American Bicyclist Jan/Feb 2013

AMERICAN

Working for a Bicycle-Friendly America

BICYCLING MEANS BUSINESS

THE

League of American Bicyclists

Jan-Feb 2013 www.bikeleague.org

MEANS BUSINESS ISSUE

Interview with an Industry Pioneer: Georgena Terry p. 8 The Path to Federal Funding for Biking in your Community p. 10 Pedaling to Economic Prosperity p. 16-24 American Bicyclist I

content JAN-FEB 2013

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IN EVERY ISSUE Viewpoint.......................................................... 2 Inbox................................................................... 3 Cogs & Gears.................................................... 4 QuickStop.......................................................... 28

Credit Kyle Gradinger

Women Bike

8 Georgena Terry Means Business

An interview with a women’s cycling

pioneer

Pedal Progress

10 The Push to Put Cycling on the MAP

16

Navigating the challenges of the new transportation bill

14 Infographic: How Federal Dollars Flow

from Congress to your Community

From the Saddle 16 Paths Less Pedaled

How bicycles are saving small towns in rural Oregon

20 Rolling on the River

20

Bicycling takes center stage along the Mighty Mississippi

ThinkBike

22 Bike-Friendly Business Districts

A practical revolution

BFA Workstand 24

The Path to Prosperity is Marked with Bike Symbols Memphis uses bicycles to revive the urban core

Cover photo: Bike-Friendly Business Districts (from left) Cali Bike Tours Owner Elizabeth Williams; Wa Wa Restaurant Owner Proum Ry; Bixby Knolls Business Improvement Association Executive Director Blair Cohn; 4th Street Business Association President Kerstin Kansteiner; East Village Association President Michael Mosselli; Long Beach Pedaler Society Chief Pedaler Dusty Taylor; and Green Octopus Consulting President April Economides. Photo by Allan Crawford

viewpoint [

Andy Clarke, president]

PLANTING SEEDS,

growing the movement

O

Over the past decade, the National Bike Summit has grown into the most important bicycle advocacy event of the year. From humble beginnings, the event now attracts nearly 1,000 advocates, industry leaders, and partner groups — and sends them up to Capitol Hill with a powerful, unified message in support of cycling.

Certainly, every year is important — but 2013 is critical. With the next transportation bill on the horizon, we’ve got to show Congress that Bicycling Means Business!

This year there’s a new Congress: new members, new committee assignments and staff. There will be at least 12 new faces on the House Transportation and Infrastructure Committee alone! With less than a year before Congress begins to debate the next transportation bill, we have to start NOW in building the relationships and creating an effective strategy to make that bill better for bicycling.

I hope you’ll join us in this important work on March 4-6, 2013, here in Washington, D.C. The beauty of the Bike Summit, though, is that it’s so much more

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than a single event. Time and again, as I travel around the country, members, clubs, advocacy groups and industry leaders tell me how the Summit has inspired and informed their work to make biking better at the state and local level.

For example, last year I attended the truly inspirational Youth Bike Summit in New York City. Hosted

by Recycle-A-Bicycle, the event attracts some of the most creative and dedicated advocates from across the country – especially those working to empower and engage the next generation of bicyclists. The event was an inspiring introduction to future leaders and a true reflection of the diversity of the movement. We couldn’t be more honored that the organizers credit the National Bike Summit with giving them the idea to host this annual event. (The 2013 event will be held Feb. 15-17: Learn more at recycleabicycle.org) North Carolina had its first statewide bike summit in 2012, too.

The organizers — including League board member Mike Nix and his wife Claudia — met for the first time in the corridors of Congressional office buildings in Washington, D.C. They decided there and then that North Carolina should have such an

event, and they were right: More than 200 people turned out for the first summit, and communities are already vying to host the next.

Bringing cyclists together, giving them a voice, and helping them make the case for better biking is what we do. We mean business when it comes to building a Bicycle Friendly America, from the halls of Congress to your community. Join us at the Summit; register at bikeleague.org/ summit13.

Andy Clarke, President

inbox [

letters to the editor]

Mayor Bob Foster

People Matter

I was delighted to see the article

by Bill Nesper in the NovemberDecember issue of American Bicyclist on Bicycle Friendly Leaders. Recognizing leaders who have embraced and promoted the Bicycle Friendly America program is exactly what we should to be doing. Behind every bicycle lane, cycle track, trail, and education program, is a champion that made it happen. People matter. Thank you League of American Bicyclists for your vision and leadership.

- Peter A. Lagerwey, Seattle, Wash.

Baby Seat Safety I’d like to reply to Rich Delom-

bardo’s letter in the July-August issue of American Bicyclist about the risk of having a child seat between the handlebars and the rider. With 85 years of bicycling and raising six children through many years of bicycling, I’m sorry that Rich let his imagination keep him from enjoying bicycling with his small children. My son, Tom, born in 1943, enjoyed our first baby seat when he was five months old. He had 65 miles before he was a year old and his one brother and four sisters all enjoyed that seat until 1958 when it was stolen.

A baby seat over the front wheel – or back wheel – is not safe because there is a definite wobble while bicycling and motion affected by the child’s movement. (A baby in a backpack is even more dangerous.) We found a baby seat on the bar behind the curve of the handlebar never had a wobble or had any balancing problems from the child’s movement.

Tom enjoyed the view ahead, could see himself in the headlight and safely fall asleep. Also, his feet did not make contact with the front wheel. The Bugger – pull-along from behind – didn’t come along until the 1970s, but I’d still prefer our baby seat!

- Phyllis Harmon, Seminole, Fl.

TWEETED Bike Arlington Today we met up with the @BikeLeague to receive an award for our participation in the National Bike Challenge.

Green Lanes

Despite the visibility and encouragement factor of green lanes, I remain suspicious of separation as the primary goal of infrastructure. In the glowing review of green lanes by Mr. Walljasper in the September-October issue of American Bicyclist, I was especially disturbed by the following two statements: that the green lanes provide “a defined space for people on bikes,” and that “drivers appreciate the clear delineation about where and

FACEBOOK POST

Why I’m Thankful for Bikes

I am thankful for the joy of getting someplace under my own steam. The pride in helping the planet everytime I bike somewhere.

The wind in my face. The amazed look on motorists faces, when I pass them in a traffic jam.

- Una Nelson White

Tommy started riding when he was five months old.

American Bicyclist 3

inbox [

letters to the editor]

how cars and bikes share the street.”

Mandatory use laws notwithstanding, the entire street is already a legally defined “space for people on bikes,” as well as for people driving cars. It is a public space, which we all pay for, and should all be entitled to use. In my opinion, to say that a green lane provides a defined space for cyclists makes it all too easy to conclude that the rest of the road is not for people on bikes. Untrue. As to the second statement, I’m sure the (motor vehicle) drivers DO appreciate the clear delineation about where and how cars and bikes “share the street.” Prior to the green lanes, many of them just expected us to “share the road” by sticking to the edge and staying out of their way all the time, even though the law allows otherwise. Now with the “defined space” of green lanes,

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conveniently located just where the public always thought cyclists should be anyway — on the margins — motorists can feel even more justified in their frustration with bicyclists who aren’t staying “where they belong.”

