Tonight and Next Week: Open Houses on Oakland’s Telegraph Bike Lanes

The City of Oakland’s proposal for parking-protected bike lanes on Telegraph between 20th and 48th Streets, one of three segments of the corridor.

Oaklanders won’t want to forget about the city’s open house meetings, starting tonight, on proposals for parking-protected bike lanes on Telegraph Avenue. Show up, learn about the proposed design options, and let city staff know what you think will make this vital commercial corridor safer and more efficient, and livable. There will even be food trucks outside each meeting, in case you get hungry.

Here are the open houses:

  • Tonight, 6 p.m. – 8 p.m., at Beebe Memorial Cathedral, 3900 Telegraph.
  • Saturday, April 26, 10am – 12pm, at Faith Presbyterian Church, 430 49th Street.
  • Next Thursday, May 1, 6 p.m. – 8 p.m., at Humanist Hall, 390 27th Street (accessible entrance at 411 28th Street).
  • Matt Chambers

    I think a 12FT width per bike lane is overkill. Our population is graying and they’ll need transit to get around. This plan needs to include space for a BRT on Telegraph.

  • murphstahoe

    The US population – but what about Oakland’s population specifically?

  • coolbabybookworm

    One of the first things my mom did when she retired was get a bike. But apparently grey haired people cannot bike?

  • EastBayer

    I agree. No one’s saying don’t have bike lanes, but 12 feet is a ton of space and Telegraph should be BRT-ready. It would be nice to bank land for BRT in some way that doesn’t involve providing more for motorists now, however.

  • Matt Chambers

    Ha, we don’t age in Oakland?

  • Matt Chambers

    Don’t be silly. Everyone gets to a point they need to ride transit or they become dependent on others to get them around.

  • Christopher Kidd

    The proposed cycle track alignment allows for significant transit improvements, including stop relocation at intersections and transit-islands between the cycletrack and the travel lane, allowing in-lane boarding for passengers and reducing bike/bus leapfrogging. All of those improvements, not possible without cycletracks, will improve both transit times and transit reliability. You should take a look at the report: plenty of goodies for transit.

    In terms of BRT, City Council already voted it down on Telegraph – It’s not good policy to set aside space for something without any indication that we’ll ever actually get it.

    And regarding 12′ as “overkill”, I’m not sure how we could better reapportion roadway space if the cycletrack were slimmed to 10 or 9 feet (9 feet being the minimum allowed under current CA HDM guidelines). We could net ourselves an extra 6 feet of space. What should we do with it if not used on the cycletrack? The sidewalks are already 10′ wide and there is no need for travel lanes wider than 11′.

  • Gezellig

    I’m not an expert on this but from what I’ve gathered those buffer zones are included in such designs to comply with ADA requirements. As buffer zones they are not considered part of the cycletrack, though if they’re just buffered with paint with the cycletrack at the same elevation it’s easy to imagine at least some bikes treating it as a de-facto extension.

    Just for a comparison point, 2.5 meters (8′) is actually the minimum width used for one-way cycletracks in the Netherlands, with many being quite a bit wider. (http://bicycledutch.wordpress.com/2011/04/07/state-of-the-art-bikeway-design-or-is-it/).

    Just as the Braess Paradox (more and wider lanes generating their own new traffic http://en.wikipedia.org/wiki/Braess's_paradox) is well-known to encourage greater car traffic, I think it’d be really interesting if someone ever did a study on how the Braess Paradox works for cycletracks. Since greater width generally coincides with a greater sense of speed, safety and comfort I wouldn’t be surprised if wider bikeways also generate their own increased bike traffic simply by being wider. And that means modeshare increases!

  • twinpeaks_sf

    Not to mention, 4′ is for what some call a “critical reaction strip” – space for people to step out of and load their cars without conflicting with bicycle traffic in the cycle track.

    It’s a solid design, though I too regret the failure of the BRT proposal through Oakland onwards to Berkeley.

  • Easy

    A 4-foot buffer sounds like exactly the kind of thing that might make seniors almost comfortable, at least on this one street.

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