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.

 


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Park Boulevard and Robinson Av intersection design 2018

Park Boulevard Bikeway - open house & traffic safety hearing January 8

SANDAG announcement of Park Blvd Open HouseMark your calendars for the January 8th open house and hearing about SANDAG's proposed Park Boulevard Bikeway Project. This event is focused on presenting the recently-completed Tráfico Park Boulevard y Evaluación de Impacto de Seguridad.

Fecha y Hora:
Tuesday, January 8, 2019
6 – 6:45 p.m. Open House
6:45 – 8 p.m. Public Hearing

Ubicación:
Roosevelt Middle School
3366 Park Boulevard
San Diego, CA 92103

 

El Tráfico y Evaluación de Impacto de Seguridad being presented at the open house has some very interesting bike and pedestrian path designs. Below is an image of the current intersection at Park Blvd. and Robinson Ave. Below that is a drawing from the Traffic Study showing how the new bike path is configured at this same intersection. The proposed bike lanes come up onto the corner bulb-outs and cross through the pedestrian space (taking the rider out of traffic lanes for many movements through the intersection). Please take a look at the Tráfico y Evaluación de Impacto de Seguridad para más detalles reveladores sobre este nuevo carril bici.

Street view of Park and Robinson intersection 2018
Intersección actual en Park y Robinson, mirando hacia el norte. Diciembre 2018.
Park Boulevard and Robinson Av intersection design 2018
Configuración de los carriles de baja velocidad y de los focos propuestos en la intersección de Park y Robinson, como se detalla en el Estudio de tráfico y seguridad (pág. 35). Enero 2019.

SANDAG's Transportation Committee is anticipated to consider whether the proposed project is exempt from CEQA at its February 1, 2019, meeting. Comments collected at this public hearing and open house (as well as written responses to those comments) will be provided to the Transportation Committee for its consideration before its February 1, 2019, meeting.

SANDAG's project director believes the Park Boulevard bikeway has broad community support and doesn't expect much, if any, opposition to the design. Nevertheless, we encourage all BikeSD members with an interest in the Park Blvd bikeway to attend and give their input. Support for bikeways in San Diego is never something to be taken for granted so it's important for bike advocates to speak in favor of these facilities at every public hearing.

Espero verte allí el martes a las 6 pm!


2018 Year End Update

BikeSD Campaigns 2018 - End of Year Report

2018 Year-End Update

BikeSD saw progress on a number of local campaigns for bike infrastructure in 2018 — as well as a few delays and setbacks. Here's the end-of-year scoop on several of them:

 

El Plan de Movilidad del Centro comienza

The first phase of downtown San Diego's bikeway was striped in late December with great fanfare. New two-way cycletracks along J Street are just the start, though finishing all three planned phases of the project will take sustained effort. Get the full scoop on progress to date on this central set of bikeways.

BikeSD le da a Gilman Dr. algunos carriles para bicicletas amortiguados

Una oportunidad de último minuto surgió durante un reemplazo de alcantarillado por UCSD a lo largo de Gilman Drive en La Jolla: se podrían agregar carriles para bicicletas con espacio amortiguado después de que la Universidad volviera a pavimentar el camino. Read about BikeSD's successful presentation to the UC Planning Group and where this led on the safety of the Gilman Dr corridor.

Potencial 30th Street Bikeway

A grassroots campaign called 'Right Side Club,' founded by Matt Stucky, pushed for a better north-south bike facility on the eastern side of Balboa Park. The city's current bike Master Plan on the east side were lackluster so Matt laid out a better plan for a bike facility along 30th Street. Check out some great thinking on this potential alignment.

SANDAG's Hillcrest Bikeway is modified

A recent push by City Councilmember Chris Ward's office to create a park-like urban space in Uptown, called "The Normal Street Promenade," has pushed back SANDAG's timeline for the Eastern Hillcrest Bikeways by 3 to 6 months. But the Promenade has led to some interesting changes in the bikeway design along Normal Street. Perhaps more importantly, the Promenade has created community-wide alliance to that's invested in seeing SANDAG's Phase 2 bikeways completed in full.

Balboa Avenue Station

El Plan Específico del Área de la Avenida Balboa ha sido una gran decepción para los defensores del tránsito, peatones y ciclistas. Un amplio estacionamiento, diseño de estación centrada en el automóvil, acceso deficiente desde puntos al oeste como Pacific Beach, una rampa de acceso estrecha y difícil para los no conductores. Read about our efforts to get changes in the Balboa Station plan.

Frontera a Bayshore en bicicleta

BikeSD estuvo en la reunión del comité de transporte de SANDAG para abogar por esta importante conexión y para alentar a MTS a trabajar con SANDAG, donde una nueva línea de autobús rápido se cruzará con la infraestructura de la bicicleta. Project information here.

 

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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).