We advance trade policies for bicycle manufacturing that create stability in the global trade environment so that U.S. bike companies can proactively plan their supply chains, adjust their production to meet demand, use their capital to invest in business expansion, hire new employees and increase wages.

We fight bills and measures that would increase taxes and support those that decrease taxes on businesses. We support a taxation policy that recognizes the considerable potential of the bicycle to help achieve domestic goals and support other U.S. policies directed at improving the environment and advance incentives such as tax credits, tax deductions or interest-free loans for businesses.

We work to foster a positive business environment through state legislation toward progressive electric bicycle laws and state offices of outdoor recreation. Progressive electric bicycle laws ensure that consumers and retailers are not confused about their state’s electric bicycle laws and that electric bicycles are regulated similarly to traditional bicycles. States that have offices of outdoor recreation create new government positions focused on growing the outdoor recreation industry, managing the substantial contributions that this sector brings to their economies and defending the outdoor industry’s interests.

We closely monitor federal and state legislation that regulates the use of toxic chemicals, especially in children’s products, to ensure they don’t have a negative impact on the bicycle industry. While we understand the public health concerns related to the use of chemicals in bicycles and bicycle components, we work to exempt those products from legislation further regulating manufacturing, especially products that pose little or no exposure risk.

PeopleForBikes members directly employ a large workforce involved in all facets of the bike industry, but we understand that the pipeline of well-paying, professional jobs in research and development, design, engineering, marketing and sales requires more diversity. We are creating best practices to support workforce development and diversification.

The Arizona-based mountain bike company partnered with a local nonprofit to refurbish bikes for families in need.

In the summer of 2019, Daniel Limburg, a planning and product manager at Pivot Cycles, got lunch with Michael Sullivan, agency director at the Welcome to America Project (WTAP), a nonprofit that helps resettled refugees make a life in the Phoenix Metropolitan Area. As Sullivan described his work at WTAP, Limburg’s interest was piqued. It was when Sullivan mentioned the nonprofit’s newly launched bike nights, however, where volunteers refurbished donated bikes for refugees, that Limburg saw an opportunity to get involved. 

Founded in 2001, WTAP was the natural outgrowth of one couple’s desire to help a newly resettled refugee family from Afghanistan. A refugee, as opposed to a voluntary immigrant, refers to a person who has been forced to leave their country to escape war, persecution or natural disaster. Phoenix consistently ranks among the top 10 cities for refugee resettlement in the U.S., and what started with one family soon blossomed into the 501(c)(3) nonprofit WTAP is today.

For the 2021 fiscal year, the Biden Administration has set a refugee cap at 62,500 people. Once refugees are accepted into the U.S. and placed in a new city, they have just 90 days to assimilate and find a job (they're given six months to pay the U.S. government back for airfare costs). Although refugees are provided housing, many show up with nothing more than a suitcase and a rudimentary grasp of the English language. 

“Imagine if you landed in Tanzania and had six months to figure out housing, food and work,” said Sullivan, who served as a WTAP volunteer for more than a decade before coming on as director. “Our goal is to turn fear into hope — and it goes both ways.”

Volunteers with WTAP form a welcoming committee, greeting new arrivals and working to make sure they feel accepted in what can be a hostile environment. By providing used and new donated items — everything from furniture to computers to clothing — the organization helps refugees set up their apartments and find work. Recognizing that transportation is a key factor when it comes to accessing essential services, WTAP also provides donated bicycles. For many refugees, a bike might be their only way of getting to an English class or a job, especially during undesirable shift times when transit is less frequent.

“I realized I could make a difference by repairing and helping people get on bikes,” said Limburg (pictured above), who first attended one of the nonprofit’s bike nights in August 2019. “When I first decided to volunteer, I shot out a quick office email asking if anyone wanted to join me.”