Personally, I don’t trust paint to tell me how to share the street. Bicycle advocates need to not frame the conversation in ways that weaken the road rights that our predecessors in the League of American Wheelmen fought for. The language we use is important. Please speak thoughtfully.

- John Brooking, Westbrook, Maine

Thanks for your letters We eagerly await all of your comments — good and bad — on cycling, the League, our publications, and just about anything else you want to tell us about. E-mail carolyn@ bikeleague.org or mail it to us at 1612 K Street NW, Suite 510, Washington, D.C. 20006. Comment on facebook.com/ leagueamericanbicyclists or twitter.com/bikeleague.

Letters may be edited for style and length.

cogs&gears GIVING

Thank you to the following organizations and individuals who contributed at least $100 to the League, above and beyond membership dues, in October 2012.

$1,000-$4,999 Organizations

Florida Freewheelers Seagull Century Ride Twin Cities Bicycling Club Individuals

Jennifer Fox Robert Gubler Devon Hodges and Eric Swanson

$100-$999

Organizations

Bicycle Club of Lake County Reston Bike Club Starved Rock Cycling Association Individuals

Glencora Borradaile David Bowie David Enos & Family Cynthia Hoyle Alan Kailer Jodi Kris (in memory of Jodi Grant) Jane Leiby Norman Pace John Seyfarth John Siemiatkoski

clubsnapshot

BICYCLE COMMUTERS OF ANCHORAGE

By Ariell Heacox Biking in Anchorage has its unique challenges. In the United States’ northernmost city, average temperatures range from 8 to 21 degrees — without wind chill — in January. Nearly a foot of snow typically falls and daylight lasts a mere six hours. Yep, Anchorage commuters are a special breed.

The local club and League member organization, Bicycle Commuters of Anchorage (BCA), has grown to more than 1,000 members, in part, by helping Anchoragites make winter riding safe and manageable. “I bike in all conditions and bike to work throughout the year,” says BCA leader, Brian Litmans. “My stopping point is about negative 25 degrees, so I can bike most days. When it snows more than a few inches, it can be tough to bike to work.”

While Brian has a mountain bike, which can only be ridden when the roads have been plowed, many BCA members have a “fat bike,” so called for its over-sized tires. “Once you get the clothing layers dialed in, and you have a bike properly outfitted, biking in the winter is really enjoyable,” Brian says.

To share the joy of riding with the wider community, the BCA hosts winter biking classes, rides, and events, like the Winter Bike Fest. The winter biking classes address the issues of being properly attired and equipped for the weather, as well as how to be visible. The monthly rides are designed for beginners, providing theory and practice for the newbies. “I think folks quickly find out how much fun it is to be out on their bike in the winter,” Brian says.

“It’s just a great way to appreciate the beauty of where we live.”

Learn more about the BCA at bicycleanchorage.org.

American Bicyclist 5

cogs&gears membersnapshot NEIL WALKER

By Scott Williams

League Member Neil Walker first discovered cycling after a series of knee injuries ended his college basketball career. A specialist recommended cycling as an alternative to surgery. He got on a bike, strengthened his knee, and in the process found a new direction in life. “It has been a blessing to have cycling in my life,” Neil says. “It gave me life, invigorated me.”

The bicycle movement is blessed that Neil now spends much of his time sharing his love of cycling with youth and diverse communities in Atlanta.

Much of Neil’s work focuses on communities of color and disadAtlanta advocate, educator and vantaged neighborhoods. He rides with the Metro Atlanta Cycling League member: Neil Walker Club and, as their youth coordinator, works directly with five youth programs. Neil also partners with the Atlanta Bicycle Coalition as a League Cycling Instructor, teaching cycling in 10 middle schools.

Several times a year, Neil leads overnight trips for youth, including taking two dozen kids on the annual Bicycle Ride Across Georgia (BRAG). There are so many lessons to be learned from these trips, Neil says: The kids get to see the world outside of their neighborhoods, and learn teamwork, service and stewardship.

But Neil goes beyond the traditional advocate. He’s working to improve kids’ health, not just through bicycling, but by sharing his interest and love of organic farming as a means to help youth make better decisions about how they fuel their riding. Through his consulting business, Cycles in Change, he helped establish Women Bike Atlanta and, this year, he’s becoming an LCI coach. He plans to use this new title to help train new LCIs within the National Brotherhood of Cyclists — a coalition of Major Taylor cycling clubs — and work through those groups to replicate Atlanta’s successful youth programs in other cities.

League Takes the Lead on Bike Laws

Attorney on staff means more legal resources and capacity By Ken McLeod

Y

ou know the rules of the road when you’re out riding. Maybe you even teach bike skills as a League Cycling Instructor. But do you know all the bicycling laws in your state?

Since coming to the League in August, I’ve reviewed more than 2,000 laws related to bicycling. From planning and taxation to funding and traffic, I dusted off and dug in to statutes and administrative codes in each and every state. By researching

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those primary sources and tapping into great resources compiled by bicycling organizations and agencies, I was able to pull together a comprehensive database of laws.

Now the challenge is to put this data to work for the bicycling community – in language for the everyday bicyclist.

The first product of this research: State-specific highlights of traffic laws that affect bicyclists.

There are plenty of laws shared by all states; and plenty of laws that

are intuitive for both bicyclists and other road users. So, our highlights focus on the differences among states and the distinctions between the treatment of bicyclists and motorists.

These highlights are meant to help bicyclists go beyond knowing the rules of the road and understand the laws that are significant to bike advocacy efforts. Throughout my research I found incredible lawyers, legislators, and bike advocates working hard to make sure the law

DO

YOU MEAN BUSINESS?

JOIN US AT THE NATIONAL BIKE SUMMIT by Katie Omberg

F

or more than a decade, the attendance of bicyclists at the National Bike Summit has helped increase investments in bicycling in local communities. But last spring, some members of Congress tried to write biking out of the new transportation bill. Funding for biking was cut — but, because of advocates like you, it wasn’t eliminated.

The best news about the new bill: It only lasts for two years — and the clock started ticking on October 1. When we meet at the 2013 National Bike Summit, it will be just one year until lawmakers start voting on the next bill.

You’ll play an active role in shaping the bicycling agenda and developing a Congressional strategy that advances our efforts to build a Bicycle Friendly America.

That’s why we need YOU at the Summit, March 4-6 here in Washington, D.C. Join more than 800 advocates, industry leaders and bicycling enthusiasts and tell Congress that bicycling means business.

