July 2011 - AT-Network - University of Manitoba Mailing Lists

Winter Weather Warrior contest
by Beth McKechnie 18 Jul '11

18 Jul '11

Though no one is probably thinking about winter during this hot sunny weather, here's an interesting approach used to encourage cold weather riding. -cheers, Beth *December 15, 2010* Capital Bikeshare Winter Weather Warrior Contest Capital Bikeshare encourages greater use of the system during the frigid winter months by launching a contest. http://www.dc.gov/DC/DDOT/About+DDOT/News+Room/Snow+Announcements/Capital+B… (Washington, DC) Today Capital Bikeshare launched the details of its Winter Weather Warrior contest, designed to encourage greater use of the system during the frigid winter months. All Capital Bikeshare annual and monthly members are eligible to participate in the contest which begins January 1 and lasts through February 28. The member with the greatest number of trips in the two month span will be awarded with a three year extension of their membership, two annual memberships to give away to family or friends, a $100 Hudson Trail gift card and a $25 Starbucks gift card. Additional contests will take place to honor other cold-weather riders, including monthly “Long Haul Rider” and “Most Saddle Time” contests. All members who ride every day during the two month period will be given a prize for perfect attendance. Photo contests and random drawings will also be announced throughout the duration of the contest. All Capital Bikeshare members interested in participating must opt in to the contest. By opting in, members agree to be listed by name on the weekly leader board, and on both Facebook and Twitter if they win any of the various contests. For more details about the contest or to opt in, visit www.godcgo.com/winterweatherwarrior.aspx.

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Exhaust-ing ride for cyclists: Air pollutants trigger heart risk
by Beth McKechnie 15 Jul '11