The first night, three Pivot coworkers helped alongside Limburg. In September, a few more attended until eventually, there was a rotating crew of Pivot employees showing up every month. The group would get dinner beforehand at Boulders, a bike-friendly bar and restaurant, before setting out to work for a couple of hours repairing and tuning up bikes at the WTAP warehouse. The bikes are primarily sourced by Shelley Brown, who runs Phantom Cyclist, an organization she started with her husband, a National Interscholastic Cycling Association (NICA) coach and son, a NICA rider. Brown was independently sourcing and fixing up bikes for refugees when she partnered with WTAP in 2018.

By the time Limburg and the Pivot community entered the scene, the bike operation was relatively well established, with Phantom Cyclist and WTAP providing refurbished bikes to families most weekends. Still, the Pivot employees brought a new level of expertise, training volunteers on basic bike mechanic skills, as well as tools and bike stands, which helped accommodate a greater volume of bikes. When Limburg realized Phantom Cyclist was buying bike parts at Walmart, he tapped his network and secured the organization a KGS dealer account, as well as donated cables, housing and brake pads from Shimano. 

“Pivot’s been a true miracle force,” said Sullivan. “They’ve given us a continuity that we didn't have before.”

When the pandemic happened, many refugees were among the hardest hit, often the first to lose their jobs and become isolated. Although WTAP was still delivering bikes, there were few options for volunteers to gather safely and the repair nights came to a halt. By May, when it was clear COVID-19 precautions wouldn’t be lifted, Limburg offered to pick up bikes and repair them at Pivot headquarters. Roughly every other week, upwards of 12 people would get together after hours to work on bikes. Even Chris Cocalis, president and CEO of Pivot Cycles, got involved. 

“My favorite thing about being in the bike industry is giving people a new perspective of how bikes can help,” said Limburg. “Bikes are something that can truly save people, allowing them to find jobs, learn the language and assimilate into society.”

Bikes are currently being repaired roughly twice a month at both the WTAP and Pivot warehouses. Looking to the future, Pivot is working with WTAP to launch skills instruction programming for refugee children and repair workshops for adults. To date, WTAP estimates that it’s been able to get upwards of 500 bikes into the hands of refugees. Since one bike is often shared by multiple people in a family, the ripple effect is much greater. 

Limburg and Sullivan both note the story of a Syrian family, refugees of a war who were shell shocked and suffering from PTSD. Hoping to encourage the family to get outside, WTAP delivered a bike and the family’s young son Aziz, who didn’t speak English, began pleading with his dad to learn how to ride. A few of the volunteers, including Sullivan, took the boy outside and taught him the basics.

“I forgot you had to run alongside a bike rack,” said Sullivan. “At 60 years old, I'm not used to doing that, but the kid learned to ride.”

Five months later, the volunteers were back at a neighboring apartment complex when they heard someone yelling at them. Aziz pulled up, alongside a whole crew of new friends on bikes, and started speaking in perfect English—that day, he even helped serve as a translator for a different Syrian family that had just arrived. Learning to ride and having access to a bicycle allowed Aziz to learn English, make friends, explore the community and start dreaming big.

“The trajectory started to change when that bike got into his hands,” said Sullivan. “It’s not just a bike, it's freedom for the newly free.”

Pivot Cycles Is Welcoming Refugees to America

We spoke with retailers across the country to learn about various initiatives that are boosting business and building community.

Around the country, for-profit and nonprofit bike shops are stepping up to get more kids on bikes. We spoke directly with local retailers to learn about the different ways they’re engaging youth, from offering discounts on gear to hosting youth-focused bicycling workshops and events. Though the specifics on programming and reach vary, all of these shops are committed to building community for the next generation around bikes.  

Supporting youth cycling is an investment in the future of biking

For Brian Pierce, service manager at University Bicycles in Boulder, Colorado, championing youth programs is an investment in the future. “We feel it is important to expose young people to bicycling as a sport, a means of transport and a possible career,” said Pierce. Scott Smith, owner of The Bicycle Chain shops in the Raleigh-Durham area, is likewise thinking long term. “Your twelve-year-olds are your twenty-five-year olds in thirteen years — they’re my future customers,” said Smith. “It's important to make bicycling safe, inviting and fun.”

