Connectivity | Integration | Adaptability

C O N N E C T I V I T Y, I N T E G R A T I O N A N D A D A P T A B I L I T Y Three Urban Design Strategies for the Urban TransformaƟon of Jack London Square neighborhoods in Oakland, CA

by Kushal Narendra Modi

A thesis submiƩed in the parƟal saƟsfacƟon of the requirements for the degree of MASTER OF URBAN DESI G N in the GRADUATE DIVISION of the UNI VERSI TY OF CAL I FORNI A , BERK EL EY

COMMI T TEE I N-CHARG E: P rofe s s or Pete r C. Bos s e lmann, Chair Professor Renee Y. Chow P ro fe s s o r J o e R . M c B r i d e Fall 2013

Table of Contents

i

Acknowledgements

ii

One: Introduction

1

Migration to Urban Centers

2

Urban Growth in Oakland

5

Potential of Jack London Square Neighborhood

8

Two: Site History and Analysis

11

Historical Context

12

Policies and Precedent Studies

15

Local Context

18

Opportunities

26

Three: Case Studies

27

Four: Urban Design Strategy and Proposal

36

Connectivity

39

Integration

43

Adaptability

48

Five: Conclusion

51

Bibliography

54

ii

Acknowledgements First and foremost, I am grateful to the wonderful urban design faculty who have been a cornerstone to my growth as a designer and a person. I thank my adviser and committee chair Prof. Bosselmann for his continual guidance; he has been an incomparable source of inspiration and will continue to be so for all my future endeavors. My other thesis committee members Prof. Chow and Prof. McBride, along with Stefan Pellegrini have been extremely patient with me and have consistently worked with me throughout the development of my thesis, for that I am thankful.

My fellow MUDDIES have illed this program with myriad experiences that will be, forever, cherished by me. I am especially thankful to my two musketeers, Anne and Alana, who have made this journey truly memorable.

Lastly, I would like to dedicate this thesis and all my other small and big achievements at Berkeley to my parents who are my greatest source of strength. And I thank them for believing in me.

iii

1

ONE IN TRO DUCTI O N

2

Migration to Urban Centers

Since the challenge will be to accommodate

According to the World Health Organization

boundaries of urbanization (see ill. 1.1); it is

(WHO), the number of people living in cities

important to identify potential urban centers

is expected to almost double over the next

that can demonstrate a successful in lux of

few decades, from 3.4 billion in 2009, to 6.4

people hailing from diverse socio-economic

billion in 20501. And urban centers that are

backgrounds.

this surge of people within the existing

expected to accommodate this in lux will have to get a lot more ef icient - in terms of

The urban centers, here, should not be

land utilization, connectivity to other urban

mistaken for downtown areas in only bigger

centers, and support sustainable, mixed-used

cities. In fact, the resurgence of downtown

and mixed-income communities.

areas in West Coast cities like Seattle, Portland and San Francisco distract from the

By 2050, California’s population is expected

reality that many small and medium-sized

to surpass 50 million2. In less than half of that

cities continue to struggle in maintaining

time-frame, 2030, the San Francisco Bay Area

centrality of their downtown areas4.

is expected to add 2 million to its current population of 7 million3. These numbers

In addition, bigger cities like San Francisco

are in line with WHO’s prediction about

which are naturally expected to absorb a

urban centers getting denser and denser.

large amount of the aforementioned in lux are becoming more and more unaffordable

1

World Health Organization, Hidden Cities, 2010

2

Department of Finance, California, “New Population Projections”, 2013

3

ABAG, MTC, Plan Bay Area, 2013

for the lower and middle income groups.

4

Bosselmann, Urban Transformation, 2008

3

A model city like San Francisco, instead of demonstrating a way to absorb this growth in regional population, has been experiencing an acute shortage of housing supply1. This phenomenon is not only damaging to future growth but it is creating an exodus for the current residents that deem the city as unaffordable.

Oakland

To understand how population growth can be accommodated by a region like the San

San Francisco

Francisco Bay Area, a comparison with the San Francisco Bay Pacific Ocean

New York metropolitan region would help.

The contrast between neighborhoods of Bay Area and New York is that New York has so many walkable neighborhoods located on rail transit that even though Manhattan has become astoundingly expensive, along with its outer rim of ever-gentrifying

Protected Open and Farm lands Urbanized Areas Freeway Network

Illustration: 1.1 Map of San Francisco Bay Area showing extents of urbanization with respect to protected lands (Datasource: Bay Area Open Space Council; Map by author)

neighborhoods like Soho and the Village; there are still many places to go within the region’s extents that are on the rail network facilitating an affordable and urban way of life, 1

Metcalf, “The San Francisco Exodus”, 2013

4

i.e. dense settlements with low dependency on automobiles1.

Downtown Oakland and Jack London District PDA

The takeaway from this comparison is that Oakland is increasingly becoming the Brooklyn of the Bay Area with, obviously, San Francisco being Manhattan (see ill. 1.3); and to absorb the inevitable population

San Francisco Bay

in lux Bay Area really needs to identify urban centers within walkable distances from its

Illustration: 1.2 2010 Bay area housing density and Priority Development Areas (PDAs) (Map by UC Berkeley Department of Geography)

own rail transit, i.e. BART. In addition, the Bay Area shares one regional economy and one regional labor market, which make the cities of Bay Area inter-dependent. And since BART has been extremely essential to the region’s development, one can see a tight relationship between San Francisco – the inancial capital of the region – and cities with good BART connections, such as Oakland.

Illustration: 1.3 The Bay Area, through a New Yorker’s eyes (Map by SFist.com)

1

Metcalf, “The San Francisco Exodus”, 2013

5

Urban Growth in Oakland

logical side, since natural advantages like

Oakland has been in the shadows of San

mainland made it an extremely favorable

Francisco for a long time. For instance,

site for the convergence of shipping and

historically, before railroad was introduced

railroad infrastructure. But San Francisco

to the state of California in 1867 all the cargo

had already established itself as a center for

vessels that were bound for the San Francisco

commercial redistribution by developing its

Bay stopped at San Francisco. Much of the

shipping infrastructure which partly lead

cargo had to be transshipped to Oakland

to slower development of seaports on the

by ferries. This was the norm even though

East Bay cities, and by extension, postponed

Oakland had a natural deep harbor and the

the economic and demographic growth of

city was located on the mainland which made

cities like Oakland, Berkeley and Richmond1.

it easier for transportation of goods. But the

San Francisco continued to dominate the

early settlers of San Francisco (then, Yerba

shipping industry in Bay Area until 1960s

Buena) used, to their advantage, the idea of

when container ports became necessary and

founding the great city on the West Coast,

required ef icient land connectivity by means

Francisca – the “New York of the Paciϔic” by

of roadways and railroads for transshipping.

