The University of Texas at Austin | School of Architecture Community and Regional Planning ProgramTransportation Access and Equity CourseDr. Talia McCray | T. Donna Chen, Laura Glass, Wm. Chris Lee, Jinling Lin, Cristian Morales, Sarah Mount, Toshiyuki Ogura, Beth Rosenbarger, Patton Sides, Taylor Woodard, Kathryn Zeringue

African American Community Cycling StudyAfrican American Community Cycling Study

EAST AUSTIN NEIGHBORHOOD:EAST AUSTIN NEIGHBORHOOD:

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ACKNOWLEDGEMENTS

Greg Anderson, Offi ce of Councilmember Sheryl ColeNadia M. Barrera, Bicycle/Pedestrian Project Coordinator, Public Works Department, City of Austin Gary Bledsoe, President of the NAACP of TexasAllison Bullock, Orange Bike ProjectCouncilmember Cheryl Cole, City of AustinJennifer C. Duthie, Ph.D., UT Austin Center for Transportation ResearchTexas Senator Rodney EllisDesiree French, Orange Bike ProjectGreg Griffi n, Capital Area Metropolitan Planning OrganizationJoni (Omi) Jones, Ph.D., Director of the John L. Warfi eld Center for African and African American Studies, UT AustinRozena McCabe, Ph.D., Chair of the Kinesiology Program, Huston- Tillotson UniversityJoyce Olushola, Black Graduate Student Association, UT AustinAlberta Phillips, Austin StatesmanMohan Rao, Children’s Optimal HealthEileen Schaubert, Mellow Johnny’s Bike ShopCindy Slater, UT Austin H.J. Lutcher Stark Center for Physical Culture and Sports Freddie Smith, Bike TexasRobin Stallings, Bike TexasFritz Steiner, Ph.D., Dean of UT Austin School of ArchitectureKristi Stillwell, City of Austin - Safe Routes to SchoolMark Stine, Bike Texas Special Projects ManagerAnthony Taylor, Founding member of the National Brotherhood of CyclistsWenyu Xie, Master student of Urban Design, UT Austin

We would like to thank the following people for their support and assistance with this project:

From left to right: Sarah Mount, Wm. Chris Lee, Laura Glass, Dr. Talia McCray, Kathryn Zeringue, Patton Sides, T. Donna Chen, Beth Rosenbarger, Cristian Morales, Toshiyuki Ogura, (front) Taylor Woodard, (not pictured) Jinling Lin

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TABLE OF CONTENTS

Perspectives ................................................................................................

Study Area and Rationale ............................................................................

Health Study ................................................................................................

Demographics ..............................................................................................

Infrastructure ................................................................................................

Historical View and Legacy ..........................................................................

Community Conversations ...........................................................................

Recommended Programs ............................................................................

References ...................................................................................................

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This report is the fi nal project for the Spring 2011 CRP 384 Transportation Access & Equity course under the direction of Dr. Talia M. McCray. The class was invited by Eileen Schaubert of Mellow Johnny’s Bike Shop and Nadia M. Barrera of the City of Austin’s Public Works Department to explore creative ways of encouraging African Americans to utilize new bicycle infrastructure in East Austin. The two-prong approach was to view cycling not only as a viable alternative to the auto when making short trips, but also to see this opportunity as a health initiative for neighborhood residents. The group also considered that East Austin has experienced an increase in the number of attractive destinations, i.e. coffee shops, art galleries, independently owned cafés and restaurants, and cultural centers. The results presented in this document are a culmi-nation of class research and lectures, as well as community conversations with local cycling activist groups and concerned citizens. The authors enhanced this acquired knowledge with personal neighborhood walking and biking excursions and extensive photographing and mapping of roadways/bicycle paths. It is hoped that the fi ndings presented here will be instrumental in encouraging partnerships between churches, schools, city governments, and universities to promote physical activity, via the avenue of cycling in ethnic minority communities.

East Austi n Neighborhood:An African American Community Cycling Study

Compiled for CRP 384: Transportation Access & Equity, Spring 2011The University of Texas at Austin School of Architecture Community and Regional Planning Program

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PERSPECTIVES

African American Perspectives of Bicycles

“Biking is a sport for white people. We don’t want to dress up like white people and ride on a bicycle.” (African American female participant at the UT Austin Anthony Taylor Luncheon, 2011)

“I lived in Chicago where everything was close in blocks, but people still drove. It is an image thing.” In response to biking as a recreation form she said, “It is kind of similar to the A� ican American view of the band. You really perceive it as a geek thing. It would be the coolest thing if you change the look. People would jump in line.” (African American female participant at a UT Austin focus group session)

“I was the only A� ican American. I did not know any other A� ican American riders. I was very lonely.” (African American female bike racer at the UT Austin Anthony Taylor Luncheon)

A Caucasian Newcomer’s Perspective of East Austin

“East Austin has much to love,” said Chenoweth, a single mother with two children. “­ e library and local businesses, such as the dry cleaners and the bike shop, are within walk-ing distance, as are Palm Neighborhood Pool, parklands and Lady Bird Lake… ­ ere are kids out on the sidewalks riding bikes and people looking out for each other.” (Castillo, J., 2011)

An African American Couple’s Perspective of East Austin

Elaine said the house sits on its original cedar beams and has stood the test of time. Yet, change is all up and down the street, just east of Huston-Tillotson University. Where once there were no white residents, Elaine’s husband, Beau, said, “now it’s like every other house is white.” Elaine bemoans that there is not much mingling between old-timers and the newcomers. “I think change is good. It’s just not like it was when every-body knew everybody.” (Castillo, J., 2011)

Eastside Pedal Pushers’ relocation (Source: Austinist) Christiania Bikes by Boxcycles (Source: BoxCycles)

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STUDY AREA AND RATIONALE

East Austin Study Area

While Austin is continually rated as one of the best U.S. cities in which to live, for African-American citi-zens residing in the city, the circumstances are quite different. Although the African American popula-tion is relatively small, comprising less than 10 % of the total, this community’s quality of life is notably below par when compared with other groups in Austin (City of Austin, 2005). Historic East Austin con-sists of predominantly low-income households and has the largest concentration of African Americans in the city. Throughout Austin, cycling infrastructure is under construction and the East Austin neigh-borhood still lacks diversity in the bicycle community. However, in spite of recent neighborhood bicycle improvements, East Austin is experiencing a lack of diversity in the bicycle community. Therefore, the city’s underserved African American population is the perfect candidate for an accessibility study that addresses the health and activity patterns of residents in disadvantaged urban neighborhoods.

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Health in the African American Community

A frican Americans have the highest rates of excess weight in the U.S. Seventy per-cent of all blacks are categorized as overweight and 38% are labelled obese. The

health repercussions of this obesity include hypertension, stroke, heart disease, dia-betes, cancer, asthma, arthritis, respiratory distress, cognitive decline, and premature death (Cowart, Biro, Wasserman, Stein, Reider, & Brown, 2010). Heart disease death rates are more than 40% higher for blacks than for whites (CDC, 2011). Beyond the detrimental impacts on these overweight individuals, their families, and communities, there is the fi nancial burden of health care costs for chronic illnesses.

