Resurfacing List graphic

Listado de proyectos de repavimentación de carreteras (SB1)

Listado de proyectos de repavimentación de carreteras (SB1)

Resurfacing List graphic

Here’s a list of all resurfacing projects being funded under SB1. Resurfacing is a prime opportunity to insist that bike/mobility lanes be added on that street, as part of the resurface work. If you see a street near you on this list which is getting resurfaced soon, please let us know if it’s appropriate for bike lanes.

Click to see the list of road resurfacing projects


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!

Concept Sketch of Normal Street Promenade

Normal Street Promenade Workshop - Thursday, January 24, 6:00 PM

Concept Sketch of Normal Street Promenade

The Normal Street Promenade will be a new public space in Hillcrest along Normal Street between University Avenue and Washington Street and will be the first transit-oriented pedestrian promenade in San Diego.

Concept Sketch of Normal Street PromenadeTo develop the final concept, the City of San Diego and SANDAG will work with the community through a series of workshops. The conference room at Joyce Beers Community Hall will have different stations showing the bare bones concept and then a visual preference station showing options for lighting, landscaping, etc.

The first workshop will be held:

DATE: Thursday, January 24th
TIME: 6:00-9:00 p.m.
LOCATION: Joyce Beers Hall, 3900 Vermont St, San Diego

Please be sure to join fellow residents and learn more about this upcoming project. More background on our earlier report on the Normal Street Promenade here.


RSVP for workshop on Facebook

West Point Loma Blvd. showing cyclists riding on sidewalk, 2019

West Point Loma Blvd bike lanes: still no approval from PCPB

West Point Loma Blvd. showing cyclists riding on sidewalk, 2019

On Thursday night, staff from San Diego's Traffic & Storm Water Division (TSW) presented slides detailing the West Point Loma Blvd bike lane project to the Peninsula Community Planning Board (PCPB). The project encompasses a "road diet" on a 4-lane-wide stretch of West Point Loma Blvd., reconfigured to a 2-car-lane street with a Class 2 bike lane (paint-buffered only) and other traffic calming measures. This was the third presentation since October 2018 made by the city to the Peninsula community board about the West Point Loma Blvd. bike lane project. TSW's slideshow gave PCPB the results of their detailed traffic analysis, parking study data, lane configuration drawings, and Level of Service (LoS) impacts — all of which showed minimal impacts on drivers along the corridor — in an effort to win approval from the community board for the project.

Unfortunately, the PCPB did not approve the project, though it also did not make a motion of denial.

San Diego TSW engineer Madeline Saltzman presenting to the Peninsula Community Planning Board, January 17, 2019Speakers in support of the project from BikeSD and San Diego County Bicycle Coalition urged the board to approve the bike facility. There were also others, including local residents on West Point Loma Blvd, that also spoke in favor of better bicycle facilities along this corridor.

There were also a handful of residents that were opposed or had questions. Two audience members took issue with the term "road diet," and insisted that this should be called a "lane removal." Board members' questions focused on issues of traffic delay, the 'back-in/angled parking' configuration, the decline from a Grade B to a Grade C 'Level of Service', and the 'math not working out' when a car lane was removed. These questions were challenging for TSW staff, who gave technical answers that didn't mollify critics on the board.

Many of the PCPB board members shared desire for better bicycle facilities but still wanted to critically discuss specific design elements. Nicole Burgess of BikeSD said, "I think some them truly want to be traffic engineers."

In the end, there was no vote on the project but the board passed a motion calling for the City to return and discuss it further at the PCPB Transportation Subcommittee.

BikeSD's Nicole Burgess speaking in favor of the West Point Loma bike lanesNicole Burgess wrote San Diego Mayor Kevin Faulconer immediately following the meeting, "I believe the City has done due diligence and provided adequate information as they have presented three times now at the PCPB. Also, as a reminder, the OB Planning Group unanimously supported a road diet to provide safe bicycle facilities."

BikeSD believes that Level of Service (LoS) should not be the focus of presentations about bike infrastructure, just as it has been removed as a valid topic for CEQA studies. LoS leads to a very narrow discussion about the impact on drivers and travel-time rather than safety and the equitable use of public rights-of-way. Instead, the Vision Zero Systematic Solutions for Safety should be the leading guideline for these types of improvements. We can not let Community Planning Groups make final decisions for the safety measures needed for our streets to meet Vision Zero and CAP goals.

