RAGBRAI Roadshow - High Trestle Trail Madrid

A candid conversation with Charles T. Brown, the lead investigator of a new, groundbreaking report on barriers to biking in the U.S.

Even without the upsurge brought on by the COVID-19 pandemic, U.S. bicycling is on the rise. As the number of bicyclists and bike trips steadily grows, however, communities still struggle to court diverse ridership and create truly inclusive bike cultures. Plus, for many Americans, bicycling remains completely out of reach due to persistent social and physical barriers.

It’s these barriers that a research team, led by Charles T. Brown of the Alan M. Voorhees Transportation Center (VTC) at Rutgers University, set out to identify. The 2018-2019 study was commissioned by PeopleForBikes as part of an existing effort, dubbed the Big Jump, to encourage the development and implementation of bike infrastructure across 10 U.S. cities.

“We wanted to understand the reasons why certain populations choose to bicycle and why others do not,” said Brown. “Consistent with that, what infrastructure and incentives, financial or otherwise, would be needed to encourage those who do not bicycle to start, and for those that do bicycle to bicycle more?”

The Big Jump focused on helping communities build strong local partnerships and Brown’s study built on that work by soliciting those partners to convene small focus groups — made up of both community members and businesses — for open-ended discussions. Brown and his colleagues were thus able to gain an in-depth understanding of participants’ perceptions and attitudes towards bicycling.

Where Do We Go From Here? Breaking Down Barriers to Bicycling in the U.S.

Brown, who has devoted his 15-plus-year career to working at the intersection of transportation, health and equity, is widely considered a thought leader in creating safe, equitable and inclusive communities. Keep reading for a honest discussion about barriers to biking in the U.S.

PeopleForBikes: With this study, what void in the research were you trying to fill?

Charles T. Brown: For the most part, prior research had approached the community separate from businesses. We thought it’d be important to hear not only from the residents but also from the businesses to create a clear picture of what the barriers and the possibilities are in regards to cycling in each community.

Why use a qualitative approach in your research?

My preference is a more qualitative approach because it gives you the ability to dig deeper into what the real answers or issues are. With a quantitative survey, you can certainly capture the opinions of more people, but we were more interested in the depth of responses than the number of people surveyed. Focus groups also allow people to network and build relationships and partnerships that may outlast this study and many others. This is imperative in under-resourced communities.

How has your lived experience as a bike rider informed your work?

I've always been into biking recreationally; however, prior to this job, I’d never considered biking for utilitarian purposes. This had a lot to do with the fact that I’d never lived in a community where it was considered safe to bicycle to and from work, given the spatial mismatch between my residence and my job, as well as the unsafe infrastructure. For me, biking has always been an ideal way to spend time with family and friends. Many African Americans also primarily view the bicycle as a recreational device, not necessarily as a utilitarian one — that’s pretty consistent with the research.

How has your lived experience as a Black man informed your work?

It made me keenly aware of issues, such as the lack of infrastructure and maintenance in BIPOC [Black, Indigenous and people of color] communities, along with discriminatory enforcement and the importance of representation for racial minorities that lack it. Religious and sexual minorities, too. I came to this work with an understanding that bicycling infrastructure had been perceived, promoted and prioritized predominately in high-income, white communities. As a result, many people of color don’t feel that biking, particularly non-recreational cycling, is for them. My perspective has led me to do research that truly gets to the root causes of these barriers to biking for BIPOC. 

Which of the five recommendations do you think is the most important?

I think the most important one is this need to meaningfully engage with historically marginalized communities and, most importantly, do it on their turf. I would also add: on their terms. There exists a segment of our community who don't get an opportunity to truly enjoy the benefits of bicycling and the freedoms that come with it. A lot of this has to do with the fact that they have been systematically marginalized and thus, have been prevented from enjoying that freedom.

If we are to grow this movement in the way that we really would like to, we have to be humble and empathetic enough to meet people on their terms so that we can create an environment that best serves their needs. For me, that's what it means to be equitable and inclusive. That is the most important recommendation because right now it is by far the biggest hole or gap in our processes and approach to cycling in America. Where America fails, so have we in bicycling.

Here’s what’s surprising: We’ve known the answers. There has been very little progress in terms of removing the barriers that have been identified in study after study. That's surprising because the bicycling community tends to be one that is socially and politically progressive. And yet it still has not moved us. It hasn’t moved us even an iota forward in regards to removing or reducing the systemic barriers around biking in BIPOC and low-income communities.

What do you think it’s going to take for real change on this front?

