Flavordome April 22 photo

Monday, April 22 - BikeSD Mixer Meetup at Flavordome

Flavordome April 22 photo

Come meet up and have a beer with BikeSD's board of directors for a social mixer at Modern Times' FLAVORDOME! We'd love to hear your ideas about biking and bike advocacy in San Diego. And we'll be celebrating our successful event: the Family Ride and People Protected Lanes on 30th Street. Join us for a drink and stay for our full board meeting at 7:00 pm, if you'd like. We love doing outreach with the amazing bike community in our city!

 

Event Details

Date: Monday, April 22

Time: 5:30 pm - 7:00 pm - Mixer and socializing
7:00 - 8:30 pm - Board meeting (all are welcome)

Location: Modern Times Flavordome, 3000 Upas St, San Diego, CA 92104 - Google Map link

map of Flavordome location


Protected lanes image for West Point Loma Blvd

Advocacy Alert: Bring Protected Bike Lanes to West Point Loma Blvd

Thursday, April 18, 2010 - 6 PM to 8:30 PM
Peninsula Community Planning Board Meeting
Location: Point Loma Library, 3701 Voltaire Street, San Diego, CA 92107

Come voice your support for fully-protected Class IV bike lanes along West Point Loma Blvd. The City of San Diego is presenting this option to the Peninsula Community Planning Board. It's critical that bike and street safety advocates come and support this project to help create an amazing transformation of a neighborhood street and provide a wonderful bike facility for all ages and abilities.

Spread the word and help show support for this opportunity to create safer streets in the community.


Councilmember Chris Ward addresses the 30th Street ride

More than 150 riders use "people-protected bike lane" to call for safe 30th Street bike lanes

Bird Park gathering for the 30th St bikeway ride

On Saturday morning, scores of North Park families and friends turned out to call for protected bike lanes on 30th Street. From 6 year olds on training wheels to 66 year olds on road bikes, the mood was joyous as District 3 Councilmember Chris Ward and staff from the Mayor's office spoke and rode in support of creating protected bike lanes on 30th Street. And then more than 150 bike riders led by BikeSD board president Nicole Burgess set off from Bird Park to create a line of bike riders stretched for blocks along 30th Street. And in a first for San Diego, these riders passed through a "people-protected lane" created by two dozen activists on the very street where the city of San Diego is considering adding new bike lanes.

The message was clear: North Park residents want streets that are safe for all ages, that help the city meet its climate goals, and that give them more options for getting around the neighborhood. Organizer and local resident Matt Stucky partnered with BikeSD, Climate Action Campaign, the San Diego County Bike Coalition, and CirculateSD to create an event that highlighted the possibilities for a safer, better 30th Street just days before the City presents its new street design for 30th at the North Park Planning Committee on Tuesday night, April 16.

If you haven't seen the coverage by Angie Lee on CBS8 News check it out: https://www.cbs8.com/article/life/family/cycling-activists-rally-for-protected-bike-lanes-in-san-diego/509-1526e805-92d1-4f1f-91ee-85fb71bc9697

Or see some other video posts of this event right below:

ride on 30th street

 

or watch a time lapse video from inside the ride (Facebook):

30th Street ride April 13 time lapse

BikeSD urges our members to come to the North Park Planning meeting: Tuesday, April 16, 6:30-8:30 pm, located at North Park Christian School, 2901 North Park Way. Event details on Facebook here: https://www.facebook.com/events/333399813966754/. Come!

map of North Park Christian School


Wanted: safe space on 30th St for all users

30th Street Bikeway Update - We Have a Real Opportunity

Wanted: safe space on 30th St for all users

 

There’s a real opportunity for a transformative redesign of one of San Diego’s premiere urban streets — if we remind the city of its Complete Streets, Vision Zero and Climate Action Plan policies.

