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    • CommentTimeAug 8th 2018
    They repaved most of the downhill side too. Not quite as nice as the "highway" going uphill but good enough for going fast. They fixed the cracks and holes and two major root bumps that were there before.

    @BuildNCC tweet:
    Build NCC Alert: Motorists in Encinitas may experience short, intermittent delays on San Elijo Ave, between Cornish Dr and Verdi Ave (green highlights), on Aug. 9-10, between 9am-3:30pm, for construction of the Coastal Rail Trail. 2-way traffic will be maintained by flaggers.

    Build NCC July Project Update
    Progress continued along the North Coast Corridor throughout the months of June and July on critical highway, environmental, rail, and bike/pedestrian improvements.

    Coastal Rail Trail Bikeway Crews Focus on Underground Utilities
    Coastal Rail Trail bikeway construction crews are focused on relocating drainage facilities both at the north end of the project near Santa Fe Drive and verifying utilities near the south end at Chesterfield Drive. Crews are also building a modular retaining wall near the north end to support the foundation of the new bike trail.

    Coastal Rail Trail bikeway crews work on a drainage facility between San Elijo Avenue and the rail line.

    Below is a snapshot of construction activities taking place in August.
    Bike and Pedestrian Improvements:
    • Constructing retaining walls along San Elijo Avenue for the Coastal Rail Trail
    • Performing drainage improvements along San Elijo Avenue in advance of constructing the Coastal Rail Trail
    • Completing retaining walls on the south side of Santa Fe Drive and Encinitas Boulevard at I-5
    • CommentTimeAug 9th 2018 edited
    Old Knotty Buoy:From Twitter: BikeSD re-tweeted from Evan Schumacher

    I haven't done a "no brakes/speed run" down Torry Pines (northbound) since the late 1990's.

    Time to do that again, apparently.

    The favorite part of my daily commute home. When the wind is right and you dare you can hit 50mph.

    1. I have a fast Recumbent.
    2. I weight over 230lbs and the bike+gear is 40lbs.

    I expect closer to 60 if I'm stupid enough.

    Alga Road a few years ago:

    I remember hitting 60 mph a couple of times when I was younger, e.g. descent of the steep part of Palisades Drive (way before there was Strava)

    Now I'm not sure if I'm remembering correctly-maybe it was only 50 mph? In the last few years, my max has been around 40 mph. No great joy in descending fast on pavement--a lot of time it's just a matter of getting it over with.

    SANDAG: Tweet

    Overnight full closure of Friars Road planned Sunday–Thursday nights through the end of August 2018, from 7pm-5am. Please follow all traffic controls and detours. For details, visit

    Proposals call for miles of improved bike lanes throughout the Village and Barrio with several different concepts, one being a cycle track.
    Photo by Shana Thompson

    Village and Barrio Master Plan highlights mobility
    Steve Puterski August 17, 2018
    CARLSBAD — Mobility is a priority for the city, especially in Carlsbad Village and Barrio neighborhoods. The recently passed Village and Barrio Master Plan outlines numerous concepts and proposals to increase pedestrian, cycling and vehicle safety. The plan also lays out ideas for a Grand Avenue promenade and numerous street connections across the railroad tracks and under Interstate 5 at Grand Avenue.

    Other priorities include trenching the railroad tracks; although the City Council has made it a goal of the city regardless of the master plan, adding roundabouts and bulb-outs to slow turns at intersections in the Barrio, as well as other traffic calming measures and pedestrian improvements. Mobility and easy in-and-out access to the neighborhoods will come in several phases, in addition to other aspects of the plan, which range between one to six years.

    “A next step for this project is we got this phasing plan and how do we implement it,” Carlsbad Senior Planner Scott Donnell said.
    Walkways and Streetscape

    Creating livable streets is a priority and one call to action is designs for pedestrians. For example, the plan calls for all sidewalks to have a minimum width of 5 feet. For high-foot-traffic areas, more than 5 feet is preferred, schools at least 6 feet and primary commercial streets call for 10 feet.

    Crosswalks are another point, where the plan calls for additional measures to increase slower traffic and handle more foot traffic. One proposal is to incorporate more pedestrian “scrambles,” crosswalks with diagonal pathways like the one at Carlsbad Village Drive and Carlsbad Boulevard.

    Mobility and easy in-and-out access to the neighborhoods will come in several phases, in addition to other aspects of the plan, which range between one to six years. Photo by Shana Thompson

    Bike paths and Traffic

    Thousands of residents and visitors take to the streets each year on bikes. Residents who have spoken during public meetings have voiced their concerns for more safety and distance between bikes and vehicles in many areas.

    Proposals call for miles of improved bike lanes throughout the Village and Barrio with several different concepts, one being a cycle track. A cycle track offers a protected bike lane separate from motorists by a median or something similar. The bike paths, though, would be implemented where space and logistics allow. For safety measures, the plan details recommendations for bike boxes at intersections to allow cyclists a head start. In addition, bicycle signal prioritization is also an option incorporating bike boxes to allow cyclists to safely get across an intersection before motorists.

    For motorists, the city has laid out a concept for nine bulb-outs, eight traffic circles and a shared space intersection in the Barrio. “I think the big benefit for Barrio residents … it’s more in the vision regarding traffic safety and improvements for pedestrians,” Donnell said. “Lighting, better sidewalks and ways for slowing cars is all laid out here. That’s really one of the major components of this plan that truly reflects what residents wanted.”
    Grand Avenue promenade, street connections

    A possibility is floating for creating a Grand Avenue promenade, which would turn the eastbound lane into a walkable area. Sidewalks would be 32 feet wide and include a cycle track with a median separating drive-thru traffic from the promenade. The westbound lane, which is already two lanes, would feature one lane in each direction. Motorists traveling north from Carlsbad Village Drive, though, would still be able to turn at various traffic lights intersecting with the promenade.
    More in article.

    Related Article:
    Some changes for land use in Village, Barrio plan
    Steve Puterski August 9, 2018,
    news desk August 17, 2018
    There was overwhelming public backing at the June meeting; retracting that motion was a disservice to Mr. Vick and to the community at large. On September 10, 2018, I hope that the VCCPG will approve a motion identical to that of June and will push the County to proceed. We are running out of time.

    KEVIN SMITH, Valley Center

    La Jolla Parks and Beaches address next year’s Concours, Scripps Park comfort station and more

    Dave Schwab August 10, 2018
    During discussion of La Jolla allegedly being “under-parked” in terms of having less space than average devoted to public parks, LJPB chair Ann Dynes said there might be alternative space available that has yet to be considered.

    “It turns out that the answer might be in public right-of-way in our streets,” Dynes said. “We have a lot of very wide streets that could be reconfigured to accommodate recreational uses and additional green space.”

    It was pointed out that nearly half of all city-owned land is tied up in streets and parking lots.

    “We all own it (streets),” said Dynes. “We can decide additional things to do with it. We need to take a broader view of parks, including recreational activities, and discussion of the public right-of-way on streets is very much on point.
    -------- -------- -------- -------- -------- --------
    In vetting turning the La Jolla bike path stretching between La Jolla High and Bird Rock into possible park space, LJPB planner Sally Miller said, “Everyone I’ve ever talked to wants the bike path left as dedicated open space. That’s what it is in the community plan. They don’t want to do a dog or skateboard park or water or benches that people could sleep on. They just want it left as open and natural space.

    Sounds like the neighbors just want the bike path to stay under the radar,” said chair Dynes.

    No, they just want it to be used by everybody,” replied Miller.
    Residents largely oppose roundabouts on Lomas Santa Fe
    Brittany Woolsey August 24, 2018
    Solana Beach residents over-packed city hall on Aug. 22, largely with one message for the city council: roundabouts don't belong on Lomas Santa Fe Drive. The four proposed roundabouts — dotted along the east side of the four-lane road between Las Banderas and Highland — were part of a staff report on phase two of the Lomas Santa Fe Corridor Improvement Project, which aims to add new and improve existing walkways and bike lanes, overhaul intersections to enhance flow and safety, renovate public transit stops and rejuvenate landscaping. The segment of the meeting was informational and therefore no council action was immediately taken.

