RES Gan an ” “ ch ES A MAJOR STREET PLAN for OA KLANE CALIFORNZA 4 } MAJOR HIGHWAY & TRAFFIC COMMITTEE OF ONE: HUNDRED "HARLAND BARTHOLOMEW & ASSOCIATES as Qity” Plan & Landsca qe Engineers : Bainy Louis on ngincers . AND TR © 7 o 8 SA A PROPOSED PLAN FOR A SYSTEM OF MAJOR TRAFFIC HIGHWAYS OAKLAND, CALIFORNIA 1927 FOR THE MAJOR HIGHWAY AND TRAFFIC COMMITTEE OF ONE HUNDRED HARLAND BARTHOLOMEW AND ASSOCIATES City Plan and Landscape Engineers Saint Louis . . Missouri Lo » : Le Hp, - WS ic Ch p40) YE pe L By 7 por, bs p w % iY ¥ oo % Y nl Ji Ga 7 NT | re bailed nC —— Ya J CITY & M2 MN ~ Ih - REGIONAL PLANNING LIBRARY FOREWORD The Major Highway and Traffic Committee of One Hundred was or- ganized for the specific purpose of developing a comprehensive plan for the reconstruction of the ill-arranged collection of streets of Oakland into a well ordered system of traffic arteries: It was felt that the work was of such difficulty and importance as to warrant the employment of experts of national reputation, first to make an exhaustive survey of all factors affecting the volume and flow of street traffic in the East Bay area, and secondly, upon the basis of these surveys to prepare a comprehensive plan of major highways for Oakland designed to care for all of the major traffic movements which are likely to develop during the next thuty or forty years. To do this work the well known firm of city planning engineers, Har- land Bartholomew and Associates, of St. Louis, were retained. The report published herewith is the result of their studies and deliberations over a period of approximately one year. The Major Highway and Traffic Com- mittee of One Hundred considers it a very creditable pattern upon which future detailed programs may be safely based. The work has been financed by contributions from more than one hun- dred business concerns, associations, property owners and private citizens. No contribution in excess of the sum of three hundred dollars was solicited nor accepted. 848 CONTENTS Page TITLE PAGE oe. ieeiiirsree-sioininunesncnstcuntosenseoontnnnzotuesns ons at nn rn toasiac 3 FRONTISPIECE ........ooceeeeeeeeeeoioecieoi nies os ssz serine suas s snsnes Sasser roenseompprn osama enn sins apne een : FORBWORD ........ eeeeeeeeiiooo csoooeucrncosoonnsns scene pssene smn denna nn sans n an contra renz nace nse zasnn 2 CONTENTS o.oo oie eeeoniicoszos coos csoocsrtazaacheann tesco mss spmunsscomaenzenssoseeszrntanee g SUBSCRIBERS .oo...coeoceeeeieeioioieossinssomerseoonromraon esses sen masons ensn sn nness oss span sen nn meses to moe ? OFFICERS OF THE COMMITTEE................... ceo oeeeeoeeceeeeermee rrr oes nesme enn oes me mene LETTER OF TRANSMITTAL .......cccceeeemarccesamermuaznscnnzoncosss sospnsosesszzmanzssssssssnnssszesesnnonsmnaes : SUMMARY OF RECOMMENDATIONS. ......ooeieeemanme ones cena serra scene cnamm cans n a r INTRODUCTION ooo coneroctoen corns ser ersrec sits n re nes en dn doer rns tn PART I—BASIC STUDIES BOGIONAL MAP le deere tae Berean 13 GARI ANDIINESEL ti ere neers 21 BMOPOGRRAPHICAL PERATURES iii ciennioiii oe snout seppesrbesns somswnosan kan mmn ssn salons > ANNE ATRIONS oo ised ene ep en Sm SR RAR pn mn EE GROUND SLOPES AND POPULATION GROWTH.........cccceccoeeepmmmnenrenracsssesmmennansnssennes=s 27 PROGRESS OF BUILDING CONSTRUCTION. .. titi eens be ciomentbn tmnt 29 PAVED STREETS AND AREAS SERVED WITH SEWERS AND WATER................ ial STAB WD IS oo... ee io nce beeis oss bia ot Toss den tons Gis Span ie bs a bi Wee ms 33 JOG AND DEAD BINDS ic conics iio imsnn Senn Ame tA Sei ee mS 3b CAR TINE TRACK PUAN... i 0 a nei ies 37 SPREBT TRAFIC TLOW co De A atonal bs vets a ie 39 AUTOMOBILE REGISTRATION .. iin srsntns ies i vans didn 41 PART II—PROPOSED MAJOR STREET PLAN PROPOSED MAJOR STREBET SYSTEM.........coaeciiiiicaciia is i 44 BXISTING CAPACITIES OF MAJOR STREETS.............oct cies do 0s 47 PROPOSED CAPACITIES OF MAJOR STRERTS............. oni ciiisnnss inanssmmnsins demas siionitiis= 49 PROPOSED DEVELOPMENT OF MAJOR AND MINOR STREETS... coca 5 PART III—BUSINESS DISTRICT STUDIES DUSINESS DISTRICT TRANPIC COUNT. iin nvr owe igs inrmin ow 53 BUSINESS DISTRICT PARKING... acai ee a eaten ci bumpin Samet an me 55 BUSINESS DISTRICT CAR LINE ROUTINGS. .......occoi i iain ents nines tinsnnn mrs 57 PROPOSED BUSINESS DISTRICT STREET IMPROVEMENTS... coco ioe rrennennn oes 59 TRAFFIC CAPACITIES OF BUSINESS DISTRICT STREETS. ......ccoeoiemeenainannannn 61 PART IV—THE EXECUTION OF PLANS MAJOR STREETS WITHIN THREE MILES... iii 67 PLANS FOR THE TWELFTH STRERBT DAM... ..... i 69 PROPOSED SUPERHIGHWAY . ...... .... . 7 73 PROPOSED STRENT OPENINGS... occ re 75 PROPOSED SKYLINE BOULEVARD... . sh 79 APPENDIX A LEGAL AND FINANCIAL MATTBRS.......... 82 APPENDIX B TABULATION OF EXISTING WIDTHS AND PROPOSED CAPACITIES OF MAJOR SWRIITS............ oir 92 Subscribers To the Major Highway And Traffic Committee of One Hundred IRA ABRAHAM, (Oakland Title Insurance Co.) LOUIS BREUNER, (John Breuner Co.) S. E. BIDDLE, (First National Bank) H. B. Bell, (Key System Transit Co.) J. L.. BUDO, (Coast Tire & Rubber Co.) H. B. BELDEN, STUART S. HAWLEY. JAMES H. L’'HOMMEDIEU CHARLES P. HOWARD, (Howard Terminal) C. J. HEESEMAN. MARTIN M. HOFFMAN. EMIL HAGESTROM, (Mutual Creamery Co.) ALBION K. P. HARMON, (Derby Estate) (Piedmont Avenue Improvement Club) ROSCOE HAVENS, J. W. BINGAMAN, JUDGE EVERETT J. BROWN, (Delger Building) L. 2H BILL, (Fageol Motors Co.) MARY A. BOWLES J. N. BURROUGHS, (Oakland California Towel Co.) CHARLES N. BATES, (Central Construc‘ion Co.) HERBERT BELL, (Bell & Boyd) A.W. CLARK, H. C. CAPWELL, (H. C. Capwell Co.) OSCAR L. COX, (East Bay National Bank) R. A. CARRINGTON, JR. (Post Enquirer) GEORGE F. COTTON, (Federal Telegraph Building) THOMAS CARNEY. WILLIAM CAVALIER ROBERT DALZIEL. EASTON BUILDING. E. W. FUHR, (Chevrolet Motor Co.) RALPH T. FISHER, (American Trust Co.) EDWARD T. FOULKES. R. C. FORCE, (Caterpillar Tractor Co.) JOHN H. FULLER. N. C. FAIRMAN, (Pacific Nash Motor Co.) LILLIAN SPARKS FULLER. E. J. GREENHOOD, (St. Marks Hotel) MANDEL GOLDWATER. WILLIAM GREUNER. BESSIE WOOD GUSTASON. (Blake Estate) HENRY JACKSON, (Jackson Furniture Co.) IRVING JONES. GEORGE HATCH. WILLIAM C. JURGENS, (Hotel Oakland) RALPH KINNEY. JOSEPH R. KNOWLAND, (Oakland Tribune) IRVING KAHN, (Kahn Brothers) A. H. ROPPERUD. ALBERT E. KERN, (Kern & Hamberger) V. 0. LAWRENCE, (Lawrence Terminals) HARVEY D. LYON, (Lyon Warehouse Co.) IRVING C. LEWIS. LOEB REALTY COMPANY. WALTER H. LEIMERT, (Walter H. Leimert Co.) BRUCE MAIDEN, (Maiden-Rittigstein) WILLIAM MAHEW, (Western Casket Co.) RICHARD McCARTHY, (Alameda County Title Ins. Co.) HARRY A. MOSHER, (Central National Bank) FRED MULLER, (Morris & Muller) C. P. MURDOCK. GRANT D. MILLER. R. J. McMULLEN. J. C. McPHERSON, (Southern Pacific Co.) ARTHUR W. MOORE, (Oakland Bank) J. H. MITCHELL. ot Done GEORGE MATTIS, (PF. FP. Porter Co.) LEE NEWBERT, (Pacific Gas & Electric Co.) MRS. LILLIAN F. OLIVER. CARLTON OSGOOD. DR. GEORGE C. PARDEE, L. D. POWERS. FRED D. PARR, (Parr Terminal Co.) ALLEN PFEIFFER, (Lawrence Warehouse Co.) FRANK PROCTOR. HENRY ROOT. BH. M. RAY. REALTY SYNDICATE CO. HARRISON S. ROBINSON. FRED E. REED. A. L. REDLICK, (Redlick Furniture Co.) WALTER D. REED, (Reed & Corlett) ALBERT SALINGER, (Levy Estate) SHERWOOD SWAN, (Whitthorne & Swan) CHARLES E. SNOOK. H. W. SALINGER. B. ¥. SCHLESINGER & SONS. SEULBERGER DUNHAM & CO. ROBERT SHUEY, (Central Shuey Creamery Co.) HAROLD SMITH, (Money Back Smith) LOUIS SHEELINE. WARREN TUCKER, (Tucker-McElhinney Co.) E. M. TILDEN. LOUIS J. TESIO, (Bank of Italy) CHAS. H. J. TRUMAN. W. BE TRAVIS, (California Transit Co.) GEORGE C. THOMAS, (Thomas Brothers Map Co.) NORMAN DE VAUX, (Durant Motor Co.) LLOYD VEITCH, (Butler-Veitech Co.) WILLARD W. WHITE, (White & Pollard) MARGARET WHITAKER. C. H. WILHELM, (East Bay Water Co.) OFFICERS OF THE MAJOR HIGHWAY & TRAFFIC COMMITTEE OF ONE HUNDRED 1927-1928 HARRISON S. BOBINSON ......... . 0. ici i cn vun icant Chairman JOSEPH BR. BKNOWELAND =... ...... chistes imei v nines Vice-Chairman B.A CARRINGTON JR. ........ ic ssi ibis voniineinnnivns Vice-Chairman HARRY A. MOSHER ........ ... .. 0 esas iden ino denidy Vice-Chairman MRS, BESSIE WOOD QUSTASON ,...... .ccie. cutest aii, Vice Chairman MISS ANNIE FLORENCE BROWN ...... 0 csc viinainsds Vice-Chairman JOHN II. PULLER .........: ci iiaaiwedaiovions i be he A Re Treasurer EXECUTIVE COMMITTEE STUART S. HAWLEY, Chairman FRED R. CALDWELL ARTHUR W. MOORE FRED D. PARR CLARENCE N. COOPER CHARLES P. HOWARD SHERWOOD SWAN F. M. RAY JOHN H. FULLER 1928-1929 HARPISGNIS. ROBINSON... =... LE Chairman BR. A. CARBINGTON, JR......... ati iin Vice-Chairman JOSEPH BR. RKNOWILAND................. odie ei ie a Vice-Chairman B.A, VANDEVENTER... iced saniieassss so nanss es ai ise im Vice-Chairman BRED RID i sir eesti a at ee wi nde Sates Vice-Chairman HARBEY A MOSH IR... el ii fittings io irs est eben t wn Vice-Chairman MRS. BHESSIE WOOD GUSTASON......... cn itis ieis Vice-Chairman MIISS ANNIE FLORENCE BROWN... cece cisi esac ninnnsunsaneinene Vice-Chairman JOHN HH: MULLER iii inoatabiarioe- nit stint hawt sane Bon on we areas Treasurer EXECUTIVE COMMITTEE STUART S. HAWLEY, Chairman JOSEPH BINGAMAN V. O. LAWRENCE FRED D. PARR GRANT MILLER ARTHUR W. MOORE RALPH FISHER SHERWOOD SWAN JOHN H. FULLER Edward D. Landels I. S. Shattuck Executive-Secretary Resident-Engineer Wm. D. Hudson Special Consultant HARLAND BARTHOLOMEW AND ASSOCIATES HARLAND BARTHOLOMEW EARL O. MILLS LL.D. TILTON CONSULTING AND DIRECTING ENGINEERS HARLAND BARTHOLOMEW AND ASSOCIATES : CITY PLAN AND LAND HARLAND BARTHOLOMEW SCAPE ENGINEERS EARL O. MILLS WM. D. HUDSON L. DEMING TILTON SAINT LOUIS, MISSOURI AFFILIATED ENGINEER 317 NORTH ELEVENTH STREET August 9th, 1927 The Major Highway & Traffic Committee Of One Hundred, Oakland, California. Gentlemen :— We have the honor to submit herewith a report and plan for a Major Traffic Highway System for the city of Oakland. The report contains a discussion of modern street problems and an analysis of the principal deficiencies in the Oakland street arrangement. Attention is directed particularly to the major streets, those which always will carry the heaviest vehicular flow of the community. Special studies have been made of width and arrangement of streets in the central area of the city where traffic concentrates. Plans and studies have been made for complicated intersections and congested centers such as the 12th Street Dam, the Grand-Lake District and the like. This report recommends a progressive improvement program for the major streets of Oakland. The aim is to correlate all street development work so that the city may have at the earliest moment a well organized system of through-traffic arteries. The Major Street Plan if properly used will bring about a more orderly and more economical development of the entire East Bay region. : A work such as this report proposes requires the greatest possible community co-operation. The execution of a comprehensive highway community plan is in the end a responsibility of city officials, who are largely influenced in their decisions by the trend of public sentiment. There must conse- quently be wide public knowledge and discussion of these problems. Oakland is fortunate therefore, in having a group of citizens willing to render a public service by providing this plan as a basis for discussion and municipal action. The work of this Committee deserves the utmost consideration. It is a pleasure here to acknowledge the uniform and generous co-operation extended by vari- ous public officials upon whom we have called for information and assistance. Mr. Charles H. Frost, Chief Assessment Clerk, has been most helpful not only by making available the records of his office but by supplying other information derived from his long interest in city planning and public work. Special acknowledgement is made of the extremely valuable services rendered by County Engineer George A. Posey and Deputy City Engineer Mel Auerbach, who have voluntarily served as a special engineering committee for criticisms and advice in the final stages of the preparation of this plan. The records of the former city planning commission were kindly placed at our disposal through the courtesy and co-operation of Eugene K. Sturgis, former City Clerk, and now Commissioner of Revenue and Finance, Frank C. Merritt, City Clerk, and Chester H. Hunt, Engineer. Acknowl- edgement is also gratefully made for information and assistance rendered by Frank Colburn, former Commissioner of Public Health and Safety, now Commissioner of Public Works, Leroy P. Goodrich, former Commissioner of Public Works, Lieutenant C. I.. Hemphill, Chief of the Traffic Bureau of the Police Department, and George B. Hegardt, Port Manager We also wish to express our apprecia- tion of the co-operation extended in connection with recent street projects by the newly elected Com- missioner of Streets, Wm. H. Parker and Superintendent of Streets, George Randle. Especially do we acklowledge the kindness of the Thomas Brothers Map Company for valuable information used in the preparation of the base map used in the report. - The Boy Scouts also deserve considerable praise for their help in making the two traffic counts. Mr. Homer Bemiss and his staff co-operated willingly, and the success of the traffic counts is due to their efficient and public spirited organization. In the preparation of any plan such as this, touching all phases of community life, information of special kinds are needed and this has been prepared by the various utility companies and organiza- lo tions, to a large number of whom special acknowledgement 1s due for such information generously furnished, including the Key System Transit Company, the Southern Pacific Company, the Western Pacific Railroad, the East Bay Water Company, the Pacific Gas & Electric Company and the Oak- land Chamber of Commerce. Various other organizations and individuals not here mentioned furnished information, assist- ance and suggestions, all of which is gratefully acknowledged. Special mention should be made of the valuable discussion of California®laws and practices re- ~Jating to the execution of street opening, widening and improvement work especially prepared for this report by Edward D. Landels, Executive Secretary of the Committee of One Hundred. Very truly yours, HARLAND BARTHOILOMEW & ASSOCIATES, By PU Bodie? 0 = SUMMARY OF RECOMMENDATIONS A CONCISE STATEMENT OF THE CONCLUSIONS AND FINDINGS OF THIS REPORT le Summary of Recommendations A considerable number of things need to be done to give full effect to a complete major street plan. Some involve little or no expense; others require much time and special duty. The following recommendations are offered as a pre- liminary program. Group 1. Projects susceptible of early ac- complishment without heavy expense. A. Hard surface pavements should be laid on the following Major Streets: 1—East 16th Street from 2nd Avenue to 23rd Avenue, and Foothill Boulevard from 23rd Avenue to City limits should be paved at a 54 foot width in advance of widening. Plans should be drawn so as to provide for additional pavement when the street 1s widened. 2—Grand Avenue should be paved from Elwood to Fairview at a 72 foot width; from Fairview +{(o Pleasant Valley Parkway at a 54 foot width. Plans should be drawn so as to provide for ad- ditional pavement when widened. 3—Claremont, from Telegraph to College should be paved at a 56 foot width. 4—West Street, from 26th Street to Grove should be paved at a 54 foot width. 5—East 10th Street, from 1st Avenue to 10th Avenue should be paved at a 54 foot width. Future pavement widths on all major streets should as far as possible corre- spond with the recommendations shown on Plate Twenty-three. B. Curbs should be set back on the following Major Streets: 1—Certain streets in the business district according to recommendations shown in Plate Nineteen. 2—San Pablo should be made to have a roadway 72 feet wide, by setting back curbs 4 feet on either side of the street. Present roadway width is 64 feet. 3—Broadway should be made to have a roadway 70 feet wide from 14th Street to 15th Street, by setting back the west curb 9 feet. Present roadway width is 61 feet. This may require arcading of existing buildings. 4—Telegraph should be made to have a roadway 70 feet wide from 19th Street to 20th Street. Present roadway widih is 65 feet. 5—West Street should be made to have a roadway 34 feet wide from 26th Street to Grove. Present roadway width is 44 feet. C. The following traffic regulations should be enforced: 1—Double parking and diagcnal parking should be prohibited throughout the city. Diagonal parking is particularly object- ional on streets around the Free Market, and on Grand Avenue from Santa Clara to Elwood. 2—Parking should be prohibited on both sides of Broadway from 14th Street to 15th Street between the hours of 8:00 A. A and 6:00 P. M, 3—Parking should be prohibited on the East Side of Broadway from 12th Street to 14th Street between the hours of 4:30 and 6:30.P. M. 4—Truck loading and unloading should be prohibited in the business district be- tween the hours of 8:00 A. M. and 9:00 AM, 12:00 AM and 1:30 P. M. and 4:30 and 6:30 P. M. Group II. Street openings and widenings of primary importance. Proceedings should be started at this time on the following important street projects, namely: 1—Widening and opening of 22nd Street from Harrison Boulevard to the Western Waterfront. 2—Widening and opening of streets to form a crosstown route, connecting the Hop- kins and Brookdale-East 14th Street route in East Oakland with the Mather- 42nd Street, Fulton Street, and other routes to Berkeley. 3—Relief of the 12th Street Dam by the pav- ing of East 10th Street, the construction of traffic circles and the removal .of the car tracks. See Plate Twenty-four. 12 4—Widening and opening of streets for a Superhighway paralleling. Oakland’s waterfront from Berkeley to San Lean- dro. 5—Widening and extension of Skyline Boulevard. Group 111. Correlated planning studies Several special studies and investigations should be undertaken in the near future because of their intimate relationship with the Major Street Plan. 1—A topographic map now possible to se- secure under exceptionally favorable con- ditions through ‘action of the City, County, and Federal Governments. 2—Detailed studies of condemnation prac- tices, together with estimates of cost for all street opening projects to be first undertaken. These should lead to recom- mendations for specific areas of assess- ment designed to avoid overlapping. 3— Tunnel surveys, including location, cost and areas to be served thereby and prob- able effect upon property values. 4 Cransit routing, with a special reference to the design, width and arrangement of major streets required for transit opera- tion. 5—Intensive study of traffic and parking problems, with special reference to the design of safer, more efficient street in- .. {ersections. 6—A zoning plan and ordinance. 7—A system of boulevards and pleasure drives which will incorporate the Skyline Boulevard project. Group 4. Legislative work Work should commence immediately on the preparation of legislation needed to facilitate the execution of the Major Street Plan. This work should be completed before the next session of the Legislature. There is particular need of the following legislation, more fully discussed in a supplement to this report prepared by Mr. Edw. D. Landels. 1—An effective “Set-back” law to authorize cities to establish building lines on streets proposed for eventual widening. Such an act could well be modelled on the building . line provisions of the Master City Planning Act prepared by the Advisory Committee on City Planning and Zoning of the De- partment of Commerce. Also the building line provisions of the recently enacted Cali- fornia City Planning Act (known as Sen- ate Bill No. 585) should be amended, par- ticularly to correct certain ambiguities therein, and to provide for the assessment of the cost of establishing building lines upon benefited property. 2— The provisions of the recently enacted City Flanning Act relative to the control of the subdivision of land need to be amended in a number of sections. The act may prove ineffective because of ambiguities ties and confusion resulting from the at- tempt to prepare the act during the legisla- tive session. The act should also be amended to make more certain that its provisions cannot be avoided by selling building lots by metes and bounds rather than by block and lot numbers. The act should also be amended to give the city dehnite control over land subdivision within three miles of -its boundaries although the land may be in another county. 3—The Street Opening Act of 1903 should be 4— Statutes and the State Constitution amended to authorize the consolidation of proceedings for the acquisition of private property for street purposes and the pro- ceedings for the actual paving of the street. Such legislation is badly needed to reduce the time consumed in completing actual work in street openings and widenings. now both provide that the city may obtain im- mediate possession of property which it is about to condemn for street purposes by depositing in court a sum to secure the pay- ment of condemnation awards. This pro- cedure at present would be impracticable in cases where a property owner might be compelled to move back a building or to construct a new store front. The city should be authorized in appropriate cases to advance to the property owner a certain percentage of the estimated award. Such a provision should be added to the above mentioned statutes. 