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Downtown San Diego
Revised Draft Mobility Plan
April 2016

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i | DOWNTOWN SAN DIEGO MOBILITY PLAN

Acknowledgements
CIVICSANDIEGOBOARDOFDIRECTORS
JeffGattas,Chair
RichGeisler,ViceChair
MurtazaBaxamusa,Director
MichaelJenkins,Director
DonnaJones,Director
RobertRobinson,Director
PhilRath,Director
TheodoreShaw,Director
CarlosVasquez,Director
CIVICSANDIEGOSTAFF
BradRichter,AssistantVicePresidentPlanning
StevenBossi,AssociatePlanner
DOWNTOWNSANDIEGOMOBILITYPLANTECHNICALADVISORYCOMMITTEE
CITYOFSANDIEGO
SamirHajjiri,PlanningDepartment,SeniorTrafficEngineer
MaureenGardiner,PlanningDepartment,AssociateTrafficEngineer
LindaMarabian,Transportation&StormWaterDepartment,DeputyDirector
BrianGenovese,TransportationandStormWaterDepartment,SeniorTrafficEngineer
AnnFrenchGonsalves,DevelopmentServicesDepartment,SeniorTrafficEngineer
KamranKhaligh,DevelopmentServicesDepartment,AssociateTrafficEngineer
MyraHerrmann,PlanningDepartment,SeniorPlanner
SumerHasenin,TransportationandStormWaterDepartment,SeniorEngineer
SANDAG
DaveSchumacher,PrincipalPlanner
ChrisKluth,ActiveTransportationProgramManager
BethRobrahn,ActiveTransportationPlanner
ChristineEary,ActiveTransportationPlanner
MTS
MarkThomsen,SeniorTransportationPlanner
BrentBoyd,SeniorTransportationPlanner

DOWNTOWN SAN DIEGO MOBILITY PLAN | ii

CONSULTANTTEAM
CHENRYANASSOCIATES,INC.
MoniqueChen,ProjectManager
SherryRyan,PrincipalinCharge
StephenCook,SeniorProjectEngineer
PhuongNguyen,ProjectEngineer
SashaJovanovic,TransportationPlanner
AndrewPrescott,TransportationPlanner
CAMBRIDGESYSTEMATICS
MichaelSnavely,AssociateTransportationPlanner
KOACORPORATION
CharlieSchwinger,SeniorCivilEngineer
LauraParsons,SeniorCivilEngineer
MIG,INC.
RickBarrett,Principal
AndyPendoley,PublicOutreach
RECONENVIRONMENTAL,INC.
LisaLind,PrincipalEnvironmentalPlanner
AlyssaMuto,SeniorEnvironmentalPlanner
GregKazmer,AssociateEnvironmentalAnalyst

iii | DOWNTOWN SAN DIEGO MOBILITY PLAN

TableofContents
1 Introduction............................................................................................................................................1
1.1 DowntownTravelContext..................................................................................................................2
1.2 RegulatoryContext.............................................................................................................................2
1.3 ActiveTravelTrends&HealthOutcomes...........................................................................................5
1.4 DowntownSanDiegoPlans................................................................................................................5
1.5 PlanningProcess.................................................................................................................................8
1.6 PlanOrganization................................................................................................................................9
2 CommunityInvolvement.......................................................................................................................11
2.1 StakeholderInterviews.....................................................................................................................11
2.2 OntheStreetOutreachSurveys.......................................................................................................13
2.3 CommunityWorkshops....................................................................................................................14
2.4 ProjectWebsite.................................................................................................................................16
3 CompleteStreets..................................................................................................................................17
3.1 Vision.................................................................................................................................................17
3.2 TheLayeredNetwork........................................................................................................................18
3.3 StreetTypologies...............................................................................................................................20
3.4 ModeShare.......................................................................................................................................22
3.5 Goals&Policies.................................................................................................................................23
3.6 CompleteStreetsRecommendations...............................................................................................24
4 PedestrianMovement..........................................................................................................................29
4.1 ExistingConditions............................................................................................................................29
4.2 Goals&Policies.................................................................................................................................31
4.3 PedestrianRecommendations..........................................................................................................32
5 Bicycling................................................................................................................................................39
5.2 Goals&Policies.................................................................................................................................41
5.3 BicycleRecommendations................................................................................................................42
6 Transit...................................................................................................................................................57
6.2 Goals&Policies.................................................................................................................................61
6.3 TransitRecommendations................................................................................................................62
7 VehicularTraffic....................................................................................................................................65
7.2 Goals&Policies.................................................................................................................................67
7.3 StreetRecommendations.................................................................................................................67
8 TransportationDemandManagement.................................................................................................75
8.2 Goals&Policies.................................................................................................................................78
8.3 TDMRecommendations...................................................................................................................79
9 Parking..................................................................................................................................................81
9.1 Goals&Policies.................................................................................................................................81
9.2 ParkingManagement........................................................................................................................82
10 IntelligentTransportationSystems.......................................................................................................87
DOWNTOWN SAN DIEGO MOBILITY PLAN | iv

10.1 Goals&Policies.................................................................................................................................87
11 Airports,PassengerRail,&GoodsMovement......................................................................................89
11.1 Goals&Policies.................................................................................................................................91
12 StormWater.........................................................................................................................................93
12.1 Goals&Policies.................................................................................................................................93
13 Implementation....................................................................................................................................95
13.1 ImplementationStrategies...............................................................................................................95
13.2 ShortandLongRangeProjects.......................................................................................................96
13.3 DesignConcepts................................................................................................................................99
13.4 CostEstimation...............................................................................................................................102
13.5 FundingSources..............................................................................................................................102
13.6 Monitoring......................................................................................................................................104
ListofTables
Table21 StakeholderInterviewKeyFindings....................................................................................12
Table22 CommunityWorkshop#1InputSummary..........................................................................15
Table31 NetworkMilesbyStreetTypology......................................................................................28
Table51 CaliforniaBicycleFacilityClassifications..............................................................................48
Table71 ProposedRoadDiets............................................................................................................72
Table72 ProposedLaneDiets............................................................................................................73
Table81 TDMStrategies....................................................................................................................75
Table91 ShortRangeParkingChanges..............................................................................................86
Table92 LongRangeParkingChanges...............................................................................................86
Table131 ShortRangeProjects...........................................................................................................97
Table132 LongRangeProjects............................................................................................................99
Table133 CycleTrackIntersectionTypes..........................................................................................100
Table134 PlanningLevelCostEstimation..........................................................................................102
Table135 FundingSources.................................................................................................................103
v | DOWNTOWN SAN DIEGO MOBILITY PLAN

ListofFigures
Figure31 LayeredMobilityNetwork...................................................................................................19
Figure32 PlannedDowntownMobilityNetwork................................................................................25
Figure33 CompleteStreetsRecommendations..................................................................................26
Figure34 RoadDietsAccommodatingCompleteStreets...................................................................27
Figure41 PedestrianNeeds.................................................................................................................30
Figure42 ProposedGreenways...........................................................................................................33
Figure43 TypicalGreenwayConcept..................................................................................................34
Figure51 BicycleNeeds.......................................................................................................................40
Figure52 ProposedBicycleNetwork...................................................................................................43
Figure53 TypicalCyclewayConcepts..................................................................................................44
Figure54 JStreetTwoWayCycleTrackPhotoSimulation.................................................................46
Figure55 CycleTrackCrossingCycleTrackPlanViewandPhotoSimulation....................................47
Figure56 ChangeinObservedBicycleVolumeafterImplementingCycleTracks..............................49
Figure57 ProposedCycleTrackNetwork............................................................................................50
Figure58 TypicalCycleTrackDrivewayTreatmentConcept..............................................................51
Figure61 TransitNeeds.......................................................................................................................58
Figure62 2050RevenueConstrainedTransitNetwork......................................................................60
Figure63 ProposedTransitways..........................................................................................................63
Figure64 ParkBoulevardTransitwayCrossSection...........................................................................64
Figure71 StreetandFreewayNeeds..................................................................................................66
Figure72 ProposedAutoways.............................................................................................................68
Figure73 TypicalAutowayCrossSection............................................................................................69
Figure74 ProposedOneWaytoTwoWayStreetConversions.........................................................71
Figure131 CycleTrackIntersectionTypes..........................................................................................101
Appendices
AppendixA RelevantCitywide,AdjacentCommunity,andRegionalPlanningEfforts
AppendixB OntheStreetSurveyForms&Results
AppendixC SanDiegoForward:TheRegionalPlanRevenueConstrainedTransitNetworkChanges
AppendixD TDMStrategies
AppendixE PlanningLevelCostEstimation
AppendixF IntersectionDesignConcepts
AppendixG AdditionalDesignConcepts
DOWNTOWN SAN DIEGO MOBILITY PLAN | vi

vii | DOWNTOWN SAN DIEGO MOBILITY PLAN

CHAPTER 1 | INTRODUCTION
1 Introduction

Citycentersacrossthenationareexperiencing TheDowntownSanDiegoMobilityPlan(Mobility
revivalandrenaissance.Urbanizedcommunities Plan)presentsabalanced,multimodallongrange
arebecomingincreasinglydesirable,withmore planfortransportation,settingthestagefor
peopleshowinginterestinlivingandworkingin DowntownSanDiego(Downtown)tobecomea
locationswithavarietyofmobility,cultural, worldclassurbancenterthatbothaccommodates
entertainment,employment,andhousingoptions. highqualityurbanlivingforitsresidentsand
Acombinationoftransportationstrategiesis workersandattractsvisitorsfromacrossthenation
neededtoaccommodatetheseshiftingattitudes andworld.
andaccompanyinginfluxofresidents,employees,
andvisitorstourbanizedareasevenmoresoin Withthesetrendsinmind,CivicSanDiegoandthe
downtownareasalreadyexperiencinghigh CityofSanDiegoarecommittedtoavisionfor
concentrationsofresidentialandemployment Downtownthatsupportsalifestylewhereactive
populations. transportationoptions,specificallywalkingand
bicycling,arecomfortable,safeandfun.

DOWNTOWN MOBILITY VISION

An integrated transportation network of greenways,
sidewalks, bikeways, transit services, roadways and
freeways that provides for the safety of all travelers
including the elderly, youth and disabled both
within Downtown and to surrounding communities.
It is a transportation network that provides
convenient access to valuable community resources
such as employment centers, parks and the
waterfront, cultural and entertainment attractions,
and civic uses. It is a transportation network that
supports community health and well-being,
promotes a strong economy, and also builds social
capital.

TheMobilityPlanemphasizesthedevelopmentof
activetransportationnetworksandthe
improvementofthewalkingandcycling
environments,asthesemodesarenotasadvanced
astransitandautonetworksintermsofsafe,
qualityfacilities.Inaddition,theCityofSanDiego
hasauthorityovertheseactivetransportation
facilitieswhileitdoesnotoperatetransitservices
withinthecity.
DOWNTOWN SAN DIEGO MOBILITY PLAN | 1

Thedevelopmentofactivetransportationfacilities
willinvolvetherepurposingofDowntowns
roadwayswithlandscapingandgreenery,providing
streetswherepedestriansandcyclistsfeelsafe,and
integratingastrongnetworkofprotectedbikeways
sothatbicycletravelbecomesatrueoptionforthe
majorityofresidentsandvisitors.Takentogether,
implementationofthisPlanpromisestotransform
Downtownintoahealthier,greener,economically
vibrantcitycenterwithfarreachingattraction.
1.1 Downtown Travel

Context
Downtownisuniquecomparedtoother
communitiesintheSanDiegoregionintermsofits
mix,intensity,andconcentrationoflanduses.
Thesecharacteristicsinturncreatetraveldemands
notexperiencedelsewhereintheregion,
supportingtheneedforacompletestreets
approachtomobilityplanningthataccommodates
andbalancesalltravelmodes.

WhencomparedtotheCityofSanDiegoandthe
CountyofSanDiego,Downtownresidentsreporta 1.2 Regulatory Context
relativelylowrateofcommutingbycar.Downtown
residentsreportmuchhigherwalkingcommute Statewideandlocallegislativetrendsofthepast
rates(17.7%)thantheCityofSanDiego(2.9%)and decadecreateasenseofurgencyforthisPlan.
theCounty(2.7%)andslightlyhighercyclinglevels. Significanttrendstowardmultimodalismreflecta
Theshareoftransitcommutersisalsohigherin notableshiftandareimportantbackgroundforthis
Downtown(6.1%)whencomparedtotheCity planningprocess.
(3.9%)andtheCounty(3.1%).
RecentStateLegislativeActions
Notably,thesedatadepictcommuterstravelingto TheStateofCaliforniaisinthemidstofaradical
workanddonotreflectschoolcommutersorother transformationthatwillforeverchange
nonworktrips.Inadditiontocommutemode transportationplanning,andmoreimportantly,
differences,averagecommutetimesvarybetween howfuturegenerationstravelacrossthestate.
thesethreegeographies,withaverageDowntown
commutetraveltimesover12%lessthanthe In2006,AB32introducedmandatoryGHG
Countyaverage1. emissionreductionrequirements,whichwas
followedbytheCompleteStreetsActin2008,
requiringcitiesandcountiestoplanmultimodal
transportationnetworksthatconsideralltravel
modesandusers.SB743modifiedtheexisting
CaliforniaEnvironmentalQualityAct(CEQA)by
removingautodelay,levelofservice(LOS),parking
1
2012AmericanCommunitySurvey5YearEstimates. andothervehicularcapacitymeasuresasmetricsof
2 | DOWNTOWN SAN DIEGO MOBILITY PLAN

transportationsystemimpactstomixeduse,infill,
ortransitorienteddevelopmentprojects.More
recently,in2014,Caltransformallyendorsedthe
NationalAssociationofCityTransportationOfficials
(NACTO)guidelineswhichincludeinnovativebicycle
facilitiesandpedestrianwalkways,aspartofan
efforttoprovideflexibilityinpotentialactivetravel
infrastructureandtoincreasethesustainabilityof
Californiastransportationsystem.Thesechanges
reflectacontinuedshiftinCalifornias
transportationrelatedinstitutionalfoundationthat
promisestocreatehealthier,cleaner,lower
resourceconsuming,andbetterconnected
communities.
Regional and Local Regulatory

Changes
Thestatelevellegislativeshiftshaveresultedin
increasedfundingforactivetransportationrelated
projectsandprograms.In2014,SANDAGadopted
theRegionalCompleteStreetsPolicy,asameansof
encouragingthedevelopmentofaregional
transportationsystemthatissafe,usefuland
attractiveformotorists,pedestrians,bicyclists,
transitusers,andfreightmovement.Thispolicy
complementstheexistingregionalplanning
frameworkbasedonsmartgrowthand
sustainability,andprovidesaregionallevel
responsetotheStatesadoptionofAB1358.
TheStatesActiveTransportationProgram,
establishedin2013withtheadoptionofSB99,
madeover$13milliondollarsavailableforSANDAG
todistributethroughouttheregionoverthecourse
ofthreeyears.Additionally,SANDAGestablished
theregionalActiveTransportationWorkingGroup
in2013toprovideinputonregionalactive

transportationpolicy,planningandimplementation
TheCityofSanDiegoadoptedtheClimateAction
activities.
Plan(CAP)inDecember2015toidentifyeffective
measuresformeetinggreenhousegas(GHG)
In2013theSanDiegoregionexperiencedahistoric
emissionreductiontargetssetfor2020and2035.
financialcommitmentwhentheSANDAGBoardof
OneoftheCAPskeystrategiesistoincrease
DirectorsapprovedtheRegionalBikePlanEarly
cycling,walking,andrapidtransitusers,and
ActionPrograma$200millioninitiativetoexpand
improveaccessibilityforvulnerablegroups,suchas
theregionalbikenetworkandcompletehigh
children,theelderly,peoplewithdisabilities,and
priorityprojectswithinadecade.
theeconomicallydisadvantaged.

Additionally,the43%forecastactivetransportation
CLIMATE ACTION PLAN TARGETS modeshareforDowntownSanDiegoismuch
higherthantheCAPTransitPriorityAreatargetof
Some of the CAPs targets include the following:
25%.Transitimprovementsarebeyondthescope
Achieve mass transit mode share of 12% oftheMobilityPlan.Publictransportation
by 2020 and 25% by 2035 in Transit infrastructureisplanned,engineered,andbuiltby
Priority Areas. SANDAG,andoperatedbyMTS,NCTD,andAmtrak.
Achieve walking commuter mode share of TheMobilityPlanincorporatestheimprovements
3% by 2020 and 7% by 2035 in Transit identifiedinSanDiegoForwardTheRegionalPlan,
Priority Areas. resultinginaforecastbuildouttransitmodeshare
of11%.
Achieve 6% bicycle commuter mode share
by 2020 and 18% mode share by 2035 in
Transit Priority Areas. Thedenseconcentrationofresidentialand
employmentrelatedlanduses,combinedwith
Reduce average vehicle commute infrastructureimprovements,willenable
distance by two miles through DowntownSanDiegotomakegreatstridestowards
implementation of the General Plan City of
achievingthetargetssetforthintheadoptedCAP.
Villages Strategy by 2035.

Takentogether,theseregulatorychangesatthe
TheCAPalsorecognizestheimportanceof state,regional,andlocallevelsshowstrong
coordinatedlanduseandtransportationplanning, evidenceofgrowingsupportforshiftinghowwe
acknowledgingthatcommunitydesignfactorsinto travel,forrepurposinglocalroadwaysto
transportationchoices.TheCAPstrategiesclosely accommodatemodesotherthancars,andto
alignwiththebroadercompletestreetsphilosophy increasetheoverallhealthofourcommunitiesby
aswellastheDowntownMobilityPlanvision. makingthemdesirableforwalkingandcycling.

Thechartsbelowservetocomparetheforecast The2013Californiaaddendumtothe2009National
buildoutmodeshare(2035)fortheDowntown HouseholdTravelSurvey(CANHTS)reportedthat
MobilityPlantothe2035CAPmodesharetargets theshareof20102012dailytripsmadebywalking,
forTransitPriorityAreas.Asshown,theforecast publictransportationandbicyclinghaveeach
automodeshareforDowntownSanDiegoof46%is doubledsince2000.Thegainsmadebythesethree
closelyalignedwiththeCAPautomodeshare modes,acombinedtotalofabout11%,parallels
targetof50%. therateofdeclineinautotripsharesfrom60.2%
in2000to49.3%in2012.

Statewide Comparison of Mode Distribution (2010 2012 and 2000)

Source:20102012CaliforniaHouseholdTravelSurveyFinalReport
1.3 Active Travel Trends & peopleatriskformultiplenegativehealth

outcomes.
Health Outcomes
TravelpatternsinCaliforniahavefollowedfederal, 1.4 Downtown San Diego

state,regionalandlocalinvestments.Overthe
Plans
threedecadesfrom1960to1990,investments
werefocusedonroadwaysandhighwaysand
ThissectiondescribespreviousDowntownplanning
consequentlydrivingistheprimarymodeoftravel.
efforts.Relevantcitywide,regional,andadjacent
Since2000,transportationfundingisbecoming
communityplanningdocumentsarediscussedin
moreflexiblewithexpandinginvestmentsin
AppendixA.Theseplanningeffortsprovide
multimodalfacilitiesandshiftsintravelshares.
importantcontextforthedevelopmentofthe
MobilityPlan.

Since 2000, transportation funding is Downtown Community Plan (2006)
becoming more flexible with
Thisdocumentproposesplannedmobility
expanding investments in multimodal improvementsforDowntown,aswellasforseveral
facilities and shifts in travel shares. roadwaysconnectingtosurroundingcommunities.
AnamendmenttotheDowntownCommunityPlan
willaccompanytheadoptionoftheMobilityPlanto
Modechoicealsohassignificanthealth includeanewMobilityChapter,replacingthe
implications.Thewaywechoosetotravelhas existingTransportationChapter.TheCommunity
subsequenthealtheffectsonindividualsand Planpromotesreconfiguringstreetswherefeasible
surroundingcommunities.Individualsarepositively inresidentialneighborhoodsandinneighborhood
affectedbythephysicalactivitybenefitsofwalking centerstoaccommodatediagonalparking,widen
andbiking,andcanbeadverselyaffectedbystress sidewalks,andimprovepedestrianandbicycle
andtimespentsedentaryinlongvehicle safety.ItalsopromotesimprovingBroadwayto
commutes.Inaddition,airandnoiseemissions reflectitsstatusasDowntownsprincipal
frommotorvehiclescreateconditionsthatput boulevard.

corridors,andretainthehistoricscaleof
thestreets.

Anotherimportantgoaloftheplanistoreconnect
Downtowntothesurroundingneighborhoods.The
PlanencouragesrededicationofParkBoulevardas
apedestriancorridorandgreenstreettoprovide
theParktoBayconnection.ThePlanalso
promotesevaluationofremovingtheCedarStreet
offramp,andswitchingCedarStreetfromoneway
totwowaytraffictoimprovepedestriansafetyand
reestablishthehistoricconnectionbetweenBalboa
Park,Cortez,LittleItaly,andthewaterfront.
Anotherwaytheplanpromotesconnecting
DowntowntoBalboaParkisthroughalocalshuttle
TheCommunityPlansetsforthseveralmobility
service.Therearealsoregionalconnectionsfor
goalsthatarerelevanttothisDowntownSanDiego
bicyclemobilitysuchastheSanDiegoBayshore
MobilityPlan:
Bikeway.
PedestrianandBicycleMovement:
Developacohesiveandattractivewalking Downtown Public Open Space
andbicyclesystemwithinDowntownthat
Implementation Plan Effort (2012)
provideslinkageswithintheareaandto
surroundingneighborhoods. Thisplanningeffortproposedavisionforopen
spacesinthecommunityemphasizingDowntowns
Facilitatedevelopmentofmixeduse
valueasthecenteroftheCityanditsstreet
neighborhoods,withopenspaces,services,
networkasacrucialcomponentofthepublicrealm.
andretailwithinconvenientwalking
Theplanningeffortencouragedusingpark
distanceofresidents,tomaximize
equivalenciesandjointusespacestomeetacreage
opportunitiesforwalking.
deficitsandconvertingtrafficandparkingspace
intoopenspaceopportunities.
TransitSystem:

Providelandusestosupportaflexible,fast,
frequent,andsafetransitsystemthat
providesconnectionswithinDowntownand
beyond.
IncreasetransituseamongDowntown
residents,workers,andvisitors.
StreetSystem:
Developstreettypologybasedon
functionalandurbandesignconsiderations,
emphasizingconnectionsandlinkages,
pedestrianandcyclistcomfort,transit
movement,andcompatibilitywithadjacent Anetworkofpedestrianpromenades,specifically
landuses. alongCedarStreet,EStreet,IslandAvenue,Union
Street,8thAvenue,and14thStreetwereproposed
Maintain,reestablish,andenhancethe toconnectDowntownsopenspacesandcreate
streetgridtopromoteflexibilityof unique,attractivecorridorsforpedestrians.
movement,preserveand/oropenview

Significantpublicinputwascollectedandpolicies Comprehensive Parking Plan for

developed,however,theplanningeffortwas Downtown San Diego (2009)
suspendedandneverofficiallyadoptedalthough
keygoalsandpoliciesembracedbythecommunity Thisdocumentprovidesguidanceand
areincorporatedintothisplan.Keystrategies implementationtoolsforparkingstrategies
identifiedduringthisplanningprocessincludethe addressingparkinginfrastructure,supply,demand,
following: policyrequirements,andmanagement.ThePlan
anticipatesthatnewdevelopmentinDowntown
Thereutilizationofexistingpublicrights willaddparkingsupplybuttherewillbeparking
ofwayforopenspaceopportunities,and deficienciesintheneighborhoodsofEastVillage,
Creatingaseriesoflinearparkpromenades LittleItaly,CortezHill,andColumbiabetweenthe
alongtheDowntownCommunityPlan years2015and2030.Theneighborhoodsof
designatedgreenstreetsconnecting MarinaandCivicCorecouldalsoexperience
existingandproposedpublicparks. deficienciesby2030.ThePlanpromotesthe
implementationofdemandmanagementstrategies
Theplanningeffortwassuspendedduetotheloss toreduceparkingdemandinDowntownandits
offundingassociatedwiththedissolutionof surroundingcommunitieswhenparkingreaches
redevelopmentagenciesbytheState;however, 85%ofcapacity.Strategiesincludeusingincentives
thesekeyideaswhichcontinuetobesupportedby topromotetransituse
thepublicarebeingincorporatedintotheMobility andnonvehicular
Plan. modesoftravel.

Downtown Design Guidelines (2011) Otherstrategies
encouragethe
Thisdocumenthelpsimplementtheguidelinesand minimum85%
principlesoftheDowntownCommunityPlanand utilizationofall
providesguidancetofurtherenhancethenatural parkingspaces,aswell
beauty,physicalcharacter,andlivabilityof aspoliciesforshared
Downtown.Chapter2,theUrbanDesign parkingand
Framework,establishesanimageforDowntown uncouplingparking
emphasizingalegiblehierarchyofstreetcorridors spacesreservedfor
andpathwaysandaclearnetworkoflinkages singleuses.
betweenDowntowndistrictsandneighborhoods.
TheUrbanDesignFrameworkalsofocusesonthe
publicrealm,includingstreets,sidewalks,parks, Centre City Streetscape Manual (1992
andplazaswhere
Updated through 2012)
publiclifetakes
place.Figures21 Thisdocumentprovidesguidanceforimprovingthe
through23ofthe functionalityandaestheticqualityofDowntown
documentdisplay throughastreetscapeimprovementprogram.The
theoverallurban Manualrequiresconstructionofimprovementsthat
designframework, enhancethequalityofthepedestrianenvironment
includingthestreet focusingonsafety,convenience,andencouraging
hierarchyand walking.Theneighborhoodsshouldhavetheirown
linkages. characterthroughtheuseofstreettrees,sidewalk
paving,andstreetlightinginthepublicrightof
way.


TheManualalso significantcommunityinvolvement,TAGinput,and
classifieseach CityandCivicSanDiegostaffreview.
Downtownstreetasa
NeighborhoodStreet, Akeyplanningstrategyemployedfornetwork
SpecialStreet, developmentincludedtheoverlayingofmode
GatewayStreet,or specificnetworkstocreatealayerednetwork
CeremonialStreet thatwouldpromisestrongconnectivitythroughout
basedonthe Downtownneighborhoods,andbetween
associatedlanduses, Downtownandadjacentneighborhoods,forall
architecture,scale, typesoftravelers.
andvehiculartraffic
alongthosestreets. PlanDevelopmentandImplementationStrategies:
OnceapreferrednetworkforDowntown
addressingallmodesoftravelwasagreedupon
andthoroughlyvettedwithcommunitymembers,
stakeholders,theTAG,andCityandCivicSanDiego
1.5 Planning Process staff,theplandocumentwasinitiated.Theplan
documentincludesachapterrelatedtocomplete
Afourphasedplanningprocesswasemployedfor streets,andthenindividualchaptersforeach
theMobilityPlanasdepictedintheflowchart mode.Thechapterswerestructuredtopresenta
below.ThefourphasesincludeExistingConditions summaryofexistingconditionsandissues,policy
Assessments(inorange),Developing language,andplanproposals.Implementation
Recommendations(inlightblue),PlanDevelopment strategiesweredevelopedtoidentifykeyfunding
andImplementationStrategies(indarkblue),and andregulatorymechanismsforbringingtheplanto
EnvironmentalAnalysis(ingreen).Eachofthese fruitionovertimeandforidentifyinghighpriority
phasesisdiscussedbelow. projectswithconceptualdesigns.

