CITY OF OAKLAND
LOCAL ROADWAY
SAFETY PLAN
Department of
T ransportation
2 About this Plan
This Local Roadway Safety Plan, developed with the guidance from the Federal Highway Adminnistration, represents the City of Oakland Department of Transportation’s (OakDOT’s) coordinated safety plan that provides a comprehensive framework for reducing severe and fatal crashes on Oakland’s streets by articulating OakDOT’s safety goals, objectives, and key emphasis areas.
The purpose of the LRSP is to identify key safety needs and guide Oakland’s investment decisions to prevent severe and fatal traffic crashes, eliminate existing injury and fatality inequities, and to take a data-driven and systematic approach to the implementation of safety projects to prevent or mitigate any new adverse equity impacts from arising as a result of the City’s efforts.
Cover Photo: Rapid Response Project at Foothill Blvd & 22nd Avenue Solution
City of Oakland | Local Roadway Safety Plan |
3 Severe and fatal crashes in Oakland are unacceptably high – with an increase in deaths in 2020. Crashes disproportionately impact Oakland’s priority equity neighborhoods1.
However, life-changing and life-ending collisions on roadways can be prevented.
There were 29 fatalities in Oakland in 2021, down from a surge in traffic-related fatalities in 2020 with 36 people killed on Oakland’s roadways, compared to 26 in year 2019.
Twenty-five to forty percent of people are killed while walking on Oakland’s streets. In 2018, the Oakland Equity Indicators Report found troubling disparities in pedestrian deaths in Oakland . The City of Oakland experiences approximately two severe or fatal traffic crashes each week, which disproportionately impact Black, Indigenous and people of color (BIPOC), seniors, and people that live in the City’s higher priority equity neighborhoods. The majority (60%) of these collisions are highly concentrated on just 6% of the 800 miles of Oakland’s city-maintained streets, as identified as Oakland’s High Injury Network (Appendix A). The most common causes of collisions are speeding, failure to yield, unsafe turning, red light running, and driving under the influence of drugs and/or alcohol.
The City of Oakland has an established history of setting policy goals regarding traffic and public safety and advancing more equitable outcomes through the City’s services.
In 2013, the City of Oakland adopted a “Complete Streets Policy” (Resolution No. 84204 C.M.S.), committing to supporting roadways designed and operated to enable safe, attractive, and comfortable access and travel for all users. In 2016, the City’s Department of Transportation (OakDOT) was established and in that same year, OakDOT adopted a Strategic Plan committed to building better and safer streets, including reviewing speed limits to support safe travel on our roadways and providing safe access to all Oakland schools, with the goal of eliminating traffic deaths and serious injuries.
In 2021, OakDOT led the development of Safe Oakland Streets, a citywide initiative in partnership with the City Administrator’s Office, Police Department, Department of Race and Equity, and most recently the Fire Department to prevent severe and fatal traffic crashes, eliminate existing injury and fatality inequities, and to take a data-driven and systematic approach to the implementation of safety projects to prevent or mitigate any new adverse equity impacts from arising as a result of the City’s efforts.
Problem
City of Oakland | Local Roadway Safety Plan |
4 In the Safe Oakland Streets initiative, Oakland is focusing on six areas of strategy implementation that will save lives and prevent severe injuries: engineering; policy; planning and evaluation; engagement, education, and programs; and enforcement.
Together, these strategies will be coordinated and collaborated on by the Safe Oakland Streets interdepartmental team.
Engineering
• Focus project investment in higher priority equity neighborhoods and on the High Injury Network that represents just 6% of Oakland streets that make up 60% of severe and fatal crashes.
• Work in partnership with communities to implement responsive, proactive, and near- term improvements.
• Apply existing tools to increase safety in the highest priority equity neighborhoods through engagement and partnerships.
• Increase the delivery of traffic safety treatments through routine paving projects.
Policy
• Reduce school zone speed limits to 15 mph as allowed by state law. • Explore re-establishing automated red-light running enforcement with guidance on equity mitigations.
• Advocate for State policy to authorize guidelines for the use of automated speed enforcement and for local speed limit reductions to improve safety. • Identify and advance policies to expedite the delivery of traffic safety improvements, reflecting the urgency to prevent severe and fatal traffic injuries.
Planning & Evaluation
• Explore data partnerships to supplement police-reported crash data for more comprehensive collision data.
• Provide public-facing tracking of traffic deaths in Oakland for transparent monitoring and accountability.
• Provide public access to stop data via City Open Data platform.