It is going to take really bold and courageous action by all of us to be the change we’d like to see in this country. We need a reparation-style infrastructure package in BIPOC and low-income communities. That package needs to include bicycle infrastructure and pedestrian infrastructure, plus investments in public transit and public art. We also need to demystify cycling. Right now, it's looked at as a white-only thing or as a thing that only poor people do.

Why are these persistent stereotypes so harmful?

Because these persistent stereotypes are just that: stereotypes. They don’t reflect the reality of cycling in America. For instance, what you see is not a lack of cyclists of color. Your perception is clouded by the reality of your racially segregated community. Few, however, make a connection between that reality and the reality that the same systems that created segregated communities allowed barriers to active transportation infrastructure in BIPOC communities. In some of the cities in which we conducted these focus groups, they're very racially segregated, and those people saw — for the most part — the culture and the people that were dominant there.

Going back to that recommendation you believe is most important — can you outline what “meaningful engagement” looks like?

Meaningful engagement takes into consideration the language in which the meeting will be conducted, the time of day of the meeting, whether or not it's accessible for persons with disabilities and the location. I’m not just talking about physical location, but rather the organization responsible for the meeting and its history, which may or may not be deemed trustworthy by the community that you’re trying to engage.

It also applies to the prioritization of the items that are on the agenda and the flexibility organizers have in accommodating input received from the community. For example, a lot of times we’ll go out to talk about bike lanes and the community wants to talk about crime. If you're not well versed in the various ways in which this work is intersectional, you may not see the importance of addressing a crime question within a bicycle discussion.

Lastly, meaningful engagement has to involve the sharing of power. Sometimes it’s important for the community to have the autonomy to host a meeting to determine its location, its time, its language, and provide valuable input on resource allocation. In short, sometimes you just have to listen. Active listening is a very important component of meaningful engagement.

What’s the low-hanging fruit a city can tackle today?

Metaphorically speaking, low-income and communities of color have been fed low-hanging fruit for far too long. Unfortunately, this has not resulted in equitable and inclusive access for BIPOC communities at the same rate it has in other communities. Therefore, it is time for cities to climb the tree to get the fruit that is higher up so that real systemic change can happen and be sustainable for a longer time. But for the sake of discussion, the low-hanging fruit should be safe and accessible bicycling parking and lockers, lighting, routine maintenance, bike lanes and signage and the establishment of an external equity working group.  

What’s going to take the most work or cost the most?

I think that a shift in the dominant culture is going to take the most work, but equitable and inclusive bicycle infrastructure will cost the most — particularly considering the dire need to fully address the magnitude of historic and contemporary disinvestments in low-income and communities of color. However, it is a cost we should welcome with open arms, given the gross disparities in traffic deaths and injuries, as well as the lack of access to healthy food and nutrition, parks and open spaces, and social connectedness in these communities. These investments will result in the highest return in investment socially, economically, politically, environmentally and in terms of overall health outcomes. We must act swiftly, however, as these outcomes are indicative of our priorities—priorities that have benefited some and burdened others. This must change. Now.

How do you respond to critics who say, “It’s just not going to happen”?

I don’t. I prioritize my time and energy for those who are hopeful and optimistic about the future.

“Where America Fails, So Have We in Bicycling.”

AUSTIN, TEXAS (March 3, 2021) — On July 14, 2020, Talib Abdullahi set out to educate a few friends about Black history in Austin with a bike ride around the city. When he first shared his idea for the ride among a few friends on Instagram, Abdullahi never imagined that eventually more than 400 riders would show up for the first ever Black History Bike Ride (BHBR). 

That was the first and only in-person BHBR due to COVID-19, but the buzz around the ride left people throughout Austin hungry for more ways to connect with important events and lessons from the past through biking. In response, Abdullahi and Black History Bike Ride created a website and a self-guided version of the bike tour. The OG Route is clearly mapped with tidbits of information at every stop, including links to dive deeper into the city’s Black history. With the self-guided ride, people visiting or living in Austin can now bike the route on their own time and in a COVID-safe way.

“Local history isn’t really discussed in elementary or middle schools. I created the ride to give people the tools to learn the history themselves and to understand their own city a little better,” said Abdullahi. “My hope is to inspire more people to get out in their own communities and learn about the Black, Latino and Indigenous stories that exist all around them.”