ExistingConditionsAssessments:Acomprehensive EnvironmentalAnalysis:ASupplemental
existingconditionsreportwaspreparedfor EnvironmentalImpactReportwaspreparedto
Downtownaddressingpedestrian,cycling,transit provideCEQAclearanceforthePlan.TheCityas
andvehicularsystemsandassociatedtravel theLeadAgencyworkingwithCivicSanDiego,
behaviors.Traveldemands,deficiencies, determinedthattheMobilityPlanrequiredthe
opportunitiesandconstraintswereextensively preparationofaSEIRincompliancewithCEQA.The
documentedforeachmode.Thedatacollection MobilityPlanamendsthe2006Downtown
andanalysiswascomplimentedwithcommunity CommunityPlanandreplacestheexisting
outreach,includingstakeholderinterviews, TransportationChapterwithanewMobility
meetingswithaTechnicalAdvisoryGroup(TAG) Chapter.TheSEIRanalyzedthepotential
consistingofSANDAG,MTS,CityofSanDiegoand environmentalimpactsoftheproposedPlanas
CivicSanDiegostaff,apublicworkshop,onthe comparedtotheapprovedDowntownCommunity
streetsurveying,andonlinesurveying. Planforspecificissueareassuchaslanduseand
planning,transportation,greenhousegasemissions,
DevelopingRecommendations:Thisphaseofthe airquality,noise,andhydrology/waterquality.The
planningprocessfocusedonidentifyingandcrafting DraftSEIRwascirculatedforpublicreview.The
avisionforoverallmobilityinDowntown,andthen commentsreceivedduringthepublicreview
developingpolicylanguageandmobilitynetwork period,andresponses,wereincorporatedintothe
recommendationsthatwouldhelpachievethis FinalSEIRbeforebeingconsideredbytheCity
vision.Thisphasewasagainsupportedby Council.

cycletracknetworkmapfigure,distinguishing
1.6 Plan Organization betweenoneandtwowaycycletracks.

FollowingthisintroductoryChapter,theremainder Chapter6describesexistingtransitconditionsand
oftheMobilityPlanisorganizedasfollows: introducestransitrelatedgoalsandpolicies.
Chapter6alsopresentstheproposedTransitways,
Chapter2presentseffortsmadetoengage identifyingcorridorswheretransitandtransitusers
communitymembersandkeystakeholders areprioritized.
throughouttheplanspreparation,anddescribes
howtheirinputshapedtheoverallproject Chapter7presentsexistingconditionsandgoals
approachandvisionoftheMobilityPlan. andpoliciesrelatedtothestreetsystem.The
Autowaysnetworkispresented,identifying
Chapter3describestheDowntownvisionandthe corridorswherevehicularefficiencyshouldbe
incorporationofcompletestreetsintotheMobility emphasizedwhilealsoconsideringsafety.The
Plan,presentingtheapproachtodefiningthe Chapteralsoidentifiesonewaystreetsegments
networkandtheassignedstreettypologies.The proposedforconversiontotwowaytravelto
Chapterconcludeswithasetofcompletestreets provideforincreasedvehicularmobility.
goalsandpolicies,whichcloselyfollowthevision,
andsetthetonefortheproceedingmodespecific Chapter8discussesexistingTransportationDemand
chapters. Management(TDM)programs,goalsandpolicies
relatedtoTDM.ThisChapteralsoincludesTDM
Chapter4summarizestheexistingpedestrian recommendationsrelatedtoactivetransportation,
conditionsandintroducesthegoalsandpolicies suchaswayfinding,bikeparking,bikesharing,Open
relatedtopedestrianmovement.TheChapter Streetseventsandcommunityeducation,aswellas
concludesbyintroducingtheproposedGreenways conventionalTDMstrategies,includingpublic
networkandprovidesadescriptionofthedefining transit,ridesharing,carsharing,parking,andflexible
characteristicsofaGreenway. workschedules.

Chapter5addressesthebicyclingmode,presenting Chapter9presentsgoalsandpoliciesrelatedto
asummaryofexistingconditionsandintroduces parkingandidentifiestheexistingparking
thegoalsandpolicies.Chapter5alsopresentsthe managementprograms.Chapter9concludeswith
proposedbicyclenetwork,identifyingthedifferent recommendedparkingstrategiestoconsiderfor
bicyclefacilitytypes.TheChapteralsoincludesa thefuture,includingsharedpublicparkingfacilities,

advertising,enhancedbicycleandpedestrian
facilities,sharedparkingagreements,dynamic
messagesigns,dynamicpricing,andenhanced
parkingenforcement.
Chapter10introducesthegoalsandpoliciesrelated
toIntelligentTransportationSystems(ITS)which
aimtoutilizetechnologytomaximizetheefficiency
andeffectivenessofmultimodaltransportation
systems.
Chapter11presentsthegoalsandpolicies
associatedwiththeAirports,PassengerRail,and
GoodsMovementintheregion,withinthe
Downtowncontext.
Chapter12introducesthegoalsandpoliciesrelated
toStormWaterrunoffandprovidesasummaryof
theCityofSanDiegoStormWaterStandardsand
howtheMobilityPlanfitswithinthestandards.
TheconcludingChapter13isfocusedonplan
implementationandpotentialfunding
opportunities.ThisChapterpresentsconceptual
designsfortherecommendationssetforthinthe
DowntownMobilityPlanandprovidesstrategies
thatmayassistwithimplementation.

CHAPTER 2 | COMMUNITY INVOLVEMENT
2 Community Involvement
Throughouttheplanningprocess,community
involvementplayedacriticalroleinshapingthe
overallprojectapproachandvisionoftheMobility
Plan.CivicSanDiegoandtheprojectteam
conductedamultiprongedapproachtoengaging
communitymembersandkeystakeholdersduring
theplanningprocesstoensureawiderangeof
visions,issues,opportunitiesandpriorities
informeddevelopmentoftheplan.Residents,
businesses,propertyowners,tenants,visitors,and
employeesofDowntownbusinesseswereprovided
theopportunitytoparticipateinavarietyof
communityinvolvementactivities,including
StakeholderInterviews,OntheStreetOutreach
Survey,CommunityWorkshops,PublicScoping
Meeting,andaProjectWebsite.
ThisChapterprovidesasummaryofeachactivity
andthekeyfindings.Moredetailedsummariesare
availablefromCivicSanDiego(www.civicsd.com).
2.1 Stakeholder Interviews

CivicSanDiegoidentifiedandinvitedkey
stakeholderstomeetinsmallgroups
(approximately812peopleeach)todiscussthe
project.Thegroupsandinterviewssummarizedin
thisdocumentincludethefollowing:
CityofSanDiegoPlanningDepartment,
Tuesday,March25,2014

ActiveTransportationAdvocates,Thursday,
Separately,CivicSanDiegoprojectteammembers
March27,2014
engagedadditionalkeystakeholdersininformal
DowntownNeighborhoodGroups,
discussionsincludingpublicsafetyrepresentatives,
Wednesday,April9,2014
urbandesignandplanninggroups,andland
DowntownPartnershipPlanningandPolicy
developers.
Committee,April10,2014

DowntownCommunityPlanningCouncil
Key Findings
Subcommittee,April10,2014
UpperEastVillageDevelopers/Property Keyfindingsfromthestakeholderinterviewsare
Owners,April11,2014 presentedinTable21.

Table 2-1 Stakeholder Interview Key Findings

Visions
Destinations are connected.
All modes are supported in a layered network.
New and existing places are activated in the public and private realms.
Best practices and creative designs apply new solutions.
Mobility and land use planning are linked and mutually supportive.
Near and long-term solutions are implemented in a phased approach.
Opportunities
Strengthen linkages between pedestrian and transit planning.
Develop flexible street designs and functionality at specific locations/corridors.
Support each districts uniqueness through streetscape and urban design.
Create green streets that are attractive and leverage stormwater regulations and funding.
Link to bikeway planning in adjacent communities.
Improve traffic and pedestrian safety at freeway access points.
Apply new, multimodal modeling tools.
Improve utilization of existing parking through programming, wayfinding/signage, and sharing.
Destinations to Connect
Little Italy Civic Center Bankers Hill
Columbia Seaport District Uptown
East Village Convention Center Golden Hill
Marina Ballpark Barrio Logan
Waterfront City College Five Points
Broadway Pier Horton Plaza Airport
Santa Fe Depot Balboa Park Mission Valley
Corridors
Ash St Market St 4th Ave
A St Island Ave 5th Ave
B St Cedar St 6th Ave
C St Pacific Highway 10th Ave
E St Harbor Drive 11th Ave
F St India Park Boulevard
G St Kettner Blvd 14th St
Broadway Front St 15th St

2.2 On-the Street Outreach

Thesurveytargetedpeoplewholiveand/orworkin
Surveys Downtownandinvolvedatotalof123people
acrossarangeofagegroups,gender,incomelevels,
Thepurposeoftheonthestreetoutreachsurveys andthefourprojectlocationsrelatedtomajor
wastoengagepeoplewholiveandworkinthe designconcepts.
Downtowncommunitytoprovidefeedbackontheir
travelpatternsandpotentialdesignconceptsfor Twoprojectteammembersworkedtogetherat
keylocationsinDowntown.Theonthestreet eachoftheselocationsandtimesonweekdays,
outreachfocusedonthefollowingobjectives: wheremajordesignconceptsarecurrentlyunder
1. Explain(briefly)thepurposeoftheplan. study:
2. Collectinformationaboutwhere EStreet,between4thAvenueand6th
participantsliveandwork,andtheirtravel Avenue11:30amto1:30pmand4:30pm
patternstoandwithinDowntown. to6:30pm
3. Gaugethelevelofwillingnesstouse(or MarketStreet,between1stAvenueand5th
increasetheuseof)aparticularcorridor Avenue11:30amto1:30pmand4:30pm
basedonapotentialdesignconcept. to6:30pm
4. Gaugethelevelofacceptanceforpossible Broadway,between1stAvenueand5th
tradeoffstobuildapotentialdesign Avenue11:30amto1:30pmand4:30pm
concept(e.g.,replacingatravellaneoron to6:30pm
streetparkingwithacycletrack). StateStreet,betweenDateStreetandA
5. Explainhowparticipantscanstayinformed Street11:30amto1:30pmand4:30pm
andinvolvedintheplanningprocess. to6:30pm

Acopyofeachsurveyformandthesurveyresults
areprovidedinAppendixB.

Tworoadwaystargetedthroughthesurvey
outreach,MarketStreetandBroadway,were
initiallyconsideredformoreaggressivemultimodal
improvementsthatwouldrepurposeavehicle
travellanetoacycletrackand/oradedicatedbus
lane.However,followingdiscussionswith
communitymembersandotherkeystakeholders
themultimodalimprovementswerenot
recommendedalongthesecorridors.The
improvementswereincludedinanalternative
analysistoallowflexibilityinthefutureshould
communityattitudesregardingmobilityalongthese
corridorschange.


2.3 Community Workshops Workshop#2Results

Participantssupportedthefollowingproposed
Workshop #1 systemalternatives:
OnMay27,2014,CivicSanDiegoconvened RetainingAsh/A;F/G;Front/1st,and
CommunityWorkshop#1toa)explainthepurpose Grape/Hawthornasonewaycouplets
andobjectivesoftheproject;b)presentfindings Converting3rd,8th,9thandEstreetsfrom
frominitialoutreachactivitiescompletedtodate; onewaytotwowaystreets
andc)facilitatecommunityinputaboutDowntown
mobilityincludingvisionsandprimarycorridorsfor ConvertingB,C,6thand7thstreetsfrom
pedestriansandbicycles.Approximately46 onewaytotwowaystreets
communitymembersattendedtheworkshop. CreatingtwowaycycletracksonStateand
Beechstreets
Theprojectteampresentedfindingsfrominitial
outreacheffortsbeforeinitiatingadiscussionwith Creatingacoupletofonewaycycletracks
participantsabouttheirvisionsforthefutureof onGrapeandHawthornstreets
Downtownmobility.Participantsthenorganized Creatingonewaycycletracksnorthof
intosmallgroupsof58peopleledbyafacilitator Broadwayon4thand5thavenues(either
for30minutediscussionsregardinga)primary throughlossofatravellane,orlossofa
pedestrianandbicyclecorridors,andb)important parkinglane
featuresanddesignsforsuccessfulcorridors.Two
representativesfromeachgroupprovidedabrief Studyingcontinuingfacilitieson4thand5th
reporttothelargergroupaboutkeydiscussion avenueswithonewaycycletrack,or
points. locatingatwowaycycletrackon6th
Avenue
Asummaryoftheinputcollectedfromthefirst Studyingonewaycycletracksoratwoway
communityworkshopisprovidedinTable22. cycletrackforMarketSt;orstrengthening
theexistingbikeboulevardonIsland
Workshop #2 Avenue
OnOctober7,2014,CivicSanDiegoconvened CreatingbufferedbikelanesonParkBlvd
CommunityWorkshop#2to(a.)updatetheproject northofCStreet
statusandlatestdevelopments;(b.)presentdraft Studyingtwowaycycletrackortwoway
streetsystemandcorridoralternatives;and(c.) sidepathonParkBlvdbetweenBroadway
facilitatecommunityinputaboutpreferencesfor andKStreet,oratwowaycycletrackon
developingthesystemandalternatives. 13thStreet
Approximately50communitymembersattended
theworkshop.Theprojectteampresentedthe CreatingonewaycycletracksonBroadway
latestprojectdevelopmentsbeforeinitiatinga westof3rdAvenueandeastofParkBlvd
discussionwithparticipantsabouttheirpreferences CreatingtwowaycycletracksonBroadway
fordevelopingasystemandalternativesbymode. between3rdAvenueandParkBlvd
Participantsreviewedquestionsandalternatives
displayedonthepresentationscreenfromthe Creatinganetworkofgreenstreetsfocused
projectteamandprovidedresponsesusing onplacemaking,trafficcalmingandbike
interactivepollingtechnologythatshowsinstant boulevarddesigns.
results.Projectteammembersalsofacilitated
discussionswithparticipantsabouttheir
preferences.

Table 2-2 Community Workshop #1 Input Summary

Visions
All modes are balanced: pedestrian, bicycle, transit, auto.
Destinations are linked through safe connections.
Separated facilities improve safety and comfort, and are continuous.
Existing parking assets are easier to access and well-organized.
Priorities are implemented through short and long term strategies.
The mobility system flows and operates more efficiently.
Visual connectivity provides enhanced wayfinding.
Opportunities
Elevate pedestrian and bicycle modes, reducing demand on parking and auto traffic.
Improve connectivity to surrounding neighborhoods and major destinations, such as the waterfront and Balboa Park.
Translate the green transportation and public realm hierarchy into reality.
Develop connective loops for each mode between destinations.
Integrate innovative public transit enhancements such as technology, fare structures, peak service, and late night services.
Designate flexible/convertible streets where appropriate.
Utilize innovative infrastructure and technologies to enhance functionality and traffic flow such as signals, lighting, bicycle racks, and
more.
Create safer environments through infrastructure improvements: green streets, gathering places, etc.
Develop new models and ideas that can be applied to other communities in the region.
Corridors
Participants identified many priority pedestrian and bicycle corridors through the small group discussions. Following are corridors
identified during the small group reports.
Pacific Highway and Harbor Drive: Connecting the airport, waterfront, Convention Center, Gaslamp District, Ballpark District,
and Barrio Logan
C Street: Expanding the functionality and use beyond the trolley, through stronger pedestrian and/or bicycle design elements
Gaslamp District (4th and 5th Avenues): Creating convertible streets that prioritize pedestrian activity
Park Boulevard: Strengthening connectivity between Balboa Park and the waterfront, particularly for bicycle and pedestrian
use
Cedar Street: Improving pedestrian connectivity and safety at the freeway access points
North and East access points: Creating freeway lids over Interstate 5
E and F Streets: Improving pedestrian crossings between 9th and 11th Avenues
J Street and Island Avenue: Strengthening pedestrian and bicycle connections between Marina District and East Village
Design and Amenities
Participants identified a range of design features and amenities that would strengthen pedestrian and bicycle corridors.
Lighting
Paving materials and colors, linked to modes
Trees
Upright bicycle racks
Stormwater/water quality infrastructure

2.4 Project Website

CivicSanDiegomaintainedaninteractiveproject
websiteforcommunitymemberstoengageinthe
projectthroughouttheplanningprocess.The
websiteprovidedregularlyupdatedproject
informationincludingprojectoverview,linksto
relatedresources,newsupdatesregarding
communityinvolvementactivities,informationon
howtogetinvolved,andwebbasedinput
opportunities.Communitymemberswhosigned
uponthewebsitereceivedrealtimeemail
notificationswhennews,publicnoticesandnew
informationappearedontheprojectwebsite.

Aspartofthefirstphaseoftheplanningprocess,
theprojectteamsolicitedcommunityinputthrough
thewebsitefromMayJuly2014regardingexisting
conditionsandfuturevisionformobilityin
Downtown.Modelingthequestionsaskedat
CommunityWorkshop#1,thequestionnaire
focusedonopportunities,barriers,challenges,
majordestinationstoconnect,prioritymodes,
prioritycorridors/streets,andlocationsfor
placemaking.Duringthesecondphaseofthe
Public Scoping Meeting process,theprojectteamsolicitedinputthrougha
detailedquestionnaireofsystemandmode
Inadditiontotheworkshopsandoutreach,apublic alternatives,whichmodeledthequestions
ScopingMeetingwasheldonDecember16,2014. discussedatCommunityWorkshop#2.
Themeeting,facilitatedbyCivicSanDiego,is
requiredbytheCaliforniaEnvironmentalQuality
Act(CEQA)forprojectswhichmayhavestatewide,
regionalorareawideenvironmentalimpacts.The
meetingincludedapresentationoftheprojectas
wellasapubliccommentperiodforbothverbal
andwrittenpubliccommentsontheenvironmental
reviewprocessorthecontentsofthe
environmentaldocument.Duetothefocused
scopeofthepolicyandnetworkimprovements
proposed,aSupplementalEIRisbeingprepared
underCEQAGuidelinesSection15163(a).The
publiccommentsprovideanopportunityforthe
publictoassistCivicSanDiegoandtheCityofSan
Diego,astheleadagency,todefinethescopeof
workfortheEIRandincludeenvironmentalimpacts
foranalysisintheprojectsenvironmental
document.


CHAPTER 3 | COMPLETE STREETS
3 Complete Streets
THE CALIFORNIA COMPLETE STREETS

ACT (AB 1358)
Commencing January 1, 2011, upon any
substantive revision of the circulation element of the
general plan, modify the circulation element to plan
for a balanced, multimodal transportation
network that meets the needs of all users of
streets, roads, and highways, defined to include
motorists, pedestrians, bicyclists, children, persons
with disabilities, seniors, movers of commercial
goods, and users of public transportation, in a
manner that is suitable to the rural, suburban, or
urban context of the general plan.

ThroughoutSanDiegoandcitiesacrossthenation,
peopleincreasinglyrelyonandexpectavarietyof
transportationoptions.Decreasesinpersonal
vehiclecommuters,andincreasesinpublic
transportation,walkingandbicyclingtripsare

evidenceofthischangeandputadditionalpressure
onlocalandregionaljurisdictionstoaccommodate Thisapproachwillallowforcommunitymembers
thesemodesthroughimprovedinfrastructure, andvisitorstoenter,exit,andtravelwithin
service,andsupportingpolicies.TheComplete Downtownbywhichevermodetheychoose.
Streetsmovementisattheheartofthisshift.
Thelayeredapproach,streettypologies,Complete
TheBestCompleteStreetsPoliciesof2014 Streetsgoalsandpolicies,andproposedmobility
(February,2015),preparedbySmartGrowth networkarepresentedinthefollowingsections.
AmericaandtheNationalCompleteStreets
Coalition,concludedthatover70jurisdictions
adoptedCompleteStreetspoliciesin2014,bringing 3.1 Vision
thenationwidetotalto712jurisdictionswith
CompleteStreetspoliciesinplace. ThevisionsformobilityinDowntownexpressthe
desiredoutcomeresultingfromplan
TheCompleteStreetsapproachpresentedinthe implementation.Thevisionisthetargetforthe
MobilityPlanprovidesguidancefordevelopinga future,ortheagreedupondesiredendstate,
balancedmultimodaltransportationsystem settingthetoneforrecommendationsinthe
throughitsvision,goalsandpolicies,andproposed MobilityPlananddefiningthescopeofgoalsand
transportationnetwork.Thenetworkiscomprised policies.
ofmultiplelayersofroadwaysthatareemphasized
foraparticularmodeorpurpose.

connectivityforeverymode,butalongslightly
DOWNTOWN MOBILITY VISION differentcorridors.

An integrated transportation network of greenways,
Thelayerednetworkapproachprioritizesspecific
sidewalks, bikeways, transit services, roadways and
freeways that provides for the safety of all travelers corridorsforspecificmodes,whileallowingfor
including the elderly, youth and disabled both travelbythenonprioritizedmodes.Thelayered
within Downtown and to surrounding communities. approachtakesintoconsiderationtransitmodes
It is a transportation network that provides andcorridorsbothwithinDowntownandto
convenient access to valuable community adjacentcommunities.Figure31depictsthe
resources such as employment centers, parks and layeringofmodalnetworkstoobtainthefinal
the waterfront, cultural and entertainment plannednetworkforDowntown.Thevarious
attractions, and civic uses. It is a transportation typologiesreflectedineachnetworklayerto
network that supports community health and well- achieveacompletenetworkforDowntownare
being, promotes a strong economy, and also builds presentedinSection3.3.
social capital.
TheoutcomeoftheCompleteStreetsplanning
processshouldbewellconnectedlayered
ThevisionexpressedintheMobilityPlanwas networksforeachindividualmodeacrossa
heavilyinfluencedbythefollowingfactors: community,inamannerthatminimizesconflicts
Recentlyadoptedlegislature; andprovidesforcomfortableandconvenienttravel
choicescommunitywide.
Changes in active travel and overall mode
shifts;
Previousplanning documentsincluding the The layered network approach
City of San Diego General Plan and the prioritizes specific corridors for
DowntownCommunityPlan;and
specific modes, while allowing for
Staff,TAG&communityinput. travel by the non-prioritized modes.
3.2 The Layered Network

Feasibility
CompleteStreetsispredicatedupontheideathata Oneoftheoverarchingthemesofthisplans
majorityofmodesshouldbeaccommodatedalong developmentrevolvesaroundaproposednetwork
allroadways.Anothermoreflexibleapproachto thatisfeasibleandconstructible.Toachievethis,
CompleteStreetsplanningistoassessthelevelof mostimprovementsareintendedtobe
comfortandconnectivityforeverymodeacross implementedwithinthepavementareabetween
communitywidenetworks.Inotherwords,instead existingcurbstotheextentfeasible,avoiding
ofbalancingeverystreet,wecanseektobalance significantadditionalcosts.Toaccommodatethe
travelacrossacommunitysentirenetwork, variousimprovements,suchasbicyclefacilitiesor
therebyachievingacompletenetworkwhereall greenways,aseriesofroadwayalterationsare
modesareabletoaccessnecessaryopportunitiesin proposedforbicycleandpedestrianenhancements
aconvenientmanner.Thisworksespeciallywellin throughlaneorroaddietsinselectlocations.
communitiesthathavestronggridnetworkssuchas
DowntownSanDiego.Thegridnetworkprovides
forparallelroutestofocusorprioritizefacilitiesfor
differentmodes,andindoingso,providing

Figure 3-1 Layered Mobility Network
163
St St
Laurel Laurel
Kalm
ia St 5 Kalm
ia St 5 163
St St
Juniper Juniper
Ivy St Ivy St
St St
thorn thorn
Haw Haw
St St
Grape Grape
St St
W. Fir W. Fir
Elm St Elm St
Date St Date St
Cedar St Cedar St
Beech St Beech St
Seventh Ave
Eighth Ave
Columbia St
Second Ave
Fourth Ave
Kettner Bl
Ninth Ave
Harbor Dr
Sixth Ave
Harbor Dr
Kettner Bl
India St
Columbia St
State St
Union St
Front St
First Ave
Second Ave
Third Ave
Fourth Ave
Fifth Ave
Sixth Ave
Seventh Ave
Fifth Ave
Eighth Ave
Ninth Ave
Union St
First Ave
Third Ave
Front St
State St
India St
Ash St Ash St
A St A St
B St B St
C St C St
Broadway Broadway
E St E St
F St F St
94 94
Eleventh Ave
G St G St
Tenth Ave
Tenth Ave
Eleventh Ave
Park Bl
13th St
14th St
15th St
16th St
17th St
13th St
14th St
15th St
16th St
17th St
Park Bl
Market St Market St
Island Ave Island Ave
J St J St
K St K St
L St
Imperial Ave Imperial Ave
Commercial St
5 Commercial St
5
S a n D i e g o B a y S a n D i e g o B a y
Type of Cycle Track

Greenway
Park 0 0.1
N
0.2 Miles
Two-Way Cycle Track
One-Way Cycle Track 0 0.1
N
0.2 Miles
Greenway Network Cycleway Network
163 163
St St
Laurel Laurel
Kalm
ia St 5 Kalm
ia St 5
St St
Juniper Juniper
Ivy St Ivy St
St St
thorn thorn
Haw Haw
St St
Grape Grape
St St
W. Fir W. Fir
Elm St Elm St
Date St Date St
Cedar St Cedar St
Beech St Beech St
Pacific Hwy
Harbor Dr
Kettner Bl
India St
Columbia St
State St
Union St
Front St
First Ave
Second Ave
Third Ave
Fourth Ave
Fifth Ave
Sixth Ave
Seventh Ave
Pacific Hwy
Harbor Dr
Kettner Bl
India St
Columbia St
State St
Union St
Front St
First Ave
Second Ave
Third Ave
Fourth Ave
Fifth Ave
Sixth Ave
Seventh Ave
Ninth Ave
Eighth Ave
Ninth Ave
Eighth Ave
Ash St Ash St
A St A St
B St B St
C St C St
Broadway Broadway
E St E St
F St F St
94 94
G St G St
Tenth Ave
Tenth Ave
14th St
15th St
Eleventh Ave
Park Bl
13th St
14th St
15th St
16th St
17th St
Eleventh Ave
Park Bl
13th St
16th St
17th St
Market St Market St
Island Ave Island Ave
J St J St
K St K St
L St L St
5
Imperial Ave Imperial Ave
Commercial St
5 Commercial St
S a n D i e g o B a y S a n D i e g o B a y
Transitway 0 0.1
N
0.2 Miles Autoway 0 0.1
N
0.2 Miles
Transitway Network Autoway Network
163
St
Laurel
Kalm
ia St 5
St
Juniper
Ivy St
St
thorn
Haw
St
Grape
St
W. Fir
Elm St
Date St
Cedar St
Beech St
Harbor Dr
Kettner Bl
India St
Columbia St
State St
Union St
Front St
First Ave
Second Ave
Third Ave
Fourth Ave
Fifth Ave
Sixth Ave
Seventh Ave
Eighth Ave
Ninth Ave
Ash St
A St
B St
C St
Broadway
E St
F St
94
G St
Tenth Ave
Eleventh Ave
Park Bl
13th St
14th St
15th St
16th St
17th St
Market St
Island Ave
J St
K St
L St
5
Imperial Ave
Commercial St
S a n D i e g o B a y
Greenway
Cycleway
Transitway
Autoway
Multi-Functional Street 0 0.1
N
0.2 Miles
Layered Mobility Network

3.3 Street Typologies

Streetsarecommonlycategorizedbyfunctional
classificationsbasedonthelevelofaccessand
mobilitytheyprovide.However,thefunctional
classificationsystemtypicallyonlytakesinto
considerationthevehicularnetwork,neglecting
othermodalnetworks(suchastransitandbicycle)
andsurroundinglanduses.Categorizingstreets
usingatypologysystemconsidersthestreets
locationalcontextandprovidesasimplified
planningframeworkthataddressesallmodes.The
typologysystemisnotintendedtoreplacethe
functionalclassification,butrathersupplementitas
aguidefordesigningappropriatestreetscape
environmentsandsupportinghighqualitytravelfor
allmodes.
Thestreettypologysystemisintendedtotakeinto
accountthestreetslocationalcontextinrelationto
thegreatertransportationnetworkandtoprovidea
frameworkthataddressesallmodes.Eachstreet
typologyrepresentsalayerofthemobility
network,emphasizingspecificmodesorpurposes
foreachDowntownroadway.Combined,the
typologiesformtheDowntownMobilityNetwork.