15 Jul '11

Exhaust-ing ride for cyclists: Air pollutants trigger heart risk In big cities around the world, cyclists breathe an array of pollutants from exhaust-spewing cars. A new study has now found a link between cycling on high traffic roads and heart risks. Even healthy cyclists had harmful changes in their heart rates. Experts say cyclists should stick to their two-wheels, however, pointing to simple solutions to reduce exposure. By Brett Israel Environmental Health News July 6, 2011 http://www.environmentalhealthnews.org/ehs/news/exhaust-ing-ride-for-cyclis… NEW YORK – Even by this city's standards, the Garment District is an imposing place to ride a bike. A never-ending parade of delivery trucks rumbles along 8th Avenue between 34th and 42nd streets, leaving a wake of gritty exhaust for cyclists to feel, smell and breathe. After riding in the Garment District, Robert "Rocket" Ruiz, a 13-year veteran of the bike messenger business, would often look into the bathroom mirror and see his face covered in grime. "I remember having to wash my face three or four times a day," said Ruiz, now the head dispatcher for Quik Trak Messenger Service. "There's nothing but tar and smoke on your face." Ruiz, a star on the Travel Channel's bike messenger show "Triple Rush," said he once had to miss a day of work to see a doctor because of exhaust burning his eyes. Pedaling behind pollutant-spewing cars and trucks may not seem as scary as being hit by one, but scientists say it can pose invisible dangers. Now, for the first time, cycling in heavy traffic has been linked to a heart health risk, Canadian researchers reported last month. A new study found cyclists in Ottawa, Ontario, had heart irregularities in the hours after their exposure to a variety of air pollutants on busy roads. Pedaling behind pollutant-spewing cars and trucks may not seem as scary as being hit by one, but scientists say it can pose invisible dangers."Our findings suggest that short-term exposure to traffic may have a significant impact on cardiac autonomic function in healthy adults," the scientists from Health Canada, Environment Canada and the University of Ottawa wrote in the journal Environmental Health Perspectives. The study does not suggest that bikers would be better off driving, experts say. Rather, the findings intensify the scrutiny on cyclists' pollution exposure, and point to simple solutions for a cleaner ride, such as avoiding busy roads like 8th Avenue whenever possible. "It's something that actually concerns a lot of people that do cycle," said Michael Brauer, a cyclist and atmospheric scientist at the University of British Columbia who was not involved in the new study. "People want to understand their risk. They're just thinking all the time, 'Is this good for me? Is this bad for me? I'm doing my part, but there's this car that's throwing this exhaust in my face.' " For the study, 42 healthy, non-smoking cyclists wore heart monitors before, during and after cycling for one hour on high- and low-traffic roads between May and September last year. Instruments on the bikes' panniers measured exposure to air pollution. [image: 2011-0706cyclingmom] Brett IsraelStudy results point to simple solutions for a cleaner ride, such as avoiding busy roads whenever possible. Short-term exposure to heavy traffic significantly decreased heart rate variability in the cyclists for up to three hours after they finished cycling. Experts say reduced heart rate variability is associated with a higher risk of heart attacks. "A very healthy person is like a Ferrari," said Arden Pope, an expert in the health effects of air pollution and professor at Brigham Young University in Provo, Utah. "Step on the gas and it really goes fast. Step on the brakes and it really slows down. The human heart, you want it to be like that too." But with lower heart rate variability, the heart is behaving more like a minivan than a Ferrari, Pope said, meaning that it is less able to respond to stress. Researchers are not sure how air pollution alters heart rate variability, Pope said. One idea is that particles in the lungs cause inflammation, which throws off the body's ability to carry out its automatic functions. No respiratory effects were found in the cyclists. The researchers did not find any significant changes in their lung function, probably because all the cyclists were healthy, and most had no asthma or other respiratory problems. Around the world, researchers have found that whenever fine particles increase in the air, deaths and hospitalizations from asthma, heart attacks and other cardiopulmonary problems increase, too. Hours to weeks of exposure to particles that are smaller than 2.5 micrometers in diameter, which peak during rush hours, can trigger cardiovascular effects, according to the American Heart Association. Researchers are not sure how air pollution alters heart rate variability. One idea is that particles in the lungs cause inflammation, which throws off the body's ability to carry out its automatic functions.For the Canadian cyclists, when their exposure to certain pollutants, including ultrafine particles, nitrogen dioxide or ozone, increased, their heart rate variability decreased, according to the study. Sheer proximity to tailpipes is one reason why cyclists have a high exposure to the tiny particle pollutants, which are emitted by vehicles along with thousands of other chemicals. Diesel buses and trucks are among the worst offenders. "The closer you are to the source of the fresh exhaust, the worse it is," said Patrick