Just last week, the city started community outreach to gauge support for adding bike lanes to 30th Street from Juniper Street north to Howard Street following the pipeline replacement project. Councilmember Chris Ward’s office held the first of three meetings to solicit community input. After a preliminary study, city engineers concluded that two design options were feasible. The first option would add “Class II” bike lanes either against the curb south of Upas or between parked cars and the automobile traffic north of Upas. The second option would add protected bike lanes for the entire segment — called a “cycletrack,” the safest kind of on-street bike path.

[ UPDATE: April 4, 2019 - KPBS covers the story: https://www.kpbs.org/news/2019/apr/04/activists-rallying-protected-bike-lanes-north-park/ ]

Preserving parking spaces?

Unfortunately, city staff prepared a preliminary design based only on the first of these two options (drawings for northern section and for southern section). As explained by city staff, the preliminary striping plan was created to strike a compromise between the current bikeway-lacking roadway design and the need to preserve as much street parking as possible. Rather than a protected bikeway, the city’s design removes a small number of parking spaces but still makes bicyclists and scooter users ride between the automobile traffic and parked cars, exposing riders to the dangers of being “doored” (i.e., colliding with a car door) and getting thrown into traffic.

door zone area on 30th St
Red area shows a "door zone" on the bike lane.

This is the similar minimal design that led to a cyclist’s death last week in San Francisco and prompted a quick fix to upgrade to a protected bike lane by removing parking. As San Francisco’s transit agency acknowledged, the death was preventable if the better design had been  originally implemented.

Sharrows?

In the City’s proposed design for 30th Street, the section south of Upas is even less safe: bike lanes are placed only in some areas, and the city proposes using ‘sharrows’ — which require cyclists to share the lane with cars going between 25-35 miles per hour:

Red area shows a 'sharrow'
Red area shows a proposed 30th St 'sharrow.'

There are two main problems with the preliminary striping design. First, it contradicts the city’s own policies in North Park to design “complete streets” for all users. As defined in the community plan, a complete street is “designed for everyone in mind, for people of all ages and abilities using multiple modes of transit in lieu of car-oriented streets that are designed to primarily accommodate the automobile.” At the first community meeting, city staff admitted that the preliminary design was not an “8-80” facility, meaning one designed for users from the ages of 8 to 80.

CAP goals missed

Second, the preliminary design doesn’t go far enough to honor the city’s commitments to reach the binding targets of its Climate Action Plan (CAP): to reduce the number of car trips and increase the share of walking, biking, and non-car trips in the city.

The CAP goals shaped the debate about the North Park Community Plan, one of the first community plan updates passed after the CAP. When the update was being crafted in 2016, an analysis by the city showed that the proposed street design in the adopted plan was not enough, standing alone, for the city to achieve its CAP goals.

The City reassured the city council and community that it could meet the CAP goals because the community plan “does not account for other programs and policies that would be implemented throughout the life of the community plans, such as additional bicycle and pedestrian improvements whenever street resurfacing occurs, as feasible.” To make sure these “additional” policies weren’t empty promises, the city expressly included a commitment in the community plan to planning additional bike lanes in coordination with street resurfacing.

To achieve these goals, the city council later directed staff to “leverage coordination of street resurfacing to take advantage of opportunities for progressive design standards to facilitate safer mobility, including... protected bikeways.”

The time has now come for the city to honor its commitments to fighting climate change and following through on its Climate Action Plan goals and Vision Zero policy by designing a street that serves all users and does not primarily cater to motorists. As specified in the City’s own policies, any restriping plan should follow progressive design standards to add a protected bikeway “designed for everyone in mind, for people of all ages and abilities using multiple modes of transit in lieu of auto-oriented streets that are designed to primarily accommodate the automobile.” A progressive bikeway design will also make it easier for pedestrians to cross the street by shortening the width of the roads devoted to speeding cars.

Safer lanes can reduce parking needs

Designing a safe 30th Street for pedestrians and cyclists doesn’t have to unreasonably impair parking. For the commercial district north of Upas, there are nearly 1,400 public parking spaces either on the street or in the parking garage within one block of 30th Street. The city could maintain over 90 percent of that parking and add protected bike lanes and pedestrian improvements. If cycling increases on 30th Street in the same way it has in other cities that added protected bike lanes, the number of new daily cyclists would likely exceed the number of lost parking spaces.

