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Bicycles are here to stay as part of our transportation system. While MAP-21 reorganizes and reduces funding opportunities, advocates and agency staff will need to look beyond Transportation Alternatives. This may be the Highway Safety Improvement Program, Congestion Mitigation and Air Quality Improvement Program, Surface Transportation Program, or a number of other federal and state sources. The Federal Transit Administration (FTA) announced the FY2012 grant recipients for their Bus Livability grant program. Highlighting the importance of connecting bicycles and transit, many of the approved projects include a bicycle component. At the same time, states are recognizing and funding important bicycle programs and projects. Maryland Governor Martin O'Malley recently announced 28 Bikeways Program Grants, part of his Cycle Maryland initiative. The grant winning projects include on and off-road bicycle route connections, bike route signage, bike racks and safety improvements. Salisbury, a recent host of a Bicycle Friendly Communities workshop, received funding to complete their downtown bicycle lanes project (way to go bike-SBY!). Baltimore will be using the grant to install a downtown cycletrack. Click here for a complete list of projects. As these two programs show, there are funds available for bicycles, but not always in the first place you look. Advocates and agency staff will need to be creative and tenacious in finding sources and getting projects funded. The Advocacy Advance team is always here to answer questions, brainstorm ideas, and help get your projects funded.

From 2000 to 2010, bicycle commuting rose 40 percent in the U.S. But, in the 38 largest BFCs, the rise in bike commuters was almost double the national rate, growing a staggering 77 percent over the same time period. Cities like Portland, Ore.; Boulder, Colo; Davis, Calif., and other leading BFCs are almost ready to join the ranks of world-class bike communities - and the League has been working with BFC representatives to envision a higher standard that challenges and charts new heights for bicycle-friendliness in the United States. "If it sounds like we are moving the goalposts, it's because we are," says Andy Clarke, League President. "Communities are doing so much more, and the state of the practice in innovative infrastructure and programs has developed so rapidly in recent years, that it really is time to challenge communities to do even more to make biking better." Attaining Diamond designation will involve an individualized challenge tailored to each community. The League will conduct a detailed audit for each city and work with community leaders to create clear 5-, 10- and 15-year goals for important factors like bicycle mode share, land use, crashes, network connectivity and bike culture. The primary measure to Diamond designation: The number of people riding and citizen satisfaction. Cities will delve into a more detail evaluation of ridership and level of service, using standard methods of measure like the American Community Survey and National Bicycle and Pedestrian Documentation Project, but also more challenging and broader tools such as Copenhagen's Bicycle Account. The end goal: American communities that rival top international cycling cities like Copenhagen and Amsterdam with world-class facilities, like protected bike lanes - and so much more. "In Portland, bikes mean business," says Tom Miller, Director of the Portland (Ore.) Bureau of Transportation. "Our commitment to bike-friendly streets has helped to attract a wealt

Barriers to Municipal Planning for Pedestrians and Bicyclists in North Carolina Authors: Kelly R. Evenson, Semra A. Aytur, Sara B. Satinsky, Daniel A. Rodríguez Background: The Guide to Community Preventive Services recommends implementing community- and street-scale urban design, as well as land use policies and practices, to promote walking and bicycling. To better understand barriers to municipal walking and bicycling projects and policies, we surveyed municipal staff in North Carolina.  Methods: We surveyed all 121 municipalities with at least 5,000 persons, and 62% responded. We also surveyed 216 of 420 municipalities with less than 5,000 persons, and 50% responded. The municipal staff member most knowledgeable about walking and bicycling planning was asked to complete the survey. Responses were weighted to account for the sampling design, to reflect prevalence estimates for all North Carolina municipalities. Results: Common barriers to walking and bicycling projects and policies were selected from a 14-item list. For walking, barriers included lack of funding (93% of responding municipalities), other infrastructure priorities (79%), automobile infrastructure priorities (66%), and staffing challenges (65%). For bicycling, barriers included lack of funding (94% of responding municipalities), other infrastructure priorities (79%), automobile infrastructure priorities (73%), issues were not high priorities for the municipality (68%), staffing challenges (68%), and insufficient support from residents (63%). Barriers generally were more prevalent among rural municipalities than among urban municipalities (9 of 14 barriers for walking and 5 of 14 for bicycling; P < .10). limitations The study relied on 1 respondent to report for a municipality. Additionally, job titles of respondents varied with municipality  size.  Conclusions: Health professionals and multidisciplinary partners can assist in overcoming the common local- and state-level barriers