5 The existing statutes which prohibit the condemnation of cemetery lands for street purposes should be repealed. No doubt the city should be compelled to provide suitable new burial grounds for bodies which might have to be exhumed, but the right to condemn cemetery property is im- perative if the city is not to be strangled in its development. In most states the right to condemn such property 1s not questioned. Introduction Oakland, like nearly every other city is at- tempting to grow upon and make use of a street system inherited from early days. When the city was young there was little need for quick trans- portation. Then there were few traffic centers and distances were not great within the limits of the community. Extensive concentration in business districts and in apartment house areas was unknown. Today conditions are entirely different and the startling fact is that so many modern cities expect to meet these new conditions with little change in street facilities. High buildings, apart- ments and concentration of population naturally accentuate traffic congestion and its attendant dangers. But the street system inherited from the past is expected to continue to render service, The “Committee on Metropolitan Traffic Facilities” appointed by Secretary Hoover to study traffic conditions and recommend methods for improvement has drawn some interesting conclusions. It is estimated that traffic accidents alone cause a yearly loss of 600 millions of dol- lars in deaths, personal injuries, and the destruc- tion of property, and that the additional loss due to inadequate street and highway facilities brings the total to 2 billions of dollars or 20 dol- Jars per capita of the population of the United States. Within the past fifteen years 20 billions of dollars have been spent in the United States for the development of city, county, and state high- ways. This is as much as was spent in the last hundred years for the development of railroads. The growth of automobile traffic has brought the necessity of supplying not only the city, but the county and the whole nation with an ade- quate thoroughfare system. Oakland's business district 1s comprised of the streets as laid out in the original city of 1854. As a business center it 1s excellent, consisting of a uniform arrangement of streets 80 feet wide, 3roadway, the central thoroughfare of the early city, being 110 feet wide. The fortunate exist- ence of this well planned street system for the central business area, supplemented by proper traffic control, will permit of maximum traffic movement on downtown streets. It can func- tion with a degree of efficiency surpassing that of most cities, including los Angeles and San Francisco. Radiating from the central district 1s a sys- tem of arterial streets of which few cities can boast. East 14th Street, Lakeshore, Grand, Broadway, Telegraph and San Pablo run out in various directions from the business district, and with the exception of a small portion of East 14th Street, these thoroughfares are all 100 feet wide. Despite this fortunate beginning, however, the street system of Oakland contains several notable faults that require correction before there can be free traffic movement throughout the community. A few of the more serious ex- isting deficiencies may be noted: 1—There 1s a total lack of adequate crosstown streets. This is partly due to the rugged topography and the location of lake Merritt. 2—Traffic from Berkeley destined for East Oakland and beyond is forced down through the business district, over the Twelfth Street Dam and out East 14th and East 12th Streets. There is need for by-pass streets for the business district and the dam. 3—Several arterial streets concentrate at 14th and Broadway introducing serious traffic congestion and necessitating a form of re- planning that will properly diffuse the traf- fic from these as well as other arteries en- tering the business district. 4—There 1s a mingling of trucking with through vehicular traffic on important highways, due to a lack of adequate truck- ing streets serving industrial districts along the waterfront. 5— There is confusion of vehicular and street car movements. Supplementing a major street plan should be a transit plan by which differentiation of street car and vehicular traffic may be secured. 6—The total absence of any street which can be termed a boulevard or parkway is a re- grettable defect in the street system. Sky- line boulevard as such exists in name only. As a street with a beautiful setting and unlimited possibilities it is unsurpassed. As a boulevard it does not even rank as a good sireet. ‘This drive should be made the dominant feature of a comprehensive boulevard system. Oakland has not yet reached the point of traffic congestion found in many large cities in the United States. The rate of increase of traf- fic in the city, however, is so high as to justify the prophecy that serious congestion is not far off, unless preventative measures are soon taken. Loss of time on account of the lack of proper traffic routes is becoming unnecessarily great. The inter-relationship of Oakland and other nearby cities makes the traffic problem common a to the entire East Bay District. The anticipated rapid growth of population beyond the hills of Oakland and Berkeley necessitates the planning for future streets for the whole region and be- yond. The construction of the Carquinez and Dumbarton’ bridges has accelerated traific growth. A future Bay bridee must be anii- cipated. ¥t may be noted here that although the studies and recommendations contained in this report are based primarily on a survey for an Oakland Major Street Plan, certain considera- tion has been given as well to street and traffic conditions in other East Bay cities. Several con- ferences have been held with representative city officials. The Oakland Major Street Plan has been prepared to conform with any existing plans of these other cities. No attempt has been made to make a survey of transit operations but certain suggestions are made where vehicular and transit problems are so inter-related as not to admit of separate con- sideration. The chief purpose of the Major Street Plan is to give the people of Oakland and their muni- cipal officials a comprehensive view of the cir- culation needs. The traffic problem is a com- munity problem. 1i is not to be solved by hit or miss methods, by piecemeal operations, by waiting for local demands or by giving consider- ation only to the speculative interests of real estate promoters. These activities are of a kind with the aimless, haphazard sort of growth which Oakland, in common with many other cities, has endured for seventy-five years. It can easily be proved that a policy of allowing the city to drift and develop as it may is in the end tremendously wasteful of resources and funds. It leads to many regrets. Oakland has already spent millions undoing mistakes made in the old street arrangement. A heavy charge has been laid upon property for useless grading and platting operations correct- ing the work of amateurs attempting to put steep hillsides to urban use. Park areas would be of great service and value to the future city. The dredging of Lake Merritt and the construction of the boulevard around it was long delayed but is now set among the foremost features of the city, illustrating that projects of such magni- tude and conception rarely fail to prove enorm- ously valuable. The lack of large park areas in the hills, of an encircling chain of high-level scenic drives, of waterfront parks is apparent to one who appraises the city’s assets. The develop- ment of industrial and port facilities is at last under way on a gencrous scale, being one of the few major endeavors to develop fully the natural advantages of Oakland’s site. Such matters require a broad view of the latent resources of the city. The utilization of these resources in appropriate ways is not the foolish expenditures of funds but their invest- ment on remarkably favorable terms. It will be worth millions to Oakland to have a well-devel- oped harbor, an industrial district built along modern lines, a co-ordinated system of transpor- tation facilities, a unified transit service, an ade- quate sysiem of wide, direct traffic arteries, a park and boulevard system fitted properly to the hills and valleys and preserving for public use a fair portion of the magnificient views and na- tural attractions of this section. Great cities do not hesitate to undertake projects of such obvious merit, but rather do they become greater by having carried out big plans. In Oakland the provision of a system of well- coordinated major traffic arteries is a primary necessity. Such a scheme of circulation chan- nels will give the city a greater vitality and be the framework upon which other comprehensive improvement plans can be built. It is not neces- sary or intended that all the proposals noted herein be carried out at once. But there must be a general circulation plan and a broad policy of street improvement based upon this plan. If this report serves no other purpose than to focus public interest upon community problems and stimulate a desire to build a city more in keeping with the prospects and promises of the future, it will have been worth its cost. ZZ AE PART 1 BASIC STUDIES FACTORS TO BE TAKEN INTO ACCOUNT IN PROMOTING A MAJOR THOROUGH- FARE IMPROVEMENT PLAN REGIONAL MAP OAK LAND FOR NTA SHOWING TOPOGRAPHY & Ide RELATION OF DAKLAND TO THE BAY tb MOUNTAIN REGION PLATE ONE ow Pp rm th 4 PLATE ONE Regional Map Oakland occupies a site which for beauty and utility can scarcely be sur- passed by any modern city. It has a focal position on one of the most famous harbors of the world. Behind it is a range of beautiful hills, affording an unsurpassed view of the activities of San Francisco Bay and the cities which have grown up around it. Beyond the hills lie the Sacramento and San Joaquin Valleys, two great areas of remarkable productivity. Still farther eastward, but within easy reach of Oakland, are the Sierra Nevada Mountains. Both Lake Tahoe and Yosemite National Park are within 200 miles of the business center of Oakland. The location of the city on the bay gives it many advantages. It stands in especially favorable relationship to San Francisco. The distance across the water via the Key System is only three and one-half miles, twenty minutes in elapsed time. Being on the eastern: shore it was early chosen as the termini of transcontinental railroads. Here the clim- ate is more agreeable. The fogs are less frequent than in San Francisco and Berkeley and decrease eastward throughout the city. The range of temperature is such as to produce the most satisfactory living and work- ing conditions. : The topography of the Oakland region, in fact, is largely responsible for the present greatness of the city. The gently sloping, sunny hills appealed to many as more desirable homesites than the fog covered cliffs of San Francisco. The sheltered harbor and an abundance of cheap land accessible to both rail and water stimulated industrial development. The climate brought an excellent supply of labor. The fertility of the Sac- ramento and San Joaquin Valleys provided a rich agricultural back- ground. These all are primary factors in promoting a steady city growth. The potentialities of Oakland are every day being more widely re- vealed. Transportation and industrial facilities are now having the bene- fit of the comprehensive planning of the Port Commission. The valuable waterfront is being developed on a scale commensurate with demands for East Bay port facilities. The attractive, elevated homesites of the city are being brought into wider use. Recreation opportunities within the city and in surrounding regions are being capitalized. Oakland, how- ever, would undoubtedly be a more attractive and more cfficient operating city today if farsighted planning operations had started when it was first incorporated. wm’ |) ee PLATE TWO A compdele Mf OAKLAND Respectliclly dedicated lo lee Cilisercs of Oecklarnd J BY ®" Kellers, rger sw a 2 =e 2 i £21 or) 0 5 1) 0) C0 a. gm | EE ie HE Sie HH 0 50 Jefferson Souare ee Cet Hi H SIH = ET Se 44 | seer fod HE fg ce gen I, 1 nieces LE Ee | aE Hareson Spee 3 fas I 53, resort aT 9 The le ere of Catia nel 5 4 bis rites Tell vere - 2 snaletgd? Sorrepull FE Sreng Eotinc ger be bor To unin Y define Lafeertia. Sonne Fans wi Lop” JES wg Ln toned pce 72 coneteot bop Melon ot. tie 2 ard yA 270A Cogn Hecre 76 “5 )o > Sr Lot af Sita Zi / Sit 2 Lorna. of Poa = I 2 | O 3 I / / = | —— ST ; F335 5 a i | | N \ ETAT 1 © 15 1 af sO i i = a i =. TX Lh oo = f A i STUER \ J wy BeBe uns ZN / Jit Le \ JUTE NG HIE Ny \ — \ As 2 51 = \ \ on Mn OnS-d32 Af LEGEND STREETS IOOFT VIDEOR OVER See— STREETS 80-99 FT VIDL STREETS 60-79 FT. VIDE STREETS LESS THUAN OFT WIDI 2 3 RU A 2) 3 tN No NET, SITE AIRPORT CITY OF OAKLAND 1 t= % A I Ni STRELT WIDTHS Sy ., F OR N N MAJOR HIGHWAY AND TRATTFIC COMMITTEE OF ONE HUNDRED HARLAND BARTHOLOMEV §& & LANDSCAPE SANT ClTY PLAN MIS SOU RY LOW I'S 2005 FELT [Ques LN Cl S (ALL 4000 COPYRIGHT 1026 by MAJOR HIGHWAY & TRAFIC COMMITTEE OF ONE HUNDRID PLATE EIGHT Street Widths The result of allowing the city to grow without the guidance of a comprehensive plan is shown here. The scheme of 80-foot streets in the original townsite stands out because of its rectangular pattern. The regu- larity of the 060 foot streets in Brooklyn and the 80 foot streets around San Antonio Park are also noticeable. Beyond these few waterfront centers, however, the distribution of street widths is not systematic. Oakland 1s fortunate, though, in having several important arterial streets 100° feet in width, namely San Pablo and Telegraph Avenues, Broadway and major portions of 7th Street, Grand Avenue, Lake Shore enue, and East 14th Street. A noticeable deficiency is seen in East 14th Street,, which becomes narrower as it approaches the business district. With certain exceptions the business district is laid out in streets 80 fect wide. Broadway is 110 feet in width from Front Street to 14th ect. There are numerous instances of streets with widths less than 60 feet. There are no wide east and west streets above 14th Street with the exception of 20th Street. Streets 80 feet in width often serve well for traffic purposes, but what few there are outside the business district are scattered about the city in such a manner as to serve no particular purpose. No crosstown street has a continuous width of even 80 feet. Subdivisions in the hill sections are being laid out with 50 foot streets and less. While these serve satisfac- torily as minor streets there should always be some dedication of wide streets tnrough such districts following a definite general traffic circula- tion plan. By control of subdivisions the city may acquire many miles of wide major streets without great expense and with profit to all concerned. 353.3 PLATE NINE CONTRA COSTA COUNTY y = ALAMEDA COUNTY = —..qay, iam tl L138 RS 3 Ty 7 y xX STREET JOGS ¢ DEAD ENDS : 2 : ; in 2 IE 3 er ” a AIRPORT SITE / L AN Di Cc AL1 FT ORNIA JOGS [AND DEAD-ENDS IN EXISTING STREETS MAJOR HIGHWAY AND TRAFFIC COMMITTEE OF ONE HUNDRED HARLAND BARTHOLOMEV & ASSOCIATES CITY PLAN & LANDSCAPE ENGINEERS SALNT SLOUIS - MI'SSOURY LEGEND CITY OF OAKLAND es Sele — iyo runs tado erry wo do no M0 00 COPYRIGHT 1926 by MAJOR HIGHWAY & TRAFEIC COMMITTEE OF ONE HUNDRID —— i EAT Se—— —- PILATE NINE Jogs and Dead Ends The jogs in sireets, as shown in the map’ opposite, are offsets or breaks in their continuity. The dead ends are abrupt terminations. Faults of this type when they appear in great numbers in the street sys- tem interfere with the free circulation of vehicles. They cause de lays due to necessity of turning. They cause accidents. They add ma- terially to the wear and tear of vehicles. .The cumulative effect of these obstructions and hindrances becomes a heavy charge on the community. This map shows over 2000 jogs and dead ends in Oakland streets, many serious ones being found on major streets. Careless subdivisions, lack of regulation of subdivisions, and the sale of land by metes and bounds are the causes of such faults. Having a general highway plan, the city can straighten and connect major streets and prevent future and unnecessary dead ends and jogs from recurring on these routes. The Major Street Plan presented herewith suggests the immediate repair of several of the more important breaks in the circulation system. Recent legislation gives the city more effective control over land subdivision. Lae Le LEGEND DOUBLE TRACK-S. P FERRY LIKES s x 3 - ! 5 ~~ Bs = f 27S > oe 2 = / YS Th =f TFs fool 2 Hol IGEie / 3 % fo Fl : ~~ oY 8 : iy wo § ce —- a ¥ wr Pe i ESE gez=-0¢ i 7% Seis = > 2 22 N Coe Hsp z > 1 2) Fy Eee . = ci hn ane { (Barhy H : es. Pu 23 oa DRY psi od 5 Ne, ] | Wj p— ~~ 0 | Nok 1 yi 0 ! Ss N tS | vii] TH+ Th i= er’ Pay no BD | qT - { \ £11) a { = Nt — wy 5 ~ 4 i { Hs = | 28 - oa a \ ui! topo ox / i —/ Le = 2 ff EE] 55 '; = 2 ' NY AE oo Ee — << rx = = | / a FE == gL nt Z O-—« = © ol No =e Ed | > Zz. o Oo = 0 p ENE) oy =r = =i] 3 a a CY ° = | gi Ey 2 de [ wmf S n 4 Lie Tn - LJ 5 peck Shoo B JRlacue EH puna SIN if i 5 Ins a 0 111 § B ’ z 3 ap? GetEEC i J . Eon / y iw me ‘up LP AEA 7 5 » ; | Po A. % 1 A 1 comer’ gf ®@ B Doel = © y ’ - = [J <7 | “mS = 3. — .. STREETS OF SUFFICIENT VIDTH = mmm STREETS TO BE VIDENKED m—— OPENINGS OR CONNECTIONS mre CITY OF OAKLAND °° AIRPORT SITE o£ Tom SUYLINE — NY 7 | § 2 3 - Ee NN | 5 VLGIND CAPACITY OF 4 TRAFFIC LANES CAPACITY OF © TRAFFIC LANES CAPACITY OF & TRAFFIC LANES CITY OF OAKLAND / CAPACITY OF IO TRAFFIC LANES AIRPORT SITE F OAKLAND CAL R NI ~~ PROPOSED na OF MAJOR FETS MAJOR HIGHWAY De Rh COMMITTIIE OF ONE BUNDRED HARLAND BARTHOLOMEWV & ASSOCIATES i CITY PLAN 8 LANDSCAPE ENGINEER'S SKINT. LOUIS: ~ Mi -SiSO UY RY Hee SICAL Ca IGN CQUALS 1200 FELT wo Wo 400 mo eo 0 0 COPYRIGHT 1026 by MAJOR HIGHWAY .& TRAFFIC COMMITTEE OF ONE WUNDRID PLATE FIFTEEN Proposed Capacities of Major Streets A comparison of this diagram with that immediately preceding will show broadly the changes recommended in the width of major streets. It emphasizes again the unity of the thoroughfare plan. Streets that are likely to be heavy traffic carriers in later years are given an adequate width throughout. Illogical reductions of capacity are eliminated. The system holds together. The widest route in the proposed system is obviously the waterfront superhighway, having a total capacity of 14 lines, comprising street cars, trucks and light traffic. Complete discussions of this proposal will be found in Plate Twenty-four. The business district distributor system ot 10-line streets has a special purpose, also to be discussed in detail later. The remainder of the system needs little further comment. It is important here to note briefly the manner in which the recom- mended traffic capacities of major streets are to be obtained. Many steps may be taken to increase the traffic capacity of existing streets if smooth, well-maintained pavements exist, before it is necessary to make heavy expenditures for widening. No single item is as important in expediting trafhc flow as a suitable street surface. The simplest way of giving a street added traffic capacity is by abolishing the parking privilege, perhaps only during rush hours when congestion occurs. A permanent abolition of parking on one highly im- portant route may save the cost of setting the curbs back and widening the roadway on several parallel streets. A rerouting of street cars may increase the flow of vehicles, adding to the capacity of the street. Enforcement of a “stop” regulation, requiring vehicles to come to a stop before entering or crossing a thoroughfare increases its efficiency and at no cost gives it added capacity. Longitudinal lines on the pavement at busy intersections are an aid in preserving the maximum capacity of roadways where lines of vehicles come to a stop. If these devices fail to give the desired traffic capacity a setting back of curbs is next in order, the first roadway widening generally being necessary at intersections and points of concentration. The curb set-back, is relatively inexpensive and on some streets where pedestrian movement is never likely to be heavy may be carried to the point of leaving only five or six-foot sidewalks. Some streets of the system will always be predominantly vehicular arteries. The final action is the widening of the right of way, the street itself. This may be accomplished either through establishment of a building line anticipating future needs or an outright condemnation proceeding. The legal and financial problems incident to the purchase of building line easements and the preparation of plans for assessment districts for widening by condemnation will be discussed in a paper prepared by Edw. D. Landels, and made a part of this report as Appendix A. AO PLATE [5A PROPOSED DEVELOPMENT OF MAJOR AND MINOR STREETS CAULAND CAL ODN RESIDENTIAL STREETS A 60 FOOT WIDTH IS MOR FLEXIBLE AND SHOULD BE THE EXTREME WIDTH ON PURELY MINIMUM FOR MOST STREETS. LOCAL RESIDENTIAL STREETS A 50 FOOT STREET SHOULD BE USED ONLY ULTIMATELY IT COULD BFE IS UNNECESSARY EXCEPT FOR. IN THOSE DISTRICTS WHERE NO MORE THAN WIDENED TO ACCOMMODATE 4 EFFECT. z LINES oF VEHICLES WILL EVER B= LINES OF VEHICLES IF NECESSARY. ECESSARY. MAJOR STREETS STREET AND ROADWAY WIDTHS SHOULD NOT BE ESTABLISHED ARBITRARILY. ROADWAY WIDTHS-THE DISTANCE BETWEEN CURB LINES-SHOULD BE BASED UPON THE NUMBER OF LINES OF VEHICLES THEY ARE TO ACCOMMODATE AND STREET WIDTHS~-THE SPACE BETWEEN PROPERTY LINES-SHOULD BE DETERMINED BY THE WIDTH OF ROADWAY TOGETHER WITH PROVISION FOR AMPLE SIDE WA LK. SPACE. HERE ARE SHOWN TYPICAL EXAMPLES OF MODERN STREET DESIGN. FOUR LINE THONORARES. 