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.

 

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Balboa Ave Station's poor access for bikes and pedestrians

Poca esperanza para MidCoast y la estación de tránsito de Balboa

Balboa Ave Station's poor access for bikes and pedestriansThe City of San Diego's Balboa Specific Plan irá a la Comisión de Planificación de San Diego tomorrow at 9:00 AM, mañana a las 9:00 AM, jueves 13 de diciembre,en Council Chambers, piso 12, edificio de administración de la ciudad, 202 C Street, San Diego CA 92101. Luego se escuchará en el Ayuntamiento el próximo mes.

BikeSD no es compatible con el Plan Específico de Balboa (aquí se encuentra el PDF del plan completo)porque carece de visión para una entrada ecológica a la comunidad de Pacific Beach. BikeSD apoya a los diversos miembros de la comunidad que abogan por un plan mejor que no apunte hacia un futuro centrado en el automóvil para esta estación o esta comunidad.

This area of San Diego is receiving a $2.2 billion dollar investment as one of the nation’s thirteen 'EcoDistrict Communities' yet the City fails to support this vision in its design of Balboa Transit Station's with limited access from across Interstate 5 from the west, Pacific Beach.

Any transit station is only successful if it addresses the last mile connection between where residents live and the transit services they're ultimately seek to use. Despite a gap between Mid-Coast and Bay that is less than a mile, the Balboa Specific Plan presents no real solution for getting active commuters safely across the I-5 freeway. This will severely lower the use of this new station.

The new station design accommodates car and truck access well, with ample parking lots. But for transit riders who approach the station on foot, by bike, wheelchair, or micro-mobility devices, all that's provided is a 4-foot wide path across Balboa Avenue. To be successful, this station needs a bigger, first-class multi-use path.

Para empeorar las cosas, el pequeño puente provisto en el Plan lleva a los ciclistas y caminantes al lío de una intersección congestionada de vehículos en Garnet Ave. y Mission Bay Drive. Esto es deficiente, terrible planificación.

BikeSD says it's time to listen to the residents. They are asking for a multi-use bridge over the I-5 to safely connect all transit users to their homes, to the beach, to Mission Bay, and to the businesses in Pacific Beach. They're asking for a design that lets these residents enjoy their last mile along the waterfront, visiting a local coffee shop, or just getting some fresh air before their next task in life.

Necesitamos que el puente (o túnel) propuesto a través de la I-5 esté en el plan y sea priorizado. Se puede hacer y se debe hacer lo antes posible. El plan también debe incluir carriles para bicicletas Clase IV en Garnet Ave. y Mission Bay Drive, señalización dedicada para bicicletas e intersecciones protegidas.

Esta estación se abrirá y pronto, y es emocionante para nuestra región tener una nueva y hermosa línea de tránsito, pero si no podemos acomodar a estos viajeros ecológicos, hemos fallado en el proceso.

And it's also critical that MTS be part of this discussion. Large buses into and out of Pacific Beach is not the answer - innovative small autonomous shuttles will support this movement in a better way and I hope SANDAG and MTS can pilot such a program.

BikeSD recomienda a los defensores del ciclismo, la marcha y el scooting que vayan a la Comisión de Planificación y hablen para agregar un mejor acceso de uso múltiple a la nueva estación, especialmente desde el enfoque del oeste (Pacific Beach).


Cover slide of the Gilman Drive road diet presentation, November 2018, by Judi Tentor

Gilman Drive (La Jolla) buffered bike lane update

Cover slide of the Gilman Drive road diet presentation, November 2018, by Judi Tentor
Cover slide of the Gilman Drive sewer line re-striping presentation, November 2018

A four-lane road, Gilman Drive in La Jolla near the Univ. of California San Diego (UCSD), recently had new sewer lines installed. A stretch of this newly-repaved road was mere weeks away from getting re-striped when BikeSD mobilized to have the speed limit reduced and buffered bike lanes added.

BikeSD Executive Director Judi Tentor quickly assembled a Powerpoint and made a presentation to the University City Planning Group (UCPG) to show the many ways a road diet would improve the Gilman Drive corridor for all users. The Planning Group was enthusiastic about everything in Judi's presentation, though UCSD felt it could only contribute improved lane striping (in the form of buffered bike lanes rather than a full lane/parking removal as part of their sewer line replacement.) Still, it was the most suppportive community planning group reaction Judi ever attended.

After the presentation at UCPG, BikeSD received tentative support for a change of striping from staff at UCSD. So BikeSD worked with San Diego city staff engineer Brian Genovese to get revised striping plans for Gilman Drive that include new buffered bike lanes. These drawings were completed in early December and sent to UCSD for use in the university's Gilman Drive re-striping coming later this month. BikeSD and all the UC area cyclists are hopeful about seeing this improved striping get used when UCSD closes up the sewer line project.

What remains, however, is a full set of safety improvements for bikes and scooters along the Gilman Dr corridor. In principle, UCSD says it supports narrowing the lanes, reducing traffic speeds, and a fully protected bike facility along Gilman Drive. It will be interesting to see whether this will translate to future UCSD explicit calls for making the most of this corridor. BikeSD looks forward to partnering with UCSD, the UCPG, and CalTrans in expanding safety and access for all users along the entire Gilman Dr. corridor.