favorable depth for a harbor and being a

renaming Yerba Buena as San Francisco in 1847. If the search to locate this great city

Today, Oakland is overshadowed in other

would have taken place after the introduction

ways. Geographically, being so close to San

of railroad, it probably would have been

Francisco, it is perceived as a city that facilitates

Benicia, on the eastern side of the bay – the

transit to this economic powerhouse of the

1

Hegemann, Report on a City Plan for the Municipalities of Oakland and Berkeley, 1915

6

Bay Area. It has become a transit city instead

two biggest cities in the Bay Area2. Depending

of a city of destinations. Few Bay Area cities

on the way this in lux is managed, Oakland

necessitate revitalization as much as Oakland.

has the opportunity to remake its greater

Over the past half century, Oakland’s suburbs

Downtown into a vibrant, one of a kind

have prospered as the city’s economy has

urban environment. Oakland has numerous

lost businesses, sales, and jobs. Oakland’s

assets which make it well-positioned to

low sales tax revenues, high unemployment,

demonstrate sustainable urban growth: a

and lack of economic investment are directly

central location, a temperate climate, a good

responsible for the city’s current education,

transit system, and a substantial amount

public safety, and budget crises . In addition,

of developable land within the city and

the city has been experiencing dif iculty in

next to the estuary. The biggest hindrance

terms of funding new public projects after the

toward achieving this vision is attracting

state of California eliminated redevelopment

the necessary developments, residents, and

funding in 2012.

businesses themselves.

By 2040, the city of Oakland is expected

In 1998, in an effort to revitalize Downtown

to accommodate close to sixty-thousand

Oakland, former Mayor of Oakland Jerry

households

Priority

Brown announced his goal of attracting ten

Development Areas (PDAs), ranking it third

thousand new residents to the downtown

in terms of expected population growth, only

areas of the city with the help of the

behind San Jose and San Francisco – the other

redevelopment agency. This mayoral promise

1

in

its

designated

2 1

Jacobson, Oakland Streetcar Plan, 2010

One Bay Area, “Alternative Land Use Scenarios”, 2011

7

was not simply a proposal to bring the

diverse fabric. As a result of this developer-

population back from the suburbs or mark

centric movement, it grossly missed out on

a return of the compact urban fabric that

improving elements of public realm such as

had been experiencing severe fragmentation

streets, squares, or a waterfront.

since the 1950s. What followed was implementation of the ‘eminent domain’

The City of Oakland needs to embrace the

policy which disowned landowners of

expected demographic growth as a blessing

“marginal” properties within the downtown

since it will create myriad possibilities for the

areas and consolidated smaller parcels to

city to repair past mistakes and demonstrate

make larger developable parcels . As a result,

an urban future that is both, integrative and

this procedure focused less on understanding

resilient in nature. This would be possible

the morphology of the city’s urban fabric

by devising a comprehensive strategy that

and encouraged individual development

mobilizes the underlying potentials of the

decisions in an ad hoc fashion. The entities

city and suggests the manner in which future

that gained the most from this movement

developments should occur.

1

were the developers and the city, and not its residents. One can say it was an opportunity missed since the new developments usually covered the entire block of the city with minimal access from the streets and dead street walls consisting of parking; creating monolithic chunks replacing the

1

Bosselmann, Urban Transformation, 2008

iner,

8

Potential of Jack London District

towards improving walkability. In order for

As discussed, the growth in households

as a seamless urban center, studies like

and workplaces has to be accommodated

adding a new BART station, I-880 underpass

within the urban centers of the city that

improvements, and a linear park over the

have a potential to develop into walkable

Webster tube, etc. have been undertaken to

neighborhoods and are close to rail transit.

establish better connectivity but none have

According to One Bay Area plan projections,

come to fruition. A comprehensive vision

the

(PDA)

plan for Jack London District will not only

comprising of Downtown Oakland and Jack

have to demonstrate a better connectivity

London District is expected to add close to ten

on a neighborhood scale but also propose

thousand households by 20401, the highest

a vision that improves the city of Oakland’s

amount of expected in lux within Oakland.

connectivity (read rail connectivity) on a

The former mayor’s plan that led to ad hoc

regional scale.

Priority

Development

Area

the neighborhoods of Jack London District and Downtown Oakland to be experienced

developments has done little to prepare

Illustration: 1.4 Oakland Downtown and Jack London District Priority Development Area; newer developments in red

this PDA for such an intensity of growth.

Despite Oakland being the third biggest city

There have been no improvements in the

in the Bay Area, it was denied a stop on the

public realm sector and a lot of small parcels

California High Speed Rail network (see ill.

have already been consolidated in to larger

1.5). In present con iguration, Oakland will

ones, resulting in monolithic residential

need to depend on spur service to San Jose

development that does not contribute

and Sacramento to connect with the high

1

One Bay Area, “Alternative Land Use Scenarios”, 2011

9

speed rail alignment to Los Angeles. The challenge, here, is to improve this aspect of connectivity and leverage it towards attracting major investments in terms of residential and commercial growth.

Improvements to railroad infrastructure brings our attention to its existing adjacency to the shoreline. We live in the Bay Area and imminent sea level rise will force us to make some important and inancially Pacific Ocean

dif icult decisions as far as infrastructure on the shoreline is concerned (see ill. 1.6). The challenge, here, will be to ind investment opportunities that can directly appease the costs of improving these infrastructures.

Jack London District can effectively guide

California High Speed Rail Alignment Northern California Unified Service (NCUS) Surfliner Alignment

Illustration: 1.5 California High Speed Rail network and other railroad alignments (Datasource: California High Speed Rail Authority; Map by author)

the city of Oakland to recreate a greater Downtown by addressing these challenges of population growth, connectivity and sea level rise. It has a substantial amount of

10

underutilized land that can be incentivized for development. It can represent Oakland by becoming its gateway, since it provides an inherent centrality with respect to the Bay and access to surrounding communities like Alameda and beyond via the ferry. And with a regional amenity like the waterfront, a comprehensive vision plan for the neighborhood can demonstrate a resilient approach to rising sea levels.

San Francisco Bay

55� Sea-level rise inundation by 2100 Railroad network along shoreline Freeway network BART alignment

Illustration: 1.6 Freeways and railroads on the East Bay at risk of inundation due to sea level rise

11

TWO S IT E HI STO RY A ND A NA LYSI S

12

Historical Context

a major port on the West Coast & the largest

Industrial Cityscape:

Oakland loads and discharges more than 99

Oakland has many identities but the strongest identity of it, arguably, is that it is

in the San Francisco Bay Area. The Port of percent of the containerized goods moving through Northern California, the nation’s fourth largest metropolitan area. Oakland’s cargo volume makes it the ifth busiest container port in the United States1. In terms of population, Oakland ranks third, below San Jose & San Francisco respectively.

