IN RESPONSE TO FEEDBACK, SAN DIEGO SHIFTS GEARS ON ‘SLOW STREET’ PLANS
Some dedicated segments for cyclists, walkers more successful than others
San Diego continues to make changes to its “slow streets” program in response to positive reviews in some areas and backlash from residents and merchants in others.
Slow streets, where vehicles are mostly banned from segments of roadway to allow space for biking and walking, were established in a handful of neighborhoods in late April to allow more exercise opportunities during the COVID-19 lockdown.
City officials continue to review feedback and analyze data on usage so they can add slow streets and adjust or eliminate others.
The city took away a segment this week on the Adams Avenue bridge over Interstate 805 between Normal Heights and North Park. Meanwhile, feedback has been positive for slow streets added recently in southeastern San Diego and the College Area.
City officials have abandoned proposals to add new slow-street segments in San Ysidro and Rancho Bernardo based on concerns
raised by community leaders.
And the segment in Pacific Beach was sharply reduced after residents complained about added traffic congestion on nearby streets.
Meanwhile, the county’s regional planning agency has awarded 11 grants of $5,000 each to communities for the segments. Some have been established,
while others are still in the planning stages.
Delivery trucks, emergency vehicles and drivers living on the affected part of the street are exempt from the vehicle ban.
San Diego officials say evaluating the slow streets has been one of trial and error.
“Slow streets is really about trying something out in our neighborhoods during a time of real need for people to get out and have the space for social distancing,” said Alyssa Muto, the city’s deputy director of environment and mobility planning.
“Even with our community now reopened, there are still things that we can’t do,” she said. “Taking a walk or taking a bike ride is still a treasured experience.”
The Adams Avenue slow street was initially busy, but recent data analysis has shown less usage and increased scarcity of parking spots, Muto said.
Nearby businesses hailed the decision Wednesday to eliminate the segment, which they’ve been complaining about for several weeks.
“Is the city going to compensate us for the loss of revenue and the bad reputation of North Park because of the lack of parking?” asked Ludo Mifsud, owner of Et
Voila French Bistro. “The lack of action is just unbelievable and uncalled for.”
Mike Knab, president of the Adams Avenue Business Association, said the segment has been a failure.
“It was rolled out poorly, with no education, outreach or even signage,” he said. “To be honest, I think that this implementation has now set back business community support for bike lanes and multi-modal programs by years.”
Muto said city officials needed to thoroughly study data and explore other options before eliminating the segment on Adams Avenue.
Officials believe the relatively wide bridge can be restriped to allow sidewalks,
bike lanes, parking and vehicle traffic in both directions, she said. The city is trying to schedule a meeting with affected merchants to discuss the idea and listen to other proposals.
Similar backlash in Pacific Beach prompted city officials to shrink the segment it created on Diamond Street in Pacific Beach. The segment still starts at Mission Boulevard, but now ends at Haines Street.
In North Park, complaints prompted removal of a segment on Howard Avenue. It was later replaced with a segment on Lincoln Avenue, from Alabama Street to Utah Street.
Three other segments, one in the College Area and
two in southeastern San Diego, have been mostly wellreceived, Muto said.
In the College Area, there is a segment on Saranac Street from 67th Street to 70th Street. In Emerald Hills, two segments emanate from Emerald Hills Park: Old Memory Lane to Roswell Street and Tooley Street to 60th Street.
Two other proposed segments, one in Rancho Bernardo and one in San Ysidro, were considered but abandoned.
Community leaders in San Ysidro prefer a more permanent paseo to a temporary slow-street segment, said Muto, adding that the idea could be revived.
A segment proposed for
Acena Drive in Rancho Bernardo was rejected by community leaders based on concerns it would be disruptive, she said.
In addition to San Diego, the grants went to Fallbrook for Main Street, Chula Vista for Third Avenue, Escondido for Grand Avenue and National City for 14th Street.
Other grants went to El Cajon for segments near Renette Park, to Encinitas for segments near Highway 101, La Mesa for Hayes Street and Ohio Place, and Oceanside for The Strand.
In addition, Solana Beach and Imperial Beach got grants for segments on multiple streets.