$44 million spent on San Diego bus rapid transit route that isn’t rapid

$44 million spent on San Diego bus rapid transit route that isn’t rapid

By Lauren J. Mapp | June 18, 2019

Federal and local taxes paid $44 million for a bus rapid transit route from San Diego State University to downtown that is slower on average than the route it replaced, according to an inewsource analysis.

Now, the city of San Diego plans to spend more money — about $97,000 — to create dedicated bus lanes on El Cajon Boulevard to see if that finally delivers the rapid route promised more than a decade ago to taxpayers and bus riders.

It’s easy to see how the Metropolitan Transit System failed to achieve “rapid” status on the Mid-City Rapid 215 route. Four key features needed to speed up travel times never happened.


Billions of tax dollars are spent annually on transportation. In San Diego County, much of that funding comes from TransNet, a half-cent sales tax that funds projects to reduce traffic congestion.

What that money will be spent on in the future is being debated by politicians, transportation planners and taxpayers.

Even though the 215 is slower than planned, it did achieve two goals since it launched in October 2014: growing ridership and increasing the frequency of trips.

As of fiscal 2018, annual ridership on the 215 was up nearly 30% compared to the last full year of the route it replaced. MTS attributes the gains to the 215 having longer operating hours and more trips per hour than the former route. It also has greater visibility and new stops at Balboa Park and the Santa Fe Depot.

But some riders remain disappointed with the results.

Matthew Vasilakis takes the 215 bus every day from his South Park home to his job at the nonprofit Climate Action Campaign in University Heights. The 30-year-old doesn’t own a car and rides public transit to reduce greenhouse gas emissions.

He used to ride the Route 15 bus the 215 replaced. MTS says the 215 is on time more often than the older route. But Vasilakis said the updated bus rapid transit route provided only “an aesthetic improvement” and wasn’t any faster than the 15.

Mass transit advocate Matthew Vasilakis, on his way home from his job in University Heights, rides the Mid-City Rapid 215 bus on March 4, 2019. (Megan Wood/inewsource)

Mass transit advocate Matthew Vasilakis, on his way home from his job in University Heights, rides the Mid-City Rapid 215 bus on March 4, 2019. (Megan Wood/inewsource)

Metropolitan Transit System CEO Paul Jablonski, shown on March 5, 2019, talks about ways to improve travel times on the Mid-City Rapid 215 bus route that goes from San Diego State University to downtown. (Megan Wood/inewsource)

Metropolitan Transit System CEO Paul Jablonski, shown on March 5, 2019, talks about ways to improve travel times on the Mid-City Rapid 215 bus route that goes from San Diego State University to downtown. (Megan Wood/inewsource)

215 designed to be ‘showcase’ in rapid transit

This bus stop at the intersection of University Avenue and Park Boulevard, photographed on March 4, 2019, is the only portion of the Mid-City Rapid 215 route with dedicated lanes. New bus lanes on the route are planned for Park Boulevard. (Megan Wood/inewsource)

This bus top at the intersection of University Avenue and Park Boulevard, shown here on March 4, 2019, is the only section of the Mid-City Rapid 215 route with dedicated lanes. (Megan Wood/inewsource)

Ultimately, only a half-mile bus-only lane in either direction on Park Boulevard was created. It runs down the middle of the street from El Cajon to University Avenue. The lane only happened after curbside parking was reconfigured so spaces were actually gained on Park, easing business owners’ concerns.

El Cajon was trickier. The city had invested $1.2 million installing left-turn lanes and landscaped medians, as part of a beautification project, along the street. Tearing up the medians to put in dedicated bus lanes in either direction didn’t make sense. Moving the bus lanes to the curb would mean lost parking.

So no dedicated bus lanes got built on El Cajon Boulevard, and the route ended up five minutes slower on average than the one it replaced.

The curb, however, was extended at the new bus stations so buses wouldn’t have to pull in and out of traffic to stop for passengers.

How was the $44 million spent?