Greenways
Greenwaysprioritizepedestriantravel,butallow
forautomobile,transitandbicycletravel.Theyare
intendedtoshowcaselandscapingfeaturesand
roadwaydesignsthatslowvehiculartrafficand
prioritizewalking.GreenwayslinkDowntown
parks,thewaterfront,andvariousoutdoor
destinations.Akeyfeatureofgreenwaysisthe
inclusionofenhancedlandscaping,includingdouble
rowsoftrees,andwidesidewalkswithamplepublic
amenities.Greenwaysprovideanecessaryrespite
fromurbanlifeandallowtheDowntownto

breathe. GreenwayinWestSacramento


Cycleways

Cyclewaysprioritizetravelbybikeandinclude
facilitytypessuchascycletracks,bufferedbicycle
lanes,andbicycleboulevards.Theyareintendedto
showcasehighquality,comfortablecycling
environmentswithlowvehiculartravelspeeds,
volumes,andconflicts.Cars,transitand
pedestrianswillalsobeaccommodated.The
Cyclewaytypologydoesnotidentifyeveryexisting
orplannedbicyclefacility,butratheridentifiesa
networkofhighqualityfacilitiesthatare
physicallyseparatedfromvehiculartrafficor
provideanincreaseddedicatedrightofway,such
asbufferedbicyclelanesandcycletracks.
CyclewayinLongBeach
Transitways
Transitwaysidentifysegmentswherepublictransit
takespriorityoverothermodeseitherthrough
transitdedicatedcorridors,suchastheGreenLine
corridor;awiderdedicatedrightofway,suchasC
StreetwestofParkBoulevardorParkBoulevard
southofBroadway;ortransitprioritized
signalization,suchasBroadway.Vehiculartraffic,
bicyclesandpedestriansmayalsobe
accommodatedontheseroadways.Additionally,
thepedestrianenvironmentrequiresincreased
attentionalongTransitways,especiallyneartransit
stops,toimproveusersafetyandencourage

ridership. DowntownTransitway(GreenLine)

Autoways
Autowaysincluderoadwaysthatprimarilyfacilitate
vehicularmovement.Autowaysaregenerally
identifiedinpairs,orcouplets,duetotheoneway
movementsalongmanyDowntownstreets.These
roadwaysprovideconnectionstotheregional
freewaynetworkoradjacentcommunities.Traffic
signalsaresynchronizedtoallowforoptimal
vehicularmovement.
AutowayonGStreetinDowntownSanDiego


Multi-Functional Streets
MultiFunctionalStreetsserveavarietyofpurposes
anddonotemphasizeanysinglemode.These
streetsprovideaccesswithinneighborhoodsand
generallyexperiencerelativelylowervehicular
volumes.LikeallDowntownstreets,thepedestrian
environmentandpedestriansafetyisofgreat
significance.
3.4 Mode Share

Modeshareisagoodmeasuretoevaluatehow MultiFunctionalStreetonThirdAvenue
successfulatransportationsystemis.SANDAGs
TripGenerationforSmartGrowthTool(MXD)anda sharecouldbeachievedforDowntownwith
customizedbicyclemodeldevelopedbyCambridge significantincreasesinactivetransportation
Systematicswereemployedtoestimatethemode (walkingandbiking)percentage(from28%to43%)
shareforthebuildoutofDowntownlanduseson andmoderateincreasesintransitpercentage(from
theproposedlayeredmobilitysystem.Thecharts 6%to11%).Asaresult,theautopercentagewould
belowindicatethatamuchmorebalancedmode decreasefrom(66%to46%).


anyandallexistingplanningdocuments
3.5 Goals & Policies pertainingtoDowntownincludingthe
AASHTOGreenBook;AASHTOGuidefor
Complete Streets Goals theDevelopmentofBicycleFacilities;ITE
DesigningWalkableUrban
CSG1 ADowntowntransportationnetworkthat
Thoroughfares:AContextSensitive
accommodatesallusersincluding
Approach;NACTOUrbanBikewayDesign
pedestrians,cyclists,drivers,andtransit
Guide;ManualonUniformTrafficControl
usersofallagesandabilities,children,
Devices;andtheUSAccessBoardPublic
theelderlyandthedisabled,aswellas
RightofWayAccessibilityGuidelines.
trucksandvehicles.
WhenfulfillingthisCompleteStreets
policy,theCityofSanDiegowillfollow
CSG2 ADowntowntransportationnetworkthat
thedesignmanuals,standardsand
prioritizesspecificmodesforspecific
guidelineslistedabove,asapplicable,but
roadwaysandfunctionsasanintegrated
shouldnotbeprecludedfrom
andcompletenetworkwhereallusers
consideringinnovativeornontraditional
cantravelandenjoythepublicrightsof
designoptionswhereacomparablelevel
wayinsafetyandcomfort.
ofsafetyforusersisprovided.

Complete Streets Policies
CSP5 MeasurethesuccessofCompleteStreets
CSP1 Createalayerednetworkofpriority policyimplementationusingperformance
corridorsuniquetowalking,cycling, measuressuchasthefollowing:
transit,anddriving. Totalmilesofqualitybikefacility
(ClassI,II,andIV);
CSP2 Design,operateandmaintaina
Linearfeetofnewquality
transportationnetworkthatprovidesa
pedestrianaccommodation;
connectednetworkoffacilities
accommodatingallmodesoftravel.Seek Numberofnewcurbramps
outopportunitiestorepurposerightsof installedalongcitystreets;
waytoenhanceconnectivityfor Crosswalkandintersection
pedestrians,bicyclistsandtransitusers. improvements;
Rateofcrashes,injuriesand
CSP3 WorkwiththeCountyofSanDiego,the fatalitiesbymode(especially
SanDiegoUnifiedPortDistrict,theSan aroundtransitstops);
DiegoRegionalAirportAuthority,MTS, Ratesofpedestrianandbicycle
andSANDAGtoensureCompleteStreets activityatkeylocationsthathave
principlesareincorporatedinacontext beenidentifiedduringtheexisting
sensitivemanner. conditionsprocess;and
Benchmarkingtheseperformance
CSP4 Developandadoptinterdepartmental
measureswilltakeplacepending
policiesonCompleteStreets,suchas
staffandfundingavailabilityand
urbandesignguidelines,zoningand
willbereportedtotheSanDiego
performancestandardsandother
communityatlargewiththe
guidelinesbaseduponbestpractices
intentionofachieving
resourcesinurbandesignandstreet
accountabilityforimplementation.
design,construction,operationsand

maintenance.Thesebestpractices
resourcesinclude,butarenotlimitedto,

CSP6 Takestepstoensureimplementation, StreetTransitwaytoaccesstheBlueLineorOrange

suchasthefollowing: Line.
Restructureorreviserelated
procedures,plans,regulations,and Oneoverarchingapproachtoensurethedesignofa
otherprocessestoaccommodate feasibletransportationsystemistorepurposeand
alltravelersandusersofthe reconfigurethecurrentroadwaypavementand
roadwayonfutureprojects; rightofwaybyconvertingtheexcessautocapacity
toaccommodatetheothertravelmodesandon
Developnewdesignpoliciesand
streetparking.Asystemwidetrafficoperational
guidesorreviseexistingtoreflect
analysiswasconductedtodeterminewhich
thecurrentstateofbestpractices
Downtownstreetshaveexcesscapacityandwhere
intransportationdesign.
anautotravellanemayberemovedto
Communitiesmayalsoelectto
accommodateagreenway,aseparatedbicycle
adoptnationalorstatelevel
facility,orangled(fromparallel)onstreetparking
recognizeddesignguidance;
tooffsetthepotentialparkinglossesassociated
Offerworkshopsandothertraining withtheimplementationofcycletracksand
opportunitiestotransportation greenways.
staff,communityleaders,andthe
generalpublicsothateveryone Figure33displaystheMobilityPlanComplete
understandstheimportanceofthe Streetsrecommendations,includingtheCycleways
CompleteStreetsvision;and network,Greenwaysnetwork,andlocationswhere
Developandinstitutebetterways increasedonstreetparkingcanbeachieved.
tomeasureperformanceand
collectdataonhowwellthestreets Figure34illustratesroaddietsandvehicularroad
areservingallusers. closureswithinDowntowntoaccommodate
CompleteStreetsimplementation.Theroaddiets
androadclosuresaredescribedingreaterdetailin
3.6 Complete Streets Chapter7.
Recommendations
Greenwaysservetoenhancethepedestrian
Figure32presentstheplannedDowntownMobility environmentalongkeycorridorsthatconnectto
Network,identifyingthefourstreettypologies publicparkspaces.Greenwayssupplementthe
presentedinthisChapter.Asshown,eachnetwork existingnetworkofsidewalkspresentalongnearly
isintendedtoprovidemovementwithinthe everyDowntownstreet,withanimproved
community,allowingcommunitymembersand pedestrianexperiencesupportedbylandscaping,
visitorstotraverseDowntownnorthsouthoreast lighting,andotherlocationspecificfeatures.
westbyanymode.Thenetworkswerelargely Greenwayswillconnecttoexistingandplanned
developedparallelandincloseproximitytoone publicopenspacessuchasBalboaPark,Waterfront
another,generallyofferinganemphasizedroadway Park,andtheFaultLinePark.
foreachmodewithineachDowntown
neighborhood. TheCyclewaynetworkwasdevelopedtoimprove
bicycleaccesstoandfromthecommunity,aswell
Thisapproachisintendedtoprovidemultimodal asimprovedinternalmobility.Uponfullnetwork
choicesthroughoutthecommunity.Additionally, buildout,Cyclewayswillprovideaccesstokey
thenetworkallowsforextensivemultimodaltravel DowntowndestinationssuchastheCivicCenter,
throughintersectingnetworks,forexample,a ConventionCenter,majorpublictransitstations,
pedestrianinCortezHillmaywalksoutherlyalong PetcoPark,thewaterfront,andallDowntown
theEighthAvenueGreenwaytoarriveattheC neighborhoods.

Figure 3-2 Planned Downtown Mobility Network
l St
Laure 163
Kalm
ia St 5
er St
Junip
t
Ivy S
St
thorn
Haw
e St
Grap
S t
W. Fir
Elm St
Date St
Cedar St
Beech St
Harbor Dr
Kettner Bl
India St
Columbia St
State St
Union St
Front St
First Ave
Second Ave
Third Ave
Fourth Ave
Fifth Ave
Sixth Ave
Seventh Ave
Eighth Ave
Ninth Ave
Ash St
A St
B St
C St
Broadway
E St
F St
94
G St
Tenth Ave
Eleventh Ave
Park Bl
13th St
14th St
15th St
16th St
17th St
Market St
Island Ave
J St
K St
L St
5
Imperial Ave
Commercial St
Greenway
Cycleway
Transitway
Autoway
Multi-Functional Street 0 0.1
N
0.2 Miles

Figure 3-3 Complete Streets Recommendations
l St
Laure 163
Kalm
ia St 5
er St
Junip
t
Ivy S
St
thorn
Haw
e St
Grap
S t
W. Fir
Elm St
Date St
Cedar St
Beech St
Harbor Dr
Kettner Bl
India St
Columbia St
State St
Union St
Front St
First Ave
Second Ave
Third Ave
Fourth Ave
Fifth Ave
Sixth Ave
Seventh Ave
Eighth Ave
Ninth Ave
Ash St
A St
B St
C St
Broadway
E St
F St
94
G St
Tenth Ave
Eleventh Ave
Park Bl
13th St
14th St
15th St
16th St
17th St
Market St
Island Ave
J St
K St
L St
Imperial Ave
Commercial St
5
Park
Complete Streets Recommendations
Increased On Street Parking
N
Two-Way Cycle Track
One-Way Cycle Track
Greenway 0 0.1 0.2 Miles

Figure 3-4 Road Diets Accommodating Complete Streets
l St
Laure
Kalm
ia St 5
er St
Junip
Ivy S
t 163
St
thorn
Haw
e St
Grap
S t
W. Fir
Elm St
Date St
Cedar St
Beech St
Seventh Ave
Columbia St
Second Ave
Eighth Ave
Fourth Ave
Kettner Bl
Ninth Ave
Harbor Dr
Third Ave
Sixth Ave
Fifth Ave
Union St
First Ave
Front St
State St
India St
Ash St
A St
B St
C St
Broadway
E St
F St
94
G St
Eleventh Ave
Tenth Ave
16th St
17th St
13th St
14th St
15th St
Park Bl
Market St
Island Ave
J St
K St
L St
Imperial Ave
Commercial St
5
Proposed Road Diets

Proposed Road Closure to Vehicular Travel 0 0.1
N
0.2 Miles

Cyclewayswillalsoprovideconnectionstothe Autowaysincluderoadwaysthatconnecttothe
surroundingUptown,SoutheasternSanDiego,and regionalfreewaynetwork.Othermodes,suchas
GoldenHillcommunities. pedestrians,bicyclists,andtransit,useautoways,
however,theseroadwaysincludesomeofthe
TheTransitwaysnetworkportrayscorridorswith highestvehicularvolumesinthecommunityand
multiplepublictransitroutes,aswellashighquality areintendedtomaximizevehicularefficiency.
transitofferingssuchasthetrolleynetworkand
Expressbuslines.Transitwaysdisplayconnections Table31displaysthenetworkmilesforeachstreet
toimportantmobilitylocationssuchastheSantaFe typology.Asshown,thestreettypologiesrange
Depot,the12thandImperialTransitCenter,andthe fromapproximately9%to23%oftotalnetwork
CityCollegeTrolleyStation.BoththeGreenways miles,withtheexceptionofthemultifunctionalor
andCyclewaysnetworksintersectwithTransitways nondesignatedstreets.
inmultiplelocations,providingemphasizednon
motorizedtransportationconnectionstothepublic
transitsystem.
Table 3-1 Network Miles by Street Typology

Street Typology1 Network Miles % of Total Network Miles
Greenways 5.5 9.8%
Cycleways 9.3 16.5%
Transitways 6.8 12.1%
Autoways 12.9 23.0%
Multi-Functional Streets 21.7 38.6%
Notes:
1. Someroadwaysegmentshavemultipletypologydesignations.

CHAPTER 4 | PEDESTRIAN MOVEMENT
4 Pedestrian Movement
Everytripbeginsandendswithwalking.Toreacha
transitstop,abike,oracar,onemustwalk.
Pedestriancomfortandsafetyiscriticaltoachieving
abalanced,multimodaltransportationsystem.
Improvingpedestrianmobilityindirectlyimproves
theenvironmentforbicyclists,transitriders,aswell
asvehicledriverssafety.Walkingasameansof
transportationisprevalentinDowntownnearly1
in6ofthecommunitysresidentswalktowork.
TheCityofSanDiegoGeneralPlanincludestheCity
ofVillagesstrategywhichaimstofocusgrowthinto
mixeduseactivitycentersthatarepedestrian
friendlydistrictslinkedtoanimprovedregional
transitsystem.GeneralPlanpoliciesMEA.1
throughMEA.9,andTableME1(Pedestrian
ImprovementToolbox),andTableME2(Traffic

CalmingToolbox),aswellasthegoalsandpolicies
DowntownMobilityExistingConditionsReportand
presentedinthisChaptershouldbeconsidered
theTechnicalReport.Highpedestrianneedareas
whenevaluatingandimplementingpedestrian
wereidentifiedthroughanassessmentofwalking
mobilityimprovements.
demands,pedestriancollisions,andnetwork
characteristics.Pedestrianplanproposalswere
4.1 Existing Conditions developedinpartbyassessingandaddressing
theseareas.
ThepedestrianenvironmentinDowntownbenefits
greatlyfromthestronggridnetworkanddiverse ExistingpedestrianactivityinDowntownis
mixofconcentratedlanduses.Walkingforinter influencedbythetimeofday.Duringthemorning
neighborhoodtravelwithinDowntownisaviable peakperiod,relativelyhigherpedestrianvolumes
modeoftransportation,oftenfasterthanpublic wereobservedintheCivic/Coreneighborhoodand
transit.However,pedestriansafetyandcomfortis surroundingarea,reflectingthehighconcentration
problematicinseverallocations,especiallynear ofemploymentopportunities.Intheevening,
freewayon/offramps.Furthermore,walkingisa higherpedestrianactivitywasfoundintheGaslamp
meanstoreachtransitservices,underscoringthe QuarterandadjacentEastVillageneighborhoods,
importanceofstrengtheningthepedestrian andalongHarborDrive,wherethereare
environmentnearmajortransitstopsandalong concentratedrecreational,entertainment,retail
transitcorridors. anddinningopportunities.

Figure41displaysidentifiedpedestrianneeds ThethreehighestcombinedAMandPMpeak
withinDowntown,asdiscussedinthe2014 periodpedestrianvolumestudyintersectionswere
foundalongMarketStreetattheintersectionsof
Fourth,FifthandSixthAvenues.

Figure 4-1 Pedestrian Needs
Pedestrian Needs
Freeway Ramp
l St
Laure
High Collision Area
ia St 5
Kalm Barrier to Pedestrian Travel
er St High Pedestrian Demands
Junip
Ivy S
t Transit Center
St
thorn
Haw
e St
163
Grap
S t
W. Fir
Elm St
Date St
Cedar St
Beech St
Seventh Ave
Eighth Ave
Columbia St
Second Ave
Fourth Ave
Kettner Bl
Ninth Ave
Harbor Dr
Third Ave
Sixth Ave
Fifth Ave
Union St
First Ave
Front St
State St
India St
Ash St
A St
B St
C St
Broadway
E St
F St
94
G St
Eleventh Ave
Tenth Ave
16th St
17th St
13th St
14th St
15th St
Park Bl
Market St
Island Ave
J St
K St
L St
Imperial Ave
Commercial St
5
N
0 0.1 0.2 Miles
75

Pedestriansafetyisofgreatconcerninthe PMG3 Safe,walkableneighborhoodswith

Horton/GaslampandCivic/Coreneighborhoods, improvedstreetcrossings,sidewalksand
wherehighconcentrationsofpedestriancollisions pedestrianamenities,withadditional
wererecorded(20082013)combinedwith considerationplacedonidentifiedhigh
relativelyhighobservedpedestrianvolumes. collisionareas.
Additionally,theupperEastVillageareanearSan
DiegoHighSchoolandSanDiegoCityCollege PMG4 Anetworkofgreenwaysthatprovidesa
experiencedadisproportionateshareofpedestrian naturalrespiteforDowntownresidents,
collisions. employeesandvisitors,andallowsfor
calmtravelalonggreenedcorridors.
TheInterstate5,SR163,andSR94freewayon/off
rampsposebarriersandsafetyconcernsrelatedto PMG5 Eliminatetrafficdeathsandserious
pedestrianmobility.Rampsareoftenuncontrolled, injuriesinDowntownSanDiegoby2025,
creatingascenariowhereunrestrictedvehiclesmay consistentwiththeVisionZeroresolution
beacceleratingordeceleratingwhenpedestrians adoptedbyCityCouncilinOctober2015.
areattemptingtocross.Interstate5alsodivides
Downtownfromtheadjacentcommunitiesof Pedestrian Policies
Uptown,GreaterGoldenHill,andSoutheasternSan
Diego.Pedestrianconnectionstothese PMP1 ThroughouttheentireDowntownSan
neighboringcommunitiesarereachedbytraversing Diegocommunity:
acombinationofgenerallyuninvitingoverand Undertakestrategicstreetscape
underpassesandfreewayramps. improvements(suchassidewalk
widening,bulbouts,enhanced
Intermsofexistingpedestrianfacilitydeficiencies, lightingandsignage);
thereareseveralincidencesofnonADAcompliant Lengthentrafficsignalwalktimes
existingintersectioncurbramps,missingcurb forpedestrians,andexplorethe
rampsandmissingsidewalksegments.Missing feasibilityofallwalksignalization
sidewalksegmentswithinthestudyareaarefound atintersectionswithheavy
alongtherailcorridorthroughLittleItaly,the pedestriandemands,where
southernendofParkBoulevard,andportionsof needed;and
17thStreet. Acceptlowerlevelsofautomobile
trafficlevelofserviceat
intersectionlocationsacross
4.2 Goals & Policies DowntownalongGreenwaysand
Cycleways.
Pedestrian Goals
Prioritizesafetyimprovementsin
PMG1 Acohesiveandattractivewalkingand highcollisionareas.
bicyclesystemwithinDowntownthat
provideslinkageswithintheareaandto PMP2 Designatespecificenhancedpedestrian
surroundingneighborhoodsandpublic improvementsoncertainpedestrian
transitservices. prioritizedstreets,includingbutnot
limitedto,widenedsidewalks,corner
PMG2 Mixeduseneighborhoods,withopen bulboutsthatreducepedestriancrossing
spaces,services,andretailbusinesses distances,andlinearparkpromenades.
withinconvenientwalkingdistanceof
residents,tomaximizeopportunitiesfor PMP3 Installmissingsidewalksandimproveall
walking. curbrampstobeADAcompliant.

PMP4 Providemarkedcrosswalksand Figure42displaystheplannedGreenwaysalong

pedestriancountdownsignalsatall withexistingandplannedparkspace.
signalizedintersections.
Figure43displaysaconceptualcrosssectionofa
PMP5 Takenecessaryfundingandregulatory Greenwaytogetherwiththeplanviewandphoto
stepstobuildgreenwaysidentifiedinthe simulationoftheimplementationofaGreenway
plannedDowntownMobilityNetwork. along14thStreet.Greenwayswillincludedefining
featuressuchasexpandedpedestrianareasand
PMP6 CollaboratewithCaltranstoenhance increasedlandscaping.
safetyandaestheticsatfreewayramps.
4.3 Pedestrian
Recommendations
Everystreetisintendedtoprovideforcomfortable
andsafepedestriantravel.Tofurtherimprovethe
pedestrianenvironmentthisMobilityPlanproposes
asystemofGreenwaysalongselectcorridors,
linkingtoexistingandplannedparksandimproving
connectionstoadjacentcommunities,aswellasthe
waterfront.
Greenwaysaresidewalksthatcanserveaslinear
Highvisibilitycrosswalksemphasizepedestriancrossingareas
parks,providingneededopenspace.Greenways
throughoutDowntownSanDiego.
willbedesignedindividuallywithintheavailable

publicrightofway,butallwillhelpcreatestreets
thataremorepedestrianorientedwithprominent
landscapingandexpandedsidewalkwidths.A
uniformsetofstreetfurnishing(benches,trash
cans,streetlighting,treegrates,andsignage)
shouldbepresentalongthesepedestriancorridors
todifferentiatethemfromotherstreets.
Every street is intended to provide

for comfortable and safe pedestrian
travel.
Curbbulboutsshouldbepresentatintersections
tohelpcalmtrafficandshortencrossingdistances.
Additionalfeaturesmayincludedogparks,picnic
areas,uniqueminiparks,publicplazasorother
areasforrelaxingandsocializing.
Wayfindingsignscanbenefitpedestrians,transitusers,cyclists,
anddrivers.

Figure 4-2 Proposed Greenways
l St
Laure 163
Kalm
ia St 5
er St
Junip
t
Ivy S
St
thorn
Haw
e St
Grap
S t
W. Fir
Elm St
Date St
Cedar St
Beech St
Harbor Dr
Kettner Bl
India St
Columbia St
State St
Union St
Front St
First Ave
Second Ave
Third Ave
Fourth Ave
Fifth Ave
Sixth Ave
Seventh Ave
Eighth Ave
Ninth Ave
Ash St
A St
B St
C St
Broadway
E St
F St
94
G St
Tenth Ave
Eleventh Ave
Park Bl
13th St
14th St
15th St
16th St
17th St
Market St
Island Ave
J St
K St
L St
Imperial Ave
Commercial St
5
Greenway
Park 0 0.1
N
0.2 Miles

Figure 4-3 Typical Greenway Concept

Typical Greenway Cross-Section

Sample Greenway Plan View Layout
(14th Street between Market Street and G Street)

Notethatcrosssectionandconceptualplanillustrationsareprovidedtodemonstrategeneralfeasibilityofthesubjectproposalonly.
ActualimprovementswillrequireadditionalengineeringstudiesanddesignworkandshallbetothesatisfactionoftheCityEngineer.


Figure 4-3 Typical Greenway Concept (cont.)

