A Better Classen by OU Institute for Quality Communities

A BETTER CLASSEN Alliance for a Better Classen Urban Land Institute of Oklahoma City of Oklahoma City OU Institute for Quality Communities

CONTENTS

Introduction

Executive Summary. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Key Principles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Utilizing Interim Design. . . . . . . . . . . . . . . . . . . . . . . . . . .4

Stakeholder Engagement

Walking Tour. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7 Public Meeting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8 Stakeholder Interviews . . . . . . . . . . . . . . . . . . . . . . . . . . 12

Research

History of Classen Boulevard. . . . . . . . . . . . . . . . . . . . . . . 15 Planning Context . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Neighborhood Context . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Development Activity . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Street Design. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Traffic Patterns. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26

Recommendations

Intersection Interventions . . . . . . . . . . . . . . . . . . . . . . . . 30 Active Transportation Considerations . . . . . . . . . . . . . . . . . 42 Public Art and Beautification. . . . . . . . . . . . . . . . . . . . . . . 54 Development Patterns. . . . . . . . . . . . . . . . . . . . . . . . . . . 56 Classen Design Scenarios. . . . . . . . . . . . . . . . . . . . . . . . . 58

Conclusion

Next Steps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66

Appendix

Collaborators. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 Additional Resources. . . . . . . . . . . . . . . . . . . . . . . . . . . . 71 Student Reflections. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72

Introduction

EXECUTIVE SUMMARY The idea behind A Better Classen was born in 2014 from a set of safety concerns and challenges faced by pedestrians and cyclists when crossing Classen Boulevard. In conjunction with the Oklahoma Urban Land Institute and the City of Oklahoma City Planning Department, the Institute for Quality Communities at the University of Oklahoma fostered a citizen-led initiative, along with university student engagement, to conduct the outreach and provide the concepts outlined in this report. Classen Boulevard has a history as an important transportation corridor for Northwest Oklahoma City. Beginning as a streetcar route, Classen evolved into a heavily traveled arterial ‘freeway’ in the 1950s. As the city continues to evolve, various plans have identified Classen as an important part of a more balanced and multi-modal transportation system. The Classen Boulevard of today in the near-downtown area will soon be transformed by the westward extension of downtown, large redevelopment projects such as the 21c Museum Hotel and adjacent housing near Main Street at Classen, new investment for infill between Western and Classen, connections to I-40 and the downtown Boulevard, implementation of the City’s upcoming Bike-Ped Plan, and the potential for a bus rapid transit system on Classen connecting the northwest to downtown. A Better Classen takes into account how these transformations and their timing will impact the design and phasing of street improvements from Reno Avenue to NW 23rd Street in the short, medium, and long term. This study examines Classen south of 23rd Street with a focus on the portion of the boulevard between 13th and 23rd. Based on input from neighborhood stakeholders on how they envision the future of the corridor, five key principles should guide decisions about street design on Classen Boulevard:

• • • • •

Improve safety and comfort of crossing Classen for people riding bikes and walking. Improve safety and comfort of north-south travel for people riding bikes and walking. Maintain Classen’s role as an important automobile commuter corridor. Promote a sense of identity for Classen, so that it is both a thoroughfare and a place. Prepare Classen to be a great transit corridor.

These principles were applied to provide recommendations that could support the stakeholder vision for this section of Classen Boulevard. Some can begin to address stakeholder concerns immediately, but others will require further study.

• • • • •

Implement interim interventions at key intersections for improved crossings. Support an active transportation network that links northwest Oklahoma City neighborhoods to downtown. Find opportunities for public art to beautify the corridor. Influence development patterns on Classen. Reconstruct Classen Boulevard as a premier multi-modal corridor.

There are many more possibilities and challenges for Classen Boulevard as it continues to play an important role in Oklahoma City’s urban form and transportation network. Stakeholders in this process should continue to stay engaged as city officials make decisions about Classen.

“Will Classen become just another traffic carrier, in which case the green strip and landscaping will always be secondary to paving and pedestrians sacrificed to automobiles... or a boulevard in the traditional sense, a place to live with trees and walks counted first?” Phillip Morris, The Oklahoman, September 1964 1

KEY PRINCIPLES Five key principles guide the recommendations included in this report. Principles are based on input from neighborhood residents and stakeholders, observations of the corridor, and the priorities of the Better Classen steering committee.

Improve safety and comfort of crossing Classen for people riding bikes and walking. There are neighborhoods and destinations on both sides of Classen Boulevard, particularly in the area north of 13th Street. Many residents expressed that it is difficult or unsafe to cross Classen as a pedestrian or cyclist to access destinations like Classen School of Advanced Studies, Mesta Park, and the Plaza District. In particular, crossings at 13th, 16th, and 18th are confusing or uncomfortable.

Improve safety and comfort of north-south travel for people riding bikes and walking. Classen has a scattered and disconnected sidewalk system and commuter traffic has been prioritized along the corridor, making it uncomfortable for pedestrians and cyclists. Neighborhood residents envision Classen as part of a network of bicycle and pedestrian connections between downtown, commercial districts, and residential areas.

Maintain Classenâ&#x20AC;&#x2122;s role as an important automobile commuter corridor. Classen is an important commuter corridor that serves northwest Oklahoma City neighborhoods and commercial centers. The vision for Classen is a multimodal street that serves all modes of transportation equally well. Pedestrian, bike, and transit improvements can be balanced with the need to carry automobile traffic through the heart of Oklahoma City.

Promote a sense of identity for Classen, so that is both a thoroughfare and a place. Classen Boulevard is considered a thoroughfare but few consider it a place. Many residents associate Classen with individual businesses, but the corridor has no unifying elements to make it seem like a cohesive destination. Stakeholders compared this stretch of Classen with the Asian District, where streetscape, design overlay, and branding efforts have created a distinct sense of place.

Prepare Classen to be a great transit corridor. Classen was developed as an important commuter corridor and has always evolved with transportation trends to continue serving this role. Numerous studies have identified Classen as a location for the next stage of transportation investment, likely including fixed-route transportation like bus rapid transit or light rail. Many changes are necessary for Classen to become a supportive environment for this type of transportation investment.

UTILIZING INTERIM DESIGN This report emphasizes interim design strategies. Interim design strategies are an emerging trend in urban transportation projects. Following community outreach to determine neighborhood priorities for a project area, city officials devise an interim installation of proposed improvements using inexpensive, temporary materials. The interim installation allows citizens to evaluate the proposed improvements in a tangible way. The interim installation provides an opportunity for planners and engineers to evaluate effectiveness and calibrate the final design before dedicating more substantial funding to permanent installation. “Road diets, street closures, new public spaces . . . [are] often questioned in established areas. Engineers and planners spend countless hours modeling, debating, and second guessing community assumptions about how improvements will be perceived and used. In many cases, it makes a lot of sense to just try it out . . . This allows for designs to be tested and for people to interact with the space and overcome fears of change. Engineers have cited design flaws during these brief tests and planners learned how a community would use the space.” A New Civic Engagement Approach in Action. Institute for Transportation Engineers Journal, March 2015. Interim design strategies are recommended by the National Association of City Transportation Officials, and frequently used in New York, Los Angeles, Seattle, Philadelphia, and other major cities. Interim designs can be useful in the following situations:

• Due to changes in traffic flow or the presence of overly wide lanes, the existing curb-to-curb section is no longer relevant

• Needed safety improvements have been identified, but funding for permanent installation is years away

• There is uncertainty about the functionality of the proposed change • There is community uncertainty about the proposed change Designers can study the functionality of the interim improvements to incorporate improved versions in permanent designs. The City’s consideration of any design strategy may require a traffic study to determine adverse impacts and identification of a funding source for the study.

Short-term strategies utilize materials like paint and movable barriers or planter boxes to test new street configurations. Short-term strategies are intended to be ideally low cost to the City and implemented in a period of 0-3 years. (Photo: NACTO Urban Street Design Guide)

Middle-term strategies utilize small reconstruction projects like concrete islands that do not disturb existing curbs or gutters. Middleterm strategies include potential for developer partnerships to share in the cost of improvements that benefit adjacent development within a timeframe of 2-5 years. Such partnerships may apply to short-term strategies as well. (Photo: Streetsblog Los Angeles)

Long-term strategies will result in larger-scale improvements, such as transit system projects and street reconstruction. These improvements will likely require more intense study and planning with stakeholders and City leadership, being accomplished through larger scale funding sources such as General Obligation Bonds, Department of Transportation grants, and other public-private options. The timeframe for long-term strategies is upwards of 5 years with a planning horizon of 20 years or more. (Photo: Benjamin Ross, Ratio Blog)

Stakeholder Engagement

WALKING TOUR

On a chill morning of December 11th 2014, the IQC team joined ULI Oklahoma, Oklahoma City planning department representatives, and community leaders for a site tour of Classen Boulevard. The main focus was on auditing bicycle and pedestrian infrastructure and providing some thought for discussion of possible improvements. Members of the recently established Alliance for a Better Classen and other neighbors shared their concerns on the tour. Many of the attendees cross Classen everyday and are familiar with its conditions. The group started from the intersection of Classen Boulevard and 18th Street, challenging themselves to make the crossing on time, as a crosswalk signal doesnâ&#x20AC;&#x2122;t give pedestrians much time. Walking on a narrow sidewalk along the six-lane urban highway, the participants noticed that Classen divides some of the cityâ&#x20AC;&#x2122;s most vibrant neighborhoods. For example, the Plaza District is just six blocks west on 16th Street and having a safer intersection will improve the connectivity not only with Plaza District, but also with the downtown and Midtown areas. The overall feeling of poor safety from the busy traffic and high speeds escalates when one has to get to the other side of Classen. The intersection with 16th Street is quite perilous as it is unclear where the buttons for crosswalk signals are and how to get to the east part of 16th Street. The walkability and bicycle safety issues impact the quality of environment around Classen. The group concluded that more public engagement is needed for people who use Classen Boulevard every day, to determine how it can be improved to better serve area residents.

