The Civic Issue
NYC law mandates 250 miles of protected bike lanes by 2026, but DOT has built only 29 of those miles as of late 2024. A Queens judge ordered a partially-installed Astoria bike lane ripped up after residents sued. Zero expansion has occurred in Flatbush, Midwood, or Borough Park — neighborhoods that have fought every proposal.
Headline Spending
$28.4M
identifiable in budget
Budget Lines (Adopted)
$31.6M
7 lines
Vendor Spending
$71.2M
4 vendors
| Line | Adopted | Spent |
|---|---|---|
ALTERNATIVE TRANSPORTATION MODES Multiple (PS + OTPS) | $24.8M | $3.0M |
ALTERNATIVE TRANSPORTATION Multiple (PS + OTPS) | $3.6M | $8.6M |
Bike Share EXEC ADM & PLANN MGT | $1.5M | $1.0M |
PlaNYC Extra 100 Lane Miles M&R IFA HIGHWAY OPERATIONS | $1.7M | $1.2M |
BICYCLE NETWORK DEVELOPMENT Multiple | $0 | $0 |
BICYCLE NETWORK DEVEL (CMAQ) Multiple | $0 | $0 |
Vision Zero Safety Improvements Multiple | $0 | $0 |
| RESTANI CONSTRUCTION CORP | $29.0M | 108 txns |
| TULLY CONSTRUCTION CO. INC. | $28.0M | 115 txns |
| GREENMAN-PEDERSEN INC | $9.5M | 91 txns |
| HENNINGSON DURHAM & RICHARDSON PC | $4.7M | 78 txns |
Total Identifiable Spending
~$28.4M adopted in "Alternative Transportation" lines (shared with pedestrian, Vision Zero, and other modal work); all dedicated bike-named budget lines ($0). Capital construction is the primary funding mechanism — DOT spent $1.31B in IOTB capital construction in FY2026, but project-level attribution is not available.
DOT has two main "Alternative Transportation" budget lines totaling $28.4M adopted, but these fund all non-car transportation modes (bikes, pedestrians, plazas, etc.). Notably, the "MODES" line was adopted at $24.8M but modified down to $4.7M — a dramatic mid-year cut. The "ALTERNATIVE TRANSPORTATION" line went the opposite direction ($3.6M adopted → $24.8M modified), suggesting a budget code reorganization rather than a real funding shift. All dedicated bike-named budget lines (BICYCLE NETWORK DEVELOPMENT, Vision Zero Safety Improvements, etc.) show $0 across adopted/modified/cash. Bike Share admin ($1.5M) and PlaNYC lane maintenance ($1.7M) are the only clearly bike-specific funded lines.
The bulk of bike lane construction is **capital budget**, funded through DOT capital projects built by DDC or DOT's own capital division. DOT spent $1.31B in capital construction (IOTB) in FY2026 across 20+ department codes. Bike lane projects are embedded within these capital codes alongside road resurfacing, bridge work, and signal installation — with no way to separate them. The Adams administration committed $580M in capital funding for street safety over five years, but this doesn't appear as a discrete line. The Citi Bike Knowledge-Based Project contract with AECOM ($228K) is the only contract mentioning bikes.
Key Context
Intro 1557-A (2019) mandated 250 miles of protected bike lanes by 2026, with a minimum of 50 miles/year after the first year. As of late 2024, only 29 miles had been built — well short of the mandate. In December 2025, Queens Judge Cheree Buggs ordered a partially-installed Astoria bike lane ripped up, ruling DOT violated procedural requirements for small business and disability impact reviews. The Adams administration announced $904M for traffic safety (2022), but expense budget data shows only $28.4M in relevant lines, almost none of it bike-specific. The gap is in the capital budget, which is harder to track at the program level. Community opposition in outer-borough neighborhoods has effectively blocked expansion in areas like Flatbush, Midwood, and Borough Park.