BAYSHORE BIKEWAY PLAN
for the
San Diego Association of Governments
Prepared by: Alta Planning + Design
in partnership with Berryman & Henigar
March 17, 2006
alta
PLANNING + DESIGN BAYSHORE BIKEWAY PLAN MARCH 17, 2006
TABLE OF CONTENTS
1. Introduction...... 1-1 2. Existing Conditions ...... 2-1 2.1. Setting...... 2-1 2.2. Affected Jurisdictions, Agencies, and Stakeholders...... 2-5 3. Planning and Policy Context ...... 3-1 3.1. Bay Route Bikeway Planning Study (1976)...... 3-1 3.2. Other Relevant Plans and Studies...... 3-2 3.3. Planned and Proposed Trail Segments...... 3-6 3.4. Public Input ...... 3-7 4. Needs Analysis...... 4-1 4.1. Land Use and Bicycle Trips ...... 4-1 4.2. Commute Patterns...... 4-2 4.3. Bicycle Safety and Collision Analysis...... 4-3 4.4. Overview of Bicyclist Needs...... 4-4 5. Recommended Improvements...... 5-1 5.1. Segment 1...... 5-10 5.2. Segment 2...... 5-12 5.3. Segment 3...... 5-14 5.4. Segment 4...... 5-16 5.5. Segment 5...... 5-18 5.6. Segment 6...... 5-20 5.7. Segment 7...... 5-21 5.8. Segment 8...... 5-22 5.9. Segment 9...... 5-24 5.10. Segment 10 ...... 5-25 6. Project Cost Estimates ...... 6-1 7. Design Guidelines ...... 7-1 8. Management, Maintenance and Security...... 8-1 8.1. Introduction...... 8-1 8.2. Multi–Jurisdictional Nature of Bayshore Bikeway...... 8-1 8.3. Developing Multi-Use Trail Regulations...... 8-2 8.4. Security and Public Safety...... 8-2 8.5. Maintenance Activities ...... 8-3 8.6. Projected Maintenance Costs ...... 8-4 8.7. Utilities...... 8-5 8.8. Bike Path Closures...... 8-5 8.9. Liability...... 8-6
Bayshore Bikeway Plan i LIST OF TABLES AND FIGURES
Figure 2-1. Existing Bayshore Bikeway and Local Bicycle Facilities...... 2-2 Table 4-1. Mode of Transportation to Work ...... 4-2 Table 4-2. Reported Collisions in the Vicinity of Bayshore Bikeway Corridor...... 4-3 Figure 5-1. Key to Study Segments...... 5-2 Figure 5-2. Segment 1 ...... 5-3 Figure 5-3. Segments 2 and 3...... 5-4 Figure 5-4. Segments 4 and 5...... 5-5 Figure 5-5. Segments 6 and 7...... 5-6 Figure 5-6. Segment 8 ...... 5-7 Figure 5-7. Segment 9 ...... 5-8 Figure 5-8. Segment 10 ...... 5-9 Figure 5-9. Potential Bayshore Bikeway Alignment within Seaport Village/OPH Area ...... 5-27 Figure 5-10. Section 1A ...... 5-28 Figure 5-11. Section 2A ...... 5-29 Figure 5-12. Section 2B...... 5-30 Figure 5-13. Section 3A ...... 5-31 Figure 5-14. Section 3B...... 5-32 Figure 5-15. Section 3C...... 5-33 Figure 5-16. Section 4A ...... 5-34 Figure 5-17. Section 4B...... 5-35 Figure 5-18. Section 5A ...... 5-36 Figure 5-19. Section 6A ...... 5-37 Figure 5-20. Section 7A ...... 5-38 Figure 5-21. Section 8A ...... 5-39 Figure 5-22. Section 10A ...... 5-40 Table 6-1. Estimated Costs by Segment ...... 6-1 Table 8-1. Typical Maintenance Needs ...... 8-4
APPENDICES
Appendix A: Cost Estimate Details Appendix B: Photo Inventory of Corridor
ii Bayshore Bikeway Plan 1. INTRODUCTION
The Bayshore Bikeway is a designated 24-mile bikeway route around San Diego Bay. Planning for the Bikeway began in 1975 with a feasibility study prepared by Caltrans and funded by National City. The stated objective of the study was “to determine an acceptable route for bicyclists to traverse the southern regions of San Diego Bay.” The final study, released in 1976, recommended 11 miles of bicycle paths and 14 miles of bike lanes and bike routes providing convenient and scenic bicycle transportation and recreation around the bay.
In the 30 years since the original Bayshore Bikeway feasibility study was prepared, a number of key bike path segments of the route have been constructed. These include a 9 mile bike path on the former railroad right-of-way along the Silver Strand between Imperial Beach and Coronado, a bike path through Coronado Tidelands park connecting Glorietta Boulevard to the Coronado ferry landing and, most recently, the Gordy Shields bike/pedestrian bridge over the Sweetwater Channel connecting National City with Chula Vista.
Currently, the Bayshore Bikeway route consists of approximately 12 miles of off- street bicycle paths, and about 12 miles of on-street sections designated as either bicycle lanes or bicycle routes. While the initial connection across the Bay between Coronado and San Diego was via bike racks attached to transit buses, in 1987 service on the San Diego-Coronado Ferry became available providing the current ferry link to complete the Bikeway loop.
Throughout the history of the Bikeway, cooperation among the jurisdictions along the route has been critical to obtaining funding and getting bike path segments implemented. Shortly after the 1976 feasibility study was released, the Bay Route Bikeway Steering Committee was formed by the County of San Diego, and the cities of Coronado, Imperial Beach, Chula Vista, National City and San Diego. In 1989, the San Diego Association of Governments (SANDAG) established the Bayshore Bikeway Policy Advisory Committee (now the Bayshore Bikeway Working Group), which consists of an elected official from the County of San Diego and each of the five cities around the Bay, as well as Advisory Members from the Metropolitan Transit System, the Port District, and a representative of the region’s bicycling community.
This document provides an update to the Bayshore Bikeway Plan, focusing on ways to connect gaps in the current route with new off-street bike path segments, with the goal of identifying a off-street bike path alignment for the entire Bikeway loop around San Diego Bay. Much of the emphasis of this effort focused on the east side of the Bay, where the bikeway still exists largely as on-street bike lane and bike route segments. The Bayshore Bikeway Plan Update comes at a time when both the cities of National City and Chula Vista are planning for bayfront redevelopment, and when the Port District has plans for two new hotels near the San Diego Convention Center, and for significant improvements on the North Embarcadero and at the old
Bayshore Bikeway Plan 1-1 1. Introduction
San Diego police headquarters. The Port is also studying ways to improve access to the port for commercial shipping.
With all these changes taking place, it an excellent time to evaluate the Bayshore Bikeway to identify opportunities for improvements. It also is an important time to bring the Bikeway to the attention of all the entities involved in bay-front development as well as potential users.
1-2 Bayshore Bikeway Plan 2. EXISTING CONDITIONS
This chapter provides a description of existing conditions along the Bayshore Bikeway alignment, as well as an overview of key jurisdictions, agencies and stakeholders that are involved in planning and implementation of the Bikeway route.
2.1. SETTING 2.1.1. Location The 24-miles Bayshore Bikeway route extends from the Broadway Pier near the intersection of Broadway and Harbor Drive in San Diego to the Coronado Ferry Terminal at the intersection of 1st and B Streets in Coronado. The route extends through the cities of San Diego, National City, Chula Vista, Imperial Beach, and Coronado. The loop currently exists as a combination of segments of off-street bike paths and on-street bike lanes and routes. Figure 2-1 depicts the existing Bayshore Bikeway facilities.
2.1.2. Bikeway Classifications The three types of bikeways identified by Caltrans in Chapter 1000 of the Highway Design Manual are referred to throughout the discussion of the existing Bayshore Bikeway. Each bikeway type appears on the existing Bayshore Bikeway. Definitions for bikeway types are provided below.
Class I Bikeway Typically called a “bike path,” a Class I bikeway provides for two- way bicycle travel on a paved right-of-way completely separated from any street or highway. Start of the Bayshore Bikeway Corridor: Coronado Ferry landing at the Broadway Class II Bikeway. Often referred to as a “bike lane,” a Class II bikeway provides a Pier at Harbor and Broadway. striped and stenciled lane for one-way travel on a street or highway.
Class III Bikeway. Generally referred to as a “bike route,” a Class III bikeway provides for shared use with motor vehicle traffic and is identified only by signing.
2.1.3. Summary of Existing Bayshore Bikeway Segments This section provides a description of the entire Bikeway route, traveling clockwise from the City of San Diego. A detailed photo inventory of the Bayshore Bikeway corridor is provided in the Appendix B of this plan.
Bayshore Bikeway Plan 2-1 San Diego
U.S. Naval Air Station
Coronado
U.S. Naval Station National City
U.S. Naval Amphibious Base
San Diego Bay
Pacific Ocean National City Marine Terminal nel han ter C etwa Swe
S
i l Chula Vista v e r
S
t r a n d
S
t a t Streams e
B
e a c Bikeways h Chula Vista Bike Path Harbor Bike Lane On-Street Bike Route Ferry Connection BAYSHORE BIKEWAY Bike Path On-Street Bike Lane/Route
Imperial Beach
0 3,900 7,800 Feet
FIGURE DESCRIPTION 2-1 Existing Bayshore Bikeway and Local Bicycle Facilities 2. Existing Conditions
2.1.3.1. City of San Diego The existing Bayshore Bikeway Plan notes that the bikeway route begins at the intersection of Market Street/Harbor Drive in San Diego. For the purposes of this Plan update, the starting point for the bikeway route is considered to be the San Diego Coronado Ferry Terminal, located at the Broadway Pier on North Harbor at Broadway.
From this point south, the bikeway route follows the existing bicycle/pedestrian pathway network along North Harbor Drive. This consists of separate bicycle and pedestrian paths and landscaping. Pedestrian activity is heavy in this area, and while there is a dedicated pedestrian path, pedestrians were observed using the bicycle path, causing potential conflicts for cyclists.
The pathway extends past the USS Midway Aircraft Carrier museum, located at the Navy Pier. The pathway consists of separate pedestrian and bicycle paths along this segment.
Continuing south, the pathway extends to Seaport Village. Seaport Village is a complex of 57 shops, restaurants, and galleries along the waterfront on Port-leased land. Bicycle riding is prohibited within the boundaries of Seaport Village. A pathway extends along the waterfront through the complex, but signage at both Heading south from the Coronado Ferry terminal, separate bicycle and pedestrian sides of the property states “NO BICYCLES.” Bike racks are located in Seaport paths have been provided. Village. Cyclists must proceed around Seaport Village along Harbor Drive. This segment of the Bikeway continues as an on-street Bike Route and provides access to San Diego’s Gaslamp Quarter.
On the south side of Seaport Village, a wide walkway continues along the waterfront, extending behind the Convention Center. A “bicycle lane” has been striped along the eastern edge of this wide walkway as a means of separating bicycle and pedestrian traffic. The bicycle lane is only wide enough for one-way traffic, and is stenciled for one-way southbound traffic. This pathway connects to Convention Way at Marina Park Way. From this point, the Bikeway Route is on-street heading south into National City due to various waterfront uses that preclude an off-street trail directly along the waterfront.
The bikeway turns off Convention Way southbound onto 8th Avenue and then returning onto Harbor Drive continues south. There is an overcrossing of the railroad tracks along this segment of Harbor Drive, featuring bike lanes and a five foot sidewalk on both sides of the roadway.
Continuing southbound on Harbor Drive, wide paved shoulders adjacent to unpaved areas provide room for bicyclists. Approaching Cesar Chavez Parkway, the paved shoulders are signed as bike lanes. South of Cesar Chavez Parkway, there is On Harbor Drive east of Pacific Highway, on-street parking adjacent to the bicycle lane. the bikeway continues as an on-street bike route. Signs direct cyclists straight into the Gaslamp Quarter and National City. Passing beneath the eastern landing of the Coronado Bridge, the route borders a number of waterfront-related uses. A major employer is the National Steel and Shipbuilding Company.
Bayshore Bikeway Plan 2-3 2. Existing Conditions
The profile of Harbor Drive along this segment is two lanes in each direction, with on-street parking. A Class II bike lane exists adjacent to the parking lane, but stencil paint is faded, pavement quality is poor, and parking encroachment into the bike lane is common.
On the east side of the roadway, the Metropolitan Transportation Development Board owns right-of-way, which is a wide dirt area is used for off-street parking. Vehicles park perpendicular to the roadway along this segment. The front ends of some vehicles protrude into the bike lane on the edge of the road.
At 28th Street, Harbor Drive bisects Naval Station San Diego. In the southbound direction, there is a paved shoulder area approximately 8 feet in width, and an adjacent unimproved shoulder area containing overhead power transmission lines that varies in width (but is up to 12 feet wide in some points). The Naval Station security fence is located immediately adjacent to the unimproved shoulder area. Approaching National City, the unimproved shoulder area has been landscaped. In northbound direction there is a paved shoulder area, but it has been divided with a decorative white drooping chain fence, reducing its effective width for bicyclists. Southbound on Harbor, along the Naval On street parking does not occur along this segment. Station fenceline, entering National City
2.1.3.2. National City Continuing along Harbor Drive past the Naval Station, the Bikeway enters National City. The bikeway continues along the paved shoulder of Harbor Drive; shoulder pavement quality is very poor in sections. Just north of where Harbor Drive terminates at I-5, the Bikeway turns westward onto Civic Center Drive for a short segment, then turns south onto Tidelands Avenue. The designated Bikeway route extends on-street as a signed Bike Route along Tidelands Avenue south to 32nd Street. At 32nd Street, cyclists turn east to access the connector path to the Gordy Shields Bridge over the Sweetwater Channel. Once on the path, cyclists have the option of riding south on the bridge over the channel following the Bayshore Bikeway, or continuing east along the Sweetwater River Bikeway.
Cleveland Avenue provides an alternative to Tidelands Avenue that is used by many cyclists as a more direct route to the Gordy Shields Bridge. From Civic Center Drive, cyclists make an immediate turn south onto Cleveland Avenue. Although Cleveland Avenue provides a more direct route to the Gordy Shields Bridge, Tidelands Avenue provides a direct connection to LM Pepper Park.
2.1.3.3. Chula Vista As the Bikeway runs through Chula Vista, it begins a second on-street segment at E Street, where it continues south along Bay Boulevard to F Street. “Share the Road” signage has been installed along this segment of the Bikeway. At F Street, this on- street segment turns west on Lagoon Drive to Marina Parkway. From F Street, bike lanes are striped and the route is marked with “Bayshore Bikeway” or “Bay Route Looking southbound across the Gordy Bikeway” signage. The Bikeway continues south along Marina Parkway to the Shields bicycle/pedestrian bridge which spans the Sweetwater Channel intersection at J Street, where the Bikeway continues eastbound to Bay Boulevard. The northern end of this segment of the Bayshore Bikeway travels along the eastern boundary of the Sweetwater Marsh Unit of the San Diego Bay National Wildlife Refuge, which contains the Chula Vista Nature Center. To the south, this segment passes the Chula Vista Harbor, the location of two municipal parks.
2-4 Bayshore Bikeway Plan 2. Existing Conditions
As the Bikeway continues through Chula Vista along Bay Boulevard it parallels the San Diego and Imperial Valley Railroad tracks. At Stella Street the Bikeway turns east and then south onto the I-5 frontage road which connects with Main Street where the path becomes a Class I facility. The Bikeway shadows the rail line as it leaves Chula Vista and reenters San Diego and the South San Diego Bay Unit of the San Diego Bay National Wildlife Refuge, crossing the Otay River. A short Class I segment connects Main Street in Chula Vista with Saturn Avenue in the southern region of the City of San Diego. Here the Bikeway becomes an on-street facility once again, as it turns west onto Palm Avenue (SR-75).
2.1.3.4. Imperial Beach One block after the Bikeway enters Imperial Beach on Palm Avenue, it turns north at the intersection of 13th Street. Palm Avenue features striped bike lanes, adjacent th Class II bike lanes on Bay Boulevard in to on-street parking. At the terminus of 13 Street the Bikeway returns to a Class I Chula Vista. facility and heads west along the Otay River and San Diego Bay National Wildlife Refuge and then north parallel to Silver Strand Boulevard (SR-75).
2.1.3.5. Coronado As a Class I path, the Bikeway shadows Silver Strand Boulevard north through Coronado. This segment of the Bikeway passes the U.S. Naval Communication Station, the Silver Strand State Beach, and the U.S. Naval Amphibious Base before entering downtown Coronado.
At the southern edge of downtown Coronado, the Bikeway heads northeast on Glorietta Boulevard along the Coronado Municipal Golf Course. At the end of Glorietta Boulevard the Bikeway returns to a Class I path and continues north, under the San Diego Coronado Bridge (SR-75) to Coronado Tidelands Regional Park. The Bikeway follows the shoreline through the park to Coronado Landing where the San Diego Coronado Ferry provides the return connection to the Bikeway’s beginning near Harbor Drive and Broadway.
2.1.4. Bikeway Signage Instituting a well-designed, attractive and functional system of network signage greatly enhances bikeway facilities by promoting their presence to both potential and existing users. Currently, the Bayshore Bikeway is marked by a combination of standard Caltrans signage and stenciling, remaining “Bay Route Bikeway” signage Class II bike lanes adjacent to parking on (primarily in National City and Chula Vista as directional signage) and new Palm Avenue in South San Diego “Bayshore Bikeway” signage (primarily located on the Class I segment along the Silver Strand). National City is in the process of installing the new Bayshore Bikeway signs along their segment of the route.
2.2. AFFECTED JURISDICTIONS, AGENCIES, AND STAKEHOLDERS Implementation of the Bayshore Bikeway Plan will require cooperation from numerous jurisdictions and agencies that share policy decisions within areas along the Bayshore Bikeway corridor. These include the following:
Bayshore Bikeway Plan 2-5 2. Existing Conditions
2.2.1. City of San Diego With a population of 1,223,400 persons, San Diego ranks as the seventh largest city in the United States and the second largest city in California. The anchor of a major urban area, San Diego has both northern and southern sections of the city, separated by National City, Chula Vista, and unincorporated areas of San Diego County. Because of this peculiar geographic separation, the Bayshore Bikeway begins in the north in the City of San Diego, and then passes through the city again along the southernmost segment of the Bikeway between Chula Vista and Imperial Beach. The City of San Diego spans 342.4 square miles, including 70 miles of coastline.
2.2.2. City of National City The City of National City, bordered on the north and east by San Diego, on the south by Chula Vista, on the west by San Diego Bay, is home to 54,260 residents. The western portion of National City (west of I-5), through which the Bayshore Bikeway route extends, has substantial lands within the jurisdiction of the Port of San Diego, including the National City Marine Terminal. The National City terminal has a major vehicle import/export facility handling over 300,000 vehicles per year, as well as container cargo and lumber with over 350,000 square feet of warehouse space and 100 acres of paved laydown area.
2.2.3. City of Chula Vista The City of Chula Vista is bordered on the north by National City, on the east by unincorporated San Diego County, on the south by the City of San Diego and on the west by San Diego Bay. Chula Vista has a population of 201,210 and is home to aerospace, electronics and defense industries, as well as a US Olympic Training Center.
2.2.4. City of Imperial Beach The City of Imperial Beach is bound by the City of San Diego to the north, east and south, Border Field State Park to the south, the City of Coronado to the north and the Pacific Ocean to the west. Imperial Beach has a population of 26,992 and is home to the Imperial Beach Naval Auxiliary Landing Field and the Tijuana Slough.
2.2.5. City of Coronado The City of Coronado is 7.4 square miles in size and occupies a narrow peninsula in San Diego Bay. Coronado is home to Naval Base Coronado, comprised of the Naval Air Station North Island, the Naval Amphibious Base, and the Naval Radio Receiving Facility. The City of Coronado has a population of 24,100 residents, exclusive of the military population.
2.2.6. United States Navy The United States Navy maintains a significant presence along portions of the Bayshore Bikeway. On the east side of the Bay in the city of San Diego, the Bikeway passes through Naval Station San Diego on Harbor Drive. In Coronado, the Bikeway extends past the Naval Radio Receiving Facility and the Naval
2-6 Bayshore Bikeway Plan 2. Existing Conditions
Amphibious Base on Silver Strand Boulevard. The Naval Base Coronado is the largest aerospace employer in San Diego, and the elite Navy SEALS are trained at the Amphibious Base.
2.2.7. Unified Port of San Diego The Unified Port of San Diego was established in 1962 by the California Legislature with the purpose of administering the public lands along San Diego Bay and the San Diego Harbor. The Unified Port of San Diego is governed by a Board of Port Commissioners with seven members: one commissioner appointed by the city council of National City, Chula Vista, Imperial Beach and Coronado, and three commissioners appointed by the city council of the City of San Diego.
2.2.8. Centre City Development Corporation The Centre City Development Corporation (CCDC) was created in 1975 by the City of San Diego to oversee the redevelopment of the downtown area. CCDC works in conjunction with the San Diego Redevelopment Agency and acts as the Redevelopment Agency’s representative in redevelopment projects. The San Diego Redevelopment Agency establishes project areas, pursuant to California’s Community Redevelopment Law, which include the waterfront area running south along Harbor Drive from Market Street, where the Bayshore Bikeway begins.
2.2.9. Metropolitan Transit System The Metropolitan Transit System (MTS) is the policy-setting and coordinating agency for public transportation within the San Diego metropolitan region. MTS is involved in both passenger and freight rail operations. In 1979, MTS purchased the San Diego & Arizona Eastern Railway (SD&AE), a Nevada nonprofit corporation operating along 108 miles of a main line and three branch lines formerly owned by the Southern Pacific Railroad. San Diego Trolley, Inc. (SDTI) is a division of the MTDB that operates two light rail transit lines over a 48-mile system, 30.5 miles of which is in joint-service (passenger and freight) territory.
2.2.10. County of San Diego The County of San Diego covers 4,621 square miles and includes 18 incorporated cities, five of which border San Diego Bay and comprise the Bayshore Bikeway project area. San Diego is California’s third most populous county with 3.02 million residents.
2.2.11. SANDAG The San Diego Association of Governments (SANDAG) is the San Diego region’s association of local governments comprised of the county government and the 18 jurisdictions located within San Diego County. SANDAG provides the forum for regional policy decisions, focusing on issues including planning, transportation, environmental quality, growth, economic development, energy and public safety. SANDAG established the Bayshore Bikeway Advisory Committee in 1989 to promote improvements to the Bikeway. SANDAG is the lead agency for this update to the Bayshore Bikeway Study
Bayshore Bikeway Plan 2-7 2. Existing Conditions
2.2.12. United States Fish and Wildlife Service The National Wildlife Refuge System, part of the United States Department of Interior, Fish and Wildlife Service (USFWS), manages several areas within south San Diego Bay for the purpose of wildlife conservation. The San Diego National Wildlife Refuge Complex includes Seal Beach, San Diego, San Diego Bay, and Tijuana Slough National Wildlife Refuges (NWRs). Within the San Diego Bay NWR there are two units, the Sweetwater Marsh Unit and the South San Diego Bay Unit.
2.2.13. San Diego Gas & Electric Company San Diego Gas & Electric Company (SDG&E) is a regulated public utility providing power to San Diego County and Southern Orange County. SDG&E’s Otay Mesa Power Purchase Agreement (OMPPA) Transmission Project runs in proximity to the Bayshore Bikeway route, beginning along Harbor Drive in the north and running south along Bay Boulevard to Chula Vista’s southern border, where the transmission line heads inland.
2.2.14. California Department of Transportation The California Department of Transportation (CalTrans) District 11 includes San Diego and Imperial Counties. Caltrans District 11 was responsible for the preparation of the 1976 “Bay Route” Bikeway Planning Route Study which identified the original route and laid groundwork for the Bayshore Bikeway.
