URBAN BICYCLE PARKING SYSTEMS
The Economics of Bicycle
Parking Infrastructure in
Vancouver
Simon L’allier & Jack Tse
www.urbanracks.com
THE ECONOMICS OF BICYCLE PARKING INFRASTRUCTURE IN VANCOUVER
THE ECONOMICS OF BICYCLE PARKING
INFRASTRUCTURE IN VANCOUVER
Summary
This paper will reflect our research on the economics of bicycle parking. We will explore three aspects
that must be considered when discussing why there should be increased bicycle parking infrastructure.
The first aspect of our research will focus on cyclists` behaviours and their parking needs. Secondly,
we will explore the perception of business managers and/or owners of bicycle parking. The third aspect
will discuss the life-cycle costs of bicycle parking at a municipal scale; we will be using the City of
Vancouver, Canada as the case-study.
The results of the cyclists survey indicate that the majority of functional cyclists will use commercial
areas primarily for shopping and recreation purposes, will access multiple destinations, will cycle an
average 2.6 km to access it, and will lock their bicycle to racks, poles or meters. A majority of
respondents also admitted to parking their bicycle and walking up, a little more than three blocks,
before re-parking their bicycle.
The businesses survey shows a diverse range of attitudes that business owners and managers have
towards bicycle parking. The results of the survey indicated that these attitudes were influenced more
by the location than by the type of business sampled. The main points that can be drawn from these
results are that bicycle racks are generally appreciated by businesses, while vehicle parking is often
perceived as being undersupplied.
The overwhelming majority of respondents said they would like to see more bicycle parking installed
close to their business; although, most respondents (48%) believed this would have no impact on their
business activity. But 64% of respondents indicated that they would like to see more on-street bicycle
corrals installed. While 40% of the respondents stated they would be either strongly in favour or in
favour of converting a vehicle parking space into a bike corral, 57% of the respondents indicated that
they feel they rely heavily on the availability of vehicle parking close to their business.
The results of our economic analysis indicate that over a 20 year service period, the life-cycle costs,
which include land, construction, operations and maintenance costs of the various types of bicycle
parking, is well below the costs associated with vehicle parking. For example, the post and ring bicycle
racks represent approximately 14%, while for a fully enclosed bike shelter, the life- cycle costs are
approximately 53% of total life-cycle costs of an underground vehicle parking place. When applying
these life-cycle costs to three projected future modal share scenarios for Vancouver, the results
demonstrated the magnitude of cost savings in parking infrastructure that can be achieved by
encouraging the mode share of active transportation.
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Introduction
As estimated in Metro Vancouver's Regional Growth Strategy, the Vancouver region is expected to
grow by an additional 35,000 people per year over the next 30 years (Metro Vancouver 2011)⁠. For the
City of Vancouver alone, the population is projected to increase by nearly 5,000 people yearly. More
people in the city inevitably means more movement. Depending on how people will choose to travel,
this increase in transportation activity will create transportation challenges that can, if carefully
managed, help create a more sustainable region.
The City of Vancouver, as it strives to become the Greenest City in the world 1 has been actively
promoting cycling as a viable alternative transportation mode; they have elevated this to the top of their
municipal agenda. The creation of dedicated lanes and pathways in their downtown business districts
has been a highly politicized issue; and as such, discussions and debates have largely focused on costs
and benefits of movement related infrastructure. Meanwhile, little is known about the requirement for
end-of trip (parking) infrastructure that is necessary for cyclists on each of their trips.
This research explores the often overlooked importance of bicycle parking from the perspective of
individual users, businesses, as well as those who may decide on infrastructure spending or are required
to draft regulation concerning parking. This research includes both qualitative and quantitative data to
support the findings. The first two sections of this paper present the results of separate surveys
conducted with cyclists and business owner/managers in order to gain a better understanding of the
impact of bicycle parking on cyclists in four different commercial areas in Vancouver. The third section
of this research is centred on a comparative life-cycle cost analysis of various types of parking for both
bicycles and vehicles. The main objective of this analysis is to better understand the economic costs of
parking infrastructure at a city-wide level, in the context of different scenarios implying variation in
projected transportation modal shares.
1 City of Vancouver. http://vancouver.ca/greenestcity/
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THE ECONOMICS OF BICYCLE PARKING INFRASTRUCTURE IN VANCOUVER
Methodology
The two first parts of this study will aim at shedding light on the perception and needs of cyclists,
business owners, and managers. In order to see the variation that exists between the perceptions and
needs of businesses owners and managers; we conducted studies in four different city streets in the
municipality of Vancouver. These commercial streets correspond to neighbourhoods with different
environment, density, identity and relationships with cycling. The four areas, to which we will refer by
their neighbourhood’s name, are:
1) Commercial Drive, Commercial Dr. between 1st Ave. and 7th Ave.
2) Kitsilano, 4th Ave. between Vine St. And Cypress St.
3) Kerrisdale, W 41st St. between Larch St. and Maple. St.
4) Sunset, Main St. between 51st Ave. and 48th Ave.
They are presented in the order that represents their degree of “functional bikability.” This concept
refers to each area’s draw of functional cyclists, which are cyclists who access an area to perform an
activity rather than for the mere enjoyment of the travel itself. The latter will be referred as
“recreational cyclists,” as opposed to “functional cyclists.” Functional bikability is comprised of
bicycle infrastructure (including parking and lanes), the type of businesses located in the commercial
areas, the location of these areas relative to the city centre, and the surrounding development density
and demographics. We used these criteria to assess each of the neighbourhoods.
To better understand cyclists’ behaviours and preferences regarding bicycle parking, a short
questionnaire, referred to as the “Cyclists Survey” was filled out by cyclists accessing one of the four
areas studied. A total of forty-four surveys were collected. Fifteen surveys were filled on-site by the
authors. Twenty-nine of these were filled-out online by students of UBC's School of Community and
Regional Planning (SCARP) and by students of SFU`s Urban Studies program.
A similar approach was used to better understand the perception of business owners and managers
towards bicycle parking. A questionnaire was administered by the two authors at the same four
commercial streets. In addition to the survey done in stores at these locations, an email was sent to
three Business Improvement Associations (BIAs) for Kerrisdale (W 41st St.), Commercial Drive, and
Kitsilano (W 4th Ave). They invited their members to complete the survey online. In total, forty-six
surveys were filled on-site with the authors and four online.
The difference in the rate of online and on-site answers between the cyclists and businesses surveys is
mainly explained by the difficulty of catching cyclists accessing or leaving the areas compared with
that of catching business owners and managers during business hours. Another factor that might have
increased the online response rate for the cyclists’ survey is the use of a twenty-five dollar gift card that
was used as a prize to draw students to the survey, which wasn’t used in the businesses survey.
The third aspect focuses exclusively on the economic costs of providing bicycle parking infrastructure
at a municipal scale, taking Vancouver as a case study. In order to put a dollar figure to the value of
bicycle parking, we produced a life-cycle cost analysis (CA) comparing various types of bicycle
parking to that of vehicle parking. The CA applied projections of future city-wide parking needs based
on three modal share scenarios, to estimate the parking infrastructure costs required to meet future
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THE ECONOMICS OF BICYCLE PARKING INFRASTRUCTURE IN VANCOUVER
parking demand.
Part 1 – Cyclists and Bicycle Parking
The main objective of this survey was to better understand cyclist’s behaviours when they access their
local commercial areas, with a particular focus on parking behaviour. The results of this survey are
presented in Appendix 1. For the sake of brevity, this section will discuss the conclusion that can be
drawn from the survey results, and presents the points most relevant to our topic, the economics of
bicycle parking.
Trip purposes
As expected, the most common response to this question was
shopping (57%); both exclusively and non-exclusively, Table 1: What is/are the purpose(s) of
followed by recreation, social, personal and business (see your bike trip when you visit your
Table 1). The survey results indicate that shopping, either local commercial area?
mentioned as exclusive or non-exclusive trip purpose, was
%
more prevalent amongst women than men; conversely,
Sample size
N=44
recreation, as an exclusive and non-exclusive answer, was
Non-exclusive trip
more prevalent amongst men than women. Also to be noted,
Total
purposes
business comes last for both genders.
These results are indicative of what common sense would
also suggest, namely that most people access their local
commercial area mainly for shopping.
Distance travelled
Shopping
Recreation
Social
Personal
Business
Exclusive trip
purposes
In order to have a better idea of the distance travelled by
Shopping
cyclists when accessing their local commercial area, we
Recreation
asked the respondents about the usual and maximal distance
Social
cycled to access their local commercial areas (see Appendix
Personal
1, question 3). The usual distance travelled averages 2.6 km,
with no significant difference between genders, and the
Business
maximal distance averages 9 km, with men travelling longer
distances than women. The other interesting conclusion from
this data speaks to a clear difference between cyclists
accessing their local area exclusively for recreation vs. other purposes.
