The “Oaklavia” celebration was modeled after Sunday Streets events that have become a fixture in nearby San Francisco; and while Oakland’s was the first in three years, planners expect many more to come.
Posts from the Oakland Category
When Walk Oakland Bike Oakland hosted the city’s first Ciclovia-style event in downtown Oakland in 2010, onerous city fees meant plans for a second Oaklavia that year proved too ambitious for the small organization. “We thought we wouldn’t be able to do it again,” said Jonathan Bair, WOBO’s Board President.
Three years later, the city brought Oaklavia back, closing the streets around Lake Merritt to cars yesterday and opening them up for people. This time, organizers estimate 10,000 to 15,000 people turned out, compared to the 4,000 at the 2010 event.
Key to the event’s success this year, advocates said, was the newfound support from Oakland Mayor Jean Quan. Since she took office in 2011, Quan has championed open streets events as well recently-completed renovations at Lake Merritt. To celebrate the lake improvements, yesterday’s Oaklavia was tied with a festival called Love Our Lake Day.
“This was the transformative moment for Oakland,” said East Bay Bicycle Coalition Executive Director Renee Rivera, who invited Quan to visit Sunday Streets in the Mission in June of 2012. “Mayor Quan came back from that event with a clear understanding of why Sunday Streets would be great for Oakland and an appreciation for the work and investment it takes to make it happen,” she said.
Quan told Streetsblog that Oaklavia “is part of my overall economic development plan,” and promised another Oaklavia in Fruitvale this fall. “I want to do these bicycle/walking events in different parts of the city and introduce people to different neighborhoods,” she said.
On the wide streets circling Lake Merritt, yesterday’s Oaklavia seemed akin to the Sunday Streets events held in San Francisco’s Golden Gate Park. Walkers mostly chose to stroll on the new pathway near the water, while the roads provided lots of room for bicyclists to move freely. The route was longer than that of the first Oaklavia — 3.3 miles vs. 2.4 miles — and acres of adjacent grassy areas and pathways gave room for people to spread out.
Skaters, bicyclists, and walkers came from Chinatown, East Oakland, and Grand Lake, and from as far as San Francisco and San Mateo. But the ethnic diversity on the streets gave the event a definitively Oakland feel.
If there was any shortcoming, it was the fact that only one side of the roadway was closed to traffic, which may have kept some people on the sidewalk, said WOBO board member Chris Hwang. “To not have [the street] fully closed is a shame,” she said.
Alameda County could usher in a new era of progressive transportation projects if voters pass a proposed half-cent sales tax increase known as Measure B1 on November 6.
Measure B1 would generate a projected $7.8 billion over the next 30 years for projects selected using a “complete streets” approach aimed at improving the county’s streets, trails, and transit infrastructure to accommodate all modes of transportation. The measure would double the county’s existing half-cent transportation sales tax, with 48 percent of the revenue devoted to improving transit, 8 percent to bicycle and pedestrian projects, and 39 percent to roads and highways. If approved, it would represent an unprecedented commitment to non-motorized transportation.
“It’s sometimes incredible to believe that Alameda County is taking a national leadership role, but they are,” said Dave Campbell, program director for the East Bay Bicycle Coalition. “And we’re proud of them, and working closely with them to get this passed on November 6.”
County officials say they were motivated to put together the plan, in part, by the state’s requirement to decrease greenhouse gas emissions. Achieving those goals would require a major shift from driving to walking, biking, and transit in Alameda County.
The projects included in Measure B1’s funding plan could provide a dense network of trails, bicycle boulevards and bike lanes, as well as pedestrian safety improvements throughout Alameda County, helping to realize the vision laid out in its soon-to-be approved Bicycle and Pedestrian Plans. Off-street bicycle and pedestrian trails — including the Bay Trail, the Iron Horse Trail, and the East Bay Greenway — would connect BART stations in the eastern and southern parts of the county. Although 39 percent of the funds would be devoted to car-oriented infrastructure like roads and highways, some of those funds would also go toward creating bicycle and pedestrian highway crossings, bringing the potential total of bike/ped funding up to about 11 percent.
In theory, the East Bay has nearly perfect terrain for bicycling. Streets slope gently east for miles from the Bay, and once over the hills, pedaling conditions are almost idyllic — that is, if you feel safe enough to ride.
The East Bay, like much of the country, was built for cars rather than for walking or bicycling. Navigating fast-moving streets like Shattuck Avenue, Telegraph Avenue, and International Boulevard can be dangerous. And for pedestrians, uneven sidewalks (if they exist) and poorly-marked crosswalks convey a message: no walkers here.
