Vista’s Protected Bikeways: A Case to Keep Them

Last week, we had the chance to ride the fresh Class IV Bikeways along Melrose Drive in Vista. The project was an example of exceptional design, cost-effective construction, and timely installation. It is also emblematic of a problem facing bikeway design in San Diego County, projects that exceed the minimum acceptable quality can be punished for going above and beyond in keeping us safe. 

As it currently stands, the portions of Melrose Drive that have been improved with protected bikeways are much safer for all road users than the sections of Melrose Drive that have not seen similar improvements. This was particularly notable when riding the areas that will, thankfully, still be upgraded to protected bikeways. On these stretches, sidewalk riding is prevalent, and is due to people choosing to ride where they feel safe—separated from vehicles by a curb. The stretch of Melrose in Oceanside currently has an unprotected bike lane which was extremely high-stress, and the separated bikeways in Vista are an oasis in comparison. 

Riding side-by-side without issue

We found concerns about pinch points to be largely overblown with one exception, and the berms were already marked to be removed at that location (southbound S. Melrose Dr. south of Breeze Hill Rd. / Matagual Dr). We also observed a horizontal shift of the bikeway southbound across Sunset Drive occurs due to a change in the curb profile of S. Melrose Dr. which may have been perceived as a pinch point. If so, it could be remedied with green-painted conflict striping directing a cyclists’ path of travel across the intersections from / to the protected bikeway. On the rest of the Melrose Dr protected bikeway segments we were able to pass each other and ride side-by-side without issue (particularly in the uphill sections). In these sections we tested clearance for handlebars and found 2 of 4 sets cleared the flexposts entirely, and, like the gutter pan, the buffer striping was clear indication this is “shy distance” (or bikeway “shoulders”).

Ample space to get out.

In addition, concerns about difficulty leaving the bikeway were also largely overblown. The bikeway has good sightlines and ample space to slow down and maneuver around an object which finds its way into the bikeway, even on a downhill section. We found street lighting was appropriately placed to illuminate the roadway, and bikeway, anywhere changes in the horizontal curvature were present. Often, the biggest hazard occupying the bikeway is parked cars. As it is currently constructed, the Melrose Drive bikeway prevents cars from parallel parking on the curb through the existing berms. We witnessed one car parked in a bikeway that had yet to see berms and flexposts added. This forced us to maneuver into a 45+ mph travel lane to go around them. Very dangerous. 

The public was enthusiastic about this project too. Many of the people we encountered today biking and walking were enthusiastic about the project, sharing only constructive feedback about the project and a desire for more like it. They recognized the safety benefits the bikeways provided, and were dismayed when we informed them that portions of the barriers may be removed. As Vista implements a protected and connected bikeway network for riders of all ages and abilities, removing or omitting protection creates weak links that prevent current and future residents from choosing to bike. 

Damaged berm in front of light pole

The safety benefits of the berm-protected lanes are not simply perceived, they are real. On our ride we witnessed that a small portion of an asphalt berm near the fire station had been degraded, likely by a tire strike from a motor vehicle. This berm was placed right in front of a rigidly mounted, non-breakaway light pole. It is feasible that the driver of the motor vehicle which struck the berm, was prevented from injuring a cyclist in the bikeway, a pedestrian on the sidewalk, or themselves and their passengers by hitting the pole. Instead, the berm protected all roadway users and what could have been a life-altering instance became a ringing endorsement for the protected bikeway and cautionary tale for the driver and any witnesses. 

Sadly, this bikeway will be degraded and its quality diminished because of a Vista City Council vote which approved removing nearly all of the asphalt berms along Melrose Drive, leaving only flexposts to separate bicyclists from heavy 60 mph vehicle traffic. This project was outlined in the Vista Bicycle Master Plan published over 10 years ago. Advocates and bicyclists who have endured 10 years of waiting for a safe route along one of Vista’s most trafficked highways were betrayed by a hasty decision to remove sturdy physical barriers less than 2 months after being installed. This decision did not come after an evaluation of the infrastructure, after a safety or emergency response study, or even a ridership count. This decision was made after a few behind-closed-doors conversations, where assertions about the bikeway were made and concerns were voiced. The loudest in the room got their way, despite all of the benefits this project provided. 

Without separation, both flexposts and berms, Melrose Dr. is a substandard bikeway precluding users of all ages and abilities from using it. On our ride we identified a list of important safety improvements along Melrose that should be pursued, instead that money will be spent ripping out safety infrastructure. 

Sharrow on a 40+ mph roadway. Instead of funding proper bike facilities for this stretch of Melrose, money will be spent removing berms. 

Here is that list:

• Protected bikeways should extend north of Breeze Hill Rd. on Melrose Dr through Caltrans ROW and SR-78 interchanges. This includes a large stretch of southbound Melrose Dr. where sharrows are still present on a multi-lane segment with a speed limit of 40+ miles per hour. This was a harrowing experience to travel on as a vulnerable road user. There is currently no immediate plan for this section documented on the “Protected Bike Lanes Construction Status” map. (see first two images below)

• Prevent left turns at unsignalized intersections along Melrose Dr, particularly where the cross streets have poor visibility (e.g.; Countryside Dr, Dawson Dr) installing a median on Melrose Dr at these intersections (flex posts can be a good interim condition) to implement a safer “right-in, right-out” condition.

• Providing conflict striping at intersections where class II bike lanes change into class IV bikeways, especially any segments where horizontal (angled) shifts occur in the bikeways from the approach to departure sides through the intersection. 

• Installing leading pedestrian intervals at intersections with high pedestrian and bicycle traffic, which allows pedestrians and bicyclists to enter the intersection before motor vehicles, reducing collisions and near misses by making them more visible and the roadway safer.