    Known commonly as traffic circles, modern roundabouts have been used in some parts of the U.S. and widely in Europe to slow vehicles and reduce fatal crashes at intersections, while keeping traffic moving. Consulting traffic engineer Dawn Wilson pointed to local examples in Carlsbad, Encinitas and Vista. She said roundabouts reduce conflict points; eliminate head-on and broadside collisions; and minimize pedestrian crossing distances.

    About 20 residents flooded public comments, with many expressing their disregard for the roundabouts. Some said the traffic circles would increase emergency response times and promote drivers finding shortcuts in nearby neighborhoods to avoid slowdowns. Many residents said they conducted neighborhood surveys, with as many as 97 percent of residents opposing traffic circles.

    "It should be very obvious to the council that there's a very strong consensus that you don't need four roundabouts," said resident Al Evans.

    Many said the proposed roundabout at Highland and Lomas Santa Fe, especially, was not needed. City staff and consultants proposed the option to encourage drivers to drive slower and safer. The speed limit there is 40 miles per hour, but some residents have complained of vehicles commonly driving much faster there.

    Harley Gorton, of San Elijo Hills, believed the roundabout in that intersection would actually make the area more dangerous for bikers and pedestrians because of the "continuous traffic from several directions."

    The alternative to the roundabouts is to revise street striping to include buffered bike lanes and install center medians. Both options include a multi-use trail on the road's north side, which residents largely objected to at the meeting. Other residents proposed a "hybrid plan" that would include a mix of roundabouts and striping. They also suggested lowering the speed limit, narrowing lanes and installing "shame" signs that warn drivers of their speed.

    Council members argued people expressed similar complaints prior to the city's Coastal Rail Trail project along Highway 101 a few years ago, but now that road is utilized daily by walkers and bikers, in addition to motorists. While most in attendance argued against roundabouts, a few also supported them as ways to calm traffic, reduce speeds and beautify the area.

    Karl Rudnick, a cyclist, said he believed roundabouts would provide safety with four-way stops and provide a"strikingly beautiful entrance to the city." He said a permanent speed regulation device should be placed in neighborhoods near roundabouts. "I see this as an innovative plan for the future," said the co-founder of the group

    Another resident said she liked the idea of roundabouts but wasn't sure how the two-lane stretches could be reduced to one lane at the roundabouts.

    Council members Lesa Heebner and Jewel Edson favored the roundabout at Highland Drive and Lomas Santa Fe as a "nice entrance" to the city. Heebner said she could not support grant money being spent toward engineering studies for traffic circles in any other areas and also suggested the city look at the intersection of Hilmen Drive and Lomas Santa Fe to see what can be done to make that area safer for pedestrians and children at the nearby Boys & Girls Club. Council member Peter Zahn suggested the city study two roundabouts as a compromise. Wilson said four roundabouts were ideal to maintain a consistent driving speed of 35 miles per hour along the corridor.

    Other proposed elements of the project include updated benches, bus stops, a "pocket park" at Lomas Santa Fe and Stevens Avenue, curb extensions, additional on-street curb parking, buffered bike lanes, raised/landscaped median islands and continental pedestrian crossings.

    City staff noted a CATS survey conducted earlier this year that indicated 64 percent of residents supported improving bike lanes; 45 percent cited slowing traffic as a priority; 33 percent cited lack of bike facilities as a deterrent to bicycling; 70 percent believed better sidewalks would encourage more pedestrian activity; and 25 percent indicated a lack of safe sidewalks prevented people from walking to their destinations. Residents at the meeting argued they weren’t aware of the survey and therefore did not participate to indicate their opposition to the project. City Manager Gregory Wade informed the crowd that the poll was distributed in an e-mail blast to online subscribers.
    La Jolla Parks & Beaches to form Fay Ave. Bike Path committee: Plan calls for creation of maintenance fund
    Ashley Mackin-Solomon September 5, 2018
    a Jolla Parks & Beaches (LJP&B), the same group that worked to improve safety along the Fay Avenue Bike Path, is looking to make a more long-term mark on the nearly one-mile lane. The board voted, during its Aug. 27 meeting, to formalize efforts to maintain the Bike Path and create a committee pursue a fund that would cover future path maintenance expenses.

    The Fay Avenue Bike Path (also known as the La Jolla Bike Path) sits between Nautilus Street and Mira Monte, and is used by both cyclists and pedestrians. Immediately east of the bike path are steep, sensitive slopes that contain native vegetation. There are also connecting, unpaved walking paths that continue south to Camino de la Costa. Some of this section, though, is owned by the La Jolla United Methodist Church.

    La Jolla resident Debbie Adams told the board she frequently uses the Fay Avenue Bike Path and is concerned with its condition: “I walk the path almost daily and worry about the possibility of a fire. We get more and more dead material there. There are large dead branches that need to be cut up and moved out. But that requires volunteer efforts and money. We also get encampments there because the underbrush hasn’t been pruned. I pick up the trash, but there are things way under the brush that would be too hard for one person to pull out.”

    There have been community clean-ups in the past, and when more extensive equipment (beyond two hands) was required, volunteers sought grants to pay for them. The Kiwanis Club of La Jolla, at one time, provided such a grant. Hoping to pursue a similar approach in a more formal way, LJP&B discussed establishing a fund into which grants or donations could be deposited, providing resources to pay for the Right of Entry permits needed to do the clean-ups and work on the City-maintained property on an annual basis.

    LJP&B trustee and Kiwanis Club member Phyllis Minick suggested applying for a Kiwanis grant again, and noted the grant cycle was starting soon and could fund the next clean-up. Should there be any money left over from the grant, she added, that could be used as seed money for future permits. Eyeing October for the next community clean-up, Adams said she would reach out to the Interact Club at La Jolla High School, local Boy Scout troops and other volunteer groups and invite their participation. “It seems like we have the perfect recipe to do this,” said chair LJP&B Ann Dynes. A motion to establish a fund, apply for a grant, apply for a right-of-entry permit and pursue a clean-up passed unanimously.

    This would not be first organized effort by residents to improve the Fay Avenue Bike Path. In late 2015, residents advocated for the City to make minor repairs and better indicate the presence of pedestrians and bicyclists. In June 2016, new signs and stenciling on the street went into place, and curbs were painted bright red, so people would not park in front the ingress/egress points.

    A consultant team of engineers proposed a plan to construct four roundabouts on an eastern portion of Lomas Santa Fe Drive.
    Courtesy rendering

    Council and residents weigh in on Lomas Santa Fe roundabouts
    Lexy Brodt September 6, 2018
    SOLANA BEACH — East Solana Beach residents held “No Roundabouts” signs high at the Aug. 22, 2018 Solana Beach City Council meeting, where a consulting team of engineers laid out two separate design plans to revamp the Lomas Santa Fe Corridor.

    Attendees were particularly skeptical of a plan that would involve installing four roundabouts along an eastern portion of Lomas Santa Fe Drive — from Camino De Las Villas to Highland Drive. The second proposed plan would involve restriping the roadway and installing medians. The intention of the improvement plan is to make the 2-mile thoroughfare more palatable and safe for bicyclists and pedestrians, and slow down traffic through the area.
    Like many residents at the meeting, Williams is concerned that roundabouts would circumvent traffic to surrounding neighborhoods. “We like the quiet residential environment,” she said. The roundabouts would involve merging the existing two lanes into a one-lane passage, which Williams worried would “choke” traffic.

