Chapter 5 Design Elements I have met but one or two people who understand the art of walking.

Henry David Thoreau, American Philosopher

This section identifies design elements The Design Elements are organized for improving Oakland streets, side- into the following three sections. First, walks, and paths. Rather than propos- the Sidewalk Guidelines section gives ing design standards, the Pedestrian minimum requirements for sidewalks Master Plan presents design elements and utility zones. Second, the Crossing to inform designers, planners, and pol- Treatments section explains best prac- icymakers on available design treat- tices for crosswalks and corners. And ments and best practices for pedestri- third, the Traffic Calming section ans. When implementing these ele- presents concepts for reducing motor ments, engineering judgment will vehicle speeds. determine the specific locations and features of each design.

Pedestrian Master Plan | 65 Sidewalk Guidelines

Proposed sidewalk guidelines apply aids. It should also be proportionate to to new development and depend upon street size and pedestrian volumes. available street width, motor vehicle volumes, surrounding land uses, and All streets require a utility zone pedestrian activity levels. Standardizing to accommodate above ground 72" sidewalk guidelines ensures a minimum public infrastructure including street level of quality for all sidewalks. ILLUSTRATION 13 furniture, lampposts, street trees, SIDEWALK FOR TWO PEDESTRIANS and signs. Locating this infrastructure IN WHEELCHAIRS The City of Oakland currently in the utility zone prevents it from requires a minimum 48" wide side- encroaching on the through passage minimum widths for passage, not walk with a 36" through passage for zone. The utility zone also creates an sidewalk width recommendations. new development. For projects that important buffer between pedestrians retrofit existing sidewalks, width The Institute for Transportation must conform to the existing condi- Engineers recommends planning side- tions on the block. These dimensions walks that are a minimum 60" wide conform to sidewalk requirements with a planting strip of 24" on local found in the Americans with streets and in residential and commer- Disabilities Act Accessibility cial areas. Guidelines (ADAAG) which are Sidewalk and 48" Utility Zone Widths ILLUSTRATION 14 Sidewalks consist of the through pas- EXISTING OAKLAND SIDEWALK STANDARD sage zone and the utility zone. The and motor vehicles by providing a through passage zone is the paved part horizontal separation and a vertical of the sidewalk pedestrians use. This buffer. Vertical elements like utility 60" zone should be wide enough to accom- poles, signs, parking meters, and modate different walking speeds and street trees improve pedestrian safety ILLUSTRATION 12 SIDEWALK FOR TWO PEDESTRIANS shared use by people with mobility and comfort by buffering the sidewalk

66 | Pedestrian Master Plan from travel lanes. This buffering STREET TYPE THROUGH PASSAGE ZONE UTILITY ZONE TOTAL WIDTH effect is similar to that provided by ARTERIAL (CITY) 96" 48" 144" curbside motor vehicle parking. COLLECTOR (DISTRICT) 72" 48" 120" LOCAL (NEIGHBORHOOD) 60" 48" 108" On local hill streets where sidewalks WALKWAY 48" - 48" are not possible, a wide shoulder or TRAIL 72" - 72" sidewalk striping with parking restric- FIGURE 22 PROPOSED SIDEWALK GUIDELINES tions is an acceptable alternative. paving is recommended for arterial, good traction. The careful selection Walkways and trails do not have utili- collector, and local sidewalks. The of such materials for contrasting ty zones but still require a minimum concrete should be textured for safety colors or textures can provide valuable through passage zone. For accessibili- and scored to match existing patterns. wayfinding cues for people with ty for persons with disabilities, side- In pedestrian activity areas, painted visual impairments. walks should be continuous, stable, curbs should be textured to ensure firm, and slip-resistant with minimum traction. To support pedestrians, Walkways running slopes and cross slopes. cyclists, and joggers, trails may be Walkways are usually made of con- The proposed guidelines would apply constructed of asphalt, crushed gran- crete, wood, or stone. The construc- to sidewalks accompanying new ite, or bark mulch. However, concrete tion of new walkways and the recon- development with sufficient right- is the preferred paving material. struction of existing walkways should of-way. For sidewalk retrofits, the avoid wood to minimize long-term existing City policy of sidewalk width Special paving may occur at neighbor- maintenance costs. Where wood is conforming to existing conditions hood commercial areas, schools, and used, the construction should be of would still apply. parks to give them a distinctive Redwood or Douglas Fir. Continuous identity. Acceptable materials include handrails of wood on wood stairs and Sidewalk Materials brick or concrete pavers, stained or metal on concrete stairs are required Paving materials should be consistent, scored concrete, decorative tile, on both sides. Stairs should have 7" durable, accessible to people using rubberized sidewalk coatings, stone, closed risers, 11" treads with non-slip mobility aids, and smooth enough for slate, and granite if they provide a surfacing, contrasting striping, and passage but not slippery. Concrete consistently smooth travel surface and sufficient clearance from surrounding

