From This Big City:
These are some tough economic times we’re in. Governments across the globe are trying all kinds of tricks to keep things ticking over, with varying degrees of success (or varying degrees of failure, depending on how upbeat you’re feeling). But could bicycle networks benefit cities, providing a relatively inexpensive way to boost local urban economies?
Transportation is vital in keeping economies going. When the UK’s coalition government came to power in 2010, there was concern over whether London’s expensive Crossrail project – a speedy underground network connecting outer London to the city centre – would continue to be developed. Now it’s being heralded as an opportunity for economic growth. If train networks can boost the economy of a city, could bicycle networks boost the economies of the communities they pass through?
It certainly costs a lot less to implement them. Bike lanes have been praised for giving people ‘freeways for the price of a footpath’, and even though the relative affordability of bicycle networks is beneficial for encouraging their development and maintenance, there are other long term economic benefits.
The way an urban transport system operates has an impact on the way people get around their cities. Due to the physical nature of bicycle use, shorter journeys are more likely, potentially bringing local economic benefits:
When people are walking or cycling, they are likely to shop at a store that is close to where they live rather than driving across town. – Richard Campbell and Margaret Wittgens
A study from Australia attempts to put some figures behind this thinking. Based on data from more than 1,000 survey respondents, Alison Lee found that, even though cyclists spend less on average, improvements to urban bicycle networks still bring retail benefits. Lee suggests that by replacing one car parking space with six bicycle parking facilities, the lower average spend of a cyclist could be multiplied, offering improved revenue opportunities for nearby businesses. Of course, this simple mathematical equation, whilst theoretically true, assumes enough demand to keep the bicycle parking facilities adequately full.
Despite this, Lee’s findings are remarkably similar to a study from the Dutch city of Utrecht which found that whilst bicycle-based consumers spend less per transaction, they make more visits and spend the most collectively. This isn’t the only connection – a German study found similar results, calling cyclists ‘better customers’ due to them making eleven trips per month compared to seven for motorists. And the Swiss are in on it too, where research into parking space profitability found that each square metre of bicycle parking generated €7500 compared to €6625 for cars. This seems to confirm basic logic – devoid of any significant storage space, cyclists are likely to spend less and shop more.
Research into local economic benefits other than retail has also suggested benefits. Heidi Garret-Peltier’s 2011 study looked at 58 bicycle network projects in 11 US states, taking into account ‘on-street facilities such as bike lanes and shared streets; off-street facilities such as trails adjacent to roads or converted rail trails; and bicycle equipment such as signs, signals, and parking’. Garret-Peltier found that bicycle network construction projects create an average of 11.4 jobs per $1million invested compared to 7.8 for road-only construction (confirming her earlier Baltimore-specific study which found that bicycle network construction projects generate between 11.7 and 14.4 jobs per $1million)
Garret-Peltier concluded her research by stating that ‘when confronted with a decision of whether or not to include pedestrian and/or bicycle facilities in transportation infrastructure projects, planning officials should do so, not only because of the environmental, safety, and health benefits but also because these projects can create local jobs.’
Of course, the culture, infrastructure, and urban form of each city is different. As a result, the economic effect of bicycle network developments would no doubt differ from city to city. But with numerous studies from different cities the world over repeatedly suggesting positive economic benefits on a local scale, urban bicycle networks could provide our cities with a much-needed economic boost.
Opportunity to find out more about Memphis’ “Economy of Bike Networks” come by the Sierra Club monthly meeting tonight @ 5:30.
Speaker is Kyle Wagenschutz, City of Memphis – Bikeway/Pedestrian Coordinator
Benjamin L. Hooks Central Library, 3030 Poplar Avenue, Memphis, TN
Kyle Wagenschutz has quietly been improving life for Bluff City cyclists, one mile at a time. Under his new position we have come from worst city for cycling to League of American Bicyclists honorable mention! He has a vision for changing Memphis into a bikeable liveable place where people WANT to live, raise families and bring business.
I would like to point out one thing that is often missed when people think about this stuff – and it is entirely based on my own experiences and the experiences of my friends and family in Portland.
One big difference is whether or not a customer comes in to spend moeny *at all*.
When I drive around, I have an idea of where I want to go and I drive there. I may notice some shops in passing, but only in a half-minded way as I zoom by at 35, 45 or 50 mph. I do not browse while driving. I know that I am going to shop A and shop A is in neighborhood B so I simply drive to B and park near A and go shop at A.
When I ride (or walk) I am looking much more intently at all of the businesses I pass. I can see in the windows and I can see people coming and going through the doorways. i can pull off and stop very easily – as simple as just moving a little to the right. I know I am going to shop A in neighborhood B, but I also stop at shop X, shop Y, and shop Z as I make my way through neighborhoods J, K and L.
In the car scenario – only neighborhood B and shop A benefit – although everyone has paid for the roads for me to get there.
In the bike/ped scenario four neighborhoods, and 4 shops benefit – and although I may spend slightly less at each one I spend more in total.
Bike/ped consumers stop in more. They are the very definition of “foot traffic”.
People zooming by in cars do not stop often on a whim, and if they are on a freeway – forget it.