We’re making biking better in Alabama through funding local bike projects, supporting pro-bike policies and legislation at the local and state levels and highlighting great hometown routes on Ride Spot. In 2017, our Community Grant Program funded the Ditto Landing West Greenway in Huntsville, adding two miles of greenway along the Tennessee River. 

In 1984, when Will Chavez was 17, he signed on to participate in a month-long, multi-state, 950-mile bike ride. A member of the Cherokee Nation, Chavez grew up in Eastern Oklahoma where he’d spend summer days riding a one-speed motocross bike with his cousins, exploring nearby Marble City and the local creek, where they’d go swimming. By the time he was finishing high school, Chavez was invited to participate in the inaugural Remember the Removal Bike Ride.

Founded by Mike Morris and Mose Killer, the Remember the Removal ride was envisioned as a way to better involve youth in their Cherokee culture. The school in Marble City only goes through eighth grade and about a third of kids often drop out when it comes time to transition to high school. Morris and Killer saw a need to cultivate leadership qualities in Cherokee youth, as well as help them build self-esteem and confidence to face life’s challenges. The pair settled on a bike ride that would not only test the youth mentally and physically but also allow them to honor their shared history.

The Remember the Removal Bike Ride retraces the Trail of Tears, a forced displacement campaign from the U.S. government that doubled as a form of ethnic cleansing. Between 1830 and 1850, some 60,000 people from the Cherokee, Muscogee, Seminole, Chickasaw, and Choctaw nations were forcibly removed from their homes in the southeastern United States and relocated west of the Mississippi River. The relocation to less fertile land took months, and more than 4,000 people died from exposure, disease, and starvation.

The Trail of Tears is actually a network of different routes  — Remember the Removal riders stick to the northern route.

By recreating the original route as a bike ride, Cherokee leadership hoped to expose youth to the hardships their ancestors faced when they made the same trek on foot decades before. That first year, Chavez joined 19 other students and ride coordinators on bikes, while support vans and a school bus followed with tents, food, and other necessary supplies. The group visited historical sites as they followed in their ancestor’s footsteps, averaging 60 miles a day. For Chaves, the trip was life-changing. 

“Before the ride, my self-esteem was not good and I didn’t have much confidence — that all changed after the ride,” says Chavez. “I credit the ride for giving me the confidence to take on numerous challenges like joining the army, finishing college, and having a career in journalism. The ride changed me because it forced me to go past my limits – physically and mentally. So, afterward, I had the fortitude to not give up when things got tough or when it seemed like a task was impossible.”

For the last 27 years, Chavez has been an assistant editor for the Cherokee Phoenix, which was first published in Cherokee and English in 1828 in New Echota (present-day Georgia), then the capital of the Cherokee Nation (the paper’s offices are now headquartered in the new capital, Tahlequah, Oklahoma). In addition to his full-time position, Chavez has worked as the coordinator and trainer for the Remember the Removal Bike Ride for the last four years. 

In addition to the inaugural ride in 1984, Chavez also participated as a mentor in the second iteration of the ride, 25 years later.

“In 2009, the chief at the time decided to bring the ride back and he consulted some of the original riders, asking how we did things,” says Chavez. “Except for 2020, it’s been going consistently since then.”

Today, the ride remains a youth leadership program for tribal members aged 16-24, with applications opening each year in September (there are also two mentor riders each year, for those 35 and older). The program interviews are comparable to a formal job interview — applicants are scored and selected by a panel at the end of October, before attending orientation in November. 

"When I was chosen to be on the ride, I felt a sense of pride grow within me," says Whitney Roach, who completed the ride in 2021. "I not only get to represent myself and my family, but I get to represent my ancestors who were forced on the Removal…I [had] the opportunity to retrace their steps in remembrance of their strength and resilience."

Selected participants sign a contract, committing to six months of rigorous physical training, clocking miles but also learning how to clip in and use a bike with drop handlebars and lots of gears. There’s also a cultural training component that includes Cherokee lessons.

“Most of our youth don’t speak Cherokee these days so that’s part of the training,” says Chavez, adding that the cohort’s formal introductions to the tribal council are always in Cherokee. “They learn the language, the culture, and the history of the Trail of Tears. They end up with a really good background of what happened so that they’re prepared when they go out on the road and people start asking them questions.”

Along the ride, which starts in Georgia, riders visit significant sites, including New Echota, the former Cherokee capital; Kituwah Mound, the original Cherokee homeland; Blythe Ferry, where Cherokees gathered during their forced removal; Mantle Rock in Kentucky, where the former Trail of Tears route is a hiking trail; and many, many unmarked grave sites. 

