Corey Johnson is throwing the city’s 14th Street car ban under the bus.

The City Council speaker on Monday took the side of his constituents who are fighting the city’s plan to speed up buses on the street by nixing cars, telling WNYC he shares their concerns about spillover car traffic on side streets.

“I am concerned that some of the side streets are going to turn into parking lots,” Johnson said.

“We need concrete plans from the Department of Transportation and the NYPD so that the side streets around 14th Street are [not] parking lots and [the plan] doesn’t create a harmful or potentially dangerous situation for pedestrians and cyclists.”

The plan — which would restrict five blocks of 14th Street to buses, trucks with three or more axles, delivery vehicles and local residents — has been on hold indefinitely since July 1, thanks to a suit from block associations that argue it requires an official environmental review.

On Tuesday, Manhattan Judge Eileen Rakower decided against the plaintiffs, ruling that the city had properly evaluated the impacts. The block associations then appealed the decision and won a second injunction late Friday afternoon.

Speaking to Lehrer, Johnson argued that a citywide roadmap for bike lanes and bus lanes, which he has proposed, would better address the block associations’ concerns.

“We need to comprehensively look at neighborhoods so they don’t feel like they’re getting steamrolled and advocates don’t feel like they got a half loaf,” he said.

Almost seven hours after his WNYC appearance, Johnson put out a statement walking back his comments and expressing support for the “pilot program to get bus riders moving across 14th Street.”

“The DOT has agreed to my request to hire a third party firm that will help monitor this pilot and collect and analyze data,” the statement said. “When this pilot is over, we will know what worked and what didn’t.”

City officials claim the concerns about spillover traffic are unfounded.

Limiting car access on 14th Street, meanwhile, would increase bus speeds for 27,000-plus daily trips by up to 30 percent, according to the city’s forecasts.

“Tying up transit improvement projects in court adds cost and delay to initiatives that make cities fairer and reduce carbon emissions,” said Ben Fried of the Manhattan-based TransitCenter think tank. “There’s no reason to equivocate about this project — it’s desperately needed to improve the slowest bus route in the city.”