When it comes to walking, many businesses understand pretty intuitively the value of fostering good foot traffic - the ones that are surviving, anyway. With bicycling, however, a lot of business owners and political decision-makers just don't get it at all. When Elly Blue wrote "Why an additional road tax for bicyclists would be unfair," which was later followed by a series of posts on Grist under the banner of bikenomics, I started to view bicycling under a completely different lens. This view and emphasis on economics has influenced my own writing and advocacy ever since. Elly Blue (left) & April Economides (right) At Pro Walk-Pro Bike April Economides, principle of Green Octopus Consulting, who headed up the program to create bicycling friendly business districts in Long Beach, is another voice in the bike movement who has been emphasizing economics. She was recently hired by Bike Nation to manage their bike share program proposed in Long Beach. Blue and Economides got together for the first time for a presentation at Pro-Walk/Pro-Bike titled "Bikenomics & the Business Case for Bike-Friendly Business Districts". Their presentations complimented each other very well, with Blue setting up some of the conceptual framework for why looking at the economics of bicycling is important, while Economides outlined the nuts and bolts of the outreach and programs done so far in Long Beach. April encouraged people early on in her talk "to engage the business community; we can't just preach to the choir". Some of the most well known aspects of the Long Beach bicycle-friendly business districts are the discounts participating businesses offer for those arriving on bike, and the themed bike racks selected by and installed for businesses. Each business district also received its own cargo bike to be used by businesses for whatever use they may find for them. Given the difficulty of finding places to either buy or rent such utilitarian bicycles throughout most

Describing the four general categories of transportation cyclists in Portland and their differing needs best precedes a discussion of bikeway treatments. For lack of better terminology, Portlanders can be placed into one of the four following groups based on their relationship to bicycle transportation[2]: "The Strong and the Fearless," "The Enthused and the Confident," "The Interested but Concerned." The fourth group are non-riders, called the "No Way No How" group. Survey after survey and poll after poll has found again and again that the number one reason people do not ride bicycles is because they are afraid to be in the roadway on a bicycle. They are generally not afraid of other cyclists, or pedestrians, or of injuring themselves in a bicycle-only crash. When they say they are "afraid" it is a fear of people driving automobiles. This has been documented and reported in transportation literature from studies, surveys and conversations across the US, Canada, and Europe.

Seaway Trail PA is committed to joining NY in achieving the National Scenic Byway status, with both states seeking the All-American Road status. If successful, this designation will make the corridor eligible to receive additional grant funds for various types of improvements; including safety enhancements, pedestrian and bicycle facilities, scenic overlooks/pull-offs, streetscaping, information kiosks, interpretive signage, and visitors centers. A formal working relationship between the County of Erie and Seaway Trail, Inc. will only enhance the likelihood of receiving funding for corridor-wide improvements, with the partnership between NY and PA potentially leveraging additional Federal funds. Planning Tourism Development Plans for Seaway Trail regions, Byway Interpretation Plan, Conservation Plan (under development) and Bicycle Plan (under development). Seaway Trail, Inc. is pleased to extend the opportunity to our Seaway Trail partners in Pennsylvania to participate in a number of ongoing and new projects to enhance, interpret and market the Great Lakes Seaway Trail. If you have any questions or would like to discuss any of these projects further, please contact David Cutter. Bicycle Guidebook and Development Plan S 11,000.00 Existing total project cost $148.000.00; completion 12131106. * Add Pennsylvania to new byway bicycle map and guidebook as appropriate

From Andreas Røhl's perch behind the handlebars, Minneapolis looks like a city at the beginning of a bicycle cycle. Røhl is chief of bicycle programs in Copenhagen, probably the world's most advanced bicycling city. About half of all trips within the Danish capital's boundaries are made on bikes, a share that no American city approaches. Still, Røhl described his spin through Minneapolis on Thursday as impressive. The United States's top-rated bicycle city (a 3.8 percent mode share) has a lot of nice trails, nice views and a core of passionate riders, he said. What it lacks at this early point is urban density and a European attitude that treats bicycle travel as perfectly ordinary.

