PeopleForBikes, in collaboration with Wend Collective, helped five U.S. cities successfully increase bicycle mobility through the construction of new bike infrastructure.

In 2018, PeopleForBikes set out to accelerate the construction of mobility networks in five U.S. cities — Austin, Texas; New Orleans, Louisiana; Pittsburgh, Pennsylvania; Denver, Colorado and Providence, Rhode Island. The project, dubbed the Final Mile, in partnership with Wend Collective, was successful in achieving that goal. It also created a playbook for any city looking to quickly build quality, connected bike infrastructure.

The Final Mile utilized a dynamic, accelerated approach to combine existing political will and untapped community support for bicycling by providing the necessary resources for cities to rapidly accelerate the pace of bike network implementation.

Austin completed 115 miles of new bike lanes to achieve a 50% build-out of its All Ages and Abilities Mobility Network in only 24 months.

Denver constructed 100 miles of new bikeways, tripling the pace at which its planned network of interconnected, low-stress bikeways was being built. 

New Orleans managed to construct 27 miles of new bikeways and offered the highest concentration of new protected bike lanes in the program.

Providence constructed 43 miles of new bikeways, with an additional 22 miles planned for construction in 2022. 

Pittsburgh completed 50 new network miles and is dedicated to completing another 15 miles in 2022.

The Final Mile program offers a unique model of investment designed to shape local policy through political action. In the five funded cities, the program helped inform growing interest and support for bicycling, aided local leaders in shaping their goals and contributed to national momentum in favor of improved bicycling infrastructure. 

Below are our top lessons learned from the Final Mile.

Cities are capable of achieving tremendous goals when they have the means and will to do so. The Final Mile program asked these cities to find the will (through community-driven advocacy) so local leaders supported by PeopleForBikes could provide the means (funding and expertise).

With a bold vision and sufficient resources, cities are able to establish more ambitious goals and achieve them. 

Balance must be struck between elected officials, city staff, advocacy groups, community leaders and residents to achieve success. 

Every stakeholder group has a role to play in creating the initiatives. The Final Mile framework helped streamline processes to move the campaigns forward quickly.  

Every project faces unique hurdles, including city administration structure, the way resources are allocated and how communities are engaged in the decision making process. 

The Final Mile funded parallel strategies in all five cities, but approaches will vary to meet the needs of each individual city looking to achieve success. 

Developing inclusive opportunities to comment is the most efficient way to deliver real feedback to officials from the people most affected by their decisions. 

Amplifying supportive voices helps highlight what is most important to the community.

While all cities are unique in their challenges and resources, much of the Final Mile programming can be scaled and applied to cities of all sizes across the U.S. to make connected bike networks achievable anywhere. 

Connected bike networks still benefit people who will never use them. Effectively communicating the universal benefits of quality bike infrastructure is crucial in building communitywide consensus. 

Bike networks add value to communities by increasing opportunity, relieving congestion, providing recreation opportunities and more — the benefits stretch far beyond those who chose to move by bike.  

Learn more about the Final Mile by visiting finalmile.peopleforbikes.org.

A Proven Model for Accelerating Bike Networks

Austin, Texas, and Paris, France, both made big commitments to prioritize bicycling. But how do the cities’ efforts compare?

When people talk about great bicycling cities, places like Copenhagen and Amsterdam usually lead the conversation, perhaps followed by Portland or San Francisco if you’re focused on biking in the U.S. While these lofty reputations are thanks to a myriad of work done by each of these cities over many years, one underlying similarity links many of the world’s best places to ride a bike: a dedicated, concerted investment in infrastructure that gets people where they need to go, safely and conveniently, without needing to get behind the wheel of a car. 

Two cities — Austin, Texas, and Paris, France — both recently made such commitments to prioritize bicycling — connecting communities, relieving traffic congestion, improving air quality and fostering healthier residents along the way.