    Some attendees took issue with the desire to make any far-flung changes to the eastern portion of Lomas Santa Fe Drive. “If it ain’t broke, don’t fix it,” said resident Sharon Klein. Sandra Punch, an east-side resident since 1991, said that the stretch is “no road that anyone is going to walk on by choice,” and compared it to similar east-to-west thoroughfares like Del Mar Heights Road and Encinitas Boulevard. “The whole purpose (of Lomas Santa Fe Drive) is to get people from one area to another, east to west,” Punch said.

    Karl Rudnick, the co-founder of BikeWalkSolana and a longtime resident, supports the idea of roundabouts as a “permanent speed regulation device,” as well as the objective to beautify the corridor of the street from the I-5 to Highland Drive. “I envision the whole upper east corridor being transformed from an underutilized aircraft runway to something to be proud of,” Rudnick said.
    Mid-Coast Twitter Link
    Morena Boulevard Lane Closures near Tecolote Road: A nighttime closure of northbound and southbound W. Morena Boulevard, from the W. Morena Boulevard/Morena Boulevard split to Vega Street, will be in place starting the week of September 4 through early December 2018 to accommodate utility work. The closure will be in effect Sundays through Thursdays, from 9 p.m. to 5 a.m. Please follow the posted detour signs and traffic controls when traveling near the work area.
    More Information
    Rail Closure Notice: There will be no rail service this weekend, September 8-9, between Oceanside and San Diego so crews can work on three double track projects.
    • CommentAuthorallanorn
    • CommentTimeSep 12th 2018
    Latest SANDAG TransNet dashboard has the following "open to public dates" as of 7/31/2018. Changes are from my last update in May:

    Georgia/Meade - 6/20 (+4 months)
    Landis - 6/20 (+4 months)
    Rose Creek - 2/20 (no change)
    Barrio Logan Bayshore Bikeway - 12/21 (+19 months!)
    4th/5th Ave - 10/20 (no change)
    Pershing - 2/21 (no change)
    Robinson - 7/21 (no change)
    Imperial Ave - 7/21 (new)
    Border to Bayshore - 12/21 (+1 month)
    University @ 54th - advertise for construction 2/20 (-6 months), open to public 12/21 (new)

    No dates:
    Central - Advertise for construction 8/19
    Eastern Hillcrest - advertise for construction 1/20
    Washington/Mission Valley - advertise for construction 5/20
    Howard - Advertise for construction now 3/20 (-7 months)
    Orange (split from Howard) - environmental due 2/19
    Monroe - No dates even for design
    Park Blvd - Environmental document 1/19 (new)

    Does anyone know what happened to the Bayshore Barrio Logan segment?

    Recent work through that area: 9/11 & 9/12: Expect delays on E Harbor Dr from Park Blvd to S 28th St, 9pm-5am each night, for #BayshoreBikeway utility locating.

    Schedule & Budget
    The project is currently in the final design phase. Construction is anticipated to begin 2019.
    • CommentAuthorgottobike
    • CommentTimeSep 14th 2018
    Cycling London’s Bicycle Super Highways (9/12/2018)

    "In Central London, we've seen a 253% increase in cycling since 2000. That's a direct result of the infrastructure we've built."


    Major Traffic Improvements to the Balboa Avenue to Morena Boulevard On-Ramps Set to Open Wednesday
    September 18, 2018 -- Improvements to the Morena Boulevard loop ramp to and from eastbound Balboa Avenue will be opened for use on Wednesday, September 19. The reconfiguration of the interchange was required to accommodate construction of the future Balboa Avenue Trolley Station parking lot.

    The new loop ramp includes traffic signals at the top of the ramp allowing a left turn onto southbound Morena Boulevard. The new left turn access to Morena will replace the old ramp from eastbound Balboa Avenue/Garnet Avenue to southbound Morena Boulevard. The old ramp will close when the new loop ramp opens.

    The existing loop ramp from Balboa Avenue to northbound Morena Boulevard will be temporarily closed tonight (Tuesday, September 18) while crews restripe the new loop ramp and prepare it to accommodate both directions of traffic. Traffic controls and detour signs will be in place to direct motorists.

    This work is being conducted concurrently with ongoing Mid-Coast Trolley construction on Morena Boulevard and Balboa Avenue/Garnet Avenue. Regular work hours are Mondays through Fridays, 7 a.m. to 5 p.m., with intermittent night work scheduled from 9 p.m. to 5 a.m.
    • CommentAuthorgottobike
    • CommentTimeSep 19th 2018
    Old Knotty Buoy:

    Major Traffic Improvements to the Balboa Avenue to Morena Boulevard On-Ramps Set to Open Wednesday

    Does this mean the Caltrans inspired death zone where the Balboa to Moreno Blvd lane merge was marked by fiberglass punji sticks has finally been corrected? Or does this mean all semblance of bicycle access has now been completely eliminated?

    Sara Berns, executive director of DiscoverPB, speaks with residents about the plans.
    Dave Schwab/Beach & Bay Press

    City, residents discussing plans to improve mobility in Pacific Beach
    Dave Schwab September 19, 2018
    Pacific Beach residents weighed-in on a visionary plan to re-imagine public park and street space along Mission Boulevard and side streets to make them more bicycle- and pedestrian-friendly at a Sept. 13, 2018 workshop. The Mission Boulevard Public Spaces and Active Transportation Plan was recently unveiled by City senior planner Elizabeth Ocampo Vivero and her team at a two-hour workshop at Pacific Beach Library with diagrammed storyboards and City planners providing a narrative.

    Following a brief introduction, participants broke up into small discussion groups to question City officials and render their views on a handful of possible alternative road realignments for Mission Boulevard. Alternatives being considered feature various types of bike lanes, as well as possible creation of traffic-circle roundabouts. “This project is for the area between Mission Boulevard, Pacific Beach Drive, Diamond Street and the Ocean Boulevard boardwalk,” said Ocampo Vivero, who added the plan, led by the City of San Diego, is being funded by a San Diego Association of Governments (SANDAG) grant.

    Noting the City has reached out to groups like beautifulPB and Pacific Beach Town Council to come up with its conceptual plan, Ocampo Vivero, said, “The main objective of this study is to identify the opportunity for multi-modal improvements for walking, bicycling and mass transit to improve community character and enhance access to the beach, while identifying additional community gathering spaces.

    The Active Transportation Plan is part of the PB Parks Project, a grass-roots community effort to celebrate Pacific Beach culture and improve community infrastructure. A PB Parks Expert Team subsequently brought the community together for multiple meetings and design charrettes over the past few years to create an approach to redesigning the project site. In 2015, a planning grant proposal called Pacific Beach Greenways, Parks and Transit was presented to SANDAG, resulting in a $400,000 grant and an additional $40,000 in matching funds.

    Two attendees at the Sept. 13 workshop shared their impressions. Marcella Bothwell of Pacific Beach Town Council said more City outreach to the beach community is needed. “It doesn’t appear that the people who made these plans live down here,” Bothwell said. “We need to get cars off of Garnet, turn a portion of it into a walking plaza, and make Grand the main east-west corridor.

    District 2 bicycling advocate Nicole Burgess pointed out, “There are only certain scenarios that go together,” of the handful of possible road realignments presented. Burgess noted her preference for “protected bikeways, which are safe and comfortable for all ages and abilities to ride. A one-way bicycle track is preferred over a two-way bicycle track, because it’s very hard to cross streets.

    We have to be both patient and persistent working with the City through this process. The workshop focused on mobility options on Mission Boulevard,” said Chris Olson, a longtime PB community planner and social activist. “This is important, but I am looking forward to workshops that look at pocket parks, activation of public spaces and widening the boardwalk. For mobility let’s be progressive and look at pickup and drop off zones of ride share rather than parking of private vehicles at the beach,” Olson said. “As new mobility options like e-scooters and AI emerge how do we integrate them? If it takes decades to implement infrastructure changes let’s look to the future.