1 vr, wa vl rrr rr IPP mr i te 29 - ve Bvt —_— Bh GA INADEQUATE FOR MAJOR STREET PUR POSES. A 66 FOOT STREET IS THE MINIMUM WIDTH THERE SHOULD BE ROADWAY SPACE FOR FOR A MAJOR STREET WITHOUT CAR. AT LEAST ONE FREE MOVING LINE OF VE- LINES. WHERE ADDITIONAL VEHICULAR HICLES ON EACH SIDE OF THE STREET. PARKING SPACE IS REQUIRED THE ROAD- THIS IS NOT OBTAINABLE ON A 66 FOOT WAY SDACE COULD BE INCREASED © FEET STREET WHICH CARRIES A CAR LINE AND VEHICLES PARK AT AN ANGLE OF FORTY FIVE DEGREES ON ONE SIDE OF THE STREET. gx LINE THOROFARES “avd °2, So dma = Ho OW 3 = Sak oe ! ry 7 , or 4 ef [4 Gein [Oa | O'—— | 7 +661 ~~ I5—=—i5— —=—=Z7— weted TNITIAL DEVELOPMENT ~ 89 FINAL DEVELOPMENT TNITIAL DEVELOPMENT SCFINAL DEVELOPMENT — THIS SHOULD BE THE MINIMUM WIDTH ALL NEW MAJOR STREETS SHOULD HAVE A FOR A MAJOR STREET CARRVING- MINIMUM WIDTH OF 80 FEET. THE STREET STREET CARS IN THE OUTLYING DISTRICTS. SHOULD BE DEVELOPED SO THAT (T CAN WHERE TRAFFIC IS LIGHT THE ROADWAY ULTIMATELY BE WIDENED TO A & LINE THOR NEED NOT BE DEVELOPED TO ITS ULTI- OFARE AND PUBLIC UTILITIES SHOULD BE MATE WIDTH IN THE FIRST INSTANCE. INSTALLED IN ACCORDANCE WITH FINAL DEVELOPMENT EIGHT LINE THOROFARES ’ X G vasa / 7 2 V7 HR +e pobe—itrraten-t tO Od — 26 ———t——I4— oa 26 mrrleiyrleitiisioe 19 te [5 de | 7 -:=wmbaa — - ——— —— - 2 “INITIAL DEVELOPMENT FINAL DEVELOPMENT INITIAL DEVELOPMENT ae DEVELOPMENT MAIN RADIAL THOROF ARES WITHCAR LINES A 120 FOOT STREET WOULD ACCOMMODATE SHOULD HAVE A WIDTHOF IOO FEET. THIS © FREE MOVING LINES OF VEHICLES AND WIDTH WILL ACCOMMODATE EIGHT LINES ANGULAR PARKING AT EITHER SIDE OF THE OF VEHICLES, A100 FOOT STREET IS 2 STREET. SIDEWALK, SPACE IS ALSO ALSO A DESIRABLE © LINE THOROFARE CONSIDERABLY INCREASED IN A RESIDENTIAL DISTRICT AS (T PROVIDES ADDITIONAL GRASS PLOT BETWEEN SIDE- NOTE - FREE MOVING VEHICLES ARE SHOWN WALK. AND CURB AND GIVES THE STREET IN SOLID BLACK. —PARKED VEHICLES ARE MORE CHARACTER SHOWN BY OUTLINE. i PART 117 SPECIAL BUSINESS DISTRICT STUDIES Proposals for solving the circulation problem of the business center. eye PLATE SIXTEEN OAKLAND A 11 TO USINESS DI TRAFEIC COUNT R TAVEN BY ROY SCOUTS -JULYN, 977 TYPICAL WEEK DAY -7:30 AM-6.30 PM. MAJOR HIGHWAY AND TRAFFIC COMMITTEE OF ONE HUNDRLD UARLAND BARTHOLOMEW & ASSOCIATCS CITY PLAN & LANDSCAPE CNCINCLRS SAINT LOUIS Missovanl A ©. 0) SCALE I INCH EQUALS 100 FEET = = x0 0 0 00 | st. 5% 3 : 2 Z 33 1 Li ne WEBSTER HARRISON 3 | | 2 | l 17 344% Z| \ ° XN 5 | gre QUT gu E—— N JI In | 3 4 2 | 15 | oc | | | | Bi ! =| Tin {3 is Bl | 3 5 iF -out Sligo \ ~ - IN - | | | | | | | 14 ST J 208 14 k= ee =n ] [ [ Tor | | { | ix = | | | | wv wv | | | | L 13 Joe ST 13 Pos) 827-41 2247 - Ix 675- 1K 2752 -Our S S SY S | | | | | | { AC] | | 12 | l ST. i J i 1431-1% — r 2511 our } | | ay Lida { ST i oo iv I Na 1060- IX 3457 our BN Foil | | | | = | Sale ot ST om ST 1H12-0ur = ol mom ©62-IN 2: 1683 - our — to ( ] eerree TE el 5 3 z z gl | = FF 2 Z > 5 2 sz Sh 2| er | 5 E 2 x 2 | gl | Si 2 S 3 3S 3 g S| age ire al meal El eB a1" borer 2 ns os 1355-00 _1oi3-in W 1550-0uT SE - r Sia i; | | tL coo JR sr " a ST = of Sle Six Sl= — aii $2 og 23 Gi a |23| 3 EE: Jes 132 Note. TWiS MAD WAS PREPARED FROM CITY GNGINCERS GRADE MAPS PILATE SIXTEEN Diagram of Business District Traffic Count There are two phases of the business district traffic problem. One is to get traffic through the center, to keep it moving, to prevent the in- evitable concentration from developing into congestion. The very life of the business district depends upon movement and activity. It is vitally essential to keep all channels open. Another phase of the problem is to provide storage space for vehicles in such a way as not to restrict the normal traffic flow and in such quantity as to satisfy all reasonable demands. The conduct of business has an extremely close relationship to the availability of parking spaces. Retail business is especially sensitive to sudden changes in parking regu- lations. The plate shown here. deals primarily with traffic movement. It shows in diagrammatic form the results of an eleven-hour cordon count of vehicles entering and leaving the business district. It was taken by Boy Scouts in July, 1927. The diagram illustrates the relative volumes of flow on the several streets checked. A close study of this map reveals several facts of value in making preliminary recommendations for the improvement of streets in the busi- ness district. 1—There is an unbalanced traffic load upon the sireets. The great imporiance of the northern eniries appears. Here 5 sireeis, carrying a total of 20 lines of moving vehicles passed 21,281 vehicles into the district and 23,270 out. The southern entries, 6 in number, with an effective ca- pacity of 21 moving lines passed into the district 11,493 vehicles and 11,909 out. On the east and west streets the unfavorable balance is even more pronounced ; the figures indicate relative volumes. 12 West Entries 9 East Entries Capacity 29 Lines Capacity 27 Lines In 9,322 In 24,280 Out 9,497 Out 23,003 2.—The figures above suggest the enormous number of turns which must occur on business streets, with consequent interruption of move- ment. The relief of this condition will become imperative as the traffic volume increases. The prohibition of turns at certain corners is merely a palliative. The permanent solution is development of a system of by- pass routes. 3.—The effect of jogs and dead ends upon the usefulness of streets is clearly shown. Note 18th Street, 15th Street, 16th Street in comparison with 14th Street and other through streets. The distribution of the traffic load as far as possible equably upon all streets of the district is desirable. Only in this way can Oakland be sure of the preservation of business values and the creation of a homogeneous central retail district. The aim should be to counteract the tendency to develop “one street” business dis- tricts or abnormally high walue “centers.” These in many cases are merely the effect of haphazard surface improvements and at any moment may be upset by similar activity elsewhere. A reliable business district im- provement plan based upon the findings of this survey will be presented later, Plate Nineteen. Ee. PLATE SEVENTEEN ~ \ I = rte ml esl nd eel be ll = Fama " Nos | &® } EGEND UNINTERUPTED MOVING LINES OF VEWICLES ACTUAL PARKING VEHICULAR LINE STOPPED BY BADLY PARKED CARS — == STREET CAR LINES x AUTOMATIC TRAFFIC SIGNALS AT INTERSECTIONS — RIGHT TURNS ONLY - NO LEFT HAND TURNS STREET AND ROADWAY WIDTHS Sant | Some mes) a \ : re o oke \\\ \ EN sea nn Tana LL LITE wo] oe : =fik 2 “ 2 zk8 > = OL > 8 A = 5 = ZgF o 28s 7 RE —— ws aa, EERE rae a — FAN | } 7 N. | 7) Fwom 1) NI 3 i | = JE ry ov LINES OF VEHICLES MAJOR HIGHWAY AND TRAFFIC COMMITTEE OF ONE HUNDRED HARLAND BARTHOLOMEV & ASSOCIATES — CITY PLAN © LANDSCAPE ENGINEERS DOWNTOWN PARKING — 5 THIS MAD WAS PREDARID FROM CITY ENGINEER'S GRADE MADS. Nore: PLATE SEVENTEEN ~ Business District Parking and Lines of Vehicles This. plate presents’ for consideration another phase of the business district problem. Here interest is centered upon the standing ve- hicle, street and garage spaces provided for it, the enforcement of parking regulations, the ef- fect of the demand for parking space upon traf- fic movement and the relationship of roadway widths to the uses of the street. As was shown by the traffic count, during an eleven-hour period a total of some 134,247 vehicles entered and left the business district. This is the equivalent of 11,286 movements per hour or 4.0 vehicles for every 100 persons per hour, assuming a present population of 280,000 and making no allowance for foreign traffic. As the city grows, despite the difficulty of finding parking space and the congestion, the ratio will increase. In Chicago vehicular movements into the loop amount. to 6.25 per 100 persons per hour, with the result that traffic conditions are almost intolerable. What the point of saturation is for Oakland cannot be told since peculiar conditions may be operative here that do not appear elsewhere. Such studies as have been suggested in this report, however, should be continued, as a means of keeping street develop- ment matters and traffic policies upon a solid factual basis. Counts show 66,419 vehicles entering the business district in the eleven-hour period. Of this number a variable proportion every day seeks garage space or parking opportunities on the streets. The street parking spaces available total 1905 within the 2-hour zone and 1992 with- in the 40-minute zone. If these spaces were cleared and filled systematically at the expira- tion of time limits there would be accommoda- tions for only 23,904 cars in the 40-minute zone and 9525 in the 2-hour zone. This total, how- ever, does not approximate actual conditions, for parking spaces are not cleared regularly or all occupied all the time. Tt is doubtful if there are actually 10,000 spaces released per day in the 40-minute zone or more than 6.000 spaces in the 2-hour zone. At best, therefore, as can be seen, the available street parking space is but about 25 per cent of the number of cars en- tering the district. This ratio cannot he ma- terially improved and as the number of vehicles increases will tend to become smaller. The answer to the parking problem is clear- ly the establishment of public garages in or near the business center. Certain banks, hotels and business houses in other cities now have their own parking facilities. In time the provi- sion of such parking accommodations will be considered as much a part of the responsibility of merchants as operation of elevators, door- openers and information bureaus. The storage of private vehicles off the street is part of the cost of doing business in a congested center. In Oakland there are 46 garages offering space for 4,322 cars, and 51 open lot parking stations with a total capacity of 3,487 cars within a 12-minute walking zone of 14th and Broadway. These facilities for handling cars are not operating to capacity but on the busiest streets of Oakland one may frequently see cars parked in double and triple lines. As long as this street space can be so grossly abused, the legitimate profit- making public garage will suffer. The blockading of the roadway by cars badly parked or standing double is one of the most serious ‘problems of traffic management in Oakland. The prevalence of these conditions is shown by this diagram of actual parking condi- tions. Here is a record of actual observations, evidence of lax enforcement of parking ordin- ances and a misunderstanding of the fundamen- tal purpose of the public highway. Streets were dedicated to provide access to private property and for movement from one part of the city to another. The preservation of this function should be a paramount consideration of police officials. If parking ordinances were enforced there would be greater freedom of movement and a notable increase in the traffic efficiency of streets. It is more or less futile to discuss widening of streets as long as such conditions prevail. oa PLATE EIGHTEEN 7 BUS INE CD ww) CARLIE ROUTING MAJOR HIGHWAY AND TRAFFIC COMMITTEE OF ONE HUNDRED UADRLAND BARTHOLOMEW & ASSOCIATES CITY PLAN & LANDSCAPE ENGINEERS SAINT LOUIS Missovuvnl SCALE I INCH EQUALS 100 FEET \ ®@ x fil ® To wo \ % ST i = aa a aE % : \ ? % 2 2 = a a OERO 8 % z — pnt 1 = = = o = a = wo 2 3 = 5 z 3 2 : 2 g 1g Tx | ST. 8 £8 ST. % ® = 3 \ & | zl | | 2 | st. 8% S = a = $ 15 o | ST 8 ug > | Boar | =] | a wie 3 ~ i STO LEGEND LOCAL TRANSIT LINES COLLEGE ARLINGTON DIEDMONT - HOPKINS OAKLAND AYE HOLLIS -GRAKD PARK BOUL - LAKE SHORE SHATTUCK AVE TELIGRAPK AYE GROVE-W.87~ ST RICHMOND 387 AVE 87 NE W.16" ST. L1em™ St SAN JOSE AVE SANTA CLARA AVE HAYWARD ELMKURST Lion TT ST PPPOE OOOO © 2 KEY - FERRY LINES ® n~s S.P- FERRY LINES @® HORSESHOE LINE ® 18- st = A T=Sk 7 gm | = i ! i f TIN 2) 5| | 3 zi | =) | = = g | Sr =| g 3 | = | = 2 S & = ¥ a Z| = S| Vso ef Si 2! 2 | Bhi g 12 —] |Home 3 i 2)I\ ES: ve SL] a = sT RE = | | | Hh r yl D ] | H 1 | 1 | a | safc - o 5 | @EGO wh 9 | 5 F [marie 35 | &! =! 2 23 | 32 , Eo (Big J $7 Eid TT fa @ | | Es = 0 So] ] oe ) I ® i | = | i ! | id i Note 1wic wan was mato: emo CS 42 PILATE EIGHTEEN Business District Car Line Routings This plate has value chiefly to show the heavy concentration of street car lines on certain streets, the presence of turns at busy corners and the appropriation of four of the five northern entries to the business district for tramsit service. Car routings in the present day do not have the close bearing upon retail property values that they once did, but they still exer- cise a powerful influence upon the development of a business district. By being held to a tight knot they prevent a healthy spreading of the district and contribute in some measure to traffic difficulties. The ideal business section will have car-line and vehicular streets ar- ranged alternately, the movement of street cars being correlated with the dominant flow of traffic. It is somewhat beyond the province of this re- port to make suggestions for car routing changes in the business district, since these are dependent chiefly upon a city wide plan of transit service. It would appear, however, that Oakland’s business district would be im- proved by removal of lines on either Washington or Broadway so that one or the other of these streets could be a vehicular thoroughfare. Elimi- nation of the line on 14th Street would improve the 14th and Broadway intersection. Rerouting some of the lines on 13th to cross San Pablo and Broadway above 16th would be helpful, but routings of this sort depend in a measure upon the carrying out of needed street improvements in this sec- tion. Hr PLATE NINETEEN OAL LAND ¢ AL 1 fF OO . RN I PROPOSED BUSINESS DISTRICT IMPROVEMENTS MAJOR HIGHWAY AND TRALEE C COMMITTEE OF ONE HUNDRED HARLAND BARTHOIOMEFV AND A Yor ates Cr TV Pt AN AyD LAND SE 4D¢ ENG NEEDRS sc aL 5c FLOW DIAGRAM Ns 44 SHOWING FUNCTION OF Lx RY- PASS AND DISTRIBUTOR LOOPS NEO0I00 lsd yr ara Cor SE | | | | 3 J Jf J 1 i SSS EER PLATE NINETEEN Proposed Business District Street Improvements Traffic congestion in the central business areas of most cities is due to a number of causes, chief among which are the following: 1—Narrow streets. 2—Improper traffic regulation. 3.—Intermingling of different types of traffic such as pleasure, trucking, street car. _ 4—Traffic passing through the business dis- trict for no purpose except to get from one side of town to another. 5.—Improperly located entries into the busi- ness district, causing traffic focal points which are usually congested. Only at short periods during the rush hour on a few streets does Oakland experience serious traffic congestion in her business district. This is due not so much to narrow streets as to the other items. Improper traffic regulation is particularly noticeable on streets south of 14th Street, where careless parking, double-parking, and truck un- loading reduce street traffic capacities materi- ally. General mixing of traffic is due to the close proximity of warehouse districts. Lack of by- pass streets and the position of the business dis- trict with respect to other bay communities are causes of non-business traffic on the retail streets. Congestion due to improperly located entries is most apparent at 14th Street and Broadway which is a serious focal point of traffic. The diagram illustrates the service of the recommended By-Pass and Distributor Loops. The outer By-Pass Loop is designed to route through traffic away from the business district, which will materially lessen downtown traffic density. The streets forming this loop are 26th and 27th Streets on the north, Lakeside Drive, Oak, Fallon Streets on the east, 4th Street on the south, and Market Street on the west. These streets should be wide, not less than 100 feet. to encourage traffic to use them and af- fording commodious routes for through traffic in order to prevent its entrance into the business district. Fourth Street is part of a proposed trucking street and superhighway which will ultimately extend from Richmond to San Tose. This route will be from 140 to 180 feet wide, with separate lanes for trucks. pleasure vehicles and transit lines. Market Street will relieve San Pablo of much trucking and throueh traffic before it reaches the heart of the business district. 26th Street and 27th Street will be a direct eastward extension of the superhighway. Twenty-second Street will also be part of a through route from the Western Waterfront to East Oakland and beyond, and will attract traffic from San Pablo, Grove, Telegraph and Broadway. Much of this traffic would otherwise pass through the business district without stopping. Lakeside Drive, Oak and Fallon streets are used as a by-pass route at present and with proper widening they will function more efficiently as part of the by-pass loop. Crosstown streets proposed north of Lake Merritt will also encourage through traffic, some of which passes through the business district now. The Distributor Loop is formed by streets near the edge of the business district, and within the by-pass loop. These streets are 22nd Street on the north, Harrison and Alice Streets on the east, 7th Street on the South and Grove Street on the west. The principle of the dis- tributor loop is as follows: Traffic bound for the business district ap- proaches the center on major streets from all directions. Instead of continuing on these streets to certain focal points downtown. this traffic turns on to certain wide distributor streets and turns off again at the particular street which is its ultimate destination. Thus a vehicle on Telegraph Avenue bound for 10th and Franklin Streets will turn left at 22nd Street, turn right at Franklin Street and proceed on Franklin Street until 10th Street is reached. Upon leaving the business district the same course will be followed. The Distributor Loop will tend to increase traffic on certain streets now little used and de- crease it at congested points. Traffic density throughout the business district will be more uniform. / Several reasons appear for the use of Alice Street for the eastern portion of the loop. Har- rison Street is expensive to widen. Alice is less expensive to widen, but in order that it may lead to the Estuary Tube at 7th Street, Alice should be cut into Harrison. Alice Street will also have to be opened from 19th Street to Lakeside Drive. Tt is important to obtain sufficient widths on streets forming the by-pass and distributor loops, as these streets must carry the traffic which feeds into them from a number of major streets. The minmium capacity of any street in the by-pass loop should be 8 traffic lanes. No street in the distributor loop should be less than 10 traffic lanes, with the possible exception of 7th Street. Seventh Street can be 8 lanes due to its proximity to the superhighway at 4th Street. With the exception of widenings which are necessary to obtain the distributor and by-pass loops, there are no widenings or openings pro- posed in the business district south of 14th Street. North of 14th Street, however, several important street changes are proposed. Webster should be widened to 80 feet from 20th Street to 22nd Street. Alice and Madison should be opened through to Lakeside Drive and Clay should be extended to 23rd Street and Telegraph. Traffic flow in an east-west direction north of 14th Street must be bettered by the elimina- tion of several jogs and dead ends. Nineteenth Street should be widened and straightened. Seventeenth Street should also be widened and straightened. By connecting 17th Street to Lake Street, a continuous route through the business district from Oak to Market is obtained. Fif- teenth Street should be opened from Harrison to Jackson and from Madison to Oak, affording desirable and necessary circulation in this sec- tion. It is not proposed to provide any through traffic routes in an east-west direction from 15th Street to 20th Street with the exception of 19th Street. Improvements on 15th Street and 17th Street are needed to assure normal circulation for this section of the business district, and widths of 60 feet with 36-foot roadways are pro- posed. Nineteenth Street, however, will connect with a major street, 18th Street on the west and entry an 80-foot width with a roadway of 54 eet. Nineteenth Street and Clay will ultimately be needed to meet the traffic demand introduced by the development of shopping and theatre in- terests in the vicinity of 19th and Broadway, and 19th and Telegraph. Clay, furthermore, serves as a by-pass street for the 14th Street and Broadway intersection, by diverting from this corner some of the Telegraph Avenue traf- ficc This is a vital need in order to obtain proper distribution of incoming business district traffic. Clay will function with the proposed distributor and by-pass loops in introducing traffic into the district at proper intervals. This whole scheme, in fact, will aid in the diffusion of traffic throughout the entire central area. a Ol PILATE TWENTY Traffic Capacities of Business District Streets QOakland’s business district is well laid out, having a regular pattern of rectangular streets sowth of 14th Street. These streets are all at least 80 feet wide, with the exception of Broadway, which is 110 feet in width. North of 14th Street, however, the widths and arrangement of streets are not so satisfactory, particularly. in the area between San Pablo Avenue and l.ake Merritt. The traffic capacities of many downtown streets may be increased without taking additional property but merely by increasing roadway widths. Plate Twenty shows existing traffic eapacitics of downtown streets in lines of vehicles. Many of the 80 foot streets have 44 foot roadways, allowing five traffic lanes. There are objections to a pavement having an odd capacity in traffic lanes, except where a single trolley line exists, because of waste street surface traffic, confusion of movement and added hazards. Setting back the curbs 4 feet on either side would give an addi- tional traffic lane. Curb setbacks on a car line sireet should be 5 feet on each side, thus making a roadway 54 feet wide with a traffic capacity of 6 lines of vehicles. Such a street would accommodate one parked line of vehicles, one moving line, and one street car line in each direction. Maximum capacities of existing streets are also shown in this plate. It is seen that most of the streets south of 14th Street can be made 6-line thoroughfares by setting back of curbs. Broadway has an 8-line capacity at present