 30% of retailers believe that replacing on-‐street parking with bike lanes would lead to more customers.

74% would perceive the trade-‐off either positive or neutral -‐TCAT, 2009

h"p://policy.rutgers.edu/faculty/pucher/TRA960_01April2011.pdf

Employers and Entrepreneurs

Trend in share of workers commuting by Bicycle in North American Cities:

Conclusion

Evidence suggests bike lanes are beneeicial to urban businesses and communities. Cyclists tend to be more reliable customers than drivers, spend larger amounts of money per capita per month, and are easily attracted with appropriate infrastructure. As a larger share of trips in North American cities are made by bicycle, businesses should seize the opportunity and support investment in cycling infrastructure to increase competitiveness.

Thank you www.torontocycling.org

References I

Buehler, R., and J. Pucher. (2012). Cycling to Work in 90 Large American Cities: New Evidence on the Role of Bike Lanes and Bike Paths. Transportation; 39

Pucher, J., Buehler, R., and M.Seinen .(2011). Bicycling Renaissance in North America? An Update and Re-‐appraisal of Cycling Trends and Policies. Transportation Research; Part A, 45

Stantec/City of Vancouver. (2011). Vancouver Separated Bike Lane Business Impact Study.

Department of Public Administration San Francisco State University. (2003). Economic Effects of Trafeic Calming on Urban Small Businesses.

Oregon Transportation Research and Education Consortium. (2012). Consumer Behaviour and Travel Mode Choices (DRAFT)

New York City Department of Transportation. (2012). Measuring the Street: New Metrics for 21st Century Streets

Toronto Centre for Active Transportation (TCAT):

Forkes, J. and Smith Lea, N. (2010). Bike Lanes, On-‐Street Parking and Business. Year 2 Report: A Study of Bloor Street in Toronto’s Bloor West Village. Toronto: Clean Air Partnership.

Sztabinski, F. (2009). Bike Lanes, On-‐Street Parking and Business. A Study of Bloor Street In Toronto's Annex Neighbourhood. Toronto: Clean Air Partnership.

References II

Walljasper, J.(2012) Bicycling Means Better Business. Green Lane Project

Transportation Alternatives (2012) East Village Shoppers Study

cycling(economies( · 2020-01-22 ·...

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