    The next steps in implementing the Active Transportation Plan include more community input on developing a preferred concept, finalizing a preferred concept, then doing design for high-priority projects and prioritized implementation and identification of financing mechanisms for street improvements.
    • CommentAuthorgottobike
    • CommentTimeSep 24th 2018

    Georgia Street Bridge
    Image posted by dwbat September 14, 2018
    Diving into the 30th Street Pipeline Project
    Sara Butler September 21st, 2018
    The 30th Street Pipeline Replacement Project, which will replace nearly 6 miles of water main, is currently underway. The proposed water pipes will run along 30th and Fern streets, starting at Polk Avenue to the north and Commercial Street to the south. There will also be a few shorter segments on side streets, and one current water pipe will be abandoned on Ray Street in North Park. This replacement and rehabilitation of the aging pipes and mains brings them up to current city standards, which will help avoid water main breaks or other service disruptions in the future.

    Project alignment is from 30th Street starting at Polk Avenue moving south to Juniper Street. The project then shifts at the intersection of Juniper Street and 30th Street on to Fern Street until A Street. At A Street, the project shifts back onto 30th Street and continues south to Commercial Street. (Map courtesy of 30th Street Pipeline Replacement Team)

    Some residents were concerned about the condition of the streets after the project is completed. Wassenberg said at the end of the project, the team will resurface the streets and “restore the streets at least to the same conditions as before – or better.” A temporary coating, which he admitted will be bumpy, will be placed while they complete required pressure testing. Once that testing has been completed, a “finishing cap with a smooth layer” will be added to resurface the streets. All forms of transportation, including bikes, will be considered during the process.

    If there are any sections that you see that the contractors have left that are not bikeable, bring it our attention and we’ll get it fixed,” Wassenberg said. “We don’t mean to put our work on you, but we’d appreciate it if you made us aware of those situations,” he continued.

    Residents are encouraged to sign up for the 30th Street Pipeline Replacement Project’s email distribution list at to receive updates. For additional questions about the project, call 619-533-4207 or email

    ~ Reach Sara Butler at
    Looking forward to a very robust bike lane up and down 30th Street after all this work is done. In the meantime, ride well and be safe!
    • CommentAuthort.e.d
    • CommentTimeSep 25th 2018
    Old Knotty Buoy:
    Georgia Street Bridge
    Image posted by dwbat September 14, 2018

    Updated completion date?
    City of San Diego
    Georgia Street Bridge Improvement Project

    Georgia Street Bridge — now promised for September
    Something “horribly wrong with the delays”
    David Batterson, May 22, 2018

    I posted the article above, back on May 22nd, 2018, and can find no clear answer to your question. There has been an additional comment posted by the photographer, dwbat, on Sept 18, 2018. "It'll be difficult for them to meet the announced September project completion, as the new sidewalk construction is barely started. We'll see."

    Maybe Chris Ward (D3) can provide an answer or Sara Butler at

    Georgia Street Bridge Project: Update
    District Three Councilmember Chris Ward from San Diego Council District 3 ~ posted 2 May 2018
    The Georgia Street Bridge project is a significant infrastructure investment that will address safety and seismic concerns while restoring the historical integrity of a century-old landmark.

    While I have supported this project the construction timeline and associated impact on neighbors and commuters is unacceptable. Construction began in July 2016 with the expectation to have the work completed one year later. Almost two years have now passed, and we are over 150 days behind schedule. The frustrations that these continued delays have invoked from our communities is understandable and, quite frankly, I share them.

    Recently, I questioned City Staff on the status of improvements to this project and asked for a renewed effort on their part to supervise and hold our contractors accountable to get the job done as expeditiously as possible. As of right now staff expects to open all the lanes in July with a substantial amount of the work completed that same month with the full project being completed in September. My office will continue to touch base with staff and push for this project completed as quickly and efficiently as possible.
    It seems to be getting close to completion and I'm sure they want to beat any heavy rains that may come in the autumn season, as well as be able to celebrate the opening with holiday lights and such. Sidewalks, street lights, road surface, protected bike lanes, and painting. That's some punch list to hit by the September promise!
    • CommentAuthort.e.d
    • CommentTimeSep 26th 2018
    Thanks for the info. I've been so sickened by this absurd construction that it will take some time even AFTER it's opened to realize I can ride University again.

    I have no hope that this will even be done this year, let alone in the next 3 days.

    I would love to see some kind of refund penalty put on the inept construction contractors tasked with this job. Put it into more projects and send a message to these leeches.
    • CommentTimeSep 26th 2018 edited
    The delays are upsetting for everyone impacted by the construction, but the bridge is an important piece of San Diego history (and was initially slated for demolition) and now being rebuilt to original design specifications: I would rather have delays than a shoddy job or a "modern redesign" (or worse yet, demolition).

    Katherine Hon, secretary of the North Park Historical Society, was succinct in a comment. “The North Park Historical Society is very grateful ... and insisting the bridge and walls be reconstructed to their original 1914 beauty.”

    The broad context within which the resource was evaluated for significance
    was previously identified by Alex Bevil in his 1998 National
    Register of Historic Places Registration Form: “Completed in 1914,
    the Georgia Street Bridge and the adjoining retaining walls lining
    the University Avenue Grade Separation Cut are .
    among the most visible and important manifestations of early 20th
    century civil engineering projects in San Diego's urban environment.

    The bridge's three hinge, open spandrel reinforced concrete arches, along
    with the tall blind arcade faced reinforced concrete retaining walls, is a
    unique solution to a difficult local engineering and transportation
    planning problem. Built in response to the need for improved electric
    railway and automobile traffic through the University Avenue Grade
    Separation Cut, the new and wider roadway was directly responsible for
    the growth of at least nine residential districts in San Diego's
    northeastern "streetcar suburbs"
    prior to World War I.

    Designed by local civil engineer James R. Comly, the graceful design of
    the reinforced concrete bridge and retaining walls reflect the growing
    national trend toward the material's use for its strength, durability, and
    aesthetic design possibilities. Comly, like other innovative American civil
    engineers at the time, regarded reinforced concrete as an
    extraordinarily versatile building material that could be used for
    utilitarian, ornamental and monumental purposes. The bridge and the
    deep roadway that it spans are essential components of an emerging
    public works foundation that supported American transportation
    networks during the early part of the twentieth century. In addition,
    they possess high artistic value as local architectural en
    gineer James R. Comly's interpretation of the Beaux Arts/ American City Beautiful
    Movement's penchant for monumental civic architecture. The 84
    year old bridge and retaining walls serve as a monumental and artistic
    gateway between the communities east and west of the historic
    University Avenue Grade Separation Cut.”

    Hey, maybe one will even get some much-needed bike infrastructure here as part of the renovation (one can always hope, right?)!
    • CommentAuthort.e.d
    • CommentTimeSep 27th 2018
    Don't get me wrong, I love the bridge and its beauty. I'm just frustrated with low-bidding and under-delivering contractors who do shoddy work all over this city with no regard to any form of transportation that doesn't have coil-over suspension.
    E-mail sent requesting information on the Georgia Street Bridge Rehabilitation Project. Tyler Renner D3-Council Representative Kathleen Ferrier D3-Policy Director Sara Butler: Editor - Uptown News


    Hello All,

    I'm writing today to ask for help concerning the status of the Georgia Street Bridge Rehabilitation Project. Completion was promised for September 2018 and we're just about through the month. I'm asking on behalf of the bicycling community who would like to have safe access through this vital link in the community network of bike routes.

    With the coming winter months, dark commutes at rush hour, and damp weather to make road surfaces slick, bicyclist are anxious to have access to this upgraded facility. They're hoping hoping for safe, protected bike lanes, bike detectors for stop lights and of course robust sidewalk facilities for our pedestrian compadres.

    I've scoured Google searching for any recently published updates but have found the only "recent" updates to be from May 2018. Any help you can provide concerning the status, date of completion and maybe even a ribbon cutting, would be appreciated. Bicycle representatives would enjoy being part of any opening celebration, highlighting bicycle infrastructure improvements that help to achieve goals of Vision Zero and Complete Streets.