Ryan, an environmental epidemiologist at the University of Cincinnati, who studies the health effects of traffic-related pollution. Near the tailpipe, these particles are small enough to lodge deep in the lungs, triggering heart attacks and hospitalizations from lung diseases such as asthma. Tiny particles can also cross the blood-brain barrier, potentially harming the nervous system. Farther away from the tailpipe, these particles clump together, growing too large to lodge deeply, Ryan said. That's why even a small separation from cars, created by physical barriers to traffic – something that's missing for most of 8th Avenue – is important for cyclists. Two white stripes of paint, with a few feet of cycling space between them, is all that is reserved for bikers on this crowded street. Trucks commonly idle on the bike lane. Heavy traffic creates a wind tunnel that traps pollution on the road, according to a study by the California Air Resources Board. A 2010 study of cyclists in the Netherlands showed that hard-pedaling, deep-breathing cyclists on busy roads inhale more of this dirty air. In many cases, they also spend more time exposed to it compared to someone driving the same distance. "Those things add up and they give cyclists that cycle in traffic a high exposure," Brauer said. [image: 2011-0706cyclingpan]Todd Mecklem/flickr<http://www.flickr.com/photos/toddmecklem/4994420417/> Cyclists brave not only traffic, but rain and oil-slicked roads in Portland, Ore. But whether that exposure ups a cyclist's risk for heart or breathing problems has been less well established. One small study of Netherlands cyclists found a weak link between exposure to ultrafine particles and soot and airway inflammation. The new study of Canadian cyclists does not mean that people should lock up their bikes and hop back into the driver's seat, said Brauer. Another study has shown that drivers have higher respiratory problems than cyclists because of their higher exposure to volatile organic chemicals in vehicle exhaust. "In stop-and-go traffic, [drivers] have more exposure than a cyclist who stays 15 feet or more from the tailpipes," said Rebecca Serna, executive director of the Atlanta Bicycle Coalition, a cycling advocacy group. The health benefits of cycling far outweigh the risks from air pollution and traffic collisions relative to car driving, according to one estimate by researchers in the Netherlands, where cycling is king. Taking cars off the road also helps reduce greenhouse gas emissions and traffic accidents. "In general, you're better off cycling than not," Brauer said. "The physical activity benefits outweigh negative impacts. But you'd like there to be no impacts." Exposure to dirty air adds to the perception problem that cycling is unsafe, said C.H. Christine Bae, an urban planner at the University of Washington in Seattle, who specializes in how bike facilities affect air pollution exposure. The Canadian study authors have a simple solution. Avoid busy streets. "In general, you're better off cycling than not. The physical activity benefits outweigh negative impacts. But you'd like there to be no impacts." *– Michael Brauer, cyclist and atmospheric scientist, University of British Columbia*"When possible it may be prudent to select cycling routes that reduce exposure to traffic and/or to avoid cycling outdoors or exercise indoors on days with elevated air pollution levels," the research team wrote. Others agree. "Our recommendations to cyclists would be to avoid busy as streets as much as possible," said Dimitri Stanich, a spokesman for California's Air Resources Board. Of course, cyclists might want to avoid busy streets for a number of reasons – fewer distracted drivers being one. But the busiest streets also have the dirtiest air, with ultrafine particle and soot exposure highest on busy roads, according to a recent study. Bike routes should aim to minimize time spent on these high-traffic roads, the Canadian researchers wrote. This would reduce exposures of riders who may be more susceptible to the immediate health risks of traffic-related air pollution, such as the elderly, children, and pregnant mothers. A study of bike lanes in Portland, Ore., showed that lanes separated by planters, not just by white paint, actually decreased cyclists' air pollution exposure. A Belgian study of traffic pollution found that cycling as little as several feet off the road gave measurable differences in exposure. Getting cyclists out from behind the cars helps, too. In Portland, when traffic stops at a red light, cyclists have a designated area at the front of the line of cars, called a bicycle box, which helps them navigate turns and flee the tailpipe fumes. [image: 2011-0706waitingspace] Spacing Magazine<http://www.flickr.com/photos/spacing/1121822878/>Solutions like this bicycle box in Portland help cyclists flee tailpipe fumes. "Little things like that can help a lot to reduce exposure to cyclists," Bae said. If a little is good, more is better. Brauer says the preliminary results of his lab's work suggest that bike lanes are best when built one block from a major traffic artery. Despite the emerging research, Bae said that she does not know of any cities that consider cyclists' pollution exposure when designing bike lanes. Including Vancouver, where Brauer cycles, many of the cities that built bike lanes one block away from a major road thought about cost, not pollution. "Most were done by accident, because they were cheaper," Brauer said. "But they actually give you an air pollution benefit."

