We’re making biking better in Oregon 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 May 2020, we helped pass a 10 cent gas tax renewal that will fund $75,000,000 towards improving Portland’s streets by making them safer for all road users. Included in this measure is $6,000,000 for Safe Routes to School projects, $1,500,000 for sidewalk and bike lane improvements and $4,500,000 for the creation of neighborhood greenways. In fall 2019, our Community Grant Program provided funding to the Eastern Oregon Trails Alliance to build a bike park in John Day.

Each year, PeopleForBikes’ City Ratings program evaluates thousands of communities worldwide on the quality of their low-stress bike networks through our Bicycle Network Analysis (BNA). Over time, we’ve seen many cities across the U.S. improve their City Ratings scores. While all score improvements are worthy of recognition, several cities achieved incredible increases in just a few years, showcasing the impact of investments in bike networks and supportive policies that create great places to ride.

Which cities have seen the highest score increases over time? City Ratings data reveals that 39 U.S. cities boosted their scores by at least 20 points since 2020 through the implementation of specific projects that align with our SPRINT principles: safe speeds, protected bike lanes, reallocated space, intersection treatments, network connections, and trusted data. 

Note: Although City Ratings began in 2018, PeopleForBikes refined the program in 2020 to reflect actual speed limits for cities, resulting in some changes to scores between 2018 and 2020.


Learn how you can support bike projects in your area that can increase your community’s City Rating Score. Through the Great Bike Infrastructure Project, we’re tracking progress on thousands of projects nationwide.

Policy changes also play a key role in improving scores. Our Legislative Strategies Guide for Safe and Connected Bike Infrastructure outlines policies that create great bike networks, including increased state and local funding for bike infrastructure, Complete Streets mandates, and lower speeds. These policies are critical, as most U.S. cities have a lot of work to do to truly become great places for biking. 

Read on to learn which cities achieved the most dramatic score increases between 2020 and 2024.

Minneapolis' score surged from 17 to 71, leading large U.S. cities for the second year in a row. Key factors include speed limit reductions, OpenStreetMap data improvements, and the construction of protected bike lanes like those on Bryant Avenue South, which was featured as one of our Best New Bike Lanes of 2023. 

Not to be outdone by its neighbor, Minneapolis, Saint Paul jumped from a score of just 9 in 2020 to 61 in 2024 thanks to lowered speed limits and projects like the Jackson Street Reconstruction Project, which added safe bicycle facilities as part of the city’s Capital City Bikeway System. With the city planning to add more than 100 new miles of protected bike lanes, Saint Paul’s score is sure to increase in the coming years. 


Learn more about Jackson’s improvements, including those led by the local advocacy group Friends of Pathways, here. 

In 2023, Bloomington reduced speed limits for all neighborhood streets to 25 miles per hour, contributing to a 17-point increase in its City Ratings score. In recent years, Bloomington also expanded its network of neighborhood greenways and constructed numerous road-adjacent shared-use paths and protected bike lanes like the 7-Line, which made our list of the Best New Bike Lanes in 2022. 

Aurora was ahead of most American cities back in 2016, when the city installed a protected bike lane on River Street to close a critical gap in the regional Fox River Trail system. Since then, Aurora increased its score to 50, partially thanks to updated speed limit data in OpenStreetMap.

While it's perhaps not surprising for Minneapolis, the highest-rated large city for biking in the U.S., to have suburbs with good bike networks, it’s always encouraging to see suburban communities climbing the ranks of bike-friendly places. Saint Louis Park, a community of 50,000 people to the west of Minneapolis, increased its score from 15 to 55 over the past four years by lowering its default speed limit to 20 miles per hour and filling in bike network gaps through their Connect the Park program.

In 2022, Corvallis’ city staff updated its OpenStreetMap data to accurately reflect existing bicycle infrastructure, including its Active Travel Corridors, which reduce cut-through traffic, creating a citywide network of safe places to bike. 


Key West enhanced its bike network with several projects, including improvements to the Crosstown Greenway and Staples Avenue bicycle and pedestrian bridge. In 2020, speed limits in the city’s Old Town neighborhood were also lowered to 20 miles per hour, creating a safer environment for all road users.

Although Coeur D’Alene hasn’t yet a score of 50 yet, the city already has 50 miles of multi-use paths, including the popular Centennial, Prairie, and Atlas, trails, as well as more than 64 miles of bike lanes. Thanks to its Complete Streets policy, the city intends to complete another 25 miles of bike paths and 32 miles of bike lanes to further improve its network in the coming years.


After reducing the citywide speed limit to 25 miles per hour in 2016, Somerville further reduced speed limits on most residential streets to 20 miles per hour in 2020 and 2021. The city also made forward progress on its envisioned bike network through projects like the Somerville Community Path Extension and Somerville Avenue.


Following Cambridge’s 2020 Cycling Safety Ordinance, the city greatly expanded its bike network. As one of our 2024 Cities on the Rise, you can read more about Cambridge’s work to improve bicycling here.

2025 Cities on the Rise Candidates — Honorable Mentions


While that rounds out the most dramatic score increases over the past four years, numerous communities also increased their BNA scores by at least 20 points during the same period, including:


From Minneapolis' impressive 54-point surge to improvements in smaller towns, these advancements highlight the critical role that strategic investments in bike infrastructure and supportive policies like lower speed limits and Complete Streets mandates play in creating low-stress bike networks and making cities great places to ride a bike. 


Join us in supporting these efforts and stay informed about PeopleForBikes' initiatives to support better biking by signing up for PeopleForBikes’ newsletter and Action Alert program.

Every year, PeopleForBikes advocates on behalf of the bike industry and bike riders across the country to support the construction of fun, safe, and connected places to ride that welcome more people to the joys of bicycling. 


From championing e-mobility lithium-ion battery safety, to mandating Complete Streets for improved road safety, to advancing the construction of bike infrastructure through climate legislation, PeopleForBikes successfully advocated for a multitude of policies at the state and local levels during the 2024 legislative session that will support bike businesses and riders of all ages, abilities, and backgrounds nationwide.

The safety of e-mobility lithium-ion batteries was a top priority for many states and communities across the U.S. this legislative session.

Following the guidance of PeopleForBikes and other industry experts, New York passed legislation to ensure the quality and safety of e-mobility products while maintaining accessibility to equitable transportation options. The legislation requires that e-bike and other e-mobility lithium-ion batteries be tested to standards that ensure the safety of the products the batteries power. It also enables the enforcement of products that do not meet these standards and contribute to unsafe conditions, including battery fires. 


Read more about this important legislation.

In June, the Chicago City Council committed to working with the bicycle industry and other stakeholders to amend a proposed battery safety ordinance to align with similar safety legislation in New York so individuals, retailers, and manufacturers can rely on consistent e-bike battery testing requirements across the country.

