Your Support Connects Communities Through Bicycling

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!

Recycling electric bicycle batteries — one bite at a time

Encourage employees to get out of their seats

In 1984, when Will Chavez was 17, he signed on to participate in a month-long, multi-state, 950-mile bike ride. A member of the Cherokee Nation, Chavez grew up in Eastern Oklahoma where he’d spend summer days riding a one-speed motocross bike with his cousins, exploring nearby Marble City and the local creek, where they’d go swimming. By the time he was finishing high school, Chavez was invited to participate in the inaugural Remember the Removal Bike Ride.

Founded by Mike Morris and Mose Killer, the Remember the Removal ride was envisioned as a way to better involve youth in their Cherokee culture. The school in Marble City only goes through eighth grade and about a third of kids often drop out when it comes time to transition to high school. Morris and Killer saw a need to cultivate leadership qualities in Cherokee youth, as well as help them build self-esteem and confidence to face life’s challenges. The pair settled on a bike ride that would not only test the youth mentally and physically but also allow them to honor their shared history.

The Remember the Removal Bike Ride retraces the Trail of Tears, a forced displacement campaign from the U.S. government that doubled as a form of ethnic cleansing. Between 1830 and 1850, some 60,000 people from the Cherokee, Muscogee, Seminole, Chickasaw, and Choctaw nations were forcibly removed from their homes in the southeastern United States and relocated west of the Mississippi River. The relocation to less fertile land took months, and more than 4,000 people died from exposure, disease, and starvation.

The Trail of Tears is actually a network of different routes  — Remember the Removal riders stick to the northern route.

By recreating the original route as a bike ride, Cherokee leadership hoped to expose youth to the hardships their ancestors faced when they made the same trek on foot decades before. That first year, Chavez joined 19 other students and ride coordinators on bikes, while support vans and a school bus followed with tents, food, and other necessary supplies. The group visited historical sites as they followed in their ancestor’s footsteps, averaging 60 miles a day. For Chaves, the trip was life-changing. 

“Before the ride, my self-esteem was not good and I didn’t have much confidence — that all changed after the ride,” says Chavez. “I credit the ride for giving me the confidence to take on numerous challenges like joining the army, finishing college, and having a career in journalism. The ride changed me because it forced me to go past my limits – physically and mentally. So, afterward, I had the fortitude to not give up when things got tough or when it seemed like a task was impossible.”

For the last 27 years, Chavez has been an assistant editor for the Cherokee Phoenix, which was first published in Cherokee and English in 1828 in New Echota (present-day Georgia), then the capital of the Cherokee Nation (the paper’s offices are now headquartered in the new capital, Tahlequah, Oklahoma). In addition to his full-time position, Chavez has worked as the coordinator and trainer for the Remember the Removal Bike Ride for the last four years. 

In addition to the inaugural ride in 1984, Chavez also participated as a mentor in the second iteration of the ride, 25 years later.

“In 2009, the chief at the time decided to bring the ride back and he consulted some of the original riders, asking how we did things,” says Chavez. “Except for 2020, it’s been going consistently since then.”

Today, the ride remains a youth leadership program for tribal members aged 16-24, with applications opening each year in September (there are also two mentor riders each year, for those 35 and older). The program interviews are comparable to a formal job interview — applicants are scored and selected by a panel at the end of October, before attending orientation in November. 

"When I was chosen to be on the ride, I felt a sense of pride grow within me," says Whitney Roach, who completed the ride in 2021. "I not only get to represent myself and my family, but I get to represent my ancestors who were forced on the Removal…I [had] the opportunity to retrace their steps in remembrance of their strength and resilience."

Selected participants sign a contract, committing to six months of rigorous physical training, clocking miles but also learning how to clip in and use a bike with drop handlebars and lots of gears. There’s also a cultural training component that includes Cherokee lessons.

“Most of our youth don’t speak Cherokee these days so that’s part of the training,” says Chavez, adding that the cohort’s formal introductions to the tribal council are always in Cherokee. “They learn the language, the culture, and the history of the Trail of Tears. They end up with a really good background of what happened so that they’re prepared when they go out on the road and people start asking them questions.”

