What is the impact of bike lanes on local commerce?
Summary of Research on the Commercial Impact of Road Space Reallocation to Multi Mode Transportation - January 2025The research on the impact of bike lanes on local commerce indicates that the impact is typically either positive or neutral.
- The impact on local commerce of multimodal transportation projects (such as the installation of bike lanes) that reallocate road space from private automobiles to other modes of travel is generally positive or neutral.
- Those who access a business by means other than a private automobile often make more frequent trips, stay longer, and sometimes spend more than those who arrive by private automobile.
- Business owners often underestimate the percentage of their customers who arrive by means other than private automobile.
- Business owners often underestimate latent, unmet demand for access to their business by means other than private automobile.
- There are strategies to mitigate any localized adverse impacts which can be best identified through engagement with the affected business community. The impact on any given business may be a function of whether it sells large items like furniture or large appliances.
Community Cycles reviewed 15 studies and did not select the most desirable studies. We have either used the authors’ summary or Gemini AI to summarize the article as a way to preemptively address any concern that our interpretation of the research is biased. The conclusion of each study is highlighted in yellow:
Article & Link
Article Summary
Liu and Shi (2020) examined the economic and business impacts of street improvements for bicycle and pedestrian mobility using four data sources and three analytic approaches across seven corridors in four U.S. cities (Portland, San Francisco, Minneapolis, and Memphis). The four data sources were Longitudinal Employer-Household Dynamics (LEHD) employment data, Quarterly Census of Employment and Wages (QCEW) employment and wages data, National Establishment Time Series (NETS) employment and sales data, and retail sales tax data. The three analytic approaches were aggregated trend analysis, difference-in-difference (DID), and interrupted time series (ITS) analysis. The study aimed to determine how investments in non-motorized modes impact economic vitality, business activities, and neighborhood equity.
- The authors reviewed existing literature and found mixed results on the economic impact of street improvements. Some studies found positive impacts, while others found negative or no impacts. The authors noted that most studies were descriptive or exploratory and lacked rigorous quasi-experimental analysis.
- The authors selected seven street improvement corridors in four cities and collected data on employment, wages, and sales before and after the improvements. They used three analytic approaches to estimate the impacts of the improvements.
- The authors found that street improvements generally have either positive or non-significant impacts on corridor economic and business performance. The results varied depending on the data source and analytic approach used.
- The authors compared the four data sources and found that each had advantages and disadvantages. They recommended using multiple data sources to validate economic outcomes and trends from street improvements.
- The authors compared the three analytic approaches and found that ITS analysis provided more robust results than the other two methods. They noted that ITS analysis requires more data points post-intervention to achieve meaningful and valid impact estimations.
- The authors concluded that street improvements can be a valuable investment for cities, as they can improve economic vitality and business activity without harming neighborhood equity. The authors recommended that policymakers and planners use a systematic and rigorous methodological approach to evaluate the economic and business impacts of street improvements.
The study provides valuable insights into the economic and business impacts of street improvements for bicycle and pedestrian mobility. The authors' findings suggest that these improvements can be a valuable investment for cities.
Arancibia et al. (2019) examined the economic impact of replacing on-street parking with bike lanes on Bloor Street in Toronto, Canada. The authors found that contrary to business owners’ fears, bike lanes did not result in negative economic impacts.
- The authors reviewed eight North American studies that measured the economic impact of bike lanes on local businesses and found that most did not find negative impacts. The two qualitative studies found positive results from bike lanes, and the six quantitative studies had mixed results.
- The City of Toronto installed a pilot bike lane on Bloor Street in August 2016. The authors used four economic indicators to measure the impact of the bike lane: estimated customer counts, monthly customer spending, visit frequency, and business vacancy counts. They used surveys of merchants and visitors and street-level fieldwork to collect data.
- The authors found that the economic indicators either improved or remained stable following the installation of the bike lane. They concluded that bike lanes can be added to vibrant downtown retail streets without negative impacts.
- The authors noted that the study had some limitations, such as the timing of data collection and the inability to access retail sales tax data.
