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Little Italy Food Hall

Little Italy Food Hall

The Piazza della Famiglia project in Little Italy opens next month, and by summer it will take a cue from Liberty Station’s hugely successful Public Market concept by including a food hall. The hall will include two Public Market vendors, Wicked Maine Lobster and Roast Meat & Sandwich Shop. A food hall makes sense given the large number of sit-down restaurants already in Little Italy, and you’ll be able to bring your meal into the open-air public piazza:

While public squares are commonplace throughout European cities, this is the first of its kind for San Diego, where we’ve long dedicated most of our public space to moving and storing vehicles. Given the piazza’s likely success (Little Italy is doing pretty well), could this spur other urban communities in San Diego to rethink how they allocate space in their commercial districts?

Here in Kensington, where the Heart of Kensington residential group killed a public space in front of the Kensington Commons project, we’ll just settle for a new restaurant in the long-vacant Kensington Vine space.  Tanuki Japanese will be a “coffee bar by day and a sake bar and eatery by night”, according to Eater. This is just around the corner from our block. With the opening of Kensington Brewing and Pappalecco in the past year, it’s great to have more walk-to options in the neighborhood.

Tickets are nearly sold out for next Saturday’s Modern Times Carnival of Caffeination on Broadway Pier. Proceeds go to BikeSD. There’s a pretty amazing lineup of brewers, roasters and food trucks:

Earlier that day I’m hoping to join the celebration for the long-awaited opening of the Centerline bus rapid transit lanes and stations at Teralta Park over SR-15 in Mid-City:

Speaking of freeways, if Caltrans has an annual funding/maintenance gap of $6 billion, why are they spending $8 billion on an environmentally-damaging, sprawl-inducing freeway in the Mojave Desert?

BikeSD recently endorsed Omar Passons for County Board of Supervisors (thanks to all the candidates who responded) because we know he’ll stand up for the rights of bicyclists even when it’s politically difficult to do so. I joined Omar, urban planner Howard Blackson and a group of bicyclists recently for a ride around downtown where we experienced the challenge of riding in a busy area still bereft of safe bike infrastructure. One highlight was hearing architect Mike Stepner’s efforts in creating the notion of the “Gaslamp Quarter“:

Another reason I support Omar is his support for more housing… which means I can segue into yet another batch of housing bullet points:

  • Opposing housing for your kids to preserve your free street parking isn’t “progressive”, no matter what OB Rag says.  I’m excited about the YIMBY Democrats of San Diego County group because it could make many local Democrats consider where they stand on the housing crisis.  The group has its launch party this Friday.
  • David Alvarez, who will be at the launch party, has several suggestions for the San Diego City Council on how to build more housing, including allowing conversion of vacant ground floor commercial space to housing, and “waiving parking requirement for small apartments, condos, live/work units and studios near transit”.
  • Our City San Diego covers San Diego’s growing affordable housing coalition and how reducing parking requirements gives developers more land on which to build.
  • Todd Gloria introduced a state assembly bill to encourage construction of affordable, smaller units close to transit that would reduce parking requirements.
  • Nearly every city in the state failed to reach state-mandated housing goals and will now be required to streamline projects that include affordable housing.
  • Inner suburbs that declare themselves “built out” and oppose housing (i.e., Bay Park) are a major cause of housing crises in cities across the U.S.

    The reality is that most of the housing stock and most of the land area of America’s metros is made up of relatively low-density suburban homes. And a great deal of it is essentially choked off from any future growth, locked in by outmoded and exclusionary land-use regulations. The end result is that most growth today takes place through sprawl.

  • A public workshop on the Riverwalk project in Mission Valley detailed how the 4300-unit project’s new trolley station will be the center of the development’s retail area.  Constructive input from neighbors included “we don’t want your residents parking on our streets” and declaring that Mission Valley would turn into a Mumbai slum.
Kearny Mesa, Mission Valley and Morena Corridor Updates

Kearny Mesa, Mission Valley and Morena Corridor Updates

A recent New York Times Magazine piece pointed out the inequality perpetuated by single family zoning:

In its strongest form (an Economic Fair Housing Act) would ban unjustified and pervasive exclusionary zoning laws that prohibit townhouses or apartments in single-family areas or impose minimum lot sizes. These ordinances, Lee Anne Fennell of the University of Chicago Law School notes, have become “a central organizing feature in American metropolitan life.”

