Gilman entrance of UCSD

Letter on new UCSD campus policy on micromobility devices

Estimado Vicecanciller Matthews,

We appreciate the opportunity to provide feedback on UCSD’s proposed campus policy on the use of micromobility devices, announced on November 5, 2019 [1]. The policy would establish several new rules and regulations regarding the operation of scooters, bicycles, and other small devices on UCSD campus. The need to create a safe environment for all members of the campus community and UCSD visitors is clear: with expected growth reaching 65,000-plus students, staff and faculty, getting into and around campus will be increasing complex. This policy represents an important opportunity to set expectations of campus users — through commonsense stipulations such as being able to operate safely under different conditions and yielding right of way to pedestrians — but could be expanded to help address many underlying issues that result in conflicts on a daily basis.

Primero, los principios bien reconocidos del diseño de infraestructura urbana nos informan que proporcionar instalaciones seguras donde la gente quiera caminar y andar es mucho más efectivo y equitativo que prohibir y desviar estos modos [2]. Por lo tanto, los planes de transporte urbano modernos tienen como objetivo proporcionar un equilibrio entre los diversos usos de las vías públicas, y en particular el tráfico separado que se mueve a velocidades muy diferentes, como a través del uso de caminos fuera de la calle y carriles para bicicletas protegidos. Actualmente, las instalaciones del campus de UCSD no proporcionan un nivel de facilidad de circulación para las personas, independientemente de si caminan, montan o andan en bicicleta. La mayoría de los destinos no están conectados por senderos para bicicletas donde los ciclistas pueden evitar mezclarse con los peatones, y las líneas principales de deseo prohíben la conducción o son de uso compartido sin áreas designadas o designadas para los ciclistas. La actividad de construcción en todo el campus no se mitiga por completo, dejando caminos más estrechos y menos convenientes para todos. We therefore urge the administration to adopt proactive infrastructural approaches to provide physical and/or marked separation between pedestrian and micromobility modes on campus, facilitating all desire lines.

En segundo lugar, debido a la extensa huella del campus, los puntos de entrada a través del transporte público están lejos de muchos destinos del campus. Si bien el estacionamiento es una queja permanente, sigue siendo cierto que la mayoría de los edificios tienen opciones de estacionamiento dentro de los cinco minutos a pie, mientras que las paradas de autobús de rutas de gran volumen pueden estar a 15 minutos o más. A medida que la creciente comunidad opta por tomar el transporte público, el uso de la micromovilidad hacia y desde estos puntos de entrada será cada vez más atractivo, lo que se sumará a las complejidades con la imposición de restricciones sobre su uso. La extensión del tranvía solo intensificará este conflicto: la parada más cercana al dormitorio de The Village, Pepper Canyon, estará a más de 25 minutos. We propose that safe and convenient paths for micromobility are established from all existing and future transit entry points to all major campus destinations, taking advantage of both perimeter and throughcampus routes. 

Finalmente, las carreteras principales que rodean el campus en su mayor parte carecen de instalaciones adecuadas para los usuarios de micromovilidad. Genesee Ave, Gilman Drive y N. Torrey Pines Road, entre otros, tienen carriles peligrosos y desprotegidos junto al tráfico en rápido movimiento. El área de UTC, donde vive una gran fracción de estudiantes fuera del campus, está a solo dos millas del campus y, sin embargo, carece de rutas seguras para llegar a clase. A pesar de estos inconvenientes, la comunidad universitaria ve tasas de uso de la bicicleta en más del doble de la ciudad y el condado de San Diego [2]. Esta necesidad debe satisfacerse con un apoyo sostenido y un estímulo para que las personas dejen sus autos en casa cuando viajen al campus. La mejor práctica para carreteras con velocidades que exceden regularmente las 25 mph y 6000 automóviles por día es establecer carriles para bicicletas protegidos con barreras verticales o elevaciones elevadas del tráfico de vehículos motorizados [3]. We urge UCSD to work with the City of San Diego and SANDAG to create safe, protected micromobility routes for all ages and abilities to all destinations within at least two miles of campus. 

Reiteremos que apoyamos firmemente garantizar la seguridad de todas las personas que viajan por el campus. Creemos que esto se puede hacer de una manera no punitiva que crea y refuerza un ambiente acogedor para que todos puedan viajar al campus y sus alrededores a través de una variedad de modos de transporte alternativos. Esperamos trabajar con usted para lograr esta visión. 