Pedestrian Master Plan | 67 Sidewalk Guidelines

48" 96" 48" 60"

ILLUSTRATION 15 ILLUSTRATION 17 CITY SIDEWALK SECTION NEIGHBORHOOD SIDEWALK SECTION

48" 72" 48"

ILLUSTRATION 16 ILLUSTRATION 18 DISTRICT SIDEWALK SECTION WALKWAY SECTION

68 | Pedestrian Master Plan vegetation. Stair flights should be street and be placed at crosswalks, models identified by the City. Existing 12’ in length or less and separated by bus stops, and corners. These lamp- standards require hoods on lampposts 5’ landings with concrete footings. posts provide vertical buffers between to reduce light pollution. the sidewalk and street and help Lighting define pedestrian areas. Pedestrian-scale lighting improves accessibility by illuminating side- Pedestrian-scale lighting and motor walks, crosswalks, curbs, curb ramps, vehicle-scale lighting each should be and signs as well as barriers and provided as a complement to the other potential hazards. From the pedestri- to ensure that both sidewalks and an’s point of view, frequent lampposts travel lanes are effectively illuminated. of lower height and illumination are Pedestrian-scale lighting may be preferred over fewer lampposts that installed between existing lampposts are very tall and bright. The Plan rec- to obtain the frequencies given in the ommends the use of pedestrian-scale table below. They must be located at lighting in areas of high pedestrian least ten feet from the full growth activity and where implementation is canopy of adjacent trees. Poles and practical. Lampposts should be fixtures should be chosen from existing staggered on opposite sides of the

STREET LAMPPOST DISTANCE BETWEEN SIDEWALK CROSSWALK TYPE HEIGHT LAMPPOSTS ILLUMINATION ILLUMINATION

ARTERIAL 14’ 50’ 0.9 FC (10 LUX) 2.0 FC (22 LUX)

COLLECTOR 12’ 50’ 0.6 FC (6 LUX) 1.0 FC (11 LUX)

LOCAL 12’ 50’ 0.2 FC (2 LUX) 0.5 FC (5 LUX) ILLUSTRATION 19 ROUTE LIGHTING WALKWAY 12’ 30’ (OR AT LANDINGS) 0.2 FC (2 LUX) 0.5 FC (5 LUX)

TRAIL 12’ 30’ 0.2 FC (2 LUX) 0.5 FC (5 LUX)

FIGURE 23 PROPOSED LIGHTING GUIDELINES (FEHR & PEERS ASSOCIATES, 2001)

