Gravel and Changing Leaves west of Boulder

Ambassador C.C.'s "It’s An Uptown Thang!" Ride

DC Brewery Tour- Four Breweries, 15 miles of fun!

All cities should strive to serve everyone, people with disabilities included. Unfortunately, the latter is all too often left out of the planning process.

If you have ever been to Seattle, chances are you’ve likely visited one or more of its hallmarks: the Space Needle, the original Starbucks in Pike Place Market, the Museum of Flight. All of these attractions are worth seeing. If it’s bikes you’re into though, you’ve probably spent some time on the city’s Burke-Gilman Trail testing your endurance.

This trail stretches about 20 miles from Shilshole Bay, in Seattle, to the City of Bothell. One of the reasons why it’s so popular is because it is both paved and off-road, so bikes and cars don’t have to share space except for at trail crossings that intersect with major streets.

When I first moved to the city 20 years ago, the trail was a place I could enjoy walking. As a person with a disability, I liked it because I didn’t have to worry about the presence of curbs, the trail never felt too crowded and a canopy of trees coupled with a gentle breeze often kept me cool as I got in my steps.  

All of that has changed and I seldom use the Burke-Gilman Trail anymore. What makes this trail so challenging to enjoy now is that Seattle’s population has grown significantly. The trail was never meant to support the number of people who currently use it. For a trail that permits traffic in both directions, it is far too narrow in many places to navigate safely even if you aren’t disabled.

Before I decided to all but throw in the towel, I tried my best to be accommodating, acknowledging that this was a shared space and that I moved slower than most other people. I’d stay as far to the right as I possibly could without falling into the bushes or I’d strategically time my visits to avoid as many bicyclists as possible. Even with those concessions, it’s begun to feel like far more trouble than it’s worth. 

The trail is touted as a space for everyone to enjoy but bicyclists often prevent people who are not on bikes from feeling safe, frequently exceeding speeds that are appropriate for a space shared with pedestrians. There is nothing magical about saying, “On your left” as you whiz by as though you are competing in the Tour de France. Those three words don’t absolve anyone from their responsibility to use common sense. Each time a bicyclist says that to me, I just respond with a snarky, “On your right.” If bicyclists actually want their warning to be helpful, it needs to be said earlier so that people can safely react to it.

I fare slightly better on sidewalks (if they exist at all), but it’s hard to feel safe there too. After all, in Seattle, bicyclists are allowed to ride on the sidewalks. Seattle doesn’t have enough bike lane infrastructure so rather than compete with cars, bicyclists sometimes feel safer riding on the sidewalk. I get it! The part that I don’t get is the expectation that I’m the one who is supposed to move even though it's far easier for a bicyclist to adjust than it is for a disabled or elderly person. Much of this comes down to etiquette and education — I know bicyclists can do better. 

Miami Valley Trails has a guide to trail safety and etiquette that is helpful for trail users of all types. Guides like this one are important educational tools that need greater publicity. They can help create a safer experience for everyone, especially when space is limited and must be shared with many different transportation modes.

Despite my personal frustrations, I strongly believe in two things: 

Bikes and people with disabilities can equitably and safely coexist, and 

If we are going to have any chance of meaningfully reducing our carbon footprint, bikes must be part of the solution in creating a more sustainable transportation future.

However, these goals cannot be achieved if people with disabilities are not active and equal players in the planning process. That applies not only to how bikes and bike sharing programs are integrated into our transportation network but also to thoughtful street design and investment. This means that individuals with disabilities cannot be relegated to community advisory groups or modal boards. They must also be hired as transportation planners as well as policymakers and work in collaboration with those responsible for implementation. 

It seems like wanting people with disabilities in these roles is a no-brainer, but in reality, the barriers to holding these kinds of positions within most transportation agencies are high and made more difficult by the expectation that you possess a driver's license. I recently applied for a position with the City of Seattle and was surprised that it included a question that solicited my driver’s license number. 

