PeopleForBikes is leading the charge to better understand and grow the base of people who ride bikes in America. In support of this work, our new blog series explores what the latest research tells us about who’s riding, how often, and why it matters for the future of bicycling and the bike industry.

Why Bicycling Participation Matters and What’s Next

Engaging Casual Participants to Grow Bicycling

One of the most exciting findings to come out of the most recent PeopleForBikes Bicycling Participation Study is that the proportion of kids riding bikes increased for the first time since we’ve tracked bicycling in the U.S. While the study doesn’t exactly address why more kids are riding, there are likely several contributing factors.

Anecdotally, we are hearing a lot about kids riding bench style e-bikes. Unfortunately, we don’t have any data that can directly address this hypothesis because we can’t connect sales data to end users. Nevertheless, cities across the country are reporting this trend, and it poses an interesting question for the industry — how do we want to engage kids who start bicycling because of these bench-style e-bikes? One idea is that these kids could be especially open to using a bike as their primary mode of transportation. Imagine how our cities and towns could change if more kids kept riding bikes through their teen years and into adulthood — less traffic, safer streets, healthier people, and stronger communities.

Another factor that may be increasing youth participation are programs aimed directly at getting kids riding as part of their educational experience. The National Interscholastic Cycling Association (NICA) engages middle school and high school students to participate on mountain bike teams. Though these are competitive leagues, unlike other competitive sports, all kids are welcome on NICA teams and get to actively participate. According to their 2024 annual report, NICA reaches more than 25,000 kids each year and research shows that participating in NICA has impacts well beyond the kids themselves, as their friends and family members often start riding or engage more deeply in bicycling as a result of their relationship with NICA kids.

Outride is another example of a program that is actively engaging kids. Outride partners with middle schools nationwide, offering grants and a curriculum that incorporates riding into the school day. According to the 2024 Outride Impact report, there are programs in nearly 400 schools in the U.S. and Canada that serve more than 50,000 kids annually.

Little Bellas engages girls in mountain biking starting in elementary school and extending through young adulthood through mentorship opportunities. Based on Little Bellas’ most recent numbers, they have reached more than 8,500 girls across the country.

Another great example is All Kids Bike, a national nonprofit that brings bike education to kindergarten PE classes through a ready-to-teach program. Each school receives teacher training, an eight-lesson curriculum, 24 balance-to-pedal bikes, helmets, storage racks, and ongoing support. Active in over 1,700 schools across all 50 states, the program teaches 170,000 kids to ride each year and aims to reach over 1 million students throughout the 10-year lifespan of the programs already in place.

These are just a few examples of national-level programs that are working to get and keep kids on bikes. As a founding member of the Youth Cycling Coalition, PeopleForBikes supports numerous youth-focused organizations working in communities across the country to get more kids on bikes. 

One thing is clear, engaging kids across ages and into adulthood creates not only lifetime riders but, as research from NICA shows, an entire network of riders. Investing in kids is a golden ticket to growing the participant base. 

In the next post of this series, we’ll explore how building great places to ride, especially close to home, fuels rider retention, local bike economies, and bottom-line growth for the industry.

Supporting Youth Participation to Grow Bicycling

At PeopleForBikes, we understand that participation drives the bicycle market across every rider type, price point, and geographic location. When people ride more, they buy more. And bicycling benefits more than just the bike business. When people ride more, they are also happier, healthier, and their communities become more connected and prosperous.

PeopleForBikes is leading the charge to better understand and grow the base of people who ride bikes in America. In support of this work, our new blog series explores what the latest research tells us about who’s riding, how often, and why it matters for the future of bicycling and the bike industry. We’ll share insights from our 2024 U.S. Bicycling Participation Study, annual reports from the Physical Activity Council, and stories from local communities nationwide to gain a deeper understanding of how we can help transform casual riders into lifelong enthusiasts.

First, let’s talk about riding trends in the U.S., starting with the good news.

Since 2016, participation in bicycling in the U.S. has grown by 14%, outpacing population growth by more than threefold. That means more people are discovering the joy of riding a bike than ever before.

Participation reflects the number of Americans ages 6 and older who report riding a bicycle at least one day in the past 12 months.

That growth is being driven by casual riders — people who ride twice a month or less. In 2016, these casual riders accounted for 53% of the participant base. In 2024, that grew to 60%. Though the pie is getting bigger, the enthusiasts who ride often and invest in mid- to high-end bikes, apparel, and gear aren’t necessarily growing with it.

This shift toward casual participation is happening across the outdoor economy. According to the Outdoor Industry Association’s 2025 Consumer Behavior Report:

 92% of outdoor participants are casual or active, not “core.”

Specialty retailers are seeing more traffic from casual participants than elite athletes.

Emotional drivers like fun, life balance, and confidence now matter as much as performance.

The Opportunity: Every enthusiast starts somewhere. Our job is to make sure they keep riding.

While this shift toward casual riding might seem like a warning sign, we see it as an opportunity. More than two-thirds of casual riders want to ride more often, suggesting that they are as close as one great experience away from becoming core enthusiasts.

In the next edition of this series, we’ll dive deeper into casual riders — who they are and how we can engage them to not only support the bike industry but also create a happier and healthier world.

In our previous blog, we discussed the growth in bicycling participation across the U.S. and the fact that this increase in ridership is primarily driven by those who ride infrequently (a couple of times a month or less). In this installment of our participation blog series, we will talk more about who these casual riders are and how we can further engage them to support industry growth.

Demographically, casual riders are younger, more likely to be female, and less likely to be white than those who ride more often. In other words, casual riders look a lot more like the rest of the U.S. population (more diverse) than the core ridership does. This is great news for an industry that has historically struggled to diversify our participant base. 

Casual riders also differ from their more active counterparts psychologically. Casual riders are less likely than enthusiasts to be familiar and satisfied with places to ride that are close to home and less likely to say that they feel safer riding now than they did five years ago. Perceptions that are clearly related. 

Yet, casual and core riders report very similar attitudes in other aspects of riding. Nearly all riders, core and casual alike, want to ride more often and more than half of both groups worry about their safety around motor vehicles. 