Pedestrian Master Plan | 69 Sidewalk Guidelines

These hoods should also be designed Plantings to direct lighting onto the sidewalks. Trees are a dramatic street improve- The installation of new lighting ment that creates an attractive visual should take into account potential and psychological separation for overflows that may adversely affect pedestrians between the sidewalk and adjacent residents. The proposed the roadway. Trees may also encour- lighting guidelines provide guidance age drivers to move through an area in establishing adequate pedestrian- more slowly. They can be located in scale lighting for a range of rights-of- ILLUSTRATION 20 PEDESTRIAN ROUTE SIGNAGE the utility zone to provide sidewalk way. The implementation of pedestri- shading or placed between on-street invisible from adjacent streets like an-scale lighting should occur as part parking spaces in tree bulb-outs where Oakland and Grand Avenues and of pedestrian-oriented street projects sidewalks are narrow. (See the expla- would benefit from pedestrian-scale as they are completed in the City. nation of Bulb-outs, below.) For high signage. The City of Berkeley’s bicycle The Pedestrian Master Plan does not pedestrian traffic areas, crushed granite boulevard program includes a success- propose stand-alone lighting projects. in tree wells is preferred over tree grat- ful signage component that may serve ings. Tree cages are also acceptable. Signage as an exemplar. Pedestrian signage Refer to the City of Oakland Street will comply with the criteria for char- The Pedestrian Route Network will Tree Plan for appropriate tree types, acter proportion, height, and contrast include signage for pedestrians to aid specified by the Manual on Uniform in wayfinding. The signs will consist Traffic Control Devices and the of a distinctive logo and directional Americans with Disabilities Act guidance to neighborhood destinations. Accessibility Guidelines. The imple- They will be attached to lampposts and mentation of these signs should occur located at decision points along the as part of pedestrian-oriented street route network. projects as they are completed in For example, destinations like the the City. The Plan does not propose Oakland Rose Garden are often stand-alone signage projects. ILLUSTRATION 21 TREE WELL

70 | Pedestrian Master Plan spacing, tree well sizes, maintenance detectable landmarks like curbs and standards, and potential conflicts with building edges may not provide suffi- utilities and street lights. The Street cient cues. Where a sidewalk borders Tree Plan is available from the a park, parking lot, or building set- Department of Parks and Recreation. back, a raised edge should be provided as a shoreline for cane travelers. Tactile curb markings may also be Street Furniture used to indicate the location of street Street furniture includes benches, mail- edges and pedestrian crossings. The boxes, trash and recycling receptacles, sidewalk’s through passage zone bike racks, newspaper boxes, drinking should not be obstructed or narrowed ILLUSTRATION 22 BUS BULB-OUT fountains, information boards, kiosks, by street furniture, especially at turns parking meters, artwork, public Building Edges and ramps. Additionally, items phones, signs, bus shelters, and other Placement of street furniture along installed for pedestrian use on or items used by pedestrians. These fea- building edges is acceptable if the along sidewalks should be accessible tures humanize the scale of a street through passage zone is preserved. for persons with disabilities. and encourage pedestrian activity. Buildings with lower floor windows, Driveways Street furniture should be placed in canopies for rain protection, tables, the utility zone to maintain through umbrellas, signs, planters, benches, Driveway entrances can be both dan- passage zones for pedestrians and to and other street furniture contribute gerous and inconvenient for pedestri- provide a buffer between the sidewalk to street life and enhance the pedes- ans. Driveway curbcuts that extend and the street. For bus shelters on trian environment. into the through passage zone may crowded sidewalks, bus bulb-outs are cause people on foot or in wheelchairs recommended for providing additional Wayfinding space. (See the explanation of Bulb- Straightforward and predictable rout- outs, below.) Bus shelters should also ing along sidewalks supports wayfind- have clearly displayed bus schedules ing by persons with visual impair- and city maps for way-finding. ments. Open areas that do not have

Pedestrian Master Plan | 71 Sidewalk Guidelines

to fall. Driveways expose pedestrians on the sidewalk to motor vehicle cross traffic and cars parked in driveways often block sidewalks. Driveways also reduce the available space for street trees, lighting, street furniture, and parallel parking.

As redevelopment or new development allows, minimum driveway widths and frequencies should be promoted as permitted by the planning code. Wherever possible, entrances should be consolidated such that multiple users share a common curbcut for motor vehicle access. The ramp portion of a drive entrance should be located within the utility zone where possible. Driveways should also be spaced at a minimum of 20’ to reduce the amount of curbside parking eliminated.