Thankfully, I have a driver’s license but it’s important to recognize that many people with disabilities do not. Regardless of whether the question is required or optional, it doesn’t send an inclusive message to prospective applicants with varying abilities. Inflexible work schedules, requiring in-person work and work cultures that frown upon the concept of rest in the workplace likewise contribute to the idea that people with disabilities need not apply.

Hiring and retaining individuals with disabilities not only leads to more spaces that center universal design principles but results in equity wins that extend far beyond transportation outcomes. Employment is more than just a means to a paycheck. For those with disabilities, working within local, state and federal transportation agencies often means higher wages and more affordable, higher quality health care; it means access to a retirement plan and to expanded mental health services.

Transportation is in a moment of unprecedented challenges only made worse by the pandemic. Financial constraints, the urgency of climate action and a need for greater equity and inclusion contribute to a puzzle that already has so many moving parts. I choose to remain engaged because the stakes feel higher than ever. I believe that change is driven by a commitment to inclusion that doesn’t just apply to external community engagement efforts. Lasting change is fostered from within a workforce. 

I currently work as a consultant partnering with various transit agencies in the Puget Sound region to find solutions to some of its most complex issues. These include the integration of different modes in shared spaces that pedestrians, bicyclists, scooters and cars can use safely, or the best way to provide more timely options for how older adults and individuals with disabilities connect to transit. I am also utilizing my time in the Transportation Justice Fellowship to create a framework for how The City of Seattle will center racial equity in planning for areas with high-capacity transit.

The City of Seattle is right to strive for and cultivate a staff that reflects the diversity of the people it serves. All cities should. This must include individuals with disabilities. When individuals with disabilities are left out of decision making, this critical perspective is missed, resulting in mistakes that are repeated and inaccessible experiences that continue to feel dangerous. For far too long, we have been largely absent from transportation workforces — equity means addressing that disparity.

Jeremy McGhee is on a mission to ride and document every mountain bike trail in Northwest Arkansas, opening up the landscape for those who can’t ride a traditional bike.

When we describe cities as “bike friendly” or a region as a “mecca for mountain bicycling,” there’s a lot we’re not saying. After all, a city may have a comprehensive bike network, but a history of discriminatory enforcement policies makes it a “friendly” place to bike if you’re white and less so if you’re a person of color. Likewise, a place may boast an abundance of world-class downhill trails but lack any sort of accommodations for adaptive users, those that aren't able to ride a typical bike due to their physical, intellectual, neurological and/or sensory abilities. If a rider with paraplegia can’t navigate your network, is it truly world-class?

Recognizing its oversight and wanting to do right by adaptive riders, in late 2020, Bentonville, Arkansas, the “mountain bike capital of the world,” hired Jeremy McGhee, a professional athlete and consultant who happens to be paralyzed. McGhee grew up in California surfing and running, a self-proclaimed “ultra-weirdo” that tended to live his life with reckless abandon. At age 25, McGhee was riding his motorcycle when he was hit by a car, resulting in broken ribs, multiple lacerations and an immobilizing spinal cord injury. 

For someone that loved to be out in nature, the transition to life in a wheelchair was difficult. Wanting a bike that could navigate both sand and singletrack, with full suspension and a drivetrain, McGhee bought a $9,400 Sport-On, emptying out his bank account and changing his life.

“It was a step of faith,” said McGhee, who, nearly a decade later, has become Sport-On’s main U.S. dealer. “Getting out into nature and having a relationship with nature is super important to our mental well-being. This crazy bike is how I can do that.”

For most folks with disabilities, life is often relegated to hard, smooth surfaces. In 2017, McGhee founded The UnPavement project to counteract that narrative, creating videos documenting mountain bike trails for his YouTube channel and creating Trailforks listings for each specific trail, complete with detailed accessibility information and a customized rating system.