Eric Supil, executive director of the Charlotte Re-Cyclery community bike shop and of the local Trips For Kids chapter in Charlotte, North Carolina, emphasized the transformative role youth play in shaping communities. “We want to build a strong future by making sure that we're enriching and we're encouraging youth to make cycling part of their lifestyle,” said Supil. With the understanding that the youth are going to be the ones most impacted by current infrastructure investment and urban planning decision making, Trips For Kids Charlotte leads bike camps in local neighborhoods so youth can understand and engage with decision-making for transportation infrastructure investments and help shape the future of mobility in Charlotte. 


Supporting youth cycling engages families and is good for business 

By backing local youth cycling programs, bike shops can have a ripple effect, encouraging parents, guardians and other family members to both ride bikes and buy them. At the Charlotte Re-Cyclery, a youth-focused, earn-a-bike program makes it easy for kids to enroll in a street smarts curriculum and receive a free refurbished bike, lights, lock and helmet upon completion. Through a partnership with Cycling Savvy, the Re-Cyclery expanded in order to host entire families. 

“The [family] program provides a bonding opportunity and a way to continue engagement,” said Supil. “It creates a pathway so that youth can learn and build reinforcement and support from the people that are closest to them.”

[Learning to reattach a bicycle chain at the Charlotte Re-Cyclery. Credit: Charlotte Re-Cyclery.]

Engaging youth and their families also has a financial benefit, helping shops bring in more customers. The Bicycle Chain offers discounts to youth who participate in the local National Interscholastic Cycling Association (NICA) team, a decision that pays off in increased sales to parents looking to ride with their children. University Bicycles and Art’s Cyclery, a bike shop in San Luis Obispo, California, also offer discounts to local NICA teams with similar results. Josh Job, owner and service expert at Art’s Cyclery, has seen how getting kids stoked on bikes can set off a domino effect, ultimately bringing more parents into the store. “That parent will come out next time that we have an event and maybe that'll get a brother or sister into it too,” said Job.

Supporting youth cycling diversifies the bicycle industry

Exposing youth of all backgrounds to biking helps diversify a historically male-dominated and predominantly white industry. By targeting female and BIPOC youth in particular — with workshops, skills clinics and mentoring programs — local bike shops are helping remove barriers for populations that have typically been left out. These efforts have the added benefit of helping create a more diverse talent pipeline for bike shops and the bike industry in general. 

In Boulder, University Bicycles offers youth mechanic clinics specifically for women. “We’ve only done a few clinics, but that helped us get a bunch of young women interested in working on their own bikes,” said Pierce. Representation in bike shops can also help youth feel comfortable entering bike shops, creating an environment where they’re able to ask questions and even envision themselves working. “I am incredibly proud of the more experienced women we have working in service,” said Pierce. “They are active in teaching the younger, less experienced women and opening up opportunities to these young women that they previously might not have thought possible.” 

As a direct result of these clinics, University Bicycles ended up with five high-school-aged women working at its shop over the summer. Across the country, Supil and the Charlotte Re-Cyclery are in the process of developing an internship program to train diverse youth in bike mechanics and create a skilled, marketable workforce that represents the Charlotte community. The Re-Cyclery also offers low-cost or free bicycles in order to remove the high up-front equipment costs to biking. 

“That's a pro for the ecosystem of cycling here in Charlotte,” said Supil, who sees some of his program participants upgrading to bicycles from for-profit shops after discovering biking through the Re-Cyclery or Trips For Kids programming. For-profit bike shops in Charlotte accept used bike donations on behalf of the Re-Cyclery. “You have a gateway to bicycling, you have a next step and it almost becomes like a circular economy in a way,” said Supil. 