The Port of Oakland was established in 1927 and before the beginning of its container era in 1962; Oakland’s shoreline supported bustling maritime and commercial activities2.

And Jack London Waterfront was an integral part of this scenario (see ill. 2.1). Jack London District comprises of different neighborhoods that occupy the region south of I-880 along the Embarcadero between Adeline Street & Lake Merritt Channel. Encompassing more

Illustration: 2.1 1882, Jack London waterfront: indicating bustling maritime & commercial activities (Estuary Policy Plan) 1

Port of Oakland, “Facts & Figures”

2

Rosenstein, The Rise of Maritime Containerization in the Port of Oakland, 2000

13

than 70 blocks along the estuary, it is the

warehouse land use.

site of much of Oakland’s earliest history.

The area has a long history of industrial and

The

district

prospered

in

maritime,

industrial & commercial activities because of its strategic location with respect to all modes of transportation. Being located next to the estuary made it convenient for trade and transportation through water to thrive, the Southern Paci ic (SP) railroad arrived in Oakland in 1869, the irst transcontinental railroad & in 1910 the Western Paci ic (WP) railroad chose Jack London as its irst depot in Oakland. The WP railroad was neither the irst nor the most important railroad to serve Oakland, however, the Western Paci ic’s arrival into Oakland was eagerly anticipated, both because of what it meant for the City’s control of the waterfront, and because of the additional competition for the SP railroad1. In early 20th century, Western Paci ic railroad Illustration: 2.2 The Jack London district welcomes the irst train to the Western Paci ic Railway station in 1910 (Oakland Public Library)

aided the relocation of warehouse businesses to the district to take advantage of the rail

1

Oakland Wiki, “Western Paciϔic Depot”

14

and port facilities; this would later come be

In 1852, Swiss engineer Kellersberger

known as the Waterfront Warehouse district.

surveyed the City of Oakland and proposed a three hundred by two hundred feet block grid and parcelization for 224 blocks2 (see

Illustration: 2.3 1852 Kellersberger Map (Oakland Wiki)

Forces of Transformation:

ill. 2.3). In 1884, the estuary was illed in

Jack London waterfront and the City

and more land was created for the City of

of Oakland as a whole have undergone

Oakland, the now land for the present Jack

remarkable transformation due to various

London Square was also created during this

aspects. Although tribes of the Ohlone people

process and a continuous street along the

had been established there for thousands

water was introduced by another surveyor

of years, Spanish explorers claimed the

W. Bordman. In the 1940s, extravagant plans

Oakland area, with the rest of the bay area,

were proposed for a “Southern Crossing” i.e.

for New Spain in 1772. In the early 19th

to connect Oakland with San Francisco3 (see

century, Oakland and the East Bay area were

ill. 2.4). In 1949, construction on Interstate

deeded to Luís María Peralta for his Rancho

880 (I-880), commonly known as Nimitz

San Antonio. In those days, the area was

Freeway,

forested with oak trees, thus its later name.

connect Oakland to San Jose, running along

Development continued after 1848, when

the waterfront throughout the East Bay. In

the land was ceded to the United States in the

1985, construction on the Interstate 980 (I-

was

commenced

that

would

Treaty of Guadalupe Hidalgo .

1

Illustration: 2.4 1949 Southern Crossing (State of California, Department of Public Works)

1

Oakland Wiki, “City of Oakland History”

2

Bosselmann, Urban Transformation, 2008

3

Martin, “A Proposed “Southern Crossing” for San Francisco Bay”, American Society of Civil Engineers

15

980) was completed which successfully, also unfortunately, separated the City of Oakland

Policies and Precedent Studies

in to Downtown Oakland & West Oakland.

The Nimitz Freeway separated Jack London Square

neighborhood

from

Downtown

Oakland1 (see ill. 2.5).

The rise of automobiles, by extension Illustration: 2.5 2005, Oakland’s historic center is divided by freeways (Bosselmann, 2008)

freeways & road transport, broke the monopoly of the ports for transportation.

Also, globalization in general outsourced a number of manufacturing businesses to developing countries due to availability of cheap labor. The industrial cityscape was on a verge of transformation. Port lands rendered useless were either bought by the city or private developers who invested in housing and/or public spaces. In some cases, like the Jack London Square, the port developed the land into a public use waterfront, whereas the industries in rest of the neighborhood

Illustration: 2.6 Showcase Districts (General Plan, 1998)

started shutting down.

1

Bosselmann, Urban Transformation, 2008

General Plan for the City of Oakland: In 1998, the City of Oakland adopted a new Land Use and Transportation Element (LUTE) for its General Plan. In 2004, the plan’s ‘Housing Element’ which dealt with housing issues was adopted by the city council. In the new LUTE report, the City designated ive showcase districts and Jack London District was one of them (see ill.

2.6). The plan de ined this area as a mixeduse waterfront neighborhood. It included a series of policies which implied development of higher density housing, single use housing, and live/work units that remain sensitive to the surrounding character and design of existing buildings; as well as the desire to have the shoreline fully accessible to the public. Also, depending on feasibility of

880

High S t.

continuance of the Produce Market, adequate

Oakland 29th Ave.

Ave. 5th A ve.

Oak St.

St. line Ade

ay Broadw

Intern ation al Blv d.

Ave. vale Fruit

t.

ket S

980

14th

Mar

Lake Merritt

14th St.

16th Ave.

16

International Blvd.

development was preferred to capitalize the

Coast Guard Island

adero Embarc

neighborhood’s proximity to the Downtown

Oak-9th Alameda

Illustration: 2.7 Planning areas along the Estuary (Estuary Policy Plan, 1999)

San AntonioFruitvale

area and its potential to contribute for a San Leandro

hA ve.

Park St.

Oakland Estuary

Jack London

measures were to be followed to preserve the character of the market. The high density

San Leandro St.

greater Downtown1.

Estuary Policy Plan: The basic premise of the plan is that the Estuary is a resource of citywide and regional signi icance. This area cannot be viewed as a single-purpose district isolated from the city, but rather as a diverse and multifaceted place that connects the city and the bay.