57%
34%
23%
14%
11%
Total
41%
20%
9%
7%
2%
These “recreational” cyclists typically cycled distances 66% longer than the non-recreational cyclists
average (3.9 km vs. 2.4 km), and maximal distances cycled at 60% (13.3 km vs. 8.03km) longer than
the non-recreational cyclists average. These results show that purely recreational cyclists travel
approximately 60% more in average, both for their usual and maximal distances. The low “n”,
particularly amongst females, do not allow us to see gendered differences.
Frequency of access
We asked the respondents how often they use their bicycle to access their local commercial areas. The
responses are shown in Table 2. A total of 57% of all respondents answered that they use their bicycle
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THE ECONOMICS OF BICYCLE PARKING INFRASTRUCTURE IN VANCOUVER
always or regularly; 16% have answered never using their bicycle to access their local commercial
area.
That finding, in combination with the trip purpose
information gathered, shows that the great majority of Table 2: How often do you use your bike to
cyclists intercepted on the street or that have answered access local retail and service destinations?
online generally fall into the category of “functional
%
cyclists. They access their destinations to perform an
Sample size n=44
activity rather than for the pure enjoyment of cycling;
Frequency of bicycle use to
the latter being an attribute of “recreational cyclists. access local commercial area
Total
“Only a small share of the respondents could be Always
25%
characterized as “recreational cyclists.” These Regularly
32%
categories are not mutually exclusive, but provide a Sometimes
27%
general understanding of the type of cyclists accessing Never
16%
commercial areas. No correlation can be found
between the frequency of bicycle usage to access local
commercial areas and the stated usual and maximal
distance cycled to access these areas, or with the time
of access.
Single or multiple destinations
To know how people behaved with their bicycle once on their commercial street, we asked the
respondents if they usually access a single destination or multiple destinations. A large majority of the
respondents indicated accessing multiple destinations (82%), with no gendered differences. These
results confirm that most cyclists perform some form of “trip-chaining”, as they will visit many
businesses in their commercial area before they return home. The next logical step in understanding
cyclists’ behaviour is to know if cyclists move between businesses with their bicycle, or if they park it
and walk. In the latter case, we also wanted to know how far the respondents are willing to walk before
re-parking their bicycle again.
Carrying bicycles, or parking and walking
From the 36 answers, 28% indicated always carrying their bike, 67% parking and walking, and 5%
indicated both; therefore, 72% of the respondents indicated that they would park and walk within a
commercial area. Also our respondents reported that they are willing to walk, 3.3 blocks (3.8 for men
and 2.8 for women) before moving their bicycle again. This is somewhat higher than expected, but one
must keep in mind that these are stated preferences and not observed data; the latter might differ to
varying degree from the former.
Two respondents claimed to accessing a single destination and always carrying their bicycle. Having
interviewed these cyclists, and by the type of bicycle they were riding, these two men were clearly
recreational cyclists on a Sunday tour, rather than functional cyclists going shopping. The limited
number of this type of cyclists amongst our survey sample might be influenced by our data collection
method and the locations that the surveys were filled. Nevertheless, the results seems to indicate that
the likelihood of respondents indicating that they never access their local commercial area by bicycle
were 20.6 times higher amongst exclusively recreational cyclists vs. non-exclusively recreational
cyclists (OR= 20.6).
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THE ECONOMICS OF BICYCLE PARKING INFRASTRUCTURE IN VANCOUVER
Time of access
In regards to time of access, results are summarized in Table 3.
Respondents indicated that the most common time to access Table 3: Time of access to local
local commercial areas is weekends; almost half also indicated commercial areas
accessing their local commercial areas during weekdays and
during work. Almost a third of the respondents indicated after
%
work, and only 16% indicated the evenings. In relation to bike
Sample size
N=44
parking, the results indicate that the busiest moment for bike Time of access to
parking is likely on the weekends, followed by weekdays, and local commercial
Total
that bike parking crowding issues are very unlikely to happen areas
80%
during the evening. The data shows no correlation between the Weekends
45%
time of access and the usual distance cycled to access local Weekdays
During
work
45%
commercial areas. The exception would be the cyclist
32%
accessing these areas on weekends exclusively, they tend to After work
Evenings
16%
cycle slightly higher usual and maximal distances compared
with the rest of the sample (2.8 km vs. 2.5 km and 10.7 km vs.
8.4 km).
Influence of bike parking availability on the decision to access a business
The availability of bicycle parking influences 41% of the respondents, and had no impact on the
decision of the remaining 59%. From this result, we can deduce that bicycle parking is seen as
convenient, but not essential in determining the attraction of a business. Of the five people not locking
their bike, two answered that the availability of bicycle parking was influencing their decision of
visiting a local business. These men
wanted to keep a close eye on their
expensive, and unlocked road bikes, for Table 4: What is/are the biggest deterrent(s) associated
obvious security concerns (see Appendix with bike parking for trips to your local commercial area?
1, question 10).
%
Sample size
N=44
The other three respondents with Is seen as a deterrent
%
unlocked bicycles, like 59% of the for using bike parking
Security
41%
respondents, answered to not being
25%
influenced by the availability of bicycle Weather
Proximity
16%
parking. Amongst those three, one was a
14%
man with a homemade electric bicycle, Other
Damage
11%
who wouldn't consider locking his bike
anywhere for security reasons, and
therefore responded negatively to the
question.
Interestingly, those having
answered that security, weather, or proximity were deterrents, compared with those not preoccupied by
these factors, also mentioned walking an average one block less before moving their bicycle again.
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THE ECONOMICS OF BICYCLE PARKING INFRASTRUCTURE IN VANCOUVER
Types of bicycle parking used
As shown by Table 5, the most popular location to park bicycles remains bike racks, closely followed
by poles or meters. We found that 59% of the respondents indicated locking their bicycles to both
racks, poles, and meters. About a third of the respondents will regularly lock their bikes to trees and
corrals. Almost a quarter of the respondents (23%) indicated that they would lock their bicycles to
anything available and/or visible from a store.
The lower score of bike corrals is most likely influenced by their
low prevalence in Vancouver. From observations and through Table 5: Where do you typically
discussions with business owners near the bike corral on park your bike?
%
Commercial Drive at E 6th Ave., the bike corral is indeed very
Sample size
N=44
well used and appreciated by the neighbouring businesses.
Bicycles locked
to
Racks
Poles/Meters
Trees
Corral
Not locked
%
80%
70%
34%
30%
11%
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THE ECONOMICS OF BICYCLE PARKING INFRASTRUCTURE IN VANCOUVER
Part 2 – Businesses and Bicycle Parking
The second part of our study focused on business perceptions towards bicycle parking, and, to a certain
degree, towards cycling in general. A questionnaire was used to better understand the perception of
different aspects of bicycle parking; including its importance relative to vehicle parking. Four
commercial streets (Commercial Drive, Kitsilano, Kerrisdale, and Sunset) were sampled to illustrate
variation in business owners and managers perceptions. A map illustrating the location of each area in
the city is presented in Appendix III.
General attitudes towards bicycle parking
Table 6 shows the bicycle parking counts at the four locations, placed in decreasing order. The number
of bicycle places per 100 meters was used as comparative metrics to illustrate variation in bicycle
parking supply. Kitsilano ranks first, with a high number of “M-Shape” bicycle racks having a
maximum capacity of 4 bicycles. From our observations, Commercial Drive seems to be more
attractive for functional cyclists than Kitsilano, but both offer similar bike parking capacity. However,
there were noticeably more cyclists on Commercial Drive than Kitsilano, and that a higher portion of
the bike parking facilities were used in Commercial Drive compared to that of Kitsilano and the two
other locations.
Table 6: Sampled Areas Bicycle Racks Counts
Bicycle racks counts
Sample size
Locations
Racks Types and Capacity
U-Shape
(2 bikes)
M-Shape Corral (18
Total
(4 bikes)
bikes)
Capacity
Area sample Capacity/
length (m)
100m
Kitsilano - 4th Ave.
14
25
0
128
710
18
Commercial Dr. Commercial Dr.
25
10
1
108
610
18
Sunset - Main St.
Kerrisdale
18
0
0
9
0
0
36
36
320
780
11
5
Total
57
44
1
308
2420
13
As shown in Appendix IV, the concentration of bicycle parking varies within each area, with the
noticeable exception of Sunset, whose bicycle parking is equally spaced out.