Sinceramente,

Michael Davidson, Assistant Professor, UC San Diego
Paul Jamason, IT Services, UC San Diego; Board Member, BikeSD

En nombre de BikeSD, una organización de defensa independiente, no gubernamental y sin fines de lucro. Nuestra misión: establecer a San Diego como una ciudad ciclista de clase mundial y crear una comunidad urbana más habitable promoviendo la conducción diaria y abogando por la infraestructura ciclista. https://bikesd.org/ 

 

References

[1]: “Proposed Addition to UC San Diego Policy and Procedure Manual (PPM).” November 2019. UC San Diego. http://adminrecords.ucsd.edu/ppm/micromobility.html

[2]: Toole, Jennifer, & Bettina Zimny. “Transportation Planning Handbook, Ch. 16: Bicycle and Pedestrian Facilities.” Federal Highway Administration, US Department of Transportation, Washington, DC. https://nacto.org/wp-content/uploads/2011/03/Transportation-Planning-Handbook-Bicycle-and-Pedestrian-Facilities.pdf

[3]: University Community Plan Update: Existing Conditions Summary. April 2018. City of San Diego. https://www.sandiego.gov/sites/default/files/final_university_cpu_ecr_report.pdf

[4]: Designing for All Ages & Abilities: Contextual Guidance for High-Comfort Bicycle Facilities. December 2017. National Association of City Transportation Officials. https://nacto.org/wpcontent/uploads/2017/12/NACTO_Designing-for-All-Ages-Abilities.pdf


Upon completion of the western segment of W. Pt Loma this fall, biking options will look like this. Explore the W. Pt Loma + Sports Arena Blvd corridor in this google map.

Completion of the West Point Loma Blvd Cycletrack (eastern segment)

Looking west down W. Point Loma Blvd towards Adrian St.
Photo looking west down W. Point Loma Blvd towards Adrian St. showing some of the new 2019 bike lane striping.

Returning from scientific meetings and a holiday in July, I found the eastern span of the W. Pt Loma Blvd cycletrack completed (Adrian Street to Sports Arena Blvd). This is reason to celebrate. I’m personally happy because my partner’s daily commute to work is safer, and she already sees more bicycle and scooter riders on the track. As a community, Point Loma is one major step closer to having a fully connected bike way between Ocean Beach and Old Town Station. The San Diego River Bikeway currently connects these nodes, but for those that want to access the restaurants, breweries, businesses or neighborhoods between Old Town and OB, this new cycletrack on W. Pt Loma is a potential game changer.

Upon completion of the western segment of W. Pt Loma this fall, biking options will look like this.
Upon completion of the western segment of W. Pt Loma this fall, biking options will look like this. Explore the W. Pt Loma + Sports Arena Blvd corridor in this google map.

The new cycletrack offers slow and fast riders space to safely maneuver, and generally increases the visibility of traffic at intersections. Turning left across W. Pt Loma is easier than before in the stretches where there is now one full speed (35 mph) travel lane, rather than two, to reach the center turn lane.

There is still room for improvement in the westbound direction as riders cross from Sports Arena Blvd onto W. Pt Loma Blvd. Across the interchange, westbound traffic changes from two travel lanes and a bicycle lane, to two travel lanes with bicycle sharrows, until the street widens back to separated bike lane after clearing the southbound left turn lane. I was taught in driver’s ed to never change lanes within an intersection, and regularly encounter confusion between cyclists and drivers over how to merge through this intersection.

Corner detail of West Point Loma Blvd and Sports Arena Blvd

All in all, I enjoy this new W Pt. Loma route more than ever. I look forward to completion of the western segment so that I too can enjoy a safer daily commute. I often pass people or dogs walking in the new cycletrack, and with ample space to pass, it feels like the street is more accessible to all. The western segment will also improve Rue de Orleans and W. Pt Loma Blvd - one of the more dangerous intersections identified as one of the ‘Fatal 15’ locations where repeat fatalities occur. These ‘Fatal 15’ inform the city’s Vision Zero approach for targeted pedestrian safety improvements.

 

Help BikeSD bring safer streets for all San Diegans
Yes! I want to support BikeSD and their their advocacy work!

Action Item: Send a Letter in Support of 30th Street Protected Bike Lanes

Action Item: Send a Letter in Support of 30th Street Protected Bike Lanes

Click here to send an email right now

EVEN BETTER:
Write your own personal message to kevinfaulconer@sandiego.gov y christopherward@sandiego.gov. Modify this sample letter and copy/paste to your personal email app:

 

Greetings Mayor Faulconer and Representative Ward,

I support adding protected bike infrastructure to 30th Street in North Park. Thank you for your leadership and efforts to bring these improvements to our community. There are many benefits that these lanes bring, especially for health, environmental, and economic benefits. These innumerables beneficios extend beyond the bike and scooter riders who use the bike lanes, which can result in calles más seguras para todos, menos congestión y, en última instancia, menos competencia por los espacios de estacionamiento ya limitados.