except between 14th Street and 15th Street and will be made S8-lines throughout. Washington Street is shown 6 lines wide. In order to increase traffic capacities on streets such as Washington Street and Broadway, where the pedestrian movement demands wide sidewalks, it 1s necessary to do one of two things. Either the streets may be widened by tearing down buildings, or the necessary sidewalk space may be furnished by the merchants along the streets. This last method requires arcading buildings for sidewalks, and has already been found by other cities to be a satisfactory method of increas- ing roadway space. Arcading is most necessary on Broadway, between 14th Sireet and 15th Street, It is not possible to increase traffic capacities materially on any east- west streets north of 14th Street, due to the narrow street widths. Ex- isting roadways here for the most part have capacities of 4 traffic lanes. The width of streets is 60 feet in most cases, making it impossible to increase roadways by narrowing sidewalks to any great extent. These streets which have roadways narrower than 32 feet, however, should have curbs set back to obtain 36 feet, the desirable roadway width for 4 lines of traffic. Car line streets, with roadways less than 36 feet in width should have curbs set back to obtain the necessary 36. feet. PILATE 20A N D N | A PACITIES A TREETS A R C NGS CENTRAL BUSINESS AREA L £0 EEC K A TI —Qwn AL ENT T St CXI MAJOR HIGHWAY AND TRAFFIC COMMITTEE OF ONE HUNDRED HARLAND BARTHOLOMEIW & ASSOCIATES CITY PLAN 8 LANDSCAPE ENGINEERS Qua PREC ATT TT ENENNEEN| Ad THT EEE ENE] [©] RARER HH i ITT TIT Ig D EG EN L TRAFFIC CAPACITIES OF STREETS ARLE BASED ON WIDTHS OF ROADWAYS A ROADWAY WITH A CAPACITY OF SIX LINES OF VEHICLES IS DENOTID THUS - —a PLATE 205 Db E R RALFIC COMMITTEE OF ONE HUNDRED HARLAND BARTHOLOMLW 8 ASSOCIATES MAJOR HIGHWAY AN CITY PLAN C LANDSCAPE ENGINEERS wen = Jiri LEER ) Ho YO LATO I TTT WATT A ATT rere TIT Ett FREE Hes LT rs oe M S N = = TRAFFIC CAPACITIES ARE THE MAXIM OBTAINABLE WITHOUT WIDENING STREE CURBS MUST BE SET BACK TO OBTA THOSE CAPACITIES WHICH ARE GREATER T AN = TE - SHOWN IN THE FIRST SECTION OF THIS PL PART IV THE EXECUTION OF PLANS PLATE TWENTY-ONE 7 Sa MAJOR STREETS BEYOND CI1Y. LIMI]S PLATE TWENTY-ONE Major Streets Within Three Miles The execution of a major street plan requires two lines of action, one preventive and the other corrective. Regardless of what is done in the way of widening streets, cutting through improved property to unite disjointed ends and other similar operations, the highly important work of preventing further mistakes and blunders in street planning can still go on. The laws of California authorize the appointment of planning commissions with general advisory powers and a measure of control over land platting. Such a commission should be functioning in Oakland now and through a capable staff be giving that unity to new street de- velopment which 1s so much needed. The service of a planning commission in guiding new growth in out- lying sections cannot become effective, however, without accurate general plans indicating proper methods of meeting future needs. It has been impossible to carry the proposed major street system for Oakland be- yond a certain point because of a lack of reliable topographic surveys. As the Major Street Plan shows, there has been a concentration of inter- est in streets and portions of streets already existing and in the circula- tion requirements of the built-up portions of the city. At the earliest possible date, all planning agencies working in the hilly outskirts of the city should be provided with a new land survey. It is difficult to see how satisfactory and economical development work in a district having such severe natural grades can be carried on without de- pendable basic ground data. An accurate topographic survey would be of great value to subdivid- ers. It would be useful in a number of city departments and by the county, notably the sewer commission and the city engineer's office. It would be extremely helpful to the park department and to the school board. The utilities would find use for it. A city planning commission cannot devise a fully serviceable master plan for Oakland without a better topo- graphic survey than is now available. The making of such a survey, therefore, must be urged. It is recom- mended that special efforts be made to get local, state and federal aid in having one undertaken. If necessary the cost might be shared by public and private agencies which would make use of the maps. The survey would pay for itself in a few years. As fast as reliable information regarding topography is secured, the highway scheme should be extended within the 3-mile zone under control of Oakland planning agencies. The Major Street Plan cannot be con- sidered complete until it shows precisely where new major thoroughfares are to be laid out, how wide they should be and how it is intended that they shall fit park plans and other general proposals for the development of what 1s now acreage property. ea PLATE TWENTY-TWO TWELLETH STRELT DAV STEPS TO BE TAKEN FOR IMPROVEMENT ONE ROUTE TE SHOVING TRAFFIC FLOW Jel AND LEET HAND TURNS J L Sian 1 1 Tt RELILY Of hy LEFT HAND TURNS = ma) SOLUTION OF TURNS [=] NC BY TRAFFIC CIRCLES FL ON © TWO ROUTES // O70 ST PAVID TO LESSEN 7 NL TRAFFIC DENSITY AT DAM g ] LY - EN = / at aa —) ~ — Er <7 DAW \\ A/ RRS = 3 a v \ 1/1 f Li = 1) >. DD TRALTIC SIDARATION /;/ Ji) 7 NS THREL ROUILS ~ fF = CAR LINIS MOVED TO § 3 STRELT PLATE TWENTY-TWO Plans For the The 12th Sticet Dam: has long heen a subject of study. It is the crux of Oakland's present traffic problem. It 1s a bottleneck between the business district and the ever-growing popula- tion of the eastern section of the city. It is produced by the obstruction of Lake Merrit on the north and of the Estuary and parallel rail- roads to the south, making through traffic routes dificult and expensive io create. Reduced to its simplest terms, the problem of the 12th Street Dam 1s composed of three separ- ate and distinct conditions ABNORMAL AUTOMOBILE : TRAFFIC: 4425 passenger automobiles and trucks in maxi- mum traffic hour, 1926 count. HEAVY STREET-CAR TRAFFIC: 7221 in maximum hour. EXCEPTIONALLY LARGE NUMBER OF LEFT-HAND TURNS: AT APPROACHES: approximately 507% of all vehicles turn left, either upon leaving or entering the Dam. To relieve this situation, three things are ultimately necessary: {1) Dispersal of trafhc by creation of new routes; {2) Separation of street car and vehicular movements ; (3) Design of approaches to facilitate traffic flow where lefthand turns occur by construc- tion of large traffic circles: Plan “A’” shows present trafic movement over the 12th Street Dam and approaches thereto. Since dispersal of traffic is essential to relief Plan “BB” shows the frst step to be taken, which incidentally happens to be about the cheapest and easiest to do at this time. This plan is simply to provide a new route immediately to the south by paving East 10th Street at a 54-foot width from Fallon to East Sth Sireet. This pavement should be laid immediately, even though the street be not widened ai once to 30 feet, East 10th Street 1s free of car lines. East Eighth Street is now being extended eastward parallel to the West- ern Pacific tracks to connect with 12th Street and 14th Avenuc. This will afford an excellent opportunity for traffic between East Oakland and the lower end of the business district to by-pass the 12th Street. Dam. Although this project provides only a fifty-foot pavement at this time, it will afford much relief. Plan “C” shows the second step to be taken, the construction of traffic circles at either end of the: Dam. These circles are 400 feet in diameter, have roadways of 72 {feet in width and can be constructed almost entirely upon land now owned by the city except for a small amount of property at the northeast corner of Lake Shore Drive and East 12th Street. Plan “D” shows the third step to be taken, the removal of the car tracks. This can be done in 12th Street Dam one of two or more ways, e. g.; by subway, by clevation of roadway, leveling tracks at present grade or by removing them to a separate right of way through filling of the Lake approxim- ately 100 feet northward. Complete cost esti- mates of the plan recommended herein have been made by Wm. D. Hudson, consultant engineer associated with Bartholomew and Associates. To build a subway would be most desirable but is un- usually expensive at this location due to the great depth of soft mud. Settlement has been an especi- ally difficult problem in connection with the Audi- torium as well as the 12th Street Dam itself. A subway would also have to be sufficiently low to underpass the outlet of the lake into the Estuary. To leave the tracks at present grade and raise the roadway of the Dam would be to ignore the unusual aesthetic possibilities of this location both in connection with the present Auditorium and the possible use of this location as a future Civic Center Site. Since the car lines deflect northward east of the Dam and since certain of them use 13th Street west of the Dam, it is believed that 13th Street is the logical approximate location for these car lines whether in a subway or left at grade with exist- ing streets. If placed in a subway, the tracks would probably be sufficient for many years because of the lack of interruption with street traffic. If left at grade, four tracks will be neces- sary. Pending final comparative estimates of cost, plan “DD” shows these tracks at grade. The several steps suggested in the preceding discussion afford a more or less full and com- plete final solution of the 12th Street Dam prob- lem. The fundamental conflicting conditions have been provided for. But one possible qualifi- cation of the statement may be offered; namely, that if the car tracks are left at grade, as shown by Plan “B” there will still be a small amount of interruption to complete freedom of vehicular movement, at 13th Street and Lake Shore Drive on either side of the lake, If the . previous suggestions for the solution of this problem were carried out, it is doubtful if this interruption would assume serious proportions. However, a further proposal may be suggested involving further separation of traffic movement through the opening of a parallel roadway to the north by a connection of 14th Street with East 14th and Fast 16th Streets, the two important major streets serving a vast proportion of the eastern section of the city. For complete separation of vehicular and street car movements an over-pass might be necessary where this route crosses the Key Route’s right of way which extends from 1st Avenue to Park Boulevard. It is not believed that this latter plan, how- ever, will be necessary at least for many years and would be the last step taken in the solution of the 12th Street Dam problem. — G0 The above recommended solution for traffic at 12th Street Dam has the the following distinct advantages over the many plans for traffic relief which have been drawn at various times. 1. ADEQUATE WIDTH OF THROAT, The width of the throat between the two circles will be sufficient to carry any estimated future traffic if the car lines are removed. This roadway will have an ultimate capacity of from 12,000 to 15,000 vehicles an hour, which is more than twice the present maximum hourly flow across the Dam. This capacity can be obtained without ac- quiring any additional street space. 2. BEAUTIFICATION OF THE AUDI- TORIUM AND LAKE MERRITT. The possi- bilities of aesthetic treatment afforded by the traffic circles is shown in Plate 22 A. This sug- gested treatment would make a beautiful setting for the auditorium, giving a vista across Lake Merritt. The circles are located at the centers of the approaching streets, and each one could have a fountain or poll in the central portion. Washington, D. C., owes much of the beauty of its streets to the traffic circles which are located at important street intersections. 3. REDUCTION OF STREET CAR CROSSINGS. The location of the present street car tracks at the dam is such that six movements of traffic are forced to cross them entering or leaving. The plan to move these tracks to 13th Street thence across a fill north of the dam thence by a right of way to lst Avenue, and E. 14th Street, reduces these crossings to four, none of which are as undesirable as the present crossings. The tracks at 13th cross Fallon Street at approxi- mately a right angle, and the tracks cross Lake- shore Boulevard at nearly a right angle. The heavy street car traffic will necessitate the use of four tracks at grade, or two tracks if a subway is built. Any other plan of four tracks at grade, than the one recommended herein would be less ‘desirable to the street car traveling public or automobile traveling public or both. The danger to pedestrians crossing from the street cars to the auditorium is eliminated by pedestrian sub- ways under the Dam. 4 ELIMINATION OF LEFT. HAND TURNS AT BOTH ENDS OF THE DAM. No matter how wide the throat is at the 12th Street Dam, the main traffic problem is to get traffic in and out at the ends. This would not be difficult if it were not for the many turns and large num- ber of left hand turns. The simplest and most efficient traffic intersection is that of two streets crossing at right angles or so-called four point intersection. A five point intersection, six point intersection and so on introduces a traffic problem which can best be solved by a traffic circle. This, because a traffic circle eliminates left hand turns. An illustration of this is given in the diagram be- low. To be successful, the traffic circle must be of sufficient diameter to allow easy turning, and the roadway must be wide enough to afford man- ipulation of cars in and out. The two large traf- fic circles at either end of the 12th Street Dam as proposed herein will successfully solve the prob- lem of the turns. : Al 19 ==Q" A LEGEND DIRECTION OF TRAFFIC NE IS SHQWN BY ARROWS PLATE 22A AGRE ARLE Th MAJOR HIGHWEY SE SCATPE TB \ BAR THOLOMEW SE TRA eA, N\ T 4 Tr Suite | Jha MUNIC] PAL A LATERM es QA KLANG tr” TWELF FH STREET DAM As ae OAKLAND CALIFORNIA MLRRITIT LAKE TENTH (EA = Cp he It —— — vo A Et i SiBenT ST PLATE TWENTY-THREE Ne ; PROPOSED SUPER ~- HIGHWAY ROUTE AND CROSS-SECTION ROUTE THROUGH OAKLAND PARALLELING THE WATERFRONT Soa RR. SPUR. fw 18 35 30° 21 36’ 8 WALK I. Liouy upAreic | TRUCKING | TRANSIT TRUCKING | LIGHT TRAFFIC WALK 4 LINES 7 LINES 2 LINES Z LINES 4 LINES 180" CROSS-SECTION PLATE TWENTY-THRER Cross Section of Proposed Super-Highway An analysis of highway needs in Oakland demonsirates the need of free movement of traffic throughout the entire East Bay Region. The growth of Oakland is inseparable from that of the other East Bay municipalities. The re- sources and advantages of the East Bay area as a whole must be developed and capitalized. Although political consolidation may not yet be feasible there are a number of necessary com- munity improvement projects which can be car- ried out by co-operative effort. Among the foremost of these is a broad inter- city highway so located as to tie all waterfront activities together and give each municipality a special traffic route over which the inter-city flow may pass. There is need in Oakland even now for a route and the need will become greater as East Bay port developments take place and waterfront industrial activities are intensified. Traffic from the Dumbarton Bridge, San Jose, Newark, San Lorenzo, Alvarado or San Lean- dro bound for Berkeley, Richmond or the Car- quinez Bridge may or may not have interests in Oakland. An increasing amount of it will wish only an easy, cleared path by which it can proceed to its destination. Oakland-bound traf- fic from these other East Bay centers will like- wise desire a continuous through route to its destination, avoiding the twists and turns and other hindrances met on the various streets of the several cities. The proposed super-highway would perform the service indicated above and relieve local streets of considerable traffic vol- ume, thus enabling them to do their own work better. The Oakland portion of the supgrhighway has already been shown and mentioned in pre- ceeding plates. This study is of the highway itself and shows the form of development pro- posed. Provision would be made for a rapid transit route in the center, to give through transportation along the entire East Bay water- front, roadways for heavy trucks, 2 lines each way would provide for the increased use of vehicles of this type. The outer roadways, 4 lines each, would carry light traffic. Sidewalks would be provided in some cases on both sides, in others only on one side or not at all, as need was indicated. The overall width would range from 140 to 180 feet. In some sections the route proposed is a new one through shallow water areas along the shore, thus anticipating early fill- ing and eventual port development. In the city proper Wood, 3rd Street and 4th Street are used and the cross section shows development here. Beyond Fallon a new route would be chosen paralleling the Western Pacific, a bridge being introduced over 14th Avenue and the Southern Pacific and Western Pacific tracks. Beyond 50th Avenue the street follows a new line where a traffic artery will some day be needed. In considering this project, its relationship to the proposed Bay Bridge must be noted. The Bridge, if erected, will materially strengthen the demand for such a highway. The diagram in- dicates the manner in which traffic from the superhighway would flow from and to the bridge roadways in the vicinity of Third and Peralta Streets. The superhighway would go under the viaduct for the bridge approach. The decision of the bridge engineers to descend upon Per- alta Street seems logical and if this plan is con- firmed the final development of traffic ways in this section might take the form shown on the plate opposite. Until bridge plans are further advanced all such studies must be considered merely tentative and suggestive. Oakland should be making up its mind now as to how it wants the bridge to join its major highway sys- tem and these plans may serve as a basis for fur- ther discussion of the problem. Final studies of traffic flow and volume may indicate Market or Adeline as more suitable bridge entry routes, but these do not tie in as well with the super- highway, as the streets suggested above. —Y5 PLATE 24A EXTENSIONDI! CUAY "STREVY FROM SAN PABLO AVE TO TELEGRAPH MD 23%-ST SCALE ONE IKCK EQUALS 50 FHT ST 1 5 B 2] > 0 & 4 od Fk HOBART % = o -C co 0 wu -— wd —- SE on o ~ Foe r 2 =f \ 5 En rrrit—ri-rr | p> % WILLIAMS Bed PLATE TWENTY-FOUR Proposed Street Openings The plate opposite and the two following are detailed studies of three street projects deserving present consideration. There are others which do not appear in this report but will be prepared for discussion later. Project A is a recommended extension of Clay northward to Telegraph at Twenty-third Street. This will give Telegraph traffic an opportunity to turn easily into 22nd Street, the distributor loop traffic and also as is neces- sary proceed southward into the business district over Clay. The routing of traffic through the new channel will tend to relieve congestion at 14th Street and Broadway and give a better distribution throughout the busi- ness district. The plan here shown will do all that a long opening of Clay Street would do at much less cost. Project B is a connection between Grove, Shattuck and Telegraph north of 47th Street. This has great value as a means of relieving Tele- graph of traffic now flowing into it from Claremont and Shattuck. The paving of West throughout will have a noticeable tendency to divert much traffic from Grove, leaving the latter free to act as a relief for Telegraph. The above projects all have to do with the. flow of traffic toward the business center. Project C illustrates a most important improvement on a cross town traffic route which is recommended for immediate improve- raent. The particular service of this new street will be to link Mather to Clifton in order to conduct Grand Avenue traffic across Broadway to routes parallel to College, thus relieving the latter and improving condi- tions at the intersection of College and Broadway. The relationship of this and other projects to the major street system as a whole should be studied by comparison of these plates with Plate Thirteen. 