Research has demonstrated that obesity rates are generally associated with seden-tary lifestyles and poor nutrition. While approximately 23% of American adults do not exercise, 55-75% of African American women and 66% of black men seldom engage in physical activity (Cowart et al., 2010). A 2001 Johns Hopkins study demonstrated that traditional public health strategies have been met with very little long term success within this population (Yanek, Becker, Moy, Gittelsohn, & Koffman, 2001). In 2007, the Center for Disease Control and Prevention cautioned, “The future health of the nation will be determined to a large extent by how effectively we work with communities to reduce and eliminate health disparities between non-minority and minority populations experiencing disproportionate burdens of disease, disability, and premature death,” (Ford et al., 2009, p. 485). Clearly, there is a need for effective intervention.

Health Benefi ts of Cycling

According to the Center for Disease Control and Prevention (CDC), physical activity is an essential factor related to health. Physical activity helps:

i) Control weight

ii) Reduce risk of cardiovascular disease

iii) Reduce risk for type 2 diabetes and metabolic syndrome

iv) Reduce risk of some cancers

v) Strengthen bones and muscles

vi) Improve mental health and mood

vii) Improve ability to do daily activities and prevent falls, particularly in older adults

viii) Increase longevity (CDC, 2008)

“T he future health of the nation will be determined to a large extent by how e ectively we work with communities to reduce and eliminate health disparities between non-minority and minority populations experiencing disproportionate burdens of

disease, disability, and premature death.” (Ford, Reddick, Browne, Robins, � omas, & Quinn, 2009, p. 485)

HEALTH STUDY

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(Source: Cowart et al., 2010)(Source: Texas Health Institute, 2006)

(Source: CDC, 2008 fi tness)

African Americans have the highest obesity rates in the State of Texas. Of adults who do not exersise, African American Females exercise the least.

Bicycling on a daily basis helps achieve physical activity.

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In order to benefi t from physical activity, the CDC recommends a minimum activity level ranging between 75 to 150 minutes per week. For the purpose of improving health among the currently sedentary African American community in East Austin, 150 min-utes of moderate aerobic activity per week should be the targeted goal for a proposed health program. Examples of moderate-intensity aerobic activity are walking briskly, water aerobics, and riding a bike on level ground or with few hills (CDC, 2008). Thus, cycling could improve the health of those who take part in such an activity on a regular basis.

According to the National Household Travel Survey (NHTS), approximately 50% of daily trips made in the U.S. are 3 miles or less, a distance that a bicyclist can achieve with relatively little effort (2009). This suggests the potential to substitute excessive car trips with biking. A beginner bicyclist can ride at a conservative speed of 10 m/h; there-fore, a 3-mile trip would take him/her roughly 18 minutes. As the bicyclist’s skill, ability, or endurance improves, the average time to bike 3 miles will decrease.

Whether through daily exercise or substituting car trips with bicycle trips, tremendous potential exist for improving health through bicycling in the African American commu-nity of East Austin. The question becomes: how can we encourage health related bik-ing in East Austin?

Addressing Health Concerns in the African American Community

Several African American communities have implemented successful ethnically sensi-tive, faith-based exercise programs. Locally driven weight loss and exercise program build social support, involve family and community, and increase exercise initiatives ownership. Examples include the Genesis Health Project and Project Joy.

The Genesis Health Project, a university-sponsored program in Syracuse, New York, was recently initiated to reduce disproportionately high obesity rates among the local African American community (Cowart et al., 2010). Genesis was developed as a cul-turally sensitive weight loss program, located within a church community that provided participants with the relevant context, personal motivation, and social support that pre-vious programs lacked. Local pastors organized the program. Its success was based

Local African American Youth Health Data:

This map indicates that children in Austin who are disproportionately overweight or obese live in East Austin.

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in its innovative techniques in which lay advocates trained as health care volunteers, utilizing a Healthy Body/Healthy Spirit guide. This approach of incorporating church based activities empowered participants to lead healthier and more active lives.

A similar plan, Project Joy, in Baltimore, Maryland encouraged healthy lifestyle chang-es among African American women in order to reduce high risks of cardiovascular dis-ease (Yanek et al., 2001). The project utilized strong spiritual and social components, as well as individual exercise activities. The results indicated that those women who participated in the church-led social activities were more successful in reaching their health goals than those women exercising outside of church sponsored events.

Such a venture could be implemented in East Austin, where the neighborhood church-es serve as the social and cultural centers for the African American community. With the help of local bicycle advocates and the City of Austin Public Works Department, interested churches could develop a culturally appropriate biking exercise initiative to improve the quality of life and the health of the community. Elements of the mission would include health and fi tness education, church sponsored social rides, and daily exercise rides with members of a newly created bicycling club.

Social Cognitive Theory

An important aspect of this project is that it requires residents to change behavior. Simply altering the infrastructure with the belief that “if you build it, they will come” rep-resents a shortsighted approach. Both transformation in environment and modifi cation in individual are required. The Social Cognitive Theory (SCT) refers to the constant interaction between a person, their environment, and their behavior (Bandura, 1986). SCT provides a behavioral reform framework that is appropriate for physical activity interventions.

Behavioral factors refer to the knowledge, skills, and self-effi cacy a person has to perform a certain behavior. The environmental factors may be social or physical and may be real, distorted, or imagined. In other words, the cognition or perception of the individual is at play; such personal factors represent the third component of the social

cognitive theory.

Facets of the built environment can predict physical activity. Communities with more college educated residents have more facilities for physical activity and citizens are 32% less likely to be overweight (Shishehbor, Lauer, Gordon-Larson, Kiefe, & Litaker, 2007). If children have to travel greater distances to access a green space or park, they are less likely to make the effort. Poorer neighborhoods also experience a higher crime rate which often results in parents placing restrictions on the amount of time children can spend outdoors (Loukaitou-Sideris & Eck, 2007).

Implementing a plan for enabling a sustainable culture involves mapping a community to determine weak points and places for growth, planning that demonstrates superior states of health that is appropriate for all stages of cultural development, and deliver-ing solutions for social groups that address the particular weak points of a community (Lamore, 2006).

“Sustainable communities foster commitment to place, promote vitality, build resist-ance to stress, act as stewards, and forge connections beyond the community” (Lam-ore, Link, & Blackmond, 2006).

(Bandura, 1986)

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East Austin Study Area Land Use

DEMOGRAPHICS

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Demographic AnalysisIH

35

12TH

11TH

CH

ICO

N

ROSEWOOD

AIR

POR

T

MARTIN LUTHER KING

7TH ²Author: Laura Glass, February 14, 2011Source: COA, CAPCOG, US Census 2010Projection: NAD 1983 Stateplane Texas Central FIPS4203 ft

0 0.25 0.50.125 Mi

High Population Density

African American 18-46%

White 27-54%

Hispanic 27-85%

IH 35

Boundary

Major Streets

Generally, racial groups are mixed in variouslocations. Spatial trends includeconcentration of African Americans in thenortheast part of the study area. TheHispanic population is located in the southand southeast, and the white population ismostly concentrated in the northwest. Themost densely populated areas are locatedsouthwest along 7th Street, north-south tothe east of Boggy Creek Greenbelt, andnortheast near Airport Blvd.

