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It was a day or two into the 2010 Alliance Leadership Retreat when Alexis Lantz stood up during lunch. The Planning and Policy Director from Los Angeles County Bicycle Coalition had a proposal that energized every female leader in the room: The convening of a Women’s Caucus (pictured above).

That gathering at the Leadership Retreat was short, informal — and incredibly inspiring. There was so much to talk about: issues we face as women within our own organizations and the broader movement; how we increase the number of women in bicycle advocacy and boost female mode share out on the streets; how we stay better connected in the time between retreats and summits, building community and sharing ideas to deal with collective challenges and opportunities. The Women’s Caucus carved out just a tiny window within the tight schedule of dozens of other sessions, but, at least speaking for myself, it was the most powerful and memorable moment from the entire weekend. With little time to develop specific next steps, we had to keep the outcome simple. The main consensus: Let’s keep the conversation going.

We knew we weren’t the only ones talking about these issues. Shortly before the Leadership Retreat, in mid-2010, the Association of Pedestrian and Bicycle Professionals conducted a Women Cycling Survey — and participation was through the roof. More than 11,000 women in the U.S. shared all sorts of information about why they bike, what would make them bike more and a wealth of other opinions and experiences. The insight gained from the (non-scientific) survey was not only revelatory; it was also an incredible spark for a lively discussion at conferences and online.

Clearly, women want to talk about bicycling. And our voices are getting more numerous and more prominent.

According to the Alliance 2012 Benchmarking Report, women are still vastly outnumbered by men, accounting for just 24 percent of bike trips in 2009. But that trend is shifting. A growing number of women from all backgrounds and communities are beginning to ride and getting more involved in the bicycle movement. As female leaders and cyclists, we’re eager to learn from our peers, share our experiences and explore ideas to engage more women.

So, like we said at the Leadership Retreat, let’s continue the conversation. Attend the first-ever National Women Cycling Forum on March 20, 2012 from 2-4 p.m. at the Grand Hyatt in Washington, DC.

Hosted by the Alliance and APBP, this forum will provide insight from a diverse panel of women in bicycle advocacy, engineering, government and industry. It will foster collective discussion about best practices, creative ideas and potential next steps in addressing the pervasive gender cycling gap at a national and local level. And it will invite input on the Women Cycling Project—a joint effort of the Alliance and APBP to create a new, interactive, online presence for women cyclists and advocates.

This event will be held in conjunction with the 2012 National Bike Summit—and your presence at this annual event has never been more important. Congress is making important and long-term decisions about the next federal transportation bill and women’s voices and stories are essential to preserving billions in funding for bicycling projects and programs across the country. We’re on the brink of losing the hard-fought progress of the past 20 years and we need a HUGE turn-out at this year’s summit. (Register by February 20 to save $100.)

When you make your DC travel plans, make sure you arrive in time for the National Women Cycling Forum on Tuesday, March 20 from 2 to 4 p.m. This event is open to all interested attendees—both women and men. Sign up for the Forum here, so you’ll get all the details in coming weeks, including the line-up of panelists. And, please, start sharing the link as widely as possible!

Plus, mark your calendars for a Women Cycling Social on Wednesday, March 21 from 6 - 8 p.m. at Busboys and Poets, a very cool venue just a few blocks from the Summit hotel. Stay tuned for details.

Interested in sponsorship opportunities? Have additional questions? Contact .(JavaScript must be enabled to view this email address).

It’s so much worse than we thought.

Yesterday, the House released its transportation bill, the American Energy and Infrastructure Jobs Act. We expected the bill to be bad news for biking and walking, but we didn’t think it would go so far as to reverse all progress we’ve made over the past 20 years. (Check out the Top 10 Reasons the House Bill is Bad for Bicycling and Walking from Andy Clarke, president of the League of American Bicyclists, on the right.)