7% PLATE 24B BROADWAY TERR. PILATE 24C CONNECTION BETWEEN GROVE -SHATTUCK AND TELEGRAPH Oo. TH TELEGRAPH —— /} p> © /) A So $ or L i Va 11 ol | gf (Ek 0p hogt | Ta ol = RE. [om PLATE TWENTY-FIVE MUNICIPAL GOLF LINKS \ SI. MARY'S COLLIGE | LAKE CHABOT | SKYLINE BOULEVARD PROPOSID DIVELODMENT ISON FRAN PRIVATE GARDI*S LOCAL GORD - 7 TIPICAL SECTION OF SKYLINE of AA ILLUSTRATING HILLSIDE CLIN ER: PUAN OF SKYLINE A es NLUSTRATING TREATMENT PLATE TWENTY-FIVE Proposed Skyline Boulevard It is hardly within the scope of a report on Major Streets to discuss boulevards or parkways, which are pleasure drives. Though not de- signed as traffic streets, these drives arc of great importance to any large city. Oakland has not one boulevard or parkway worthy of the name. Skyline Boulevard and Mountain Boulevard are merely narrow, winding streets. While California is a travellers’ Mecca, visitors do not come here to see city streets and rows of shops. Oakland must boast of dis- tinctive assets, chief of which should be parks, parkways, and recreation spaces. Show places, such Mulhollond Drive in Los Angeles, Golden Gate Park, Twin Peaks or the Esplanade in San Francisco, or the park systems in Minneapolis and Kansas City, live in the memory of visitors, and bring pleasure to residents of those cities. By the immediate utilization of Skyline Boulevard as a backbone of a system of magnificent pleasure drives, Oakland can make a fine start. Negotiations have been under way for some time in reference to the extension of Skyline from Redwood Road to Lake Chabot, a distance of over five miles. A preliminary survey of the extension has been made and property owners have tentatively agreed to the dedication of a right-of-way averaging 200 feet in width. If this work succeeds, the city will have obtained without cost, five miles of right-of-way for a splendid parkway. Additional land adjacent to the present Skyline Boulevard should be obtained at once, before the cost becomes prohibitive. The route should then be surveyed, and laid out as a parkway, as shown on Plate Twenty- five. Full lines represent the existing Skyline, while dotted lines show an added roadway. On hillsides one roadway should be above the other, with trees and shrubs in the center strip. Views from both roads over the city and bay would be had by motorists. On the summit the two roads should encircle the knolls, thus allowing views in two directions. Homesites on such a drive would be magnificent. The extension of this Boulevard from the Tunnel Road to Berkeley is being undertaken now. The proposed right-of-way is narrow, however, and must be used only as the basis to which more width may be added. As soon as steps are taken by the city, to acquire the land needed for improving and extending Skyline, a study of a complete system of pleasure drives should be made. Plate Twenty-five shows places in Oakland which should be linked by such a system. Beauty spots, many of which remain unknown to Oakland residents, can be brought to view. Oakland must seek distinction by making the gifts of nature accessible to outsiders and to residents of the city. 70 APPENDIX A LEGAL AND FINANCIAL MATTERS INVOLVED IN THE OPENING AND WIDENING OF STREETS By EDWARD D. LANDELS Attorney-at-Law Executive Secretary of the Major Highway and Traffic Committee of One Hundred Bl Oakland, California, June 30, 1927, Harland Bartholomew and Associates, Gentlemen: I am submitting to you herewith as you re- quested a brief discussion of the legal and finan- cial problems which will be involved in the execu- tion of the Major Street Plan you are preparing for the Major Highway and Traffic Committee. I have outlined existing procedure, pointed out what I regard as serious deficiencies in existing legislation, and made certain recommendations in relation thereto. I have discussed these matters under the fol- lowing headings: I Procedure Under Which Street Projects Are Now Conducted. II Possibility of Expediting Procedure. III Levying and Pro-Rating of Benefit Assess- ments. Iv Establishing of “Set-Back” Lines. V Determination of Awards in Condemnation Actions. V1 Subdivision Control. VII Possibility of Opening Streets Through Ceme- tery Grounds. VI1I11 Financing of Street Projects by Other than Benefit Assessments. Very truly yours, Edw. D. Landels. I PROCEDURE UNDER WHICH STREET FROJECTS ARE NOW CONDUCTED Acquisition Proceedings Of the forty-two street opening and widening projects completed or begun in Oakland during the last five years, all but three have been con- ducted under the Street Opening Act of 1903. Those three have’ been conducted under, the Street Opening ‘Act of 1839. The present prac- tice is to conduct such proceedings under the Act of 1903. The procedure prescribed: by that Act, as amended in 1927, is as follows: 1. Proceedings are initiated by the adoption of an Ordinance of intention setting forth the property to be acquired, the extent of the assessment district, and the amount of or the percentage of the cost of the project to be paid by the city at large. 2. Notice of the adoption of the resolution is published and interested persons are given an opportunity to file protests and to be heard thereon before the council. 3. li owners of more than one -half of the property in the assessment district protest, the council only retains jurisdiction to proceed by over-ruling the protests by a four-fifths vote. 4. The council then by ordinance orders the improvement and instructs the city attorney to bring condemnation actions. Condemna- tion suits must be commenced within six months. : 5. A judge of the Superior Court determines the amount of awards and damages from tes- timony of both sides presented during the trial of the condemnation suits. The court enters an inter-locutory judgment in the condemna- tion directing that the property involved be condemned upon payment of the awards. 6. The street superintendent then asgesses the cost of the opening or widening, less the amount to be paid by the city, against the property in the district in proportion to bene- fits. The assessment must be completed with- in five months. 7. The assessment is filed with the council, a notice thereof 1s published, and an oppor- tunity to protest afforded. The council may confirm, modify or correct the assessment. 8. Assessments become a lien upon confirma- tion of the assessment by the council and be- come delinquent in thirty days. 9. Upon receipt of sufficient funds from the collection of assessments, and from the city if it 1s to bear part of the cost, the condem- nation judgments are paid and the city ac- quires title. ‘If a deficiency occurs the city may pay the amount thereof, or advance it and levy a new assessment. ea Improvement Proceedings Most of the street improvement projects, (grading, paving, curbing, etc.) in Oakland have been conducted under the Street Improve- ment Act of 1911. The procedure prescribed by that Act, as amended in 1927, is as follows: 1. The council adopts a resolution of inten- tion setting forth the work to be done and that the cost thereof be payable either by the property fronting on the improvement or by a district. The city may bear part or all of the cost. 2. Notice of the adoption of the resolution is published and posted, and owners affected are given an opportunity to protest. If the own- ers of a majority of the land to be assessed protest, the council only retains jurisdiction by over-ruling the protests by a four-fifths vote. 3. When plans have been prepared the coun- cil adopts an ordinance ordering the work and wnviting bids. (It is the practice to prepare plans and specifications before the resolution of intention 1s adopted.) The contract is awarded and notice thereof published. 4. Ii the cost of the improvement is to be borne by a district, the city engineer prepares a diagram of the district which is approved or amended by the council. Upon completion of the work the street superintendent levies the assessments according to benefits. If the cost 1s to be borne by property fronting on the improvement, assessments are levied ac- - cording to the rules set forth in the Act. 5. The assessment is filed with the council and owners are given an opportunity to pro- test. The council may correct, modify, or con- firm the assessment. 6. Warrants representing the assessment are issued to the contractor. Serial bonds repre- senting all assessments not paid within 30 days may be issued. 11. POSSIBILITY OF EXPEDITING PROCEDURE Street opening and widening proceedings con- ducted in Oakland during the last five years have consumed, on the average, three years and six months, from the time that the ordinance of intention was passed to the time of the actual completion of the improvement. Much of the delay is occassioned by the fact that the improvement (paving, guttering, grad- ing, etc.) proceedings are not commenced until after the acquisition proceedings have been com- pleted and the city has acquired title to the prop- erty involved. After the adoption of an ordinance of inten- tion in the acquisition proceedings, a month, at least, elapses before the hearing of protests. An ordinance ordering the work is then passed, after which the city attorney is allowed six months within which to bring condemnation suits. After such suits are filed many months more may elapse before such actions are actually brought to trial and interlocutory judgements obtained. Not until such judgements are ob- tained are the assessments levied. | A period of five months is allowed to complete the assess- ments. A month is then allowed within which protests may be filed, and upon confirmation of the assessment another month passes before the assessments become delinquent. On an average, these proceedings have consumed well over two years to complete. In the meantime, nothing is done to construct the improvement, except, in some cases the drawing of plans and specifications. Property adjoining the improvement meanwhile often re- mains idle. The city should be able to proceed with the construction of the improvement while the condemnation suits are in progress or at least while the assessments are being levied and collected. Securing Possession Upon Entry of Judgments An improvement might be constructed (the pavement laid) while the assessments for the opening or widening were being spread and col- lected, if the city could secure possession of the property upon the entry of the interlocutory judgments in condemnation. This may be done by the city advancing funds with which to pay such judgments. In such case the funds ad- vanced would be repaid to the city treasury when the assessments were collected. This procedure was partially followed in a re- cent street widening. It is authorized by a re- cent statute (Statutes 1925, p. 245). Unless special provision is made, however, the city will not ordinarily have sufficient funds to enable it to acquire title in this manner. It might be advisable for the city to establish a permanent revolving fund of at least half a mililon dollars for this purpose. There appears to be no tech- nical or legal objections to such a procedure Securing Possession Upon Commencement of Condemnation Suits If the city should obtain possession of the property involved when the condemnation suits are filed, the construction of the improvement could be commenced even sooner. This is authorized by the revolving act above referred to. The city by depositing funds in court, in amounts to be determined by the court, as security for the payment of condemnation awards subsequently to be made, may obtain an order authorizing it to take immediate posses- sion. The same procedure is authorized by the Ac- quisition and Improvement Act of 1925, (Mat- toon Act). Under this act, the funds may either a3 be advanced by the city or be obtained by is- suing “immediate possession” bonds against the assessment district. The feasibility of issuing and selling these immediate possession bonds has not yet been fully established. There appears to be no insuperable objec- tions to this practice, and its constitutionality has been established. (County of Los Angeles v. Hunt, 198 Cal. 753) . In los Angeles County the courts have accepted the affidavits of ap- praisers estimating the awards in determining the amount to be deposited as security by the 1f the city, however, 1s to obtain possession of property in this manner before payment is made therefor, it may be necessary to evolve a plan whereby property owners who might be compelled to move back buildings or construct new fronts could be advanced the cost thereof. The Charter of the City of New York, for ex- ample, provides that the city, upon obtaining immediate possession, may advance to the prop- erty owner up to 60% of the estimated award. Some such provision should be included in the acts above mentioned. The advantages to be gained from so expedit- ing completion of vital street projects are so great that some means must be adopted whereby improvements (paving, etc.) may be commenced before the final completion of the acquisition proceedings, either when the condemnation suits are filed, or when interlocutory judgments are obtained. 2 Under the procedure now employed certain larger projects have been completed within two years from the adoption of the ordinance of in- tention, and except as outlined above it 1s not likely that the time consumed can be greatly reduced. Some time might be saved, no doubt, by authorizing the city attorney to commence preparation of condemnation suits immediately upon the adoption of the ordinance of intention, and by having plans and specifications for an improvement prepared during the pendency of the acquisition proceedings. It is the practice in some states, particularly in Illinois, for the court at the commencement of street opening proceedings, to appoint a com- mission including the superintendent of assess- ments. This commission forthwith determines the share of the cost of the project to be borne by the city, the amount of all awards and dam- ages, the size of the assessment district, and the amount of the assessments. There is a hearing in court, of course, on the matter of awards and damages, the findings of the commission being prima facie evidence. Whether such a procedure would materially reduce the time consumed 1s problematical. ui LEVYING AND PRO-RATING OF BENE- FIT ASSESSMENTS Pro-rating Collection of Assessments Under the practice now employed in Oak- land, assessments levied for street openings and widenings become delinquent thirty days from the date the assessment is recorded. This is usually long before the improvement is actually completed and before any benefit is realized, other than sometimes a rise in values. To the small property owner, particularly, the payment of such assessments within thirty days often imposes an unexpected and tremendous burden. This practice has done more than anything else to arouse opposition to street projects in this city. The Street Opening Act of 1903 does not ii- self provide for the pro-rating of assessments or the issuing of bonds. The Street Opening Bond Act of 1911, however, authorizes the issuance of five or ten year serial bonds to represent all assessments of $50.00 or over levied under the Act of 1903. The bonds are isswed in the amounts of the assessments and until the Act was recently amended, were required to be sold at par. Bonds issued under this Act have not proven readily salable and have never been is- sued by the City of Oakland. They have been issued by los Angeles, but have been disposed of in a manner which raises considerable doubt as to their validity. If any extensive program of street opening and widening is to be undertaken a method must be devised of issuing bonds representing the assessments. The bond act above referred to has just been amended omitting the requirement that the bonds be sold for par and requiring instead that they be sold for not less than the amount of the assessment they represent. This amendment was evidently designed to legalize the sale of such bonds after interest thereon has accumul- ated in the amount of the premium demanded. Whether this amendment will make possible the issuance and sale of bonds under this act remains to be seen. Oakland has a wide margin between her bonded debt and the legal limitation thereof established by state law. The city could, there- fore, in street opening proceedings, issue bonds pledging the credit of the city but payable from benefit assessments. Such bonds could of course be floated at a lower rate of interest than those issued against an assessment district, but their issuance would have to be authorized by popu- lar election. This procedure is not prescribed in any of the various street acts but there would seem to be no legal objection thereto. Under the Acquisition and Improvement Act of 1925, serial bonds of even denominations i Sd against the benefit district as such may be issued to pay for street openings. The amounts re- quired annually to meet the interest and retire- ment payments must be raised from each zone in the district in the proportions set forth in the ordinance of intention. These bonds do not in the strict sense constitute liens upon the prop- erty, but should prove readily salable. Under the Act, however, the assessments within each zone are levied each year on the basis of the current assessed valuation. For this reason the Act will be of little use except in outlying dis- tricts. In built up seciions benefits vary so much that an ad valorem assessment would be inequitable even if confined within certain zones. Street opening bonds are not as attractive as ordinary improvement district bonds because they are not collectible irom all the property within a district by an addition to the tax levy. This is true of street improvement bonds, but each street improvement bond represents a cer- tain constructed visible improvement and is generally definitely limited in amount. It may be that to float street opening bonds success- fully, the credit of the city will have to be pledged. Levying of Benefit Assessments Assessments for both street improvement and acquisition proceedings are spread by the Chief Assessment Clerk of the Street Depart- ment. There exists no permanent board to ap- praise benefits. In certain cases, however, a special committee of real estate men has assisted the Assessment Clerk in the determination of assessments. Considerable care and study has been devoted to this work by the Chief Assess- ment Clerk but no definite scheme is followed. The successful execution of any large pro- gram of street projects will require the utmost public confidence in the equitableness of all benefit assessments. The appointment of a per- manent board of appraisers might do much fo insure such public confidence. Certain of the projects contained in the Major Street Plan will raise very difficult problems of benefits and too much attention can not be paid to the problem of benefit assessments. Above all, there should shortly be mapped out the approximate areas to be included in the assessment districts which will be created to finance all projects which it is likely will be carried forward during the next few years. An early correlation of assessment districts is necessary if overlapping is to be avoided. IV. ESTABLISHING OF “SET BACK? LINES Building of set back lines may be established for two entirely distinct purposes. A failure to distinguish between these two purposes has given rise to some dispute as to their validity in this state. A building line may be estab- lished to protect a contemplated street widen- ing, or it may be established to insure adequate light and air and to promote generally public health and safety. It has been almost universally held by the courts of many states that a set back line to protect a future street widening can not he established under the police power. A public easement must be acquired under the power of eminent domain. No case on the point has yet been decided in this state, but there is no doubt the holding would be the same. An ordinance of the City of Los Angeles prohibiting the construction of any building within thirty feet of a certain street line, with no provision for compensation, was recently sustained by the District Court of Appeal (Thille v. Board of Public Works, 52 Cal. App. Dec. 927, April 5, 1927). The ordinance was sustained as a constitutional exercise of the police power as being designed to insure light and quiet and to promote the public health and safety. The ordinance had nothing to do with a street opening. There has been in effect since 1917, a statute which authorizes a city to establish set back lines by condemnation. (Stats. 1917, p. 1421 Deering’s Gen. Laws. No, 995), This is not a well drawn act and has been little used, if at all. The legislature recently adopted a city planning act which provides that the city coun- cil on recommenadtion of the planning com- mission, by set back lines, may reserve for future acquisition land required for contem- plated openings or widenings. (Stats. 1927, Chap. 874). The act provides that upon the opening or widening of any street upon which such lines have been established no compensa- tion be paid for buildings erected within such lines after their establishment. Property own- ers affected may demand at the time the lines are established that the city compensate them for or condemn the right to construct buildings on the land involved during the time such land is so reserved for future acquisition, i. e. the owner may compel the city to purchase the easement so created. Certain ambiguities in the act may render these provisions inoperative until the act can be amended at a future session of the legis- lature. There is no provision in the act for assessing the cost of establishing such set back lines upon the property benefited thereby, either when the line is established or when the street is eventually opened or widened. A well drawn act authorizing cities to pro- tect future street widenings by set back lines is badly needed. No Major Street Plan can be executed in Oakland in a short time, and cer- BS tain important projects will become impossible of realization unless building lines are soon established. V. DETERMINATION OF AWARDS IN CONDEMNATION ACTIONS In condemnation suits it is now the prac- tice for the defendants to employ at large fees so-called valuation experts who testify as to the value of the property to be acquired. They are employed to boost the prices which the city will have to pay and they do their best to justify their employment and their fee. The city also calls its own experts. This method 1s costly, lengthy and tends to boost the awards. There is no provision in the Act of 1903 requiring that damages and values be first established by a board of referees with an ap- peal to the courts. Such a provision is con- tained in the Act of 1330, In 1925, Section 1871 was added to the Code of Civil Procedure. By this section the court in any action in which expert testimony may be required is authorized to appoint one or more experts to investigate and testify as wit- nesses of the court. Their compensation is fixed by the court and apportioned among the parties. It is suggested that pursuant to this provis- ion the court prior to condemnation suits might be induced to appoint a group of impartial appraisers to investigate and testify as wit- nesses of either party of the court. Such a prac- tice should prove more expeditious, less costly, and insure more equitable awards. Vi SUBDIVISION CONTROL The successful execution of a Major Street Plan requires above all, effective control of the subdivision of land. Under existing statutes, whenever land 1s subdivided into lots for the purpose of sale, if the land lies within the city, the subdivision map must be approved by the city council be- fore it is recorded; if the land lies within un- incorporated territory, the map must be ap- proved by the County Board of Supervisors before it is recorded. If the land lies in un- incorporated territory but within three miles of the city limits and in the same county as the city, the Board of Supervisors before approv- ing a map must submit it to the authorities of the city nearest to which the land lies for sug- } Ci gestions. Landowners, in some cases, have succeeded in avoiding these requirements by selling lots by metes and bounds instead of by lot and block number. Also much of the land lying within three miles of the city limits of Oakland lies in another county or lies nearer to some other municipality than it does to Oakland. There 1s need of statutory enactment pro- hibiting the sale of any building lots except from an approved map whether sold by metes and bounds or by lot and block number. Also the city should be given some control over all subdivisions within several miles of its bound- aries even though the land may lie in another county or nearer another municipality. The city planning law recently enacted con- tains elaborate provisions for the control of land subdivision by city planning commissions which may be established thereunder. The re- quirements of the Act can not be avoided by the practice of selling by metes and bounds. Under the Act vpon the adoption of a major traffic street plan by any planning commission, the commission acquires exclusive jurisdiction over plats and subdivisions within the muni- cipality. There are certain ambiguities in the sections of the act relating to subdivision control and some doubt as to their constitutionality. 