Existing Streetscape 14th Street between Market Street and G Street
(Looking North)
Proposed Streetscape 14th Street between Market Street and G Street

(Looking North)

Asshown,theGreenwayswillprovideanetworkof removalontheeastsideofthestreetwill
linearparksandpedestrianpromenadestraversing berequired.
thecommunityfromnorthtosouthandeastto
west,connectingtoDowntownsexistingand 14th Street
plannedopenspacessuchasAmiciPark,Childrens
Park,ChildrensMuseumPark,CivicSquare,Cortez ThisGreenwaywillconnectCityCollegeat
HillPark,CountyAdministrationWaterfrontPark, itsnorthernendwithBarrioLogantothe
EastVillageGreen,FaultLinePark,HortonPlaza south,asittraversesthroughthefuture
park,NorthcentralSquare,andOutfieldParkat EastVillageGreenparkandadjacenttothe
PetcoPark.Allofthesestreetswereidentifiedin recentlycompletedFaultLinePark.The
theDowntownCommunityPlanasgreenstreets. northernandsouthernendsofthestreet
currentlypassthroughlargely
underdevelopedsectionsofEastVillage,
providingtheopportunityforthe
Greenways will provide a network of constructionoftheGreenwayinphases
linear parks and pedestrian withadjacentpublicandprivate
promenades traversing the community developments.Thepublicandmajor
from north to south and east west. propertyownersalongthiscorridorhave
expressedmajorinterestinthe
developmentofthisGreenwayasaprime
ThesevenGreenways,andasummaryofthe examplefortherepurposingofexcess
individualopportunitiesandchallengesfor publicrightsofway.Theremovalofthe
implementing,includethefollowing: thirdtravellane,whereitexists,andthe
parkinglanealongtheeastsideofthe
streetwillberequired.
Eighth Avenue

ThisGreenwaywillconnecttheCortezHill Cedar Street
neighborhoodandparkatitsnorthernend
toPetcoParktothesouth,traversing ThisGreenwaywillconnectCortezHillwith
throughtheeasternendofthehistoric LittleItalyandtheCountyofSanDiego
financialdistrictandthenorthwest WaterfrontParkandSanDiegoBay.The
quadrantoftheEastVillageneighborhood. mainimpedimentistheInterstate5SBOff
ThecreationofthisGreenwaywillconnect RampatSecondAvenue,whichthe
thesetwokeyneighborhoodsandopen DowntownCommunityPlanrecommends
spaces,aswellasthetwofutureopen forremovaltoallowthisstreettoonce
spacesoftheNorthCentralSquareatC againconnecttheseneighborhoods.As
StreetandthePostOfficeSquareatF thisstreetcurrentlytraversestheLittleItaly
Street.Theexistingroadwayconfiguration neighborhood,therearebuildingsetbacks
providesonewaysouthboundvehicular westofIndiaStreettoprovideenhanced
travelbetweenAshandGstreets,withtwo viewsoftheCountyAdministrationCenter
waytrafficatitssouthernend.Existingand andSanDiegoBay.Longenvisionedasa
futurevehicularvolumespermitthe landmarkpedestriancorridorconnectingto
removalofonetravellaneandconverting thewaterfront,thereareopportunitiesfor
theentireroadwaytoallowtwowaytravel. thecreationofplazasandpiazzas
Theroaddietwillprovidesomeofthe consistentwithrecentimprovements
requiredrightofwaytoimplementthe withintheLittleItalyneighborhood.
proposedGreenway;however,parking


E Street Sixth Avenue

ThisGreenwayconnectsthenewHorton AGreenwayshouldbedesignedand
PlazaParkandGaslampQuarterwiththe constructedalongSixthAvenuebetween
northeastquadrantoftheEastVillageand CedarandElmstreetstoconnect
willprovidearespitebetweentheautoand DowntowntoBalboaPark.Thiscanbe
transitcorridorsofBroadwayandFandG accomplishedbyeliminatingthefreeleft
streets.Similarto14thStreet,thereare turnmovementfromtheI5offramponto
opportunitiesforphasedconstructionwith southboundSixthAvenue(requiresfurther
newdevelopmentthroughthenortheast studyandreconfigurationoftheSixth
EastVillage.Currentlyamixofoneway Avenue/ElmStreetintersection)and
andtwowayconfigurations,thestreetwill convertingatravellaneandtheparkingon
beconvertedtoonetravellaneineach theeastsideofthebridgeintoan
directionwiththeremovaloftheparking enhanced,landscapedpedestrianwalkway.
lanealongthenorthsidetomaximizesun CivicSanDiegowasawardedaTransNet
exposurealongalandscapedcorridor. SmartGrowthIncentiveProgramGrant
completeaFeasibilityStudyand
Island Avenue ConceptualDesignforthisGreenway,also
referredtoastheSixthAvenueBridge
Overthepast15years,sidewalkwidening Promenade.Thisprojectissupportedbya
projectshavecreatedapedestrianoriented varietyofcommunitygroupsfromthe
streetwithenhancedbrickandexposed DowntownandUptowncommunities.
aggregatepavingandbulboutsatmost
intersections.Thistrafficcalmedstreetisa
respitebetweenthemorecommercialized
MarketandJStreetcorridorsandcanbe
furtherenhancedthroughadditional
plantings,includingpottedplantsand
hangingplants.

Union Street
ThisGreenwaycanbeamajorpedestrian
Greenwaysprovideroomforlandscapingandotherpedestrian
corridorbetweentheMarinaandLittleItaly amenitiessuchasseating.
neighborhoodsalongthewestsideof
Downtown,connectingChildrensMuseum Pedestrian Amenities
ParkandtheMartinLutherKing
PromenadeatitssouthernendtoAmici Apedestriansperceptionoftheroadway
Parkatitsnorthernend.Whileitcurrently environmentisinfluencednotonlybythepresence
traversesthegovernmentuseoriented andqualityofthefacility,suchasasidewalkor
CivicCoreneighborhoodthatexhibitslittle streetcrossing,butalsobypedestrianamenities,
activityintheevenings,enhanced lighting,trafficcalmingfeatures,trafficspeedsand
landscapingandtrafficcalmingare volumes,andadjacentbuildings.Wherefeasible
envisionedinordertoprovidemore andappropriate,widenedsidewalksandlandscape
pedestrianinterestthroughthis featurescanserveasabufferbetweenpedestrians
neighborhoodandalongthefutureCivic andvehiculartraffic.Adequatepedestrianlighting
SquarePark. shouldbeprovidedthroughoutthecommunityto
increasepedestriansafetyandcomfort.


High Pedestrian Volume Crossing

Locations
Inareasofrelativelyhigherpedestriandemand,
considerationshouldbegiventoincreasingthe
pedestriancrossingphaseandexploringthe
potentialofallwalksignalization(pedestrian
scrambles),liketheintersectionofFifthAvenueand
MarketStreet.
Wayfinding Sign Program

WayfindingsignageinDowntownhasrecentlybeen
updatedtoimprovevisibilityandguidanceinaway
thatenhancesthevisitorsexperiencenavigating
throughDowntown,addressingwalking,cycling,
efficientvehicleuseandparking.Thewayfinding
signageprogramservestohelpconnectvisitorsto
populardestinations,includingwaterfrontparks
andmarinas,cruiseshipterminals,theGaslamp
Quarter,LittleItaly,PetcoPark,EastVillage,Horton
WayfindingSignonFirstAvenuedirectsuserstowardsHorton
PlazaandBalboaPark. Plaza,GaslampQuarter,PetcoPark,andotherDowntown
destinations.


CHAPTER 5 | BICYCLING
5 Bicycling
BicyclinginDowntownismoreaccessiblethanever.
Inthefallof2014theCityofSanDiegolaunched
theDecoBikebicyclesharingprogramtomake180
stationsand1,800bikesavailabletothepublic.
Over40ofthesestationsarelocatedinDowntown,
makingbicyclesavailabletoallresidents,workers,
andvisitors.
Downtownsgrowingresidentialandemployment
populationswillcreatemoreinterneighborhood
travel,leadingtomorepedestriansandcyclists.
Expansionofthebicyclenetworkandbicycle
parkingwillhelpencourageuseandensureasafe
andconvenientcyclingenvironmentforcyclistsof
allagesandskilllevels.
GeneralPlanpoliciesMEF.1throughMEF.6,as
wellasthegoalsandpoliciespresentedinthis

Chapter,shouldbeconsideredwhenevaluating AbicyclistpassesSanDiegoHighSchoolontheParkBoulevard
bicyclemobilityandfutureimprovementprojects. bikelane.

Thisplanproposessignificantimprovementstothe
5.1 Existing Conditions cyclingenvironmentDowntownasawaytounleash
thelatentdemandfornonmotorizedtripmaking,
ExistingbicyclefacilitiesinDowntownarecurrently especiallyforshorttrips.
locatedalongthecommunityboundaries.
However,nofacility,eastwestornorthsouth, Figure51displaysidentifiedcyclingneedsin
traversesthecenterofDowntown.Thenetworkis Downtown,highlightingareasofrelativelyhigh
predominantlycharacterizedbyClassIIIbicycle demandandhighdeficiency.Highdemandis
routes,withadditionalseparatedfacilitiesrunning evaluatedthroughobservedbicyclevolumes,
alongthewesternandsouthernmostboundaries. collectedinsupportofthisproject,aswellas
Theweakgridofbicyclenetworkhighlightsthe throughtheBicyclingPropensityModeldeveloped
needtoimproveDowntownbicycleconnections. fortheSanDiegoRegionalBikePlan.High
deficiencyisevaluatedthroughbicyclenetwork
Likewalking,bicyclingbenefitsfromDowntowns gapsandbicycleinvolvedcollisionlocations.
griddedstreetpattern,andisaveryconvenient Relativelyhighercyclingdemandsarepresentalong
meansoftransportationfortripsupto3milesin MarketStreetandBroadway,specificallythrough
length.ApersontravellinginDowntownbybicycle thecenterofDowntownwherethereiscurrently
cancoveragreaterdistanceinashorterperiodof noexistingfacility,aswellasatintersectionsalong
timethanbywalkingortakingtransit. 16thStreet,HarborDrive,andthelowerEastVillage
Area.

Figure 5-1 Bicycle Needs
l St
Laure
Kalm
ia St 5
er St
Junip
t
Ivy S
St
thorn
Haw
e St
Grap
S t
W. Fir
Elm St
Date St
Cedar St
Beech St
Seventh Ave
Columbia St
Second Ave
Fourth Ave
Kettner Bl
Eighth Ave
Ninth Ave
Harbor Dr
Third Ave
Sixth Ave
Fifth Ave
Union St
First Ave
Front St
State St
India St
Ash St
A St
B St
C St
Broadway
E St
F St
94
G St
Eleventh Ave
Tenth Ave
16th St
17th St
13th St
14th St
15th St
Park Bl
Market St
Island Ave
J St
K St
L St
Imperial Ave
Commercial St
5
Bicycle Needs
Freeway Ramp
High Collision Area S a n D i e g o B a y
Barrier to Bicycle Travel
High Bicycle Demands
Transit Center
Existing Bicycle Facilities
N N
Class I - Bike Path
Class II - Bike Lane
0 0.1Class0.2
IIIMiles
- Bike Route 0 0.1 0.2 Miles
Downtown San Diego Mobility Plan Figure 5-1

Bicycle Needs
Bicycling Policies
BP1 Createawellconnectednetworkof
Cycleways,asshowninFigure62,and
encouragelinkagestoregionalbicycle
corridors,includingtheBayshoreBikeway,
CentralCoastCorridor,CentreCityLaMesa
Corridor,ClairemontCentreCityCorridor,
CoastalRailTrail,NorthParkCentreCity
Corridor,andtheParkBoulevard
Connector,asdesignatedintheSanDiego
RegionalBikePlan.

OneWayCycleTrackinLongBeach,CA.
BP2 Requirebikeracksand/orlockersinall
Similartopedestrianmobility,theInterstate5 residentialprojects,multitenantretailand
posesabarriertocyclists,asdotheon/offramps officeprojects,andgovernmentand
atSR94andSR163.Intersectionswithhistorically institutionaluses.
higherfrequencyofbicycleinvolvedcollisions
includeParkBoulevardandRussBoulevard,16th BP3 Providearangeofalternativebicycle
StreetandBroadway,16thStreetandMarketStreet, improvementsthroughoutDowntown.
andFourthAvenueandCedarStreet.
BP4 ConnectDowntownsCyclewayswith
Similartothepedestriancollisionpatterns,several surroundingcommunities,thewaterfront
bicyclecollisionswererecordednearSanDiego andPortDistricttidelands,andtransit
HighSchoolandSanDiegoCityCollege.Thisarea facilitiestoencourageeverydaycommute
alsoshowsrelativelyhightotaltransitboardings andrecreationalbicycletripswithinthe
(passengersgettingonthebus)andalightings region.
(passengersgettingoffthebus)indicatingthat
improvementstocyclingandwalkingenvironments BP5 Supportfutureexplorationofcycletrack
herecanalsobenefittransitusers. implementationalongthelengthofMarket
StreetandBroadwaywithintheDowntown
communitytoprovideadirecteastwest
5.2 Goals & Policies bicycleconnection.

Bicycling Goals
BG1 Acohesiveandwellconnectedbicycle
systemwithinDowntownthatprovides
linkageswithintheareaandtosurrounding
neighborhoods,includingthewaterfront
andPortDistricttidelands.
BG2 Acommunitywherebicyclingisaviableand
appealingtravelchoiceforpeopleofall
agesandskilllevels.

BG3 Increasedbicyclecommutemodesharefor Bikeparkingisanimportant,yetoftenoverlooked,bicycle
Downtownresidents. networkcomponent.


5.3 Bicycle
Recommendations The protected bicycle facilities will

Theproposedbicyclenetworkaddressesthe provide an increased level of safety
currentlackofconnectivitythroughthecenterof and comfort for cyclists.
Downtown,aswellasthelackofsafefacilities
traversingthecommunity.
Figure52presentstheproposedbicyclenetwork.
Asshown,thenetworkiscomprisedofallfour
bicyclefacilityclassificationstandardizedby
Caltrans,includingBikePath,BikeLane,BikeRoute,
andCycleTrack.Figure53displaystypical
Cyclewaycrosssectionsofonewayandtwoway
cycletracks.
Figure54presentsplanviewandphotosimulation
oftheimplementationofthetwowaycycletrack
alongJStreet.Aplanviewandphotosimulationof
cycletrackcrossinganothercycletrack(the
intersectionofStateStreetandBeechStreet)is
displayedinFigure55.
Table51providesadescriptionandimageforeach
classification.

Recognizingtherelativelyhighvolumeofvehicles
thatcirculateinDowntown,theproposedbicycle
networkreliesheavilyonprotectedbicyclefacilities
suchascycletracksandmultiusepathswhich
providephysicalseparationbetweenvehicular
trafficandcyclists.Theprotectedbicyclefacilities
willprovideanincreasedlevelofsafetyand
comfortforcyclists,whichmayincreaseoverall
cyclinglevels,decreasetheamountofcyclistsriding
onthesidewalk,anddecreaseconflictswith
vehicles.Oneyearfollowingtheinstallationofa
cycletrackon3rdStreetinLongBeach,CAthe
followingresultsweredrawn:
33%increaseinbicyclevolume
85thpercentiletrafficspeedsdroppedfrom
36to27MPH
50%decreaseinbicyclerelatedaccidents
23%decreaseinallvehicleaccidents
TwoWayCycleTrackinWashingtonD.C.(Top).OneWayCycle
TrackinWashingtonD.C.(Bottom).

" " " "
Status
" "
"
Figure 5-2
"
S a n
" "
Classifications
"
"
"
"
"
"
"
"
"
"
"
"
Class I - Bike Path

"
"
"
Class II - Bike Lane

"
"
"
Class III - Bike Route

" "
Class IV - Cycle Track

"
" "
" " " " " " " " " " " " " " " " " " " " " " " " "
Harbor Dr " " " " " " " "
Existing Bicycle Facility

" " " " " " "
" "
"
"
Proposed Bicycle Facility

" " "
" " "
" "
D i e g o
" "
" "
"
"
" " "
" " "

" " "
"
Laure
" " "
" "
Kalm
" " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " "
Ju
"
l St
" "
" "
ia St
" "
nipe
r St
Ivy S
Haw
t
" "
Ash St
" "
Beech St
" " " " ""
" " " " ""

5
Bike Facility in Adjacent Community

thorn
Grap
"
St
Kettner Bl
" "
" "
B a y
e St
" ""
"
"
W. Fir
" "
" " " "
S
"
"
"
t
"
"
Date St
Cedar St
" "
" " " " " "
"
" "
"
India St "
" "
"
"
"
"
" "
"
"
"
" "
" " " " " "
" "
"
" " " " " " " " " " " " "Columbia
" " "St " " " " " "
" " " "
"
" "
"
" " "
" " " " " " " " " " " " " " " " "
" " " " " " " " " " " " " " " " " " " " " " " " State
" "St" " " " " " " " " " "
"
"
"
" " " " " " " " " " " " " " " " " " "
Union
" St" " " " " " "
"
"
"
"
" "
"
Front St
"
Proposed Bicycle Network
" " " " " " " " " " " " " " " " " "
"
" " " " " First Ave
"
"
"
"
" " "
Second Ave
""
"
"
"
" "
"
" "
" " " " " " " " " " ""
"
" " " " " " "Third Ave" " " " " "
"
"
"
"
"
" " " " " " " " " " " " " "" " " " " " " " " " "
" " " " " " " " " " " " " " " "
" " " " " " " " " " " " " " " " " " "" " " " " " " " " " " " " " " "
Fourth
" "Ave " " " " " "
"
"
"
"
"
" "
" "
" " " " " " " " " " " " " " " " " " " " " "" " " " " " " " " " " " " " " Fifth
" "Ave" " " " " " "
F St
C St
K St
A St
G St
" " " " " B St
Elm St
" E"St "
" " "

" " "
Market St
" " " " " " " " " " " " " " " " " " " " " " " " " " " " " "" " "
" " " " "
" " " " Broadway
Island Ave
" " " " " " " " "
Sixth Ave
" "
" " " " " " "
Seventh Ave
" " " " " " " " " " "
" "
"
" " " " " " " " "

" " " " " " " " " " " " " " " " " " " " " " " " " " " " " " " Eighth " " " "" " "
" " Ave
"
" " ""

"
"
" "
"
" " " " " " "
" " " " " " "
"
Ninth Ave
"
"
"
" "
" " " " " " " " " " "
" " " "
"
"
"
"
Tenth Ave
"
"
"
"
"
"
Eleventh Ave
"
163
"
" " " " " " " " " " " " "
"
" " " " " " " " " " J"St " " " " " " " " " " " " " "
" " " " "
"
"
" " " " " " " " " " Park
"
" "Bl " " " " " " " " " " " " " " " " " " " " " " " " "
"
"
"
"
13th St "
"
"
"
"
"
"
"
"
"
" " " " "
" " " " " " " " " " " " 14th St " " " "
"
"
"
"
"
" "
"
"
"
"
"
"
0
"
"
Imperial Ave
"
"
Commercial St
15th St
"
"
"
" " " " " "
" " " " " " " " " " "
"
16th St
" " " " " " " " " " " " " " " " " " "
0.1
" " " " " " " " " " " " " " " " " " "
17th St
" " " "
" " " " " " " " " " " " " " " " " " " "
" " " " " " " " " " " " " " "
" " "
" " " " " " " " " " " " " " "
" " " " "
0.2 Miles
N
94

Figure 5-3 Typical Cycleway Concepts

Typical Cross-Section for Pacific Highway with One-Way Cycle Track

Typical Cross-Section for J Street with Two-Way Cycle Track


Figure 5-3 Typical Cycleway Concepts (cont.)

Plan View Layout for J Street / Tenth Avenue Intersection

Figure 5-4 J Street Two-Way Cycle Track Photo Simulation

Existing Streetscape J Street between Tenth Avenue and Eleventh Avenue
(Looking West)
Proposed Streetscape J Street between Tenth Avenue and Eleventh Avenue

(Looking West)

Figure 5-5 Cycle Track Crossing Cycle Track Plan View and Photo Simulation

Plan View Layout for State Street / Beech Street Intersection

Proposed Streetscape State Street / Beach Street Intersection (Looking North)

Table 5-1 California Bicycle Facility Classifications

Class Description Example
Class I Bikeway (Bike Path) Also referred to as

shared-use paths or multi-use paths, Class I
facilities provide a completely separated right-of-
way designated for the exclusive use of bicycles
and pedestrians with crossflows by motorists
minimized. Bike paths can provide connections
where roadways are non-existent or unable to
support bicycle travel. The minimum paved width
for a two-way bike path is 8 feet and 5 feet for a
one-way bike path, with a minimum 2 foot wide
graded area adjacent to the pavement.

Class II Bikeway (Bike Lane) Provides a

striped lane designated for the exclusive or semi-
exclusive use of bicycles with through travel by
motor vehicles or pedestrians prohibited, but with
pedestrian and motorist crossflows permitted.
The minimum bike lane width where parking stalls
are marked is 5 feet. The minimum width for a
shared bike lane and parking lane is 11 feet.
Class III Bikeway (Bike Route) Provides

shared use of traffic lanes with cyclists and motor
vehicles, identified by signage and street markings
such as sharrows. Bike routes are best suited
for low-speed, low-volume roadways with an
outside lane width of 14 feet.
Class IV Bikeway (Cycle Track) Also referred

to as separated or protected bikeways, cycle
tracks provide a right-of-way designated
exclusively for bicycle travel within the roadway
and physically protected from vehicular traffic.
Types of separation include, but are not limited to,
grade separation, flexible posts, or on-street
parking.

Protectedbikefacilitiesalsohavetheaddedbenefit Asshown,increasesrangingfrom21%to68%were
ofimprovingthepedestrianexperienceby observedononewaycycletracks,while46%to
providinganadditionalbufferbetweenpedestrians 171%bicyclevolumeincreaseswereobserved
andvehicles,aswellasdecreasingthecrossing alongtwowaycycletracks.
distanceacrossvehicletravellanes.
Figure57displaystheproposedcycletracks,
Thegrowthinbicycleridershipfollowingcycletrack differentiatingbetweenoneandtwowaycycle
implementationisnotuniquetoLongBeach.The tracksandidentifyingdirectionalityforstreetsthat
2014reportLessonsfromtheGreenLanesprepared willincludefacilitiesinonedirection.
bytheNationalInstituteforTransportationand
Communitiesexaminedtheresponsestothe Figure58displaysaconceptualplanviewand
installationofnineprotectedbicyclelanesinfive photosimulationofatwowaycycletrackdriveway
cities. treatmentalongSixthAvenue.Thecolored
pavementisusedtoalertcyclistsanddriversofthe
Figure56presentsthechangeinobservedbicycle conflictareaandtoemphasizecyclistpriorityover
volumespriortoandafterimplementationofthe enteringandexitingtraffic.Similartreatmentsare
ninecycletracks,distinguishingbetweenoneand proposedatalldrivewaylocationsintersectingcycle
twowaycycletracks. tracks.
Figure 5-6 Change in Observed Bicycle Volume after Implementing Cycle Tracks

Source:LessonsfromtheGreenLanes,NationalInstituteforTransportationandCommunities(2014)

Figure 5-7 Proposed Cycle Track Network
l St
Laure
Kalm
ia St 5 163
r St
Junipe
t
Ivy S
St
thorn
Haw
e St
Grap
S t
W. Fir
Elm St
Date St
Cedar St
Beech St
Seventh Ave
Columbia St
Second Ave
Eighth Ave
Fourth Ave
Kettner Bl
Ninth Ave
Harbor Dr
Sixth Ave
Fifth Ave
Third Ave
Union St
First Ave
Front St
State St
India St
Ash St
A St
B St
C St
Broadway
E St
F St
94
G St
Eleventh Ave
Tenth Ave
16th St
17th St
13th St
14th St
15th St
Park Bl
Market St
Island Ave
J St
K St
Imperial Ave
Commercial St
5
N
Type of Cycle Track
Two-Way Cycle Track
One-Way Cycle Track 0 0.1 0.2 Miles

Figure 5-8 Typical Cycle Track Driveway Treatment Concept
Plan View Layout for Sixth Avenue, between G Street and Market Street
Note that cross-section and conceptual plan illustrations are provided to demonstrate general feasibility of the subject proposal only.
Actual improvements will require additional engineering studies and design work and shall be to the satisfaction of the City Engineer.

Figure 5-8 Typical Cycle Track Driveway Treatment Concept (cont.)
Existing Streetscape Sixth Avenue between G Street and Market Street

(Looking North)
Proposed Streetscape Sixth Avenue between G Street and Market Street

(Looking North)

Cycletracksareproposedalongthefollowing Third Avenue

segments: Atwowaycycletrackwillrunalongthewestsideof
ThirdAvenuefromBStreettoBroadway.Third
North-South Cycle Tracks
Avenuecurrentlyhasasinglevehiculartravellane
Pacific Highway ineachdirectionalongthissegment.Alanediet
OnewaycycletrackswillspanthelengthofPacific willbeimplementedfromBStreettoCStreetto
HighwaythroughDowntown,extendingfromLaurel accommodateonstreetparkingandthecycletrack.
Streettotheroadwayssouthernterminusat Additionally,thelanewidthswillbereducedfromC
HarborDrive.ThiswillconnecttheMidway/Pacific StreettoBroadway.Thissegmentservestoprovide
HighwayCorridorCommunityandLittleItalytothe aconnectiontoeastwestfacilitiesatBroadwayand
WaterfrontPark,SantaFeDepot,SanDiegoBay, BStreet.
SeaportVillageandtheHeadquarters.Pacific
Highwayiscurrentlyasixlaneroadwaywitha Fourth Avenue
raisedmedianandintermittentonstreetparking. Asouthboundonewaycycletrackwillrunalong
Toaccommodatecycletracks,onetravellanewill theeastsideofFourthAvenuefromDateStreetto
beremovedineachdirection.Theexistingmedian BStreet.Aparallelnorthboundonewaycycletrack
willremainandintermittentonstreetparkingwill willrunalongthewestsideofFifthAvenuefrom
bepreservedinmostinstances.Thecycletrackwill DateStreettoBStreet.Thiscycletrackwillconnect
intersectwitheastwestcycletracksatHawthorn theUptowncommunitynorthofInterstate5to
Street,GrapeStreet,BeechStreet,andBroadway. Downtownandintersectwitheastwestcycletracks
atBeechStreetandBStreet.FourthAvenue
State Street currentlyhasthreesouthboundvehiculartravel
Atwowaycycletrackwillrunalongthewestsideof lanesalongthissegment.Onelanewillberemoved
StateStreetfromInterstate5totheroadways toaccommodatethecycletrack.
southernterminusatMarketStreet.Thiswill
connecttheUptowncommunitytoDowntown,and
willprovideaprotectednorthsouthbicyclefacility
fortheLittleItaly,ColumbiaandMarina
neighborhoods.BetweenWestFirStreetand
Broadway,StateStreetcurrentlyhasthree
northboundvehiculartravellanes,whichwill
requirearoaddietresultingintwonorthbound
lanestoaccommodatethecycletrack.Southof
Broadway,StateStreetcurrentlyhasonevehicular
travellaneineachdirection.Thewidesouthbound
lanealongthissegmentwillbereducedto
implementthecycletrackandangledparkingatthe
southend,whereitexists,willbeconvertedto
parallelparking.Thecycletrackwillintersectwith
eastwestcycletracksatHawthornStreet,Grape
Street,BeechStreet,andBroadway.AppendixG
includesaconceptualplanviewdepictinga
potentialalignmentoftheStateStreetcycletrack,
betweenDateStreetandCedarStreet,withparking
locatedcurbsideandthebufferlocatedbetween
theparkinglaneandthecounterflow(southbound)
cycleway. Greenpaintcanbeusedtoemphasizeconflictzonesasshown
inthisimageofBroadwayinSeattle.

