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

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

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

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

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

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

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

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

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

Why use a qualitative approach in your research?

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

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

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

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

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

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

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

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

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

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

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

Why are these persistent stereotypes so harmful?

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

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

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

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

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

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

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

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

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

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

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

A Q&A With Charles Brown on U.S. Barriers to Biking

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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


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

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

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

5 Bills Every Bike Advocate Should Care About

Data can be used to tell a number of different stories. But statistics from short periods of time are often unstable, if not unreliable. What we know is that in places committed to and producing better bike infrastructure, the number of people on bikes has increased across the board.

USA Today recently published an article suggesting that fewer Americans are biking to work than in the past. Much of the data from the article is drawn from the American Community Survey (ACS), an annual survey conducted by the U.S. Census Bureau to capture a demographic snapshot of American people including their primary means of traveling to work. While this survey provides a regular snapshot of how our communities evolve, the data offers a more limited view of U.S. transportation habits.  

It’s true, at a national level, bike-to-work mode share — at least that measured by the U.S. Census — dropped for the first time since 2009 — from 0.69% in 2016 to 0.63% in 2017. However, this one year drop doesn’t necessarily indicate a trend unless we see the pattern continue over several more years.

And the work occurring at the local level in the U.S. continues to impress. Even while half of the U.S. cities with the highest levels of bike-to-work mode share experienced the slight downturn revealed in the national data, biking to work has increased significantly in all 10 over a five-year period. And the nine-year trend is even more impressive.

NOTE: The graphic above uses 5-year estimates because the margin of error in the 1-year estimates is very high. We exclude those who use transit, walk, or work from home so as not to penalize cities with high levels of those modes.

In the cities that have invested in better bike infrastructure, without fail, bike commuting has vastly increased, and will continue to increase.

That said, it wouldn’t be a surprise to see continued declines in bike-to-work mode share on a national level. Stresses like an increase in miles driven, distracted driving, relatively inexpensive gas, and bigger cars all encourage driving and discourage biking, making our work as advocates even more important.

So what’s the secret to growing bicycle riding amidst these pressures? It’s simple. Building complete transportation infrastructure that connects biking, walking and public transit using safe designs for people of all ages and abilities to use. Complete networks connect and give access to destinations like work, school, and daily errands.

Bike use at the local level is tied closely to investment in safe places for people to ride bikes. And the perception of safety goes beyond building protected lanes.

The real story is in communities like San Francisco, Washington D.C. and New York City where we’re already seeing changes in the way transportation networks function. Bike use at the local level is tied closely to investment in safe places for people to ride bikes. And the perception of safety goes beyond building protected lanes. In places where complete networks are being created, more people feel safe getting to where they need to go by bike.

It’s hard to criticize the consistency, availability, and comparability of the ACS data. After all, it’s the only multi-year data set we have available to understand biking participation. However, we should be cautious how we use the data and fully grasp the limitations of using the ACS as a sole source for identifying trends in biking. The ACS only measures the primary mode of travel, which means that if someone takes a bus and rides a bike the last mile, only the bus portion of the trip gets counted. Because it’s also based only on a small sample size, the data for any city has potentially huge margins of error, which can cause high degrees of variance year to year.

In every analysis, trends are established over time. That means looking at the bigger picture over a longer period to gain a better understanding of how transportation is evolving.

With this in mind, we’re working hard to establish a more complete understanding of bicycle riding in the U.S. Our City Ratings system offers a more holistic measurement of what’s going on in a community taking into account not only biking to work, but also recreational riding. Matched against other factors that influence bicycle riding like perceptions of safety, the quality of bike infrastructure, and how quickly communities are moving to make bicycle better, we’re able to more accurately assess bike riding for any city in the U.S. We also conduct an ambitious bike riding participation study: We’ve performed it three times and should be able to identify a clear trend line after we complete round four in 2020.