If your member of Congress is on the Transportation and Infrastructure Committee, please take action TODAY. With a vote coming in the T&I committee TOMORROW, tell your Representative to preserve biking and walking. Click here to contact your Representative through the League’s Action Center.

House leadership is exerting pressure to completely cut bicycling and walking out of transportation. Lawmakers seem to have gone through the bill, line-by-line, to gut programs that make streets safer. The American Energy and Infrastructure Jobs Act:

• Destroys Transportation Enhancements by making the program optional
• Repeals the Safe Routes to School program, reversing years of progress in creating safe ways for kids to walk and ride bicycles to school
• Removes requirements for states to build bridges with safe access for pedestrians and bicycles
• Eliminates bicycle and pedestrian coordinators in state DOTs

There’s still a chance to save biking and walking. Tomorrow, in the Transportation and Infrastructure Committee, Representatives Tom Petri (R-WI) and Timothy Johnson (R-IL) plan to stand up to leadership by offering an amendment that restores dedicated funding for Transportation Enhancements and Safe Routes to School. Petri and Johnson can only be successful if everyone with a stake in safe sidewalks, crosswalks, and bikeways contacts his or her Representative today.

This is as urgent as it gets. Even if we win this amendment, there will be a long road ahead. But if we lose here, we risk losing decades of progress.

If members of the Transportation Committee are going to stand up to House leadership by supporting biking and walking, they need to know their constituents are behind them. Please contact Congress TODAY and ask your Representative to preserve dedicated funding for biking and walking.

Take action NOW!

If you have a Representative on the T&I committee, please forward this action alert to your members and supporters. Pass it along to all your local partners — particularly high-level contacts like mayors, school board members, and business leaders — and ask them to weigh in, too. And thank you for all you do to advance biking and walking!

In addition to the big Transportation Research Board meeting last week, there was another engaging gathering on bicycle and pedestrian issues — the Transforming Transportation conference hosted by EMBARQ. I attended the panel on ‘Bicycling: How to Achieve Greater Mode Share?’ which featured an international panel from the Netherlands, Cape Town, and China. While the three projects were vastly different in location, the underlying theme was the same: People want to use cycling as a mode of transport and want it to be made easy for them to do so. 

Bram van Ooijen, a presenter from China, referenced a recent poll of residents in his province. When asked why they didn’t ride a bicycle anymore, an overwhelming number responded that it just wasn’t safe. China’s car infrastructure has grown exponentially over past decades, taking a nation that relied mostly on the bicycle for transportation to a nation that relies on single car use instead. Some roads in China are as wide as 80 meters and bike lanes are few and far between. But when they made bike lanes part of the new bus infrastructure, and found the money to build greenways around the city, people used them — and people loved them.

In South Africa, it’s a similar story. In Cape Town, panelist Brett Herron explained, the challenge is to integrate not just cycling and cars, but people as well. In a city and a country that has been deeply divided along racial and socioeconomic lines, it’s key to build a cycling infrastructure that can help to bridge that divide.

Luckily, in Cape Town, and South Africa in general, there’s is a law that cycling provisions must be included in new development plans. Because of this, Cape Town has included bike parking and storage facilities at many bus and train stations, and has added elaborate storage facilities (including showers) to all municipal buildings, as well. Herron’s work within the city government has really paid off—Cape Town now boasts almost 2 percent bicycle mode share.

The panelists agreed: If the infrastructure is there, if it’s easy for people to use, then they will cycle. Van Ooijen’s project in China made sure to incorporate the public bike share system with the existing public transportation system. Bike stations are located at BRT stations and can be paid for using the same card as BRT. It’s easy to use the public bikes within a multi-modal commute, and landscaped paths and greenways make it enjoyable to bike that last leg of the journey.

Community participation and ownership of the system is essential to making it work and keeping it working for years to come, as well. Working with the city government has helped to grow the projects in China immensely, especially now that the projects are being completed. City officials are bringing their peers to their town to show off their new greenways and bike paths.