So what does all of this mean for the bike industry? There is a huge opportunity to engage this growing base of casual riders — they are more diverse and want to ride more often. The best part? It is so much easier to get someone who already rides a little bit to ride more than it is to get someone who never rides to ride at all. So how do we engage these casual riders?

The most important thing we can do is build more great places to ride close to home. Having fun, safe, and accessible riding opportunities will encourage all riders to get out on their bikes more often, not just casual riders. This means not only comfortable bike networks that connect people to the places they want to go but also bike parks, pump tracks, and natural surface trails for recreational riding. Nearly all communities have unused public space and it doesn’t have to take a big investment to build quality bike amenities. Imagine how transformative it would be if everyone in the U.S were within a 10-minute ride of a fun bike park or trail. 

But it isn’t enough just to build great places to ride, we also have to support casual riders in having positive ride experiences. Just after the pandemic, PeopleForBikes conducted a study to better understand those who started riding for the first time (or for the first time in a long time) during COVID. Nearly everyone in the study mentioned having someone who encouraged them to get on the bike and helped them find places to ride — not just once, but throughout the pandemic. Local shops, clubs, and teams are uniquely positioned to incentivize enthusiast riders to “adopt” new riders and show them the ropes.

If every enthusiast rider in the U.S. helped a single new or casual participant to ride just once a week over the next 12 months, we would see 45 million new enthusiast riders by this time next year. 

Finally, we can better engage casual riders by meeting and embracing them where they are. Not everyone wants to ride four days a week or compete in races but that doesn’t mean they won’t love riding or that they won’t spend their money on bike gear. Welcoming all types of riders will create a strong, diverse, and healthy community of people who love to ride. 

In the next post of this series, we’ll focus on another exciting finding from the PeopleForBikes Participation Study — more youth are riding. We’ll unpack what we see in the data and the implications for getting, and keeping, more kids on bikes. 

Becoming a great place for biking doesn’t happen overnight. Through our annual City Ratings program, PeopleForBikes helps cities and towns of all sizes measure progress towards improving bicycling. New for this year, City Ratings also includes an interactive map and database featuring thousands of bike projects across the U.S., making the critical connection between quality infrastructure and safe and connected places to ride. 

But creating a culture that truly embraces bicycling takes more than just infrastructure — and that’s where local bike shops come in. 

To help unpack the important role local bike shops can play in connecting communities, we spoke with Brian Molloy, owner of The Hub Bicycles in Athens, Georgia, as well as Juliet Scott-Croxford, president, North America, and James Baldwin, senior sales manager, North America, at Brompton Bicycle. 

“Bike shops are where the culture is built,” says Baldwin. “I know online is where we’re seeing a lot of conversations play out, but as humans, we need that physical place. As our ‘third places’ shift, bike shops play an important role in being that place where people feel comfortable and can be themselves and connect with likeminded people.”

“As I look back on 25 years of having a bike shop, we have been in the same location for 15 years and the previous 10 were right across the street. No pun intended, we really are the hub for cycling in town,” says Molloy. “The most critical role we play in the community is bringing people together, and what happens from there is magic! Conversations happen, plans get made, friends are made, other businesses are started, collaborations happen, social media stories are posted — all because we are here. Bike shops are a meeting place more than anything and that is what makes them special in a community.”

“Ultimately, bike shops understand the culture of a community better than anyone,” says Scott-Croxford. “They are not only experts in product — they have a really good sense of how to support a community in ways that stretch beyond cycling.”

“Making a difference is simple. Put people on bikes, share where to ride, create group rides, create friendships that encourage each other to ride, and get involved in your local advocacy groups to volunteer to share the love of cycling. Talk to your local elected officials and let them know how you feel,” says Molloy.

“Look for national and local groups to work with on fundraisers and community building,” says Baldwin. “If more people are shouting one thing, the more difference they can make.”

“First, love your customers and actually show them you do! Be great, be nice, care, and they will trust you to sell them what they need to be happy and successful on their bike,” says Molloy. “Help them achieve their cycling goals and share in their accomplishments with them. Again, just be nice and treat people with kindness and respect. For larger industry members — get back to local events that grow the love of cycling and make people smile. We love selling bikes, but it is a really hard business, so the more you smile and have fun, the easier it is.”

“We’re trying to reach 85% of Americans who know how to ride a bike but wouldn’t call themselves cyclists. Put yourself in the consumer’s mindset and think about how we can make [walking into a bike shop] not an intimidating experience,” says Scott-Croxford. “When we directly invest in a community, they invest back in us.”

How Local Bike Shops Help Create Great Places to Ride

It seems like electric bicycles (e-bikes) are everywhere these days. On bike paths, rolling along in bike lanes, and parked at your local schools. They are a growing part of the daily lives of millions of Americans, providing an affordable transportation option, a great opportunity for exercise, and wonderful experiences exploring the outdoors. For kids not yet old enough to drive a car, e-bikes also offer a degree of independence and the freedom to ride with friends. As a parent heading into the holiday season, you may be hearing about how great it would be if your kid had an e-bike of their own, perhaps coupled with the timeless plea, “All my friends have one...”


You may have also heard about community concerns around safety and e-bikes.  Young riders are often more inclined to take risks and may be less familiar with the rules of the road. Whether your child should join their ranks is a question that requires some serious parental consideration and a bit of investigation. To help you on that journey, PeopleForBikes pulled together some helpful facts about e-bikes, what they are, and how they are regulated.  


First, and most importantly, you should know that not all things called “e-bikes” are suitable for young riders. Unfortunately, “e-bike” is often used as a generic term referring to any vehicle with two wheels powered by an electric motor. This includes some fast, powerful devices that are actually electric mopeds or motorcycles. In most places, these faster “e-motos” are considered motor vehicles, just like cars, and require a valid driver’s license, registration, and insurance to operate on public streets.  Definitely not something you want to give to your young non-driver. 