Paris’ journey began in 2014 under their newly elected Mayor Anne Hidalgo. In an effort to curb the city’s growing car traffic problems and make Paris a global cycling capital, Mayor Hidalgo’s “Plan Velo” was an aggressive, $167 million bicycle infrastructure program that promised to build 1,400 kilometers (~870 miles) of cycleways by 2020, essentially doubling the size of the bike network at the time. 

Also in 2014, Austin, Texas, set a similarly ambitious goal: Build a 400-mile bicycle network that winds throughout the city, connecting urban trails, quiet neighborhood streets and new protected bike lanes. The envisioned “All Ages and Abilities Bicycle Network” would be accompanied by other infrastructure updates, with the end goal of improving mobility and creating a more livable community for all Austin residents. 

“We have to do a better job of giving everyone in our city more equitable, safer and convenient transportation choices,” said Mayor Adler in a 2021 interview with PeopleForBikes. “People of all ages — whether they’re a child or in their eighties — and of all backgrounds have to feel comfortable and secure moving freely in Austin.”

Paris managed to build 1,000 of their planned 1,400-kilometers of cycleways by 2020, increasing bicycle use in the city by 54%, but Austin’s network rollout wasn’t as immediately successful. The city had constructed less than 20 miles of their envisioned network by the end of 2017, a pace that meant the project wouldn’t likely be completed for decades.

Thanks to the efforts of MoveATX, a coalition of community leaders, advocates, activists and local organizations, buoyed by the work of the PeopleForBikes Final Mile project, which sought to accelerate the construction of bike networks in five U.S. cities, Austin sped up the pace of construction, building more than 100 miles of new bikeways between 2019 and June of 2021. This accelerated progress brought the All Ages and Abilities Network to 215 miles, more than half of the envisioned miles in the 2014 plan.

While Paris’ initial success outweighs Austin’s by more than 400 more miles of bikeways built in the same timeframe, there are still lessons to be learned from the Texas Capital. The fact that Austin is only one of few North American cities to reach such a milestone while Paris is following in the footsteps of its bicycle-famous neighbors in Denmark, the Netherlands and Belgium shows Austin’s commitment to leading the way on building better bicycling infrastructure in the U.S. This network transformation taking place in its home state of Texas, known for its highways, big trucks and even bigger car-centric attitude, only doubles down on Austin’s dedication to bucking the norm and taking proactive steps that benefit everyone, not just those who drive. 

Outside of their network achievements, the physical size and density of Paris and Austin also makes them an interesting comparison. Austin’s population of just over 1 million resides on 272 square miles where Paris’ 2 million residents are squeezed into just 41 square miles, making Austin seven times larger than its French counterpart with half of the population. 64% of Austin residents currently being able to access the All Ages and Abilities Network show’s the city’s ongoing dedication to making sure infrastructure improvements aren’t solely tied to busy city centers.

Looking ahead, both Austin and Paris show no signs of slowing down. After re-election in 2020, Mayor Hidalgo announced “Act 2” of her Plan Velo, with $290 million in funding dedicated for cycling improvements through 2026. Beyond bike lanes, the additional plans also include removing more than 100,000 on-street parking spaces and limiting vehicle traffic across the city, taking street space back from cars and allowing more room for bike lanes, bike parking, green spaces and other public amenities. 

Thanks to overwhelming voter support for Proposition B in November 2020, Austin passed a $460 million active transportation bond meant to continue the expansion of walking and biking networks throughout the city. $40 million will be directly funding additional miles for the AAA network, of which City of Austin officials expect to pass more than 400 total miles (more than 100% of the original miles envisioned in 2014) by 2025. Once complete, Austin expects 83% of residents to be able to easily walk, bike or scoot using the AAA network throughout the city.