72 | Pedestrian Master Plan Crossing Treatments

Crossing treatments help pedestrians hensive crossing system. With all treat- tion. In addition to marked crosswalks, get from one side of the road to the ments, engineering judgment is neces- unmarked crosswalks are legally recog- other and provide continuity to side- sary to determine the specific locations nized at most intersections of streets walks. Crossing treatments are classi- and features of each project. that have sidewalks and meet at right fied as either passive or active treat- angles. California State law requires ments. Passive treatments are physical Passive Crossing drivers to yield to pedestrians in both improvements like crosswalks or curb Treatments marked and unmarked crosswalks. ramps that do not change in time. Crosswalks Marked crosswalks should be straight Active treatments like traffic signals Safe and frequent pedestrian crossings for easy navigation and perpendicular and audible pedestrian signals have are a basic building block of the to the sidewalks to minimize crosswalk multiple states that are triggered by pedestrian infrastructure. A crosswalk length. However, ensuring the safety of automated detection or activated by is an area of roadway designated for crossings is the most important priori- pedestrians. Both types of treatments pedestrian crossings and is a continua- ty and engineering judgment should be may be combined to create a compre- tion of the sidewalk across an intersec- used on a case-by-case basis. In loca- tions where a marked crosswalk alone does not provide a safe crossing, addi- tional treatments like bulb-outs, refuge islands, and signage may be considered to ensure pedestrian safety and access.

The City of Oakland Transportation Services Division is currently examin- ing its crossing policy based on the most recent Federal Highway Administration guidelines (FHWA 2002a, 2002b). These guidelines are provided in the appendix titled ILLUSTRATION 23 LOCAL INTERSECTION ILLUSTRATION 24 ARTERIAL INTERSECTION “FHWA Crosswalk Guidelines.”

Pedestrian Master Plan | 73 Crossing Treatments

Crosswalk Striping crosswalk edge stripes can be slightly street intersections contained within Crosswalks can be marked with paint, raised for people using canes. street resurfacing, sidewalk improve- reflective tape, signs, and/or lighting. Crosswalk Paving ment, utility, new construction, and Two types of crosswalk striping are alteration projects. New curb ramps Crosswalks may be further marked used in Oakland: standard striping must comply with the requirements with distinctive paving materials, col- and high-visibility ladder striping. of the State of California Code of ors, or textures. Concrete is preferred Crosswalks marked in yellow indicate Regulations Title 24 and the over brick for its durability. Concrete that a crossing is in a school zone. Americans with Disabilities Act may be stained or embossed with pat- While striping of all four legs of an Accessibility Guidelines. terns to give crossings in a particular intersection is recommended, engineer- Curb ramps should be oriented to area a distinctive feel. Textures should ing judgment should be used in all cases. direct pedestrians to the opposite cor- be selected to provide a smooth travel ner and to provide a direct connection High contrast crosswalk striping also surface and good traction. Pedestrian between the sidewalk through passage helps people with visual impairments crossings at railroad tracks should use zone and the crosswalk. Diagonal to cross streets. Striping should corre- concrete rather than asphalt to ensure corner curb ramps are sometimes an spond to the width and location of as smooth and constant of travel sur- sidewalks. For improved wayfinding, face as possible. Asphalt is a poor material for railroad crossings because it tends to curl and crumble at its edges along the rails. Curb Ramps

According to ADA regulations, all streets with sidewalks and curbs or other barriers must have curb ramps at intersections (U.S. Access Board 1999, p. 58). The City of Oakland ILLUSTRATION 25 CROSSWALK STRIPING requires curb ramp installation at all ILLUSTRATION 26 ACCESSIBLE INTERSECTION