The only electric vehicle you should consider allowing your child to operate is an electric bicycle, also called an electric-assisted bicycle. In most places, an electric bicycle is a legally defined type of vehicle with specific limitations on its motor power and speed. Under federal law, electric bicycles must have working pedals, motors of less than 750 watts, and can go no faster than 20 mph on motor power alone (without pedaling). Almost all states now have similar laws, and 43 states further define electric bicycles into three distinct classes according to their capabilities:


"Class 1 electric-assisted bicycle" means an electric-assisted bicycle equipped with an electric motor that provides assistance only when the rider is pedaling and ceases to provide assistance when the bicycle reaches the speed of 20 miles per hour.

"Class 2 electric-assisted bicycle" means an electric-assisted bicycle equipped with an electric motor that is capable of propelling the bicycle without the rider pedaling and ceases to provide assistance when the bicycle reaches the speed of 20 miles per hour.

"Class 3 electric-assisted bicycle" means an electric-assisted bicycle equipped with an electric motor that provides assistance only when the rider is pedaling and ceases to provide assistance when the bicycle reaches the speed of 28 miles per hour.


These legal distinctions are important. Because true electric bicycles are slower and less powerful, they are regulated like bicycles, while those other, faster “e-bikes” are considered motor vehicles and should not be operated by kids who are not licensed drivers. 


Your state may also have other requirements for electric bicycles. They are usually subject to bicycle-specific equipment and operation laws (like needing reflectors or lights at night) as well as the rules of the road that apply to all vehicles used on public streets. States may also have minimum age requirements for operators of electric bicycles, or require that riders under a certain age wear helmets (which is always a good idea!).

Electric bicycle laws are different in every state and can be confusing for riders. PeopleForBikes works to make riding an electric bicycle easy and accessible for all. Find your state's specific rules.

So, if lots of things are called “e-bikes,” how do you know the one you’re buying is an electric bicycle? That can be a bit complicated. Some of the “e-bike” products are hard to distinguish from true electric bicycles and could even be labeled or advertised as one of the three classes of electric bicycles. Some can easily be modified to exceed the motor power and speed limits of an electric bicycle by selecting an “unlimited” mode setting on the controls, by cutting a wire that limits power and speed, or by changing the setting in a smartphone app used to control the device. As with other big ticket items, there is just no substitute for fully researching a product before you buy. Here are some tips to help you separate the electric bicycles from the ‘e-bikes’ you don’t want:


If it looks like a motorcycle or mini-moto, it just might be. Many products have motorcycle or “moto inspired” styling or look like gas powered minibikes or dirt bikes in order to appeal to younger riders. That’s a possible red flag, so dig deeper.

Virtually all of these products are advertised online. What does the manufacturer’s website say about their products? Are the motors claimed to be more powerful than 750 watts? Is the top speed stated as exceeding 28 mph or “28 mph+”?  Is there an “unlimited” or “unlocked” mode? Does the vehicle lack pedals or require that they be added as an option? Again, any of these signs can indicate that the product is not an electric bicycle.

Some products have lengthy legal disclaimers on their websites in an effort to make it your responsibility that their product isn’t an electric bicycle. Sometimes this language is used when describing “unlocking” the device’s power and speed capability (you assume all risks). If it can be easily unlocked, it’s probably not an electric bicycle. Beware of statements like “sold as a Class 2 e-bike.” Is it, or isn’t it?

What does social media have to say about the product and how it is being used? Do reviews or posts by users talk about the product being excessively fast, easily and frequently modified, or used unsafely? That product might not be right for your family.

Buy your electric bicycle at a local bicycle shop in your community. Major U.S. manufacturers of electric bicycles that are sold at local bike shops follow federal regulations on electric bicycle motor power and speed. Plus, they’ll let you test ride the product so you can verify its capabilities and ask questions before you buy.

Is the product certified to applicable safety standards like UL 2849 or EN 15194? These standards ensure that the electrical system and battery are safely designed and of high quality. Avoid products that do not claim these safety certifications.

It should go without saying, but don’t be pressured into buying a particular product because it’s cool and “all the other kids have them.” You’ve probably heard that one before.


If you do buy an electric bicycle for your child, that’s not the end of your journey.  Make sure they understand the rules of the road, know how to safely charge and operate their new electric bicycle, and always wear a helmet. In addition to the Owner’s Manual provided by the manufacturer, PeopleForBikes and our partners offer a free online safety training course for new riders called E-Bike Smart. When purchased wisely and used appropriately, electric bicycles can be an amazing form of transportation, recreation, freedom, and fun for youth and adults.

Los Angeles Bike Academy Executive Director Damon Turner coaches young athletes as part of the many neighborhood services of the South Los Angeles nonprofit. PHOTO CREDIT: Science in Sport

Each year, PeopleForBikes supports transformative bike projects and advocacy efforts across the U.S. through our Industry Community Grants program. Many of those projects, like Apache County's pump and skills track in Arizona, Los Angeles Bicycle Academy’s youth programs, and the Lodestone XC mountain bike park in Kearns, Utah, are creating safe and inclusive spaces for the next generation of riders.

In 2017, Chief Judge Michael Latham in Apache County, Arizona, decided to convert a juvenile detention center into a teen resource center to give the county’s youth a safe place to gather and recreate. The center, called the LOFT, provides a technology space, rooms for music and games, a sound recording studio, and an education room, along with a lounge, kitchen, and enclosed outdoor courtyard. Soon they’ll have another amenity: a first-class pump and skills track. Thanks to a PeopleForBikes Industry Community Grant and other support, the pump and skills track is currently under construction in the community’s existing skatepark. 


“When will it be finished?!” is a question LOFT Manager Kyle Mayer has to answer almost daily, he says. The track will serve the growing demand for youth bicycling opportunities in Apache County. The local high school recently started a mountain bike club, with residents donating bikes to families who can’t afford them, and LOFT is also working with IMBA to improve existing mountain bike trails in the region. The new pump and skills track will give Apache County youth a safe and accessible place to practice their skills and connect with the local community.

The Los Angeles Bicycle Academy (LABA) was founded by former amateur racer and long-time community leader Damon Turner to support his local community and improve diverse representation in the sport of bicycling.