If we can’t achieve a ban, we should assess a penalty on municipalities that engage in discriminatory zoning, either by withholding infrastructure funds or limiting the tax deduction that homeowners in those towns can take for mortgage interest.

There would, of course, be fierce political and legal opposition from many property owners in exclusive neighborhoods who have enjoyed an unwarranted inflation of their home values through social engineering of a particularly pernicious stripe.

The article got me thinking about my own biases toward preserving ‘historical’ (and largely wealthy, white) neighborhoods while advocating for increased density along transit lines and in commercial districts. I live in south Kensington, where our (and Talmadge’s) racial and economic divide with nearby City Heights is among the worst in the city. Remarkably, today’s single family zoning (in yellow below) still lines up remarkably with yesterday’s racist red-lining:

Redlining map:

The area’s current demographics follow suit:

Looking at these maps, single family zoning indeed appears to be a proxy for race-based redlining in the first half of the 20th century. In the upcoming Kensington Talmadge Community Plan Update, I assume any increase in density will be limited to El Cajon Boulevard only, which is a very small, southern extent of the community – and also the lowest-income. And even that will be a battle in a community where I was told any new affordable housing must have abundant parking (thereby making it unaffordable) to preserve wealthier residents’ free street parking.

Meanwhile, coastal liberals use the housing crisis to attack short-term rentals, while refusing to upzone the wealthy white areas they represent. In Pacific Beach, single family homeowners complain of losing full-time residents to Airbnb:

Many San Diegans who have seen the fabric of their neighborhoods fray due to vacation rentals are not just losing their neighborhoods, they are also losing their school enrollment, small businesses that are supported by full-time residents, PTA volunteers, youth sports coaches and community volunteers. In reality, they have lost their community.

Wouldn’t allowing multi-family housing in PB’s single family neighborhoods allow more (diverse) full-time residents to afford to live there? Instead, banning short-term rentals appeases wealthy homeowners without addressing an underlying cause of our housing crisis: exclusionary zoning.

Only allowing upzoning in lower-income areas leads to gentrification pressures that can force residents out of these neighborhods. Therefore the KenTal and City Heights Community Plan Updates shouldn’t be performed independently of each other. Perhaps KenTal should consider how the North Park Community Planning Group upzoned the residential blocks just north of El Cajon Boulevard in an attempt to improve the cheaply-built and deteriorating Huffman six-pack buildings there. Reduced off-street parking requirements there would allow more housing while eliminating the large curb cuts that reduce on-street parking. Even allowing duplexes and rowhomes in Kensington on the blocks between Adams and El Cajon could make a difference, while preserving any single family homes that have been city-registered as historic.

– Kearny Mesa is an excellent example of San Diego’s old approach to land use planning. For decades the area was designated as primarily commercial and industrial, with the relatively recent exception of the Spectrum development. This resulted in a visually blighted, sprawled jobs center surrounded by the mostly single family home sprawl of Clairemont, Serra Mesa, Linda Vista and Tierrasanta:

Divide those land uses!

Nearly everyone drives to their jobs there, mostly from outside the “built out” residential neighborhoods around it. This adds a huge load to the roads and freeways in the area, adding to the already chronic traffic congestion bound for additional job centers in Sorrento Valley, UTC and downtown:

Kearny Mesa has relatively few residents because only 41 of its (4400) acres are zoned residential and only 60 acres are zoned for mixed use. The existing community plan was adopted in 1992, before San Diego adopted the “City of Villages” development strategy.

A city analysis shows that more than 93,000 people commute to Kearny Mesa for work each day, while only 2,700 live there and work elsewhere, and only 700 both live and work in Kearny Mesa.

“If there ever was a need in a community to increase residential land uses, this is the one,” Planning Commission member Bill Hofman said during a discussion of Kearny Mesa’s new development blueprint earlier this month.