In every analysis, trends are established over time. That means looking at the bigger picture over a longer period to gain a better understanding of how transportation is evolving. We can accomplish this only by advancing the way we measure trips and modes of transportation. But most important, data measured with methods like our City Ratings can be used to help communities make improvements, and make them more quickly.

Bike Commuting: Growing or Shrinking in the United States?

Whether you’re just starting out as a bike commuter, or an old hand at it, there are always things you can do to make your ride smoother. There are steps you can take before you leave, small improvements you can make to your bike, and gear that will prepare you for the elements. We asked our friends, family and colleagues who commute what their number one piece of advice would be. Here are the suggestions that we heard most often.

Your job is stressful enough, your commute shouldn’t add to it. Google maps, MapMyRide, and LaneSpotter are just a few of the tools you can use to map a route. Paper bike maps (yes, those still exist!) and friends who know their way around can also help you find safest and reliable ways to get to work. One of our friends suggested locating bus routes or subway stations along the way, as a backup plan if you need a break or the weather changes. Another added that commuters should give themselves a cushion of 10 or 15 minutes, at least until they’ve got the best route memorized. That way, if you do take a wrong turn, you can find your way back without worrying about being late.

You don’t need to spend thousands on a fancy new bike to commute to work, but there are a few accessories that might be worth spending money on. If you’re riding in your work clothes, fenders can be a lifesaver (and a pants saver). Even if it’s not raining, you can’t predict the weather or the puddles you’ll have to cross. Another key purchase: a bell. Unless you want to yell “on your left” over and over, a bell can go a long way to giving you the space you need around pedestrians and other bike riders. One person we asked said that getting a rack and pannier was a game-changer, allowing her to carry more weight than a backpack.

3. Get a flat-fixing kit (but also map out the nearest shop)

Learning how to make the simplest repairs can help you become a more confident rider. The easiest of them all is fixing a flat tire (though getting that last bit of tire on the rim has been known to befuddle even the most committed rider). Seriously though, some tire levers, a pump and either a patch kit or a spare tube is all you need to save yourself from a long walk or an expensive Uber XL ride. One commuter we asked said he also locates bike shops along his commute, and knows when they open and close. That way, if he needs help with something more complicated, he knows where to go.

4. Check the weather and prepare for surprises

If you’ve got a phone, you’ve got a pocket meteorologist. Yes, you can decide that you’re going to be like the post office, and commute in the rain, sleet or snow. Or you can give yourself a break and decide that you don’t need to ride in conditions that dampen the fun. Either way, knowing the weather means being prepared with a raincoat or gloves or an extra layer. A committed commuter we spoke to said that one item that’s made a big difference is a pair of sunglasses because they keep out the rays and keep dust and debris from the road from getting into his eyes.

You don’t have to ride in head-to-toe spandex, but honestly, bike shorts can make a big difference. Nearly every person we talked to said it’s worth the investment. They make your ride more comfortable, which can give you the boost you need to go further or ride longer. If your commute is short, you may not need to think about a change of clothes, but for longer distances, bike shorts and a spare t-shirt can be a big help. Another item we heard about over and over again was wipes. If you don’t have a shower at work they’re a good way to freshen up after a sweaty commute.

We’re celebrating National Bike to Work Day on May 18, but in our opinion most days could be bike to work day—you just need to get the right people on board. Leadership from the top is important in any workplace, and having your boss or HR manager promote biking to work could be the jumpstart your colleagues need. You know those folks are busy, and always thinking about the bottom line, so you need to be able to quickly and effectively present the argument that biking to work is good for your company. How do you do that? Here are three solid arguments to help you make the case.

1. Biking to work makes for more productive employees

The strongest argument for getting your boss behind bike commuting is that he or she will get more from their staff. A 2012 study concluded that, “aerobic activity is indeed a powerful modulator of structural brain plasticity.” What that means in layman’s terms is that people who exercise regularly actually have more brain growth than those who don’t. Biking to work incorporates exercise into a commute, making it the perfect way to get where you need to go while simultaneously stimulating your brain. You could be one quick ride away from your next big and brilliant idea.