PeopleForBikes looks forward to continuing our work with states and municipalities across the country to promote uniform and effective battery testing regulations that ensure that e-bike batteries sold and used in the U.S. meet the highest safety standards.


PeopleForBikes recognizes the three-class system as the framework to categorize and regulate low-speed electric bicycles (e-bikes). Currently, 43 states officially recognize our model legislation. In 2024, Oregon and Rhode Island signed the three-class system into law. This system promotes a uniform definition of e-bikes across the country to mitigate confusion for riders, retailers, manufacturers, and regulators. 

PeopleForBikes will continue supporting the classification of electric bicycles as bicycles (not motorized vehicles) and will work with legislators to showcase the need for clear definitions and strong enforcement so that bicycles, and bicycling infrastructure, are protected. 


Out-of-Class Electric Vehicle Legislation 

Due to the constantly evolving range of electrically powered devices entering the marketplace and the growth of their use nationwide, PeopleForBikes led efforts to define products that exceed the speed and power limitations of the three-class system and federal law as out-of-class electric vehicles (OCEVs). 


Utah and Minnesota passed landmark OCEV legislation to promote safety and protect hard-won access for bicycles on state trails and paths. You can read more both here and here about why this legislation is so critical. 


PeopleForBikes will continue helping states and municipalities better define and enforce the difference between electric bicycles and overpowered, higher-speed, out-of-class electric vehicles (including electric dirt bikes) to protect the rights of bike riders across the country.

Cities and states nationwide continue to prioritize sustainable, equitable, and accessible forms of transportation through e-bike purchase incentives and rebate programs. This year, the Atlanta City Council approved a $1 million incentive for the purchase of e-bikes and the Bentonville City Council in Arkansas approved $2.25 million in grant funding for an e-bike rebate program.


With $20 million in funding approved in 2023, Portland City Council approved an implementation plan for the city’s e-bike incentive program set to launch in 2025. Michigan legislators also approved $2.95 million in funding for an e-bike purchase incentive program in their state budget to implement a statewide e-bike transportation incentive program. 

The 2024 legislative session included many recreation policy wins that PeopleForBikes helped secure to continue building momentum for eMTB access on natural surface trails. 

In Oregon and Colorado, PeopleForBikes supported the passage of recreational immunity bills that protect landowners from liability resulting from the use of their lands by other individuals for recreational purposes, including mountain biking.

The Tahoe National Forest prepared a Decision Notice/Finding of No Significant Impact (DN/FONSI) and final Environmental Assessment (EA) for the Pines to Mines Trail Project. The project, totaling 72 miles of new, natural surface trails, will provide expanded recreation opportunities on National Forest System lands. It also authorizes the use of Class 1 electric mountain bikes (eMTBs) on all new and existing trails where traditional mountain bikes are already allowed within the project area.

A National Environmental Policy Act (NEPA) Environmental Assessment is also underway in the Tahoe National Forest, utilizing a forest-wide approach. This first-of-its-kind approach could yield historic results that allow entire forest districts to allow Class 1 eMTBs on natural surface trails, as opposed to laws differing by individual trail systems. 


Look out for more recreation and eMTB policy wins as we continue engagement with state and local land managers to open access for Class 1 eMTBs on multi-use singletrack trails in Arizona, Colorado, Michigan, Oregon, and Utah. Additionally, PeopleForBikes is working on recreational trail access for mountain biking within the implementation of the Bureau of Land Management’s Public Lands Rule. 


A lack of safe places to ride is one of the most significant barriers preventing Americans from biking. Dedicated funding streams for the construction of bike infrastructure creates more safe and connected places to bike, which in turn increases bicycling participation. The construction of bike infrastructure also contributes to other co-benefits, including positive public health outcomes, economic vitality, reduced greenhouse gas (GHG) emissions, and transportation equity.  


As of July, PeopleForBikes has helped secure nearly $1.5 billion for the construction of bike infrastructure that increases safe places to ride bikes through our 2024 VoteForBikes campaign. With a potential $2 billion more on the November general election ballot, 2024 is shaping up to be a big year for bike infrastructure funding. Stay tuned for our post-election VoteForBikes recap to see how much funding PeopleForBikes helped secure for local communities across the country! 


In addition to our work advocating for bikes at the ballot box, PeopleForBikes supported additional legislation to fund bike infrastructure, including Minnesota’s Environmental and Natural Resources Trust Fund that invests more than $11 million in the expansion and enhancement of recreational trails, active transportation infrastructure, and mountain bike access across the state. 


Passing dedicated funding streams for bikes and bike infrastructure at the state and local levels is the most important policy priority for PeopleForBikes. We will continue paving the way for the construction of infrastructure that allows more people of all ages, abilities, and backgrounds across the country to safely and efficiently travel around their communities and access more opportunities to ride a bike.


PeopleForBikes continues to advocate for legislation that reduces serious injuries, saves lives, and allows people to travel safely throughout their community with confidence. Reducing speed limits and actual vehicle speeds is one of the most effective ways to improve road safety and save lives.

After four years of hard work, PeopleForBikes was honored to support local advocates in New York as Governor Kathy Hochul signed Sammy’s Law into law in May. The new law allows New York City to implement a 20 mile per hour speed limit with additional 10 and 15 mile per hour zones. This legislation will dramatically increase safety for people walking and biking on roads with a high volume of motor vehicles. 


Michigan and Virginia also passed legislation that makes it easier for local municipalities to lower speed limits that are appropriate for the context and needs of those communities. 

We know that in addition to lower speed limits, safer road designs reduce motor vehicle speeds, one of the most significant causes of serious injuries and deaths on roads. As a result, Complete Streets mandates — which require the construction of bike infrastructure when roads are reconstructed or repaved — are one of the most effective policies communities can implement for improved road safety. Complete Streets also close gaps in transportation networks and enable all road users, regardless of their mode of transportation, to easily access places that they need to go. PeopleForBikes will continue to fight for legislation that mandates Complete Streets to promote safe and thriving communities. 

In March, voters in Los Angeles, California, one of the nation’s most car-centric cities, approved Measure HLA. This requires the implementation of the city’s Mobility Plan, including bike and pedestrian infrastructure when road construction or repaving occurs. PeopleForBikes endorsed this measure to increase transportation opportunities and accessibility, improve road safety, promote health, and reduce transportation-related GHG emissions. 


As part of historic legislation, Minnesota also strengthened the state’s Complete Streets policy by adding PeopleForBikes-supported amendments that require the integration of Complete Streets design principles and offer implementation guidance.