For example, Tom Goderfrooij of Dutch Cycling Embassy, reported that, in the Netherlands, 27 percent of all trips taken are taken by bike. To get to that enviable mode share they slowly upscaled projects and made biking appealing and easy for all levels of society. They created a cycling culture that was not counter to using cars, but supported the mix of both. Goderfrooji’s key point: The best solution is to create an intuitive mix of cars, biking, and walking so that it’s easy and safe for everyone to get around.

Overall, the panel expressed that the key for moving cycling forward is to involve people, showcase the benefits of the system, and find champions in government. Learn from the examples of cities that are doing it well, and adapt their strategies to your own needs.

A new report from the Rails-to-Trails Conservancy dispels the commonly held notion that only residents of big cities bike and walk. According to “Active Transportation Beyond the Urban Centers” folks in rural areas travel by bike and on foot as much — and in some cases, even more — than people in major population centers.

“It’s a widespread assumption in popular media and politics that people in small towns and rural areas do not walk or bike for transportation purposes,” says Tracy Hadden Loh, co-author of the report and research manager at RTC. “This report demonstrates that, in fact, rates for walking and bicycling in rural areas are close to, and sometimes higher than, the national average.”

Some key findings in the report include:

• In terms of total trips, rural Americans bike at a rate of between 74 percent and 104 percent of the overall national rate, depending on the type of community in which they live.

• The share of work trips made by bicycle in small towns is nearly double that of urban centers. Within small towns of 2,500 to 10,000 residents, people walk for work purposes at a rate similar to the urban core communities.

• Federal investment in biking and walking benefits rural areas as much or more than urban centers. Rural areas receive almost twice as much funding per capita as urban areas from the federal Transportation Enhancements program

• Among a list of travel priorities, rural Americans selected sidewalks more often than any other transportation need and nine out of 10 cited the importance of pedestrian friendly communities.

The report couldn’t come at a more pivotal moment. Congress is moving on the next federal transportation bill and the current House bill guts all funding for biking and walking projects and programs. This report proves that short-changing biking and walking by eliminating programs like Transportation Enhancements and Safe Routes to School affects all communities across the U.S.

“Small communities need safe and convenient walking and bicycling facilities just as much as big cities,” says Kevin Mills, report co-author and RTC’s VP of Policy and Trail Development. “To meet this need, Transportation Enhancements has provided twice the funding per capita in rural America than in big cities. This includes rehabilitating walkable main streets in small town that have been bypassed by interstates.”

According to RTC: “In coming years, active transportation can play an even bigger role in making small town America more attractive for young families and business investment — improving economic vitality, traffic safety and overall health in smaller communities in every region of the country.”

Read the full report and check out the interactive map here.

Advocacy Advance is offering $25,000 in Capacity Building Grants this year to member organizations of the Alliance for Biking & Walking and League of American Bicyclists.

Capacity Building Grants support the development and professionalization of state and local advocacy organizations to increase rates of biking and walking. These matching grants, funded by Planet Bike, can be used for organizational development, hiring staff, building membership, and for other organizational tools to foster a sustainable advocacy organization. Inquiry applications are available online and are due by March 9.

In addition, Advocacy Advance is pleased to offer $35,000 of Rapid Response Grants in 2012 to help state and local organizations take advantage of unexpected opportunities to win, increase, or preserve funding for biking and walking.

Read more on the Advocacy Advance website.

Last week, I mentioned recent research from Resource Systems Group and Local Motion on the economic impact of biking in Vermont, which revealed that, in 2009, bicycling and walking created at least 1,400 jobs, $41 million in personal income (wages) and $83 million in revenue. In Iowa, those numbers are even higher.

According to “Economic and Health Benefits of Bicycling,” the spending of recreational cyclists generates $364.8 million in direct and indirect impacts to the State of Iowa. And that’s just the economic aspect. When it comes to health, bicycling saves the state $73.9 million in healthcare costs for those who cycle recreationally, while bicycle commuters cash in on another $13.2 million in health care cost savings.