Biking is on a roll across the nation, and we can’t let the new law slow down our momentum. Federal dollars and congressional support have helped you shape this national bike renaissance. Come to D.C. and tell your members of Congress how bicycling is benefiting your

Learn more and get involved: Visit www.bikeleague.org/bikelaws works for bicyclists. Now that we have a large data set regarding laws for bicyclists throughout the country, we will not only be a hub for best practices but work with you to get model, bike-friendly legislation passed in your state.

By combining the passion and knowledge of the legal and bicycling community, we hope to not only ensure that you know your rights and responsibilities on the road – but those laws contribute to making biking better.

Mississippi advocates with Senator Thad Cochran at the 2012 National Bike Summit

community — and how this transportation bill is affecting you. (Read all about the new transportation bill on page 10.)

The Summit matters every year. But this year we’ll be fighting for investments in biking today and looking beyond the current law to the next transportation bill. There will be dozens of new members of Congress and new leadership on key Congressional committees. We have to show them all that bicyclists mean business.

Learn more and register at bikeleague.org/summit13.

Questions? E-mail me at katie@bikeleague.org.

American Bicyclist is printed with soy ink on 30% post-consumer recycled paper certified by the Forest Stewardship Council.

American Bicyclist 7

WOMEN BIKE

Georgena Terry Means Business An interview with a women’s cycling pioneer

By Carolyn Szczepanski

B

Before Georgena Terry, women’s bikes simply didn’t exist. It wasn’t until the early 1980s, when the inquisitive engineer starting tinkering with bike frames in her basement, that anyone even thought to construct a bicycle that fit the shorter torso and narrower shoulders of the average woman. Both an entrepreneur and an advocate, Terry dared to follow her passion and ingenuity and grew a basement operation into an internationally known brand: Terry Precision Cycling.

I was honored to chat with Terry about her role in the movement and her take on women’s cycling. Hear more from this cycling pioneer when she keynotes the Women Mean Business event at the National Bike Summit on March 4. Go to womenbike.org to learn more and register!

Q

What originally inspired your love of cycling?

I really jumped into it seriously back in the mid-70s, when the gas crunch came along. I just thought, “Wow what a great time to buy a bike.” I hadn’t had one since I was 17 years old. I was living in Pittsburgh when I bought that bike and it was love at first ride; a total sense of freedom.

And the fact that Pittsburgh had an incredible bicycle club — the Western Pennsylvania Wheelmen — sealed the deal. Those people were so fantastic, so nurturing, so appreciative of what a new cyclist goes through to become a safe and educated cyclist.

It was really my social world until I moved up to Rochester.

Q

You were the first to design a bike that addressed the comfort of women riders; how quickly did that catch on?

In 1985, I took five bikes, a full size range, to the Great Eastern Rally and women started walking up to me saying, “What do you mean you have bikes made for women? What’s the big deal?” But once they test rode them I started selling those bikes before the booth officially opened. I recently had the pleasure of seeing one of those original bikes at the Wild Goose Chase ride. The woman was so excited to show it to me; she even had her original bill of sale with her!

Q

Was it a challenge to start a women’s-focused bike company?

You know, it wasn’t really. I didn’t start off needing a million dollars to get it off the ground. I started in my basement, and I created more bit by

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bit by bit. I hired one employee, then another, as it grew. When it reached the point of being an established business, it wasn’t so difficult to get the money. Of course, things are a lot tighter now, so it’s very different.

Q

What are some of your proudest moments?

Starting a damn industry! I’m dead serious! Nobody comes out and says that but, my God, if I hadn’t started this do you think all the other manufacturers would be making women’s bikes? That’s my proudest moment!

Q

What has changed since you started and what’s stayed the same?

In terms of women cycling, I think women are a lot more vocal now and consider themselves a market apart from men. Women are just coming to that point, which wasn’t the case when I introduced my products. As far as the industry, there are a lot of

How it all began: Terry building bike frames in the 1980s.

products for people to choose from and I think we get so hung up on the marketing that sometimes we miss the purity of riding a bike. I’m reading Grant Petersen’s book right now (Just Ride) and I agree with a lot of what he has to say: Just get out there and ride!

Q

What do you think we need to do to reach more women?

I still think a lot of work is done at the dealer level and, honestly, I’m still hearing the same stories I heard when I first started: A woman walks into a bike shop and says I want a bike and they want to sell her the cheaper bikes or they assume she wants a hybrid because she’s a woman. They don’t necessarily listen to what she has to say. That theme hasn’t gone away. I don’t want to criticize, but there’s an opportunity that’s being missed.

Q

What makes you most hopeful for the future?

Well, my business, for one. People are really searching me out; there still seems to be a nice core of people tuned into what I do. It’s exciting when I go out on a ride and see lots of women out there. It’s exciting to see people like Anna Schwinn as engineers, asserting themselves and getting things done. I think we still have a ways to go, though. I know in my own dealing with customers, I don’t speak engineering with them. I make everything a bit more palatable.

I do get the feeling that some still think this is just a man’s land.

Q

What would you tell women who are interested in riding, or maybe even starting their own bike business?

I think that whether male or female you have to have the courage of your convictions. It’s about shutting out all

the blabber going on around you. If you have a strong feeling about something and you think it’s right, don’t get too many ideas floating around in your head — just cut them all and out go for it. Take those pure thoughts and ride that exhilaration that got you going in the first place. Too many cooks spoil the broth!

of my brain that engineering doesn’t usually touch.

Don’t miss the opportunity to hear from a cycling legend: Go to womenbike.org and register for the Women Mean Business event on March 4!

Q

What are some of your passions outside of bicycling?

My passions are certainly getting involved in things like the Wild Goose Chase [a bicycle weekend for women that benefits the Blackwater National Wildlife Refuge]. I’ve actually just started in September a master’s degree in environmental law and policy. I don’t necessarily was to be an attorney when it’s over, but I do want to understand the legal side of environmental policy. Here in New York, we’re about to come up against fracking [natural gas drilling] interests and I’m tired of being the one who says, “No, it’s not right to pollute,” and, instead, get involved in a way that I know where the battle’s going to be fought and what reasonable expectations we can have as to what they can and can’t do ... This stuff is absolutely fascinating and plays into the side

American Bicyclist 9

PEDAL PROGRESS

THE PUSH TO PUT CYCLING ON THE

MAP

Navigating the challenges of the new transportation bill, MAP-21, and charting a path to federal funding for biking and walking

T

There’s no way around it: The new federal transportation law, Moving Ahead for Progress in the 21st Century (MAP-21), isn’t the direction we had hoped. By cutting the amount of overall biking and walking funding and putting those dollars into a larger, multi-use pot, the route to funding biking and walking projects has a few more twists and turns. But bicycle advocates and

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state officials are finding ways to navigate this new landscape in ways that keep us moving toward a Bicycle Friendly America. From the pacific northwest to the east coast, advocates are building powerful coalitions and departments of transportation are stepping up take full advantage of all federal funding programs to chart a course that accommodates all road users. Here are some of their stories.

