A protected bike path will soon wrap around the circumference of Park Circle. Some segments are bi-directional.

The DOT plan [PDF] got a thumbs up from Brooklyn CB 7 back in June. Here's a look at the wide open sea of asphalt Park Circle used to be, seen from Coney Island Avenue:

The best thing about the project is that motor vehicles are now channeled into a tighter space. Traffic is noticeably calmer -- the circle doesn't feel like an extension of nearby speedways anymore. Here's a tighter shot of that same angle today, zoomed in on a fairly huge new traffic island:

More pics after the jump.

A bi-directional approach to the Ocean Parkway Greenway -- much, much easier to use than the overpass you see in the background.

It's also much easier to cross Prospect Park Southwest where it meets the circle. Technically, there's separate space for pedestrians and cyclists at this crossing, but I think we'll see a lot of sharing here.

The exit from Prospect Park. Yes, that is a "multi-lane" bike path heading toward Park Circle.

Not pictured in this post: The terrible TD Bank building on the opposite side of Prospect Park Southwest from the park. Its curb-cutting driveways, parking lot, and drive-through window are a real blemish on this much-improved urban space.

BRT + bike: East Side avenues have enough space for physically separated busways and protected bike lanes.

Sometime next month, reports Pete Donohue in today's Daily News, DOT intends to release detailed plans for First and Second Avenues. So far, we've only seen what an "off-set" bus lane configuration would look like, but DOT and the MTA are still considering a range of options. It's pretty clear that off-set bus lanes, placed between curbside parking and traffic, won't qualify as world-class.

Unlike separated lanes, off-set lanes require camera enforcement -- and state legislation -- to function properly. Albany rejected bus cams last year, and even if legislators suddenly change their minds, a camera-enforced off-set configuration invites conflict. Buses would have to contend with cars and delivery trucks trying to access the curb. Separated lanes eliminate that conflict and, paired with protected space for cyclists, invite more biking and walking.

So what would real-deal BRT look like on the East Side? The image up top is one of two options that Transportation Alternatives is backing to deliver the maximum benefits for transit riders, cyclists and pedestrians. The window of opportunity to get these ideas out there won't stay open much longer.

"We are pushing for a visionary design that's going to catalyze thousands of pedestrians, cyclists and bus riders, and turn them into champions of BRT," said TA's Wiley Norvell. "We know there will be opposition to change on First and Second Avenues, regardless of what is proposed; what is critical is that the design delivers the kind of new mobility that will build its own constituency of ardent supporters." Each option is projected to reduce the 70-minute travel time along the whole M15 bus route down to about 40 minutes, Norvell said. Implementing the same improvements applied to the Bx12 route on Fordham Road would only bring travel time down to 60 minutes.

Follow the jump for the other preferred design, showing a center-median bus-and-bikeway.

A center-median BRT configuration, with a protected bike lane similar to the new path on Allen Street.

Keep in mind that these are conceptual plans, and there's a great deal of flexibility in the details. In both configurations, local buses would operate in the separated busway, with smaller local stations placed in the median. Correction: In the first configuration, local bus service continues unchanged along the curbside. In the second, local buses would operate in the separated busway, with smaller local stations placed in the median. The second design can accommodate either two bus lanes in between stations, so BRT buses can pass the locals, or bays spaced at intervals for local buses to pull over and allow BRT buses to pass. Elements like bikeway design, curbside parking, and turning restrictions on vehicles could likewise vary within the framework of these plans.

Also, don't forget that BRT enhances service mainly by reducing the amount of time buses stand still or get bogged down in traffic. Average speeds improve dramatically, but these buses won't be zooming down the avenues.

Organized support for a multi-modal solution for the East Side is starting to coalesce. "If the DOT doesn't put bikes in their BRT designs, they're missing an opportunity," said Kurt Cavanaugh, managing director of the East Village Community Coalition, a local advocacy group. "Planning for buses and bikes together makes it as sustainable as possible."

Second-rate design is really not an option on this one. We have a mayor who's gone to the mat for congestion pricing, a DOT commissioner committed to safer, greener streets, and an MTA chair who's made better bus service priority number one. If New York can't pull off a visionary design for sustainable transportation now, maybe we never will.