Advancing Bike Infrastructure Through Climate Legislation 

There is significant momentum across the country to fund active transportation infrastructure through climate legislation in order to reduce vehicle miles traveled (VMT) and GHG emissions. Maryland Governor Wes Moore signed an executive order establishing annual GHG and VMT reduction targets for his state’s transportation sector, requiring the Maryland Department of Transportation to implement a process for evaluating and reducing GHG emissions attributable to transportation projects, and investing in projects that reduce VMT and enhance transportation choices. 

Looking ahead to the 2025 legislative session, PeopleForBikes is actively involved in several local coalitions supporting climate legislation to curb transportation-related GHG emissions. Stay tuned for more bike infrastructure and climate legislation wins next year! 

There is already huge momentum for bikes and 2024 is not finished yet! At all levels of government and at the ballot box, PeopleForBikes is championing policies that create safer and more connected places to ride alongside supporting legislation that maintains safe, reliable, and quality products to get more people on bikes more often. 


You can help us achieve even more! By making a donation to PeopleForBikes, we can make an even greater impact in communities like yours all across the country. You can also sign up to receive our advocacy alerts to learn how you can support similar policy wins where you live.

PeopleForBikes’ 2024 Policy Wins Advance Bicycling Safety and Access Nationwide

Photo Credit: Mackinac Island Tourism Bureau

PeopleForBikes’ annual City Ratings is a data-driven program to identify, evaluate, and compare the best cities and towns for bicycling in the U.S. and across the world. Based on data from PeopleForBikes’ Bicycle Network Analysis (BNA), each city receives a City Ratings score on a scale of 0-100. 

High-scoring cities often perform well across six factors captured in the acronym SPRINT: safe speeds, protected bike lanes, reallocated space for biking and walking, intersection treatments, network connections, and trusted data.


For 2024, we ranked more than 2,500 cities worldwide, including 816 new U.S. cities and 133 new cities across the U.K. and Australia.

Medium Cities (50,000-300,000 population)

On December 12, the PeopleForBikes Coalition Board of Directors approved our 2023 Industry Community Grants recipients, totaling $100,000 in funding across 13 grants. The grants will help fund projects that support our focus on building infrastructure that makes communities great places to ride a bike. The projects include several pump tracks, efforts to build safe routes to schools, demonstration projects to promote the importance of protected bike lanes, innovative solutions to combat bike theft in college towns, and mountain bike parks in flat urban areas.

2023 PeopleForBikes Industry Community Grants

Delmont, PA | Trail construction and intersection improvements for a connection to the Westmoreland Heritage Rail Trail. Our funds leverage an additional $18,000 to build a new and vital bikeway for residents and visitors in Delmont.

Sandersville, GA | Funding to construct the first 3 miles of a 250-mile trail system in Georgia, leveraging $6 million in other funding.

Los Angeles, CA | One in a series of “CicLAminis,” a neighborhood-focused open streets event celebrating new neighborhood bike infrastructure. This grant will highlight the specific trail extensions and protected bikeways that improve bicycling locally. 

Ann Arbor, MI | Demonstration project to install and evaluate permeable surfaces on a segment of the Treeline-Allen Creek Urban Trail to create a safe and accessible bike path through a floodplain.

Durango, CO | Demonstration projects of fully protected bike lanes on key portions of a proposed citywide network of low-stress bikeways.   

Saint Johns, AZ | A collaboration with the Legacy Teen Center to build a new pump track that will help launch the Legacy Bike Club. 

Jersey City, NJ | Demonstration project to install and evaluate protected bike lanes in Jersey City to leverage $670,590 in state funding for permanent construction.

Clear Creek Off-Road Bike Association — $7,650

Pearland, TX | Initial construction costs for an innovative mountain bike trail system in an urban park, using shipping containers to create hills in an otherwise flat, low-income neighborhood.  

Providence, RI | Community rides and organizing to win community support for protected bike lanes in low-income communities and leverage $28 million in federal grants.

Tempe, AZ | A "bike bus" to highlight the need for infrastructure that’s safe for children to enjoy on a bicycle and support its construction.

Eugene, OR | An innovative solution to prevent bike theft with a strategy to expand the use of public funding and provide an example for other college towns where bike theft prevents people from relying on a bike for transportation.

St. Louis, MO | Support for the construction of a quick-build protected bike lane on Compton Avenue, a key connection to existing bike boulevard projects in the citywide network.

Kearns, UT | An upgrade to the Lodestar XC Bike Park to enhance the trails and add skills features including adaptive features. Open to the public, the park provides the only training opportunities for students from six high school mountain bike teams.  

PeopleForBikes' Industry Community Grants Program provides funding for projects that make bicycling better in communities across the U.S. Since 1999, PeopleForBikes has awarded more than 400 grants to nonprofit organizations and local governments in all 50 states, the District of Columbia and Puerto Rico. Our investments total more than $3.5 million and have leveraged $775 million in public and private funding for bike-related projects nationwide.

PeopleForBikes' 2023 Industry Community Grants Recipients

When in Washington, D.C., Congressman Earl Blumenauer doesn't drive. That’s an incredible feat considering Blumenauer is 75 years old and has served as a Democratic representative for Oregon’s 3rd congressional district since 1996. For decades, the congressman has commuted to Capitol Hill and around town by bike, living his values while simultaneously advocating for bicycling at the national level.

During his tenure, Blumenauer founded the Congressional Bike Caucus, fought to extend commuter benefits to cyclists, and co-sponsored the introduction of the E-BIKE Act in 2021, which though it has yet to pass, has inspired a proliferation of e-bike incentives at the state level. This Congress, Blumenauer reintroduced the E-BIKE Act alongside the Bicycle Commuter Act, which would offer tax benefits to Americans commuting to work by bike, and the Sarah Debbink Langenkamp Active Transportation Act, which would unlock Highway Safety Improvement Program funding for projects that connect two pieces of safe cycling infrastructure.

Blumenauer’s efforts have also directly improved his daily commute: Over the course of two years, he successfully lobbied to get two miles of protected bike lanes built on Pennsylvania Avenue between the White House and the Capitol, a powerful symbol of integrating bicycling into our nation’s the transportation ecosystem. 

“The key for me has been to take the bicycle, the most efficient form of urban transportation ever designed, and be able to try and help people understand its power,” says Blumenauer, who regularly positions bicycling as a way to create a healthier, more sustainable, and more equitable world. “The ability to be able to make that case, to engage people, to show what a difference cycling makes — that’s something I'm very proud of.”

Blumenauer was a featured speaker at PeopleForBikes’ recent SHIFT‘23 conference in Bentonville, Arkansas. We interviewed the congressman ahead of the conference to talk about federal support for bicycling, the need to close the de minimis loophole, and — in line with this year’s conference theme — all things electric bikes.

Your focus has always been on leaving a better world for our children. Can you speak to that and how a push for bicycling makes sense in that context?