A VICTORY FOR WASHINGTON’S KIDS

Like many advocates, the Bicycle Alliance of Washington was surprised and saddened when Congress cut funding and eliminated dedicated programs for Safe Routes to School in MAP-21.

In Washington state, the popularity of SRTS is clear: So many schools are applying that there isn’t enough money to go around. Boosted by the popularity of the program, the Bicycle Alliance and our allies won a major legislative victory in 2012 to increase the amount of state dollars for Safe Routes. We knew MAP-21 could wipe out that commitment, too.

Right away, the Washington Department of Transportation (DOT) proposed a course that was one step forward, but two steps back. They wanted to take the state’s share of Transportation Alternatives (TA) money – the new pot for Safe Routes to School – and give it to local governments, instead.

Luckily, here in Washington, local officials often choose to spend federal money on biking and walking. But in this case, we were anxious.

No matter how supportive they are of active transportation, most local governments just don’t have the knowledge or experience to fund Safe Routes projects.

So, as the deadline approached for states to decide how to allocate new federal transportation funding, Governor Christine Gregoire brought stakeholders together. The advisory committee included a variety of different transportation interests, but, to our frustration, walking and biking didn’t get a seat at the table.

Left: 2012 National Bike Summit Congressional Bike Ride.

(Credit: Chris Eichler)

Safe Routes to School programs are thriving in Washington state

Charging into the uphill battle, we collaborated with our allies locally at the Transportation for Washington Campaign and nationally at the Safe Routes to School National Partnership, Advocacy Advance, and America Bikes to learn more about MAP-21 and other states’ strategies. We spoke to stakeholders on the committee, heard their input, and made the case for continued federal investments in Safe Routes.

Quickly a strategy emerged. Under MAP-21, funding for the Highway Safety Improvement Program (HSIP) is doubled. So why not use some of those dollars to continue Safe Routes to School? After all, bicyclists and pedestrians represent 14 percent of serious traffic injuries and deaths in Washington but less than 1 percent of the state’s HSIP funds address this pressing issue. The statistics are even more stark for children — walking is the third leading cause of death for kids.

So we made the choice crystal clear for state leaders: enhance or imperil our kids’ safety. Over the course of the governor’s meetings, there was passionate testimony from advocates, parents, and experts highlighting the need for continued federal money for Safe Routes. And, despite opposition from the state DOT, legislators and other stakeholders saw the clear connection between SRTS and HSIP. They responded by choosing safety for kids.

As a result, the Safe Routes to School grant program will be funded at the same level as 2009 — more than was funded in 2011 — by providing one-third of federal funds from HSIP and two-thirds from TA. But maybe more importantly, we built a critical policy bridge connecting biking and walking to road safety dollars.

By Blake Trask, Statewide Policy Director for the Bicycle Alliance of Washington continued next page American Bicyclist 11

PEDAL PROGRESS

A STRONG COMMITMENT IN PENNSYLVANIA

It’s a scary prospect. Under MAP21, state departments of transportation can take funding for biking and walking and spend it on highway uses – without any warning. If a state DOT chooses to divert dollars out of Transportation Alternatives program, local governments and school systems can lose access to critical funding for much-needed biking and walking projects.

In the weeks after the passage of MAP-21, Sarah Clark Stuart of the Bicycle Coalition of Greater Philadelphia (BCGP) was concerned that PennDOT might do just that. So the BCGP worked with the Circuit Coalition — a network of organizations seeking to complete Philadelphia’s trail network — to encourage PennDOT to use all available TA funding for bicycle and pedestrian facilities.

In response to the sign-on letter, Secretary of Transportation Barry Schoch issued a promising statement of support: “Although MAP-21 pro-

vides states with the ability to transfer funding out of the Transportation Alternatives program, the Department currently has no plans to move funding from this program to other funding areas.”

For Stuart, Schoch’s response was a critical first step in an ongoing campaign in Pennsylvania. After all, even if the state spends all of its TA funds on biking and walking, it will still be less than the bike/ped funding Pennsylvania received from previous federal programs in 2012. “I’m glad to have the commitment in writing,” Stuart says, “and very relieved that PennDOT doesn’t have any plans to not spend the money on biking and walking projects.”

But BCGP and the Advocacy Advance team will continue their efforts to ensure the state’s biking and walking funds get to the right place. “We still have a lot of work ahead of us to get as much funding as possible to satisfy the big demand for trails and biking and walking projects,” Stuart says.

Philadelphia advocates urged the state DOT to commit to bike funding — and won (Credit: Kyle Gradinger) 12 American Bicyclist

A POWERFUL COALITION IN NEW YORK STATE

For bicyclists in New York state, there’s a lot of money at stake. According to the New York Bicycle Coalition (NYBC), there is at least $100 million on the table for active transportation in the next two years.

This figure includes MAP-21 funds as well as tens of millions left over from the previous transportation bill. But whether or not these dollars are spent on active transportation, or spent at all, is in the hands of the governor and New York Department of Transportation.

Luckily, NYBC and a powerful coalition of allies — “New Yorkers for Active Transportation” — were ready to take action right away.

The day MAP-21 went into effect, the NYBC issued a press release signed by 100 groups. The release spelled out the groups’ campaign to get Governor Andrew Cuomo to commit to spending biking and walking funds in the Empire State.

“This is money that gets spent locally, improves the safety of our roads and sidewalks, and creates trails, making our communities better places to live,” says Brian Kehoe, NYBC’s Executive Director.

The campaign — led by the NYBC, Parks & Trails New York, and the Tri-State Transportation Campaign — is bringing together a large and diverse collection of organizations. That powerful coalition sent a letter to the governor asking that he spend existing funds and new Transportation Alternatives program funds on bicycling and walking.

The names on that list were major political players, including the state chapters of AARP, American Cancer Society, American Heart Association, American Institute of Architects, and Audubon New York. (And that’s

just some of the organizations whose name starts with A!) “I’m honored to work with such a talented and experienced group of advocates,” Kehoe says. “We’re putting together a coalition for active transportation that will carry the fight beyond MAP-21 and other current considerations. We are building the statewide movement for longterm change.”

A BIKE-FRIENDLY BUDGET IN COLORADO

In Colorado, state officials recognize the many benefits biking and walking projects bring to local communities. Bicycle manufacturing, retail, tourism, and racing contribute $1 billion to the state economy, and new construction projects have created more transportation options for many Colorado residents.

So it’s not surprising that, despite the funding cuts in MAP-21, the Rocky Mountain State may use more federal transportation dollars for biking and walking projects in 2013.

Some of it has to do with timing.

Last year, when they were working on the state’s 2013 budget, Colorado legislators assumed the new federal transportation law would keep funding levels the same for bicycle and pedestrian programs. Needless to say, MAP-21’s reduction in specified bike/ ped funding came as a surprise — but Colorado officials had already approved the budget. Given the tremendous benefits of biking and walking, they saw no reason to cut back on their budgeted commitments, even with a new federal law in play.