PUBLIC MEETING On Wednesday, January 28, ULI Oklahoma hosted a public meeting to kick off a project to envision the future of Classen Boulevard in Oklahoma City. Around 200 people attended the event, learning briefly about the project and the history of Classen Boulevard. A key component of the meeting was a discussion period, when participants broke into groups and talked through a series of topics to identify the challenges and opportunities on Classen Boulevard. Many of the participants were residents and visitors who frequently experience the area around Classen. Concepts from this stakeholder meeting informed the teamâ&#x20AC;&#x2122;s work to consider possible short-term and long-term improvements for Classen. A summary of the comments is presented in this section.

Destinations What are (or would be, or should be) important destinations for neighborhood residents? Does Classen affect how people choose to access these destinations? Accessibility to locations along and near Classen was perhaps the biggest concern to stakeholders at the public meeting. Safe and walkable access to destinations was a common priority. The most popular destinations are the Plaza District, a grocery store, Classen School of Advanced Studies, and parks. One participant discussed how difficult it is to move across Classen and felt that the elementary school crossing at 18th Street is unsafe. Classen is also reported to be a major barrier for cyclists. Along the corridor, participants identify an abundance of underutilized business lots that are envisioned as attractive retail and restaurant locations due to Classen’s traffic counts. Several respondents considered that office space vacancy could be a problem on the corridor.

“It is hard to move between destinations on the east and west side of Classen.”

Popular destinations include the Plaza District, residential neighborhoods, parks, and businesses along Classen.

Drive How does Classen perform for drivers hoping to get somewhere? Consider the different perspectives of neighborhood residents and commuters. Participants feel that Classen performs well for traffic, but not so well for pedestrians. Classen is such a preferred route for commuters that cyclists from the area reported trying to avoid it when possible.

“Classen functions well for north-to-south travel, but is difficult to cross east-to-west.”

Some participants noted that the street can be confusing in some areas if a driver is not used to how the road curves and changes in configuration, particularly around the 13th Street intersection. Participants have noticed that it is difficult to cross east-to-west across Classen due to the traffic signals prioritizing north-to-south movement. There is a divide between residents and outside commuters over Classen’s intensity of use. Some feel that traffic calming measures, including the widening of the adjacent sidewalks should be taken to slow and discourage traffic while other feel that Classen currently functions as it should.

“There is very limited opportunity to cross the street.”

“The perfect Classen: Protected bike lanes on each side, wider sidewalks, two narrow lanes of traffic in each direction, streetcar down the center.”

Bike/Walk/Transit How does Classen perform for cyclists, pedestrians, or transit riders hoping to get somewhere? What are your ideas to improve Classen for these users? Participants agree that Classen is not hospitable to cyclists. A major reason pedestrians and cyclists are hesitant to use Classen is a lack of lighting and sidewalk connections (sidewalks come to a sudden end in several instances along Classen). Protected bikes lanes were suggested several times by meeting participants. There is a desire for more frequent safe crossings of Classen, especially at 16th Street. Several other pedestrian and cyclists protection measures were suggested, including the addition of a median, longer stoplights, and greater space between automobile lanes and pedestrian lanes.

Sense of Place How does Classen perform as a place (a large public space worth visiting) within the community(s) that surround it? Which parts perform particularly poorly or well? There are great businesses on Classen, but traffic moves quickly and sidewalk/ bike infrastructure is poor, so there is no incentive for businesses to have an outdoor presence. Overall, the participants felt Classen lacks a coherent identity as a place. Participants identified the strongest destination in Asian District between NW 23rd and NW 30th. There were several individual destinations like Café Antigua and other restaurants participants enjoyed visiting, but no coherent identify for the corridor. The Classen School of Advanced Studies was another notable area along Classen with a sense of place. One participant described the look and feel of Classen as a “time capsule.” It was also suggested that the longer stretches of Classen could use some “relief” in the form of businesses or restaurants.

Safety Does Classen feel like a safe place to you? What would need to be improved for you to feel safe? What are the important locations for safety improvements and what would an improvement look like in each of those locations? Classen can feel unsafe for people in cars, on bikes, or walking. Better lighting, crosswalks, and intersection improvements are needed. There are currently several factors contributing to feelings of danger along Classen including dilapidated storefronts, a lack of proper signage, poor lighting, the low overall amount of traffic lights, and traffic speed. A more consistent and maintained sidewalk could enhance citizens’ feelings of safety along Classen. Residents of the area are interested in implementing traffic calming measures to discourage commuters using Classen as a thoroughfare. One participant raised the issue of Classen’s degree of “permeability” for bikers and pedestrians attempting to cross. It also seems that participants feel that there could be an enhanced police presence and monitoring of Classen.

A Better Classen

“A boulevard with buildings and shops fronting it with sidewalks and parking, providing connections to other districts in the area. More than a corridor for moving vehicles.”

“A place where we feel safe to walk with our families. A safer, friendly, more interesting place to be.”

What is the meaning of “A Better Classen” to you? Many meeting participants categorized “A Better Classen” as a Classen with a more harmonious existence between drivers, pedestrians, and bicyclists. Streetscaping (along with other aesthetic improvements like increased vegetation) and traffic calming were suggested to help encourage this. Participants noted several obstacles (too many vacant offices or parking lots) that prevent Classen from reaching its full potential. Participants felt that Classen could be viewed as more than simply a thoroughfare. For example, one participant described their vision for Classen to become “A Grand Boulevard.” There is a recognition that Classen must serve many functions.

“More livable space included without jeopardizing traffic flow as Classen becomes a more widely-used thoroughfare.”

STAKEHOLDER INTERVIEWS Members of the steering committee conducted one-on-one interviews with representatives from key agencies and organizations along Classen Boulevard in the study area. Most interviews occurred during a half-day work session on April 9. See page 70 for a list of interview participants. Themes from the interviews are summarized here. The most unanimous priorities are improved aesthetics and pedestrian safety at intersections. All stakeholders support a vision for Classen’s future as a multi-modal corridor.

“Corridor of Hope” Stakeholders representing service agencies along Classen introduced the idea of the “Corridor of Hope,” an emerging concentration of social service nonprofits throughout the corridor. These include a school for homeless children, emergency housing for seniors, foster care, counseling for poor and working poor individuals, low-income and transitional housing, and services for new immigrants and refugees. Clients of these agencies often access services on foot or by public transportation, and people frequently utilize the services of more than one agency in the corridor.

Urban Development Stakeholders provided information about several major developments currently under construction on Classen, and indicated that many more large mixeduse developments are in planning stages. New development on Classen is expanding the mixed-use, dense, walkable characteristics of downtown to the west. However, some buildings are designed with entrances facing away from Classen because the street is not considered a pleasant amenity. Stakeholders would like to see development that embraces Classen as a primary frontage.

Street Safety Generally, stakeholders considered Classen to be a divisive barrier with many safety issues for pedestrian and cyclists, including the speed of traffic and difficulty of crossing. Recent improvements at 18th have made it a safer crossing, but the intersections at 16th and 13th are considered very dangerous for both pedestrians and drivers. All stakeholders want to see safe and comfortable access for pedestrians and transit riders, both crossing the street and walking between destinations on Classen. Many people are passionate about providing a safe bicycle access between neighborhoods and downtown, with a high preference for physically separated bike lanes.

Street Function There is a mixture of opinions about how well the street functions for automobiles. Some stakeholders feel that the street is congested, while others feel there are too many lanes, allowing vehicles to travel at high speeds. Several stakeholders asked for lower speeds and repurposed lanes for transit, bicycles, or pedestrians. Most would like to see enhanced transit options and dedicated space for bicycles. Some feared that lower speeds would lead to spillover traffic into neighborhoods, particularly when southbound traffic from Western Avenue is forced by the one-way segment south of 18th. This cut-through route is attractive because 18th curves seamlessly into Shartel toward downtown.

