Imagine a busy street where speeding cars, narrow sidewalks, and tricky turns create a daily nightmare for drivers, cyclists, and pedestrians alike. This is the harsh reality of Alameda Avenue in Denver's West Wash Park neighborhood, a street so dangerous it averages 55 crashes per year. But here's where it gets controversial: after years of community pushback and a seemingly agreed-upon plan to make it safer, the city suddenly changed course, leaving residents feeling betrayed and divided.
For years, concerned neighbors like Jamie Rooney and Tatianna Spector have been advocating for a safer Alameda. Rooney shared with Denver7, “I’m constantly on edge knowing my neighbor’s house has been hit by cars three times. Alameda is a hotspot for rear-end collisions, sideswipes, and T-bone accidents—all thanks to dangerous blind spots.”
The city’s Department of Transportation and Infrastructure (DOTI) had been working with the community since 2020 to address these issues. After numerous meetings and delays due to the COVID-19 pandemic and construction at the Alameda underpass, a plan finally emerged: a “road diet” that would reduce the four-lane road to two lanes with a dedicated center turn lane, along with buffer space between the street and curb. This plan aimed to calm traffic and improve safety for everyone.
But this fall, DOTI dropped a bombshell. They introduced a new design that keeps two eastbound lanes and converts one westbound lane into a series of “turn pockets” between Franklin and Pearl Streets. While this plan retains some safety features like a reduced speed limit, marked crosswalks, and pedestrian islands, it’s a far cry from the original vision.
And this is the part most people miss: hundreds of residents, led by Jill Anschutz, signed a petition opposing the original “road diet” plan, fearing it would worsen congestion and push traffic into their quiet neighborhood streets. “If you make congestion worse, you’re just forcing frustrated drivers into narrow streets where kids and pedestrians are at risk,” Anschutz explained. “You’re trading one set of safety issues for another.”
The sudden change left many neighbors feeling blindsided. Hundreds more signed a counter-petition urging DOTI to reinstate the original plan. Frustration boiled over at a recent West Washington Park Neighborhood Association (WWPNA) meeting, where residents accused DOTI of favoring the voices of wealthier, more connected neighbors. “This feels like a personal betrayal,” one resident told DOTI officials. “We thought this was a done deal, but our input was ignored.”
DOTI’s executive director, Amy Ford, defended the new plan, arguing it balances safety improvements with traffic flow concerns. However, critics argue the revised design prioritizes driver convenience over pedestrian safety. “The turn pockets are just a bandaid solution,” Spector said. “It’s not a matter of if someone will get seriously hurt on Alameda, but when.”
The controversy doesn’t end there. Even the DOTI Advisory Board questioned the rushed decision-making process during a virtual meeting last month. Ford insists the new design is data-driven and will have the best overall impact on safety and mobility. Yet, many remain unconvinced, especially since DOTI hasn’t finalized plans for pedestrian buffers.
Construction on the new design is set to begin late next year, with crosswalk improvements starting in early 2026. But the question remains: has DOTI truly addressed the community’s safety concerns, or have they simply kicked the can down the road?
What do you think? Is the new Alameda Avenue plan a fair compromise, or a missed opportunity to prioritize safety over traffic flow? Let us know in the comments—we want to hear your thoughts on this divisive issue.