The Academy’s vision is simple: “We’re passionate about bicycles. We believe that bikes offer a simple solution to many of our communities’ complex problems. Bikes are great for your personal health and for the health of our environment. Bikes can help you save money on transportation, and bikes can provide you with endless miles of fun with your family and friends.” Among the many services the Academy provides are periodic family rides that give local youth the freedom to explore their neighborhood and their parents the confidence that they can do so safely.

“Getting involved with LABA was a turning point for me. I learned countless lessons — not just about bikes, but about community, patience, and persistence,” says Academy member Fareed Mumin. “I also grew closer to the amazing community that supports LABA. I started participating in Wednesday night rides which deepened my love for cycling and strengthened my connections within the cycling community. I also encouraged my little brother, little sister, and a few friends to enroll in LABA’s earn-a-bike program. To this day, they still ride the bikes they earned through LABA.”

“LABA isn’t just a bike program — it’s a community, a space for growth, and an incredible resource,” says Mumin. “I’ll always be grateful for the experiences I’ve had there and for the opportunity to share that with others.”

The Los Angeles Bike Academy family ride took members to a nature center in a nearby neighborhood. PHOTO CREDIT: Los Angeles Bike Academy

In Kearns, Utah, just west of Salt Lake City, local high school student athletes on the West Granite Composite mountain bike team have thrived under the coaching of NICA’s Rochelle Bartschi. Unfortunately, unlike teams in the wealthier districts to their east, the team can’t ride to trails for practice and their parents are likely working or lacking an extra car to transport them around. That will all change when the Lodestone XC mountain bike park is finished next summer. Supported by a PeopleForBikes Industry Community Grant, Trails Utah is building a cross-country style bike park on 12 acres of land accessible to thousands of families in the area. The new park’s design maximizes the number of fun, flowy trail miles designed to build fitness while also providing riders with a rewarding, circuit-type experience. The park includes skill areas, bermed turns, drops, and other trail features suitable for helping youth advance their mountain bike skill level.

“What’s really cool about the project is that this park serves a low-income area that’s really underserved,” says Trails Utah Executive Director Sarah Bennett. She says the local kids have really embraced the park, with 20-40 youth showing up every weekend to volunteer to help get it built. “The park just exudes this awesome spirit of inclusion,” Bennett says, citing the community of riders of adaptive bikes and the attention trail builders are giving to features that will challenge and support people with disabilities.

Weekends at the Lodestone Community Park are exciting events for area youth who can’t wait to get a great cross-country mountain bike park and come out in droves to help build it. PHOTO CREDIT: Trails Utah

Communities across the country are demonstrating the transformative power of bicycles to bring people together, create opportunities, and improve lives. From Apache County’s pump and skills track to LABA’s inspiring programs and the Lodestone XC mountain bike park in Kearns, these projects showcase how investments in bike infrastructure and advocacy can ignite passion, foster inclusivity, and strengthen community bonds. With every trail built, bike donated, and skill shared, these efforts are laying the foundation for healthier, more connected communities where everyone — regardless of age, ability, or background — can experience the joy and empowerment found on a bicycle.

PeopleForBikes Industry Community Grants Are Supporting Youth Bicycling Nationwide

It’s time to pedal into May Bike Month, a nationwide celebration of the joys and benefits of bicycling promoted by the League of American Bicyclists. As part of May Bike Month, thousands of businesses across the U.S. will encourage their employees to get out on two wheels. Is your organization ready to ride along?

To help inspire your staff to participate, PeopleForBikes gathered five practical and impactful ways to boost engagement and make biking fun for everyone.

If you’re reading this blog, your company’s Bike Month champion may be you! Many organizations have specific committees focused on employee wellness or office morale. Include these groups early in the planning process so they can help lead and support bike-related activities and events all month long. 

Anticipate common deterrents to bike riding and get creative with ways to mitigate those barriers. A few examples include:

“I live too far away.” Offer a park-and-ride option closer to the office.

“It isn’t safe to ride near the office.” Encourage staff to ride in their own neighborhoods or on safe cycling routes nearby and count that towards participation.

“I don’t have a bike.” Partner with a local bike shop to offer subsidized rentals or work with employees to implement a bike share program. 

People love being part of something bigger than themselves, and Bike Month offers the perfect opportunity to cultivate that sense of community. One fun way to bring people together is by creating custom Bike to Work Week t-shirts for participants. Not only can employees collect them each year, they also become great conversation starters.

Another fantastic way to build a strong sense of camaraderie is by having your executive team host a tailgate commuter breakfast for employees who bike to work. Involving senior leadership in these activities is key because it shows that bike commuting is valued and supported from the top down. This reinforces the idea that bicycling is not just a personal choice, but a celebrated and sustainable mode of transportation within your organization. Read more about why senior leadership buy-in is paramount. 

Use simple games like Bike Month BINGO to keep spirits high and the competition friendly. You can even add challenges like “Best Decorated Bike” or “Best Costume” to spice things up! 

Download PeopleForBikes' Bike Month BINGO Card

Surprise your team with small yet meaningful rewards when they hit special milestones. Whether it’s riding for the first time, attending every weekly event, or biking through rainy days, unexpected rewards will keep the momentum going! Check out this list of free and inexpensive ways to motivate your team. 


May Bike Month is the perfect opportunity to kickstart a lasting bike culture at your workplace. We hope these creative ideas spark inspiration and help keep your team motivated, excited, and ready to ride all month long — and beyond!

Five Ways to Boost Employee Engagement During May Bike Month

PeopleForBikes released our 2024 U.S. Bicycling Participation Study, offering new insights into bicycling trends across the country. This biennial report reveals that 112 million Americans — 35% of those ages 3 and older — rode a bike at least once in 2024. This marks the highest participation rate since the study began in 2014, underscoring an increasing interest in bicycling propelled by the COVID-19 pandemic. 

In even better news, youth participation (ages 3 to 17) in bicycling increased from 49% to 56% since the last study, reversing a steady decline in youth ridership since 2018. As the bike industry continues to navigate sales turbulence and economic headwinds, this data provides key information to guide industry investments, advocacy efforts, and infrastructure development. 