So how will they make ends meet? Luckily, MAP-21 increases funding for highway safety and congestion mitigation programs.

the larger Transportation Alternatives program – but the state isn’t changing course in its support of active transportation. According to Tim Young, Executive Director of Wyoming Pathways, the state plans to continue funding bike/ped grants at 2012 levels — even under MAP-21.

New York Bicycle Coalition

After input from state advocacy group Bicycle Colorado, state officials decided to transfer new dollars from the Highway Safety Improvement Program into Transportation Alternatives rather than revising the 2013 budget to decrease funding for biking and walking programs.

“Colorado leaders recognize that good bicycling is a key part of Colorado’s national brand for economic development and quality of life for employees,” says Dan Grunig, Executive Director of Bicycle Colorado.

“Following our presentation to the Transportation Commission, we were glad to see their budget keep bicycling and walking as priorities.”

Article contributions from Darren Flusche, League Policy Director, and Mary Lauran Hall, Communications Coordinator, Alliance for Biking & Walking

THE FIRST STEP TO SUCCESS: ATTEND THE BIKE SUMMIT! How can you get more funding for biking in your state? Learn more about MAP-21 and tell your members of Congress that bicycling benefits your community at the 2013 National Bike Summit, March 4-6, in Washington, D.C. Visit bikeleague.org/ summit13 to register.

STAYING THE COURSE IN WYOMING

With a bicycle mode share almost double the national average, bicycling represents an important form of transportation for Wyoming communities. And there’s good reason: In past years, the Wyoming Department of Transportation has given a significant portion of federal Transportation Enhancements (TE) funds to local and regional government to use for biking and walking projects.

Under the new federal transportation law, TE is eliminated and folded into

photo by Chris Eichler

American Bicyclist 13

2013 $52 billion

MAP-21

In the new transportation bill, MAP-21, Congress combined previous programs dedicated to biking and walking and put them into one, smaller pot called Transportation Alternatives.

Biking projects are eligible under many funding programs, but one of the most important is ...

$202 million

Safe Routes to School

$97 million

Recreational Trails

TRANSPORTATION ALTERNATIVES

$809 million

2013

$928 million

Transportation Enhancements

for biking and walking programs

2011 - $1.2 billion

PREVIOUS BILL

EACH STATE DEPARTMENT OF TRANSPORTATION GETS ITS SHARE OF THIS MONEY

TRANSPORTATION ALTERNATIVES

2013 $809 million

CURRENT BILL

HOW FEDERAL DOLLARS FLOW FROM CONGRESS TO YOUR COMMUNITY IN THE NEW TRANSPORTATION LAW, MOVING AHEAD FOR PROGRESS IN THE 21ST CENTURY (MAP-21)

FOLLOW THE MAP

{

14 American Bicyclist

{

Communities with populations of 5,000 to 200,000 residents Metropolitan areas of more than 200,000 residents

$

Local entities can apply for money through the state-run competitive grant process

WARNING!

Your DOT can decide to take this money, that could be spent on biking and walking, to fund highways or other road uses!

million

$364

School districts, local governments, local transportation planning agengies, tribal government and public land management agencies

Entities in large metro areas can participate in a separate MPO competitive process.

$

For the other half of the money, the state DOT runs a competitive process to fund local projects.

... the rest of the money is available for local projects through competitive processes.

$728 million

Learn more about MAP-21 and find additional resources at www.AdvocacyAdvance.org/MAP21

The local entities that are eligible to apply for funding are school districts, local governments, local transportation planning agencies, tribal governments and public land management agencies.

Communities with populations of less than 5,000 residents

million

The state DOT distributes half the money based on population ...

{

$364

State DOTs can take Recreational Trails funds off the top and ...

{

$81 million

{

American Bicyclist 15

FROM THE SADDLE

Paths Less Pedaled

How bicycles are saving small towns in rural Oregon

By Russ Roca and Laura Crawford

I

n 2009, we sold all our belongings to explore on two wheels and promote bicycle tourism.

Over the past three years, we’ve pedaled more than 15,000 miles in the United States and New Zealand.

But this past spring, after settling in Portland, we were immediately won over by the rugged and rural beauty of our new home state of Oregon – and the innovative efforts to capitalize on the benefits of bike tourism.

Bicycling is often discussed within the context of densely populated areas as an antidote to congestion, parking and mobility issues.

In Oregon, bicycling is also seen

16 American Bicyclist

as important in rural settings, as evidenced by the newly launched Oregon Scenic Bikeways Program.

Initially funded and proposed by Cycle Oregon, an organization that hosts a week long event ride in the state, the concept of the Scenic Bikeways is to bring people from urban areas into the country to ride a series of signed routes — and spend dollars in the small towns.

Currently, there are nine official Scenic Bikeways, managed by Oregon State Parks, that vary from short family-friendly rides to more ambitious multi-day tours. Last spring, we made the long journey to

remote Eastern Oregon to ride one of the most challenging routes: the Old West Scenic Bikeway.

The Old West Scenic Bikeway is a 174-mile loop that begins in the historic town of John Day. It leads through a handful of small communities, follows a small stretch of the Adventure Cycling Trans America route, and weaves through incredibly rural country.

When we rode the Old West Scenic Bikeway over Memorial Day weekend, we counted fewer than a dozen cars on our entire trip.

The remoteness of the route required that we carry extra food and a water

filter, but, in exchange for the rugged conditions, we were rewarded with dramatic landscapes and ever-changing scenery. We pedaled through lush river valleys, dry ranch lands, and the Martian landscape of the John Day Fossil Beds.

Perhaps more astounding than the scenery was the openness of many of the small towns along the Old West Scenic Bikeway. Before riding the route, we had a chance to witness one of the many Bicycle Tourism Studios that TravelOregon puts on around the state. During these workshops, TravelOregon works with local route proponents,

Riding towards the John Day Fossil Beds after passing through the small town of Monument, Ore. (Pop. 150)

Learn more about bicycle tourism

at the 2013 National Bike Summit.

Visit bikeleague.org/summit13.

AmericanBicyclist Bicyclist 17 American

FROM THE SADDLE The Old West Scenic Bikeway utilizes many scenic country roads that see very little traffic.

business owners, chambers of commerce and concerned citizens to help create a bicycle-friendly destination. Far from heavy-handed in its approach, TravelOregon engages the local communities, encourages them to identify their region’s key assets and provides them with tools to market themselves to cyclists.

In the bicycle tourism studio we attended in John Day, more than 50 community members came together from around the county. Many drove several hours and even closed their businesses to attend. There was a palpable energy in the room, as the community members worked together in breakout sessions and discussed bicycle tourism. Questions centered on what cyclists want. Should they be allowed to take their bikes in motel rooms? What sorts of food should they serve? Should they install wifi in key locations?

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One of the main actionable items that developed out of the meeting was creating a “Two Wheels Spoken Here” campaign that certified that certain businesses were trained in dealing with cyclists. In less than two weeks, a program was set in motion and signs began appearing at the front of many small businesses that welcomed cyclists.