Engagement, Education, & Programs
• Explore how to best engage community members on the comprehensive traffic safety strategies advanced by Oakland, and how to increase resident participation and communications to be more representative and transparent. • Develop protocols to provide a holistic approach to community safety. • Partner with community-based organizations to provide traffic safety programs per the Bike & Pedestrian plans.
Focus Areas of Safe Oakland Streets
City of Oakland | Local Roadway Safety Plan |
5 Safe street design plays a critical role in encouraging safe traffic behaviors and preventing severe and fatal crashes from happening in the first place. OakDOT prioritizes safety investments on the High Injury Network, areas where severe and fatal crashes are concentrated and in priority equity neighborhoods where communities of color, low- income residents, and other priority populations are concentrated across virtually all our street redesign efforts, including:
1. Capital Improvement Program (CIP): The City’s CIP outlines our major capital investments. From a transportation perspective, projects within the CIP are our most transformative projects that can help turn a high injury corridor into a thriving, vibrant place. Projects are ranked based on several factors that the community identified as important, such as equity and safety. The department’s Geographic Equity Toolbox can be used to cross-reference the priority equity neighborhoods, neighborhoods that experience patterns of displacement and gentrification, neighborhoods that are disproportionately burdened by or vulnerable to multiple sources of pollution, and neighborhoods on or near the High Injury Network.
2. Implementation of the Bicycle and Pedestrian Plans: OakDOT implements the City’s Bicycle and Pedestrian Plans, using data driven decisions and quality street design to enhance safety. Both plans include specific location and non-specific location guidance for the implementation of proven traffic safety countermeasures (Appendix B). These countermeasures can also be found in the department’s Crash Prevention Street Design Toolkit (Appendix C) and can also be focused on addressing disparities found in the Citywide Crash Analysis (Appendix D).
3. Prioritizing the High Injury Network and High Priority Equity Neighborhoods in the Paving Plan: The Paving Plan (3 YR; 5 YR) touches the largest number of High Injury Network miles across the City of Oakland. The Paving Plan prioritizes strategies to reduce racial inequities and streets on the High Injury Network, creating a cost-effective strategy to implement striping improvements that can effectively reduce crashes.
Current Efforts
Enforcment
• Consider complementary strategies to traffic enforcement to achieve traffic safety goals and a culture of safety.
• Collaborate on data sharing across departments to guide traffic enforcement to be more operationally focused and data driven.
• Pilot high visibility enforcement focused on dangerous driving behaviors within the high injury corridors, as feasible.
• Develop guidance for reducing the racial disparity between non-dispatch traffic stops2 and crashes.
• Add focused traffic violations as a special section within the annual OPD Stop Data report.
City of Oakland | Local Roadway Safety Plan |
6 OakDOT continues to focus on project investments, transparency and reporting on engineering solutions in high priority equity neighborhoods, on the high injury network, in school zones, and solutions consistent with the Bike and Pedestrian Plans. 2021 Highlights
• Approximately 70 traffic safety projects (Appendix E) are currently in the pipeline of OakDOT projects that prioritize addressing traffic safety issues on the High Injury Network, in School Zones, in High Priority Equity Neighborhoods, and/or implement safety strategies in the City’s Bike and Pedestrian Plans. • Delivery of traffic safety treatments increased by leveraging ongoing work to pave and restripe streets via the 3-Year Paving Plan.
• OakDOT worked to respond to residents’ needs during the pandemic by maintaining Slow Streets-Essential Places throughout Oakland, transitioning some Essential Places safety improvements from temporary to more durable installations. • In coordination with state-wide partners, OakDOT aggressively advocated to advance AB 550 (automated speed cameras, did not pass) and AB 43 (lower speed limits, passed in September 2021).
4. School Traffic Safety: OakDOT partners with the Alameda County Transportation Commission (ACTC) to hold around five walk audits per year at schools with the support of a professional engineering team. The recommendations from these walk audits help to build a pipeline of school transportation capital projects. OakDOT also responds to requests from schools on an ongoing basis to encourage safer walking and bicycling to school while accommodating drop-off and pick-up vehicle traffic and minimizing neighborhood impacts. Generally, our toolkit of short-turnaround measures includes signage, pavement markings including crosswalk markings and curb paint, and speedbumps on local, residential streets. In addition, OakDOT manages the School Crossing Guard program, which deploys crossing guards at City elementary schools.
5. 311 Service Requests for Traffic Safety: OakDOT receives over 1,000 traffic safety requests from community members through our 311 system each year. Requests are evaluated and prioritized based on crash history, equity, and proximity to schools. The service request program implements efficient, effective solutions — typically using traffic signs, pavement markings, and common traffic calming devices like speed bumps — to support safer traffic speeds and lower traffic volumes on specific intersections and street segments.
