Connect start of bike lane to 61st/62nd St UES crosstown lanes and Central Park east drive entrance at Grand Army Plaza. It makes no sense to start it at 57th St disconnected from rest of bike network.

Need to connect protected bike lane to rest of bike network. Cannot leave people on bikes stranded at 34th St without a safe way to continue on.

Start the bike lane on 61st to connect w/ the new crosstown route on 61st for cyclists coming from the east side.

Need bike lane to extend south to existing 5th ave bike lane at 24th st. Do not leave a 10 block gap.

5th Avenue NEEDS to be a BusWay with physically protected bike lanes. There should be NO through automobile traffic on 5th Avenue to allow for the fast and safe movement of transit, walking and bicycling. Furthermore, bicycle lanes should go from 62nd St to 25th St to connect with the existing bicycle network.

A dedicated busway on Fifth Avenue, without a through lane for cars, is needed. As the initial presentation given to the CAB said, 50-130 buses per hour use the street around the clock and bus routes on the avenue serve 110,000 riders. The opposition to the project is nonsensical. The signage clutter claim is ridiculous, and there are already signs in place for the bus lanes. Businesses concerned about the inability to have people pick up/drop off passengers on the avenue should be dismissed. The initial plan allowed for pick up/drop offs, and parking is already not allowed on the avenue. In order to serve the most people, and the majority of people who travel on the corridor and who patronize businesses and cultural institutions along it, it is imperative that the DOT reverse course and restore the busway proposal, as was announced by Mayor De Blasio in his Better Buses Restart announcement.

The proposed bike lanes on 5th Avenue must have physical protection, ideally they should be raised above the level of the roadbed and protected by tree boxes. The DOT is well aware that every single bike lane in the city is used as a parking zone for placard holders and a taxi/truck loading zone if there isn't physical protection making it impossible for cars to enter the lane. In addition, it is critically important that the intersections be designed to accommodate two-phase bicycle turns, and that the intersections be offset and geometrically calmed to encourage cars to yield to bicycles. This will reduce bicycles using the roadway to turn, and make the lane more comfortable for less experienced cyclists, while reducing conflicts between pedestrians, cars, and bikes. 2nd Avenue's offset intersections are a good example of this, although there needs to be clearly marked bike boxes to make clear where to wait for turns, and the traffic calming needs to be built out with concrete, not just with armadillos, which cars regularly drive over at high speeds.