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THE ECONOMICS OF BICYCLE PARKING INFRASTRUCTURE IN VANCOUVER
Table 7: Level of agreement with bicycle parking statements
Levels of agreement
Sample size (n=50)
Strongly
disagree
Disagree
Don`t know
Agree
Strongly
agree
N/A
Increase foot and bike traffic
2%
12%
32%
36%
6%
12%
Reduce the auto parking spaces
needed for customers
10%
38%
20%
20%
0%
12%
Improve sidewalk environment
for patrons
4%
24%
26%
20%
10%
16%
Are placed in poor locations
relative to my business
6%
36%
32%
10%
2%
14%
Increase the visibility of
businesses from the street
8%
32%
26%
12%
8%
14%
Enhance street and
neighbourhood identity
0%
12%
24%
38%
12%
14%
Are necessary for my
customers
10%
34%
12%
18%
12%
14%
Increase transportation options
for employees and patrons
4%
22%
14%
32%
12%
16%
Are unattractive
16%
54%
14%
2%
0%
14%
Help promote sustainability
2%
6%
20%
46%
12%
14%
Reduce motor vehicle
congestion
0%
14%
30%
34%
8%
14%
Sidewalk bicycle parking...
Table 7 shows aggregated results regarding various statements on bicycle parking, with bold font used
to emphasize the most common answer. Often, the majority of the respondents did not agree nor
disagree with the statements; most responded that they didn't know. This indicates that these
statements, which include the impact of bicycle parking on the sidewalk environment, on business
activity, visibility from the street and the location of bike racks, are not seen as problematic issues by
the respondents. Most respondents do not find bicycle racks unattractive, and believe they enhance
their street and neighbourhood identity.
Although a majority of respondents believe bicycle parking helps promote sustainability and increase
transportation options for their employees and patrons, a majority of respondents also believed they
were not necessary for their customers (44%), and that they didn’t reduce the need of vehicle parking
for their customers (48%).
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These results seem to indicate that businesses, given the difficulty of businesses to assess with
confidence the number of cyclist customers (see p. 11), reflect the current perception of businesses
rather than the actual importance of cyclist customers for their business.
The assessment of such an impact through specific case studies would provide a better understanding
of the real impact of bicycle parking on businesses bottom line, and possibly provide a monetary value
of bicycle parking infrastructure from a business perspective.
Given the different nature of the four areas studied, we anticipated variation in the perception of bicycle
parking between businesses located in Commercial Drive and Sunset for instance, which are the two
opposite cases on the “functional bikability.” The concept is a qualitative appreciation of the
attraction power each area has towards cyclists. This concept is perceived by the presence or absence
of bicycle infrastructure, including parking and lanes, the surrounding demographics and the proximity
to downtown.
Geographic divide
In general, respondents located on Commercial Drive and W 4th Avenue had a more positive perception
of bicycle parking. Despite the smaller sample size in Sunset and Kerrisdale results show that locations,
which are different in terms of built environment and market they serve, influence the perception of
business owners and managers regarding bicycle parking.
For instance, business owners and managers located on Commercial Drive reported:
3.8 times more that bicycle parking increases street and neighbourhood identity.
2.6 times more likely to believe that bicycle parking improve the sidewalk environment
4.8 times more likely to believe that bicycle parking increased pedestrian and bicycle traffic.
3.2 times more likely to believe bicycle parking is necessary for their customers.
3.7 times more likely to believe they increase transportation options for their customers and patrons.
Although no statistical significance can be drawn from such a sample, the trends expressed by the
above odds ratio are clear. As it is often the case in research linking locations to behaviours, it is
impossible to infer causation in the correlation between the two variables. We cannot, with certainty,
conclude that respondents have a more positive perspective on bicycling as a result of being located in
an area where there are more cyclists. Nevertheless, results show that respondents that are located in an
environment more conducive to cycling have a more positive attitude towards bicycle parking, and
cycling in general.
A plausible explanation for this is that businesses located in more bicycle friendly environments
(defined by bicycle infrastructure) serves a market that is less dependent on automobile for access. It is
interesting that this does not translate into Kitsilano and Commercial Drive’s businesses who feel less
dependent on vehicle parking availability. Survey results show that for all locations, a majority of
respondents believed that their businesses rely heavily on vehicle parking that is available close by
(Question 10). Bicycle parking is not perceived by business owners as a substitute to vehicle parking,
but is seen in a more favourable light in environments where there are more bicycles around.
This is possibly because the Kitsilano and Commercial Drive areas see more examples of bicycles
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THE ECONOMICS OF BICYCLE PARKING INFRASTRUCTURE IN VANCOUVER
being used as a viable mode of transportation for patrons and employees, and that bicycle parking is
appreciated by cyclists. It is no surprise that these businesses estimate that more customers are cyclists
here than in Sunset or Kerrisdale (see Table
8).
Therefore, these businesses are more aware
of the importance of bicycle parking and
cycling in general. Ultimately, these
businesses feel less threatened by the
transformation of a car parking place into a
bicycle parking corral. They can imagine
positive impacts resulting from the addition
of bicycle parking options, even at the
expense of losing one vehicle parking space
(see Questions 6b and 7, Appendix II p.33).
Table 8: Out of every 100 customers that enter your
business, how many do you estimate are cyclists?
Percentage of cyclists customers entering business
Sample size
n=50
Locations
%
Commercial Dr. - Commercial Dr.
8.5%
Kitsilano - 4th Ave.
13.8%
Sunset - Main St.
4.2%
Kerrisdale
5.6%
Total Average
9.0%
We asked business owners and managers to
estimate the approximate number of cyclists
entering their business, as a percentage of
their total client base. The answers varied from 0% to 40%; with an average of 9% and a standard
deviation of ±9.6%. The averaged results are provided in Table 8. In some cases, the respondents were
simply unable to provide an answer as they had no idea of the number of cycling customers entering
their business. As suggested by a manager of a grocery store located close to the bike corral on
Commercial Drive, it would be research worth doing as it would provide a better estimation of the
share of cyclists vs. non-cyclists customers, which can be used to justify more bike parking along
commercial streets.
Cyclist clientele affluence
As shown by Table 9, in all areas, the majority of respondents indicated not having noticed any change
in the number of cyclists entering their business. In this regard, a larger share of the Kerrisdale
respondents have indicated that the number of cyclists has increased over time, and a higher share of
Sunset respondents indicated having noticed no change over time. Also, no respondents have indicated
a decrease in cyclists entering their business.
Table 9: Perception of cyclist clientele affluence
Has the number of cyclists changed over time?
Sample size
Commercial Dr. - Commercial Dr. (n=17)
Decrease
0.0%
No Change
70.6%
Increase
23.5%
Kitsilano - 4th Ave. (n=17)
0.0%
76.5%
23.5%
Sunset - Main St. (n=9)
0.0%
88.9%
11.1%
Kerrisdale (n=7)
0.0%
57.1%
42.9%
Total Average
0.0%
74.0%
24.0%
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Business type divide
Another important factor correlated with businesses perception towards bicycle parking is the type of
merchandise, or service, they provide. Not all goods can be carried easily on a bicycle (e.g. mattress,
timber, wedding cakes) and not all services are relevant for cyclists (e.g. automobile garage). For this
reason, we created six different categories of businesses: retail, retail-attention, retail-food, service,
service-café, and service-restaurant. The retail and service categories encompass the majority of
respondents that fall in these general categories. Retail-attention encompasses businesses which
products can pose transportation challenges to cyclists by the nature of their merchandise. In this
category, hardware stores, cake and pastry stores, mattress and furniture stores, and particular clothing
stores such as wedding clothes stores. Retail-food refers to grocery stores, markets and other food
stores, service-café and service-restaurant are self-explanatory.
There were no clear differences in the response pattern towards bicycle parking. In other words, the
expected divide did not show clearly in relation to general perception. In terms of the estimated share
of cyclists entering their businesses, respondents of the retail-attention category estimated that about
7% of their customers are cyclists, versus 11% for the general retail category.
Also, no clear pattern can be seen in the expected outcome for the respondents` businesses across the
different categories. The sample result show that 48% of all respondents would expect no impact on
their business, and 36% expect a positive outcome. This trend is also present amongst most types of
businesses.
In regards to transforming a vehicle parking into bicycle parking, business type also seems less relevant
than location to explain results variation. The category retail was the most supportive of the initiative,
with 55% being in favour of such a measure, and the respondents of the category retail-attention were
showed the strongest opposition to such a measure (47%). Overall, 30% and 10% were in favour or
strongly in favour of such a measure, with the highest share of people being in favour or strongly in
favour in Commercial Drive (35%) and the lowest support in Sunset (11%) (See Appendix II, Question
8).
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Part 3
The City and Bicycle Parking
Cycling in a growing city
Vancouver is very well known as a city that offers unparalleled proximity to natural amenities where
people enjoy an active and healthy lifestyle. Metro Vancouver’s population is projected to grow by
nearly a million between 2006 and 2041. This increase of 55% translates to approximately 35,000 new
people living in the region yearly (Metro Vancouver, 2011, 68.) In the City of Vancouver alone, the
population is projected to increase by nearly 5,000 people yearly; it is likely that development pressure
will continue to concentrate on the existing built-up areas near the economic engine of the downtown
core (City of Vancouver 2012).