The bicycle is such a powerful tool and we need to make sure that it is integrated in both domestic and foreign policy. As I’ve said, the bicycle is the single most efficient form of transportation ever designed. It liberates young people, it costs relatively little to access, it's better for congestion, and it allows the rider to burn calories instead of fossil fuel, something that is important if we're going to fight climate change. There are also a great number of positive economic impacts.

There's so much money that is, for example, consumed parking cars. We have some estimates that there are six, eight, ten parking spaces or more for every vehicle. Those spaces give the illusion that we provide “free parking” — well, that is paid for with higher rents, more air pollution, and problems with stormwater runoff. Parking spaces cost $8,000-12,000 per parking space, and if it’s structured parking, we’re talking about $20,000-30,000 per space. “Free parking” is extraordinarily expensive.

You can easily park eight, nine, or ten bicycles in a space that would just be one car. And part of what we are finding is that people who bike are actually better customers. If you're biking at 10 or 15 miles per hour, you're more likely to pull over and explore something. You're more likely to have lunch or shop as opposed to when you're whizzing through a neighborhood at 40 miles per hour.

We know that parking reform is key to building bike-friendly cities, but I think it's hard for the average person to see the connection. How do we talk about bicycling more holistically in the context of some of our nation’s most pressing issues?

When parking is removed, that makes it much easier to finance and build affordable housing. There are so many of these elements that are ingrained in the way that we do business. Less parking means more choices and healthier air. You have to show people the impact the bicycle can have.

More bike utilization gives us a way for us to reduce the challenges for housing. It's a way to reduce congestion since every bicycle that's next to you when you pull over a stoplight is a car that’s not in front of you. Bikes provide a healthy alternative to cars and the more people take advantage of it, the more they're sold, which naturally helps build momentum.

What do you think are the chief impediments when it comes to getting people to bike in the first place?

A big part of it is having safe cycling infrastructure. Traffic safety is a huge problem in this country and the carnage on the road is really painful. The more we invest in improving that cycling infrastructure, the more people will actually use it. The bicyclist and the pedestrian are the indicator species of livable communities.

Part of what needs to happen — and I’ve been involved with this work in my congressional district in Portland — is that we need to redesign roads to be more bike-friendly. We need to lower speed limits and create bike boulevards. One of my proposals that was enacted included creating a $1 billion Safe Streets and Roads for All grant program to fund projects that help prevent death and serious injury on roads and streets.

These are things that really make a difference to individual commuters, but they also provide a sense of safety and security so that those commuters then want their family to cycle with them. And when they do, they're healthier and they're happier. They also save money and are making a difference for the health of the planet.

What are you currently working on to address these challenges?

Between the Inflation Reduction Act and the Infrastructure Investment and Jobs Act, we’re putting in the resources to ensure local bike projects qualify for federal funds and that much-needed infrastructure gets built. There’s been a 70% increase in funding to create and maintain bike lanes and sidewalks, and we’ve also made it so that shared micromobility like bike sharing and scooter systems are eligible for federal resources. Bike infrastructure is something we’ve dramatically underinvested in in the past and there’s now more funding for it than ever before.

We've also had a proposal to allow electric vehicle charging station credit to be used for two and three-wheeled electric vehicles. There's a lot of talk about the infrastructure for electric cars, but we need the same thing for electric bikes. 

There’s also a piece of legislation that I’m going to introduce soon which would allow people to cash out on their employer-sponsored paid parking. Meaning, that if an employer gives them a free parking space, the employee has the right to take cash instead of that space. It’s about letting the employee make the choice about whether they’re going to drive, take transit, bike, or use shared micromobility — it’s about leveling the playing field so that our default isn’t unlimited free parking. 

What else is giving you hope when it comes to bicycling?

For decades, we’ve basically surrendered to the single occupancy vehicle and that’s had devastating effects on communities. With its Reconnecting Communities and Neighborhoods Grant Program, this administration is actively trying to heal communities that have been harmed by freeway projects, which have divided neighborhoods and only increased congestion. 

The new vision is a low-carbon, equitable future, which makes a big difference for people of color and low-income households who have been on the receiving end of historical harm. Part of what I hope we'll be able to make more progress on is being able to provide more cycling opportunities for low-income and people of color.

I’ve also been watching with delight some of the work that's being done around the country to broaden the range of people who are involved in bicycling. Whether that’s by putting diverse faces in cycling leadership positions or companies focusing on equity. It's making a difference and there's more that we can do going forward.

Electric bicycles are outselling analog bikes and electric cars, and it seems like every state is coming out with an incentive program of its own. How are e-bikes changing the conversation around bicycling in the U.S.?

An e-bike makes any cyclist into a bike commuter — the barrier to entry is so low, you can immediately begin cycling. There are a number of people I know whose second car is an e-cargo bike so that they can shop and schlep the kids around. We also see more and more companies looking to e-cargo bikes for deliveries. It makes a huge difference to congestion in our communities and to the environment.

It's really remarkable what an e-bike does in terms of ease, in terms of safety, and in terms of dealing with challenging geography. It has also been remarkable watching the number of people now who are using e-bikes, who got introduced to them with bike share.

I must admit, I was a little bit of a snob, holding out on buying an e-bike. But a recent vacation I took had me cycling in areas that were challenging for me on a conventional bike. The next day I took an e-bike and it was magic. So I am a fan. I'm planning on getting my e-bike this fall.

Do you think there’s still hope for a federal e-bike incentive?

I think we have an excellent chance at some point but nothing much is passing in this Congress. We're just trying to hold on to what we passed in the last Congress and get it implemented. But I think the handwriting is on the wall: E-bikes are extraordinarily popular, and they’re expensive for low and moderate-income people. An e-bike tax credit is a way to avoid that.

Many low-quality, uncertified e-mobility products are coming into the U.S. under ‘de minimis,’ the regulatory loophole that allows products under $800 to be imported without being inspected, taxed, or forced to adhere to safety standards. Can you speak to the Import Security and Fairness Act and how it aims to close this loophole?

Over two million packages arrive in the United States that are directly shipped to consumers, uninspected, and untaxed. Oftentimes, we're quite confident they’ve used forced labor. Of these packages, we also have inferior quality e-bike batteries coming in, which have been catching fire.

We're working hard to make sure that we close the de minimis loophole so that countries that are not market economies and are on the watch list do not qualify. People recognize the inequity of the loophole and there’s more interest in closing it from businesses. I think that's a very, very good sign.

Is there anything else you’d like to leave us with?

I don't believe that we have to declare war on the automobile, but we also don't have to surrender to it. There are all these little tiny decisions that we collectively make to prioritize cars, which are not really little tiny decisions when you multiply them by hundreds of thousands of times across the country. We need to move away from cars shaping our communities towards communities being able to shape the vision they have for the future. 