Demographic Analysis 2010

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IH 3

5

IH 35

African American population as percentage of total population for the years 2000 and 2010 by Census Block.Demographic Trends

IH 3

5

IH 35

2000

²Author: Laura Glass, February 14, 2011Source: COA GIS DataProjection: NAD 1983 Stateplane TexasCentral FIPS 4203 ft

0 0.5 10.25 Mi80.01% - 100%

60.01% - 80%

40.01% - 60%

20.01% - 40%

0% - 20%

Boundary

IH35

Water

Parks

2010

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Demographic Changes

H istorically, the African American population in Austin has primarily resided in East Austin. However, data from the 2000 and 2010 Censuses indicate that African

American families are relocating. Population trends show that the African American population in Austin has been decreasing since the 1950’s, while neighboring cities including Manor, Hutto, Round Rock, and Georgetown, have seen signifi cant growth in the number of African American residents (Statesman, 2011). Despite this trend, African American families report that they return to East Austin to attend church and for other social activities. East Austin remains a center of the African American community in Austin.

Between the years 2000 and 2010, the total population in the study area has de-creased by 3.4%, from 13,755 people to 13,325 people. During this time only the white population increased from 3,187 to 3,269. The African American population declined from 4,861 to 3,095 and the Hispanic population from 7,885 to 6,488. The African American population decreased by 36%, and the Hispanic population fell by 17%. It is important to note that Census 2000 data do not account for individuals who identify as Non-Hispanic White and Non-Hispanic Black as does the Census 2010 data. Numbers from Census 2000 data are infl ated due to individuals who identifi ed as two races, and who were therefore counted twice in racial categories but once in total population.

As the population has decreased, East Austin’s demographic characteristics have evolved. The percentage of the total population comprised of African American resi-dents has decreased from 35% to 23%, while the percentage comprised of Hispanic residents has grown from 49% to 57%. The percentage of white residents has in-creased just slightly from 23% to 24%. Therein, Hispanic individuals and families are leaving the study area at a slower rate than African Americans, while white individuals and families are slowly moving into the area.

The distribution of different races has changed spatially as well. In 2000 the Hispanic population spanned from IH 35 to Airport Blvd., and migrated to the East of Chicon by 2010. The African American residents was located north of 12th Street between IH 35 and Airport Blvd. in 2000, but today is located in the vicinity of Huston-Tillotson University, north of 12th Street and is highly concentrated in the northeast part of the study area.

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INFRASTRUCTURE

East Austin is very accessible by bicycle, but busy streets are intimidating to new cyclists. The adjacent map highlights ‘bicycle friendly zones’ which have roads with low traffi c speeds and limited topography. These areas are ideal for a beginner level bicycle route. The sample beginner route outlined below in blue is of a 30-minute bicycle ride which covers trails, low speed, and low traffi c streets.

To make this route even more attractive for beginner level cyclists, trail work may be necessary to renovate rough terrain along the Boggy Creek Greenbelt. Where the trail intersects 12th Street, there exists no bicycle crossing infrastructure such as ramps or crossing signs. This affects the perception of safety.

Bicycle Routes For New Cyclists

Bicycle Routes

12TH

11TH

CH

ICO

N

ROSEWOOD

TILL

ERY

LYONS

IH 3

5 AIR

POR

T

MARTIN LUTHER KING

7TH ²Author: Laura Glass, February 14, 2011Source: COA, CAPCOG, US Census 2010Projection: NAD 1983 Stateplane Texas Central FIPS4203 ft

0 0.3 0.60.15 Mi

Bike RoutesLow

Medium

High

Example Beginner Route

Bicycle Friendly Zones

Streets

Boundary

IH 35

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H alf of all trips taken in the US could be completed within a 20-minute bicycle ride and a quarter of all-trips can be accomplished within a 20-minute walk (Rails to

Trails Conservancy, n.d.). In addition to being a viable alternative mode with unparal-leled door to door access, cycling can serve as an effi cient access mode to and from transit stations. Cycling has no energy or fuel requirements and produces no adverse emissions. Currently, only about 1% of total US trips are made by bicycle. Two out of three trips under one mile are made using a car (Rails to Trails Conservancy, n.d.).

There are many bikeable destinations within East Austin. Bicycling is a great way to get around as the mode provides point-to-point access. However, most cyclists tend to confi ne their trips to nearby destinations within a manageable biking distance. On the other hand, although public transportation is effi cient in curbing congestion in major cities and reaching destinations outside of manageable bicycling and walk-ing distance, it does not offer the door-to-door service provided by private cars. By combining transit modes, it is possible to expand the geographic area accessible by bicycle while maintaining that “manageable cycling distance” (NCDOT, 2011).

Traditionally, public transportation coverage areas are calculated within a certain walk-ing distance to bus stops or train stations. Using bicycles as a feeder mode to access transit will increase the coverage of public transit. In Austin, bicycles are welcomed on all CAPMETRO buses and MetroRail trains. Baltes (2005) pointed out these services provide bicyclists with several benefi ts, including the convenience of riding a bicycle to a bus stop and to the fi nal destination. In addition, cyclists may take the bus in bad weather, after dark, or through areas with steep hills, heavy traffi c, or other barriers to bicycling. Therefore, the connection of bike routes and bus stops is an important factor to improve the convenience of transit and extend the activity area of cyclists.

There are 17 main bus stops and 2 MetroRail stations within the study area. Main (transfer) bus stops are defi ned as those with two or more bus routes. An analysis of the bus stop service distance reveals approximately half of the study area can access a bus stop within ¼ of a mile, or a 5-minute walk, which is generally the distance people are willing to walk to access bus transportation.

In the same 5 minutes, a cyclist can travel ½ of a mile, thereby extending the service scope of the bus system by accessing the same bus stop within the same time but from a farther distance. By network analysis, the orange lines in the map “Bike Network Routes” show the bicycle lanes which connect to the bus stops and train stations in the study area. With the current bicycle routes, cyclists have a good connection to bus stops via bicycle lanes.

Litman, Blair, Demopoulos, Eddy, Fritzel, Laidlaw, Maddox, & Forster (2000) identi-fi ed several strategies to improve and encourage cycling as a mode of transporta-tion. These include improving bicycle infrastructure by providing bicycle paths and lanes, making bicycle parking available at activity destinations, and increasing bicy-cle availability by establishing public bicycle systems and bicycle share programs.

In this section, we will discuss each of the elements of bicycle infrastructure--bicycle routes, bicycle share programs, and bicycle parking--and address how each relates to East Austin. To encourage cycling, certain physical elements must be present in the community. Built environment should be designed to be accessible, safe, and aes-thetically appealing. Bicycle infrastructure also offers great opportunities to creatively refl ect the community character.

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1,320 feet = 5 minute walk distance

Bus Stop Distances Bike Network Routes

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Bikeable Locations in East Austin Study Area

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Traffi c Speed

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truck volumes, parking turnover rate, and right-turn volumes (FHWA, 1998).

BCI=3.67−0.966BL−0.125BLW−0.152CLW−1+0.002CLV+0.0004OLV+0.035SPD+0.506PKG−0.264AREA+AF

Generally, the lower the BCI, the more compatible the roadway is for shared use be-tween motorists and bicyclists.

There are 17 bicycle routes within the East Austin study area. The majority of roads in this area have low speed limits (between 25 to 35 mph) which improve the comfort and safety of cycling. However, bicycle routes along Martin Luther King Jr Blvd, Airport Blvd, and East 7th St challenge even the most advanced cyclists with traffi c speed limit at 45 mph. The map “Traffi c Speed” shows the various speed limits for the streets within the study area.