Depending on what metrics you look at, weighing the work of Austin and Paris may seem like comparing apples and oranges. But the common thread that unites the efforts of these capital cities located thousands of miles apart is this: Both cities are not historically known for cycling. But thanks to the strong political will of elected officials combined with existing public support for bicycling, both Paris and Austin made a decision — to prioritize bicycling in order to make their city a better place to live. Cycling utopias aren’t built in a day, but by laying the groundwork to position bicycling as a safe, healthy and easy way to get around, Austin and Paris may soon see themselves amongst the Copenhagens and Amsterdams of the world. 

Learn more about Austin and the Final Mile by visiting finalmile.peopleforbikes.org.

U.S. DOT Announces 2022 RAISE Grant Cycle to fund infrastructure projects nationwide.

2022 holds incredible potential for federal funding to support better, safer, more connected bike infrastructure. One of the many opportunities now available is the U.S. Department of Transportation’s Rebuilding American Infrastructure with Sustainability and Equity (RAISE) grants. On January 28, 2022, Secretary of Transportation Pete Buttigieg announced the opening of this $1.5 billion program. 

Interested in applying for a RAISE grant to help fund a bike or trail infrastructure project near you? Here are the details you need to know: 

The application deadline is 5 p.m. EST on April 14, 2022

Selections will be announced no later than August 12, 2022

While incredibly competitive, we know bike infrastructure projects, including multi-use paths, trails, cycle tracks and more, help increase safety outcomes and transportation equity, all while reducing emissions and car dependence in communities across the U.S. Applicants should consider how their project addresses climate change, ensures racial equity, removes barriers to opportunity and supports the workforce — all things we know the right bike project can deliver. 

Funding for RAISE grants is up 50% this year, so if the winners from 2021’s grant cycle are any indication of the direction the DOT is heading, we’re expecting grantees in 2022 to support a wide variety of sustainable, active transportation projects. 

Some highlights of awarded projects from 2021 include:

$20 million to the Delta Heritage Trail in Southeast Arkansas, a rail-trail project to connect rural communities with active transportation.

$17 million to the Tuscaloosa University Boulevard Corridor Project in Alabama, which will revitalize the corridor with needed safety, visibility and accessibility improvements, including new bike lanes. 

$12 million to the Council Creek Regional Trail Project in Washington County, Oregon to connect low-income communities via a multi-use path. 

The last cycle of RAISE grants included more bike infrastructure — and larger multimodal projects that brought bikes along — than any previous year. We’re optimistic that in 2022, the DOT will prioritize projects that create more complete streets, multimodal accessibility and connected, protected bike networks.

RAISE Grants Present Big Funding for Better Bike Infrastructure

New legislation in Congress could help identify 10 long-distance bike trails and invest in rural communities’ recreation potential.

Despite hyperpartisanship and gridlock on most issues before Congress today, outdoor recreation legislation continues to build momentum and support from both sides of the aisle. Instead of resting on our laurels after the monumental success of the Great American Outdoors Act becoming law, the outdoor advocacy community and champions in Congress are working hard to ensure the legacy continues with the first recreation-focused policy package in American history.

At PeopleForBikes, we’re excited about two outdoor bills in particular: the Biking On Long Distance Trails (BOLT) Act and the Rural Outdoor Investment (ROI) Act. These bills could help make recreational bike riding more accessible and support local economic growth — and have a strong shot at being turned into law this year. 

Some of the most scenic bike riding in the United States can be found on dedicated, long distance trails across spectacular landscapes, varied terrains and in diverse communities nationwide. Picture-perfect experiences that range from the rugged Continental Divide Trail, to more family-friendly rail trails and everything in between make for amazing mountain biking, bikepacking and touring, gravel riding and more. 

The bipartisan BOLT Act (H.R. 6337/S. 3264), led by Representatives Joe Neguse (D-CO), Susie Lee (D-NV) and Kelly Armstrong (R-ND) and Senators Ben Ray Lujan (D-NM) and Kevin Cramer (R-ND), would direct the Secretaries of Agriculture and Interior to:

Identify no less than 10 existing long-distance bike trails on Federal lands in excess of 80 miles in distance.