Fifth Avenue acontraflowcycletrack,whileaClassIIIbicycle

Anorthboundonewaycycletrackwillrunalong routemarkedbysharrowswillprovidefor
thewestsideofFifthAvenuefromDateStreettoB southboundbicycletravel.Theexistingonstreet
Street.Aparallelsouthboundonewaycycletrack parkingwillbemaintainedalongthissegment.In
willrunalongFourthAvenuefromDateStreettoB additiontoprovidingnorthsouthconnectionsfor
Street.ThiscycletrackwillconnecttheUptown theEastVillageneighborhoodthiscycletrackwill
communitynorthofInterstate5toDowntownand alsoservetoimprovesafetyconditionsforcyclists
intersectwitheastwestcycletracksatBeechStreet nearSanDiegoHighSchoolandSanDiegoCity
andBStreet.FifthAvenuecurrentlyhasthree Collegewhere,historically,relativelyhigherbicycle
northboundvehiculartravellanesalongthis collisionswererecorded.Thecycletrackwillrun
segment.Onelanewillberemovedto paralleltoportionsoftheBlueandOrangeLines,
accommodatethecycletrack.Thecycletrackwill andprovideaccesstostationsatSmartCornerand
intersectwitheastwestcycletracksatBeachStreet MarketStreet.Thecycletrackwillintersectwith
andBStreet. eastwestcycletracksatCStreetandJStreet.

Sixth Avenue East-West Cycle Tracks
Atwowaycycletrackwillrunalongtheeastsideof
Hawthorn Street
SixthAvenuefromBeechStreettoitssouthern
Awestboundonewaycycletrackwillrunalongthe
terminusatLStreet.Thiswillprovideanorthsouth
southsideofHawthornStreetfromHarborDriveto
connectionthroughDowntownscentral
StateStreet.Aparalleleastboundonewaycycle
neighborhoodsandaccesstotheBlueandOrange
trackwillrunalongGrapeStreetfromHarborDrive
LinesatCStreet,aswellastheGreenLines
toStateStreet.ThecycletrackwillconnectLittle
GaslampQuarterStation.SixthAvenuecurrently
ItalyandtheUptowncommunitytotheSanDiego
hasthreesouthboundvehiculartravellanes.One
Bay.Onstreetparkingalongthesouthsidewillbe
lanewillberemovedtoaccommodatethecycle
removedtoaccommodatethecycletrack,however,
track.Thecycletrackwillintersectwitheastwest
thethreevehicletravellaneswillremain.Thecycle
cycletracksatBeechStreet,BStreet,CStreet,andJ
trackwillintersectwithnorthsouthcycletracksat
Street.
StateStreetandPacificHighway,andtheexisting
multiusepathadjacenttoHarborDrive.
Park Boulevard
Onewaycycletrackswillrunalongeachsideof
Grape Street
ParkBoulevardfromInterstate5toCStreet.North
Aneastboundonewaycycletrackwillrunalongthe
ofCStreet,theintermittentonstreetparkingwill
northsideofGrapeStreetfromHarborDriveto
beremovedtoaccommodatethecycletracks.
StateStreet.Aparallelwestboundonewaycycle
SouthofCStreetitwillbeatwowaycycletrackon
trackwillrunalongHawthornStreetfromHarbor
theeastsideofParkBoulevardonthewidened
DrivetoStateStreet.Thecycletrackwillconnect
sidewalktoEStreet.AttheEStreetintersection
LittleItalyandtheUptowncommunitytotheSan
thecycletrackwilltransitiontothewestsideof
DiegoBay.Onstreetparkingwillberemovedon
ParkBoulevardandwillconvertthesingle
bothsidesofGrapeStreettoaccommodatethe
southboundlaneintotwowaybicycletravelonly
cycletrackandanadditionalvehiculartravellane.
throughtheprohibitionofvehiculartravel,withthe
Thecycletrackwillintersectwithnorthsouthcycle
exceptionofthesegmentbetweenMarketStreet
tracksatStateStreetandPacificHighway,andthe
andIslandAvenuewhereParkBoulevardwill
existingmultiusepathadjacenttoHarborDrive.
remainopentovehiculartraffic.Asshownin

AppendixG,alongtheParkBoulevardsegment
Beech Street
betweenMarketStreetandIslandAvenue
northboundbicycletravelwillbeaccommodatedby Atwowaycycletrackwillrunalongthesouthside
ofBeechStreetfromPacificHighwaytoSixth

Avenue.Thecycletrackwillprovideaneastwest connectionthroughthecenterofDowntown,with
connectionfortheLittleItalyandCortezHill BStreetandCStreetprovidingconnectionseastof
neighborhoodsandaccesstotheGreenLineTrolley ThirdAvenue.Thisbicyclefacilitywillimprove
betweenPacificHighwayandKettnerBoulevard. cyclistsafetyalongamaintransitcorridorwithhigh
Bothvehiculartravellaneswillbemaintained.In vehicularvolumes.Lanedietswillberequiredthe
someinstancesangledparkingwillbeconvertedto lengthofthesegmenttoaccommodatethecycle
parallelparkingtoaccommodatethecycletrack. track.Thecycletrackwillintersectwithnorth
Thecycletrackwillintersectwithnorthsouthcycle southcycletracksatPacificHighway,StateStreet
tracksatPacificHighway,StateStreet,Fourth andThirdAvenue.Ongoingevaluationwill
Avenue,FifthAvenue,andSixthAvenue. considerthefeasibilitytocontinuethisbicycle
facilityeasttoSixthAvenue.
B Street
Atwowaycycletrackwillrunalongthesouthside J Street
ofBStreetfromThirdAvenuetoSixthAvenue.This Atwowaycycletrackwillrunalongthesouthside
segmentservestocontinuetheeastwest ofJStreetfromFirstAvenuetoInterstate5.The
connectionthroughthecenterofDowntownwith cycletrackwillprovideaneastwestconnectionin
Broadwayservingthewesternsideofthe thesouthernpartofDowntownthroughtheEast
communityandCStreetservingtheeast.BStreet Village,HortonPlaza/GaslampQuarter,andMarina
currentlyhasthreewestboundvehiculartravel neighborhoods.Additionally,theJStreetcycle
lanes.Onelanewillberemovedtoaccommodate trackwillprovideaccesstotheSanDiegoCentral
thecycletrack.Thecycletrackwillintersectwith Library,PetcoPark,SanDiegoConventionCenter,
northsouthcycletracksatThirdAvenue,Fourth andtheGreenLine.Bothvehiculartravellaneswill
Avenue,FifthAvenue,andSixthAvenue. bemaintained.Insomeinstancesangledparking
willbeconvertedtoparallelparkingto
C Street accommodatethecycletrackandparkingwillbe
Atwowaycycletrackwillrunalongthenorthside eliminatedonthesouthsideofJStreet,between
ofCStreetfromSixthAvenuetoInterstate5.This SeventhandTenthavenues.Thecycletrackwill
segmentservestocontinuetheeastwest intersectwithnorthsouthcycletracksatSixth
connectionthroughthecenterofDowntownwith AvenueandParkBoulevard.
BroadwayandBStreetprovidingconnectionswest
ofSixthAvenue.SimilartoParkBoulevard,theC Future Considerations
Streetcycletrackwillalsoservetoimprovesafety BothMarketStreetandtheentirelengthof
conditionsforcyclistsnearSanDiegoHighSchool Broadwaywerealsoconsideredforcycletracks,
andSanDiegoCityCollegewhere,historically, however,afterdiscussingtheroadway
relativelyhigherbicyclecollisionswererecorded.C modificationsrequiredtoimplementcycletrackson
Street,from6thAvenueto10thAvenue,willbe theseroadwayswithcommunitymembersand
closedtovehiculartraffictoaccommodatethe otherstakeholders,thesefacilitieswereultimately
cycletrack.Additionally,between10thAvenueand leftoutoftherecommendednetwork.Potential
Interstate5oneofthethreeeastboundvehicular cycletracksalongMarketStreetandBroadway
travellaneswillberemoved.Thecycletrackwill wereanalyzedintheDowntownMobilityPlan
intersectwithnorthsouthcycletracksatSixth TechnicalReport.Theseanalysesprovideflexibility
AvenueandParkBoulevard. forfutureimplementationshouldcommunity
attitudesshiftregardingmobilityalongthese
Broadway (west of Third Avenue) corridors.
Onewaycycletrackswillrunalongeachsideof
BroadwayfromHarborDrivetoThirdAvenue.This
segmentservestocontinuetheeastwest


CHAPTER 6 | TRANSIT
6 Transit
Providinganefficient,highqualitytransitsystem,
especiallyinhighintensitycommunitiessuchas
Downtown,isvitaltomaintainingacceptablelevels
ofmobilityforalltravelers.Itisimportantto
considerthattransitridersarealsotypically
pedestriansatthebeginningandendoftheirtrips.
Foratrulycompleteandholisticmobilitynetwork,
providingconnectionsbetweenmodes,especially
walktotransitandbiketotransit,isofcritical
concern.
GeneralPlanPoliciesMEB.1throughMEB.10,as
wellasthegoalsandpoliciesproposedinthis
Chaptershouldbeconsultedforguidance.
6.1 Existing Conditions

TransitopportunitiesinDowntownaremore
plentifulthananywhereintheCounty.Localbus,
RapidBus,lightrail(Trolley),commuterrail
(Coaster),andrail(Amtrak)canallbeaccessed
Downtown.Thesevaryingservicesconnect
Downtowntoneighboringcommunities,cities,and For a truly complete and holistic
regions.SANDAGplans,engineers,andbuilds mobility network, providing
publictransportationinfrastructurethroughoutthe
region.MTSoperateslocalbusandRapidBus
connections between modes,
servicesandtheTrolley.TheCoasterisoperatedby especially walk-to-transit and bike-to-
theNorthCountyTransitDistrict(NCTD),while transit, is of critical concern.
Amtrakoperatesrailservices.

Transitneedsareidentifiedintermsofhigh Figure61displaysexistingtransitneedsin
demandandhighdeficiencies.Areasofhigh Downtown.Thereisgenerallystrongcoverage
demandaredefinedbyrelativelyhightransit throughoutDowntownintermsoftransit
boardingsandalightings,whilehighdeficiencyis stops/stations.Thehighesttransitboardingsand
characterizedbynetworkgaps,orunderserved alightingsarefoundneartheDowntowncenter
corridors,andtransitstoplocationswithrelatively (nearCivic/Coreneighborhoods)andinthe
highpedestrianand/orbicycleinvolvedcollisions northwestcorneroftheEastVillage.Additional
within500feet. locationsornodesoftransitimportanceincludethe
SantaFeDepot,12thandImperialTransitCenter,
andtheCityCollegeTransitStation.

CHAPTER 6 | TRANSIT
Figure 6-1 Transit Needs
Transit Needs
Major Transit Corridor
l St
Laure
Unacceptable LOS
ia St 5
Kalm
=
<
! Failing Intersection
er St
Junip Major Transit Center
t
Ivy S Top 5 Trolley Stations
Haw
thorn
S t
163 Top 5 Bus Stations
Grap
e St High Bike/Ped Collisions
Near Transit Station
S t
W. Fir
Elm St
Date St
Cedar St
=
<
!
Beech St
Seventh Ave
Columbia St
Second Ave
Eighth Ave
Fourth Ave
Kettner Bl
Ninth Ave
Harbor Dr
Third Ave
Sixth Ave
Fifth Ave
Union St
First Ave
Front St
State St
India St
Ash St
A St
B St
=
<
!
C St
=
<
! Broadway
E St
=
<
!
F St
=
<
!
94
G St
=
<
!
Eleventh Ave
Tenth Ave
16th St
17th St
13th St
14th St
15th St
Park Bl
Market St
Island Ave
J St
=
<
!
K St
L St
Imperial Ave
Commercial St
5
N
0 0.1 0.2 Miles
75

CHAPTER 6 | TRANSIT
Bicycleandpedestriancollisionswithin500feetof Ageneraloverviewoftheplannedimprovements
transitstopsweremostprevalentalongthe identifiedintheRTPincludesthefollowing:
BroadwayandMarketStreetcorridors,and
20minute peak hour and 60minute off
clusteredaroundtheblocksneartheintersectionof
peakhourCoasterheadways
11thAvenueandCStreet.Thehighcollision
10minute peak hour Rapid Bus headways
volumesintheseareaspotentiallyindicatesunsafe
toEscondidoviatheInterstate15corridor;
orinadequatepedestrianandcyclingenvironments,
San Diego State University via the Park
whichcouldhindergrowthintransitridership.
Boulevard/El Cajon Boulevard corridor;
Otay Border crossing via the State Route

Improvingpedestrianandbicyclesafetyneartransit
94/Interstate 805 corridor; North Park via
locationsisimportantforconnectingthefirstand
GoldenHill;andCoronadoviaBarrioLogan
lastmilebetweentransitstopsanduseroriginsand
destinations.Thisconnectionisvitaltosustaining 15minute peak hour Rapid Bus headways
andincreasingthetransitmodesharein toSanteeandElCajonTransitCenters;San
Downtown. Ysidro, and Kearney Mesa via Hillcrest and
MissionValley
Theadoptedregionaltransportationplan(RTP),San Streetcar with 10minute all day headways
DiegoForward:TheRegionalPlan,servesasthe from Downtown to Hillcrest; Little Italy to
blueprintforaregionaltransportationsystemwith East Village; and 30th Street to Downtown
aHorizonYearof2050.Figure62displaysthe viaNorthParkandGoldenHill
2050RevenueConstrainedTransitNetworkas 10minute all day headways on most local
identifiedintheRTP.AppendixCidentifiesthe busroutes
plannedpublictransitimprovementsimpacting 7.5minuteTrolleyalldayheadways
DowntownasreflectedintheRevenueConstrained Downtown San Diego Street Car between
Network. Little Italy and East Village with 10minute
headways
MidCoast Trolley from Downtown to
University City via Old Town and the
UniversityofCalifornia,SanDiego
RapidBusservicetoNorthParkandGolden
Hill, Kearny Mesa, Coronado, Spring Valley
andSDSU

GeneralPlanPoliciesMEB.1throughMEB.10,as
wellasthegoalsandpoliciespresentedinthis
Chaptershouldbeconsideredwhenevaluating
transitmobilityandplanningfutureimprovement
projects.

Pedestrian and bicycle safety near

transit locations is important for
connecting the first and last mile
between transit stops and user origins
and destinations.


CHAPTER 6 | TRANSIT
Figure 6-2 2050 Revenue Constrained Transit Network
l St
Laure
Kalm
ia St 5
er St
Junip
Ivy S
t 163
St
thorn
Haw
e St
Grap
Fir St
Date St
Cedar St
Beech St
Seventh Ave
Columbia St
Second Ave
Eighth Ave
Fourth Ave
Kettner Bl
Ninth Ave
Harbor Dr
Third Ave
Sixth Ave
Fifth Ave
Union St
First Ave
Front St
State St
India St
Ash St
A St
B St
C St
Broadway
E St
F St
94
G St
Eleventh Ave
Tenth Ave
16th St
17th St
13th St
14th St
15th St
Park Bl
Market St
Island Ave
J St
K St
L St
Imperial Ave
Commercial St
5
Transit Network
Commuter Rail
Light Rail
Rapid Bus
Streetcar
Local Bus 0 0.1

N
0.2 Miles

CHAPTER 6 | TRANSIT
6.2 Goals & Policies

TP2 Workwithotheragenciestosupport
plannedstreetimprovementsto
Transit Goals
accommodatetransit.
TG1 Alandusepatternthatsupportsaflexible,
fast,frequent,andsafetransitsystem, TP3 Coordinatewithagenciesresponsiblefor
providingconnectionswithinDowntown planning,implementing,building,and
andbeyond. operatingpublictransportation
infrastructureandservices,suchas
TG2 Anattractiveandconvenienttransitsystem SANDAG,MTS,NCTD,andAmtrakto
thatisthefirstchoiceoftravelformany provide:
tripsmadewithin,to,andfromDowntown.
RapidBusservice,improvingthe
commuterandlongdistance
TG3 IncreasedtransituseamongDowntown
transitnetworkwithstateofthe
residents,workers,andvisitors.
arttechnologytoprovidemore
frequentandfastertripsinandout
Transit Policies ofDowntown.
TP1 Locatethehighestintensitydevelopments Busservicemodificationsto
inorneartrolleycorridorstomaximizethe improveservice,andtoincrease
levelofactivitywithstrongtransit transitaccessibilitywhenthe
accessibility. internalshuttleandRapidBus
servicesbegin.

TP4 Workwithrelevantagenciestoeliminateor
mitigateadverseimpactsoffreighttrain
trafficonadjacentpedestrians,landuses,
andresidents.Impactsincludeblocked
intersectionsandhornnoise.Ifimpact
mitigationstrategiesfail,reconsiderthe
feasibilityofundergroundingfreightlines
throughallstrategicportionsofDowntown.

TP5 EnhancestreetscapeswithinTransitwaysto
increaseattractivenessforallusersand
promotesharedtransit,pedestrianand
cyclistuse.

TP6 EncourageSANDAGtodeveloprealtime
informationandsignagesystemsforall
Downtowntransitfacilities.

TP7 Coordinatetransitstationdesignwiththe
transitagencytoensureinviting,enjoyable
places,withshade,publicart,landscaping,
andmemorabledesignfeaturesreflective
ofthesurroundingenvironment.


CHAPTER 6 | TRANSIT
TP8 Cooperatewiththetransitagencyonpublic 6.3 Transit

programsandcampaignstoincreasetransit
useforvarioustypesoftrips,especially Recommendations
work,shopping,andentertainment.
Increasingtransitridershipto,from,andwithin
TP9 Coordinatewithregionalrailandtransit Downtownisanimportantcomponentoffuture
plannerstomonitorintracitypassenger mobility.Inadditiontoprovidinganefficient,well
andfreightconceptsandpotentialimpacts connectedtransitnetwork,transitamenitiesand
onDowntown. transitstopenvironmentsplayaroleinencouraging
transitridership.Theplannedpublictransit
TP10 TheCityofSanDiego,inconjunctionwith networkidentifiedinthe2050RTPiscomprisedof
CivicSanDiego,shouldpursue localbus,rapidbus,lightrail(Trolley),commuter
implementationofademandresponse rail(Coaster),andrail(Amtrak).
shuttlesystemwithintheDowntownarea.
Theshuttlesystemshouldprovideapoint Figure63displaystheproposedTransitways,
topointexperiencewhichcouldbe identifyingcorridorswheretransitandtransitusers
requestedfromamobiledevice.The areprioritized.Figure64presentsacrosssection
shuttlesystemwillmaintainandenhance oftheParkBoulevardTransitway.
publicaccesstoandalongthewaterfront
forresidents,workersandvisitorsof Thesecorridorswereselectedbasedupontheir
Downtown.Theshuttlesystemshould existingandplannedtransitservicesandhigh
includelinkagestotheairport,MTS transitdemand.Transitisapriorityalongthese
transportationhubs,andkeyDowntown corridors.Specialconsiderationshouldbepaidto
destinationpoints. transitstopsalongtheidentifiedTransitways.High
qualitytransitshelters,bikeracks,bikeshare
TP11 WorkwithSANDAGandMTStoensure stations,informationkiosks,andotheramenities
transitroutesmaximizeefficiencythrough thatservetopromotetransitandimprovethe
theavoidanceofangledparkingalongmain environmentandexperiencefortransitusers
transitroutes. shouldbeconsidered.Additionally,futureanalysis
oftheFStreetandGStreetcoupletmayconsidera
TP12 WorkwithSANDAGandMTStoensurebus peakperiodtransit/HighOccupancyVehicleLanein
routes,busstopsandbusturningradiiare theparkinglane.
evaluatedinthedesignofstreetand
sidewalkimprovements.
TP13 Ensurefutureinstallationandreplacement
oftrafficsignalsinDowntownincorporate
multiringcontrollerunitswithadvance
trafficcontrollerlogicforcomplex
intersectionandnetworkoperationsthat
promoteefficienttransitmobility.

CHAPTER 6 | TRANSIT
Figure 6-3 Proposed Transitways
l St
Laure 163
Kalm
ia St 5
er St
Junip
t
Ivy S
St
thorn
Haw
e St
Grap
S t
W. Fir
Elm St
Date St
Cedar St
Beech St
Eighth Ave
Harbor Dr
Pacific Hwy
Kettner Bl
India St
Columbia St
State St
Union St
Front St
First Ave
Second Ave
Third Ave
Fourth Ave
Fifth Ave
Sixth Ave
Seventh Ave
Ninth Ave
Ash St
A St
B St
C St
Broadway
E St
F St
94
G St
Tenth Ave
Eleventh Ave
Park Bl
13th St
14th St
15th St
16th St
17th St
Market St
Island Ave
J St
K St
L St
Imperial Ave
Commercial St
5
Transitway 0 0.1
N
0.2 Miles

CHAPTER 6 | TRANSIT
Figure 6-4 Park Boulevard Transitway Cross-Section



CHAPTER 7 | VEHICULAR TRAFFIC
7 Vehicular Traffic
Despitetherelativelyhighlevelsofresidentialand
employmentdensity,mixoflanduses,andplentiful
transitopportunities,thevastmajorityof
Downtownresidentsreportdrivingastheprimary
modeusedfortheworkcommute.Additionally,
Downtownisanimportantculturaland
entertainmenthubfortheregion,attracting
thousandsofvisitorsthatfrequentlydrivetothe
community.Theexistingstreetnetworkin
Downtownprovidesahighdegreeofconnectivity,
allowingforshortertraveldistancesbetweentrip
originsanddestinations.Downtownsstreet
systemalsoprovidesmultipleregionalaccesspoints
bythreefreeways,includingI5,SR163,andSR94.
Maintainingaconvenient,efficientstreetsystem
forinterandintracommunitytraveliscriticalto
preservingDowntownsstatusasakeyregional
destination.

ThisChapterdescribesexistingconditionsrelatedto
Similartopedestrianandbicycleinvolvedcollisions,
vehicularmobilityandproposesasetofgoalsand
intersectionswithrelativelyhighcollision
policiestosupportthestreetsysteminDowntown.
occurrencesarelocatednearfreewayaccess
Theproposedstreetsystemplanisalsopresented,
points,includingthefollowingintersections:
includingtheidentificationofsegmentspecific
modifications. FourthAvenueandAshStreet
FifthAvenueandAshStreet
GeneralPlanPoliciesMEC.1throughMEC.7,Table FifthAvenueandAStreet
ME2(TrafficCalmingToolbox),aswellasthegoals TenthAvenueandAStreet
andpoliciesproposedinthisChapterprovide EleventhAvenueandAStreet
guidanceforfuturestreetandintersection 16thAvenueandFStreet
modificationsandimprovements. 16thAvenueandGStreet

PeakperiodintersectionLevelofService(LOS)was
7.1 Existing Conditions generallyfoundtobeacceptable,withthefollowing
exceptions:
Acomprehensivedatacollectionandanalysiseffort
SecondAvenueandCedarStreet(AMLOSF)
wasundertakentoreporttheexistingtraffic
BStreetand17thStreet(AMLOSF)
demandsanddeficienciesinDowntown.Figure71
BroadwayandFrontStreet(PMLOSF)
displaysroadwayneeds,addressingsafetyissues,
EStreetand16thStreet(AMLOSF)
operationaldeficiencies,andcapacitydeficiencies.
FStreetand15thStreet(PMLOSF)
GStreetand17thStreet(PMLOSF)

Figure 7-1 Street and Freeway Needs
Street and Freeway Needs

Freeway Access
l St
Laure
Unacceptable LOS
Kalm
ia St 5
One-Way to Two-Way
er St
Junip
=
<
! Failing Intersection
t
Ivy S +LJK&ROOLVLRQV
t
Haw
thorn
S
Barrier to Vehicular Travel
e St
163
Grap
S t
W. Fir
Elm St
Date St
Cedar St
=
<
!
Beech St
Seventh Ave
Columbia St
Second Ave
Fourth Ave
Kettner Bl
Ninth Ave
Harbor Dr
Eighth Ave
Third Ave
Sixth Ave
Fifth Ave
Union St
First Ave
Front St
State St
India St
Ash St
A St
B St
=
<
!
C St
=
<
! Broadway
E St
=
<
!
F St
=
<
!
94
G St
=
<
!
Eleventh Ave
Tenth Ave
16th St
17th St
13th St
14th St
15th St
Park Bl
Market St
Island Ave
J St
=
<
!
K St
L St
Imperial Ave
Commercial St
5
N
0 0.1 0.2 Miles
75

SSP7 Provideforsustainablestreetdesigns
7.2 Goals & Policies includingstormwaterinfiltrationand
reductioninstormwaterrunoffaswellas
Street System Goals flooding.

SSG1 Astreettypologybasedonfunctionaland
SSP8 Encouragestreetdesignsthatallowfor
urbandesignconsiderations,emphasizing
temporarystreetclosuresforpublicand
connectionsandlinkages,pedestrianand
communityevents.
cyclistcomfort,transitmovement,and

compatibilitywithadjacentlanduses.
7.3 Street Recommendations
SSG2 Anenhancedstreetgridthatpromotes
flexibilityofmovement,preservesand/or Thestreetsystemshouldprovidefortheefficient
opensviewcorridors,andretainsthe movementofvehiclesalongspecificcorridorswith
historicscaleofthestreets. enhancementstopedestrian,cycling,andparking
facilities.AutowaysidentifyDowntownstreets
Street System Policies wheredrivingisprioritized.Theseroadways
SSP1 Implementthestreettypologyshownin typicallyprovideforhighvolumeautomobileand
Figure41whencarryingoutstreetscape transitflowsinto,outof,andthroughDowntown.
improvements. Autowaysareintendedtosupportthesehigh
volumesbyprovidingmaximumefficiencywhile
SSP2 Prohibitanddiscourageanyinterruptionof alsoconsideringsafety.
thestreetgrid.
Figure72presentstheproposedAutoways,while
SSP3 Forgenewconnectionsandviewcorridors Figure73displaysatypicalAutowaycrosssection.
aslargersitesareredeveloped,opening
rightsofwayatthewaterfront,through
theCivicCenterandalongCedarStreet,
amongothers.Requirefullvehicleand
pedestrianaccessinnewconnections
exceptwhereprecludedbyexistingplans
andprojects.
SSP4 Workwithappropriatetransportation
agenciesonfreewayimprovementsinand
neartheDowntownarea.

