Wayne Richardson Memorial Fund


On July 30th, Wayne Richardson was killed after being struck from behind by a hit-and-run driver while riding his bike near the 2600 block of East Madison.

Wayne had no insurance. We have spoken to the family and have offered to collect donations to assist with funeral expenses. Contributing is a small way you can help Wayne’s family through this time.

We had the honor of speaking with Wayne’s sister Wanda and learned a little bit about the man Wayne was. Wayne was retired from the Army Reserve. He was very involved in his church, both serving as an usher and singing in the choir. His faith and his church community was a large part of his life. Wayne came from a large family with 7 sisters and 2 brothers, all of whom reside in Baltimore City. He was known for taking people in and helping many families and friends get on their feet. Wayne has two adult sons. His son Avery is disabled. Wayne loved Avery’s mother, and when she passed away from cancer, Wayne became Avery’s guardian when Avery was just two years old. Wayne is the only father Avery has ever known. Avery is now in Wanda’s care. 

Wayne was riding home from his cousin's repass when he was hit. To know he was killed coming from a family member’s memorial service is extra painful. It feels especially cruel and unfair. Wayne and his family deserved better. 

Every single person that is killed on our streets has a story, has value just by way of being a human being. Bikemore’s job is to advocate for everyone, because everyone deserves safety and dignity while using the street. It is not ok to just accept injury or death as the price of riding a bike.

We’re coordinating a memorial ride and ghost bike placement at the request of Wayne’s family, and we’ll share information as soon as it’s available.

Donate to Wayne Richardson’s funeral expenses:

100% of donations made here will go directly to Chatman Harris Funeral Home to assist with funeral expenses.

Our response to Wayne Richardson’s fatal crash


On July 30th, 2019, 58 year old Wayne Richardson was riding a bicycle westbound near the 2800 block of E. Madison Street at approximately 10:15 pm when he was struck from behind by a driver of a dark colored four-door sedan. The driver of the sedan then fled the scene. Police are still searching for the driver of the sedan, which should have heavy front end damage and could be missing a front bumper. Anyone with information about the vehicle or its occupants is asked to call detectives at 410-396-2606. Your information can remain anonymous. 

It is difficult to find the words when a second person riding a bike was killed by someone driving a car in the span of six weeks. It’s frustrating when we have the infrastructure tools necessary to prevent fatal crashes, but our city delays design and construction because of backlash from drivers. Backlash has resulted in the delay, removal or modification of bike lanes across the city and has left streets objectively less safe to walk or ride a bike on. 

We did not know Wayne Richardson. We did not know Mickey Hughes. But we grieve for them just the same. When your job is to make streets safer for people and someone dies because they aren’t, it is deeply personal. Which is why we will say this: 

There is a difference between listening to the community, and allowing community input to undermine City adopted plans that improve public safety. But the City repeatedly does not discern between the two. This has to change. 

In Baltimore, we are in a crisis regarding countless safety issues — gun violence, lead exposure, asthma, and on and on. None seem to be receiving the sense of urgency they deserve. This has to change. 

Today we met with the Baltimore City Police Department to discuss issues around reporting and officer education. Last week we met with the new Director of Transportation. There is some movement in the right direction. 

In Baltimore 33% of residents lack access to a car. That number climbs as high as 60% in the neighborhoods near where Wayne Richardson was killed. There are unused state and federal dollars that have been awarded to the city for projects that make our streets safer to ride a bike on. Use them. Immediately. Please don’t make us write another one of these. 

Bikemore IRL

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For the month of August, Bikemore is taking a break from the internet to focus 100% of our energy in our neighborhoods. 

Building a force for biking requires us to build meaningful relationships across the city. While we love internet friends, we want to meet more of you in real life. Bikemore IRL is about having face to face conversations and riding bikes together. It means ignoring the internet chatter, and listening to neighbors so we focus on what matters. It’s a chance to reset and reprioritize. Conversations online can be divisive and not productive, but on the ground you’re having fun with your neighbors and thinking up bold visions for how to tackle tough challenges. You’re both pushing Baltimore to be better and loving Baltimore with all your heart.

We won’t be posting or responding on Twitter or Facebook or Instagram. We won’t be sending out a lot of emails. Instead we’ll be fixing bikes, we’ll be drinking coffee with you along your morning bike commute, we’ll be at community meetings, and most definitely riding bikes.

And we hope you’ll join us — we have a lot on the calendar! And let us know if there are other events we should be at or add!

You can always reach us at 443.475.0350 or info@bikemore.net

Baltimore neighborhood leaders, elected officials and DOT learning together in Memphis


Last week Bikemore staff traveled with neighborhood leaders, elected officials, and DOT staff members to Memphis to learn together with PeopleForBikes. This study tour was part of Baltimore’s Big Jump grant from PeopleForBikes.

