Streets For Everyone

The BC Cycling Coalition is working with Streets For Everyone to making Commercial Drive, Main Street and Kingsway great streets to cycle, walking and use transit on. We intend for these streets to serve as models for similar destination streets across B.C.

Streets For Everyone is a grassroots, community-driven organisation based in East Vancouver dedicated to vibrant streets that are designed for all people. They advocate for improvements that make streets better public spaces that foster community interaction and enable all types of people to socialize, walk, cycle, take transit, and choose other modes of sustainable, healthy transportation on their favourite streets.

Thanks to the Real Estate Foundation of BC for supporting  our Streets For Everyone work. 

Please check your e-mail for a link to activate your account.

Bikes Mean Business

Increased people-traffic from cycling, walking, and transit users enhances the business environment by providing more opportunities for commerce. In particular, people who are cycling, walking, skateboarding, etc., move more slowly and are more flexible than people in cars and so are more easily able to stop and buy something from local businesses while travelling.


  • A 2009 study of Bloor Street, a commercial street in Toronto, showed that people who walked or biked to the area spent more per month than those who drove.
  • After the New York City department of Transportation added protected bike lanes to 9th Avenue, businesses saw a 49% increase in retail sales. This is particularly dramatic when compared to local businesses throughout the whole of Manhattan which only saw a 3% increase in retail sales.
  • In San Francisco, two-thirds of business owners on Valencia Street thought bike lanes had a positive impact on sales four years after the city had installed them.  40% believed that the lanes helped attract new customers to the neighbourhood.
  • “In Portland, OR, people who traveled to a shopping area by bike spent 24% more per month than those who traveled by car. Studies found similar trends in Toronto and three cities in New Zealand.” – Protected Bike Lanes Mean Business
  • After a complete street including protected bike lanes was installed on Oakland's Telegraph Avenue,  retail sales in a district that has sometimes struggled were up 9%, thanks in part to 5 new businesses. 
  • After removing parking, installing protected bike lanes and making streetscape improvements along Broadway in Salt Lake City, retail sales rose 8.8%, compared to 7% citywide.

More on the rationale for cycling on destination streets at:

More info

Protected Bike Lanes Mean Business | People for Bikes

Bikes Mean Business | Greater Victoria Cycling Coalition

Thanks to Real Estate Foundation of BC for their support of our Streets For Everyone work.


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Street Parking is Dangerous for Everyone

On-street parking is dangerous for people cycling, walking and driving. It reduces sightlines making it harder for people walking, driving and cycling to see each other. People cycling can be hit by car doors and vehicles accessing the parking.

Cruising and Crashing for Parking

A study by Donald C. Shoup of the University of California found between 8% and 74% of downtown traffic in cities was cruising for parking. This cruising not only increases congestion and pollution but most likely also results in more collisions with people walking, cycling and driving.


European priorities for pedestrian safety,European Transport Safety Council  

Invisibility Pedestrians can be difficult to see: They are small compared to a car, and can be hidden by one. At night the problem is more severe. A parked car is the most commonly cited source of obstruction.

Parked cars are a traffic hazard for pedestrians, particularly children. Research has shown that prohibiting on-street parking improves safety. The number of accidents is reduced by about 25% in streets where on-street parking is prohibited.

From European Commission, Directorate-General Transport and Energy, page 13

Pedestrian crashes often occur when people are trying to cross the street on links outside pedestrian crossings or where no pedestrian crossings exist. One of the causes is the driver’s difficulty in perceiving pedestrians because of darkness and/or parked cars. In the United Kingdom, nearly 90% of the injuries to older pedestrians which are caused by motor vehicles happen under such conditions. In over 10% of cases, the driver cannot see pedestrians because of parked cars.

Vehicle speeds were slower in the presence of occupied on-street parking bays compared to the other two environments; however, the speed reduction was insufficient to compensate for observed impairments in drivers’ hazard perception and slower response to the pedestrian in this condition. 

Safety Considerations in the Use of On-Street Parking

Depending on street grades and speeds, curb parking can create a hazardous sight obstruction if allowed on a major route within even a hundred meters of an egress point.

The effect of curb parking on road capacity and traffic safety

The breadth of curb parking should not be set within the range of the sight triangle at the upstream road segment of a pedestrian crosswalk.


On-street parking is dangerous for people cycling due to dooring, conflicts with automobiles pulling in or out of parking and reduced visibility of vehicles at intersections and driveways. 

It concluded that the greatest risk to cyclists is when they share major streets with parked cars, with no bike lanes present — such as on Broadway in Vancouver — and that without a designated space on the road, cyclists face a greater risk of injury from moving cars and car doors opening.