BCI  Range   Level  of  Service  (LOS)   Compatibility  Level  

≤1.50   A   Extremely  High  

1.50-­‐2.30   B   Very  High  

2.31-­‐3.40   C   Moderately  High  

3.41-­‐4.40   D   Moderately  Low  

4.41-­‐5.30   E   Very  Low  

 

Bicycle Routes

Bicyclists generally select routes based on the least amount of physical effort and mental stress (Sorton & Walsh, 1994). To achieve this, bicyclists seek to avoid confl ict with motor vehicles, harassment from heavy traffi c, and the strain of having to concen-trate for long periods while riding along narrow, high-speed, high-volume roads. Other studies have found positive correlations between the existence of bicycle lanes and paths and rates of bicycling (Pucher, Komanoff, & Schimek, 1999; FHWA, 1992; Dill & Carr 2003; Stinson & Bhat, 2003). Preference of route may also be dependent on the type of bicyclist, as bicycle commuters typically follow the shortest path regardless of the presence of bike lanes (Aultman-Hall, Hall, & Baetz, 1998). Furthermore, frequent cyclists tend to prefer roadside bicycle lanes and infrequent cyclists prefer separated bicycle paths (BTS, 2004).

Bicycle Compatibility Index

The Federal Highway Administration (FHWA) developed a methodology to evaluate the capability of urban and suburban roadways to accommodate both motorists and bicyclists called the bicycle compatibility index (BCI). The level of service (LOS) de-termined by the BCI model assesses the compatibility of a roadway for shared-use operations by motorists and bicyclists. BCI measures this compatibility in terms of the presence of a bicycle lane (BL) and its width (BLW), curb lane width (CLW), curb lane volume (CLV), other lane volume (OLV), speed limit (SPD), presence of a parking lane (PKG), type of roadside development (AREA), and other adjustment factors such as

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• BL=1 (A bicycle lane is present)

• BLW=5 (bicycle lane is 5 feet wide)

• CLW=13.5 (curb lane is 13.5 feet wide)

• CLV=241 (curb lane volume is 241 vehicles/hour/lane, assuming 10% peak hour factor and 60% peak hour directional distribution from 4016 vehicles/day ADT)

• OLV=0 (other lane volume is 0 vehicles/hour, only one lane in each direction)

• SPD=30 (85th percentile speed assumed to be posted speed limit at 30 mph)

• PKG=0 (no parking lane is present)

• AREA=0.5 (roadside development is mixed residential, 1, and com-mercial, 0)

• AF=0.1 (assuming low truck volumes, low street parking volumes, and moderate right turn volumes)

These inputs yield a BCI of 1.68, which is equivalent to LOS B, making East 12th St. between Branch St. and Chicon St. very highly compatible for shared use between motorists and bicyclists.

East 12th St. between Branch St. and Chicon St. is an example of a highly compatible facility for shared use between motorists and bicyclists. This section of East 12th St. has a striped bicycle lane, low vehicle speeds, and low vehicle volumes. The com-bination of these roadway factors should allow bicyclists to share the roadway with motorists without added interaction stress. The input values for the BCI equation are as follows for this roadway segment:

Example BCI Calculation: E. 12th St Between Branch St and Chicon St.

(Photo by: Taylor Woodard)

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Example BCI Calculation: Airport Blvd. Between East MLK Jr. Blvd. and East 12th St.

Airport Blvd. between East Martin Luther King Jr. Blvd. and East 12th St., on the other hand, is an example of a facility which is extremely incompatible for shared use be-tween motorists and bicyclists. Airport Boulevard lacks a bicycle lane and has high vehicle speeds and volumes, putting a bicyclist at high stress levels and increased risk for a vehicle-bicycle crash. The input values for the BCI equation are as follows for this roadway segment:

• BL=0 (Bicycle lane is not present)

• BLW=0 (bicycle lane is not present)

• CLW=12.5 (curb lane is 12.5 feet wide)

• CLV=1081 (curb lane volume is 1081 vehicles/hour/lane, assuming 10% peak hour factor and 60% peak hour directional distribution of 36035 vehicles/day ADT)

• OLV=1081 (other lane volume is also 1081 vehicles/hour/lane)

• SPD=40 (85th percentile speed assumed to be posted speed limit at 40 mph)

• PKG=0 (no parking lane is present)

• AREA=0.5 (roadside development is mixed residential, 1, and commercial, 0)

• AF=0 (assuming high truck volumes, low street parking volumes, and moderate right turn volumes)

These inputs yield a BCI of 5.78, which rates below the lowest LOS E on the compat-ibility chart. In other words, Airport Blvd between East Martin Luther King Jr. Blvd. and East 12th St. is extremely incompatible for shared use between motorists and bicyclists, ranking in at LOS F.

(Photo by: Taylor Woodard)

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Bicycle Share Programs

The fi rst necessary element for bicycle infrastructure is the actual bicycle. If a person does not have a bicycle or the ability to use one, the other elements of infrastructure will be useless. Fortunately, East Austin is home to several bicycle shops and also the organization Yellow Bike. As previously discussed, Yellow Bike is a community-run non-profi t organization which provides bicycles to individuals and teaches bicycle maintenance. However, as discussed in the demographics section, the study area is home to many low-income families. For these families, particularly the ones unfamiliar with cycling activity, the expense of purchasing and maintaining a bike may seem un-necessary.

Bicycle share programs offer the ability to use a bicycle without the fi nancial obligations of purchasing, maintenance, and locks. Bicycle share programs offer a large fl eet of high-quality, public-use bicycles accessible via a smart card or credit card from self-service docking stations spread throughout a city. Any person can come to the auto-mated station, swipe a smart card or credit card, use a bicycle, and return the bicycle to any other station in the city. The actual fi nancial transaction of borrowing the bicycle can vary with different programs. Generally, the purpose of swiping a credit card or a pre-paid membership card is to cover any damages that may occur while using the bicycle. Upon returning the bicycle, the rider swipes their card again, then the total time the bicycle was utilized is calculated, and the credit card is charged accordingly. Many bicycle share programs seek to encourage use of the bicycles for short distances around the community and thus, allow the fi rst 30 minutes of use free of charge. To encourage bicycles to be returned, a bicycle share program may charge an increasing sliding fee after the fi rst 30 minutes for each additional half hour. Bike share programs are different than bike rental stores in that bike shares are not intended for tourist use, rather they are designed to increase the mode share of bicycle trips for short intra-city travel.

Bicycle share programs are increasingly popular around the globe and have already proven effective. On a smaller scale, The Minneapolis Bicycle Program allows those who live and work within the city to use bicycles as a low-polluting, cost-effective, and

Solar Bicycle Dock Station (Source: Montreal Bixi Bike Station, 2009)

Velib Photo (Velib Bicycles Paris, France, 2009)

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healthy way to commute. Larger-scale public bike share programs (most notably in Paris, Lyon, Barcelona, and Montreal) allow registered users to access and return bicy-cles from any docking station within the system. Since one way trips are possible, the bikes are often used for daily travel needs. As a result, once the network is extensive enough, public bicycles become an integral component of the wider public transporta-tion system. In fact, implementation of plans have shown to increase the bicycle mode share, even in cities with previously low cycling use. In Barcelona, the bicycle mode share increased from 0.75% in 2005 to 1.76% in 2007, the year the project Bicing was implemented (Romero, 2008). In Paris, the bicycle mode share increased from 1% in 2001 to 2.5% in 2007, the year the program Vélib’ was launched (Nadal, 2007).

Additionally, transit use increases in cities equipped with bicycle share programs due to the increased accessibility bicycles provide to transit. In 2009, 28% of trips made with Paris’ Vélib’ project began and ended with transit destinations (City of Paris, 2009).