We have been considering ways to incorporate bike facilities and expect to be reporting back to stakeholders soon.

Not a whole lot to go on there, but it's good to hear that DOT is looking into the possibilities. The recent organizing around this issue has been formidable. Community Board 8 passed a resolution last month favoring protected bike lanes for the East Side. And last week, Transportation Alternatives delivered more than a thousand letters to transportation commissioner Janette Sadik-Khan asking for protected bike lanes on First and Second.

The plan would protect the existing bike lane between Seventh Avenue and Sixth Avenue by restoring on-street parking to the south side of Carmine and converting the two-way street to one lane east-bound. The idea first surfaced two years ago, after merchants balked at the removal of parking to make way for the original bike lane. The parking-protected bike lane had since cleared no fewer than three public votes held by CB2 and the Carmine Street Block Association, which represents the merchants.

"Everyone on the transportation committee said very strongly that this will result in a safer, quieter, more pleasant street for pedestrians and bicyclists," said CB2's Ian Dutton. "In the end we said we would write a letter thanking DOT and agreeing with them, but apparently, due to neighborhood hysteria, now is not the time to endorse."

Here's a taste of some of the arguments opponents put forth last night, as recounted by Dutton. The new configuration will make it impossible to execute illegal U-turns on Carmine. The elimination of the west-bound lane will increase traffic flow. Trash bags will slide into the bike lane, making it slippery and dangerous for cyclists.

This last point was scored by a former saxophone shop proprietor who goes by the name "Dr. Rick." Dr. Rick currently runs this website and last night was heard boasting that he's spent 18 hours a day for the past month convincing people of the dangers that will ensue from the Carmine Street plan.

That's what it takes to drum up a crowd loud enough to cow supporters of safer streets. "Apparently there were some people there to speak in favor of the plan, and they were threatened enough that they didn't speak," said Dutton. "The problem is that the people who show up to these meetings are those who are trying to defend their driving. Nevermind the thousands of people who walk across those intersections every day."

DOT now finds itself in the position of deciding whether last night's mob-like display should override three prior public votes and the proven safety benefits of similar street designs. City offices are closed for the holiday and we weren't able to obtain comment from the agency as of this afternoon. Said Dutton: "We realize that this sets a really bad precedent -- a community board asks for a safer street and DOT delivers, and then a few people overturn it."

Mayor Bloomberg has already shown how much his administration can accomplish in just a few years. Since Janette Sadik-Khan's appointment to head the DOT in 2007, the city has striped hundreds of miles of bike lanes, reclaimed acres of street space for pedestrians and improved bus travel for tens of thousands of New Yorkers. "More of the same" is no longer a dirty phrase when it comes to local transportation policy. During the next four years, the mayor needs to accelerate this progress, and introduce a few key innovations to maximize the value New Yorkers get from their new streets.

There is plenty of room to build on the Bloomberg administration's record of support for safer, greener streets. Photosim of 34th Street: Luc Nadal and Marc De Decker, ITDP.

Well, the release of DOT's Street Design Manual back in July was an especially auspicious development. This groundbreaking playbook contains templates that can transform streets in neighborhoods throughout the five boroughs. The manual is an engineering document, but it also makes sense as an outreach tool. Community groups concerned about street safety could use the manual as a menu, requesting traffic calming solutions for their neighborhood from DOT. Liberal use of these new designs, applied through a smart community-based process, could pay huge dividends all over the city.

For a fraction of the cost of subway line construction, buses could move millions, if the mayor throws his weight behind BRT.

One sensible way for the NYPD to roll out this approach to traffic enforcement would be to start in areas frequented by children and seniors. Seniors make up 12 percent of New York's population, yet account for 39 percent of pedestrian fatalities. And according to the Department of Health, auto traffic is the leading cause of injury-related death in children ages 1-14. DOT's Safe Routes to School and Safe Routes for Seniors programs have spawned imitators around the country, but our city is no longer the national leader. Other cities are now far ahead of New York when it comes to implementing these street safety programs. Combined with police enforcement, short-term and inexpensive improvements such as leading pedestrian intervals, reductions in signalized crossing speeds, and a citywide slower speed limit in school zones would prioritize pedestrians, save the lives of children and seniors, and get New York City back in the forefront of planning streets for safety.