“There are so many points in history when the Cherokee people could have disappeared like some other tribes,” says Chavez, noting that in addition to surviving the Trail of Tears, the Cherokee survived a smallpox epidemic that decimated the tribe in the 1700s, the American Civil War in the 1800s, and the seizure of lands and destruction of tribal government the pushed the tribe into poverty in the 1900s. “Yet, we are still here today. From the standpoint of being a Cherokee person, the ride made me even more proud of who I am and even more proud of my ancestors for what they endured and survived,”

A body of research, published from 2020 to 2022, highlights the benefits of the Remember the Removal Bike Ride for participants’ physical, emotional, social, and cultural well-being. Past riders that were surveyed showed improvements in their diet and exercise habits, as well as their mental health, with reductions in things like stress, anxiety, depression, and anger. Perhaps most importantly, those surveyed also demonstrated improved social and cultural connection to one another, their Cherokee identity, and fundamental Cherokee values.

Participants from the 2019 Remember the Removal Bike Ride walk down a preserved section of trail used by Cherokees in Tennessee during their forced removal some 180 years ago.

Over the course of three weeks, the youth ride anywhere from 40 to 70 miles a day, some much more difficult than others (particularly those in Missouri, nicknamed “Misery” due to its constant heat, hills, and rough roads).

In 2021, the riders switched from using road bikes to gravel bikes, which makes traversing the mountains and backroads much easier. The Cherokee Education Department pays for rider’s helmets, shoes, sunglasses, a bike computer, custom cycling kits, and bikes, which are Fuji this year but have covered the gamut of quality brands over the last decade. To receive the kit, riders are required to pass a grueling 60-mile road test — friends and family are then invited to watch them receive their kits, an event with a strong ceremonial element. When participants complete the ride itself, they get to keep their bikes.

In an average year, Chavez takes 8-10 riders, although this year it’ll be a group of six, having lost two to injury. Interestingly, since 2018, the Remember the Removal riders have been trending female, and since 2021, the cohort has been completely female. 

This years Remember the Removal cohort, which will begin their ride on June 5.

“Elders and council members have been asking, where are all the boys?” says Chavez, noting that male youth just aren’t applying. “Obviously, the girls aren’t afraid to do it — it’s tough and these girls want to take on the challenge.”

At the end of May, Chavez accompanied the riders to North Carolina, where they met up with the Eastern Band of Cherokee Indians, who also has a team of six riders. While the two tribes share a lineage, there are still a few differences in language, which can become apparent in the call signs used, all of which are in Cherokee. After a training ride together to get on the same page, the group will travel to Georgia, where they’ll begin the Remember the Removal Bike Ride on June 5, traveling nearly 1,000 miles through Tennessee, Kentucky, Illinois, Missouri, Arkansas, and Oklahoma.

Upon completion, the riders will join more than 200 alumni, many of whom are still as committed to the ride as Chavez is, showing up to help with training, mentorship, or on-route support. It makes sense — after all, Remember the Removal is first and foremost a spiritual journey. Not only does it test the endurance and emotions of those who participate, but it directly connects them to their ancestors. In riding, they remember where they came from and find the strength to go on.

If you’re interested in following the riders’ journey along the northern Trail of Tears route, tune in to the official Remember the Removal Bike Ride Facebook page. 

This Annual Bike Ride Connects Cherokee Youth to Their History

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Two-thirds of U.S. states now define and regulate electric bicycles in three-class system 

PeopleForBikes is pleased to announce that 36 states have now signed our model electric bicycle legislation into law, eight of which occurred just this year. We’re seeing increased momentum in states passing this model legislation that clarifies the use and regulation of electric bicycles, making the law easier for retailers, riders and decision makers to understand. Thank you to all of our partners who have supported this initiative so far.

The eight states that signed this model legislation into law in 2021 include Alabama, Iowa, Minnesota, Mississippi, Missouri, Nevada, North Dakota and Vermont. Each state has subtle differences in its laws, but fundamentally, these bills do the following:

Define electric bicycles using the three-class system.

Regulate electric bicycles like bicycles, meaning the same rules of the road apply to both electric bicycles and human-powered bicycles.

Exempt electric bicycles from the registration, licensing or insurance requirements that apply to motor vehicles.

There are still 14 states that have not adopted model legislation. Four of these states lack a specific vehicle classification for electric bicycles and the remaining 10 states recognize electric bicycles in some form, but do not utilize the three-class system. 

Our goal is to clearly define electric bicycles and provide sensible rules for their use. We strive to pass our model legislation in all 50 states to ensure that:

Outdated vehicle regulations are updated to reflect technological advances.

Low-speed electric bicycles are regulated similarly to traditional bicycles.

Consumers and retailers are not confused about their state’s electric bicycle laws.

The public is encouraged to take advantage of the benefits that electric bicycles offer.