Overall, the study suggests that replacing on-street parking with bike lanes can have positive or neutral economic impacts on local businesses. The authors recommend that planners consider incorporating local economic impact indicators into projects where merchants are major stakeholders.
The January 2024 City of Cambridge: Cycling Safety Ordinance (CSO) Economic Impact Study explores the financial and economic impacts of installing protected bike lanes in Cambridge, MA. The study uses existing literature, employment and income data, commercial real estate data, and business and pedestrian surveys to examine the impact of the bike lanes on local businesses.
- Past studies on the economic impact of bike lanes have yielded mixed results. Some studies found positive impacts on businesses, while others found negative or no impacts.
- Data from the Longitudinal Employer-Household Dynamics (LEHD) program was used to measure employment trends in areas with and without bike lanes. The study found no noticeable impact on food and retail jobs due to bike lane construction.
- Point of Interest (POI) consumer sales data was not reliable due to data quality and coverage issues.
- CoStar commercial real estate data showed limited inferences could be drawn about the impact of bike lanes on commercial property.
- Business and pedestrian surveys were conducted to gather additional data.
The study found no conclusive evidence that protected bike lanes negatively impact retail sales or neighborhood economic vitality. The results suggest that the economic impact may vary depending on location and other factors. The authors recommend further study with more granular data and additional post-treatment time periods to fully understand the economic impacts of bike lane infrastructure.
The role of bicyclists as consumers is explored through an examination of the relationship between travel mode and shopping behavior. As cities develop policies to combat congestion and reduce emissions from the transportation sector, tension often develops when scarce road space must be allocated, particularly in dense urban cores. The challenge is to accommodate all travel modes and ensure that local businesses are not negatively affected by infrastructure changes. Previous studies in the United States and abroad focused primarily on consumable goods, not retail expenditures. These studies demonstrated that bicyclists made more frequent purchases than their car-driving and transit-riding counterparts and tended to shop at small businesses close to home, whereas motorists spent more money on single occasions. The objective of this study was to examine differences in shopping behavior between bicyclists and motorists–-two groups that are in perpetual competition for parking space and other infrastructure accommodations–-in downtown Davis, California. Two cross-sectional online surveys in 2009 and 2010 that asked questions about recent shopping in downtown Davis provide the data set. Respondents who biked on their most recent trips downtown spent, on average, slightly more on their purchases each trip than their car-driving counterparts. Bicyclists also made more frequent shopping trips and thus spent more money at downtown establishments than customers traveling by car.
The Vancouver Separated Bike Lane Business Impact Study (2011) was conducted to measure the business impacts of separated bike lanes implemented in Vancouver's downtown core in 2010. The study used surveys of business owners and managers, customers, and employees to determine the economic effects of the bike lanes.
- The economic context of the study included various policy changes that impacted the downtown retail environment, such as the 2008-2009 national economic downturn, increased parking rates, road closures, and the opening of the Canada Line rapid transit system.
- The methodology involved six stakeholder surveys of businesses, customers, and employees on the bike lane corridors and adjacent comparator corridors. The survey was designed to identify the most impacted blocks and address specific problems related to parking, loading zones, pedestrian access, and safety.
- The study had limitations due to its short timeframe, reliance on individual responses, and the inability to include detailed data for stores and blocks due to confidentiality concerns.
- The estimates of economic impacts were based on a grade-level businesses survey, a commercial property owners and property managers survey, a customer exit survey, and a Metro Vancouver omnibus survey. The results showed mixed impacts, with some businesses experiencing a decline in sales while others reported no change or even an increase.
- The study identified “hot spots” or blocks along the bike lane corridors where businesses experienced negative impacts due to factors such as loss of parking, reduced visibility, and turning restrictions. Mitigation strategies were recommended for these areas, including signage, parking space allocation, and traffic flow adjustments.
- The study concluded with lessons learned and recommendations for future bike lane projects, emphasizing the need for flexibility, consultation, monitoring, and mitigation strategies to minimize negative impacts and maximize positive effects.