2.2.15. San Diego Electric Railway Association The San Diego Electric Railway Association (SDERA) is a 501(c)3 non-profit organization dedicated to the preservation of the history of the San Diego Electric Railway, San Diego's primary streetcar system which operated from the late 1800s to 1949. SDERA is also the operator of the National City depot, an historic Santa Fe railroad station. SDERA operates a railroad and local history museum within the depot.
2.2.16. San Diego County Bicycle Coalition The San Diego County Bicycle Coalition (SDCBC) is a 501(c)3 non-profit organization dedicated to improving bicycling in San Diego through educational programs, promoting awareness of bicyclists and bicycling issues, reviewing infrastructure improvements, and acting as a voice for bicyclists to elected officials and decision makers throughout the San Diego region.
2.2.17. Save Our Heritage Organisation Save Our Heritage Organisation (SOHO), a 501(c)3 non-profit organization, was founded in 1969 to raise awareness and appreciation of the San Diego region’s architectural and cultural heritage. SOHO supports preservation of the historical links and landmarks that contribute to the community’s special identity, depth and character. SOHO runs the Whaley House Museum and operates offices in the SOHO Museum Shop located on the Whaley House grounds.
2-8 Bayshore Bikeway Plan 3. PLANNING AND POLICY CONTEXT
This chapter provides a description of major relevant planning studies and proposed/planned projects along the Bayshore Bikeway route.
3.1. BAY ROUTE BIKEWAY PLANNING STUDY (1976) The “Bay Route” Bikeway Planning Study was prepared in March 1976 by the California Department of Transportation (Caltrans) at the request of the City of National City. The stated objective of the study was “to determine an acceptable From the 1976 Bay route for bicyclists to traverse the southern regions of San Diego Bay.” Route Bikeway Planning Study:
The recommended route was compiled from four recommended sections (A-D), The “Bay Route” presented as alternates. All alternates were determined to be feasible in the long Bikeway Proposal is a term, although some alternates were contingent on the eventual abandonment of very ambitious, railroad right-of-way. The formulation of the recommended route was based upon combined effort taken the desire to implement the bikeway expediently. One alternate from each section by the Bay Area Cities, A through D was chosen as the recommended section. San Diego County, CPO, and the San Diego Unified Port District. It According to the 1976 Planning Study, Section A begins in San Diego near the proposes a bicycle intersection of Harbor and Market Streets and runs south to Main Street in Chula facility around the Vista. The preferred alternate for Section A, identified by the Planning Study, southern regions of San includes the proposed Sweetwater River Loop. This alternate is preferred due to Diego Bay for the use uncertainties regarding the timing of the Tidelands Avenue Bridge construction. and enjoyment of all The construction of the bridge is no longer a feasible alternate, due to current residents of San Diego conditions and the existence of the Gordy Shields bicycle and pedestrian bridge. County and those vacationing in this area. This proposal has Section B begins at Main Street in Chula Vista and proceeds south through South regional significance as San Diego and west through Imperial Beach to the Coronado city limit line. The it would attract people preferred alternate identified by the Planning Study would align the Bikeway on the from throughout the Coronado Belt Line railroad right-of-way through this section. region to a diminishing supply of useable California shoreline. It Section C begins at the southern border of Coronado and runs north along the has the potential of Silver Strand to the intersection Glorietta Boulevard and Pomona Avenue. The attracting large preferred alternate identified for Section C by the Planning Study aligns the Bikeway numbers of cyclists for within the Coronado Belt Line railway right-of-way along the Silver Strand. This recreation and portion of the route is eventually the first constructed. commuting purposes.
Section D begins at the intersection of Glorietta Boulevard and Pomona Avenue in Coronado and runs northeast to the foot of Orange Avenue. There are two preferred alternates for Section D, a commuter route and a recreational route. The commuter route utilizes exiting signalized intersections for an on-street route through Coronado, while the recreational route would provide an off-street path along the Coronado Municipal Golf Course.
Bayshore Bikeway Plan 3-1 3. Planning and Policy Context
The recommended route totals 25.5 miles of Bikeway facilities. Previous Caltrans research further defining the role of the bicycle in relation to other modes of transportation provided the foundation for the choice of preferred sections. Their definition of the role, as outlined by the “Bay Route” Bikeway Planning Route Study, included such characteristics as: providing a continuous route around the bay, providing safe cycling facilities, reducing parking and traffic congestion, reducing noise and traffic congestion, and enriching the experience of cycling for the general public.
3.2. OTHER RELEVANT PLANS AND STUDIES Implementation of the Bayshore Bikeway Plan Update will require cooperation from numerous jurisdictions and agencies that share policy decisions within areas in and immediately adjacent to the Bayshore Bikeway planning area. These include the following:
3.2.1. North Embarcadero Visionary Plan The North Embarcadero Visionary Plan (NEVP) is a collaboration between the Port of San Diego, the City of San Diego, and the Centre City Development Corporation (the city’s downtown redevelopment agency). The NEVP encompasses public infrastructure improvements to the San Diego Bay waterfront area from Laurel Street to Market Street. Plans call for the creation of a bayside esplanade for pedestrian and bicycle use, and will feature enhanced landscaping and art.
3.2.2. San Diego Downtown Historic Harborfront Redevelopment This 25-acre site includes Seaport Village, the Harbor Seafood Mart, the historic Old Police Headquarters, and Deadmen’s Point. This project team is currently working on design development and is in the process of receiving public input. A 10-acre public park will be part of the Old Police building rehabilitation and reuse.
3.2.3. Centre City Downtown Community Plan Update The Center City Downtown Community Plan Update process is scheduled for completion by late 2005. Once complete, the Plan will outline the vision for the development of the Downtown area, focusing on distinct walkable villages that together form the urban core of San Diego. The Plan promotes multimodal transportation, encouraging the improvement of bicycle and pedestrian facilities and transit access. The draft Plan depicts the Bayshore Bikeway as a “green street” along the waterfront, devoted to bicycle and pedestrian use. Once adopted, the Plan will form the foundation for future development in downtown San Diego.
3.2.4. Harbor Drive Planning Studies The Port of San Diego has several ongoing planning studies related to improving freeway access from port facilities in San Diego and National City. These include the following:
3-2 Bayshore Bikeway Plan 3. Planning and Policy Context
Tidelands Avenue Extension: This project would involve the extension of Tidelands Avenue from its current northern terminus at Civic Center Drive, north through a US Navy substation, to intersect directly with Harbor Drive at approximately the location of the BNSF rail line. The new intersection of Harbor Drive/Tidelands extension would be signalized. The purpose of this project would be so that trucks coming from the National City Marine Terminal could have a more direct connection to northbound Harbor, without having to take the sharp left turn from Civic Center onto Harbor.
Civic Center Drive Improvements: This project would involve lane restriping along Civic Center between Cleveland and Wilson Avenue.
Bay Marina Drive Improvements: This project involves lane restripings and new traffic signalization along 24th Street from Cleveland Avenue and the I-5 northbound and southbound ramps.
10th Avenue Marine Terminal Ground Access Improvements: The current concepts for this project would involve a new grade separated crossing of Cesar Chavez Parkway over the BNSF tracks, and a new elevated crossing over the Trolley tracks to connect east toward I-5.
3.2.5. National City Harbor District Specific Area Plan The City of National City’s Harbor District Specific Area Plan draws attention to the need for bicycle and pedestrian access improvements in the Harbor District. The Plan addresses the need for public access via bicycle and pedestrian facilities, also noting that the Sweetwater and Bayshore Bikeways present an opportunity for recreation in the Harbor District. The Plan outlines standards for bikeway installation and landscaping, as well as encouraging the provision of adequate bicycle parking. The Plan provides roadway cross sections featuring the Bayshore Bikeway along Harrison Avenue between 24th Street and 32nd Street. The Plan notes that implementation of the Bikeway segment will be contingent upon the future alignment of the facility both north and south of the Specific Plan area.
3.2.6. Chula Vista Bayfront Master Plan The Chula Vista Bayfront Master Plan project area covers approximately 550 acres of land west of Bay Boulevard between Sweetwater Marsh and Palomar Street. The Bayfront Master Plan project team, consisting of the Port, the City of Chula Vista and a private developer, has developed conceptual land use plans for the area that include a mix of open space, office, residential, retail, civic, visitor, and marina- related land uses. As part of the eventual redevelopment of this area, some of the current industrial uses south of H Street will be vacated, providing an opportunity for potential bike path development along the SDG&E corridor.
3.2.7. South Bay Salt Works Adaptive Re-Use Concept The Western Salt Works building, home to South Bay Salt Works, is located along the southeastern end of San Diego Bay, just to the west of Bay Boulevard and
Bayshore Bikeway Plan 3-3 3. Planning and Policy Context
immediately adjacent to the proposed alignment of the Bayshore Bikeway. The building is owned by the San Diego County Regional Airport Authority and is currently leased to South Bay Salt Works for use in association with a commercial solar salt operation. Because salt production at this location could be terminated in the future, discussions related to the possible re-use of the facility for historic and biological interpretation are ongoing and could include conveying the historic Western Salt Works building and 17 adjacent acres to the San Diego Bay National Wildlife Refuge. The Western Salt Works building is qualified for historic landmark designation and has also been deemed eligible for inclusion on the National Register of Historic Places. This historic site also abuts San Diego Bay, providing the opportunity to interpret the array of fish and wildlife found in the Bay. Any public facilities provided on this site as part of a re-use plan would be accessible from the Bikeway.
3.2.8. Sweetwater Bikeway Plan The Sweetwater River Bikeway connects Pepper Park, along the Bayshore Bikeway in National City, with Plaza Bonita via a path along the Sweetwater River. The connection allows Bayshore Bikeway access to destinations further inland along the river channel. The Sweetwater Bikeway Plan’s current projects include the construction of the Plaza Bonita Bike Path from Bonita Mesa Road in the north to Bonita Road in the south. The long term goal of the Sweetwater Bikeway Plan is to complete the extension of the Bikeway east to Sweetwater Reservoir.
3.2.9. Otay Valley Regional Park The Otay Valley Regional Park is comprised of an 11-mile greenway in one of the last major open space corridors in southern San Diego County. Over 675 acres have been acquired for inclusion in the Otay Valley Regional Park, which stretches from San Diego Bay east to the Otay Reservoir and will ultimately encompass over 8,000 acres. A connection between the Bayshore Bikeway and the Otay Valley Regional Park may be considered in the future.
3.2.10. San Diego Gas and Electric Transmission Line Upgrade San Diego Gas and Electric Company is in the process of planning for and implementing the Otay Mesa Power Purchase Agreement (OMPPA), which would result in the creation of two new 230 kV transmission lines in the San Diego area. One of these lines would connect the OMGP (Otay Mesa Generating Project, a natural gas-fired power plant currently under construction) with the Old Town Substation, along an alignment that extends through the Bayshore Bikeway study area in Chula Vista, National City, San Diego, and federal lands. A three mile segment of line running through the Chula Vista Bayfront area is proposed for underground installation. A seven mile segment of line in the City of San Diego between Sicard Street and the Old Town Substation is also proposed for underground installation.
3.2.11. Coronado Belt Line Excursion Rail The San Diego Electric Railway Association has indicated they would support rehabilitating the Coronado Belt Line for running excursion trains south of National
3-4 Bayshore Bikeway Plan 3. Planning and Policy Context
City. The SDERA has a small railbus that they use for occasional short excursion trips from the National City Railroad Museum. Running full trains along the Coronado Belt Line would require rehabilitation of a number of the trestles that cross the rivers and wetland areas along the route.
3.2.12. Western Salt Bike Path Connector The Western Salt bike path connector is a planned segment of the Bayshore Bikeway path that will connect the western terminus of Main Street at the southwestern edge of Chula Vista to the existing terminus of the Bayshore Bikeway/Silver Strand Bike path at 13th Street in Imperial Beach. This segment will provide a direct off-street connection between Chula Vista and the Silver Strand path, and allow cyclists to avoid the existing on-street segments on Saturn Drive and Palm Avenue in south San Diego and Imperial Beach. The Western Salt bike path connector is within the City of San Diego limits. The project is currently undergoing environmental clearance and final design, with construction expected to begin in September 2006 and completion in Spring 2007.
3.2.13. Imperial Beach Urban Waterfront and Ecotourism Study The Study focuses on cycling as a potential recreational market niche for Imperial Beach. Imperial Beach’s own bikeway, the Eco-Route Bikeway is intended to connect the City’s environmental assets with community resources. The Eco-Route Bikeway has not yet been fully implemented. The Imperial Beach Urban Waterfront and Ecotourism Study identifies the Bayshore Bikeway as a significant linkage for Imperial Beach, tying the City to other area destinations like Chula Vista’s Bayfront and the proposed Salt Works Re-Use. The Plan proposes an extension of the Bayshore Bikeway directly into Imperial Beach, on the western side of SR-75. This extension would reduce the time cyclists spend riding on City streets when accessing the Bayshore Bikeway.
3.2.14. San Diego Bay National Wildlife Refuge Comprehensive Conservation Plan The Comprehensive Conservation Plan (CCP) for the San Diego Bay National Wildlife Refuge is a 15-year strategy for protecting federally listed endangered and threatened species, migratory birds, and their habitats on the Refuge’s Sweetwater Marsh and South San Diego Bay Units. Management activities would include habitat enhancement and restoration. In addition, the CCP also includes opportunities for wildlife-related public uses such as wildlife observation and environmental interpretation.
3.2.15. California Coastal Trail The California Coastal Trail is a 1,200 mile trail route that extends along the California coast from Oregon to Mexico. In 2003, at the direction of the State Legislature and Governor, the California Coastal Conservancy released a report entitled “Completing the California Coastal Trail,” which outlined action objectives for implementing the trail within each county. Within San Diego County, the report recommendations include “complete improvement of the
Bayshore Bikeway Plan 3-5 3. Planning and Policy Context
Bayshore Bikeway around San Diego Bay.” The report’s map shows the Coastal Trail routing following the Embarcadero area into downtown San Diego, and provides routes on both sides of San Diego Bay. The western route crosses the bay on the Coronado Ferry and continues on the Bayshore Bikeway route along Glorietta Boulevard and the Silver Strand Bike path. The eastern route follows the designated Bayshore Bikeway route through San Diego, National City, Chula Vista, and south San Diego, connecting back to the Bayshore Bikeway in Imperial Beach. The plan notes that a trail route needs to be identified from Imperial Beach to Border Field State Park. The report map also shows that areas of the route needing improvement include the Western Salt segment gap (between Chula Vista and the Silver Strand path) and the Palm Avenue on-street segment in Imperial Beach.
The California Coastal Trail was designated California’s Millennium Legacy Trail in 1999.
The California Coastal Conservancy is an independent State agency established in its present form by State law in 1976. The Coastal Conservancy purchases, protects, restores, and enhances coastal resources and provides public access to the shore, including trails and accessways. These trails and accessways include portions of the California Coastal Trail, of which the Monterey Bay Sanctuary Scenic Trail is one. The Coastal Conservancy is a non-regulatory agency.
3.3. PLANNED AND PROPOSED TRAIL SEGMENTS Several specific bikeway or trail segments have been proposed as part of the various development and redevelopment activities occurring within jurisdictions along the study area. Major bikeway segments that include or would directly tie into portions of the Bayshore Bikeway route include the following:
Centre City Downtown Plan, San Diego: The San Diego Downtown Community Plan includes a Transportation chapter that outlines programs intended to accommodate a mix of pedestrians, cars, bicycles, and transit. The Plan notes a network of bicycle facilities “with connections to the Bayshore Bikeway and surrounding neighborhoods,” and states that “in some locations separate bike paths (Class I) or striped bike lanes (Class II) will be provided, but most streets will integrate cyclists into the vehicle travel lanes.” Within the project study corridor, the Plan shows bicycle facilities along the waterfront along Seaport Village and the convention center, and along Harbor Drive heading south from the convention center.
Bayfront Area Marina Trail, Chula Vista. Current conceptual plans for the Chula Vista Bayfront Redevelopment include a proposed bikeway loop out to the Marina area, extending from Bay Boulevard at E Street, connecting to the new redeveloped waterfront area, and looping back to Bay Boulevard near L Street. The primary Bayshore Bikeway route will extend within the SDG&E ROW from E Street south through the Chula Vista Bayfront Redevelopment Area.
3-6 Bayshore Bikeway Plan 3. Planning and Policy Context
Western Salt Bike Path Connector, San Diego. The Western Salt bike path connector will connect the western terminus of Main Street at the southwestern edge of Chula Vista to the existing terminus of the Bayshore Bikeway/Silver Strand Bike path at 13th Street in Imperial Beach. The project is currently undergoing environmental clearance and final design by the City of San Diego, with construction expected to begin in September 2006 and completion in Spring 2007.
USFWS Boardwalk, Imperial Beach: The US Fish and Wildlife Service (National Wildlife Refuge) has proposed construction of a pedestrian boardwalk segment along the bayfront between 7th and 10th Streets in Imperial Beach. This facility would extend off of the existing Silver Strand bike path, but would be limited to pedestrians only. The facility would provide additional wildlife viewing opportunities, and provide a separate facility for pedestrian users.
Beachfront Area to Silver Strand Connector, Imperial Beach: The City of Imperial Beach is studying options for a bikeway connection from their beachfront area to the Silver Strand path. One proposed option would cross Silver Strand Boulevard at signalized Rainbow Drive, then connect along the east side of the highway to the Silver Strand bike path.
3.4. PUBLIC INPUT 3.4.1. Bayshore Bikeway Working Group The Bayshore Bikeway Advisory Committee was established in 1989 to promote improvements to the 24-mile bikeway around San Diego Bay. It consists of an elected official from the Cities of Chula Vista, Coronado, Imperial Beach, National City, and San Diego, and from the County of San Diego. Advisory members on the committee include the Metropolitan Transit Development Board, the Port District, and a representative of the region's bicycling community. The Advisory Committee, now referred to as the Bayshore Bikeway Working Group, convened several times over the course of the Bikeway Plan Update process in order to discuss project goals and objectives, review recommended alignment options, and comment on working papers.
3.4.2. Stakeholder Input Throughout the Master Plan process, direct communication was initiated with a variety of affected stakeholders to inform them of this planning effort, present the recommended improvements and receive their input. Stakeholders identified for this project include staff from the cities and county, Port District, other public agencies, the US Navy, private employers, property owners, and community group members who could be affected by the proposed bikeway development recommendations. In addition to one-on-one outreach, a Stakeholders Working Session was held in June 2005 in which affected stakeholders were invited to review and comment on the preliminary recommended alignment maps. Follow up outreach with key stakeholders will ultimately be necessary as specific recommendations for development trail segments move forward toward a more specific design phase.
Bayshore Bikeway Plan 3-7 3. Planning and Policy Context
3.4.3. Community Workshop A Community Workshop was held on August 25, 2005 at the Martin Luther King Community Center in National City to discuss the current Bayshore Bikeway Plan process and to receive input on the initial concepts set forth in the plan. The workshop included an overview presentation of the recommended alignment concepts, an opportunity for the public, local staff, and elected officials to view the detailed alignment maps, and a chance for attendees to ask questions or give input.
3-8 Bayshore Bikeway Plan 4. NEEDS ANALYSIS
This chapter provides an overview of the needs for improving conditions for bicyclists along the Bayshore Bikeway.
4.1. LAND USE AND BICYCLE TRIPS Forming a loop around San Diego Bay, the Bayshore Bikeway connects to numerous land uses as it passes through the cities of San Diego, National City, Chula Vista, Imperial Beach and Coronado. The length and location of the Bikeway, in conjunction with the land uses adjacent to it, encourage use of the facility for commuter as well as recreational bicycle trips. The Bikeway traverses a variety of land uses, including tourist waterfront destinations in San Diego, working waterfront and port uses in San Diego and National City, industrial businesses in Chula Vista, commercial uses in Imperial Beach, and beach and recreational uses up the Coronado peninsula. Much of the corridor is within a short distance from residential neighborhoods. Port of San Diego and US Navy facilities abut a Petco Park in downtown San Diego is a significant portion of the bikeway route. major visitor destination directly along the Bayshore Bikeway route.
On the northern end of the Bikeway, downtown San Diego is an employment center a destination for recreation, shopping and entertainment, and a growing residential community. The Bayshore Bikeway provides access along its northern end to destinations such as the downtown waterfront and ferries, Seaport Village, the San Diego Convention Center and Petco Park. Along the shoreline of San Diego, National City and Chula Vista, industrial areas provided a concentration of employment located only a short distance from residential areas located to the east of I-5 in each community. The largest employer is the National Steel and Shipbuilding Company. The US Naval Station is also a significant local employer. In addition, recreational opportunities at Chula Vista’s Bayside and Marina View Parks draw people to the shoreline.
As the Bikeway passes through the southern city of Imperial Beach it again abuts military employment centers at the US Naval Communication Center. Heading north toward Coronado, the Bikeway provides connections to additional facilities of the Naval Air Station North Island and the Naval Amphibious Base. Passing through the City of Coronado, the bikeway serves recreational destinations such as the Hotel del Coronado and the Coronado Municipal Golf Course. The Bikeway connects Coronado to the San Diego Harbor by ferry. Naval Station San Diego is a major regional employer. An improved bikeway facility along the base frontage would The variety of land uses located in the Bayshore Bikeway project area present great provide increased opportunities for commuting and recreation by its opportunities for the use of the Bikeway for both recreational and commuting employees purposes. Employment centers ranging from Coronado’s military operations to waterfront industries in National City will be connected to neighboring San Diego Bay communities by the Bayshore Bikeway. Residents of these communities may use the Bikeway as an affordable, healthy and scenic transportation route to any of the employment centers located along the shore. In addition to the convenience and utility of the Bikeway as a commuter route, many recreational destinations will
Bayshore Bikeway Plan 4-1 4. Needs Analysis
be connected to the communities of San Diego Bay by the Bayshore Bikeway. Families will be able to ride from their homes in National City or Chula Vista to take in a game at Petco Park. The Bikeway enables residents of southern San Diego to access the scenic beaches of Coronado or the wildlife refuges along Chula Vista’s or Imperial Beach’s shore. The location and variety of destinations along the Bayshore Bikeway give it great potential for bicycle trip generation.
The Bayshore Bikeway also has the potential to be a major draw for visitors to the San Diego area. Portions of the Bikeway already connect to major tourist destinations downtown including the Embarcadero waterfront area and Seaport Village. Extending the Bikeway as a continuous Class I facility would provide visitors enhanced opportunities for recreation beyond the immediate downtown area. Given that the bikeway passes through several very unique environments - downtown San Diego, the working waterfront area along Harbor Drive, the unspoiled wildlife refuge areas, and the beachfront of Coronado – visitor interest in a safe and continuous Class I cycling facility around the Bay would likely be very high. A well-designed facility with clear directional signage, waterfront viewing opportunities, rest stops, interpretive exhibits, and other high-quality amenities could turn the Bayshore Bikeway into a world-class recreational destination.
4.2. COMMUTE PATTERNS Table 4-1 shows the percentage of employed residents of San Diego, National City, Chula Vista, Imperial Beach and Coronado who commute to work by car, carpool, public transportation, bicycle and walking. Some of the cities along the Bikeway already have a percentage of bicycle commuters which is well above the national average. The percentage of employed Coronado residents who bike or walk to work is particularly notable.
Heavy utilization of bike racks at the It is importation to note that this data, which is derived from the 2000 U.S. Census, NASSCO facility demonstrate that there is does not account for recreational or non-work utilitarian trips. One objective of any already a high level of bicycle commuting in the area bicycle facility improvement is to increase the mode split or percentage of people who choose to bicycle to work rather than drive or be driven. Reductions in vehicle trips or vehicle miles traveled translate into quantifiable reductions in air pollution and can help lessen traffic congestion.