The Estuary Policy Plan calls for a system of open spaces and shoreline access that provides recreational use opportunities, environmental enhancement, interpretive

Illustration: 2.8 Illustrative shoreline access and public space plan (Estuary Policy Plan, 1999)

1

City of Oakland General Plan, “Land Use and Transportation Element”, 1998

17

80 £ ¤

24 £ ¤

experiences, visual amenities, and signi icant

ART Project Boundary

Map 1

Major Roads and Highways

Emeryville

BART 1:150,000

580 £ ¤

Data Source: BCDC, MTC, AECOM, BART

0 0.5

1

Miles 2

Oakland

O

gathering places. A series of individual parks, open spaces and shoreline access points, connected by a continuous landscaped parkway with promenades, bikeways and shoreline trails, is recommended. Most importantly, the plan also emphasizes the

Map 2

Alameda

need for connection between waterfront uses and the inner neighborhood (see ill. 2.8).

£ ¤

880 £ ¤

580

In line with the General Plan for the City of San Leandro

Oakland, the Estuary Plan also advocates

£ ¤ 238

Map 3

San Francisco Bay

development that strengthens Oakland’s position as an urban center, accommodate

San Lorenzo

economic development Hayward

growth, that

and

encourage

complements

the

downtown and adjacent neighborhoods.

£ ¤ 880

£ ¤ 92

Union City Map 4

Illustration: 2.9 Initial study areas for ART project (BCDC)

BCDC’s Adapting to Rising Tides (ART) Project: Adapting to Rising Tides — the ART Project

18

— is a collaborative planning effort to help San Francisco Bay Area communities adapt to sea level rise and storm event looding. The goal of the project is to improve Bay Area’s preparedness and resilience to sea level rise and storm events while protecting essential infrastructure. The study recognizes critical infrastructure along the shoreline that is prone to vulnerability and risk of sea level rise and storm events1.

With reference to the General Plan and the Estuary Policy Plan, the ART project adds another dimension of urban strategy by emphasizing on the much needed element of “adaptability” to work towards a resilient shoreline.

Local Context Connectivity and Accessibility Port of Oakland: Oakland’s waterfront igures prominently in the history and life of the city. It is both the birthplace and birthright of what is now a modern city and national transportation hub. The settlement which became Oakland was irst established on the Estuary, at a transshipment point where water-borne goods were off-loaded and transferred to transport and land networks. Over the years, the waterfront has been dominated by the development of the Port of Oakland.

Arguably, the ef icient rail connections and road connectivity have given the Port a competitive edge needed to become the third largest container port on the West Coast

Illustration: 2.10 Aerial view of Port of Oakland (U.S. Army Corps of Engineers Digital Visual Library)

1

San Francisco Bay Conservation and Development (BCDC) Commission, “ART Vulnerability and Risk Assessment Report”, 2012

19

and the ifth busiest port in North America1.

This need for land intensive connectivity has created physical barriers that make it dif icult for pedestrians to access the neighborhood and take advantage of the waterfront.

Illustration: 2.11 Barriers - UP Railroad, I-880

Barriers to Accessibility: The two major barriers with respect to access to the district and the waterfront are the I-880 freeway and the Union Paci ic railroad. The entrance and exit ramps of the freeway, along with BART’s right-of-way create multiple instances where the streets do not go through. Union Paci ic’s (UP) rightof-way does not allow streets east of Webster Street to go through which has encouraged introverted housing developments on the waterfront that do not contribute to its public realm. The streets that do go through Ramps to be taken down Ramps to stay Union Pacific railroad BART alignment

Illustration: 2.12 Barriers to accessibility in the existing condition

are frequently blocked due to commuter 1

City of Oakland, “Key Industries - International Trade and Logistics”

20

trains and sometimes long freight trains that

volumes from Oakland to Midwest, by

bring the pedestrian and vehicular traf ic

2030, the increase in the number of trains

to an absolute standstill (see ill. 2.12). The

operating through Jack London Square area

railroad tracks are used by UP and BNSF

is expected to rise to 72 trains per day - 28

freight trains as well as Amtrak passenger

freight trains and 44 passenger trains2. This

trains. Amtrak trains include the Capitol, San

increase in frequency will only add to the

Joaquin, and Coast Starlight trains totaling

accessibility woes of the Jack London district

42 trains per weekday. Freight trains average

which anticipates becoming more dense than

approximately 19 per day. In all, there are

what it is, due to rise in population.

61 trains per weekday running through the Jack London Square area today. Maximum

In addition, the warehouse cluster east of

allowable speeds are 15 mph for freight trains

Oak Street limits any possible access to the

and 25 mph for passenger trains . Apart

Lake Merritt channel (see ill. 2.12).

1

from the frequent commuter trains, the slow moving freight trains which are usually 1-1.5

Regional Connectivity:

miles long with 75-100 cars are a formidable

On the level of regional connectivity, at

barrier in movement of pedestrian traf ic

present Jack London District holds a number

between the neighborhood and waterfront.

of transit options like the Amtrak train depot,

Even if the widening of Panama Canal leads

a ferry terminal, AC Transit bus stops and a

to diversion of some Transpaci ic container

free Broadway bus shuttle that connects the

1

2

City of Oakland, “Oakland Railroad Quiet Zone Study”, 2011

City of Oakland, “Oakland Railroad Quiet Zone Study”, 2011

21

neighborhood to Downtown Oakland. Yet the inter-connectedness of these modes of transit is severely fragmented and does not serve the neighborhood to act as a central transportation hub that can support a high density transit-oriented development.

Social and Physical Integration Illustration: 2.13 65-70% of the residential units are comprised of non-family households

Illustration: 2.14 75-95% of the households do not have children

Income Disparity and lack of Family Households: For Jack London District, understanding different socio-economic aspects will help in understanding the challenges faced by the resident community. Looking at the median income per household data, it is clear that people in the district are better off than people in the rest of the city of Oakland (see ill. 2.15). The neighborhood has become a niche market for expensive homes, which Illustration: 2.15 Median household income is relatively higher than other neighborhoods in the city

has led to the acute disparity in income levels

22

1 2 3 4 5 6 7 8

17 1819 20 21 22 9 10 11 12 13 14 15 23 2425 26 27 28 16

1

14

2 3 4 5

6 7 8

9

10 11 12

between residents of the neighborhood and

housing units have been constructed in the

the rest of the city. Most of the owned units

area, increasing from 265 units in 2000 to

cost between 300K-400K, and the rentals are

1,167 units in 2010 - more than four times

$1500 or higher.

the total in the year 20001. This housing boom, largely, due to former mayor Jerry

2 1

3

1

2

4 5

Illustration: 2.16 Transformation of a typical Kellersberger block in Jack London District from 1852 to present times (L to R)

Out of the 2500+ dwelling units that currently

Brown’s 10K Program has not contributed

exist today in the neighborhood; more 80%

towards the neighborhood’s quality of life

of them were built between early 2000s

or improvements in the public realm since

till 2010. In these 10 years, 900 additional

almost all of the housing built is introverted condominiums or lofts with minimal access from the street and covering the entirety of a

CHINATOWN

city block. This type of housing development has attracted single-person households or families that do not have any children (see ill.