The City has adopted one set of progressive design standards, set forth in the NACTO Urban Bikeway Design Guide that directly address how to design a bike facility for all age and abilities. Given the speed of cars, the level of traffic, and the presence of a city bus line, the only option that fulfills the City’s policies is a protected cycletrack design. The city already identified such a design as being feasible on 30th Street. The City needs to present this second option for its next community review and not be limited to only the “less safe” first option shown at the first meeting.

It will take a collective effort to make sure the City of San Diego honors its climate and Vision Zero safety commitments. We need to make sure the City doesn’t commit to a less safe street design because of speculative fear that a loss of parking will lead to failing businesses. It turns out the bike lanes help business: Study after study after study after study after study shows that cyclists spend more in shops than drivers. These studies show that removing street parking to add bike lanes often results in substantial increases in sales in nearby shops or, at worst, no significant negative effects.

We need your help

Yes! I support bike lanes on 30th St. I'll sign the petition.

There are three easy steps everyone can take to help us achieve something transformative in North Park:

  1. Sign the petition asking Mayor Faulconer to honor the city’s promises by directing staff to design a high-class protected bikeway on 30th Street.
  2. Let the City see the community that wants safer streets for everyone by posting a photo of you, friends and family using the hashtag #SafeLanesOn30th and be sure to tag @BikeSD.
  3. Last but perhaps most importantly, attend the community outreach meeting at the North Park Planning Committee on April 16th at 6:30pm at 2901 North Park Way (2nd Floor).  Showing broad community support at this meeting will be critical!

Aldine and Monroe intersection thumbnail

Monroe Bikeway: A Bikeway on Paper Only

Aldine and Monroe intersection

Back in July 2018, we knew the five year old planning effort behind the Monroe bikeway was in trouble. The Kensington-Talmadge community planning group (Ken-Tal) declined to vote on the latest version but they clearly resisted improvements to this corridor. Both Kensington-Talmadge and BikeSD were told that San Diego traffic engineers would study possible solutions to keep traffic on El Cajon Boulevard. It’s unclear if those studies were ever completed. BikeSD warned that Ken-Tal would not allow any solution that allowed for safer conditions on a route connecting Mid-City and San Diego State University area.

On a Friday afternoon, February 21, 2019, the San Diego Association of Governments (SANDAG) announced they were abandoning the current Monroe Bikeway effort.

- - -

Monroe Avenue was identified as a primary bicycle route in both the current Mid-City and College Area community plans. In SANDAG’s alignment analysis in 2014, Monroe was selected for its lower level of stress for bicyclists and its lower cost compared to a cycle track on El Cajon Blvd. At the time, BikeSD and others advocated for cycle tracks on El Cajon Blvd. However, SANDAG and City of San Diego choose to pursue the Monroe segment to connect North Park/Mid-City areas to the neighborhoods around San Diego State University.

sandag bike plan MidCity
SANDAG Bike Plan Map showing Monroe bikeway (magenta colored line).

 

Most of the controversy about the planned bikeway is about the 0.1 mile section of Monroe Ave. from Aldine intersection to 47th street. While this section suffers from high automobile volume, is it really worth abandoning the remaining 1.2 miles of bikeway improvements?

Monroe Ave map

In the past five years, many designs for the intersection of Aldine and Monroe have been proposed but according to SANDAG emails, yet no design was “feasible” to meet of all the constraints imposed from various interested parties. The lack of consensus around a solution doomed the project.

Currently, westbound Monroe and Aldine is a tricky intersection. Aldine Drive is a one of three entry ramps that connect to the Interstate 8 freeway. Area residents also have Fairmount to the west and Collwood to the east, both higher capacity entry points than Aldine Drive. Cyclists traversing this corridor have few choices: dangerous El Cajon Boulevard to the south, or detouring very far south to Orange. Westbound bicyclists on Monroe currently have no legal route to continue on westward besides using the sidewalk.