This March, Ride Spot teamed up with Black History Bike Ride to keep the movement in motion with a challenge — if 500 riders complete the route through the Ride Spot app by March 31, BHBR will receive a generous donation from SRAM, a company passionate about improving and expanding the potential of bicycling. SRAM’s donation will be used to improve the route in Austin, as well as help with the expansion and creation of more routes like this in other cities.

“We’re so excited to partner with Talib and the Black History Bike Ride. Not only will the ride help Austinites learn about Black history in their city, it will help support the creation of more historical and educational rides in other cities across the U.S.,” said Ride Spot’s Tobie DePauw. “Rides like this are what Ride Spot is all about.” 

Black History Bike Ride and Ride Spot encourage Austin bicyclists to ride the route by the end of March in order to complete the challenge. It is free to participate, and every completed ride helps get BHBR closer to its 500-rider goal. To participate, download the Ride Spot app, tap “Join” on the Black History Bike Ride Challenge and don’t forget to share the ride with friends and family!

For more details or find additional route information, check out BlackHistoryBikeRide.com.

Join the Challenge to Raise Money for Black History Bike Ride

We’ve combed through every state bicycling bill currently being considered — here are the top five themes that emerged and why they’re important.

PeopleForBikes’ state and local policy team keeps a running document of state legislative bills that could have implications, good or bad, for bike riding and bike businesses. Over the past six years, they’ve noted a significant bump in the representation of bikes in state legislatures and recently, certain bills have stood out as fitting into a national theme or being completely novel.

“The 2021 legislative sessions are proving to be a prime example of how bike legislation can not only improve bike riding but also play a serious role in helping states achieve their environmental, social and economic goals,” said Ashley Seaward, PeopleForBikes’ regulatory and policy analyst.

The five policies highlighted below represent shifts in the way America is making recreation and active transportation decisions, even if none of them are ultimately passed into law. To simply have the ideas in these bills put into an official form at the legislative level means we’re on the right track toward garnering broad public support for bicycles and improving our communities nationwide.

Outdoor recreation bills have been introduced in Utah (House Bill 254), Nebraska (Legislative Bill 605) and Washington (House Bill 5292), but we’re particularly fond of Illinois’ House Bill 194. The bill, introduced by Rep. Sonya M. Harper, creates the Outdoor RX Program Act, which would provide funds for outdoor environmental, ecological, agricultural and other natural resource and outdoor-based therapy programs. 

Included in the bill is some great preamble language: “Time outdoors can be a valuable adjunct therapy in addition to more traditional health care, while also reducing reliance on prescription medication.” Furthermore, the bill lists the therapeutic benefits of time spent outdoors as a scientific fact, a known way to “help reduce stress, improve concentration and promote overall well-being, both physical and mental.” 

Why should you care? This bill would put into Illinois state law that outdoor recreation is on par with other forms of therapy and medicine, opening the opportunity for other states (and, ideally, insurance companies) to follow suit. By providing a more holistic approach to caring for people, a healthcare provider might eventually be able to prescribe riding a bike instead of medication, lessening our dependence on prescription medication while still improving our overall health.

In case you missed it, our federal policy team has been hard at work alongside Representatives Jimmy Panetta (D-CA) and Earl Blumenauer (D-OR) to introduce the Electric Bicycle Incentive Kickstart for the Environment (E-BIKE) Act (H.R. 1019). At the state level, there are currently 23 proposed bills related to electric bicycles. 

California’s Assembly Bill 117 stands out for its acknowledgment that electric bicycles are a critical form of transportation and integral when it comes to reducing carbon emissions. This bill would bring about a massive investment in electric bicycles through the Electric Bicycle Rebate Pilot Project, which would be funded with $10 million from the state’s Greenhouse Gas Reduction Fund as part of the Air Quality Improvement Program. 

Two other electric bicycle incentive bills of note: Oklahoma’s Senate Bill 435, which would legalize a $200 electric bicycle purchase incentive, and Washington’s House Bill 1330, which would do away with the existing sales tax on electric bicycles and allow for a $200 incentive to be used on related bicycling equipment. 

Why should you care? A 2019 study found that across the United States, we can expect an 11% decrease in carbon emissions with a 15% increase in electric bicycle mode share. The above states are the first to put out realistic models for incentivizing this shift and getting more people buying, and commuting by, electric bicycles.

Dubbed “GHG” for greenhouse gas emissions by our policy team, these bills offer ways for states to combat the rising threat of climate change. Although most bills propose multiple avenues for reducing emissions, all have positive implications for bike infrastructure. Vermont’s House Bill 120 specifically names bicycle infrastructure networks as a way to reduce emissions.