Normal Street Promenade before and after photo. Left side shows University at Normal St as currently configured in 2018. On the left, a rendering in 2016 of the promenade.

Normal Street Promenade Workshop Seeks Biker Input on January 24

Normal Street Promenade before and after
The image at right is a 2016 artist's rendering by KTU+A of a potential configuration of a new Normal Street. It isn't the current design under consideration but merely a sketch.

 

Hillcrest could have a new urban park-like ‘promenade' by the year 2020, if Councilmember Chris Ward’s plan for the Normal Street Promenade meet with success. The Normal Street Promendade (2016 sketches shown above) will piggyback onto SANDAG's Eastern Hillcrest Bikeway Project (Phase 2) through this corridor in order to take advantage of the street redesign SANDAG will do for the bike lanes. BikeSD has offered qualified support for this new Normal Street pedestrian and biking promenade — but we want all BikeSD members to come to the community meetings where the fate of the Promenade and its SANDAG bikeways will be determined.

The Promenade project is on a relatively quick timeline, faster than most City projects of this nature. There will be two community input “workshops” held on Tuesdays, January 24 and February 19, 2019, at Joyce Beers Hall (3700 Vermont St). These workshops will be followed by a vote at the March 5 Uptown Planners board meeting. In addition, the Normal St. Promenade project is being accelerated by Chris Ward’s office by asking San Diego Dept. of Street Design engineers to be attend both the workshops. The hope is that this will reduce the ‘friction’ that SANDAG infrastructure projects usually encounter at San Diego’s DSD when the city’s engineers don’t understand changes to street design.

One concern for Uptown bike advocates is the additional delay to the Eastern Hillcrest Bikeway Phase 2 (EHB) created by allowing time for a new Promenade design. As BikeSD board member Jeff Kucharski (@JeffKucharski_) noted, SANDAG is already pushing back the expected completion date for EHB by 3-6 months to accommodate this new Normal Street Promenade design. Jeff also notes that nominal support from Hillcrest organizations like Hillcrest Business Association can turn into dismantling of bike lanes. “In 2015, HBA publicly advocated for 'Transform Hillcrest' while privately gutting the University Ave bike lanes. It's easy to see a similar scenario happening here when the Promenade hits headwinds,” he said.

It’s critical that BikeSD's biking, scooter, and mobility advocates attend the workshops and Uptown board meeting to make sure the proposed 2-way cycle track and other enhancements remain the centerpiece of the new design. And to press both SANDAG and CM Ward’s office to ensure that the Eastern Hillcrest Bikeways are not excessively delayed in the process of designing this Promenade. The January 24 and February 19 community workshops also offer an opportunity for BikeSD members to also speak up for mid-speed infrastructure within the Hillcrest community, so we’ll be sending out notices to BikeSD members with details about the workshop next month.


Add yourself to the BikeSD mailing list. To get updates on Uptown bikeway projects like the Normal Street Promenade above, check the box for "Uptown" on our sign-up form here: https://bikesd.org/add-mailing-list/


Three red JUMP bikes on University and 4th Ave in San Diego, CA.

Paseos en bicicleta gratis de JUMP hasta el 9 de diciembre.

Three red JUMP bikes on University and 4th Ave in San Diego, CA.On November 19, 2018, Uber announced the launch of dockless electric bikeshare service JUMP in San Diego. JUMP bikes are electric and provide a boost with every pedal (up to 20 mph), making it easier for riders to get around their city without breaking a sweat.

If you've been wanting to see what it feels like to ride an ebike, this is a great opportunity to check them out at no cost. Uber is giving everyone five free trips up to 30 minutes long each day through December 9. Unlock them using the Uber app by tapping the “mode switch” at the top of the Uber homescreen, select a bike, and the app will give you a pin number so you can unlock your bike. The JUMP Bikes app works pretty much the same way.

Uber's "free ride" promotion of JUMP ebikesWhile pricing varies by city, in San Diego at launch, ebikes will cost $1 to unlock and then just 10 cents per minute to ride.  JUMP will start with 300 bikes available across a 28 square mile radius, from Pacific Beach all the way downtown to Crim avenue; and from the northmost point at Chalcedony St. to the southmost point at National Ave.

In 2017, JUMP bikes launched the first ever dockless electric bike share system in the United States. JUMP’s pedal assist bikes are available in Austin, Chicago, Denver, New York City, Providence, Sacramento, Santa Cruz, San Francisco, Santa Monica, Los Angeles, and Washington, D.C. They also have scooters available in Austin, Santa Monica and LA.

In California, JUMP is already bringing multimodal transportation to users across the state. In October, JUMP started expanding its fleet of bikes San Francisco, from 250 to 500 bikes after data showed that over 38,000 unique riders took more than 326,000 total trips during the pilot. Around Sacramento, JUMP recently expanded its service area by more than 50 percent to meet demand of more residents. And last week, it announced that it started deploying 3,000 ebikes and scooters across LA.

BikeSD is happy to see expanded options for bikeshare in San Diego. However, the continued shortage of safe, high-quality bike lanes across San Diego remains a substantial hindrance for riders of all kinds of low- and human-powered vehicles. We hope companies like Uber and JUMP will become partners with BikeSD to expand our advocacy and educational efforts. Without significant biking/mid-speed infrastructure improvements in San Diego, the adoption rate and potential of these new transport modes will always be limited.