Bike Lanes via "Road Diets"
- Guest
- Feb 24
- 2 min read
While on the surface bike lanes sound like a good thing (we should ALL strive to be more active!), it is really two key issues that drive my thoughts on how bike lanes are being implemented throughout our region:
1. Little Things Shouldn't Be on the Same Road as Big Things
The idea of 'Share the road' ('Sharrows' or a painted line serving as a 'barrier' separating cars from bikes) is lazy policy-making by planners who prioritize cost savings over lives.
Bike lanes should ALWAYS be truly separated (but seldom are in most projects). Usually just a painted line, thin pylon poles, or a small curb that is easily jumped by vehicles. (Pershing Dr. got upgraded separation because of two bike fatalities that not only brought media exposure but also great litigation to the City of San Diego.)
2. The Recent Historic Models of 'Active Transportation' and Bike Lanes Are "Road Diets", Not Road Widening to Make Room for New Lanes:
The idea of forcing 'Active Transportation' onto shared infrastructure is problematic on many levels, but many recent projects show the reality: to make room for the new bike lanes, they do not widen the road, they take existing lanes.
This is absolutely unacceptable in any fire-prone area -- but particularly in areas where people may be evacuating with trailers and livestock.
My position is that while Active Transportation is indeed a noble goal, it is absolutely secondary (and tertiary!) to the top priority which must absolutely be safe and efficient emergency evacuation for County residents.
Below are three case studies (two already completed, one in the works) to give you a better idea as to the realities of my concerns:
CASE STUDY #1: Pershing Bikeway, North Park to Downtown San Diego (SANDAG)
Keep San Diego Moving (which addresses lane reductions):
2516 Pershing Drive Before— Two lanes each direction
2516 Pershing Drive— AFTER the Bikeway Project
(This is the most recent image Google maps has, but you can see the lane reduction which is now only one lane in each direction.)
CASE STUDY #2: 2600 Fifth Avenue, San Diego (SANDAG)
2600 Fifth Avenue Before—Three driving lanes and parking on both sides of the street
2600 Fifth Avenue After—Two lanes, narrower parking, bike lane separated by small (easily jumped) curb
CASE STUDY #3: Casa de Oro, Spring Valley (still in planning stages by County of San Diego)
Current Condition: 10000 Campo Rd. (at Granada), Casa de Oro (Spring Valley, Unincorporated Area). Two lanes each direction plus center turn lane
Casa de Oro Conceptualized Plan: One lane each direction, unprotected bike lanes each direction, no turn lane and several traffic circles along the main stretch of road
Casa de Oro Development and Mobility Plan
These past projects and proposed concept plans are why I absolutely oppose bike lanes the way they are currently being executed throughout our region.
"Road diets" at some point will prove deadly. The idea of deliberately slowing traffic via intentional impediments like traffic circles or lane reductions is, in my estimation, an extremely negligent design. Emergency evacuation must be apexed above all else.
By Mary Davis | February 22, 2025
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