Along the ride, which starts in Georgia, riders visit significant sites, including New Echota, the former Cherokee capital; Kituwah Mound, the original Cherokee homeland; Blythe Ferry, where Cherokees gathered during their forced removal; Mantle Rock in Kentucky, where the former Trail of Tears route is a hiking trail; and many, many unmarked grave sites. 

“There are so many points in history when the Cherokee people could have disappeared like some other tribes,” says Chavez, noting that in addition to surviving the Trail of Tears, the Cherokee survived a smallpox epidemic that decimated the tribe in the 1700s, the American Civil War in the 1800s, and the seizure of lands and destruction of tribal government the pushed the tribe into poverty in the 1900s. “Yet, we are still here today. From the standpoint of being a Cherokee person, the ride made me even more proud of who I am and even more proud of my ancestors for what they endured and survived,”

A body of research, published from 2020 to 2022, highlights the benefits of the Remember the Removal Bike Ride for participants’ physical, emotional, social, and cultural well-being. Past riders that were surveyed showed improvements in their diet and exercise habits, as well as their mental health, with reductions in things like stress, anxiety, depression, and anger. Perhaps most importantly, those surveyed also demonstrated improved social and cultural connection to one another, their Cherokee identity, and fundamental Cherokee values.

Participants from the 2019 Remember the Removal Bike Ride walk down a preserved section of trail used by Cherokees in Tennessee during their forced removal some 180 years ago.

Over the course of three weeks, the youth ride anywhere from 40 to 70 miles a day, some much more difficult than others (particularly those in Missouri, nicknamed “Misery” due to its constant heat, hills, and rough roads).

In 2021, the riders switched from using road bikes to gravel bikes, which makes traversing the mountains and backroads much easier. The Cherokee Education Department pays for rider’s helmets, shoes, sunglasses, a bike computer, custom cycling kits, and bikes, which are Fuji this year but have covered the gamut of quality brands over the last decade. To receive the kit, riders are required to pass a grueling 60-mile road test — friends and family are then invited to watch them receive their kits, an event with a strong ceremonial element. When participants complete the ride itself, they get to keep their bikes.

In an average year, Chavez takes 8-10 riders, although this year it’ll be a group of six, having lost two to injury. Interestingly, since 2018, the Remember the Removal riders have been trending female, and since 2021, the cohort has been completely female. 

This years Remember the Removal cohort, which will begin their ride on June 5.

“Elders and council members have been asking, where are all the boys?” says Chavez, noting that male youth just aren’t applying. “Obviously, the girls aren’t afraid to do it — it’s tough and these girls want to take on the challenge.”

At the end of May, Chavez accompanied the riders to North Carolina, where they met up with the Eastern Band of Cherokee Indians, who also has a team of six riders. While the two tribes share a lineage, there are still a few differences in language, which can become apparent in the call signs used, all of which are in Cherokee. After a training ride together to get on the same page, the group will travel to Georgia, where they’ll begin the Remember the Removal Bike Ride on June 5, traveling nearly 1,000 miles through Tennessee, Kentucky, Illinois, Missouri, Arkansas, and Oklahoma.

Upon completion, the riders will join more than 200 alumni, many of whom are still as committed to the ride as Chavez is, showing up to help with training, mentorship, or on-route support. It makes sense — after all, Remember the Removal is first and foremost a spiritual journey. Not only does it test the endurance and emotions of those who participate, but it directly connects them to their ancestors. In riding, they remember where they came from and find the strength to go on.

If you’re interested in following the riders’ journey along the northern Trail of Tears route, tune in to the official Remember the Removal Bike Ride Facebook page. 

This Annual Bike Ride Connects Cherokee Youth to Their History

If you’ve ever attended a town hall meeting to support a proposed bike lane or trail, or simply engaged in a lively discussion about one on Nextdoor, you know it can often be a pretty frustrating process. These days, when discussing anything that involves growth or change, there’s almost always a small, vocal contingent that relies on emotion to argue why something shouldn’t happen. You might know a new bike lane — or another proposed project, like a housing bill that indirectly affects bicycling — would be a good thing for your community, but without data or research to back up your argument, speaking up can feel like a lost cause. 