More people in the City inevitably means more movement. Depending on how people will choose to
travel, this increase in transportation activity will generate positive and negative externalities. On the
bright side, more movement will likely stimulate economic activity and social interaction. If this
increase in transportation need is met solely by automobiles, an increase in costs related to congestion,
air pollution and road accidents will likely occur.
In recent years, bicycling has been gaining popularity as a mode of transportation, especially in urban
areas (TransLink 2010a, 44). Benefits associated with cycling, both for cyclists themselves and for the
general population, are now well documented and increasingly accepted in the general discourse.
Cyclists, in addition to enjoying the benefits associated with physical activities such as improved
overall health, reduced mortality and morbidity (WHO 2011), can also save costs associated with
transit or car use; they can even enjoy free parking. Because every bicycle is potentially one less car on
the road, benefits enjoyed by the general population are derived from the reduction of automotive
traffic, which include better air quality, safer streets, and arguably a more pleasant environment. The
number of public campaign and events dedicated to promoting cycling, and walking, demonstrate a
growing interest from public authorities, research and advocacy groups and, hopefully, the general
public.
These health and environmental benefits have also been used to justify investment in movement
infrastructure for cyclists, namely bike lanes. Between 1985 and 2008, Metro Vancouver's modal share
of “alternative transportation modes,” which includes transit, cycling, and walking, has increased by
5%, from around 20% in 1985 to 25% in 2008 (TransLink 2010a, 44). Over the same period, private
vehicle modal share has correspondingly decreased from 80% in 1985 to 75% in 2008 (Ibid.). The City
of Vancouver intends to take it one step further. Spearheaded by Mayor Gregor Robertson, initiatives
such as the addition of dedicated bike lanes in Vancouver are slowly transforming Vancouver into a
more bicycle-friendly city. The City's Transportation Planning Department has set a target that 41% of
all trips will be made via alternative transportation modes by 2021 (LaClaire 2011).
Space, particularly in densely built cities, is a scarce commodity. As shown by the debate spurred by
the Burrard Bridge bicycle lanes project, space is fiercely fought for the different road users, a majority
of which are single occupancy vehicle (SOV) drivers. Converting a vehicle traffic lane into a dedicated
bicycle lane can be politically risky, as drivers are also voters. A similar logic applies to the conversion
of automobile parking to bicycle parking which is, as shown by the results of our survey, often clearly
opposed by the business community.
No matter what infrastructure is built, one fact remains: transport investment will be required to build
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THE ECONOMICS OF BICYCLE PARKING INFRASTRUCTURE IN VANCOUVER
the additional infrastructure needed to accommodate the growing transportation needs of the region.
As shown in this paper, the priority given to the different transportation modes will have a significant
impact on the cost of allowing that movement, and will be encouraging cycling rather than automotive
transport; this will result in significant economic savings for the public authorities.
For example, to accommodate an additional car in the city, there would likely be a need to require
space for the vehicle to move (road space), overnight storage (parking at home) as well as any trips that
are made during the day (street parking or underground parking). To date, little analysis has been done
on comparing the costs associated with the provision of automobile versus bicycle end-of-trip facilities.
End-of-trip facilities cost analysis
Given the shortage of open land left in the city, it will be hard to provide the new infrastructure for
vehicles in the highly developed part of the city and will likely require new and expensive structures to
be created. In a comprehensive study by the Victoria Transport Policy Institute (VTPI), the life cycle
cost of the various types of vehicle parking, such as surface parking or structured parking, was
Table 10: Summary of life cycle costs of various vehicle parking types
evaluated. The life cycle cost includes: cost of land, capital construction, operations, and maintenance.
The land component of the cost depends on whether the proposed parking is located in a suburban,
urban, or central business district (CBD) location. A four-level structure refers to a car parking
structure with a height of four stories.
Table 10 is a summary of the total annual cost of each type of vehicle parking shown in the VPTI
report. Assumptions for the analysis include a 20-year useful life for each parking space, interest rate
held constant at 6%, the average useful days for parking in suburban and urban locations is 20 days per
month and for CBD locations is 25 days per month.
In contrast to the land space or structures required for vehicle parking, bicycle end-of-trips facilities are
more space-efficient and more cost-effective. Off-street parking for vehicles typically requires 30-35
square metres per space, including access lanes and landscaping. In comparison, the Post & Ring bikeparking stand, which can accommodate two bikes, takes up only 1.5 square metres. In terms of initial
capital cost, vehicle parking spaces can range from $3,000 per surface parking (asphalt finish) to
$35,000 per space in underground structured locations (VTPI 2011). While the capital cost for each
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THE ECONOMICS OF BICYCLE PARKING INFRASTRUCTURE IN VANCOUVER
bike parking space ranges from $250 for a Post & Ring stand to $8,0002 for a fully enclosed and secure
bicycle station in a stand-alone building (TransLink 2010b, p. 38, 110).
Using the same analysis parameters as the VPTI study on vehicle parking (VTPI 2011), the table below
shows the life cycle cost for the five different types of bicycle parking facilities. The five types of
bicycle parking facilities are Post & Ring stands, Bike Corral (featuring 10 Post & Ring stands in a
designated location), Shelters, Lockers, and Bicycle Stations. We assume the useful life of each of the
facilities to be 10 years, except for the Bicycle Station, which can be used for 20 years. To evaluate the
land cost component, a value of $10 million per acre (or $230 sq ft) is used. This is consistent with the
current market price for vacant land located in commercial areas of Vancouver3.
Table 11: Input parameters for evaluating life cycle costs of various bicycle parking facilities
The different forms of vehicle parking and bicycle parking facilities also require varying degrees of
operation and maintenance. On the lower end of the cost scale, a surface vehicle parking stall or a post
& ring bicycle stand that is free of charge require less upkeep and operating costs. While on the other
end of the spectrum, underground structured parking requires regular maintenance to a multitude of
building systems, such as mechanical systems for ventilation and electrical systems for lighting.
For all bicycle parking types except the station, operation and maintenance costs reflect the cost of
Table 12: Life cycle costs of one bicycle parking space, by parking types
2 Based on a the Chicago example given in TransLink`s Cycling Support Service Study, with an approximate construction
costs of $250 per square foot, which is a conservative estimate reflecting current construction costs in Canada.
3 Assessed value for a 2,100 sq ft vacant property on Commercial Drive Vancouver is assessed at $640,00, which is over $300 per sq ft, see BC
Assessment at www.bcassessment.ca
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THE ECONOMICS OF BICYCLE PARKING INFRASTRUCTURE IN VANCOUVER
replacing one out of every ten poles before the end of expected useful life resulting from damage. The
station operation and maintenance were estimated using those factors associated with vehicle
underground parking, given their structural similarities.
If a facility requires user payment, then an operation of the payment process system will need to be
taken into account. For the purpose of this analysis, we will assume that all types of vehicle and bike
parking facilities do not generate revenue nor do they require a payment system. Table 12 and Figure 1
below compares the costs of a parking facility for one vehicle or one bicycle.
Figure 1: Life cycle costs of one bicycle parking space, by parking type
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THE ECONOMICS OF BICYCLE PARKING INFRASTRUCTURE IN VANCOUVER
Life cycle cost of mode shift to bicycles
The majority of trips for the average Vancouver resident are done for utilitarian purposes, such as to
and from work, for shopping and social purposes. The region’s transportation use is dominated by
automobiles; either as driver or passenger, with over 70% and 80% respectively. Bike trips constitute a
small portion of the mode share with 5% of all work trips and just over 1% for shopping/social
purposes (TransLink 2010b), 35. As a comparison, in cycle-friendly cities in Amsterdam and
Copenhagen, bicycling is used 34% and 36% of work trips, while bicycles are used for 33% of
shopping trips in Amsterdam.
Although achieving the level of bike usage in European cities is certainly a long way ahead, moving
away from an auto-dominated transportation pattern to one relying more on active transportation can
greatly influence the cost-effectiveness of building an urban environment that meets transportation
needs.
TransLink, the regional transportation authority, has recognized that investing in infrastructure for
alternative transportation is critical if we are to shift more trips from cars to bicycles. In TransLink's
Cycling Support Services Study: Strategic Plan, projections show that in maintaining the same level of
investment, the regional bicycle modal share should increase from 1.7% today to 2.3% by 2040. The
best-case scenario projects that the regional bicycle modal share will increase to 8.6% of all trips
(TransLink, 2010, 69).