The findings were so impressive they surprised even Mark Wyatt, executive director of the Iowa Bicycle Coalition: “The return on investment was much larger than expected.”

Released just before the Iowa Bike Summit, Wyatt used the data to urge continued investment in biking infrastructure, trails and programs. “More opportunities for Iowans to bicycle will help Iowa become the healthiest state,” Wyatt said. “We know a lot of Iowans have bicycles, but may not have ridden them in some time. We need to find ways to encourage more bicycle riding.”

Download the full report from the Alliance Resource Library.

As Carolyn wrote earlier this week, bike share systems are all the buzz among big city transportation officials as an effective, economical and even attractive means to increase mobility in their bustling urban cores. Not to be outdone by the likes of New York City and San Francisco, advocates in Kansas City — recipients of a 2010 Advocacy Advance Grant — have added Missouri to that growing list.

Yesterday, the City of Kansas City passed a resolution permitting the establishment of BikeShareKC and committing to increase the number of bike lanes along BikeShareKC routes.

The new B-cycle system is a joint effort of BikeWalkKC and Blue Cross Blue Shield of Kansas City. According to the press release: “BikeWalkKC is partnering with Blue KC to bring bike share to Kansas City as a healthy low-cost transportation option. Blue KC will take the lead in driving development of BikeShareKC by enlisting other leaders in the business community to commit to sponsorships, advertising deals and/or augmenting their employee wellness offering by subsidizing memberships.”

BikeWalkKC and Blue KC aim to have 20 stations with 200 bikes up and running by summer 2012. Bikes will be available nine months of the year, with annual memberships that entitle users to unlimited 30-45 minutes trips around the city. The stations will even be equipped with a smartphone app that will allow riders to determine the availability of bikes anywhere in the system. Plus, using B-Cycle technology, riders will be able to track their miles traveled, calories burned and pounds of carbon dioxide saved.

“BikeShareKC will bridge the awkward distances that are too far to walk but too short to drive,” Eric Rogers, executive director of BikeWalkKC said. “It will also expand the reach of the transit system by providing new options for the ‘last mile.’ And it will help clear the air while giving Kansas Citians a new option for being healthy and active.”

“BikeShareKC offers a much needed alternative form of transportation around Kansas City, while also promoting physical activity to its residents,” added David Gentile, President and Chief Executive Officer of Blue Cross and Blue Shield of Kansas City.

Read the full press release here.

What’s the economic impact?

Not surprisingly, that question has been a common theme and focus at this year’s massive Transportation Research Board meeting. And, up in Vermont, Alliance member organization Local Motion worked with a local consulting firm, Resource Systems Group Inc., to answer that question for the Green Mountain State.

On Tuesday afternoon, Beth Isler from RSG Inc. drew a crowd to her TRB presentation on the “Economic Impact of Walking and Biking in Vermont.” In conducting the study, Isler explained, she worked with the advocates at Local Motion to distribute more than 150 surveys to bicycle- and pedestrian-related businesses across the state. But that’s not all. She also tapped into data from the Vermont Agency of Transportation on road project expenditures, accessed statistics on visitor spending related to biking and walking events, utilized modeling from the Victoria Transport Policy Institute and correlated information from Walk Score with real estate sales.

The result? Even in a small state, where locals joke that summer lasts just two weeks, biking and walking provide a significant boost to the local economy. Among Isler’s findings:

• According to VTrans data, the construction and maintenance of bicycle and pedestrian infrastructure projects and programs brought $17 million in funding to the state, resulting in more than 230 jobs and $10 million in wages associated with those jobs.

• Based on survey data, bicycle- and pedestrian-related businesses brought in more than $56 million in revenue, generating more than 1,000 jobs and $26 million in associated wages.