Table 4-1 Mode of Transportation to Work
Mode of Transportation to Drove Carpooled Public Bicycle Walked Work Alone Transit San Diego (City) 74.0% 12.2% 4.2% 2.0% 3.6% National City 61.7% 17.8% 6.6% 3.1% 4.8% Chula Vista 76.2% 13.9% 4.2% 1.2% 1.5% Imperial Beach 68.2% 16.6% 6.6% 2.7% 2.9% Coronado 51.7% 10.4% 2.7% 9.4% 18.0% San Diego County 73.8% 13.0% 3.4% 0.6% 3.4% California 74.7% 15.1% 5.3% 0.9% 3.0% United States 78.2% 12.6% 4.9% 0.4% 3.0%
4-2 Bayshore Bikeway Plan 4. Needs Analysis
4.3. BICYCLE SAFETY AND COLLISION ANALYSIS Perceived danger is one of the most common barriers to getting people to bicycle for transportation. The size and speed difference between bicyclists and motor vehicles is one contributing factor to perceived danger. Collision data from 2002 through 2004 for the cities along the proposed Bayshore Bikeway was collected to identify the most common accident locations along the Bayshore route alignment. Table 4-2 shows the intersection or location at which the collision occurred, the type of collision, and the party at fault.
Table 4-2 Reported Bicycle Collisions in Vicinity of Bayshore Bikeway Corridor, 2002 through 2004
Street 1 Street 2 Primary Collision Factor At Fault Year City of San Diego Saturn Blvd Palm Ave Pedestrian Violation - 2002 Palm Ave Palm Ave Unknown Bicycle 2002 16th St 16th St Automobile Right of Way Bicycle 2002 Saturn Blvd Palm Ave Traffic Signals and Signs Bicycle 2002 Saturn Blvd Palm Ave Traffic Signals and Signs Bicycle 2002 Palm Ave Saturn Blvd Wrong Side of Road Bicycle 2003 W Harbor Dr Pacific Hwy Wrong Side of Road Bicycle 2003 Saturn Blvd Saturn Blvd Traffic Signals and Signs - 2003 Palm Ave 16th St Automobile Right of Way Bicycle 2003 Palm Ave 16th St Automobile Right of Way Bicycle 2003 Palm Ave Palm Ave Unsafe Speed Bicycle 2003 Palm Ave Saturn Blvd Wrong Side of Road Bicycle 2003 Palm Ave Palm Ave Pedestrian Right of Way - 2003 Harbor Dr 8th Ave Other Hazardous Violation Bicycle 2004 Palm Ave Palm Ave Not Stated - 2004 W Harbor W Market Improper Turning - 2004 Chula Vista Bay Blvd Palomar St Other Hazardous Violation - 2002 Bay Blvd Stella St Following Too Closely - 2004 Imperial Beach 13th St Calla Av Wrong Side of Road Bicycle 2002 13th St SR-75 Wrong Side of Road Bicycle 2003 Coronado SR-75 Pomona Ave Improper Turning Auto 2003 SR-75 Leyte Rd Traffic Signals and Signs Bicycle 2003 SR-75 Attu Rd Other than Driver Bicycle 2003 SR-75 Rendova Traffic Signals and Signs Bicycle 2003 SR-75 Strand Wy Automobile Right of Way - 2004 SR-75 Leyte Rd Improper Turning Bicycle 2004 SR-75 Tarawa Rd Traffic Signals and Signs Bicycle 2004 SR-75 Coronado Cays Blvd - Bicycle 2004 Grand Caribe Cswy Coronado Cays Blvd Improper Turning - 2004 SR-75 Tarawa Rd Traffic Signals and Signs Bicycle 2004 Source: Statewide Integrated Traffic Records System
It is difficult to draw specific conclusions based on the raw collision data, because the collisions are spread across many intersection/segment locations, and the data do not reflect the volume of bicyclists using a location (roadways that experience more bicycle use are likely to have more collisions simply due to increased “exposure”). Certain streets along the Bayshore Bikeway route, such as Palm Avenue in San Diego, Bay Boulevard in Chula Vista, and SR-75 in Coronado did
Bayshore Bikeway Plan 4-3 4. Needs Analysis
have multiple collisions. For the collisions along SR-75, detailed reports from the City of Coronado indicate that these are primarily related to vehicle/bicycle conflicts at crossings of the Silver Strand Bike Path, which demonstrates a need to evaluate possible crossings enhancements along this segment. In many of these cases, the bicyclist was determined to be at fault – this highlights the need for bicyclist education as well as facility improvements to enhance safety along the route.
4.4. OVERVIEW OF BICYCLIST NEEDS While the majority of Americans own bicycles, most of these people are recreational riders who ride relatively infrequently. School children between the ages of about 6 and 14 typically make up a large percentage of the bicycle riders today, often riding to school, parks, or other local destinations on a daily basis, weather permitting. The serious adult road bicyclist who may compete in races, “centuries” (100 mile tours) and/or ride for exercise makes up a small, but important, segment of bikeway users, along with serious off-road mountain bicyclists, who enjoy riding on trails and dirt roads. The single biggest adult group of bicyclists is the intermittent recreational rider who generally prefers to ride on pathways or quiet side streets. According to a nationwide 1991 Lou Harris Poll, it was reported that “...nearly 3 million adults (about one in 60) already commute by bike, and projected the number could rise to 35 million if more bicycle friendly transportation systems existed.” In short, there is a large reservoir of potential bicyclists who don’t ride (or ride more often) simply because they do not feel comfortable using the existing street system and/or don’t have appropriate bicycle facilities at their destination. The Silver Strand Bike Path is heavily used by a range of non-motorized users with varying skill and experience levels Bicyclists are typically separated between experienced and casual riders. Casual riders include those who feel less comfortable negotiating traffic. Other attributes of the casual bicyclist include cycling shorter distances than the experienced rider and unfamiliarity with many of the rules of the road. The casual bicyclist will benefit from route markers, bike lanes, wider curb lanes, and educational programs. Casual bicyclists may also benefit from marked routes that lead to parks, schools, shopping areas, and other destinations.
Experienced bicyclists include those who prefer the most direct, through route between origin and destination, and a preference for riding within or near the travel lanes. Experienced bicyclists negotiate streets in much the same manner as motor vehicles, merging across traffic to make left turns, and avoiding bike lanes and shoulders that contain gravel and glass. The experienced bicyclist will benefit from wider curb lanes and loop detectors at signals. The experienced bicyclist who is primarily interested in exercise will benefit from loop routes that lead back to the point of origin.
A recreational cyclist along Glorietta Boulevard about to enter the bike path. 4.4.1. Recreational Bicyclists The skill and confidence to safely transition between on- and off-street The term “recreational” cyclist covers a broad range of skill and fitness levels. bikeway segments is important given the discontinuous nature of the existing Recreational cyclists can range from a “roadie” who joins 50 mile group rides on Bikeway Route. weekends, to a family with young children who occasionally want to ride a couple miles down a quiet bike path, and all levels in between. A cyclist’s level of skill, fitness, and comfort on the road will determine what type of facility they are looking
4-4 Bayshore Bikeway Plan 4. Needs Analysis for. The needs of recreational bicyclists must be understood prior to developing a set of bikeway improvements. The following points summarize recreational needs:
• Recreational users cover all age groups from children to adults to senior citizens. Each group has their own abilities, interests, and needs. • Directness of route is typically less important than routes with less traffic conflicts, visual interest, shade, and protection from wind, moderate gradients, or other features. • People exercising or touring often (though not always) prefer a loop route rather than having to backtrack.
In order to characterize the differences in recreational cyclists, this study breaks this category into two subcategories: “Road Cyclists” and “Casual Cyclists,” acknowledging that these are generalizations and that the average cyclist may have attributes of both user groups.
Road Cyclists Road cyclists are those who will bike almost exclusively on street, because roadways Bicyclist pulling a child trailer at the are the type of facility that accommodates their desire for higher speeds, longer Coronado Ferry Landing at the end of distances, and few conflicts with other recreational users. Typical trip distances for the Bayshore Bikeway loop the road cyclist can range from 10 miles to over 50 miles. While the average road cyclist would likely prefer to ride on roads with little or no traffic, they are generally comfortable riding in traffic if necessary. To this end, a road cyclist will tend to ride in a manner similar to a motor vehicle (e.g. when approaching traffic signals or making left turns). Road cyclists are typically not seeking a recreational destination along the route, as the ride itself is the recreation. In fact, special cycling clothing and shoes and the lack of a bicycle lock, tends to limit the ability of the road cyclist to park and walk around off the bike.
Due to the relatively narrow width and thin casing of standard road bike tires, road cyclists are often susceptible to flat tires. As such, road cyclists are very concerned about glass, rocks, and other debris on the road or in the shoulder. In addition, loose material on the road such as sand or gravel can cause skinny road tires to lose traction and wash out on curves. Since most road debris tends to end up in the shoulder, road cyclists will tend to move into the travel lane if any debris is present in the shoulder that might cause a flat tire or other hazard. This can sometimes lead to conflicts with motor vehicles, as many motorists don’t understand why a cyclist is riding in the lane if there is a seemingly good shoulder available.
Casual Cyclists Casual recreational cyclists are those who generally want to ride on off-street bike paths, are seeking a more relaxed cycling experience, and cover shorter trip distances at slower speeds. Casual cyclists will tend to do trips of less than 10 miles in length, Commuter bicyclist riding south from and often ride more comfort-oriented bikes, hybrid or mountain bikes. Casual downtown San Diego along Harbor cyclists may ride as a family group, with children, and because they are more likely to Drive on a weekday evening ride with others of varying skill and fitness levels, flat topography is generally desired. Casual cyclists are typically not comfortable riding in traffic, and will avoid riding on busy streets when possible, riding on the sidewalk if necessary. Bike routes
Bayshore Bikeway Plan 4-5 4. Needs Analysis
that extend through low-traffic residential streets are generally acceptable for casual cyclists, even if they are not the most direct route between destinations. Casual cyclists may load their bikes in their cars and drive to a bike path, and are more likely in need of parking areas or trailheads. Having recreational amenities and features along the route is more important to the casual cyclists, such as drinking fountains, shaded areas, picnic tables, interpretive signs, and scenic vistas. Recreational destinations are also important for casual cyclists, as they provide a place to stop and get off the bike and walk around. To this end, having secure bike parking at destinations is important. Major barriers include busy road crossings or intersections that might intimidate casual cyclists who are not comfortable negotiating heavy traffic, merging, or lane changes, especially those who go on family rides with young children. Clearly signed bicycle facilities that avoid busy streets and intersections are important to encourage casual cyclists.
The Bayshore Bikeway is currently utilized by both road and casual cyclists. Road cyclists may ride the entire bikeway loop from start to finish. Casual cyclists may drive to a trailhead along the Silver Strand Bikeway (such as 13th Street) and just ride the Silver Strand portion up to Coronado and back. In terms of needs, road cyclists would likely point to improved pavement along Harbor Drive, wider shoulders or bike lanes in some places, bicycle detector loops, and other on-street improvements as the types of enhancements they would like to see on the Bayshore Bikeway Route. Casual cyclists would likely desire additional off-street Class I segments of the bikeway so that they could ride a longer loop without riding on street.
4.4.2. Commuter Bicyclists As noted above, the Bayshore Bikeway route also extends through a significant number of major employers along the San Diego Bay, and this facility has the potential for use by commuting cyclists. Millions of dollars have been spent throughout the United States attempting to increase the number of people who ride to work, with moderate success. Bicycling requires shorter commutes, which runs counter to many of our nation’s past land use and transportation policies that effectively encouraged people to live further, and further from where they work. Access to transit helps extend the commute range of cyclists, but transit systems also face an increasingly dispersed live-work pattern that is difficult to serve. Despite these facts, the Bayshore Bikeway has the potential to increase the number of people who ride to work or school because of (a) concentrated local employment, (b) a relatively flat topography, (c) a temperate climate, and (d) nearby transit connections.
4-6 Bayshore Bikeway Plan 5. RECOMMENDED IMPROVEMENTS
This chapter presents recommendations for long term and short term improvements to the Bayshore Bikeway route. Based on input from the Bayshore Bikeway Working Group, this study assumes that the desired long-term facility for the entire Bikeway route is a Class I bike path. Because achieving a Class I path along some segments of the route may take many years to achieve due to constraints such as engineering issues, property ownership, environmental issues, and funding, short-term recommendations have also been provided in order to provide for an enhance on-street Bayshore Bikeway route. Caltrans Class I Bike Path Standards For purposes of this study the Bikeway route has been broken down into ten numbered segments, looping clockwise around San Diego Bay beginning at the • Minimum 8’ paved Broadway Pier in San Diego and ending at Coronado Landing in Coronado. The bike path width final segment of the bikeway loop is assumed to be achieved using the Coronado • 2’ unpaved ferry link. The numbered Study Segments are depicted on Figure 5-1, Key to Study shoulders on each Segments. The Key is followed by Figures 5-2 though 5-8, aerial photographs of side each segment depicting the existing on and off-street Bayshore Bikeway facilities, as • 5’ horizontal well as the Recommended alignment of new bike path segments to achieve the separation if path is desired continuous Class I facility for the entire bikeway route. The aerial located adjacent to photographs are intended to orient the reader and to provide an overview of the roadway existing and recommended alignments. Plan overview graphics and cross sections • If horizontal separation not showing recommended designs for each segment are provided at the end of the achievable, install chapter in Figures 5-9 through 5-22. suitable vertical barrier (e.g. fence) The discussion of each segment includes a brief review of existing conditions and • Recommend wider recommendations for a Class I facility alignment, as well as short term improvement path width (12’) for recommendations where appropriate. The recommendations feature cross sections areas where heavy of a typical location along the segment with the suggested improvements included. use expected All recommendations for new bike path segments were developed assuming the path would meet Caltrans Class I standards, which requires a minimum path width of eight feet, and two foot unpaved shoulders on either side of the path. For pathways located immediately adjacent to roadway travel lanes, a minimum five foot wide horizontal separation between the path and roadway is required, or if this separation cannot be achieved a suitable vertical barrier. Refer to Chapter 7, Design Guidelines, for additional details and design standards for Class I bikeways.
Bayshore Bikeway Plan 5-1 Segment 1 San Diego
U.S. Naval Air Station Segment 2
Coronado Segment 3
Segment 4 U.S. Naval Station National City
Segment 10 U.S. Naval Amphibious Base Segment 5
San Diego Bay
Pacific Ocean National City Marine Terminal nel han ter C etwa Swe Segment 6
S
i l Chula Vista v e r
S
t r a n d
S t Segment 7 a t Streams e
B
e a c Bikeways h Chula Vista Bike Path Harbor Bike Lane On-Street Bike Route Ferry Connection Segment 8 BAYSHORE BIKEWAY Bike Path On-Street Bike Lane/Route
Segment 9 N Imperial Beach
0 3,900 7,800 Feet
FIGURE DESCRIPTION
5-1 Key to Bayshore Bikeway Study Segments Existing Bike Path Broadway Pier Ferry connection Existing On-Street to Coronado Bike Lane/Bike Route USS Midway Museum Proposed New Broadway Bike Path Alignment
Tuna Harbor Park
Fish Market Harbor Drive Recommend Xing enhancements at Embarcadero/Promenade path crossing of Separate bike and pedestrian entrance drive pathways, heavy pedestrian use of both paths
Harbor Drive
Old Police Headquarters Pacific HighwayPlanned for redevelopment, recommended Bikeway will extend through parking area (specific path alignment Seaport Village to be coordinated with site Bicycles not permitted redevelopment plans) on waterfront promenade within Seaport Village
lvd. B
Seaport Village Parking Kettner Some bicyclists currently Market St ride informal route through parking areas to bypass Harbor Dr re prohibited promenade et
iv
e Embarcadero Marina Park
Convention Center Convention Ctr. Promenade Wide promenade behind convention center, with striped "bike lane" to separate flows
FIGURE STUDY SEGMENT Broadway Pier to Convention Center 5-2 1 Continued from Existing Bike Path Segment 2, at left SEGMENT 2 Existing On-Street SEGMENT 3 Bike Lane/Bike Route
Section 3A Proposed New Bike Path Alignment
Harbor Drive Harbor Drive Harbor
Convention Way San Diego Recommended Bikeway Convention path along west side of Center Convention Way, a low traffic roadway providing access to convention Section 1A center loading docks Harbor Drive BNSF Xing Petco Park Improvements to on-street crossing to decrease sharp NASSCO Employee Parking angle of bike lane xing Recommended Bikeway alignment will extend through areas currently used for NASSCO employee parking (paved and unpaved). Will require Harbor Drive Xing at 8th Upslope of BNSF Xing reconfiguration of parking areas, Recommended Bikeway path Class I trail on east side of may result in some parking loss. alignment crosses to the east Harbor upslope of BNSF side of Harbor Drive at 8th, crossing may require cut/fill taking advantage of existing and retaining walls Section 3B
crosswalk in this location. Harbor Drive
Section 2A Harborside Trolley Harbor Drive RR Bridge NASSCO Main Gate Station Requires widening bridge or cantilevering in order to accomodate Bikeway path without removing existing 4 foot shoulder area
10th Avenue Harbor Drive Harbor Marine Terminal
MTS Trolley ROW Recommended Bikeway path alignment follows east Cho side of Harbor Drive, within or adjacent to MTS trolley llas Chollas Creek Bridge Section 2B Harbor Drive xing of right-of-way C reek Chollas Creek channel
Harbor Drive Main Street Main is constrained, MTS trolley crosses on separate bridge structure. Bridge widening or new bridge will be necessary for Class I trail
Beardsley Street
Section 3C
C esar Chavez Parkway 32nd Street Barrio Logan Trolley Station Naval Station San Diego Pacific Fleet Trolley Station SR-75 (San Diego-Coronado Bridge) East Side Alignment
tationte Under Option B, the Bikeway Newton Newton a l S G
Main Street Main path alignment continues on NavaMain the east side of Harbor to
Gate 7 of the Naval Base Harbor Drive Harbor
A West Side Alignment venue Under Option A, the Bikeway path alignment crosses to the west side of Harbor at 32nd, taking advantage of existing crosswalk at this intersection
Continued on Segment 3, at right
FIGURE San Diego Convention Center to STUDY SEGMENTS 5-3 National City Limit 2 and 3 Continued from Existing Bike Path SEGMENT 5 Segment 4, at left SEGMENT 4 Existing On-Street Bike Lane/Bike Route BNSF ROW Proposed New See note on Segment 4, Bike Path Alignment below Sections 4A and 4B
East Side Alignment Tidelands Avenueve. Extension Harbor Drive Under Option B, the Bikeway RecomendedPotential extension Bikeway of T alignmentidelands
path alignment continues on alongAvenue Tidelands and new would signalized utilize
T the east side of Harbor, excessintersection roadway at Harbor width wofor path idelan utilizing unimproved area along west side of roadway Naval Station
between road and RR tracks Cleveland
Harrison
San Diego d
s s A
Gate 7 Crossing venue Under Option B, the Bikeway Driveways and Crossings West Side Alignment A A number of driveways and A would to west side of Harbor ve Under Option A, the ven crossings occur along the Bikeway path alignment Drive at existing crosswalk nue ROW
at Gate 7 Tidelands alignment. Path u
crosses to the west side e design would need to of Harbor at 32nd address these potential conflict locations. Section 5A Gate 7
Naval Station Frontage Harrison ROW Option
Alternative to Tidelands,I-5 West Side Bikeway path Drooped Chain Barrier alignment utilizes unpaved Low drooped chain barrier in requiring redevelopment shoulder area adjacent to center of northbound shoulder of buildings within the Naval Station. Will require should be removed in short abandoned ROW. undergrounding utility poles, term to provide additional potentially shifting Navy fence width for on-street cyclists for wider trail/lanscaping
Harbor Drive Historic National City Depot
Naval Station San Diego Paleta Creek Xing Crossing of Paleta Creek (which drains to 7th St. Channel) is W 24th Street constrained area of Harbor/MTS ROW Naval Base Bridge Historic Railcar Option to use existing and will require bridge Plaza abandoned railroad bridge widening or new bridge for Class I path over Paleta Creek on Existing Wide Sidewalk Naval Station property. Improvements to Class I Would require moving National City Marine standards if Harrison ROW security fence Paleta Creek option developed
Terminal T idel 8th Street
Trolley Station and Coronado
Branch Line
s s A
8th Street ven Sweetwater Marsh 7th Street Channel
Section 4C ue Nat'l Wildlife Refuge Harbor Drive Harbor Tidelands Ave. Extension Potential extension of Tidelands Avenue and new signalized 32nd Street Alignment intersection at Harbor would Option for alignment along provide more direct connection northern side of 32nd St. for on-street cyclists. to avoid additional traffic related to future Marina 32nd Street BNSF ROW Use of BNSF ROW for I-5 Bikeway path is option for more direct connection to Tidelands Avenue, but need to address railroad Future National operational issues City Marina Pepper Park
Cleveland T
idelands idelands Sweetwater Channel
I-5 TGordyidelands Shields A Extension Bridge
PotentialExisting bike/ped extension bridge of Tidelands over A A ASweetwatervenue and Channel,new signalized extends
venue venue intersectionfrom east terminus at Harbor of 32ndwould St. providein National more City direct to E connectionStreet in forChula on-street Vista cyclists.
Continued on Segment 5, at right
FIGURE National City Limits to STUDY SEGMENTS 5-4 Sweetwater River 4 and 5 Existing Bike Path SEGMENT 6 Existing On-Street Bike Lane/Bike Route
Proposed New Sweetwater Channel Bike Path Alignment
Continued from Segment 6, at left SEGMENT 7 Lagoon Drive/F Street
Bay Boulevard I-5 Goodrich Corp.
Existing Bikeway Route Sweetwater Marsh Nat'l Wildlife Refuge Follows on street route of bike lane/route through Chula Vista Bayfront area G Street G Street
Sandpiper W SDG&E Right of Way From E Street to Moss Street, the recommended Bikeway
alignment would utilize SDG&E I-5 ROW. Power lines are planned to be undergrounded by 2008,
a bike path could be constructed
y above undergrounded lines. H Street
Bay Boulevard
TGordyidelands Shields A Extension Bridge Path PotentialExisting bike/ped extension bridge of Tidelands over ASweetwatervenue and Channel,new signalized extends intersectionfrom east terminus at Harbor of 32ndwould St. providein National more City direct to E connectionStreet in Section 7A forChula on-street Vista cyclists.
Chula Vista Marina Pkwy Harbor
.
Chula Vista Nature I-5 Center Parking Area
E Street J Street SDG&E Right of Way Chula Vista Harbor Spur Trail South of E Street the bike path Optional trail alignment through Marina alignment would utilize SDG&E Chula Vista Bayfront area would View Park TBayidelands Blvd. BikeA Extension Route ROW, power lines planned to provide connection to Harbor PotenCurrent Bikeway route travels be undergrounded by 2008. area. Specific alignment details along Bay Blvd. as Class III. would be determined as part of Recommend installing Class II Bayfront Area redevelopment bike lanes in short term as on-street enhancement Section 6A
Lagoon Drive F Street
Continued on Segment 7, at right
FIGURE Sweetwater River to STUDY SEGMENTS 5-5 Marina Parkway 6 and 7 SEGMENT 8A Existing Bike Path J Street Existing On-Street Bike Lane/Bike Route
Proposed New Bay Blvd. Bike Path Alignment
Current Bike Path Projects
Continued from Segment 8A, at left
I-5 SEGMENT 8B
Bay Boulevard
SDG&E Right of Way
Between E Street and Moss Blvd. Bay Street the bike path alignment would utilize SDG&E ROW, power lines planned to be undergrounded by 2008. L Street
Palomar Street
Stella Street
South Limit of Undergrounding The Moss Street alignment west South Bay Salt Works of I-5 is the south limit of the
SDG&E undergrounding project. I-5
South of here, the Bikeway path Frontage Rd. route will run adjacent to Bay Blvd., shifting to the east side of Coronado Beltline ROW. Crossing of RR to Moss Salt Works Reuse occur at existing service road Street Adaptive reuse of historic along Moss Street alignment. Salt Works could result in conversion of the building into an interpretive center.
