On the eve of the annual “Bike to Work Day” – which this year is observed nationally in the US on 19 May 2017 (with some exceptions like Chicago and Colorado) – here’s a quick look at a couple of aspects of bicycling that don’t seem to get much attention:
- people who bike to work regularly, largely out of necessity; and
- unavailability of bike racks, which seems to affect the latter most.
The question is whether there is a kind of second class of bicyclists overlooked both by events such as Bike to Work and by longer-term planning and installation of infrastructure for bicycling.
First, about Bike to Work Day – it is part of the League of American Bicyclists‘ initiative for National Bike Month and National Bike to Work Week (15-19 May this year), all of which apparently go back to 1956, as ways of promoting bicycling. In the Washington, DC area, which concerns me in this case, Bike to Work Day is a popular and well supported event, with volunteers working “pit-stops” on bike routes, food and drink available, and giveaways. Altogether a great way to encourage commuters to at least try bicycling, or to get back on their bikes as weather warms up.
But what about people who bike to work pretty much every day on less frequented routes?.
Lycra or jeans
Several years ago I observed in Vienna, a northern Virginia suburb of Washington, how there seemed to be two separate groups of bicyclists – one with better bikes perhaps in lycra, often seen on the bicycle-friendly W&OD Trail, and another with less expensive bikes, perhaps in jeans, more likely seen along the commercial main street. The latter group apparently included people commuting to lower paying jobs in shops and restaurants. Although I was not able to verify this through any systematic research, one did notice here and there bikes locked up behind or near shops. Also, research done by others has noted use of bicycles by “day laborers” in northern Virginia (a situation perhaps similar to what one finds in other areas like Los Angeles).
Where are the bike racks?
What brings me back to this topic is noting recently – or really taking the time to notice – bikes locked to trees in a couple of shopping centers near another northern Virginia suburb, Falls Church. This is actually not that uncommon, but often easy to miss (as for instance the photo below on right, where the bikes were in an area screened from the shops).
It is my impression that there are relatively few shopping areas that have bike racks or installed stands for parking bicycles. The same was true of Vienna – where I recall personally having to lock up my bike against sign posts or railings when going into a store – and of Falls Church, especially outside of the downtown area (where some bike stands have been installed by the city).
One can easily get the impression that bike racks are a priority only in certain higher traffic areas and/or with certain types of cyclists in mind. Or at best that their locations are not thought through too thoroughly. Running an errand one Sunday midday along the main street of Falls Church, I noted several empty bike stands (two of which pictured above), but then a little farther away, two bikes and a one-wheel trailer locked up against an awning support in front of an eatery.
So there are really two levels of discussion on bike racks:
- Which areas do get them, and which simply don’t.
- Within the areas that do, how well placed they are for people to use.
On both levels, there are decisions about either public expenditure on racks or ordinances requiring residential or commercial properties to include provision for bicycle parking and locking. Within the city of Falls Church, there is a bicycle master plan that considers placement of racks. Outside, it is apparently another matter (both of the locations with bikes locked to trees happened to be just over the boundary in Fairfax County, a huge jurisdiction).
Who counts in planning for bicycles?
It’s not a coincidence that the pattern of provision for bicycle parking – racks or stands – facilitates certain kinds of use of bicycles more than others. The higher level regional planning for bicycle infrastructure, processes of input into policy, and the local decisions about what is installed where for bicycles all seem to happen without input from people who ride bikes to a local job where they have to lock them to trees or fences or whatever. Those same people are also the ones for which just about every day is a bike to work day.
Admittedly, part of the issue is numbers. If only a couple of people ride bikes to each small shopping area, it is not likely that they’ll get a rack for parking. On the other hand, a couple of bikes each day represents a steady traffic, perhaps enough to justify putting in some kind of rack. Still, it would probably take shoppers and restaurant clients biking in some numbers and complaining about lack of places to lock their bicycles for there to be a change. It shouldn’t have to be that way.
Another perspective is that adding bike racks in places where one sees bicycles locked to trees and whatnot would in addition to helping those less visible cyclists, also facilitate more people biking to those locations.
Maybe that’s something to think about on Bike to Work Day…