Past bicycle share program experience suggests that docking stations should be lo-cated within a 5-minute walking distance from transit stops (rail and bus). Schools, parks, and other community areas maximize public use. Using GIS Spatial Analyst, the following map shows the most suitable places in East Austin to locate docking stations for a bicycle share system. The gray scale on the map conveys the utility of various locations for docking stations, with areas shaded the darkest having the highest utility values. When bus and Metro Rail stations are taken into consideration, 9 docking sta-tions emerge as appropriate for a pilot project in East Austin.

A bicycle share system with stations in East Austin could be benefi cial for increasing the bicycling effort, improve connections to transit modes, and decrease the environ-mental impact of urban transportation. Furthermore, for East Austin residents who are new to the world of cycling, a bicycle share program provides the opportunity to experi-ment with bicycling in different areas of the city without the fi nancial commitment of purchasing and maintaining a bicycle. Public Bicycle Service Stations

Calculate Result

Bus/Metrorail Stop Distance (in 5 minutes)

Land Use - Family

Land Use - Park

Land Use - Education

Proposed Bikeshare Docking Stations

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Source: Nice Ride Minnesota

Source: Gilliland, Wash Cycle

Nice Ride Minnesota -- Bicycle Share in Minneapolis

• When the wheels hit the ground: Began in 2010 and runs from April to November each year.

• Stations and Bicycles: 65 Bicycles Stations with 700 bicycles in the fi rst year.

• How it works: Users must subscribe to use the bicycles for 24 hours, 30 days, or a year; subscription fees are $5, $30, and $60 respectively.

• Trip Fees: Aside from the subscription fee, the fi rst 30 minutes of use are free; each additional 30 minutes incurs increasing trip fees.

• Maintenance: Bicycles are maintained by Nice Ride.

• Challenges: Vandalism, accidents, and learning the pricing system. In the fi rst year of Nice Ride Minnesota, 100,000 trips were taken! The fears of vandalism and accidents were unwarranted with only one bike out of 700 lost and “no signifi cant accidents or major injuries reported” for the fi rst year of operation (Nice Ride Minnesota, 2011).

Capital Bikeshare -- Bicycle Share in Washington D.C. and Arling- ton, Virginia

• When the wheels hit the ground: Began in May 2010; Washington D.C. began its own bi-cycle share, SmartBike D.C. in August 2008. Capital Bikeshare expanded on the original 10 stations in the center of D.C. and created a regional system by including Arlington, Virginia.

• Stations and Bicycles: Capital Bikeshare has 1,100 bicycles at 114 stations.

• How it works: Users become members to use the bicycles for 24 hours, 5 days, 30 days, or a year; membership fees are $5, $15, $25, and $75 respectively. Capital Bike-share keys are mailed to month and year-long members. These membership cards are utilized at the kiosks to release the bicycles. Members for one day or 5 days are able to release a bicycle using their credit cards at the bicycle station or kiosk.

• Trip Fees: Aside from the membership fee, the fi rst 30 minutes of use are free; each additional 30 minutes incurs increasing trip fees.

• Maintenance: Capital Bikeshare maintains the bicycles (Capital Bikeshare, 2011).

24Top: Tomato Bicycle Rack in Nashville, Tennessee (Source: Tenn-Share)Bottom: Artistic bicycle racks in New York City (Source: New York City Department of Transportation, 2008)

Bicycle Parking

Bicycle parking is the fi nal component of infrastructure. After someone has acquired a bicycle and ridden to a desired location, the individual needs a place to securely lock-up the bicycle.

Other than the functional use of securely parking a bicycle, bicycle racks can be an ar-tistic expression. Many cities across the U.S. have taken advantage of bicycle racks as a means of exhibiting public art in both a functional and aesthetically-pleasing manner. By breaking away from the utilitarian, factory-made bicycle racks, community-designed racks offer cities the chance to refl ect on their particular culture, history, or character.

In 2009, Nashville, Tennessee, sought to utilize bicycle racks as more than mere bicycle racks. The Metro Nashville Arts Commission (MNAC) led the charge and created a bicy-cle rack design competition (Metro Nashville Arts Commission, 2009). The MNAC issued a regional request to artists for proposals with specifi c criteria. First, artists had to be from the region, within 200 miles. Second, the designs had to meet national bicycle parking standards. Third, the artists had to operate within a set of some budgetary constraints. Finally, the artists were encouraged to create designs of high aesthetic value that could refl ect “Nashville’s history, culture, or natural features and assets,” (Metro Nashville Arts Commission, 2009). Eventually, winners were chosen and the racks were installed across Nashville. The tomato rack pictured was designed to be located at the Nashville Farmers’ Market. Artists were given the option of designing for a specifi c site listed by MNAC, or designing a rack that could fi t appropriately at multiple locations in the city.

East Austin could utilize the Nashville design contest model and expand upon it. Spe-cially designed bicycle racks could provide a great way for the many talented artists of East Austin to showcase their skills and their community. The culture, history, and community character that are unique to East Austin could become tangible symbols of the community’s past while securely locking it with the future -- an East Austin cycling community. The design competition could occur in conjunction with a bicycling kickoff event and include many neighborhood groups, schools, and churches. The more de-sign proposals translates to more residents taking an interest in bicycling.

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HISTORICAL VIEW AND LEGACY

Bicycle Corps at Minerva Terrace, Yellowstone National Park(Source: Haynes, F.J., 1897)

Iron Bicycle & Buffalo Soldiers(Source: Dirt Rag 1, 2011)

Black Cyclone Marshall “Major” Taylor (Source: A cultural revival)

Major Taylor Champion Cyclist (Source: Ransome, J.E., 2003)

African American Bicycle History

More than one hundred years ago, two signifi cant, yet seldom recounted, historical achievements were made by African American cyclists. Major Taylor set the fi rst

World Cycling record made by an American cyclist, and the Bicycle Corps “Buffalo Soldiers” completed a 1,900 mile bicycle expedition.

Marshall “Major” Taylor, the fi rst American World Cycling Champion

In the late 1800s, cycling was a burgeoning sport, attracting middle-class Americans, all the while, building new social and economic relationships between sports, recrea-tion, and transportation. Although all African American cycling clubs were formed in the more progressive cities, African Americans were excluded from league membership. Other cycling activities were subjected to segregating Jim Crow laws (Richie, 2007). During the 1890s, Major Taylor, an African-American cyclist born in suburban Indiana-polis, won major cycling events in the United Sates. Taylor was also hailed as a Chris-tian role model for his unwavering refusal to race on Sundays. In 1901, he shattered numerous world records and became the fi rst American to win a world professional championship. Netherless, he encountered many challenges throughout his cycling career. Taylor frequently experienced racism, especially from Southern Bicycling As-

sociation. This group was keen on maintaining a “white only” rule to prevent ethnic minority racers from obtaining professional licenses to compete. Additionally, Taylor was repeatedly harassed and even received death threats. To fi ght against the racial hostility of the U.S., he elected to compete in Europe, especially later in his career (Richie, 2007). His achievements in racing are a major milestone in the history of Afri-can American sports, occurring nearly a half century before Jackie Robinson became the fi rst African American major league baseball player.