In contrast, the study concluded, roads with infrastructure designed for cyclists — including bike lanes on major streets without parked cars, residential street bike routes, and off-street bike paths — carry about half the risk, while physically separated bike lanes carry about one-tenth the risk.

Teschke noted that while accidents involving parked car doors — “doorings” — were on the greatest route risk for cyclists, such accidents are responsible for 10 per cent of all crashes involving cyclists.

Dooring is Dangerous to Cyclists

Almost all people cycling along busy arterial streets without protected bike lanes are riding in the “door zone”, too close to the parked cars to avoid being hit by a door. This is especially dangerous on downhill sections where cyclist and motor vehicle speeds are higher and breaking distances are longer. Doorings have proven tragic. In 2001, 40 year-old actor Keith Provost of Vancouver was killed riding his bicycle as a result a driver opening a car door in front of him. In 2015, Patricia Keenan of Kelowna, was killed by a door opening in front of her.

Vehicles Accessing Parking are Dangerous to Cyclists

In addition to dooring, vehicles accessing parking are also dangerous. The Toronto Bicycle/Motor-Vehicle Collision Study 2003 found that vehicles pulling into or out of on-street parking were responsible for 1.2% of all cycling collisions with motor vehicles.

Motor Vehicle Conflicts

From Safety Considerations in the Use of On-Street Parking:

The overall picture of curb-parking accidents, as related in the literature, is grim. This type of collision generally represents about 20-25 percent of urban non-freeway accidents. A significant proportion of these produce injuries. Furthermore, a distinct probability exists that many accidents related to curb parking are not reported as such, because a parked vehicle was not actually contacted (even though it posed a sight restriction).

Parking-related midblock accidents accounted for 49 percent of all accidents along major streets, 68 percent along collector streets, and 72 percent along local streets. Prohibition of parking resulted in the lowest accident rates measured. 

  • Vehicles leaving the parked position disrupt the traffic flow and, by increasing congestion, lead to rear- end and sideswipe collisions.
  • Vehicles entering the parked position frequently require automobiles approaching in the lane adjacent to the parking lane to slow or stop. Parking maneuvers are especially hazardous because they usually involve a backing-and-turning movement. Rear-end and side- swipe collisions can readily result from this maneuver,
  • Drivers or back-seat passengers getting out of parked vehicles on the street side present an added ob- stacle in the roadway. Not only are the door and the alighting passengers in danger of being struck, but passing traffic may have to swerve or stop suddenly. This causes both rear-end and sideswipe collisions.

Curb parking has adverse influences on operation safety of dynamic traffic. Among them, motor vehicle safety is determined by the severity of traffic conflict caused by curb parking. (Cao, 2016)

Dooring is Dangerous to Drivers

As soon as someone steps out of their car door, they are a pedestrian and face increased danger due to on-street parking. As well, being forced to suddenly brake or swerve to avoid hitting a fallen cyclist is dangerous for motorists.

Photo: Cycle Toronto

 Thanks to Real Estate Foundation of BC for their support of our Streets For Everyone work.


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Most businesses on urban streets make their money from pedestrians and cyclists
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All of Commercial For Everyone

The City of Vancouver is working on plans to help make Commercial Drive safer for people cycling, walking and using public transit. Commercial Drive has been on the City's cycling network plans since 2012. It is good to see this project moving forward. Unfortunately, in spite of evidence from around North America that bike lanes are good for business and support from several businesses, the Commercial Drive BIA has come out against protected bike lanes.

{{show_more?On the wide section between 14th and Gravely, the City states there is an opportunity to reallocate one lane of traffic to make space for protected bike lanes. However, so far, the City has not mentioned the opportunity protected bike lanes to other sections of Commercial Drive. Bike lanes on the Drive from Powell to Victoria would help more customers arrive to businesses by bike.

We need your help to continue to support Streets For Everyone by coordinating business outreach, petitioning and public engagement. Please contribute $5$10$15, or $20 per month or make a one-time donation.

Gravely to Adanac

Between Gravely and Adanac, the street is narrower and no opportunity to create protected bike lanes is mentioned in the display boards presented at the open houses. We are concerned as Commercial from Adanac to 12th had the second highest cycling collisions/km according City of Vancouver's Cycling Safety Study

One option would be to remove parking on one side of the street  and have parking on the other to create space for protected bike lanes. This would require the parking to be full time on that side of the street so it would not be stripped during peak periods as currently is the case. Here is what it might look like.

