Option B: Connected Corridors and Gateways

3.3 Option B: Connected Corridors and Gateways 

Overview

Oaklanders have expressed strong support for transit-oriented development that increases housing density along major streets served by transit. Building on this idea, Option B: Connected Corridors and Gateways proposes that a significant amount of Oakland’s residential and employment growth in addition to growth shared in all Options take place in focused areas along the City’s main transportation streets, or corridors, where redevelopment potential is highest. This Option builds on recent City and regional planning initiatives, such as the City’s corridor zones and transit areas and the Broadway/Valdez Specific Plan, that have shaped redevelopment and intensification of some of Oakland’s major transportation corridors over the past decade. While all three Options anticipate development along some of the City’s major thoroughfares (Broadway, College Avenue, Telegraph Avenue, San Pablo Avenue, and International Boulevard), Option B extends the concept to propose growth along additional thoroughfares east of Lake Merritt—Park Boulevard, 14th Avenue, 35th Avenue, Fruitvale Avenue, High Street, Foothill Boulevard/ Macarthur Boulevard, Bancroft Avenue, 73rd Avenue, and 98th Avenue—as well as Adeline Street in West Oakland.

Corridor development presents an opportunity for Oakland to continue to expand and meet growing employment and residential demand in a relatively concentrated manner. Surrounding neighborhoods would not see additional growth beyond the gradual intensification identified in the baseline of what is included in all Options. The corridors themselves would have an urban character similar to present-day Broadway, with tall buildings, a mix of residential and commercial uses, and ground floor amenities such as retail and public spaces. Major junctions where multiple corridors intersect would be reinforced as “gateway” destinations, oriented around new parks and plazas, that serve as meeting points and anchors for travelers making their way throughout the City. A key assumption of Option B is that higher density along these corridors would support more frequent transit service (10-minute headways) due to a higher population of potential riders who would live, work, shop, and socialize in the new homes, businesses, and public spaces that would be built. The Option B development strategy will integrate policies and programs to improve safety and accessibility for pedestrians and bicyclists along the corridors.

New homes and businesses along the corridors would be developed through reuse of aging commercial and industrial properties that front the actual corridors, though in some areas (such as at the intersection of two corridors), growth may occur in adjacent surrounding blocks as well.

Option B proposes two new R&D centers, ranging in size from about 30 to 130 acres, including a smaller center in upper West Oakland near the Emeryville border, and a much larger hub at the Port’s Airport Business Park (spanning the entirety of the shoreline area northwest of Hegenberger Road between I-880 and the Oakland Airport, excluding the Martin Luther King Jr. Regional Shoreline).

By concentrating new development and associated public realm improvements along the corridors, this Option is meant to strengthen Oakland’s overall Citywide transportation system into an intuitive network of memorable thoroughfares that are pleasant to spend time on and safe and convenient for all modes of travel. 

Figure 3-13: Option B Concept Diagram

Fig 3-13 Key

1. Increase density along corridors where higher transit frequencies (10-minute headways) are desired for overall network connectivity (especially north-south corridors)
2. Increase density along corridors with existing rapid transit (10- and 15- minute headways)
3. Support a parallel network of comfortable biking streets near corridors where the right of way is too narrow for both bike lanes and transit
4. Plan for larger parks at corridor gateways (i.e., transit centers) and key intersections, with smaller parks, greenways, and privately-operated public spaces (i.e., parklets in front of businesses) dispersed along the corridors
5. Redevelop Hegenberger Road north of I-880 as a mixed-use corridor with strong connections to a new R&D campus at the Port’s Airport Business Park, while preserving airport-serving commercial uses south of I-880

Note: This figure illustrates areas of significant change. However, all parts of the City will be affected by the General Plan.

Big Ideas

Land Use

Option B channels new residential and commercial growth into taller, high density mixed-use development in focused areas along Oakland’s major east-west and north-south thoroughfares. New development is primarily envisioned in parcels that front the actual corridor. However, in some areas, such as at the intersection of two corridors or in areas around Downtown, higher densities and intensities may extend to adjacent surrounding blocks, with the goal being to spread the benefits of reliable transit service and proximity to commercial amenities to more residents.

Change Areas

The corridor locations shown in Figure 3-13 were selected based on:

• Length of the corridor and existing transit service, both of which indicate potential for development and improvements to enhance citywide network connectivity;
• Locations of concentrations of potential opportunity sites that are likely to be redeveloped; and
• Physical capacity (i.e., adequate width of City street right of way) of the corridors to support greater density and multimodal transportation improvements their potential for redevelopment.

In this Option, jobs growth in addition to the baseline is concentrated along corridors and in two new research and development (R&D) districts in former industrial lands in West Oakland and at the Port’s Airport Business Park. Hegenberger Road would be a major employment corridor, with mixed-use development above I-880 (supporting baseline development at the Coliseum) and higher intensity commercial uses below I-880 as the road approaches the airport. 