Greater safety helps more New Yorkers feel at ease riding on our streets. As the city's bike network matures, a large-scale public bike-share system is a no brainer. Bike-sharing weaves cycling into the larger transportation network. In Paris, Velib tripled cycling in a few months with 20,000 bikes spread over 1,400 stations. Montrealers took more than a million rides on Bixi in fewer than six months, and similar gains have been repeated around the globe. The same explosive growth would happen in New York overnight, if Mayor Bloomberg backed bike-share in a big way. Seventy-four percent of trips here are five miles or less, meaning they're very bikeable and easily converted to bike-share trips. If he builds it, they will come.

The same is true of new and better bike facilities. Since the city installed the Ninth Avenue cycle track, biking on the West Side has gotten safer, and so has walking. In Brooklyn, the Kent Avenue protected path is having an identical effect. Traffic-protected bike lanes on Queens Boulevard, through upper Manhattan, down the Upper West Side, and all along the East Side -- where there is a dearth of safe space for cyclists -- would encourage thousands more New Yorkers to ride.

Mayor Bloomberg is a MetroCard guy, but it's much easier to spot him on the subway than riding the bus. That should change in the next four years. Although 2.4 million people ride New York City Transit buses each weekday, the bus system is the city's most underperforming transportation resource. Improvements like pre-paid boarding and signal priority, which have been installed along Fordham Road in the Bronx, could speed service on bus routes around the city. And a true Bus Rapid Transit network, with dedicated lanes for buses and level boarding for passengers, would add another dimension to our transit system. For a fraction of the cost of subway line construction, buses could move millions, if the mayor throws his weight behind BRT.

Mayor Mike has a lot on his plate in the coming weeks, months and years. But if he wants to keep New York City moving toward a sustainable future and shore up his legacy as the Livable City mayor, then safer streets, robust bike-share and better buses are the fastest way to get there.

A reader sends this photo of a huge rig using Kent Avenue's new protected bike path as its own, highly illegal shortcut. Our tipster says the trucker was bearing down on him at a rapid clip for several blocks before slowing down enough to hear an inquiry through the window: "What do you think you're doing?" The driver's response was unenlightening and filled with obscenities, we're told. This shot was taken after the confrontation.

The last time we checked in on the Kent Avenue project, which converted the street to one-way flow, truck traffic was the burning issue. The 90th and 94th precincts are supposed to keep trucks off streets where they don't belong. From the looks of it, police need to send a stronger message.

See the head-on view of the rig after the jump.

In late 2007, a bike lane was added to Carmine as part of DOT's Lower Manhattan crosstown bike route. In response to merchant complaints over the loss of delivery access, a community-generated proposal was put forward to convert Carmine to one-way eastbound with parking on both sides and a parking-protected bike lane, a la Grand Street. Though the plan subsequently drawn up by DOT [PDF] has been approved by CB 2 and the Carmine Street Block Association, it remains in limbo due to what has been described as a "one-man crusade" to derail it. For a taste of the histrionics fueling the opposition, click here.

The CB 2 transpo committee has already endorsed the protected lane and tends to embrace street designs that are most beneficial to vulnerable street users. Still, some who have shepherded the plan for two years now fear a "compromise" that could result in the conversion of Carmine to one-way with a conventional Class 2 unprotected lane, rather than the configuration that has brought marked safety benefits (and similar ill-founded controversy) to Grand Street. Needless to say, the more friendly voices heard tonight, the better.

WHAT: Manhattan Community Board 2 Transportation Committee meeting
WHEN: Tuesday, Nov. 10, 6:45 p.m.
WHERE: NYU Languages and Literature Building, 19 University Place (at W. 8th St.), Rm. 102

East Side residents sign on for safer, greener streets.

"We're really hoping to put a finger on the scales, and push for fully-protected bike lanes while the DOT and East Side communities work on improving the M15 corridor," said Transportation Alternatives' Wiley Norvell. "To not address the huge demand for biking on First and Second avenues, something the DOT pledged to do as step number one in its 1997 Bicycle Master Plan, would be a huge missed opportunity."