• Forty major events related to biking and walking attracted more than 16,000 participants who brought with them 45,000 additional family and friends. The result? $9.5 million in revenue and 160 jobs which resulted in $4.7 million in wages.

• Using models from the Victoria Transport Policy Institute, RSG calculated that the vehicle miles avoided by the 68 million miles walked and 28 million miles biked resulted in as much as $85 million in consumer and public health savings.

• RSG also cross-referenced the closing prices on real estate with the Walk Score of those locations. On average, the property values of homes in walkable neighborhoods were $6,500 higher than those in car-dependent areas. Add all those homes together and walkability added more than $350 million to the local economy.

Bottom line: In 2009, biking and walking created at least 1,400 jobs, $41 million in personal income (wages) and $83 million in revenue. In addition, the health and property value benefits could bump that up by more than $400 million. Now those are the kinds of numbers that get policymakers’ attention.

I’ll upload the presentation to the Alliance Resource Library soon.

By Mary Lauran Hall, Communications Coordinator, America Bikes

For the past 20 years, the federal transportation program has included dedicated funding for biking and walking. Over the course of twenty years and three federal transportation laws, federal support for bicycle- and pedestrian-friendly infrastructure projects has slowly ticked upwards. As a result, more and more communities feature safe roads for people who travel on foot or by bicycle.

In 1992, Congress passed ISTEA, the first federal transportation bill to include funding for transit, biking, and walking. As each consecutive transportation bill passed and continued dedicated funding for biking and walking, funding increased from $23 million for 50 new projects in 1992 to $297 million for 971 projects in 2000, to a record $1.2 billion for 3,010 projects in 2009.

But now a new transportation bill threatens to eliminate dedicated federal funding for biking and walking.

Next Thursday, February 2, the House Transportation and Infrastructure Committee will vote on the American Energy and Infrastructure Jobs Act, a bill that eliminates crucial funds for biking and walking. Representatives on the T&I Committee are in a key position to save dedicated funding for biking and walking. If you live in the district of a T&I committee member (click here for a list), please take action today. Click here to send a message directly to your Representative through the League of American Bicyclists’ Action Center.

The American Energy and Infrastructure Jobs Act, the long awaited multi-year transportation bill, eliminates the two largest programs that fund biking and walking infrastructure — Transportation Enhancements and Safe Routes to School. Without these programs, communities across the country will lose resources to build the sidewalks, crosswalks, and bikeways that make biking and walking safer and more accessible.

We can’t let that happen.

Biking and walking are essential aspects of everyday transportation in the US, and turning off federal funding for projects that keep Americans safe would represent a significant step backwards.

Federal funding for biking and walking keeps people safe. Two out of three pedestrian deaths take place on roads built with federal funding, and new sidewalks, crosswalks, and bikeways help end preventable deaths and make roads safer for everyone. Moreover, biking and walking make up 12 percent of all trips and 14 percent of road fatalities, but only 1.5 percent of all federal transportation funding.

We at America Bikes are working with our partners to introduce an amendment that will preserve funding for biking and walking. During Thursday’s Transportation and Infrastructure Committee vote in the House, Representatives will have the opportunity to pass this amendment to save biking and walking. If you live in the district of a T&I Committee member, please take action today!

To learn more about this issue and keep up-to-date as the bill moves forward, visit http://americabikes.org/.

This month, the Mill Valley School District passed a new Safe Routes to School policy, initiated by the Marin County Bicycle Coalition (MCBC) that would encourage students in the district to walk, bike, or carpool to school each day. The policy gives support for safety education at school, as well as support for the Mill Valley Safe Routes to School Program.

The goal of the policy is to ensure that students in the district have access to safety education and support for walking and biking to school regardless of any changes in staff or elected officials. The foresighted advocates at MCBC recognized that, without that assurance in writing, progresses in programming could be walked back with a new superintendent or principal.