PeopleForBikes believes that electric bicycles are the future of bike riding due to the immense benefits they can provide in improving communities' health and decreasing carbon emissions by replacing trips that would be otherwise taken by car. Electric bicycles are replacing single vehicle trips, helping people ride their bikes further with more convenience and making them happier and healthier in the process.

You can find details on your state’s specific electric bicycle law here. Any additional questions? Contact PeopleForBikes Regulatory and Policy Analyst Ashley Seaward at ashley@peopleforbikes.org for more information.

Model Electric Bicycle Laws Now in 36 States

A quick update on pro-bike policies from across the U.S.

Every year, PeopleForBikes monitors more than 200 state legislative bills to track the national bicycling landscape and quickly rally our supporters to back proposed improvements that could benefit bike riding in areas like infrastructure, funding, incentives and safety regulations.

Although the COVID-19 pandemic required many legislatures to adjust their sessions to accommodate virtual settings, many pro-bike bills across the U.S. still progressed through the legislative process. A few recent examples of these bills can be found below.

Model electric bicycle legislation: These bills define electric bicycles using the three-class system, establish rules of the road similar to human-powered bicycles and exempt electric bicycles from the registration, licensing or insurance requirements that apply to motor vehicles. Model electric bicycle legislation was passed in Alabama (HB 99), Iowa (HF 493), Minnesota (HF 10), Missouri (SB 176), Mississippi (HB 1195), Nevada (SB 369), North Dakota (HB 1148) and Vermont (SB 66) this year.

Safe passing: These bills typically require the driver of a vehicle to provide at least three feet of space when passing a bicycle traveling the same direction on a roadway. Safe passing laws were passed in North Dakota (HB 1290) and Georgia (HB 353) this year.

Idaho stop: These bills typically allow bike riders to treat a stop sign as a yield sign and a red light as a stop sign in certain situations. Idaho stop laws were passed in North Dakota (HB 1252), Oklahoma (HB 1770) and Utah (HB 142) this year.

Vulnerable users: These bills typically help protect vulnerable road users, such as bike riders and pedestrians, by establishing fines that discourage and punish careless driving. A vulnerable users law was passed in Maryland (HB 118) this year.

Sustainable Transportation: This legislation supports decreasing the transportation sector’s greenhouse gas emissions by investing in bicycle infrastructure and electric alternatives to combustion vehicles. Sustainable transportation laws were passed in Colorado (SB 260) and Washington (HB 1091) this year.

PeopleForBikes works diligently to track bills at all levels of government that improve bike riding and support bike businesses nationwide. Check out our policy finder to stay up to date on what we’re currently tracking and sign up for our newsletter to receive an alert when a pro-bike policy is proposed in your area. Any additional questions? Contact PeopleForBikes Regulatory and Policy Analyst Ashley Seaward at ashley@peopleforbikes.org for more information.

PeopleForBikes’ 2021 Mid-Year Legislative Recap

Acceleration assesses how quickly a community is improving its biking infrastructure. This score is based on reported growth in bike facilities, bike share, and events. It also includes perceptions of progress.

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People for Bikes City Ratings: Acceleration

Cities have the biggest chance to make a difference in their City Ratings score — on an annual basis — with Acceleration. This is about setting plans into motion, getting things ready for the future, and recognizing that changing long-term safety and ridership requires action today. This is where communities can prioritize their work and set ambitious goals to more quickly realize the full benefits of bicycling.

Compared to other scoring systems, the Acceleration factor is unique to the PlacesForBikes City Ratings. What we’re measuring here is how committed a city is to growing bicycling quickly. This factor is designed to identify cities that may not provide a great bike riding experience today but are doing all the right things to grow bicycling over the next three to five years. Acceleration scores are based on:

Planned growth in bicycle facilities and events. The City Snapshot collects data on the percentage increase in bike facilities and event participation in U.S. cities.

Perceptions of progress. The Community Survey measures how those who live in the city or town feel about the progress they are making toward better bicycling.

A top score in Acceleration indicates that the city is changing, the city has aggressive plans to make things better, the infrastructure they’re planning to build is going to create a low-stress environment to ride bikes, and the public generally feels that the momentum is moving in the right direction. Acceleration is all about investing in a more remarkable future.

Memphis, Providence and New Orleans are among our top scorers in Acceleration, and are all Big Jump cities. These places have made plans and goals for the kinds of changes that can improve a community and complete a network.