Street Appearance Classen is considered a signature corridor for Oklahoma City, but most stakeholders noted that the appearance of Classen is not as good south of 23rd Street. Particularly south of 13th, the area was described as having an industrial feel. Large expanses of asphalt, traffic noise, lack of landscaping, lack of branding or attractive lighting, and properties like the electric substation are considered negative aspects of Classenâ&#x20AC;&#x2122;s appearance. Stakeholders suggest an expanded landscaped median, new lighting, and colorful branding.

Research

HISTORY OF CLASSEN BOULEVARD Classen Boulevard: The Streetcar Corridor Classen Boulevard was born out of a need for a central streetcar route to support Oklahoma City’s initial population expansion. Following the Land Run of 1889, Anton Classen built a power station along what is currently Classen Boulevard to power the streetcar system and address Oklahoma City’s rapidly expanding electricity needs. This rail route originally stretched diagonally along what is currently considered Classen Drive. As Oklahoma City’s population boomed in the early 20th century, many residential and commercial buildings clustered around the boulevard due to its central location. However, in 1947, Oklahoma City’s streetcar system was abandoned, which paved the way for Classen’s transition into an automobilecentric boulevard.

Classen’s Transition Classen Boulevard was soon reopened in 1952, described as a freeway. One major difference was that its route was diverted to avoid dissecting surrounding neighborhoods. The diagonal segment south of 13th Street, which once supported the railway system, was converted to Classen Drive. Also, the lanes were widened to allow for a higher intensity of traffic. The new Classen Boulevard was quickly adopted by the greater Oklahoma City region as an important driving corridor. Efforts were made in the 1980s between Oklahoma City and the non-profit Classen Beautiful to enhance its appearance through the implementation of trees and shrubbery in the median. In the 1980s, vehicular access to Heritage Hills and Mesta Park was limited with a traffic plan that closed several side street intersections, despite the objections of some neighbors.

The Future for Classen’s Identity Residents have long imagined a future for Classen Boulevard as an attractive, grand corridor. Over the years, beautification and streetscape projects like the Asian District streetscape have improved Classen’s sense of identity in some locations. With increasing development activity at the south end of Classen, the area is in a transformative stage. Residents are asking how Classen can become a safe and beautiful thoroughfare that serves all forms of transportation while uniting the urban neighborhoods it helped create.

PLANNING CONTEXT

Downtown Development Framework (2015)

Central Oklahoma Commuter Corridors Study (2015)

Plan OKC Comprehensive Plan (Draft - 2015)

The framework includes street typologies for downtown streets. Classen is identified as “Boulevard” south of 6th Street and “High Intensity” between 6th and 13th Street.

After a detailed evaluation of the possible commuting alignment options for the North transportation Corridor of the region, the Classen Blvd./Western options were detailed to be the most viable among all. It is estimated that approximately 3,300 people will ride the alternative transportation option along the entire segment daily, with annual ridership numbers exceeding 1 million. Other notes:

The draft comprehensive plan prioritizes multi-modal corridors that expand transportation in Oklahoma City beyond the private automobile. A highly connected street network with good access management is recommended to mitigate traffic congestion. Additionally, street designs are meant to respond to their land use and development context.

Boulevard • Movement of vehicular traffic is a priority • Focuses on pedestrian safety and comfort in relation to the movement of cars or traffic • Pedestrian zone is a minimum of 10 feet (15+ feet preferred) • Sidewalk should be buffered from traffic • Street trees encouraged High Intensity • High pedestrian activity with dense mixed uses along street • Pedestrian zone is a minimum of 10 feet (15+ feet preferred) • Hardscaped amenity zone

• Transit stations are designated at •

both NW 10th and NW 23rd along Classen Blvd. Surveys show that 84% of those polled preferred rail-based transportation options over bus (16%)

The final Locally Preferred Alternative recommended the extension of the Oklahoma City streetcar be extended through Classen Blvd., connecting from NW 10th through NW 63rd. This extension is expected to draw some 2,100 commuters daily.

The transportation component of the plan emphasizes creating a connective bicycle network that functions to get people to highpriority destinations. The plan’s suggested bicycle performance goals include “incorporating bicycle facilities into resurfacing or construction projects” of bicycle network streets. Arterial crossings are offered as an example of ‘barriers to continuity’ for the bicycle network.

Midtown Urban Renewal Plan (2013)

OKC Plan 2000 - 2020 (Adopted 2000)

10th Street Medical District Development Strategy (2006)

The plan identifies the boundary of the Midtown renewal district, which extends down from 13th Street south to 4th Street on the eastern side of Classen. The plan identifies a series of issues (built and social) in the area, with the following recommendations:

The current comprehensive plan defines Classen as a Major Activity Corridor. Several of the surrounding neighborhoods are part of the traditional neighborhood area.

The study includes the blocks directly west of St. Anthony’s (8th-12th, Shartel to Classen) lining the eastern edge of Classen, recognized as the “Cottage District” recommending the following:

• Area defined as sustainable, • • • •

•

vibrant and inclusive urban environment Preserve the original grid of the City fabric. Commit well-designed and complementing modes of transportation. Increase walkability. Negotiate the form and character of existing and new buildings that define the public right-of-way between private developers and City planners. Enforce existing public development policy and the establishment of new development policy. Achievement of higher levels of development density that can be accomplished through both infill/ redevelopment and new development projects

Major Activity Corridor • Maintain existing residential zoning footprint • Incoming buildings six stories or higher are subject to development requirements to compliment existing neighborhood • Investigate incentives to enhance “facility” appearance • Increase landscape requirements for surface parking Traditional Neighborhoods • Retain original street grid and widths • Retain traditional orientation of buildings to the street • Preserve mature trees • Maintain historical block sizes

• Extend NW 11th Street west to

•

connect with Classen Boulevard to complete the street grid network. Reinforce Classen Boulevard as a commercial spine with new development built up to the sidewalk edge and parking to the rear of the site. Improve the condition of alleyways and their greater use for access to parking behind buildings

NEIGHBORHOOD CONTEXT

Classen is positioned to connect excellent residential neighborhoods and commercial districts of the inner city with Midtown and downtown Oklahoma City.

Classen Boulevard is a corridor of several vibrant and historic neighborhoods. Since its inception as a railway system at beginning of the 1900’s, Classen Boulevard has served as the backbone for much of Oklahoma City’s residential development. It supports an eclectic mix of modern and classical aesthetic and architectural styles. To the east of Classen Boulevard are several of Oklahoma City’s most distinguished neighborhoods. Located immediately north of Oklahoma City’s central business district, Heritage Hills and Mesta Park were among the first established neighborhoods in Oklahoma City. Their aesthetic and architectural style are evident of their deep history. In fact, half of the homes that currently comprise Mesta Park were developed by 1930. With century-old trees lining the streets and Prairie style homes, a walk through one of these neighborhoods is like a walk through the past. Residential neighborhoods and commercial nodes to the west are experiencing revitalization and population growth. The renaissance of the Plaza District is a perfect example of this. Gatewood and Classen Ten Penn are evolving into strong neighborhoods with new investment and public programs like the Strong Neighborhoods Initiative. The neighborhoods boast affordable homes that will continue to attract younger generations and first-time home buyers. Classen is a western boundary of downtown and Midtown, which are both experiencing substantial growth in businesses and residential properties.

Neighborhoods and Commercial Districts Mesta Park Gatewood

18th & Classen 5,024 residents within 10-min walk 43,057 residents within 10-min bike

Plaza District Heritage Hills Classen Ten Penn Midtown

10th & Classen 5,806 residents within 10-min walk 36,325 residents within 10-min bike

Linwood Blvd Residential/Industrial Area

West Main Residential/Industrial Area

Downtown

DEVELOPMENT ACTIVITY

Dense mixed-use development is proceeding rapidly in the neighborhoods and districts along Classen Boulevard.

Development activity is proceeding rapidly in the neighborhoods and districts along Classen Boulevard. In the downtown area, the development of the Film Row district has extended west along Sheridan, now including the 21c Museum Hotel under construction at Main and Classen. More large-scale urban residential developments are on the way. Further north, Classen runs along the South of Saint Anthony (SoSa) neighborhood, where modern homes and apartments are a common type of infill. In Midtown, large apartment buildings, mixed-use developments, and office buildings are under construction near Classen. Properties are being assembled for even more likely residential development. The Saint Anthony Hospital campus continues to expand in this area. North of 13th Street, the Plaza District and neighboring residential areas may be a catalyst for development along the Classen corridor in the near future. Some new and renovated apartment buildings have been added to the market along Classen. Near 23rd Street, opportunities for future change and development include the Gold Dome and the American Fidelity office campus, both of which have changed ownership during the time period of this study. Growth in Uptown along 23rd Street is a source of energy for the Classen corridor in this area.