From our experience on the Old West, people are enthusiastic about cyclists discovering their area, even if they’re also a little perplexed about why someone would ride a bicycle on their vacation. A cafe owner in Prairie City had plans to stock some small bicycle repair items. A farmer in Monument found some old bicycles to hold up signs advertising his almonds and peaches for sale. He also installed an outdoor spigot to allow cyclists to fill up on clean drinking water. The proprietor of the cafe/mar-

Philip Merricks, a nut producer in Monument, Ore. is excited about the prospect of touring cyclists riding through his community.

He has installed a water spigot for passing cyclists to use on his property since there are very few services nearby.

ket/feed store in Long Creek carries a few patch kits and is considering creating some bike racks for her store.

There’s no question that pedaling the Old West Scenic Bikeway is a ride to remember. But, what made the experience great was the people along the route. As word of the Scenic Bikeways spreads and cyclists begin to demonstrate a positive economic impact to these far-off communities, we may find the creation of new bike advocates far away from our dense cities and in the unlikeliest of places.

In 2009, Russ Roca and Laura Crawford sold all their belongings to travel by bicycle. After three years on the road they currently call Portland, OR home and have switched from active bike travelers to advocates for bicycle tourism and travel. Follow their adventures on PathLessPedaled.com.

Below: Tammy Manning, owner of the market/cafe/feed store in the town of Long Creek, Ore. She has been an enthusiastic supporter of the Scenic Bikeways and stocks basic repair supplies at her store. Depending on the success she may open up seasonal accommodations on her ranch property for cyclists.

Follow their adventures on PathLessPedaled.com American Bicyclist 19

FROM THE SADDLE

ROLLING ON THE RIVER Bicycling takes center stage along the Mighty Mississippi

By Terry Eastin

M

Nice Ride Minnesota bicyclists in Minneapolis

Millions of words have been written about the Mississippi River.

Authors, poets, and historians have acclaimed its power and magic. After all, the Mississippi River was the nation’s first interstate highway, used for exploration by any and all who saw it. Today, that’s still true for cyclists along the Mississippi River Trail (MRT).

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With more than 3,000 miles of separated pathways and low-volume streets, the MRT is pumping new life into the Heartland. Only about 12 million people live along the 2,350 miles of the Mighty Mississippi, but each of the 400 iconic communities has its own unique personality.

And, thanks to individual riders and cycling events, an estimated 450,000

cyclists use some part of the MRT each year.

When I ride my bike along the River, whether in Louisiana, Iowa, or Minnesota, or any of the 10 states, I feel a spiritual connection to the vastness of the resource and to these special towns and regions that dot her landscape. From family farmsteads, to historic brick-and-stone

towns, to bustling urban areas, each reflects how this country developed.

These are the keystones of our culture and, at every stop, the warmth and hospitality I receive renews me.

A nice hotel for $60 - $70 per night? No problem. Mouth-watering food at less than $10 a plate? Get ready for seconds! Eager to shop at a mom & pop stop? There are hundreds of places to grab a soda, drink a beer, or snooze under a shade tree.

And the secret is getting out: More and more cyclists are riding the MRT. That’s been huge for the local economy. In the words of Joe Taylor, President of the Quad Cities Convention and Visitor’s Bureau: “Bicycling is an important element of the Quad Cities tourism promotion.

One hundred miles of trails connect the Mississippi River and American Discovery Trail systems — and we know bicycle tourism puts tires on trails and heads in beds. In 2011, RAGBRAI (The Register’s Annual Great Bike Ride Across Iowa) ended in Davenport and it brought 18,000 riders!”

It’s not just ride directors who are enhancing tourism; advocates

and club leaders can play a big role, too. The Mississippi River Trail is a 16-year-old nonprofit organization and in 2013 we’re doing something unique: the MRT Year of Cycling.

Working with our partners, state and local bicycling organizations, businesses, national parks, wildlife refuges, communities, and other nonprofits, we’re planning a whole year of bicycling events in 10 states. We’re collecting and adding events, big and small, for every day of the year, giving cyclists a variety of choices to be with us, for an afternoon, a day, a week, or longer.

We invite League members – organizations, clubs and individuals — to get involved, whether that means hosting a ride or kicking back on the front porch and enjoying a cold beer.

Go to www.mississippirivertrail.org/ YOC2013 for details and events. And don’t hesitate to contact me, either: terry@mississippirivertrail.org.

See you on the river!

Terry Eastin is the Executive Director of the Mississippi River Trail, Inc.

Dubuque waterfront

American Bicyclist 21

THINK BIKE

BIKE-FRIENDLY BUSINESS DISTRICTS A PRACTICAL REVOLUTION

By April Economides

L

Long Beach, California, did the bicycling movement a great service by piloting the first Bicycle Friendly Business District (BFBD) program in 2010.

Funded by a $72,000 grant from the Los Angeles County Department of Health and rolled out over 15 months, the program created a framework — and inspiration — for other cities to follow. And that’s exactly what’s happening. San Diego, Oakville, and New York have all launched BFBDs in the past year, and other cities have BFBDs in the works.

So what exactly is a BFBD? The idea – a collaborative effort of Sumi Gant, Charlie Gandy, Ira Brown, and others from the City of Long Beach – came, in part, from the League’s Bicycle Friendly Community and Bicycle Friendly Businesses programs. It’s a business district that integrates bicycling into its operations, events, and promotions to encourage people to bike to the area to shop and dine – and where merchants and employees ride, too, to make deliveries and run errands.

When Gant, Long Beach’s former transportation manager, asked my company to develop and manage the Long Beach program, we agreed the ideas should come from the most important stakeholders: the businesses themselves. So we hosted brainstorm22 American Bicyclist

ing sessions for each of the four districts where business owners talked frankly about the challenges and potential opportunities of bicycling in their areas. They helped to develop the program based on their ideas and experiences.

While the city gave each district a cargo bike to use for customer deliveries, community ride bike repairs, tree watering, graffiti removal, and community parades, other great ideas came from the business owners. For instance, at a meeting of the East Village Arts District, Fingerprints owner Rand Foster said, “What if we also bought regular bikes so we can easily get across the district for lunch and errands?” That’s how an informal bike share started. All the bikes are branded with each district’s logo and serve as rolling marketing tools.

And that’s not all: Free bike valets, bike repairs, community rides, and bicycle portraits were offered at events and promoted online and in print. Bike racks were installed and

“Walk Your Bike” sidewalk stencils were painted. Because we educated the districts about the economic benefits of bicycling, business owners who previously viewed bike lanes skeptically starting requesting them.

In 2011, Andy Hanshaw of the San Diego County Bicycle Coalition connected me with San Diego’s nonprofit Business Improvement District (BID) Council. Once again, Council CEO Tiffany Bromfield, Andy and I worked closely with business owners as we created a BFBD program for all 18 districts – the largest yet! “A BIDled BFBD effort is ideal,” Bromfield says, “because we’re able to get things going quickly since we’re in charge of district operations and promotions.”