74 | Pedestrian Master Plan acceptable alternative for retrofits. Bulb-outs refuges. All bulb-outs should extend However, signalized intersections on Bulb-outs reduce the crossing distance into the street no further than the edge arterial streets should have one curb for pedestrians, increase visibility for of the travel or bike lane. Bulb-outs ramp per marked crosswalk at each motorists and pedestrians, prevent ille- and accompanying street furniture will corner. Refer to City of Oakland gal parking at corners, and provide require additional maintenance. Standard Details for Public Works for additional room for people waiting to curb ramp design guidelines. cross the street. The added space may Texture and Contrast also be used for street furniture like benches, bike racks, and street trees. Sharply contrasting colors help people Bulb-outs are also important for with visual impairments identify cross- accessibility because they provide walks and the boundaries between space for curb ramps, crossing but- sidewalks and roadways. Corners and tons, and a safe waiting area. Bus crosswalks should be boldly marked bulb-outs provide space for bus with contrasting colors and textures. ILLUSTRATION 27 BULB-OUTS shelters and increase the pick up and Markings can be designed to be both drop off efficiency of transit. functional and attractive. Refuge Islands Wherever possible, a bulb-out located Refuge islands are located at cross- at a bus stop should be designed as a walks in the middle of streets to bus bulb-out. If a bus bulb-out is not provide a safe waiting area for pedes- possible, the bulb-out should be trians. They may include curbs and designed with special care so as not to bollards to ensure the safety of wait- interfere with bus movements. Tree ing pedestrians. A refuge island may bulb-outs can be used where sidewalks be part of a median or a stand-alone would otherwise be too narrow for feature (see Medians below). By plantings. Bulb-outs can be used at allowing pedestrians to cross only half mid-block crossings and are beneficial of the street and then wait, the refuge when combined with pedestrian island increases the number of gaps in

Pedestrian Master Plan | 75 Crossing Treatments

traffic that are safe for crossing. While Streets with significant volumes of truck increasing the visibility of pedestrian traffic may also have larger corner radii. crossings, refuge islands decrease the Slip Turns percentage of pedestrian collisions by reducing pedestrian/vehicle conflicts, Also known as free right turns, slip motor vehicle speeds, and exposure ILLUSTRATION 30 CORNER RADIUS turns allow motor vehicles to corner at time for pedestrians (FHWA 2002b, p. should be in line with the crosswalk higher speeds and merge with through 72). The waiting area in refuge islands and as wide as the crosswalk such that vehicle traffic. However, drivers looking persons with disabilities are able to over their left shoulders to merge with pass through without obstruction. vehicle traffic are less likely to see pedestrians entering the intersection Corner Radius from the right. The removal of slip A corner’s turning radius determines turns decreases pedestrian crossing how fast a driver can comfortably make distances, reduces the speed of turning a turn. A tighter turn or shorter radius vehicles, and improves pedestrian visi- forces drivers to slow down allowing bility. To address these three issues, them to see pedestrians better and stop slip turns may be converted to conven- ILLUSTRATION 28 REFUGE ISLAND more quickly. Slow corners with short tional corners or made into pedestrian turning radii increase safety for pedes- areas with benches, transit stops, light- trians at intersections by creating more ing, or selective planting. Where slip sidewalk space and less road space. turns cannot be eliminated, the problem A decreased curb radius also allows for of vehicle speed may be addressed with the placement of curb ramps that are traffic signals. However, this solution aligned parallel to crosswalks. A 10' does not address the increased crossing turning radius is recommended for distance and decreased visibility created ILLUSTRATION 29 BULB-OUTS AND REFUGE ISLAND streets with curbside parking. For by slip turns. The problem of visibility streets without curbside parking, a 20' may be addressed with an improved slip turning radius is recommended. turn design (FHWA 2002b, p. 59).