Development Map

18th Street Studios

Catholic Charities

Sunbeam Family Services

The Commons

Francis Apartments

LIFT Apartments

Lisbon Lofts

21c Museum Hotel

12-unit apartment building Completed 2012

Low-income care and service provider Completed 2015

43-unit apartment building

7-unit condominium Expected completion 2015

Expected completion 2016

48-unit affordable senior living center Expected completion 2015

329-unit apartment with retail Expected completion 2015

Hotel and hundreds of apartments Renovation in progress

STREET DESIGN Classen Boulevard is a major arterial centered almost exclusively around automobile transportation. In the study area, Classen spans 6 lanes, with a speed limit of 35 mph. Dedicated left turn lanes are typically present at intersections with stoplights. Right turns can be made at high speeds with slip lanes and wide corner radii. These automobile-oriented design features create unsafe and uncomfortable environments for pedestrians and cyclists. Classen at 18th

Varies Parking Building Frontage

11’ Travel Lane

11’ Median Turn Lane

11’ Median

11’ Travel Lane

Varies Access Drives

Varies Parking Building Frontage

The aesthetic character varies along the corridor. North of 16th Street, Classen features landscaped medians. South of 16th Street, the medians are entirely concrete, devoid of aesthetic improvements. Street trees and other landscaping could enhance the visual character of Classen while serving as a protective buffer between pedestrians and fast-moving traffic. Street trees could also provide a sense of enclosure to make the environment more comfortable. Pedestrian and bicycle infrastructure are lacking in the corridor. Some sidewalks exist along Classen Boulevard, but large portions of the corridor do not have sidewalks. Where sidewalks are present, they are typically cracked and uneven. A complete network of sidewalks is vital to enhance the safety, accessibility, and street life along this corridor. Poor pedestrian infrastructure affects transit usage. A lack of sidewalks and sheltered transit stops discourages potential riders. A complete pedestrian network and quality bicycle facilities will support Classen’s evolution into a multi-modal transportation corridor. Typical Section

Varies Setback

Varies Grass Buffer

12’ Travel Lane

10’ Travel Lane

6’ 10’ Median Travel Lane

Typical Right-of-Way 110’

10’ Travel Lane

12’ Travel Lane

Varies Grass Buffer Sidewalk

Varies Setback

Recent ADA Improvements Recent ADA improvements have made crossing safer and more comfortable in some key locations. With crossing distances of over 100â&#x20AC;&#x2122; in some locations, enhanced crossings are extremely important.

Unprotected Sidewalk Without a physical buffer, many sections along Classen have sidewalks directly next to nearby traffic, leaving pedestrians vulnerable to fast-moving motorists.

Confusing Intersections At some locations, streets converge at odd angles, making it difficult to predict and adjust to swift vehicular movements and creating an especially dangerous environment for crossing pedestrians.

Desire Paths Many segments of Classen lack entire sidewalk connections. Worn desire paths show the demand for pedestrian infrastructure.

Poor Sidewalk Conditions Some sidewalk sections have fallen into disrepair, limiting their accessibility.

Barren Sections Often dominated by concrete, some blocks along Classen are typically barren and unattractive. Landscaping and development could improve the aesthetic experience along Classen, and possibly induce more foot traffic in the corridor.

Unsheltered Transit Stops Without fixed shelters, those waiting for the transit connections are exposed to the elements.

TRAFFIC PATTERNS Classen is a commuter corridor connecting the northwest side of Oklahoma City with employment centers in the downtown area. Classenâ&#x20AC;&#x2122;s traffic volume is highest north of 36th Street, where it carries up to 30,000 cars per day. In the study area, daily traffic volume is highest north of 13th Street, where Classen carries nearly 25,000 vehicles per day in some locations. This volume is comparable to 23rd Street in Uptown, a four-lane street with limited turn lanes.

Daily Traffic Volume

3,539

21,166

Western at 19th

Classen at 18th

24,215 Classen at 15th

South of 13th, traffic volumes decline significantly as commuters access their destinations in Midtown and downtown. Volumes range from 8,000 to 14,000 vehicles per day. This volume is comparable to traffic volume on Western Avenue between 36th and 50th Streets, a two-lane street with no turn lanes. Daily and hourly traffic data suggest that there may be excess lane capacity along Classen in the study area that could be repurposed to balance transportation options in the corridor.

14,633 Classen at 11th

7,570 Classen at 7th

Future Traffic Volume Changes The OKC Boulevard project will merge Classen with Western near Reno. This will make Classen the direct route to and from I-40 access at Western. As a result, the downtown sections of Classen are likely to see an increase in traffic volumes.

11,231 Classen at 4

4,618 4th at Shartel

Hourly Traffic Volume Traffic follows a daily rhythm on Classen. Hourly traffic volumes at NW 20th (see graph) show a typical rush hour pattern with morning southbound peak and afternoon northbound peak. Traffic volumes at NW 5th (see graph) show a similar pattern. Traffic volumes are significantly lower throughout the corridor after 7:00 p.m. Hourly Volume: Classen at 20th

Hourly Volume: Classen at 5th

2,500

2,000

1,500

1,000

500

0 All traffic

Northbound traffic

Southbound traffic

All traffic

Northbound traffic

Southbound traffic

Vehicles Per Lane Per Hour (VPLPH) Each travel lane has a theoretical capacity of vehicles per lane per hour. On Classen, there are three travel lanes in each direction, supported at key intersections with left turn lanes. At NW 5th, Classen currently handles a maximum of about 250 VPLPH. At NW 20th, Classen carries a maximum of about 450 VPLPH. The graphs below compare these numbers to northbound Classen at NW 37th, which carries more than 700 VPLPH at its peak. This comparison suggests that Classen may have excess lane capacity in parts of the study area. VPLPH: Classen at 20th 800 700

VPLPH: Classen at 5th 800

Max Vehicles Per Lane Per Hour Classen at 37th PM Peak NB

700

600

Max Vehicles Per Lane Per Hour Classen at 37th PM Peak NB

600 Max VHPLPH Classen at 20th PM Peak NB

500

400

300

200

100

0 Northbound Traffic

Southbound Traffic

Max VPLPH, Classen at 37th

Max VHPLPH Classen at 5th PM Peak SB

0 Northbound

Southbound traffic

Max VPLPH, Classen at 37th

Recommendations

Implement interim interventions at key intersections for improved crossings. Interim designs provide additional safety for pedestrians and cyclists at three key intersections as soon as possible. These intersections can be further improved by permanent reconstruction.

Support an active transportation network that links northwest Oklahoma City neighborhoods to downtown. Support ongoing active transportation projects and policies by The City of Oklahoma City that respond to growing demand for safe bicycle infrastructure by strengthening existing bicycle lanes and adding protected bicycle lanes on key streets with sufficient existing curb width.

Find opportunities for public art to beautify the corridor. There are locations available for temporary or permanent public art installations that could enhance the appearance of Classen in the downtown area.

Influence development patterns on Classen. Land use and design policies should guide development so that both sides of the street complement each other. Influencing development patterns immediately will help prepare Classen for its multi-modal future.

Redesign Classen Boulevard as a premier multimodal corridor. Further study of the entire corridor is required to determine the best future for Classen Boulevard. This section presents a variety of concepts to begin the conversation.

Intersection Interventions

The most immediate concern for Classen Boulevard is improving the safety of crossing the street for pedestrians and bicyclists at key locations. Crossing Classen’s six to eight lanes of asphalt is an intimidating task. Improvements can be made quickly using interim design strategies, including techniques borrowed from Seattle and Chicago presented in this section. Important crossing locations with an opportunity for improvement:

• 18th Street: An important bicycle route with an existing traffic signal • •

that can be improved with curb extensions and additional protection for bicycles. 16th Street: A confusing intersection along the most direct route to and from the Plaza District that can be improved by limiting conflict areas. 5th Street: An extremely wide crossing distance in an area of increasing development that can be improved by reducing turn lanes.

The interim design techniques demonstrated in this report to improve these intersections could also be applied to other signalized intersections. Interim design concepts can be adapted into later reconstruction projects on Classen.

TEMPORARY CURB EXTENSION: SEATTLE Curb extensions extend the sidewalk into the parking lane at intersections. By narrowing the width of the roadway, they shorten crossing distances and have a traffic calming effect. Interim curb extensions utilize paint and other materials to shorten the crossing distance to provide safety benefits sooner without the need for changes to existing drainage and ADA ramps. This interim curb extension at 85th and Roosevelt in Seattle shortened the crossing distance from approximately 40 feet to only 25 feet. There may be numerous opportunities for this type of intervention along Classen. The intersection of 18th and Classen is presented as an example in this section.

Image: Nearmap

Photo: Dongho Chang, City Traffic Engineer, City of Seattle

SLIP LANE CLOSURE: CHICAGO This complex intersection in Chicago had long and complicated crossing distances for pedestrians and cyclists. The angles of intersecting streets and channelized right turn lanes, also called slip lanes, made a hostile and challenging environment for people walking. Chicago Department of Transportation is installing an interim design to increase safety and calm traffic at this location. Curb extensions are made with paint, flexible bollards, and concrete planter boxes. The same materials were used to close three channelized turn lanes, eliminating three of the intersectionâ&#x20AC;&#x2122;s conflict areas for pedestrians. Crews are currently completing the installation and officials will evaluate the effects of the design over the coming months. Any modifications deemed necessary can be attempted over time before a permanent streetscape is designed. There may be numerous opportunities for this type of intervention along Classen. The intersection of 16th and Classen is presented as an example in this section.