“The significant increase in youth participation signals a potential new generation of lifelong riders, but with 53% of riders worried about being hit by a car, we must take action to ensure people today and tomorrow feel safe and comfortable riding a bike,” said Jenn Dice, president and CEO of PeopleForBikes. “This underscores the urgent need for continued investment in safe places to ride and highlights the critical importance of connecting bicycle networks both on and off-road to ensure safer, more accessible riding experiences for all.”


50% of riders said they are familiar with the bike lanes, paths, and trails in their area.

Ridership increased by 9% for youth ages 3 to 9 and 15% for youth ages 10 to 17. 

Traveling to/from social or recreation activities became the number one reason for transportation riding, bumping errands/shopping.

In addition to these insights, the report provides detailed breakdowns of how frequently Americans are riding, regional participation trends, and indoor-versus-outdoor riding, among other findings. It also examines consumer motivations and behaviors behind why they ride, how they feel when they ride, and even examines how likely non-riders are to get on a bicycle in the future.

As with past reports, the 2024 data was generated through survey results from 16,000 adults nationwide. The study used the same methodology as previous participation studies, allowing us to tap into 10 years of historical data to track how bicycling participation and perceptions have evolved over time.

The full report can be accessed for free by PeopleForBikes Coalition members in the PeopleForBikes Member Center. The study is available for purchase by non-members in the PeopleForBikes Resource Marketplace. 

More Americans Rode a Bike Than Ever Before in 2024

When you pass a group of kids on bicycles, it’s hard not to smile — there’s something innately joyful about the sight. There’s also an underlying assumption that everything about the act, from the socialization to the time spent outdoors engaged in physical activity, is good for them. New research affirms that gut feeling.

Published on October 12, 2023, in Frontier in Sports and Active Living, a new study from researchers at Loma Linda University (LLU) reveals the positive impact of cycling education on the psychosocial well-being of students. The research is the result of a collaboration between LLU and the youth cycling nonprofit Outride, examining the impact of Outride’s in-school cycling programs on the mental health of middle schoolers. 

"Our findings were incredibly encouraging,” says Dr. Sean Wilson, LLU professor and senior author of the study. “A large proportion of students had a positive learning experience and continued interest in cycling,” 

“As a learning organization, we really want to understand how bicycling can improve the lives of youth in their communities,” says Dr. Esther Walker, senior research manager at Outride. 

Anonymous surveys were collected before and after the program in 20 schools in North America, with psychosocial well-being quantified using the WHO-5 Well-Being Index and the Pediatric Symptom Checklist (PSC-17-Y). The former is a short, five-item, self-report questionnaire that assesses positive well-being and primarily assesses for depression, while the latter is a widely used measure of psychosocial functioning, with lower scores representing greater well-being. According to the study, participation in R4F was associated with improved psychosocial well-being among middle school youth in the United States. 

“It was really encouraging to see such a positive student response to a cycling-specific physical education program,” says Fletcher Dementyev, a research fellow at LLU and first author of the paper. “This result motivates us, and hopefully others, to continue investigating and developing cycling as a pathway to improved health and well-being in adolescents.”

“By providing access to bikes, a safe environment to learn to ride, and the confidence to ride independently, we can really help to create healthy pathways,” says Walker. “As youth are facing worrying levels of physical inactivity and mental health challenges, finding those activities that get them excited to participate is really important.”

PeopleForBikes’ 2022 Bicycling Participation Report reflects this trend: While 49% of youth ages 3-17 rode a bicycle at least once in 2022, ridership among younger Americans has continued to drop since 2016.

“Our program data shows that access to bikes at home, as well as safe places to ride, is not equitable across the student population,” said Walker, noting that programs like R4F, which take place during the school day and provide all necessary materials, gives everyone the opportunity to learn a skill they can use throughout their life. "While bicycling can certainly contribute positively to one's day-to-day life, to see large-scale improvements, we need changes in policy and reductions in systematic disparities in access to nutrition, health services, safe environments, and beyond.”

As school systems, educators, policymakers, and healthcare professionals work together to address the mental health challenges facing today's youth, this study provides valuable insights into the potential of cycling programs to enhance the mental well-being of young people across the U.S. University-backed research is showing the benefits that come along with getting more kids on bikes. Communities should listen.  

Interested in learning more? Follow Outride on Instagram and Facebook to stay up-to-date with their work to improve the well-being of youth through research-backed cycling programs.

Research Highlights the Positive Impact of In-School Cycling

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.”

In many ways, Seattle is already a great city for bicycling. For the last two years, it’s ranked third among large U.S. cities in PeopleForBikes’ annual City Ratings. Plus, it’s also made significant network progress year over year: From 2020 to 2021, Seattle’s Bicycle Network Analysis score jumped from 53 to 58, thanks in part to nearly 10 new miles of protected bike lanes and trails.

Seattle’s Bicycle Master Plan lays out a vision for a connected network that includes 100 miles of protected bike lanes and nearly 250 miles of neighborhood greenways. When complete, every household will be within a quarter-mile of an all ages and all abilities bike facility. In order to ensure kids learn to ride, the Seattle Department of Transportation (SDOT) funds Cascade Bicycle Club’s Let’s Go school education programming. Although SDOT doesn’t have a firm date for network completion, Seattle committed to having 90% of all personal trips have zero greenhouse gas emissions by 2030, opening up substantial funding for bikes and allowing for the completion of critical infrastructure.

In recent years, SDOT prioritized infrastructure decisions based on safety, equity and connectivity, particularly in regard to building key bicycle connections to transit. Last year, the department also announced a historic new Transportation Equity Framework (TEF), the goal of which is to help reimagine the city’s streets and transportation system by addressing persistent economic, racial and social inequities in Seattle. Bike champions are also ubiquitous in the city, helping elevate safety concerns, advocate for connections from certain underserved neighborhoods or allocate funds for historically marginalized communities.

One such champion is the nonprofit Seattle Neighborhood Greenways, a coalition of 16 neighborhood-based, volunteer-led chapters working to make Seattle’s streets more livable. Seattle’s cost-saving strategy for building new bike infrastructure has been to do it in conjunction with other paving projects or by scooping funding from other projects that are already happening. The result has been a lot of great new bike infrastructure in small chunks that don’t necessarily connect. In 2021, Seattle Neighborhood Greenways developed UnGap the Map, an advocacy campaign focused on getting the city to fill the gaps in its bicycle network.