In July 2008, I was in Atlanta trying to learn how to be an anthropologist of bicycling. Looking for clues, I went to the Martin Luther King, Jr. National Historic Site, and I found myself overwhelmed by the power of Dr. King's words. He summarized our American situation, argued for hope, and it all sang with truth. I stumbled around the exhibit, blinded by tears, knowing the horrible conclusion awaiting me at the end. We have also come to this hallowed spot to remind America of the fierce urgency of now. This is no time to engage in the luxury of cooling off or to take the tranquilizing drug of gradualism. Now is the time to make real the promises of democracy. I had of course heard Dr. King's speeches before this, but I thought of him as a figure in history. I knew that Dr. King fought tirelessly to secure African American equality, but I didn't understand that through this he sought to show us the connections between racial injustice and all injustice. A spiritual leader as well as a cosmopolitan intellectual, he drew on the ideas of Hegel and Gandhi and urged understanding between groups divided by hate and ignorance. His words hit me so hard on that day; they came alive and filled my heart. Now, in order to answer the question, "Where do we go from here?" which is our theme, we must first honestly recognize where we are now.

Guest Blogger Adonia E. Lugo is an anthropologist and activist who uses ethnographic research on bicycling to advocate for social justice in urban sustainability. A doctoral candidate at the University of California, Irvine, she is currently writing a dissertation about human infrastructure for bicycling in Los Angeles, where she co-founded City of Lights/ Ciudad de Luces (now Multicultural Communities for Mobility) and CicLAvia.

We've sourced second-hand, upright bicycles directly from Japan to recycle and get them onto New Zealand roads, just as Kiwis have been doing with used cars for the past few decades. Our bicycles have been carefully rebuilt, and, with sturdy steel frames and simple no-nonsense components, chances are they'll outlast most cars on the road. Not only are our Mamacharis practical and environmentally friendly transport alternatives, we also think they're things of beauty. We're well aware that not everyone aspires to the lycra-clad image - embrace your right to cycle in style! Our bicycles are not sports-machines but rather a chic way of getting about your daily life, suit, skirt, heels and all. classic bicycle design used by most societies in the world today has remained relatively unchanged since the 1920s. The upright, step-through bicycle with a basket, bell and full mudguards and chainguards continues to transport millions of commuters with little fuss or cost, whether rich or poor.

They have been working on becoming bicycle and pedestrian friendly for 20 years. 15% of their road funds go to pedestrian and bicycling projects. A transportation system is not complete without bicycle and pedestrian elements. These travel options provide essential connections to the region's transit system and are particularly important to create walkable communities. A strong bicycle and pedestrian program gives Central Floridians an option for travel beyond one person in one vehicle. It creates a community where it is possible to live, work, and play in the same area.