Congressman Blumenauer Is Bicycling’s Biggest Advocate

On any given Wednesday during the school year, you can find a pack of more than 150 kids bicycling to Alameda Elementary School in Portland, Oregon. The bike bus, as it's known, represents roughly 33% of the entire school and according to parents and onlookers, it’s a joy-filled, active transportation event that you can’t help but want to be a part of. In their free time, kids practice their bike skills to participate and on Wednesday mornings, they rally their parents to be on time.

This particular bike bus is the brainchild of Sam Balto, or Coach Balto to his students, a physical education teacher and safe streets advocate that leads the charge in a neon vest with pop music blasting alongside him. Passionate about safety and the well-being of our youth, Balto started his teaching career in Boston in 2015. That same year, he launched his first walking school bus, leading a group of ten kids along a route to school. He’s been passionate about Safe Routes to School and active transportation “buses” ever since.

“After that day, I saw the joy of kids walking to school and how different that was than all other days,” says Balto, noting the immediate behavioral change the students underwent. “I also realized that relying on volunteers [to run the buses] is not a sustainable or equitable model.”

When Balto moved to Portland, he started another walking school bus, again taking note of how successful it was but also what a great need there was for volunteers and other forms of institutional support. When the pandemic hit — accompanied by bus driver shortages and a desire to stay outdoors — bike buses took off around the world, with viral videos surfacing in Barcelona, San Francisco, and even nearby Hood River, Oregon. Inspired, Balto decided to form a bike bus for Earth Day 2022.

“We started with 75 kids and one route,” says Balto. “It was a huge success and we decided to keep doing it, so I reached out to parent volunteers to see if they could keep doing it for the rest of the year.”

Volunteers are a crucial part of any walking or bicycling school bus, as they help ensure the bus stays together, everyone moves safely, and that cars keep their distance. Once the parent volunteers assured Balto they were on board, the bike bus began to grow, adding another route and a bigger catchment zone to make it easier for kids and families to join. That first year, the bus grew from 75 to 120 kids in just six weeks.

“Because it was being done consistently, families were able to plan for it,” says Balto, noting that a weekly activity helps justify a parent’s investment from a time and monetary perspective. “Kids were asking for new bikes so that they could join.”

In 2023, the bike bus became a year-round weekly institution and has only been canceled once due to weather (and in that instance, it became a walking school bus). As a whole, Portland’s bike infrastructure is relatively good and the bus route primarily traverses low-stress neighborhood greenways. The element of critical mass and again, its predictability, have helped keep students safe and area residents prepared. In fact, most neighbors come out and cheer the students on.

For Balto, as with many volunteers that participate in bike buses, the outcomes make the effort worthwhile. Not only do parents report that kids look forward to school more on bike bus mornings, but they also share how bike buses help make everyone in the household more physically active. Others note how active transportation buses can help reduce truancy and increase focus and confidence amongst its participants, something that supports outcomes from research done by Outride on youth bicycling. 

“The biggest thing is just the joy that the kids have,” says Balto. “Not every kid will be on a sports team and have that experience, but the bike bus is like a team where everyone plays an important role.”

Coming out of the pandemic, parents have also really loved seeing their kids be a part of a community. The bike bus is not only a way for their kids to be active but also ensures they’re part of something bigger than themselves. When compared to driving your child to school — a largely solitary act that does little to get them excited for the day ahead — the bike bus always wins. Even with so many parents on board, however, Balto has long recognized the need to pay them for their time. 

Transportation funding, unfortunately, isn’t as flexible as many Safe Routes to School advocates (Balto among them) would like it to be. When Balto and others started looking into how they might reallocate unused funding to financially support and grow the bike bus movement, they realized they were up against tremendous barriers. To grow the movement and make it more equitable, the system would need to change. Introducing a state bill made the most sense.

Thanks to the videos Balto posted on Twitter and the attention his efforts were garnering nationally, he was able to connect with more experienced politicos. They in turn connected him with Representative Khanh Pham, who represents District 46 on Portland’s outer southeast side. When Blato and Rep. Pham met in September 2022, she was immediately receptive, agreeing on the spot to write a bill that would bring more flexibility to student transportation funds.

“Passing legislation to make it easier for students to bike, walk, and take transit to school is an initiative that solves so many overlapping challenges,” says Rep. Pham. “It's a public health initiative, it’s education policy, it's climate action, and ultimately it's community building by encouraging neighbors, parents, and students to spend time together.”

Coincidentally, another Oregon legislator, Representative Hoa Nguyen, whose district borders Rep. Pham’s, wrote an almost identical bill. Having been an attendant at her school, Rep. Nguyen saw firsthand how a walking school bus led to a 30% increase in student attendance. Nguyen also noted how teachers saw a significant decrease in disruptive classroom behavior from students, largely because they were able to expend some energy on their morning walk to school.

The legislators joined forces and ultimately decided to call their combined bill (HB 3014) the “Bike Bus Bill.” The bill itself is relatively basic: If passed, school districts across Oregon will have more flexibility with how they spend their state transportation dollars, letting them organize things like bike buses and walking school buses in addition to traditional buses and carpool lines. 

"Currently, these funds can only be used for traditional yellow school buses or in some cases, school-owned vans," says Rep. Nguyen. "But that isn’t always the best option for all students. With the passage of HB 3014, districts will be able to request reimbursement  for alternative transportation options like crossing guards or coordinators to lead walk and bike buses."

The bill would have the greatest impact on those households that don’t own a vehicle and that live close to their schools — too close for a bus route — but face dangerous obstacles in traveling safely.

The “Bike Bus Bill” will make it easier to organize bike buses and pay the volunteers that are indispensable to their success. (Photo credit: Jonathan Maus/BikePortland)

Last month, when the Oregon House Committee on Education held a hearing for the bill, Reps. Pham and Nguyen, Balto, and some 27 other advocates, students, and parents showed up to give live testimony in support of the bill. Rep. Pham drew attention to the “epidemic of traffic violence” our students, especially those from lower-income communities, are facing every day and how the bill would help them safely cross short-but-dangerous distances to get to school. Others pointed out that owning and maintaining a car is out of reach for many and how active transportation solutions can help cities meet their carbon reduction targets. 

“The first time I rode the bike bus I was overcome with a sense of community. I felt like I was biking on an ocean of joy. Every student should be able to feel what I did,” said Alameda Elementary student Isla, speaking at the hearing. “Safe Routes to School programming and investments are a cost-effective game-changer for reducing daily driving…the passage of HB 3014 will improve the climate and encourage people to get active.”