1f these ambiguities in the act are corrected and the constitutionality of the act is determined, an effective and stringent control over land sub- division will be provided. V1, POSSIBILITY OF OPENING STREETS THROUGH CEMETERY GROUNDS There are three cemeteries within the City ol Oakland. In all three, burials are still tak- ing place. All three of these cemeteries are so located that eventually streets must be opened through them. Power to Condemn Cemetery Land A city has no power by eminent domain to open a street through lands devoted to cem- etery purposes and lying within the boundaries of a cemetery in which burials have taken place within five years. There is some doubt whether a city does not have power to do so, however, through lands lying within the bound- aries of a cemetery but which lands have never been actually mapped or platted into burial lots. There is no constitutional objection to a city condemning cemetery property, and the power to do so could be obtained by legisla- tive enactment. (A statute adopted in 1911 provides that no strcet shall be opened within the boundaries of any cemetery within which burials have been made within five years without the consent of the cemetery association. In a very recent case the District Court of Appeal in- = timated by dictum that such a prohibi- tion would not apply to cemetery lands which had never been platted into burial lots.) Power of Cemetery Associations to Dedicate Streets There is probably no question but that a Cemetery Association might dedicate a public street through lands owned by it and held for cemetery purposes provided the dedication did not include any lots which had been sold. Abandonment of Cemeteries and Prohibition of Burials It is settled that municipalities may prohibit the burial of dead within certain prescribed areas or within the city limits. In 1921 an act was passed authorizing cem- etery associations controlling cemeteries in which burials had been prohibited for fifteen years to abandon the cemetery and remove all remains to other burial grounds. This act was held unconstitutional. In 1923 another act was passed authorizing a city to order the removal of all remains from any cemetery in which burials had been pro- hibited for fifteen years. As the law now stands, therefore, it will be impossible to cut any street through any of the lands in the city of Oakland which are devoted to cemetery purposes except with the consent of the cemetery association involved and the consent of the owner of each burial lot which would be taken. Any further burials within those areas in the City of Oakland through which streets may ever be projected should be prohibited immed- iately by municipal ordinance. Legislative au- thority to condemn cemetery property for street purposes should be secured at the next session of the legislature. VII. FINANCING OF STREET PROJECTS BY OTHER THAN BENEFIT ASSESSMENTS Street projects may be financed by general bond issues, by special assessments, or by ap- propriations of current revenues. Bond Issues The bonded debt of the City of Oakland on June 30th, 1927, was $%7,791,005.00. There are, however, $8,080,000.00 of harbor bonds which have been authorized but have not yet been issued. The bonded debt of the Oakland Grammar School District on that date was $6,683,000.00, with $833,000.00 of bonds authorized but as yet unsold. The bonded debt of the Oakland High School District, (Oakland and San Leandro) was $5,081,000.00 with $1,435,000.00 of bonds authorized but as yet unsold. Alameda County, on June 30th, 1927, had a bonded debt consisting of the Highland Hos- pital and Estuary Tube issues, of $4,653,000.00, with $747,000.00 of bonds authorized but as yet unissued. The East Bay Municipal District was established a few years ago for the purpose of bringing to the East Bay an adequate water supply. A bond issue was voted for the financ- ing of the construction of reservoirs and i an aqueduct. $13,000,000.00 of these bonds have been issued, and $10,000,000.00 more will probably be issued during the coming year. It is likely that the people in the near future will be asked to vote another bond issue of about $25,000,000.00 to finance the acquisition or con- struction of a distributing system. By general law the maximum legal bonding capacity of the city for public improvements is set at 15% of the assessed valuation of all taxable property In the city. The assessed value of taxable property for the forthcoming year will be approximately $249,122,075.00 so the city has a legal bonding capacity of ap- proximately $36,000,000.00. There is no legal obstacle therefore to the issuance of bonds to cover part or all of the cost of various projects contained in the Major Sireet Plan. The city has no difficulty in disposing of its bonds. A bond issue for street purposes may be submitted to the people by a two thirds vote of the council. It must then be approved by two thirds of the voters voting at the election. The recent harbor bond election was carried by an overwhelming majority. There is a very strong public conviction that Oakland must provide herself with an adequate system of Major Streets, and a conviction that part at least of the cost of major arteriés should be borne by the city as a whole. Tt is likely, therefore, that the voters of the city would look favorably upon a bond issue to provide funds over a period of years to care for the city’s share of the cost of major street projects. lr The Tax Rate The tax rate of Oakland for the last fiscal year was $2.50 on cach hundred dollars of as- sessed valuation; that of the county including the Municipal Utility District tax and the School taxes was $3.57 for that part of Oak- land in the Hayes School District and $3.62 for that part in the Highland School District. It may be said that the tax rate for local purposes in the City of Oakland was roughly, $6.10 on each one hundred dollars of assessed valuation. There is a general conviction that Oak- land's tax rate is unusually high, and that local government expenditures are excessive. A comparison of the tax rate with that of other cities means little because of the lack of any uniformity in determining assessed valuations. Likewise, any comparison of total expenditures is of little value because of the existence of so many district and other local political subdivisions performing municipal governmental functions whose boundaries are not coterminous with those of the municipali- ties. A comparison of the per capita cost of all local government to the people of Oakland with the per capita cost to taxpayers of other cities of her size may be some value. The latest available statistics are those compiled by the Department of Commerce for the fiscal year ending in 1925. For that year the per capita tax in Oakland for city, county and district purposes was $41.60, while the average per capita tax for 58 cities having a population of from 100,000 to 300,000 was $39.62. It also appears from these statistics that the per capita cost of highway maintenance in Oakland was somewhat less than the per capita cost in cities of her class. The per capita tax levy in Oak- land was considerably less than the average for the largest cities of the State, and much less than that of Sacramento, Stockton, and San Diego. Contrary to general belief the per capita tax levy for all local purposes was less. in Oakland than in San Francisco. There is under way at the present time an expert reappraisal of all property in the county. It is generally expected that this appraisal will equalize the tax burden and also considerably raise the total assessed valuation and so lower the tax rate. Until this is completed it is not likely that any substantial addition to the tax levy would be authorized to finance street projects. City and County Aid in Street Projects During the last five years street opening and widening projects costing close to four mil- lion dollars have been carried out in Oakland. This sum represents merely the cost of ac- quiring the land. Of this sum approximately half a million dollars was paid out of the City Treasury, the balance being raised by benefit assessments. The city bore part of the cost of eight projects. The county has contributed nothing toward the cost of opening or widen- Ing projects. The State of California collects a tax of two cents a gallon on all gasoline sold in the State. One half of this tax is paid to the counties in the proportion that the number of registered motor vehicles in each county bears to the total number of registered motor vehicles in the State. The sum received by the county must be used exclusively for the construction and maintenance of roads and bridges. In 1924, Alameda County, received $437,- 295.78 from this tax, $200,000 of which was de- voted to the improvement of 14th Street in the City of Oakland. In 1925 it received $528,- 171.12, $60,000 of which was devoted to im- proving Peralta Street in this city. It is estimated that the county should re- ceive approximately $700,000 from the gasoline tax during the fiscal year 1927-28 and about $800,000 during the fiscal year 1928-29. A con- siderable proportion of both these sums should be available for street projects in the city, un- less it is determined to devote all of this years tax to the repair and construction of the three Estuary Bridges. Under general law (Stats, 1925 P. 237 Deering’s Gen. Laws No. 8208), the county by a four-fifths vote of the Board of Supervisors may contribute funds toward the opening or improving of streets lying within a municipal- ity. The Board of Supervisors may also by a four-fifths vote declare any street lying within the City of Oakland to be part of the county system of highways if the city council con- sents. The street is then maintained by the county. It is imperative that there be early worked out a budgeted program of street development and a determination of the proportionate part of the cost of each major project to be paid by the county and by the City. The various projects included in the Major Street Plan will involve a great variation in the relative benefit to neighboring property and to the city at large resulting from their execu- tion. Unless injustice is to follow, the city’s resources being limited, there should carefully 88 be worked out by the engineering department in advance, the part of the cost to be borne by the city of all projects likely of early realiza- tion. Upon the adoption of the Major Traffic Street Plan in Los Angeles in 1924, a bond is- sue was passed to provide funds over a period of five years to pay the city’s share of all pro- jects contained in the first unit of the Street Plan. There was then very carefully made out for each of thirty projects the part of the cost which the city should pay out of the funds pro- vided by the bond isswe, The percentage of the cost of the various projects borne by the whole city ranged from 11% to 72%. By charter provision in St. Louis assess- ments are levied on the basis of actual, not pro- portionate benefits. If the contemplated bene- fits do not amount to the cost of the project, the city automatically pays the balance of the cost. Under this method the city’s share of the cost of individual projects has varied from less than 1% to 80%. Much benefit to neighboring property will result from the execution of some projects con- tained in the Street Plan. Other projects, though badly needed, may not appreciably enhance the value of neighboring property. It is imperative that there be early worked out a budgeted program of street development and machinery set up for determining the pro- portionate part of the cost of each major pro- ject to be paid by the City or the County. Oakland, California. June 30, 1927. 99 APPENDIX B TABULATION OF MAJOR STREETS, SHOWING PRESENT AND PRO- POSED WIDTHS AND OTHER RECOMMENDATIONS FOR IMPROVEMENT Ol = TABULATION OF MAJOR STREET ROUTES The following tabulation enumerates the streets comprising the various routes in the Major Street Plan. The extent of each street to be used, to- gether with the present width and the present and proposed capacities are Jescribe d below. Reasons for selecting the various routes and the function they perform in the plan, are also included with each route. The first column gives the width in feet of the present street between property lines. The second column gives the width in feet of the present roadway between curbs. The third column gives the capacity of the present roadway in lines of vehicles, using a unit of nine feet for each traffic lane. The fourth column gives the possible capacity of the present street. In many cases it is feasable to widen the roadway within the present street lines. The fifth column gives the proposed ultimate capacity of the street as proposed in the Major “Street Plan. This is given in lines of vehicles, as the sidewalk areas may vary in different locations. These capacities are usually obtained with the following street and roadway widths: CAPACITY STREET WIDTH ROAD WIDTH EACH WALK (lines of vehicles) (feet) (feet) (feet) 4 (residence street) 66 36 15 6 80-86 54 13-16 8 100-108 72 14-18 10 120-130 90 15-20 In cases where existing roadways are a few feet narrower than the ideal width, they have been given the capacity of the ideal width. In these instances, if vehicles are parked correctly against the curb, it is sometimes unnecessary to figure 9-foot traffic lanes for the parked vehicles. Thus a 34 or 32-foot roadway i is given a capacity of 4 lines, while the ideal width is 36 feet. e202 APPENDIX B Existing ooo Existing Traffic ous Width Capacities| © g © In Feet in Lines of 835 3 Vehicles a S S Name of Street > > Remarks © © Y 2 {20 z Qo « I] o o s o o - - on © oc w on I EMBARCADERO (Waterfront Street) This waterfront street hugs the Back Bb... .. 0 ol i 100 | — | — | 8 8 et LD0 Ingles, sosehing from : : e eas Oo 19th Av.—19th Av. to Dennison St........ 20 | 33 4 6 8 94th Sireet on 17D west: proposed for Ford St... sainiim nid albanian, 60 | 32 4 4 8 trucking and not for through traffic | movements: opening mostly. 2—SUPER-HIGHWAY. | |. | Superhighway parallels the Em- Wood St—26ih St. to Atlantic St. ...... 60 | 40 5 5 14 rs zh trode 3 0 e.orther. 3rd St.—Peralta St. to Kirkham St....... 0 | 5 6 14 Cota il hoil r , Kirkham St. to Adeline St. ........... 80 | 56 6 6 mond to San Jose: will relieve San ESE i ae edie Ce 30 | 44 5 6 14 Pablo, = Ln an) 1. on, of truck- ing and other traffic 1 by- In. Sth St~—9th Av. to 14th Av. ........ 60. | 52 6 6 14 a Es Fn Te Gil Sh irr a ae 60 | 36. 4. 4 J dL lanes to be provided for pleasure ve- Elwood Av.—29th Av. to Fruitvale Av. 60 82 at od] 14 pres Juche oy rapid transit. Total Fruitvale Av. to end of Elwood Av... 5 30 | 3 | : | “ ts NR Tom no 130 Toe Clement SL. icin ina se eh ee eo 6 te ym walk needed. | 3 —DISTRIBUTOR LOOP (22nd St.—Grand | | Distributor loop will sort the traf- Ave.—Harrison Boulevard ............ | fic entering and leaving business dis- Alice St—7th St—Grove SL)......... Lo ea tee 22nd St.—QGrove St. to Telegraph Av.... 60 ap id | 4 10 a Grand Av.—Broadway to Webster St..... 0 | B56 [16 [06 10 Webster St. to Harrison Boul.......... 35. L463 6 [6 Harrison Boul.—Grand Av. to Lakeside op | BE eas ee a 0 Ie det Alice St.—19th St. to 14th St. .......... TS] 4p Label 6 10 TAth St Wo SESE wos hn a Sl | dab 45 = 6 7th St—Harrison St. to Grove St........ $0 | 60 | 06 8 Grove St—T7th St. to San Pablo Av. .... 0 [4 i508 [| 10 San Pablo Av. to 22nd St. ...:........ 80 | 56 | 6 6 | 4— 7TH STREET. | 7th St. is arterial from lower dis- SP RerryioBay 8% i.oiv. iba 50. | 30 | 3 4 6 g Tia net Ee omenting | stern side : 2 Bay St. to Market St. .................. 100 | 70 8 8 8 ins Doe Se % 3 Sons Market Si. io Grove St................... 80 | 60 6 | 6 | 8 highway. Tricowlo, to he. eliminated at Market St. 5.—12TH STREET. i | 6 12th St. is arterial from business Wood iSt. to Center St.c........c....00 2 | 42.116. 6 | district to Superhighway connecting Center St. to Kirkham St. .............. 60 1:06 [4 od | with arterial on the east. Jogs to be 5 ® 50 [152 | 6 | g | eliminated at Kirkham and Center Kirkham St. to. Grove St. .............. | | | | Sts. 6.—14TH STREET. | 8 14th St. is arterial from business Western Waterfront to Pine St. ........ 20 es | > 8 ] Gistysas to Westen, Waterfront con- ine: St to Grove St. i. in re nee, 80 necting with arterial on the east. Jog Eine 91. to Grove 86 ....... | | | | to be eliminated at Market St. 7—18TH STREET. | | 3 18th St. is arterial from business Wood St. to Peralla St. oc iv iihansoas 70 | 46 dd district to Superhighway, connecting Peralta St. to Market St. ........c.-.... 80 | 52 (6 [| 6 | to 19th St. in business district. Market St. to West St. ................. BD: 3 oF .8 HT West St. to Grove St......5.... uc x 60 “| 32 sd Bl 4 8 —LAKESIDE DRIVE—OAK ST.— | | | | This route is the eastern by-pass PALIL.ON ST. | | | ] street for the business district, and Ballons St... ha ae 0 |e 14 | 6 | 3 extends from the Embarcadero to ITE LE ! Harrison Boulevard or the eastern Oak St. ox shawn ssl aVe ler onsets On SEU wrens 0 nie 8 | | | | 8 distributor street. Opening from 7th 14th St. to lakeside. Prive ............ 20 | 149 | 5 J 6 | St. to Embarcadero. Jog eliminated Lakeside Drive i... oi bias sin a 80 | Le [ 6 | 8 at the corner of Oak and Lake. | 9.—7TH STREET—E. 8TH STREET. | | | | ith SteB i St. PEN Toute, 7th St.—Alice St. to Fallon’St. .......... 30 [160 416 [6 [i *S on SIGS rom HUsinoss sausines oo perhighway. 7th St. connects th BBN BE ir ea, 20 debby ep oR To a I PT Wallon St. 10 TBA AY. «....cccn vv nv» 30 | B2 | 13 | 6 | Ne. 2. Dl re Jmporbany 23 a ’ y-pass for e St. Dam and a "Bhird Awe. #0 9th AV. .... uve. 60 | 2g Md | 4 | a In I trict and the Superhighway. Open- ing from 7th St. at Pallon St. to E. 8th St APPENDIX B— (Continued) Existing Soo Existing Traffic eas Width Capacities| © £ © In Feet In Lines of os s Vehicles a5 3 Name of Street > 5 Remarks o 5 o o 5 5 » [id oc 7 @“ | ~90—10TH ST.—E. 10TH ST. TL . St.—E. : i 10th St.—Alice St. to Fallon St. ......... 30 | 8 Ishin b s iN Pp Be sia] ate Fallon St. to 1st Av. ................... 80 | — — | 6 | fe business gistrint to the Super- ST ns highway, an eo BB. 12th St. 4 EH. Ist Av. to 10th Av, .......... 60 | 32 4 | 4 | Lith ha and wl am. 11—E. 10TH ST.—RUSSETT ST. | | | | © oth rn oe E.-10th St.—Fruitvale Av. to High St.... 30 [852.0 6 16] 6 2 - and Russe t. running High BLA SATAY, «oer 6 361 196] eo on Belle, | an Russett St.—50th Av. to 85th Av. ...... 50 | — | — 5 6 dustries in this district. 35th Ay. to Jones Av, ................ 50 36 | 4 4 | Jones Av. io 105th Av. «.... .........: 25 17 2 S| | | | 12—FE. 12TH ST. AND EXTENSION. | | | E. 12th St. and extension is ar- Alice St. to 12th St. Dam............... 0 [ 52.76 ¢ 06 8 iol onging Ton Dil istvios nd: acts as 13th St, Dam io 44th Av. ........... con. 80 82 [ 6 [ 6 | 8 (it street vor ath aie ras 44th Av. to 54th Av. ............c.i45 60 88 | 4 | od | of car lines, may be expected to Hawley Si 0...) 60 Lad 4 8 Jpeany Sea Torongn nimble, imap : : ~ a . rom ve. i Medford St. ..............oieiennnnnn. 43 7.303 18 Liue ie ts oestle an apcone an Apricot St. i.e aa sis 40 a0 [3 | 3 | 8% Hawley, Medford, Apricot, E. 12th | St.; route affords needed circulation between railroads and E. 14th St. | Onening for two traffic circles at 12th . Dam. | | 13.—E. 14TH ST. | | | i 8 E. 14th is arterial and car line Aljee St. to Oak St. ...... 0 a 0s 80 44 4 6 ou lsnding Prom Juiness district Ist Av. to 14th Av. ,........ 0.000 80 56 6 6 0 San Leandro and San Jose, via the 12th St. Dam. Opening from Lake- 14th Av. to 30th Av. ....... cess 80 52 6 6 shore Boulevard to 1st Ave. and E. 30th AV. to 50th AV. .......... 0 ceev> 100 72 8 8 14th St. b0th AV. to 54th Av. ..........c. in 100 86 8 8 B4th Av. 10 83rd Av. ...............: 100 72 8 8 83rd Av. to 92nd Av. ................ 