Image: John Greenfield, Streetsblog Chicago

Photos: John Greenfield, Streetsblog Chicago

18TH AND CLASSEN Existing Conditions This intersection is the most frequently cited crossing of Classen for people on foot and riding bikes. People cross at this location because 18th has a traffic signal and connects networks of low-volume residential streets east and west of Classen (see page 44). Key destinations nearby include a grocery store, school, small businesses, and Mesta Park. People who cross at this location have expressed concern that the crossing distance is too large. The crossing distance is more than 100â&#x20AC;&#x2122; from curb to curb. Recent improvements have placed an accessible refuge island in the median. People on bikes expressed that the signal timing at this intersection requires long wait times. Because bike riders must queue behind vehicles, it is difficult to cycle through the intersection during the short green light phase.

Existing Conditions 1

Crossing distance is long

18th Street bicycle route

Riders exiting Mesta Park feel less safe and comfortable in the block between Western and Classen due to exposure Light timing makes it difficult for riders to pass through intersection Large intersection is conflict area with turning vehicles

5 1

Interim Design On-street parking on the west side of Classen makes it possible to create curb extensions that physically shorten the crossing distance for pedestrians (see page 32). Because this intersection is currently the most heavily used pinch point for cyclists traveling between the east and west sides of Classen, special care should be taken to make this two-block stretch match the comfort level of quiet residential streets nearby. A protected or buffered bicycle lane (see page 45) on 18th Street between Western and Classen will help riders transition from quiet Mesta Park streets to the intimidating Classen intersection. Pairing this lane with a bike box (see page 46) will allow bike riders to move to the front of the queue at the signal, maximizing their time to pass through the intersection. Marked conflict areas (see page 71, â&#x20AC;&#x153;NACTO Urban Bikeway Design Guideâ&#x20AC;?) showing the space where drivers should expect to see people on bikes will improve safety through this wide intersection.

Long-Term Design Consider strengthening this bicycle connection with a protected bicycle lane in each direction. Interim Design Strategies

Curb extensions shorten crossing distance

Protected bike lane segment between Western and Classen makes riders more comfortable at key connecting point

Bike box at intersection allows riders to maximize time to pass through intersection

Conflict areas are marked through intersection

16TH AND CLASSEN Existing Conditions The growth of the Plaza District and the nice pedestrian environment along 16th Street west of Classen have made this intersection an important location for walking. Classen Drive, which terminates at this intersection, is a popular route for bike riders to urban neighborhoods from downtown (see page 49). Odd angles of intersecting streets make this a confusing intersection for drivers. Slip lanes from Classen encourage faster traffic toward Mesta Park along Western and toward the Plaza District on 16th. These slip lanes and the width of Classen make this a difficult and unsafe crossing for pedestrians.

Existing Conditions 1

Recent investments made 16th Street a desirable street for walking

Slip lane encourages fast traffic toward Plaza District

Confusing angles of intersecting streets difficult for all roadway users

Slip lane encourages fast traffic toward Mesta Park

Sidewalks, low traffic volume make Classen Drive desirable for walking and cycling

No safe crossing on south side of intersection

3 2 4 1 6 5

Interim Design The proposed interim design closes the slip lanes to slow down turning traffic and eliminate two conflict points for crossing pedestrians (see page 34). The crosswalk across Classen is relocated to cut through the median, so that the median provides a refuge point for crossing pedestrians. Bold continental crosswalks provide enhanced visibility. Other considerations for the interim design might be a public art treatment throughout the intersection, to better establish this location as the gateway to the Plaza District.

Long-Term Design Consider opportunities to reshape the intersection to restore two-way traffic on Western. Consider opportunities to enhance this intersectionâ&#x20AC;&#x2122;s function as a visible gateway to the Plaza District with a decorative intersection or public art.

Interim Design Strategies

Close slip lanes with paint and heavy planters or other barrier

Move crosswalk to cut through median

Add crosswalk on south edge of intersection

Public art treatment as gateway to Plaza District

4 3

5TH TO 6TH AND CLASSEN Existing Conditions With a traffic volume of less than 10,000 vehicles per day, this section of Classen may need further study to determine if six lanes are warranted. The double left turn lanes are not justified by todayâ&#x20AC;&#x2122;s traffic flow in this area. Left turn lanes are unlikely to be important here in the near future. This area is significant as the new home of the headquarters for Oklahoma City Public Schools. Additionally, a redevelopment project will turn a building on this block into a diner which will add a popular destination here. With a total of 8 lanes of asphalt, the crossing distance is more than 90 feet. Combined with a large setback on both sides of the street, this area is an unattractive sea of pavement. However, it is positioned at an ideal gateway location to downtown for southbound travelers and to Midtown for northbound travelers.

Existing Conditions 1

Extreme crossing distance makes this a very uncomfortable crossing

Turn movements do not justify the double left turn lane

Vast asphalt expanse makes this an unattractive downtown gateway

Interim Design To better serve todayâ&#x20AC;&#x2122;s traffic patterns, the turn lanes at this location should be replaced with an interim design median. The median can be a location for public art, planters, and wayfinding or gateway signage. This median will visually shorten crossing distances and break up the sea of asphalt at this key gateway to downtown. An alternative option is illustrated that includes a median but preserves a single turn lane. If preserved, these turn lanes should operate with permissive left turns rather than protected left turns that require their own phase in the signal timing.

Interim Design Strategies 2

Closing both turn lanes provides an opportunity for a median that beautifies and visually narrows the crossing distance

Consider including gateway or wayfinding markers welcoming travelers to downtown

4 3

Consider including gateway or wayfinding markers welcoming travelers to Midtown If the turn lane removal causes significant traffic delay, the interim design can be modified to restore a single turn lane

Active Transportation Considerations

Stakeholders are very interested in bicycling for transportation in the neighborhoods surrounding Classen Boulevard. High density mixed-use development is appearing along the corridor and within a half mile on either side. Additionally, Classen is home to a growing cluster of social service organizations with clients who do not have access to cars.

The City of Oklahoma City is currently initiating over a dozen active transportation projects and policies, three of which have a direct impact on Classen:

Many trips in the area south of 23rd Street are one or two miles, between residential areas and workplaces, services, dining, or entertainment. However, existing bike infrastructure is very limited and Classen is one of many barriers that make cycling between neighborhoods uncomfortable.

• The Bicycle & Pedestrian Master

Providing a high quality bicycle network including quiet residential streets and dedicated infrastructure on busier streets will incentivize urban development, reduce dependency on parking, and contribute to central Oklahoma City’s evolution into a multi-modal area. Opportunities to improve the bicycle network include:

Plan

• The Bike-Pedestrian-Motorist Safety Awareness Campaign

• The City’s Livable Streets Policy

• Extend and enhance connections to existing bicycle routes, including low volume residential streets

• Include bicycle infrastructure in areas with oversized lanes and roadways • Consider options for a signature protected bicycle lane corridor, including Classen or Western

OCU

Bike Infrastructure and Barriers with Origins and Destinations

Uptown 23rd Street

Existing bike lanes (not sharrows) Barriers to cycling Destination district

Plaza

High residential density 13th Street

Schools and universities Parks

Walker

Classen

Residential neighborhood; low stress streets for cycling

Deep Deuce

Sheridan

NEIGHBORHOOD STREETS

Quiet neighborhood streets will continue to make up the majority of Oklahoma Cityâ&#x20AC;&#x2122;s active transportation network.

The neighborhoods around Classen Boulevard have many quiet residential streets with low traffic volumes that are used by people riding bikes. Neighborhood streets are ideal bicycle routes, but they are often interrupted by busy arterial cross streets like Classen Boulevard. Improving intimidating intersections (as shown in the previous section) and connections helps spread the network of comfortable streets for biking. Some neighborhood streets could be prioritized as bicycle boulevards, with enhanced wayfinding and traffic calming. Neighborhood streets must be supplemented by bicycle lanes, protected bicycle lanes (see facing page), or bicycle trails where key destinations or connections are on busier collector and arterial streets.