The Bicycle Corps “The Buffalo Soldiers”

During the late 1890s, the 25th U.S. Infantry Regiment, comprised of African Ameri-cans dubbed the Buffalo Soldiers, was stationed at Ft. Missoula in Montana. In an effort to assess the viability of a military application of bicycling, soldiers were sent on a ten-day 500 mile expedition from Ft. Missoula to Yellowstone Park. The regiment encountered arduous terrain and extremely harsh climate while executing the mission. Later, regiment leader, Lt. James Moss and his soldiers completed a 1,900 mile trip from Ft. Missoula to St. Louis. In this journey, twenty soldiers underwent thirty-four days of challenging cycling, averaging 56 miles per day (Hunt, 2011; Koelle, 2010).

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Underground Railroad Bicycle Route (Source: Adventure Cycling Association)

Recent Developments in Cycling Diversity

In an effort to spur bike ridership beyond traditional white middle-aged males, some North American cities and regions have re-introduced the legacy of African American cycling. Various overtures have been made to minority, predominantly African Ameri-can, communities in the construction, dedication, and/or renaming of bicycle paths and facilities. Additional efforts have been seen throughout the U.S. such as the christening of trails and paths honoring historically prominent African Americans. In 2006 the Velo-drome Park in Indianapolis, a bike trail in Chicago, and a bike boulevard in Worcester, MA, were named after Marshall “Major” Taylor. In 2007 a 2,058 mile trail from Mobile, AL, to Owens Sound, Ontario, Canada, was named the Underground Railroad Bicycle Route (Bynum, 2007). Historical markers associated with the Civil Rights movement now line cycling and walking trails in these areas. Advocates of increased diversity in bicycling believe that honoring African American historical events and notable black cyclists will draw attention to the sport. The anticipation is that an increased awareness will translate into a wider acceptance of and interest in biking, whether for recreation or commuting.

Proponents of these reforms recognize the importance of community and group partici-pation in increasing interest in bicycling for diverse populations. To leverage this belief, advocates have suggested that a proliferation of African American bicycling clubs will be vital in advertising and recruiting interested groups. Bicycle clubs named after Major Taylor have been active in Chicago, Los Angeles, Minneapolis, Atlanta, and other cit-ies across the nation. To better coordinate efforts, the National Brotherhood of Cyclists (NBC) was founded by a coalition of African American Grassroots Cycling Clubs in 2008 (Minnesota Public Radio, 2010). NBC objectives include promoting a love of cycling, increasing the diversity of riders, and decreasing health disparities between ethnicities. Affi liated members include Metro Atlanta Cycling Club, Brother to Brother Sister to Sister United, Major Momentum Cycling Club Nashville, and Major Taylor clubs (Bynum, 2007; Minnesota Public Radio, 2010). All of these efforts are aimed to drastically improve the quality of life for African Americans while increasing diversity within cycling.

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Top photo by: Anthony Taylor Chart: African American Legacy and Bicycling Development

Bicycle  Facility  Names   Loca0on   Year  The  Major  Taylor  Velodrome   Indianapolis,  Indiana   2006  

The  Major  Taylor  Bike  Trail   Chicago  Illinois   2006  

Major  Taylor  Boulevard   Worcester,  Massachuse9s   2006  

The  Underground  Railroad  Bicycle  Route  (UGRR)  

Mobile,  Alabama  to  Owen  Sound,  Ontario,  Canada.  

2007  

The  Major  Taylor  Bike  Way   Columbus,  Ohio   2010  

The  African  American  Heritage  Trail   Various  ciDes  

The  MassachuseGs  African-­‐American  Heritage  Bike  Route  

Massachuse9s     Proposed  

Major Taylor Velodrome (Source: AroundDindy)

Buffalo Soldier Heritage Bicycle Ride (Source: Adventure Cycling Association) Underground Railroad Bicycle Route(Source: Adventure Cycling)

Major Taylor Trail (Source: ChainLink)

Present Day Initiatives Grounded in a Rich Legacy

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future physical educators in her current work with community recreation centers such as the YMCA.

In 2010 Austin’s Yellow Bike Project, a community bike shop, relocated to an expanded East Austin location at 1216 Webberville Rd.. In addition to providing local bike advo-cacy, the organization offers workshops addressing safety, bicycle mechanics, and maintenance. Yellow Bike’s future plans include an increased emphasis on outreach, specifi cally focused on the local community in East Austin.

Experiences in the East Austin Community

Throughout the duration of the project, researchers engaged with various East Austin organizations to discuss experiences specifi c to the development of a neighborhood biking community. Interviews with these diverse sources were conducted to gain in-sights into the perceptions, structural motivations and barriers of bicycling in the com-munity. Emerging issues include concerns about bicycling safety, affordability, and the potential for increased community activism regarding biking, primarily in the African American community.

Description of Stakeholders and Resources in the East Austin Community

Bike Texas, Huston-Tillotson University, and Austin’s Yellow Bicycle Project are organi-zations located in East Austin with resources that could potentially be leveraged in the development of a bicycle program in the African American community. Resources that could be accessed include: rental bicycles, educational safety programs, instructors, bicycle tours, bike maintenance, trained P.E. teachers, and grant writing assistance.

Bike Texas, 1902 E. 6th Street, formerly known as Texas Bicycle Coalition, has been actively promoting bicycling since 1991. As a non-profi t organization, Bike Texas man-ages grant money to administer bicycle safety programming for elementary and middle school children, parents, and school teachers. In addition, the organization possesses nearly 100 bicycles maintained by in-house staff for rental and community ride pur-poses. Bike Texas’ efforts also include bicycle advocacy at the state legislature and bicycle tours of Austin for prominent stakeholders.

Huston-Tillotson University, 900 Chicon St., Austin, TX, is a Historically Black College and University (HBCU) located in East Austin. The institution is home to over 900 stu-dents who are predominantly African American and Latino. Dr. Rozena McCabe, Chair of the Department of Teacher Education and Kinesiology, offers an outdoor recreation course that features an extensive bicycle-based unit to Kinesiology and Physical Edu-cation students. Much potential exists in Dr. McCabe’s ability to garner the interest of

East Austin Bicycle Exploration By UT Project Team

Well-Maintained Rental Bikes at Bike Texas

NAACP Bike Tour at Bike Texas

Bicycle-Friendly Pfl uger Bridge (Photos by: Toshiyuki Ogura)

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Participatory Bicycle Program to Engage the African American Community

On April 16, 2011, Austin’s Bicycle Summit was held at the Pine Street Station in East Austin, E. 5th and Waller St. The League of Bicycle Voters, Austin Cycling Association, Austin’s Yellow Bike Project, Bike Texas, and several other local organizations were involved in organizing the event. Various bicycle advocates representing diversifi ed interests had enthusiastic discussions regarding to the future development of bicycling in Austin. UT class project representatives took the occasion to participate in a panel discussion on diversity in cycling. Although participants agreed on the importance of diversity, the project members noted a lack of advocates representing the interests of African Americans and a paucity of African American summit participants. In Frisby’s (1997) action research project of promoting physical activity in low-income minority citizens, women’s access to physical activities increased. As a result of their own participatory experience, they have successfully empowered and engaged busy low-income women, which has led to an organized, sustainable program refl ecting their own needs and lifestyles. The participation of African American leaders is critical to empower African Americans. Vail’s (2007) participatory action research program had a local leader in each community working closely with various community stakeholders. As a result, community tennis programs successfully engaged participants and stake-holders in making the issue of health a focus. To launch a successful bicycle develop-ment program for African Americans in East Austin, participation of African Americans and active leaders using a well defi ned participatory approach is critical.

