DOT needs to accelerate the build-out of the city’s bike network in working-class neighborhoods outside the center city, say graduate students in the Hunter College urban planning department. They argue that expanding the geographic focus of the bike program would not only improve access to safe cycling for underserved neighborhoods, it might just help overcome the current backlash as well.
Unless the city devises a successful strategy to build bikeways in neighborhoods where bike infrastructure is scarce, the Hunter team writes in “Beyond the Backlash” [PDF], many parts of the city may get left behind for years to come. “A lot of the city isn’t served as well by the bicycle network as the central business district and Downtown Brooklyn,” said group member Jennifer Harris-Hernandez in a presentation at NYU on May 6. “This has reinforced transportation inequalities around race and class.”
The Hunter team notes that the pattern of building the best cycling infrastructure near the city core may inadvertently give ammunition to opponents of bike infrastructure by overlooking the full breadth of New Yorkers. “Counting [working-class, outer borough] cyclists and planning with them in mind will create a more equitable and relevant network while countering recent claims that bicycling in New York City is for the privileged,” they write.
To that end, the Hunter team proposes a geographic shift in focus for the DOT’s bike program, paired with more intensive public outreach at the local level. At a moment when the city’s tabloid press is launching weekly attacks on bike projects and local politicians seem to think they’re doing constituents a favor by blocking plans for bike lanes, the Hunter team’s report offers a thoughtful and constructive critique intended to strengthen the city’s bike program.
The accelerated expansion of the bike network has built new bikeways in every borough and brought safer conditions to some low-income neighborhoods, but overall the city’s bicycle planning has concentrated the most and best bike infrastructure in close-in, affluent neighborhoods. The bike network is at its densest and most interconnected in downtown Manhattan and northwest Brooklyn, and the overwhelming majority of the new protected lanes are located in high-income neighborhoods. While bike lanes serve many people who ride from outside the immediate vicinity, neighborhoods like Chelsea, the Upper West Side, and Park Slope are so far the primary beneficiaries of protected lanes and the robust pedestrian and cyclist safety improvements they produce.
There are good reasons for the bike network to be expanded this way. The roll-out of new bike lanes has tended to follow the path of least political resistance, at least in the short run. The Hunter team notes that the neighborhoods that have received the most bike infrastructure are the same ones that already had bike-friendly community boards or strong local advocates.