MCBC began the process by working with a city council member, a school board member, and the superintendent to draft the policy. They based their draft on the California School Board Association’s sample board policy and then adapted it to their specific needs. From there, they took the policy to the school board, where it passed unanimously.

Wendi Kallins, the program director for Safe Routes to School at the MCBC, credits the smooth passage of the new policy to the collaboration with school board members and the school district system. Now MCBC has a local example of how this policy (and the process to get there) can work — and take similar policies to other school districts.

“Don’t overreach but don’t compromise on your basic goal of institutionalizing Safe Routes to Schools,” Kallins says of crafting a similar policy for your community. “You might have to change the policy to say ‘may’ instead of ‘shall,’ but include the elements that are essential: education, encouragement, task force participation for engineering and enforcement, and evaluation.”

Click here to download the model policy from the Alliance Resource Library.

This week, more than 11,000 researchers, engineers, advocates and government officials are gathered here in Washington, DC, for the annual Transportation Research Board meeting. Glancing through the 328-page program this weekend, I had to admit that much of the content looked like a foreign language: I can’t say I’m familiar with the Mechanistic-Empirical Pavement Design Guide or well-versed on Inland Waterway Infrastructure. But being at the conference, I’ve discovered there’s a lot of buzz around biking and walking — even in the sessions that don’t have active transportation in the title.

Yesterday, for instance, I elbowed my way into a packed session on “Mobility Strategies for the 21st Century.” The panel included transportation commissioners from Chicago, San Francisco and New York City and, despite their diverse cities and populations, each of their presentations focused largely on their efforts to boost biking and walking.

“We’ve made lots of significant changes to the streetscape in the past four years,” Janette Sadik-Khan, New York City’s visionary transportation commissioner said. “Prior to 2007, we looked at everything with the planning ethos of 1950. We looked at streets through the eyes of a car. But simply adapting cities to pick up more and more vehicles, more and more traffic, is not a great strategy… So we’re rethinking how we use our streets and realized they weren’t really designed to meet the demands of the population.”

So, since Sadik-Khan took the reins, NYC has started thinking about streets as places, where limited space needs to be allocated to the safety and benefit of all users. Perhaps the first and most visible evidence of this paradigm shift, Sadik-Khan said, was turning Times Square into a pedestrian plaza. In very short order, the city realized massive economic benefits. “Since we closed Broadway [to cars], major flagship stores have moved in,” she said. “Retail rents have doubled in two years and Times Square has turned into one of the top 10 retail locations on the planet.”

Sadik-Khan also highlighted the city’s success in building out its bicycle network and the imminent debut of the Big Apple’s bike share, which will be the largest in the United States. And she wasn’t alone in showcasing bike-ped improvements as the top mobility strategies in her nation-leading city. Edward Reiskin, director of the San Francisco Municipal Transportation Agency, also touted the Bay City’s upcoming bike share system. He shared that, at any given time, s staggering 30 percent of the congestion in downtown San Francisco is motorists simply looking for parking, and the city’s effort to boost other modes of travel, including biking and walking. He highlighted his agency’s successful and growing use of parklets — re-appropriating parking spots and turning them into pedestrian parks and cafe patios — and raved about the power of people “taking back the streets” during the city’s recurring Sunday Streets ciclovia initiative.

And Gabe Klein, the new commissioner of the Chicago Department of Transportation, added to the chorus of bike-ped enthusiasm. Known for his role in bringing bike share to Washington, DC, when he served as the transportation director in the nation’s capital, Klein shared a funny story that summed up the Windy City’s trajectory. Yes, Chicago is getting bike share, too, but that’s just the beginning of an ambitious plan to make the city more bicycle-friendly. On the day that Mayor Rahm Emanuel announced his new DOT director, Klein was reading through the Mayor’s remarks. When he saw that Emanuel’s speech promised 100 miles of protected bike lanes, Klein got a bit anxious. Was there really the political will and public support to add such significant lengths of cycletracks? Trying to hedge his bets, Klein crossed out the word “protected.” But when the Mayor read his speech he barely stumbled before reinstating that significant distinction. And guess what? The first protected bike lane on Kinzie Street has been phenomenally successful, boosting bicycle mode share on that stretch from 22 to more than 50 percent.