Using the projected mode share shift figures from TransLink’s three scenarios (status quo, slight
increase, and sustainability), we applied the cost of the various end-of trip facilities for trips within the
City of Vancouver. By comparing the relative life cycle costs of different facilities, we begin to get a
sense of the magnitude in cost savings that can be obtained if vehicle trips are to be substituted with
bicycle trips.
The population of the City of Vancouver in 2008 was just above 588,000 and the total daily trips
totalled just above 2,100,000. By 2021, the population is expected to increase to 655,000 (City of
Vancouver 2012). Assuming that the daily trip rate per person remains unchanged; this will translate
to an increase of nearly 250,000 daily trips to over 2,345,000 daily trips.
Out of the 2,100,000 daily trips done in the City, 55,000 or 2.6% were made using cycling as the mode
of transportation. This is slightly higher than the regional rate of 1.7%. Based on the current level of
investment in bicycling infrastructure, TransLink projects that the mode share for bicycle use will
likely increase to 2.3% for the region in 2040. Applying that same annual growth rate, the projected
bicycle share in the City of Vancouver is expected to grow to 2.8% (from 2.6%) by 2021. Using that
corresponding regional growth rate, the bicycle mode share in the City for the ‘Slight Increase’ and
‘Achieve Sustainability’ scenarios is projected to be 3.2% and 5.8% respectively.
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THE ECONOMICS OF BICYCLE PARKING INFRASTRUCTURE IN VANCOUVER
Table 13: Total bicycle parking trips in the City of Vancouver based on three
scenarios
Year
Status Quo
Slight increase
Sustainability
2008
55000
55000
55000
2011
56428
56428
56777
2021
64909
75727
137877
In the ‘Status Quo’ scenario, bicycling daily trips are projected to amount to approximately 65,000 by
2021. Using this as the base case, we can estimate the potential increase in daily bicycle trips under the
‘Slight Increase’ and ‘Sustainability’ scenarios to be 11,000 and 73,000 respectively.
To convert the mode share change into parking infrastructure costs, a few assumptions were made.
Firstly, it was assumed that physical space in the City has been fully exhausted. This implies that no
free and open space remains to accommodate the projected additional trips and that each additional trip
will include a land cost component. Secondly, we assume that each additional trip will require
investment in new parking facilities and that one parking stall can accommodate three trips per day.
This is a ratio that is typically applied to parking requirement for short-term trips (long term trips
require one stall per day) (TransLink, 2010, 70). Finally, the analysis assumes that bicycle trips are
directly interchangeable with vehicle trips, and that travel patterns are identical. Of course, the
assumptions simplify a reality which would otherwise be too complex to model within the parameters
of this research.
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THE ECONOMICS OF BICYCLE PARKING INFRASTRUCTURE IN VANCOUVER
Table 14: Vehicle and bicycle parking life cycle costs comparison, based on three modal share
scenarios
Table 14 shows the total annual cost per parking stall or space, and the life cycle cost to accommodate
the projected increase in daily trips. As expected, the life cycle costs for bicycle facilities are generally
lower than that of vehicle facilities. With increasing land cost in the urban areas of Vancouver, aboveground and underground structured parking has become the more cost effective option for vehicle
parking. Although this cost is generally not borne by public bodies, it is usually embedded in private
development costs. These infrastructure costs are inevitably passed on to the public through real estate
purchase or rent.
In the coming years, policy makers are faced with decisions on how to invest in suitable transportation
infrastructure that can best deal with the congestion pressures that accompanies a growing population.
The intent of this life cycle cost analysis is not to determine actual costs of each parking facility, but
rather to provide a comparative view of the total cost that is embedded in each type of facility, which is
not necessarily apparent from comparing direct construction costs or revenues. In turn, we hope to
provide some clarity to the question of whether to continue the trajectory of widespread use of the
automobile and its high parking requirements, or to actively promote alternative modes of
transportation, such as cycling, where end-of-trip facilities cost a fraction of automobile parking.
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Study limitation and further research
As in every study, there are methodological considerations limiting the generalization of the findings.
In regards to the comparison between businesses based on neighbourhoods, twice as many survey
results were collected on Commercial Drive and on West 4th Ave (Kitsilano) than in Sunset and
Kerrisdale. This is partly explained by the fact that more businesses were closed on Sunday, when
Sunset and Kerrisdale were sampled, and we have to take into consideration the fact that Sunset’s
commercial area is smaller. This does not reduce the overall validity of the results, but does suggest
caution when generalizing the results. A more thorough sampling of these areas would help strengthen
the comparative aspect of the analysis, but would likely remain in line with the current results.
The time of sampling is also an important factor to consider when interpreting the results of the cyclist
survey. Fifteen surveys were sampled on-site, mostly on Commercial Drive and West 4th Ave on a
Saturday, and twenty nine were filled online resulting from contacting university students through their
respective programs’ email network. The results on cyclist behaviours might have been different if
sampled in different location or on week days. In this case, more research with expanded parameters
would allow a better understanding of cyclists’ behaviours.
In regards to the economic analysis, it should be noted that the formulas used in this life cycle cost
analysis were taken from credible secondary sources and must be taken as realistic general estimations
that reflect current practices in the industry. Costs related to land, construction, operations, and
maintenance will inevitably vary depending on local markets. The land costs in this study reflect the
high land value in the Vancouver market. Operation and maintenance costs for vehicle parking were
taken from the VTPI (VTPI 2011) while the construction costs for bicycle parking were taken from a
TransLink`s study on bicycle infrastructure. Maintenance costs were estimated from the realistic
expectation of having to replace ten percent of the poles and surface racks and the multi-storeys
bicycle parking structures. Despite the approximate nature of these costs, the conclusion remains clear:
bicycle parking costs are a fraction of the cost of vehicle parking.
In summary, this research provides arguments towards the provision of bicycle parking in commercial
areas, from a cost perspective. It complements another field of study which focuses on the revenue
side of the bicycle vs. car parking equation. Despite the limited amount of papers and research
produced on the topic, there is evidence that bicycle parking provides more revenue than car parking,
when examined from a time and space perspective. A study conducted by Lee and March (2010) on
Lygon St., located in the centre of Carlton, (a suburb of Melbourne, Australia), showed that from a
space perspective, a square meter used for bicycle parking generates more retail expenditure than a
square meter used for car parking. This study concluded that a meter used for bicycle parking generated
as much as five times more retail expenditure than one used for car parking ($31 vs. $6). This is
because, despite the fact that car users spend in average more per trip than cyclists, the space used to
park a car can actually fit 8 to 10 bicycles (bicycle corral).
The Lee and March research assumes full parking occupancy, which means that the space is used 100%
of the time. Given that turn-over rates might vary between car and bicycle parking, even more
impressive performance of bicycle parking has been found in conditions where a car parking space had
a turn-over of 6.75 cars per day vs. a bike corral with a turn-over of 18 cyclists a day, as reported in the
city of Brunswick, Australia (Stainby, 2012). In these conditions, turning a car parking space into a
bicycle corral produced almost 150% more value for the same use of space ($635 vs. $432). A number
of context-specific variables will influence the performance of bicycle parking, including land use,
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THE ECONOMICS OF BICYCLE PARKING INFRASTRUCTURE IN VANCOUVER
mobility culture, weather and degree of functional bikability. Nevertheless, cities interested in making
a better use of the limited amount of space available for parking should perform similar studies to
verify the degree to which these findings are applicable to their specific mobility context.
Other aspects related to the economic benefits of bicycle parking, such as integration with transit
infrastructure or their potential to create revenue for public authorities, are relevant research topics that
would help to shed a different light on the roles and costs of bicycle parking within urban areas.
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THE ECONOMICS OF BICYCLE PARKING INFRASTRUCTURE IN VANCOUVER
Conclusion
This research examined three facets of bicycle parking, namely the cyclists` perceptions and behaviours
towards bicycle parking, the businesses` attitudes towards bicycle parking, and the economic costs of
providing bicycle parking compared with those associated with vehicle parking. Each facet provides
valuable information and lessons that can be used for future policy and practices, relative to the
provision of bicycle parking along commercial areas.
Regarding cyclists` perception and parking needs, survey results show that functional cyclists, which
comprise the majority of the sample, access their local commercial area primarily for shopping.
Respondents indicated visiting in majority multiple destinations each time, and although they
appreciate having bicycle parking close to their destinations, they are willing to walk approximately
three blocks before moving their bicycle closer to the next destination. Bicycle racks are the most
common bicycle parking used, but most cyclists will also lock their bike to meters and poles when no
racks are available. This practice has the potential to create obstacles for pedestrians walking on
sidewalks, particularly on narrow sidewalks located in busy areas. Bicycle corrals, although rare in
Vancouver, offer a great example of bicycle parking concentration that can have a certain appeal for
cyclists and provide more bicycle parking spaces than racks installed on the sidewalk; therefore,
freeing the sidewalk of bicycles that can potentially block pedestrians` way. The main perceived
deterrent against the use of bicycle parking is security which can be addressed through better design.