That’s where our new guide comes in. At PeopleForBikes, we spend our days firmly entrenched in the research and data that supports building better communities for bicycling. We developed this 15-point fact sheet to help counteract misconceptions that often arise when advocating for change, as well as to promote strategies we know work. Bookmark it, print it out, and email it to everyone you know — let this article support you in shifting the larger conversation around the power of bicycling.

This might feel like a given, but if Utah Senator Mitt Romney’s recent remarks are any indication, we’re not all on the same page about the climate benefits of getting more people on bikes. According to the Environmental Protection Agency (EPA), transportation makes up 28% of the total U.S. greenhouse gas emissions, with 57% of those emissions coming from passenger vehicles. When we build more (and better) bike lanes, the environmental benefits are clear: higher bike ridership, less driving, and an overall reduction in emissions.

Researchers at Carnegie Mellon found that “if even 10% of short car trips during peak afternoon travel were replaced with micromobility, more than 4,800 car trips would not happen, decreasing vehicle miles traveled by more than 7,300 miles a day.” While this would translate to a 2.76% reduction in greenhouse gas emissions, it would only be possible with “wide-scale bike lane deployment.” This study confirms similar findings from McGill University that spotlight bike infrastructure in Montreal, as well as research from the Institute for Transportation and Development Policy, which found new bike lanes lowered emissions in Guangzhou, China, and Bogota, Colombia.

According to another European study, if 10% of the population were to replace one car trip a day with a bike ride, overall carbon emissions from transportation would also drop 10%. 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. Add in the fact that bikes are one of the lowest carbon-emitting modes of transportation, and it's safe to say that any way you look at it, bicycling benefits the environment.

Ask most people why they don’t bike and they’ll likely name safety as a key concern. A nationwide survey from the National Institute for Transportation and Communities found that a whopping two-thirds of U.S. residents would be more likely to bike if they were separated from cars by a physical barrier. There is so much research that shows people will bike if cities build good infrastructure. Overall, the average protected bike lane sees bike counts increase 75% in its first year alone.

Notably, bicycling in Sevilla, Spain, increased 435% when the city added 86 miles of dedicated bike lanes. Even smaller transformations to include protected bike infrastructure can have a huge impact. After buffered bike lanes were installed on Philadelphia's Spruce and Pine streets, bike traffic increased 95%, while intersections in Montreal with protected bike lanes saw 61% more bike traffic than comparable intersections with no bike infrastructure. There’s also evidence that protected bike lanes are better for bike share.

In Cambridge, Massachusetts, a 2022 upgrade brought a two-way protected bike lane to a section of Garden Street, where before there had only been sharrows and door-zone bike lanes. The changes transformed the entire neighborhood: Bike mode-share nearly quadrupled and increased by more than 2%. Even accounting for seasonal dips in ridership, bicycling in the area increased more than sixfold since the separated bike lanes were built.

3. Yes, protected bike lanes are better than sharrows or standard bike lanes

As a rule of thumb, if something’s not going to be comfortable for people of all ages and abilities to ride, then don’t build it.

For decades, U.S. traffic engineers assumed that people on bikes could almost always share the road with cars. But a shoulder — even a striped bike lane — on a street with fast traffic isn’t an appealing place to bike for most people, especially women and less experienced riders. Putting a bike symbol in the middle of a busy thoroughfare does little to make it a place where parents feel comfortable riding with their children.

We now know, based on both U.S. and international experience, what kind of infrastructure designs give people of all ages and abilities the sense of safety, comfort, and enjoyment that makes them want to ride. This includes protected bike lanes, which are located next to the road and physically separated from traffic, as well as things like better lighting, traffic-calming barriers, and well-marked crosswalks. While sharrows might have a place in small towns or on low-stress streets, protected bike lanes should be the default for roadways with speeds above 25 mph or when vehicular volumes exceed 6,000 average daily traffic (ADT).