“It’s really frustrating because if you want to bike in Seattle, you still have to be comfortable mixing with traffic,” said Clara Cantor, a community organizer with Seattle Neighborhood Greenways. “There are these super comfortable bike routes that will just end abruptly and leave you stranded in a terrifying intersection with no clear direction on where you’re supposed to go.”

While a great bike route might pick up a few streets away, a lack of good wayfinding signage makes it difficult to find for those who aren’t familiar with the city’s bike infrastructure. Likewise, a route that requires riders to mix in traffic, even for a quarter-mile, can be a big deterrent for some and an insurmountable obstacle for others, including children.

“It’s scary and dangerous, but it's especially hard for new riders,” said Cantor. “It makes for a much more exclusive bike culture.”

Although Seattle Neighborhood Greenways focuses on pedestrian safety as well, the Ungap the Map campaign is solely focused on bikes. The crux of the campaign is a shortlist of 10 major gaps in the city’s bike network — corridors the organization has identified as the most important places for the city to tackle first. Since smaller neighborhood groups make up the larger organization, there are other grassroots efforts happening to push for the closing of gaps on the neighborhood level, but the 10 routes remain the organization’s main focus.

The UnGap the Map project is planning both long and short term. In the long term, Seattle Neighborhood Greenways is working to influence the larger discussion with city planners around what a connected bike network looks like and how the city can get there. By changing the emphasis from how many bike lane miles are built to how many bike lane miles connect, advocates hope to create a city where people of all ages and abilities feel comfortable commuting exclusively by bike.

“Seattle is currently doing a big transportation plan update and we’re trying to influence that effort,” said Cantor. “We want to push the city to prioritize complete, connected routes, rather than keep building bits and pieces here and there.”

In the immediate term, the UnGap the Map campaign is focused on installing new wayfinding signage in order to help guide riders around Seattle, especially those that are new to biking or returning after a long time out of the saddle. In 2020, Seattle saw a 21-35% increase increase in the number of people riding bikes, and citywide, 60% of residents say they want to bike more but fear for their safety. The wayfinding signage, which will be installed across the city this summer, will help direct people through some of the existing gaps. Someone that comes to the end of a comfortable bikeway would reach a map that then points them to the best nearby routes.

“It’s not making people any safer but it’s helping them navigate through and find those routes that feel safer,” said Cantor, adding that for many people, that might include hopping up onto the sidewalk for a while.

Seattle Neighborhood Greenways settled on its list of 10 major gaps by prioritizing routes that connect different parts of the city, as well as accounting for safety and equity concerns. Four of the routes are what Cantor calls “citywide connectors,” or gaps that when filled would help people move around the city more efficiently. The other six are equity-focused routes that would majorly benefit the mostly South Seattle neighborhoods where they’re located, places with higher BIPOC and low-income populations that have historically been ignored when it comes to infrastructure investments.

Although none of the gaps have been filled yet, there has been significant progress on some of them. One is the “Beacon Ave. South” route, which would connect Seattle’s downtown to the entirety of its southeastern portion. The northern section of that route is currently funded and SDOT is working on design, with construction anticipated to begin in 2023 (the southern portion has yet to be funded but it’s on the city’s shortlist).

Another major connection, the “Georgetown” route, could bridge the Georgetown neighborhood to downtown through the SoDo neighborhood. Zoned industrial, every street in SoDo is wide and built to accommodate freight. Without a single safe bike corridor, SoDo is unsurprisingly dangerous to ride through and injuries and fatalities are common — two bicyclists have been killed there in 2022 alone. Because of the fatalities, SDOT is prioritizing this project and hopes to have it completed by the end of 2023 or the beginning of 2024.

“It still seems really far out but it’s closer than it ever has been,” said Cantor.

In fall 2021, PeopleForBikes awarded Seattle Neighborhood Greenways a $10,000 grant to support the organization’s advocacy work, outreach efforts, wayfinding signage and long-term planning. The emphasis on connectivity directly aligns with PeopleForBikes’ City Ratings system, which — recognizing that most people are only interested in biking when it's a comfortable experience — prioritizes low-stress biking connections and how well bike networks connect people with the places they want to go.

While Seattle has made significant progress in recent years and remains one of the best places to bike in the U.S., there’s still room for improvement when it comes to connectivity. According to Cantor, many bike infrastructure projects get heavily compromised before completion by stopping shy of a major intersection, not quite reaching a destination or being built with protection only in one direction. Compromising on individual projects can harm the connectivity of a network, as well as interrupt ambitious mode shift goals.

“If our goal is to have more people biking, that actually won’t happen if it feels the way it currently feels to bike,” said Cantor. “You have to make it comfortable, efficient and joyful or people are going to try it once and not come back.”

PeopleForBikes is pleased to announce the award of a three-year grant from The JPB Foundation to support the Better Bike Share Partnership (BBSP), a national collaboration focused on improving social and racial equity in shared micromobility systems across the United States. Better Bike Share Partners — the City of Philadelphia’s Office of Transportation, Infrastructure, and Sustainability (OTIS); the National Association of City Transportation Officials (NACTO); and PeopleForBikes — will carry out this work together.

“Shared micromobility means more options for people in need of reliable transportation,” says Tangier Barnes-Wright, PeopleForBikes’ senior partnership and program manager. “When done equitably, it results in significant social, health, economic, and sustainability benefits for lower-income and BIPOC communities. I am excited to continue our support of organizations that are breaking down barriers to using shared micromobility for these groups.”

This is the fifth grant supporting the work of the Better Bike Share Partnership since its inception in 2014. The new funding will assist a second round of Living Lab grantees, which will address barriers preventing the use of shared micromobility in low-income and BIPOC communities nationwide. Grant funds will also finance the Transportation Justice Fellowship to continue supporting professional development for people of color working in the transportation field, as well as NACTO’s shared micromobility roundtable, mini-grants, and a robust storytelling platform.