For adaptive riders, the project is a revelation, a first-of-its-kind resource that includes advice on how best to prepare for a ride (tire inflation, necessary equipment, etc.), as well as a play-by-play of the terrain. The goal is safety: Adaptive riders don’t have the luxury of walking their bike out of a tricky problem, making comprehensive preparation all the more important. 

“As cool as my bike is, it’s limiting and I've gotten myself into some pretty precarious situations out on the trail,” said McGhee, who’s twice had to call a helicopter for assistance. “The information of where these bikes can go safely has just not existed previously.”

As McGhee built a name for himself as a consultant, he was hired on for different trail builds and projects, working for the City of San Diego on adaptive signage and documenting trails for Mammoth Mountain. In November 2020, he came to Bentonville, Arkansas, and was soon connected with NWA Trailblazers and the Walton Family Foundation. After collaborating on a video, McGhee was contracted to work on the region’s adaptive trail infrastructure.

In and around Bentonville, McGhee rarely rides alone. Instead, he typically sets out with a support rider to methodically assess the trail network and avoid any sticky situations. Typically, he’ll find that a trail is mostly good, but there’s usually a couple of problem spots, and he’ll spend the ride taking copious notes and identifying the GPS coordinates of potential dilemmas. Afterward, McGhee will translate his notes into a comprehensive report and spend hours on his computer meticulously documenting the route on Trailforks using photos and his unique rating system.

After reviewing “Slaughter Pen,” a popular trail system with many difficult sections, McGhee submitted a 32-page report to NWA Trailblazers, who are committed to going in and fixing outstanding issues. Since there are all kinds of adaptive riders, equipment and ability levels, McGhee’s rating system incorporates multiple variables and recommendations for bringing trails up to various levels of difficulty.

“Putting me on a trail with a shovel is useless,” said McGhee. “So my trail work is online and it feels really good to contribute in that way.”

Before riding, most people’s research is limited to a online write-up and maybe a YouTube video of the route. By offering both, McGhee hopes to alleviate some anxiety surrounding the unknown, allowing everyone to hit the trail with confidence. MTB Project, Singletracks and AllTrails are all in talks with McGhee about adopting his rating system, meaning that down the line, adaptive riders won’t be limited to one platform. Recognizing that the riding, documentation and computer work are incredibly time-consuming, McGhee is also in the process of training other adaptive riders to do it in their respective geographic areas. 

For now, as McGhee continues to plug away at all of the mountain bike trails in and around Bentonville, he’s also working on importing Sport-On's raw frames and proprietary parts in order to assemble bikes locally and become the company's first U.S. distributor. He’s already gone through virtual training with Sport-On, which is based in Poland, and has plans to put his first bike together in his Bentonville garage. He hopes to scale up quickly, offering bikes to ship as well as demo in town, eventually opening up a dedicated showroom.

“That's the goal, to get people outdoors safely and without all that anxiety,” said McGhee. “Equipment is a big part of that — these bikes are not cheap, so having them available for people to ride is a big deal.”

In the near future, adaptive riders will be able to come to Bentonville and demo a bike on any number of trails. They’ll be able to look at routes online and in videos, choosing one based on their needs and ability level. They’ll also ride with confidence, knowing that the city has addressed outstanding problems and installed adaptive signage. They’ll be able to come and enjoy Bentonville, just like any other bicyclist.

Meet the Rider Improving Access for Disabled Mountain Bikers

A bill advanced in the House Transportation and Infrastructure Committee could provide big dollars for bike infrastructure projects.

On September 15, the Transportation and Infrastructure Committee in the U.S. House of Representatives advanced new funding for bike infrastructure as a tool to connect communities and lower carbon emissions. If signed into law, the bill would offer $7 billion in new funding,  which bike projects would be eligible for. This effort is one part of the broader budget reconciliation bill that Democrats in Congress are pursuing to fulfill President Biden’s broad-reaching agenda. 

