Michael Andersen blogs for The Green Lane Project, a PeopleForBikes program that helps U.S. cities build better bike lanes to create low-stress streets.
Yesterday I wrote about a complicated subject: the links between biking and race in the United States.
It’s the first in an ongoing series over the next three months that will finish with a report about ways that marginalized Americans are pushing for protected bike lanes and other quality infrastructure. In our first post, we looked at the fact that African Americans use bikes at a slightly lower rate than other Americans even though African American heads of household are twice as likely to live without a car.
We asked “Why don’t more African Americans ride bicycles?“, and as we hoped, we’ve received many thoughtful replies so far. Here are a few. I’ve boldfaced some of the writers’ key points.
Every single day, I continue to see hundreds of people of color(s) on bikes bumping along on sidewalks or hugging curbs of hostile arterials. Yet, absolutely nothing is done for bikes in those areas where they’re often most needed. For example, there’s not even so much as a ‘sharrow’ in a lot of LA south of I-10. The “MyFiguerora” project stops right by USC and the enhancements on MLK aren’t even worth talking about in the context of connecting the community further than again, USC. The same trend is repeated in other cities all throughout SoCal and is a pattern I’m sure any community activist in other parts of the country can relate to as well: black/brown communities lack bike accommodations.
Then there’s the issue of the metric being used. The fallacy of measuring bike demand/usage solely by ‘commute trips‘ rears its ugly head highest when we’re discussing the segment of the population that has higher unemployment than the population at large. As it is, people are more apt to jump on their bike for a ride to a shop maybe 2 miles away than to ride 10 to get to work. (Yes, I’m aware that of plenty people actually do ride farther than that, myself being one of them on occasion.) Yet, measuring only commutes, especially given the aforementioned biases, continues to result in in the conclusion that there’s no reason to build anything.