Identify 10 areas where opportunity exists to develop or complete long-distance bike trails on federal lands in excess of 80 miles in distance.

Coordinate with stakeholders on the feasibility of completing long distance trails and the resources necessary for such projects.

Publish maps, signage and promotional materials highlighting the positive aspects of the long-distance trail network.

Issue a report, with input from stakeholders, outlining the details of existing and proposed long-distance trails and their promotion.


The House Natural Resources Committee recently held a hearing on the BOLT Act, to which PeopleForBikes submitted testimony in support alongside our partners at the International Mountain Bicycling Association, Adventure Cycling Association and Bikepacking Roots. This follows the Senate Energy and Natural Resources Committee’s hearing in December on BOLT and other outdoor recreation-focused legislation (which you can read more about here). 

The newly introduced ROI Act (S. 3583), from Senators Chuck Schumer (D-NY) and Michael Bennet (D-CO), would create a $50 million/year program to fund outdoor recreation infrastructure, planning and business assistance in rural communities nationwide. This funding will support communities and economies hard hit by the pandemic, disasters as a result of climate change like wildfires and floods and transitions in industry and job markets by investing in a sector poised for sustainable and long-term growth: outdoor recreation. 

Adult participation in bicycling increased 10% since the start of the pandemic, matching record growth in other sectors of the outdoor industry. 

The Outdoor Industry Association's Outdoor Rec Economy report found that mountain bicycling activities, which generally take place in rural areas or rural/urban interfaces, directly contribute to the economy in the following ways: 

Investing in infrastructure that supports bicycling of all kinds — mountain, gravel, touring, road and more — grows communities’ culture of recreation and has proven economic returns for rural economies. The ROI Act will take advantage of the growing excitement for outdoor recreation by helping rural areas put a down payment on their sustainable future as outdoor recreation-based economies.

A Pro-Recreation Policy Package Is on the Horizon

These 2021 builds are all more than just bike lanes — they represent political wins, Complete Streets projects and crucial connections that make up comprehensive bike networks.

In 2018, PeopleForBikes set out to create a proven model for how U.S. cities can systematically increase bicycle mobility. The playbook included tapping into existing community support for biking, amplifying that support with paid communications and thoughtful neighborhood-based engagement and empowering elected leaders to accelerate bike network construction. Three years later, we have tangible results — in Austin, Denver, New Orleans, Providence and Pittsburgh — that prove this strategy works.

The five cities above were part of a two-year partnership with PeopleForBikes dubbed The Final Mile. The project sought to accelerate the installation of complete mobility networks by providing cities with the necessary financial resources, as well as tactically helping them overcome the public opinion hurdles that too often delay progress. All of the participating cities understood that change was needed to meet mounting transportation needs and the urgency of climate change — and that complete bike networks were the best course of action.

Spoiler alert: All of our best bikeways for 2021 are in Final Mile cities. While that may not read as fair and impartial (sorry, Bike Twitter), we believe that bike lanes don’t live in isolation and that a commitment to a complete, safe and accessible network is what’s going to truly help transform bicycling in America. None of our picks are perfect, but they are all significant in their respective cities, key pieces of the built environment that help escalate sustainable momentum for bicycling.

This protected bike lane, which was completed in October, connects downtown Denver to the westside Sun Valley neighborhood. For those unfamiliar with Denver, this project is a big deal due to the presence of interstate highway I-25, which divides the two areas, as well as the critical link between a more established downtown bike network and low-income neighborhoods to the southwest that have traditionally been underinvested in relative to other parts of the city.

“The Sun Valley neighborhood, in particular, is one of the most diverse neighborhoods in the city, and also one of the poorest,” said Jill Locantore, executive director of the Denver Streets Partnership. “It is really very close to downtown, as the crow flies, but until the 13th Ave. bike lane was installed, it was very difficult to get from Sun Valley to downtown via bike, particularly for new bike riders or families with kids who really need a high comfort facility to feel safe.  So the bike lane makes a whole new way of getting around viable for the folks in that neighborhood.” 