New Jersey’s Assembly Bill 5196 would provide loans and other financial assistance for climate change mitigation and resilience projects, including “zero-emission vehicle infrastructure” (i.e. bike networks). What’s more, the bill stipulates that climate change mitigation projects might include “zero-emission public transportation projects,” such as bike share programs.

Why should you care? Bills like these have only started to emerge in the last few years, hinting at a larger shift in the national conversation surrounding climate change. By providing large-scale funding for public investment projects that reduce greenhouse gas emissions, these kinds of bills mean big money for potential bike projects. They also offer a prime opportunity for environmental and transportation advocates to collaborate on a unified goal of reducing emissions through bikes.

No bill is likely to get more people riding than one that offers financial benefits for bicyclists. There are currently two policy proposals that do just that in New York and Hawaii. Hawaii’s, Senate Bill 524, is really an overall commuting bill with positive implications for workers that choose to bike. Similar to the federal Bicycle Commuter Act, which was recently reintroduced to Congress, it would essentially give Hawaiians commuter benefits no matter what mode of transportation they choose.

The preamble language is particularly bold and we’re here for it: “The legislature finds that the State's policy of providing highly subsidized parking for state employees limits the employees' choices, does not reduce traffic congestion or greenhouse gas emissions, and contradicts state policies to encourage alternative modes of transportation.” New York’s Assembly Bill 2234 would similarly allow bicyclists to qualify for commuter benefits.

Why should you care? People should be rewarded for choosing to get to work by bike and, in lieu of national action that’s proved fickle in the past, states are starting to take action. More people commuting by bike means more support for bike infrastructure, cleaner air and healthier employees.

5. Action on Diversity, Equity and Inclusion (DEI)


What does a DEI bill have to do with biking? Like almost everything in American life, transportation is intersectional and there’s a long history of disenfranchisement when it comes to Black, Indigenous and people of color, as well as low-income populations and folks with disabilities. Oregon’s House Bill 2985 would ensure that members of the Oregon Department of Transportation advisory committee reflect the racial, ethnic and ability composition of the state.

Why should you care? Transportation decisions need to be made with input from people from all communities, backgrounds and ethnicities. Historically, Black and brown communities have been underrepresented or excluded completely from public planning decisions at every level. We need to make sure there are legal obligations to include all people affected by transportation projects and decisions.

Interested in keeping up with the policies PeopleForBikes supports? Check out our Policy Finder.

5 Bills Every Bike Advocate Should Care About

The Youth Cycling Coalition (YCC), a partnership of 10 youth-focused bicycling organizations, has announced a commitment to growing youth bicycling through the launch of a pilot program in Morgantown, West Virginia.  

Founded in 2019 with leaders from youth cycling programs across the U.S., the YCC brings together industry partners and bicycling advocates to get more children on bikes and keep them riding into adulthood. With a vision of collaboration and collective action, the YCC operates on the understanding that bicycling provides direct mental and physical health benefits for youth today, and continued riding can secure these benefits long term. 

The Youth Cycling Coalition is composed of the following organizations: Free Bikes 4 Kidz, The League of American Bicyclists, Little Bellas, National Interscholastic Cycling Association (NICA), PeopleForBikes, Project Bike Tech, Safe Routes Partnership, Trips For Kids, USA BMX Foundation and USA Cycling. 

The pilot program in Morgantown will combine the collective network, resources, programming and expertise of each organization as well as local partners. By ensuring kids have access to bikes, offering recreational and competitive opportunities as well as a mode of active transportation to reach everyday destinations, the YCC anticipates the partnership helping cities and towns fully integrate bicycling into the everyday lives of our nation’s youth. 

"As we look to ignite a passion for biking through experiential learning and STEM with our programs, we are pleased to support this historic, collaborative effort,” said  Mercedes Ross, executive director of Project Bike Tech and Mike DuVarney, executive director of USA BMX Foundation. “Each partner involved is committed to providing the  youth of Morgantown opportunities that not only benefit them now, but also extend far beyond the classroom with 21st-century skills employers are looking for.” 

In Morgantown, West Virginia University and the Brad and Alys Smith Outdoor Economic Development Collaborative (OEDC) are working with the YCC to build on their goals of introducing more youth to bicycling and growing outdoor recreation opportunities in the region.

The energy of a college town coupled with an abundance of established outdoor recreation assets makes Morgantown an ideal outdoor community to serve as a pilot for the YCC. 