SANDAG designed multiple concepts to allow Monroe to serve as an east-west bicycle boulevard:

1)  Two-way cycletrack on south side of Monroe: (Potential designs here and here.)  The possibility had support from some Ken-Tal planning group members who supported trying to prevent left turns from 47th St onto Monroe. However, City of San Diego instructed SANDAG that it would not support any modifications of 47th St. This prevented the design from further evaluation including solving potential challenges of narrow road width. This design was abandoned in 2015.

2)  HAWK signal:  In 2016 and 2017, SANDAG presented a HAWK signal to allow bicyclists (and pedestrians) to cross the intersection when a bicyclist triggers the HAWK. The Ken-Tal planning group asked for the HAWK removed in 2017.  District 9 Councilmember Georgette Gómez’s office did not support the HAWK either. Both CM Gómez and Ken-Tal CPG were concerned about vehicle delay caused by the HAWK. It’s important to note that SANDAG presented traffic studies in 2017 that showed minimal delay (~2 sec). In 2018, it SANDAG presented different traffic model data but that model did not include analysis that included HAWK signal.

3)  Bike left turn pocket:  This design was SANDAG’s first concept design introduced in 2014. It’s simply a left turn pocket for bicycles only. It legalizes an action that some cyclists already make to continue westward on Monroe.  This protected pocket would make it feel safer. It was reintroduced after the HAWK signal was removed from consideration upon Ken-Tal CPG request in 2017. However, City of San Diego traffic engineers rejected this concept in fall of 2018 due to limited sightlines and high traffic volumes. Considering neither sightline nor traffic have changed since 2014, why did City of San Diego engineers not relay their concerns about a bike turn pocket prior to 2018?  The lack of communication between City of San Diego and SANDAG is a common theme throughout SANDAGs early action bike program.

4) Bike left turn pocket + 1/2 HAWK signal: An innovative solution proposed by SANDAG combining the turn protection of left turn pocket with HAWK beacon to stop southbound traffic and allow a safe crossing for cyclists. This solution would alleviate any fears about a HAWK signal effects on vehicle delay for Northbound morning commute. It also addressed the concerns of City of San Diego traffic engineers about sightlines. City of San Diego traffic engineers rejected this option.

47th Street detour suggested by Howard Blackson
Credit: Howard Blackson

5 )  Meade Ave detour: BikeSD member Howard Blackson had another a suggestion: Why not avoid the tricky Aldine/Monroe intersection with a detour onto Meade Ave for a block  (0.4 mile total detour)?  The design would have to overcome the current one-way street design of Meade St  for this block. Again, this was concept was rejected because City of San Diego would not allow any modifications to 47th St and Monroe intersection. SANDAG’s preferred solution would require some intersection modification to allow westbound cyclists turn safely southbound onto 47th St. (Update: this solution may be back in play.)

 

 

 

Can a future planning grant solve the problem?  

The money designated for design phase of the Monroe Bikeway has been exhausted according to SANDAG. In the recent email blast, SANDAG and City of San Diego promised to search for future planning grant opportunities to find a alternative alignment.

Unfortunately, we have recent experience with a mobility planning grant in this exact neighborhood. The City of San Diego received a planning grant to improve mobility for pedestrians and cyclists along the section of El Cajon Blvd parallel to the planned Monroe Bikeway. Again the Ken-Tal planning group led the charge to have bicycle improvements removed from the plan. At the time (2016), Ken-Tal CPG members told KPBS that they supported bicycle routes on side streets, including Monroe but opposed them on El Cajon Boulevard. The Monroe bikeway suffered not because of a lack of funding but a unwillingness to prioritize bicyclists safety.

Until your favorite SANDAG bike project is in construction, everyone should be nervous of a Friday email that announces your neighborhood bike project no longer exists.