2.13, 2.14).

Built Form: Considering the parcelization pattern

in

Kellersberger map for the city; the existing

Illustration: 2.17 Existing parcelization showing stark contrast between Chinatown and Jack London District

1

City of Oakland, “Oakland Railroad Quiet Zone Study”, 2011

23

Illustration: 2.18 A condominium building (background) next to the Produce Market (foreground) illustrating a lack of convivial land-use (drawing by author)

Illustration: 2.19 Existing land-use (Estuary Policy Plan)

parcel map is very telling in terms of its

parcels in to larger ones to lure pro it-seeking

transformation from a ine grain, uniform

private developers. The series here attempts

layout to an unregulated disjointed parcel

at illustrating the different versions of

map. The parcelization sits in stark contrast

Kellersberger’s blocks that exist today in the

with the adjoining Chinatown neighborhood

district, the irst being the original one from

which, up to an extent, has managed to retain

1852 with 28 subdivisions (see ill. 2.16).

its original ine grain (see ill. 2.17). Much of this contrast is a result of the redevelopment

By extension of the parcelization map, one

agency’s strategy of consolidating smaller

can see the lack of cohesiveness in the built

24

form. The lofts and condos do not do any

has disturbed the naturally evolved inter-

justice to this built form since most of them

block conviviality. For example, a modern

occupy the whole length of the block.

loft building sits in close adjacency to the historic Produce Market which results in the

Lack of Convivial Land Uses:

residents seeing the market as a nuisance

Since the 10K program did not pursue a

because of its early morning delivery routine

comprehensive vision plan it resulted in

(see ill. 2.18).

individual ad hoc addition of residential developments in random locations that

Effect of Sea Level Rise At-risk Infrastructure: As mentioned earlier, the Bay Area is at the risk of losing infrastructure and properties along the shoreline due to sea level rise.

With the projected 55� Sea Level Rise (SLR) by 2100, the at-grade portions of the Union Paci ic (UP) railroad and Interstate 880 (I880) freeway will be inundated (see ill. 2.20).

The railroad along with the freeway carries, both, passengers and freight up and down Illustration: 2.20 At-risk infrastructure (railroad and freeway) with 55 inch sea-level rise by 2100 (BCDC)

the east bay and access the Port of Oakland.

25

I-880 serves a key interregional role as the

the average daily traf ic (ADT) that goes as

primary route serving the Port of Oakland.

high as 275,000. The corridor carries the

It serves as both an access route for major

highest volume of truck traf ic in the region

interregional and international shippers, and

and is among the highest of any highway in

a primary intraregional goods-movement

the State of California1.

corridor. The connection with the Port of Oakland generates signi icant truck volumes,

Historical Tidal Marshes:

representing approximately 10 percent of

Since 1884, the City of Oakland has extended its land to make room for the port by illing in the Bay. Prior to that, the shoreline could boast of a diverse ecosystem and interconnected tidal marshes (see ill. 2.21). Lake Merritt, originally a tidal lagoon with marshlined wildlife haven, boldly met the estuary making a broad mouth instead of a narrow channel at present.

Illustration: 2.21 Historical tidal marshes superimposed over present land form extent

1

U.S. Department of Transportation

26

Opportunities In terms of developable area, the district has a substantial amount of underutilized land that can be incentivized for high density developments. There are multiple modes of Illustration: 2.22 Map illustrating underutilized land in Jack London district Oakland Streetcar Proposal Oakland Streetcar BART Station Capitol Corridor/Amtrak Station Ferry Terminal

transit available in the neighborhood. And after the re-introduction of Streetcar, which is currently undergoing a feasibility study; there is an underlying possibility of making Jack London Square neighborhood a central transportation hub for the City of Oakland.

In absence of a stop on the high speed rail network, Oakland can still develop in to a

Lakeside id Park

major rail destination by facilitating better Lake Merritt

connectivity to Sacramento and San Jose.

The imminent sea-level rise will pressure

Laney College

the authorities to prioritize infrastructural improvements which can be used as a

JJack k London Lon Lo Lond o d don Sq Square quare q

Illustration: 2.23 One of the proposals for re-introducing the streetcar in Oakland (Jacobson, The Oakland Streetcar Plan)

leverage to attract major investments and housing growth including family households.

27

THREE C ASE STUDI E S

28

After an in-depth study of the site with

the inherent parallels between Jack London

respect to the challenges it is bound to face,

district and the transformation of the

it would only help the cause by studying how

historic Pearl District in Portland. Portland

other neighborhoods have overcome these

is well known for its successful development

challenges by facilitating a sustainable urban

strategies; light rail lines connect downtown

transformation. What comes to mind, are

to outer neighborhoods, streetcars navigate through the urban core and link walkable neighborhoods

illed

with

mixed

use

buildings.

One area that has bene ited immensely from these strategies is the Pearl District. The district is an example of a former industrial district that has been transformed into a vital residential and retail/commercial district.

Like Jack London district, much of the Pearl District was partial marshland that was illed in to make space for the expanding rail yards.

By the early 1900s this district was the city’s transportation hub but as commercial rail began vacating the area, the district entered Illustration: 3.1 The Pearl District was originally platted as part of Captain J. Couch’s Addition in 1869 (Pearl District Business Association)

29

an era of decline1.

Connectivity:

The Pearl District has not had a substantial

One of the key objectives for transformation

residential population since the early years of

of the Pearl District focused on strengthening

the twentieth century. Yet, its redevelopment

the district’s connectivity to the Portland’s

represents a conscious attempt to re-create

Downtown core by extending the streetcar line

a very speci ic conception of neighborhood

to the largely underutilized neighborhood.

and urban place, i.e. a dense mixed-

To offset the cost of this investment, the land

use

transit

along the corridors of the new streetcar line

connections to Portland’s downtown and

was up-zoned to a high-density residential

outer neighborhoods; and including a

neighborhood of 125du/acre from a mere

carefully planned dosage of its remaining

15du/acre. And in less than 15 years, this

working-class, industrial heritage. As a result,

corridor experienced an estimated $3.5

it exempli ies a successful reintegration into

billion worth of development, including

the physical, social and economic structure of

10,000 housing units and 5.4 million square

Portland’s urban center .

feet of retail and commercial3. The streetcar

neighborhood

with

strong

2

has been seamlessly integrated into TriMet - the regional transit system providing bus, light rail and commuter rail transit services

Illustration: 3.2 Portland streetcar route map (portlandstreetcar.org)

1

Portland City Council, “Pearl District Development Plan”, 2001

2

Jones, “Re-presenting the Post-industrial neighborhood: Planning and redevelopment in Portland’s Pearl District, 1999

in the Portland Metropolitan area, further

3

Jacobson, “The Oakland Streetcar Plan”, 2010

30

enhancing the quality of the Pearl District’s

of a streetcar which is usually 10-30 feet

connectivity. The streetcar system has proven

shorter than a typical light rail car, allows

to be an essential element, both socially and

it to follow regular traf ic patterns, without

economically, that has aided in the district’s

being given priority over vehicle traf ic or

transformation.

forcing an adjustment to traf ic signals. This minimizes costs and limits disruption to the

Jack London district is at a similar stage

current traf ic or parking set-up. The small

where the Pearl District was in the early

size also helps reduce construction costs by

2000s. Jack London district’s proximity to

allowing stations and stops to be smaller

Oakland Downtown area, the absence of a

than light rail stations1.