PROTECTED BICYCLE LANES Where protected bicycle lanes were installed, bicycle traffic increased throughout the entire bicycle network and more than a quarter of riders reported riding their bike more. Photo: People for Bikes Protected bike lanes, also known as separated bike lanes or cycle tracks, provide physical separation and a protective barrier between automobile traffic and bicycle traffic in roadways. Protected bike lanes can be installed as a key part of a network of bicycle facilities. Where installed, bicycle traffic increased throughout the entire bicycle network and more than a quarter of riders reported riding their bike more because of the protected bike lane (see page 71: “Lessons from the Green Lanes”). Recent guidance from the Federal Highway Administration says the following about the benefits of this bicycle facility type: Separated bike lanes have the potential to improve traffic safety for all street users, especially when implemented as part of a “road diet” or other traffic calming project. Separated bike lanes can help to organize all traffic modes, while also reducing pedestrian crossing distances and decreasing “leapfrogging” between buses and bicyclists. Separated bike lanes can contribute to increased bicycling volumes and mode shares, in part by appealing to less confident riders and this could eventually result in a more diverse ridership across age, gender, and ability. Separated Bike Lane Planning and Design Guide Federal Highway Administration (2015) Protected bicycle lanes should be installed as part of a greater network to provide a safe facility for people of all levels of ability. The Federal Highway Administration also provides the following guidance for selecting locations for protected bicycle lanes: • • •

High-stress corridors that connect areas of low-stress bicycle network High-volume streets and major intersections Corridors that could fill an unmet need and latent demand

BIKE BOXES

Photo: National Association of City Transportation Officials

Bike boxes can increase A bike box is a designated area at a signalized intersection that allows people riding bikes to advance to the front of the intersection. Bike boxes allow the visibility of people cyclists maximum visibility and efficient positioning at the front of the queue on bicycles and reduce of vehicles waiting to pass through the intersection. The Urban Bikeway Design Guide lists the following benefits of bike boxes: delays experienced when attempting • Increases visibility of bicyclists. • Reduces signal delay for bicyclists. to pass through an • Helps prevent ‘right-hook’ conflicts with turning vehicles at the start of the intersection. green indication. • Provides priority for bicyclists at signalized bicycle boulevard crossings of major streets.

• Groups bicyclists together to clear an intersection quickly, minimizing impediment to transit or other traffic.

• Pedestrians benefit from reduced vehicle encroachment into the crosswalk.

PROTECTED BIKE LANES ON ARTERIALS Reseda Boulevard Los Angeles Traffic Count 44,108 ADT Peak Hour 3,179 vehicles/hr Peak VPLPH 800 VPLPH Right-of-way 100’

• Travels through a dense • • • • • Photo: Streetsblog Los Angeles

residential and commercial area near a university campus Connects to a grid network of streets Has many curb cuts for driveways along the street Features two travel lanes in each direction plus a center turn lane Includes a lane of parallel parking Separates bicyclists from automobile traffic by parallel parking, painted buffer, and flexible plastic bollards

Rosemead Boulevard Temple City, California Traffic Count 33,000 ADT Peak Hour 2,379 vehicles/hr Peak VPLPH 630 VPLPH Right-of-way 100’

• Travels through a dense residential • • •

and commercial areas along hightraffic commuter corridor Features two travel lanes in each direction with left turn lanes at select locations Includes lansdscaped median with trees Separates bicyclists from automobile traffic by intermittent landscaping islands

Photo: Streetsblog Los Angeles

WALKER, 4TH, AND 6TH

3 1

Existing Bicycle Lane

Proposed Bicycle Lane

Proposed Bicycle Route

Challenging intersection

1 Linwood to 6th Street: Protected bicycle lanes. Challenging intersections at Classen and Broadway.

3 Walker: Protected bicycle lanes.

2 Classen Drive: Sharrows or bicycle lanes where possible. Challenging intersections at 13th and 16th.

4 4th Street to Katy Trail: Protected bicycle lanes. Challenging intersections at Classen, Broadway, and Lincoln.

Walker to Classen Drive One of Oklahoma City’s most consistent and useful bicycle lanes is Walker Avenue through downtown. However, this bike lane only lasts a few blocks before ending at 6th Street.

This report echoes the Downtown Development Framework’s bicycle infrastructure recommendations for Walker, 4th Street, and 6th Street as they relate to connecting downtown with the Classen corridor.

There is ample space within the existing pavement to extend Walker’s bicycle lanes from 6th Street to the 10th Street roundabout. Classen Drive, a diagonal street from 10th to 16th, has some sections with space for painted bicycle lanes. Because of its diagonal orientation, Classen Drive has very large and intimidating intersections at 11th Street and 13th Street. Painted conflict areas through these intersections (see 18th Street Intersection concept) would help distinguish Classen Drive as an ideal cycle route. This bicycle route would terminate at the improved 16th and Classen intersection. Bicycle wayfinding should be considered for the Walker bicycle lane, indicating distance to the Plaza Court area of Midtown, the Plaza District, and Uptown.

4th Street and 6th Street Routes extending east and west into downtown enhance the connectivity of the bicycle network. There is an opportunity for protected bicycle lanes in the existing curb width of both 4th Street and 6th Street. Protected bicycle lanes on 6th Street can make a valuable connection with Linwood Boulevard to the west. Linwood can easily accommodate a protected bicycle lane in the existing curb width, because of its very low traffic volumes. Protected bicycle lanes on 4th Street would include a connection to the downtown transit center and serve the dense residential population of Deep Deuce. 4th Street can also make a valuable connection to the Katy Trail facility two miles east of Deep Deuce.

Note on Shartel Shartel is a candidate for a parallel north-south bicycle connection, because it has four lanes and low traffic volumes throughout much of the study area. An obstacle is the large elevation change between 6th Street and 9th Street, making Shartel difficult for users traveling north who are not in peak physical condition.

CLASSEN ALTERNATIVE

2 3

Existing Bicycle Lane

Proposed Bicycle Lane

1 Classen Boulevard: There is potential to repurpose outside lanes from 18th to 6th Street. 2 Classen Boulevard: Traffic volumes south of 6th Street are especially likely to change due to a future direct connection to I-40.

Special Considerations

Challenging intersection

3 Sheridan: Extend existing bicycle lane to connect to new route.

Classen Boulevard and Cycling Classen is a barrier to cycling. Intersection improvements shown in the previous section are an immediate way to address this issue, but many stakeholders expressed a desire for the Classen corridor to serve as a key component of their cycling route through the central city. The team considered this option, but the concept is challenged by the future need to accommodate traffic volumes and bus rapid transit.

The Downtown Development Framework suggests specific bicycle infrastructure on Classen should be determined by the long-range corridor plan. The framework also suggests Classen may have a higher regional traffic priority south of 6th Street.

A traffic analysis should be conducted to determine if Classenâ&#x20AC;&#x2122;s current traffic volumes require six travel lanes. There may be potential for lane reduction, making Classen a four lane arterial with turn lanes provided in the median where necessary. Many arterial streets in Oklahoma City carry similar traffic volumes using four lanes and a turn lane. Efforts focused on a lane reduction for Classen should consider the need to continue moving traffic efficiently while also recognizing a greater shift toward multi-modal transportation options. Classen has been cast as an important corridor for future bus rapid transit. Such a facility may require a permanently dedicated right-of-way for buses or peakhour bus lanes that would replace a travel lane in each direction. Considering the low current traffic volumes and future transit uses for Classenâ&#x20AC;&#x2122;s right-of-way, a transition from six to four lanes on Classen may be desirable in the near term. This transition to a balance between multiple transportation modes on Classen could begin sooner by repurposing the outside lanes. Setting a new balance would influence development that is already coming to the Classen corridor. With only four buses per hour on the busiest part of Classen, there is no need for a dedicated transit lane today. However, there are two visions that could justify an interim conversion of an outside lane on Classen to serve both transit and bicycling with little stress on traffic flow: A protected bicycle lane in each outside lane would transform Classen into a low-stress corridor for cyclists. The lane may be designed in a way that can also accommodate bus pullouts at existing bus stops. This prevents buses from blocking traffic lanes when making stops. A shared bicycle/bus lane can be used safely due to the low hourly bus volume on Classen. The lane can be used by both buses and bicycles, which typically have the same average speed. Bicycle traffic would stop behind a bus at a bus stop to avoid a leapfrog effect. Such lanes are commonly utilized in Tucson, Arizona.

South Congress, Austin This section of South Congress in Austin is a major arterial carrying 30,000 to 35,000 vehicles per day. It features 2 miles of buffered bicycle lanes, two lanes of traffic, and a center turn lane. This segment of bike lane could be improved with an element of vertical separation, such as flexible plastic posts placed every 30-40 feet. Image: Google Street View

Cities are safely including protected bicycle lanes or shared bike and bus lanes on heavily traveled commuter corridors like Classen (See South Congress in Austin at right).

WESTERN ALTERNATIVE

Existing Bicycle Lane

Proposed Bicycle Lane

1 Western Avenue: Protected bicycle lanes are possible after Western is cut off from I-40 access by Oklahoma City Boulevard changes. 2 Classen Boulevard: A continuous bicycle facility on Western requires a special solution for Classen between 13th and 16th.

Special Considerations

Challenging intersection

Western Avenue and Cycling Western Avenue is currently a four lane street that experiences heavy peak hour traffic because of its direct connection to I-40. The OKC Boulevard will reroute Western south of California, sending I-40 commuters to Classen Boulevard. Western Avenue will end in a cul-de-sac south of Sheridan.

The Downtown Development Framework suggests that Western should have a bicycle lane south of the OKC Boulevard area.

Western Avenue is likely to see a significant decline in traffic volume as a result of these changes, making it an ideal candidate for changes to its four-lane section. In several years, bicycles could be accommodated comfortably in the existing curb width from Sheridan to 13th, and from 16th to 23rd.