Business owners and managers attitudes towards bicycle parking were more positive than we had
originally expected. The overwhelming majority of businesses want more bicycle parking near their
business, but not at the expense of vehicle parking. Bicycle parking is perceived as a positive amenity
by most businesses, but not as an essential requirement, as in the case of vehicle parking. This is
certainly seen as the majority of their customers are not accessing their businesses by bicycle. Certain
types of businesses present particular challenges for functional cyclists, particularly when it comes to
carrying large or fragile items on their bicycle. The greatest variation regarding businesses’ attitudes
towards bicycle parking was found across the four geographic areas studied; Commercial Drive and
Kitsilano were significantly more positive towards bicycle parking than those on Sunset, and somewhat
more positive than Kerrisdale. This trend seems to indicate that being located in an environment where
more cyclists go, and where more bicycle parking exists, influence businesses in their perception
towards bicycle parking.
Finally, the results of our economic analysis indicate that over a 20 year service period, the life-cycle
costs, which include land, construction, operations and maintenance costs of the various types of
bicycle parking facilities are well below the costs associated with vehicle parking. Given the high land
value in Vancouver, the costs of providing one bicycle parking space with a post-and-ring rack costs
approximately seven times less than underground parking; and almost fourteen times less than surface
parking.
With the expected population growth in Vancouver over the next few decades, an increase in cycling
modal share would result in significant savings due to reduced demand for vehicle parking. In the long
run, building cities that provide a high degree of functional bike ability, such as Amsterdam where
more than a third of shopping trips are made by bicycle along its 400 kilometres of bicycle lanes 4 ,
would provide a much more cost efficient use of valuable space, compared to cities that are simply
4 http://goamsterdam.about.com/od/gettingaroundamsterdam/a/top10bikesafety.htm
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THE ECONOMICS OF BICYCLE PARKING INFRASTRUCTURE IN VANCOUVER
focused on accommodating vehicle trips and its corresponding parking needs.
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Bibliography
City of Vancouver. 2012. Website. Understanding Vancouver. City of Vancouver.
http://vancouver.ca/commsvcs/planning/stats/futurepopgrowth/index.htm.
LaClaire, Lon. 2011. Mode Integration, Urban Design & Travel Demand. In STREETCARS: THE
MISSING LINK? Vancouver: City of Vancouver. http://healthdesign.spph.ubc.ca/files/2011/07/LaClaire_Web.pdf.
Lee, Alison and March, Alan. 2010. Recognising the economic role of bikes; sharing parking in Lygon
Street, Australian Planner 42:2, 85 – 93.
Metro Vancouver. 2011. Regional Growth Strategy - Metro Vancouver 2040. Vancouver: Metro
Vancouver. http://www.metrovancouver.org/planning/development/strategy/Pages/default.aspx.
Stainby, Simon. 2012. Economic impact of bicycle corral parking in Melbourne, Australia. Velo-City
Global Conference 2012, Vancouver.
TransLink. 2010a. 2008 Regional Trip Diary Survey. Burnaby, BC: TransLink.
http://www.translink.ca/~/media/Documents/bpotp/plans/trip_diary/2008 TransLink Trip Diary
Survey Report.ashx.
———. 2010b. Cycling Support Services Study - Strategic Plan. Vancouver: TransLink.
http://www.translink.ca/~/media/Documents/cycling/regional_cycling_strategy/Cycle Support
Services Strategic Plan.ashx.
VTPI. 2011. Transportation Cost and Benefit Analysis II – Parking Costs. Victoria, BC: Victoria
Transport Policy Institute. http://www.vtpi.org/parking.xls.
WHO. 2011. Health Economic Assessment Tool. World Health Organization.
http://www.heatwalkingcycling.org/.
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Appendix I
Flash Survey for Cyclists
Question 1:
address?
Please indicate your gender, age and email
Sample size and age
Female
20
31
Count (n)
Age (average)
Male
22
32
N/A
2
46
Total
44
32
Question 2:
What is the purpose of your trip (on a bike) when
you visit your local commercial area?
Trip Purposes
Sample size
Non-exclusive trip purposes
Shopping
Recreation
Social
Personal
Business
Exclusive trip purposes
Shopping
Recreation
Social
Personal
Business
n=42
n=44
Female
Male
Total
70%
20%
25%
15%
15%
41%
50%
23%
14%
9%
57%
34%
23%
14%
11%
Female
Male
Total
45%
5%
5%
15%
5%
32%
36%
14%
5%
0%
41%
20%
9%
7%
2%
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Question 3:
When you ride your bike to your local commercial
area, how far do you do typically travel?
Usual distance travelled (km)
Sample size
n= 42
Non-exclusive trip purposes Count
Female
Any purposes
(n=44)
2.6
Business
(n=5)
4.5
Recreation
(n=15)
4.0
Shopping
(n=25)
2.6
Personal
(n=6)
1.3
Social
(n=10)
3.3
Maximal distance travelled (km)
Non-exclusive trip purposes Count
Female
Any purposes
(n=44)
7.5
Personal
(n=6)
6.0
Recreation
(n=15)
6.5
Business
(n=5)
10.5
Shopping
(n=25)
12.4
Social
(n=10)
7.6
Usual distance travelled (km)
Exclusive trip purposes
Count
Female
Business
(n=1)
6.0
Recreation only
(n=9)
6.0
Shopping
(n=18)
1.9
Personal
(n=4)
1.3
Social
(n=4)
5.0
Maximal distance travelled (km)
Exclusive trip purposes
Count
Female
Recreation only
(n=9)
13.5
Business
(n=1)
12.0
Shopping
(n=18)
7.0
Social
(n=4)
15.0
Personal
(n=4)
20.0
Male
2.7
2.0
2.9
2.1
3.0
1.4
n=44
Average
2.6
3.3
3.2
2.3
2.2
2.1
Male
11.2
14.0
11.4
8.0
6.6
6.8
Average
9.0
10.0
9.8
9.0
8.5
7.2
Male
n/a
3.8
2.8
5.0
1.0
Average
6.0
3.9
2.3
2.3
2.0
Male
12.0
n/a
12.9
4.0
9.5
Average
13.3
12.0
8.9
6.8
6.0
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THE ECONOMICS OF BICYCLE PARKING INFRASTRUCTURE IN VANCOUVER
Question 4:
How often do use your bike to access local retail
and service destinations?
Frequency of access
Sample size
n=20
Frequency of bicycle use to
access local commercial area
Always
Regularly
Sometimes
Never
Female
20%
45%
25%
10%
n=22
n=44
Male
27%
23%
27%
23%
Average
25%
32%
27%
16%
Question 5:
If you do at lease sometimes visit your local
commercial area on a bicycle, when do you visit?
Time of access
Sample size
Time of access to local
commercial areas
Weekends
Weekdays
During work
After work
Evenings
N=44
Total
80%
45%
45%
32%
16%
Question 6:
When your trip is on a bike, where do you
typically park your bike?
%
Sample size
n=44
Bicycles locked
to
Racks
Poles/Meters
Trees
Corral
Not locked
%
80%
70%
34%
30%
11%
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THE ECONOMICS OF BICYCLE PARKING INFRASTRUCTURE IN VANCOUVER
Question 7:
destinations?
Do you tend to access single or multiple
Single or multiple destinations
Sample size
Gender
(N=20)
Women
(N=22)
Men
N=44
Total
%
%
%
15%
85%
18%
82%
18%
82%
Do you visit single or multiple
destinations at a time?
Single
Multiple
Question 8:
If you access multiple destinations, what do you
do with your bike?
Bicycle parking behaviours
Sample size
Gender
n=20
n=22
n=44
Women
Men
Total
%
%
%
30%
55%
15%
36%
64%
18%
32%
59%
18%
What do you do
with your bike?
Always carry bike
Park and Walk
N/A
Question 9:
Does the availability of bike parking influence
your choice of visiting these local businesses?
Availability of bicycle parking and decision to visit
Sample size
(N=20)
(N=22)
N=44
Gender
Women
Men
Total
%
%
%
Yes
40%
36%
41%
No
60%
64%
59%
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Question 10:
What is the biggest deterrent associated with
bike parking for trips to your local commercial area?