Design

Different corridors would be designated for varying levels of development depending on factors such as the width of a corridor’s right of way and existing context of the surrounding neighborhood. For example, some north-south corridors, like Fruitvale and 35th avenues, have a relatively small right of way and have long stretches that are fronted primarily by single-family homes. These might be thought of as “minor corridors,” which would grow to include new mid-rise development, as opposed to “major corridors,” like International Boulevard, where wide streets and existing commercial density are better able to support taller buildings.

Ground floor active use would be encouraged but not required along most corridors, with policy efforts intended to ensure that vibrant clusters of services and amenities are distributed equitably throughout the City. Specific policies regarding commercial unit size could facilitate smaller, more affordable commercial rental options, which are conducive to fostering vibrant local businesses.

Livability along Oakland’s corridors depends on making these major roads pleasant places to spend time as a pedestrian. Streetscape design features would focus on adequately buffering pedestrians and residents from traffic noise and pollution through design features such as wide sidewalks, street trees and landscaping, places to sit and rest, and signalized intersections that make crossing the corridors safe and comfortable.

Transportation

The key transportation assumption and strategy in Option B is that higher density along corridors will support more frequent transit service (10-minute “headways,” or wait times for transit riders).

Pedestrian and bicyclist connectivity are also an important component of this Option. While some corridors are wide enough to accommodate transit, generous sidewalks, and bike lanes, other corridors are narrower and will not be able to provide both rapid transit, bike lanes, and on-street parking. In these instances, nearby, alternative bike routes where street characteristics support rider comfort will be identified for improvements.

More activity along the corridors will likely cause the need to reevaluate the use of limited curb space or street width to balance a variety of activities and needs including commercial parking, drop off and pick up areas, transit operation, active transportation infrastructure, and placemaking amenities like outdoor dining and parklets. In instances where street parking would be replaced by other features, or where strategies like “road diets” might reduce the number of lanes to allow space for other options, close consultation with local businesses will be important to balance competing demands on the public right-of-way. These important details, as well as policies and street classifications to ensure safe and balanced access along the corridors for all modes, including automobiles, would be developed later in the planning process.

Parks and Open Space

The key parks strategy in this Option is to create new “gateway” parks and public spaces where corridors intersect with one another and at transit centers. Pocket parks, plazas, and linear parks would also be dispersed along the corridors to provide new residents with recreation space. Depending on community priorities, these mini parks could be designed to support a wide variety of recreational uses (i.e., playgrounds, quiet shaded seating areas, community gardens, dog parks, and other features). Green roofs and privately operated public spaces at terrace levels would be encouraged in new tall buildings for their multiple benefits: reducing urban heat, providing recreational experiences, and expanding urban habitat for native plants, birds, and insects. The future Parks Master Plan will provide guidance on equitable development and greening.

Figure 3-14: Option B Concept Detail (Foothill Blvd and International Blvd)

Figure 3-15: Illustration of Potential Corridor Development (San Pablo Ave) 

Existing: San Pablo Ave at Market St, early summer 2025, looking north

Fig 3-15 key:

1. Active ground floor use includes stores and shops, personal services, child and elder care, artist/maker spaces, and restaurants
2. Implementation of dedicated bus lane improvements includes business displacement and construction mitigation plan, per lessons learned from International Boulevard BRT
3. Increased tree canopy and sidewalk plantings support cooler temperatures, stormwater management, and biodiversity
4. Increased density supports more frequent bus service along corridors by increasing the local ridership base
5. Residential densities are up to 165 units/acre, with varied building heights ranging from six to nine stories tall
6. Protected bike lanes with concrete bollards
7. Roadway medians allow pedestrians to safely pause and rest mid-intersection crossings

Figure 3-16: Illustration of Potential Redevelopment Along Hegenberger Road

Caption: “Existing: Hegenberger Road at Edgewater drive, early summer 2025, looking northeast.”

Fig 3-16 Key:

1. Active ground floor use includes stores and shops, personal services, child and elder care, artist/maker spaces, and restaurants
2. Commercial and office buildings up to 14 stories tall support nearby R&D development at the Port’s Airport Business Park
3. Improved pedestrian crossings and bicycle infrastructure increase safety and comfort for travel along the corridor without a car
4. Increased tree canopy and sidewalk plantings support cooler temperatures, stormwater management, and biodiversity
5. Public art and signage are incorporated into lighting, crosswalk design, and other features along the corridor to create more of a “destination”

Buildout

Option B buildout would result in 82,090 new housing units and 115,390 new jobs. These estimates include shared growth that is assumed to occur across all three Options. Figures 3-17 and 3-18 display heat maps showing where overall housing and jobs growth will take place in Option B.

Chart 3-4: Jobs Growth by Sector (Option B)

Chart 3-5: New Jobs and Housing by Zip Code (Option B)

Chart 3-6: New Jobs and Housing by PDA (Option B)

Figure 3-17: Option B Housing Growth(PDF, 10MB)

Figure 3-18: Option B Jobs Growth(PDF, 9MB)

Reflection Questions: Which features of Option B do you like or dislike? Overall, how much do you support Option B?

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