Mobilising Business Communities to Support Safe Cycling Infrastructure. Daniel Arancibia, Mikey Bennington, Beth Savan

Transcription

1 Mobilising Business Communities to Support Safe Cycling Infrastructure Daniel Arancibia, Mikey Bennington, Beth Savan

2 Introduction Cycling advocates lobby for bike lanes by praising the social/environmental virtues of cycling. Business owners, however, worry that new street configurations may lead to a loss of valuable customers.

3 Introduction Research is showing that street configurations that accommodate cycling may in fact be very beneficial for main street businesses. The understanding of cycling s role in increasing business revenues can be persuasive in encouraging small business owners to support cycling infrastructure.

4 Bike lanes: Good for business Trend in share of workers commuting by Bicycle in North American Cities: Adapted from Pucher et al. (2012)

5 Bike lanes: Good for business In New York, some benefits of bike lane implementation include: Up to 177% increase in bicycle volumes in 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 9 th Ave. (where buffered bike lanes were added) compared to a 3% increase borough wide. - New York City Department of Transportation, 2012

6 Why? 1. Cyclists spend more than other customers on a monthly basis. (Clifton et al., 2013; Forkes et al., 2010; Sztabinski, 2009; Transportation Alternatives, 2012) 2. The denser parts of North American cities predate the automobile. 3. Bicycle infrastructure can significantly increase access to destinations.

7 Why? Picture:

8 Why? Infographic: Daniel Arancibia

9 Share of drivers: Overestimated Figure 1. Six independent studies show that shoppers are more likely to arrive using alternative modes of transportation rather than cars in urban North American neighbourhoods. Data from Stabinsky (2009) and Forkes et al. (2010) was used for the Toronto (Annex) and Toronto (Bloor West Village) graphs respectively. Data for Vancouver is from Stantec (2011). The Portland study numbers here are for all of Portland s downtown (Clifton et al., 2013). The New York survey was carried out by Transportation Alternatives (2012). Note that the San Francisco study by Bent et al. (2009) was done after congestion pricing measures were in place.

10 Share of drivers: Overestimated Figure 2. Three independent studies show that merchants in urban neighbourhoods over-estimated by 100% on average the percentage of customers who drove to their stores. In all three studies, surveys show that drivers made up a relatively small percentage of all customers. Data from Stabinsky (2009) and Forkes et al. (2010) was used for the Toronto (Annex) and Toronto (Bloor West Village) graphs respectively. Data for Vancouver is from Stantec (2011).

11 Eglinton Connects Picture: linton%20connects/apri14%20update/egconnects%20execsum%20final.pdf

12 Eglinton Connects In 2014 the Eglinton Connects public consultation process recommended an expansion of sidewalks and separated bicycle lanes along the length of Eglinton. This direction was endorsed unanimously by the PWIC, and by a wide majority at Toronto City Council.

13 Knowledge Mobilisation We could not attend most public consultations. But what if someone else with good training on this information could?

14 Community Development We partnered with Cycle Toronto and Charlie s Freewheels, and applied for funding from the Heart and Stroke Foundation to carry out a community development project.

15 Community Development We plan to propagate our success across the city through Cycle Toronto s local ward groups. We will bolster advocacy efforts with proven strategies using education and outreach to engage business communities.

16 Community Development How are we doing this?

17 Specific Goals 1. Capacity Building

18 Specific Goals 2. Strategic Plans

19 Specific Goals 3. Enlisting of Stakeholders

20 Progress How is the project progressing?

21 Conclusion Picture: Daniel Arancibia

22 Thank you

23 References: Bent, E. M., and S. Krute. Modal Choices and Spending Patterns of Travelers to Downtown San Francisco, California: Impacts of Congestion Pricing on Retail Trade. Transportation Research Record: Journal of the Transportation Research Board, No. 2115, Transportation Research Board of the National Academies, Washington D.C., 2009, pp Clifton, K., Currans, K.M., Muhs, C.D., Ritter, C., Morrissey, S., and C. Roughton. Consumer Behavior and Travel Choices: A Focus on Cyclists and Pedestrians. Oregon Transportation Research and Education Consortium, Portland, OR, Forkes, J. and L.N. Smith. 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, New York City Department of Transportation. Measuring the Street: New Metrics for 21st Century Streets. New York City Department of Transportation, Pucher, J., Buehler, R., and M. Seinen. Bicycling Renaissance in North America? An Update and Re-appraisal of Cycling Trends and Policies. In Transportation Research Part A, Vol. 45, 2011, pp Stantec. Vancouver Separated Bike Lane Business Impact Study, Stantec Consulting Ltd., BusinessImpactStudyReportDowntownSeparatedBicycleLanes-StantecReport.pdf. Sztabinski, F. Bike Lanes, On-Street Parking and Business. A Study of Bloor Street in Toronto's Annex Neighbourhood. Toronto: Clean Air Partnership, Transportation Alternatives. East Village Shoppers Study. Transportation Alternatives, Presentation template and associated pictures: Daniel Arancibia