    Thank you for any information you can provide.



    I received a phone call Thursday afternoon (9/27/2018) and talked with Teddy A. about the project. He works for an outfit,, that handles communications concerning this and other projects. I'm not certain who referred me but I think it was

    I was told the project completion is hoped for by the end of October or at least before Thanksgiving (depending on weather and such). The top of the bridge will be the last to finish up. It is now open for pedestrians on the west side of the bridge-top but work needs to be completed on the road surface (grinding and grooving) before it will open to vehicles and bicyclists.

    Down below, University Ave still needs curbs, sidewalks, ADA ramps and roadway repaving which should be completed earlier than the top of the bridge. I asked about restriping of bike lanes (buffered?) on University Ave. and he didn't know for sure but would try to get back to me with either engineering drawings or image renderings highlighting any such facilities.

    I'll add more when I get new information.

    Georgia Street Bridge
    Image posted by dwbat September 14, 2018

    Just thinking out-loud here; If there is a ribbon cutting of sorts, it would be great to have a crowd of "Tweed Riders" for photo opportunities. This historic bridge could use some 'historic bicyclist' to highlight infrastructure improvements for bicycle safety and recognition of bikes in the changing transportation mode equation. Good reason to start gathering your Tweed Ride togs and be ready for some positive public relations.
    • CommentAuthort.e.d
    • CommentTimeOct 1st 2018
    Thanks for the scouting and subsequent update, OKB. Looking forward to an expedient completion of this project.
    Council eliminates roundabouts from corridor improvement plan
    Lexy Brodt October 1, 2018
    SOLANA BEACH — Many attendees at a Sept. 26 City Council meeting broke into applause when Councilwoman Lesa Heebner submitted a motion to eliminate all roundabouts from the Lomas Santa Fe Corridor Improvement Plan. The motion, which passed unanimously, will allow city staff to pursue an alternative striping option that would maintain four lanes along the corridor. The resolution recommended by staff was for the council to consider one roundabout at Lomas Santa Fe Drive and Highland Drive, which is now off the table.

    At the Aug. 22 City Council meeting, a consulting team of engineers laid out two plans to make the corridor safer and more pedestrian- and bicyclist-friendly — one which would involve restriping the roadway and installing medians, the other which recommended four, single-lane roundabouts along the eastern portion of Lomas Santa Fe Drive. Both plans also outlined a potential pocket park off of Stevens Avenue, a multi-use trail east of Las Banderas Drive, raised medians, curb extensions and buffered bike lanes — features which will continue to be pursued.
    Scott Warren and Liz Molina attended in support of the local group Residents Opposing All Roundabouts (& More), wearing black T-shirts and baseball caps with the logo of a roaring lion. Sitting in the front row at the meeting, they were just two of many holding “No Roundabout” or “4 wide lanes on LSF” signs. “We don’t mind bike lanes,” said Warren. “But no one wanted roundabouts.”
    Other residents lauded the bike-ability of roundabouts. “At a roundabout, you’re right out there,” said Dorothy Dean, 84, referring to the scope of visibility provided by a roundabout versus a four-way intersection.
    Now that the council has scrapped all roundabouts from future planning, city staff will move forward with Phase III, which is funded by a San Diego Association of Governments Active Transport Grant for $616,050, with a 10 percent match of $68,450 from the city. As part of Phase III, the city will hold another community workshop in spring of 2019, and preliminary engineering findings will be presented to the City Council in early summer of 2019.

    The council and Greg Wade assured attendees that the “traffic-calming” goals of the grant could still be satisfied via the striping option.
    ^^ More...

    Council rejects all roundabouts on Lomas Santa Fe Drive
    Brittany Woolsey September 28, 2018
    A room that had for weeks been filled mostly with opposition was met with sighs of relief on Sept. 26 when the Solana Beach City Council unanimously agreed to not consider any roundabouts on a busy city street.

    However, toward the beginning of the agenda item, council member Lesa Heebner instead propositioned that the council proceeds with the project without any roundabouts or lane reductions, after receiving confirmation from the city manager that the goals of renovating the road and slowing traffic could be achieved without them.

    The alternative to the roundabouts is to revise street striping to include buffered bike lanes and install center medians. Other proposed elements of the project include updated benches, bus stops, a "pocket park" at Lomas Santa Fe and Stevens Avenue, curb extensions, additional on-street curb parking, buffered bike lanes, raised/landscaped median islands, continental pedestrian crossings and a multi-use trail on the road's north side.
    Heebner said she made her decision following weeks of public comment, largely in opposition of the roundabouts and hoped the action would show residents that council members do listen to their concerns.

    Democracy is messy," she said. "Getting the right decision sometimes takes a while. ... Through all of this kind of messy democracy, what we’re witnessing is active citizens and their representatives striving for a more perfect union. My hope is the means we choose after tonight is not anger or mistrust… but that we choose to work together to make a more perfect city.
    Prior to the council's unanimous vote, 20 residents spoke both in favor and in opposition to the roundabouts. At the prior two council meetings, where the matter was discussed, most speakers were opposed to the roundabouts, citing concerns that they would slow public safety response times, make it difficult for people to evacuate in the event of an emergency, promote an unbalanced traffic flow, and create safety hazards for pedestrians attempting to cross roadways.
    Mayor David Zito, who formerly worked in science and engineering for 30 years and described himself as "data-driven," said he found it "very challenging and somewhat personally difficult" to support the motion. He noted that general data has shown roundabouts are safer than controlled intersections.

    "What we don't know is if those same results apply to Solana Beach," he said, adding he wishes the city would have been able to study that. "The design is critically important to be able to do this correctly." He said he decided to support Heebner’s motion to show residents that the council has heard their concerns and added the opposition to roundabouts was “putting the whole project at risk."

    "We are listening and we are hearing you," he said.
    Is Morena Boulevard a “Stroad” or a “Reet”
    Bill Swank October 2, 2018
    The cloverleaf interchange was created over 100 years ago. The purpose of cloverleaf design is to facilitate the flow of traffic at busy intersections without a need for traffic lights. Despite challenging topography for the site, a modified cloverleaf at Balboa Avenue and Morena Boulevard has worked well for over 60 years.

    That changed on September 19, 2018. A traffic signal light at the south end of the Morena Boulevard bridge over Balboa became operational when access to southbound Morena from eastbound Balboa was closed and rerouted under the bridge. As a result, early morning, northbound traffic on Morena was almost backed up to Baker Street.

    There are now traffic lights at both ends of the bridge and this bottleneck has quickly become a labyrinth of idling vehicles and confused drivers… which will only get worse when the north Balboa off-ramp from Interstate 5 is completed and the Balboa trolley station is operational.
    Regarding placement of these new traffic lights, Anthony Santacroce, Senior Public Information Officer for the City of San Diego, said, “New traffic signal implementation follows careful traffic study. Traffic signals are not arbitrarily installed without consideration.” He added that placement of the Balboa trolley stop is under the purview of the Metropolitan Transit System and possible traffic lights at Santa Fe Street and the Balboa north off-ramp would be controlled by CalTrans.

    Morena – Balboa interchange from the west prior to recent installation of traffic light signals near the middle of Morena Boulevard at the top of the picture (photo by Chris O’Connell 9/23/15)

    Construction projects have made Morena Boulevard very narrow and dangerous. Traffic is heavy and the safety of bicyclists is in jeopardy. Safe driving is predicated on anticipating the actions of other people on the road. When drivers are confused, their driving can become unpredictable and dangerous. Engineering mistakes/miscalculations and political solutions are not easy to modify and correct.

    Will Morena Boulevard turn into another headache like Clairemont Drive between Balboa and Clairemont Mesa Boulevard? Instead of four traffic lanes, will there be two traffic lanes and two bike lanes? Some Clairemont residents believe this is part of a conspiracy to make driving so difficult that we all will be forced to pedal bicycles.