Fortunately, streets in Alameda County could become friendlier for walking and bicycling with its new Bicycle and Pedestrian Plans, set to be approved early next month. The Alameda County Transportation Commission released the final drafts of the plans on Monday, laying out a new vision to make urban centers and transit hubs easier to reach on foot and bike, and to provide off-road trails to help intercity commuters cover longer distances.
While some cities like Oakland and Berkeley have for years been making improvements like bicycle boulevards, bike lanes, signage, multi-use trails, and sidewalk repairs, the approach taken in the bike and pedestrian plan updates could make cities in Alameda County even friendlier for car-free travel, if local agencies follow through with it.
The plans call for a dense network of bike lanes, bike boulevards, sharrows, and signs, along with inviting sidewalks and crosswalks in much of the East Bay. The goal is to improve 762 miles of bike routes and 2,779 miles of pedestrian walkways by 2040.
In an op-ed in the Oakland Tribune yesterday, local business owner Randy Reed laid down a whopping piece of misinformation: For businesses, he wrote, enhancing East Bay transportation options with Bus Rapid Transit will be no different than when construction removes all of the car parking on a street.
Reed, who led the charge in killing the Telegraph Avenue leg of the East Bay BRT route, got the piece published just as the project faces two critical hearings next week (see below for the schedule). Based on this new op-ed, Reed isn’t content to just squash transit improvements in his backyard — he also doesn’t want to let residents on the rest of the Downtown Oakland – San Leandro route reap the benefits.
Here’s what Reed calls the BRT “test run” that forms the backbone of his screed:
We have tested the effect of removing all street parking in our area, and it was devastating to our business. A test was run with city staff several years ago to see what happens with lane closures and parking removal on Telegraph from 43rd to 45th streets.
The problems were tracked: When the street was repaved; when ramps were installed on the corners; and when sidewalk repairs were performed.
Staff concluded that it would be disastrous.
Two local advocates offered up some fantastic rebuttals in the comments section. I’ll hand the mic over to Streetsblog’s own Oakland-based intern Robert Prinz, who is also the education coordinator for the East Bay Bicycle Coalition:
Maybe you would have a point if removing all street parking was actually part of the plan. Removing a few spots, sure, but the bulk of curbside parking spots will remain. The BRT planners I have talked to bent over backwards to keep as much parking as possible, to the detriment of other parts of the plan.
What is really going to happen is the reduced scope San Leandro-Oakland BRT is going to be built, it will be a huge boon for the communities along that corridor, and then the Telegraph merchants with a collective case of selective memory loss will start lining up to ask for an expensive extension into their business districts.
Bike to Work Day in the East Bay broke records once again yesterday, with ten mayors, dozens of council members, and over 17,000 participants riding — an overall 22 percent increase across the East Bay. The record-breaking number of elected officials riding in included the mayors of Albany, Berkeley, Piedmont, Dublin, Fremont, Emeryville, Hayward, Richmond, and Union City.
“It’s great to see so many of our local elected officials out riding on Bike to Work Day and setting an example,” said Renee Rivera, executive director of the East Bay Bicycle Coalition (EBBC). “They understand the benefits of bike commuting, and they’ve directed city resources to help make bicycling viable as an everyday means of transportation.”
The largest ridership increase was seen in Pleasanton at 40 percent more than last year, followed by Alameda at 29 percent and Emeryville at 17 percent. In Berkeley, more bicycles than cars passed by lower Sproul Plaza for the first time yesterday morning, according to the EBBC. “This a doubling of bike mode share at Cal,” the EBBC wrote on its website, noting that Berkeley has the country’s fourth-highest bike mode share at 8 percent, according to the American Commute Survey.
Oakland has the eighth-largest Bike to Work Day in the United States, according to the Alliance for Biking and Walking. The free pancake breakfast in front of Oakland City Hall yesterday drew over 600 people who were greeted with free valet bicycle parking and tote bags before mingling and enjoying breakfast in the sunshine.
Bus rapid transit (BRT) between Oakland and San Leandro in the East Bay cleared a major hurdle this week after AC Transit unanimously approved the project’s environmental impact report. Agreements with the cities of Oakland and San Leandro must still be finalized in June before the project can officially break ground.
“This plan represents a big step in making bus service significantly better in the East Bay,” said Marta Lindsey, communications director for TransForm. “But it’s also a big step for the entire Bay Area, as it will showcase what’s possible: faster, more reliable, and more frequent buses – plus a better experience for riders all-around and at an incredible value.”
Marta noted that East Bay BRT has the highest cost-efficiency rating from the Federal Transit Administration of any public transportation project in the nation currently competing for federal funds.