Section 8A New USFWS Access A new Refuge access road will provide opportunity Coronado Beltline ROW to use Coronado Belt Line Historic Coronado Beltline Levee for Bikeway path Railroad ROW is owned by alignment. MTS and presents opportunity for Class I path alignment. Path would be setback from tracks and not preclude future use of I-5
Beltline for rail service.
Bay Boulevard Bay Frontage Rd. Frontage
Main Street Current Project Class I segment currently under development, linking Main Street to existing Palomar Street Silver Strand Bike Path
South Bay Salt Works Stella Street
Continued on Segment 8B, at right
FIGURE SEGMENT 5-6 Marina Parkway to Main Street, Chula Vista 8 Existing Bike Path Currently Planned Bike Path Project Existing On-Street Bike Lane/Bike Route Other Proposed Trail Project Proposed New Bike Path Alignment
Optional Bike Path Silver Strand Bike Path Alignment/Spur To Coronado
Silver Strand Blvd. (SR-75) South San Diego Bay
Otay River National Wildlife Refuge
d. U.S. Naval Communication ge R a Station t n
Current Project Fro Construction of a Class I Path Main Street along the levee will provide direct Proposed Refuge Boardwalk connection from Main Street in A boardwalk segment proposed by Chula Vista with existing Silver USFWS would extend along Bayfront Strand path in Imperial Beach. from 10th to 7th Streets, providing a Path undergoing design and
I-5 separate facility for pedestrians and environmental review, est. Otay River Imperial Beach Spur Path Options offer refuge viewing opportunities construction by spring 2007 The City of Imperial Beach is studying options for a spur path providing a bike connection from the beachfront area to the Bayshore Bikeway/Silver Strand path. Options include a potential route Otay River along the perimeter of the Navy property Miles Bowler Existing Class I Path (requiring a grade-separated xing of Park An existing Class I segment connects SR-75), and a path along SR-75 using Bay Boulevard in Chula Vista with
the signalized crossing at Rainbow Drive. Saturn Boulevard in South San Diego
lvd.
.
13th Street 13th
B
7th Street 7th
10th Street 10th
. Saturn Saturn
Palm Avenue Dr Rainbow Palm Avenue (SR-75)
Seacoast Dr Seacoast Existing On-Street Route Imperial Beach An existing on-street route consisting of Beachfront Class II and III segments uses Saturn Blvd., Area Palm Avenue, and 13th Street to connect to the Silver Strand Bike Path. The Palm Avenue segment is fronted by commercial uses and has numerous driveways and high traffic volumes.
FIGURE Main Street, Chula Vista STUDY SEGMENT 5-7 to Silver Strand Bike Path 9 Continued on Existing Bike Path Segment 10B, at right Coronado Ferry Terminal Existing On-Street Ferry Connection to Bike Lane/Bike Route Downtown San Diego
Glorietta Bay
Coronado Central Beach Coronado Tidelands Regional Park Existing Class I facility provides connection to Coronado Ferry Terminal
MTS Bus Across Bridge Connect to downtown via Routes 901, 902, 903, bus
US Naval SR-75 (Silver Strand Boulevard) stop at 4th St./Adella Ln. Amphibious SR-75 Base Glorietta Drive Glorietta Drive is popular with joggers and bicyclists running or riding along the golf course. No Coronado Municipal path currently exists, but sufficient Golf Course road width provides an opporunitiy Silver Strand for Bikeway alignment here. State Beach
Glorietta Drive
SR-75 US Naval Glorietta Bay Communication Station
SEGMENT 10A SEGMENT 10B Continued from Segment 10A, at left
FIGURE SEGMENT Silver Strand to Coronado Ferry Terminal 5-8 10 5. Recommended Improvements
5.1. SEGMENT 1 5.1.1. Location and Existing Conditions Segment 1 begins at the Coronado Ferry Landing at the Broadway Pier in the City of San Diego and extends south past Seaport Village to the Convention Center Promenade. Segment 1 continues along the Convention Center Promenade to Convention Way, and then east on 8th Avenue to Harbor Drive.
A portion of Class I facility exists along Harbor Drive between Pacific Highway and Broadway, and then south of Seaport Village along the Convention Center Promenade. Bicycles are currently not permitted along the waterfront promenade Key Recommendations of Seaport Village. Some bicyclists ride through the Seaport Village parking lots in for Segment 1: order to bypass the promenade area and connect between the Convention Center promenade and the Harbor Drive Class I segment. Along the Convention Center • New Class I bike Promenade, the Bikeway takes the form of a striped and stenciled two-way “Bike path through Lane.” This “Bike Lane” does not meet actual Caltrans Class II bike lane criteria, as Seaport Village area it is only about 5 feet in width (but intended to accommodate two-way bicycle as part of Old Police traffic), and is also positioned along the inner (east) edge of the promenade, Headquarters resulting in potential conflicts with pedestrians entering the promenade from side Redevelopment intersections. • Remove “Bike Lane” striping along Where the Convention Center Promenade meets Convention Way the Bikeway Convention Center becomes an on-street facility. Class II Bike Lanes do not currently exist along Promenade Convention Way, although the street width is adequate for shared use by bicyclists.
• New Class I bike path along west side Where Harbor Drive curves away from the waterfront, bicyclists have an alternative of Convention to the Seaport Village/Convention Center Promenade route by simply continuing Center Way on-street along Harbor Drive. This section of the Bikeway is a combination of Class II and Class III facilities beginning at the Pacific Highway (where the Class I • Long-term allow ends) and extending south along Harbor along the front of the Convention Center. bicycles along Along the Class III segment the roadway lanes are narrow in places, such as in front Seaport Village of the Convention Center parking entrance. waterfront promenade 5.1.2. Class I Recommendation The segment of Harbor Drive between Broadway and Market Streets will be subject to redevelopment as part of the North Embarcadero Visionary Plan. In addition, the Historic Old Police Headquarters building which anchors this area of waterfront will be reused as part of the Downtown Historic Harborfront Redevelopment. These redevelopment plans includes pedestrian friendly features such as an expanded bicycle and pedestrian promenade along the Embarcadero area and a public plaza, further enhancing the area’s appeal as a destination for people on bikes or foot. The Bayshore Bikeway path alignment should be incorporated into these redevelopment plans; it is recommended that a separate bike path be developed to attempt to separate the pedestrian and bicycle flows through this heavily congested area. Given the heavy pedestrian volumes, the Embarcadero Promenade area will not be an area for high-speed cycling, but instead a place where more casual cyclists can ride slowly and enjoy views of the waterfront.
5-10 Bayshore Bikeway Plan 5. Recommended Improvements
Along the redeveloped Old Police Headquarters site, a new Bayshore Bikeway path alignment should be provided in order to provide a clear alignment for cyclists who want to continue off-street and avoid the bicycle prohibitions of Seaport Village. A suggested alignment within the Old Police Headquarters is shown in Figure 5-9. This path could be developed within a wide landscaped area adjacent to Pacific Highway and the parking lot where there would be no vehicular crossings; the path would continue adjacent to the hotel service road, and connect to the Convention Center promenade at the south boundary of Seaport Village. It appears that in order to formalize the connection to the Convention Center promenade, cyclists may need to ride a short distance within the Seaport Village property. Discussions with the Seaport Village management would be required in order to designate this as a formal bicycle path.
Along the existing Convention Center Promenade, it is recommended that the existing 4 foot wide “Bike Lane” striping along the eastern edge of the walkway be removed. One alternative would be simply to let the bicyclists and pedestrian traffic mix along this segment. Under this approach, it would be important to post bicycle speed limit signage to ensure that bicycles maintain low speeds compatible with pedestrian traffic. A second alternative would be to attempt to separate bicycle and pedestrian flows with separate pathways, which could be beneficial for both user groups. However, placing the higher speed bicyclist path adjacent to the building frontages and intersections create potential safety conflicts. If a separate bicycle travelway is desired within the Promenade, it is recommended that this area be offset at least 10 feet from the edge of the buildings to improve sight distance, and be a minimum of 8 feet in width to allow for two-way travel. Designating the bicycle area with a different pavement material than the rest of the promenade (a smooth material such as asphalt) would provide some visual interest and provide a better aesthetic than a “bike lane” stencil.
After the Convention Center Promenade, the bikeway route emerges on-street onto Convention Way. In the short-term, cyclists can continue to use Convention Way as a Class III route to connect to Harbor Drive. As a long-term recommendation, a Class I path should be incorporated into the redevelopment of the former Campbell Shipyard site, which is proposed for a new hotel development. Figure 5-10 shows a potential alignment through the redeveloped Campbell site, based on current plans obtained from the Port.
At the signalized intersection of 8th Avenue and Harbor Drive, the Recommended pathway alignment would cross to the east side of Harbor Drive. With the short- term on-street Convention Way alignment, cyclists would cross to the east side of Harbor Drive using the existing pedestrian crossing at 8th Avenue. As part of Bayshore Bikeway development, this crossing should be enhanced with high- visibility crosswalks and bicycle loop actuators, in addition to the existing pedestrian push-button actuators. Under the long-term Class I pathway development through the Campbell shipyard site, the bikeway alignment could potentially utilize an existing service road that goes underneath the Harbor Drive (at the overcrossing of the railroad tracks) and connects the Campbell site to the east side of Harbor.
Bayshore Bikeway Plan 5-11 5. Recommended Improvements
5.1.3. On-Street Recommendation On-street bike lane facilities should be maintained along Harbor Drive through this segment, providing an on-street option for commuter or higher-speed recreational cyclists who want to bypass the congested pedestrian environment along the Embarcadero, near Seaport Village, and along the Convention Center Promenade.. Bicyclists using the route for commuting may prefer to use on-street facilities, especially through the downtown area where pedestrians and families with children may be traveling along the Bikeway at a slower pace.
5.1.4. Short Term Improvements In the short term, crossing enhancements to the existing pathway are recommended at the Fish Market entrance drive, where the separate bicycle and pedestrian crossing areas should be consolidated into a single, high visibility crossing. Wayfinding signage should be installed where the Embarcadero bike path approaches Seaport Village, so that cyclists do not continue toward the prohibited area of Seaport Village. Wayfinding signage should direct cyclists around Seaport Village so that they can connect to the Convention Center Promenade (see Section 7.5 in Chapter 7, Design Guidelines).
5.2. SEGMENT 2 5.2.1. Location and Existing Conditions Segment 2 begins at the intersection of 8th Street and Harbor Drive and extends south to the entrance of the NASSCO at 28th Street. This segment of the Bikeway exists entirely as on-street bike lanes/route along both sides of Harbor Drive. Street parking is present along the southern half of this segment along the western side of Harbor Drive south of the railroad bridge.
5.2.2. Class I Recommendation Due to the opportunity to route the path along the MTS and SDG&E right of way, the recommended Class I alignment follows the east side of Harbor Drive along this segment. Through this area, the western side of Harbor Drive is fronted by a number of port- and working waterfront uses, and width is not available to accommodate a Class I path. The signalized intersection at 8th Avenue and Harbor presents an opportunity to cross Harbor at an existing controlled intersection.
From 8th Avenue, the Bikeway alignment along Harbor Drive would immediately cross the bridge over the BNSF railroad tracks. The bridge is configured with a 4 foot shoulder and 4 foot sidewalk on each side; construction of an 8 foot wide bike path with the current bridge structure would require consolidating the shoulder and sidewalk into a two-way pathway. Due to the number of commuters and road cyclists who use this corridor, eliminating the roadway shoulder to provide the Class I path is not desired. Therefore, providing the new Bayshore Bikeway path over the bridge would require widening the bridge, or a cantilevered pathway from the east side of the existing bridge structure.. As shown in Figure 5-11, the cantilevered platform would provide the necessary width for the Bikeway. If the cantilevered
5-12 Bayshore Bikeway Plan 5. Recommended Improvements section is installed as shown, with only ten feet for the path including shoulders, the installation of a fence will be required to separate the path from the roadway.
Moving south from the Harbor Drive-BNSF bridge crossing, the east side of Harbor Drive appears to have sufficient room for the installation of a Class I facility adjacent to the MTS trolley tracks. Parcel maps show the area east of Harbor Drive as being comprised of two narrow parallel linear parcels, with the westernmost parcel (immediately adjacent to Harbor Drive) owned by the Union Pacific Railroad, and the eastern parcel owned by the MTS for the trolley line (this ROW was Key Recommendations formerly the San Diego and Arizona Eastern Railway Co.). Some ROW acquisition for Segment 2: may be necessary for portions of the alignment proposed on the privately held Union Pacific parcel, or negotiation of an easement to develop the path in this area. • Cantilever new Class For portions of the alignment within the MTS parcel, an easement would be I path on east side necessary for path development. Further study of the ownership, and design of the of Harbor Drive path with adequate setback from the trolley tracks will be necessary. Based on a bridge over BNSF preliminary cross-section, it appears that a 12 foot wide path may be possible to tracks. Study of install here, reducing the width of the Bike Lane from eight feet to seven feet. The bridge structure installation of a fence is recommended along this section, providing a buffer required to ensure between Bikeway users and heavy vehicle traffic. A fence would likely be required it can handle between the path and trolley line as well. additional load
• New Class I along Further south along Harbor Drive, a number of paved and unpaved areas along the east side of Harbor eastern side of the road are used by NASSCO employees for parking. While these Drive, adjacent to areas provide sufficient width and setback from the trolley tracks, they are heavily MTS trolley ROW. used for parking. Accommodating a path through this area would require, at a minimum, reconfiguration of the parking areas, and possibly some loss of parking. • Easement or ROW Figure 5-12 illustrates a potential cross-section within this area. South of Sampson acquisition through Street, parcel maps show that the western linear parcel adjacent to Harbor Drive NASSCO parking changes ownership to NASSCO, while the eastern (trolley line) parcel remains under areas required, MTS ownership. Some ROW acquisition may be necessary for portions of the some parking loss alignment proposed on the privately held NASSCO parcel, or negotiation of an may occur easement to develop the path in this area. • Repave, restripe and improve The BNSF railroad tracks cross back over Harbor Drive at-grade near Schley Street, maintenance/ in an location where the Harbor Drive alignment curves slightly easterly. In this sweeping along location, the NASSCO parking area and MTS right-of-way is located upslope of the Harbor Drive bike Harbor Drive travel lanes. A path could be accommodated on the east side of lane and shoulder Harbor Drive downslope of the NASSCO parking lot through this area, but would areas require cutting the path into the slope and constructing retaining walls. • Consider widening existing Class II bike Several cross-streets exist along this segment, including Beardsley Street, Cesar lanes on Harbor Chavez Parkway, Sampson Street and Main Street, that a Class I path along the east Drive, and increase side of Harbor Drive would need to cross. These crossing locations are a potential enforcement of conflict point between path users heading straight and motorists turning off or on parking to Harbor Drive from the cross-street. In addition to these cross streets, other encroachments potential crossing conflicts along the pathway alignment occur at the driveways providing access to the NASSCO parking areas. At all of these crossing and driveway locations, the Class I facility would need to be designed with features to ensure maximum crossing safety, discussed in the sidebar on the following page. Incorporation of these features into the Bayshore Bikeway design would ensure that
Bayshore Bikeway Plan 5-13 5. Recommended Improvements
user safety for the Class I path is maximized at the various cross-street and driveway crossings along the alignment.
5.2.3. On-Street Recommendation The existing on-street facility, consisting of seven foot Bike Lanes in the southerly Bike Path Crossing Enhancements direction and eight foot bike lanes in the northerly direction, should be maintained Recommended along this segment. The maintenance of this Class II facility will provide cyclists For Entire Corridor: who wish to ride on-street the opportunity to do so without impeding motorists, providing space available for side-by-side lane sharing. Good visibility and sight distance for both motorists and path users approaching 5.2.4. Short Term Improvements the crossing, keeping vegetation and landscaping Improving the condition of pavement on Segment 2’s existing on-street facilities clear of the intersection may make the greatest difference for recreational and commuter bicyclists who approach currently use this segment. In addition to repaving the roadway surface, supplementary signage may be installed to direct bicyclists along the route, as well as Reducing path user speeds to alert motorists to the presence of bicyclists on the road. approaching the intersection, using path geometry, such as a curve in the path approaching the intersection. 5.3. SEGMENT 3
Bollards or chicanes may be appropriate in some 5.3.1. Location and Existing Conditions locations, although they Segment 3 begins at 28th Street at the NASSCO entrance and extends south to the should be used with Naval Station entrance at 32nd Street along Harbor Drive. The existing facilities are prudence, should be ADA comprised of Class II bicycle lanes along Harbor Drive. Throughout this section of accessible, and should be clearly marked with Harbor Drive, the lanes are bordered by on-street parking; specifically serving the reflectors. NASSCO on the western side of Harbor Drive. The existing Class II facilities are narrow (some segments may be narrower than Caltrans standards), and are Traffic controls that clearly occasionally blocked by illegal parking in the vicinity of NASSCO. Just north of the indicate right of way to both Naval Station, Harbor Drive passes over Chollas Creek on a narrow bridge motorists and path users. If the intersection is signalized, structure. a traffic signal head should be provided at a height clearly visible to path users. 5.3.2. Class I Recommendation At stop-controlled intersections, a stop sign Continuing from Segment 2, the Recommended Class I Bikeway alignment will should be placed along the follow the eastern side of Harbor Drive in front of NASSCO. Through this area, path or road requiring path the paved and unpaved parking areas used by NASSCO employees provide an users or motorists to stop. opportunity to accommodate the path between the roadway and the trolley line. As noted above, some reconfiguration of the parking areas would be required, and Pedestrian push button and some loss of motor vehicle parking may occur. Parcel maps show that the linear bicycle detection loops at signalized crossings. parcel adjacent to Harbor Drive in this area is owned primarily by BNSF, with a small segment owned by NASSCO. Some ROW acquisition may be necessary for Warning signage should be portions of the alignment proposed on the privately held BNSF and NASSCO provided for motorists parcels, or negotiation of an easement to develop the path in this area. Note that warning of the path crossing, the Naval Station Military Reservation Boundary starts roughly at 28th Street and such as “Trail Xing” or “Yield to Peds”. includes areas on both sides of Harbor Drive.
Crosswalks should be Figure 5-13 and 5-14 illustrate potential path cross sections through these areas. provided at all crossing locations, and curb ramps The Class I facility shown in the cross section is drawn at minimum width, in an where necessary
5-14 Bayshore Bikeway Plan 5. Recommended Improvements effort to preserve space to meet the demand for motor vehicle parking in the existing parking area.
Just north of the main Naval Station facilities, Harbor Drive passes over Chollas Creek on a narrow bridge with limited width outside the vehicle travel lanes. The MTS trolley crosses the creek on a separate bridge structure east of Harbor Drive. Neither the Harbor Drive bridge nor the MTS bridge have sufficient available width to accommodate a Class I bike path on the existing structures. As such, providing the Class I bikeway crossing of Chollas Creek will require either widening the east side of the Harbor Drive bridge to add a minimum of 8-foot width for the path, or constructing a new stand-alone bridge crossing for the bike path itself. It appears possible that a pre-fabricated bridge structure could be placed across the creek east Key Recommendations of Harbor Drive to serve the bikeway. for Segment 3:
Farther south, approaching 32nd Street, the parking areas are no longer present. • New Class I bike Through this area there is potential for installation of a broad Class I path with path along east side landscaping and other amenities. Parcel maps show this area as being owned by the of Harbor Drive through areas BNSF Railway (formerly ATSF) and the MTS (as part of the former San Diego and currently used by Arizona Eastern Railway Co.). Some ROW acquisition may be necessary for NASSCO for parking portions of the alignment proposed on the privately held BNSF parcel, or negotiation of an easement to develop the path. For portions of the alignment • Easement or ROW within the MTS ROW, an easement would be necessary for path development. acquisition through Given that this area is also within the Naval Station boundary, coordination with the NASSCO parking US Navy will also be necessary. As shown in Figure 5-15, the dirt area separating areas required, the tracks from the roadway is wide enough for a 12 or 14 foot Class I path with some parking loss room for landscaping on both sides. The width of the available corridor is enough may occur to accommodate the installation of other Bikeway amenities, such as drinking fountains, benches or trash receptacles. • New bike path bridge crossing of Chollas Creek th nd Cross-streets along this segment include 28 Street and 32 Street, as well as entrance driveways associated with NASSCO and the Naval Station and the • Bike path cross to driveways providing access to the parking areas along the east side of Harbor Drive. west side of Harbor These crossing locations are a potential conflict point between bike path users Drive at 32nd Street entering and exiting the bike path at intersections and from crossing driveways. At all of these crossing and driveway locations, the Class I facility should be designed • Repave, restripe with the safety features discussed under Segment 2 previously in this Chapter. and improve maintenance/ sweeping along 5.3.3. On-Street Recommendation Harbor Drive bike As shown in Figure 5-14, one foot of roadway width from each existing 13 foot lane and shoulder areas travel lane may reassigned to the Class II Bike Lanes. Widening the Bike Lanes to nearly five feet in the southbound direction will aid bicyclists currently using a 3.5 • Consider widening foot lane between vehicle traffic and parallel parking stalls. existing Class II bike lanes on Harbor Enforcement of parking regulations should be increased to prevent the obstruction Drive, and increase of Bike Lanes by parked cars. As part of the enforcement effort, additional signage enforcement of may be installed to encourage parking regulation compliance. parking encroachments
Bayshore Bikeway Plan 5-15 5. Recommended Improvements
Key Recommendations for Segment 4: 5.3.4. Short Term Improvement
• OPTION A: Bike path In the short term, the widening of the on-street Bike Lanes as described above and to cross to west side installation of additional signage alerting motorists to the presence of bicyclists of Harbor at 32nd along Harbor Drive may reduce the risk of accidents. Routine maintenance of the Street. Bike path roadway surface may also increase bicyclist safety. developed within shoulder area along Naval Base frontage 5.4. SEGMENT 4
• OPTION B: Bike path 5.4.1. Location and Existing Conditions to continue along nd east side of Harbor Segment 4 begins at the intersection of 32 Street and Harbor Drive at the main to Gate 7. Bike entrance to Naval Station San Diego and extends south to Civic Center Drive in path developed National City. This segment of the Bikeway is largely fronted by the Naval Station within unpaved area San Diego. This segment is characterized by a wide roadway, with existing wide between roadway paved shoulders on the roadway. A crossing of Paleta Creek is a constrained area and BNSF tracks along Harbor Drive and the adjacent trolley ROW.
• Pathway development along 5.4.2. Class I Recommendation Naval base frontage Two Class I alignment options are presented for Segment 4, beginning at 32nd would require Street. coordination with US Navy regarding Antiterrorism Clear Under Option A, shown in Figure 5-16, the Class I pathway would cross to the Zone requirements west side of Harbor Drive at the 32nd Street intersection. South of 32nd Street, the Naval Base frontage has an approximately 12 foot wide unpaved area between the • Pathway Navy fenceline and the southbound (west) Harbor Drive paved shoulder that Development within provides an opportunity to accommodate a Class I path. Option A would utilize BNSF ROW would this unpaved shoulder area for the Class I path, and cross at the Harbor Drive/32nd require railroad Street signalized intersection and existing crosswalks. If this option is selected, it is coordination for recommended that high-visibility crosswalks, pedestrian actuators and signal heads, easement and and bicycle loops be provided to enhance the crossing for bicyclists and pedestrians. setback distance
• New bike path Through this area the southbound Harbor Drive paved shoulders are approximately bridge over Paleta 8 feet in width, but not stenciled as a Class II facility. The width of the existing Creek. Option to use shoulder could be reduced to five feet in order to provide additional width to existing bridge accommodate the Class I Bayshore Bikeway path. In areas where a five foot within Navy base. horizontal separation between the path and roadway is not possible, a vertical barrier must be installed to prevent conflicts between motorists and Bikeway path • Power line users. As shown in Figure 5-16, a fence would separate the Class I path from the undergrounding and Class II Bike Lane. utility relocation will be required, but would provide It should be noted that there are overhead utility lines currently located within this opportunity to unpaved shoulder area. Development of a Class I bikeway along this segment is enhance Naval Base contingent on the undergounding of SDG&E transmission lines currently located in street frontage the shoulder area, as well as relocation or avoidance of the utility boxes. SDG&E has a general policy of undergrounding lines and includes a surcharge on utility bills • Repave, restripe to help fund the undergrounding, and the City of San Diego has a Utilities and improve Undergrounding Program as part of its Engineering and Capital Projects maintenance/ department. It may be possible to combine the construction of the bike path with sweeping along Harbor Drive bike lane and shoulder areas
5-16 Bayshore Bikeway Plan 5. Recommended Improvements efforts to underground the utilities along the Naval Base frontage in order to maximize the use of available funds.
