This is part two of a five-part series by former NYC DOT policy director Jon Orcutt about the de Blasio administration’s opportunities to expand and improve cycling in New York. Read part one here.
The pending expansion of Citi Bike to at least 12,000 bikes is an obvious reference point for further bike network development (if the city and other parties can show the urgency and leadership to close the deal — they have been said to be “close” since June).
The initial Citi Bike launch provided an impetus for substantial cycling improvements in Midtown during 2012 and 2013, as well as projects that anticipated expansion of the bike-share system, like the two-way bike lane on the 72nd Street route across Central Park. These plans sailed through their respective community boards because the bike-share/bike lane dynamic seemed so obvious it went virtually undebated.
Citi Bike would not have been adopted so abruptly by so many New Yorkers without extensive development of the bike lane network within the Manhattan central business district and nearby parts of Brooklyn from 2007 to 2012. A recent observational study of Manhattan cyclists concluded that “bike-share riders display a greater tendency to ride on more ‘secure’ street or avenue environments than their general cycling counterparts” (Bike Lanes + Bike Share Program = Bike Safety, Hunter College Sociology and Planning Departments, 2013).
The new Citi Bike plan will extend the station network north to mid-Harlem in the vicinity of 140th Street, encompassing the entire Upper East Side and Upper West Side as well, and expand both south into Brooklyn and north from the Williamsburg Bridge to the North Side of Williamsburg, Greenpoint, Long Island City, and Astoria.