BART station and the presence of substantial developable land make it easy to comprehend

Integration:

the need to introduce a commuting service,

Illustration: 3.3 Pearl District before (above) and after (below) introduction of the streetcar

possibly by means of a streetcar, which can

After recognizing the lack of households

seamlessly integrate the district into the

with children in the residential demographic

Bay Area Regional Transit system (BART)

of Jack London district, one of the major

and connect with Oakland’s Downtown.

tasks for a successful transformation of

The relatively affordable yet permanent

the district would be to attract family

nature of the streetcar infrastructure should

households with children. For reasons of

assist the city government’s anticipation of

security and convenience, families tend to

major investments in terms of housing and businesses at Jack London District. The size

1

Institute of Sustainable Communities, “The Portland Streetcar: Transforming Urban Growth”

31

value proximity to amenities like groceries, parks and day-care and are inclined to move into a neighborhood that allows the parents to walk their children to the park or day-care.

Looking at the Pearl District’s transformation from a light industrial neighborhood into a dense residential neighborhood can provide us with basic guiding principles about attracting families with children. The planning of the Pearl District realized this necessity of integrating high-density housing for families with children and has advocated design guidelines such as providing easy access to essential community services and amenities, designing for a sizeable number of family units in a project in order to give children peers to play with, to encourage a sense of community; and to support provision of adequate outdoor and indoor amenities for families with children, etc1. As

Illustration: 3.4 Parks in Pearl District (photos by author)

Illustration: 3.5 Ground loor units in Pearl District (photos by author)

1

City of Portland, “North Pearl District Plan�, 2008

32

a result, the Pearl District has a network of

a comprehensive and explicit example of

green spaces that are surrounded by a dense

illustrated urban resiliency that can keep

residential fabric consisting of new high-

evolving in response to ever changing sea

density residential units and re-purposed

levels. The basic approach toward sea level

warehouses

scaled

rise is either a hard one whereby constructing

multi-family residential typologies. Both the

multi-purpose levees/bunds such as the

typologies demonstrate the idea of having

one in Shanghai become an option or a soft

units on the ground loor that instill a sense

approach whereby a large portion of the land

of activity and security on the streets. This

is retreated from to make room for water

strategic implementation of family-oriented

such as the proposal for the city of Nijmegen

dwellings around parks has played its part in

in Netherlands by creating an additional

contributing towards the “urban baby boom”

channel to accommodate essential spillway

that the district has witnessed since the early

in times of high water in the River Waal.

into

appropriately

2000s .

1

Shanghai Bund (Hard approach): Adaptability:

The Bund is an iconic 1 mile-long promenade along the western bank of Huangpu River

Illustration: 3.6 The Bund in 1933 (above) and present times (below) (NBBJ)

The effect of sea level rise on urban

in Shanghai. For much of its history, the

environments is widely speculated in a

Bund has been Shanghai’s economic heart, a

number of studies but we are yet to see

thriving port lined by lavish banks and trading houses built by the foreign powers that ruled

1

City of Portland, “North Pearl District Plan”, 2008

the city until 1949. After a series of loods in

33

the 1980s, the local government built a tall

the rest of Shanghai. Built atop a loodwall

levee along the riverfront which stands some

with integrated parking, the promenade

7 metres above sea level. In the 1990s, the

doubles as both recreation space and vital

road adjacent to the riverfront was widened

infrastructure3.

to ten lanes, cutting off pedestrian access to the promenade, except through dingy tunnels

In conclusion, hard-engineered dikes and

and narrow footbridges . The bund which is

seawalls have been built to counter the danger

designed to withstand a one-in-1000 year

of looding, but existing infrastructures may

tidal surge has been raised three times, by

become less effective as sea levels rise and

nearly 2 meters, over the past four decades .

climate patterns shift.

Recently, in order to improve and integrate

Making Room for River Waal (Soft approach):

the bund with the urban fabric, its

The city of Nijmegen in Netherlands sits at

redevelopment resulted in burying six lanes

a lood-prone bend of River Waal that is one

of traf ic in an underground tunnel, creating a

of the narrowest in the country. For instance,

safer pedestrian environment and widening

in 1995 tens of thousands of residents were

the existing waterfront promenade. The

forced to evacuate due to looding of the

public space connects back to the city along

river. The government of Netherlands has

side streets, to integrate the waterfront with

devised a plan which allows the narrow River

1

2

Waal to have more room for spillover in the 1

Surface Asia magazine, 2013

2

Seavitt, Landscape Urbanism, “Rethinking Infrastructure�, 2013

3

NBBJ

34

times of high water. As per the proposal, an existing dike will be demolished and a side channel for the river (2.5 miles long and 650 feet wide) is being dug and a new island will be created, most of which will be parklands and nature reserve. The side channel will accommodate substantial spillover from the River Waal. The proposal also indicates relocation of about half of the 100 families from the zone due to removal of houses1.

The proposal suggests a retreat in land to make room for the river but due to lack of adequate population density, the retreat is not damaging to the housing requirement.

But in the case of dense urban environments neither approach is adequate or feasible. Due to lack of an appropriate project to look at as a precedent, I look towards the graduate thesis Illustration: 3.7 River Waal in 2012 (above) and in 2015 with side channel and island (below) (Bryan Christie Design)

1

Chu, Fast Company magazine, “A river runs through it�, 2013

35

of another urban design student, Brenda Snyder (2010), on sea level rise and its relationship with the urban edge. The thesis looks at how resiliency can be introduced to the city of Olympia’s built fabric at the edge of Puget Sound in the wake of the imminent Typical natural shoreline

sea level rise. The author looks at a number of independent case studies to form a design tool kit. She uses this tool kit to develop a synthesis of soft and hard approach towards sea level rise which is adequate and feasible

Natural shoreline with sea-level rise accommodation

for relatively dense urban environments. The author suggests a “RAP” strategy whereby a certain gradient of land is demarcated for Retreat, while some land is delineated for Adaptability and some land is Protected, thus

Urban edge: conventional approach to sea-level rise

Urban edge: alternate approach to sea-level rise Illustration: 3.8 Approach to sea-level rise (Snyder)

R-A-P. The RAP strategy strives to provide the Illustration: 3.9 Olympia’s existing condition (above) and proposed master plan (below) showing gradation of retreat, adapt and protect strategy (R-A-P) (Snyder)

best of both worlds and has the lexibility to be shaped for speci ic site contexts.