6. Rapid Response Projects: A Rapid Response is a coordinated OakDOT effort in the days and weeks following a traffic fatality that may include investigations, targeted maintenance, innovative near-term improvements, and the identification and prioritization of longer-term capital needs.
Year 1 of Success
City of Oakland | Local Roadway Safety Plan |
7 2021 Highlights (cont.)
• A Major Projects Map was published to the OakDOT website to increase community engagement and support partnerships with developers, other agencies, and advocacy organizations.
• Updated the traffic safety service request prioritization approach with more current crash and equity data, expanded data on essential places where more vulnerable populations travel (schools plus senior centers, libraries, transit stops, etc.), and published a Traffic Safety Requests webpage to increase transparency. • Ten (10) Rapid Response investigations to severe and fatal crashes – focused on vulnerable road users - were initiated in 2021. To date three locations have resulted in quick build improvements or expedited construction, two designs for improvements are being advanced for installation in 2022, two improvements are being incorporated into forthcoming major capital projects, and one major improvement is recommended to be advanced in the next CIP. OakDOT also upgraded previous work by the Rapid Response Programs with more durable materials.
• OakDOT began retiming 85 signals primarily in Oakland’s Downtown with leading pedestrian intervals – a relatively low-cost treatment that enhances pedestrian visibility, gives people walking priority over turning vehicles, and reduces pedestrian vs. permissive turning vehicle collisions.
• Safe Oakland Streets – Institute of Transportation Engineers Speed Management Workshop: Oakland was one of three cities in California selected for a two-part Speed Management Workshop led by the Institute of Transportation Engineers and the Vision Zero Network. The workshop was attended by close to 30 participants including City Council staff, staff from OakDOT, the CAO, OPD, DRE, Alameda County Transportation Commission, and the Alameda County Public Health Department, with a welcome by Council President Bas and closing remarks by OakDOT Director Ryan Russo. Participants received an overview of speed management, safe systems, potential impacts of AB 43, engineering solutions, automated enforcement, interactive exercises and worked to conceptualize next steps. This peer learning experience helped advance knowledge and partnerships to implement Safe Oakland Streets strategies addressing slower speeds to save lives and address injury inequities.
APPENDIX A: High Injury Network
Rapid Response Project at 98th Avenue & Cherry Street | 8 0 0.5 10.25
MilesMultimodal High Injury Network
2018 Multimodal HIN
Grand Av
Grand Av
Foothill Blvd580
580
580
880
880
880980
80 80
Fruitvale Av
Lakeshore Av
Macarthur Blvd
Macarthur Blvd
Macarthur Blvd
Bancroft Av
International Blvd73Rd Av35Th Av
98Th Av
d R g r e b n e g e H
Skyline Blvd
Skyline Blvd
Telegraph Av
Martin Luther King Jr W
y
Broadway
International Blvd
San Pablo Av
High-Injury
Intersections
Webster St
14th St
Market St
Low
Community of Concern (2018 Census Tracts)
Medium High
13 24
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Takeaways:
• 6% of Overall Street Miles (71 miles)
• 63% of Severe & Fatal Crashes
Key:
Market St
14th St
0 0.5 10.25
Miles
Grand Av
Grand Av
Foothill Blvd580
580
580
880
880
880980
80 80
13 24
Lakeshore Av
Macarthur Blvd
Macarthur Blvd
Macarthur Blvd
Bancroft Av
International Blvd73Rd Av35Th Av
98Th Av
d R g r e b n e g e H
Skyline Blvd
Skyline Blvd
Telegraph Av
Martin Luther King Jr W
y
Broadway
International Blvd
San Pablo Av
Webster St
2018 HIN
Fruitvale Av
Low
Community of Concern (2018 Census Tracts)
Medium High
Pedestrian High Injury Network
Takeaways:
• 4% of Overall Street Miles (48 miles)
• 69% of Severe & Fatal Crashes
Key:
Market St
Webster St
14th St
0 0.5 10.25
Miles
2018 HIN
Grand Av
Grand Av
Foothill Blvd580
580
580
880
880
880980
80 80
Fruitvale Av
Lakeshore Av
Macarthur Blvd
Macarthur Blvd
Macarthur Blvd
Bancroft Av
International Blvd73Rd Av35Th Av
98Th Av
d R g r e b n e g e H
Skyline Blvd
Skyline Blvd
Telegraph Av
Martin Luther King Jr W
y
Broadway
International Blvd
San Pablo Av
Low
Community of Concern (2018 Census Tracts)
Medium High
13 24
Bicycle High Injury Network
Takeaways:
• 2% of Overall Street Miles (19 miles)
• 47% of Severe & Fatal Crashes
Key:
0 0.5 10.25
Miles
Market St
Webster St
14th St
2018 HIN
Grand Av
Grand Av
Foothill Blvd
Fruitvale Av
Lakeshore Av
Macarthur Blvd
Macarthur Blvd
Macarthur Blvd
Bancroft Av
International Blvd73Rd Av35Th Av
98Th Av
d R g r e b n e g e H
Skyline Blvd
Skyline Blvd
Telegraph Av
Martin Luther King Jr W
y
Broadway
International Blvd
San Pablo Av
24 580
580
580
880
880
880980
80 80
13 Low
Community of Concern (2018 Census Tracts)
Medium High
Motor Vehicle High Injury Network
Takeaways:
• 2% of Overall Street Miles (30 miles)
• 43% of Severe & Fatal Crashes
Key:
APPENDIX C: Bike & Pedestrian Plan Countermeasures
Telegraph Avenue Corridor Improvements | 13
APPENDIX C: Crash Prevention Street Design Toolkit
Lake Merritt BART Intersection Improvements | 52
Pedestrian Scramble
Gives pedestrians exclusive access to
an intersection by stopping vehicular
traffic on all approaches, allowing
pedestrians to cross diagonally or
conventionally.