110 82 8 8 92nd Av. to Jones AV. ............:., 102 82 8 8 Jones Av. {to 105th Av. ............... 106 82 8 8 105th Av. to Durant Av. ............. 95 78 8 6 14—E. 16TH ST. — HAMILTON ST.—E 14. This is a connecting route be- ST. tween E. 12th St. and E. 14th St. BE. 16th St. ......cccoiiciiiarnnirneiies J ¢ [ond TE, 16th St, leading traffic from 25rd Av. to Miller AV. «.. vores 0 Fal EE Miller Av. to Fruitvale Av. ........... 66 | 3% 4 4 ritt: affords needed circulation be- Fruitvale Av, to 34th Av, ............. 60 | 32 4 4 ween zr {ue and Bu Mee i E. 15th St—39th to dist Av. ............ 50- | 82 |. 4 | 4 0 ea ng Bond St —High St. to 47th Av. .......... 80d Hye] oo] gga tn ana 47th Av. 10 50th AV. .................. 20 | bp} L- | 3 | MWadean PL. ................ ices oivine 3 | 23 2 3 6 B. 17th St. .......... cece ciiiiiiaiina 43 | 27 3 3 6 E. 16th St.—57th Av. to 64th Av. ........ 5 | 3% 3 3 6 Eamilton Bt. i... cov. oon oboe, $0: | 32 4 4 6 E Si—83rd Av. 10 39th Av............. 3 | 20 2 3 6 92nd Av. toJones Av. ......... 0.00 80 | 30 | 2 | 2 | Jones Av. to 103rd Av....... (no curbs) 46:20 | — | — [32 | 103rd Av. to 108th Av. .... ............ 40: | 30 | 2 | 3 | | 15.—E. 16TH ST.—FOOTHILL BOUL. 59: | 39. | 4 4 8 BE 1a Ponti Soloverd, Apter BH. 16th St-—2nd Av. to 14th Av. ....... 20 | 52 | 6 6 138 Tey io 0) ; St: E. 16th St. is used, extended west- 14th Av. to Munson May ein lie a heaters 60 | 36 | 4 4 erly to Lakeshore and easterly to 41st Munson Way to Miller Av. ........... | 8 Ave.; opening from 41st Ave. to Foot- Foothill Boul or lle] oi] * WERE Tantalus E. 16th St. and Miller Av. to 35th Av. 790 | 50 | 5 | 5 | limits, State Road and Lake Chabot 5th AV. to Durant AV. =... ........., 66 | 46] 5 | 5 6 Road, acting also 28 an Sportant Durant Av. io City Limits .......... | §. [Shattle sires) for drafiie on and off he | Brookdale. Hopk and Mountain Hollywood Boul. (short cut) 0 | 50.1 5 |.5B ear st routes: free of Foothill Boul. to Durant Av. ......... 70 | 54 | 6 | 6 car lines from 23rd Ave. to city limits. Durant Av. to Foothill Boul | | Jog eliminated at 14th Ave. As a short Sad ard cut Hollywood is used. As a parallel APPENDIX 'B Santa Clara Av. Existing | ov 0 © ExlIsting Traffic eas . Width Capacities 2 £ © In Feet In Lines of ° Sa Vehicles on e338 Name of Street > > Remarks y E122) 1 Q « « Q Qo & o 0 5 - (7) ow oe w » ? route from 23rd Ave. to 48th Ave. hav- (ROUTE 15 CONT'D) | ing car lines to High St., the present Foothill is used. This is important as a feeder street for several crosstown routes. 16 "NEWTON AVF. 18T SO. Newton Ave.—E. 21st St. is cross- Newton! Av. ..........c.... 00. ihe. 0 60 32 404 4-0 town, carrying traffic to and from the BE. 21st St | head the Love The rp Yor : a section needing circulation, an Park'Boul. to 14th Av. .......... .... 60 | 36 4 4 4 0 serves as. a by-pass for 12th St. Dam 4th Av, to 238d Ay. ................. 106 | 70 202] 3 and business dispel 9 be opened Id AV. toi 35h AV. a 3 4 4 4 6 rom Stow Ave. to Lakeshore Drive; EIN) AV. 0 30h AY, serageen. Bln | : | rnin a eee ear ane 25th “Av. to Mitchell St. .........c...: from Mitchell St. to Foothill Boale- | | vard. 17.—E. 24TH ST.—E. 27TH ST. | | 6 E. 24th St.-E. 27th St. route is cross- 2 5 ’ 50 ng I 4 4 town, serving residential needs and Tuy Drive 0... a ee > | providing clredlation for the: Getic Oath BE: a a aa 60 36 4 4 traversed. Grades bad at Park Boule- Wallace: St... ivi ie 35 25 3 3 vard and between 14th and 19th Ave- : nues accounting for the queer align- BT SC a ei, 60 32 4 4 Mont of this Toute. Coons crore son Drive to E. 24th St.; and from E. 27th St. to Brookdale at Fruitvale Ave. 18.—-GRAND AV. 22ND ST, : Grand-22nd St. route is a tremen- Grand Av. El Embarcadero to Harrison dous crosstown and arterial both, due Boul 100 | 80 | 8 | 10 10 to its position just north of the Lake. > It feeds the waterfront and future 22nd St. : auto ferry at the Key Route Pier, the @rove St. to lLindenw St. ............. 60 L400 | 4:2 4 | 3 Superhighway, the central business Linden St to Adeline St. ............. 70 50 4 4 Taprjet oA the Grand-Lake district. > ; : 4 portion of this route is the northern Adeline St. to Union" St. ............. on 4 : 1 distributor street whose recommended Union St. to Western Water front... . 6 3 width has been given. Opening be- tween Broadway and Telegraph. 19—26TH ST.—27TH ST. 26th-27th Streets route is crosstown, GEN BE. i ini a eat ea | 8 forming a natural northern by-pass v phe EE | or the business district, connecting Wood to Peralta St. Cee 60 32 4 : REN a Peralia St. to Magnolia St. .......... 60 | 40 4 jals to Grand Ave. leading around the Macnolia St to Market St. ........... 60 32 3 4 Lake. Opening from 26th St. to 27th 927th St. 8 St. between Broadway and Telegraph. Market Si. to San Pablo Av. ......... $0 | 32 4 ¢ San Pablo Av. to Grove Si. ......... 100 [60 | 7 | 8 Grove St. to Telegraph Av. .......... 60. | 36 | 4 | Telegraph Av. to end of 27th St. ..... 47 {20 [2h 3 26th St. | 8 "Pelegraph ‘Av to Valdez St. ......... 50. | 322 4 4 Valdez St. to Harrison Boul. ......... 66 | 48 5 5 Bay PIACe. . ... i.e cabot in in ooh 06 285 7 4 4 | 8 20.—32ND ST.—.HAWTHORNE AV. ; SR Twa CTOSSIoWN saanenly ih Vhs G0 39 4 4 arterial streets between Broadway an 32nd St—Peralta to Telegraph A 60 29 4 4 6 Peralta St. needing cross-circulation. Hawlhorne AV .. ....0 cc ciao in. Vo iondy Tuto Ml-CGroas or or ok west and into Piedmont Ave. on the east. Opening between San Pablo and Market between Telegraph and Haw- thorne. Also Hawthorne extended | southwesterly to Telegraph at 30th St. 21 —34TH ST. —MOSS AV.— | This crosstown route is strategically PERRY ST. —HOP- loaated and hand extensively at Jor ~ present time. n the western end is KINS ST.—TRENOR. | the proposed harbor development and 34th St. | | proposed Key Route Auto Ferry, and 37th St 60 | 36 [ 4 4 | 8 on the eastern end, Foothill Boulevard ? 60 [ 22 4 4 8 leading to outlying sections as men- Moss Av. > tioned before. Traffic on Foothill des- Telegraph Av. to Broadway .......... 60 | 26 4 de tined for West Oakland or Berkeley Broadway to Piedmont Av. .......... 60 | 32% 4 4 | or vice Yous, must De carried by i : route or those provide urther north. Piedmont Av. to Oakland Av. ....... 80 f s6 4 | 37th St. is used instead of 38th St. as | 8 it makes a better intersection with APPENDIX B—(Continued) Existing - Existing Traffic SG Width Capacities 2 £ In Feet In Lines of o% Vehicles a 5 Name of Street > > - $ 3 low w $ 2 1 2380 8 - o o + + on oc E 0 €D I (ROUTE 21 CONT’D) | Fairmont Av. to Oakland Av.......... 70 1 42 4 Perry St. | 8 Oakland AV. to Grand Av. ........... 30 1 53 6 6 Excelsior Av. 8 Lake Shore Av. to Athol Av, ........ S50 13 4 6 Athol Av. io Hopking St. ........... 80 | 44 5 6 Hopking to Park Boul. ............... 20 | 322 4 6 6 Park Boul. to Bruce St. ............ 60 36 4 4 Bruce St. to Woodruff Av. ........... 65 | 37 4 4 Woodruff Av. to Hopkins St. ........ 66 | 37 4 4 Hopkins St. | 6 Pxcelsior Av. to Park Boul. .......... 60 | 32 4 4 Park Boul. to 13th Av. ............... 66 L-g6 | 4 4 4} 13th Av. to 14th Av. ............ i... 66 a5 hood ld 14th Av. to Hxcelsior ................ 56 | 43 4 4 Bxcelsior to Peralta Av. ............. 66 | 43 4 4 8 Peralta Av. to 35th Av. .............. 60 | 40 4 4 35th Av. to Calaveras Av. ........... 70} 42 54.5. Calaveras Av. | | 2 Hopkins St. to Davenport Av......... 40-60 | 30 2.0 3 Hopkins St. | | | 3 Buell St. to 55th Av, .......c........ 80 «| 40 | 4 | 4 | Trenor St. | | I 8 Seminary Av. to 73rd AV. ...........; 86} 20 | 4 | 4 | 22.—LINDA AV—RIDGEWAY AV AND | | EXTENSION. | Ridgeway AV. ..........:..c.vvinvaineat | 8 Broadway te: Gilbert St. ............. 60 26 | 4 4 Gilbert St. to Piedmont Av. .......... 80 44 | 4 6 linda Av. ............... 000. ee, | 6 Piedmont Av. io Bose Av. ........... 60 40 {4 4 Rose Av. to Grand Av. ............... 60 36 4 4 Northvale Boad ..........c....00i0 coves 40 18 2 3 6 23.—PARK AV.—42ND ST. Bark AV. iva ae 80 | 595 6 6 6 2nd BE... a eee 60 36 4 4 6 24 —FULTON ST.— CLIFTON ST.— MATHER ST..—BROOKDALE AV. Fulton SE... inva inn iia ibie uns 60 | 36 4 4 6 Raymond St. ........... iis 60 | 36 § 4 4 6 Racine St. ..........¢....: ci. iii 60: | 88. 4 [od 6 CHM SE... vi a ei 60 of 56 | 4 | 4 8 Mather St. ................. iii en = | — | — | — 8 Broadway to Montgomery St. ......... 60 | 36 1 4. | 4 Montgomery St. to Piedmont Av..:..... 20 | 4. | 5 | 6 Pleasant Valley Av, .................... 60 | 36 | 4 4 8 San Carlos AV. cite deen [736.1 2 | | 8 Underhills Road -.......... ........0., 40 | | ¢ Bf 8 Hampel St. coin vatican i | | 3 Greenwood Av. to Park Boul. ........ 60 | 32 | 4. | 4 Brookdale Ay. ........................} | | | | 8 Fruitvale Av. to Peralta Av........... 80 J 32 | ¢ | Af Peralta Av. to Peralia Creek......... 52 { 28 | 3 | 3 | Peralia Creek io 35th Av. ........... 60 | 32 | 4 | 4 aolh Av. to Thigh St. ............ ..... 50 (30 | 3 |-3 | High St. to Kingsland Av. ........ ... 60. | 3° | 4 [4 | Kingsland Av. to Foothill Boul......... 50. | 20 ¢ 3: [ 3.| Capacitles| Remarks San Pablo and connects well with 34th St. extended. Perry St. is used in- stead of Santa Clara because of the better alignment and easier grades of the former. It also by-passes the Grand-Lake business district. 34th St. is extended westerly to harbor de- velopment and easterly to 34th St. Jog between 37th and Moss is eliminated. Moss is connected to Perry by two spenings. Trenor is extended through Mills College to Hopkins. This crosstown connection between Excelsior and Broadway is the first one north of the Excelsior-Perry route No. 21, and will ultimately be needed 0 by-pass the Grand-Lake section. Linda to be extended across Grand. Lakeshore and Mandana, to the inter- sections of Excelsior and Park Boule- vard. Connection made on western end to 42nd St. and to Lawton Ave. Jogs eliminated at Broadway and Piedmont Ave. Heavy grades make this route of no immediate necessity, except for the present Ridgeway and Linda which provide circulation in the section traversed. This crosstown route is connection between Superhighway and the cross- town route No. 24. Park is extended dro San Pablo to 42nd St. at Ade- ine. Main crosstown route north of Perry- Excelsior route No. 21, connecting Berkeley with East Oakland and be- yond. This route will relieve E. 14th St., Foothill Boulevard, Excelsior-Per- ry-College, and act as a by-pass for Shattuck in Berkeley. Fulton Street is extended to Raymond, and Clifton St .opened across Broadway to Mather and Pleasant Valley. Opening from Pleasant Valley to Underhills Road is via Key Route right-of-way, San Carlos, Spring, Carlston. Viaduct is vlaced over Trestle Glen from Under- hills to Hampel whence opening is made across Ardley, Excelsior and Hopkins to Brookdale at Fruitvale. Avenal is extended by several open- ings to E. 14th St. at 83rd Ave. The following jogs are eliminated: 1. Between Racine and Raymond at Alcatraz. 2. On Brookdale at 35th Ave. and 55th Ave. Connection to College and Broadway Terrace via Clifton. Turn in to Law- ton. Connection to 42nd St. at Broad- way via Mather. APPENDIX B— (Continued) Existing | © © © Existing Traffic PRE Width Capacities| © g£ © In Feet in Lines of os < Vehicles -5 S Name of Street > > Remarks © a 3 Elie 3 Q Pel « Q LH] o o o > < on @ ow 0 »n (ROUTE 24 CONT'D) z Avenal Av. .................... coh | | Seminary Av. to 63rd Av. ............ 60 36 4 4 63rd Av. to @hureh St. ............... 60 40 4 4 Pavey SH. sn i a er a pee a ee 60 32 4 4 6 Alder St. iin. ian caine vie Seaieialivies satezeis 60 32 4 4 6 25.—CAMDEN ST..—BECK ST.—BLANCH This route extends from 55th Ave. ST—BANCROFT AV. | to San Lento ore beyond. It is a Camden St... cai vivian, slay | 6 peliel for ho ., 4th and Foothill, . : feeding traffic to the Hopkins cross- 55th Av. io Seminary Av. ............ 50 30 3 3 town route. It traverses a large ex- Seminary Av. to 64th Av. ............ 66 34 4 4 panse of territory needing means of Beck BE. iii tise isa §. [cireulation, 73rd Av. 10 Ritchie St. ............ 80 56 6 6 Blanch: St. ii ine dein enh see 60 56 6 6 | 8 Almond St... ee 60 56 6 6 | 3 Bancroft Av. +. i edd emt sa | | 3 99th Av. te 106th Av... .............. 70 50 4 4 105th Av. to Durant Av. ............. 80 56 6 6 Durant Av. to Dutton Av. ............ 80 60 6 6 26. —55' FH ST.—56TH ST. 55th-56th Streets crosstown will ex- BEEN. SE hi a ea es 6 ini fram Superhighway to Saromont ve. pening from Doyle v-%0 Doyle St. to San Pablo Av. ........... 60 36 4 4 Superhighway. Jog eliminated at San BOER. SE. oh a ah a 6 Pablo. 55th St. extended from Doyle San Pablo Av. to Market Si. ........ 50 30 3 3 5 Sy Bon at. extended a 3 rom icente to laremont. Market St. to Vicente St. ............. 60 32 4 4 See route No. 20. 27—STANFORD AV.— - Stanford Av V—59TH ST 10 Stanford-59th St. extends from route oo Selaleians miele mien wieiaisie re 0 ew siain 23 on the west to the intersection of Green: St. oto) Bh SE cava ad 120 | 96 | 10 10 Claremont and Chabot Road on the MER § [cast Will carry a portion of the pres- ent an uture tunnel traffic. 0gSs Stanford Av. te Dover St. ............ 60 | 36 | 4 4 eliminated at Dover St. and between Dover St. to Shattuek Av. ............ 70. | 42 | B 5 59th and Yolo at Howell St. Openings Shaituek Av. to Howell St. ........... 60 | 361 ¢ 4 fon Racine Lia Polenraph and from r n S te No. 29. 28.—OCEAN AV —ALCATRAZ AV. | | | | Tye Ocea AN ais Wa ei cean-Alcatraz route extends from en 60 36 | 4 4 6 Superhighway to Claremont. Ocean is Te ad ae ah A Sarai he Seeeeaeai, | 6 extended westerly to Superhighway. San Pablo Av. to Oakland city line... 66 | 36 | ¢ 4 78 Siminus on San Pablo between cean an catraz. Alcatraz Av. eee 66 42 | 5 4 | a Too Me Bo Oakland city line to Claremont Av.... 66: 1 48 J 4. | 4 | | | | 29.—SNYDER AV.—RUSSELL ST. | | Snyder-Russell route extends from Snyder: Av... ea 60 | 86 [4 [4a] § Superhighway to Claremont. Extended Russell Bb oh iss iss I= 6 Fosierly I» Supernigheay., 202 Sn San Pablo Av. to College Av. ........ 60 | 36 | 4 | 4 Pie aon Syder on) Russell af College Av. to. Kelsey St. ............ 83 | 26 (4 of £1] ] Noe, Routes 26, 27, 28, 29 exist ; | i g o provide crosstown circulation t Kelsey Si. to Claremont Av. .......... 6G. | 36 | 4 [4 necessary intervals between Doe ; | | highway and important north-south arterials west of Claremont. The por- tion of these routes between San Pablo | | | and Superhighway are needed for | | Drasont and Yubire circulation of in- ustrial traffic. 30.—HIGHLAND AV.—WISCONSIN ST. | 1 | This crosstown route is immediately AND OTHERS. | | pain » ro eo, pt ng oxienas from Eton Av. ......:. fo io hi duis mens Bags 8 | 96 Jia] 4 | 5 [EoiRiey to Mountain Boulsvarq and pkins at Calve : 0 { RoCRWoll BE. ia. ot it dee ones 5 | 26 | 3 | 3 | 6 |Collego at Webster to Eton, Eton ex- PHOSDoch DING oy oisior rises: iin: 60 | 32 | 4 | 4 | 6 |lended to Rockwell Jog eliminated in Highland Av i 6 Rockwell, Boge extended over he ae eerie roadway, by viaduct to Prospect Pala Av. to Magnolia Av. ............ yo | 64 | 6 6 | Drive: Opening from oa Tinian AV... ae ine ci py | | 6 Jlerelion hh and Drandvway > a errace, an rom ere across oun- Crocker Av. to Ring A a aa 60 36 | 4 4 | tain View Cemetery, (the location here Ring Av. to Carrington Av. .......... 20 | 56 | 6 6 | is approximate) to and across Mor- er OF fe APPENDIX B— (Continued) Existing - Q ® Existing Traffic Sa= Width Capacities| o £0 In Feet in_Linss of 555 ehicle “35a 8 o = S Name of Street > > Remarks « « Y 32 3 - + Pl: 1211 } 5 3 sl: 5 on | 0 ox on on (ROUTE 30 CONT'D) | | | | Hampton Road oe a $0 | 56 | 6 | 6 | © aga Road near Pala Ave. and into St James DEVE... ioouveusunninriinn, 50. | — | — | 3 ¢ ([thenond ai Blo Hishtang extended BIEN BOA oo ens ne sn 50 0 poToN Jeowan comminlly sonar io | 3 | 3 8 6 i | car line right-of-way, and via right- Fishers Lane et Sh rea aia — | = | — — 6 of-way to and across Wildwood to VISCOnAin Ste vuviinuvuiii srs nvnast soa se gg 3 | € [Toone ok Untans eneniig diem Union Tompking AV. .........0 | | | | 8 A i ve. Siroct end to Wigh 81... 2... 50. 1°30 | 3] 3] Ba High St to Corson St ....c..iveuess 90 | 40 5 [a | From St. James Drive easterly the Carson St. to Wilkie St. .............. 60 fom aif o4 [outs slurs vin TIE Tl, Bishers ol oon BL 1 | | | | 6 fone, Vy ineonsn, Tomplns to Cal- Sr Sse eee ¢ ountain Boulevard. Ex- Davenport Av. to Mountain Boul ...... 50-40 | — | — | 3 | Lonaion in Joris ot Calaveras via ade. In the stretch westerl | | | from St. James Drive the eer | named are connected by openings and | jogs are eliminated. 31. — GLENDORA AV.— EVERETT AV. | | | | : ; DAMUTH ST. | | ls Toe A B Shissiown connec- Indian Road. 50 | 30 | 3 3 6 upper Mandan ny as. oa eee sh see ea a a I a Boulevard via Sunny- @lendora AV: ......... 0... 50 | — | — | 3 | ¢ jis Rood tor wraifle circulation he- A. Het ve iene re MELT Dams y rea e barrier of Trestle Bamuth St... ie nae 50. | 30 4 3 | 3 | 6 Glen. Sunnyhills Road is connected to Glendora and Everett by a viaduct | | Soros The Gin Evereh is extended } 1 y a short viaduct, the | pening Poms pondunged across Fruit- vale to amuth St. Damuth is ex- | tended to Hopkins at Peralta Ave. 32 —MOUNTAIN BOULEVARD. Coldwell Bond ...oo or is 50 Monin Podlovaa 1s pooper aed Oe 5 : i | = | -o 2 g 3 Soar Similar in treatment to eee aE af : | e Boulevar is t - Broadway Terrace ..............cv.vs. | ¢ [Lond from Tunnel Read fo Golf Links Leo Way io Mouniain Boul. .......... 50 — 3 [Fond And Fool Dovivana, conan Mountain Boulevard : | | | 8 ie ay Got Times no Ct ie ana ve r Road, inks : Broadway Terrace to Moraga Road... 60 = | - { 4 | Omy'a few openings ana éonmections Moras Bead ......................... | Pe ls TRCIG 10 Hoke the Jou coniinn Mountain Boul. to Park Boul.......... 66 | — a 4 To ne Cr Joaquin Miller Road.................... [oii Veiwess the overall width varying Park Boul. to Mountain Boul.......... 50 a 4 Jrom Uh Io Sh) feo Whote ln crack Mountain Boulevard ................: | : Ved Is tallawed the Lo Jonaways are es ilies ery $ creek, Joaquin Miller Road to Redwood Road C0. Ey 4 | Topographyv forces the merging of two Bedwood Road ...............:...cc... 6 Yopdyays Ino ong TOSOwaY OF dodanie Mountain Boul. to 39th Av. -........... | | Wi enn Dhaes 39th Av. to Sheridan Av 5 : ; a Peeieba ae 60 | — | — 4 Sheridan AV. ...:......civeiiviii. Redwood Road to Oakleaf St. ........ 60 | ty - 4 g Mountain: Boulevard ................... ) Oakleaf St. to Calaveras Av........... 60 | — — 4 4 Calaveras AV... ...u 0 nase 6 Mountain Boul. to Seminary Av....... 60 | — | — 4 Seminary Av... .......... 0... .. ice. | 6 Calaveras Av. to Altamont Av. ....... 60 | — | — 4 | Mountain Boulevard :................... | GC | Altamont Av. to Shone Av, ........... 60 | — | — 4 | Shone Av. to Bdwall St. .............. “| — | — 4 Bdwall St. to Sequoyah Road......... 80 | — | 4 Sequoyah Road to Golf Links Road... 4 | — | — 4 Stanley. Ay. =. 0 ioc is od va 40. | 24 | 3 | 3 6 | 33. —MILLSMONT AV.—HILLMONT AV.— | | | GOLF LINKS ROAD. This route tops the hills between Milsons 5 | Foothill and Mountain Boulevard, ex- Av... : TALL 3 Ve tae npe air ane re eon 50 | | 3 6 (tending from Seminary to Jones Ave, on Ye ieee | G and is a connection affording necess CAV. to Tully PL .. oll, 50 | {1 7 | eo fran 5s Tully PL to Dariote se se - | versed. pening from illmont to . . eee en een eae | Golf L k R . Golf Links Road ............ ...... ma [2h 2 a 32nd Ay. io Mountain Boul, ........... 60 — i | 4 | : | Name of Street APPENDIX B—(Continued) Existing Traffic Capacities in Lines of, Vehicles Existing Width In Feet Roadway Street Roadway Street Proposed Ultimate Capacities] Street Remarks 34.—SKYLINE BOULEVARD AND EX- TENSION. Grizzly Peak Boulevard ........ Skyline Boulevard County Road 2509 35.— PERALTA ST. San Pablo Av to 7th St. 7th St. to 3rd St. 36.—HOLLIS ST.—GREEN ST.—7TH ST. 7th St. Green St. 67th St. te 66th St. .. 66th St. to Stanford Av. Hollis St. Stanford Av. to Park Av. . Park Av. to Yerba Buena Av. Yerba Buena Av. to Peralta St. 37.—ADELINE ST. Shattuck Av. to 62nd Av. 62nd Si to San Pablo Av. ..... San Pablo Av. to 1st St. 38.—MARKET ST.—SACRAMENTO ST. Sacramento St. Market St. Adeline St. to 15th St. ..... 45th St. to San Pablo Av. San Pablo Av. to the Estuary ONS 60 | 50 | 80 52 | 44 DS 60 36 60 60 44 36 > oO > Ol 60 60 60 36 | 2 22 | FON 150 | 20 | w | 144 | 56 | 6 52 ce eee ee 90 10 10 74 80 80 38 44 52 OD OU DD | | | ne | | | | | DID oc oo 3 © 00 00 © Skyline Boulevard is extended north- westerly over the present Tunnel to Grizzly Peak Road in Berkeley. It is extended easterly from Redwood Road to Foothill Boulevard and around Lake Chabot. The present alignment of Sky- line is used with another roadway added and a planting strip between. On hillsides one roadway is above the |other, affording views from both. On the summit, the roadways encircle the knolls, affording views in both direc- tions. The extensions are treated similarly, remaining on the summit, wherever possible, close to the city limits. More definite data on route and width of Skyline and Mountain is to be obtained. Total width to be 100 to 300 feet depending on topog- raphy. This crosstown route parallels the Superhighway and connects with it at 3rd St. Should the future Bay Bridge approach come into Peralta, it will cross over the Superhighway with ramps to the Superhighway. The northern terminus of Peralta is San Pablo, connections being made with Hollis-Green-Seventh route No. 36, with Adeline and with other crosstown streets. An important function of Peralta is to serve industries to be lo- cated upon it. Hollis-Green-Seventh runs between he Superhighway and San Pablo, and parallel to them from Peralta St. in Oakland northerly through Emeryville, Berkeley, Albany and El Cerrito to the Superhighway near Richmond. Will relieve San Pablo of trucking and pro- vide necessary circulation for the in- | dustrial district . through which it passes. Tth St. in Berkeley opened to Green St. in Emeryville. Hollis St. extended to Adeline, and also extend- led across 34th St. to Superhighway [near 32nd St. in Oakland. | | Adeline extends from Embarcadero to Shattuck, acting as crosstown |street south of San Pablo and as ar- terial north of San Pablo. Southern |half to be used as by-pass for truck- ing which might pass through the business district. Extension made [southerly to Embarcadero across the Western Pacific tracks. | Market-Sacramento route extends [from Superhighway to Berkeley and |beyond, Market being connected to Sacramento by an opening. Market | St. south of San Pablo forms the west- {ern street of the by-pass loop for the business district, the other streets being 27th and 26th St .on the north, Harrison-Oak-Fallon on the east, and |the Superhighway on the south. North of San Pablo, the Market-Sacramento route forms an important relief or by- pass route for San Pablo, ultimately extending to Richmond and beyond. and parelleling San Pablo throughout its length. 