“The City of Morgantown is privileged to be selected as the initial site for the YCC’s pilot program,” said Morgantown Mayor Rob Delaney. “Not only do we offer great recreational cycling opportunities locally, but as a community, we have been working hard to build more bicycle-friendly infrastructure throughout our city.” 

With support from the Flagg Family Foundation, USA Cycling and PeopleForBikes will provide seed funding for the initiative while also engaging in the work. The two organizations recently partnered in efforts to support getting, and keeping, more people riding bikes nationwide.  

“Growing bicycling in the U.S. starts with getting more kids on bikes and keeping them riding into adulthood. USA Cycling and PeopleForBikes will bring our history of partnership — and the resources and networks of each organization — to this comprehensive youth-focused initiative,” said USA Cycling President Rob  DeMartini and PeopleForBikes CEO Jenn Dice. “We know that investing in youth is investing in the future of our communities. The nonprofits that came together to design and steer this program are a talented and effective bunch — we are proud  to be part of the Youth Cycling Coalition.” 

The YCC looks forward to building collaboration around getting more kids on bikes and sharing stories of innovative and effective partnerships in Morgantown, a future pilot program in Charlotte, North Carolina, and other communities nationwide. 

Youth Cycling Coalition Announces Partners and Launch of Pilot Program 

Transportation is responsible for 37.8% of all carbon emissions in the United States. Just under 60% of that transportation-related CO2 is generated by passenger cars, SUVs and minivans. Electrification and clean, renewable power are critical tools to reduce transportation emissions in the long run, but the above figures show that to reduce the worst effects of climate change, we must grow active transportation options that help reduce car trips. 

Electric bicycles have a unique capacity to help in this effort. A 2019 study from the Transportation Research and Education Center found that if electric bicycle usage increased by 15% across the U.S., we could reduce an estimated 11% of transportation-related CO2 emissions. The authors found that of every 100 utilitarian miles traveled by electric bicycle (trips made for purposes other than recreation or exercise), 72.4 of those miles would have been traveled by car. In other words, electric bicycles replaced 72.4% of car miles that would have been taken for strictly practical purposes.

Public interest in electric bicycles is at an all-time high — both electric and traditional bicycle use skyrocketed during the COVID-19 pandemic as people sought ways to safely get outside for exercise and social time, and electric bicycle sales have seen notable increases in recent years. How can we leverage this popularity and get even more people out of their cars and onto electric bicycles more often? Research suggests that electric bicycle purchase subsidies or tax credits, like those proposed in the E-BIKE Act, alongside bike parking and charging stations designed for electric bicycles, moderate changes to street designs that calm traffic, protected bike lanes to increase real and perceived safety and a boost in municipal electric bicycle share programs all encourage more people to take more trips by bike and fewer by car, as well as help legitimize bikes as a practical form of transportation. 

President Biden’s recent far-reaching executive order to combat climate change mandates an all-government approach that engages all federal agencies in an effort to mitigate climate change and requires all federal infrastructure investments to reduce climate pollution. The order also directs federal agencies to accelerate near-term efforts to quickly reduce emissions and emphasizes the opportunities that climate mitigation efforts offer for economic stimulus. 

Both traditional bikes and electric bicycles in particular are highly effective tools that can be deployed across many sectors to address related and overlapping climate and economic issues now and in the future. Estimates show that active transportation infrastructure creates 17 jobs per $1 million dollars spent — more jobs than for other transportation projects, including roads. That means we can create jobs for economic recovery while at the same time creating facilities that are, by their nature, green and sustainable, serving both practical and recreational needs. Getting outdoors and moving on a bicycle boosts physical well-being and mental health. At the same time, even small shifts in bicycling rates can improve air quality, helping to offset and reduce rates of chronic conditions related to poor air quality, like asthma. Protected infrastructure and updated road design yield dramatic increases in safety in the form of fewer serious injuries and fatalities for people who bike, walk and occupy vehicles. 

There’s also a recreational aspect. President Biden’s executive order includes a 30x30 plan to conserve and restore 30% of U.S. land and water by 2030 to protect biodiversity and slow extinction rates. The order establishes a Civilian Climate Corps to do the work. As with its New Deal-era predecessor, the Civilian Conservation Corps, the work of expanding and protecting our natural resources can easily go hand-in-hand with creating more opportunities for outdoor recreation, spurring low-carbon economic development like bike tourism when we give Americans more places to ride. 

We have reached a critical all-hands-on-deck moment when it comes to climate change, and we need to move fast. Electric bicycles are not the only solution to slow and reverse climate change, but they are one of our best bets to jumpstart important work to curb carbon emissions quickly and effectively. 