Bicycle parking deterrents
Sample size
N=44
Is seen as a deterrent
%
for using bike parking
Security
41%
Weather
25%
Proximity
16%
Other
14%
Damage
11%
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THE ECONOMICS OF BICYCLE PARKING INFRASTRUCTURE IN VANCOUVER
Appendix II
Questionnaire for business owners & managers
Question 1:
Please indicate the name of your business and its
location
Business types and locations
Sample size (n=50)
Business types / Locations
Retail (n=18)
Retail – Attention (challenge
with bicycle transport)
(n=15)
Retail – Food (grocery
stores, markets) (n=5)
Service (n=5)
Service – Café (n=3)
Commercial
Drive
4
Kitsilano
Kerrisdale
Sunset
Total
9
4
1
18
5
5
1
4
15
2
2
2
0
2
0
1
1
0
2
0
1
5
5
3
2
1
0
1
4
17
17
7
9
50
Service – Restaurant (n=4)
Total
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Question 2:
Please indicate your level of agreement /
disagreement with the following statements for "On-sidewalk
bicycle parking". If bicycle parking doesn’t exist close to your
business, please write “n/a”.
Levels of agreement
Sample size (n=50)
Strongly
disagree
Disagree
Don`t know
Agree
Strongly
agree
N/A
Increase foot and bike traffic
2%
12%
32%
36%
6%
12%
Reduce the auto parking spaces needed for
customers
10%
38%
20%
20%
0%
12%
Improve sidewalk environment for patrons
4%
24%
26%
20%
10%
16%
Are placed in poor locations relative to my
business
6%
36%
32%
10%
2%
14%
Increase the visibility of businesses from
the street
8%
32%
26%
12%
8%
14%
Enhance street and neighbourhood identity
0%
12%
24%
38%
12%
14%
Are necessary for my customers
10%
34%
12%
18%
12%
14%
Increase transportation options for
employees and patrons
4%
22%
14%
32%
12%
16%
Are unattractive
16%
54%
14%
2%
0%
14%
Help promote sustainability
2%
6%
20%
46%
12%
14%
Reduce motor vehicle congestion
0%
14%
30%
34%
8%
14%
Sidewalk bicycle parking...
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THE ECONOMICS OF BICYCLE PARKING INFRASTRUCTURE IN VANCOUVER
Broken down by locations:
Levels of agreement : Bicycle parking ... increase foot and bike traffic
Sample size (n=50)
Strongly
disagree
Disagree
Don`t know
Agree
Strongly
agree
N/A
0.0%
5.9%
35.3%
41.2%
11.8%
5.9%
Sunset - Main St. (n=9)
Kerrisdale (n=7)
0.0%
0.0%
14.3%
11.8%
33.3%
0.0%
29.4%
11.1%
14.3%
47.1%
11.1%
28.6%
5.9%
0.0%
0.0%
5.9%
44.4%
0.0%
Total Average
2.0%
12.0%
26.0%
36.0%
6.0%
12.0%
Locations
Commercial Dr. Commercial Dr. (n=17)
Kitsilano - 4th Ave. (n=17)
Levels of agreement : Bicycle parking...are placed in poor locations relative to my business
Sample size (n=50)
Strongly
disagree
Disagree
Don`t know
5.9%
23.5%
Sunset - Main St. (n=9)
Kerrisdale (n=7)
5.9%
11.1%
0.0%
Total Average
6.0%
Locations
Commercial Dr. Commercial Dr. (n=17)
Kitsilano - 4th Ave. (n=17)
Agree
Strongly
agree
N/A
47.1%
11.8%
5.9%
5.9%
41.2%
22.2%
71.4%
29.4%
22.2%
14.3%
11.8%
0.0%
14.3%
0.0%
0.0%
0.0%
11.8%
44.4%
0.0%
36.0%
32.0%
10.0%
2.0%
14.0%
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THE ECONOMICS OF BICYCLE PARKING INFRASTRUCTURE IN VANCOUVER
Levels of agreement : Bicycle parking...reduce the auto parking spaces needed for customers
Sample size (n=50)
Strongly
N/A
agree
Strongly
disagree
Disagree
Don`t know
Agree
17.6%
23.5%
35.3%
17.6%
0.0%
5.9%
Sunset - Main St. (n=9)
Kerrisdale (n=7)
5.9%
11.1%
0.0%
41.2%
44.4%
57.1%
17.6%
0.0%
14.3%
29.4%
0.0%
28.6%
0.0%
0.0%
0.0%
5.9%
44.4%
0.0%
Total Average
10.0%
38.0%
20.0%
20.0%
0.0%
12.0%
Locations
Commercial Dr. Commercial Dr. (n=17)
th
Kitsilano - 4 Ave. (n=17)
Broken down by locations... cont’d:
Levels of agreement : Bicycle parking ...improve sidewalk environment for patrons
Sample size (n=50)
Strongly
disagree
Disagree
Don`t know
5.9%
11.8%
Sunset - Main St. (n=9)
Kerrisdale (n=7)
0.0%
0.0%
14.3%
Total Average
4.0%
Locations
Commercial Dr. Commercial Dr. (n=17)
Kitsilano - 4th Ave. (n=17)
Agree
Strongly
agree
N/A
41.2%
11.8%
17.6%
11.8%
41.2%
22.2%
14.3%
5.9%
22.2%
42.9%
29.4%
11.1%
28.6%
11.8%
0.0%
0.0%
11.8%
44.4%
0.0%
24.0%
26.0%
20.0%
10.0%
16.0%
Levels of agreement : Bicycle parking ...increase the visibility of businesses from the street
Sample size (n=50)
Strongly
disagree
Disagree
Don`t know
Agree
Strongly
agree
N/A
11.8%
23.5%
23.5%
11.8%
23.5%
5.9%
Sunset - Main St. (n=9)
Kerrisdale (n=7)
11.8%
0.0%
0.0%
35.3%
22.2%
57.1%
23.5%
33.3%
28.6%
17.6%
0.0%
14.3%
0.0%
0.0%
0.0%
11.8%
44.4%
0.0%
Total Average
8.0%
32.0%
26.0%
12.0%
8.0%
14.0%
Locations
Commercial Dr. Commercial Dr. (n=17)
Kitsilano - 4th Ave. (n=17)
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THE ECONOMICS OF BICYCLE PARKING INFRASTRUCTURE IN VANCOUVER
Levels of agreement : Bicycle parking...are necessary for my customers
Sample size (n=50)
Strongly
disagree
Disagree
Don`t know
Agree
Strongly
agree
N/A
11.8%
29.4%
17.6%
17.6%
17.6%
5.9%
Sunset - Main St. (n=9)
Kerrisdale (n=7)
5.9%
22.2%
0.0%
29.4%
22.2%
71.4%
17.6%
0.0%
0.0%
17.6%
11.1%
28.6%
17.6%
0.0%
0.0%
11.8%
44.4%
0.0%
Total Average
10.0%
34.0%
12.0%
18.0%
12.0%
14.0%
Locations
Commercial Dr. Commercial Dr. (n=17)
Kitsilano - 4th Ave. (n=17)
Broken down by locations... cont’d:
Page 34 of 45
THE ECONOMICS OF BICYCLE PARKING INFRASTRUCTURE IN VANCOUVER
Levels of agreement : Bicycle parking...increase transportation options for employees and patrons
Sample size (n=50)
Strongly
disagree
Disagree
Don`t know
Agree
Strongly
agree
N/A
11.8%
23.5%
17.6%
35.3%
5.9%
5.9%
Sunset - Main St. (n=9)
Kerrisdale (n=7)
0.0%
0.0%
0.0%
11.8%
44.4%
14.3%
17.6%
0.0%
14.3%
23.5%
11.1%
71.4%
29.4%
0.0%
0.0%
17.6%
44.4%
0.0%
Total Average
4.0%
22.0%
14.0%
32.0%
12.0%
16.0%
Locations
Commercial Dr. Commercial Dr. (n=17)
Kitsilano - 4th Ave. (n=17)
Levels of agreement : Bicycle parking ...are unattractive
Sample size (n=50)
Strongly
disagree
Disagree
Don`t know
Agree
Strongly
agree
N/A
35.3%
41.2%
17.6%
0.0%
0.0%
5.9%
Sunset - Main St. (n=9)
Kerrisdale (n=7)
11.8%
0.0%
0.0%
58.8%
55.6%
71.4%
11.8%
0.0%
28.6%
5.9%
0.0%
0.0%
0.0%
0.0%
0.0%
11.8%
44.4%
0.0%
Total Average
16.0%
54.0%
14.0%
2.0%
0.0%
14.0%
Locations
Commercial Dr. Commercial Dr. (n=17)
Kitsilano - 4th Ave. (n=17)
Page 35 of 45
THE ECONOMICS OF BICYCLE PARKING INFRASTRUCTURE IN VANCOUVER
Levels of agreement : Bicycle parking ... help promote sustainability
Sample size (n=50)
Strongly
disagree
Disagree
Don`t know
Agree
Strongly
agree
N/A
5.9%
5.9%
35.3%
35.3%
11.8%
5.9%
Sunset - Main St. (n=9)
Kerrisdale (n=7)
0.0%
0.0%
0.0%
5.9%
0.0%
14.3%
11.8%
22.2%
0.0%
52.9%
22.2%
85.7%
17.6%
11.1%
0.0%
11.8%
44.4%
0.0%
Total Average
2.0%
6.0%
20.0%
46.0%
12.0%
14.0%
Locations
Commercial Dr. Commercial Dr. (n=17)
Kitsilano - 4th Ave. (n=17)
Question 3:
Out of every 100 customers that enter your
business, how many do you estimate are cyclists?