SSP5 Implementtheproposedimprovements
withinthisMobilityPlan,withspecific
reductionsinvehiculartravellaneson
certainstreets,whichcanthenfacilitate
enhancedbicycleandpedestrianfacilities.
SSP6 Evaluateandprovidespecificvehicular
travellaneconfigurationsforallstreets
(numberoftravellanes,onewayvs.two
waycirculation).

Figure 7-2 Proposed Autoways
l St
Laure 163
Kalm
ia St 5
er St
Junip
t
Ivy S
St
thorn
Haw
e St
Grap
S t
W. Fir
Elm St
Date St
Cedar St
Beech St
Harbor Dr
Pacific Hwy
Kettner Bl
India St
Columbia St
State St
Union St
Front St
First Ave
Second Ave
Third Ave
Fourth Ave
Fifth Ave
Sixth Ave
Seventh Ave
Eighth Ave
Ninth Ave
Ash St
A St
B St
C St
Broadway
E St
F St
94
G St
Tenth Ave
Eleventh Ave
Park Bl
13th St
14th St
15th St
16th St
17th St
Market St
Island Ave
J St
K St
L St
5
Imperial Ave
Commercial St
Autoway 0 0.1
N
0.2 Miles

Figure 7-3 Typical Autoway Cross-Section
Note that cross-section and conceptual plan illustrations are provided to demonstrate general feasibility of the subject proposal only.
Actual improvements will require additional engineering studies and design work and shall be to the satisfaction of the City Engineer.

TheDowntownstreetsystemcurrentlyconsistsof alignmenteastof13thStreet.Themodificationwill
bothoneandtwowaystreets,withsomestreets provideadditionalrightofwaytoimplement
alternatingthepermitteddirectionsoftravel. enhancedGreenwayfeatures,suchasexpanded
Figure74identifiesonewaystreetsegments sidewalkwidthsandincreasedlandscaping.
proposedforconversiontotwowaystreetsto
provideforincreasedvehicularmobility.
The street system should provide for
Eachofthestreetsegmentsproposedfor
the efficient movement of vehicles
conversionareidentifiedbelow,includingthe
rationalforthemodification: along specific corridors with
enhancements to pedestrian, cycling,
Third Avenue and parking facilities.
(Date Street to A Street)
Thissegmentwillbemodifiedtobetteralignwith
ThirdAvenuesouthofAStreetandnorthofFir Road Diets
Street.Convertingthethreelanenorthbound
AsdescribedinChapter3oneofthekeydriversof
segmenttotwolaneswithbidirectionaltravelwill
themobilitynetworkdevelopmentwastocreatea
alsoprovideadditionalrightofwayneededto
feasiblesystemthatcanbeimplementedby
accommodateangledparkingwhichwillincrease
repurposingandreconfiguringtheexistingpublic
overallsupplyalongthissegment.
rightofwaytobetteraccommodateallmodesof
travel.Asystemwidetrafficoperationalanalysis
Eighth Avenue wasconductedtodeterminewhichDowntown
(Ash Street to G Street) streetshaveexcesscapacityandwhereanauto
ThissegmentofEighthAvenuewillbealteredtobe travellanemayberemovedtoaccommodatea
consistentwithEighthAvenuesouthofGStreet. greenway,aseparatedbicyclefacility,orangled
Thethreelanesouthboundsegmentwillbe (fromparallel)onstreetparkingtooffsetthe
modifiedtoprovideasinglelaneineachdirection, potentialparkinglossesassociatedwiththe
whichwillprovideadditionalrightofwayto implementationofcycletracksandgreenways.The
implementenhancedGreenwayfeatures,suchas proposedroaddietsaredisplayedinFigure33and
expandedsidewalkwidthsandincreased summarizedinTable71.
landscaping.
Ninth Avenue
(Ash Street to Market Street)
Thethreenorthboundtravellanesalongthis
segmentofNinthAvenuewillbemodifiedtoa
singlelaneineachdirection,tobeconsistentwith
thealignmentsouthofMarketStreet.The
modificationwillallowfortheimplementationof
angledparkingwhichwillincreasestreetparking
capacity.
E Street
(Fourth Avenue to 13th Street)
Thethreeeastboundtravellanesalongthis
segmentofEStreetwillbemodifiedtoasinglelane
ineachdirection,tobeconsistentwiththe

Figure 7-4 Proposed One-Way to Two-Way Street Conversions
l St
Laure 163
Kalm
ia St 5
er St
Junip
t
Ivy S
St
thorn
Haw
e St
Grap
S t
W. Fir
Elm St
Date St
Cedar St
Beech St
Seventh Ave
Columbia St
Second Ave
Fourth Ave
Kettner Bl
Eighth Ave
Ninth Ave
Harbor Dr
Third Ave
Sixth Ave
Fifth Ave
Union St
First Ave
Front St
State St
India St
Ash St
A St
B St
C St
Broadway
E St
F St
94
G St
Eleventh Ave
Tenth Ave
16th St
17th St
13th St
14th St
15th St
Park Bl
Market St
Island Ave
J St
K St
L St
Imperial Ave
Commercial St
5
Convert One-Way to Two-Way

Existing Two-Way Streets
Existing One-Way Streets 0 0.1
N
0.2 Miles

Table 7-1 Proposed Road Diets

Segment From To
North-South Road Diets
Pacific Highway Laurel Street Harbor Drive
Kettner Boulevard Ivy Street Grape Street
Kettner Boulevard Cedar Street Ash Street
India Street Beech Street Broadway
Columbia Street Juniper Street Broadway
State Street West Fir Street Broadway
Second Avenue Cedar Street A Street
Third Avenue Date Street C Street
Fourth Avenue Date Street B Street
Fifth Avenue Date Street B Street
Sixth Avenue Elm Street J Street
Seventh Avenue Ash Street K Street
Eighth Avenue Ash Street J Street
Ninth Avenue A Street Market Street
14th Street E Street Market Street
17th Street Market Street J Street
East-West Road Diets
Cedar Street Second Avenue Seventh Avenue
B Street Third Avenue Sixth Avenue
C Street Tenth Avenue Interstate 5
E Street Fourth Avenue 14th Street
Road Closures southboundlane.ParkBoulevard,from

MarketStreettoIslandAvenue,willremain
Inadditiontoaboveroaddiets,acoupleofroadway opentovehiculartraffictofacilitate
closurestovehiculartrafficarealsoproposedto commercialdeliveriesandmaintainon
accommodatetheimplementationofcontinuous streetparking.AppendixGincludesaplan
separatedbicyclefacilitiesalongCStreetandPark viewgraphicofthissegmentdemonstrating
Boulevard. theproposedalignment.
SectionsofCStreet,fromSixthAvenueto
TenthAvenue,willbeclosedtovehicular Lane Diets
traffic.Thissegmentcurrentlyprovidesa
Insomeinstancesrepurposinganentirevehicular
singleeastboundlane.Vehiculartrafficis
travellaneisnotnecessary,ratheralanedietor
currentlyprohibitedwestofthissegment,
narrowingthelaneswillprovidesufficientwidthto
onCStreetfromSecondAvenuetoSixth
accommodatetherecommendedimprovement.
Avenue.
TheproposedlanedietsarelistedinTable72.
SectionsofParkBoulevard,fromEStreetto
MarketStreet,andIslandAvenuetoK
Street,willbeclosedtovehiculartraffic.
Thesesegmentscurrentlyprovideasingle

Table 7-2 Proposed Lane Diets

Segment From To
North-South Lane Diets
Union Street Date Street Island Avenue
Third Avenue C Street Broadway
Eighth Avenue Date Street Ash Street
Ninth Avenue Market Street J Street
Park Boulevard Interstate 5 C Street
Park Boulevard Market Street Island Avenue
13th Street C Street E Street
14th Street Market Street Commercial Street
15th Street C Street Broadway
17th Street F Street Market Street
17th Street J Street Imperial Avenue
East-West Lane Diets
Cedar Street Pacific Highway First Avenue
Cedar Street Seventh Avenue Tenth Avenue
Beech Street Pacific Highway Sixth Avenue
B Street Kettner Boulevard State Street
Broadway Harbor Drive Third Avenue
E Street 14th Street 17th Street
Island Avenue Union Street Interstate 5
J Street First Avenue Interstate 5
K Street Third Avenue Seventh Avenue
K Street Park Boulevard 17th Street


CHAPTER 8 | TRANSPORTATION DEMAND MANAGEMENT
8 Transportation Demand
Management
TransportationDemandManagement(TDM)canbe
definedasabroadsetofstrategiesthatstriveto
reduceorreallocateautomobiletraveltoachieve
regionalbenefitssuchasreducedcongestion,
improvedairquality,reducedenergyuseand
greenhousegasemissions,improvedpublichealth
forthosebikingorwalking,andreduced
commutingandtravelcosts.ThroughouttheSan
DiegoregionSANDAGcurrentlycoordinatesarange
ofprogramsaimedatreducingtrafficcongestions
andincreasingthenumberofcommuterswho
ridesharethroughcarpoolingorvanpooling,ride
transit,bike,walk,andtelecommute.
TheremainderofthisChapterexploresexisting
TDMpractices,recommendedgoalsandpolicies
andrecommendedstrategiestoimplement.This
ChaptergenerallydividesTDMstrategiesinto
ActiveTransportation(strategiestoincrease
bicyclingandwalking)andconventionalTDM
strategies.

8.1 Existing Conditions
Abriefdescriptionofeachstrategyisprovided
Table81presentsTDMstrategiesemployedin below.MoredetailedTDMstrategydescriptions
Downtownandthroughouttheregion. areprovidedinAppendixD.

Table 8-1 TDM Strategies

Active Transportation Strategies Conventional Strategies
Wayfinding Public Transit
Bike Parking Ridesharing
Bike Share Carsharing
Ciclovias / Open Streets / Sunday Parkways Parking Management
Education and Enforcement Flexible Work Arrangements
Outreach and Marketing

CHAPTER 8 | TRANSPORTATION DEMAND MANAGEMENT (TDM)
Wayfinding
Wayfindingtools,includingsigns,pavement
markings,andmapsareaninvaluableresourcefor
pedestriansandbicyclists.Theyareespecially
neededbythosewhoarenotfamiliarexisting
routes,suchasbeginningcyclistsortourists.
CivicSanDiegoiscurrentlyintheprocessof
updatingwayfindingsignageinDowntown.The
WayfindingDesignSignageUpgradeincludes
pedestriancirculationsignsandkiosksaswellas
signagetodirectpedestriansandbicycliststo
nearbytrails,butdoesnotcomprehensively
addressbicyclewayfindingneedsinDowntown.
Bike Parking
Convenientandsecurebikeparkingisanecessary
componentofacomprehensivebicycle
accommodationstrategy.Bikeracksshouldbe
WayfindingSignonThirdAvenue.
locatedincloseproximitytobuildingentrancesand
shouldbeeasilyvisibletoapasserby.
Open Streets / Ciclovias / Sunday
TheSanDiegoMunicipalCodeensuresthatbike Parkways
rackswillbeimplementedinnewdevelopments ThetermCicloviareferstoapublicstreetthathas
andthroughredevelopment.Businessescan beenclosedtovehiculartraffic,butremainsopen
requestabikerackbysendinganemailtoa tobicyclistsandpedestrians.SanDiegosversionof
designatedrecipientattheCity theCiclovia,termedCicloSDias,beganin2011and
(trafficops@sandiego.gov).Allcostsassociated washeldforthethirdtimeinNovember2014.The
withrackinstallationandmaintenanceareborneby eventisorganizedbytheSanDiegoCountyBicycle
theCity.RequestsforracksinDowntownare CoalitionwithassistancefromtheCityofSanDiego
handledbyCivicSanDiego. andSanDiegoCounty,aswellasvariousnonprofit
andprivatecompanies.
Bike Sharing
ThebikesharingprograminSanDiegoisoperated Education and Enforcement
inpartnershipbetweentheCityofSanDiegoand TheSanDiegoCountyBicycleCoalitionholds
DecoBike.Uponbuildoutcompletion,thenetwork classesonaregularbasis,includingBicycleTraffic
willprovideapproximately1,800bikes,dispersed Skills101,bicyclerepairclasses,bikerodeos,and
acrossover180stationsinSanDiego,withthe classesgearedtowardswomenandfamilyriding.
greatestconcentrationlocatedinDowntown.Bikes Alongwiththeirclasses,theSanDiegoCountyBike
canberentedbythehalfhour,orviaunlimitedride Coalitionwebsitehasseveraleducationalresources
memberships.DecoBikeoffersamapofbike addressingtopicssuchassharrows,bikelanes,
sharingstations,includingrealtimebikeinventories roundabouts,andhowtopassbikessafely,among
andfreedocks others.TheSANDAGBikeMapalsoincludes
(http://www.decobike.com/sandiego/map informationonbicyclelawsandsaferiding
location). practices,bikeparking,andtakingbikesontransit
vehicles.

Ridesharing
Carpoolingandvanpooling(knowncollectivelyas
ridesharing)havethegoalofincreasingaverage
vehicleoccupancyratesontheroadwaysystem.
Thesestrategiesareamongthemostcosteffective
alternatetransportationchoices,especiallyinareas
underservedbytransit.Inadditiontolower
commutecosts,rideshareparticipantsbenefitfrom
theuseofhighoccupancyvehicle(HOV)andhigh
occupancytolllanes,whichreducecommutetimes.
AvarietyofTDMprogramsareavailablethroughSANDAGs
iCommuteprogram. However,ridesharingremainsanunattractive
optionforsomecommutersduetoinconvenient
In2011,theSanDiegoPoliceDepartmentissueda access,inflexibility,andunreliability.Thereare
memotoitsPatrolandTrafficOfficersclarifyingthe variousTDMstrategiestoaddressthelimitationsof
applicationoftrafficsafetylawstobicyclistsonSan ridesharing,includingfinancialsupport,rideshare
Diegoroadways.Morerecently,theDepartment matching,andguaranteedridehome.
hasparticipatedinamultiagencybikesafety
campaigntopromotethepassageofa3foot Carsharing
passinglawinCalifornia.Toaddressdistracted Carsharingprogramsallowregisteredusersto
drivingandwalking,theSanDiegoPolice reserveandrentcarsathourlyordailyrates.
Departmentrecentlyconductedtargeted Carshareprogramsincludeprivatecompanies,non
enforcementofpedestrianandmotoristviolations profitorgovernmentrunprograms,privatevehicle
thataffectpedestriansafety. fleets,andpeertopeerservices.Carsharing,in
combinationwithtransitandotheralternative
Outreach and Marketing modes,allowindividualsondemandaccesstocars
Outreachandmarketingrelatedtobicyclingand withouttheaddedcostsofvehicleownership.
walkingbuildsinterest,enthusiasm,andsupportfor PrivatecarsharingcompanieshaveoperatedinSan
nonmotorizedtransportation.Outreachcanoccur Diegosince2002,whenFlexcar(purchasedby
throughawidevarietyofeventsandprograms, Zipcarin2007)beganofferingservices.SanDiego
includingbiketoworkdayandbiketoworkmonth, selectedFlexcarin2004fortheirStationCarPilot
employerbasedcompetitions,SafeRoutesto Programtoaddressfirst/lastmileconnections.In
Schoolevents,helmetfittings,andequipment 2009,SANDAGstudiedtheviabilityofonstreet
giveaways,amongothers. parkingforacarsharesystemandin2011,Car2Go
servicelaunchedandhasacurrentallelectricfleet
Public Transit of400vehicles.Thepeertopeerservice,
RelayRides,alsooperatesinSanDiego.
TransitprogramsareessentialtoasuccessfulTDM
program,astheyofferanalternativetosingle
occupancyvehicle(SOV)travelthatisaccessibleto
alargepercentageofthepopulation.Whiletransit
agenciesprovideapublicservicebyoffering
mobilitytotransitdependentpopulations,transit
providersalsohelpmeetthegoalsofTDM
programstotheextenttheyareutilizedbychoice
riders.Choiceridersareindividualswhochoose
transitoverdrivingeventhoughtheycanaffordto

drive. ParkingisreservedforcarsharevehiclesatHortonPlaza.

Parking Management
Freeparkingreducestheoverallcostofvehicle
ownershipandusage,whichresultsinhigherlevels
ofSOVusage.Chargingforparkingincentral
businessdistrictsandotherofficelocations,along
withotherinnovativeparkingmanagement
practicescanreduceoreliminatethissubsidyand
improveoverallsystemefficiency.

TheComprehensiveParkingPlanforDowntown TDM Policies
includesavarietyofrecommendationstoimprove
themanagementofexistingparkingcapacity.The TDMP1 ImplementTDMapproachesand
recommendationsincludeanumberofbest participationinexistingTDMprograms,
practicesoutlinedinthisreportsuchasshared includingbutnotlimitedtothose
parkingagreementsandvariableparkingpricing. overseenbySANDAGandMTS,inorder
to:
Flexible Work Arrangements Encouragerideshareandcarpoolin
alllevelsofgovernmentwith
Flexibleworkarrangements,includingteleworking
officesandfacilitiesDowntownas
anddiscretionaryarrival/departuretimesallow
wellasothermajorDowntown
employeestoforegoworktripsormodifytheir
employers
timingtoavoidtravelduringpeaktimes.SANDAGs
iCommuteprogramhasaTeleworkpilotprogram Designatepreferential,
(TeleworkSD)thatoffersfreeconsultingservicesfor convenientlylocatedcar/vanpool
employerswhowanttoeffectivelyimplement parkingareas
telecommutingstrategiesintheirworkplace. Providetransitreimbursementand
otherbenefitstousersofnon
GeneralPlanPoliciesMEE.1throughMEE.8,as motorizedtravel
wellasthefollowinggoalsandpoliciesshouldbe Establishacar/vanpoolmatching
consideredwhenevaluatingTDMimprovements. servicethatcouldusemechanisms
suchassignupsatindividual
buildings,orviaelectronicmailor
8.2 Goals & Policies anInternetwebsite.
ContinueSANDAGsguaranteed
TDM Goals
ridehomeforworkerswhocarpool
TDMG1 ADowntowntransportationdemand Workwithpublicandprivate
managementprogramthatminimizes entitiestoencouragecarshare
energyconsumption,vehiclemiles programsinDowntown
traveled,andvehiculartraffic Provideflextimeand
contributionsfromnewandexisting telecommutingopportunitiesto
development. employees
TDMG2 Aviablesetofjointuseparking Providedesignatedshuttlestops
arrangementsforevenings,weekends, forthepubliclyaccessibleshuttle
andholidaysthatiscoordinatedwith servingtheDowntownarea,with
regionaltransportationplanningand routingtoincludekeydestination
demandmanagementprograms. points,suchastheairport,hotels,
andvisitorservingfacilities.

8.3 TDM Recommendations Conventional TDM Recommendations

Public Transit
Active TDM Recommendations
Evaluatebikecapacityontransitbusesand
Wayfinding trainsandaddressgapsasneeded.
Developandimplementabicyclewayfinding Developaplantoaddressfirst/lastmiletransit
signageplan,usingtheCivicSanDiego access.
WayfindingDesignSignageUpgradeasaguide.
Ridesharing
Bike Parking
ContinuetoencourageuseofSANDAGs
Implementacomprehensivebicycleparking RideMatchTool
programasrecommendedintheCityofSan (www.icommutesd.com/commuters/tripplanner).
DiegoBicycleMasterPlan.
Developandpublicizeguidelinesforthe Carsharing
implementationofbikecorrals. Continuetoencourageandevaluatecarshare
usewithinDowntown.
Bike Sharing
Closely monitor and evaluate the bike sharing Parking
system to develop a strategic approach to Continuetoimplementrecommendationsin
futurenetworkexpansion. theComprehensiveParkingPlanforDowntown.

Open Streets / Ciclovias / Sunday
Flexible Work
Parkways
ContinuetoimplementtheTeleworkSD
Dependingonattendancelevels,consider
programandevaluateitssuccessovertime.
holdingCicloSDiaseventsonamorefrequent
basis.
Exploreoptimalinstitutionalandmanagement
arrangementstomaximizetheeffectivenessof
CicloSDias.
Education
Explorethefeasibilityofdevelopingabicycle
ambassadorsprogramforSanDiego.
Developacomprehensivesetofeducational
materialswithaconsistentdesignand
marketingapproach.
Asnewbicycleandpedestrianinfrastructureis
installed,suchasprotectedbikelanesor
pedestrianhybridbeacons,developand
distributeeducationalmaterialstoensurethe
publicunderstandshowtheyareintendedto
PriorityparkingisreservedforcarsharevehiclesonBStreetin
beused. Downtown.


CHAPTER 9 | PARKING
9 Parking
Parkingisavitalcomponentofanytransportation
system,andevenmoresointheDowntown
communityduetothehighlevelsofresidentialand
employmentdensity.Downtownspositionasakey
regionaldestinationfordining,cultural,and
entertainmentactivitiesfurtheremphasizethe
needforadequateandconvenientparkingoptions.
GeneralPlanPoliciesMEG.1throughMEG.5,and
TableME3(ParkingStrategyToolbox),aswellas
thefollowinggoalsandpoliciesshouldbe
referencedwhenevaluatingparkingconditionsand
consideringnewparkingfacilitiesormodifications.

Parking Policies
Parking Goals
PP1 Requireacertainportionofonsite
PG1 Parkingaccommodationsthatserve motorcycleandbicycleparkinginaddition
growingneedsbyimprovingthe toautomobilespaces.
managementofparkingdemandthrough
thepromotionanduseofseveral PP2 Emphasizesharedparkingapproaches,
alternativeformsoftravel,suchastransit, including:
carshare,bikeshare,carpool,andother
Developmentofparkingfacilities
ridesourcingoptions.
thatservemultipleuses,toenable
efficientuseofspaceoverthe
PG2 Newparkingstructuresthataccommodate
courseoftheday;
parkingneedsfrommultiplelandusesto
theextentpossibleandallowshared Parkingundernewparksthatare
parkingwherepossible. fullblockorlargerinsize,where
notlimitedbygeologicalorother
PG3 NewpublicgaragesthroughoutDowntown, constraints;and
inlocationscontributingtoefficient Enhanceonstreetparkingthrough
circulation,andconvenientandproximate restripingstreetswhere
toeventualdestinations. appropriate.

PG4 Publicparkingresource(s)neareach PP3 Allowoffsiteand/orsharedparking
NeighborhoodCenterthatprovideshort arrangementswhereappropriateto
termparkingformerchantsandbusinesses. maximizeefficientuseofparkingresources.


CHAPTER 9 | PARKING
PP4 Workwithdevelopersofhighdensity PP12 Consideradditionalguidanceon

developmentsunabletoaccommodate implementationofparkingmanagement
parkingonsitetoallowdevelopment/use strategiesthatareincludedintheSANDAG
ofparkingunderpublicparks,where RegionalParkingManagementToolbox.
appropriateandfeasible. (http://www.sandag.org/uploads/publicatio
nid/publicationid_1910_18614.pdf)
PP5 WorkwiththePorttoprovidepublic
parkingintheWaterfront/Marinearea,and
withtheCity,Countyandotheragenciesin 9.2 Parking Management
theCivic/Corearea.
Theimplementationofparkingmanagement
PP6 Ensurethatallpublicparkingstructures programsandpoliciescanprovidemanybenefitsin
maximizethepotentialforsubterranean regardstoparkingutilizationandcapacitywithin
parkingandincorporateotherusesat theDowntownarea.Indenseurbanareas,suchas
higher,visiblebuildingfloorswhere Downtown,targetedparkingsuppliescanbe
feasible.Exploretheuseoftechnological managedtomaintainahigherutilizationrate
advancements(roboticparking,parking throughouttheday,resultinginafocusedparking
lifts,etc.)toimprovecost/parking demandinkeyareas,insteadofasprawling
efficienciesinthepublicgarages. demandthroughouttheentirecommunity.
Focusedparkingdemandsaremucheasierto
PP7 Maximizetheefficiencyofonstreet maintain,manageanddirectthegeneralpublicto,
parkingbymanagingmeteredtimelimits resultinginlowercosts,demandforfeweroverall
andpricingtocorrespondwithdailyactivity parkingspacesandlesspatronsdrivingaroundcity
patterns. streetssearchingforparkingspaces.

PP8 Provideforparkingdesignsandsolutions
thatmaximizepubliconstreetparkingand
alsoenhancespedestrianandbicycle
environments.
PP9 Strivetomaintainonstreetparking
availabilitiesbyconvertingparallelparking
toangledparkingwherepossible.
PP10 Evaluatecurbspaceallocationswith
managementofmeteredtimelimitsto
assistwithachievinganefficientbalance
betweenloading/passengerdropoff,valet
parkingneeds,andshortandlongterm
parking.
PP11 Maintainacomprehensivemarketingand
communicationsstrategytoinform
residents,businessowners,employees,and
visitorsofallparkingpolicyupdates.
Dynamicsignscanbeusedtodisplaythelocationandquantity
ofavailableparkingspaces.

CHAPTER 9 | PARKING
CivicSanDiegoiscurrentlyintheprocessof Website and Smart Phone

implementingthefollowingparkingmanagement Applications
programswithintheDowntowncommunity:
Withtherecentimplementationofsmartmeter
Reconfiguration of Existing On-Street technologythroughouttheDowntownarea,aswell
asthedevelopmentofwebsites,suchas
Parking to Increase Parking Capacity
http://www.ParkitDTSD.com,allowtheopportunity
CivicSanDiegoisplanningtoconductaDowntown forthedevelopmentofsmartphoneapplications
wideprojecttoreconfigureandconvertexistingon thatdisplayrealtimeinformationastowhereboth
streetparking.Theobjectiveistoreconfigureor publicoffstreetandonstreetparkingvacancies.
convertvacateddriveways,obsoletecurbzones ThisinformationisalreadyavailableforbothCity
(redzones,whitepassengerloadingzones,etc.)in operatedpublicparkingstructures(Parkingiton
ordertomaximizeonstreetparkingavailability. Marketand6thandK)andiscurrentlybeing
CivicSanDiegowillutilizeastudyconductedonthe expandedtoincludeotherpublicparkingfacilities.
currentinventoryofparkingconditionsthroughout Additionally,considerthefeasibilityofpayby
Downtowntodeterminewhichlocationswillneed phoneoptions.
tobereconfiguredorconverted.Additionally,as
proposedinthisplan,CivicSanDiegowilllookfor
opportunitiestoincreaseonstreetparkingsupply
byconvertingparallelparkingspacestoangled
parkingspacesonroadwayswhicharenotclassified
asautoways,bikewaysorgreenways.
Downtown Circulator Shuttle

CivicSanDiegoiscurrentlyintheprocessof
implementingaDowntownCirculatorshuttlethat
wouldreducethedemandforparkingoninterior
streetsandsurfacelots.TheproposedDowntown
CirculatorShuttlewillprovideafreeondemand
shuttleservice(similartorideshareprogramslike
www.ParkitDTSD.comdisplaysparkinglotsbyneighborhoodor
UBER)toandfromanylocationwithinthe neartheuserslocationusingsmartphoneGPS.
Downtownarea.Theservicewillprovidevisitors
convenientandaccessiblemobilitythroughout
Downtowntherebyencouragingthemtoparkin
theperipheriesoftheparkingdistrictortouse
publictransportationtotravelDowntown.
New Public Parking Facilities

CivicSanDiegoiscurrentlyplanningtoimplementa
new200parkingspaceundergroundpublicparking
structurebeneaththeEastVillageGreenPark
project,tobelocatedontheblockbetweenF
Streettothenorth,GStreettothesouth,13th
Streettothewestand14thsStreettotheeast.
ThisstructurewillservethequicklygrowingEast
www.ParkitDTSD.comprovidesinformationabouteachparking
VillageNeighborhood. facility,suchashoursofoperation,capacity,rates,and
paymenttypes.

