The Mid-City Rapid Bus Project - Environmental Initial Study/Mitigated Negative Declaration and its Appendices were available for a 30-day public review and comment period through October 2, 2008.
The Mid-City Rapid Bus project includes the design and implementation of a ten-mile, high-speed, limited-stop service between San Diego State University (SDSU) and downtown San Diego along El Cajon and Park Boulevards. The line will provide North Park, City Heights, and College area residents, students, and workers with a limited-stop, high-speed service in one of the key transit corridors in the region.
The Rapid Bus project represents the initial step toward implementing a full Bus Rapid Transit (BRT) service in this corridor, as envisioned by the Regional Transportation Plan. The Mid-City BRT project also is one of the Major Corridor projects included in the TransNet Extension Ordinance and Expenditure Plan approved by the voters in 2004. Rapid Bus services are designed to provide higher-speed alternatives to local bus services in key arterial corridors utilizing a range of lower capital cost signal priority treatments and limited station spacing to achieve faster travel times. Rapid Bus services can be upgraded to BRT over time through use of dedicated transit lanes to bypass congested arterial segments.
Advanced planning and conceptual engineering work for the middle segment of the project (between Park Boulevard/University Avenue and El Cajon Boulevard/College Avenue) have been completed. This includes development of a signal priority treatment plan, station designs, street improvements and a small segment of transit-only lanes. The middle segment provides the best opportunity to implement signal priority, bus-only queue jump lanes, station upgrades, and to achieve significant transit travel time savings.
Project Benefits
The project would benefit both existing transit riders and serve to attract new riders by transforming existing Metropolitan Transit System (MTS) Route 15 into a Rapid Bus service characterized by faster travel times, enhanced customer experience, and more frequent service. Specific improvements include:
- Faster Travel Times: The key focus of the project is improving transit travel times along the corridor for both local bus service (MTS Route 1) and the proposed Rapid Bus service. Because the project is focused on improvements throughout the length of El Cajon Boulevard, it will be especially attractive to passengers making longer distance trips. Improved travel times will be achieved by consolidating transit stops, prepaid fares, coordinated signal timing, extended green signal phases for buses, and level boarding.
- El Cajon Boulevard Simulation
- Park Boulevard Simulation
- Enhanced Customer Experience: The customer experience will be improved through creation of transit stations with distinctive shelters branded for the Rapid Bus service, next vehicle information, and new articulated vehicles branded with a distinctive Rapid Bus theme. The project will also improve the pedestrian environment and safety in and around station areas through better crosswalks and hardscape/landscape enhancements.
- Frequent Service: Service frequency will be upgraded on the Rapid Bus service to operate every 10 minutes in the peak period, and every 15 minutes in the off-peak.
The Mid-City Rapid Bus route runs through several of San Diego’s older densely developed urban communities that are identified as Smart Growth areas in the Regional Comprehensive Plan. New development continues to occur along the route, with an emphasis on residential in-fill and walkability. In addition, El Cajon Boulevard has been enhanced with landscaped medians to improve its image and appeal. The Mid-City Rapid Bus project will continue this trend and help support the continued revitalization of El Cajon Boulevard.
The project is ready to move into the preliminary/final design stages and could be implemented by 2010 if SANDAG is successful in securing federal matching funds for the project.
Station Site Plans
Frequently Asked Questions
- What grading of the driveway and sidewalk are needed at 54th and El Cajon (eastbound)? The driveway, sidewalk, and street need to be re-graded for a length of about 150 feet to achieve a more level street crossfall. This would involve complete removal and reconstruction of asphalt pavement, concrete curb & gutter, sidewalk, and driveway. The driveway portion of this construction would take about 24 hours with full driveway closure. However, the driveway could be closed at night or work could be staged to leave half the driveway open at all times.
- What will happen to the water main and backflow preventer along the sidewalk in this re-graded section? They will be moved. Timing will be coordinated to ensure no loss of water during business hours.
- At the driveway from the El Pollo Loco center, will left turns onto El Cajon Boulevard continue to be allowed? Yes.
- Will parking be lost in the El Pollo Loco center? No parking will be lost, but the drive aisle will be narrowed to 29 feet, which is above the minimum standard width.
- What will make the transit service rapid? Low floor vehicles and raised curbs at the stations will allow for faster boarding. Ticket vending machines will allow passengers to purchase tickets before boarding the vehicles. Station pop-outs will save time by allowing the bus to merge more easily into the travel lane after boarding passengers. Transit signal priority will allow buses to move through the signals a bit faster.
