Introduction NYC Cycling 1. NYC Bike Policy 2. State of NYC Cycling 3. Cyclists & Streets “A Bike and a Prayer” Riding Infrastructure 4. Street Design 5. Bridges 6. Road Surfaces 7. Greenways 8. Parks 9. Bicycles and Transit 10. Reducing Traffic Security 11. Bicycle Theft 12. On-Street Parking 13. Indoor Parking On the Job Cycling 14. Bicycle Messengers “Fifth, Park & Madison” 15. Freight Cycles 16. Gov't Cycling Reducing Risks 17. Accidents “Three Who Died” 18. Air Pollution Bicycle Education 19. Schools 20. Public Education  Appendices
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Appendix C:
Auto-Free New York 4-Year Plan APPENDIX A. Immediate Steps to Increase Bicycling in New York City APPENDIX B. Bicycling Levels in New York City • Table 1: Bicycles Account for 8.6% of Midtown Avenue Traffic, 1988-1992 • Table 2: Daily Bicycle Trips in New York City APPENDIX C. Auto-Free NY 4-Year Plan
• Table 3: Elements of the Auto-Free NY 4-Year Plan
Auto-Free New York 4-Year PlanIn April 1990, as its contribution to the 20th anniversary of Earth Day, the Auto-Free NY Committee of Transportation Alternatives published Fewer Cars, A More Livable City, a 4-year plan intended to reduce auto use by 20% in the Manhattan Central Business District and by 5% citywide. The plan was prepared by AFNY founder George Haikalis, and was presented at numerous agency meetings and civic forums, including the First International Conference for Auto-Free Cities convened by T.A. at NYU in May 1991. It was featured in the May/June 1990 and Nov/Dec 1990 issues of Auto-Free Press, with over 20,000 copies distributed. The plan's greatest contribution was not in its individual features — many were contained in other proposals made through the years — but in its integration. To begin, the plan proposed five key strategies to make the City's rich resource of public transit services work better. The most dramatic — unlimited ride, time-based passes — would make the transit system “free” to subscribers. These passes would eliminate double fares for bus/subway trips and let transit riders make better use of the commuter rail system. The transit strategies were doable in the short term, but at considerable cost. Accordingly, three of the five traffic reduction strategies were pricing disincentives; these would not only reduce auto use but would generate the revenues needed to finance the transit improvements. The revenue measures included higher gas taxes, bridge tolls, increased parking fees and a tax on medallion taxi trips. The third group of strategies related to auto-free streets — Auto-Free NY's raison d'être. Busy commercial streets in the core and in outlying business districts were proposed to be made auto-free, backed up by better transit service and auto restraint strategies. Some key vehicular streets would be closed to produce an interconnected network of greenways throughout the city, and through traffic would be removed from neighborhood streets. Since the plan was published, the Dinkins Administration has floated various proposals that have included some of the plan's most controversial elements, like bridge tolls and higher gas taxes. Lacking, however, is a coherent, comprehensive vision that not only links the various elements but also could make the plan attractive and meaningful to New Yorkers.
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