Earlier this September, we wrote about reconciliation in the context of tax policy, moved by the House Ways and Means Committee. In this blog, we’ll focus on its counterpart from the House Transportation and Infrastructure Committee. Read on for a breakdown of what these dollars could do for bikes and an outline of the landscape the most recent bill is working through on Capitol Hill.

The Transportation and Infrastructure Committee’s bill includes two new programs that could be used to build and connect bike lanes and active transportation networks as a tool to support community development and fight the climate crisis. It puts in significant work to close the gaps that the Bipartisan Infrastructure Bill misses to fund and expand critical bike infrastructure. 

This new program proposes investing $4 billion in projects that reconnect communities divided by highways and existing transportation systems by tearing down the divisions and rebuilding with equitable and sustainable options supported by local communities. The program includes carveouts for active transportation connectivity grants and could support the buildout of protected and connected biking and walking networks. Focusing on equity, 40% of this funding would have to be invested in historically underserved and disinvested communities. The local match requirement is waived for grants in these communities, ultimately making it easier for local authorities to access funding and build infrastructure that connects communities and supports more biking and walking. 

The committee proposes investing $3 billion in a new competitive grant program to reduce carbon emissions through infrastructure projects that support climate-friendly transportation options. While the range of eligible projects expands beyond just biking and walking infrastructure, investing in safe places that make biking and walking an obvious choice to replace short car trips can make choosing these emissionless modes easier and more efficient. Leveraging bike lanes, trails and networks as a tool to reduce emissions is a critical tool in fighting the climate crisis.

While these two programs would offer a much needed pot of new funding for bike infrastructure, the path forward for the overall budget reconciliation bill remains uncertain. Still, it’s important to keep making the case for funding bike infrastructure in reconciliation since the Bipartisan Infrastructure Bill remains far from transformational and lacks what’s needed to match and support the growing number of bike riders across the U.S.

Promoting Equity and Climate Action Through Bike Infrastructure

Research proves that bikes can help lower our carbon emissions, and making a difference might not be as difficult as we think.

Our nation, and our world, stand at a critical point for taking action against climate change. According to a recent report from the Intergovernmental Panel on Climate Change (IPCC), a scientific branch of the United Nations, without immediate, rapid and large-scale reductions in greenhouse gas emissions, limiting global temperature warming to 1.5 or even 2 degrees celsius will be beyond reach. With that forecasted increase in temperature, the extreme droughts, heat waves, forest fires and floods the world is currently experiencing will likely continue to worsen for at least the next 30 years.

The report states the cause of this warming is clear: human activity. The largest contributor being the burning of coal, oil and other fossil fuels that began in the 19th century as a byproduct of the industrial revolution. One major solution is also clear: an aggressive curbing of carbon emissions is necessary.

In a world so heavily reliant on burning fossil fuels, that task might seem daunting, bordering on completely unrealistic to some. However, when you dive into the numbers, you might be surprised by how the small act of riding your bike can make a big difference in achieving these monumental climate goals.

Let’s start by looking at the big picture: According to a 2019 study from the United States Environmental Protection Agency (EPA), transportation is responsible for the largest share of U.S. greenhouse gas emissions — 29% of overall emissions by economic sector. 58% of these transportation-related emissions come from passenger vehicles. When Americans take 1.1 billion trips every day — four for every person in the U.S. — and 87% of those trips are made in personal vehicles, it’s easy to see why our emissions from transportation are so staggeringly high.

So, where do bikes come into the equation? Unsurprisingly, bikes are one of the lowest carbon-emitting modes of transportation. Private vehicles emit 0.96 pounds of carbon per mile, buses emit 0.64 pounds/mile and bikes only emit 0.03 pounds/mile — taking into account the emissions from manufacturing the bike and the food required to “fuel” the rider. Because electric bicycles require less “fuel” (calories burned) to ride the same distance as traditional bikes, they come in at an astoundingly low 0.02 pounds of carbon emitted per mile.