CHAPTER 9 | PARKING
CivicSanDiegoshouldinvestigatethefeasibilityof availableastheyentertheDowntownarea,sothey
thefollowingparkingmanagementprogramswithin quicklytraveltotheirdesiredparkingfacilityand
theDowntowncommunity: avoiddrivingfromfacilitytofacilityinhopestofind
availablespaces.Thistreatmentisparticularly
Shared Public Parking Facilities effectivewhenlargereventsoccurwithinthe
Downtownareasuchasballgames,concertsand
Developmentofadditionalsharedpublicoffstreet majorconventionswhenparkingfacilitiesnearthe
parkingfacilitiesservinghighparkingdemandareas eventtendtofillupquickly.
suchaslittleItaly,CentralCore,theBallPark
DistrictandtheGaslampQuarter.Sharedpublic
Dynamic Pricing
parkingfacilitiesshouldbewellspacedfromone
anothertoavoidanoverlapofparkingdemand. Dynamicpricingallowstheperhourcostatparking
meterstochangefromdaytodayorevenhourto
Advertising hourbasedonthehistoricaldemandofagroupof
parkingmeterswithinaspecificzoneor
Publicparkingfacilitiesshouldbeclearlybrandedto neighborhood.Thedynamicpricingtechnology
separatethemselvesfromprivateparkingfacilities. looksatthehistoricuseatthemetersandadjusts
Thisletspotentialconsumersknowthattheyare theperhourpricesupduringtimesinwhichthe
allowedtoparkwithinthefacility.Thecostof metershavebeenhistoricallyindemandand
parkingshouldbeinclearsighttopassingmotorists adjustspricesdownduringhistorictimesinwhich
toallowthemtoquicklychoosefromthestreetif themetershavenotbeenused.Dynamicpricing
theyarewillingtopaytoparkwithinthefacilityor canalsobelinkedtosmartphoneapplicationstolet
not. consumersdecidewhethertheywouldliketopaya
premiumforindemandspacesorpaylesstopark
Enhanced Bicycle and Pedestrian furtheraway.
Facilities
Providingclearlydefinedpedestrianandbicycle Enhanced Enforcement
pathsbetweenparkingfacilitiesandpopular TheimplementationofSmartMetertechnology
destinationswithintheDowntownareacan alsoallowsfortechnologicalenhancementsfor
increasetherangeinwhichpatronsarewillingto parkingenforcement.Withtheimplementationof
parkawayfromtheirdesireddestination,meaning censortechnologyattheparkingmeters,alertscan
thatmorefacilitiesbecomeavailabletothem. besenttoparkingenforcementofficersabout
wherevehiclesareparkedatanexpiredmeterand
Shared Parking Agreements wherecarshavebeenparkedinaspacebeyondthe
Sharedprivateparkingagreementscanprovide authorizedtimelimit.Thesetechnologiescan
additionalsupplytothepublicbyallowing significantlyreduceparkingenforcementcostsand
consumerstoparkinunusedprivateparking allowforbetterenforcementcreatinghigher
facilitiesduringnonpeakperiods(i.e.duringthe parkingturnover.
dayforfacilitiesservingresidentialuseandatnight
forfacilitiesservingofficeuses).
Dynamic Message Signs

Implementdynamicmessagesignsatfreewayoff
rampsenteringintotheDowntownareathat
displaythevariouspubliclotsandthenumberof
spacesthatarecurrentlyavailablewithinthem.
Thisinformsmotoristsastowhereparkingis

CHAPTER 9 | PARKING
Parking Considerations intersectionalongthecycleways.Eachbulboutis

assumedtotakeuphalfofaparkingspace;
Someofthepedestrian,bicycleandgreenstreet therefore,twoparkingspacesperblock(0.5spaces
improvementsincludedintheMobilityPlanmay x4corners)wereassumedtoberemovedto
requiretheremovalofonstreetparkingspacesdue accommodatetheseimprovements.
torightofwayconstraints.Themajorityofthese
lossescanbemadeupbyconvertingparallelon GreenwaysBasedontheinitialconceptdesigns,
streetparkingspacestoangledparkingspaceson onstreetparkingwillberemovedononesideof
thestreetsinwhichimprovementsarenot theroadwaytoaccommodatetheproposedgreen
proposed.Tounderstandthemagnitudeofchange streetimprovements.Asaworstcasescenario,it
intheonstreetparkingsupplywiththefull wasassumedthatthemaximumnumberofparking
implementationoftheMobilityPlan,aplanning spaceswouldberemovedoneveryblock(i.e.no
levelassessmentwasconductedassumingworst driveways,turnpockets,loadingzonesorredzones
casescenarioconditions(i.e.thehighestpotential arecurrentlypresent).Thisresultsin12spaces
forlostspaces).Itshouldbenotedthatthis beingremovedonnorth/southblocksand8spaces
assessmentwasstrictlydoneataplanningleveland beingremovedoneast/westblocks.
isbasedonaseriesofgeneralassumptions,as
outlinedbelow.Theactualnumberofparking AngledParkingConversionTomakeupforsome
spacesgainedand/orlostwillnottrulybeknown oftheonstreetparkingspaceslostwith
untilactualcivilengineeringdesignplansarefully implementationofthebicycleandpedestrian
developedforeachspecificimprovement. improvements,thepreferredplanproposesto
convertparallelparkingspacestoangledparking,
General Assumptions alongroadwayswherefeasible.Basedonareview
Thefollowinggeneralassumptionswereusedto oftheexistingblockswithintheDowntownarea
determinethechangeinonstreetparkingwithin whereparkinghasbeenconvertedfromparallelto
theDowntownarea,withtheimplementationof angled,north/southblockstypicallygainabout8
theMobilityPlan: spacesperblockwhileeast/westblockstypically
gainabout3spacesperblock.Thesenumbers
CyclewaysBasedoninitialconceptualdesigns,the includetheassumptionofonedrivewayperblock.
implementationofacycletrack,ineitherdirection
(i.e.north/southoreast/west),willrequirethe Inadditiontotheparkingchangesidentifiedabove,
removaloftwoparkingspacesperblock.The CivicSanDiegoisalsolookingatthefollowing
removalofthesespacesisbasedonthegeneral improvementstohelpoffsetanyparkinglosses:
assumptionthattherewillbeatleastonedriveway
perblock,onthesamesideoftheroadwayasthe EastVillageGreenParkingStructureCivicSan
cycletrack.Oneparkingspaceoneithersideofthe Diegoiscurrentlyintheprocessofdevelopingthe
driveway(2totalspaces)willneedberemovedin EastVillageGreenparkingstructure,whichisa200
ordertoprovideadequatesitedistancesfor spacepublicparkingstructurelocatedintheEast
motorists.Thisisassumedtobeaworstcase Village.Thestructurewillbeconstructedunderthe
scenariosincethereareseveralblockfacesalong westernportionoftheEastVillageGreenPark,
theroadwaycorridorsinwhichcycletracksare locatedontheblockboundbyFStreet,GStreet,
proposedwheredrivewaysarenotpresent. 13thStreetand14thStreet.Thisstructureis
However,onedrivewayperblockisassumedasa plannedtobeconstructedaroundthesametimeas
worstcasescenario,sincethedriveway theshortrangeimprovements(overthenext10
configurationoffuturedevelopmentisunknown. years).

PedestrianImprovementsBulbouts(strippedor UpdatetotheComprehensiveParkingPlanfor
raised)areassumedatallcornersofevery DowntownSanDiegoCivicSanDiegoiscurrently

CHAPTER 9 | PARKING
preparingtoupdatetheirComprehensiveParking 227publicparkingspaceswithintheDowntown
PlanforDowntown.Aspartoftheplanupdate, area.
CivicSanDiegowillreevaluatetheexistingon
streetparkinginventorytolookforopportunitiesto Long-Range Implementation
convertredzones,loadingzonesandcommercial
zonestostandardpubicparkingspaces.Thiseffort TheimprovementsinChapter13categorizedas
isintendedtosignificantlyincreasethenumberof longrangerequiremoreaggressiveroadway
availableonstreetparkingspaceswithinthe modifications,andincludetwocycleways,four
Downtownarea,andhelptoreplenishsomeofthe greenways,andtheconversionoftwooneway
parkingspaceslosttoaccommodatetheMobility streetstotwowaystreets.Table92displaysthe
PlanImprovements. projectednetchangeinparkingwithinthe
Downtownareawiththeassumedshortrangeand
longrangeprojectsimplemented.
Short-Range Implementation

Chapter13categorizeseachrecommendationas Table 9-2
shortorlongrange,consideringthefeasibilityof
theplannedimprovements.Shortrangeprojects Long-Range Parking Changes
includeallcycleways,withtheexceptionof Improvement Spaces Lost/Gained1
HawthornStreetandGrapeStreet,andalsoinclude Cycleways -419
the14thStreetandEStreetGreenways.Angled Pedestrian Improvements -196
parkingshallbeimplementedonallfeasible
Greenways -662
corridorswithinDowntownpriorto,orconcurrently
East Village Green Garage +200
with,shortrangeprojectstoavoidanyparking
impactsthatmayresultfromimplementing Angled Parking Conversion +600
cyclewaysandgreenways. Net Change -477

Table91displaystheprojectednetchangein Note:
1.Thetotalnumberofparkingspaceslostorgainedarebased
parkingwithintheDowntownarea,withthe onestimationsanda+/10%parkingloss/gainshouldbe
assumedshortrangeprojectsimplemented. considered.

Table 9-1 Asshown,theimplementationofboththeshort
rangeandlongrangeprojectscouldresultinanet
Short-Range Parking Changes lossofapproximately477parkingspaceswithinthe
Improvement Spaces Lost/Gained1 Downtownarea.
Cycleways -331
14th St. & E St. Greenways -242
Angled Parking Conversion +600
East Village Green Garage +200
Net Change +227
Note:
1.Thetotalnumberofparkingspaceslostorgainedarebased
onestimationsanda+/10%parkingloss/gainshouldbe
considered.
Asshown,implementationoftheshortrange
projectswillresultinanetgainofapproximately

CHAPTER 10 | INTELLIGENT TRANSPORTATION SYSTEMS
10 Intelligent
Transportation Systems
IntelligentTransportationSystems(ITS)utilize
technologytomaximizetheefficiencyand
effectivenessofmultimodaltransportationsystems.
ITSmayincreasevehiclethroughput,reduce
congestions,andproviderealtimedatatothe
commutingpublic.
GeneralPlanPoliciesMED.1throughMED.6,as
wellasthefollowinggoalsandpoliciesshouldbe
consideredwhenevaluatingITSimprovements.
ITS Goals
ITSG1 Improvedmobilityandsafetythroughthe
applicationofstateoftheart

transportationtechnologies. SynchronizedtrafficsignalskeepcarsmovingtoInterstate5
alongGrapeStreet.
ITSG2 Realtimemobilityinformationdisplayed
ormadeavailabletocommuters.
ITS Policies
ITSP1 SupportimplementationofITSto
improvesafety,efficiencyandservice,
andcongestion,includingbutnot
limitedtotrafficsignalcoordination,
trafficandtransitinformation,smart
parkingtechnology,andtransitpriority
measures.
ITSP2 Encourageuseofandaccommodation
foremergingtechnologiessuchascar
chargingstationsaspartoffuture
infrastructureanddevelopment
projects.


CHAPTER 10 | INTELLIGENT TRANSPORTATION SYSTEMS

CHAPTER 11 | AIRPORTS, PASSENGER RAIL, AND GOODS MOVEMENT
11 Airports, Passenger
Rail, & Goods Movement
Airports
TheSanDiegoInternationalAirportatLindberg
FieldisincloseproximitytoDowntown,locatedjust
northwestofthecommunity.Itisthebusiest
singlerunwaycommercialservicesairportinthe
nationwithanaverageof525operationsperday.
In2014,theSanDiegoInternationalAirportserved
arecord18.7millionpassengers,including672,927
internationalpassengers,indicatingacontinual
growthinpassengersserved.Theairportis
operatedbytheSanDiegoCountyRegionalAirport
Authority.Threemajorplans/projectswillinfluence
accesstoandfromtheairport,including
DestinationLindbergh,theSanDiegoInternational
AirportConsolidatedRentalCarFacilityproject,and
theSanDiegoInternationalAirportMasterPlan.
TheSanDiegoInternationalAirportConsolidated
DestinationLindberghisalongrangeplanning RentalCarFacility(CONRAC)projectproposes
efforttoguidetheultimatebuildoutoftheSan consolidatingrentalcarfacilitiescurrentlyserving
DiegoInternationalAirport.Theplanproposesan theairportintoasinglelocationlocatedwestof
expandedconfigurationoftheSanDiego PacificHighwayandnorthofSassafrasStreet.The
InternationalAirportthatattemptstominimize projectproposesextendingSassafrasStreetwestof
airportrelatedtrafficimpactstoadjacent PacificHighwayandalongtheeastendofthe
communities,andimproveintermodalaccesstothe airporttoserveasapointofaccessforrental
airport.Theplanrecommendsimprovementsto vehicles.
thelocalandregionalroadwaynetworksproviding
accesstotheairport,aswellasanewtransitroute ThecurrentSanDiegoInternationalAirportMaster
toservetheairport.TheIntermodalTransitCenter Planwasadoptedin2008toserveasthefuture
(ITC)isproposedasanintermodalhubtofacilitate blueprintfortheairports661acres.TheMaster
airportaccesswithouttheneedfordrivingsingle Planprovidesguidancefortheairporttomeet
occupantvehicles.TheITCisplannedtobelocated anticipatedgrowthforpassengers,cargoand
atthenorthendoftheairport.Theplansalso operations.Additionally,itoutlinesseverallocal
indicatethatexistingtrolleylines,theCoaster, roadwayimprovementmeasuresneartheairport
Amtrak,newexpressbusroutes,localbusroutes, toexpandvehicularcapacityandenhanceairport
andtheplannedCaliforniaHighSpeedRailsystem access.TheSanDiegoRegionalAirportAuthority
willallbeservedbytheITC. (SDRAA)iscurrentlyintheprocessofupdatingthe
AirportMasterPlan.

Passenger Rail
UnionStation,commonlyreferredtoastheSanta
FeDepot,providespassengerrailopportunities
withinDowntownandisoperatedbyAmtrak.This
intercityconnectionoffersmanyvisitorsand
commutersanalternativetransportationmodetoa
personalvehicle,withAmtraksPacificSurfliner
servingcommunitiesalongtheCaliforniacoastline
fromSanDiegointhesouthtoSanLuisObispoin
thenorth.Amtrakreported700,107railboardings
andalightingsatUnionStationinFY2014,makingit
the12thbusieststationinthenationalAmtrak
Systemand3rdbusiestinCalifornia.

TruckFreight
Goods Movement
MostgoodsintheSanDiegoregionaretransported
Theefficientmovementofgoodsisessentialfor viatruckthroughregionalandlocalroadways.
meetingbasicconsumerdemandsandrequires WhiletheCityofSanDiegodoesnothaveasystem
interactionamongmultipletransportationmodes. ofdesignatedtruckroutes,regionaltruckaccessto
TheSanDiegoregionissupportedbyintermodal DowntownisprovidedbyI5,SR163,andSR94.
goodsmovementinfrastructureconsistingof WithinDowntown,industrialandcommercial
roadways,railways,maritimefacilities,andairport destinationsaregenerallyconcentratedalong
facilities.Downtownislocatedincloseproximityto CommercialStreet,howevertruckaccessis
severalregionallysignificantgoodsmovement requiredthroughoutDowntown.
facilities,includingtheSanDiegoInternational
Airport,thePortofSanDiego,coastalandinland RailFreight
freightrailways,andmultipleregionalfreeways. RailfreightisoperatedbytheBurlingtonNorthern
Additionally,theSanYsidroPortofEntrytothe SantaFeRailwayCompany(BNSF)andtheSan
southprovidesinternationalaccessforgoodsto DiegoandImperialValleyrailroad(SD&IV).BNSF
andfromMexico.Abriefdescriptionofthetruck, operatesfreightrailservicealongthesamerightof
air,railandmaritimegoodsmovementmodesis wayasAmtrakandtheCoasterpassengerservices.
provided. BNSFtransportsfreighttopointsnorthandeastof
SanDiegoCounty,suchasLosAngelesandArizona.
AccordingtotheLOSSANCorridorStrategic
Assessment(January2010)freightrailfrequencies
withinthiscorridorareexpectedtodouble(from4
trainsadayto8)overthenext20years.

TheSD&IVusestheDowntownrailyardtostoreor
interchangerailcarsandoperatesoccasionalshort
haulfreightservicesialongtheOrangeLinetrolley
corridorandmoreregularservicesontheBlueLine
TrolleyCorridormovingsouthtoSanYsidro(freight
railservicesinSanDiegoCountyoperateinoffpeak
hours).Thisserviceprovidesanimportantfreight
connectionbetweentheUSandMexico.


Airports, Passenger Rail, and Goods

Movement Goals
ARGG1 Acomprehensivemobilitynetworkto
movegoodssafelyandefficientlythrough
multipletransportationmodes.

Airports, Passenger Rail, and Goods
Movement Policies
AirFreight
Inadditiontothetransportoffreightonroadways, ARGP1 CoordinatewithandsupporttheSan
cargoalsomovesinandoutofDowntownviaair DiegoCountyRegionalAirportAuthority
freighttransportationcompaniessuchasFedEx, withimplementationoftheAirport
DHLExpressandUPS.TheSanDiegoInternational MasterPlantoensureconvenientand
Airportservesastheprimaryregionalairportforair safeaccesstotheairport.
freight.
ARGP2 Workwithresponsibleandaffected
Maritime agencies,includingCaltrans,SANDAG,
Maritimecargoisshippedandreceivedatthe10th MTS,theSanDiegoUnifiedPortDistrict,
AvenueMarineTerminallocatedinthesoutheast andtheSanDiegoRegionalAirport
portionofDowntown.Landsidetransportation Authority,toenhanceinfrastructureand
connectivitytobothregionalhighwaysandthe facilitatethetimelymovementofgoods.
jointlyusedrailsystemisextremelyimportantto
thismarineterminal. ARGP3 CoordinatewithAmtraktoidentifyand
implementmeasurestoimprovetransit
useraccess,safety,andconvenience.



CHAPTER 12 | STORM WATER
12 Storm Water
Stormwaterinfrastructureisdesignedtocatchand
directwaterflow,however,heavyrainscanresult
infloodingandstormwaterrunoff.Whenrain
waterhitsroadwayorsidewalksurfacesitmay
becomecontaminatedbyavarietyof
transportationandindustrialrelatedpollutants.
Stormwaterpollutionadverselyaffectsthe
environment,however,therearemeasuresthat
canbetakentoreduceormitigatestormwater
impacts.
GeneralPlanPoliciesCEE.1throughCEE.7,PFF.6,
ThislandscapedmedianonBroadwayisusedtocatchstorm
PFG.2,PFH.3,andPFI.1,aswellasthefollowing waterrunoff.
goalsandpoliciesshouldbeconsideredwhen
evaluatingstormwaterimprovements. SP3 Implementwaterimprovementprograms
sotherearesystematicimprovementsand
gradualreplacementofwaterfacilities
12.1 Goals & Policies throughoutthecommunity.

Storm Water Goals SP4 Supportcapitalimprovementstothe
SG1 Alongtermconstructionandmaintenance systemwherereplacementlinesare
plantomanagestormwaterthatservethe needed.
existingandfutureneedsofthecommunity
andregion. SP5 Collaboratewithneighborhood
organizationsandotherentitiesto
SG2 Acomprehensive,sustainableurban coordinatetimingandreplacementof
greeningprogramtomitigateurbanrunoff, infrastructure.
whileminimizingpotablewateruse.
SP6 Installinfrastructurethatincludes
SG3 Cleanerstormwaterdischargesintothe componentstocapture,minimize,and
SanDiegoBay. preventpollutantsinurbanrunofffrom
reachingtheSanDiegoBay.
Storm Water Policies
SP7 Encourageprivatepropertyownersto
SP1 CoordinatewiththeCityofSanDiegoto retrofitlandscapedorimperviousareasto
manageandreducestormwaterrunoff. bettercapturestormwaterrunoff.

SP2 Utilizepermeablepaving,bioswalesand/or SP8 Encourageneighborhoodpracticesfor
otherstormwaterdesignfeaturesthatwill preventingandremovingbuildupoftrash
managerainwaterandirrigationrunoff andpetwaste.
whilesupportingheavyloadvehicles.

CHAPTER 12 | STORM WATER

CHAPTER 13 | IMPLEMENTATION
13 Implementation
ThisChapterisintendedtosupportimplementation
oftherecommendationspresentedintheMobility
Planbyprovidingthefollowinginformation:
Adiscussionofstrategiestoassistwith
implementingthemobility
recommendations
Identificationofshortandlongrange
projects
Intersectiondesignconcepts
Anoverviewofpotentialfundingsourcesto
considerpursuing
Monitoringprogram

13.1 Implementation Strategies

TherecommendationspresentedintheMobility Alternatively,roaddietsreducethetotalnumberof
Planweredevelopedasfeasible,costeffective vehicletravellanesalongaroadway,which
measurestoimproveexistingandfuturemobility. generallyprovides1012feetofrightofwayto
Eachoftherecommendationscanbeimplemented accommodateimprovementsforothermodes.For
withintheexistingcurbtocurbwidth,which example,aroaddietisproposedtoremoveone
reducesconstructioncostsbyavoidingthe southboundtravellaneonFourthAvenue,from
reconstructionofrelativelynewpublic DateStreettoBStreet,inordertoprovide
improvementsmadebydevelopmentprojectsover sufficientrightofwaytoaccommodateaoneway
thepast20years.Roadwayimprovementsare cycletrack.Trafficanalyseswereconductedin
proposedtobeachievedthroughtwoprimary supportoftheMobilityPlan,consideringall
strategies,lanedietsandroaddiets,which plannedroadwaymodificationsincludingthe
repurposevehicularrightofwayforusebyother removaloftravellanes.Theresultsindicateneither
modes. existing,norfuture,vehicularlevelofservicewillbe
significantlyimpactedbytheplannedroaddiets.
Alanedietacquiresrightofwaybynarrowingthe
widthofavehicularlaneoftravel.Forexample, TheCityofSanDiegoandSANDAGwillbe
narrowingthevehiculartravellanesalong responsibleforimplementationofthisplan.Three
Broadway,westofThirdAvenue,to12feet ofthemethodsthatmaybeusedtoimplementthe
providessufficientspacetoaccommodateaone recommendationsincluderoadwayresurfacingand
waycycletrackoneachsideofthestreetwiththe restriping,allocationoftheCitysCapital
removalofonstreetparking.Lanedietsdonot ImprovementProgramfunds,andtheSANDAG
impactroadwaycapacity. RegionalBikePlanEarlyActionProgram.


Implementation with Planned consistentwiththoseidentifiedintheEarlyAction

Maintenance and Resurfacing Projects Program,includingPacificHighway,FourthAvenue,
FifthAvenue,andParkBoulevard.Thefunds
TheplannedMobilityPlanimprovementscanbe securedforthesecorridorswillexpeditethe
achievedthroughlaneandroaddiets,whichcanbe implementationprocess.
accomplishedinconjunctionwithotherplanned
improvementssuchasroadwayresurfacingand Downtown Parking District
restripingprojects.Thisisnotonlyacosteffective
strategy,butcanalsolimittheimpactsresulting TheDowntownCommunityParkingDistrictcollects
fromtemporaryroadwayclosures. revenuefromparkingmetersandpublicparking
structurestohelpfundprojectsthatincrease
City of San Diego Capital parkingsupplyorreducedemandonparkingwithin
Downtown.FundscollectedfromtheParking
Improvement Program
DistrictareprioritizedbytheCivicSanDiegoBoard
TheCityofSanDiegosCapitalImprovement ofDirectors,withthefinalbudgetapprovedbythe
Program(CIP)isalongrangeplanforallindividual CityCouncil.
capitalimprovementprojectsandfundingsources.
TheCityofSanDiegosBudgetincludesaCIP
Budgetoutliningwhichprojectsareapprovedfor 13.2 Short- and Long-Range
funding.TheCityCouncilapprovesaCIPBudget Projects
eachJune,intimeforthenewfiscalyearbeginning
inJuly.Duetothehighcostsofmany Projectswerecategorizedasshortorlongrange,
infrastructureprojects,theCIPBudgetisarolling consideringthefeasibilityoftheplanned
budget,includingfiveyearsoffunding.This improvements.Inthiscontext,feasibilityislargely
providesapotentialsourceoffundstoexplore definedbytheavailabilityofsecuredfundingand
implementingtherecommendationssetforthinthe easeoflowcostconstruction.Otherimportant
MobilityPlan. considerationsincludeconsistencywithadopted
planningdocumentsandcommunityreceptiveness
Downtown San Diego Public Facilities tothechanges.Table131identifiesproject
Financing Plan extentsforshortrangeprojects,whileTable132
ThePublicFacilitiesFinancingPlanprovidesa identifieslongrangeprojects.Asshown,all
fundingsourcetowardimplementationofpublic road/lanediets,onewaytotwowaystreet
facilitiesidentifiedintheDowntownCommunity conversions,areincludedasshortrangeprojects
Plan.Transportationfacilityprojectsidentifiedin duemainlytotheeaseoflowcostconstructionand
thecurrentFY2015Downtowncommunity thefactthattheseprojectscanbeachievedwith
financingplanincludestreet,transit,bicycleand restriping/resurfacing.Consideringcycletracksare
pedestrianimprovements,promenades,andbelow complementarytooneanotherandwillbestserve
gradeparkingstructures. communitymembersasawellconnectednetwork,
allbuttworecommendedcycletracksareidentified
asshortrangeprojects.Implementingthenetwork
SANDAG Regional Bike Plan Early
asawhole,ratherthanindividualsegments,will
Action Program establishawellconnectedgridofnorthsouthand
InSeptember2013,theSANDAGBoardofDirectors eastwestprotectedbicyclefacilitiesthatcan
approvedtheRegionalBikePlanEarlyAction improvethesafetyandcomfortforcyclistsin
Program,securing$200millioninfundingforthe Downtown.Angledparkingconversionisproposed
implementationoftheRegionalBicycleNetwork tooccurpriorto,orconcurrentlywith,cycleway
HighPriorityProjects.Fourofthecorridors implementationtoensurenoshorttermnet
classifiedascyclewaysinthisMobilityPlanare parkingdecrease.