76 | Pedestrian Master Plan posts, and bollards should be highly visible and signed. They should also be positioned to ensure access by people with wheelchairs. Safety bar- rels, posts, and bollards are not cur- rently used by the City of Oakland. Their inclusion in this plan does not indicate approval or endorsement by ILLUSTRATION 31 SLIP TURN BEFORE the Public Works Agency. ILLUSTRATION 33 STOP SIGN Flashers and Overhead Signs Stop Signs Flashers are signs showing the univer- Drivers are more likely to yield to sal pedestrian symbol hung from a pedestrians when they are already mast arm that extends over the street. stopped at an intersection. However, The symbol may be marked in stan- stop signs may only be installed where dard yellow, fluorescent yellow, or the combined crossing volume of ILLUSTRATION 32 SLIP TURN AFTER LED displays. They alert drivers to vehicles and pedestrians is comparable Safety Barrels, pedestrian activity and mitigate safety to the main street traffic volume. Posts, and Bollards concerns. Flashers are even more visi- ble when combined with overhead Active Crossing Adding vertical elements at the road- Treatments way center line is an inexpensive signs indicating a pedestrian crossing. solution for slowing motor vehicle Speed Limit Signs Traffic Signals traffic and improving safety at pedes- Speed limit signs should be posted Traffic signals provide protected cross- trian crossings. They can also be used regularly according to Federal guide- ing opportunities for pedestrians and temporarily to test and fine-tune lines and standards. may be used with other solutions proposed crossing treatments such as categorized as either passive or active. refuge islands or bulb-outs. Barrels, Traffic signals can be especially

Pedestrian Master Plan | 77 Crossing Treatments

way at intersections. Pedestrian signals are appropriate at all intersections with traffic signals where crossing is permitted. Using symbols and colors, they should provide a clear distinction between “walk” and “don’t walk” ILLUSTRATION 34 TRAFFIC SIGNAL that is readily identifiable for people effective at maintaining vehicle flow with limited vision. while limiting vehicle speeds to pro- The timing of traffic signals may be vide a safe and comfortable pedestrian adjusted in the following ways to ben- environment. However, such speed efit pedestrians. These approaches are Scramble Pedestrian Signals allow regulation requires numerous traffic experimental and should be tailored to pedestrians to cross in all directions signals on a single street and the particular circumstances by engineer- during the walk phase. The City of careful coordination of traffic ing judgment. Oakland has tested such a system signal timings. See also Pedestrian Set the Walk Phase based on a at 8th and Webster Streets although Signals below. walking speed of 3.5 ft/sec at inter- this system has not yet been approved Pedestrian Signals sections commonly used by seniors by State or Federal agencies. Pedestrian signals work in conjunction or persons with disabilities. The Countdown Signals let pedestrians with traffic signals to assign right-of- City establishes standard crossing know the exact amount of time times based on a walking speed remaining in the walk phase. These of 4 ft/sec. systems are being installed through- Leading Pedestrian Interval Timing out San Francisco although they improves the visibility of pedestri- have not yet been approved by State ans by allowing them to enter an or Federal agencies. intersection before vehicles with Audible Signals indicate to persons conflicting movements. who are blind or have low vision

78 | Pedestrian Master Plan and clearly marked to indicate the crossing directions they trigger. Tactile symbols may also be installed along- side call buttons to provide crossing information on lane configurations for persons with visual impairments. (For additional explanation, see the discus- sion of pedestrian auto-detection in “Issues for Further Discussion” at the

ILLUSTRATION 35 AUDIBLE SIGNAL end of Chapter 4). the direction in which it is safe to Flags cross. They should be installed at Pedestrian flags increase the visibility intersections with new traffic signals, of pedestrians who carry them at actuated signal timings, complex crosswalks. The bright orange flags traffic patterns, or irregular traffic are an inexpensive approach to volumes. Traffic signals should be improving safety at high volume retrofitted wherever there is a request intersections. The City of Berkeley from persons with visual impairments. is currently experimenting with Pedestrian Call Buttons pedestrian flags. They are not cur- rently used by the City of Oakland. Pedestrian call buttons and kickplates Their inclusion in this plan does allow pedestrians to request a signal not indicate approval or endorsement phase for safe crossing. Audible call by the Public Works Agency. buttons should be installed in conjunc- tion with audible pedestrian signals. They should be conveniently located

Pedestrian Master Plan | 79 Traffic Calming

The curb-to-curb width must be 40 feet or less.

It must have no more than two lanes with one in each direction.