“Over the last nine years, the Better Bike Share Partnership has been instrumental in addressing issues of equity, access, diversity, inclusion, and justice in the shared micromobility industry. Through grants, research projects, written guidance, presentations, and technical assistance support, BBSP has helped cities and operators implement bike and scooter systems that help folks travel to much-needed resources,” says Waffiyah Murray, Indego program manager at OTIS. “The City of Philadelphia is honored to be a partner in this work, serving as a living example of how BBSP best practices are successful when implemented in an intentional and meaningful way.”

“With more than a half-billion trips in the U.S. since 2010, shared micromobility is an important and growing transportation option in hundreds of cities across North America,” said Cary Bearn, senior program manager for biking at NACTO. “Because of the Better Bike Share Partnership, equity is a central part of the conversation about shared micromobility. NACTO is excited to continue collaborating with PeopleForBikes and the City of Philadelphia for another three years to support cities and operators in making sure these popular systems are equitably serving low-income areas and communities of color.”

The Better Bike Share Partnership plans on disseminating final reports for its first Living Labs cohort by the end of the year. Applications for the new cohort will open in early 2024. In the meantime, the partnership is working with the North American Bikeshare and Scootershare Association (NABSA) to revamp its Workforce Diversity Toolkit. BBSP will also continue to cover the work of its current grantees, as well as relevant research in the shared micromobility space at www.betterbikeshare.org.


About the Better Bike Share Partnership
The Better Bike Share Partnership is a collaboration funded by The JPB Foundation to increase access to and the use of shared micromobility systems in low-income and BIPOC communities. The partners include The City of Philadelphia, the National Association of City Transportation Officials (NACTO), and PeopleForBikes. Learn more at BetterBikeShare.org.

PeopleForBikes is the U.S. bicycle industry’s trade association and a national advocacy nonprofit representing more than 325 bicycle industry supplier members and nearly 1.4 million individuals. Through our three areas of influence — infrastructure, policy, and participation — we accelerate the construction of safe, fun, and connected places to bike; advance pro-bike and pro-bike-business legislation; and reduce barriers to access and welcome more people to the joys of riding a bike. Our goal: Become the best place to ride a bike in the world. Join us at PeopleForBikes.org.

About the National Association of City Transportation Officials

NACTO is an association of 96 major North American cities and transit agencies formed to exchange transportation ideas, insights, and practices and cooperatively approach national transportation issues. The organization’s mission is to build cities as places for people, with safe, sustainable, accessible, and equitable transportation choices that support a strong economy and vibrant quality of life. Learn more at NACTO.org.

PeopleForBikes Receives Grant to Keep Shared Micromobility Equitable

Twenty years ago, the small, Northwest Arkansas city was relatively unknown. Today, it’s the mountain biking capital of the world.

Bentonville, Arkansas, tucked in the heart of the Ozarks in the northwest corner of the state, is probably most well known as the birthplace of Walmart. Over the last 15 years, however, thanks in large part to investments made by the Walmart-founding Walton family, the city has dubbed itself the “Mountain Biking Capital of the World.”

Some die-hard mountain bike enthusiasts may throw up their arms at that statement and say, “What about Moab, Whistler or (insert said enthusiast’s favorite local trails here)?!,” but those who have visited Bentonville can attest that the city has truly done an incredible job of growing a strong community of dedicated cyclists, all within recent memory.

For 2022, Bentonville ranked #1 in Community Score in PeopleForBikes’ annual City Ratings. The program, which evaluates, identifies and compares great places for biking, determines a city’s score by combining its Network Score, measuring the quality of a city’s bike network, and its Community Score, measuring how people feel about biking in their city. While the Network Score may be worth 80% of a city’s overall rating, the Community Score offers an important look into understanding local resident’s perceptions of bicycling where they live, work and play.

With a Bicycle Network Analysis score of 43 and an overall score of 48, Bentonville sits right on the cusp of being considered a great place to bike by City Ratings standards, with an overall score of 50 being that gateway to greatness. However, touting a Community Score of 70, the Northwest Arkansas hub offers many potent lessons on fostering a community of bike-minded residents. 

Bentonville’s journey began relatively recently, with the city’s first five miles of singletrack opening in 2007 on the north end of town. By 2010, those five miles grew to 17 miles, and the Slaughter Pen network of trails stretched further south, connecting to the heart of downtown Bentonville. Over the next 10 years, the region’s network of trails continued to expand, with 100 more miles of trails opening in Bella Vista, Bentonville’s northerly neighbor. Today, Northwest Arkansas is home to more than 500 miles of trails, stretching from Bella Vista to Eureka Springs.

But Bentonville’s success lies in more than just building miles and miles of trails — according to Gary Vernon, senior program officer for the Walton Family Foundation, the organization responsible for funding a majority of the trails across Northwest Arkansas, the key is building trails for all types of riders. 

“When the first few miles of trail were built, it wasn’t just a check written by a family foundation. Tom and Steuart [Walton] were out riding the trails in the community and building the trails that most benefited those who lived in the community,” said Vernon. “We wanted to build trails that connected communities, both physically and socially, and that are able to be enjoyed by riders of all skill levels. We wanted to get families out riding together that normally wouldn’t. Instead of packing up the car and driving a few hours to ride, you can roll out of your driveway in Bentonville and be at a trail in minutes. We like to say that the best trailhead in Bentonville is your garage.”

For Vernon, accessibility, connectivity and progression are the key pillars to introducing new riders and welcoming more people to the fun of mountain biking. “Just start with that first 10 miles of trail and build them in a way that there’s trails that are fun for all skill levels,” he said. “Build trails that parallel greenways so parents can ride on pavement alongside their kids riding dirt for the first time. You don’t need 150+ miles to be successful; if you have 10-15 miles of fun, connected trails, you can be successful.”

While Bentonville trails may lack the one-way distances of other mountain biking meccas out West or in the Northeast, Vernon also points to the “lapability” of local trails as another benefit to Bentonville’s success in growing riders’ confidence and love of biking. 