People living in bike-friendly communities tend to have better health outcomes due to increased physical activity, improved cardiovascular health, and reduced stress levels. A 2015 Columbia University study showed that New York City's $10 million investment in bike and pedestrian improvements resulted in an estimated societal health savings benefit of $230 million. Put another way, every $1,300 New York City invested in building bike lanes provided benefits equivalent to one additional year of life at full health over the lifetime of all city residents. 

According to the British Medical Journal, regular bicycling is associated with a 41% decrease in the risk of death from any cause, a 45% decrease in the risk of cancer, and a 46% decrease in the risk of heart disease. And the benefits don’t stop there: a PLOS Medicine study showed that people who began bicycling regularly after age 50 saw a 20% decrease in the risk of Type II Diabetes. 

5. Bikes lanes and trails are good for business

In response to proposed or newly built bike lanes, it seems like store owners often complain about reduced parking and customers lost. All of the evidence, however, points to the fact that installing protected bike routes tends to boost local shops. For example, after a hugely contested bike lane was installed on Skillman Avenue in Queens, New York, data shows that sales in the stores, bars, and restaurants on the seven-block commercial stretch collectively rose by 12%.

Other streets in New York have seen similar results: After the construction of a protected bike lane on 9th Avenue in Manhattan, local businesses saw a 49% increase in retail sales (on other streets in the borough, the average was only 3%) and a redesign of the city’s Union Square to include a protected bike lane resulted in 49% fewer commercial vacancies, compared to 5% more throughout Manhattan. And it’s not just in New York: In Salt Lake City's Broadway, replacing parking with protected bike lanes increased retail sales. 

There’s also evidence that customers who arrive at retail stores by bike spend the same amount per month compared to people who arrive by car — they tend to make smaller purchases but return more frequently. What’s more, neighborhoods that don’t require a car to move around are more economically resilient. Bike trails and greenways also benefit communities economically by attracting visitors, promoting job growth in tourism-related industries, and revitalizing communities through the "Trail Town" model and Trail-Oriented Development.

6. More bike infrastructure can benefit drivers, too

It’s important to remember that even if the infrastructure is perfect, not everyone will choose to bike. Die-hard drivers can still become bike advocates, however, especially when they realize that the more people ride bikes, the less car congestion there is. 

This was a key messaging point in Austin, where the city completed 115 miles of new bike lanes in just two years. By shifting traffic from cars to bikes and making it easier to reach transit stops, Austin's planned 400-mile protected bike lane network is projected to increase the city's traffic capacity by about 25,000 trips per day at about the same cost ratio as a single expressway widening.

In 2014, a New York City Department of Transportation (NYDOT) study found that after a six-foot buffered bike lane was installed on Columbus Avenue, car volumes were unaffected and that those cars moved 35% faster. According to an NYDOT statement, the “study found that on corridors with protected bike lanes traffic flow was maintained or improved on average because of the enhanced organization of the roadway.”

7. Protected bike lanes and reduced speeds save lives

Time and again, we see that when speed limits fall, safety rises. Because the likelihood of fatality increases exponentially with vehicle speed, even small reductions in speed limits can have an outsized effect. The Highway Safety Manual shows that deadly crashes can be decreased by 17% if speeds are reduced by just 1 mph, while a separate study from Sweden's Lund Institute of Technology found that a 10% reduction in average speed led to 34% fewer fatal crashes. (As an added bonus, there's evidence that lower speed limits improve air quality.)

A widely celebrated success story comes from Spain: When the speed limit on single-lane urban roads was lowered to 18.5 mph, road deaths fell by 14%. For cyclists, deaths were cut almost in half. This is good news as cities nationwide lower speed limits across the board, making streets safer for everyone. 

The even better news? Protected bike lanes reduce speeding and make streets safer for people walking, biking, and driving. After protected bike lanes were installed in New York City, injuries for all road users on those streets were reduced by 40-50%. Similarly, protected bike lanes in Montreal led to a 28% decrease in injuries. This 2019 study of twelve cities also found that protected bike lanes decrease fatalities for all road users. 