Listening to those inspired transportation officials, all fired up about biking and walking as critical and integral transportation solutions for the 21st Century, I couldn’t help but think of the incredible advocates in those cities who have made that shift possible. From the San Francisco Bicycle Coalition to the Active Transportation Alliance in Chicago to Transportation Alternatives in NYC, advocates have laid the foundation for this groundswell by doing the tough, long-term work of elevating the voices and need of people who walk and bike in their communities.

Stay tuned for more from TRB…

PHOTO: Transportation officials in major U.S. cities are excited about bike share as a mobility solution.

In a new report, Bicycling and Walking in the United States: 2012 Benchmarking Report, the Alliance ranks all 50 states and the 51 largest U.S. cities on bicycling and walking levels, safety, funding, and other factors.

This report comes at a critical moment, as Congress takes up the imminent passage of the next federal transportation bill, which dictates how billions of tax dollars will be spent over coming years. The Benchmarking Report reveals that, in nearly every city and state, pedestrians and bicyclists are disproportionately at risk of being killed, and currently receive less than a fair share of transportation dollars. While 12 percent of trips in the U.S. are by bike or foot, 14 percent of traffic fatalities are bicyclists and pedestrians. Pedestrian and bicycle projects receive less than 2 percent of federal transportation dollars.

“The Benchmarking Report shows that biking and walking are smart solutions to many of our country’s most pressing challenges when it comes to transportation, job creation and health,” Jeffrey Miller, Alliance President/CEO, says.

Click here to download the report and media fact sheet.

The report compiles persuasive evidence that bicycle and pedestrian projects create more jobs than highway projects, and provide at least three dollars of benefit for every dollar invested. The report also highlights the health benefits of active transportation, showing that states with the highest rates of bicycling and walking are also among those with the lowest rates of obesity, diabetes, and high blood pressure. “The data points to one conclusion: Investing in biking and walking projects creates jobs, leads to more people biking and walking, and improves safety and public health,” Miller says.

John Pucher, a professor at Rutgers University, emphasizes: “The wide range of environmental, social, and economic benefits of walking and bicycling, so clearly documented in this report, justify greatly increased investment in facilities and programs to encourage more walking and cycling, and to improve the safety of these most sustainable of all transportation modes.”

The 2012 Benchmarking Report compiles important state and city rankings, including:

Other highlights from the report include:

• In 2009, 40% of trips in the United States were shorter than 2 miles, yet 87% of these trips are by car. Twenty-seven percent of trips were shorter than 1 mile. Still, Americans use their cars for 62% of these trips.
• While bicycling and walking fell 66% between 1960 and 2009, obesity levels increased 156%.
• Seniors are the most vulnerable bicyclists and pedestrians. Adults over 65 make up 10% of walking trips, yet comprise 19% of pedestrian fatalities. This age group accounts for 6% of bicycling trips, yet 10% of bicyclist fatalities.
• Bicycling and walking projects create 11-14 jobs per $1 million spent, compared to just 7 jobs created per $1 million spent on highway projects. Cost benefit analysis show that up to $11.80 in benefits can be gained for every $1 invested in bicycling and walking.
• On average, the largest 51 U.S. cities show a 29% increase in bicycle facilities since the 2010 report. Cities report that 20,908 miles of bicycle facilities and 7,079 miles of pedestrian facilities are planned for the coming years (much of this contingent upon funding).

Bicycling and Walking in the United States: 2012 Benchmarking Report was funded by the Centers for Disease Control and Prevention and made possible through additional support from AARP and Planet Bike. To view rankings of the 50 states and 51 largest U.S. cities, and to download or purchase a hard copy of the report visit http://www.PeoplePoweredMovement.org/benchmarking.