For Balto, the bill is a testament to the creative possibility bikes can offer and the power of community-led initiatives. “[The bill] is about providing a more direct service to school communities,” says Balto. “It breaks through the noise and is all about the joy of children.”

The Bike Bus Bill continues to progress through the Oregon legislature — a work session is currently scheduled for the end of the month and it's hard to say when, if at all, the bill will become law. Whether it does or not, Balto will continue leading his bike bus every Wednesday and supporting others who want to emulate his efforts in their own communities. 

“I don’t have a choice but to keep going — when kids want these things and are advocating for them, that’s student-led education,” says Balto. “They’re the ones picking what they want to see and do and we should all capitalize on that and support it.”

For the sixth consecutive year, PeopleForBikes is proud to release our annual City Ratings, a data-driven program to evaluate, identify and compare the best cities and towns for bicycling. For 2022, more than 1,000 cities were rated in the U.S. and Canada, the largest number in program history.

Below are 2022’s top-ranked small, medium and large U.S. cities for bicycling. All cities in these lists have a City Ratings score greater than 50, the threshold score for a great place to bike.

2022's Top-Ranking U.S. Cities for Bicycling

These six U.S. cities are top of class when it comes to their bike networks, infrastructure and political willpower.

At PeopleForBikes, we put a lot of emphasis on a city’s bike network and its residents’ ability to safely bike to the things they need, such as transit connections, jobs, schools, grocery stores and hospitals, as well as the things they like, such as recreational amenities like parks, trails or major shopping centers. We also account for a community’s perception of its local bike scene — every year, we conduct an online survey to hear from people that live, work and play in the cities we’re rating. 

Based on a combination of their network and community scores, all of the places on this list ranked among the top 10 cities in the U.S. Although some of these scores might seem low, cities with scores of 50 and up demonstrate higher ridership, improved safety and greater access than their peers. We spoke to experts in each location to better understand what it takes to build better bicycling communities on a large scale. 

San Francisco’s bike culture is long-established and draws from a 30-plus year history of Critical Mass, a form of direct action where people meet at a certain location and time in order to amplify bicycling via a large group ride.  

“The culture in San Francisco is very supportive of change and you have various organizations pushing for improvements,” said Mike Sallabarry, senior transportation engineer with the city. “It’s not just about on-street facilities, it’s about the different programs and events — all those things add up.”

From big events like Bike to Work Day to smaller workshops and educational gatherings, there are plenty of opportunities for folks looking to build community around bikes in the Bay Area. Even before the pandemic hit, San Francisco had a vibrant Sunday Streets program, a nod to more livable, car-free neighborhoods. Since the city is relatively small — roughly 47 square miles — many residents naturally see driving as unnecessary and unsustainable.

“San Francisco gets a reputation for being a hilly city, which of course it is, but so much of our network bypasses those steep hills,” said Matt Lasky, a project manager at San Francisco Municipal Transportation Agency (SFMTA). “Recently, with e-bikes, it’s become even more manageable and accessible.”

San Francisco’s commitment to building out additional bicycle infrastructure has also helped, as has the pace at which it's doing so. In 2019, San Francisco Mayor London Breed pledged to build 20 miles of new protected bike lanes over the course of two years, doubling down on the city’s Vision Zero plan by focusing on high injury zones. This May, Mayor Breed announced that the city had exceeded that goal, laying out additional plans for more and better bike parking, as well as safer and slower streets. 

“Our network build-out has accelerated significantly in recent years, primarily due to our quick build program,” said Sallabarry, noting that the process involves using low-cost materials to focus on safety improvements. Adds Lasky, “The program allows us to evaluate what’s working and then iterate on it.”

San Francisco now boasts an extensive, connected network of 450-plus miles of bike lanes, roughly 40 miles of which are protected. The city hopes to release a map of the network that shows the existing bikeways and where gaps exist, allowing for the prioritization of connectivity going forward.

Since all of New York City's five boroughs could be considered a city in and of itself, our City Rating program scores each borough individually. Of the five, four ranked in the top 10 for big cities with Brooklyn scoring highest (62), followed by Manhattan (55), Queens (54) and the Bronx (44). Although automobile ownership in New York City is lower than the national average (about 45% versus around 90%), it’s not surprising that the one borough lagging behind when it comes to bicycling, Staten Island, also has the highest rates of car ownership (83%).

New York City also boasts the highest number of transit users in the country and in many areas, is densely populated. In Manhattan, which only spans about 22 square miles, there’s the added benefit of everything being relatively close together. When it comes to bike infrastructure, however, what really sets the city apart is its commitment to careful planning combined with rapid implementation. Over the last six years, the city built more than 50 miles of bike lanes each year. Even more impressive, it averaged more than 20 miles of protected lanes per year.

“I think the most important thing you can do [for bicycling] is to build more bike infrastructure,” said Ted Wright, director of the bicycle and greenway program at the NYC Department of Transportation. “You can’t just do protected bike lanes, you can’t only do capital projects — you have to deal with what’s out there right now, listen to where people are riding, use your planners to think about where people could be riding, and go out and build stuff.” 

New York City’s aggressiveness when it comes to construction has paid off, with the number of bicyclists in the city jumping roughly 8% per year since the ‘80s. In particular, the city prioritized projects that have immediate benefits, such as bike lanes across bridges or greenways, what Wright refers to as “beautiful highways for bikes.” The city relies on both data and listening to its stakeholders — accounting for all users and modes is especially crucial when space is at a premium. By improving on projects that weren’t quite right, New York City has managed to build trust and success over time.

Despite having a reputation for rain, the climate in Seattle is relatively temperate. When it does rain, it tends to be more of a constant drizzle rather than a downpour and the city rarely gets snow or intense heat. Add in the fact that Seattle is known as an outdoorsy place — it’s the birthplace of REI, after all — and you get a populace that’s already primed for biking.

“We also have a great advocacy community that has a good relationship with the city,” said Serena Lehman, senior transportation planner with the city. “They push the city to be bolder and prioritize funding for bike projects.”

Even internally, Lehman notes that in the last 15 years, bike champions have become ubiquitous, helping to connect bicycling to transit, advocate for connections from certain neighborhoods or allocate funds for underserved communities. Seattle Mayor Jenny Durkan has also made a big commitment to reducing greenhouse gas emissions, opening up substantial funding for bikes and allowing for the completion of critical infrastructure segments that connect Seattle’s larger network.

“We prioritize our unbuilt segments based on several factors,” said Lehman. “The top factors being safety, then equity and finally connectivity, ridership and livability.”

In 2014, Seattle adopted an ambitious bicycle master plan, prioritizing 226 new citywide network miles to be completed by 2030. Today, the city has completed 33 miles and plans to have another 55 done by 2024. In order to make it easier for new people to ride and commute, Seattle prioritized building key bicycle connections to transit, emphasizing first and last mile connections.