Crashes reduced by 35%2
Pedestrian Safety T oolkit
Pedestrian Refuge
Islands
Pedestrian refuge islands and medians
create a safe space for pedestrians
crossing the street, especially on high-
speed roads and streets with multiple
travel lanes in one direction. Can be
painted or concrete.
Crashes reduced by 56% 1
Traffic Circles
Neighborhood traffic circles lower
traffic speeds at minor, uncontrolled
intersections and can help beautify the
street.
Crashes reduced by up to
90%, driver speeds reduced by
11%4,5
Rapid Flashing Beacons
Pedestrian-activated flashing LEDs
accompanied by warning signs at
crosswalks. Increase driver awareness
of crossing pedestrians at uncontrolled
crossings.
50% improvement in driver
yielding3
Painted Bulb-Outs
Effectively widens the sidewalk to
shorten pedestrian crossings, increase
visibility, and slow turning vehicles.
T urning speeds decreased by
55%6
Left T urn Traffic Calming
Reducing the speed of drivers’ left turns
lessens the risk of pedestrian collision.
Decreases left turn speeds by
20%7
High Visibility Crosswalk
High-visibility crosswalk styles have
been shown to improve yielding
behavior.
Crashes reduced by 48%1
Raised Crosswalk
Pedestrian Countdown
Signals
Increased Crossing Time
A combination of speed tables and
high-visibility crosswalks; can be
used at midblock or intersections and
in controlled or uncontrolled locations.
Discourages pedestrians from crossing
late by showing how much time they
have until the light turns.
Children and seniors may need more
than the minimum required time (7
seconds) to cross the street safely.
69-91% improvement in driver
yielding*
Reduces vehicle speeds to
20-30 mph8
Crashes reduced by 25%1
Crashes reduced by 51%1
Daylighting
Road Diet
Removing visual barriers by
converting parking spaces to red curbs
so that vehicles and pedestrians have
a clear view of the intersection. Can be
combined with bulb-outs to reinforce
daylighting.
Decreasing the number of through-
traffic lanes reduces vehicle conflict
and speeds, making pedestrian
crossing safer.
Crashes reduced by 30%1
Crashes reduced by 50%4
Pedestrian Safety T oolkit
Flashing Arrow T urn
Signals
Reconfiguring Complex
Intersections
Traffic Diverters
Shared Streets
Protected Left
Increases driver awareness of and
yielding to pedestrians and bikes when
making left turns.
Simplifying intersection design can
result in more clarity for drivers and
more pedestrian space, reducing
conflicts.
Reduces cut-through traffic on
neighborhood streets reduces total
vehicle traffic, slows speeds, and
eliminates points of conflict.
Eliminate distinctions between vehicle,
pedestrian, and bike rights-of-way
to make roads more comfortable for
pedestrian street activity and keep
drivers alert, slowing traffic.
Intorudcing protected left turn signal
phasing allows better coordination with
pedestrian signals and increase driver
awareness.
Yield rate of 70%
Slows vehicle traffic to under
10mph11
Reduce total crashes by 99%12
Crashes reduced by 10%10
Leading Pedestrian
Interval
Gives pedestrians a head start when
entering an intersection, enhancing
visibility and reinforcing their right-
of-way over turning vehicles.