    Georgia Street Bridge
    Image posted by dwbat September 14, 2018

    Follow up: Georgia Street Bridge Rehabilitation Project

    I received communication from Teddy A. at concerning the Georgia Street Bridge Rehabilitation Project. There will be NO bike lanes, buffered or otherwise, on this stretch of University Avenue under the recently refurbished bridge. The roadway has been lowered a few feet to give more height clearance overhead. The gutters and curbs will be replaced as they were, and the lane widths in each direction will remain the same. There are two lanes in each direction and the right most lanes will have sharrows. This will be a 'shared facility' for both vehicles and bicyclists.

    New traffic lights were being installed and tested last night (Oct 4th, 2018). The assumption is these are robust signals but it is unknown whether they have detector loops for cyclists or not. ADA ramps, continental crosswalks, pedestrian signals and such modern treatments are all expected. I guess we'll see how it turns out. Hopefully it works well with, and coordinates with, the upgraded bicycle facilities to both the east and west of this project. Another piece falling into place.
    • CommentTimeOct 9th 2018
    "City Council candidates say, it’s time to reinstate a bridge toll ... as a way to pay for a proposed bike and pedestrian path."
    Who does the City of Coronado think they're fooling?

    Coronado City Council candidates who say tourism is negatively affecting their quality of life are looking for ways to limit tourists and day-trippers from neighboring towns.
    • CommentAuthort.e.d
    • CommentTimeOct 9th 2018
    "City Council candidates say, it’s time to reinstate a bridge toll ... as a way to pay for a proposed bike and pedestrian path."
    Who does the City of Coronado think they're fooling?

    Coronado City Council candidates who say tourism is negatively affecting their quality of life are looking for ways to limit tourists and day-trippers from neighboring towns.

    I love the ride around the bay and used to stop and get something at one of the shops around the ferry landing. Not anymore. I won't spend a dollar in Coronado since they banned bike share. They're delusional on that side of the bridge. They can have their beach and the stupid hotel. I'll use their bathroom and then take the ferry over to downtown for lunch. ;)
    • CommentAuthorgottobike
    • CommentTimeOct 9th 2018
    Bike share or not, Coronado is getting as car torn as any other neighborhood in San Diego. I think bridge tolls are a good way to pay for proposed bike and pedestrian paths. And also charge for all street parking and parking lots to pay for free bus/ferry passes for everyone that live or works in Coronado and North Island.
    • CommentTimeOct 9th 2018 edited
    Meanwhile, the Coronado Mayor Richard Bailey argues that most of us sit in traffic because local governments are spending too much on public transit and not enough on roads. (Note that the City of Coronado has zero trains. Zero trolley. Zero street car. And wait for it - TWO bus routes. )

    • CommentAuthorgottobike
    • CommentTimeOct 10th 2018 edited
    Absolutely amazing. I never realized that simple bike lanes and public transit could be so destructive and reak so much havoc upon society. Maybe what Coronado really wants is to widen all streets to 4 lanes and put big beautiful multi-lane clover leafs at intersections. Could it be that Coronado is experiencing Clairemont envy?

    City of San Diego: @CityofSanDiego

    Georgia Street Bridge is now open to pedestrian, bike and vehicle traffic! In addition to seismic retrofit and rehab work, this two-year project restored the historic characteristics of the 1914 bridge. Construction work will continue for the next few weeks.
    • CommentTimeOct 10th 2018
    I like the protected bike lanes in both directions.

    SANDAG’s revised plan for the Chesterfield Drive intersection in Cardiff includes a bike lane on the south side of Chesterfield that will replace the sidewalk, which will be removed during the double-tracking project. Image courtesy of SANDAG

    Chesterfield sidewalk decision stirs debate at City Hall
    Carey Blakely October 11, 2018
    ENCINITAS — A seemingly innocuous transportation update on the San Elijo Lagoon Double Track Project turned into a heated disagreement at Encinitas City Council on Sept. 26 that boiled down to who wields inter- and intra-agency authority.

    At issue was the Chesterfield Drive intersection at the rail crossing with South Coast Highway 101 and San Elijo Avenue in Cardiff. The San Diego Association of Governments (SANDAG) will completely remove the sidewalk on the south side of that intersection as the double tracking progresses. Due to the grade and surface-elevation changes expected from widening the intersection to accommodate the second set of train tracks, SANDAG has said it’s infeasible to keep the original sidewalk there. Encinitas City Manager Karen Brust explained during the Sept. 26 meeting that the city asked SANDAG to come up with options that would serve as alternatives to removal.
    A report from City Engineer Chris Magdosku explains that SANDAG ruled out building a new sidewalk on the south side due to concerns that re-permitting would significantly delay the project. Installing a crosswalk there would also cause “substantial traffic backups” during peak hours, according to the report. SANDAG decided that the most feasible alternative was to establish a bike lane on the south side once the sidewalk is removed. Magdosku’s report states that the bike lane “would not result in delays in construction” and would provide “enhanced and safer bicycle connectivity.” The bike lane, which will be five feet wide, is not expected to impact vehicle traffic, according to Jessica Gonzales, associate public information officer at SANDAG. She explained that the north side of the intersection will have a bike and pedestrian path between 10 and 16 feet wide.
    Brust asked the City Council to make a motion and vote on whether to accept the bike lane. Encinitas Mayor Catherine Blakespear asked why that was necessary since SANDAG was making the decisions, not the city. Blakespear said, “I’m not happy about taking out the sidewalk, and I would prefer not to be voting on that if it’s not necessary.” She added, “This is SANDAG’s project.” Brust replied, “It is SANDAG’s project; however, I want to ensure that the council is giving direction of the changes to their project.” City Attorney Glenn Sabine backed Brust’s request for a vote, saying it was “reasonable and makes sense in my mind.
    When Councilman Tony Kranz moved to take a motion, Blakespear said, “I actually think that this is out of order.” She explained that the authority rested with SANDAG. Bruce Smith, a SANDAG project manager, was asked to weigh in and said his agency did not need any direction. Brust replied to Smith that he brought options before city staff, and she wanted to make sure that the council was comfortable with choosing the bike lane.

    Kranz expressed that he didn’t see what the problem was with taking a vote, while Blakespear reiterated that she did not support voting on the “discretionary decisions” of another agency. Blakespear told her fellow council members, “I don’t want the sidewalk taken out. I think it will reduce mobility in the city.” She called it a “poor part of this project” but noted that a bike lane there was better than nothing. The mayor moved the meeting on to the next agenda item without taking a vote.
    Gonzales said the south side bike lane will be open for use in mid-2019 once the double-tracking project is completed. The city would not answer questions about the intersection, stating that it was SANDAG’s project.
    In the top right corner of the image above, you see a very crowded northbound San Elijo Avenue with parallel parking from the crosswalk onward. If you eliminated 6-8 spaces, you would be past the point where the yellow center line widens out that lane. That's going to be very difficult for large delivery trucks and trailers trying to navigate that tight turn and narrow lane. At any busy time, when someone tries to park or leave, it's going to hold up that complete lane, potentially backing all the way to the rail crossing and leaving vehicles stuck on the tracks. Not good when that proverbial 'southbound freight' comes rolling through!

    Opposite that, are those "back-in, angled, parking spaces" right by the three southbound lanes of San Elijo Avenue?
    How well will they function at this very busy intersection and at very busy times?

    It seems SANDAG is going out of it's way to provide copious free parking at the expense of an efficient, functional, safe intersection that is already a difficult challenge.

    I don't see an obvious transition from the southbound Coastal Rail Trail to a continuation on southbound San Elijo Avenue going toward Manchester Avenue. No bike box, bike detector loops, no prioritized "bike/ped head start" signals or any other such facilities.