The full Oakland-to-Berkeley corridor won’t get true BRT after merchants in Berkeley complained about losing car parking to dedicated bus lanes. But this section will bring substantial benefits on its own: 22 community organizations have signed a letter [PDF] cheering the estimated 39 percent improvement in travel times, 300+ jobs, and transit-oriented growth the project is expected to bring along the International Boulevard corridor.
As city contractors stenciled new bike lanes last Friday at Oakland’s 25th and Webster Streets, a group of advocates, city staff, and elected officials celebrated the final project in Oakland’s busiest bicycling year to date.
“This year we put in 18.1 miles of new bike lanes and 292 new bike parking spots,” Council Member Libby Schaaf told the group.
Oakland was recently recognized by the League of American Bicyclists as a Bronze Bicycle-Friendly City and “named one of the 20 most bike-friendly cities in the country,” noted Mayor Jean Quan, and “we’re working to get into the top ten.”
On top of a major expansion of bikeways this year, Uptown Oakland will get its own bike station as soon as 2013 near the 19th Street BART station, announced Jason Overman of Council Member Rebecca Kaplan’s office, which recently won a $500,000 grant from the Metropolitan Transportation Commission’s Safe Routes to Transit program to create a space similar to the Downtown Berkeley bike station and host valet bike parking and repairs.
Over the next two weeks, crews will complete the bike lane along the one-way Webster Street south to 14th Street, and a complementary bike lane will be installed on the parallel Franklin Street in January. Combined, the pair will create a north-south corridor to Downtown Oakland.
Many of Oakland’s 2011 bike projects focused on completing the network of bike lanes and sharrows, including segments of major crosstown routes like Fruitvale, Lakeshore, Telegraph, and West Grand Avenues, as well as Foothill Boulevard and East 12th Street.
A coalition of East Bay advocates is urging supporters to speak up tomorrow morning and tell the Alameda County Transportation Commission (ACTC) to take advantage of a “once-in-a-generation opportunity to repair and restore a failing system and provide a cost-effective, equitable, and sustainable transportation future.”
Measure B, Alameda County’s largest source of transportation funding, is set to go to voters for re-authorization next November, and advocates say it’s crucial that the proposal prioritize investments in fixing transit and improving walking and bicycling conditions.
“The ACTC is preparing to ask voters in November 2012 to double the county’s current half-cent transportation sales tax to one cent, make the tax permanent, and approve a 30-year Transportation Expenditure Plan (TEP),” states a press release from the Community Vision Coalition, comprised of members like the East Bay Bike Coalition (EBBC) and TransForm. “The TEP will determine the spending priorities for the first $7.8 billion generated by the new measure.”
Dave Campbell, the EBBC’s program director, says the measure as it’s currently being drafted puts expensive road and transit capital expansion projects ahead of the needs of the existing transit system, and a strong show of public support is needed tomorrow to convince the ACTC to invest the revenue more wisely.
“Our needs are to fix the potholes on the streets, get BART trains and AC Transit buses running on time, and make our streets safer for walking and bicycling,” said Campbell. “The ACTC has done public surveys, polling, and outreach, and consistently they’ve been told, ‘Fix the system first.'”
With freeways and wide thoroughfares running through neighborhoods of color, the City of Oakland demonstrates many of the deadly trends discussed in Transportation for America’s new Dangerous by Design Report.
Across the country and locally, people of color make up a disproportionately large share of pedestrian deaths. Nationwide, the annual pedestrian fatality rate among African Americans is 2.39 deaths for every 100,000 people. Hispanics suffer a somewhat lower rate (1.97), while rates among Asians (1.45) and whites (1.38) are substantially lower.
As the map above illustrates, all of Oakland’s traffic fatalities during the last five years occurred in the flats, an area with a higher proportion of people of color than the relatively affluent hills. Less than three percent of pedestrian fatalities in the 2000s occurred in the hills (the most recent in 2005). You can see data for 2001-2009 on Transportation for America’s site.
Seniors are also disproportionately likely to die in a crosswalk. Nationally, people over 65 make up 22 percent of pedestrian fatalities but only 13 percent of the population. In Oakland, the risk inequality is more exaggerated: seniors account for 26 percent of pedestrian fatalities but only 11 percent of the population.
The higher mortality rate of seniors is partially attributed to older bodies’ difficulty recovering from serious injuries. Seniors are more susceptible to short crossing times and unprotected crosswalks, but several design elements that protect seniors, such as “count down” crossing signals and mid-street refuges, actually make streets safer for everyone.