South of OKC Boulevard Important destinations like the Farmers Market District and Oklahoma River are south of the future OKC Boulevard. It would be desirable to continue this bicycle route south of the OKC Boulevard along Western or Exchange as shown below.

13th to 16th Between 13th and 16th Streets, Western merges with Classen Boulevard. A continuous bicycle facility along Western will still require addressing this threeblock segment of Classen Boulevard. One solution for this segment of Classen Boulevard is off-street paths (wide sidewalks) to accommodate bicycles. Alternatively, the outside lanes could be used for protected bicycle lanes.

Public Art and Beautification

Public art and landscaping are an opportunity to generate an identity and visual appeal for areas of Classen Boulevard that are considered unappealing. In a future reconstruction of Classen Boulevard, public art can be incorporated in medians, intersection gateways, and bus stops. Until then, there are opportunity sites in the public right-of-way for creative projects. Public art and landscaping will require partnerships with organizations committed to funding and maintaining the project location.

Installations

Murals

The space created by removing turn lanes between 5th and 6th may provide an opportunity for a temporary installation similar to the recent Orly Genger project on Broadway at Oklahoma Contemporary.

Blank walls along Classen, including this 2-block retaining wall between 7th and 9th, are an opportunity for mural projects like the recent â&#x20AC;&#x153;9th Street Braidâ&#x20AC;? by Dylan Bradway, Yatika Starr Fields, and Kristopher Kanaly.

Development Patterns

Downtown development is moving at a fast pace toward the Classen corridor. Several large developments are already in planning or construction phases, and many more prime infill sites are likely to be developed. Regulations should guide development to meet goals for the corridor’s appearance and functionality. For example, stakeholders typically envision walkable urban development with active facades facing Classen. The Downtown Development Framework currently recommends a “General Urban” typology, with horizontal mixed-use and scattered ground floor commercial space. There is also an area of Classen near Film Row with the “Commercial Corridor” typology, a dense mixed-use main street environment. Some policies must be addressed to achieve these goals.

Apply Consistent Zoning or Overlay Protection Current zoning and overlays are inconsistent on the east and west side of Classen. The character of Classen changes several times south of 23rd Street, but blocks facing Classen should have the same regulations on the east and west to promote consistency on both sides of the street. Areas west of Classen are at a greater risk because they are not covered by special downtown zoning categories like the east side of Classen. Consider extending downtown zoning and design revenue to Western Avenue or enhancing the existing Classen Boulevard Overlay.

Minimize Curb Cuts The City should begin working with property owners immediately to minimize the number of existing curb cuts by closing or relocating driveways to side streets. Minimizing curb cuts will help improve traffic flow, pedestrian safety, and prepare Classen for future multi-modal uses.

Enforce Pedestrian-Oriented Site Design Overlays or zoning changes should promote walkable site design, including doors and windows facing Classen, limited setbacks from Classen, screened parking, and quality building materials.

Classen Design Scenarios

This section explores a variety of possible long-term futures for Classen Boulevard. Many factors are currently influencing Classen, and further collaboration, coordination, and study are needed to determine what is realistic for Classen Boulevard. Further study should include an analysis of the corridor as a whole, as this study only considers Classen south of 23rd Street. The team developed three scenarios, varying the multi-modal balance of the corridor and the level of expense for construction. Each scenario has desirable features and drawbacks. Scenarios presented in this report include:

Scenario 1: Existing Curbs This scenario represents an affordable and incremental option. The curb-tocurb roadway width is mostly unchanged, but the outside lane becomes a bus lane or shared bicycle/bus lane. All remaining right-of-way outside the curb is reconstructed on a block-by-block basis to maximize pedestrian comfort.

Scenario 2: Four Travel Lanes This scenario represents a more expensive street reconstruction. The rightof-way is reconstructed to reduce the number of travel lanes to two in each direction, allowing enough space for a protected bicycle lane and very large pedestrian and amenity zones. Effects on vehicular level of service could be mitigated with access management and signal timing.

Scenario 3: Peak Hour Bus Lanes This scenario is a conceptual representation of how Scenario 2 could evolve further over time as transit becomes a greater priority. The outside travel lane is repurposed to improve the speed of transit service during peak hours or throughout the day.

SCENARIO 1: EXISTING CURBS The most affordable and least disruptive manner of transforming Classen Boulevard is to make enhancements within the constraints of the existing curbs on a block-by-block basis without reducing the number of lanes. Examples are shown on the facing page.

Preserve Existing Lanes Within Curbs A width of 30’ to 33’ (three lanes) would be preserved in each direction. The outside lane can be adapted quickly to a bus lane, peak hour bus lane, or shared bus/bicycle lane (see page 51). Any residual space within the existing curbs can be incorporated into improved medians with turn lanes where necessary.

Complete Pedestrian Zone Outside Curbs Remaining right-of-way width will be designated as a pedestrian zone. The width varies from block to block, so each block must be evaluated to determine opportunities for enhancement. In some cases, existing setbacks may allow the streetscape to include areas outside the right-of-way, as with the Western Avenue and Plaza District streetscapes. Priorities for the pedestrian zone enhancements include:

• Complete connected sidewalk with a preferred width of at least 10’ and minimum width of 6’

• Amenity zone or landscaped buffer with a preferred width of at least 10’ • • • •

6’ Minimum Sidewalk

Small Amenity Zone

11’ Bus Lane

and a minimum width of 4’ Space for outdoor dining and other commercial activity where appropriate Pedestrian-oriented lighting and wayfinding Sheltered transit stops with street furniture Landscaped median

11’ Travel Lanes

Variable Median or Turn Lane

Expanded Amenity Zone

Expanded Sidewalk

Existing Median A concrete median 6-10’ in width exists within the curbs for most blocks of Classen south of 16th Street.

Improved Median A raised median of planting beds with vertical trees and shrubs softens the large curb-to-curb width of the street. This bulkier median has a greater traffic calming effect and visual appeal.

Existing Pedestrian Zone The existing area outside of the curb is typically about 15’ and varies from about 6’ to 20’. Conditions vary from totally unimproved to a small sidewalk. Obstacles like utility poles, driveways, and parking areas are frequent.

Improved Pedestrian Zone The area should be improved to the maximum extent possible depending on the existing width and obstacles present in each block. Some blocks may only have space for a 6’ sidewalk, while others have ample space for wider sidewalks, landscaping, and amenities.

SCENARIO 2: FOUR TRAVEL LANES Typical 110’ Section This section is an exploratory concept that reconstructs Classen within the typical 110’ right-of-way. The section features two travel lanes, protected bicycle lanes, and a wide pedestrian zone. The top of the image represents a typical section, while the bottom of the image represents the approach to an intersection with both a left turn lane and far side bus stop. This section represents a priority of including bicycle infrastructure and maximizing traffic flow. The section does not prioritize dedicated lanes for transit. This section features:

• Two 11’ travel lanes in each

• • • •

direction. The outside travel lane is periodically interrupted by bus stops. One 12’ median that becomes a left turn lane at key intersections 6’ protected bicycle lane with 2’ curb or planter barrier 10’ floating bus stop at the far side of intersections where transit stops (see facing page) 18’ zone for pedestrians, landscaping, and street amenities

Bus Stop

Considerations for this section include:

• Expensive project that would • •

require significant utility relocation Aggressive access management and traffic signal systems Right-of-way varies to less than 110’ in some locations south of 4th Street

18’

6’ 2’

11’

10’

2’

11’

10’ Max

6’

10’ Min

Example of a floating bus stop, for use on a street with both transit and protected bicycle lanes. Photo: NACTO Urban Street Design Guide

Example of a protected bicycle lane with a narrow planter barrier. Photo: Sergio Ruiz/Flickr

SCENARIO 3: PEAK HOUR BUS LANES This section represents a further iteration of the “Two Travel Lanes” scenario after the introduction of more frequent local bus and bus rapid transit on Classen. The outside lane is dedicated for the use of buses and right-turning vehicles, either during peak hours or all day. This section represents a maximum commitment to evolving the corridor for a multi-modal future. This section includes the same features as the previous scenario, with outside travel lanes replaced by:

• One 11’ bus lane (all day or

during peak hours only) in each direction, which may also be used by vehicles turning right

Considerations for this section include:

BUS

• Sacrifices maximum automobile

• •

capacity to prioritize and incentivize public transportation trips Right-of-way varies to less than 110’ in some locations south of 4th Street Bus lanes may be used as general purpose lanes all or part of day

LANE RT. TURN

18’

Bus Stop

6’ 2’

11’

10’

2’

11’

10’ Max

6’

10’ Min

The scenario is similar to an alternative that was studied for a bus rapid transit line on Chicagoâ&#x20AC;&#x2122;s Ashland Avenue, which carries more than 30,000 vehicles per day. Credit: Google Earth (top image); Chicago Department of Transportation (bottom images)

Next Steps

This report, A Better Classen, emphasizes three tools to assist discussions and decisions about the future of Classen:

• Five Key Principles for A Better Classen based on stakeholder values; • Criteria and potential applications for short-, medium-, and long-term solutions; and

• Design precedents and solutions focused on the current concerns for

crossings and safety while accommodating the corridor’s needs for future development and multi-modal transportation.

