Your input is essential to the planning process. Staff and the Steering Committee will use your input to start developing parts of the Oakland Plan.
- Input on this page and other topic-based pages (i.e., Community, Development, Mobility, and Infrastructure) will be used to develop goals for the plan specific to those topics. This goal language will become part of the plan, but will also be used to guide the proposals developed in the Action Teams in the year ahead.
Learn more about opportunities to be involved on the homepage.
Action Teams are comprised of residents, students, employees, property owners, agencies, and professionals interested in working to develop projects and programs for the neighborhood plan. They are an opportunity for building partnerships while developing feasible action items for the plan.
The Mobility Action Team develops proposals for how people get around including strategies for improving safety, reducing the negative impacts associated with traffic, and shifting trips to more efficient and healthful modes of travel.
Learn more about Action Teams and how to join them using the bottom on the right of this page.
The mobility section will focus on the infrastructure and policies that affect access within the public right of way. Access is defined as one’s ability to reach destinations for work, life, or play by the mode of one's choosing. It is the intent of the mobility section to identify improvements, enhancements, and other treatments within the public right of way that equitably serve users of all ages and abilities. The mobility section will keep the City’s mobility principles in mind when planning for improved and enhanced access:
- No one dies or is seriously injured traveling on city streets (streets and intersections are intuitive to use, even by an adolescent child).
- Every resident can access fresh fruits and vegetables within 20 minutes travel of home (without requiring a private vehicle).
- All trips less than 1 mile are easy and enjoyable to achieve by non-vehicle travel.
- No household must spend more than 45% of income on housing + transportation + energy (for any income quintile).
- Our streets reflect the values and pride of our city.It is the intent of the mobility action team to identify improvements, enhancements, and other treatments to serve users of all ages and abilities and with equity in mind.
The following is intended to provide an overview of some of the topics that will be covered by the Mobility Action Team. From previous conversations with the community, the project team recognizes that there are some updates to the maps that need to be made. Updated maps will be swapped out as they become available.
Read below to learn more and participate in activities to set goals for Mobility in Oakland.
The cartway is defined as the portion of the street between the curbs. This is the area where motor and people-powered vehicles are permitted to operate, load, and/or park.
The following background data is provided to enable a better understanding of current use of the cartway in Oakland.
Travel Behavior and Mode Split
The following tables demonstrate the mode split for Oakland residents and workers who come to Oakland from across the region. The information included in these tables represents the pre-COVID-19 pandemic condition. Of the 9,780 residents who participated in the study, an overwhelming majority walk to work (44.1 percent). Another 28.1 percent drive alone and 14.4 percent take transit.
Of the 43,569 workers who participated in the study, almost 56.0 percent of them drive alone to their place of employment. Transit riders represent 18.6 percent and walkers / rollers represent 11.9 percent of total workers, respectively.
This analysis is currently underway and this section will be updated as the information becomes available.
The City’s first bike plan in 20 years was completed in June 2020 and identifies a priority network of 120 miles for implementation of new and enhanced facilities over the next ten years. This includes critical facilities that will connect the various parts of Oakland in addition to connections to other City neighborhoods.
Creative uses in the cartway could include street murals, decorative crosswalks, etc. Any artistic features would need to be approved by the City’s Art Commission and be designed in accordance with standards set by the City’s Department of Mobility and Infrastructure (DOMI). A permit is also required.
Such uses can only be sited in designated bump-out / bulb-out areas, in intersections, or between the two white lines of a crosswalk. They are not permitted in piano key crosswalks nor can crosswalks be a color other than white. Paint colors should shy away from those used in standard pavement markings such as yellow and green.
The curb includes of the lane in the cartway closest to the curb itself. This space can be used in myriad ways, depending on regulations, need, and space constraints.
Transit Stop Usage
This image shows the number of trips that begin and end at each stop on an average weekday. The total of these numbers is often referred to as “ridership” but does not necessarily correlate to an equivalent number of transit users.
On-street parking can include metered parking, residential permit parking (RPP), unrestricted parking (free and non-permitted), and bike parking (e.g. bike corrals), all of which occur across Greater Oakland.
Loading Goods + People
The curbside lane is often used to deliver goods or people to their destination.
Creative uses at the curb could include outdoor dining (e.g. COVID space on Oakland Avenue for example), bike share stations, and bike parking corrals, etc.
Sidewalks serve as a critical connection for pedestrians as they are the first and last facility for users of all modes as they approach their destination.Bicycles are not permitted on sidewalks in business districts, such as Central Oakland.
The City recognizes that there are critical gaps and necessary repairs in the sidewalk network in Oakland. Municipal code stipulates that sidewalks are the responsibility of the private property owner; however, the City is actively working to fill critical gaps to the extent feasible. New developments also include new sidewalk.
A walkshed is the area around a transit stop or station that people are typically willing to walk to or from to access transit. For a bus stop, the standard area is ¼ mile. For a station, ½ mile. A networked walkshed takes into account the connectivity of the street network.
Public vs. Private
Public parking facilities are owned and operated by the Pittsburgh Parking Authority. Private facilities are privately owned and may be available for paid use by the public or may be restricted to a specific group of users (e.g. employees, residents).
Structure vs. Surface
Surface parking is more affordable to build and more easily converted to other uses but is more limited in capacity. Structured parking is expensive to build (at least $20,000 per space) and multiplies the amount of parking that can fit on a given site.
Commercial vs. Residential
Traditionally, the number of parking spaces built has been specific to the land use that it is intended to support. Parking spaces have often been dedicated to an individual building or tenant at all times. Efficiencies may be gained by rethinking these practices to allow for flexibility and sharing of spaces among uses.