Given San Diego’s “epic crisis of both housing supply and affordability“, the refusal of nearby neighborhoods to allow new multi-family housing, the city’s Climate Action Plan goals to reduce greenhouse gas emissions from auto travel, and state requirements to reduce vehicle miles travelled, does the city have any other option than to allow new residential and mixed-use development in Kearny Mesa? The Kearny Mesa Community Plan Update may do exactly that, as the Union Tribune says “the revised blueprint is likely to sharply increase the number of acres where housing is allowed, especially the number of mixed use acres”.

More information about the community plan update is available from the city, and there’s a survey to provide your input on what the most important changes are for the neighborhood. I was very impressed that the survey included options for safe bike and pedestrian infrastructure in nearly every question, and mentions the notion of transit hubs. Kearny Mesa’s diverse Asian food scene is a unique cultural plus too, one that would draw younger residents to an area that’s otherwise uninviting.

– Mission Valley, with its Green Line Trolley, is also one one of the few areas in the city where significant new housing (15,000 units, by some estimates) is being considered. The Riverwalk development that will replace this golf course could add 4000 units, bike/pedestrian trails, an 80-acre park, retail, flood mitigation, and a new trolley station:

Riverwalk has a virtual survey up for the project.

In addition to the commenters on that Riverwalk article above, I’ve heard several people who live east of I-15 and work in the UTC/UCSD area speak out against any new development in Mission Valley due to traffic objections. Despite choosing to live relatively far from their jobs, they feel their drive to work should be free of congestion – and if that means blocking housing for others, so be it. When I asked them where the housing should go instead, they didn’t have an answer – because they don’t want to admit their view that younger (potential) residents don’t have the same right to workforce housing that they enjoy.

– Public comment was due last week on the city’s Morena Corridor Specific Plan, which attempts to plan for transit oriented development along the Mid-Coast Trolley line. Here’s a fairly accurate description of the area that appeared in SD Free Press earlier this summer:

The Morena Corridor today is an unplanned, automobile-centric and unattractive mix of industrial and retail businesses dominated by large surface parking that falls far short of optimizing its outstanding location. Pedestrian access is dangerous to non-existent. Thus, it is the perfect location for thoughtful, orderly healthy growth that will result in a rejuvenated and diverse community. This area has great potential to be developed with a mix of existing and new businesses, stores and restaurants, and housing in a walkable, bicycle friendly, transit accessible environment, connected to the rest of the region.

There are many good planning ideas in the document with respect to mixed use development and bike/pedestrian infrastructure. The recommended cycle track on the west side of (West) Morena Boulevard is encouraging. However much of the plan is hemmed in by the fact that local community opposition to taller buildings on the corridor persists. Despite the trolley line’s $2.1 billion dollar price tag, residents say dense new housing shouldn’t be allowed near it, because “people live in these neighborhoods to enjoy the open space and views”. (Also: any new housing built next to a trolley station should require just as much expensive off-street parking as units miles away from public transit.) As a result, only a small area near the Tecolote and (existing) Morena stations can exceed 45 feet, via a planned development permit referencing the Transit-Oriented Development Enhancement Program:

If new housing around the Clairemont station doesn’t pencil out due to high land costs and the 30-foot height limit, wouldn’t we be better off to delete this station from the trolley line? Use the money toward making the incredibly dangerous Sea World Drive/Tecolote bridge safer for bicyclists and pedestrians to reach Fiesta Island.

Related: Pacific Beach Community Planning Chair says the federal grant funding San Diego received for the Mid-Coast Trolley shouldn’t go toward our own city’s transit needs, but rather have been used for national driverless car research.

– Construction on the 60-unit Talmadge Gateway homeless senior housing project on Euclid has been completed:

Our friend Gregg’s daughter Jess did an internship for Uptown News this summer and interviewed one of Talmadge Gateway’s residents. I liked how Jess’s piece disproved the stereotype of all homeless people being lazy, and/or on drugs. Instead, the Talmadge Gateway resident she interviewed had worked all of her life, but due to health issues was now homeless.

I’ve read many derogatory comments about homeless people, and complaints about Uptown’s homeless problems from Uptown residents, including members of Uptown Planners. Instead of taking responsibility for creating the very homeless problem they complain about (Uptown Planners has been largely hostile to new housing), they shift the blame to the homeless, claiming homeless people only move to San Diego after becoming homeless. This is simply untrue. Hopefully many more Talmadge Gateways can be built to help address our growing senior homeless problem.