2. Biking to work can lower health insurance costs

Two studies published in the journal “Aging Cell” provide evidence that regular bike riding throughout adulthood protects against a variety of age-related health issues including loss of muscle mass, strength, and immune system deficiencies. Read the first and second papers here. Healthier employees mean fewer sick days and lower health insurance costs. In a 2014 interview about her book Bikenomics: How Bicycling Can Save The Economy, Elly Blue pointed out a program run by Quality Bicycle Products, a bike and bike part distributor in Minnesota. “QBP is one of a handful of companies across that country that are starting to actually pay employees money to bike to work,” she said. “After a year of doing this, they found they’d paid out $45,000 to bike-commuting workers and saved about $200,000 on healthcare claims that year.” Now that’s an argument for biking you can put in the bank.

3. Biking to work makes for a happier staff

You might be spending at least eight hours a day with your coworkers, so it’s hard not to affect each other’s moods. If someone is having a bad day, that grouchiness can be contagious. But good moods can catch on as well, and that’s where bike riding comes in. A 2017 study published in the International Journal of Workplace Health Management found that, “those who cycled to work were less stressed than their counterparts who arrived by car.” It’s hard to imagine any manager who wouldn’t want their employees coming in refreshed and happy, instead of stressed out.

Biking to work isn’t for everyone, but there are plenty of people who might adopt the behavior with just a little encouragement. Having a boss or HR manager to help could be just the motivation they need, and these arguments can help you get the support from the higher-ups to turn bike commuting from an afterthought to a company-promoted practice.

Three Ways to Make the Bike to Work Case to Your Boss

Commuting to work by bike can be easier said than done. There can be a lot of hurdles that keep people in their cars. You can’t move people closer to work or control the weather, but that doesn’t mean you’re helpless. You can start by telling your colleagues how much better your life is as a bike-to-worker. You can also take these five steps to get them on board.

Workplace bathrooms aren’t necessarily known for their comfort and roominess. It can be awkward to completely disrobe in a stall, not to mention the risk of dropping your blouse in the toilet. A separate and comfortable place to change out of bike clothes and into work clothes can make a big difference for bike commuters.

Even the best bike lock isn’t 100-percent effective, which means leaving a bike locked outside an office for eight or more hours can be stressful. Add to that the possibility of unexpected rain or snow, and fear of damage to a bike can be a big deterrent to people riding in. Indoor and secure bike parking is a great solution for this, but not the only one. If you can dedicate a separate space for bikes, consider allowing people to bring their bikes into the office. They won’t take up too much space and can be conversation starters.

One of the most common answers to, “why don’t you ride to work?” is probably, “I don’t know how to get there safely.” If you really want to be a bike to work encourager, take some time to show off your knowledge. Point people to mapping websites and apps or sit down with them and help them plan a route. Someone probably gave you advice when you started and it’s time to pay it forward.

Everyone loves prizes, and small gifts can be just the motivation people need to hop on their bikes. Coupons for coffee shops and restaurants, company swag, or gift cards to bike shops are just a few of the incentives that can be the extra push. You could even enter bike commuters into a raffle for larger prizes like bike gear or extra vacation days. Riding to work is its own reward but sometimes people need something to help them get started.

For many people, riding to work is no small feat. Show them that you’re noticing. Feature bike commuters on company blogs or social media or give them a shout out at staff meetings. Not only will this help encourage them to keep going, it could also be the push others need to start biking to work themselves.

Topics

Bike Commuting

PeopleForBikes at Work on Bike Commuting

News

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

5 Bills Every Bike Advocate Should Care About

Bike Commuting: Growing or Shrinking in the United States?

Five Ways to Optimize Your Bike Commute

Three Ways to Make the Bike to Work Case to Your Boss

Be a Bike to Work Ambassador