Here are the largest costs that went into the Mid-City Rapid 215 bus project:

  • $16.4 million: 18 tandem buses that can carry more riders and make access for boarding easier.
  • $20.4 million: Construction of 20 bus stations and one-mile of dedicated lanes on Park Boulevard.
  • $3.9 million: Engineering and design of the bus rapid transit route.

But now, under the $97,000 pilot project backed by City Council President Georgette Gómez and Councilman Chris Ward, whose districts include the 215 route, curbside parking will remain on El Cajon Boulevard.

The dedicated bus lane will run next to the parked vehicles for 2.7 miles in each direction from Fairmount Avenue to Park Boulevard, eliminating a traffic lane for other vehicles on that stretch of El Cajon. An eight-inch white stripe will be painted to separate the bus-only lane from regular traffic.

Ward said city workers should have the lane ready sometime this summer.

No goals are being set for how much faster this might make the Mid-City Rapid 215 route or if any other specific improvements are expected, he said.

He used to ride the Route 15 bus the 215 replaced. MTS says the 215 is on time more often than the older route. But Vasilakis said the updated bus rapid transit route provided only “an aesthetic improvement” and wasn’t any faster than the 15.

“We want to make sure that we're not actually trying to predict what the outcome will be,” Ward said. “We believe that we'll have a positive outcome based on similar models in other cities."

Business owners now on board with route remake

Getting to this point has been a journey. Gómez credits “a fruitful discussion from the business community,” which now supports the bus-only lanes because parking spots aren’t expected to be eliminated.

The hope is that “if we have a better circulation of buses — if they're more efficient — riders can ditch their car,” said Gómez, who also chairs the MTS board. She thinks the pilot 215 project will show residents buses can be “a real option” for commuting.

Jablonski, the head of the MTS, said not having the bus lanes made it impossible to achieve the rapid transit standard for the 215 route, but waiting for community support from El Cajon business owners was necessary.

“I think we had to listen to them. But you know what? I think it's very encouraging that everybody is coming around now saying, ‘I think we need to give this a try,’” he said.

Methodology for calculating travel times

To compare travel times for Metropolitan Transit System bus routes from SDSU to downtown, inewsource analyzed schedules for Route 15 and the Mid-City Rapid Route 215, which replaced it.

inewsource compared the January schedules from the 15’s last full year in operation to the 215’s latest year. Because the new route runs more frequently and includes additional stops on weekends, inewsource used the 15 schedule as a baseline for the analysis.

The analysis used the total number of trips for each posted schedule and the total travel time for each trip to calculate an average time for each route. The conclusion: On average, the 215 is about 5 minutes slower than the 15.

— Brandon Quester, inewsource data director

The El Cajon business group that fought against the bus lanes now backs them because street parking will be preserved. It also believes vehicle traffic will become slower, making it safer for pedestrians and cyclists while encouraging customers to visit shops on the boulevard.

“We know that transit along El Cajon Boulevard — the safety of our streetscapes — is all imperative for good business and for a good living,” said Beryl Forman, the group’s marketing and mobility coordinator.

The effort to speed up the 215 bus rapid transit route is happening as San Diego’s top regional transportation leaders debate what the future of transit will look like in the county.

Hasan Ikhrata, who took over as the head of SANDAG in December, wants to toss out the old regional plan for one he thinks will better address issues of climate change and traffic congestion. He has said high-speed rail along freeways, not trolleys and highway expansions, is the transportation solution the region needs.

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Mass transit user Maria Cortez, who only uses buses and trolleys for transportation, is shown in City Heights on April 17, 2019. (Brandon Quester/inewsource)

Mass transit user Maria Cortez, who only uses buses and trolleys for transportation, is shown in City Heights on April 17, 2019. (Brandon Quester/inewsource)

shadow-ornament

We'll let you know when big things happen.

About Lauren J. Mapp:

Lauren J. Mapp
Lauren J. Mapp is a reporting intern at inewsource. To contact her with tips, suggestions or corrections, please email laurenmapp [at] inewsource [dot] org.