Electric Bicycles Can Play a Big Role in Combating Climate Change

We’re proud to announce our Living Lab winners, all of which will create replicable programs for improving shared micromobility in low-income communities.

In 2014, the Better Bike Share Partnership (BBSP) formed with a mission: identify barriers to bike share and develop strategies to address them. By partnering with Philadelphia and its Indego bike share system—using the city as a “Living Lab,” or a testing ground for innovative solutions—the BBSP was able to identify replicable best practices that would make any micromobility system more equitable. This year, the partnership is expanding its Living Lab work to include four more cities alongside Philadelphia, each with a specific target area and goal for making bike share better.

The BBSP invited proposals from partnerships of cities, bike share operators and community-based organizations looking to pilot, expand, replicate or scale strategies and tactics related to a specific issue and historically-marginalized population. Projects could not include the funding of new bike share stations or related equipment, on-street infrastructure projects, general operating costs or anything related to a micromobility system that didn’t yet exist. Only applications from U.S.-based, nonprofit organizations or city agencies were considered. In the end, the BBSP received 16 applications from cities large and small across the country. 

“Being a Living Lab means taking a deep dive into addressing the obstacles that affect access to and use of shared micromobility systems,” said Tangier Barnes Wright, partnership and program manager at the PeopleForBikes Foundation, a founding partner of the BBSP. “At the end of two and a half years, the Living Labs communities will share unique and replicable approaches to achieving equity in shared micromobility that can be utilized nationwide.”

Over the course of two and a half years, the BBSP has committed to disseminating $200,000 in funding to each Living Lab, which will cover costs associated with proposals as well as technical support, scholarships and travel stipends for relevant conferences. Grantees will also have the opportunity to convene monthly and share learnings as a cohort. Follow along on the BBSP blog in order to track the work of each Living Lab, including deep dives into individual proposals, progress made and any challenges that arise.

“These five organizations crafted creative and thoughtful proposals to look deeply at how and why people use shared micromobility — or don’t,” said Zoe Kircos, director of grants and partnerships at PeopleForBikes. “We look forward to sharing the progress, challenges and lessons learned from these Living Labs in the years ahead.”

The following projects received Living Labs funding:

The Northwest Side Housing Center will work with partners to amplify the voice of youth in Chicago’s micromobility planning and implementation efforts. Teens from the Belmont Cragin neighborhood will help design and roll out a community education campaign that will focus on bikes as a way to connect the neighborhood to other transit options. Additionally, members of the Belmont Cragin Youth Leadership Council will learn bike mechanic and handling skills, which they will use to help educate their community about bike share and the many benefits of bicycling.

Building the Bike-to-Bus Connection
Detroit, MI

MoGo, a Detroit-based nonprofit organization, and its partners will work together to identify and address the technical, behavioral and structural barriers associated with bus and bike share trips in order to create better-connected transportation options in Metro Detroit. Feedback and data collected from local residents will inform strategies that MoGo will pilot and test over the course of the grant.

The City of Philadelphia, along with partners at Bicycle Transit Systems and the Bicycle Coalition of Greater Philadelphia, will continue to refine and expand its ambassador programs and deep community engagement work, with a particular focus on the new neighborhoods that will be served by Indego's (Philadelphia’s bike share program) extensive expansion. Additional program offerings, such as the Indego Champions and Changing Gears programs, will also be scaled up based on pilot projects completed in 2020. 

The Portland Bureau of Transportation and its partner, the Multnomah County REACH (Racial and Ethnic Approaches to Community Health) Program, will help local community health workers provide Biketown (Portland’s bike share program) access, education and support for clients who receive county health assistance, all with the overall goal of improving health outcomes.

Red Bike (Cincinnati’s bike share system) will supercharge its highly successful Red Bike Go program, implementing and assessing a variety of new strategies to increase community involvement as it expands into two new neighborhoods. Its approach will include creative partnerships with schools and community-based organizations, youth ambassadors and youth-focused programming with the integration of art throughout.

Meet 5 Grantees Out to Transform Bike Share

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“Where America Fails, So Have We in Bicycling.”

Join the Challenge to Raise Money for Black History Bike Ride

5 Bills Every Bike Advocate Should Care About

Youth Cycling Coalition Announces Partners and Launch of Pilot Program

Electric Bicycles Can Play a Big Role in Combating Climate Change

Meet 5 Grantees Out to Transform Bike Share

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