George Washington Carver Museum and Cultural Center

The Jacob Fontaine Religious Museum at the Southgate-Lewis House (Photos by: Toshiyuki Ogura)

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Potential Local Opportunities

1 African American Cultural Heritage Route in East Austin

In 2006, the Lance Armstrong Bikeway was built to honor the hometown champions’ seventh consecutive victory in the Tour de France. Similarly, our report recommends naming a bikeway after a prominent African American cyclist or historical event, as has been done in other cities with major Taylor Bikeways. This would potentially engage a broader African American community in Austin. Over time, there is the hope of bridging white newcomers and long time African American residents, and resolving negative perceptions of bicycling among African Americans.

2 Bicycle Design Contests & Cool Marketing

We recommend an annual bicycle design competition linked to existing African Ameri-can cultural heritage events. Broader community-wide partnerships with various or-ganizations and local creative art communities can support such a creative event. Leveraging the annual design contest for cool innovations of bicycle racks, helmets, jerseys, pants, and other accessories can raise more interest in bicycling. Last year, Safe Routes to School in Austin organized a successful helmet design contest with school children. Similar contests can have a greater generational appeal, which would support families to engage in health related activities together.

Bicycle Helmet Design Can Represent Their Own (Source: The WashCycle)

Cyberpunk bicycle helmet (Source: ReallyJapan)

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Discussion #1- Dr. Rozena McCabe, Chair and Professor, Department of Kinesiology, Huston-Tillotson University

To gain additional insight of biking perceptions within a specifi c segment of the East Austin community, a discussion with Dr. Rozena McCabe, Chair and Professor of Kinesiology at Huston-Tillotson University was conducted. Dr. McCabe informed the moderators that many kinesiology students are non-traditional, live off campus, and are pursuing degrees/certifi cation to be K – 12 physical educators. Several themes surfaced in the conversation about her outdoor recreation course that integrates bicycling.

• Student biking trends: Dr. McCabe highlighted the fact that few stu-dents bike to school due to the commuter school design. A variety of factors could explain the rarity of students biking including distant home locations, full-time employment, and low levels of experience with biking as adults.

• Challenges abound: Multiple obstacles to increase biking were iden-tifi ed, including the urban context being less conducive to bicycle rid-ing. Noted detractions include vehicular traffi c, inconsiderate drivers and bikers, and unchained dogs.

• Opportunities for coalition building: Dr. McCabe highlighted the po-tential for local organizations to unite in an effort to increase bicycling for African Americans in the East Austin community. Local chapters of the Austin YMCA, Millennium Center, Black Chamber of Com-merce, and the NAACP could be leveraged to increase access for programmatic resources.

Community Summit at the George Washington Carver Library

Project researchers met with members from local community activism groups, church members, City council member Cheryl Cole and representative, and in-terested citizens to discuss perceptions of biking and the potential for an initia-tive purposed to increase bicycling in the African American community in East Austin. Following a presentation describing the project, discussion was held. Several themes emerged and are described below:

• Perception of cycling safety: Some respondents expressed their res-ervations of riding bicycles in an urban area such as East Austin. Specifi cally, fears of being hit by cars, lack of dedicated bike lanes, unchained dogs, and glass in the streets were adamantly expressed.

• Generational Gaps: Interestingly, there were observable differences in cycling attitudes along generational lines. Elderly respondents ex-pressed uneasiness about their physical ability to bike extensively. Moreover, vestiges of poor race/ethnicity relations emerged when participants expressed fears of potential harassment of minority bike riders by white motorists. These issues were not major concerns of younger participants.

• Rites of passage: Many attendees questioned the current attractive-ness of biking as a means of commuting, due to the adolescent rite of passage associated with acquiring a driver’s license and a vehicle. Competition with the pervasively American ideal of car ownership is a dominant issue that will likely be diffi cult to address.

COMMUNITY CONVERSATIONS

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Discussion #2- Bike Texas Staff Members

A discussion with two staff members from Bike Texas was held to explore the feasibility of creating a community-based biking coalition. Expected stakehold-ers include Bike Texas, an educational and political interest group, the state and local chapter of the NAACP, neighborhood churches, and community or-ganizations. Several areas requiring attention were highlighted for effective implementation.

• Leadership: Respondents described the outcomes and limitations of their organization’s current efforts and occasional collaboration with local interest groups. Educational workshops, community rides, and advocacy initiatives that are currently held have the potential to be expanded upon, and transposed into more comprehensive commu-nity efforts, with the development of more formalized partnerships.

• Resources: As can be expected, there are associated costs with increased community access bicycles via social group rides, work-shops, etc. This is especially true when bikes need to be transported to various locations. An exploration of available funding streams to cover bike rentals and instructor/guide compensation costs must be identifi ed to establish a resource base and increased effectiveness.

Discussion #3- African-American Graduate Students, The University of Texas at Austin

Multiple conversations were convened with African American graduate stu-dents at UT throughout the semester. Trends described by participants were interesting and somewhat unexpected. We caution readers that many African American graduate students at UT are not from Austin, do not reside in East Austin, and may have unusually high rates of bike usage.

• Biking frequency: Students described the high frequency of bicycle riders at UT. In addition, the students stated that it is diffi cult to as-sess racial/ethnic biking trends at UT, as many people of all ethnic groups use bikes.

• Amassing community interest: Participants commented that more interest in biking in the East Austin community could be garnered through health/recreation-based initiatives, instead of framing the issue as a commute option. Increased collaborations with local churches and community groups should be explored to promote or-ganized social rides to local parks, historical sites, community cent-ers, and dining destinations.

• Infrastructure defi cits: Students residing farther distances from cam-pus expressed concerns about lacking bicycle infrastructure (bike lanes, paths, etc.) in certain parts of Austin. Without the provision of safe and easily accessible routes, the widely held belief that urban biking is unsafe will likely persist.

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is an all-volunteer initiative that offers used bikes at reasonable prices and other pro-grams targeting those with no means of purchasing bicycles. Lastly, the annual Bikes for Kids program sponsored by radio station Mix 94.7 provides bikes to needy kids for Christmas. Insuring that East Austin is aware of these opportunities should be a priority.

In an effort to increase cycling participation among neighborhood kids, the existing Texas DOT’s Safe Routes to School sets could be expanded. This 100% cost-reim-bursement program presents a daily occasion to cycle and is designed to develop lifelong habits of physical activity. The program simultaneously reduces traffi c conges-tion in the school proximity while creating a safer pedestrian and cycling environment (“Safe Routes to School”, 2009). To bolster involvement, the production of routes-to-school maps that show parents and students safe bike paths and crossing locations would benefi t the community. PTAs could play an active role in the development of these maps. Frequent Biker Cards, redeemable for prizes, could be introduced among school participants, either through the SRTS or by each district. In the classroom, black history lessons could feature Major Taylor, as well as the inspiring 25th Infantry Bicycle Corps from the 1890s. Local school boards could help secure needed bike racks and the schools could serve as an arena for bike safety training and cycle maintenance, reaching adults, youth and kids.