Under Option B, shown in Figure 5-17, the Class I pathway would continue along the east side of Harbor Drive to the Naval Base Gate 7, where it would then cross to the west side using the existing signalized intersection and crosswalks at Gate 7. South of Gate 7, the path would continue on the west side of Harbor as described above. Between 32nd Street and Gate 7, the pathway would use an unpaved area of the BNSF right-of-way located between the northbound Harbor paved shoulder and the active railroad tracks. This unpaved area varies in width from about 25 to 35 feet and currently contains bushes and other shrubs. In order to accommodate a trail, this area needs to be wide enough to accommodate not only the trail width, but also provide a sufficient setback from the active rail line. The California Public Utilities Commission (CPUC), which regulates railroad activities within California, has specific minimum setbacks for any structures or improvements adjacent to railroads, including any sidewalk or trail that parallels active railroad tracks. According to the CPUC standards, minimum distances from the centerline of an active railroad to the outside edge of a trail or bikeway is 8.5 feet (General Order No. 26-D); however, the railroad may require a greater setback distance. Development of Option B would require coordination with the BNSF Railroad to determine the actual required setback, and to negotiate an easement for trail development within a portion of their right-of-way.
Toward the south end of the main Naval Station facilities, Harbor Drive passes over Paleta Creek (which empties into the 7th Street Channel) on a narrow bridge with limited width outside the vehicle travel lanes. The MTS trolley crosses the creek on a separate bridge structure east of Harbor Drive. Similar to Chollas Creek to the north, in this constrained area neither the Harbor Drive bridge nor the MTS bridge have sufficient available width to accommodate a Class I bike path on the existing structures. As such, providing the Class I bikeway crossing of Paleta Creek will require either widening the east side of the Harbor Drive bridge to add a minimum of 8-foot width for the path, or constructing a new stand-alone bridge crossing for the bike path itself. It appears possible that a pre-fabricated bridge structure could be placed across the creek east of Harbor Drive to serve the bikeway. As another option, it may be possible to utilize an abandoned railroad bridge located just inside the Naval base fenceline to accommodate the trail crossing; this would require relocating the Navy fence in the vicinity of Paleta Creek.
Any proposed pathway development along the Naval Base boundary will need to comply with the Navy’s Antiterrorism requirements for a clear zone. The U.S. Navy Physical Security Manual (OPNAVISNT 5530.14C) Chapter 6, Paragraph 0606, Sub Paragraphs B and C state that the Navy must maintain a clear zone for Antiterrorism Standards, and that any new construction must be at least 20 feet from the perimeter of the Navy property. This includes any exterior structures, vegetation, or any obstruction to visibility. The bicycle path itself, or low curbing or vegetation used to separate the path from traffic lanes would be considered, but would need to be maintained at less than 2 feet tall. Another option for a barrier separation would be the use of a tubular steel fencing approved by the Navy. Coordination with the Navy will be necessary as part of any pathway design along the Naval base frontage.
Bayshore Bikeway Plan 5-17 5. Recommended Improvements
Further south along Harbor Drive, approaching National City, the width between the roadway’s western edge and the Naval Station fence increases. As shown in Figure 5-18, this portion of Segment 4 would allow for a wide Class I path with a landscaped buffer on both sides.
Throughout Segment 4, roadway and shoulder widths vary due to the location of Naval Station facilities and fence lines. Also, some utility boxes were observed out on the field. While there appears to generally be width to accommodate a Class I path and landscaped separation along this segment, some constrained areas may require that additional width is acquired outside of the unpaved shoulder area. To avoid moving the Naval Station fenceline, or moving large utility boxes, it is recommended that additional width for the constrained areas come from the wide raised center median along this segment of Harbor Drive. While taking width from the median would require the removal of curb and lane realignments, this may prove less costly than relocated the heavy steel security fence along the Naval Station property or relocating large utility boxes.
Cross-streets along this segment include 32nd Street and 8th Street, as well as entrance driveways associated with the Naval Station and the driveways providing access to the parking areas and Naval facilities along the east side of Harbor Drive. These crossing locations are a potential conflict point between bike path users entering or existing the bike path at intersections, or crossing driveways. At all of these crossing and driveway locations, the Class I facility should be designed with the safety features discussed under Segment 2 previously in this Chapter.
5.4.3. On-Street Recommendation The existing roadway shoulders should be signed and stenciled as a formal Class II bikeway facility, and should be separated from the eventual pathway by a curb, gutter, and appropriate horizontal or vertical separation.
5.4.4. Short Term Improvements In the short term, Class II bike lane signage and stencils should be installed along both sides of the roadway. Segments of the northbound Harbor shoulder have a decorative drooping chain barrier in the middle of the shoulder; this chain barrier should be removed in order to afford cyclists the full shoulder width for riding. Wayfinding signage may be installed to augment existing efforts to aid bicyclist riding along this portion of Harbor Drive.
5.5. SEGMENT 5 5.5.1. Location and Existing Conditions Segment 5 begins as the Bikeway turns west onto Civic Center Drive and then extends south onto Tidelands Avenue to 32nd Street where it meets an existing Class I segment of the Bikeway. (Although the formal Bayshore Bikeway route follows Tidelands, it should be noted that many cyclists use Cleveland Avenue which is a parallel but more direct route between Harbor and the Gordy Shields Bridge path.)
5-18 Bayshore Bikeway Plan 5. Recommended Improvements
Civic Center Drive and Tidelands Avenues are characterized by broad roadways with wide existing sidewalks.
5.5.2. Class I Recommendation The alignment of Segment 5 should follow Civic Center Drive west and Tidelands Avenue south, linking with the existing Class I segment north of the Gordy Shields Key Recommendations Bicycle and Pedestrian Bridge. The Class I facility may be installed along the for Segment 5: western side of Civic Center Drive and Tidelands Avenue. The width of Tidelands Avenue provides an opportunity to install a Class I facility as wide as 14 feet, with • New Class I bike an additional five feet of separation between the path and roadway. Although path along Tidelands Avenue Cleveland Avenue was considered as an option, the narrower roadway width and the nd observed heavier vehicle traffic associated with adjacent businesses made it less south to 32 Street desirable for developing the Class I Bayshore Bikeway route. • Class II on street bike lanes along As shown in Figure 5-19, if Tidelands is selected for a Class I alignment, a Tidelands landscaped five-foot buffer between the roadway and path could be provided within the available right-of-way. Additional Bikeway amenities may also be located in this • Consider abandoned buffer without crowding the wide pathway along this segment. Harrison Avenue ROW as possible alternate Class I Cross-streets along Tidelands include 19th Street, W. 24th Street, and 28th Street, as alignment as well as a number of entrance driveways associated with the Port properties and redevelopment of other commercial/industrial uses along both sides of Tidelands. These crossing industrial area locations are a potential conflict point between Class I path users entering or occurs existing the path at intersections or crossing driveways. At all of these crossing and driveway locations, the Class I facility should be designed with the safety features discussed under Segment 2 previously in this Chapter.
An alternative to the Tidelands Class I alignment would be to route the path along the Harrison Avenue right-of-way, which has been abandoned in the northern part of its alignment. Use of the abandoned segment of the ROW would allow for a section of fully separated Class I facility (not adjacent to a roadway), and provide a more direct connection south toward the Gordy Shields bridge path. However, developing this option would require coordination with redevelopment of this industrial section of National City, as there are currently some structures encroaching into the abandoned portion of the right-of-way that would need to be relocated to accommodate a Class I path. There would also need to be coordination with BNSF, as part of this alignment would run adjacent to the BNSF tracks just south of Civic Center Drive. Further study of the Harrison Drive Class I option is recommended as plans for potential redevelopment of this area of National City take shape in the future.
The Class I connection from the west side of Harbor Drive to Civic Center Drive could also be achieved by utilizing the BNSF right of way (instead of following the curving roadway). Coordination with BNSF to ensure sufficient path setback from the railroad centerline would be required. In the future, Tidelands is expected to be realigned in this location to interest directly with Harbor Drive. This new intersection would be signalized and would provide a more direct north-south connection between Harbor and Tidelands. Any future Class I path development
Bayshore Bikeway Plan 5-19 5. Recommended Improvements
along Harbor or Tidelands would need to be coordinated with this realignment project.
5.5.3. On-Street Recommendation There is additional room along Tidelands Avenue to install five foot Bike Lanes in both directions, in addition to the Class I path, with 48 feet of roadway remaining for tractor-trailer parking and vehicular travel lanes. As noted above, Cleveland Avenue was considered as an option but the narrower roadway width and observed heavier vehicle traffic associated with adjacent businesses made it appear to be a less desirable as the formal Bayshore Bikeway route. The proposed Tidelands option would allow for a 12 foot truck parking lane, 5 foot bike lane, and 12 foot travel lane on each side of the roadway.
5.5.4. Short Term Improvements Wayfinding signage should be installed along this segment to increase motorist awareness of the presence of bicyclists on the road, and to direct cyclists to the turns of the Bayshore Bikeway route.
5.6. SEGMENT 6 5.6.1. Location and Existing Conditions Key Recommendations for Segment 6: Segment 6 begins at the Gordy Shields Bridge and extends south along the existing Class I path to E Street where it returns on-street as a Class III route along Bay • New Class I bike Boulevard. The route extends south along Bay Boulevard to F Street, where it path within SDG&E heads east along F Street into the Chula Vista Bayfront area. ROW south of E Street after transmission towers 5.6.2. Class I Recommendation are undergrounded The Gordy Shields Bridge and approach paths (between 32nd Street in National City and E Street in Chula Vista) are relatively new Class I facilities and generally • Install shoulder function well. Some regulatory and wayfinding signage is recommended at the stripes along Bay intersections, particularly on the north side of the approach where southbound users Blvd within Chula must turn left to access the bridge or continue straight on the Sweetwater path. At Vista south of E Street, if width not this T-intersection, some signage indicating which direction of travel should available for full stop/yield is recommended, as well as better wayfinding signage indicating that Class II bike lanes southbound cyclists should turn left to cross the bridge and continue on the Bayshore Bikeway route. • As part of Bayfront redevelopment, From E Street south along Bay Boulevard, the Recommended Class I path construct spur path alignment would be developed within the SDG&E power line ROW, as shown in extending off main Figure 5-20. The power line towers are planned to be undergrounded by SDG&E Bikeway route to between E Street and Moss Street, with the undergrounding complete by 2008-2009. Chula Vista marina area The first phase of the undergrounding will occur between E and F Streets. With the towers placed underground, there will be an area within the 150-foot wide SDG&E ROW for potential bike path development. An agreement with SDG&E would be necessary in order to allow joint use of their ROW for the Bayshore Bikeway Class I path. According to City of Chula Vista staff, SDG&E has indicated they are willing
5-20 Bayshore Bikeway Plan 5. Recommended Improvements to allow the path within the ROW following the undergrounding, provided that facilities that allow/encourage path users to gather (such as rest stops) are not constructed within the right-of-way. Use of the SDG&E ROW would allow the path to be offset from the Coronado Branch line tracks (currently not in use), and would therefore not preclude any future use of the tracks for railroad operations, such as an excursion train.
5.6.3. On-Street Recommendation The preferred on-street recommendation for this segment would be to install Class II bike lanes along Bay Boulevard between E Street and F Street. However, the City of Chula Vista has studied this option and determined that there is insufficient width between E and F Street to stripe bicycle lanes, and that this segment will remain a Class III shared facility. The City has already installed “Share the Road” signage along this segment to alert motorists to the fact that bicyclists will be sharing the travel lane. The City is also actively pursuing the Class I off street option within the SDG&E right-of-way, as described above, to provide an alternative for cyclists who may not be comfortable riding in a shared travel lane.
5.6.4. Short Term Improvements No short term improvements are recommended for Segment 6.
5.7. SEGMENT 7 5.7.1. Location and Existing Conditions Segment 7 extends through the Chula Vista Bayfront area. The designated Bayshore Bikeway alignment follows the existing roadway network as close to the bay as possible, heading west along F Street, then south along Sandpiper Way and Marina Parkway, and curving back around to intersect Bay Boulevard near I-5/J Street. The existing facility is on-street along the entire segment. It should be noted that many commuter or recreational cyclists seeking a more direct route simply use Bay Boulevard through this area.
5.7.2. Class I Recommendation The recommended Class I alignment continues from Segment 6, with the Bikeway to be constructed within the SDG&E right-of-way following undergrounding of the power line towers by 2008-2009. The SDG&E undergrounding project extends from E Street to Moss Street, providing room within the 150 foot SDG&E ROW for bike path construction. Coordination with SDG&E and development of a joint use agreement would be necessary to place the bike path within their ROW, although they have indicated a willingness to accommodate a path within this area following the undergrounding. Figure 5-21 illustrates a potential cross-section within this area.
In addition, development of the segment between F Street and J Street would require some coordination with the redevelopment of the Chula Vista Bayfront area, since portions of the SDG&E ROW currently accommodates motor vehicle parking
Bayshore Bikeway Plan 5-21 5. Recommended Improvements
and other storage/support uses associated with adjacent industrial buildings. Much of the area of Segment 7 is located within the Chula Vista Bayfront Master Plan Key Recommendations project area, which covers approximately 550 acres of land west of Bay Boulevard for Segment 7: between Sweetwater Marsh and Palomar Street. The Bayfront Master Plan project team, consisting of the Port, the City of Chula Vista and a private developer, has • New Class I bike developed conceptual land use plans for the area that include a mix of open space, path within SDG&E office, residential, retail, civic, visitor, and marina-related land uses. As part of the ROW after transmission towers eventual redevelopment of this area, some of the current industrial uses south of H are undergrounded Street will be vacated, providing additional opportunity for bike path development in conjunction with the SDG&E undergrounding. As noted with Segment 6, the • Crossing Class I path alignment would be within the SDG&E ROW, and thus set back from enhancements at the rail line as to not preclude future use of this line for rail operations, such as an new mid-block bike excursion train. path crossing locations Developing a Class I facility along the SDG&E ROW would result in mid-block
road crossings of F Street, G Street and Marina Parkway. These mid-block • Install Class II bike crossings would required some enhancements such as high visibility crosswalks and lanes on Bay Boulevard from F warning signage, and should follow the crossing design recommendations discussed Street to J Street under Segment 2 earlier in this chapter.
• As part of Bayfront As part of the Bayfront Master Plan, a Class I path has been proposed that would redevelopment, extend off of the main north-south SDG&E alignment and provide access to the construct spur path Chula Vista Marina. This potential Class I path to the Marina would be seen as a extending off main spur of the main Bayshore Bikeway alignment along the SDG&E ROW. The final Bikeway route to alignment/design of the spur path will be determined as the roadway network for Chula Vista marina area the Chula Vista Bayfront area is designed as part of the Master Plan process.
• Potential Bikeway way station/rest 5.7.3. Short Term Improvements stop at new Chula The City of Chula Vista is planning to install Class II Bike Lanes on Bay Boulevard Vista Civic Center at from F Street to J Street. The project is planned but not yet funded. In the short Bay/H Streets term, additional wayfinding signage may be installed along the existing on-street Bayshore Bikeway route.
5.8. SEGMENT 8 5.8.1. Location and Existing Conditions Segment 8 begins at the intersection of Bay Boulevard and J Street/Marina Parkway and extends south to the intersection of Bay Boulevard/Main Street in Chula Vista.
5.8.2. Class I Recommendation From J Street to the Moss Street alignment west of I-5, the recommended Class I alignment would continue from Segment 7, with the Bikeway to be constructed within the SDG&E right-of-way following undergrounding of the power line towers by 2008-2009. The SDG&E undergrounding project would provide room within the 150 foot SDG&E ROW for bike path construction. Coordination with SDG&E and development of a joint use agreement would be necessary to place the
5-22 Bayshore Bikeway Plan 5. Recommended Improvements bike path within their ROW, although they have indicated a willingness to accommodate a path within this area following the undergrounding.
South of the Moss Street alignment (where the SDG&E ROW turns eastward), the Key Recommendations Class I bikeway would shift to the east side of the Coronado Branch Line ROW. for Segment 8: This would require crossing the railroad tracks at the existing service road at the Moss Street alignment. The path would be developed in the current location of an • New Class I bike open drainage ditch, which would require drainage improvements such as a culvert. path within SDG&E (This drainage ditch becomes a tidally influenced drainage once it turns west and ROW after then north through the salt works; although it does not appear that the Bikeway transmission towers development would affect the tidally-influenced portion, further study of potential are undergrounded, permitting issues or mitigation would be necessary.) The location on the east side of to Moss Street the tracks was chosen in order to provide sufficient room for the path to be set back alignment an appropriate distance from the Coronado Branch Line tracks. The bike path would not preclude future use of this line for rail operations, such as an excursion • South of Moss train. Figure 5-22 illustrates a potential cross-section within this area. Street, Class I path will extend adjacent to Coronado Belt The recommended Segment 8 Class I alignment would extend through the South Line railroad ROW Bay Salt Works property on Bay Boulevard at Stella Street. Although the property currently supports an active solar salt production facility, the operation of this • Incorporate Bikeway facility could be terminated in the future. To address this possibility, a proposal to design into future develop an adaptive re-use plan for the historic Salt Works building and 17 adjacent adaptive re-use of acres and convey the area to the San Diego Bay National Wildlife Refuge is under Salt Works consideration. The Salt Works building is qualified for historic landmark designation and is located adjacent to the National Wildlife Refuge, making this • South of Salt Works, facility an ideal candidate for adaptive re-use as an interpretive center. If the Salt new Class I bike Works building is redeveloped as an interpretive center, the Bayshore Bikeway path along levee- would provide visitors a way to access the interpretive center without using their top haul road cars. The Bikeway would also provide walking and biking visitors with the opportunity to observe wildlife within the adjacent Refuge. An interpretive center • Directly connect to planned Western would also serve as an excellent way station for cyclists riding the Bikeway loop, Salt bike path providing restrooms and drinking fountains. Any re-use plan for the Salt Works segment property should include provisions to accommodate the Bayshore Bikeway Class I path through this parcel. • Repave, restripe and improve South of the Salt Works, the recommended Bayshore Bikeway Class I route would maintenance/ continue along the Coronado Belt Line levee through the Salt Ponds. The levee was sweeping along Bay planned to be used as a haul road to access portions of the Wildlife Refuge, but the Boulevard bike USFWS is proposing to construct a new access road, leaving the levee as a potential lane/shoulder areas alignment for the Bikeway. This levee connects directly to the planned Western Salt path segment. The Western Salt path project, which is currently being planned by the City of San Diego, would extend from the current bike path segment at Bay/Main, and provide a direct connection to the Silver Strand Class I path at 13th Street in Imperial Beach (bypassing the on-street segments on Saturn and Palm).
5.8.3. Short Term Improvements In the short term, additional signage should be installed along Bay Boulevard, alerting motorists to the presence of cyclists in the roadway.
Bayshore Bikeway Plan 5-23 5. Recommended Improvements
5.9. SEGMENT 9 5.9.1. Location and Existing Conditions Segment 9 currently begins at the terminus of Bay Boulevard at Main Street and Key Recommendations heads south across the Otay River as a Class I path. The Path terminates at Saturn for Segment 9: Boulevard in Imperial Beach, where the Bikeway heads on street to Palm Avenue (SR-75) and turns west along Palm Avenue and north along 13th Street. The on- • Follow planned street segment terminates on 13th Street at the southern entrance to the Class I alignment of Silver Strand bikeway, which extends all the way to Glorietta Boulevard in Western Salt bike Coronado. path segment
• Continue to 5.9.2. Class I Recommendation maintain Class II facilities along Palm The Recommended Class I alignment of Segment 9 would connect from the salt Drive in Imperial pond haul road alignment identified in Segment 8, and follow the planned alignment Beach of the Western Salt path project. This Western Salt project will provide a direct connection between Bay Boulevard/Main and the Silver Strand bike path at 13th • Study options for Street in Imperial Beach, bypassing the current on-street segments on Saturn and constructing a Palm. The Western Salt path project is currently undergoing environmental connector path from clearance and final design, with construction expected to begin in September 2006 Imperial Beach and completion in Spring 2007. beachfront area to Silver Strand path No changes to the existing Class I Silver Strand bike path alignment are proposed from within Imperial Beach.
The USFWS has proposed developing a pedestrian boardwalk structure adjacent to the Silver Strand Class I path, between 10th and 7th Streets. Although not formally a part of the Bayshore Bikeway, the boardwalk facility would help to improve user separation along the bikeway by providing a separate area for pedestrian traffic. The boardwalk would also provide improved wildlife viewing opportunities of the refuge wetland area for pedestrians.
Also not a part of the formal Bayshore Bikeway route, but important to note, is the bicycle connection from the Imperial Beach beachfront area to the Silver Strand Class I path. The City of Imperial Beach has been studying options for making this off-street path connection from the western beach areas and across SR-75. One option the City has studied would involve an on-street route to cross SR-75 at signalized Rainbow Drive. From Rainbow Drive, a new Class I path could be constructed along the east side of SR-75 connecting up to the Silver Strand path. Construction of this option has not been pursued due to engineering/environmental issues along the wetland area, and the relative high project cost. Another potential option that could be considered would be to route a Class I path along the south and east boundary of the U.S. Naval Communication Station (located on the west side of SR-75). This option would require either providing a new grade-separated crossing of high-speed SR-75 to connect to the Silver Strand Path, or extending the path north along the west side of SR-75 up to Silver Strand State Beach where there is an existing undercrossing of the highway.
5-24 Bayshore Bikeway Plan 5. Recommended Improvements
5.9.3. On-Street Recommendation The existing Class II facility should be maintained along Saturn and Palm Avenues and 13th Street. The facility on Palm Avenue will continue to provide a connection for cyclists on utilitarian trips or commuters destined for the commercial activity along Palm Avenue.
5.9.4. Short Term Improvements As a short-term improvement, it is recommended that improved wayfinding signage be installed at locations where Class I path segments transition to on-street bikeway segments. Such locations would include both ends of the existing Class I path at Bay Boulevard/Main and at Saturn Drive.