Progress has, indeed, been quick. The Council created a logo that adorns the baskets of the 18bike fleet and lobbied the city for a bike corral in each district. So far, three have been installed – one with a nifty bike repair station. Bike valets are offered at district events,

“The idea came, in part, from the League's Bicycle Friendly Community and Bicycle Friendly Business programs.”

Proum Ry, owner of Wa Wa Restaurant in Long Beach, California’s East Village Arts District, now offers take-out delivery using a bike offered to him through the BicycleFriendly Business District informal bike share program.

Photo by Allan Crawford

the BIDs ride their bikes in parades and, in 2013, they’ll host community rides. A wealth of other promotions are planned for the future, too, including a phone app, bike raffles and light pole banners.

With the success in California creating a buzz, the interest in BFBDs made its way up to Canada, too.

Pam Damoff, a Town Councillor in Oakville, Ontario, got the wheels spinning for a BFBD last year, bringing business leaders to the table right from the start. “There are different things we, as a municipality, can do,” Damoff says. “There’s the infrastructure, which is really important, but ... a lot of it is just changing the way people think and giving them incentives to come to businesses on their bikes.”

Damoff was right. Creating that change didn’t require grant funding or bureaucracy – just a clear vision and roll-up-your-sleeves attitude.

Within a few months, she helped get a BFBD program up and running with “Rediscover Your Bike” rides in the district, free bike valets and swag giveaways at events, the inclusion of “How to Get Here By Bicycle” on district websites and e-newsletters, and a Kidical Mass event.

Even before the BFBD concept got its name from the Long Beach program, New York City’s Transpor-

Oakville, Ontario

American Bicyclist 23

THINK BIKE

April Economides (Photo by Evan Patrick Kelly)

tation Alternatives had been thinking about creating a district-scaled bike effort. So it was big news when the Big Apple launched the Lower East Side/East Village BFBD in September. Coordinated by Miller Nuttle, the new program offers discounts to bicyclists, advocates for bike infrastructure, and educates customers and employees about safe bicycling

AMERICAN

practices. To date, the organization and businesses have hosted food tasting bike tours, “date nights” with discounted dinner and a show, and rush hour commuter stops with free food and drink samples.

As a Long Beach native, it’s been so exciting to see BFBD programs evolve and flourish with the unique input of business owners and advocates throughout North America. It’s certainly no surprise that this concept is taking off: BFBDs support local businesses and broaden the bicycling movement.

They are the perfect, practical illustration of how bicycling means business!

April Economides helps launch BFBDs around the U.S. and Canada and is shown here in front of Long Beach bike shop City Grounds, where most of the Long Beach BFBD bikes and accessories were purchased.

THE LEAGUE OF AMERICAN BICYCLISTS The League of American Bicyclists, founded in 1880 as the League of American Wheelmen, promotes bicycling for fun, fitness and transportation, and works through advocacy and education for a bicyclefriendly America. The League represents the interests of the nation’s 57 million bicyclists. With a current membership of 300,000 affiliated cyclists, including 25,000 individuals and 700 organizations, the League works to bring better bicycling to your community.

Contact League officers, directors or staff at League of American Bicyclists, 1612 K Street, NW, Suite 510, Washington, DC 20006-2850, 202-822-1333; bikeleague@bikeleague.org, fax: 202-822-1334.

BOARD OF DIRECTORS Diane Albert, dianealbert@bikeleague.org Harry Brull, Secretary, harrybrull@bikeleague.org Gary Brustin, garybrustin@bikeleague.org Steve Durrant, stevedurrant@bikeleague.org Jennifer Grey Fox, jennifergreyfox@bikeleague.org Alison Hill Graves, allisonhillgraves@bikeleague.org David Madson, davidmadson@bikeleague.org Matt Moore, mmoore@qbp.org Mike Nix, mikenix@bikeleague.org John Siemiatkoski, johnsiemiatkoski@bikeleague.org Gail Spann, gailspann@bikeleague.org Eric Swanson, ericswanson@bikeleague.org, Treasurer Hans van Naerssen, Chair, hansvannaerssen@bikeleague.org Corinne Winter, corinne@bikesiliconvalley.org Tim Young, Vice-chair, timyoung@bikeleague.org Phyllis Harmon, Director Emeritus, phyllis5377@cs.com STAFF Andy Clarke - President Alison Dewey - BFA Program Specialist Darren Flusche - Policy Director Lorna Green - Director of Operations Ariell Heacox - Membership and Events Assistant Ken McLeod - Legal Specialist, Advocacy Advance Bill Nesper - Vice President, Programs Elizabeth Kiker - Executive Vice President Katie Omberg - Events and Outreach Manager Alissa Simcox - Education Director Carolyn Szczepanski - Communications Director Caron Whitaker - Vice President, Government Relations Scott Williams - Membership Director Nicole Wynands - BFA Program Specialist AMERICAN BICYCLIST MAGAZINE Editor: Carolyn Szczepanski Art Director: Studio D Design Editor Emeritus: Phyllis W. Harmon American Bicyclist magazine (ISSN 0747-0371) is published six times yearly by the League of American Bicyclists, Inc. ©2012 League of American Bicyclists. Reproduction in whole or in part without permission is prohibited. Article queries should be addressed to meghan@bikeleague.org. Your submission of manuscripts, photographs, or artwork, is your warranty that the material in no way infringes on the rights of others and that the material may be published without additional approval. Opinions expressed by writers are their own and do not necessarily reflect the policies of the League.

24 American Bicyclist

RIDE BFA WORKSTAND GUIDE

THE PATH TO PROSPERITY IS MARKED WITH BIKE SYMBOLS Memphis is using bicycles to boost the economy and provide equitable transportation

By Kyle Wagenschutz

H

Here in Memphis, we’re working hard to transform our city into a Bicycle Friendly Community. In 2010, when the city applied for BFC status, we didn’t medal at the Bronze, Silver or Gold level, but we got something far more precious: a roadmap to our desired destination. We know bicycling can bring better health and economic development to Memphis – and we mean business when it comes to making the right investments to get us there.

Over the past two years we’ve been guided by the League’s recommendations. Under the leadership of Mayor A C Wharton, Jr., city officials and advocates worked together to create a citywide, 160-mile bicycle network and won a $17 million federal grant to implement our vision.

(More than 50 miles have been completed in the past two years alone.)

We passed a complete streets policy that will make bicycle improvements a routine part of transportation planning throughout the city and hired a Bicycle and Pedestrian Coordinator to lead these strategic efforts. Those efforts led to us being chosen as one of the six cities to participate in the Green Lane Project (read more at greenlaneproject.org).