The street grade must not exceed 8%.

The speed limit must be 25 mph and the 85% speed must be over Traffic calming modifies the physical 32 mph. arrangement of a street to deflect the ILLUSTRATION 36 SPEED HUMP The block must not be on AC path of motor vehicles and thereby Transit route. slow traffic. It provides a cost-effec- Vertical Deflection tive alternative to traffic signals for Speed Humps The street cannot be a cul-de-sac reducing motor vehicle speeds and or dead-end street. Speed humps are broad and gently improving pedestrian safety. Two sloping mounds of asphalt added It must be in a grid street system. types of deflection are discussed in across the width of a street to slow this section: It must not be in the Oakland traffic. They are like speed bumps Hills area. Vertical deflection slows traffic by except they tend to be wider such that making motor vehicles drive over the slope of the bump is more gradual. Rumble Strips traffic calming devices. Oakland has installed speed humps on many neighborhood streets as part Rumble strips are textured materials Horizontal deflection slows motor of its citywide traffic calming effort. in pavement such as raised plastic vehicles by changing the street bumps that make a rumbling sound width or course of travel. To qualify for a speed hump in the when cars pass over. They may be City of Oakland, a street must meet used to create awareness of upcoming the following criteria: pedestrian traffic or of speed limit It must be classified as a local street. transitions like at freeway off-ramps.

80 | Pedestrian Master Plan Raised Crosswalks Horizontal Deflection Raised crosswalks provide a continu- Slow Points ous street crossing for pedestrians at A slow point is an extension of the sidewalk level. They additionally work sidewalk curb in the middle of a block. like speed humps to slow motor Slow points are also known as chokers vehicle traffic at crosswalks. While because they narrow the street to slow eliminating the need for curb ramps, down motorists. Slow points and bulb- raised crosswalks should be marked outs are similar in that both extend or textured so that persons with visual the curb line to narrow the street and space created by a slow point may impairments are able to identify the thereby slow traffic. However, bulb- be used for benches, bike racks, or street edge. The City of Oakland cur- outs are located at crosswalks whereas street trees. Slow points and their rently does not use raised crosswalks. slow points are not. The extra public accompanying street furniture may require additional maintenance com- pared to unimproved street segments. Chicanes Chicanes are alternating curb exten- sions that slow motor vehicles by requiring them to move in an s-motion along a street. Alternating on-street parking from one side of the street to the other is a cost-effective alternative to achieve the same effect (Ewing 1999, p. 38).

ILLUSTRATION 37 SLOW POINT

ILLUSTRATION 38 CHICANES

Pedestrian Master Plan | 81 Traffic Calming

Traffic Circles Traffic circles may be raised islands, large planters arranged in a circle, or other elements that cause vehicles to move slowly through an intersec- tion in a counter-clockwise direction. Traffic circles can include landscaping or trees. Roundabouts Roundabouts are an alternative to signalized intersections. They use a ILLUSTRATION 39 TRAFFIC CIRCLE raised circular island to allow large volumes of traffic to pass counter- clockwise through an intersection at a safe speed without the use of stop signs or signals. Compared to traffic signals, roundabouts have lower rates of collisions at intersections because they reduce motor vehicle speeds and the number of potential conflict points (Insurance Institute for Highway Safety 2000).

ILLUSTRATION 40 ROUNDABOUT

82 | Pedestrian Master Plan Narrow Lanes Ten foot lanes increase street flexibili- ty in areas with limited rights-of-way and may reduce motor vehicle speeds. Compared to the twelve foot standard, ten foot lanes provide additional right-of way for bike lanes or side- walks. Where 5-foot standard bike

ILLUSTRATION 41 NARROW LANES BEFORE lanes are not possible, 14-foot outer lanes should be provided to accommo- date both drivers and cyclists. While slowing motor vehicle traffic and improving safety and access for non- motorized users, narrow lanes may increase the number of sideswipe and head-on motor vehicle collisions.

