CB 6 Committee Votes for PARK Smart Zone, Brooklyn Greenway Extension

Image: NYC DOT

Last night, the transportation committee of Brooklyn Community Board 6 voted unanimously in favor of a new PARK Smart zone for Atlantic Avenue, Smith Street, and Court Street, and for a Brooklyn Waterfront Greenway segment connecting Van Brunt Street to Valentino Pier in Red Hook.

The new PARK Smart zone, which Stephen covered earlier this week, works differently than PARK Smart in Greenwich Village and Park Slope, where on-street parking rates rise when demand is highest. NYC DOT’s proposal for Cobble Hill and Boerum Hill is to have rates rise progressively after the first half hour. The goal is to reduce traffic by discouraging long-term parking and all-day meter feeding in curbside spaces that should be turning over frequently. Brooklyn CB 2’s transportation committee voted for the plan on Tuesday.

DOT also presented plans for a Brooklyn Waterfront Greenway segment that would loop out to Valentino Pier from Van Brunt Street. We have a request in with DOT for last night’s presentation (Update: Here it is), but in the meantime, below is a map of this part of the greenway from DOT’s implementation plan [PDF]. It looks like the segment that the CB 6 committee voted for last night includes capital projects 12, 13, and 14 (not 14a), or parts thereof:

Note: The top of this map is facing west. Image: NYC DOT

Update: The route DOT presented last night makes use of Imlay Street and not the “commercial wharf” blocks in the above map. Here’s the proposed route map:

Image: NYC DOT

Committee member Eric McClure sends in this recap of the presentation:

The proposal is to extend the two-way Greenway bike route from Van Brunt & Summit westward along Summit, then southward along Imlay just past Verona, where it will bend to the west through a new entrance into the large Atlantic Basin bus parking lot, turn south immediately against the eastern fence of the lot, west again following the interior contour of the lot and then exit onto Conover through another new entrance.  It will continue south on Conover (which will be converted to one-way northbound for the portion containing the Greenway) and then westbound to Ferris, where it will turn south to the park entrance at Coffey. It will return via Coffey to Conover. The Dikeman and Coffey portions will have sharrows, and the Ferris portion will just be a signed route. Traffic volumes are tiny on Ferris, Dikeman and Coffey.

The plan for Van Brunt is simply to put down stencils, since it’s too narrow to accommodate anything more without being reconfigured to remove parking or make it one-way.

  • Eric McClure

    I’m not certain Dikeman & Coffey are the right east/west streets — should’ve snapped a photo of the presentation.

  • moocow

    Isn’t the building and parking lot by Valentino, that have the same fantastic view of the sunset and Statue, a Federal/FBI/Homeland agent training facility? That parking lot being closed (to the public) is a crime against New Yorkers. That would be great if it was opened up.

  • jooltman

    An unintended consequence of the more frequent parking turnover due to PARK Smart in Park Slope is increased vehicle idling: More empty spaces equals more room for vehicles to idle. The local precincts in Cobble/Boerum Hill should be prepared to enforce this city law, otherwise you get commercial and private vehicles setting up private heating/cooling stations to eat meals, take naps, do emails, make phone calls etc. There is no such enforcement in the 78th Precinct and air quality on 7th Avenue is atrocious.

  • Eric McClure

    There you have it — I was wrong.  The east/west connectors are King & Sullivan, not Dikeman & Coffey.  I was right in spirit, though, if not the letter.

  • Ben Kintisch

    It’s awesome how the grand vision of the Brooklyn Waterfront Greenway crew is helping to piece together this big project one little piece at a time. It’s going to take some years of patient work but the end result will be tremendous. Well done, people. 😉

  • Daphna

    What I see proposed on Imlay Street is okay as a bike lane.  However, if that is supposed to be a greenway, then that is totally insufficient.  A 4′ bike lane in each direction is TOO NARROW, and and painted 3′ buffer is completely insufficient with no physical barrier.  New bike infrastructure being installed should have much larger bike lanes – something closer to 10′ in each direction, not 4′.  The wide width of the greenway on the Hudson River is a good part of the reason why it is so successful.  The narrower bike lanes barely handle today’s bike volumes and will not handle the larger bike volumes of tomorrow.

  • J

    Despite low vehicle volumes, calling a street with sharrows a greenway is a BIG stretch. Maybe, if you have sharrows AND a 20mph speed limit AND “Cars are guests” signs, AND very narrow lanes then you could call it a greenway; but with only sharrows, in my book it doesn’t qualify as bicycle infrastructure.

  • I seconded what “J” had said! Great points! Very well said indeed! I shared the same thought… XOXO:D


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