Percentage of cyclists customers entering business
Sample size
n=50
Locations
%
Commercial Dr. - Commercial Dr.
8.5%
Kitsilano - 4th Ave.
13.8%
Sunset - Main St.
4.2%
Kerrisdale
5.6%
Total Average
9.0%
Question 4:
How has the number of cyclist entering your
business changed over time?
Has the number of cyclists changed over time?
Sample size
n=50
Significant
Decrease
Slight
Decrease
No Change
Slight
Increase
Significant
Increase
Commercial Dr. Commercial Dr. (n=17)
0.0%
5.9%
70.6%
23.5%
0.0%
Kitsilano - 4th Ave.
(n=17)
0.0%
0.0%
76.5%
23.5%
0.0%
Sunset - Main St. (n=9)
Kerrisdale (n=7)
0.0%
0.0%
0.0%
0.0%
88.9%
57.1%
11.1%
42.9%
0.0%
0.0%
Total Average
0.0%
0.0%
74.0%
24.0%
0.0%
Page 36 of 45
THE ECONOMICS OF BICYCLE PARKING INFRASTRUCTURE IN VANCOUVER
Question 5:
How has the demand for customer parking changed
over time regarding...
a) Bicycle parking
How has the demand for customer bicycle parking changed over time?
Sample size
n=50
Significant
Decrease
Slight
Decrease
No Change
Slight
Increase
Significant
Increase
Commercial Dr. Commercial Dr. (n=17)
0.0%
5.9%
70.6%
17.6%
5.9%
Kitsilano - 4th Ave. (n=17)
0.0%
5.9%
82.4%
11.8%
0.0%
Sunset - Main St. (n=9)
Kerrisdale (n=7)
0.0%
0.0%
0.0%
0.0%
77.8%
71.4%
22.2%
28.6%
0.0%
0.0%
Total Average
0.0%
4.0%
76.0%
18.0%
2.0%
b) Automobile parking
How has the demand for customer car parking changed over time?
Sample size
Commercial Dr. Commercial Dr.
(n=17)
Kitsilano - 4th Ave.
(n=17)
Sunset - Main St.
(n=9)
Kerrisdale (n=7)
Total Average
n=50
Significant
Decrease
Slight
Decrease
No Change
Slight
Increase
Significant
Increase
0.0%
5.9%
35.3%
52.9%
5.9%
0.0%
0.0%
52.9%
47.1%
0.0%
0.0%
11.1%
33.3%
11.1%
44.4%
0.0%
0.0%
85.7%
14.3%
0.0%
0.0%
4.0%
48.0%
38.0%
10.0%
Page 37 of 45
THE ECONOMICS OF BICYCLE PARKING INFRASTRUCTURE IN VANCOUVER
Question 6a:
Would you like to see more additional bike
parking near your business?
Would you like additional bicycle parking
installed near your business?
Sample size
n=50
Yes
No
Commercial
Dr. Commercial
Dr. (n=17)
Kitsilano - 4th
Ave. (n=17)
Sunset - Main
St. (n=9)
Kerrisdale
(n=7)
94.1%
5.9%
100.0%
0.0%
100.0%
12.5%
100.0%
0.0%
Total Average
96.0%
4.0%
Page 38 of 45
THE ECONOMICS OF BICYCLE PARKING INFRASTRUCTURE IN VANCOUVER
Question 6b:
If additional bike parking were installed near
your business, what outcome would you most expect?
If additional bike parking were installed near your business, what outcome would you
most expect?
Sample size
n=50
Significant
negative
impacts
Some
negative
impacts
No Impact
Some positive
impacts
Significant
positive
impacts
5.9%
17.6%
41.2%
23.5%
11.8%
0.0%
0.0%
58.8%
35.3%
5.9%
0.0%
0.0%
55.6%
44.4%
0.0%
0.0%
14.3%
28.6%
57.1%
0.0%
2.0%
8.0%
48.0%
36.0%
6.0%
Commercial
Dr. Commercial
Dr. (n=17)
Kitsilano - 4th
Ave. (n=17)
Sunset - Main
St. (n=9)
Kerrisdale
(n=7)
Total Average
Question 7:
If more bicycle parking were to be added, which
type would you prefer to see installed near your business?
If more bicycle parking were to be added, which type would you prefer to
see installed near your business?
Sample size
n=50
On-sidewalk racks
Yes
No
Commercial
Dr. Commercial
Dr. (n=17)
Kitsilano - 4th
Ave. (n=17)
Sunset - Main
St. (n=9)
On-street corrals
Yes
No
94.1%
5.9%
47.1%
52.9%
100.0%
0.0%
41.2%
58.8%
77.8%
22.2%
22.2%
77.8%
Kerrisdale
(n=7)
100.0%
0.0%
14.3%
85.7%
Total Average
94.0%
6.0%
36.0%
64.0%
Page 39 of 45
THE ECONOMICS OF BICYCLE PARKING INFRASTRUCTURE IN VANCOUVER
Question 8:
How would you feel if one on-street car parking
place in front of your business is converted to a bike corral
parking for 10 bikes?
How would you feel if one on-street car parking place in front of your business is
converted to a bike corral parking for 10 bikes ?
Sample size
Commercial
Dr. Commercial
Dr. (n=17)
Kitsilano - 4th
Ave. (n=17)
Sunset - Main
St. (n=9)
Kerrisdale
(n=7)
Total Average
n=50
Strongly
against
Against
Neutral
In favour
Strongly in
favour
23.5%
11.8%
29.4%
23.5%
11.8%
11.8%
11.8%
17.6%
41.2%
17.6%
44.4%
33.3%
11.1%
11.1%
0.0%
0.0%
42.9%
14.3%
42.9%
0.0%
20.0%
20.0%
20.0%
30.0%
10.0%
Question 9:
Has the installation of more bicycle parking
along your commercial strip had a positive/negative/neutral
impact on...
a) Pedestrian traffic
Has the installation of more bicycle parking along your
commercial strip had a positive/negative/neutral on
pedestrian traffic?
Sample size
Locations
Commercial
Dr. Commercial
Dr. (n=17)
Kitsilano - 4th
Ave. (n=17)
Sunset - Main
St. (n=9)
Kerrisdale
(n=7)
Total Average
n=50
Negative
Neutral
Positive
11.8%
35.3%
52.9%
17.6%
64.7%
17.6%
0.0%
88.9%
11.1%
14.3%
71.4%
14.3%
12.0%
60.0%
28.0%
Page 40 of 45
THE ECONOMICS OF BICYCLE PARKING INFRASTRUCTURE IN VANCOUVER
b) Your business activity
Has the installation of more bicycle parking along your
commercial strip had a positive/negative/neutral on your
business activity?
Sample size
Locations
n=50
Negative
Neutral
Positive
11.8%
64.7%
23.5%
11.8%
76.5%
11.8%
0.0%
77.8%
22.2%
Kerrisdale
(n=7)
14.3%
71.4%
14.3%
Total Average
10.0%
72.0%
18.0%
Commercial
Dr. Commercial
Dr. (n=17)
Kitsilano - 4th
Ave. (n=17)
Sunset - Main
St. (n=9)
Question 10:
How heavily does your business rely on customers
having auto-parking, say within 100 meters of your business?
How heavily does your business rely on customers having autoparking, say within 100 meters of your business?
Sample size
n=49
No reliance
Some
reliance
Strong reliance
18.8%
18.8%
62.5%
11.8%
29.4%
58.8%
11.1%
33.3%
55.6%
Kerrisdale (n=7)
28.6%
28.6%
42.9%
Total Average
16.3%
26.5%
57.1%
Locations
Commercial Dr.
- Commercial
Dr. (n=16)
Kitsilano - 4th
Ave. (n=17)
Sunset - Main
St. (n=9)
Page 41 of 45
THE ECONOMICS OF BICYCLE PARKING INFRASTRUCTURE IN VANCOUVER
Appendix III
Page 42 of 45
THE ECONOMICS OF BICYCLE PARKING INFRASTRUCTURE IN VANCOUVER
Appendix IV
Page 43 of 45
THE ECONOMICS OF BICYCLE PARKING INFRASTRUCTURE IN VANCOUVER
Page 44 of 45
THE ECONOMICS OF BICYCLE PARKING INFRASTRUCTURE IN VANCOUVER
Appendix V
Figure 2: U-Shape Bicycle Parking
M-Shape Bicycle Rack
Page 45 of 45