The Marginalization of Bicyclists Dan Gutierrez, who helped write this article, took the video from which these snapshots are taken. In the left photo, Dan's colleague Brian DeSousa is riding close to the curb in the right-hand lane of a multilane arterial. That position invites motorists to pass him within the lane, and sure enough, one does. On the right Brian is in a lane control position, which tells motorists they need to change lanes to pass. How the car lane paradigm eroded our lane rights and what we can do to restore them Not long ago I was riding in the middle of the right-hand (slow) lane on a 4-lane urban street with parallel parking and a 25 mph speed limit. I had just stopped at a 4-way stop when the young male driver of a powerful car in the left lane yelled at me, "You aint no f***ing car man, get on the sidewalk." He then sped away, cutting it close as he changed lanes right in front of me in an attempt, I suppose, to teach me a lesson. That guy stated in a profane way the world view of most people today: If you can't keep up, stay out of the way. My being in the right-hand lane and therefore "in his way" violated his sense that roads in general and travel lanes in particular are only for cars, a viewpoint that I call the car lane paradigm. The car lane paradigm conflicts with the fact that in every state of the union, bicyclists have the same rights and duties as drivers of vehicles. So which is it? Do bicyclists have the same right to use travel lanes as other drivers or not? Before lanes existed, bicyclists simply acted like other drivers. But now that travel lanes are common, most people grow up with the car lane paradigm with bicyclists relegated to the margins of the road. This article goes into the history of how the car lane paradigm came to be and what we can do about it now. Reading this is going to take a while, so here is an outline of where we're going: 1897: In the beginning, bicycles were vehicles and bicyclists were drivers

In their new book, John Pucher and Ralph Buehler come right out and state their belief in plain English: "Cycling should be made feasible, convenient, and safe for everyone." The editors of City Cycling, just published by MIT Press, aim to further that cause by gathering together as much data as they could find to support their case that "it is hard to beat cycling when it comes to environmental, economic, and social sustainability." This is not a book of impassioned arguments or heartfelt polemics. Pucher and Buehler are academics, the former at Rutgers University and the latter at Virginia Tech. The 19 contributors to the book are also academics. Each chapter is followed by multiple pages of references and citations, and the entire book underwent peer review. City Cycling is unabashedly pro-bike, but its authors aren't relying on gut feeling. This is all about the numbers. Cycling advocates pushing for better bicycling infrastructure on streets around the world are accustomed to meeting with skeptical audiences. They will find a lot of ammunition here, much of it gleaned from studies of nations such as Germany and the Netherlands, where cycling is a routine part of daily life. Divided into chapters on subjects such as health benefits, safety, bikesharing systems around the world, cycling for women, and cycling for kids, the book marshals an impressive and fascinating assortment of facts, figures, trends, charts, and diagrams.

"A Sober, Data-Based Approach to Bicycle Advocacy"

The Bicycle Commuter Act of 2008, which became a law on January 1, 2009, is a transportation fringe benefit that provides a small sum to qualified employees to offset costs incurred through bicycle commuting. Passed as an addendum to the larger Renewable Energy Tax Credit legislation, the tax provision sought to elevate cyclists to the same level as people who received qualified transportation benefits for taking transit. This tax benefit is mutually beneficial for employers and employees. Receiving the bicycle commuter tax provision is estimated to save 40% on every dollar that is used through the program for employees, while employers should save around 10% on every dollar in saved payroll taxes (San Francisco Bicycle Coalition 2010). The actual text of the law can be found at http://www.bikeleague.org/news/100708adv.php.

Leerone Nesmith said he sometimes finds sharing the road to be a bit of a squeeze. Nesmith, 66, of Erie, rides his bicycle every day, weather permitting, and said he is occasionally overtaken by motor vehicles that come too close to him when they pass. "It can be a little nerve-racking. You have to keep watching traffic real close," he said. Changes to Pennsylvania's Vehicle Code that took effect a year ago require motorists to stay at least 4 feet from bicyclists when passing them on the road. Nesmith said he's familiar with the new law but doesn't believe everyone is aware of the changes. "Some come pretty close to you," said Nesmith, who has never been in an accident while riding his bike. The education continues as the Erie region heads into a new bike-riding season. Sgt. Jeff Annunziata, a traffic investigator with the Erie Bureau of Police, said he first heard of the law change from a citizen and learned more about it later during police updates. Annunziata said he's not sure the newly designated passing "buffer" will help much in cutting down accidents involving bicycles and other vehicles. The biggest problems Annunziata says he sees are motorists not paying attention to bicyclists, and bicyclists not paying attention to other traffic and not knowing the rules of the road. "The avid bike riders absolutely know the rules, but others don't," he said. "Probably 90 percent of the accidents involving bikes in the city are probably caused by bike riders not paying attention." The bulk of the attention given to the vehicle code changes adopted under Act 3 of 2012, signed by Gov. Tom Corbett in February 2012, centered on the distance vehicles must stay from bicyclists when passing. It's the greatest distance established by any of the 25 states that have specific distance requirements in their traffic laws. Two states have distance requirements of at least 2 feet, while 22 require a distance of at least 3 feet, according to data compiled by the League of Am