The bike lane was also upgraded based on community feedback, which speaks to the importance of outreach and engagement amongst community members and partners, as well as a broad media campaign. Denver set an ambitious goal of building a 990-mile connected, safe and comfortable bikeway system — 100 miles have been completed in the last two years alone, tripling the pace at which its planned network would be built. The West 13th Avenue route is a key part of the overall vision.

“[West 13th Avenue] provides a high comfort bike facility and connection between two crucial aspects of the Denver bike network,” said David C. Pulsipher, Denver Department of Transportation & Infrastructure (DOTI) city planner supervisor. “It connects downtown Denver with the South Platte River Trail, which carries a high volume of bicycle traffic both locally and regionally in the Denver Metro Area.”

Read more: How the Final Mile cities are working to break down barriers to bicycling.

2. South Water Street
Providence, Rhode Island

South Water Street used to be a highway ramp, under siege from speeding cars for years. Now, it’s a pedestrian-friendly destination. Far more than just a bike lane, the thoroughfare is a Complete Street, with new pedestrian crossings that make connecting to nearby Memorial Park safer and ADA-compliant, as well as bus islands that greatly improve people’s transit experience. The traffic calming has been a wild success: A study done one week after the project was completed found that there was an 84-96% reduction in the percent of vehicles traveling faster than 30 mph, a life-saving measure by any account. 

“While this project faced significant pushback from businesses, institutions and a State DOT interested in preserving the status quo, neighborhood residents and forward-thinking elected officials were able to fight through it to the project's widely celebrated conclusion,” said Liza Burkin, lead organizer of the Providence Streets Coalition, which was instrumental in engaging residents around the project. 

South Water Street’s infrastructure improvements mark a return to people-focused design for the area, which have not only strengthened Providence’s sense of community, but also help sustain momentum for 22 miles of bike lanes slated for construction in 2022. Crucially, the new bikeway connects the recently completed Michael Van Leesten Pedestrian and Bicycle Bridge — and new bicycle infrastructure on the other side of the bridge in downtown Providence — to the East Bay Bike Path, one of the state’s most popular trails for both recreation and commuting.

“The South Water Street bikeway closes a critical gap in Providence’s envisioned urban trail network,” said Martina Haggerty, director of special projects at the City of Providence Department of Planning and Development. “By connecting our neighborhoods to one another and regional assets like the East Bay Bike Path, we’re expanding access for thousands of people of all ages and abilities.”

Read more: A 1.5-mile stretch of Broad Street in Providence, Rhode Island, is undergoing a holistic mobility upgrade and community engagement is an integral part of the plan.

3. Smallman Street
Pittsburgh, Pennsylvania

In a city with more than seven miles of protected bike lanes, some built in 2021, why would we honor this painted standard lane? While Smallman Street certainly isn’t one of the best bikeways in the true sense of the word, it does represent a significant win for bikes. In an era where even transportation is politicized, that counts for a lot. 

Whereas before this four-block stretch of Smallman Street was completely wild, the redesign made it a little less chaotic. The painted bike lanes were accompanied by sidewalk improvements, new lighting and new crosswalks, making the entire area more appealing to pedestrians and bicyclists alike. Importantly, these improvements are located in the heart of Pittsburgh’s Strip District, which helped push the conversation forward regarding the need to create safe bike connections through the area. Scott Bricker, the executive director of BikePGH, is cautiously optimistic about what this accomplishment might mean for the district.

“Smallman Street is both significant and not very comfortable, especially with a bunch of people parking incorrectly,” said Bricker, noting that it’s designated back-in angle only. “But it did win some contested space for bikes at a time when the city had no appetite to carve out space for bikes on that street.”