This past weekend, 15 advocates gathered at the Alliance’s Winning Campaigns Training in Tucson, Ariz., to launch five new campaigns that will improve walking and biking in their communities.

The event was hosted by local advocacy organization Living Streets Alliance, who set a high mark by bringing 11 members to the training.  The training also served as a follow-up to the Action 2020 Workshop put on by Advocacy Advance in Tucson last September.

Not surprisingly, the majority of the campaigns created at the training will be carried out in Arizona. Living Streets Alliance launched three campaigns for Tucson, including:

• Expanding the city’s open streets initiative, Cyclovia
• Launching a Pedestrian Safety Campaign aimed at securing new funding and
• Creating a new regional master plan for biking and walking

A coalition of advocates from Phoenix launched a campaign to create a Ciclovia in their community, while the one out-of-state campaign came from the Atlanta Bicycle Coalition, who created a complete streets campaign in DeKalb County, Georgia. Energy was high throughout the weekend, as participants were able to step back from the grind of day-to-day advocacy to plan out their campaigns.

The Alliance is hosting three more Winning Campaigns Trainings this year, in Boston, Houston and Kansas City. Learn more about these exciting weekends here.

Click here to check out photos from the training.

Last Saturday, the Green Mobility Network held a ride to celebrate the completion of the M-Path Bridge in Miami-Dade County. The bridge, a part of the M-Path Extension, is the final 1.2 miles of a multi-use path that was begun in the 1980s, and stretches from downtown Miami to the county’s southern border.

Discussions about a plan to complete this path have been happening since before the Green Mobility Network was founded in 2007. Since the organization’s beginning, it has monitored and publicized these discussions. Using funds from the stimulus bill, the Metropolitan Planning Organization moved forward in the plans to complete the path.

The Green Mobility Network has worked to increase the use of this trail, and to designate it as a part of the East Coast Greenway. Thanks in part to a 2009 Advocacy Advance Grant, Green Mobility Network was able to advance their ‘Complete the M-Path’ campaign, and increase the ease of biking and walking in Miami-Dade County.

“Until now, anyone needing to walk or ride from one path to the other had to pass through the big Dadeland shopping center parking lot and a warehouse district,” John Hopkins, executive director of the Green Mobility Network, says. “It was discouraging to cyclists or walkers; the timid just stayed away.”

Now the path spans about 30 miles, passing through university campuses, neighborhoods, shopping centers, flea markets, and local shops. It’s an easy, safe, fun way to get around areas of the community. Now it is “a really practical facility for recreation and daily commuting,” Hopkins says.

The past weekend’s celebratory ride was another way to bring publicity and excitement to the newly completed trail. The 125 cyclists who participated in the ride showed their excitement as they cheered the completion. Even the construction foreman came out to see the celebratory ride down the trail, smiling as the riders went by. Click here to see a video of the event from the Miami Bike Scene.

Photo: M-Path celebration ride (credit: Green Mobility Network)

Advocacy Advance – a partnership of the League of American Bicyclists and the Alliance for Biking and Walking – is now accepting applications for its Action 2020 Workshops.

The goal of Advocacy Advance is to double federal funding for biking and walking through increased spending at the state, MPO and local level where many funding decisions are ultimately made. The partnership plans to meet this goal by producing best practice reports, providing technical assistance, awarding grants and facilitating Action 2020 Workshops.

These workshops bring together advocates, agency staff, and elected officials and are designed to ensure that participants have the knowledge, skills and resources to access untapped or under-utilized federal funding sources at the state, regional and local level to build bicycling and walking infrastructure and programs. Applications to host a workshop are due Friday, February 24.

Read more about Action 2020 Workshops and how to apply on the Advocacy Advance blog.

Photo: Action 2020 Workshop in Tucson, Arizona