High design elements on roads such as planters, bump outs, crosswalks, etc

Speed humps, lane diets (e.g. Penn Ave from East Liberty Blvd to S. Braddock Ave), chicanes, traffic circles, raised crosswalks, lane narrowing, protected bike lanes, curb bulb outs, etc

Oh, and traffic diverters

Transit:

1) we have to look at the experience outside of Oakland, not just in Oakland itself or between Downtown and Oakland. Includes service frequency and span as well as better infrastructure to get to a stop and wait - particularly signal prioritization to make travel time more predictable.

2) If not bringing commuter (Px) buses directly into Oakland, need to eliminate the transfer disincentive on the Busway

3) Recognize that Oakland is its own transit destination somewhat independent of Downtown and infrastructure coming in should treat it as such, placing

Pedestrian:

1) Wider sidewalks/walkways, especially on side streets that currently act as cut-throughs. Make it as painful as possible to try to "beatt the traffic"

prioritize pedestrians - then bikes then buses then personal vehicles.

* Bates and McKee needs a 4-way stop sign - very dangerous for pedestrians to cross

* Traffic routing contributes to speed - streets used as bypasses/cut-throughs have higher speed

* Focus on areas where people routinely cut through as priorities for mitigation

* Realignment of the Charles Anderson Bridge would help to slow traffic in Oakland

* Would residents support speed humps in areas where people cut through? Yes - ideas: Atwood, Parkview above BOTA, N Dithridge?, Robinson (may be addressed through planned projects)

- flashing lights need to be red, not yellow, because the cars dont stop for a yellow light. better indicator for vehicle must stop.

- cyclists on sidewalks because the bicycle infrastructure doesnt exist, or isnt protected. vehicles enter the bike lanes.

- speed humps

- curb extensions

- piano key crosswalks

- posted speed signs / pedestrian signs

- stop bars at signs and lights at commercial and residential.

- raised crosswalks - pedestrians not walking down, acts as a speed bump for vehicles. reminder to stop at the stop sign.

- enforcement of cars stopping at stop signs, education.

- crosswalks are abused , by the drivers who dont slow down; pedestrians are on their phones, people dont obey the time limits.

- Oregon crosswalks are well delineated, flashing lights, everyone obeys the crosswalk, brightly lit.

- need to change the culture

- bicyclists using the crosswalks. instead of obeying the street rules.

- education for cyclist around their legal place in the public space, with regards roads and sidewalks, and enforcement

- education for motorists around crosswalks.

- issues with vehicles turning and not stopping for pedestrians

- pedestrians not allowing a gap for vehicles.

- enforcement.

* Street trees narrow the perceived width of the cartway and improve the pedestrian experience

* Boulevard of the Allies -- median with trees; signal infrastructure and timing that support walking

* One-way streets encourage speed because no threat of oncoming traffic

* Bump-outs create space for trees but also increase visibility at intersections

Street trees have been proven to slow traffic. Speed humps and bump-ins work well as physical changes. Greater enforcement City-wide should be implemented.

more street trees, corner bump-outs, bright crosswalks. medians with trees on Boulevard of Allies. 4-way stop at Bates/McKee.