[Youth mechanics clinic for women at University Bicycles in Boulder, Colorado. Credit: University Bicycles, Boulder, CO.]

Other actions bike shops can take include offering up stores as meeting spaces for youth programs, as well as collaborating with non profits like Outride, which works to diversify cycling communities and advance youth health outcomes through its Riding For Focus (R4F) middle school education program. In Los Osos, California, Art’s Cyclery championed an Outride Bike Build at Los Osos Middle School. Together with Foothill Cyclery, Bike San Luis Obispo and volunteers from the Cal Poly Cycling Team, Art’s Cyclery built 51 bikes for the Los Osos R4F program. “Outride is helping less fortunate kids that don't have a bike to really get out there and experience it,” said Job.

Riding for Focus Bike Build for Los Osos Middle

PeopleForBikes applauds the work of local bike shops around the U.S. supporting youth cycling programs. Is a local bike shop in your community doing awesome work to get more kids on bikes? Let our PeopleForBikes’ youth team know. Drop a line to Nick Aguilera, youth and community partnerships manager. 

Why Local Bike Shops Should Support Youth Bicycling 

New legislation is promising, but still falls short of answering the demand for safe and connected infrastructure.

UPDATE: Thanks to the fast mobilization of grassroots voices in key states, the Senate Environment and Public Works (EPW) Committee passed an amendment on May 26 to include the bipartisan Connecting America’s Active Transportation System Act (S. 684) with $200 million/year in funding in their reauthorization bill. That’s one billion dollars throughout the five years of the bill and a huge win for the future of connected bicycle and active transportation networks. We’re grateful to the sponsors of S. 684, Senators Ed Markey (D-MA) and Dan Sullivan (R-AK), for leading this amendment effort as well. 

Leaders in the U.S. Senate introduced a bipartisan transportation bill this week that would significantly increase funding for bikes, but the proposed legislation falls short of offering the kind of transformative investment needed to meet the growing demand for safe and connected bike infrastructure. 

First, let’s put this bill into the larger political context — Congress is supposed to authorize policy and funding for surface transportation (generally roads, bridges and railways) every five years. The last authorization, the FAST Act, was set to expire in 2020, but Congress agreed to extend it through 2021. This bought more time to work on a reauthorization bill and figure out how to fund everything. The Senate’s legislation is intended for 2022-2026, and this is just the first step. The House of Representatives will produce their own version soon, and eventually, both chambers and the Biden administration will have to agree on policy, funding and how to pay for it. 

Today, with a demand for better infrastructure coming from both the White House and communities across the nation, we might actually see a reauthorization of transportation policy turned into law. 

Let’s dive into the details — unfortunately, what we would like to see as a central focus of the future of active transportation policy is missing from the Senate’s bill. The Connecting America's Active Transportation System Act (S. 684) would create a $500 million/year dedicated grant program designed to help communities build out complete networks for biking, walking, rolling, scooting, etc. The sponsors of the bill, Senators Markey (D) and Sullivan (R) are pushing for an amendment to include the act in the reauthorization bill as it moves through the legislative process, and we are 100% in support. 

This program is essential to serving the growing demand for biking and walking by funding network connectivity. You can read more in an op-ed we co-wrote in The Hill alongside our partners at the Rails-to-Trails Conservancy and America Walks. 

Now, let’s talk about what did make it in the bill. Another core part of our vision for federal bike policy is doubling the funding for the Transportation Alternatives Program (TAP), and this bill gets close. TAP is the largest source of federal dollars for bike projects (like protected bike lanes, trails and multi-use paths), so increased funding is critical to supporting the growth in ridership we’ve seen over the past year. TAP funding is currently limited to $850 million annually, and the bill would increase the program to $1.38 billion in 2022, up to $1.48 billion in 2026. 

Other important provisions we support in the Senate bill: 

Inclusion of the model three-class electric bicycle definition.


Reforms to TAP that make it easier for states to use federal dollars for bike and pedestrian projects.