1 APPEND IX B—(Continued) Existin Existin Width’ vn I 23 o Na 0 Feet Sagacities EE me of S ines SE? treet nes SE 2 : EL g g > 39.—SAN P. £ 3 2 ° - Remarks ABLO AV bi 2 12 $ oc & 5 100 | : © 64 | 5 | TT 3 40 | Sin pone is the A : or mai hid ST. | Yong ome In throaeh high- ? 0 e 20th ¢ | fin bridge, gonneeting ? £0 Richmond and . to San Pablo vie R will relie -pass routes arqui ORY a traffic ve it of on eithe nez 41.—GROVE ST tne Dlg 6 we trucling ‘and other u > est St. i Pluss St to. San P 6 6 St. and a arterial paralleli n Pablo Av. t ablo Av. which now ines to carry Hoiing Grove . 0 the Estuary vee vente 80 56 es Grove. uch traffic ae 80 4 6 6 Gr. : 4 5 6 car ove is a h arteri eavy ; sla pit 5 Lh T a : | diverted nc Jogo Shattuck rom Grove Grove BY largely b 43. — Claremont. at 47th y 2h on 2 tr 3 Mu elegr g SHATTU affic will ch of the graph a UCK AV. End to" Tih To bu west present Grove 43 —TE 5 reet for busi e western rove from TELEGRAPH AV ol ETL t. to 22nd St EN ve en Shatiuck r a 10 and G is arteri em hi 68 8 8 T rave to ang or from Telegraph 4. — oes 0 oy 8 elegr . ough Be ap. (EOLARENONT AY | : 21 4 vehicular {ramic and ee erkaley 'laremont Av —TUNNE { rom the b fic and st rying hea Tunnel Toad NR, L. ROAD Berney Dusen Lost car oy Alcatra 10 Alcatraz Avi. eeds into it esidence secti north to Z AV. PRE AN from 22 ection. T Tuma Root Go deloerah Av 0 | | . nd, 27th and Toe Inremont Av. io A arp a is arteri ee, AQ oii a as gra erial Alvarado Tu eo A Tearone Boek. 56 56 8 6 6 g7oph and il oui lois oft Tol Oakland igh to Oakland Ban srlditias 50 | 6 8 2g an [aremont below ras the Ae ine to T ity line 0 cx ege. Abo ant relief r ege is used 45. unnel. . = = needed ve College i oute for I — Bl lar a circiation brovides for remont A Sa — 6 resent t is a y un a ;. to Oakland city li 4 ’ nel. . (anor ROAD v. line...| 40060 aremo | dr is Elsi nt Av. to Elsi | — 4 4 This Toute ie St sie St Ave extend to N aa . to Skyli s fro " ev Breadwar 2 Costa yrs and ro on) —WEBST Y ieee | 3 . o Cont - E Cees I 32 6 Ch ra Webste R ST—LAWT 40 a | 4 4 i] Road is r St ON A | — emont a connecti 21st i ww ie tate V. 1 3 way , College ection bet Si to Bloadway and to a > and up ween Broad tomaNny al approach possible low per Broad- Sr to rid Ea | | = (routs Ne: leva tunnel 0 rde AV... ¢ 36th nouns Av. to 36tl Av... 06 | 4d lat” chester Lawt Law v. to 43rd 1 hr ie 66 5 6 | . to Colleg on extend wton AV Ne. ee 2 88 1 5 [Brosdwoy ox ive ee 3 om 29nd en | 120 4 rom Webst a ema 5s | 36 | } [3 5th. er at 43rd pi Dpentg Dwight % . 0 | a 4 a 5 W 0 Alcatraz ny to Alcatraz Av | 4 4 6 , 10 Broadway. ......... 5 | | | we ivie etietail es | 36 8 . Cc : dads College extends niversi Irom B 4 as an varsity of On naa 0 49 —BROADWA ] gna rn ka eli serving Broodwa Y AND EXT | own Touts on aoe San: Water S nae ns TNSION | I tan eh Dorang oa 14th St t oh a os | ball Ly) sriery to om and 15th . to 15th St Ses sia eho ? route Serves. car line ns in Foot- St to C a ci s a large re street. This College A ollege Av. Hh BARE hi aay 110 | 70 | 8 PL tow n sidence district Patton Y. to Patton St... 90: | 28% [5 [the axis of th Broadwa : St on S FR | 60 its eb y for te i | 7 northe usines . s rms inden oy 100: | L8 Uh rly end is Ss district nnd no 70 8 | C e icles and a main n SRO 100 | 60 | 8 Golleve: Petts pan cars Lanier] 70 | 49 g | 8 NO an BE north, or = 5 sidence secti lead into t aes [ 5 and futur on, a he h 6 uture T nd to th ills extended unnel Roa e present ed fro d. Bro m Patton adway is St. to unnel APPENDIX B—(Continued) Existing 5 00 Existing Traffic OTE Width Capacities| © g o In Feet in Lines of os 2 : Vehicles a> 3 Name of Street > > Remarks > «© § ELE bz 3 £ 3 rz £ br) «© « 5 » ROUTE 49 CONT’D) | | [Rona Gi New Vronduny and ne Toe | lands. is connec New Broadway ra a a ie 50 — P31 0 LE Matt be vd oo cht The Uplands lia iniie siN ie Seniat ie detain iui wile a) nile (0 {0 ie nt nr akin 40 24 3 3 | 6 Road and an opening above Lake Broadway Bxtension .........c.... 0.0. 60 40 4 4 | 6 Temescal. Chabot. Read... . oto. laiaivn aon, PQ 6 | Broadway Extension to Short Line | | BE otmcky 60tod0| — | — | 4 | 4 | | | 50.—BROADWAY TERRACE—EDITH ST. | This connecting route extends from Broadway Terrace ...... . «i sia seaesass | 6 Broaduay i Monni ot Eoulepard, ond Broadway to Carlton St. ............. 60 EE a, a a 0 cuts Carlton St. to Mountain Boul. via Park bo I Hh BE 0 vhuinen hes BUEeel eae 50 to 80 | — — | 6 | Wah St. iE aaa | | 6G Broadway Terrace to Modoc Av. ..... 40 20 3 3 Modoc Av to Moraza Road........... 60 | — | — | ¢ | Ly 51.—PIEDMONT AV. 0) pila 46 Piedmont is an arterial used as vehicular and car line street from Broadway to Pleasant Valley. Mainly important as a business street. 52.—RICHMOND BOULEVARD—MORAGA | | | Richmond Boulevard-Moraga. Road route is a parkway, connecting eb- ee aa foo 6 Stor SU at Bird With Mountain Boule- Povd Bt 10 20h 8b oy Foss] ey 4 a 561k Si. to 23th St. .................. 2 | 24 | 3 | : | will Doveriheleny act as o relief for : en —_— 6 Broadway during the rush hours an Richmond Boulevard .............iv:.a | | | lem AY. anh ise ts ease | trict to Piedmont. Opening from 23rd 4186 AV. 10 Linda AV. ... i 0c irene: 60. | 36 ¢ & | 4 and Webster to Valdez ,and from Val- Glen Court 0 | 24 | 5 3 6 ih Jinan Ave, The outs is ns ad I Td RN Glew AY ee 10 I 2¢ {3 | 3 6 Valley via Richmond Boulevard, Glen Moraga Road .......-c. i. 0. isso, | | 6 ave and Seforsl Senings Manage ; oad connects wi ountain Boule- Pleasant Valley Parkway to Piedmont 66 34 | 4 | 4 | vard. Two roadways to be used with City line ...c.. cocina aa | a park strip in between them. Piedmont city line to Mountain Boul... 66 | m= tomer bot | 53—THORN ROAD— WOODLAND WAY— | Te Fite Li ends from Mountain OAKLAND DRIVE | ouevard Io shyime, hori Hoad ./. coi on ea 40501 — | — 3 6 Woodland WAY 5. coi cea eitohs 4 Pinehaven Road to Oakland Drive.... Boe i 3 Qalkland Drive: ..... 0... Loa Lo 50 = = 3 4 54—SNAKE ROAD—COLTON BOUL. | | This route extends from Mountain Colton, Boulevard... un. 0 avs uh iss | | 4 |Boulevard to Skyline. Mountain Boul. to Snake Road ....... 50 oo = i= 3 Snake Boad ........................... | 4 Colton Boul. to Skyline Boul. ......... By | — mo 3 5.—HARRISON BOULEVARD—OAK- | Tris Joe %. grterial extending sou erly rom ‘ Lm 4 LAND AV. | route and extending northerly from Harrison Boulevard .................... | | 8 |25nd St to Highland Ave ir Pied- Grand Av. to 26th St. ................ 110 | 60 | 7 8 mont, Harrison = par of he gy Oakland AV... a i he | | 8 I utor loop, route No. 3. Oakland is : | portant car line street as far as 6th St: Lo. Olive: AV: iii sins -voninies 80 | 56 | 6 6 Linda Ave. Short viaduct should be Olive Av. to San Carlos Av........... 30 | 40: | A 6 provided at Santa Clara over route No. San Carlos Av. to. Highland Av. ...... 60: | 40 | 4 4 21. 56—GRAND AV. | Srna Ave. route is arterial con- 5 | 2 th route 18, and extending El Embarcadero to Wildwood Av. 110 | 20 j 8 | 10 8 Es Clara to Pleasant. Valley, Wildwood Av. to Fairview Av. ....... 95 | 77 | 8 | 8 it also acts as a connection between Fairview Av. to Greenbank Av........ 2:1] 5%. 6. 6 g [osvioum rouis No. 21 andrerosstown Greenbank Av. to Pleasant Valley | | Se BPRpRWAY hia sedan nie 66 | 43 | 5 5 6 101 — - en re emt ae i Existing TOO Existing Traffic Sh Width Capacities| o g © In Feet in Lines of os a Vehicles £58 Name of Street > > Remarks od 3 3 + - $ * tEi1] ¢ LS « 215 » 57.— LAKESHORE BOULEVARD—WILD- | | | | Lakeshore-Wildwood route is cross- town from 12th St. Dam to El Em- Lo onh iis d | | 10 Darengers and arterial from El Em- ee Te ee eee a eee ae arcadero to t N % 30. Doth Bt. to Ist AY. cian aiiiins 115 fo vw I>» 1st Av. to El Embarcadero ........... 180 | 44 | 5 14 Lakeshore AV. ..... ci veusiee. cn duinn, | 8 El Embarcadero to Winsor Av. ...... 100 60 | 6 8 WInSOr AV. o.oo es aia as 70 |30to40| 3 4 6 WHdwood AV. i... coi iis | 6 Windsor Av. to Portsmouth Road..... 60 43 | 5 5 Portsmouth Road to Prospect Road. ... 60 36 | 4 4 Prospect Road to Highland Av. ...... 60 26 | 3 4 Highland Av. to Crocker Av........... 60 36 4 4 Highland AV. ....co... ive iviaiie nn 6 Wildwood Av. fo Sierra Av. ........:. 60 36 4 4 58 —MANDANA BOULEVARD — HAMP- Mandana-Hampton Road, arterial TON ROAD. extends from Lakeshore to Moraga Mandana Boulevard ... ................ 8 Road via Mandana, Ashmont, La Salle, Lakeshore Av. to Paloma AV. ........ 100 50 4 8 Rarmpion Road, Brans Drive Paloma. Av. to Portal Av. ............ 70 42 4 4 = Portal Av. to Ashmont Av. ........... 60 32 4 4 Crocker AV. ....... ... divides 60 32 4 4 6 Ashmont AV. .... co oars 6 Mandana Boul. to La Salle Av........ 50 22 | 2 | 3 Ia Salle AV... ... 000s 6 Carrington Av. to Hampton Road..... 50 22 2 3 Hampton Road .......................; 4 Lasalle Av. io Bruns Drive........... 40-50 | — — 3 Bruns Drive 5... a 4050 — | — 3 4 | | 59—ATHOL AV. | | Athol extends from Lakeshore Boul- Athol AV. ....... ace ds | | 6 evard to Excelsior, affording necessary E. 15th St. to Wayne Av, ............. 60-1 36 | ¢ | ¢ elredlation inthe ares traversed BE. 19th St, ........... i. ciananns hanes | 6 Wayne Av. io Athol Av. .............. 68 | 44 1 5 5 Athol AV, ..............coivniiin niin | 6 E. 19th St. to Bxcelsior Ay. .......... 60. | 36 | 4 4 | 60.—SUNNYHILLS ROAD—UNDERHILLS | | Sunnyhills-Underhills route it 8 ROAD. | 6 |connection between Park Boulevard Sunnyhills Road ..... ..............5..: 50 I — | — 3 4 and Mandana routes. Wnderhills Road ....................... 40° Joe | 3 4 | | 61.—PARK BOULEVARD, i 4th Av o : Park Boulevard route is an arter- * srrerecsradetenasir seen | | ial extending from the Embarcadero BH inst. to B. 10th St. ............- 60 | 36 | 4 4 6 route to Mountain Boulevard, via B, 10th St. to E. 18th St.............. 00-4 32 | ¢« | 2 § (4h Av Park Boulevard, Evang, Park Boulevard ........................ | 8 Pol ania Tee E. 18th Si. to Excelsior Av. .......... 75 | 55: | 6 6 Ganson rr should such tea Excelsior Av. to ‘Bmerson St. ........ 60 | 40 | « 4 be Srpstranten, Pras: Donley is an | ortant vent ar an car line art- E. 28th St. to Glendora Av. .......... 100 | 60 [6 | 3 ny a ny BVAng AV... one 50 | — | — 3 8 Opening from Prak Boulevard across Dolores. Ave i... iv iii oa oh 50 — | — 3 8 Everett to Dolores via Evans. Opening | from Dolores to Mountain Boulevard via Diamond Canyon. 62.—9TH AV. Oth Av... .. .. | 6 . 9th Ave. route is a crosstown con- E. 8th St to B 28th St rn TN Te 60 22 | 4 4 perion een Embarcadero route 5 . . a SR vhs and Park Ave. EB. 28%h St... .......ccn ia ici shee: 60. | 32 | 4 4 6 | | 63.—13TH AV : 6 E. 11th Si. to Bella Vista Av, ......... 60 | 36 4 4 | 13th Ave. crosstown voute extends Bella Vista Av. to Park Boul.......... 50-0 2% { 51 9] fran -Superhighway to Park Boule | : — 102 — See route No. 66. APPENDIX B—(Continued) Existing | © © © Existing Traffic SRE Width Capacities| © £ © In Feet in Lines of 55 a a Vehicles aS 3 Name of Street > ~ Remarks © ao 3 2 p23 3 £ s P12! : a « « a a 64.—14TH AV. 14th Ave. crosstown route extends E (th St ioB 22nd St. ........ovaev 100 64 6 8 a bs ailey ool 2nd St toE 20th 8h: rh. 85 631 6. | 6 Bo Sa : E 20th St te E, SIb BE ou 10 [lw] 8 [Bereta B. 31st St. to Hopkins Si@. ........... 70 48 4 | 6 6 65.—19TH AV. 19th Ave. crosstow t tend 1900 Av to TU Av. Ln ia 0 ulna Br Ee ae See route No. 66 —23RD AV.—ARDLE ; ’ a | EW im Whar Rs lee lu irae ee eh rn es a aero ve. z 29th Av. 10 B, 12th St. ...... cc ia. 80 56 6 6 Yard, opemng from Total St By. 12th St. to Hopking St. .........»> 60 40 4 4 ar ouelvard. : NOTE: Crosstown routes: 63, 64, 65, Ar dley St. six oeivisie vit no ns aie Ce aie | | 6 66, provide needed Ly bo Hopkins St. to Excelsior Av. ......... 50 30 3 3 tween the waterfront and Park Boule- Excelsior Av. to FE. 38th St. .......... 60 32 4 4 ord ond on ney Ine ersec PY proviae circula- T. 33th St. to Wampel 81. ....0n.civius 60 — ! — | 4 | a aye ne 67.—29TH AV. 29th Ave. cr , t t t. 5 Betuary 0 S. P. Tracks .............. | | 6 from Estuary ig LV 2 lands SOE: Av. a ae eee 80 | 44 5 6 ot Opening from 1: oo to Austin SP Tracke to & 1th 86 .......... 66 36 4 4 and from Austin ite Fruitvale. Pros Fo luh Si io¥ ITS 60 | 82 [44 I a Austin St i a a ra vee ees 50 30 a 3 6 bridge. 63.—FRUITVALIS AV. | Fruitvale crosstown route extends Frodwale Av. © a ness | {fom Fotoaty to St. James Drive and Alods Av. lo EB. INAS oe. 0] wile] Tine plas B 10th St. io B. 14th St. ............ 80 50 4 6 8 BB. 14th St. to Foothill Boul. ......... 78 49 5 6 8 Foothill Boul. to Hopkins St. ........ 66 44 4 4 8 Hopkins Si. fo Lyman Rd. ........... 66 42 4 4 6 Lyman Road... coon. 0. oon on 6 Fruitvale Av. to Hanley Road ....... 50-66 | 3442 | 4 | 4 Hanley Road ........................... | 8 Lyman Road to Waterhouse Road. 50: | 30 1-3 3 Waterhouse Road. ........ ..... ...... 50: | (30 | 3 3 6 | 69.—LINCOLN AV.— JOAQUIN MILLER | | Lincoln-Joaquin Miller route con- ROAD. nects Hopkins to Mountain Boulevard | and Skyline Boulevard Lineoln AV. ou. ie en vo | 8 y ® Hopking St. to Delmer St. ............ 60 | 32 | 4 di | Delmer St. to Joaquin Miller Road... .. 60 | |e 4 Joaquin Miller Bead ................... | | 6 Mountain Boul. to Skyline Boul....... 60 I =] 4 | 70.— PERALTA AV. | | 6 Peralta Av. crosstown route ex- Foothill Boul. to Nicol St. ........... 40 [ 36 | 4 4 {ona arom Fool Boulevard to Nicol St. to end of Peralta Av........ 50 of 30+] 3 2 Le Boh 71.—35TH AV.—REDWOOD ROAD. | 35th-Redwood Road crosstown route OE AY. a eh | | 6 |extends from E. 10th St. to city limits I. 10th St. io B. 14th Sf agi oo 600 | 36 [| 4 | 4 connecting with Skyline Boulevard and E. 14h St. to Foothill Boul. ........ .. Ww 46 |. 5 | 8B he beginning of Redwood] Qonyen; Foothill Boul. to Allendale Av. ....... 60 [| 40 | 4 | ¢ — Allendale Av. io California St. ....... phic | 35 1 4 | 4 Caifornia St. io Arizona St. .........: pS [33 | ¢ | 4 Arizona St. to Harbor View Av. ...... 60 | 40 A 1 4 Harbor View Av. to Jordan Road..... 50 | 20 | 3 | 3 Redwood Road .......... 00.0... | | | Jordan Road to 29th Av... .......... 50 | 20 2 | 3 [| 6 299th Av. to Oakland city lime ......... == | 60 | 103 — APPENDIX B— (Continued) - SEE Existing | © © © Existing Traffic Sa= Width Capacities| © £ © In Feet in Lines of >F > oF Vehicles 18 5 S Name of Street | > > Remarks + 3 3 - + EP i2 Tl a | 213 » 79 95TH AV—39TH AV. | 38th Ave.-39th Ave. crosstown route BSth AV. ce. sceneries 6 Sian from E. 10th = to Mountain E doth St IE Tan St. ..ccieicennns 60 30a |. a IE. 14th St. to Foothill Boul............ 5b oT 4 4 eliminated at Hopkins St. and at Sut- Foothill Boul. to Brookdale Av........ 80 56 6 6 ter 8% Brookdale Av. to Liese Av. .......... 60 40 4 4 liese Av. to Porter St. .............. 40 30 2 1.2 Porter St. to Hopkins St. ............ 60 36 4 4 Hopkins St. io Kansas St. ........... 50 30 2 3 SOth AV 0c... oa saa ba 6 Bayo St. to Victor AV. ............... 50 30 3 3 Victor Av. to Redwood Road ......... 60 32 4 4 73 —HIGH ST | 6 High St. crosstown extends from Hs- Estuary to Foothill Boul. ............ 66 28 | 4 | 4 {uary heise to Tompkins or grossiown Foothill Boul. to Hopkins St. ........ 90 50 4 6 See route No. 85. Hopkins St. to Tompkins Av. ........ 30. [| 40 4 | 74—50TH AV. 50th Ave. crosstown route extends BEE a tA ARATE RATA SAE se ee se from Embarcadero route to High St. 56th av Ea 8h ot a 8 |via 50th, Birdsall, Storer. Opening f y ra iii sive iaaiete from Embarcadero to southern end of Vicksburg Av. to Fairfax Av. .......... 50 | 34 4 4 50th. Jog eliminated at E. 14th. Fairfax Av. to Gordon St.............. 47 | 3 3 3 See route No. 85. Gordon St. to Brookdale Av. .......... 50: | 34 4 4 Brookdale Av. to Birdsall Av. ......... 50 | 30 3 3 Birdsall AVE: .......:. coc deinen | | 6 50th Av, to Storer Av. ..............; 60 | 32 | 4 4 Storer AV. ... 0... i. eis, | | 6 Birdsall Av. to High St. ............. 50: |=30 | 3 3 | | 75.—54TH AV.—55TH AV. | 54th Ave.-55th Ave. crosstown route Bdth AV. ...................ooviinruans, | | 6 extends from E. 10th St. to Hopkins E 10th St. to BE 14th St. ............ 55: |. 30 | 3] 3 |. 6 [5 Opening from his of B. 1tth St BRAY oa 8: 1% | £2] ¢ PSA E gS | 85. | 76.—SEMINARY AV. | 6 Seminary crosstown tend S. P.Uracks to BH. 14th St. ........... 60. | 32 | 4 4 from the Embarcadero to THY E. 14th St. to Outlook Av. ........... on 36) 4 Potieverd, Opening fon Bphatoe rn end of Se Outlook Av. to Calaveras Av. ........ 80 [| — | — 4 Southern Pacific tracks. ey | | off at intersection of Seminary and Outlook and at Outlook at Millsmont. See route No. 85. 7T.—HAVENSCOURT BOULEVARD Havenscourt Boule d t E10thSt toE 14th St ............. Mi =i 8 rons tars fon At aye E. 14th St. to Foothill Boul. .......... 80 | 52 Yoniil] Yio Bulb Axe, [Seuenseontt | | 6 6 Jog eliminated between 66th and Havenscourt at E. 14th. 2a See route No. 85. Ro IBD AY. | 73rd Ave. crosstown route extends e hs entice vara 66 | — | — 4 6 from the Embarcadero and the Oak- Rajlroad Av, ........................... | land Airport to Mountain Boulevard. Tih Av. to 73rd Ay. ..........ennees = fa 6 |Opening from Stanton Ave. to Em- 3rd AV. .. Laas aaa { © = ne Ei Sneed Hou | 6 Connection between 73rd at Southern Stanton St. to Hawley St. ............ 80 — [— 4 Pacific tracks and Jones Ave. via Hawley St. to Ney Av, ................ 60: |: 38 Ii 4 4 i Toad near Airport site. Twa openings. Ney Av. to Outlook Av. .............. 60 | 32 | 4 | Sos soule No a Outlook Av. to Mountain Boul.......... 50.7 i | : 79—82ND AV. | | | | 82nd Ave. crosstown route extends BISt AV. a ade | from puis No. 78 to Hillmont route SP. i No. 33. pening from 81st Ave. at in a to Rudsdale St. (no curbs 6 Southern Pacific tracks south to route part) =... ae : | | | | No. 7S. Opening from 8lst Ave. to 60 | 32 | 4 | 4 82nd Ave. near E. St. Jog eliminated | | | ATE ii he : : See route No. 85. a 104 > Remarks «© © 3 gl 20 7 LY « « Q [3] 5 o o 5 - on 0 [4 on on (ROUTE 79 CONT'D) | BONA AY: ae ee ee Rudzdale St. to B. 14th St, ......»>... 60 | 32 4 4 Wy; 14th St. to Olive St... 0... 60 | 36 4 4 Olive St. to Foothill Boul. ............ 0 | — | = 3 Foothill Boul. to Utah St. ........... 50. | 30 [| 3 3 | Goll Links Road .... 0... nee | | [8 Foothill Boul. to Mountain Boul. ..... 60 | — [| — 4 80.—90TH AV.—THERMAL AV. | 90th Ave.-Thermal crosstown route SNA, a a | | 6 oxondy from Branson Sa = : gones : a ve. pening from o E. . Jogs Bussett Si. (0 G 8b. .......coicuicss 50 | 3 8 in Bs West to Toth St. oi aan eel 60: | 82 | 4 4 See route No. 85. I. 14th Si. to Foothill Boul........... 100 | 60 | 7 8 8 Thermal AV, onl ses ibis ada : | | 4 6 Foothill Boul. ie Derby St. ........... 30 | 40 | 4 6 Derby St. to Joneg Av. ............... 80 36 | 4 6 81.—JONES AV. | ) 8 waa Ave. extongs from Airport and JHE iy Cmbarcadero 1 M tai County Road No. 1995 .................. 66 | g Ynhrens tts o> Mo oly Jones AY. oad ie Sa | Skyline. Two openings south of rail- Hdex Av. io BB. 14th St. ..............| 66 | 42 | Bb 5 road and a connection to Skyline via |. 14th St to Thermal Av. ............ 60 36 4 4 Grass Valley Road. "Phermal Av. to Stanley Av........... | $0 | — | — 6 See route No. 85. Stanley Av. to Golf Links Road....... 0 | — | — 3 Golf Links Road ...................... | 6 Mountain Boul. to Oakland Municipal Goll" TUNKS cin. hae reat a, 40-60 ms me 3 82.—SEQUOIA ROAD 60 20 2 4 6 Sequoia Road is a connection be- tween Mountain Boulevard and Sky- line. 83 105TH AV.—106TH AV. ! mean Ave, Srostiown route ex- BE 8 62 7 7 ends from Russe t. to Foothill 05th: Av... 0 | 6 : | Boulevard. Opening from 105th ~ E. AOGEh: AV. ii oi a sis te ee 14th to 106th at Sunnyside St. Sunnyside St. to Bancroft Av. ....... 50 26 3 3 See route No. 85. Baneroft Av. to Foothill Boul.......... 70 42 5 5 —DURANT AV. 50 28 3 3 6 Durant Ave. crosstown extends fro 84.—DUR | | IE. 12th St. route No. 12 to Foothill [Soulevany, Opening from E. 14th St. | 2 0. 12. | See route No. 85. | | 85—DUTTON AV. (San Leandro) 80: 140 7 4 4 6 lien Le. extends from KE. 12th St. route No. 12 to Foothill Boulevard. | | | Opening from E. 14th to route No. 12. NOTE: Routes Nos. 70 to 81 in- | clusive and 83 to 85 inclusive are | crosstown routes, spaced at certain | intervals from Peralta Ave. eastward, | | affording necessary circulation between | arteries near the waterfront, and those | near the hills and residence sections. | Lake Chabot Road extends from $6. —LAKE CHABOT ROAD | 6 Foothill Boulevard to State Road in | | | Castro Yalow, Connects with Skyline levard extension. Bou | | Edes route extends from Jones Ave. 87. —EDES AND EXTENSION | | | 8 easterly paralleling KE. 12th St. through San Leandro and beyond. — 105 — NTO: ENVIRONMENTAL DESIGN LIBRARY 642-4818 RETUR 210 Wurster Hall LOAN PERIOD 1 ALL BOOKS MAY BE RECALLED AFTER 7 DAYS. y if they are not being used. Please return books earl AS STAMPED BELOW DUE ent | eg ss EE EE Ee Ee FORNIA, BERKELEY FORM NO. DD 13 UNIVERSITY OF CALI Berkeley, California 94720-6000 ioMm 7-07 : Cian > 7 Ta SL A i of Ean si Hip Se LE 4 i i : ge ag Fin ee CIHERAREA A ts i kL HI ’ 4 ii ini Ea,