Crashes reduced by up to
60%9
Intersection Lighting
Installing lighting at intersections
allows cars better visibility of
pedestrians and bikers at night.
Nighttime vehicle/
pedestrian crashes reduced
by 42%13
Bike Safety T oolkit
Bike Lanes
A portion of the roadway that has been
designated by striping, signage, and
pavement markings for the preferential or
exclusive use of bicyclists.
Improves perception of safety,
but actual effectiveness varies.15
Bike Boulevard
Buffered Bike Lanes
Cycle Track
Streets with low car traffic volumes and
speeds, designated and designed to give
bicycle travel priority through use of signs,
pavement markings, and speed and
volume management.
Conventional bicycle lanes paired with
a designated buffer space separating
the bicycle lane from the adjacent motor
vehicle travel lane and/or parking lane.
An exclusive bike facility that feels
like a separate path but uses on-street
infrastructure of a conventional bike lane.
Crashes reduced by 63%14
Injury crashes reduced by 40%*15
89% reduction in injury risk15
Advanced Stop Line
(Bike Box)
Two-Stage T urn Queue Box
Pavement marking designed to give
priority to bicyclists over vehicles at
signalized intersections, while also
increasing visibility between motorists
and bicyclists.
Offers a safe way make left turns at multi-
lane signalized intersections from a right
side bike lane, or right turns from a left
side bike lane.
70% improvement in driver
yielding16
Protected Intersection
(Dutch Junction)
Contra-flow Bike Lanes
Back-in Angled Parking
Bicycle Signals
Maintains the separation of protected
bike lanes through intersections to
improve motorist-bicyclist sight lines,
slow the speeds of turning vehicles,
and to give bicyclists a head-start
Bike lanes in the opposite direction of
vehicle traffic can reduce wrong-way
and sidewalk riding on one-way streets
and help connect parts of the bike
network.
This style of parking is more space-
efficient and allows greater visibility of
oncoming bike and vehicle traffic.
Used in conjunction with bike lanes
or other facilities, bike-specific signals
can give bicyclists their own signal
phase to avoid conflict with cars and
increase cyclists’ signal compliance. 19
Crashes reduced by 63%15
Can reduce sidewalk riding by
20%17
Shown to reduce vehicle/
bicycle crashes.18
Transit-only Lanes
Red-painted transit-only lanes can
reduce speeding and lower collision
rates.
Injury collisions reduced by
24%21
Improves visibility between
buses and pedestrians20
Far-side Bus Stops
Bus Bulbs
Encourage pedestrians to cross behind
the bus at stops rather than in front.
Allow buses to stop without having to
merge back into traffic, decreasing risk
of conflict with cars and bikes while
making the bus route more efficient.
Doubles as pedestrian bulb-out.
Improves bus efficiency while
providing safe space for
pedestrians.20
Transit Safety T oolkit
References
1. Toolbox of Countermeasure and Their Potential Effectiveness for Pedestrian Crashes Pedestrian and Bicycle Information Center
http://www.pedbikeinfo.org/collateral/PSAP%20Training/gettraining_references_pedToolboxofCountermeasures2013.pdf
2. A Review of Pedestrian Safety Research in the United States and Abroad Federal Highway Administration
https://www.fhwa.dot.gov/publications/research/safety/pedbike/03042/part3.cfm
3. Effects of Y ellow Rectangular Rapid-Flashing Beacons on Yielding at Multilane Uncontrolled Crosswalks Federal Highway Administration
https://www.fhwa.dot.gov/publications/research/safety/pedbike/10043/10043.pdf
4. Evaluation of Pedestrian-Related Roadway Measures: A Summary of A vailable Research Pedestrian and Bicycle Information Center
http://www.pedbikeinfo.org/cms/downloads/PedestrianLitReview_April2014.pdf#page=27&zoom=100,69,330
5. Traffic Circles
City of Seattle
http://www.seattle.gov/transportation/projects-and-programs/safety-first/neighborhood-traffic-operations/traffic-circles
6. Three Ways Painted Safety Zones Make People Safer
SFMTA
https://www.sfmta.com/blog/three-ways-painted-safety-zones-make-people-safer
7. Left Turn Traffic Calming
NYCDOT
http://www.nyc.gov/html/dot/html/pedestrians/left-turn-traffic-calming.shtml
8. Traffic Calming ePrimer
FHW A
https://safety.fhwa.dot.gov/speedmgt/ePrimer_modules/module3pt2.cfm
9. Leading Pedestrian Intervals
NACTO/V an Houten et al/Fayish & Gross
https://nacto.org/publication/urban-street-design-guide/intersection-design-elements/traffic-signals/leading-pedestrian-interval/
10. Safety effects of Traffic Signing for Left Turn Flashing Y ellow Arrow Signals Schlatter et al
http://www.cmfclearinghouse.org/study_detail.cfm?stid=432
11. Shared Streets and Alleyways White Paper
Alta Planning/City of Ashland
http://www.ashlandtsp.com/system/datas/98/original/ AshlandTSP_SharedStreetsWP_020211.pdf