Our Baltimore delegation consisted of Keshia Allen (Westport Community Association President), Councilman Kristerfer Burnett, Rita Crews (Belair-Edison Community Association President), Fabienne Dorceus (community organizer), Celena Owens (Oliver neighborhood leader), Corey Paige (office of Councilman Dorsey), Ashiah Parker (No Boundaries Coalition/Bikemore Board President), Charles Penny (Baltimore City Department of Transportation), Councilman Leon Pinkett, and Delegate Melissa Wells.

Why Memphis? Memphis has a comparable population to Baltimore, and faces many similar challenges of long term disinvestment, poverty, and historic racism. But it’s also similar in that that are visionary leaders at both the neighborhood and city level striving to do things differently. We intentionally didn’t talk to any bike advocates, but everyone we spoke with shared that mobility was a key component to the success of their vision for Memphis, and they worked to advocate and include improved mobility for people who walk and bike in all their projects.

Here are some of the things we saw, and lessons we’re brining back to Baltimore with us:

First stop: National Civil Rights Museum

To set the context for the trip, the first stop we made was at the National Civil Rights Museum at the Lorraine Hotel, where Martin Luther King Jr. was assassinated. We were reminded of the role transportation played in both giving activists a platform, as well as how those with power used restricting access to public space for protests as a form of control to advance racism.

South Memphis bike tour of their Big Jump and a learning farm

We rode bike share bikes and visited Green Leaf Learning Farm at Knowledge Quest, which will be piloting local grown produce delivered locally by paid youth on cargo bikes. Knowledge Quest runs a learning farm and various youth and family programs. When Director Marlon Foster spoke with us, he emphasized being thoughtful about being invited into spaces vs. inserting themselves, as well as creatively using a single highly recognizable paint color to mark the spaces they use and are developing in the neighborhood.

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On mobility and leadership from a former mayor and an affordable housing developer

Former Mayor A C Wharton, Jr. shared how he stuck to his instincts and committed to building bike infrastructure because he understood the related economic, health, and community benefits that would result in better connectivity. There were a lot of people who questioned his leadership, but by having a clear vision and supporting his staff to carry it out, that vision became reality.

Roshun Austin, President/CEO of The Works Community Development Corporation, shared the innovative housing and lending programs they run to provide affordable housing and provide new sustainable pathways to home ownership. Roshun didn’t learn how to ride a bike before she started partnering with PeopleForBikes, but they now lead regular rides as a key component of their community work. They also run the South Memphis Farmers Market, setting up creative partnerships with local farms and grocers to make it financially possible.

Making a park surrounded by highways accessible

Executive Director Tina Sullivan took us on a tour of Overton Park, which much like many parks in Baltimore, is struggling from being surrounded by wide streets that serve as highways on three sides. By creating artistic gateways and connecting entrances with planned bike paths, and being intentional about where in the park to create activation with things like playgrounds and dog parks, they are making real strides in inviting more neighbors into the park. Future plans include high-visibility crossings tied with further traffic-calming in addition to direct connections to separated bike paths.

A former Sears warehouse turned into a mixed use vertical development

Porsche Stevens from Cross Town Concourse and Crosstown Arts took us on on a tour of the mixed use Cross Town Concourse development, which houses everything from doctors offices to a school to arts organizations to small retail businesses. After the building sat vacant for years, it took 30 funding sources and commitment of nearly 40 founding tenants to get the project off the ground. She talked about how small things like the choice of music in the space has the ability to make various people feel welcome and invited into the space. We visited their state-of-the-art theatre space, and talked about the dignity and pride in bringing the best of the best resources to a historically disinvested neighborhood.

Placemaking in a medical district

In a creative partnership between the city and Memphis Medical District Collaborative, a five lane road was narrowed to three lanes. They installed quick build artistic crosswalks, bike lanes protected with flex posts, and planters to reduce crossing distances and slow traffic. The City paid for basic markings and resurfacing and the Medical District Collaborative paid for all of the extras: delineators, planters, and art.

Public art in an automotive district

In the Edge District we checked out a a traffic calming and placemaking road diet at a previously dangerous intersection. It reclaimed part of the road at a confusing intersection though installation of planters, tables and chairs, a bike fix-it station, and bike parking — and put an artistic, movement-filled shade structure above it.

Beautiful and busy public space and a day-lighted stream

We checked out Loflin Yard, a restaurant featuring an outdoor space that felt a lot like a friend’s backyard, that was filled with people playing games and relaxing, and featured a beautiful view of a stream, one of the only parts of the waterway that is not contained into a drainage pipe.

We learned a lot from this trip. We learned (or were reminded!) that change is possible, but it takes times and visionary leadership to do it well. Many of the projects we saw started 10 years ago and were just being built, but we saw that they are possible in Memphis and they’re possible in Baltimore.

And we were reminded that we need to ride bikes and have more fun together. One of the most valuable parts of the trip was the informal time we spent walking, biking, eating and just hanging out together, when we got to know each other as people. When leaders from different neighborhoods shared their stories, when elected officials and advocates shared their challenges and resources, we were reminded that together we are much stronger, and that we have the knowledge and vision within Baltimore to create the change we want.