TA counted 3,356 cyclists on the First and Second Avenue corridor during a 12-hour stretch last month, a figure that far exceeds the DOT's 2008 screenline count at 59th Street, Norvell said. All those cyclists are a fearless bunch -- braving rivers of traffic and some of the city's most intimidating cycling conditions. Imagine how many more New Yorkers would bike down the avenues if they didn't feel they were risking life and limb.

Norvell says TA staff and volunteers have been gathering letters from East Harlem down to the Lower East Side in support of protected bike infrastructure. Yesterday's delivery put hundreds of letters in the hands of East Side electeds, including City Council Members Rosie Mendez and Daniel Garodnick.

"The meetings were very positive," said Caroline Samponaro, director of TA's bike program. "Their staff agreed that we shouldn't redesign First and Second avenues without including provisions for cyclists and pedestrians."

Active support from East Side representatives will be critical as plans for the corridor advance. "Every project is about political will," said Samponaro. "What these projects need is political leadership from the electeds. They need to be the spokespeople for their constituents."

The optimal re-design of First and Second avenues would give buses and cyclists "space that allows them to travel safely and efficiently without having to compete with each other," she added. "These corridors can serve the non-driving majority and set a standard for how other major avenues will be treated."

Painted lanes are not enough, East Siders told CB8 last night. Photo: BicyclesOnly/Flickr.

Thanks to groundwork laid by Transportation Alternatives' East Side committee, yesterday's proceedings offered further evidence that, as Charles Komanoff wrote a few weeks ago, cyclists are shedding their status as "the embattled minority." By and large, the discussion lacked duke-it-out drama. During the public comment period, eight speakers testified in favor of the resolution, including TA's bike advocacy director Caroline Samponaro, who delivered a few hundred signatures for good measure. None spoke against. And when it came time for the board to take up the matter, a few CB 8 members identified themselves as bike commuters.

People spoke movingly about their harrowing experiences trying to ride in their own neighborhood, and about the inadequacy of un-protected bike lanes. "Painted lines on the road are not safe," said Jack Russell, 62, a 29-year resident of Yorkville. Given the lack of protected space and the disconnected state of the East River greenway, several cyclists testified that they ride far out of their way -- over to the Hudson River path -- to get downtown. Anthony Romer, a recent transplant from Madison, Wisconsin, told the board that he just doesn't ride as much since he moved to New York: "If I ride here, I put my life on the line."

It's true that community board members were not asked to render a decision on a specific route. But they had plenty of real New York City examples to draw from (not just tales from Europe) as they formulated their votes. Anyone who's ventured outside in Manhattan recently can picture the Ninth Avenue bike lane and the newly transformed Broadway, which were invoked on more than one occasion last night. If last night's vote is any indication, it's hard to argue with the impressive safety records of these existing Class 1 bike facilities. They provide solid proof that safer streets for cyclists are safer for pedestrians too.

Three years ago, when local resident and activist Glenn McAnanama approached CB8's transportation committee about better bike lanes for the neighborhood, the idea that bike infrastructure makes streets safer didn't gain much traction. "Whenever cycling came up they turned it into a discussion of scofflaw cyclists," he said. "Increasing the number of cyclists in the neighborhood was not on their agenda." He views last night's vote as a sign that the CB has committed to street safety and wants to "get more iterative with the DOT."

The vote of confidence in protected bike lanes would never have happened without the advocates and volunteers working on TA's East Side campaign. "Last night was really the culmination of a year-long effort by our East Side committee to be more engaged with the community board," said Samponaro. "Going to your community board and advocating for these things at a local level can bring change."

For Samponaro, the signature moment of the night came when 11-year-old Clark Vaccaro talked about the dangers he faces on his ride to school. "I don't think the CB expected that," she said. "It becomes very hard to vote against these measures when you see the faces of people who are asking for them."

Among the items on Community Board 8's October agenda is a resolution in support of protected bike lanes on the Upper East Side. As we heard from Transportation Alternatives yesterday, neighborhood involvement has propelled this once-unlikely measure to this point, and friendly voices will be needed to bring it home. The CB 8 meeting starts at 6:30 at the Ramaz School Auditorium, 125 E. 85th Street.