Portland has a reputation for being a bikeable city, something that’s only bolstered by events like Sunday Parkways, where streets are closed for folks to “discover active transportation” and the World Naked Bike Ride, meant to highlight the vulnerability of bicyclists. When new folks move to Portland or relocate in town, the city’s SmartTrips program delivers tailored emails and materials showcasing various active transportation options for their new residence. Unsurprisingly, Portland has the highest percentage of bike commuters for any large U.S. city.

“There’s a long history of advocacy at the political level that stretches back decades, as well as advocacy at the community level,” said John Brady, communications director at the Portland Bureau of Transportation. “There's a tradition of biking in Portland that has flowed both on the policy side of things and also on the culture side of things.”

Portland continues to build infrastructure at an impressive clip, emphasizing network connections between neighborhoods through its Missing Links program. As a bridge town with major freeways that bisect its core, the city has begun to build north-west crossings over interstates and bicycle-pedestrian bridges across the Willamette River. In order to bring in new bikers, the city also focused on expanding greenways and building more infrastructure in East Portland, where more historically marginalized communities reside.

“As a city, we’ve begun assessing everything we do through the lens of racial justice, and biking isn't immune from that,” said Brady, noting that PBOT has a full-time equity and inclusion manager and that they’ve also prioritized the expansion of their fully electric bike share system. “There’s safety in the sense of not being hit by a car while riding, but there’s also personal safety from bigotry and violence. We can build a really great bicycle facility but if Black or Latino Portlanders don’t feel safe taking advantage of it, then we’re not completely doing our job.”

Every city on this list has a bike share program but, when it comes to successful community outreach, none quite compare to Philadelphia's Indego system. The city of Philadelphia is a founding member of the Better Bike Share Partnership and from its inception, Indego has maintained strong equity and educational components, working to bring biking to low-income and historically marginalized communities.

“In our bike network development, we've been able to learn from Indego on how to closely work with neighborhoods,” said Kelley Yemen, Philadelphia’s director of complete streets. “Maybe what’s needed isn’t a bike lane but rather street calming on an adjacent street — we have those conversations and really work to meet people where they’re at as we expand.”

Philadelphia is also working to build out a high-quality, safe and connected network, which it hopes will not only bring in new riders but also keep them riding. The city has consistently seen an increase in bicycling year over year and to keep its numbers growing, Philadelphia is in the process of converting to LED lighting citywide and making all-season bicycling more accessible through winter snow clearing efforts.

“We’re not the richest city but we try to leverage every investment we have to make Complete Streets,” said Yemen, noting that Philadelphia is opportunistic when it comes to development. “When PennDOT is reconstructing a bridge or a street is getting repaved, we’re filling in gaps and making bike network connections.”

While a score of 45 leaves a lot of room for improvement, we’re including Detroit in our list based on its progress. The city built its first protected bike lane in 2017 and by the end of this year, will have added another 43 miles of protected bike lanes. That dramatic increase in quality infrastructure has been bolstered by Detroit Mayor Mike Duggan, who loves two-way protected bike lanes, as well as the transfer of key employees from the Planning and Development Department to the Department of Public Works.

“We weren’t making a lot of headway before,” said Erika Linenfelser, an urban planner with the city who moved departments with her boss, Deputy Director of Complete Streets Caitlin Marcon. “The Department of Public Works is the one that installs and maintains the bike lanes — for it to now have a Complete Streets focus has been a fundamental shift.”

Detroit is also relatively flat and blessed with incredibly wide streets, a vestige from the time when it earned the nickname Motor City. In the decades since then, Detroit has lost most of its car manufacturing business and its population, declaring bankruptcy in 2013. The city, which was originally built to accommodate 2 million people, now has a population of under 700,000, leaving those big streets with very little traffic. 

“We don’t have a lot of money but it's also fairly easy for us to go in and build protected bike lanes,” said Linenfelser. “We don't have to eliminate street parking, as we can literally just take out a lane that isn’t being used.”

There’s a general consensus among Detroit residents that safer streets are needed and Linenfelser’s team has been emphasizing the fact that more bicycle lanes and lower speed limits benefit pedestrians and drivers alike. Black and Latino residents make up almost 85% of the city and there has been a valid concern, often voiced by City Council members, that bike lanes “aren’t for them” or that they might lead to gentrification. In order to promote bicycling as an activity for everyone, the city upped its educational outreach, diversified its marketing, utilized social media more and partnered with community organizations.

Currently, Detroit is considering how it might grow its network as part of a larger Transportation Master Plan. Since the money isn’t available for a citywide network of protected bike lanes, slow streets with wayfinding signage will likely play an important role when it comes to filling in network gaps and making bicycling viable for less central neighborhoods.

How does your city rank? Check out our 2021 City Ratings and learn how to improve your score.

Whether it’s to reduce their carbon footprint, for exercise, to save money or just for fun, more and more college students across the United States are choosing to get around by bike. As a result, many colleges and universities are putting in extensive time and resources to make biking more accessible and safe on campuses nationwide.

In this year’s City Ratings, PeopleForBikes’ annual program to evaluate, identify, and compare the best cities and towns for bicycling, many college towns ranked in the top 50 out of more than 1,000 U.S. cities for bicycling. Read on to learn what these places are doing to become great places to bike.

Coming in at number two overall in this year’s City Ratings with a score of 72 (out of a possible 100) is Davis, California. A hip college town 11 miles west of Sacramento, Davis is home to the University of California at Davis, a large public university with 31,000 students spread across its 5,300-acre campus. Known for being one of the best places for bicycling in the United States, it’s hard to ignore the city’s incessant love for biking when riding around Davis. Davis has a myriad of different bike share options, including e-bikes and long-term rentals, so it’s never difficult to find a way to get around town by bike.

Davis was an early pioneer in bicycle mobility, constructing their first bike lanes in 1967, which have since expanded to include 50 miles of on-street bike lanes and 50 miles of off-street shared paths. Close to 98% of the streets in Davis have some sort of bicycling provision and the city is also home to the Bicycling Hall of Fame, built in 1987. Cycling through the college campus, you’ll see both staff and students alike commuting on their bikes. An estimated 47% of staff use bikes to get to work every day and about 20% of all trips in Davis include a bike.

As a town, Davis has fostered a shared sense of mutual respect between motorists and pedestrians and created a strong sense of biking culture. Davis’ compact city size, flat topography, access to bike rental services and relatively mild climate make it an ideal place to get around on two wheels!

Home of Penn State University, State College, Pennsylvania, ranked 35th overall with a City Ratings score of 53. A majority of Penn State’s 40,000 students use cycling as their main form of transportation due to its massive sprawling campus, but up until 2008, cycling was not very accessible.

