Pedestrian Safety Improvements

Install pedestrian safety improvements throughout Oakland at intersections and corridors that were identified during the planning process as posing safety risks.

In 2018, 34 vehicle-pedestrian crashes occurred in Oakland.
In addition to locations with high crashes, community members identified intersections and corridors that pose safety risks, including Boulevard of the Allies, Bates Street, Fifth/Forbes Avenue, Robinson Street, Centre Avenue, and Second Ave at the Hot Metal Bridge.
Residents cited neighborhood streets like those surrounding Robinson Street or those surrounding Centre and Craig Streets as dangerous for pedestrians because they are attractive shortcuts for through traffic.
Some residents identified where difficult/missing sightlines in key locations create dangers, such as at Dollar and Centre and Dithridge and Centre, and locations where there is interest in exploring possible changes in traffic flow and direction, such as at Dithridge and Centre, to improve pedestrian and traffic safety.
Community members commented on the importance of adequate lighting throughout Oakland, including in residential areas, and using an equity lens when prioritizing lighting.

Reduce incidence of vehicle-pedestrian and bike-pedestrian crashes, while increasing pedestrian volumes. Improve pedestrian comfort and convenience. Coordinate improvements with accompanying improvements to bus stops, bike facilities, tree canopy, stormwater management, and/or other transportation and streetscape initiatives where present. Coordinate with informational campaign on health benefits of walking. Engage with local residents and stakeholders when pursuing safety improvement projects. Many improvements can be designed and implemented in a matter of days or weeks unless part of a larger multi-modal improvement project, which may take up to two years.
See also the Traffic Calming Corridors and Strategies page, as some of its priority locations and strategies also address pedestrian safety priorities.
The City is in the process of updating all of its lighting to LED. As part of public and private development projects, the City should review there is adequate lighting for all users' safety.

When to start:

Prioritize improvements that meet at least two or more of the following criteria:

Corridor or area with timeframe of 0-2 years or ongoing (see below)
Consistency of vehicle-pedestrian crashes year after year, especially crashes with injuries or fatalities
Consistently high pedestrian volume
Adjacency to bus stops and bikeshare stations
Potential implementation within 6-12 months
Implementation costs low enough that resources can extend to cover improvements at additional locations

Timeframes by street:

Bates Street: 0-2 years
Boulevard of the Allies: 0-2 years
Robinson Street: 0-2 years
Neville Street (Fifth Ave to Junction Hollow Trail): 0-2 years
Green Streets (See strategy in Infrastructure Chapter and Bike Route Improvements Program): 2-4 years
Other improvements: Ongoing

Duration: Ongoing

Estimated costs: $-$$ (out of $$$$) depending on facility design

Project lead(s): DOMI

Project partner(s): Institutions, OTMA, OBID, OPDC, PennDOT, SPC, DCP, Oakland for All, neighborhood associations

Potential funding source(s): City Capital Budget, County and State mobility grants, partnerships with institutions and developers

Examples, illustrations, data

Example: Bumpouts and other reductions in crosswalk length

Extending the sidewalk zone across a parking lane or other paved area not used for vehicle travel reduces pedestrian exposure to traffic, improves visibility of pedestrians and vehicles to each other, expands pedestrian waiting space, and helps calm traffic speed. It can also create opportunities for adjacent streetscape plantings and/or stormwater bioswales. Where crosswalks traverse a street at a sharp angle, consider opportunity to realign the crosswalk to be more perpendicular to the intersecting street, thus reducing its length.

Image courtesy of PennDOT.

Example: Crosswalk visibility enhancements (high visibility crosswalks, improved lighting, and enhanced signing and pavement markings).

These proven safety countermeasures recommended by the Federal Highway Administration (FHWA) help drivers anticipate and see pedestrians, and give pedestrians greater confidence using the sidewalk network.

Image Source: FHWA

Example: Intersection Daylighting

Improve visibility of pedestrians at intersections by removing parking or other visual obstructions within 20-25 feet of the intersection. Daylighting areas should be defined both through pavement markings and vertical elements (e.g. flexible delineator posts). If sidewalk bump-outs are not installed, flex posts at either side of the vehicle travel lanes are important to keep vehicles out of pedestrian areas. Paint can also be used to highlight pedestrian areas extending beyond the curb. These painted markings and flex posts are effective, but they also are prone to wear and damage, and require ongoing maintenance. Consider installing markings and flex posts as a fast, inexpensive, effective first step and then constructing more permanent bump-outs when feasible.

Image Source: DOMI

Example of Leading Pedestrian Interval (LPI).

Example: Leading Pedestrian Interval (LPI)

A leading pedestrian interval gives pedestrians at a signalized intersection a 3-7 second head start before the concurrent vehicle phase turns green. This allows pedestrians to enter and occupy the crosswalk before the turning vehicles.

Example: Wider Sidewalks

Street trees, a planting strip or verge, and parallel parking all increase pedestrian comfort by placing physical barriers between pedestrians and vehicle traffic. While many Oakland sidewalks are constrained in width by buildings, narrow sidewalks with significant pedestrian volumes should be widened onto property easements or within the right of way where possible.

Image source: Scape Studio

Example of Shared Pedestrian/Vehicular Street

Example: Shared Pedestrian/Vehicular Street

Where vehicle traffic is light, creating a shared street turns a narrow street with one or two inadequate sidewalks into a welcoming walk. It also makes the street more suitable to host periodic and popup events, expanding limited public gathering space.

Image source: Payton Chung/Greater Greater Washington

Engage Pittsburgh

Install pedestrian safety improvements throughout Oakland at intersections and corridors that were identified during the planning process as posing safety risks.

Examples, illustrations, data

Map: Proposed Pedestrian Safety Improvements

Example: Bumpouts and other reductions in crosswalk length

Example: Crosswalk visibility enhancements (high visibility crosswalks, improved lighting, and enhanced signing and pavement markings).

Example: Intersection Daylighting

Example: Leading Pedestrian Interval (LPI)

Example: Wider Sidewalks

Example: Shared Pedestrian/Vehicular Street

Pedestrian Safety Improvements

Install pedestrian safety improvements throughout Oakland at intersections and corridors that were identified during the planning process as posing safety risks.

What we heard

Project goals and components

When, how long, how much, and whom

Examples, illustrations, data

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