While on-street parking is often perceived as to being very important for businesses, that may not be the case on Commercial. The City's intercept survey found that only 17% of people arrived on the Drive via motor vehicle. Of those, 33% used the parking on the Drive meaning that only 5.6% of people arriving on the Drive use the on-street parking. So, if parking is removed on one-side, that would probably only affect less than 3% of those arriving on the Drive.

Already, 11% arrive by bicycle and that would increase dramatically if protected bike lanes are added. On Bloor Street in Toronto, a similar option to create bike lanes was just implemented that dramatically increased cycling (75% to 300%). Given that on-street parking can make streets less safe for people walking, cycling and driving, reallocating parking on one side is worth exploring.

Please let the City know if you would like them to consider this option.

14th to Sainsbury Ave/Commercial Street

South of 14th, Commercial Drive still has two lanes of traffic in both directions. One lane could be reallocated to create protected bike lanes to connect with Commercial Street, a good potential bike route, and the BC Parkway at Sainsbury Ave. This would be a great local and regional connection enabling more people to cycle on the other sections of Commercial Drive. Good for business, people cycling and the community.}}

Take Action

Write Mayor and Council

{{mailer?headline=Write Mayor Robertson and Council&introduction=Let them know what safer protected bike lanes on Commercial would mean for your family and friends.&subpage=streets_for_everyone_letters&[email protected]_office:Mayor,[email protected]_office:Councillor&,,bccc&button_yes=Yes, I want to help make Commercial Drive safer for cycling!&placeholder=Your%20message%20*}}

Sign the Petition

Please join 1,500 others and sign the Streets For Everyone Commercial Drive petition


We need help with activities including business outreach, petitioning and fundraising. Please consider volunteering.


Please contribute $5$10$15, or $20 per month or make a one-time donation.

More Info

Commercial Drive Proposal | Streets For Everyone

Commercial Drive Complete Street | City of Vancouver

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Bloor Bike Lanes

In August 2016, following Cycle Toronto's Bloor Loves Bikes! campaign, the City of Toronto installed pilot protected bike lanes on a 2.6km section of Bloor St. So far so good. Cycling is up dramatically and there has been little impact on business. The pilot will be monitored for 1 year.

For some sections, a traffic lane in each direction. In other sections,  parking was reallocated on one side of the street leaving parking on the other side.

The pilot will be monitored for 1 year. So far so good. Cycling is up dramatically and there has been little impact on business.

Cycle Toronto has noted a marked increase in bike lane usage, at least compared to three years ago. Whitton said a random morning sample in September of this year showed a 300 per cent increase over the same month in 2013.

According to Lindsay Calado of Bloor Street business Snakes and Lattes, the bike lanes have not caused any decrease in business for her café.

"Most of our staff ride their bikes to work and love the new bike lanes,” she said. “We certainly haven't noticed any decline in business since they were implemented.”

Priya Mathur noted she now cycles along Bloor regularly with her five-year-old son in tow, something she would never have done prior to the installation of separated bike lanes.

During the morning rush hour, from 8 a.m. to 9 a.m, the group counted 660 bikes and 1,105 cars, meaning cyclists represented 37 per cent of all traffic.
Fifty-six per cent of those polled approved of the new bike lanes on Bloor between Shaw St. and Avenue Rd., a pilot project installed in August. The approval rating was slightly higher in the case of those surveyed in downtown Toronto, who were 63 per cent in favour of the bike lanes, and in East York, where 72 per cent were supportive.
The poll revealed that more women surveyed approved of the Bloor bike lanes (62 per cent) than men (49 per cent). Out of all the age groups, people aged 18 to 34 approved of the bike lanes the most, at 67 per cent.
Not surprisingly, bike riders approved of the new lanes the most, at 92 per cent, while responses from drivers of cars and other vehicles were split quite equally — 45 per cent approved, 46 per cent disapproved.
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Support Bike Lanes on The Drive - Please Donate

Good news! The City of Vancouver is starting public consultation how to make Commercial Drive better for people of all ages cycling and using public transit.

The BC Cycling Coalition has been working with the folks from Streets For Everyone over the last two years in their efforts to make the Drive a street that works for everyone. The core changes we are aiming for include widened sidewalks, better transit and transit shelters, protected bike lanes, better pedestrian crossings and more marked or signalized crosswalks, more street furniture, and more landscaping. More here.

Unfortunately, in spite of evidence that bike lanes are good for business and support from several Drive businesses, the Commercial Drive BIA has come out against bike lanes. They even have a petition with 5,000 signatures opposing the bike lane.

We need your help to continue to support Streets For Everyone by coordinating business outreach, petitioning and public engagement. Please contribute $5$10$15, or $20 per month or make a one-time donation.

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