While there are bike lanes at the periphery, there are currently none that extend through the Strip District, cutting off a neighborhood that’s undergoing major economic development. While a painted bike lane there might seem like a small gain, it established biking in an area that’s coming alive with art and restaurants — and it’s led to new community engagement opportunities for advocates and the city to build on. It's Bike Pittsburgh's hope that 2022 will kickstart a broader neighborhood planning process and be the year to connect the Strip to the surrounding bike lane network.

Read more: How Pittsburgh’s Move PGH pilot is making different forms of shared mobility easily accessible — and car ownership obsolete.

4. North Peters - Elysian Fields Bikeway Corridor
New Orleans, Louisiana

New Orleans suffered a lot of unforeseen challenges when it came to accelerating the buildout of its bike network, including the collapse of the Hard Rock Hotel in 2019, a cyber-attack in early 2020, damage caused by Hurricane Ida in 2021, complications with FEMA roadway projects and, of course, COVID-19, which hit the region especially hard. Despite the setbacks, city officials and the New Orleans Complete Streets Coalition formed a potent partnership that achieved far more together than either would have been able to accomplish alone. A prime example is the North Peters - Elysian Fields bikeway corridor, a roadway redesign with multiple safety and mobility benefits.

“This bikeway, like others in the Mayor’s Moving New Orleans program, resulted from listening to residents throughout the network planning and design processes,” said Jennifer E. Ruley, mobility and safety program lead at the city’s Department of Public Works. “Because Elysian Fields connects to other parts of our low-stress bikeway network, even more bike trips can be served.” 

This bikeway, in the historic Marigny neighborhood, was completed through the conversion of a six-lane roadway to four lanes and the introduction of a parking-protected bike lane. Prior to this work, the .8-mile corridor had two bicyclist fatalities, one pedestrian fatality and numerous crashes involving injuries in the last seven years. For many, including Dan Farve, the former executive director of Bike Easy, the transformation of this stretch of Elysian Fields has been nothing short of amazing. 

"I used to avoid it when riding, and now I go out of my way to enjoy the fun and comfy bikeway,” said Farve. “It gets me right to Crescent Park and — with the great, connected improvements to N. Peters — it's an easy shot in and out of the French Quarter."

Residents and business owners alike have attested to how much the redesign has benefited the area, noting how much easier and safer it is for folks to move around — not a small thing in any city, let alone one that sees a lot of tourists. This street transformation demonstrates that even busy streets can be made more comfortable for people who walk, bike, drive and use transit. 

Read more: New Orleans’ Bicycle Equity Index was instrumental in the planning of its proposed 550-mile bike network.

5. Longhorn Dam Shared Use Path
Austin, Texas

Austin is the clear standout among our five Final Mile cities. In two years, the Texas capitol finished 115 miles of new bike lanes and the city’s 400-mile all ages and abilities bicycle network is currently more than halfway complete with another 200 miles to be done by 2025. By then, 83% of Austin’s residents will be able to easily walk, bike or scoot using the AAA network, connecting them to destinations throughout the city.

The Longhorn Dam Shared Use Path is a prime example of taking what a major barrier to biking and transforming it into a bikeway where anyone, from an 8-year-old or their 80-year-old grandmother, might feel comfortable bicycling. Among the east side residents that bore the brunt of the route’s previous safety risks, there has been a longtime desire to see the connection finally realized. After substantial community engagement, these immediate, interim improvements have been made while a brand new “wishbone” bicycle and pedestrian bridge is designed and built over the next five years. The pandemic prompted and accelerated action on the bikeway, which serves as an important connector between other bike paths.

“Our top priority is to improve the safety, comfort and connectivity for people on foot, using bicycles and personal mobility devices to get around Austin,” says Rob Spillar, director of Austin’s Department of Transportation. “This project shows what we can get done when we combine thoughtful community feedback, responsive agile design principles and data-driven programming. It also demonstrates how we can respond to areas of our community with the greatest need, making more equitable investments city-wide.”