According to a study conducted in Europe, if 10% of the population were to replace one car trip a day with a bike ride, overall carbon emissions from transportation would drop an equal 10%. The same study showed that choosing to ride your bike instead of driving just once a day could reduce your personal transportation-related emissions by 67%. Research done by Portland State University showed that if 15% of car trips were instead taken by electric bicycle, we could see a 12% decrease in transportation-related emissions.

Now the question is, how do we get people to shift their travel from four wheels to two? Thankfully, the data is still on our side. The Federal Highway Administration’s 2017 National Household Travel Survey (NHTS) provides an in-depth look at Americans’ travel behaviors and reveals some staggering statistics. Remember that 1.1 billion trips per day number from earlier? According to the NHTS, 48% of those daily trips are 3 miles or less, and just over 20% are 1 mile or less. To view that data through a bicycling lens, half of all trips taken by Americans every day could be made by a 15-minute-or-less bike ride.

Of course, we understand that replacing 100% of one’s car trips with bike rides isn’t feasible for many Americans, but replacing just a few, short trips every week can still lead to tremendous results. Next time you jump in the car, reset your trip odometer and see how far you really travel. Odds are, it was probably a pretty short trip. Depending on where you went, you may have even spent more time searching for a parking spot than on the road itself. 

Whether you’re commuting to work, running to the grocery store for a last-minute ingredient or just stopping by to see a friend, choosing to ride a bike instead of driving will not only provide you the mental and physical benefits of getting outside and being active, it will help make the planet a cleaner, healthier, more liveable place. Combating climate change may seem like a daunting task to an individual, but if we all work together, we can make a big difference one ride at a time.    

Tackling Climate Change One Ride at a Time

New legislation recognizes the power of bikes to help reach climate action goals

The 2021 state legislative sessions have proven to be focused on reducing greenhouse gas (GHG) emissions more than ever. Many new state bills are focused specifically on the use of bicycle infrastructure and electric bicycle incentives to help achieve states’ GHG reduction goals within their transportation sectors. 

GHG emissions from the transportation sector are the largest source of climate change causing emissions in the United States. Incentivizing the use of bicycles through improved infrastructure and purchase incentive programs are simple and effective tools that states can use to reach climate action goals. Listed below are highlights from five states that passed progressive climate legislation — empowered by bikes — through their legislatures this year.

California: Assembly Bill 1147 imposes certain requirements to help regional transportation agencies bring their plans into compliance with state vehicle miles traveled reduction goals. This exciting bill also creates a program to build bicycle highways and a block grant program for 15-minute cities that could implement a bikeway network grant program (as proposed by the California Bicycle Coalition).

Colorado: Senate Bill 21-260 (also known as “Sustainability Of The Transportation System”) will provide funding for electric bicycle incentives as well as a dedicated funding stream for grants to local governments to create more walkable, bikeable downtown areas and prioritize multimodal projects. Bicycle Colorado worked closely on this bill alongside local environmental advocates. 

Hawaii: Senate Bill 1402 requires the Department of Transportation to create a contiguous network of pathways and highways for bicycles and electric bicycles to combat climate change and reach the state's GHG reduction goals.

Vermont: House Bill 433 intends to reduce transportation-related GHG emissions, reduce fossil fuel use and save Vermont households money. Included in this new law is funding for an electric bicycle purchase incentive program.

Washington: House Bill 1091 advances the state on a clear path to cleaner transportation by providing funding to projects that reduce greenhouse gas emissions and decarbonize the transportation sector. Examples of such projects include grants for bike and pedestrian programs and complete streets.

PeopleForBikes works diligently to track bills at all levels of government that improve bike riding and support bike businesses nationwide. Check out our policy finder to stay up to date on what we’re currently tracking and sign up for our newsletter to receive an email alert when a pro-bike policy is proposed in your area. 

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Five New State Laws Seeking to Combat Climate Change Through Bikes