The West Point Loma bike facility was originally proposed by the Bicycle Advisory Board back in the spring of 2018, with unanimous support for the project. For the safety of all road users, BikeSD is hopeful that Mayor Faulconer and Councilmember Jennifer Campbell will advocate for this type of improvement in their community. We applaud TSW's proposed striping plans and believe this Class 2 bike lane is an essential piece of the puzzle to fill in the gap along this corridor.

 


Yes! I support BikeSD's advocacy for safety. Tell me about becoming a member...
(Además, reciba una camiseta gratuita de BikeSD con cada membresía, hasta agotar existencias).


Map of the 2018 Downtown Mobility Plan

El Plan de Movilidad del Centro toca el suelo pero queda mucho trabajo por hacer

The first stripes of the Downtown Mobility Plan are laid on J Street, December 2018

Map of the 2018 Downtown Mobility Plan
The Downtown Mobility Plan (DMP) has broken ground in San Diego as of December 19, 2018! Paint crews began striping thermoplastic lanes along J Street and the entire DMP Phase 1 should be complete “in a few months time,” according to Mayor Faulconer. This day has been a long time coming after years of planning, delays and cost overruns, but we’d like to offer our thanks to Mayor Faulconer for pushing this project forward over the last couple of months. We note that in 2016 the mayor pledged to complete all cycletracks during his 2nd term.

La primera fase del Downtown Mobility Plan creará pistas para bicicletas Clase VI en:

  • Beech Street desde Pacific Highway hasta Sixth Avenue
  • Sexta Avenida de Beech Street a Harbor Drive
  • Calle J desde 1st Avenue hasta Park Boulevard

Estas pistas son de dos vías para ciclistas (carriles especiales para bicicletas que brindan un derecho de paso para ciclistas y ciclistas dentro de la carretera). Los autos estacionados, los postes flexibles y las variaciones de grado separarán las pistas del tráfico vehicular. Cuando las tres fases estén totalmente desarrolladas, el Plan de Movilidad del Centro proporcionará 9,3 millas de estas pistas para bicicletas de dos vías alrededor del centro de San Diego, conectando puntos como el Centro de Convenciones con el Parque Balboa.

photo of DMP press conference Dec 21, 2018

R-L: CM Chris Ward, Mayor Faulconer, SDCBC's Andy Harkan, BikeSD's Nicole Burgess, and Randy Torres-Van Vleck at the press conference announcing the start of the Downtown Mobility Plan bikeway. - Dec 21, 2018

 

BikeSD estuvo allí al inicio de las discusiones para el Plan de Movilidad del Centro, estuvimos allí en abril de este año cuando la oficina del alcalde quiso cambiar el diseño y retrasar este proyecto 5 años adicionales, y también estuvimos allí para la conferencia de prensa de hoy. Aplaudimos al alcalde por sacar este proyecto tan a menudo retrasado de la División de Calles de la Ciudad y hacia las calles de la Ciudad.

While Phase 1 is a great start, Phases 2 and 3 represent the greater share of the Downtown Mobility Plan bikeways and will likely not unfold as quickly or easily as Phase 1. Natalia Torres, Associate Civil Engineer for the City’s Streets Division, explained that the later Downtown phases may not be managed by the City’s Streets Division but instead may be handled by the Department of Public Works (DPW). For those not familiar with the city’s bifurcated engineering divisions, this could be bad news for cyclists and scooter users because DPW is often slower to roll out infrastructure. DPW staff typically handle physical infrastructure like drains, underground wiring, and things like Americans with Disability Compliance elements. DPW often takes longer because they deal less often with things like bikeway design and surface configuration. And given that later phases of the Plan involved difficult pedestrian and bike connections to the notoriously bad Pacific Coast Highway, this challenge will be significant for DPW staff to handle.

BikeSD and other mobility advocates will need to continue to press the city to move forward on the DMP, especially to push the city to use the Streets Division to implement Phase 2 and 3 of the plan so that it doesn’t get slowed down. And we expect continued opposition from groups like the Little Italy Association, which has a history of opposing bike lanes in their district.

A pesar de que hoy fue un día para celebrar una pequeña victoria para andar en bicicleta, andar en bicicleta y caminar, hay un largo camino por recorrer para completar la visión del Plan de Movilidad del Centro. Los medios de comunicación pasarán de esta historia. Los funcionarios electos pueden cambiar o partir. El personal de ingeniería puede pasar a otros proyectos. Pero BikeSD estará allí, asegurándose de que el Plan de Movilidad del Centro continúe recibiendo atención y avance hacia la finalización completa.

 

Yes! I support BikeSD. Tell me about becoming a member...
(Además, reciba una camiseta gratuita de BikeSD con cada membresía, hasta agotar existencias).