    The same is true of westbound Chesterfield at South Coast Highway-101. Both north turning and south turning bikes have no obvious facilities such as bike boxes, bike detector loops, prioritized signals or any such protections. I guess bikes are expected to utilize the new bike and pedestrian path and new crosswalks to get to their desired bike lanes.

    Coastal Commission backs Leucadia Streetscape project
    Barbara Henry October 11, 2018
    Encinitas can proceed with its plans to overhaul Leucadia's portion of Coast Highway 101 and eliminate a vehicle lane in each direction, the state Coastal Commission decided Thursday. The commissioners unanimously voted to deny an appeal filed by the Encinitas Residents Coalition and other Leucadia Streetscape project opponents, and they agreed to allow the city to amend a coastal planning document in order to make the roadway lane reduction legally possible.

    "We saw this as an important milestone -- you have to get the Coastal Commission's approval to do a project like this," Mayor Catherine Blakespear said in a phone interview after the vote. Blakespear said it was noteworthy that Commissioner Steve Padilla, a Chula Vista city councilman who originally asked his fellow state commissioners to look into the opponents' concerns, ultimately made the motion to support the city's plans. When he made his motion Thursday, Padilla even mentioned how convincing the city's recent photographs of the existing poor conditions were, Blakespear said. "He seemed to really get it, I thought," she said.
    The Leucadia Streetscape plans call for overhauling a 2.5-mile stretch of Coast Highway from La Costa Avenue to A Street, giving the roadway six traffic circle roundabouts, as well as bike lanes, sidewalks and many beautification measures. To create space for these improvements, the city is proposing to eliminate one vehicle lane in each direction for much of the route. The project's estimated to cost roughly $30 million, and city officials have said they expect to fund much of that expense through state and federal grants.
    During Thursday's hearing, Blakespear and Councilwoman Tasha Boerner Horvath emphasized the project's benefits to pedestrians and cyclists, while Councilman Tony Kranz stressed how Streetscape would help solve safety concerns and parking issues in the adjacent railroad corridor, which is sometimes referred to as "Suicide Alley" because of the number of people who've been hit by trains there.

    Mentioning that Leucadia's portion of Coast Highway hasn't experienced any significant improvements in decades, Blakespear showed photographs of people on bikes and in wheelchairs trying to navigate between cars and through dirt patches where there now are no sidewalks. The area's not currently meeting the state's coastal access goals, she stressed.

    Boerner Horvath said she sees pedestrians regularly putting their lives in danger as they dash across the coastal highway from dirt parking areas on the east side of the road to the shops on the west side. "These are real problems that effect real families," she said.
    (See above postings from April 14, 2018, March 29. 2018 March 21, 2018)
    In addition to city officials, some 30 project proponents signed up to speak at Thursday’s hearing, including the executive director of the Leucadia 101 Main Street Association and a number of Coast Highway business owners.

    While proponents emphasized that Streetscape would improve conditions for cyclists and pedestrians, opponents said the elimination of vehicle lanes and the addition of traffic roundabouts would vastly increase the area's already significant traffic congestion woes and slow emergency vehicle response times.

    The residents' coalition president, Leah Bissonette, said the project benefitted a few privileged folks who like to bike at the expense of the general population, who use vehicles to get to work and shop. The commission ought to deny the city's planning amendment request because the city hasn't followed the commission's rules, its consultants are using "non-standard" measuring systems for assessing traffic impacts, and the changes will make it far more difficult for people to access the three beaches in the area. "It establishes a bad precedent for the whole coast," she said.
    Encinitas wasn't the only city seeking permission from the state Coastal Commission Thursday to reduce vehicle lanes on a coastal route. Imperial Beach (see posting from July 26, 2018 above) won unanimous commission approval that morning for plans to rework Imperial Beach Boulevard. Commissioners complimented Imperial Beach officials on those plans, saying they would improve coastal access, and the commissioners said they didn't agree with several residents who stated that the project would adversely impact vehicle traffic.
    Some good, additional media reporting on Leucadia Streetscape.

    Coastal Commission approves Leucadia Streetscape
    Aaron Burgin October 12, 2018
    “I am convinced taken as a whole that this is an appropriate project for this road,” Commissioner Steve Padilla said. “It is a good repurposing of the use there and allows a more multi-modal approach to mobility.”
    Streetscape plans call for six roundabouts between A Street and La Costa Avenue, bike lanes, pedestrian paths, wider sidewalks and crosswalks, bus facilities, on- and off-street parking, and the planting of more than 1,000 trees to restore the street’s famed tree canopy. City officials estimate the project will cost $30 million and are weighing options on how to pay it.
    Additionally, the amended approval stipulates that any future roadway modifications include public access benefit enhancements that promote different transportation methods, including improved walking and biking access and increased public parking.

    Finally, the commission is requiring the city to prohibit paid parking in the three parking bays proposed in the project, to provide three “ride share” drop-off and pickup points adjacent to three public beach access points and obtain an amendment from the commission in the future if any parking spaces are removed.
    Supporters, which include a number of business owners, residents east of the railroad tracks and several prominent residents who live west of Coast Highway 101, believe the proposed reconfiguration of the main street will reclaim it for the community after years of being used by motorists to bypass traffic on nearby Interstate 5.

    They also see it as a potential boon to the retail district, as the street will be beautified, traffic will slow down and attract more people to local businesses. After decades of wait, the project is long overdue, they said.
    But supporters — which included Encinitas Mayor Catherine Blakespear and council members Tony Kranz and Tasha Boerner Horvath — countered that the project would protect cyclists and pedestrians along a notoriously bike- and pedestrian-unfriendly stretch of road and would eliminate commuter traffic.

    This is a legacy project,” longtime Leucadia resident Charley Marvin said. “It is a wonderful amenity that I just think is long overdue. When people go to the beach, they don’t just go to the beach, they visit the amenities in that locale. We are going to create one of the best amenities possible for beachgoers with the streetscape.
    Opponents have an active lawsuit against the plan in state Superior Court that has not been resolved. They vowed to continue the fight.

    The City Council must also approve the Coastal Commission’s amendments at a future meeting.
    (More in the article…)
    Past background article on Leucadia Streetscape

    Polarizing Leucadia Streetscape project heads to Coastal Commission
    Aaron Burgin October 4, 2018
    Supporters, which include a number of business owners, residents east of the railroad tracks and several prominent residents who live west of Coast Highway 101, believe the proposed reconfiguration of the main street will reclaim it for the community after years of being used by motorists to bypass traffic on nearby Interstate 5.

    They also see it as a potential boon to the retail district, as the street will be beautified, traffic will slow down and possibly attract more people to local businesses. After decades of wait, the project is long overdue, they said.
    Opponents, however, have mounted a furious campaign, including a lawsuit filed against the city and an appeal to the Coastal Commission, which will be ruled on the same day.

    They argue that the streetscape will choke traffic along Coast Highway and force motorists onto residential streets like Neptune and La Veta Avenue, and will deter people from visiting the beach. Additionally, they argue that the proposed changes are subject to Proposition A, the 2013 voter initiative that empowered the public to vote on major land use changes.
    The project will dramatically transform the stretch of 101 into a bicycle-, pedestrian- and transit-friendly enclave complete with six roundabout intersections.

    Streetscape plans call for six roundabouts between A Street and La Costa Avenue, bike lanes, pedestrian paths, wider sidewalks and crosswalks, bus facilities, on- and off-street parking, and the planting of more than 1,000 trees to restore the street’s famed tree canopy.