36

FOUR U RBA N DE SI GN ST R ATEGY A ND PRO PO SA L

37

The greater Downtown area of Oakland has

[i] Connectivity – the physical state and

already experienced an “urban renewal”

quality of being connected with immediate

movement of sorts during the 10K program

and distant context.

whereby

marginal

properties

were

consolidated to make larger parcels, and in

[ii] Integration – thriving of different yet

the process leading to damaging the ine fabric

cohesive

of city and relocation of many residents and

contribute towards a diverse and dynamic

businesses out of this urban center. The city

neighborhood.

human-centric

activities

that

does not need another renewal movement.

The transformation strategies for the Jack

[iii] Adaptability – a sustainable approach

London District should address the gamut of

towards sea level rise for the coming century.

challenges that the region is poised to face in the near future and ensure that existing

Preparing the urban framework proposal

remnants of vitality in the neighborhood,

that addresses the above three strategies in

remarkable or marginal in nature, are not

a comprehensive manner would allow the

lost in the wake of a new future.

City of Oakland to demonstrate a successful model of urban-living.

After an intensive site study, it would only be coherent to pursue the urban transformation of Jack London Square neighborhood on the basis of three comprehensive strategies:

38

1

2

2

1

Illustration: 4.1 Illustrative Master Plan

3

3

39

Connectivity

in a tunnel following the existing alignment which would only add to the expense of

In order to avoid inundation of the Union

improving the infrastructure and encourage

Paci ic railroad, three possibilities lie in front

little investment within the neighborhood.

of us (see ill. 4.2). The existing alignment can

Shifting the tracks to a more central location

be elevated on a higher level which would

to the north along the historic Western

further create accessibility issues with the

Paci ic alignment will have a larger impact

shoreline; or it can be placed underground

zone and will open up substantial amount

Illustration: 4.2 Railroad intervention possibilities

of underutilized land for development speculation (see ill. 4.3).

The former Western Paci ic depot can provide surface access to an underground station in this location (see ill. 4.4A). Such a tunnel could accommodate both, electri ied ACE and Amtrak lines, providing high speed connections to Sacramento, Stockton and LA, and allowing Oakland to function as a head station. The new “old depot� will have strong connections to the BART network and Oakland neighborhoods via a Streetcar

Illustration: 4.3 Under-utilized land open for development speculation due to relocation of train station

system that been proposed by the city linking

40

Jack London District to the Broadway-Valdez district in North Oakland. This streetcar will link the train station with both 12th and 19th Street BART stations and can be phased to link West Oakland BART to the West and San Antonio to the East in the future creating strong East-West links for Jack London. It could, possibly, also connect to Alameda via a third tube or since Webster Tube was constructed only to accommodate the increasing automobile traf ic, in theory, it can make room for a streetcar and bicycle rightof-way expecting all automobile traf ic to move through Posey Tube only (see ill .4.7).

Illustration: 4.4A Re-purposed Western Paci ic Depot acting as a surface access to an underground train station on 3rd St.

underground train station

Illustration: 4.4 Section 1-1

streetcar maintenance

41

Since the freeway mostly caters to regional

pedestrian-only street. Raising the at-grade

and port traf ic, it is possible to explore taking

portion of the freeway will allow Fallon Street

down a pair of entrance and exit ramps on

to go through as well. The district will still

Broadway and Jackson streets which allow

have one entrance and exit ramp at Oak Street

Franklin, Alice and Harrison streets to go

(see ill. 4.8). Taking down the ramps liberate

through, the underpass on Harrison being a

narrow parcels that can be used to develop

Illustration: 4.5 The new “old depot� contributing towards an active urban environment

42

retail/exhibition spaces; a youth center with skate-park, streetcar maintenance facility, and warehouse buildings.

To improve pedestrian linkage, a network of paths and open spaces like the linear park allow for a pleasant walk within the neighborhood (see ill. 4.9). During special events like the Oakland First Friday, one can envision the exhibition spaces being used by Ramps to be taken down Ramps to stay Union Pacific railroad BART alignment

New accessibility Ramps to stay Union Pacific railroad BART alignment

Illustration: 4.6 Existing condition for accessibility

Illustration: 4.8 Proposed new streets

artists to exhibit their work and the linear park being used by food trucks, generating an active zone within the heart of the

To Broadway-Valdez District

neighborhood. This pedestrian network also To San Antonio

includes developing 1st Street with wider sidewalks and integrated retail at street level.

To West Oakland BART

To Alameda

Water Street will have a better legibility and actually act as a “street by the water” when

Streetcar route

Illustration: 4.7 Proposed streetcar route

Open Space Pedestrian network

Illustration: 4.9 Proposed open-space network

it’s transformed in to elevated boardwalks on its way to the tidal wetlands and the channel.

43

Integration

neighborhood. Looking at the Pearl District as a precedent where a number of parks

Inter-linked open spaces and pedestrian

are surrounded by residential development

paths do much more than just allow for

which conveniently brings so many families

lexibility to a pedestrian. A neighborhood

with kids out of their homes. The residential

with quality open and green spaces can

neighborhoods in Jack London District will

also attract family households to the

have parks, day-care and local markets within

Illustration: 4.10A Residential neighborhood with a park and day-care within walking distance

wetland park

Illustration: 4.10 Section 2-2

day-care

neighborhood market

linear park

44

walking distance (see ill. 4.10A).

the use of two-underutilized ive storied parking structures. Outsourcing parking

Affordability can be achieved through set-

allows residential units to be designed for

aside regulations as well as the costs the

ground loor to activate the streets and add

developer can extend to future buyers through

an element of security to the neighborhood.