Many of the business owners along the 30th Street corridor will benefit from increased business and foot traffic through their stores. There is significant Un precedente para la infraestructura de ciclo que aumenta los ingresos del negocio.

To help reach our City’s climate action goals, investing in protected bikeways along neighborhood commercial streets like 30th Street is critical. Protected bikeways allow safe travel for people of all ages and will allow more people to choose environmentally beneficial mobility options like scooter and bike instead of making a car trip.

San Diego has the weather, the geography, and the existing road space to become a world class walking, biking, and scootering city. I’m excited to see how all of our communities can become connected through investments like the protected bikeways along 30th Street.

Sinceramente,

_____________

Action-Alert-30th-D3

Send a letter in support of 30th Street protected bike lanes right now

Send a letter in support of 30th Street protected bike lanes right now

Click here to send an email right now

Writing your own personal message to kevinfaulconer@sandiego.gov y christopherward@sandiego.gov is always better, but here’s a sample letter you can modify:

 

Greetings Mayor Faulconer and Representative Ward,

Thank you for supporting the plan to add protected bike infrastructure to 30th Street in North Park. There are numerous benefits to the community, spanning health, environmental, and economic considerations. There are innumerables beneficios for communities that extend beyond the bike and scooter riders who use the cycletracks, which can result in calles más seguras para todos, menos congestión y, en última instancia, menos competencia por los espacios de estacionamiento ya limitados.

Many of the business owners along the 30th Street corridor will benefit from increased business and foot traffic through their stores. There is significant Un precedente para la infraestructura de ciclo que aumenta los ingresos del negocio.

To help reach our City’s climate action goals, investing in protected bikeways along neighborhood commercial streets like 30th Street is critical. Protected bikeways allow safe travel for people of all ages and will allow more people to choose environmentally beneficial mobility options like scooter and bike instead of making a car trip. As the cost of gasoline continues to rise, the return on this investment will be invaluable to some of our most vulnerable citizens.

San Diego has the weather, the geography, and the existing road space to become a world class walking, biking, and scootering city through smart design and planning. I’m excited to see how all of our communities can become connected through future  investments like the protected bikeways along 30th Street.

Sinceramente,

_____________

Action-Alert-30th-D3

Protected bike lanes on 30th Street

Carta en apoyo de los carriles para bicicletas protegidos en la Calle 30 en North Park

El miembro de BikeSD, Matt Schalles, envió este correo electrónico y quisimos compartirlo. Apoye los carriles para bicicletas protegidos en la calle 30 enviando su propio mensaje hoy a kevinfaulconer@sandiego.gov y christopherward@sandiego.gov.

 

Protected bike lanes on 30th Street

Greetings Mayor Faulconer and Representative Ward,

Thank you for supporting the plan to add protected bike infrastructure to 30th Street in North Park. There are numerous benefits to the community, spanning health, environmental, and economic considerations. There are innumerables beneficios para las comunidades que se extienden más allá de los ciclistas que usan las pistas de ciclismo, lo que puede resultar en calles más seguras para todos, menos congestión y, en última instancia, menos competencia por los espacios de estacionamiento ya limitados.

Me pregunto cuántos de los dueños de negocios a lo largo del corredor se beneficiarían de un aumento en el tráfico comercial y peatonal a través de sus tiendas. Hay significante Un precedente para la infraestructura de ciclo que aumenta los ingresos del negocio.

La infraestructura ciclista es una inversión. Para ayudarnos a alcanzar nuestros objetivos de aumentar el número de usuarios de bicicletas, primero debemos proporcionar la infraestructura. Datos del Reino Unido, que ha invertido mucho en infraestructura de ciclismo en los últimos años, mostró aumentos tan grandes como 50-75% en dos años después de la instalación de las pistas de ciclismo. A medida que el costo de la gasolina sigue aumentando, el retorno de esta inversión será invaluable para algunos de nuestros ciudadanos más vulnerables.

San Diego has the weather, the geography, and the existing road space to become a world class biking city through smart design and planning. I'm excited to see how all of our communities can become connected through future bicycling investments.

Sinceramente,
Matt Schalles

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