ILLUSTRATION 42 NARROW LANES AFTER

Pedestrian Master Plan | 83 Traffic Calming

Restriping for Lane Reduction Restriping streets for fewer lanes slows motor vehicle traffic and increases crossing safety. For streets with four or more lanes, it may be possible to reduce the number of travel lanes without increasing conges-

ILLUSTRATION 43 RESTRIPING BEFORE tion by adding a center turn lane. For example, a four lane street may be restriped to one lane in each direction, a center turn lane, bike lanes, and a wider sidewalk. Proposals for lane reductions require careful study and City Council approval because such reconfigurations may create motor vehicle congestion.

ILLUSTRATION 44 RESTRIPING AFTER

84 | Pedestrian Master Plan Medians and The benefits of medians should Access Control be weighed against the following Medians increase safety by separating disadvantages: oncoming motor vehicle traffic and Medians reduce street flexibility minimizing turning conflicts. They by increasing the cost of reconfigu- may be constructed with curbs or rations. Future development, usage painted stripes and combined with patterns, and changing transportation

ILLUSTRATION 45 MEDIAN BEFORE pedestrian refuge islands. Medians demands may require reconfigura- also increase the safety of marked tions to accommodate bicycle lanes, crosswalks at uncontrolled intersec- bus rapid transit lanes, light rail tions (FHWA 2002a). Medians with right-of-way, or new turning landscaping will beautify wide streets movements. by breaking up large expanses of Medians use limited street width pavement and making the street feel that may be allocated instead to smaller. Wide medians can be used for pedestrian, bicyclist, or motor trails or transit stops. Through an vehicle capacity. approach known as “access control,” ILLUSTRATION 46 MEDIAN AFTER a street’s efficiency may be increased Medians with plantings may reduce by limiting the number of locations sight lines. Additionally, street trees where left turns are allowed. and plants located along the side- walk will have a more immediate benefit to pedestrians.

Pedestrian Master Plan | 85 Traffic Calming

On-Street Parking mentation of partial street closures into City Center, a BART station, and that involves residents on affected a vibrant shopping area. 34th Avenue On-street parking slows traffic and streets. Decisions are based on engi- will become a pedestrian connection acts as a buffer between pedestrians neering judgment, community input, to the Fruitvale BART station. and motor vehicles. It increases the and council approval. According to a number of people on the street and The key to good pedestrian-only recent study conducted in Oakland, thereby increases public safety. streets is to make sure they connect children who live on streets connected Diagonal parking may be used to nar- important places and are pleasant directly to arterial streets are twice as row streets but it causes serious con- and active in themselves. Civic areas, likely to be hit by an automobile in flicts with bicyclists. high-density residential buildings, their neighborhood as children who and public transit are all catalysts for live on streets that do not directly Street Closure pedestrian street activity. Streets also connect to arterials (Tester 2001). may be temporarily closed to motor Partial street closures on local streets Street closure may be an effective safe- vehicle traffic like 9th Street for the divert through motor vehicle traffic ty solution by keeping unnecessary Friday Farmers’ Market in Old away from neighborhoods while main- motor vehicle traffic out of residential Oakland. Local residential streets taining access for pedestrians, cyclists, neighborhoods. Numerous street can be designed to become play and emergency vehicles. Partial clo- closures exist in the Clinton Park streets with priority given to bicyclists sure is accomplished by installing a neighborhood of Oakland. physical barrier at one end of the and pedestrians. street with accompanying signage. The Pedestrian Only Streets barriers may include planters. Curbs Blocking off both ends of a street cre- can be constructed to create closed ates a pedestrian mall and public open streets or diagonal diversion at inter- space. There are many examples of sections. In addition to the street in pedestrian streets in Oakland. San question, surrounding streets may be Pablo Avenue in downtown was trans- significantly affected by a street clo- formed into Frank Ogawa Plaza, the sure. The City of Oakland has an civic center and heart of Oakland. existing petition process for the imple- 13th Street in downtown was made

86 | Pedestrian Master Plan Pedestrian Master Plan | 87