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The Herald: AT supporters want greenway included in road project
by Beth McKechnie 13 Jul '11

13 Jul '11

[As someone who thoroughly enjoyed cycling out to the Winnipeg Folk Festival this past weekend via NE Pioneers Greenway, Raleigh and the Floodway trail, I wholeheartedly agree with the need for this AT bridge over the Perimeter. It's extremely dangerous trying to run/cycle across multiple lanes of heavy traffic going 110+ kph! No matter how many times we do it, it's just as scary every time. -Beth] Active transportation supporters want greenway included in road project By: Adrian Alleyne Posted: 07/13/2011 http://www.winnipegfreepress.com/our-communities/herald/Active-transportati… Some local active transportation advocates want to see the Northeast Pioneers Greenway extended as part of a series of proposed roadway improvements near Lagimodiere Boulevard and the Perimeter Highway. The provincial government has proposed making changes to the intersection to ease traffic congestion in the area. Sigrun Bailey and Louise Balaban, co-chairs of the River East Neighbourhood Network - Trail Committee, said the improvements would be an ideal opportunity to extend the trail further north to Birds Hill Provincial Park. The avid cyclists said what they would like to see is a bridge built that would allow pedestrians and cyclists to cross the Perimeter at Raleigh Street, similar to the one that was recently built near Birds Hill. A bridge would allow individuals to travel uninterrupted along the greenway and connect to the Floodway Trail System that leads to Birds Hill. "We’re trying to get a safe facility for non-motorized transportation," said Bailey, who lives in North Kildonan. "It’s also a health issue, getting people active." The province’s plans include construction of a full interchange at the intersection at an estimated cost of $80 to $100 million. "Basically we would be building an interchange that would allow motorists in all directions to go through that intersection of roadways without stopping," said Don McRitchie, a spokesperson for Manitoba Infrastructure and Transportation. McRitchie cautioned that any extension of the greenway would have to be a shared initiative between the city and the Rural Municipality of East St. Paul. Bailey said it would be a mistake not to include the active transit trail in the province’s plans. "They’re not considering active transportation, which is ludicrous," she said. "They’re forcing people to be in their cars." Balaban said the proposed bridge would make the intersection safer for both cyclists and pedestrians. "You can’t ride your bike on the shoulder with semitrailers going by at 80 km/h," said Balaban, an East Kildonan resident. "We need to have a trail all the way to Birds Hill." Coun. Jeff Browaty (North Kildonan), said plans are already in place for the greenway to be extended to Glenway Avenue once the construction of Chief Peguis Trail is complete. However, he said extending it to Birds Hill likely isn’t something the city could consider at this time. Bailey said she fears there might never be another opportunity to extend the greenway. "They all say they’re for it, but I’m afraid it will slip between the cracks," she said. "It’s a win-win for everybody, so everyone should chip in." adrian.alleyne(a)canstarnews.com