12. Highway Safety Manual, 1st Edition
AASHTO
http://www.cmfclearinghouse.org/study_detail.cfm?stid=297
13. Handbook of Road Safety Measures
Elvik, R and V aa, T
http://www.cmfclearinghouse.org/detail.cfm?facid=436
14. Cyclist Safety on Bicycle Boulevards and Parallel Arterial Routes in Berkeley, California Minikel, E.
http://www.cmfclearinghouse.org/study_detail.cfm?stid=221 References
15. Evaluation of Bicycle-Related Roadway Measures: A Summary of A vailable Research Pedestrian and Bicycle Information Center
http://www.pedbikeinfo.org/cms/downloads/06%2013%202014%20BIKESAFE%20Lit%20Review_FINAL.pdf
16. Evaluation of Bike Boxes at Signalized Intersections Dill, J.
https://pdxscholar.library.pdx.edu/cgi/viewcontent.cgi?referer=https://www.google.com/&httpsredir=1&article=1017&context=usp_fac
17. Oslo: cycling in the opposite direction is not much of a problem Fietsberaad CROW
http://www.fietsberaad.nl/index.cfm?lang=en§ion=nieuws&mode=newsArticle&repository=Oslo:+cycling+in+the+opposite+direc- tion+is+not+much+of+a+problem
18. Back-in Angle Parking Study
Nelson \Nygaard
http://www.ci.wheatridge.co.us/DocumentCenter/View/3319/S-01-12-Backin-Angle-Parking-Study-Nelson-Nygaard
19. Bicycle Facility Evaluation
Washington, DC District of Transportation
https://nacto.org/wp-content/uploads/2015/04/bicycle_facility_evaluation_ddot.pdf
20. Pedestrian Safety Guide for Transit Agencies
FHW A
https://safety.fhwa.dot.gov/ped_bike/ped_transit/ped_transguide/ch3.cfm
21. Red Transit-Only Lanes Work: Two New Studies Show Their Benefits SFMTA
https://www.sfmta.com/blog/red-transit-only-lanes-work-two-new-studies-show-their-benefits APPENDIX D: Citywide Crash Analysis
Rapid Response Project at Harrison Street& 23rd Street | 59 Citywide Crash Analysis
Crash Landscape in Oakland
What Kinds of Crashes are Happening on Our Streets?
76%
severe or fatal injuries increase
between 2012 and 2016
$900
Million
yearly cost of traffic crashes in Oakland,
or 6% of the total annual income of all
City residents. This includes lost quality
of life, property damage, lost work time,
medical care, and other costs. 1
2 weekly severe or fatal injuries
Oak
DOT
1 Total crash cost from ”Crash Cost Analysis for the City of Oakland,” May 2018; total annual income from American Community Survey (ACS), 2012-2016. Direct costs to City of Oakland through litigation payout associated with traffic safety totaled $250,000 between 2011 and 2016.
Sources: SWITRS, 2012-2016; Alameda County Sheriff's Office Coroner's report, 2015-2016; American Community Survey (ACS), 2012-2016. Excludes crashes on freeway mainlines and freeway ramps outside of local intersections. Characteristics of individuals involved in crashes are based on police observations recorded in crash reports.
Note: Crashes include all modes unless otherwise specified.
SYSTEM CHANGE, NOT JUST
BEHAVIOR CHANGE, IS CRITICAL
AND SPEED MATTERS IN
OAKLAND
INJURIES ARE CONCENTRATED AT INTERSECTIONS
HIGH SPEEDS ARE MORE
DEADLY
HIT BY A
VEHICLE
TRAVELING AT
20 MPH
ESPECIALLY AT SIGNALIZED INTERSECTIONS
HIT BY A
VEHICLE
TRAVELING AT
30 MPH
HIT BY A
VEHICLE
TRAVELING AT
50 MPH
75% of Oaklanders’ severe or fatal injuries
occur at intersections
Under 10% of intersections in Oakland
are signalized intersections
but nearly 50% of fatalities occur at
signalized intersections
Oaklanders are killed or
severly injured by
left-turning vehicles at over
4 times
the rate of right-turning
vehicles
TO
YIELD
Broadside crashes at
signalized intersections
account for
nearly 20%
of all fatal or severe injury
motor vehicle crashes
Just over 1 in 4 Oaklanders killed are
involved in a crash where speed is a
primary factor
Driver failure to yield to a pedestrian
at a crosswalk accounts for over 1/3
of pedestrian fatalities or severe injuries
3 in 4 bicyclists killed are hit by a sober
driver. While the influence of alcohol and drugs
can be deadly, it's not the full story.