Overall, the study suggests that the economic impact of separated bike lanes in Vancouver was mixed, with some businesses experiencing negative impacts while others were unaffected or even positively affected. The study highlights the importance of mitigation strategies and community engagement in implementing bike lane projects to ensure the success of both cycling infrastructure and local businesses.
This is a document about the impact of bike lanes on business. It discusses the impact of bike lanes on business. Studies have shown that bike lanes can have a positive or neutral impact on business. Bike lanes can also encourage people to spend more time in city centers. Bike lanes can be designed to work with parking. Bike lanes can also benefit businesses by attracting new customers. Bike lanes can also benefit communities by improving health and safety. Overall, bike lanes can be a good investment for businesses and communities.
Congestion pricing is a demand management strategy implemented on roadways to reduce traffic congestion, improve mobility, and encourage public transit ridership. The San Francisco County Transportation Authority in California is determining the feasibility of pricing to manage congestion, which is most severe in the downtown, Civic Center, and south of Market districts. These districts serve a variety of purposes that are not limited to office, restaurant, retail, hotel, and industrial and everyday attract a high number of workers and visitors–-both local and tourist. The most vocal opponents to the potential congestion pricing program are downtown merchants. Many believe that their patrons primarily come by car and that drivers spend more money than transit riders and pedestrians. This study examined the travel to San Francisco's major retail and entertainment centers and the spending patterns of those traveling to these centers, to assess whether these perceptions hold true. The survey found that most travelers get to downtown San Francisco by taking transit or walking, regardless of their income. Travelers using these modes spend more per month than those traveling by car, because they come more frequently to engage in recreational activities. The belief that recreational customers predominantly travel by car and spend more than transit riders is not reflected in the data, nor is this belief consistent with similar observations in other cities. Findings indicate the need for faster, more reliable multimodal transportation that supports a vibrant economy and provides viable travel choices to all.
The research project investigated the economic impacts of transport and road space reallocation in shopping areas located in central cities and along major transport corridors in New Zealand. The study focused on three key research areas:
- Identify relevant New Zealand and overseas research/case studies on economics and road space allocation. The literature review found that urban design has a significant impact on how an area is used by people and good street design often results in economic benefits. On average, business owners overestimate car use and underestimate walking trips. The removal of traffic lanes does not necessarily result in increased traffic congestion and results in a significant reduction in crashes. The retention of on-street car parking is often a stated priority for retailers, although parking is a relatively low priority for shoppers.
- Assess the economic impact of users by transport mode in New Zealand shopping areas. A total of 1744 shopper surveys and 144 retailer surveys were completed across nine shopping areas in Auckland, Christchurch, and Wellington. The results showed that the average total spend was $42 per person over all sites, with a higher spend of $44 per person observed on arterial sites and a spend of $38 per person observed at central city sites. Sustainable transport users (walking, cycling, public transport, and scooters) account for 40% of the total spend and 37% of all shoppers. Car drivers spend the most across all shopping areas. Sustainable transport users spend higher amounts in arterial shopping areas than in central city sites (but less than car occupants). Cycle trips account for the highest sustainable transport spend in central locations and only account for 2% of total travel. The average spend for sustainable transport users was $34 per person per visit, compared with $47 per person per visit for drivers.
Investigate how road space allocation/street design influences the use of shopping areas. The results of focus groups and retailer surveys indicate that the need for safe crossing points and good urban design was of primary concern to shoppers. Retailers generally over-estimate the importance of parking but do acknowledge the need for wide footpaths and safe crossings. Shoppers would be willing to forgo or walk further to parking to ensure a safe and attractive shopping experience. Transport and urban design considerations appear to be secondary to the availability of particular types of shops.
The study concluded that sustainable transport users are important to the economic viability of local shopping areas and that high-quality pedestrian and urban design features are valued more by shoppers than parking.
This paper explores the relationship between consumer behavior and their choice of transportation mode. The data was collected in 2011 via intercept surveys of customers existing establishments like restaurants, convenience stores, and drinking places in Portland, Oregon.