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Active Transportation Canada - New Posts July 12, 2011
by Beth McKechnie 13 Jul '11

13 Jul '11

---------- Forwarded message ---------- From: Michael Haynes <activetransportation(a)rogers.com> Date: Tue, Jul 12, 2011 at 10:51 AM Subject: Active Transportation Canada - New Posts July 12, 2011 Dear Listserv Members: More than 20 new items have been posted on the Active Transportation-Canada Website. A complete list of titles may be found in the "Blog Archive" box, located on the right margin of the Website. Some sample new items: 1. Ottawa - Bike lanes earn rave reviews on first morning commute<http://www.ottawacitizen.com/business/Bike+lanes+earn+rave+reviews+first+mo…> 2. Product review: Top five skateboarding helmets for ultimate protection and safety <http://sports.yahoo.com/top/news?slug=ycn-8779805> 3. Moncton - Bike Battles continue<http://timestranscript.canadaeast.com/opinion/article/1422093> Active Transportation Canada URL: http://activetransportation-canada.blogspot.com A "Search" function is available on the site. You will find this at the bottom of the page. With more than 1,000 items posted on Active Transportation - Canada, there are links available to dozens of studies and hundreds of news items from communities across Canada and the world. If anyone has a problem reading this message, please let me know. I welcome suggestions for posts, so if you have news items featuring your community, please share them with the other subscribers from Canada, the US, and Australia on Active Transportation-Canada. Thank you. Michael Haynes Director TransActive Solutions

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America's Top Cities for Bike Commuting: Happier, Too
by Beth McKechnie 13 Jul '11