9 out
of 10
pedestrians
survive
Crashes are an all-too regular occurrence on Oakland’s streets. Fatalities and injuries from crashes impact many lives and collectively cost Oaklanders hundreds of millions of dollars per year. The City of Oakland analyzed nearly 2,000 injury crashes from 2012-2016 to understand how they affect Oaklanders and how to effectively focus safety efforts. 5 out
of 10
pedestrians
survive
1 out
of 10
pedestrians
survive
Older Oaklanders (65+) are more than 2 times
as likely to be killed in a crash compared to all
other Oaklanders
People walking, biking, and
taking public transit make up
under 30% of commute trips
but experience
nearly 50%
of severe or fatal injuries
67% of Older
Oaklanders’ (65+)
fatalities occur while walking
compared to only 26%
for Oaklanders of all
other ages
Black
Oaklanders
are
2 times
as likely to be
killed or severely
injured in a crash
(all modes)
3 times
as likely to be
killed or severely
injured while
walking
compared to
all other
Oaklanders
and
Who is Most Impacted by Crashes?
VULNERABLE ROAD USERS
RACIAL INEQUITIES IN OAKLAND CRASHES
AGE INEQUITIES IN OAKLAND CRASHES
2 Underreporting from Sciortino, S., Vassar, M., Radetsky, M., & Knudson, M. M. (2005). San Francisco pedestrian injury surveillance: mapping, under-reporting, and injury severity in police and hospital records. Accident Analysis & Prevention, 37(6), 1102-1113; driver yielding disparity from Goddard, T., Kahn, K. B., & Adkins, A. (2015). Racial bias in driver yielding behavior at crosswalks. Transportation research part F: traffic psychology and behaviour, 33, 1-6. 3 Equity Indicators Report, Office of Race & Equity, 2018.
Sources: SWITRS, 2012-2016; Alameda County Sheriff's Office Coroner's report, 2015-2016; American Community Survey (ACS), 2012-2016. Excludes crashes on freeway mainlines and freeway ramps outside of local intersections. Characteristics of individuals involved in crashes are based on police observations recorded in crash reports.
Note: Crashes include all modes unless otherwise specified.
Oak
DOT
Citywide Crash Analysis
30% of streets in
majority Asian census
tracts fall on the
City of Oakland
Pedestrian High Injury
Network - the highest
percentage of any
ethnicity 3
Reported crash data reveal that certain demographic groups and geographic areas experience a disproportionate share of crashes in Oakland. However, the data may not tell the full story. Research shows that police reports can miss 20% or more of crashes due to underreporting, especially from black injury victims. It has also been shown that driver biases can contribute to crash racial inequities, as people in vehicles do not yield as often to people of color on foot. 2
APPENDIX E: 2021 Traffic Safety Project Pipeline
Broadway Bus Lanes & Pedestrian Safety Improvments | 62 2021 OakDOT Traffic Safety Project Pipeline
The Q4 2021 safety project pipeline represents a majority of OakDOT’s capital projects and serves as a barometer of the delivery to be expected over the next decade or sooner. These projects can be found on OakDOT’s Major Project Map. The list is only a partial list and does not include all projects such as Paving Plan projects, Rapid Response projects or projects resulting from Oak 311 requests. Click on links for more information where available.
