Indirect — requires joins or inference
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.