“Sales tax revenue, a proxy for business success, was higher on the section of York with the new bike lane than the section without it, $1,116,745 to $574,778,” according to CityLab, which noted that revenues increased in both areas. “While cyclists tend to spend less per shopping trip than drivers, they also tend to make more trips, pumping more total money into the local economy over time.”īusiness data was collected along York Avenue in Los Angeles before and after bike lanes were installed. “And they all reach a similar conclusion: replacing on-street parking with a bike lane has little to no impact on local business, and in some cases might even increase business,” the article said. San Diego journalist Doug Porter recently pointed out in his Words & Deeds blog that studies elsewhere have countered the notion that bike lanes hurt businesses.īloomberg CityLab reviewed studies in several cities. Under that timeline, the first report would be anticipated by fall 2022, according to department public information officer Anna Vacchi Hill. This week, the city’s Mobility Department said the tentative plan is to conduct the study from August 2021 through August 2022 and then continue that cycle going forward. to 6 p.m., according to the Times of San Diego.ĭuring one week in October, the news website said, the video count revealed the average number of riders per peak commuting hour was 16 Monday through Friday.īike lane supporters noted the project had only been up and running since mid-summer and that in-depth research down the line would be required to determine the use and impact.Įverett Hauser, program manager with the city’s Transportation Department, told the Union-Tribune in July the city planned to study the economic impact the bike lanes have on the community’s businesses over time. Recently, critics of the bike lanes reviewed videos from a security camera on the 3400 block of 30th Street to assess ridership - which included people on bikes, scooters and skateboards - during peak weekday commuting times, between 7 a.m.
Businesses and residents have held protests, circulated petitions and filed a lawsuit to stop it, to no avail. The 30th Street Protected Bikeways Mobility Project runs along a 2.4-mile stretch of road and does away with hundreds of parking spaces. People were staying closer to home and riding bikes more often for short trips, recreation and fitness, though the numbers have dropped since the restrictions were lifted and more people began heading back to the office. Within the city of San Diego, it’s around 2 percent.īike riding took off during the stay-at-home order amid the coronavirus pandemic in 2020, increasing by 40 percent, according to SANDAG. The percentage of people commuting by bike rose from 0.4 percent in 2018 to 0.6 percent in 2019. The number of bicycle commuters in San Diego County has increased slowly over time, according to a study by the University of San Diego. SANDAG seems committed to moving ahead with the bike plans, but if delays and cost increases continue, it’s hardly wild speculation to suggest completion of the network could be threatened.
Whether San Diego achieves either remains to be seen. San Diego is well behind the curve of the likes of Portland, San Francisco and parts of New York City, which over the last couple of decades or so have built out bike lane systems and, importantly, have entrenched bicycling cultures.
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