5.10. SEGMENT 10 5.10.1. Location and Existing Conditions Segment 10 includes the Silver Strand and Coronado areas, from Imperial Beach to the Coronado Ferry Terminal. This lengthy segment along the west side of the bay including the existing Class I Silver Strand Bike Path parallel to SR-75, a Class III on-street segment along Glorietta Drive in Coronado, and the final Class I segment Key Recommendations of the Bayshore Bikeway through Coronado Tidelands Park to the Ferry Terminal for Segment 10: st on 1 Street. • Consider high- visibility crossing 5.10.2. Improvement Recommendation enhancements for The Silver Strand Bike Path is a generally well-designed bike path that provides side street crossings adequate width and good visibility for the many bicyclists, joggers, roller bladers, along Silver Strand and other pedestrians that use the facility. The path crosses several side streets as it Bike Path. parallels SR-75, such as those providing access to the Coronado Cays neighborhood and the US Naval Amphibious Base, which are all STOP-controlled or signalized • No changes for the bike path users. These roadway crossings are potential conflict points for recommended for trail users, particularly bicyclists who may be traveling at higher speeds along the Glorietta Boulevard. This segment will path as they approach the crossings. While it is the responsibility of bicyclists to remain as a Class III obey the traffic controls along the trail, it is also recommended that Coronado route. consider the installation of high-visibility crossing features at all crossing locations to enhance safety. These may include high visibility ladder-style crosswalk striping and new fluorescent yellow green (FYG) warning signage to alert motorists of the high volumes of bicycle and pedestrian crossings at these locations. Another option is to consider installing raised crosswalks at the crossing points, which would effectively serve as a speed table at the crossing location, helping to slow motor vehicle traffic down at the crossing point.
No improvements are recommended for the segment of Bikeway along Glorietta Boulevard, between the Silver Strand bike path and the Coronado Tidelands Park path. The Bikeway will remain a Class III bike route along this segment.
The potential for developing a Class I facility along this segment was considered as part of this Bikeway Plan, as well as the potential for Class II bike lane striping as an alternative. Although the study found that sufficient width does existing along
Bayshore Bikeway Plan 5-25 5. Recommended Improvements
Glorietta Boulevard to accommodate either a Class I path or Class II bike lanes, no significant operational or safety issues were identified with the current configuration, and the City of Coronado opted to retain the segment as a Class III route.
5.10.3. Short Term Improvements Although no facility improvements are recommended for Glorietta Boulevard, additional signage could be considered for this segment to provide bicyclists with route-finding assistance and to alert motorists to the presence of bicyclists in the roadway.
5-26 Bayshore Bikeway Plan HARBOR DRIVE Existing Bayshore Bikeway Class I Path
Existing Other Waterfront
Path (Bikes OK)
Y
A
W D.
V Potential New Bayshore Bikeway Alignment
OLD POLICE HEADQUARTERS SITE bypassing Seaport Village
ACIFIC HIGH ACIFIC P KETTNER BL KETTNER Potential future Waterfront Bike Path connection along Seaport Village Promenade
Improved Bicycle Access Route to Marina Park
Bicycle riding prohibited in Seaport Village from this point
SEAPORT VILLAGE
Bicycle riding prohibited in Seaport Village from this point
FIGURE DESCRIPTION 5-9 Potential Bayshore Bikeway Alignment within Seaport Village/Old Police Headquarters Area Connection to on-street route on Harbor Drive. Opportunity to use existing service road undercrossing to connect to east side of Harbor.
Existing Bayshore Bikeway Class I Path
Potential New Bayshore Bikeway Alignment through Convention Center Hotel Redevelopment Site (former Campbell Shipyard)
On-Street Bayshore Bikeway Alignment
FIGURE DESCRIPTION 5-10 Potential Bayshore Bikeway Alignment within former Campbell Shipyard Site Hotel Redevelopment FIGURE SECTION LOCATION FACING
5-11 2A Harbor Drive Bridge South 86
12 5' 5 11 11
BUFFER LANDSCAPE
FIGURE SECTION LOCATION FACING Harbor Drive between bridge South 5-12 2B and Cesar Chavez FIGURE SECTION LOCATION FACING 5-13 3A Harbor Drive north of Sampson Street South FIGURE SECTION LOCATION FACING 5-14 3B Harbor Drive north of 28th Street South FIGURE SECTION LOCATION FACING 5-15 3C Harbor Drive north of 32nd Street South FIGURE SECTION LOCATION FACING 5-16 4A Option A, West Side: Harbor Drive south of 32nd Street South FIGURE SECTION LOCATION FACING 5-17 4B Option B, East Side: Harbor Drive south of 32nd Street South FIGURE SECTION LOCATION FACING 5-18 4C Harbor Drive south of West 8th Street South FIGURE SECTION LOCATION FACING 5-19 5A Tidelands Avenue South FIGURE SECTION LOCATION FACING 5-20 6A MTA Railroad Right-of-Way south of E Street South FIGURE SECTION LOCATION FACING 5-21 7A SDG&E ROW between H and J Streets South FIGURE SECTION LOCATION FACING
5-22 8A Bay Boulevard North of Palomar South 6. PROJECT COST ESTIMATES
As shown below, the total cost of completing the Recommended Class I alignment for the Bayshore Bikeway route is approximately $9,958,000. This cost figure is based on the recommended alignment options outlined in Chapter 5, and includes three pre-fabricated bicycle and pedestrian bridges, a cantilevered Class I Bikeway bridge, landscaping, utility relocation, pedestrian and bicycle safety improvements and, in many cases, new pavement. When reviewing the Bayshore Bikeway cost estimates, it is important to keep in mind that this trail is traversing a complex, built out environment and that a substantial amount of site engineering is required for most segments in order to achieve that desired multi-use trail cross section minimum standards. The cost esimates do not include potential right-of-way costs or environmental mitigation costs.
A detailed unit cost breakdown and estimated quantity information for each segment is provided in Appendix A.
Table 6-1 Estimated Costs by Segment, Recommended Class I Bayshore Bikeway Alignment
Segment Number Location Cost 1 Seaport Village $6,000 Convention Way and Approach to Harbor Bridge $201,000 2 Harbor Drive Bridge Over Train Yard $2,257,000 Harbor Drive (Bridge to Sampson) $435,000 Harbor Drive (Sampson to Schley) $70,000 3 Harbor Drive (Schley to 28th) $869,000 Harbor Drive (28th to 32nd) $1,260,000 Harbor Drive (32nd to W. 8th) $2,191,000 4 Harbor Drive (32nd to W. 8th) $560,000 5 Tidelands $170,000 6 through Along Coronado Branch (E St. to Main St.) 9 $1,938,000 Mobilization and Traffic Control 657,758 Total $9,958,000
Bayshore Bikeway Plan 6-1 7. DESIGN GUIDELINES
The design guidelines presented in this chapter are a combination of minimum standards outlined by the California Highway Design Manual’s Chapter 1000 (Chapter 1000) and the Manual on Uniform Traffic Control Devices (MUTCD) California Supplement, as well as supplemental design solutions tailored to the needs of the Bayshore Bikeway. The minimum standards and guidelines presented by Chapter 1000 and the MUTCD provide basic information about the design of bicycle and pedestrian facilties, such as minimum standards for Class I paths and associated signage. The supplemental guidance in this chapter provides additional design recommendations for the the Bayshore Bikeway, such as recommended wayfinding signage.
Bayshore Bikeway Plan 7-1 7. Design Guidelines
7.1. CALTRANS BIKEWAY CLASSIFICATION OVERVIEW
Description Caltrans has defined three types of bikeways in Chapter 1000 of the Highway Design Manual: Class I, Class II, and Class III. Minimum and recommended standards for each of these bikeway classifications is shown below. The existing Bayshore Bikeway route includes segments of all three types of bikeways described below.
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7-2 Bayshore Bikeway Plan 7. Design Guidelines
7.2. TYPICAL CLASS I PATH DESIGN DETAILS
Description In order to accommodate both bicyclists and pedestrians, Class I paths should be designed to the minimum standards shown below. In locations with high use, or on curves with limited sight distance, a yellow centerline should be used to separate travel in opposite directions. High use areas of the trail should also provide additional width up to 12 feet -16 feet as recommended below. Lighting should be provided in locations where evening use is anticipated or where paths cross below freeways or other structures.
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Potential Applications All Class I Paths.
Guidelines 1. See Section 7, Class I Path Lighting for additional lighting details. 2. Paths should be constructed with adequate sub grade compaction to minimize cracking and sinking, and should be designed to accommodate appropriate loadings, including emergency vehicles. 3. A 2% cross slope shall be provided to ensure proper drainage.
Bayshore Bikeway Plan 7-3 7. Design Guidelines
7.3. CLASS I PATH CROSSING OF ROADWAY AT INTERSECTION
Description This treatment provides a design for locations where Class I paths cross roadways at intersections. Bollards and path geometry could be used to slow path users as they approach the intersection, however the use of bollards should be reserved primarily for locations where motorized vehicles may attempt to drive on paths or where safety problems have been documented.
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Potential Applications Bike paths that either parallel a roadway or emerge closer than 200 to 350 feet from a protected intersection should be routed to that crossing.
Guidelines 1. See Section 6, Class I Path Posts or Bollards for additional information on the design of bollards. 2. Striping on the path approaching the intersection may help to separate pathway users traveling in opposite directions. 3. Curb ramps should be the same width as the path, and should be designed in compliance with ADA standards.
7-4 Bayshore Bikeway Plan 7. Design Guidelines
7.4. CLASS I PATH REGULATORY AND WARNING SIGNAGE
Description Signage for Class I paths includes warning signage for path-roadway crossings, destination and way finding signage for path users, signage to assist path users in crossing roadways, and signage to encourage proper use of path facilities. Striping along paths can help separate different types of path users, can separate opposing flows of pathway traffic, and can provide information to path users about upcoming roadway crossings or obstacles.
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Figures are from Chapter 9 of the 2003 MUTCD, California Supplement.
Potential Applications Various situations, specific to each site.
Guidelines Signage should be installed on existing signposts if possible, reducing visual clutter along the path or roadway.
Bayshore Bikeway Plan 7-5 7. Design Guidelines
7.5. BAYSHORE BIKEWAY DESTINATION SIGNAGE
Description Destination signage acts as a “map on the street” for cyclists. Destination signage can not only direct cyclists to locations, but provide mileage and draw attention to local destinations. The destination signage shown below indicates destinations along the route, and may include mileage.
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Potential Applications Along bicycle network streets throughout Bayshore Bikeway Route.
Guidelines 1. Destination signage should be easy to read. 2. Destination signage should be installed with enough frequency to effectively guide cyclists throughout the Bayshore Bikeway. Installation of signage every ¼ to ½ mile, depending on the route, is recommended. Placement of signage at key decision points is recommended.
7-6 Bayshore Bikeway Plan 7. Design Guidelines
7.6. CLASS I PATH POSTS OR BOLLARDS
Description Posts or bollards should be used only when necessary to prevent motor vehicle access. Where posts or bollards are used to prevent motor vehicle access, they shall be well-marked and visible to path users day or night. Posts or bollards should be designed to be removable for emergency vehicle access. Striping in accordance with MUTCD shall be used to warn path users of barrier posts or other pathway obstacles. A minimum 5’ of horizontal clear space shall be provided to allow pathway users to safely pass between posts. The use of bollards or posts is preferable to larger gate-type structures in situations where vehicular access must be prevented. Gates can discourage use of the path, making it appear inaccessible to the public.
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Graphic above taken from 2003 MUTCD.
Potential Applications At path access points where motor vehicle access may occur.
Guidelines Posts or bollards must be removable for emergency vehicle access.
Bayshore Bikeway Plan 7-7 7. Design Guidelines
7.7. FENCING
Description A suitable vertical barrier, such as fencing, will be required along all Class I portions of the bikeway that are built immediately adjacent to a roadway (with less than a 5 foot separation). Fencing may also be necessary along segments of the bike path that border the Trolley or rail lines, border private parking lots, or extend through areas where restricting public access or movement from the trail is desired. A number of fencing types are available, ranging from simple low wood rail fences to tall, heavy-duty steel fences. Selection of a fencing type depends on the amount of lateral movement anticipated along a given segment of trail, and the aesthetic qualities desired. Typically there is a trade-off between security and aesthetics: the more trespass-resistant a given fencing type the more visually unattractive it tends to be.
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Potential Applications At locations where the Class I bike path is located immediately adjacent to the roadway, or locations where restricting access from the trail into adjacent areas is desired.
7-8 Bayshore Bikeway Plan 7. Design Guidelines
Guidelines • Cost: Fencing and other barriers, depending on the type of materials used and the length, can be one of the most expensive features of a trail, and may, in some circumstances, impact the overall project feasibility. • Aesthetics: Fencing materials should generally contribute to overall bikeway aesthetics, and should tie to the surrounding land uses. For example, on the segments of the bikeway along Harbor Drive, the fencing style could reflect the urban/industrial nature of the area. Along the Wildlife Refuge, the fencing style should be more appropriate for a natural wetland area. Choices on fencing type and height could impact the overall attractiveness of the facility. • Security: Fencing between the trail and adjacent land uses can protect the privacy and security of the property/business owners. While trespass or vandalism have not proven to be a common problem along most multi-use trails, fencing may be considered a prudent feature. The type, height, and responsibility of the fencing is dependent on local policies. • Noise and dust: Trains running along the Trolley and/or BNSF corridor will generate noise, dust, and vibration, which may be seen as a nuisance to adjacent trail users. Methods of reducing this impact include the addition of vegetation or baffles to fencing barriers. • Vandalism: Fencing that is constructed to prevent historic pedestrian patterns is typically vandalized on a continual basis, including cutting holes in fencing, pulling down fencing, or jumping over fencing. Heavy-duty fencing has proved to be relatively vandal-proof, albeit very expensive.
Bayshore Bikeway Plan 7-9 7. Design Guidelines
7.8. CLASS I PATH LIGHTING
Description Lighting should be installed on paths that experience nighttime use (for example, by commuters). Lighting should also be considered at path-roadway crossings to enhance visibility and safety. Pathways should also be lit at under or over-crossings, and where security at night may be a concern.
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Potential Applications Paths with nighttime or commuter use. Path locations with security concerns.
Guidelines 1. Lighting should be scaled for pedestrians and cyclists. 2. Lighting to be consistent with recommended illumination levels shown above. 3. Segments of the Bayshore Bikeway adjacent to the National Wildlife Refuge should not be lit in order to minimize impact to the refuge habitat.
7-10 Bayshore Bikeway Plan 7. Design Guidelines
7.9. CLASS II BIKE LANE MINIMUM STANDARDS
Description Chapter 1000 of the Caltrans Highway Design Manual provides standards for bicycle facilities planning and design. These standards outline minimum dimensions, proper pavement markings, signage and other design treatments for bicycle facilities. Refer to Caltrans website: www.dot.ca.gov/hq/oppd/hdm/hdmtoc.htm.
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Bayshore Bikeway Plan 7-11 7. Design Guidelines
Summary of Standards Bicycle lanes shall be one way facilities, running with the direction of traffic. Where on-street parking is allowed, bicycle lanes must be striped between the parking area and the travel lanes. Width of bicycle lane: 1. Without an existing gutter, bicycle lanes must be a minimum of 4 feet wide. 2. With an existing gutter, bicycle lanes must be a minimum of 5 feet wide. 3. Where on-street parking stalls are marked and bicycle lanes are striped adjacent to on-street parking, bicycle lanes must be a minimum of 5 feet wide. 4. Where on-street parking is allowed but stalls are not striped, bicycle lanes must be a minimum of 10 feet wide, with 12 feet preferred. Depending on the type and frequency of traffic, wider bicycle lanes may be recommended. Bicycle lane striping standards: 1. Bicycle lanes shall be comprised of a 6 inch solid white stripe on the outside of the lane, and a 4 inch solid white stripe on the inside of the lane. 2. Bicycle lanes must never be delineated with raised barriers. 3. The inside 4 inch stripe of the bicycle lane should be dropped 90-180 feet prior to any intersection where right turns are permitted, and the outside 6 inch stripe should be dashed in this location. Bicycle lanes are generally not marked through intersections. 4. Bicycle lanes shall never be striped to the right of a right-hand turn lane Bicycle lane signage standards: 1. The R81 bicycle lane sign shall be placed at the beginning of all bicycle lanes, on the far side of arterial street intersections, at all changes in direction and at a maximum of .6 mile intervals. 2. Standard signage is shown in Chapter 9 of the 2003 California Supplement to the MUTCD.
7-12 Bayshore Bikeway Plan 7. Design Guidelines
7.10. TYPICAL CLASS II BIKE LANE SIGNING AT A SIGNALIZED INTERSECTION
Description This treatment provides a design for where a roadway with Class II bike lanes intersects with a road at a signalized intersection.
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Bayshore Bikeway Plan 7-13 7. Design Guidelines
7.11. DEDICATED BIKE TURN LANES AT AN INTERSECTION
Description This treatment provides a design for where a roadway with Class II bike lanes intersects with a road at a signalized intersection.
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7-14 Bayshore Bikeway Plan 7. Design Guidelines
7.12. CLASS II REGULATORY AND WARNING SIGNAGE
Description Recommended signage for Class II bike lanes includes warning signage for constrained bike lane conditions and motorists.
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Figures are from Chapter 9 of the 2003 MUTCD, California Supplement.
Potential Applications Various situations, specific to each site.
Guidelines Signage should be installed on existing signposts if possible, reducing visual clutter along the path or roadway.
Bayshore Bikeway Plan 7-15 7. Design Guidelines
7.13. BICYCLE LOOP/VIDEO DETECTION AT SIGNALS
Description Bicycle detection ensures that traffic signals are activated for bicyclists, and can be accomplished either by loop detectors in the pavement or video cameras mounted on signal poles/mast arms. Where loop or video actuation is not present, bicyclists are forced to wait for a motor vehicle to trigger a signal; where motor vehicle traffic is infrequent, they may cross against a red signal. Locations of loop detectors or video detection zones should be identified with pavement markings that show cyclists where to position themselves to trigger the traffic signal. Video detection should sense bicycles in all approach lanes and also on the left side of right-turn channelization islands. Some video systems can estimate approach speed and this capability could be used to extend the green time for slow objects assumed to be bicycles.
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Bicycle-Sensitive Loop Detector Examples
Quadrupole Loop – Type “C” Diagonal Quadrupole Loop – Type “D” Detects most strongly in center Sensitive over whole area Sharp cut-off sensitivity Sharp cut-off sensitivity Used in bike lanes Used in shared lanes
Potential Applications At signalized intersections along on-street segments of the Bayshore Bikeway route. Bicycle loop actuation may also be considered for Class I crossings of major intersections, so that bicyclists do not have to use the pedestrian push button to trigger the signal.
Guidelines 1. Pavement markings should identify proper cyclist position above the loop detector or in the video detection zone. 2. Detectors should provide adequate time for cyclists to cross the intersection, keeping in mind the slower travel speed (10-15 mph) of bicyclists.
7-16 Bayshore Bikeway Plan 7. Design Guidelines
7.14. DRAINAGE GRATES AND UTILITY COVERS
Description Improper drainage grates and utility covers can catch bicycle tires and cause bicyclists to lose control. Because of this, cyclists may veer into traffic lanes to avoid grates and utility covers. Properly designed grates and utility covers allow cyclists to maintain their direction of travel without catching tires or being forced into travel lanes.
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Potential Applications Wherever drainage grates or utility covers are located along on-street segments of the Bayshore Bikeway route. .
Guidelines 1. Grates must feature crossbars or a grid which prevents bicycle tires from catching or slipping through, as shown above. 2. Metal covers used in construction zones must have a non-slip coating.
Bayshore Bikeway Plan 7-17 7. Design Guidelines
7.15. BICYCLE RACKS
Description Secure bicycle parking is an essential element of a functional bicycle network. Bicycle racks are a common form of short-term secure bicycle parking and should be installed and maintained in various locations along the Bayshore Bikeway route where cyclists may want to stop and explore a particular area on foot.
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Potential Applications Throughout the Bayshore Bikeway project corridor, with priority given to significant recreational destinations. Areas along the route where bicycle racks exist or should be considered include Seaport Village, the National Wildlife Refuge, Pepper Park, Marina View Park, and Coronado State Beach.
Guidelines 1. The rack element (part of the rack that supports the bicycle) should keep the bicycle upright by supporting the frame in two places without the bicycle frame touching the rack. The rack should allow one or both wheels to be secured. 2. Position racks so there is enough room between adjacent parked bicycles. If it becomes too difficult for a bicyclist to easily lock their bicycle, they may park it elsewhere and the bicycle capacity is lowered. A row of inverted “U” racks should be situated on 30” minimum centers. 3. Empty racks should not pose a tripping hazard for visually impaired pedestrians. Position racks out of the walkway’s clear zone. 4. When possible, racks should be in a lighted, high visibility, covered area protected from the elements. Long-term parking should always be protected.
7-18 Bayshore Bikeway Plan 8. MANAGEMENT, MAINTENANCE AND SECURITY
8.1. INTRODUCTION The Bayshore Bikeway route passes through the cities of San Diego, National City, Chula Vista, Imperial Beach, and Coronado. The route includes both off-street bike path segments, as well as on-street bike lanes and shared bike routes. In order to achieve high levels of maintenance for this proposed facility over the long-term, this chapter of the Bayshore Bikeway provides:
• A summary of management issues typically faced by managers of urban bike paths, • A summary of projected maintenance needs for the Bayshore Bikeway.
Proper maintenance of the bikeway is of the utmost importance for the safe and productive use of the facility, and the protection of the financial investment the community has made in it. Urban bicycle facilities that pass through complex and varied environments, as seen along the Bayshore Bikeway study corridor, must provide bikeway users with clear wayfinding signage, high levels of surface maintenance, and with the feeling that the bikeway route is a safe and comfortable place to be for people of all ages and abilities. A less-than-adequately maintained bikeway will increase liability, frustrate users, irritate adjacent property owners, and potentially cause political and public support for the bikeway to dwindle. Every effort must be made to organize the necessary resources to keep the existing segments of the Bayshore Bikeway in good repair, so that support can be built to continue to develop future segments of bikeway.
8.2. MULTI–JURISDICTIONAL NATURE OF BAYSHORE BIKEWAY The Bayshore Bikeway is and will continue to be a multi-jurisdictional bikeway route, passing through five separate cities, with the responsibility for construction and management of each segment falling to the jurisdictions. Because of the multi- jurisdictional nature of the proposed bikeway, it is essential that all five cities strive to coordinate a unified management and maintenance plan that will result in effective management of the bikeway as a single unit or corridor. While each city should strive to design and develop the bikeway in a manner that reflects their local history and characteristics, the bikeway’s features should maintain a level of basic consistency for the entire 24 mile route. This is especially true of maintenance, since bikeway users may not be aware that they are crossing administrative and jurisdictional boundaries, and the bikeway facilities should not indicate that one jurisdiction is doing a good job of maintenance while another is not. The bikeway must be maintained uniformly across different boundaries if it is to serve the public well.
Bayshore Bikeway Plan 8-1 8. Management, Maintenance and Security
8.3. DEVELOPING MULTI-USE PATH REGULATIONS The purpose of multi-use path regulation is to promote user safety and enhance the enjoyment of all users. It is imperative that regulations are developed and posted at key entry locations and access points along the Class I bike path segments of the Bayshore Bikeway. Bikeway route maps and informational materials should include these regulations as well. Establishing that the bicycle facility is a regulated traffic environment just like other public rights of way is critical for compliance and often results in a facility requiring minimal enforcement. The cities may even want to consider posting penalties for violators, such as bicyclists exceeding the maximum speed limit. An attorney for each jurisdiction should review path regulations for consistency with existing ordinances and enforceability. In some locations it may be necessary to pass additional ordinances to implement these regulations.
Below is a sample of common items that are posted as multi-use path regulations:
• Motor vehicles, other than power assisted wheelchairs, are prohibited; • Respect adjacent properties: stay on the public bikeway corridor; • Keep to the right except when passing; • Yield to oncoming traffic when passing; • Bicycles always yield to pedestrians; • Give a vocal warning when passing; • Pets must always be on short leashes; • Travel no more than two abreast; • Alcoholic beverages are not permitted on the bikeway; • Do not stand in the middle of bikeway when stopped; and • Speed limit where warranted.