13 Jul '11

America's Top Cities for Bike Commuting: Happier, Too By Richard Florida Jun 22 2011, 11:41 AM ET http://www.theatlantic.com/life/archive/2011/06/americas-top-cities-for-bik… *A nationwide analysis shows that towns where people bike to work are richer, fitter, and more successful in many other ways * Riding a bike through a city, David Byrne wrote in his book *Bicycle Diaries<http://books.google.com/books?id=5Ar9V-4z9PwC&printsec=frontcover&dq=Bicycl…> *, "is like navigating the collective neural pathways of some vast global mind." Biking, he adds, "facilitates a state of mind that allows some but not too much of the unconscious to bubble up. As someone who believes that much of the source of his work and creativity is to be gleaned from those bubbles, it's a reliable place to find that connection." Cycling is one of my own great passions. I like nothing more than to get on my road bike and just go. My bike is not just a great way to get around, it's a great way to get to know cities. It's also a good way to stay in shape, as witnessed by this post<http://www.livingstreetsalliance.org/2011/05/americas-fittest-cities/>at the Living Streets Alliance blog, which noted the uncanny overlap between the places listed in my post<http://www.theatlantic.com/life/archive/2011/05/americas-fittest-cities/239…>on America's Fittest Cities and the cities where the greatest percentages of people who bike to work live. That got me wondering what other characteristics of metropolitan areas might be associated with higher levels of cycling. With the help of my colleague Charlotta Mellander, I took a quick look at the numbers. We used data from the American Community Survey<http://www.census.gov/acs/www/>(ACS) on the share of people by metro area who commute to work by bike. Nationally, less than one (0.6) percent of Americans ride their bikes to work. But the share of bike commuters varies quite a bit across metros. The gallery below lists ACS figures for the top 15 metros with the largest shares of bike commuters. (These data cover entire metros; data for core or center cities may be higher.) At the top of the list are Eugene, Oregon, and Fort Collins, Colorado, where more than 5 percent of commuters bike to work. College towns dominate the list—Boulder, Colorado, Madison, Wisconsin, Santa Cruz, California, Iowa City, Iowa, Gainesville, Florida, and State College, Pennsylvania, among others. But bigger metros like Portland, Oregon, Honolulu, Sacramento, San Francisco, and San Jose (Silicon Valley) also rank highly. (Source: American Community Survey, Share of Commuters Who Bike to Work) <http://www.census.gov/acs/www/> Top Cities for Biking Flickr/Kris Hurst 15 :: Iowa City, IA *Share of Commuters who Bike to Work*: 2.22% *Median Household Income*: $49,535 *Creative Class*: 32.46% <http://www.census.gov/acs/www/> All of this raises the question: What is it about these metros and others where cycling to work is more prevalent? So Mellander and I compared these figures on bike commuting to key social and economic characteristics of metros. Though all we are looking at are associations—our analysis does not infer causality and other factors may come into play—some of the findings are rather intriguing. First off, metros where more people cycle to work are more affluent. Metros with a greater share of bike commuters have higher average wages (with a correlation of .5). They have higher levels of education or human capital (a correlation of .5) and more knowledge-based economies as well. Cycling to work is positively associated with the share of creative class jobs (.3) and negatively associated with working class jobs (-.4). They're more diverse. The share of commuters who cycle to work to work is positively associated with higher levels of immigrants (.3) and even more so with higher concentrations of gays and lesbians (.4). <http://cdn.theatlantic.com/static/mt/assets/richard_florida/Florida_biking2…> Cycling to work also goes together with happiness. The percentage of cycling commuters is positively associated with levels of happiness and well-being, which we measure via Gallup surveys (with correlation of .5). As for fitness, the hunch by the folks at the Living Streets Alliance was right. Metros with a higher percentage of cycling commuters boast higher rates of fitness on the American College of Sports Medicine's<http://www.acsm.org/> American Fitness Index™<http://www.americanfitnessindex.org/docs/reports/2011_afi_report_final.pdf> (with a correlation between the two of .5). Biking metros are richer, better-educated, and more fit than non-biking places. They're happier, and, as exemplified by Mr. Byrne, more creative too. *Richard Florida is Senior Editor at **The Atlantic and Director of the Martin Prosperity Institute at the University of Toronto. * **

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Reminder: Transportation Master Plan Open House today, 4-8 pm, The Forks Atrium
by Beth McKechnie 06 Jul '11

06 Jul '11

[Friendly reminder about today's Open House at The Forks from 4-8 pm] *WINNIPEG TRANSPORTATION MASTER PLAN* *PUBLIC OPEN HOUSE * ** ** The City of Winnipeg staff and consultant team invite you to attend the second Open House for the Transportation Master Plan (TMP). Drop by to view the main comments received from the public and stakeholders meetings and review the key directions and opportunities for the following transportation components: - Transit - Roads - Goods Movement - Active Transportation - Transportation Demand Management - Funding, Financing, and Governance We would like to hear from you on this important stage of the process!**** ** ** WINNIPEG TRANSPORTATION MASTER PLAN OPEN HOUSE**** Date: Wednesday, July 6, 2011 **** Time: 4:00 PM to 8:00 PM**** Where: The Forks Market Atrium (at the base of the Forks Tower)**** Format: Drop in anytime – no formal presentation. **** ** ** Staff will be on hand to answer questions and collect feedback you may have. **** ** ** Visit the following Website to view or download the latest version of the TMP Newsletter: http://transportation.speakupwinnipeg.com**** ** ** Please forward this email to anyone that you feel would be interested in attending. Thank You!**** ** **