- Mode Choice and Consumer Spending: The study found that automobile users were the dominant mode across all establishments, with transit being the least used. Walking was the most popular non-automobile mode, particularly for convenience stores and drinking places, while cycling was more common for drinking establishments. Mode choice was also influenced by urban context, with higher automobile use in suburban areas and higher walking and cycling rates in the Central Business District and Urban Core.
- Consumer Behaviors: Cyclists at convenience stores had the highest expenditure per trip and per month, while pedestrians visited most frequently but spent less per visit. At drinking places, pedestrians spent the most per trip, but cyclists spent the most per month due to higher visit frequency. For high-turnover restaurants, transit users were the most frequent visitors, while automobile users spent the most per trip.
- Models of Consumer Spending: Multivariate analysis revealed that group size and time spent at the establishment were significant predictors of expenditure at restaurants and bars. Walkers spent more than other modes, and households without children tended to spend more. For convenience stores, time spent, household income, and customer age were significant factors. Pedestrians and transit users spent less than auto and bicycle users.
Conclusions: The study concludes thatcustomers using non-automobile modes are valuable consumers, spending similar or more than automobile users and visiting establishments more frequently. This information can be used by cities and public agencies to inform decision-making and educate businesses about the potential economic benefits of investments in bicycling and pedestrian infrastructure. Further research is needed to expand on these findings and explore the long-term economic impacts of such investments.
This article discusses the controversy surrounding the expansion of bike lanes in San Francisco. Some merchants believe that bike lanes negatively impact their businesses. However, studies have shown that bike lanes do not have a significant negative impact on overall business performance. Some businesses may even benefit from increased foot traffic, such as those that sell books, clothing, or food. However,some businesses may be negatively impacted, such as those that sell large items like appliances and furniture. The article also discusses the importance of community engagement and the need to address the concerns of merchants.
This article explores the economic impact of bike lanes on businesses, addressing the common concern among business owners that bike lanes will negatively affect their sales.
- Business owners' concerns: Business owners often oppose bike lanes due to the removal of parking spaces, which they believe will deter customers and hurt their profits.
- Research findings: Numerous studies, using sales tax data and employment figures, have shown that bike lanes and pedestrian-friendly streets generally have a positive or neutral effect on businesses. Some studies even found significant increases in sales after bike lane installation.
- Specific examples:
- A study in Seattle found that sales either remained stable or quadrupled in areas with new bike lanes.
- A New York City study showed sales increases in retail areas with bike-friendly infrastructure.
- Studies in San Francisco had mixed results, with some businesses benefiting and others not, but overall, the impact was minimal.
- A Portland State University study found that retail areas generally benefited from better streets, with either increased revenue and employment or no significant change.
- Reasons for positive impact: Bike lanes can increase foot traffic and attract customers who may spend more time and money in the area.
- Challenges and solutions: While the overall impact is positive, some businesses may experience losses. To address this, the article suggests providing financial compensation to affected businesses.
Conclusion: Despite initial resistance, bike lanes are generally beneficial for businesses and local economies. Cities are increasingly adopting bike-friendly infrastructure, and the data supports the positive impact of these changes.
This article discusses the impact of bike lanes (and attendant removal of on-street parking) on businesses on Bloor Street in Toronto. The study found that businesses on Bloor Street saw an increase in economic activity after the bike lanes were installed. While cyclists spent less per trip, they made more frequent trips.The study also found that the number of businesses reporting over 100 customers on a Saturday grew on Bloor Street from 46% to 61% after the bike lanes were installed. The study concluded that bike lanes can actually help slow declines in retail spending that we see in the market place generally.
The study explores the relationship between shopping behaviors and modes of transportation in urban areas, with a focus on non-motorized modes like walking and cycling and their impact on local businesses.
- The study found that while most shopping trips are made by car, a significant portion of purchases from city-center and neighborhood shops are made by people using non-motorized transportation. These shops generate less car traffic and are more compatible with sustainable development than out-of-town shopping centers.