- What will be the travel time? Approximately 38 minutes from end to end.
- What time in the morning will service begin? Approximately 5 a.m.
- What will the fares be? Fares will be the same as for other local bus routes in the system.
- What vehicles will be used? New, articulated vehicles will be purchased and branded with a special paint scheme.
- When will this happen? We are hoping to begin construction in 2010 and operate the route starting in 2011.
Questions & Answers from Open House Meetings
How long will it take to build each station?
The first phase of construction will involve demolition and the relocation/disposition of utilities, which will take about three weeks. Pedestrian access will be available during this time. The second phase of construction will be the installation of any new utilities (such as electrical connections for the station signage and lighting and for the ticket vending machines), which will take about a week. The third phase of construction involves pouring new concrete and takes about two weeks to set up and a day to pour. Concrete pours may be phased to provide continuous access to businesses. The fourth and final phase of construction involves assembling shelters and installing ancillary equipment such as bike racks and trash cans. This will take approximately two weeks. There may be delays between phases as equipment is being procured. We will work with adjacent property owners to minimize disruption.
Can rapid bus stations be shared with local bus stops?
We are trying to avoid sharing of stations so that the rapid buses can move more quickly through the corridor. We also are trying to identity rapid bus stations which will have various features designed to speed the boarding process. Local bus stops will be located nearby to facilitate transfers.
Why is Fairmount Avenue between El Cajon Boulevard and Orange Avenue being planned for one-way operation?
Fairmount Avenue is proposed to convert to one-way operation for several reasons. Currently, drivers utilizing El Cajon Boulevard often find themselves unexpectedly in a turn lane (since El Cajon Boulevard goes from three to two lanes east of Fairmount), and then have to merge to the left to go through. This causes some weaving and safety problems. This problem could worsen when the Mid-City Rapid station is built at the southwest corner. Also, conversion to one-way operation leaves more room on Fairmount to install diagonal parking. The conversion will be consistent with the Mid-City Community Plan. The down side is that access to several homes and businesses on the west side of Fairmount Avenue will require drivers to turn off El Cajon Boulevard a block sooner.
Why not move the rapid bus station to the far side (northeast corner) of Fairmount and El Cajon?
The curb space is too limited to support the station here. The existing business on this corner has several driveway openings that make it difficult to locate a station here.
Questions and Answers from the August 26, 2008 Open House for the Park Blvd Segment
What is the rationale for moving the traffic signal from Polk Avenue to Lincoln Avenue?
There are a number of reasons. First, the city plans to install a traffic signal at Lincoln, so the project design accommodates this addition. We have heard comments from the community about not wanting signals at every intersection, so we thought it might make sense to remove the signal at Polk. The Polk intersection forms a strange angle, making it difficult for drivers to see oncoming traffic. Removing the signal also allows through traffic, including buses, to flow more smoothly. However, a pedestrian crosswalk would be added, and pedestrian crossings would be protected by a flashing or solid red light during the pedestrian phase. The signal locations at Lincoln and Polk will be reviewed again during the final design phase of the project next year.
Can we save more of the on-street parking on the east side of Park Boulevard north of Howard Avenue?
SANDAG staff will review the design plans to see if we can make design modifications to retain more parking at this location. The current design for Park Boulevard results in no net loss of parking, but we understand that the parking loss on this half-block is an important issue. Possible design modifications include moving the station to the south side of the intersection; moving just the northbound station to the south side of the intersection; and narrowing the sidewalk to allow for the retention of diagonal parking.
Will left turns be allowed at Howard Avenue?
Left turns will be allowed from Howard onto southbound Park Boulevard. However, drivers going north on Park Boulevard will not be allowed to turn left or make U-turns at Howard. They will have to go one block north to El Cajon Boulevard and make a U-turn. These design features will be re-evaluated next year during the final design phase.
On Park Boulevard south of University, will there be a loss of on-street parking or restrictions on turning movements?
A bus storage pocket will be added for buses running in the northbound direction, but there is no loss of parking or restrictions on turning movements.
Is it possible to move the Park Blvd / El Cajon station to El Cajon Blvd?
This was investigated and rejected because the eastbound turns from Park and Normal are somewhat blind, and may result in vehicles turning into the back of the stationed bus. Also, El Cajon Blvd has a fairly steep grade at this location, making it difficult for passengers to board.
Is it possible to move the route to Florida Street?
No, bus routes need to stay on high volume, non-residential streets. | 
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