Many thanks to PeopleForBikes for providing this amazing experience, and to the Baltimore delegation that saw the value in taking the time out of their busy lives to learn with us. We collectively came up with lots of ideas for continuing this energy in Baltimore — so stay tuned!

Dockless Vehicle Update


Baltimore’s Shared Mobility Coordinator Meg Young talking about the scooter program:

Last Spring, scooters launched in Baltimore. The city quickly adopted a pilot program, originally intended to last six months, to explore and evaluate dockless shared mobility vehicles on Baltimore Streets. The initial pilot program rules and regulations were based on a white paper provided to the Pugh Administration by Bikemore.

As of February 28, 2019, the original proposed end date of the pilot program, dockless scooters and bikes had seen almost 756,000 rides by over 190,000 riders. At that time, Baltimore City officials decided based on a detailed survey showing strong support for continuation of a dockless mobility program to extend the pilot while formal rules and regulations were drafted and adopted for a permanent program.

This came in three parts. First, Baltimore City Council drafted authorizing legislation formally legalizing the use and regulation of scooters, e-bikes, and other shared mobility devices in Baltimore City. Second, Baltimore City Department of Transportation drafted rules and regulations based on the City Council’s authorizing legislation. Third, a weighted permit application was produced for vendors to apply for license to operate under the new permanent Dockless Vehicle for Hire Program.

The permit application was released this week. Companies have until July 24th to submit applications to be one of four vendors selected to operate in Baltimore City. Recipients will be announced July 29th, and the new permits will run from August 1, 2019 to July 31, 2020.

Rules and Regulations

We believe the adopted rules and regulations to be some of the best in the country, and can be revisited annually to adopt best practices learned in other cities. The majority of Bikemore’s comments on the rules and regulations were adopted.

Here are some highlights from the rules and regulations (the full rules and regulations can be found on the Baltimore City Department of Transportation website):

  • Providers operating one vehicle type may operate up to 1,000 vehicles, and must operate a minimum of 150 vehicles.

  • Providers operating multiple vehicle types may operate up to 2,000 vehicles, and must operate a minimum of 150 of each vehicle type.

  • Adaptive vehicles (for use by those living with disabilities) are not counted toward vehicle maximums.

  • Providers my operate vehicles 24/7 if they can demonstrate a maintenance and safety plan that ensures vehicles are regularly serviced and safe.

  • Ride purchase must be made possible with cash and without use of a smart phone.

  • Vehicles must be located in every city planning district, vehicle density is regulated, and additional equity priority areas are defined for placement.

Permit Application

The permit application allows up to four vendors to be selected. Eight sections of the permit application are scored to rank applicants based on vehicle information, maintenance, operations, education/engagement, hiring, data, sustainability, and company history.

Scored sections on the permit application

Scored sections on the permit application

Each vendor will be required to pay a $70,000 permitting fee, a $10,000 performance bond, and a $0.10 excise tax per rental.

The annual permitting fee covers the cost of Baltimore City Department of Transportation shared mobility program staff, in addition to innovative public engagement and infrastructure:

  • A Resident Mobility Advisory Board will be established, similar to the successful Food Policy Advisory Committee. Resident Mobility Advisors will be appointed from communities across the city, and will receive a paid stipend to meet six times a year to discuss mobility challenges in and solutions for their communities. ($6,000)

  • 20 shared mobility corrals will be installed annually based on an evaluation of ridership and equity priorities. These corrals will be installed either on the street or sidewalk, and provide designated parking areas for shared mobility vehicles as well as private bikes or scooters. ($20,000)

  • Existing mobility lanes will be evaluated and improved through resurfacing and patching to provide safer travel surfaces for shared mobility vehicles. ($100,000)

  • Baltimore City Department of Transportation will produce community education materials ($19,000) as well as provide five $2,000 community micro-grants for education and outreach ($10,000)

The refundable performance bond covers anticipated city expenses, including the BPD Special Marine Unit for harbor retrievals, Baltimore City Department of Transportation towing services for improperly parked or damaged/abandoned vehicles, and damage to public property. Any funds not expended on these city services will be refunded to the companies at the end of the permit.

The excise tax of $0.10 per ride goes into the general fund. The Pugh administration committed to restricting these revenues to funding bike infrastructure installation in Baltimore City, however it is unclear if this restriction will be honored given we have a new government.

What’s Next

We look forward to Baltimore City Department of Transportation receiving applications from multiple vendors. We understand that all currently operating vendors plan on reapplying, and several other companies not yet operating in Baltimore have expressed interest.

Baltimore City has been on the forefront of shared mobility regulation and ridership success. We believe the establishment of formal rules and regulation and a competitive application will continue this trend, and hopefully bring more vehicles and vehicle types to more Baltimoreans while increasing our city’s capacity to successfully manage the program, reducing instances of vehicle damage, blocked right-of-way, and the other challenges associated with introducing new modes of transportation in Baltimore City.

Ultimately, the best thing Baltimore City can do to make shared mobility safer and more accessible to everyone is build more protected infrastructure.