- Non-motorized modes of transportation have many advantages. They consume less space, facilitating accessibility to shops, and require less costly infrastructure than roads and parking lots. Additionally, customers who walk or cycle to shops tend to visit more frequently and become loyal customers, spending more per week than drivers.
- While not attempting to discourage car use altogether, the study advocates for a better balance between all modes of transportation and recognition of the key role that pedestrians and cyclists play in supporting local businesses and creating vibrant urban environments.
- The study also found that the cost of using a car for shopping trips is often underestimated. When all costs are factored in, including fuel, maintenance, insurance, and depreciation, the expense is significant. The value of time is also an important consideration, especially for busy people. While cars may be faster for individual trips, the time spent searching for parking and navigating large stores can offset this advantage.
The study concludes that supporting non-motorized transportation can have social and environmental benefits. It can lead to more vibrant and safer cities, reduced traffic congestion and pollution, and stronger local economies.
The 300 South Progress Report for September 2015 describes the positive impacts of the 300 South (Broadway) transformation project in Salt Lake City, Utah. The project added a protected bike lane, median islands, pedestrian crossings, planters, artwork, and colored pavements.
- Economic Development: Sales tax gross receipts for businesses along the protected bike lane increased by 8.79% in the first six months of 2015 compared to 2013. 79% of businesses reported that business is "good," while 16% said it was "up" or "setting records."
- Utility: Bicycle use within the corridor increased by approximately 30% overall and by 84% on Thursday evenings (Twilight Concert Series).
- Safety: Preliminary 2015 data shows post-construction crash rates for all modes are on par with past years. However, a minimum three-year analysis period is considered most statistically accurate.
Public Sentiment: Prior to the project, over 90% of businesses were contacted directly. Post-construction, 59% are very supportive, 23% are neutral, and 18% are unsupportive of the changes.
This September 2014 report from the New York City Department of Transportation analyzes the impact of protected bicycle lanes on safety, mobility, and economic vitality in New York City. The routes analyzed, which included 12 projects on six avenues, were chosen because they had at least three years of “after” safety data available.
- Safety data from the protected bicycle lanes showed that crashes with injuries were reduced by 17%, pedestrian injuries were down by 22%, and total injuries dropped by 20%. Cyclist injuries showed a minor decrease, even as bicycle volumes dramatically increased. The average risk of a serious injury to cyclists decreased by 75% from 2001 to 2013.
- Mobility data from the Central Business District showed that travel speeds remained steady as protected bicycle lanes were added to the roadway network. Travel times on Columbus Avenue improved while vehicle volumes were maintained. First Avenue travel speeds remained level, and travel times on 8th Avenue improved by an average of 14%.
- Economic Vitality & Quality of Life data showed that when compared to similar corridors, streets that received a protected bicycle lane saw retail sales increase more. 110 trees were added to the projects, and crossing distances were shortened.
Overall, the report showed that the installation of protected bicycle lanes had a positive impact on safety, mobility, and economic vitality in New York City.
Resources
Report a Maintenance Problem, City of Boulder
City of Boulder: To report a street maintenance related problem (potholes on the bike path, paths blocked by snow), complete the form and provide your contact information.
Report County Road Service Issue
Boulder County: To report a street maintenance related problem (potholes on the bike path, paths blocked by snow), complete the form and provide your contact information.
Report an Aggressive Driver
If you find yourself in a situation with an aggressive driver, remember you can dial *CSP (*277), free of charge. Report “real time” aggressive driving behavior to the Colorado State Patrol.
Report a Close Call – Inquire Boulder
Have you had a close call with a bicycle, pedestrian or motorist? This data is important and used in analysis of the safety of our streets.
Bike Theft Prevention & Registration
Learn tips and tricks for preventing your bicycle from being stolen, like registering your bike on Bike Index and knowing which lock to use how to properly use it.
Join the Advocacy Committee
We aspire to help Boulder become a dynamic and sustainable city that maximizes the safety, comfort, and convenience of its residents and prioritizes long-term environmental stewardship.