Project by Phase
Priority Areas of Investment
High Injury
Network
School Zone
(fronting a
school)
High Priority
Equity
Neighborhood
Bike &
Pedestrian
Plan
Consistency
Planning
1. Pedestrian Crossing Improvements X X X
2. 66th Avenue/Zhone Way widened
sidewalk X X
3. Bancroft Greenway X X X X
4. Safer 8th Street X X
5. 14th Avenue Streetscape Project X X
6. Macarthur: Lakeshore to East Oakland
Connection X X X
7. West Oakland Transit Access
Improvements X
8. East Oakland Neighborhood Initiative
(EONI) Transportation Improvements X X
9. East Oakland Neighborhood Bike Routes X X X X
10. SR2S Improvements - Yu Ming Charter
School X X
11. SR2S Improvements - Lincoln
Elementary School X X
12. SR2S Improvements - Westlake Middle
School X X
Project by Phase
Priority Areas of Investment
High Injury
Network
School Zone
(fronting a
school)
High Priority
Equity
Neighborhood
Bike &
Pedestrian
Plan
Consistency
13. SR2S Improvements – Martin Luther
King Jr. Elementary School X X X X
14. SR2S Improvements - Oakland
International/Emerson X X
15. SR2S Improvements - Encompass
Academy X X X X
16. SR2S Improvements - East Oakland
Pride Elementary X X X X
17. Grand Avenue Mobility Action Plan X X X X
18. Chinatown Complete Streets Plan X X X X
19. East Oakland Mobility Action Plan X X X X
20. Power the People: MLK Jr Shoreline
Access Study X X X X
Design
21. Foothill Blvd Pedestrian Safety
Improvements X X X X
22. 98th Avenue Crossing Improvements X X X X
23. 14th Street Pedestrian Crossing
Improvements X X X
24. I-880/42nd/High Freeway Access Project X
25. MacArthur Boulevard Pedestrian
Improvements X X X X
26. West Oakland Industrial Streets X X X
27. Macarthur Blvd Smart City Corridor
Project (Phase 1 & 2) X X X
28. 7th Street Wood to Bay Gap Closure X
Project by Phase
Priority Areas of Investment
High Injury
Network
School Zone
(fronting a
school)
High Priority
Equity
Neighborhood
Bike &
Pedestrian
Plan
Consistency
29. Coliseum Connections (Bike Lanes Along
San Leandro Street) X X
30. East Bay Greenway - Segment II X X
31. 10th Street Pedestrian Improvement X X X
32. 73rd Avenue Active Connections to
Transit X X X X
33. Intermodal Terminal Coliseum Bart
Improvements X X
34. Downtown Pedestrian Crossing
Improvements (Various Locations) X X X
35. 105th Ave Railroad Crossing
Improvements X X X
36. 85th Ave Railroad Crossing
Improvements X X X
37. Crossing to Safety - Park Blvd at East
38th St and Excelsior Ave X X
38. International Blvd Pedestrian Lighting
(36th-45th Ave) X X X
39. 27th St Complete Streets X
40. E 12th St Bikeway X X X
41. Rockridge Bart Safe Routes To Transit
42. 29th Ave Railroad Crossing
Improvements X X X X
43. Foothill Blvd (three separate projects
including two intersection projects
described here and here, and one
corridor project)
X X X X
44. Lakeside Family Streets X X
Project by Phase
Priority Areas of Investment
High Injury
Network
School Zone
(fronting a
school)
High Priority
Equity
Neighborhood
Bike &
Pedestrian
Plan
Consistency
45. 18th St Bikeways & Railroad Removal X X X
46. Martin Luther King, Jr. Way Safety
Improvements X X
47. Lake Merritt Bikeway Improvement
Project X
48. Coliseum Connections Bike
Improvements (Flora Street) X X
49. 7th Street Connection Project X X
Construction
50. Telegraph Avenue Corridor
Improvements (20th Street to 29th Street) X X X
51. Oakland Hills Guardrails
52. Fruitvale Alive Gap Closure X X X
53. Telegraph Avenue Corridor
Improvements (29th Street to 45th Street) X X X
54. Market St and San Pablo Ave (Various
Locations) X X X
55. Claremont Ave And Shattuck Ave X X X
56. Bancroft Ave Bike & Pedestrian Safety
Project X X X X
57. Fruitvale Ave Bike and Pedestrian Safety
Project X X X
58. High St Traffic Calming and Pedestrian
Safety Improvements X X X
59. Thornhill/Montclair Elementary Safe
Routes to School X X
60. 69th Ave Traffic Calming & Pedestrian
Lighting Project X X
Project by Phase
Priority Areas of Investment
High Injury
Network
School Zone
(fronting a
school)
High Priority
Equity
Neighborhood
Bike &
Pedestrian
Plan
Consistency
61. Lower Park Blvd Complete Streets
Project X X
62. 20th St Streetscape Project: 19th St BART
to Lake Merritt Urban Greenway X X
63. 7th Street Phase 2 X
64. Caldecott Tunnel Mitigations X
65. West Street Road Diet Project X X
66. Camino 23 International Blvd Pedestrian
Improvements X X X
67. 35th Ave Safety Improvements X X X
68. MacArthur Blvd Safety Improvements X X X
69. 11th Ave Bikeway Traffic Calming
Implementation X X
70. D Street Bikeway Traffic Calming
Implementation X X
71. 4th Ave Bikeway Traffic Calming
Implementation X X
Department of
T ransportation