Requirement for states to develop standards for Complete Streets.


A vulnerable road user assessment (i.e. study how dangerous roads are for people outside of cars).


The Reconnecting Communities Program, supporting the removal of highways where low-income and minority communities were disconnected by their construction and rebuilding to enhance equity.


A study on the use of bicycles in disaster relief mobilization.

Stay tuned for more updates as this bill moves through the Senate’s legislative process and as the House introduces their own version of reauthorization legislation. We’re hopeful that Congress and the Biden administration will be able to agree on a bill that offers a transformative vision for active transportation policy this year. 

Senate Transportation Bill Shows Promise for Bikes at the Federal Level

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

The first 100 days of the Biden administration and the start of the 117th Congress will be packed with agency nomination hearings, a Senate impeachment trial, numerous executive orders and a legislative effort to set the agenda of the new Democratic majority. We expect Congress and the Biden administration to deliver another COVID-19 relief and stimulus package soon, as well as expand vaccine distribution. After that, we could see a range of top legislative priorities, including a package focused on climate or infrastructure. Read on to find out what these plans and policy goals can mean for bikes. 

Federal nominations most relevant to the bicycle industry:

Secretary Pete Buttigieg will almost certainly be confirmed to the top role in the U.S. Department of Transportation (USDOT) before the end of January. We’re asking the department to consider appointing an active transportation czar or, with support from Congress, establish an Active Transportation Administration to elevate the demand for safe, connected and accessible bicycle and pedestrian infrastructure. The Biden administration is charging every cabinet position to prioritize climate change, and the DOT is no exception. We’re working to ensure that bicycles and active transportation infrastructure are meaningfully included in the department’s fight to lower carbon emissions. 

President Biden’s nominee for Deputy Secretary at USDOT, Polly Trottenberg, returns to the department after serving as Under Secretary of Transportation for Policy under President Obama and leading New York’s DOT. Her unmatched expertise in transportation policy and experience as a civil servant will support our ambitious goals for safety, climate resiliency and accessibility in multi-modal transportation systems. 

Congresswoman Deb Haaland (D-NM) is the Secretary-designate for the Department of the Interior (DOI) and will soon undergo the confirmation hearing process. We’re excited for this historic and important nomination of the first Native American to take the helm at the DOI, overseeing lands under the National Park Service, Bureau of Land Management, Fish and Wildlife, Bureau of Indian Affairs and more. We’re asking her to support trail users in public lands across the country and recognize the growing use of electric bicycles for recreation. We’re looking forward to working with the DOI to make our federal public lands more accessible and welcoming for all Americans, especially communities historically marginalized in outdoor spaces. 

Katherine Tai, former chief lawyer on trade to the Chairman and Democratic Members of the Committee on Ways and Means, is the nominee for the office of the United States Trade Representative (USTR). The USTR oversees all U.S. trade policies — an area with consequential influence on the bike industry. We’re looking forward to working with her and the Biden administration to stabilize U.S.-China trade relations and offer relief to American bike businesses burdened by Section 301 tariffs. 

President Biden’s campaign slogan was to “Build Back Better,” and he made his commitment to American infrastructure a priority for these first 100 days. While the current transportation funding bill expires on Sept. 30, we expect Congress to take up a transportation and infrastructure package in the next few months. We’re asking Congress to prioritize bicycle infrastructure as a means to lower carbon emissions, revitalize local economies and make roads safer. We are also asking them to offer new incentives for purchasing electric bicycles and biking to work, alongside significant increases in funding for connected active transportation infrastructure. 

Interested in learning more about PeopleForBikes’ federal policy work? Reach out to Federal Affairs Manager Noa Banayan at noa@peopleforbikes.org. 