Tonight in Upper Manhattan, Inwood and Washington Heights Livable Streets will hold a regular meeting to discuss, along with other topics, the proposed Dyckman Street Greenway Connector. Thanks to the consistent work of its core members, this group is starting to get attention from local electeds. A good showing tonight can only help build momentum. Meeting details and other discussions can be found on the IWHLS Livable Streets Community page.

"This past month at CB 8 has really been all about neighbors convincing neighbors," Samponaro says. "Residents of all stripes came out to support protected lanes at the last committee meeting, and it made a big impression on the board."

Turnout will be crucial for tomorrow night's meeting, when board members should be reminded of the benefits of protected bike lanes for all street users, including reduced crossing distances for pedestrians and fewer conflicts between sidewalk users and cyclists who don't feel safe riding in street traffic. Longtime UES advocate Glenn posted salient talking points earlier today.

If you've ever made the case for safer streets to Community Board 8, or if you've been waiting for an opportune moment, now's the time to follow up or follow through.

WHAT: Community Board 8 Full Board Meeting
WHEN: Wednesday, October 21, 6:30 p.m.
WHERE: Ramaz School Auditorium, 125 E. 85th St.

WHEREAS, Manhattan Community Board 8 is concerned about the safety of all people who use our streets and sidewalks,

WHEREAS, protected bike lanes have brought measurable safety improvements to other neighborhoods in Manhattan,

WHEREAS, many members of the Upper East Side public, business community, and elected officials have all expressed support for protected bike lanes in petitions, surveys, letters, and public testimony,

WHEREAS, Manhattan Community Board 8 wishes to encourage safe, responsible cycling in, to, and from this district,

THEREFORE BE IT RESOLVED that CB8 supports the DOT's initiative to create protected bike lanes and requests that DOT prepare a study for a neighborhood bicycle network that includes Class 1 protected bike lanes (including information on projected impacts on pedestrian safety, bike safety, parking, truck traffic, and neighborhood business) that would be subject to review and comment by Community Board 8.

The resolution passed unanimously.

Though there were glimmers of hope at CB 8 forum last week, given the board's history when it comes to bike infrastructure, this is an amazing development. We'll have more coverage later, but for now cycling and pedestrian advocates, and anyone interested in safer Upper East Side streets, should mark their calendars for the big day: October 21, when the resolution is scheduled to be taken up by the full board.

In the meantime, congratulations to everyone who made this happen.

Manhattan Community Board 7 approved a resolution Tuesday in support of protected bike lanes for the Upper West Side. According to Streetsblog readers who attended and the Westside Independent web site, a mostly positive discussion on the merits of such improvements -- in front of a packed house of residents wearing "Protected Bike Lanes Protect Everyone" stickers -- preceded a 28-7 vote. Here's the reso in full:

Protected bike lanes have brought measurable safety improvements to other neighborhoods in Manhattan.

Many members of the Upper West Side public, business community, and elected officials have all expressed support for protected bike lanes in petitions, surveys, letters, and public testimony.

Community Board 7 wishes to encourage safe responsible cycling in, to, and from this district.

THEREFORE, BE IT RESOLVED THAT Community Board 7/Manhattan supports the Department of Transportation's initiative to create protected bike lanes and requests that DOT prepare a proposal for Class 1 protected bike lanes on Amsterdam Avenue and Columbus Avenue (including information on projected impacts on: bike safety, pedestrian safety, business operations and interests, parking, truck traffic etc.) that would be subject to review and comment by Community Board 7.

We also have word that Community Board 8 unanimously approved a "pro-bike" resolution last night. More details on this jarring development as they become available.

As was pointed out at the committee meeting, protected bike lanes not only benefit cyclists, but also help pedestrians by calming traffic, reducing crossing distances and giving bike riders a safer alternative to riding on the sidewalk. It was clear that the healthy public turnout had a positive impact on the committee's decision. A similar show of support is needed tonight. Here are the details:

WHAT: Manhattan Community Board 7 Full Board Meeting
WHEN: October 6, 6:30 p.m.
WHERE: Red Oak Apartments, 135 W. 106th St. (between Columbus and Amsterdam Avenues)

In other business, the committee tabled a vote on a request that posts from old parking meters, rendered defunct by muni-meters, be converted to bike racks. During a reportedly heated discussion, at least one committee member expressed fears that such action would further delay the installation of new CityRacks, and questioned the aesthetic appeal of the converted meter poles.

