More than halfway into his first term, Mayor Mike Johnston finally met with his own Bicycle Advisory Committee and reiterated a familiar promise: Denver can increase road safety without taking any convenience away from drivers. “We want this to be a city where it is safe and easy to get around by bike or by foot,” Johnston told Westword after the meeting. “We want to build infrastructure and a culture that makes that easier, and we think we can do that without making it more difficult for drivers.”

The mayor is wrong. If Denver is serious about making our streets safer for everyone — people driving as well as people walking, biking, rolling or taking transit — then we have to be honest about what that requires. Real safety improvements will sometimes mean slowing cars down, reallocating space or asking drivers to take a slightly longer route. In other words, we must be willing to trade a bit of convenience for a lot of safety.

We already make this trade-off all the time. Parking in front of the fire hydrant across from my house would be extremely convenient, but I don’t do it because it would put my neighbors at risk if a fire broke out. I don’t enjoy going through security screening every time I attend a Denver City Council meeting, but I accept it because it keeps a critical public forum safe. These small inconveniences are simply part of living in a community where everyone’s well-being matters.

So why is the idea of asking drivers to accept minimal inconvenience — a few extra minutes, a block or two of walking from their parking spot to their final destination — treated as politically impossible, even when it could prevent deaths and life-altering injuries?

Denver committed to Vision Zero nearly a decade ago, pledging to eliminate traffic fatalities. Yet year after year, the death toll remains stubbornly high, topping eighty lives lost annually since the pandemic. The reason is not mysterious: City leaders have consistently prioritized driver convenience over safety, even as people continue to die on our streets.

For generations, Denver’s street designs have catered not just to driving, but to driving dangerously. The majority of streets on the city’s High Injury Network — just 5 percent of streets where half of all traffic deaths occur — are major arterials like Colfax, Federal, Colorado, Speer and Alameda. These corridors are engineered to move as many vehicles as quickly as possible. People walking and biking are left to navigate speeding traffic with minimal protection, crossing up to eight lanes just to reach the other side.

We know what works. The data is unequivocal: On streets like these, the most effective safety improvements reduce the space available for fast-moving vehicles. Road diets, narrower lanes, shorter crossings and dedicated space for sidewalks, bike lanes and bus lanes all make streets safer for everyone — including drivers — by bringing speeds down to survivable levels.

And yet, Mayor Johnston’s recent decision to abandon the planned road diet on Alameda Avenue is only the latest example of the city retreating from proven safety measures because they might inconvenience drivers. The city noted that its revised plan for Alameda would save drivers an extra sixty seconds of driving time, compared to the original road diet.

The mayor must confront a hard truth: We cannot keep people safe without changing the status quo, and the status quo is built on prioritizing speed and convenience over human life. Denver cannot have it both ways.

So the real question for Mayor Johnston is this: How many lives is Denver willing to sacrifice to preserve driver convenience?

So far in 2025, we have lost 87 people — and counting.

(Photos courtesy Brenda Hatley)

By Hayden Yu Andersen
Reporting for West Seattle Blog

Dozens of youth robotics teams from elementary and middle schools across the district gathered on December 6 at Robert Eagle Staff Middle School for this year’s FIRST Lego League qualifier. By the end of the day, three teams from West Seattle – Madison Middle School, Lafayette Elementary School, and Alki Elementary School – emerged triumphant, with their sights set on the next round of the tournament.

Of the schools who competed that day, nine were from West Seattle, including Genesee Hill Elementary, Fairmount Park Elementary, Gatewood Elementary, Arbor Heights Elementary, West Seattle Elementary, and the aforementioned teams that are moving up to the next round.

A local parent tipped us about the students’ achievement, so we set out to get details. We spoke with Brenda Hatley, a coach for Madison Middle School, the only West Seattle middle-school team to advance to the next round, and she says the turnout at the qualifiers was impressive. Hatley first became a coach for her son’s 4th-grade team and was one of the founding parents for Lafayette Elementary’s Lego Robotics team.

She says the program, which pairs engineering with LEGO, coding, and real-world projects, is a fantastic program for students who are less interested in athletics but still want to capture the excitement of a pep rally.

“It’s not a sports team, but they’re still getting so hyped up. The kids were cheering for each other, and the pressure was there; coaching through that was an incredible experience,” Hatley said.

Madison’s team, the Madbots, will play their next match on December 26th, at a to-be-determined location. The teams that do well this month will move on to the city-wide competition in Downtown Seattle, before moving to the regionals at Washington State University, and beyond to the international finals. Regardless of how they perform, Hatley says she and the other parents are planning to travel with their team to the city-wide and regional competitions.

“I’m really proud of the team,” Hatley said. “Last year, the fifth graders didn’t move on, and we had lower expectations; we just went in to learn more and get better. This year, we get to move on and see what the next level looks like.”

A year after creating a special committee on cost-of-living, the San Diego City Council is shutting it down.

Councilmember Sean Elo-Rivera, who chaired the committee, said he was content to let it die as the council had plenty of work to do completing policy initiatives that started there.

The committee took on some of the most high profile and divisive issues that the city considered last year, such as the successful effort to increase the minimum wage for tourism workers to $25 starting in July 2026.

But it also operated just as city officials passed new and increased fees that added to residents’ cost of living. The city’s new monthly trash fee, hikes to parking rates around town and increased charges for using city facilities all hit residents’ bottom lines this year.

Elo-Rivera stood by approving those fees with one hand while trying to combat costs with the other.

“The cuts on the table that those fee increases mitigated or avoided — library, recreation center and park hours services —  were things the community said they didn’t want cut,” he said. “The fees we established were the most fiscally responsible way to avoid those cuts.”

Elo-Rivera is still pushing two other cost-of-living initiatives that could pass in 2026. One is a joint effort with the county to ban landlords from charging hidden fees tacked on to rent. The other is a potential June ballot measure to impose a $5,000 per-bedroom tax on vacation rentals or second homes.

“I completely understand why someone would say, ‘If you want to fix the cost of living, don’t raise these other costs,’” Elo-Rivera said. “We proposed a vacation home tax for the specific purpose of having the things that city residents want and deserve, without the cost of that resource falling on the backs of middle class and working class San Diegans.”

San Diego this year also became the first city in the country to ban grocery stores from offering digital-only deals, another initiative that started at the committee.

Elo-Rivera said the fees the city passed this year “only made it more important to have urgency to address cost-of-living increases driven by corporate greed, those that are disproportionately felt by everyday people.”

Councilmembers Henry Foster III and Marni von Wilpert also served on the select committee. Elo-Rivera credited them for stepping up. 

“Everyone wants to talk about affordability, but nobody wants to own it,” he said. “There’s a tension there, but those two weren’t afraid to stand next to this issue and wrestle it.”