What to Expect in the First 100 Days of the New Administration and Congress

In March 1933, only three weeks into his first term, President Franklin Delano Roosevelt proposed a bill to Congress to create the Civilian Conservation Corps (CCC). Congress funded the CCC in April, and by summer thousands of unemployed young men were enrolled in the program that would put them to work on environmental conservation projects to improve public lands and parks across the nation. Over the next nine years, at least 3 million enrollees fought forest fires, planted trees and built fish rearing ponds, bridges and campground facilities, gaining valuable job skills and education. The CCC rebuilt and renewed America’s national parks, a legacy that endures nearly a century later.

The economic challenges our country faces today are substantial, much like those of 1933. What if we founded a new CCC? One that places bikes at the forefront of its work, mobilizing their power to reshape our nation’s cities and towns while at the same time creating jobs, boosting the economy and creating new opportunities for sustainable transportation.

Lawmakers have recently drafted bills for inclusion in a new stimulus package with CCC-like components that would make big investments in outdoor recreation and public open spaces. The bills typically intend to jumpstart shovel-ready projects that have been placed on the back burner due to a lack of funding. Given that, by some estimates, every $1 million spent in wilderness restoration and outdoor recreation infrastructure generates up to 33 jobs, it’s hard to think of a better federal investment in job creation or economic stimulus.

At the 10,000-foot level, a bike-centric CCC — let’s call it a bike corps — could focus on the recreation and transportation opportunities bikes provide in both urban and rural communities, offering local people living-wage jobs that could enhance their skills and their communities, while also pumping money into local economies. It would promote active transportation and create more inclusive opportunities for biking by better connecting citizens to schools, homes, healthcare, jobs and each other. 

In the near term, a bike corps could start with shovel-ready and close-at-hand projects. One such project — accelerating the completion of the 3,700-mile Great American Rail Trail, a network of trails stretching from the tiny West Coast community of La Push, Washington to the nation’s capitol in Washington, D.C. Corps workers could close key gaps and build and refurbish infrastructure that supports bike tourism and travel, such as camping and lodging facilities, priming communities from coast to coast for a boom in bike tourism. 

Where trails pass through towns and urban areas, the bike corps could build or restore rest stops, bike repair stations and local trailside parks and facilities. From the inception of the corps, projects could be prioritized in historically underserved neighborhoods and complement existing infrastructure projects.

At the local level, a bike corps could create well-connected networks of protected bike lanes in thousands of cities and towns across the country. Connecting these networks to local and regional trail systems could feed bike tourism while giving more Americans the opportunity to try biking for transportation, in turn further stoking local economies. Recent studies suggest that retail sales increase by more than 10% and food sales increase by more than 50% on streets with newly installed bike lanes, significantly higher than increases on nearby streets. 

At the same time, these new connections could relieve households from some or all of the financial costs demanded by car ownership (an average of $9,561 per year, according to AAA) by making biking a safer, more reliable option for transportation. Finally, allowing citizens to comfortably replace even a modest number of shorter car trips with bike trips would reduce carbon emissions and increase physical activity, in turn building healthier communities and reducing the cost of medical care.

On the jobs front, all of these projects could connect bike corps crew members with union apprenticeships in construction and trades, corporate apprenticeships in related fields like architecture, planning or civil engineering or to a multitude of jobs in outdoor recreation, opening up these professions to populations that have traditionally faced high barriers to entry. 

Ultimately, a bike corps could connect communities, cities and our country, thanks to the help of bicycles. Giving hundreds of millions of Americans the ability to ride down their street, through their communities, onto a trail and into the great outdoors would be a legacy as profound and lasting as the one President Roosevelt’s CCC left on our national parks. 

What a Modern Civilian Conservation Corps Could Do for Bikes

Policy

Growing the Bike Industry

Proactively Addressing Trade and Supply Chain Challenges

Decreasing Tax Burdens on Bike Businesses

Passing Progressive Electric Bicycle Legislation and Establishing Offices of Outdoor Recreation in All 50 States

Protecting the Industry from Troublesome Chemicals Legislation

Advancing Progressive Workforce Development Practices