Memphis, Tennessee, (population 654,723). Acceleration score: 4.96

Bikeways and Pedestrian Manager Nick Oyler says that Memphis’ rapid progress with its bikeway network is thanks in large part to the leveraging of community partnerships and existing processes. “The city is limited in capacity and resources, so we actively seek out collaboration with community development corporations, local non-profits, and other private organizations to facilitate project funding, outreach, design, and implementation.” Oyler says that he’s seen more and more people in the community recognize the value of safe streets. “People are eager to work with us to make improvements.” Rather than reinvent the implementation wheel, Oyler says, “we formalized the inclusion of on-street bikeways as part of our annual resurfacing projects. As a result, we have a relatively easy expansion of the network every year in addition to the more limited and complex grant-funded and capital projects.” Memphis has also launched and made plans to expand their bikeshare program in the last year, which makes biking a realistic option for more people.

Huntsville, Alabama, top medium city (population 190,501). Acceleration score: 4.77

Dennis Madsen, Manager of Urban and Long-Range Planning, encourages city planners to travel for professional development – even just to other cities in the region – to learn from what others are doing. Madsen has traveled to Fort Worth, Pittsburg, and Durham in the last few years, to study infrastructure that’s working. “The best way to learn is to see how our peers are doing things. There’s so much to be learned from the experiences of others.”

In an effort to inform the community, Madsen says Huntsville just published their first annual alternative modes review so that the public can see what’s in the works. “We wanted people to know what we’ve done in the last year, and what’s coming in the next several years. We want to be transparent, so the community knows what to expect from us.” Madsen says city planners can take a lesson from the restaurant industry in that people are willing to wait for something good as long as the server comes out of the kitchen every once in a while and lets them know what’s going on.

Huntsville is currently working on closing the gaps in their network that are scattered throughout the city. One of their bigger projects involves a greenway in south Huntsville that connects to schools and the riverfront area. Madsen says they’re not only adding bicycles facilities but also new pedestrian walkways. “We’re hoping not only to create alternative transportation options but also to incentivize development along the corridor as well.”

Fayetteville, Arkansas, top small city (population 81,889). Acceleration score: 4.95

Matthew Mihalevich, Trails Coordinator says Fayetteville has a unique trails program geared at designing and constructing as cost efficiently and quickly as possible. They primarily utilize in-house city staff. Mihalevich says when a trail is designed and the necessary property is acquired, their 9-member city trails construction crew builds the trail as part of the Transportation Division. Once the trail is complete, the Parks and Recreation Department oversees the maintenance and event programming. Mihalevich says this in-house crew allows them to bypass some of the things that stall projects in other places.

After a trip to Boulder and Fort Collins a few years ago, Mihalevich says the Fayetteville team set several new plans into action to create a more complete network. “We now have a significant number of tunnels and underpasses where we’re pulling away from busy intersections so that it’s a comfortable experience for all ages and all abilities. That was definitely a take-away from Boulder’s network.”

In cooperation with the University of Arkansas, Mihalevich says, “We’re working on a new project — Maple Street Cycle Track — it’s currently a 3-lane road and we’re taking it down to 2-lanes and adding a 10-foot 2-way cycle track with an 8-foot sidewalk behind it.” This is a significant connection from the Razorback Greenway to campus. Mihalevich says, “We’re excited to create a safe and comfortable route to our biggest destination in town.”

In 2018, Fayetteville partnered with Veoride, the University of Arkansas, and Experience Fayetteville, to launch the first dockless bikeshare program in Northwest Arkansas. The program includes traditional bikes and e-bikes throughout the city.

Both Fayetteville and Memphis received a near perfect 5/5 on acceleration. What are they doing that generates that “perfect score?”

Both have significant plans to expand the kinds of bike infrastructure that appeal to the widest general audience – protected bike lanes, off-street trails, and neighborhood bikeways. Creating a network of safe, comfortable places to ride is paramount to attracting new riders that otherwise wouldn’t feel safe. Design matters, and both Memphis and Fayetteville are taking that aspect seriously.

Both cities launched public bike share operations in 2018, and have planned expansions of the fleet size through 2021. Access to bikes is just as important to ridership as infrastructure investments are. The rapid rollout of their respective bike share systems only stands to provide a short-term boom to riding rates.

Both are looking at enhancements to infrastructure that exceed basic accommodations in ways that allow bike ridership to grow in new ways – Recreational bike parks and pump tracks provide new options for recreational cycling, while overpasses and underpass of major roadways allow trail systems to increase safety and appeal for new cyclists.

Recommendations for speeding up your timeline:

Implement one pop-up event or pilot bikeway project this year using temporary material: paint, planters, pallet furniture.

Make a plan to boost bike parking 30% in 3 years. Prioritize schools, parks, libraries, grocery stores, entertainment districts.

Return to quick-build projects to make them permanent. Use feedback & data gathered to improve designs. Aim for one such upgrade each year.

Make a plan to enlarge your dedicated funding for biking improvements. Spend more than 50% in underserved communities.

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