8. Bikes help reduce the cost of living and make cities more affordable

In 2021, U.S. households spent an average of $10,961 on transportation, making it the second largest household expense after housing. One in four U.S. adults suffers from transportation insecurity, a phenomenon that often has an inequitable impact on low-income families. Increasing access to low-cost modes of transportation like bikes — and safe places to ride them — effectively reduces this often-overlooked household expense and ensures communities remain affordable for everyone. The Housing and Transportation (H+T®) Affordability Index is a great tool to determine the neighborhood-level housing and transportation costs for your community. 

9. Housing policy and bike policy are intertwined

The right kind of housing policy can make our communities more bike-friendly. When we create transit-oriented neighborhoods, remove parking requirements, allow for more infill housing in existing urban areas, and permit the building of accessory dwelling units and multi-family housing, we naturally start to create places where destinations are closer together and people feel more comfortable biking.

The U.S. is in the midst of a severe housing crisis, forcing residents to live increasingly far away from important destinations. Adopting climate-friendly land use policies promotes a mix of land uses in close proximity to one another. When people’s homes are closer to their basic needs — jobs, grocery stores, schools, pharmacies, etc. — they’re more likely to ride a bike for daily trips. For those who drive, trips are considerably shorter.

10. Parking reform is key to building bike-friendly cities

The U.S. has about 2 billion parking spots, which translates to about seven parking spaces for every car. And parking is expensive for new developers to build — it can cost between $40,000 and $60,000 per parking space — increasing housing costs for everyone and taking valuable space away from development.

What’s more, fewer homes have led to a slew of other intersecting issues: a nationwide housing shortage, an increase in home prices, and growing inequity. Lower-income families who drive less and use transit more inevitably end up paying for infrastructure they don’t need while drivers are subsidized for their car use. 

When parking is required, buildings are forced to spread further and further apart, decreasing an area’s walkability and leading to urban sprawl, which swallows more and more land to sustain the same population. This in turn pushes people to drive more, upping greenhouse gas emissions, while the ensuing traffic makes it harder for everyone to get where they need to go. 

Essentially, this plethora of free car storage is at the root of a number of societal woes. A much better investment is a network of protected bike lanes and trails. Less parking means more proximity — since most people only want to bike one or two miles, the more destinations you have in that radius, the better a place becomes for bicycling. That’s only possible, however, if you’re not required to build big parking lots. Thus, parking reform is key to building bike-friendly cities.

While the federal government currently offers a federal tax credit for electric cars of up to $7,500, nothing similar exists for people buying an electric bike. With a lack of federal initiative, more and more states, counties, and cities across the country are taking matters into their own hands, creating e-bike incentive programs that are as varied in substance as they are geographically. While many programs are relatively new, the data is compelling. 

Launched in the spring of 2022, Denver’s incredibly popular e-bike incentive program has led to some notable results, including $1 million in cumulative annual savings for the city. Researchers also calculated that the program avoided considerable amounts of greenhouse gas emissions, with some 71% of survey respondents claiming to use their gas-powered vehicles less often (those surveyed rode their e-bikes an average of 26 miles per week, replacing 3.4 round trip vehicle trips). Importantly, 29% of Denver e-bike redeemers who completed the program survey indicated they were also new to riding.

12. Shared micromobility is a good investment for cities

Bike and scooter share, known collectively as shared micromobility, is a good investment for cities. When shared micromobility is done equitably, it can help alleviate transportation insecurity and lead to better public health, environmental, and economic outcomes. Unfortunately, not nearly enough municipalities treat shared micromobility as an integral part of their transit landscape or fund it accordingly. That’s a huge miss.

A 2021 study found that bike share systems are a boon for public health, saving the U.S. healthcare system more than $36 million a year on average. Another research paper from that same year looked at New York’s Citi Bike and found that the system — the largest in the U.S. — is a net win for the climate. In Britain, a more recent study found that if one-fifth of car trips were taken by shared electric bikes or scooters, the result would be a more than $1.2 billion boost to the economy.

