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
The Vancouver Case Surveyed retail owners greatly overestimated the number of drivers, and underestimated cyclists by half: h"p://former.vancouver.ca/ctyclerk/cclerk/20110728/documents/penv3- BusinessImpactStudyReportDowntownSeparatedBicycleLanes- StantecReport.pdf
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
Bike lanes: Good business 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 9 th Ave. (where buffered bike lanes were added) compared to a 3% increase borough wide. - New York City Department of Transportation, 2012
Bike lanes: Good business 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
Bike lanes: Good business Some Toronto merchants have learned that cycling is good for business: 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 Picture: Lloyd Alter/CC BY 2.0
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 Department of Public Administration San Francisco State University. (2003). Economic Effects of Trafeic Calming on Urban Small Businesses. New York City Department of Transportation. (2012). Measuring the Street: New Metrics for 21st Century Streets Oregon Transportation Research and Education Consortium. (2012). Consumer Behaviour and Travel Mode Choices (DRAFT) 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.
References II 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. Transportation Alternatives (2012) East Village Shoppers Study Walljasper, J.(2012) Bicycling Means Better Business. Green Lane Project