8.4. SECURITY AND PUBLIC SAFETY Developing Class I bike paths in urban settings inevitably raises question of safety, so understandably it is often the number one concern of cities. However, compared with widely-accepted alternatives such as riding bicycles or walking on busy arterial streets, bikeway user’s exposure to potential injury will be greatly reduced on the Bayshore Bikeway based solely on the number of proposed safety measures. Key issues include the following:
Trespassing Reduction: If path users are kept out of adjacent properties (such as the active Trolley line, NASSCO parking areas, adjacent industrial uses, etc.), most incidents and accidents can be eliminated. The key to trespassing relief is good design, particularly providing as much separation as is feasible. Most of the existing industrial facilities, the Naval base, and the Trolley line are already fenced from public access, and the bike path should continue to maintain those barriers. Fencing used for the bike path to provide separation should be kept well-maintained, and any holes that develop should be quickly repaired. If a barrier of tall, thick vegetation has been installed, it should be kept pruned so that it does not obstruct bike path operations, yet provides a strong disincentive for trespassing onto adjacent property.
8-2 Bayshore Bikeway Plan 8. Management, Maintenance and Security
Patrolling: Each jurisdiction is responsible for selecting the most appropriate means of patrolling their segment. Many of the recommended bike path segments will be visible and accessible from the local roadway network, so patrols can occur as part of normal police car patrols. It may be beneficial to patrol some segments of the bike path using bicycle-mounted officers. Bikeway patrols may be supplemented by volunteers from local organizations, who could provide safety information to path users and report problems to the authorities. As a rule of thumb, a multi-use path such as the Bayshore Bikeway with average or above average usage will require 1 man-hour per day for every 5 miles of bike path. With the ultimate bikeway length of 25.5 miles, this translates into roughly 5 man-hours /day for the recommended alignment. This figure would also vary by time of week and year. Off-peak weekdays may require only 2.5 man-hours per day, while peak weekends may require as much as 8 man-hours per day.
A summary of key security and safety recommendations related to urban bike paths is presented below:
• Adhere to the established design, operation, and maintenance standards presented in this Master Plan. Supplement these standards with the sound judgment of professional planners and engineers. • Provide for regular law enforcement presence along the off-street segments of the bikeway. • Ensure that path users obey traffic laws and path rules on on-street segments. • Maintain adequate recording and response mechanisms for reported safety and maintenance problems. • Illuminate all roadway crossings. • Illuminate key gathering areas along the bikeway. • Construct all site fixtures from vandal resistant, culturally appropriate materials, including way-finding signage, warning signage, bridges and other site amenities. • Trim all vegetation at least five feet from the path where possible to maximize visibility. • Design the bikeway, its structures, and access points to be accessible by emergency vehicles. Bollards at the entrance to each path segment should be removable by the appropriate fire, ambulance, and police agencies. • Post appropriate warning, regulatory and information signs in appropriate languages, responsive to local demographics, at least every 200 feet along the path. • Enforce speed limits and other rules of the road. • Enforce all trespassing laws for people attempting to enter adjacent private properties.
8.5. MAINTENANCE ACTIVITIES Maintenance needs for the Bayshore Bikeway will vary considerably by segment. The varying physical characteristics and proposed features along the different segments of the Bayshore Bikeway require varying maintenance activities. On-street
Bayshore Bikeway Plan 8-3 8. Management, Maintenance and Security
segments will require one set of maintenance activities while off-street multi-use path segments will require another. The following table summarizes general maintenance activities for these two different path types:
Table 8-1 Typical Maintenance Needs for Bicycle Facilities
Item Frequency Sign replacement / repair As needed Bike path pavement As needed On-street pavement marking replacement As needed Planted tree, shrub, & grass trimming 5 months – 1 year Pavement sealing / potholes 5-15 years / 30-40 years for concrete Clean drainage system Annual Pavement sweeping Monthly Shoulder mowing and weed removal Bi-Annual – Fall / Spring Trash disposal As needed, twice a week Inspect bridge abutments and structures After each storm Graffiti removal As needed Maintain furniture As needed Pruning to maintain vertical clearance Annual, as needed Remove fallen trees (on path only) As needed Weed control Monthly Maintain irrigation lines / replace sprinklers As needed As needed and as required during Irrigate / water plants establishment growth period Fencing Monthly, as needed
Typical maintenance vehicles for the bike path segments will be light pick up trucks and occasionally heavy dump trucks and tractors. A mechanical sweeper is recommended to keep the path clear of loose gravel and other debris. Care should be taken when operating heavier equipment on the bikeway to warn users and to avoid breaking the edge of the path surface.
8.6. PROJECTED MAINTENANCE COSTS The Bayshore Bikeway is a complex urban bikeway, with many segments located in the corridors traditionally maintained by roadway and sidewalk maintenance budgets. The ultimate project goal is to build the entire Bayshore Bikeway to Class I facility standards. Typical annual Class I bike path maintenance costs are around $18,000 to $20,000 per mile. However until the entire Class I Bikeway loop is built out, the projected annual maintenance costs will be slightly lower given the existing Class II and Class III portions of the route. The primary difference between maintenance of Class II and Class III facilities, compared to Class I, is less path sweeping or landscaping needs. Most likely, the existing Class II and III Bikeway segments are on roads that are maintained regularly by the respective Public Works departments of each city.
8-4 Bayshore Bikeway Plan 8. Management, Maintenance and Security
The primary costs associated with Class II portions of the Bikeway are for maintaining the signage, stencils and lane striping needs, usually required no more than once a year, as well as signalized crossings. A Class III facility also being on- street would not require lane-striping or pavement stencils. Maintaining surface quality and signage would be the primary maintenance tasks for a Class III facility.
A general estimate would be that the annual costs for maintaining a Class I facility would be $18,000 to $20,000 per mile, for a Class II facility $8,000 to $16,000 per mile, and for a Class III facility $2,000 to $10,000 per mile.
8.7. UTILITIES All existing utility easements on the Bayshore Bikeway alignment that will be impacted by the recommended path will need to be addressed in the management/easement agreement between the local jurisdictions and SDG&E or the appropriate utility provider. While it is not uncommon for bike paths to be constructed on top of utilities, including power, gas and fiber optic lines, this should be identified and clearly delineated on all maintenance and construction documents and agreements should be developed which include:
• Advance notice and path closure procedures for routine maintenance, • Procedures and responsibilities for unscheduled maintenance, • Required warning signs; and • Responsibilities for path re-construction and construction standards.
8.8. BIKE PATH CLOSURES Bike paths, or sections of paths, must be closed from time to time during construction and periodic maintenance of the path. Bike path users will need to be kept informed and managed during these closures when sections of the bikeway will be closed or unavailable to users. The following recommendations should mitigate any impacts:
• Develop standard operating procedures that should be followed prior to the path closing, including a variety of means to inform the public, and make sure crews that implement the closure are clear on these procedures. • Users must be warned of impending bikeway closures, and given adequate detour information to bypass the closed or unfinished section of bikeway. It is important to use standard signing at the entrance of each affected section of the path (“Path Closed”), including but not limited to information on alternate routes and dates of closure. • Sections of the bikeway that are closed must be gated or otherwise blockaded and clearly signed as closed to public use. • If the bikeway is closed, alternate routes should provide a reasonable level of directness on low traffic volume streets, where feasible, and should be signed consistently. If no reasonable alternate routes are available, an “End Bike Path” sign should be posted, with access to the street system.
Bayshore Bikeway Plan 8-5 8. Management, Maintenance and Security
• If the jurisdiction has a website, closure/detour information should be posted there. • Every effort should be made to keep the closure period as short as possible.
8.9. LIABILITY In general, liability risk for bike paths is well-protected. Assuming the bikeway is designed, built, and operated to established standards, using the same standard of care that applies to roadways, there is no additional liability for managing agencies.
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APPENDIX A: COST ESTIMATE DETAILS
Bayshore Bikeway Plan Appendix A DRAFT Bayshore Bikeway Plan Update Engineer's Opinion of Probable Cost Summary Length: 10 miles of new alignment (26 miles total) Calculated By: DJB Date: 2/24/06 Location: San Diego Bay Checked By: SV Job No. 17522.00
Construction Items Quantity Unit Unit Cost Total Cost
Remove Pavement 4433 SY $5.00 $22,166.67 Bikeway Excavation 15794 CY $20.00 $315,888.89 Relocate Street Light 3 EA $4,000.00 $12,000.00 Curb and Gutter 5500 FT $20.00 $110,000.00 Asphalt Bikeway 7402 TN $50.00 $370,087.50 Aggregate Base 7722 CY $40.00 $308,888.89 Storm Drain 4500 FT $100.00 $450,000.00 Concrete Barrier 8300 FT $20.00 $166,000.00 Reconstruct Chain Link Fence 1000 FT $20.00 $20,000.00 Remove Striping / Pavement Markers 37700 FT $1.00 $37,700.00 Paint Striping 63800 FT $0.20 $12,760.00 Landscape Buffer 167950 SF $1.00 $167,950.00 High-Visibility Crosswalk (1 per int.) 28 EA $750.00 $21,000.00 Pedestrian Countdown Signals (2 per int.) 52 EA $800.00 $41,600.00 Signage Warning/Advisory (4 per int.) 112 EA $350.00 $39,200.00 Cantilever Bridge 10600 SF $125.00 $1,325,000.00 Prefabricated Bridge across creek 5820 SF $200.00 $1,164,000.00 Retaining Wall 8000 SF $50.00 $400,000.00 Underground Overhead Utilities 5750 LF $150.00 $862,500.00
Subtotal $5,846,741.94 Const Contingency 25% $1,461,685.49 Subtotal Construction $7,308,427.43
General Construction Items Mobilization 3% of Construction $219,252.82 Clearing and Grubbing 2% of Construction $146,168.55 Water Polution Prevention 2% of Construction $146,168.55 Traffic Control 2% of Construction $146,168.55
TOTAL Construction $7,966,186 Project Costs Engineering 15% of Total Construction $1,194,927.88 Environmental 10% of Total Construction $796,618.59
Total Project Cost $9,958,000
Notes: 1) Costs do NOT include the following: - Property Take Purchases - Environmental Mitigation Costs - Drainage Improvements 2) This Cost Opinion is for planning purposes only. A more detailed opinion will be required at Design stage. 3) Costs are good for year 2005 only. 4) Cantilever bridge on harbor assumes the existing bridge can support new cantilever bridge.
R:\Projects\05-04 Bayshore Bikeway\Berryman\Berryman Cost Estimates\ Cost Estimate-FINAL-3a Page 1 of 13 Appendix A - Summary Bayshore Bikeway Plan Update Engineer's Opinion of Probable Cost Summary by Segment Length: 10 miles of new alignment (26 miles total) Calculated By: DJB Date: 2/24/06 Location: San Diego Bay Checked By: SV Job No. 17522.00 Segment & Area Description Cost Section
1 Seaport Village $6,000 2-1A Convention Way and Approach to Harbor Bridge $201,000 2-2A Harbor Drive Bridge over train yard $2,257,000 2-2B Harbor Drive (Bridge to Sampson) $435,000 3-3A Harbor Drive (Sampson to Schley) $70,000 3-3B Harbor Drive (Schley to 28th) $869,000 3-3C Harbor Drive (28th to 32nd) $1,260,000 4-4A Harbor Drive (32nd to W. 8th) $2,191,000 4-4B Harbor Drive (32nd to W. 8th) $560,000 5-5A Tidelands $170,000 6 thru 9 Along Coronado Branch (E St to Main St) $1,938,000
Notes: 1) Costs do NOT include the following: - Property Take Purchases - Environmental Mitigation Costs - Drainage Improvements 2) This Cost Opinion is for planning purposes only. A more detailed opinion will be required at Design stage. 3) Costs are good for year 2005 only. 4) Cantilever bridge on harbor assumes the existing bridge can support new cantilever bridge.
R:\Projects\05-04 Bayshore Bikeway\Berryman\Berryman Cost Estimates\ Cost Estimate-FINAL-3a Page 2 of 13 Appendix A - SummBySegment Bayshore Bikeway Plan Update Engineer's Opinion of Probable Cost Segment 1 Length (feet): 2500 Calculated By: DJB Date: 2/24/06 Location: Seaport Village Checked By: SV Job No. 17522.00
Construction Items Quantity Unit Unit Cost Total Cost
Remove Pavement 0 SY $5.00 $0.00 Bikeway Excavation 0 CY $20.00 $0.00 Relocate Street Light 0 EA $4,000.00 $0.00 Curb and Gutter 0 FT $20.00 $0.00 Asphalt Bikeway 0 TN $50.00 $0.00 Aggregate Base 0 CY $40.00 $0.00 Storm Drain 0 FT $100.00 $0.00 Concrete Barrier 0 FT $20.00 $0.00 Reconstruct Chain Link Fence 0 FT $20.00 $0.00 Remove Striping / Pavement Markers 0 FT $1.00 $0.00 Paint Striping 7500 FT $0.20 $1,500.00 Landscape Buffer 0 SF $1.00 $0.00 High-Visibility Crosswalk (1 per int.) 1 EA $750.00 $750.00 Pedestrian Countdown Signals (2 per int.) 0 EA $800.00 $0.00 Signage Warning/Advisory (4 per int.) 4 EA $350.00 $1,400.00 Cantilever Bridge 0 SF $125.00 $0.00 Prefabricated Bridge across creek 0 SF $200.00 $0.00 Retaining Wall 0 SF $50.00 $0.00 Underground Overhead Utilities LF $150.00 $0.00
Subtotal $3,650.00 Const Contingency 25% $912.50 Subtotal Construction $4,562.50
General Construction Items Mobilization 3% of Construction $136.88 Clearing and Grubbing 2% of Construction $91.25 Water Polution Prevention 2% of Construction $91.25 Traffic Control 2% of Construction $91.25
TOTAL Construction $4,973 Project Costs Engineering 15% of Total Construction $745.97 Environmental 10% of Total Construction $497.31
Total Project Cost for This Segment/Section $6,000
R:\Projects\05-04 Bayshore Bikeway\Berryman\Berryman Cost Estimates\ Cost Estimate-FINAL-3a Page 3 of 13 Appendix A - Segment1 Bayshore Bikeway Plan Update Engineer's Opinion of Probable Cost Segment 2 Section: 1A Length (feet): 2500 Calculated By: DJB Date: 2/24/06 Location: Convention Way and Approach to Harbor Bridge Checked By: SV Job No. 17522.00
Construction Items Quantity Unit Unit Cost Total Cost
Remove Pavement 1333 SY $5.00 $6,666.67 Bikeway Excavation 133 CY $20.00 $2,666.67 Relocate Street Light 3 EA $4,000.00 $12,000.00 Curb and Gutter 1000 FT $20.00 $20,000.00 Asphalt Bikeway 298 TN $50.00 $14,910.00 Aggregate Base 311 CY $40.00 $12,444.44 Storm Drain 0 FT $100.00 $0.00 Concrete Barrier 1000 FT $20.00 $20,000.00 Reconstruct Chain Link Fence 1000 FT $20.00 $20,000.00 Remove Striping / Pavement Markers 3000 FT $1.00 $3,000.00 Paint Striping 3000 FT $0.20 $600.00 Landscape Buffer 0 SF $1.00 $0.00 High-Visibility Crosswalk (1 per int.) 2 EA $750.00 $1,500.00 Pedestrian Countdown Signals (2 per int.) 2 EA $800.00 $1,600.00 Signage Warning/Advisory (4 per int.) 8 EA $350.00 $2,800.00 Cantilever Bridge SF $125.00 $0.00 Prefabricated Bridge across creek SF $200.00 $0.00 Retaining Wall 0 SF $50.00 $0.00 Underground Overhead Utilities LF $150.00 $0.00
Subtotal $118,187.78 Const Contingency 25% $29,546.94 Subtotal Construction $147,734.72
General Construction Items Mobilization 3% of Construction $4,432.04 Clearing and Grubbing 2% of Construction $2,954.69 Water Polution Prevention 2% of Construction $2,954.69 Traffic Control 2% of Construction $2,954.69
TOTAL Construction $161,031 Project Costs Engineering 15% of Total Construction $24,154.63 Environmental 10% of Total Construction $16,103.08
Total Project Cost for This Segment/Section $201,000
R:\Projects\05-04 Bayshore Bikeway\Berryman\Berryman Cost Estimates\ Cost Estimate-FINAL-3a Page 4 of 13 Appendix A - Segment2-1A Bayshore Bikeway Plan Update Engineer's Opinion of Probable Cost Segment 2 (cont) Section: 2A Length (feet): 1060 Calculated By: DJB Date: 2/24/06 Location: Harbor Drive Bridge over train yard Checked By: SV Job No. 17522.00
Construction Items Quantity Unit Unit Cost Total Cost
Remove Pavement 0 SY $5.00 $0.00 Bikeway Excavation 0 CY $20.00 $0.00 Relocate Street Light 0 EA $4,000.00 $0.00 Curb and Gutter 0 FT $20.00 $0.00 Asphalt Bikeway 0 TN $50.00 $0.00 Aggregate Base 0 CY $40.00 $0.00 Storm Drain 0 FT $100.00 $0.00 Concrete Barrier 0 FT $20.00 $0.00 Reconstruct Chain Link Fence 0 FT $20.00 $0.00 Remove Striping / Pavement Markers 0 FT $1.00 $0.00 Paint Striping 0 FT $0.20 $0.00 Landscape Buffer 0 SF $1.00 $0.00 High-Visibility Crosswalk (1 per int.) 0 EA $750.00 $0.00 Pedestrian Countdown Signals (2 per int.) 0 EA $800.00 $0.00 Signage Warning/Advisory (4 per int.) 0 EA $350.00 $0.00 Cantilever Bridge 10600 SF $125.00 $1,325,000.00 Prefabricated Bridge across creek 0 SF $200.00 $0.00 Retaining Wall 0 SF $50.00 $0.00 Underground Overhead Utilities LF $150.00 $0.00
Subtotal $1,325,000.00 Const Contingency 25% $331,250.00 Subtotal Construction $1,656,250.00
General Construction Items Mobilization 3% of Construction $49,687.50 Clearing and Grubbing 2% of Construction $33,125.00 Water Polution Prevention 2% of Construction $33,125.00 Traffic Control 2% of Construction $33,125.00
TOTAL Construction $1,805,313 Project Costs Engineering 15% of Total Construction $270,796.88 Environmental 10% of Total Construction $180,531.25
Total Project Cost for This Segment/Section $2,257,000
R:\Projects\05-04 Bayshore Bikeway\Berryman\Berryman Cost Estimates\ Cost Estimate-FINAL-3a Page 5 of 13 Appendix A - Segment2-2A Bayshore Bikeway Plan Update Engineer's Opinion of Probable Cost Segment 2 (cont) Section: 2B Length (feet): 4500 Calculated By: DJB Date: 2/24/06 Location: Harbor Drive (Bridge to Sampson) Checked By: SV Job No. 17522.00
Construction Items Quantity Unit Unit Cost Total Cost
Remove Pavement 0 SY $5.00 $0.00 Bikeway Excavation 1500 CY $20.00 $30,000.00 Relocate Street Light 0 EA $4,000.00 $0.00 Curb and Gutter 4500 FT $20.00 $90,000.00 Asphalt Bikeway 959 TN $50.00 $47,925.00 Aggregate Base 1000 CY $40.00 $40,000.00 Storm Drain 0 FT $100.00 $0.00 Concrete Barrier 0 FT $20.00 $0.00 Reconstruct Chain Link Fence 0 FT $20.00 $0.00 Remove Striping / Pavement Markers 13500 FT $1.00 $13,500.00 Paint Striping 13500 FT $0.20 $2,700.00 Landscape Buffer 20250 SF $1.00 $20,250.00 High-Visibility Crosswalk (1 per int.) 3 EA $750.00 $2,250.00 Pedestrian Countdown Signals (2 per int.) 6 EA $800.00 $4,800.00 Signage Warning/Advisory (4 per int.) 12 EA $350.00 $4,200.00 Cantilever Bridge 0 SF $125.00 $0.00 Prefabricated Bridge across creek 0 SF $200.00 $0.00 Retaining Wall 0 SF $50.00 $0.00 Underground Overhead Utilities LF $150.00 $0.00
Subtotal $255,625.00 Const Contingency 25% $63,906.25 Subtotal Construction $319,531.25
General Construction Items Mobilization 3% of Construction $9,585.94 Clearing and Grubbing 2% of Construction $6,390.63 Water Polution Prevention 2% of Construction $6,390.63 Traffic Control 2% of Construction $6,390.63
TOTAL Construction $348,289 Project Costs Engineering 15% of Total Construction $52,243.36 Environmental 10% of Total Construction $34,828.91
Total Project Cost for This Segment/Section $435,000
R:\Projects\05-04 Bayshore Bikeway\Berryman\Berryman Cost Estimates\ Cost Estimate-FINAL-3a Page 6 of 13 Appendix A - Segment2-2B Bayshore Bikeway Plan Update Engineer's Opinion of Probable Cost Segment 3 Section: 3A Length (feet): 1200 Calculated By: DJB Date: 2/24/06 Location: Harbor Drive (Sampson to Schley) Checked By: SV Job No. 17522.00
Construction Items Quantity Unit Unit Cost Total Cost
Remove Pavement 0 SY $5.00 $0.00 Bikeway Excavation 400 CY $20.00 $8,000.00 Relocate Street Light 0 EA $4,000.00 $0.00 Curb and Gutter 0 FT $20.00 $0.00 Asphalt Bikeway 256 TN $50.00 $12,780.00 Aggregate Base 267 CY $40.00 $10,666.67 Storm Drain 0 FT $100.00 $0.00 Concrete Barrier 0 FT $20.00 $0.00 Reconstruct Chain Link Fence 0 FT $20.00 $0.00 Remove Striping / Pavement Markers 0 FT $1.00 $0.00 Paint Striping 0 FT $0.20 $0.00 Landscape Buffer 6000 SF $1.00 $6,000.00 High-Visibility Crosswalk (1 per int.) 1 EA $750.00 $750.00 Pedestrian Countdown Signals (2 per int.) 2 EA $800.00 $1,600.00 Signage Warning/Advisory (4 per int.) 4 EA $350.00 $1,400.00 Cantilever Bridge 0 SF $125.00 $0.00 Prefabricated Bridge across creek 0 SF $200.00 $0.00 Retaining Wall 0 SF $50.00 $0.00 Underground Overhead Utilities LF $150.00 $0.00
Subtotal $41,196.67 Const Contingency 25% $10,299.17 Subtotal Construction $51,495.83
General Construction Items Mobilization 3% of Construction $1,544.88 Clearing and Grubbing 2% of Construction $1,029.92 Water Polution Prevention 2% of Construction $1,029.92 Traffic Control 2% of Construction $1,029.92
TOTAL Construction $56,130 Project Costs Engineering 15% of Total Construction $8,419.57 Environmental 10% of Total Construction $5,613.05
Total Project Cost for This Segment/Section $70,000
R:\Projects\05-04 Bayshore Bikeway\Berryman\Berryman Cost Estimates\ Cost Estimate-FINAL-3a Page 7 of 13 Appendix A - Segment3-3A Bayshore Bikeway Plan Update Engineer's Opinion of Probable Cost Segment 3 (cont) Section: 3B Length (feet): 2000 Calculated By: DJB Date: 2/24/06 Location: Harbor Drive (Schley to 28th) Checked By: SV Job No. 17522.00
Construction Items Quantity Unit Unit Cost Total Cost
Remove Pavement 0 SY $5.00 $0.00 Bikeway Excavation 667 CY $20.00 $13,333.33 Relocate Street Light 0 EA $4,000.00 $0.00 Curb and Gutter 0 FT $20.00 $0.00 Asphalt Bikeway 0 TN $50.00 $0.00 Aggregate Base 0 CY $40.00 $0.00 Storm Drain 0 FT $100.00 $0.00 Concrete Barrier 4000 FT $20.00 $80,000.00 Reconstruct Chain Link Fence 0 FT $20.00 $0.00 Remove Striping / Pavement Markers 8000 FT $1.00 $8,000.00 Paint Striping 8000 FT $0.20 $1,600.00 Landscape Buffer 0 SF $1.00 $0.00 High-Visibility Crosswalk (1 per int.) 2 EA $750.00 $1,500.00 Pedestrian Countdown Signals (2 per int.) 4 EA $800.00 $3,200.00 Signage Warning/Advisory (4 per int.) 8 EA $350.00 $2,800.00 Cantilever Bridge 0 SF $125.00 $0.00 Prefabricated Bridge across creek 0 SF $200.00 $0.00 Retaining Wall 8000 SF $50.00 $400,000.00 Underground Overhead Utilities LF $150.00 $0.00