The full board is set to take up the protected bike lane resolution on October 6.

Chalk up more bikeway innovation to the folks at the NYC Department of Transportation. Nearly complete, the Sands Street approach to the Manhattan Bridge is now safer and more enjoyable thanks to a New York City first: a center-median, two-way protected bike path. The facility is a perfect solution to counter the dangers posed by a tangle of roads and highway on-ramps that burden the area. Dramatic before-and-afters tell the delicious story.

We'll also take you back into the archives to April 2005, when, following a severe injury to Transportation Alternatives' Noah Budnick, advocates held a passionate rally asking Mayor Bloomberg to not only improve bike access to the Manhattan Bridge, but to all East River bridges. Four years later, there's much to be proud of. As DOT Assistant Commissioner for Traffic Management Ryan Russo points out, back in 2005 about 800 cyclists used the bridge daily. In 2009, those numbers have soared to over 2,600. That gives us a serious case of happiness.

One section of the Kent Avenue two-way bike path has been painted. Two more will follow. Image: NYCDOT [PDF].

We've got another dispatch from the ongoing bike lane drama that is Kent Avenue. At Wednesday night's information session hosted by Brooklyn CB1, the DOT team gave a short presentation [PDF] outlining their plan to address truck traffic changes caused by converting Kent to one-way flow. Then the public was invited to comment.

Truck routes in North Williamsburg and Greenpoint.

A couple of things to keep in mind. The traffic changes are happening in three phases. So far only the first has been completed. Once the whole thing is finished and truckers have had some time to learn the new traffic patterns, the straightest shot heading south goes nowhere near Wythe or North 11th. DOT intends to promote this route, which takes trucks down McGuinness Boulevard instead, and work with the local police precincts to keep truckers off streets where they're not supposed to drive.

As for the notion that the project makes streets less safe (some opponents went so far as to say the new traffic patterns will endanger children), it's hard to take seriously. This is not just a one-way conversion: The crossing distances will be shorter and the roadway narrower on Kent Avenue, which motorists used to treat as a little stretch of autobahn in Brooklyn. Now that traffic will be calmer.

The bike lane was always intended to be a precursor to the Brooklyn Waterfront Greenway. The new design now occupies the greenway footprint, so opposing the bike lane is tantamount to opposing the greenway. An area undergoing as much residential development as North Brooklyn sorely needs this new space for pedestrians and cyclists. Walking to the waterfront will feel much safer and more appealing, and biking to the Williamsburg Bridge won't just be limited to a few brave souls. CB1 embraced those improvements when it approved the greenway plan last April [PDF]; the same benefits should feel much more tangible once the Kent Avenue bike lane is completed next month.

Time Warner sets up an operation in the Sands Street bike path. Photo: Gothamist.

A well-placed source tells us that DOT is working with the post office and delivery companies to keep the mountable bike lane clear, and that the agency is considering the addition of a direct crosswalk between the Sands Street path and the entrance to the Manhattan Bridge path.

"We are working on ways to properly guide cyclists safely from the end of the Sands Street path to the start of the Manhattan Bridge path," a DOT spokesperson said when we asked for confirmation.

The project isn't finished yet, so it's still in the adjustment period. But without any bollards from Navy to Gold, it's going to take constant enforcement to keep that block clear for cyclists. As Gothamist noted last week, it's a very short trip from the bike path to the Brooklyn tow pound.

Clarence sends these shots from Kent Avenue, where the striping and painting of the city's first two-way, on-street parking protected bike lane is currently in progress. This is the view looking north from the vicinity of Clymer Street. The project will be completed in two phases. According to DOT's project presentation [PDF], the current work, stretching from Clymer to Broadway, will be complete in mid-September; the second phase, from Broadway to North 14th Street, is slated to wrap up in about a month. Below is the view looking south toward Clymer.