Read more: Austin Will Be America’s Next Great Biking City

These builds are all more than just bike lanes — they represent political wins, Complete Streets projects and crucial connections that make up comprehensive bike networks.

The Best New Bikeways of 2021

In case you missed them, here are 12 of our most important stories from last year.

2021 was a big year for bikes, both in terms of business — NPD Group reported the year-to-date market for bicycles was up 69% over 2019 — as well as from a cultural perspective, with people everywhere beginning to recognize the power of the bicycle to help reach climate and equity goals. At the federal level, we secured major new funding for bike infrastructure (a 70% increase for paths and trails), plus, Congress authorized a program to build connected bike networks and create Complete Streets standards. Electric bikes are an official part of the Build Back Better package and are increasingly prevalent on streets across the U.S. 

By all accounts, it’s an exciting time for our industry. Building on that excitement, there are a handful of stories we published last year that we’d be remiss for not sharing again. Give them a read and let’s carry this incredible momentum around bicycling into 2022.

These four U.S. cities, all with populations under 50,000, received top scores in our 2021 City Ratings. While completely different in terms of geography, culture and approach, they're all doing something right when it comes to bicycling.

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

This candid conversation with Charles T. Brown discusses the findings of a groundbreaking report on U.S. barriers to biking — and what we can do to create safer, more equitable and inclusive communities. 

3. Austin Will Be America's Next Great Biking City

Over the last two years, the Texas capital accelerated the buildout of its all ages abilities bike network, completing more than 100 new miles with no signs of slowing down. It complements our interview with Austin Mayor Steve Adler.

4. What the Growth of Black Peloton Can Teach Bicycling

The stationary bike and exercise company offers potent lessons when it comes to fostering safety, comfort and community for BIPOC riders.

Through the personal bicycle history of Roshun Austin, this piece highlights the physical, cultural and societal barriers that exist for women in the U.S. in general — and that are especially acute for women of color.

From 2020 to 2021, the Minnesota capital’s City Ratings score increased significantly. There are two major factors that led to St. Paul’s score bump: a series of infrastructure improvements and the citywide lowering of its default speed limits.

7. Meet the Rider Improving Access for Disabled Mountain Bikers

If a rider with paraplegia can’t navigate your network, is it truly world-class? Jeremy McGhee is on a mission to ride and document every mountain bike trail in Northwest Arkansas, opening up the landscape for those who can’t ride a traditional bike.

8. The ‘Bike Boom’ Isn’t Just for Adults

The future of kids’ bicycling appeared dire until the pandemic hit. Now, a new generation of bicyclists is emerging, thanks largely to the work of youth bicycling organizations around the country.

A study published in October 2021 shows that areas with less bike infrastructure experience disproportionate ticketing, compounding the effects of racially biased policing and transportation policies.

10. Five Strategies Every Bike Advocate Needs

Want to advance bicycling locally? To win over diverse groups and achieve a bike-forward agenda, we need to shift the conversation. It’s time to reconsider how we apply our messaging around bicycling and bike infrastructure.

11. How Bicycling Changed During A Pandemic

Considering COVID-19 is as prevalent as ever, this piece — based on two studies launched by PeopleForBikes’ at the end of 2020 — hasn’t lost much relevance. Especially the part that highlights the diversity of new riders and a need across the industry to welcome them in.

12. The Unintended Consequences of Bike Laws

Many bicycle laws — such as those that require people to wear helmets, use bike lights or obtain a bike license — seem like a great idea. In reality, these laws are often virtually unknown and enforced at the detriment of BIPOC citizens and those experiencing homelessness.

Topics

Bike Networks

PeopleForBikes at Work on Bike Networks

News

A Proven Model for Accelerating Bike Networks

A Tale of Two Biking Cities

RAISE Grants Present Big Funding for Better Bike Infrastructure

A Pro-Recreation Policy Package Is on the Horizon

Five of the Best New Bikeways

PeopleForBikes’ 2021 Must-Reads