On paper, many bicycle laws — such as those that require people to wear helmets, use bike lights, obtain a bike license or register their bikes — seem like a great idea. After all, helmets can protect our heads in the case of a crash, lights help bikers see and be seen, bike licenses can raise money for infrastructure, and bike registrations safeguard people against theft. At least that’s all true in theory. In reality, these laws are virtually unknown and rarely enforced. When they do get enforced, it’s usually to the detriment of Black, Indigenous, or people of color (BIPOC) or those experiencing homelessness.

A report from Equitable Cities outlines how prevalent these transportation laws are in the U.S. In addition to the obvious trauma that can make even the most essential trip to the grocery store a fraught affair, these policies limit mobility, opportunity, and access for BIPOC. They also have implications beyond mobility, contributing to adverse social, political, economic, environmental, and health outcomes. There’s also evidence that repealing laws doesn’t have negative effects: A 2023 study also found that after a helmet law was abolished in Seattle, helmet use actually increased.

14. Bicycling is really good for our youth

There are obvious reasons why any bike advocate would want to see more kids on bikes, including the fact that youth are our cities’ future riders and the next generation of community leaders. What’s less often talked about are the holistic health benefits bicycling offers our children. Aside from the obvious physical benefits of increased activity, youths who engage in regular physical activity report fewer depression and anxiety symptoms, have higher self-esteem, and also perform better academically than kids who are inactive. Additionally, Outride’s “Riding for Friends, Fun, and Fitness” report highlights how youth who ride regularly report higher levels of mental well-being and spend fewer hours in front of screens. 

Don’t always focus on bikes — in fact, if you can manage it, your messaging should focus on the benefits to everyone rather than just people riding bikes. This may seem antithetical to the goal of getting more people riding but research bears out this messaging strategy. Make a point to talk about how bicycling infrastructure improves the lives of all, whether or not people choose to bike, by increasing opportunity, relieving congestion, and growing the economy through recreation improvements. 

When discussing bicycle infrastructure, dwell less on the cyclists and instead focus on how infrastructure can help make streets safer for everyone, benefit people’s health, and provide crucial transportation access to jobs and essential services. Your messaging around bikes should always focus on bringing people together and turning drivers into supporters. 

As the leaders in the fight for building better communities, the responsibility for messaging falls on us. To win over diverse groups and achieve a bike-forward agenda, we need to shift the conversation.

As electric bicycle incentive programs gain popularity in states and cities nationwide, PeopleForBikes tracks, advocates for, consults on, and learns from each new proposal. After compiling top lessons and best practices, we are proud to launch our Electric Bicycle Incentive Toolkit for advocates, retailers, and policymakers across the United States. The toolkit offers a foundation to make it easier to propose, design, and implement incentive programs while considering each communities’ unique needs and governmental structures.

Resources you’ll find in the toolkit: 

Sample legislative language for standard e-bike incentive and grant programs

Comparison of existing incentive programs

Lessons learned from data-backed incentive programs

Best practices and FAQs for incentive programs

Access the Electric Bicycle Incentive Toolkit

We invite advocates, retailers, and policymakers across all levels of government to utilize this resource, reach out to us with questions, and borrow what works best for your community in creating an effective, equitable, and popular e-bike incentive program. PeopleForBikes is here to help activate local advocates and bike businesses, work with lobbyists, and implement other tactics to turn these ideas into successful legislation and programming.

Denver, Colorado, continues to make headlines with the wide-reaching success of its e-bike rebate program. PeopleForBikes collaborated with Ride Report and other stakeholders on a white paper outlining results and recommendations based on data from the program. To get involved in advocating for the program, or to learn more, our state partners at Bicycle Colorado created a helpful page of resources. 

After the success of the Denver program, numerous policy makers across the country took note and began introducing their own e-bike incentive programs. As of April 2023, 16 states have introduced legislation to create or renew funding for e-bike incentive programs. E-bike incentives are proving to be one of the most popular and tangible climate policy tools to not only reduce car trips and congestion but also expand low-cost mobility options for people who might not otherwise choose to bike for transportation.

