Boston’s Bike Infrastructure: Where We’ve Come From and Where We’re Going

Bus and bike lanes on Washington Street, October 2020. Courtesy of Wikimedia Commons.

Boston is no stranger to bikes. Home to some of the first bike organizations in the country, cycling is an integral part of the city's history. With the rapid increase in bike commuting over the past two decades, Boston has been forced to adapt. Though not without its criticisms, the City of Boston has widely accepted the accommodation of cycling, investing millions in its development. Today, Boston’s streets see thousands of cyclists each day, leading many to wonder exactly how we got here.

Cycling interest and participation in Boston fluctuated throughout the late 19th and early 20th centuries. During times of depression, general economic downturn, or war, Boston saw an increase in bicyclists taking advantage of the inexpensive transportation option, although it was not a permanent trend. During the introduction of the automobile, cycling declined, only to increase again during the Great Depression and the gasoline rationing of World War II. 

Though cycling was generally seen as the less desirable transportation option in the early 1900s, participation increased in the 1970s due to a wave of new cycling advocates and organizations. This “bicycle boom” that swept over Boston and the country sparked a renewed  interest in cycling that hadn’t been seen since the 1890s, paving  the way for some of the city’s first bike infrastructure, such as the Paul Dudley White bicycle path, to be built. 

Though its popularity persisted, cycling in the city eventually stagnated in the 1980s and 1990s. This stagnation was largely  due to safety concerns and a lack of infrastructure that facilitated  cyclists sharing the road with cars, limiting bike trips to areas accessible only via  designated cycle paths. The disconnect between interest and the ability to actually participate  in cycling led the city to develop one of the first comprehensive plans to improve Boston’s infrastructure, starting with Access Boston in 2000 under Mayor Thomas Menino.

This plan marked a shift in the city’s treatment of cycling as a legitimate and necessary form of transportation, and the next decade was characterized by an increased focus on developing urban cycling. The first Boston bike lane was introduced along Commonwealth Avenue in September 2008 with the strong support of Mayor Menino. This bike lane was introduced with the goal of creating a more bike-friendly city and reducing traffic congestion and carbon emissions.

Following three years of steady increase in bike commuting and infrastructure advancements, including the introduction of BlueBikes (formerly Hubway) in 2011, the City of Boston, under Mayor Menino, enacted a comprehensive bike plan to serve as a catalyst towards safer streets for cyclists: the 2013 Boston Bike Network Plan. The plan was enacted with the vision of “improving the quality of life for every Bostonian” by enhancing  air quality, promoting health, reducing traffic congestion, and improving road safety. The goal was simple: to transform Boston into a “world-class bicycling city.” 

The plan was met with broad success. Newly established bike lanes, coupled with the continued expansion  of the BlueBike system, have made bike commuting more accessible to Bostonians.

Though cycling numbers increased, improving the city’s air quality and reducing congestion levels, Mayor Michelle Wu still sees room for improvement, most notably in cycling safety and accessibility. Mayor Wu has dedicated significant resources towards these goals, following through on her three-year plan to expand Boston’s bike network so that 50% of residents will be no more than a 3-minute walk away from a safe, connected bike route and adding more than 100 BlueBike stations.

Though ambitious, Mayor Wu’s efforts have worked towards making Boston’s streets more conducive to its large volumes of cyclists. Thus far in 2025, there have been 64 cyclist crashes and zero fatalities. This amounts to a 74% decrease from 2024, which had 257 cyclist crashes, and an 83% decrease in the past decade, with 2015 holding 377 crashes and 3 fatalities by this point in the year. In addition to the increase in safety, seven new bike lanes were completed in the past four years, contributing to Mayor Wu’s goal of a comprehensive, connected bike network within the city. These additions increased bike traffic, with one newly added bike lane on Elliot Street in Jamaica Plains resulting in a 194% increase in daily bike volume after its installment.

Despite their widespread usage, these additions have been met with fierce opposition. Mayor Wu has been criticized for her rapid implementation of bike infrastructure, with the strongest opponents believing that business parking is suffering and vehicular traffic patterns may be impacted. The operators of Mass Hole Donuts are even seeking a new location due to their claims that to-be-implemented bike infrastructure, which will facilitate the removal of several curbside parking spots, will result in less foot traffic from customers who rely on the easy and accessible parking. The city has responded by implementing a goal of increasing community input and involvement when new bike lanes are being proposed, but it isn’t slowing down its infrastructure advancements.

Looking to the future, Go Boston 2030, a City of Boston initiative focused on meeting the transportation needs of all Bostonians, is in full swing. With the 100-page Action Plan guiding current and future infrastructure advancements away from the exclusive facilitation of cars, continued investment in not just bike infrastructure, but also in trains, buses, and other travel options, will continue to enhance Boston’s transportation diversity.