In 2008, Penn State's Transportation Services proposed a “Bicycle Master Plan,” which not only added multiple bike lanes throughout campus but also included bike climbing lanes for steep uphill sections, showering and changing facilities, more bike racks, covered bike parking, more effective snow clearing for bike-heavy areas and a bicycle education program for all incoming freshman. Many of these facilities are located no more than a five-minute walk from any destination on campus and 21 bike share rental stations across campus provide more than 15,000 rides each year to students, faculty, and staff.

State College is especially unique from other cycling college towns because of its active efforts to create a culture of biking for everyday travel and recreational use by building a community around it. The “Bike Den” on Penn State’s campus is a community-building space where cyclists can work on bike maintenance projects, attend bike workshops and connect with other local cyclists. State College’s hilly topography, harsh winters, and large campus do not make being a bike-friendly college town easy, but the campus transportation services are continuously working harder to make cycling safer and more convenient for everyone.

Oregon is known as the most bicycle-friendly state on the West Coast, and Corvallis, home to Oregon State University, is certainly no exception. Corvallis’ abundance of nature, compact size, mild summer temperatures, and network of bike lanes make it a dream to bike around! In fact, 97% of the city's streets are connected by bike lanes and shared-use paths, which means almost any trip can be made in 15 minutes or less by bicycle.

Corvallis has been promoting active recreation and transportation for decades. In 1971, the Citizens Advisory Commission on Bicycles was formed to create an advocacy group for bike infrastructure, safety, and culture. Oregon State University followed in Corvallis' steps, encouraging bicycling as an easy, healthy transportation option using a program called “ZAP,” which rewards students and faculty for biking around campus. In 2019 alone, ZAP logged 54,337 trips!

OSU also provides amenities including bike parking, repair stands, bike share and bike loan options, bicycle safety training, and bicycle registration services. Oregon State’s efforts for biking are paying off: In 2019, about 20% of students got to campus by bike, higher than other comparable universities by a whopping 10-15%! Corvallis is the perfect home base for anyone looking to explore the views of the Sunset State by bike.

Madison, Wisconsin, or “Mad Town” as it is lovingly referred to, ranked 24th overall in this year’s City Ratings with a score of 57. Known as the Bike Capital of the Midwest, biking is not only acceptable but accessible in the Wisconsin capital. The city’s 295 miles of paths, routes, and streets were specifically designed to be accessible by bikers for a safe and convenient ride. These paths are well-utilized, with more than 2.9 million users being logged across Madison’s state-of-the-art counting stations annually.

Madison is also home to the University of Wisconsin-Madison, one of eight universities in America named at the Platinum level by the League of American Bicyclists. UW Madison is home to a strong network of bicycle routes and is continuously adding more to make every destination on campus accessible by bike. Boasting many amenities including bicycle share programs, 40+ e-bike stations, bicycle parking, repair stations, and after-ride amenities, the city’s biking success was almost inevitable. 25% of students and 18% of staff will bike to campus in good weather, with about 10% of students and 4% of staff still biking to campus in poor weather. Madison’s efforts have not gone unnoticed, and the city has cultivated a strong, year-round culture of biking for active everyday travel and transportation.

Nestled deep in the Appalachian foothills of gorgeous Southeastern Ohio is Athens, a lively college town that ranks number 36 on this year’s list. Athens County is home to nearly 1,000 miles of paved and gravel roads open for cycling use, with world-class mountain biking trails just a short drive away. Residents of Athens take full advantage of these trails — 4% ride their bikes to work and even more ride their bikes recreationally. The state of Ohio recently published its Walk.Bike.Ohio policy plan and the city of Athens also established a Bike and Pedestrian Safety Plan intending to expand its current bicycle network by adding new bikeways, more bicycle parking, and other facilities as well as growing education and safety initiatives throughout the state and city.

Ohio University, located in Athens, has 21 miles of bike paths on campus for its 28,000 students, and much of the university's bikeways underwent major repairs in 2014 and 2015 to uphold OU’s responsibility to provide safe transportation to their campus community. Their unwavering commitment to active transportation can be seen in the extensive network of bicycle parking, events, and resources for students and staff biking or walking to class.

Boulder, Colorado, is the perfect combination of urban living and the wild outdoors. Resting right where the mighty Rocky Mountains meet the rolling plains in Colorado’s Front Range, there is an abundance of food, breweries and live music to enjoy in the University of Colorado college town. The minute you set foot in Boulder, you’ll be greeted by helmet-clad enthusiasts riding leisurely, perfect-for-kids bike paths like the Boulder Creek Path, adventure-seeking mountain bikers enjoying stunning views on the Canyon Loop in Betasso Preserve, and working professionals getting in a workout on two wheels during their lunch break.

Biking is core to Boulder culture, with an average of four bikes for every household and a myriad of different bike share services available across town. More than 300 miles of bikeways weave throughout Boulder, making it easy to get to the dentist, a Psychology 101 class, and a gorgeous state park all in the same day. Cyclists take advantage of every good-weather day, and with about 300 days of sun per year, the city is always bustling with bikes. 10.5% of residents bike to work in Boulder, significantly higher than the U.S. average of 0.6%.

The best day of the year on campus is CU Bike Fest Day — a day full of bike community, culture, and fun for CU Boulder students. The festivities and culture of biking in Boulder make it an obvious choice for any cycling fanatic.

Ames, Iowa, has the quintessential college town experience, with an equal amount of big- and small-city feel in the town of 64,000. During the Iowa State University football season, the city is full of energy and excitement, and even when the students go home, the community finds other ways to stay active. In the 1970s and ‘80s, Ames was home to the Raleigh/Levi cycling team which produced big-name riders like Andy Hampsten and Connie Carpenter. Recently, a trail network of about 600 miles was built around central Iowa, with 52 of those miles directly in Ames! Any talk about cycling in Iowa must also include the Register's Annual Great Bicycle Ride Across Iowa, better known as RAGBRAI, which is an average 468-mile-long ride that has stopped in Ames four times during its tenure.

Biking is a great way to get around in Ames — in fact, about 15% of residents get to work by walking or biking! Iowa State University students are also big bikers — sitting on 1,800 acres and home to nearly 27,000 students, you can almost always find someone zipping around campus on a bike. ISU is looking to expand its infrastructure by connecting high-use trails like the High Trestle Trail to campus and bringing a bike share service on campus for students. Ames and ISU already have some fantastic bike infrastructure, and it certainly looks like the improvements won’t be slowing down anytime soon.

With more protected bike lanes and low-stress bike networks being built across the country than ever before, we had a tough time picking this past year’s best new bike lanes. While numerous projects deserve recognition, we rounded up the top nine projects worth emulating. 

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