    At least 80 of the nearly 400 mature trees — mostly eucalyptus — will be cut down as a result of the project, but officials said the addition of 1,000 trees more than makes up for it. Those trees, however, will be a mix of different variety and sizes, meaning the canopy will look different.
    (Much more in article…)

    A study commissioned by the county looked at the feasibility of using an aerial cableway, or skyway, to connect San Diego's airport to the Convention Center and downtown transit options. (Courtesy/WSP Global)

    Airport skyway could provide connection to downtown San Diego, study says
    Jennifer Van Grove October 12, 2018
    An unconventional mode of urban transit is being floated in front of city leaders and regional agencies as a solution to connect airport travelers to San Diego’s downtown area. More recognizable as a ski lift or gondola, an aerial cableway system is the best answer to the airport’s in-and-out transportation woes, according to County Supervisor Ron Roberts. His office commissioned a report to study the feasibility of using a so-called “skyway” to get people from the Convention Center to San Diego International Airport, and vice versa, with a handful of stops at various points along Harbor Drive. The report cost $75,000 and was prepared by consulting firm WSP Global with help from the San Diego Association of Governments. It was recently shared with the mayor’s office, the Port of San Diego, the San Diego Regional Airport Authority and other agencies in an effort to prompt interest — and action.
    It comes as the airport wraps up an environmental review for a proposed $3 billion redevelopment, which critics say will increase traffic congestion on Harbor Drive. “What we wanted to do is put something on the table,” Roberts said. “We really wanted to force (the airport) to engage. If not this, then at least give us a solution.
    The downtown-to-airport skyway is not only feasible but the most practical option, he said, citing the report’s findings.

    The report found that a skyway system that follows Harbor Drive from Fifth Avenue at the Convention Center to the airport would cost from $230 million to $300 million to build, and an additional $11 million to $12 million to operate annually. It could transport up to 2,400 passengers per hour, per direction in enclosed eight- to 12-passenger cabins. The skyway would also allow for direct connections to bus, train and trolley stations, as well as offer easy walking access to hotels, Seaport Village and other downtown attractions.

    The roughly 25-minute route would start with a passenger station at Harbor and Fifth Avenue, then travel northwest along Harbor Drive with stops at First Avenue and near Kettner Boulevard. The system would then turn north at Kettner and continue toward Sante Fe Depot with a station at the intersection of Kettner and Broadway. Then, the skyway would head west along Broadway and stop again at Broadway at Harbor. Finally, it would travel along Harbor Drive to the airport, using several turning towers to navigate directional changes, and culminate with stops at Terminal 1 and Terminal 2.
    Using travel data from SANDAG, the study projected the skyway system’s ridership at between 1.1 million trips and 1.6 million trips per year, or 3,600 to 4,900 trips per day.

    It’s a lofty vision providing agencies with food for thought, even if it remains a pie-in-the-sky idea for the time being.
    In the U.S., there are only a few examples of metros employing aerial cableway technology as a mode of urban transportation. The first mass transit application, completed in 1976, was the Roosevelt Island Tramway in New York. It uses a simple, point-to-point system to connect the island to Manhattan. The tramway travels 0.6 miles and transports 2.8 million people per year. The tram was replaced in 2010 by cable transport-maker Leitner-Poma, which currently operates and maintains the system. The firm, which has met with Roberts and other regional officials, says more than a dozen skyway projects, similar in scope to the one studied for San Diego, are being considered by municipalities around the nation. The cableway technology, said Leitner-Poma Operations Manager Mike McGuckin, is starting to appeal to U.S. urban planners because it elevates commuters off the street, carrying thousands of people per hour through densely populated or topographically challenging areas. It’s also energy efficient, he said.
    Still, an urban cableway system with multiple passenger stations, as proposed in the San Diego study, has never been implemented in the U.S. The complex cableways are, however, fairly common abroad with large systems in South America, Asia and Europe. For instance, La Paz, Bolivia’s “Mi Teleferico” nine-line system runs 19 miles and conveys 23.6 million people every year, the study notes. In San Diego, an airport skyway’s two biggest hurdles — money and political will, according to Roberts — are of the derailing variety. For starters, a local agency would need to take the lead and fund additional analysis. A comparable analysis study alone would cost around $850,000 to conduct.
    As it stands, local stakeholders said that they are keeping an open mind when it comes to easing traffic congestion around the airport.

    It is critical that we explore all options to enhance mobility in that area and expand access to our waterfront,” said Christina Di Leva Chadwick, spokesperson for Mayor Kevin Faulconer. “The airport skyway is one of several alternatives city staff and regional planners will be evaluating as we look to invest in public infrastructure that moves the most people at the highest and best use of taxpayer dollars.

    Airport officials, who had hoped to break ground on their redevelopment project in 2020, echoed a similar sentiment. "We think it’s premature to identify the technology now — whether it's a people mover or some other automated system,” said Denny Probst, vice president of development at San Diego International Airport. “Whatever the region determines is the best solution, we are committed to talking to the FAA about how we can share in that."
    The Port of San Diego, which oversees waterfront property along San Diego Bay, is also amenable but noncommittal. “The port is eager to explore these and other ideas for improving mobility around the waterfront of San Diego Bay through regional partnership,” said Jason Giffen, assistant vice president for the agency.

    In 2015, Roberts’ office commissioned a similar study that looked at the feasibility of a $75 million skyway from San Diego Bay to Balboa Park. That project has taken a back seat to the airport line as Roberts feels funding sources will be easier to obtain for the latter effort.

    Staff reporter Lori Weisberg contributed to this story.
    You just can't make this stuff up…

    from above:
    County Supervisor Ron Roberts… office commissioned a report to study the feasibility of using a so-called “skyway” to get people from the Convention Center to San Diego International Airport, and vice versa. The report cost $75,000 and was prepared by consulting firm WSP Global with help from the San Diego Association of Governments.
    It’s a lofty vision providing agencies with food for thought, even if it remains a pie-in-the-sky idea for the time being.
    A comparable analysis study alone would cost around $850,000 to conduct.

    What an image to consider. A second mass transit project, redundant to the trolley, running in parallel down Harbor Drive to the Convention Center and hotels. Why should taxpayers be building out infrastructure twice over for the convention/hotel crowd when what's needed is just a simple trolley line to the two modernized airport terminals for workers and passengers?

    I think these elected (and unelected) 'visionaries' have way too much unaccountable power outside their purview, throwing other people's money around to their special interest groups. There is such a competitive money grab by government agencies and their developer overlords, squandering public finances on cognitive dissonance planning and building.

    Next will be the MTS, a transit agency after all, wanting to build housing at trolley stations! Some of these lots may be empty now, but as the city grows in density, you'll be glad they're available. SANDAG/MTS threatens property owners with eminent domain for station parking, but then gives away parking for favored developer gains. (Of course, high cost union labor will be required.)

    Any private development around transit (TOD) is favored with density and parking forgiveness, when there's no guarantee residents will be carless. Imagine the traffic and on-street parking impact of such a failed assumption. How does that impact bike lanes, pedestrians and Quality of Life? How long before public parking structures, like in North Park, will be demanded of the taxpayer?

    The City will sell the SD Stadium and use CSU taxpayer money to build facilities for SDSU fat cats, again rewarding developers/unions as they laugh all the way to the bank. Why not a wide open park for the citizens and children, not just some scrub by the river's edge?

    At SDSU they rationalize reduced parking for high density (read: high profit) private development close to campus, then claim student parking on the campus as available if needed.

    Public Bonds will be issued, backed by the tax payers, to pay (enrich) the private developers/unions. As interest rates continue to rise, debt repayment becomes problematic, credit ratings are downgraded, payments are higher, the general fund gets raided to cover the increasingly expensive debt, taxes go up and public services will be significantly reduced or cut outright.

    Public/private partnership. The public assumes the financial risk and the private developers assume the profits. We saw this with the multi-trillion dollar bank bailouts just ten years ago. The banks will no longer assume such risk of financing these projects. So, skip the banks and just fleece the public directly through our elected officials issuing government bonds (public debt). That's America!

    Just look at the retirement debacle! Whatever retirement was expected by government employees, it's being pissed away with these schemes.

    How about some simple, well designed and well built bike lanes?