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Bicycling our way into work and out of the Great Recession
by Beth McKechnie 05 Jul '11

05 Jul '11

Bicycling our way into work and out of the Great Recession by Elly Blue <http://www.grist.org/people/Elly+Blue> 5 Jul 2011 10:29 AM * http://www.grist.org/biking/2011-07-05-bicycling-our-way-into-work-and-out-… * *This is the tenth and last column in the Bikenomics<http://www.grist.org/biking/2011-02-28-how-bicycling-will-save-the-economy>series. A new ten-part series will begin in two weeks, exploring some of the different reasons people don't bike for transportation and ways these obstacles to bicycling can be overcome. * Conversations about transportation bicycling tend to revolve around work, particularly commuting. This is a good thing. We need to get to work; more of us need to get to work by bike; and more bicycling means a healthier economy<http://www.grist.org/biking/2011-02-28-how-bicycling-will-save-the-economy>, a better workplace<http://www.grist.org/biking/2011-05-09-how-employers-can-encourage-happy-he…>, and even more jobs<http://www.grist.org/article/2011-01-14-building-bike-infrastructure-create…>. * * But the commutes in these conversations are an endangered species, part of a type of work and lifestyle that's fading fast: the 9-to-5 lifetime career with health benefits and pension, a commute from suburbs to central city, and a hot meal waiting for you when you get home<http://www.grist.org/biking/2011-06-20-bicyclings-gender-gap-its-the-econom…> . The way we work has been changing for a long time, and our transportation needs and options along with it. With the recent recession, fewer people are working as much or for as much money, or as regularly -- or at all. More of us are, in a word, poor. We're the ones who need bicycling the most.* *Yet the broke and the tenuously employed aren't always reached by bicycle transportation advocacy, education, and services. When they are, the messages being promoted are not always relevant or welcome. The mainstays of bike advocacy organizations are the three E's: engineering, enforcement, and education -- with a fourth E, encouragement, becoming increasingly popular. Encouragement is a kind of marketing. It's about selling the benefits of transportation bicycling as though it were a product.* *It's appealing because, to a large extent, it works, imbuing everyday transportation bicycling with a certain cool cachet. Marketing, being what it is it, tends to be best executed by businesses and blogs selling everything from imported, upright city bikes <http://clevercycles.com/2007/06/26/dutchness/> to the concept of cycling fashion <http://www.velovogue.com/> to the aesthetic and lifestyle <http://momentumplanet.com/articles/this-is-the-bike-lifestyle>associated with both of these. But lately, advocacy organizations and even government agencies are investing in encouragement initiatives and seeing a lot of success. A recent example is the charming animated video made by the Cascade Bicycle Club called "Will you ride with Sophie <http://www.cascade.org/sophie/>?" that extols the environmental, social, and personal virtues of choosing to bike instead of drive, even for just a few trips a week. And that's the crux of it, what makes encouragement so appealing to some and so frustratingly divisive to others: When you're broke, you simply don't have the same choices. The risks you are willing to take are informed by different factors. What one person might feel as a stirring call to action, another might just as easily see as unwelcome and out-of-touch moralizing. It's understandable, of course, that the pursuit of encouragement, as well as the other E's, is informed by the concerns of the advocates themselves. Part of the heritage of bicycle advocacy in the U.S. is recreational riding -- an activity that suggests a decent enough income to have a nice bike in the garage and the leisure, skills, and confidence to go out and ride it whenever one chooses. U.S. bike advocacy is also imbued with a heavy focus on individual responsibility as more important -- or perhaps more readily achievable -- than social and infrastructure change, as exemplified by the until-recently prominent vehicular cycling movement<http://en.wikipedia.org/wiki/Vehicular_cycling> . Such initiatives tend to reach out to the people who ride -- or don't -- out of choice rather than economic necessity, whose only barrier to getting on a bike is motivation. When you're already broke, you don't need to be encouraged to adopt someone else's lifestyle. You need solutions that arise from your own circumstances and community. That means that simply choosing to hop on a bike isn't actually that straightforward. Even as your car is sucking your savings dry and pummeling your credit, at least it's the devil you know. People living in low-income households are less likely to have access to a working bicycle (only 29 percent of households making less than $15,000 do, according to the NHTSA's most recent survey <http://www.nhtsa.gov/>). Aside from the cost and learning curve of acquiring, outfitting, and maintaining a reliable everyday bicycle, if you're broke your neighborhood is also less likely to be graced<http://www.theglobeandmail.com/news/national/time-to-lead/unhealthy-neighbo…>by bike lanes, calmed traffic, and other facilities that are lauded for their ability to raise property values<http://www.guardian.co.uk/environment/green-living-blog/2009/nov/05/bike-st…>. You're also less likely to have easy, central access to grocery stores and other amenities. Bicycling has a reputation as being dangerous, making it even less appealing to those who lack health insurance. There's also a social stigma attached -- car ownership is a widely acknowledged symbol of success and adulthood. Moreover, the pursuit of the three original Es -- education, engineering, and enforcement -- demands some further sensitivity if undertaken in the context of economic inequality. When you're low-income, you may simply not have access to the amenities of bicycle advocacy that others of us take for granted. Your concerns are less likely to be solicited or lobbied for. Education initiatives and materials about cycling laws and safety, what to do if you crash, and even how to ride at all are less likely to reach you and may not even exist in a language you read fluently. And engineering and enforcement are as likely to work against you as they are to protect and serve your interests. [image: Runs on fat] <http://www.flickr.com/photos/carltonreid/4646637491/>Photo: Carlton Reid <http://www.flickr.com/photos/carltonreid/4646637491/>These concerns are hardly universal, but they're a sampling of what advocates need to ask and engage about if they are serious about making bicycling more widely accessible and attractive. Of course, relatively elite bike advocacy organizations didn't invent bicycling, and have much to learn from others who have already been doing it a long time. Among people in the U.S. who already ride, residents of socioeconomically disadvantaged neighborhoods are already riding for transportation rather than recreation. Bicycling is particularly embraced<http://la.streetsblog.org/2011/06/01/bicycling-is-for-everyone-the-connecti…>by recent immigrants from countries where bicycle transportation has long been the norm. There are a lot of bike organizations out there that are already driven by the needs of low-income people and communities. Earn-a-bike programs<http://oaklandlocal.com/posts/2011/06/oakland-bike-programs-give-youth-chan…>around the country empower participants with a free bicycle and the skills and knowledge to maintain and ride it well.* *Tamales y Bicicletas<http://www.browningthegreen.org/>is a Minneapolis group run by and for Latino youth to build job skills and work for environmental justice. Ciudad de Luces/City of Lights<http://ciudaddeluces.wordpress.com/>is a Los Angeles program that provides free bike lights and bike safety and maintenance education to working-class Latino immigrants. In Madison, Wisc., police work with bike advocates and businesses to install free bike lights instead of writing costly tickets<http://frontporchcoffeetalk.blogspot.com/2011/05/be-bright-helps-madison-cy…>to those caught riding unlit at night. As our economy shifts and bicycling becomes a more urgent economic imperative both individually and socially, advocates need to start seriously rethinking how their work can better serve the people who need it most. Initiatives that presuppose motivation as a primary to barrier for bicycling, or climate and public health concerns as a primary driver of transportation choices, will necessarily be limited in their reach, and run the risk of alienating people who, if listened to and engaged with, could be powerful allies. I propose a fifth E for the bicycle advocacy toolkit: Economics. Not marketing, not the creation of wealth or the promotion of wealthy lifestyles, but rather the awareness of economic inequality and its impact on people's choices and lack thereof. When we wander down the path of assigning moral value to lifestyle choices and take our policies cues from gender and identity politics, we lose a lot of people -- and make enemies -- along the way. When we focus on communities' economic realities and the hard numbers behind them, then we can provide concrete, material tools for addressing the inequalities that are holding us all back. The bicycle economy, after all, isn't going to make most of us rich, and that's OK. We could use fewer people getting rich in this country and more people getting by, feeling good, and having fun. Bicycling creates a little wealth. But more importantly, it creates a lot of well-being. That's what the bicycle economy is all about. Elly Blue is a writer and bicycle activist <http://takingthelane.com/>living in Portland, Oregon. You can also find her on Twitter <http://twitter.com/ellyblue>.

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