In a recent community meeting, the Oakland Transportation Department announced that the redesign of Grand Avenue will not include protected bike lanes as previously anticipated.
Instead, the project is set to feature painted buffered bike lanes, which many residents argue are less safe.
The redesign aims to revitalize Grand Avenue, known for its historic shopping and dining opportunities, but has faced significant backlash from bicycle advocacy groups and local residents.
Charlie Ream, a traffic engineer from the Oakland Department of Transportation (OakDOT), shared plans that are approximately 35% complete for the section of Grand between Lake Park Avenue and Elwood Avenue during the presentation.
This segment of road has a notorious reputation, having recorded numerous close calls and collisions over the years, prompting calls from advocates for more robust safety measures.
Among the proposed features are buffered bike lanes, a pedestrian refuge median in front of the Grand Lake Theater, a reduction of one northbound car lane, and the installation of hard-plastic posts in the median to deter U-turns.
Additionally, the parking configuration will shift from front-angled to back-in angled, enhancing visibility at intersections while creating a couple of 16-foot-wide loading areas.
While Ream emphasized the overall benefits of the project for pedestrians and cyclists, the decision not to include protected bike lanes has disappointed many advocates, including Arielle Fleisher, a local transportation policy expert and parent.
Fleisher accused the city of ‘reneging’ on previous commitments made in the 2019 citywide Bike Plan and preliminary plans for this project.
She cautioned that buffered bike lanes could be dangerous for families biking in the area as cars may park in these lanes, akin to existing unprotected bike lanes along commercial corridors.
This meeting was the third held by OakDOT this summer aimed at engaging with neighborhood associations regarding the Grand Avenue corridor.
The community anticipates a follow-up meeting on September 8 at St. Paul’s Episcopal Church in Adams Point.
Grand Avenue has been designated one of Oakland’s most hazardous roadways, with hundreds of incidents reported in the last decade.
The Transportation Injury Mapping System from UC Berkeley indicates that from 2020 to 2024, there were 111 recorded collisions in the stretch between Broadway and Elwood, culminating in one fatality and ten serious injuries.
Recent concerns intensified following the tragic death of UC Berkeley sociology professor Michael Burawoy, who was struck by a speeding vehicle while crossing at Grand and Park View.
In response to community mourning and growing calls for safer streets, OakDOT decided to incorporate a new pedestrian refuge island at the very intersection where Burawoy was killed, along with a protected cycle track that extends from Bay Place to El Embarcadero.
However, objections to the design persist.
The cycle track’s configuration might necessitate encroaching slightly into the roadway at certain points due to pre-existing parklets, though OakDOT plans to install structures to keep cyclists protected from vehicle traffic.
Critically, the inclusion of challenge and delays arose because the newly proposed changes would eliminate a lane in the westbound direction toward downtown.
Ream acknowledged that this could lead to increased delays, especially when buses stop at bus stops or delivery drivers double-park in the remaining lanes.
Funding for the Grand Avenue redesign comes from Measure U, a locally approved ballot measure from 2022, which allocates millions for various transportation improvements.
Local businesses appear to favor the decision to forego protected bike lanes due to concerns that such a move would significantly reduce available street parking.
Business owners along this segment of Grand Avenue have expressed the importance of retaining diagonal parking spots outside their establishments for customer convenience and operational sustenance.
Mahat Papartassee, who owns Neecha Thai Cuisine, explained that parking in front of the restaurant is crucial for customers, especially due to concerns over crime, such as smash-and-grab incidents.
Notably, he mentioned that delivery services like DoorDash and Uber Eats heavily rely on easy access to parking.
Eleanor Dunn, owner of Grand Lake Avenue Veterinary Hospital, highlighted the need for easy access to her facility for clients, particularly for elderly individuals who may struggle with longer walks.
Dunn emphasized the importance of maintaining parking for clients who may have mobility issues and expressed concern that a protected bike lane could jeopardize local businesses.
Shari Murphy, co-owner of Smitty’s bar, reinforced the idea that with Oakland’s geographical challenges, walking can be difficult for customers, particularly those with accessibility needs.
Papartassee remarked that his patrons might be open to utilizing nearby parking lots if they were made safer, suggesting that security measures could incentivize this option.
Fleisher, however, pointed out that the city has largely ignored parking management in the area despite its critical role in the project’s success.
She called for a demand-based parking strategy to secure local lots effectively, underscoring their necessity amidst the changes proposed for Grand Avenue.
Ream acknowledged the absence of proposed anti-sideshow measures such as wider sidewalks or bulbouts due to budget constraints associated with drainage systems rerouting.
Notably, there will also be no new traffic signals introduced, as these can exceed $500,000 each, nor will there be traffic islands near the Grand Lake Theater, where sideshow activities and high-speed driving are prevalent.
Community members voiced their frustrations over the omission of sideshow prevention features, arguing that without addressing this issue, the project fails to meet its intended purpose.
Many attendees expressed concerns over pedestrian safety, particularly in relation to vulnerable populations like the elderly.
Kuan Butts, a slow streets advocate, raised alarm over the dangerous interactions at intersections, where even a brief red light can tempt drivers to run the signal.
Ream indicated that achieving collaboration with Caltrans, the state agency, is crucial for any significant change at these intersections, stressing the complexity of the problems involved.
He noted that the city had initially planned to partner with Caltrans for broader street redesign measures along Grand Avenue but had to revise plans after those endeavors were suddenly scrapped.
This shift is an outcome of Caltrans determining that the intended changes fell outside the boundaries of their funding criteria, which has left Oakland scrambling to adapt.
Despite the setbacks, Ream remained optimistic, suggesting that OakDOT would continue to explore potential improvements at high-risk intersections while aiming to keep costs reasonable.
The Grand Avenue Complete Streets Paving Project stems from initiatives undertaken during the pandemic in 2022, building on pre-existing proposals aimed at reducing risk along this notorious stretch of roadway.
As community members await the next details in the ongoing redesign process, the future of Grand Avenue as a safer conduit for both motorists and cyclists remains precarious amidst competing interests and funding challenges.
image source from：oaklandside