Looking outside of the academic sphere, youth cycling could be encouraged through a number of avenues. Acknowledging the effects of “star power” on youngsters, over-tures could be made to African American cycling professionals such as Giddeon Mas-sie, Justin Williams, Erik Saunders, and former pro basketball star, Stephen Bardo. Drawing on the expertise of Anthony Taylor, founding member of the Minneapolis Major Taylor club, and Portland’s infamous John Benenate, bike mentor to inner-city teens, a youth cycling club could be established. This new organization would sponsor recreational

Increasing Cycling Participation in the East Austin Community

R esearch has demonstrated that in order to overcome challenges and succeed in increasing the number of ethnic minorities who cycle, there must be

an understanding that changing individual behavior involves changing social and community norms as well as removing environmental barriers (Prevention Institute, 2004). Therefore when formulating a winning strategy, the starting point must be to fully engage the East Austin end users and to establish a trusting rapport within the community. A necessary component to mobilize a range of resources will be broad and multi-segmented partnerships, which must include every facet of the neighborhood: schools, churches, business-es, advocacy groups, health professionals, neighborhood clubs, and East Austin media representatives.

Regardless of the number of community cycling opportunities created, individuals must fi rst secure a bike to engage in East Austin biking activities. This could be a constraint for neighborhood low-income participants. Five means of acquiring free or low cost bikes have been identifi ed. First, four times each year, the City of Austin’s Financial and Administrative Services Department holds an auction to dispose of abandoned/unclaimed property. According to auction spokesman, Sam Dominguez, at each sale approximately 20-50 bicycles become available for around $20-25, with some units selling for as little as $5-10. Secondly, this plan advocates the creation of a community Earn-a-Bike program for youths aged 12-18 and a Create-a-Commuter program for adults. In the former, a participant selects a donated used bike, is taught to rebuild it, and at the conclusion of the program is awarded the bicycle (Bikes Not Bombs, n.d.). In the Create-a-Commuter plan, adults selected by human service agencies and dem-onstrating a fi nancial and transportation need, are recipients of sturdy bikes for trips to work (Create a Commuter, 2009). The aforementationed Austin Yellow Bike Project

RECOMMENDED PROGRAMS

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Sources:Stephen Bardo (Chicitysports, 2006)Erik Saunders (Litespeed, 2004)Giddeon Massie (Ed Hood, 2010)Justin Williams (MissingSaddle, 2009)

rides and build riding camaraderie among young people. Next, attempts should be made to incorporate a bike race into the annual Juneteenth celebration. This festival, sponsored by the Greater East Austin Youth Association, currently includes a 2K Free-dom Run/Walk and expansion could include competitive cycling.

In African American communities, the church remains the primary source of neigh-borhood leadership and social support. These institutions could serve as a means to promote and execute family cycling opportunities. Securing pastor involvement and role modeling is crucial to the success. Culturally, it is imperative to involve the pastor’s wife (or other strong faith based women), acknowledging their position as the “mother” of the community (Yanet et al., 2001). The church could become a venue to offer cycling opportunities such as an easy-pace women’s riding club where participation is combined with Bible study. After church biking picnics, father-daughter rides, and chil-dren’s bike play-dates could be organized. Many churches provide day care services, and through this avenue young tots could be introduced to biking.

Health clinics, health fairs, community medical professionals, human services agen-cies, and local branches of the American Heart Association and the American Diabe-tes Association could assist by raising awareness of the health and fi tness benefi ts that accompany cycling. Building partnerships with community gardens, East Austin urban farms, and neighborhood farmers’ markets, such as the Hope Market and the Rosewood-Zarangosa Neighborhood Sustainable Food Center, would promote both good exercise and good nutrition.

Community-wide biking initiatives, such as Sunday Parkways, a week-end afternoon street closure program, inspired by Bogota, Columbia’s successful Ciclovia, offers rid-ing opportunities for the family and energizes riders of all skill levels (“Sunday Park-ways”, 2011, Fig. 2-4). A similar neighborhood cycling opportunity is the Neighborhood Bike Tour Day, as illustrated by Four Star Bike Tours of Chicago. This event offers a

Inspirational Speaker Program

Inspirational Speaker Program

Giddeon Massie, Pro

cyclist

Erik Saunders, Pro cyclist

Anthony Taylor, VP -

National Brotherhood of

Cyclists/Founder -

Minneapolis Major Taylor

Club

Stephen Bardo, NBA player, ESPN analyst, amateur cyclist

Justin Williams, Pro cyclist

Inspirational Speakers Program

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the community, a foodie tour, highlighting area culinary hot spots, and an East Austin shopping tour with discounts for cyclists need to be included. Lastly, a young riders’ tour could offer a safe, pre-screened path for families with small children.

A partnership needs to be forged with the City of Austin Departments of Police, Public Works, and Sanitation. A study in The Journal of Physical Activity and Health found that eliminating barriers to the use of existing physical activity resources is more important to low-income neighborhood residents than adding new or improved resources to the physical environment. In the research, community participants’ top four recommenda-tions for the built environment were related to safety, cleanliness, improved lighting, and the removal of incivilities (cleaning the streets, prohibiting unleashed dogs, curbing drug use, etc.). The underlying leitmotif of the study was that residents are more likely

Fig. 2 Wheeler - Sunday Parkways, 2010 (Source: Good Sport Promotion) Fig. 3 Musicians - Sunday Parkways (Source: Maus, J., 2009) Fig. 4 Open Streets (Source: Active Transportation Alliance)

day when pre-planned and supported bike tours of varying diffi culty are led by a guide: a short ride for children, an 8-mile for families and new riders, and a 25-mile multiple neighborhood ride for more experienced riders. At the end of the day, everyone gathers for a celebratory festival and food (“Chicago’s Coolest Bike Ride”, 2011). The design of a family-friendly Austin cycling map, highlighting city landmarks, points of interest, and appropriate eateries would encourage family biking and provide fun and healthy day outings or mini-vacations. Other biking possibilities could center around neighbor-hood pre-planned routes. These theme based tours would be designed to keep riders engaged and assist with fi nding destinations of interest. Examples could include a gar-den tour, offering great views of neighborhood landscaping and gardens or a historic tour, featuring neighborhood sites of celebrated signifi cance and architecture of days gone by. A tour of homes route, showcasing the wide array of home design present in

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maintaining regard for cultural norms and differences, studies could be undertaken to compare lifestyles of area ethnic groups such as African Americans and Hispanics, ultimately leading to the advancement of a healthy life environment in East Austin.

Members of the Transportation Access & Equity Course with Eileen Schaubert and Nadia M. Barrera

to engage in outside physical activity if they feel safe and that the neighborhood is more attractive (Taylor, et al., 2007).

Fostering a rapport with community media, such as KAZI, the area radio station, and NOKOA, the East Austin weekly newspaper, will generate project buzz within the neighborhood. In addition, a strong affi liation with Austin citywide media will be im-portant for partnering on major cycling events. Networking with the Carver Library and Museum, the City of Austin’s African American Quality of Life Initiative, Travis County Health District Board, Huston-Tillotson University, the NAACP, local bike shops and bike clubs, and community business and area restaurants will likely produce effective partnerships.

Summary

The neighborhoods of East Austin are currently undergoing a tremendous revitalization spurred by population infl ux and shifting demographics. Evidences of this expansion are improvements and additions to the built environment such as new condominiums, a passenger rail system, modern home construction, and public works renovation and development. However, there exists other aspects of local infrastructure that warrant attention. This study goes beyond current restoration and offers opportunities to en-hance neighborhood quality of life through the promotion of physical activity via the avenue of cycling. In addition to biking initiatives and efforts advanced in this report, perspective development should include the establishment of new trails in existing parks and greenbelts, as well as the creation of a community map connecting all cul-tural centers in the area. Future research might attempt to compare the built environ-ment and the observed physical activity in varying East Austin neighborhoods. While

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