Memphis residents celebrate at the "New Face for an Old Broad" event. (Credit: Broad Avenue Arts District)

American Bicyclist 25

RIDE BFA WORKSTAND GUIDE

(Credit: Broad Avenue Arts District)

Q

We know that making biking better is good for the health of our citizens – but we’re also using bicycle facilities to revive and invigorate several of our core urban retail and commercial districts. Perhaps the best example is along Broad Avenue.

In November 2010, the Historic Broad Avenue Business Association held a single-day event called “A New Face for an Old Broad.” Local cycling advocates and business leaders partnered to restripe the street with protected bike lanes, buffers, and green asphalt. Community members set up temporary storefronts in vacant buildings, and celebrated the history and businesses along the street.

Ask the

Since the event, private donors have worked with Livable Memphis, a non-profit focused on improving the quality of life for residents in Memphis, to hire design consultants and transportation engineers to create a plan that will make protected bicycle infrastructure a permanent fixture along Broad Avenue. Those designs will extend to neighboring Tillman Street, connecting one of Memphis’ most historical green spaces — Overton Park — with the 6.5-mile Shelby Farms Greenline, a rail-to-trail conversion opened in 2010.

This work is having a direct impact on the economic vitality of the area. In the past two years private

Bicycle Friendly America Team!

My community received an Honorable Mention.

What are the main criteria to get us on the BFC list?

Your community is on the right track! Just a few additional improvements will likely lead to a Bronze Bicycle Friendly Community designation. In general, a Bronze-level BFC has a variety of pro-bicycling policies, programs and projects in each of the five sections of the application (engineering, education, encouragement, enforcement, evaluation) and significant success in at least one of the Es. Though there aren’t any make-or-break questions that define a Bronze BFC, some minimal characteristics include:

• Bicycling education offerings for youth and adults, and Share the Road education for motorists • Some dedicate bicycling facilities, including low-speed streets, bike routes, bike lanes and paths • A groups of local bicycling advocates • A bicycle master plan (or bicycling component of larger plan) with measurable targets.

• City staff time dedicated to bike program • A growing bike culture, including competitive and social bike events • Community goals and measurements of bicycle ridership

The key recommendations outlined in the feedback report provided to every applicant will be the best roadmap to moving up the ranks, since different communities have different strengths and challenges. Learn more about the Bicycle Friendly America program at bikeleague.org/bfa.

Bill Nesper, BFA Program Director

26 American Bicyclist

(Credit: Broad Avenue Arts District)

donors have poured more than $6 million into the commercial district to improve properties and more than 10 new businesses have opened in previously vacant storefronts. The city plans to begin construction on the permanent bike facilities in 2013 and will include a two-way protected cycle track along the 1.5-mile route.

Of course, Memphis is not without challenges.

The robust transportation network that positions the city as a world leader in freight movement (world headquarters of FedEx) has divided communities and neighborhoods, separating many residents from easy access to workplaces, grocery stores and green space.

Bridging these gaps is both the challenge and opportunity for Memphis’ growing cycling network.

We’re making sure that all neighborhoods across the city get equal attention when deciding where to install the next bicycle lane. Approximately 65 percent of the current network connects to or runs through communities of color, neighborhoods with high levels of poverty and areas where English is a second language. We’ve prioritized routes that connect residents to places of employment to supplement our transit system and have successfully linked a number of community initiatives — like neighborhood policing, city park cleanups, and local health programs — to the growing bicycle networks in these neighborhoods.

In all our efforts, we’re working cooperatively toward common goals of better health, safer neighborhoods, and greater economic prosperity. With those community and business partners, and insight from the League, we know we’re on the right course to become a Bicycle Friendly Community – for everyone.

Kyle Wagenschutz is the Bikeway/Pedestrian Coordinator for the Memphis Urban Area Metropolitan Planning Organization.

American Bicyclist 27

quickstop

AnUnexpectedReunion A business connection 40 years in the making

By Diane Randall

Then: Randall’s shiny, new Raleigh posing proudly under the family Christmas tree in 1974.

I

see Rich Bellitte every year at an Oktoberfest party hosted by mutual friends of ours here in New York City. But this October, I arrived with a new interest in biking.

I grew up in Queens, riding a coffee-colored Raleigh roadster on sidewalks and paths near our house.

But, juggling a busy professional life as an editor at Reader’s Digest for 19 years, my bike just gathered dust in the basement. It wasn’t until 2011 that I realized a bicycle could be a great vehicle both to explore the city from a different point of view, and to build my fitness.

28 American Bicyclist

Now: Randall’s Raleigh 38 years later.

At the party, I happened to mention to the guests that I’d taken my childhood Raleigh to the bike shop that morning for a tune-up after it had spent 25 years tucked away in a closet — and I couldn’t wait to ride it.

When Rich mentioned that his family still owned a bike shop in Queens, I remembered that my rediscovered Raleigh — along with my first two-wheeler, my brother’s childhood bikes, my husband’s childhood bike and my father’s folding Raleigh (which he still has) — all came from that store. I mentioned that my father recently had 7,000 family photos digitized, and that the Raleigh was posing proudly under the Christmas tree in our holiday photos of 1974.

Rich said he was a kid working with his family in the shop in 1974. I called my father to absolutely confirm that he’d bought the bike at Bellitte Bicycles that year, and we all concluded that Rich probably built it!

Rich says he’s happy that his family’s bicycles are still providing joy 38 years later. And I’m happy that the Christmas gift my parents told me had a lifetime guarantee has indeed kept its promise and has allowed me to rediscover the joys of biking!

Diane’s story was first reported by Susi Wunsch and featured on Velojoy. Read more at www.Velojoy.com.

BECOME A LEAGUE OF AMERICAN BICYCLISTS

LIFE MEMBER

B

ecome a life member of the League today and your dues will be invested in a special Life Member Fund. Since 1978, this fund has supported education and advocacy programs — ensuring a lifetime of better bicycling for you and your family. In addition to showing your commitment to the League and its critical mission, you’ll get all the benefits of regular membership, plus a life member pin and special life member mailings.

“I became a life member because I believe in the League’s work. Education programs; the Bicycle Friendly America program; and the National Bike Summit make a difference in my life and in the lives of bicyclists across the country!”

- Buzz Feldman, Longmont, Colo.

“I became a life member to invest in the future of bicycling and help the League continue our movement’s growth. I try to improve bicycling in my community and I know my efforts are enhanced by the League. Being a life member broadens my efforts, and benefits riders from coast to coast.”

- Jennifer Fox, San Francisco, Calif.

Yes, I would like to become a Lifetime Member of the League of American Bicyclists.

Name

Phone

Address

City

State

Zip

Email Life Membership - $1,200 Family Life Membership - $1,750 Enclosed is a check (payable to the League of American Bicyclists) Please charge my: Card number

Visa

Mastercard

AmEx

Exp. date

Signature

RETURN TO: League of American Bicyclists | 1612 K St. NW, Suite 510, Washington, DC 20006 | Tel: 202-822-1333 | Fax: 202-822-1334 | www.bikeleague.org RLIFE6

IV American Bicyclist