“Growing up, we would build one jump and hit it 1,000 times. That’s how we got better,” said Vernon, noting how Bentonville’s dedicated climbing tracks sprinkled throughout its trail networks make it easy to hit the same lines again and again and again. “You don’t get better by hitting a different jump every time you ride. Beginners can benefit so much from repetition, and when you can hit the same line five times in a row, you’re going to be a lot more confident on the bike because of it.”

Don’t just take Vernon’s word for it either — Bentonville’s investment in biking has proven to be instrumental in growing the number of residents who love to ride. Based on a 2021 survey conducted by PeopleForBikes, 26% of Benton County residents reported riding more than 35 days a year, placing them in the “enthusiastic rider” category. The study also found that a resounding 79% of residents either agree or strongly agree that bicycling is good for the community and 70% think that bicycling in their area has gotten better in the past three years. For any cities on the fence about community response to an investment in biking — hard work pays off. 

While Bentonville is still breaking ground on new off-road trails every year, the city’s biggest push now is turning all of that community support for recreational riding into support for more safety for on-road riding and biking for transportation.  

“We want to be the safest place in the Heartland to ride a bike,” said Hunter Garrison, Bentonville’s bike and pedestrian planner. “We want people to be able to access the entire city — trails, restaurants, bars, you name it — without ever having to get in their car.”

Bentonville’s first on-street protected bike lane is slated for completion later in 2022, and Garrison says changing the image of non-recreation biking is essential to continuing similar projects in the future. 

“In Bentonville, schools don’t provide access to a bus if you live within a mile of a school system. That means we have hundreds of kids biking to school,” said Garrison. “When all people see are adults in lycra, they don’t really care as much about those on-road facilities. When they see kids biking, they feel the need to support the creation of facilities that get them to school safely.”

Garrison also says that even if people don’t care about bikes, everyone cares about economic boosters, and it’s hard to look past what bikes have done for economic growth in Northwest Arkansas. In 2017, a study showed that bicycling brought $137 million in economic benefits to the region. Bicycling put Bentonville on the map, and with how cheap bike investments are compared to similar infrastructure projects, Garrison says you can’t prove a better civic investment when it comes to ROI than bikes. 

Building on the city’s efforts to improve biking for transportation, PeopleForBikes founded its Northwest Arkansas Bike Business Innovation program in 2020 to coordinate workplace programming, incentives and infrastructure changes to grow the number of employees riding bikes for commuting and transportation in Benton County. 

“This is an opportunity to build on the public sector and philanthropic investments in biking in the region as well as put a new lens on our work,” said John Paul Shaffer, PeopleForBikes’ Northwest Arkansas business innovation director. “We’re looking at the private sector with major employers in the area and how they can meet their own goals around sustainability and employee health while also supporting PeopleForBikes’ own mission of getting more people on bikes more often.”

PeopleForBikes is assisting Walmart, the largest employer in the region, in their goal of getting 10% of Home Office associates to commute to work by bike by 2023, and Shaffer thinks that’s just the beginning. “If we can expand that mission and get 10% of all Benton County residents to commute by bike, we can start rivaling the Portlands and other U.S. leaders in that space. That community of dedicated recreation riders already exists, now it’s working to build the infrastructure and culture to incentivize them to ride for transportation.”

There are many reasons why Bentonville is a great place to bike, but they all have one thing in common: community. By prioritizing investments that build and center a sense of community and lower barriers to entry, any city can welcome new riders and grow public support for bicycling.

Join PeopleForBikes in Bentonville October 18-20, 2022, for SHIFT'22 — a dynamic, peer-to-peer gathering surrounded by a can’t-miss week of bicycling events. By bringing current and future leaders together, we're moving the bicycle industry forward. Register and book your hotel today.

The Secret Behind Bentonville’s Success

Mention Flint, Michigan, and many immediately think of the Flint water crisis, a human-made public health emergency caused by dangerous levels of lead in the local water. Before that, it was known as the birthplace of General Motors, then later for experiencing substantial economic decline when several of the company’s auto plants closed in the ‘90s. For Chad Schlosser, however, who has deep roots in the area, Flint never lost its appeal as a great place to live. He moved to the city’s Mott Park neighborhood for its safe, affordable, and family-friendly appeal.

“My grandmother grew up in this neighborhood in the 1920s, and it was such a magical, fun place to be,” says Schlosser, who has three kids in elementary school and currently serves as President of the Mott Park Association. “I want kids to keep feeling that.”

The Mott Park Association was founded in large part to help neighbors take care of Mott Park, a centrally located, almost 100-year-old park that was built with three tennis courts at its heart. As the city changed, becoming less affluent, much of it fell into disrepair. Around 15 years ago, Flint essentially abandoned all of its parks and recreation, making maintenance largely dependent on a fleet of volunteers. At Mott Park, Schlosser and other volunteers kept the park alive with the help of local group Keep Genesee County Beautiful. They often found themselves raking leaves from crumbling tennis courts that never got used, slowly envisioning what the space could be.

“Tennis is seen as an affluent, white sport,” says Schlosser, noting that Flint is a majority-minority community. “Not that people with melanin can’t play tennis — we just wanted to diversify our offerings to better suit the community.”

The Mott Park Association’s former president and Nancy Edwards, the recreation programs and grants officer at Keep Genesee County Beautiful, came up with the idea of converting one of the tennis courts into a bike park or bike garden, essentially a designated area for children to learn how to bike and play. To gauge resident interest, the association sent around a poll in 2019 proposing different ideas, including one for a basketball court. While most people felt anything positive would be great, the bicycle park got the most support.

“No one was against the bicycle park,” says Schlosser. “Some folks were indifferent, so didn’t donate, but no one was actively against it.”

In 2020, the Mott Park Association started working alongside Keep Genesee Beautiful to begin fundraising. As part of that effort, they applied for a PeopleForBikes’ community grant, which was awarded in June 2021. More Michigan-based organizations signed on to support the project and with funding secured, the association began to plan the bike park. For the park’s design, they chose to work with the Flint Public Art Project, a local public arts organization best known for murals throughout the city (it completed some 120 in the span of five years). Importantly, the artist ultimately chosen to commission the piece, Mike Cobley, was a Flint native.

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