Illustration: 4.11 The Day-Care facilitates integration of important structures on site within the new urban fabric

45

The history and character of the Produce

of this of produce market in the US1. Since

Market

contributed

the market has previously relocated from its

towards the identity of Jack London District.

original place due to development pressure of

The market buildings designed by architect

Downtown Oakland, it is most likely to move

have

immensrely

McCall are among the best surviving examples 1

Illustration: 4.10B A transformed Produce Market, and proposed linear park adjacent to units on ground loor

Mailman, Oakland’s neighborhoods, 2005

46

out again from its current location due to

located food market, with stores and

similar land development pressure. Knowing

eateries (see ill. 4.12). This transformation

the importance of the character of the market

can maintain the physical essence of the

buildings and the activity it generated, the

produce market that has been identi iable

market in its current form will be phased and

with the neighborhood, while activating it

re-purposed to accommodate a centrally-

throughout the day as a central destination

Illustration: 4.12 Transformation of the Produce Market in to a neighborhood mart with groceries and eateries

47

for local residents. The linear park and the

that out-of-scale, bulky developments like

transformed Produce Market will, most likely,

the existing ones do not continue to occur in

become a social heart for the neighborhood.

the future.

In the absence of a redevelopment agency, the newer developments can be implemented utilizing the existing parcelization ensuring

Illustration: 4.13 Linear Park introduces public open space that is activated by units on the ground level

48

Adaptability

level rise seems most logical (see ill. 4.14).

This approach will delineate a gradient of land

After mapping the historical tidal wetlands

for the purpose of retreating to reconstruct

and at-risk zones for inundation on the

historical tidal wetlands; a portion of land

site, and understanding the strategy used

shall be delineated for adaptability where

for Olympia, Washington as a precedent; a

low-rise waterfront residential development

mixture of soft and hard approach to the sea

will be built on piles or basement parking. This

Illustration: 4.14 Retreat, Adapt and Protect (RAP) strategy

Illustration: 4.15A Re-aligned and raised Embarcardero West acts as a line of defense

Illustration: 4.15 Section 3-3

49

development will be market-rate considering

Phasing

the expensive nature of the construction method. Some portion of the land shall be

Since the proposal undertakes some big

delineated for protection by raising the land

infrastructural improvements, it is necessary

to a higher level. For this purpose, a line of

to develop a phasing strategy that gives

defense will be established at the right-of-

a chronological idea about the bigger

way along Embarcadero West (see ill. 4.15A).

moves required to complete the urban

This street and the land liberated from the

transformation of Jack London District.

existing warehouses will be raised to a higher

Illustration: 4.16 Urban water run-off collection

level (approximately twenty- ive feet above

Firstly, a feasibility and environmental

sea level) and re-aligned to meet 8th Street,

impact study for the big investments

which is a collector street. The residents

in infrastructure should be completed.

from the proposed Oak and 9th development

Construction of streetcar infrastructure and

will be able to walk to Jack London Square

underground tunnel can begin immediately

through a pedestrian bridge over the channel.

thereafter. In all likelihood, the current

The streets east of Webster Street will also be

occupants of the waterfront residences east

able to collect urban run-off from streets and

of Webster Street should be noti ied that

terraces of newer developments and send it

by 2035, their property, being at-risk of

to the wetlands for treatment before reaching

inundation, will possibly be condemned due

the estuary (see ill. 4.16). The wetland park

to safety reasons. Due to this, a plan should be

near the train station will perform a similar

put in place to provide subsidy to the owners

function for the surrounding developments.

who decide to move from these waterfront

50

residences for them to purchase/rent a new

shoreline should be taken down and the

unit of equal or less square-footage within

wetland

the neighborhood.

be

construction

completed.

developments Once the streetcar is functioning in full

process

Waterfront can

begin

should

residential construction

simultaneously.

capacity, it should be able to generate considerable

interest

due

to

better

In conclusion, there is a potential for more

connectivity with Downtown Oakland. This

than 3500 new dwelling units to be built at a

phenomenon would allow development

gross density of 135 du/acre. Out of the 3500

speculation of existing underutilized parcels

new units, approximately 1500 units will be

in the district to begin.

built in the high-density neighborhood West of Broadway, approximately 1345 units will

Part of the revenue generated from sales and

be built East of Broadway and about 700 units

property taxes from the new developments

will be built in the residential development

should be invested in the betterment of

along the waterfront.

public realm like underpass improvements, raising the land along Embarcadero West and wetland construction. Simultaneously, newer residential developments and amenities like parks and day-care should be completed.

Finally, the at-risk properties along the

51

FIVE CONCLUSI O N

52

As it is right now, Jack London District stands

and local scales. This proposal has attempted

at the crossroads of what it was and what it

to address a collective problem and its intent is

could be. The city is moving forward with

de ined by the clear and imminent challenges

plans of improving connectivity between

in terms of connectivity, integration and

Downtown and Jack London Square, but

adaptability that the City will have to confront

they have not seemed to address how this

at some point. As suggested in the study,

neighborhood will gradually transform over

the relevant authorities will have to make

time. After all, the future of the district is

important decisions about the shoreline-

crucial to bring back the notion of centrality

adjacent infractructure and it would be highly

to Oakland downtown area. As the pressure

logical to use big infrastructural investments

to accommodate the projected population

as leverage towards attracting new housing

growth mounts, the city will undoubtedly

and business.

change but a clear vision is needed to ensure that growth and development happens

Such an urban design implementation would

in a way that understands the underlying

be quite costly and would take a number of

potentials of the neighborhood.

years to see such changes take place. While the cost of speci ic projects would be split

Although there may be a number of ways

between public realm and private entities,

that the future of this neighborhood can be

inancing and development encouragement

envisioned, the guidelines for this particular

would be spurred by introduction of streetcar

framework has risen from the strong issues

system and the promise of a centrally located

unearthed during the site study on regional

train station with spur service to Sacramento

53

and San Jose, and by extension to the high

in the potential in the neighborhoods of

speed rail network.

Jack London district to create the notion of centrality for the City of Oakland and in its

Improvements in the public realm will be a

ability to demonstrate a model for an urban

very important aspect of attracting future

way of life that is incremental and ever-

residents and businesses to the neighborhood.

evolving.

The linear park will be a necessary addition to the open space network which currently

The

is largely absent. Investments in disguise

integration and adaptability guides towards a

of streetcar infrastructure and open spaces

comprehensive vision for the transformation

will raise the intensity of pedestrian

of this neighborhood and yet are lexible

activities in the area. The rate at which new

enough to re-adjust with changing needs and

residential developments will occur is largely

resources for the considerable future.

indeterminable, but would likely follow the speculations created by the improvement in public realm infrastructure and investments in community amenities like a day-care or a market. Any new built form will follow the existing parcelization pattern which will allow for a steady and incremental growth.

In conclusion, this proposal strongly believes

three

strategies

of

connectivity,

54

B I B LI O GRA P HY

55

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Neal, Peter. Urban Villages and the Making of Communities. Taylor & Francis, 2003.

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