Subtotal $510,433.33 Const Contingency 25% $127,608.33 Subtotal Construction $638,041.67
General Construction Items Mobilization 3% of Construction $19,141.25 Clearing and Grubbing 2% of Construction $12,760.83 Water Polution Prevention 2% of Construction $12,760.83 Traffic Control 2% of Construction $12,760.83
TOTAL Construction $695,465 Project Costs Engineering 15% of Total Construction $104,319.81 Environmental 10% of Total Construction $69,546.54
Total Project Cost for This Segment/Section $869,000
R:\Projects\05-04 Bayshore Bikeway\Berryman\Berryman Cost Estimates\ Cost Estimate-FINAL-3a Page 8 of 13 Appendix A - Segment3-3B Bayshore Bikeway Plan Update Engineer's Opinion of Probable Cost Segment 3 (cont) Section: 3C Length (feet): 3300 Calculated By: DJB Date: 2/24/06 Location: Harbor Drive (28th to 32nd) Checked By: SV Job No. 17522.00
Construction Items Quantity Unit Unit Cost Total Cost
Remove Pavement 0 SY $5.00 $0.00 Bikeway Excavation 1100 CY $20.00 $22,000.00 Relocate Street Light 0 EA $4,000.00 $0.00 Curb and Gutter 0 FT $20.00 $0.00 Asphalt Bikeway 703 TN $50.00 $35,145.00 Aggregate Base 733 CY $40.00 $29,333.33 Storm Drain 0 FT $100.00 $0.00 Concrete Barrier 3300 FT $20.00 $66,000.00 Reconstruct Chain Link Fence 0 FT $20.00 $0.00 Remove Striping / Pavement Markers 13200 FT $1.00 $13,200.00 Paint Striping 13200 FT $0.20 $2,640.00 Landscape Buffer 0 SF $1.00 $0.00 High-Visibility Crosswalk (1 per int.) 2 EA $750.00 $1,500.00 Pedestrian Countdown Signals (2 per int.) 4 EA $800.00 $3,200.00 Signage Warning/Advisory (4 per int.) 8 EA $350.00 $2,800.00 Cantilever Bridge 0 SF $125.00 $0.00 Prefabricated Bridge across creek 2820 SF $200.00 $564,000.00 Retaining Wall 0 SF $50.00 $0.00 Underground Overhead Utilities LF $150.00 $0.00
Subtotal $739,818.33 Const Contingency 25% $184,954.58 Subtotal Construction $924,772.92
General Construction Items Mobilization 3% of Construction $27,743.19 Clearing and Grubbing 2% of Construction $18,495.46 Water Polution Prevention 2% of Construction $18,495.46 Traffic Control 2% of Construction $18,495.46
TOTAL Construction $1,008,002 Project Costs Engineering 15% of Total Construction $151,200.37 Environmental 10% of Total Construction $100,800.25
Total Project Cost for This Segment/Section $1,260,000
R:\Projects\05-04 Bayshore Bikeway\Berryman\Berryman Cost Estimates\ Cost Estimate-FINAL-3a Page 9 of 13 Appendix A - Segment3-3C Bayshore Bikeway Plan Update Engineer's Opinion of Probable Cost Segment 4 Section: 4A Length (feet): 5750 Calculated By: DJB Date: 2/24/06 Location: Harbor Drive (32nd to W. 8th) Checked By: SV Job No. 17522.00
Construction Items Quantity Unit Unit Cost Total Cost
Remove Pavement 0 SY $5.00 $0.00 Bikeway Excavation 3194 CY $20.00 $63,888.89 Relocate Street Light 0 EA $4,000.00 $0.00 Curb and Gutter 0 FT $20.00 $0.00 Asphalt Bikeway 1225 TN $50.00 $61,237.50 Aggregate Base 1278 CY $40.00 $51,111.11 Storm Drain 0 FT $100.00 $0.00 Concrete Barrier 0 FT $20.00 $0.00 Reconstruct Chain Link Fence 0 FT $20.00 $0.00 Remove Striping / Pavement Markers 0 FT $1.00 $0.00 Paint Striping 0 FT $0.20 $0.00 Landscape Buffer 0 SF $1.00 $0.00 High-Visibility Crosswalk (1 per int.) 2 EA $750.00 $1,500.00 Pedestrian Countdown Signals (2 per int.) 4 EA $800.00 $3,200.00 Signage Warning/Advisory (4 per int.) 8 EA $350.00 $2,800.00 Cantilever Bridge 0 SF $125.00 $0.00 Prefabricated Bridge across creek 1200 SF $200.00 $240,000.00 Retaining Wall 0 SF $50.00 $0.00 Underground Overhead Utilities 5750 LF $150.00 $862,500.00
Subtotal $1,286,237.50 Const Contingency 25% $321,559.38 Subtotal Construction $1,607,796.88
General Construction Items Mobilization 3% of Construction $48,233.91 Clearing and Grubbing 2% of Construction $32,155.94 Water Polution Prevention 2% of Construction $32,155.94 Traffic Control 2% of Construction $32,155.94
TOTAL Construction $1,752,499 Project Costs Engineering 15% of Total Construction $262,874.79 Environmental 10% of Total Construction $175,249.86
Total Project Cost for This Segment/Section $2,191,000
R:\Projects\05-04 Bayshore Bikeway\Berryman\Berryman Cost Estimates\ Cost Estimate-FINAL-3a Page 10 of 13 Appendix A - Segment4-4A Bayshore Bikeway Plan Update Engineer's Opinion of Probable Cost Segment 4 (cont) Section: 4B Length (feet): 1600 Calculated By: DJB Date: 2/24/06 Location: Harbor Drive (32nd to W. 8th) Checked By: SV Job No. 17522.00
Construction Items Quantity Unit Unit Cost Total Cost
Remove Pavement 0 SY $5.00 $0.00 Bikeway Excavation 1067 CY $20.00 $21,333.33 Relocate Street Light 0 EA $4,000.00 $0.00 Curb and Gutter 0 FT $20.00 $0.00 Asphalt Bikeway 341 TN $50.00 $17,040.00 Aggregate Base 356 CY $40.00 $14,222.22 Storm Drain 0 FT $100.00 $0.00 Concrete Barrier 0 FT $20.00 $0.00 Reconstruct Chain Link Fence 0 FT $20.00 $0.00 Remove Striping / Pavement Markers 0 FT $1.00 $0.00 Paint Striping 0 FT $0.20 $0.00 Landscape Buffer 28800 SF $1.00 $28,800.00 High-Visibility Crosswalk (1 per int.) 2 EA $750.00 $1,500.00 Pedestrian Countdown Signals (2 per int.) 4 EA $800.00 $3,200.00 Signage Warning/Advisory (4 per int.) 8 EA $350.00 $2,800.00 Cantilever Bridge 0 SF $125.00 $0.00 Prefabricated Bridge across creek 1200 SF $200.00 $240,000.00 Retaining Wall 0 SF $50.00 $0.00 Underground Overhead Utilities 0 LF $150.00 $0.00
Subtotal $328,895.56 Const Contingency 25% $82,223.89 Subtotal Construction $411,119.44
General Construction Items Mobilization 3% of Construction $12,333.58 Clearing and Grubbing 2% of Construction $8,222.39 Water Polution Prevention 2% of Construction $8,222.39 Traffic Control 2% of Construction $8,222.39
TOTAL Construction $448,120 Project Costs Engineering 15% of Total Construction $67,218.03 Environmental 10% of Total Construction $44,812.02
Total Project Cost for This Segment/Section $560,000
R:\Projects\05-04 Bayshore Bikeway\Berryman\Berryman Cost Estimates\ Cost Estimate-FINAL-3a Page 11 of 13 Appendix A - Segment4-4B Bayshore Bikeway Plan Update Engineer's Opinion of Probable Cost Segment 5 Section: 5A Length (feet): 6200 Calculated By: DJB Date: 2/24/06 Location: Tidelands Checked By: SV Job No. 17522.00
Construction Items Quantity Unit Unit Cost Total Cost
Remove Pavement 3100 SY $5.00 $15,500.00 Bikeway Excavation 2067 CY $20.00 $41,333.33 Relocate Street Light 0 EA $4,000.00 $0.00 Curb and Gutter 0 FT $20.00 $0.00 Asphalt Bikeway 0 TN $50.00 $0.00 Aggregate Base 0 CY $40.00 $0.00 Storm Drain 0 FT $100.00 $0.00 Concrete Barrier 0 FT $20.00 $0.00 Reconstruct Chain Link Fence 0 FT $20.00 $0.00 Remove Striping / Pavement Markers 0 FT $1.00 $0.00 Paint Striping 18600 FT $0.20 $3,720.00 Landscape Buffer 27900 SF $1.00 $27,900.00 High-Visibility Crosswalk (1 per int.) 3 EA $750.00 $2,250.00 Pedestrian Countdown Signals (2 per int.) 6 EA $800.00 $4,800.00 Signage Warning/Advisory (4 per int.) 12 EA $350.00 $4,200.00 Cantilever Bridge 0 SF $125.00 $0.00 Prefabricated Bridge across creek 0 SF $200.00 $0.00 Retaining Wall 0 SF $50.00 $0.00 Underground Overhead Utilities LF $150.00 $0.00
Subtotal $99,703.33 Const Contingency 25% $24,925.83 Subtotal Construction $124,629.17
General Construction Items Mobilization 3% of Construction $3,738.88 Clearing and Grubbing 2% of Construction $2,492.58 Water Polution Prevention 2% of Construction $2,492.58 Traffic Control 2% of Construction $2,492.58
TOTAL Construction $135,846 Project Costs Engineering 15% of Total Construction $20,376.87 Environmental 10% of Total Construction $13,584.58
Total Project Cost for This Segment/Section $170,000
R:\Projects\05-04 Bayshore Bikeway\Berryman\Berryman Cost Estimates\ Cost Estimate-FINAL-3a Page 12 of 13 Appendix A - Segment5-5A Bayshore Bikeway Plan Update Engineer's Opinion of Probable Cost Segments 6 thru 9 Sections: 6A, 7A, and 8A Length (feet): 17000 Calculated By: DJB Date: 2/24/06 Location: Along Coronado Branch (E St to Main St) Checked By: SV Job No. 17522.00
Construction Items Quantity Unit Unit Cost Total Cost
Remove Pavement 0 SY $5.00 $0.00 Bikeway Excavation 5667 CY $20.00 $113,333.33 Relocate Street Light 0 EA $4,000.00 $0.00 Curb and Gutter 0 FT $20.00 $0.00 Asphalt Bikeway 3621 TN $50.00 $181,050.00 Aggregate Base 3778 CY $40.00 $151,111.11 Storm Drain 4500 FT $100.00 $450,000.00 Concrete Barrier 0 FT $20.00 $0.00 Reconstruct Chain Link Fence 0 FT $20.00 $0.00 Remove Striping / Pavement Markers 0 FT $1.00 $0.00 Paint Striping 0 FT $0.20 $0.00 Landscape Buffer 85000 SF $1.00 $85,000.00 High-Visibility Crosswalk (1 per int.) 10 EA $750.00 $7,500.00 Pedestrian Countdown Signals (2 per int.) 20 EA $800.00 $16,000.00 Signage Warning/Advisory (4 per int.) 40 EA $350.00 $14,000.00 Cantilever Bridge 0 SF $125.00 $0.00 Prefabricated Bridge across creek 600 SF $200.00 $120,000.00 Retaining Wall 0 SF $50.00 $0.00 Underground Overhead Utilities LF $150.00 $0.00
Subtotal $1,137,994.44 Const Contingency 25% $284,498.61 Subtotal Construction $1,422,493.06
General Construction Items Mobilization 3% of Construction $42,674.79 Clearing and Grubbing 2% of Construction $28,449.86 Water Polution Prevention 2% of Construction $28,449.86 Traffic Control 2% of Construction $28,449.86
TOTAL Construction $1,550,517 Project Costs Engineering 15% of Total Construction $232,577.61 Environmental 10% of Total Construction $155,051.74
Total Project Cost for This Segment/Section $1,938,000
R:\Projects\05-04 Bayshore Bikeway\Berryman\Berryman Cost Estimates\ Cost Estimate-FINAL-3a Page 13 of 13 Appendix A - Segment6 to 9
APPENDIX B: PHOTO INVENTORY OF CORRIDOR
Bayshore Bikeway Plan Appendix B DRAFT
Start of Corridor: Coronado Ferry landing at the Broadway Pier and Harbor and Broadway.
Heading south from the Coronado Ferry terminal, separate bicycle and pedestrian paths have been provided. The bicycle path is signed incorrectly as a “Bike Lane.” This facility is intended for two- way travel and is approximately 8 feet in width. Although there is an adjacent path intended for pedestrians, the Bike Path was observed to be primarily used by pedestrians. Bicycle travel speeds in this area are low due to the many pedestrians and potential conflicts.
The separate bicycle pedestrian paths enter an open asphalt area next to a navy warehouse. The bicycle corridor is separated from the pedestrian corridor by segments of K-rail. Approaching the USS Midway, the pathways cross an entrance drive that has limited sight distance due to the warehouse building. Continuing past the Midway the bikeway continues in separate concrete bicycle and pedestrian paths with a grass buffer.
DRAFT Appendix B: Photo Inventory of Corridor
The pathways cross the entrance drive into the Fish Market. Two separate crosswalks are provided, one for pedestrians and one for bicyclists. Consolidation of these into a single high visibility crossing area could improve safety.
South of the Fish Market, the bicycle and pedestrian paths are immediately adjacent separated by brick pavers and bollards. Farther south, the bicycle path splits and turns east to follow Harbor Drive, while the pedestrian path continues south into Seaport Village
The bicycle path heads east along Harbor. Crossing the Harbor Seafood Market driveway, some crossing enhancements would improve safety (install crosswalk with advance limit line at stop sign). Access for westbound cyclists is particularly difficult.
2 DRAFT Appendix B: Photo Inventory of Corridor
On Harbor Drive east of Pacific Highway, the bikeway continues as an on-street Bike Route. Signs direct cyclists straight to the Gaslamp District and National City.
Western entrance to Seaport Village (where cyclists arrive if not taking the easterly split along Harbor). Signage is posted prohibiting bicycles in Seaport Village.
An alternate route avoiding Seaport Village requires navigating through the Seaport Village parking lot to bypass the area where bicycles are prohibited. There is no direct route through this area, but cyclists can weave through the parking areas to continue on the south side of Seaport Village.
3 DRAFT Appendix B: Photo Inventory of Corridor
Service driveway behind Hyatt, along perimeter of Seaport Village parking lot. This road is accessed off Kettner Blvd. Continuing to the end of this service road, cyclists can ride up onto the sidewalk and around to the southern edge of Seaport Village.
Brick paved pathway within Seaport Village, which provides a connection to the southern boundary of Seaport Village and continuation of the bike path.
Southern boundary of Seaport Village (looking north), with No Bikes sign visible. In order to access the service road behind the Hyatt it is necessary to enter this area and take the pathway visible on the right.
4 DRAFT Appendix B: Photo Inventory of Corridor
Promenade behind Convention Center. A “Bike Lane” is striped along the eastern edge of the promenade, approximately 5 feet in width. It appears to be intended as a two-way facility, although stenciling is oriented in the southbound direction for about half the length of the promenade, and then switches to the northbound direction.
Continuation of promenade “Bike Lane” heading south. Note stenciling is now oriented in the northbound direction.
The promenade behind the Convention Center ends at Convention Way, a roadway that provides access to the loading docks beneath the Convention Center. Continuing southbound along Convention Way, a cyclists will curve left onto 8th Ave and connect back out to Harbor Drive across from Petco Park.
5 DRAFT Appendix B: Photo Inventory of Corridor
Looking south on Harbor Drive at 8th Ave, approaching the overcrossing of the BNSF tracks. Both sides of the overcrossing have bike lanes and a 5’ sidewalk.
Harbor Drive continuing southbound after the railroad overcrossing. Wide paved shoulders adjacent to an unpaved area, which turn to signed Bike Lanes approaching Cesar Chavez. No on-street parking is permitted along this segment of Harbor.
Looking northbound on Harbor near Cesar Chavez at the MTDB right of way.
6 DRAFT Appendix B: Photo Inventory of Corridor
Southbound on Harbor, south of Cesar Chavez. Bike lane adjacent to on-street parking.
Southbound on Harbor at the BNSF rail crossing. The bike lane has been routed in a 90-degree crossing of the tracks.
Bikes parked at the NASSCO facility.
7 DRAFT Appendix B: Photo Inventory of Corridor
Vehicles parked in the area between the MTDB ROW and Harbor Drive.
Southbound on Harbor approaching the Naval Station. A segment of diagonal parking on the west side of the road is present here adjacent to the bike lane.
Looking north along the open partially paved area between Harbor Drive and the MTDB ROW used for parking.
8 DRAFT Appendix B: Photo Inventory of Corridor
Southbound on Harbor, with Naval Station fenceline visible along right of photo. Paved shoulder is approximately 8 feet wide, and unpaved area is about 12 feet to base of fence, though this width varies.
Northbound on Harbor across from Naval Station. Shoulder area is divided by white painted chain. Appears to be for decorative purposes.
Southbound on Harbor, entering the National City limits. Naval station fence line still along right of photo.
9 DRAFT Appendix B: Photo Inventory of Corridor
Looking north on Harbor Drive at West 8th Street in National City, another Naval Station entrance. Note corner bulb-out which extends out into entire shoulder area and forces cyclists to enter the travel lane at this point.
Southbound on Harbor, where the roadway curves in an easterly direction toward I-5. The Bayshore Bikeway route makes a sharp turn west (right) onto Civic Center Drive at the triangular median island in the center of the photo.
After turning west onto Civic Center Drive, there are two options for the Bayshore Bikeway route. The first is to make an immediate left (south) onto Cleveland Ave, shown in photo. Many cyclists currently use Cleveland as it is the most direct route to the Gordy Shields bridge over the Sweetwater Channel.
10 DRAFT Appendix B: Photo Inventory of Corridor
The second bikeway option after turning onto Civic Center is to continue west to the terminus of Civic Center, where it turns south into Tidelands Ave. Photo looking south on Tidelands. Tidelands is currently shown as the designated Bayshore Bikeway route, in part because at the time the initial Bikeway Plan was written (1976), there were plans for a bridge over the Sweetwater Channel at Tidelands (this bridge is no longer planned).
Southbound on Tidelands, approaching 32nd Street and LM Pepper Park. An advantage of the Tidelands route is the direct connection to this park. The bike route is signed at this point – note sign directing cyclists left (east) onto 32nd.
East on 32nd Street toward the Gordy Shields bridge connector path. A wide sidewalk has been installed along the south/east side of 32nd Street/Bay Marina Street connecting from Pepper Park back to Bay Street (at the train museum). This wide sidewalk was observed being used by cyclists, walkers, and rollerbladers during field observations.
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Entrance to the Gordy Shields bridge and Sweetwater Bikeway connector path, at the intersection of 32nd Street/Bay Marina. This path continues east, then turns south along the edge of the new marina, then connects to the end of the Sweetwater Bikeway and the Gordy Shields bridge.
Looking eastbound, at split. Turning left takes cyclists up and over the Sweetwater Channel on the Gordy Shields bridge to continue south on the Bayshore Bikeway. Continuing straight per the bike route sign will take cyclists east along the Sweetwater Bikeway path.
Looking southbound from the Gordy Shields bridge. I-5 traffic is visible on the left side of the photo.
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Looking northbound at the terminus of the Gordy Shields bridge connector path, at the intersection of Bay Blvd and E Street. The I-5 southbound off-ramp is visible on the right side of the photo. Within City of Chula Vista limits at this point.
Looking southbound from the same location as above, Bay Blvd and E Street. The route goes on-street at this point, and is a Class III bike route for the next segment. Share the Road signs have been installed.
Coronado Beltline ROW and adjacent SDG&E transmission line ROW, looking south from E street. The rail and power ROWs may present opportunities to develop an off-street trail south through this segment. Vegetation clearing and appropriate setbacks from the rail line and transmission lines would be necessary.
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Lagoon Drive, looking south along the SDG&E right of way and adjacent railroad ROW. Parking areas for the Goodrich factory are located immediately beneath the SDG&E ROW south of F Street.
Westbound on Lagoon Drive. Striped Class II bike lane in this area. The Bayshore bikeway route is signed through this area (some old “Bay Route Bikeway” signs are still visible. The route goes west on F Street, and south on Sandpiper, which curves back east to connect to Marina Pkwy. Marina no longer connects directly through to G Street.
Southbound on Marina Parkway, striped Class II Bike Lanes. Chula Vista Marina is located west of here. The Bayshore Bikeway route curves east on Marina, extends past the Marina View Park, and connects back to Bay Blvd. The route turns right (south) onto Bay Boulevard.
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Southbound on Bay Boulevard, striped Class II bike lanes. Note old “Bay Route Bikeway” sign.
Continuing south on Bay Boulevard Bike Lanes, approaching Western Salt Works plant. Adaptive re-use of the Salt Works plant in the future (possibly as an Interpretive Center for the National Wildlife Refuge) may provide opportunity to develop additional Class I segments in this area. Under existing conditions, however, the pavement condition is very poor along Bay Blvd in front of Western Salt and the shoulder disappears. The current Bikeway route turns left (east) onto Stella just north of the Salt Works.
Route follows Stella as it curves south onto a Frontage Road of I-5. This frontage road terminates at Main Street. At this point, a connector path extends west off Main Street, then turns south to cross the Otay River and connect to Saturn Blvd in the City of Imperial Beach. A future project – the Western Salt Project – will provide a connector trail directly from Main Street to the beginning of the Silver Strand Path at 13th Street in Imperial Beach.
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Looking north from Saturn Blvd in Imperial Beach at the entrance of the connector path across the Otay River. Cyclists head south from this location on- street along Saturn, then turn right (west) on Palm Ave (Hwy 75) for several blocks.
Looking west on Palm Avenue. A Class II bike lane is present adjacent to on- street parking. Palm Ave is fronted by strip commercial uses, with numerous driveways, and experiences heavy traffic volumes.
Cyclists turn right (north) off Palm Ave at 13 Street. At the terminus of 13th is the start of the Silver Strand Bike Path that runs continuously to Coronado. Notice new Bayshore Bikeway signage.
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Northbound on Silver Strand bike path, near Silver Strand State Beach.
Northbound on Silver Strand bike path.
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Looking southbound on the Silver Strand Bike Path adjacent to the Naval Amphibious Base.
Looking northeast at the terminus of the Silver Strand bike path at Glorietta Blvd in Coronado. From this point, the Bayshore Bikeway route is on-street along Glorietta Blvd.
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Looking northeast along Glorietta Blvd adjacent to the Coronado Golf Course. The golf course has signs prohibiting walking and jogging on their grass, so currently joggers, walkers, and cyclists share the right hand side of the road.
Looking northeast at entrance to bike path segment at end of Glorietta Boulevard. This path runs along the perimeter of the golf course and extends beneath the San Diego-Coronado Bridge, connecting to Coronado Tidelands regional park on the north side of the bridge.
Looking west as Bikeway enters Coronado Tidelands Regiosnal Park.
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Terminus of Bayshore Bikeway loop, the ferry terminal in Coronado, near the intersection of 1st and B streets.
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