Table 13-1 Short-Range Projects

Segment From To
Cycleways
Pacific Highway One-Way Cycle Tracks Laurel Street Harbor Drive
State Street Two-Way Cycle Track Interstate 5 Market Street
Third Avenue Two-Way Cycle Track B Street Broadway
Fourth Avenue One-Way Cycle Track Date Street B Street
Fifth Avenue One-Way Cycle Track Date Street B Street
Sixth Avenue Two-Way Cycle Track Beech Street Southern Terminus
Park Boulevard One-Way Cycle Tracks Interstate 5 C Street
Park Boulevard Two-Way Cycle Track C Street K Street
Beech Street Two-Way Cycle Track Pacific Highway Sixth Avenue
B Street Two-Way Cycle Track Third Avenue Sixth Avenue
C Street Two-Way Cycle Track Sixth Avenue Interstate 5
Broadway One-Way Cycle Tracks Harbor Drive Third Avenue
J Street Two-Way Cycle Track First Avenue Interstate 5
Greenways
14th Street Greenway C Street Commercial Street
6th Avenue Greenway Elm Street Cedar Street
E Street Greenway Fourth Avenue 17th Street
One-Way to Two-Way Street Conversions
Third Avenue Interstate 5 A Street
Road Diets
Pacific Highway Laurel Street Harbor Drive
Kettner Boulevard Ivy Street Grape Street
Kettner Boulevard Cedar Street Ash Street
India Street Beech Street Broadway
Columbia Street Juniper Street Broadway
State Street W. Fir Street Broadway
Second Avenue Cedar Street A Street
Third Avenue Date Street C Street
Fourth Avenue Date Street B Street
Fifth Avenue Date Street B Street
Sixth Avenue Elm Street J Street
Seventh Avenue Ash Street K Street
Eighth Avenue Ash Street J Street
Ninth Avenue A Street Market Street
14th Street E Street Market Street
17th Street Market Street J Street
Cedar Street Second Avenue Seventh Avenue
B Street Third Avenue Sixth Avenue

Table 13-1 Short-Range Projects

Segment From To
C Street Tenth Avenue Interstate-5
Lane Diets
State Street Broadway Market Street
Union Street Date Street Broadway
Union Street W. F Street Island Avenue
Third Avenue C Street Broadway
Eighth Avenue Date Street Ash Street
Ninth Avenue Market Street J Street
Park Boulevard Interstate-5 C Street
14th Street Market Street Commercial Street
15th Street C Street Broadway
17th Street F Street Market Street
17th Street J Street Imperial Avenue
Kalmia Street Kettner Boulevard India Street
Juniper Street India Street Columbia Street
Cedar Street Pacific Highway First Avenue
Cedar Street Seventh Avenue Tenth Avenue
Beech Street Pacific Highway Sixth Avenue
B Street Kettner Boulevard State Street
Broadway Harbor Drive Third Avenue
E Street 14th Street 17th Street
J Street First Avenue Interstate 5
K Street Third Avenue Seventh Avenue
K Street Park Boulevard 17th Street
Road Closures to Vehicular Traffic
C Street Sixth Avenue Tenth Avenue
Park Boulevard E Street K Street

Table 13-2 Long-Range Projects

Segment From To
Cycleways
Hawthorn Street One-Way Cycle Track Harbor Drive State Street
Grape Street One-Way Cycle Track Harbor Drive State Street
Greenways
Union Street Date Street Island Avenue
Cedar Street Pacific Highway Tenth Avenue
Eighth Avenue Date Street J Street
One-Way to Two-Way Street Conversions
Eighth Avenue Ash Street G Street
Ninth Avenue Ash Street Market Street
13.3 Design Concepts track(onewayortwoway),roadwayand

intersectingroadwayvehicledirectionoftravel
Thissectionservestodemonstratehowthe (onewayortwoway),presenceofacycletrackon
plannedimprovementswillbeaccommodated theintersectingroadway,andthetrafficcontrol.
alongeachroadway.Additionalemphasisisplaced
onintersectionoperationsalongCyclewaystohelp Table133presentseachoftheintersectiontypes
ensuresafetyforroadwayuserswhereacycletrack alongwiththefrequencyofitsoccurrence
crossesthroughanintersection. Downtown.TheintersectionIDspresentedin
Figure131correspondwithTable133,
categorizingeachintersectionwhereacycletrackis
Cycleway Conceptual Designs
found.
Intersectionsrequireadditionalconsiderationwhen
evaluatinganddesigningbicyclefacilities. Additionally,Figure131identifiesintersections,
IntersectiondesignsalongCyclewaysshouldserve denotedinred,thatprovideconceptualdesigns,
toreduceconflictsbetweenbicyclistsandvehicles whichareprovidedinAppendixF.Typicalroadway
byprovidingforimprovedvisibility,aclearly crosssectionsarealsoincludedintheDowntown
definedrightofwayforeachmode,andby SanDiegoMobilityPlanTechnicalReport.
facilitatingpredictablemovements.
Avarietyofintersectiontreatmentscanbeusedto Intersection designs along Cycleways

helpfacilitatesafeoperationsatintersections,
includingbicyclesignalization,leadbicycleintervals
should serve to reduce conflicts
atsignalizedintersections,bikeboxes,intersection between bicyclists and vehicles by
crossingmarkings,andtwostageturnqueueboxes. providing for improved visibility, a
clearly defined right-of-way for each
Acknowledgingthevaryingcharacteristicsrelated mode, and by facilitating predictable
tointersectionsandintersectionapproacheswithin
Downtown,anindepthinventoryanalysisand
movements.
intersectiondesignguidewascreatedtofacilitate

Cyclewayimplementation.Eachintersectionwitha

cycletrackwasgroupedintooneoftwenty
categories,identifiedbasedonthetypeofcycle

Table 13-3 Cycle Track Intersection Types

Cycle Track
Primary Intersecting Cycle Track on
ID Type of Cycle Track Traffic Frequency
Roadway Roadway Intersecting Roadway
Control
A One-Way / One-Direction One-Way One-Way Two-Way Signalized 4
B One-Way / Two-Directions Two-Way One-Way One-Way / One Direction Signalized 2
C One-Way / One-Direction One-Way One-Way None Signalized 11
D Two-Way One-Way Two-Way None All-Way Stop 4
E One-Way / One-Direction One-Way Two-Way None Signalized 5
F Two-Way Two-Way One-Way None All-Way Stop 7
G Two-Way One-Way Two-Way Two-Way All-Way Stop 2
H Two-Way Two-Way Two-Way None All-Way Stop 8
I Two-Way Two-Way One-Way None Signalized 7
J One-Way / One-Direction One-Way Two-Way Two-Way Signalized 2
K Two-Way One-Way Two-Way Two-Way Signalized 2
L Two-Way One-Way One-Way Two-Way Signalized 2
M Two-Way Transit-Only One-Way None Signalized 3
One-Way / Two-Directions
N Two-Way One-Way One-Way / Two-Way Signalized 1
& Two-Way
One-Way / Two
O One-Way / Two Directions Two-Way Two-Way Signalized 1
Directions
P One-Way / Two-Directions Two-Way One-Way / Two-Way Two-Way Signalized 1
Q One-Way / Two-Directions Two-Way One-Way None Signalized 5
R One-Way / Two-Directions Two-Way Two-Way None Signalized 7
S One-Way / Two-Directions Two-Way Two-Way Two-Way Signalized 1
T Two-Way One-Way Two-Way None Signalized 6
U Two-Way One-Way One-Way None Signalized 11
V Two-Way One-Way One-Way None All-Way Stop 2

Figure 13-1 Cycle Track Intersection Types
l St
Laure
!
(R Kalm
ia St 5
er St
Junip
!
( R
Ivy S
t
!
( (C !
! (A CSt
!
( HC
aw thorn
!
(B C !
!
( (C !
(A e St 163
!
(E !
(
C Grap
!B
( S t
!
(E W. Fir
Elm St
!
(D
Date St
!
(D
Cedar St
(C !
! (E !
(R
!
(P Beech St
! (I !
(F ! (F !
( G !
(H !
(I !
(I ! (F !
(H ! (J !
(J !
(I
Seventh Ave
Columbia St
Second Ave
Eighth Ave
Fourth Ave
Kettner Bl
Ninth Ave
Harbor Dr
Third Ave
Sixth Ave
Fifth Ave
Union St
First Ave
Front St
State St
India St
!
(R Ash St
!
(U !
(C !
(C !
(U
!
(U !
(C !
(C !
(U !
(Q A St
!
(D (K !
! (A !
(A !
(L !
(Q B St
!
(U !
(L !
(M !
(M !
(M ! (N !
(U !
(U ! (T C St
!
(T
!
(R !
(
O (R !
! (
Q !(R !
(P !(R !
(Q !
(Q !
(R !
(S !
(T !
(T Broadway
!
(U !
(U E St
!
(U !
(U F St
94
!
(Q !
(I !
(U !
(U G St
Tenth Ave
Eleventh Ave
16th St
17th St
13th St
14th St
15th St
!
(R !
(T !
(T !
(T Park Bl
Market St
!
(D !
(T Island Ave
!
(H ! (F !
(I ! (G !
(I !
(H !
(H !
(I ! (K !
(I ! (H !(H J St
!
(H !
(I
!
(V K St
L St
Imperial Ave
Commercial St
5
Type of Cycle Track

Two-Way Cycle Track
One-Way Cycle Track
N
!
(
X Intersection Type*
!
(
X Intersection Concept Example
0 0.1 0.2 Miles
*See Table 13-3 for Definitions

theMobilityPlan,includinga50percent
13.4 Cost Estimation contingency.Detailedcostestimatesareincluded
inAppendixG.
Theopinionofconstructioncostwasbasedonan
approximationofconstructionquantitiesneeded
Table 13-4
foreachtypeofimprovement.Reasonableunit
costswereappliedtoeachapproximatequantityto Planning Level Cost Estimation
arriveataprobablecostformajorconstruction Improvement Type Cost (in Millions)
items.A50percentconstructioncontingency Greenways $25.75
factorwasthenappliedtoaccountforminor
Pedestrian Improvements $7.22
constructionitemcosts,andtheuncertaintyofthe
Bicycle Improvements $10.50
majoritemquantitiesgiventhelevelofconceptual
detailatthisstageintheprocess. Roadway Improvements $19.32
Total Cost $62.79
Thecostestimationswerebrokenintothefollowing
fourimprovementtypecategories:greenways,
pedestrianimprovements,bicycleimprovements, 13.5 Funding Sources
androadwaynetworkimprovements.Thegeneral
elementsassumedinthecostestimationsforeach Potentialsourcestohelpfundtheimplementation
ofthefourimprovementcategoriesincludethe oftherecommendationssetforthintheMobility
following: Plancanbefoundatalllevelsofgovernment.
Manyfundingsourcesarehighlycompetitive
Greenways grants,makingitnecessaryforlocalgovernments
Landscapeearthwork tostayinformedaboutavailablefundsand
Sidewalkpaving associatedrequirementssotheyarepreparedto
Landscapeplanting pursuewhenapplicationsareopen.
Furnishings/signage
Moretraditionalfundingsources,suchasParking
PedestrianImprovements Districtfunds,DevelopmentImpactFees,and
PavementRemoval GeneralFundmoniesmaybeallocatedthroughthe
CurbandGutter Citybudgetforspecificprograms.
Bulbout/sidewalksurfacing/ramps
Drainage Table135providesanoverviewofcurrently
availablesourcestoconsider.Thisisnotintended
BicycleImprovements tobeafullycomprehensivelist,butrathera
Signalmodifications summaryofpotentialfundingsourcestoexplore.
Slurryseal
Striping

RoadwayImprovements
Angledparking
Roadwaydirectionalconversions
Trafficsignals
Peakhourflexlane
Turnpocket
Table134displaystheplanninglevelcost
estimationassociatedwiththeimplementationof

Table 13-5 Funding Sources

Funding Sources & Agency Funding Requirements Relevant Eligible Activities
Construction, planning, and design of on-road and off-
Transportation Alternatives road trail facilities for non-motorized users, including
Program USDOT FHWA 20% local match required. sidewalks, bicycle infrastructure, pedestrian and
Administered by Caltrans bicycle signals, traffic calming techniques, lighting,
ADA projects, and other safety-related infrastructure.
Active Transportation Capital improvements, including the environmental,
Program Local match not required. design, right-of-way, and construction phases of a
Caltrans capital project.
All applications must include a
TransNet Active Bicycle facilities and connectivity improvements,
Resolution passed by the local city
Transportation Program pedestrian and walkable community projects, bicycle
council or governing board. The
and pedestrian safety projects and programs, and
SANDAG resolution must detail the source(s) of
traffic calming projects.
matching funds.
All applications must include a
TransNet Smart Growth Local agency salaries, professional services,
Resolution passed by the local city
Incentive Program preliminary engineering, right-of-way acquisition,
council or governing board. The
construction, project management costs, and other
SANDAG resolution must detail the source(s) of
direct expenses incurred on behalf of the project.
matching funds.
Storm Water Grant Program Water Code section 10563 requires Implementation Multi-benefit storm water
(SWGP) public agencies to develop a Storm management projects such as green infrastructure,
California Environmental Water Resource Plan as a condition of rainwater and storm water capture projects.
Protection Agency State receiving grant funds for storm water
and dry weather runoff capture projects. Planning Develop Storm Water Resource Plans.
Water Resources Control Board
Parking District revenues may be used to implement
parking lots and structures, related landscaping, and
Downtown Parking District mobility enhancements facilitating the use of
Council Policy 100-18 provides direction
alternative forms of transportation to reduce parking
City of San Diego / on Community Parking Districts and the
demand including, but not limited to, bike parking, bike
Civic San Diego allocation of collected revenues.
facilities, pedestrian ramps, crossings, pop-outs,
sidewalks, countdown indicators, signage, and shuttle
stops.
The FY 2016 Adopted General Fund expenditures
General Fund The City of San Diego adopts a budget budget includes allocations to repairing streets and
City of San Diego / each June including allocations for investing in infrastructure such as parks, sidewalks,
Civic San Diego General Fund expenditures. street lights, bicycle facilities, roads, ADA access,
traffic signals, and storm water.
Development Impact Fees (DIF) are collected to
Development Impact Fees mitigate development impacts through financing
Improvement must be identified in the
City of San Diego / provisions for public facilities, such as street, transit,
Public Facilities Financing Plan.
Civic San Diego bicycle and pedestrian improvements, promenades,
and below grade parking structures.
Developer Obligations Project must be the result of a direct
Facilities directly impacted by, or fronting, a
City of San Diego / impact or a frontage improvement
development project.
Civic San Diego imposed by a development project.

13.6 Monitoring
Ongoingmonitoringcanbeusefulingaugingthe
effectivenessandrelatedresponsestoinvestments
ininfrastructureprojectsandchangestothe
transportationnetwork.Thetransportation
planningfieldcurrentlysuffersfromalackofdata
relatedtobicycleandpedestrianactivity.Asnew
bicycleandpedestrianfacilitiesareimplementedit
isimportanttounderstandcommunityresponsesto
theseinfrastructuralinvestments.

Regularannualorbiannualmonitoringatset Apedestrianandabicyclistpassoverapermanentbicycleand
locationscaninformchangesinactivitylevelsto pedestriancounterinstalledontheHarborDrivemultiusepath.
bettergaugechangesinsafety.Thedatacanbe
usedtojustifyfutureinfrastructureinvestments
andhelppursuegrantfundingbyprovidingthe
informationnecessarytoestimatepotential
impactsofimplementingfutureactive
transportationrelatedprojects.Forexample,the
followingindicatorscanbeusedtoinformthe
completionoftheCaltransActiveTransportation
Programgrantapplication:
Currentandprojectednumbers/ratesof
users
Collisionhistory
Datacollectedpriortoandafterproject
implementationmaybeusedtoestimate
benefitsofimplementingfuturefacilities
Additionally,monitoringroadwayscaninformthe
levelofimpactthatroadwaymodifications,suchas
roaddietsandlanediets,haveonroadwayand
intersectionlevelofservice.Thisinformationcan Atechnicianinstallsatemporarytubecounterusedtomeasure
bicyclevolumesonroadwayswithvehiculartraffic.
beusedtoevaluatefeasibilityofsimilarfuture
projectsormaynecessitateadditionalresponses.

Downtown San Diego
Revised Draft Mobility Plan
Appendices
April 2016
Columbia Street and Beech Street
Columbia Street and Beech Street
Two-Way Cycle Tracks
F Intersection type
Columbia Street
Beech Street
F-10 | DOWNTOWN SAN DIEGO MOBILITY PLAN

N
Project Description
Beech Street: Two-way cycle track, separated by parallel parking along the southside.
Curb extensions are proposed where feasible.
Note that conceptual plan illustrations are provided to demonstrate general feasibility
of the subject proposal only. Actual improvements will require additional engineering
studies and design work and shall be to the satisfaction of the City Engineer.
Downtown San Diego Columbia Street and Beech Street
Mobility Plan Intersection Concept Design
Sixth Avenue and J Street
Sixth Avenue and J Street
G Intersection type
Bike Box
Sixth Avenue
J Street
Project Description
J Street: Two-way cycle track, separated by parallel parking, along the southside.
Sixth Avenue: Two-way cycle track, separated by parallel parking, along the eastside.
Downtown San Diego Sixth Avenue and J Street
DOWNTOWN SAN DIEGO MOBILITY PLAN | F-11

State Street and Beech Street
State Street and Beech Street
State Street

G Intersection type
Bike Box
Beech Street

N
Project Description
State Street: Two-way cycle track, separated by parallel parking, along the westside.
Beech Street: Two-way cycle track, separated by parallel parking, along the southside.
Downtown San Diego State Street and Beech Street
Union Street and Beech Street
Union Street and Beech Street
Two Cycle Tracks
Intersection type
Street
H
Green Street
Union
Beech Street
Project Description
Beech Street: Two-way cycle track, separated by parallel parking, along the southside.
Union Street: Designated Green Street.
Downtown San Diego Union Street and Beech Street

Front Street - First Avenue and Beech Street
Front Streets - First Avenue
First Avenue
Front Street
Peak Hour Travel Lane
with Beech Street

One-Way Cycle Tracks

I Intersection type
Beech Street

N
Project Description
Beech Street: Two-way cycle track, separated by parallel parking, on the southside.
Signal modifications are proposed at both intersections to accommodate cyclists.
Downtown San Diego Front Street - First Avenue and Beech Street
Fourth - Fifth Avenue and Beech Street
Fourth Avenue and Fifth

Avenue with Beech Street
J Intersection type
Bike Box
Fifth Avenue
Fourth Avenue
Beech Street
No Right Turn No Right Turn

on Red on Red
N
Pea k Hour Tra vel La ne
Project Description
Beech Street: Two-way cycle track, separated by parallel parking, on the southside.
Fourth & Fifth Avenue: One-way cycle tracks to the left of the vehicular travel lanes.
Signal modifications are proposed at both intersections to accommodate cyclists.
Downtown San Diego

Fourth - Fifth Avenue and Beech Street
Third Avenue - Fourth Avenue and B Street
Third Avenue
Third andand
Avenue Fourth Avenue
Fourth
Fourth Avenue
Third Avenue
with B Street
Avenue with B Street
Two-Way
Two-WayCycle Tracks
Cycle Tracks
K E&& AT Intersection
Intersectiontype
types
Bike
BikeBox
Box
B Street

N
Project Description
B Street: Two-way cycle track, separated by parallel parking, along the southside of B Street.
Fourth Avenue: North of B Street, one-way cycle track terminates at the intersection.
Third Avenue: South of B Street, two-way cycle track, separated by parallel parking along the westside. Signal modifications are proposed at both intersections to accommodate cyclists.
Downtown San Diego Third Avenue - Fourth Avenue and B Street
Sixth Avenue and C Street
Sixth Avenue and C Street
L Intersection type
Sixth Avenue
C Street
Project Description
C Street: Two-way cycle track along the northside, east of Sixth Avenue, replacing a single eastbound vehicular travel lane.
Sixth Avenue: Two-cycle cycle track along the eastside.
Signal modifications are proposed to accommodate cyclists.
Downtown San Diego Sixth Avenue and C Street

Seventh Avenue and C Street
Seventh Avenue and C Street
Seventh Avenue
M Intersection type
Bike Box
C Street

N
Project Description
C Street: Two-way cycle track along the northside, replacing a single eastbound vehicular travel lane.
Downtown San Diego Seventh Avenue and C Street
Park Boulevard and C Street
Park Boulevard and C Streets
N Intersection type
Bike Box
TO
YIELD
TURNING
BICYCLES
C Street
Park Boulevard
N
Project Description
C Street: Two-way cycle track along the northside.
Park Boulevard: North of C Street, one-way cycle tracks in both directions. South of C Street two-way side path on the eastside of the roadway.

Downtown San Diego Park Boulevard and C Street
Pacific Highway and W. Broadway
O Intersection type
W. Broadway

N
Project Description
West Broadway: One-way cycle tracks in both directions.
Pacific Highway: One-way cycle tracks in both directions.
Downtown San Diego Pacific Highway and W. Broadway
State Street and Broadway
P Intersection type
State Street
Bike Box
Broadway
Project Description
Broadway: One-way cycle tracks in both directions.
State Street: Two-way cycle track on the westside.
Downtown San Diego

First Avenue and Broadway
First Avenue and Broadway
First Avenue
Q Intersection type
Broadway

N
Project Description
Broadway: One-way cycle tracks in both directions.
Downtown San Diego First Avenue and Broadway
Second Avenue and Broadway
Second Avenue and Broadway

R Intersection type
Broadway
Second Avenue
Transit Lane
Project Description
Broadway: One-way cycle tracks, in both directions. East of the intersection the cycle track transitions to shared lane markings to accommodate a brief transit only lane segment (one block).

Downtown San Diego Second Avenue and Broadway
Third Avenue and Broadway
Third Avenue and Broadway
Third Avenue
S Intersection type
Bike Box
Broadway
Transit Lane

N
Project Description
Broadway: One-way cycle tracks, are proposed along Broadway in the westbound direction. In the eastbound direction, shared lane markings are provided for bicyclists.
Third Avenue: North of Broadway, a two-way cycle track on the westside of the roadway.
Downtown San Diego Third Avenue and Broadway
Park Boulevard and Broadway
T Intersection type
Bike Box
Park Boulevard
Broadway
Project Description
Park Boulevard: Two-way side path on the eastside.
Downtown San Diego

Sixth Avenue and F Street
Sixth Avenue and F Street
Sixth Avenue

U Intersection type
Bike Box
F Street

N
Project Description
Downtown San Diego Sixth Avenue and F Street
Park Boulevard and E Street
Park boulevard and E Street
U Intersection type
Bike Box
Park Boulevard
E Street
Green Street
Project Description
E Street: Designated Green Street, will also be converted from a one-way eastbound to a two-way roadway.
Park Boulevard: North of E Street, two-way side path on the eastside of the roadway. South of E Street, two-way cycle track, replacing a vehicular travel lane.
Downtown San Diego

Park Boulevard and E Street
Sixth Avenue and K Street
Sixth Avenue
Sixth Avenue and K Street

V Intersection type
Bike Box
K Street

N
Project Description
Downtown San Diego Sixth Avenue and K Street
Appendix G
Additional Design Concepts
DOWNTOWN SAN DIEGO MOBILITY PLAN | G-1
Downtown San Diego State Street between Date Street and Cedar Street
Mobility Plan
G-2 | DOWNTOWN SAN DIEGO MOBILITY PLAN
Downtown San Diego Park Boulevard between Market Street and Island Avenue
Mobility Plan
U
I
I

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Downtown San Diego

Revised Draft Mobility Plan

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i | DOWNTOWN SAN DIEGO MOBILITY PLAN

DOWNTOWN SAN DIEGO MOBILITY PLAN | ii

iii | DOWNTOWN SAN DIEGO MOBILITY PLAN

DOWNTOWN SAN DIEGO MOBILITY PLAN | iv

v | DOWNTOWN SAN DIEGO MOBILITY PLAN

DOWNTOWN SAN DIEGO MOBILITY PLAN | vi

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vii | DOWNTOWN SAN DIEGO MOBILITY PLAN

DOWNTOWN MOBILITY VISION

DOWNTOWN SAN DIEGO MOBILITY PLAN | 1

1.1 Downtown Travel

2 | DOWNTOWN SAN DIEGO MOBILITY PLAN

Regional and Local Regulatory

DOWNTOWN SAN DIEGO MOBILITY PLAN | 3

4 | DOWNTOWN SAN DIEGO MOBILITY PLAN

Statewide Comparison of Mode Distribution (2010 2012 and 2000)

1.3 Active Travel Trends & peopleatriskformultiplenegativehealth

TravelpatternsinCaliforniahavefollowedfederal, 1.4 Downtown San Diego

DOWNTOWN SAN DIEGO MOBILITY PLAN | 5

6 | DOWNTOWN SAN DIEGO MOBILITY PLAN

Significantpublicinputwascollectedandpolicies Comprehensive Parking Plan for

DOWNTOWN SAN DIEGO MOBILITY PLAN | 7

8 | DOWNTOWN SAN DIEGO MOBILITY PLAN

DOWNTOWN SAN DIEGO MOBILITY PLAN | 9

10 | DOWNTOWN SAN DIEGO MOBILITY PLAN

2.1 Stakeholder Interviews

DOWNTOWN SAN DIEGO MOBILITY PLAN | 11

Table 2-1 Stakeholder Interview Key Findings

12 | DOWNTOWN SAN DIEGO MOBILITY PLAN

2.2 On-the Street Outreach

DOWNTOWN SAN DIEGO MOBILITY PLAN | 13

2.3 Community Workshops Workshop#2Results

14 | DOWNTOWN SAN DIEGO MOBILITY PLAN

Table 2-2 Community Workshop #1 Input Summary

DOWNTOWN SAN DIEGO MOBILITY PLAN | 15

2.4 Project Website

16 | DOWNTOWN SAN DIEGO MOBILITY PLAN

THE CALIFORNIA COMPLETE STREETS

DOWNTOWN SAN DIEGO MOBILITY PLAN | 17

3.2 The Layered Network

18 | DOWNTOWN SAN DIEGO MOBILITY PLAN

Figure 3-1 Layered Mobility Network

Island Ave Island Ave

Imperial Ave Imperial Ave

Type of Cycle Track

Greenway Network Cycleway Network

Island Ave Island Ave

Transitway Network Autoway Network

Layered Mobility Network

DOWNTOWN SAN DIEGO MOBILITY PLAN | 19

3.3 Street Typologies

20 | DOWNTOWN SAN DIEGO MOBILITY PLAN

DOWNTOWN SAN DIEGO MOBILITY PLAN | 21

3.4 Mode Share