Large Transport; Low Wing; 2 Turbojet Eng
Flight Crew Air Transport Pilot (ATP)
Confusion; Distraction; Situational Awareness
Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Environment - Non Weather Related; Human Factors; Procedure
We were cleared direct MITOE intersection getting ready for a visual approach to runway 30. About 15 miles out we reported the field in sight and were cleared for the visual approach to Runway 30.  The captain began a descent from 4000 feet to 2000 feet MSL as that is the altitude for crossing MITOE and during the descent through approx 3000 MSL we received the '2500' auto callout. A few seconds later the controller issued a terrain warning and the GPWS gave a 'TERRAIN-TERRAIN PULL UP' warning. The captain immediately disconnected the autopilot and pitched up. As soon as he pitched up the aural warning went away and I acknowledged ATC. We climbed a few hundred feet and then continued the descent for MITOE. We never lost sight of the field during the event and I believe it was due to the ridge east of the field which we were too close to during the descent.It occurred due to our lack of awareness of the actual height of the terrain in that particular area. We could have been lulled into a sense of complacency due to flying into OAK for many years and being in clear weather with exceptional visibility. The only hindrance to us was the fact that it was dark and that particular area of terrain is relatively unlit.Better situational awareness and use of the terrain feature on our ND's.
An air carrier crew was clear off their arrival direct to the OAK ILS 30 MITOE waypoint for a night visual and while descending to 2;000 feet received nearly simultaneous EGPWS and ATC Terrain warning at about 2;500 feet. Evasive action was taken.