Vermont (HB 479): As the first state to create a state-level e-bike incentive program open to the general public, the proposed bill will renew funding for that program. It also creates a new cash for clunkers program (trade in your old car for an e-bike) and the first state-level commercial e-bike incentive in the country, meaning certain businesses can apply. Incentives would apply to the purchase of either a new or used electric bicycle.

Oregon (HB 2571): If approved, this bill will offer $400 for general residents and $1,200 for people who make 80% of the area median income for the purchase of an e-bike. The bill proposes investing $6 million for the first two years, $2 million of which would be reserved for low-income participants.

New York (S 314): A proposed expansion to the state's Drive Clean EV Rebate Program will offer New York residents a 50% rebate for the purchase of a new electric bicycle, with a maximum rebate of $1,100.

Minnesota (HF 2360): Although still going through amendments, this bill seeks to create a $10 million e-bike incentive program. This would propel Minnesota into the ranks of California and Colorado as states with the largest funded e-bike incentive programs in the country. 

You can keep track of e-bike incentive proposals and programs across North America with help from our friends at the Transportation Research and Education Center at Portland State University. To learn more about the e-bike incentive programs currently in place, check out this blog to read about progress in Massachusetts, Hawaii, Connecticut, Colorado, Vermont, and Rhode Island. 

Want to support a national e-bike incentive program? The reintroduced E-BIKE Act (H.R. 1685/S. 881) in Congress would create a federal tax credit for electric bicycles. You can take action to support the E-BIKE Act here. You can also contact the PeopleForBikes team for ideas and support for implementing an e-bike incentive in your community. 

PeopleForBikes’ New E-Bike Incentive Design Tool

The U.S. Department of Transportation (USDOT) recently released the Equitable Transportation Community (ETC) Explorer, a new tool to help city planners, advocates, and elected officials plan more equitable transportation investments. This interactive web application helps identify historically underserved communities based on a variety of factors, including those that contribute to transportation insecurity, such as transportation access, safety, and cost burden. 

The tool also assesses climate, disaster, and environmental burdens, providing decision-makers with the necessary information to construct resilient bike infrastructure in the face of climate change and natural disasters. The ETC Explorer's five lenses — Transportation Insecurity, Climate and Disaster Risk Burden, Environmental Burden, Health Vulnerability, and Social Vulnerability — provide a deeper understanding of the cumulative strain communities experience from underinvestment in transportation. 

This tool is just one component of USDOT's efforts to confront and address decades of underinvestment in transportation as part of the Biden-Harris Administration’s Justice40 initiative. As a low-cost form of transportation, bikes are well poised to alleviate transportation insecurity, one of the more significant contributors to poverty that affects one-in-four Americans. Bikes can provide access to essential services and mitigate environmental and health stressors by reducing air pollution and promoting physical activity. They can also address social vulnerability by providing affordable, reliable transportation to employment and education opportunities. 

In the last few years, some cities have developed their own equity measurement tools for transportation infrastructure. In 2021, New Orleans launched its Bicycle Equity Index to measure and track disparities in access to biking infrastructure. The index provides a score for each neighborhood based on access to bike lanes, bike share stations, bike parking, and safety to help the city identify areas needing additional investment. Similarly, since 2020, the California Department of Transportation (Caltrans) has been developing its Transportation Equity Index, which aims to define equity problems and solutions (an initial version of Caltrans tool is expected to be released in mid-2023). 

For communities that lack funding to develop their own custom tools, the ETC Explorer is a fantastic resource. This is especially important as most USDOT grant programs now require applicants to include equity considerations, such as identifying underserved communities and how proposed projects would reduce barriers to opportunity. 

With the help of the ETC Explorer, more communities can prioritize work with underserved communities, especially as they compete for billions of dollars in USDOT funding for bicycle and pedestrian infrastructure investments. By using the ETC Explorer to plan for investments, cities across the country can address decades of underinvestment in transportation and promote more equitable outcomes for all Americans.

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This Annual Bike Ride Connects Cherokee Youth to Their History

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PeopleForBikes’ New E-Bike Incentive Design Tool

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