USA Today has reported that LeBron James rides his bicycle to and from his basketball games. This article made the headlines on the USA Today website because of how abnormal it is in America for a rich and famous basketball star to use a bicycle for transportation. Instead of explaining the real reasons LeBron rides his bicycle to games, the article highlights how unusual LeBron is. It sounds patronizing and almost seems to be mocking James: LeBron James, environment MVP. The Miami Heat star reduces his carbon footprint the same way a 12-year-old might, by riding his bicycle to basketball games. The 6-9, 250-pound three-time NBA MVP has been doing this for a while now, taking advantage of South Florida's warm climes (sic). But that still doesn't make it any less unusual. "He's a different animal," teammate Dwyane Wade told Fox Sports' Chris Tomasson on Tuesday. "He's a different beast. What can you say?" LeBron probably rides his bicycle to games because he likely gets there faster than he would if he were stuck in traffic. It's probably more therapeutic for him than being stressed out behind the wheel, and it probably clears his mind and relaxes him before and after his basketball games. But the USA Today article didn't acknowledge these benefits. Instead, James is an outcast. He's doing something that only a 12-year-old would do.

To report an abandoned bicycle on City road allowance, contact 311 to submit a service request. If this a bike frame only, Solid Waste Management, Litter Operations will remove the frame. All other abandoned bicycles on the City road allowance, will be investigated by Transportation Services, Right-of Way Management and tagged prior to removal. For abandoned bicycles in City parks see: Abandoned shopping carts - bicycles - in City parks

In 2002 the Pennsylvania Historical and Museum Commission dedicated a historical marker to the career of this famous American bicycle racer. The plaque is located at 1103 State Street in the City of Erie and reads: "A champion racer during the bicycle craze that swept the United States in the 1890s. After racing locally for several years, he competed against bicyclists from other states and nations in major contests between 1896 and 1906; foremost among these were the six-day team races at the old Madison Square Garden in New York. Maya lived here as a boy above his family's business, which he later managed on his return to Erie in 1907." Otto Maya was an American cyclist from Erie, Pennsylvania who during his life time witnessed the development of the bicycle as both a business and recreational means of transportation. He as well experienced the immense popularity of bicycle racing in the 1890s where spectators by the thousands would flock to the wooden cycling track to witness the speed, thrills and spills of cycle racing. Otto was born in 1876 and started racing professionally when he was eighteen years old in 1894. Between 1899 and 1902 Otto Maya raced in 6 six-day races, always capturing a podium placing. He won three six-day races: in Boston at the Revere Beach Cycle Track in 1901 partnered with James B. Bowler and as well in Boston at the Park Street Garden in 1902 with Floyd McFarland. He also was victorious in Philadelphia in 1902 partnered with Howard Freeman. Otto placed second in the first team six-day bicycle race in 1899 at Madison Square Garden New York, partnered with the Canadian cycling star Archie McEachern. In December 1901 at the Madison Square Garden six-day race in New York Otto was partnered with fellow Pennsylvanian Lester Wilson and they worked well together coming in second place. The last six-day race that we have information of Otto participating in was the 4th New York Madison Square Garden six-day race, partnered again with Floyd Mc

For bicycle commuters, continuing to pedal through the winter months can be a daunting task, especially if one lives in a northern city. Often the decision for winter bicycle commuting comes down to perspective: Is cycling a sport or a viable form of transportation that offers a multitude of advantages such as saving money and improving the health of the cyclist and the environment? For commuters who travel by bike 3 or more days a week, the Minneapolis transit system offers a free Guaranteed Ride Home Program good for use up to 4 times a year for emergencies such as snowstorms.