Stakeholder engagement for A Better Classen was led with the encouragement and inclusiveness that make good a solid foundation for next steps. The next round of discussions for the area on Classen between 13th and 23rd could be tailored to current business and property owners and build on the Key Principles describing Classen’s potential to have identity and a sense of place. Creating identity and a sense of place is accomplished through the willing participation of property owners and businesses. Several commercial corridors in Oklahoma City have demonstrated success with leadership among merchants and property owners in order to influence an area’s identity, improvements, land use and development patterns. Example areas include Film Row, Western Avenue, Stockyards City, Asian District, Paseo Arts District, and Plaza District. As in these areas, short-, medium-, and longterm solutions on Classen will need some degree of property owner and business participation. Working with the Urban Land Institute and area stakeholders, the City’s Commercial District Revitalization Program can facilitate the next steps to prioritize solutions within the context of upcoming development and planning policies and to identify the necessary resources within the community and the City.

Appendix

The appendix includes the following information:

• A list of collaborators who helped make this report possible • A list of additional resources that may be useful guides when making street design decisions, especially including bicycle infrastructure

• Reflective comments from OU Institute for Quality Communities students who participated in the project

COLLABORATORS Alliance for a Better Classen Jonathan Dodson, Chair Brian Carlozzi Chad Hodges DeShawn Heusel Dustin Akers Ian Colgan John Sharp Kate Brady Kim Cooper-Hart Koon Vega Kristin Culver Lance Schmidt Laura Massenat Laurent Massenat Nathaniel Harding Reagan Bradford

Interview Participants Betsy Brunsteter Bill Carey Brian Fitzsimmons Dennis Blind Erin Engelke Georgie Rasco J’Anna Knight Jennifer Marshall Jessica Thompson Jim Priest Jon Prough Kristen Vails Kristen Wilson Larry Hopper Lisa Synar Marsha Funk Marva Ellard Mike Mize Patrick Reglow Susan Agel Tim Cook

Urban Land Institute of Oklahoma DeShawn Heusel, District Coordinator City of Oklahoma City Councilwoman Meg Salyer, Ward 6 Kim Cooper-Hart, AICP, Senior Planner Jesse Hugo, Assistant Planner OU Institute for Quality Communities Ian Carlton, Executive Director Shane Hampton, IQC Fellow Anna Siprikova, Graduate Fellow Samuel Shreder, Graduate Assistant Matthew Crownover, Graduate Assistant OU College of Architecture Rebecca Sanders, Research Associate

ADG Architects HMH Neighborhoods Traffic Control Plan Midtown Board City of Oklahoma City Sunbeam Family Services Neighborhood Alliance Gatewood Neighborhood Positive Tomorrows Classen Ten Penn Neighborhood Sunbeam Family Services Wilson Elementary Plaza District Association Plaza District Association Central Okla. Transportation and Parking Authority OKC Beautiful Heritage Hills Neighborhood Developer ADG Architects Catholic Charities Positive Tomorrows Mesta Park Neighborhood

ADDITIONAL RESOURCES Cycle Track Barrier Selection Matrix (2014) By Nathan Wilkes, City of Austin http://www.peopleforbikes.org/blog/entry/wonktastic-chart-rates-15-different-ways-to-protect-bike-lanes

Urban Street Design Guide (2013) By National Association of City Transportation Officials http://nacto.org/usdg/

Urban Bikeway Design Guide (2014) By National Association of City Transportation Officials http://nacto.org/cities-for-cycling/design-guide/

Lessons from the Green Lanes: Evaluating Protected Bike Lanes in the US (2014) By Christopher Monsere, Portland State University http://trec.pdx.edu/research/project/583

Separated Bike Lane Planning and Design Guide (2015) By Federal Highway Administration http://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/separated_bikelane_pdg/

Design, Policies, and Operational Characteristics for Shared Bicycle/Bus Lanes (2012) By Florida Department of Transportation Research Center http://www.nctr.usf.edu/wp-content/uploads/2012/11/77937.pdf

REFLECTION: MATTHEW CROWNOVER “Throughout our process to develop possible transportation strategies for the corridor, we extensively discussed and diagrammed numerous alternatives, individually weighing in and sharing our thoughts.”

As a developing professional in the university setting, getting the opportunity to not only produce plans with real contexts, but actually engage with the public and stakeholders in doing so has been immensely valuable to my growth. Throughout our process to develop possible transportation strategies for the corridor, we extensively discussed and diagrammed numerous alternatives, individually weighing in and sharing our thoughts. Having to project my ideas in such a way and receive detailed feedback from our team as well as the numerous professionals involved was very rewarding. Additionally, as an evolving designer, this project gave me the opportunity to learn and implement new methods and techniques to illustrate our researched displays. Given the opportunity to participate in this study I feel more aware of the levels of focus present in such transportation considerations, challenging me to reflect where I am in my growth, what I can do to improve given such a present role.

Matthew Crownover, IQC Graduate Assistant, is currently pursuing dual master’s degrees in Regional and City Planning and Landscape Architecture. Matt holds a bachelor’s degree in Environmental Design at OU. While studying at OU, Matt has participated the university-led Germany Sustainability Tour (2012) and also the Zambia Service Learning Project (2014, 2015).

REFLECTION: SAM SHREDER Working on the Classen Boulevard project provided me with several insights that will serve me well in my career. As someone who grew up outside of Oklahoma City, I jumped into this project with much to learn. In my initial evaluation of Classen, it seemed a zero sum conflict between commuters and residents near Classen. However, as I immersed myself deeper into the project, I found that it this was not the reality of the situation and that there were solutions that could benefit both parties.

“Improving Classen Boulevard is crucial to sustaining Oklahoma City’s recent prosperity and growth.”

A few of my roles in the Classen Boulevard project included reviewing historical articles about Classen and its evolution, identifying potential improvements and routes for the biking network along Classen, and general brainstorming over how to improve Classen for both nearby residents and regional commuters. Transportation planning is still something that I have yet to have a chance to learn about so this project allowed me the opportunity to learn about it. One thing that makes me very optimistic about the future of Classen, is that it is already a vital route for commuters and supports a significant amount of traffic. The success of the nearby Plaza District has shown that Classen can provide the opportunity for economic revitalization. How can we build on that? This was the question that I focused on in my work on this project. As a student of OU’s Regional and City Planning program, getting a chance to work on real world projects and issues is invaluable. Improving Classen Boulevard is crucial to sustaining Oklahoma City’s recent prosperity and growth. I am grateful for having the opportunity to give my input into this project and gained much from my participation in it.

Sam Shreder, IQC Graduate Assistant, is currently pursuing a master’s degree in Regional and City Planning and holds a Bachelor’s in Political Science from OU. Sam worked as a nonprofit grant writing and fundraising coordinator and web developer in Tulsa before returning to OU. Sam is interested in innovative web applications that enhance collaborative input into the city planning process.

REFLECTION: ANNA SIPRIKOVA “There is no one-sizefits-all design solution for Classen, and there are different goals within the surrounding communities. But there are certain areas that are ripe for redesign.”

There are multiple ways to redesign a street layout. The direction to chose ties closely with the general priorities – do you want it to be oriented towards pedestrians, bicyclists, public transport, or higher flow of cars. While observing the use of the Classen Boulevard, one can learn how local businesses are connected with pedestrian environment and that abundance of free parking does not necessarily translate into thriving economic success. My architecture professor used to tell his students every time that the devil is in the details. Taking a closer look at the intersections and pedestrians’ crossing buttons revealed that in many cases, they are not tailored to users’ needs. Seeing Classen from an “eye-level” perspective also helped to consider different design limitations – hierarchy of streets, topography, on-street parking, and the use of green median. There is no one-size-fits-all design solution for Classen, and there are different goals within the surrounding communities. But there are certain areas, for example the intersection with 16th Street, that are ripe for redesign, as I observed bicyclists trying to get around every weekend there. The success stories from other states that are being evaluated in the scholarly literature provide promising benchmark approaches that can be implemented for Classen. In addition, the impact of a redesign can be impressive – from 34 percent fewer crashes in Orlando, Florida to 35 percent bicycle increase with no increase in bicycle collision rate in Seattle, Washington.

Anna Siprikova, IQC Graduate Fellow, is a Fulbright scholar who graduated with a master’s degree in Regional and City Planning in May and has accepted a position with the Project for Public Spaces. She holds a master’s and bachelor’s degree in Architecture, both from Moscow Institute of Architecture. Anna served as a senior expert at the Ministry of Culture of the Russian Federation, and was a researcher at the Strelka Institute for Media, Architecture, and Design. Anna completed her thesis exploring the Russian-speaking community of Tulsa, Oklahoma.

Report Prepared By: The University of Oklahoma Institute for Quality Communities College of Architecture 830 Van Vleet Oval, Suite 165 Norman, Oklahoma 73019