Northwest Corridor Multimodal Concept Plan

NORTHWEST CORRIDOR MULTIMODAL CONCEPT PLAN IQC PROJECT MEMORANDUM

Central Oklahoma Transportation & Parking Authority OU Institute for Quality Communities

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Traffic moves on the Northwest Expressway during the holiday shopping season in December 1969. Photo by Robert Taylor, Oklahoma Publishing Company Photography Collection, from the Oklahoma Historical Society.

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CONTENTS Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Transit Technology Overview. . . . . . . . . . . . . . . . . . . . . . . .4 Transit Reference Images . . . . . . . . . . . . . . . . . . . . . . . . . .6

Coridor Conditions

Corridor Density. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Corridor Walk & Bike Access . . . . . . . . . . . . . . . . . . . . . . . 12 Infrastructure Reference Images. . . . . . . . . . . . . . . . . . . . . 14

Design Concepts

NW 23rd and Classen. . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 NW Expressway and Blackwelder. . . . . . . . . . . . . . . . . . . . 24 NW Expressway and Independence . . . . . . . . . . . . . . . . . . 30 Additional Locations. . . . . . . . . . . . . . . . . . . . . . . . . . . . 36

Conclusion

Conclusion and Next Steps. . . . . . . . . . . . . . . . . . . . . . . . 40 Collaborators. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

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INTRODUCTION This report contains a summary of materials developed by the Institute for Quality Communities (IQC) for the Central Oklahoma Transportation and Parking Authority (COTPA) for use in the development of the Northwest Corridor Multimodal Concept Plan.

The Northwest Corridor Multimodal Concept Plan is a collaborative effort of EMBARK, The City of Oklahoma City, the Association of Central Oklahoma Governments (ACOG), and the Oklahoma City-County Health Department (OCCHD).

In December 2014, the US Department of Transportation selected Oklahoma City as a beta test city for a proposed transportation policy initiative known as the Public Health and Transportation Corridor Planning Framework. The framework establishes a method of prioritizing public health considerations in the transportation planning process. This policy framework helps guide the Northwest Corridor Multimodal Concept Plan, which focuses on increasing mobility and healthcare access through multimodal public transportation options.

The Northwest Corridor, which includes Classen and Northwest Expressway, was originally identified as a priority transit corridor in the Central Oklahoma Fixed Guideway Plan (2005). This heavily used commuter corridor is the longest and most intensely developed urban corridor in the city, with 120,000 jobs, 75,000 residents, and three hospitals.

The IQC team attended meetings of the project partners, Advisory Focus Group, and health subcommittee to inform conceptual recommendations for seven locations in the corridor. Recommendations demonstrate the types of bicycle, pedestrian, and transit infrastructure that could make the corridor viable as part of a multimodal transportation network. The team also analyzed how these improvements might improve access to potential transit stops.

The team looked at three high-priority station locations, two additional station locations, and two typical inter-station locations. Station locations are referred to as multimodal nodes to emphasize that these locations should be accessible by people walking, biking, or driving to transit stops. For each location, the team examined existing conditions and developed two conceptual street design alternatives. The Alternative 1 concept design demonstrates basic improvements and an Alternative 2 concept design demonstrates more robust improvements. For high-priority station locations, the team also analyzed walking and biking access to the location under existing conditions, and the projected expansion of access after possible improvements.

This memorandum contains a selection of graphics and supporting text describing the IQC team’s findings and conceptual recommendations. This information is meant to contribute to the Northwest Corridor Concept Plan and more detailed feasibility planning, National Environmental Policy Act (NEPA) process, design, and engineering in the future.

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7 locations were selected along the corridor for this concept plan.

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I-235

Hefner Parkway

Lake Hefner

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I-44

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I-44

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23rd St

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Downtown

Northwest Corridor Locations High-Priority Multimodal Nodes

Additional Multimodal Nodes NW 10th & Classen

2 NW 23rd & Classen

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4 NW Expressway & Blackwelder

6 NW Expressway & 63rd

5 NW Expressway & Independence

Additional Corridor Locations 3 NW 30th & Classen 7

NW Expressway & Meridian

1/2 Mile or 10-Minute Walk

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TRANSIT TECHNOLOGY OVERVIEW This section compares rapid transit technologies including bus rapid transit, modern streetcars, and light rail transit.

These transit modes are comparable in many ways.

Bus Rapid Transit (BRT) is a form of bus service that uses enhanced elements to improve the speed, convenience, and overall experience of transit service. Many of these enhanced elements can make BRT more comparable to rail-based transit than to local bus service. BRT is implemented across the world at a variety of intensities. Few BRT routes offer the greatest level of enhancement possible, and many BRT routes make several key improvements over local bus service.

BRT OPERATIONAL FEATURES • Off-board fare collection: Riders purchase tickets at the station prior to boarding the bus, or have pre-paid account balances tied to a transit card or smartphone app.

• High Frequency: Riders face shorter wait times because there are more buses every hour.

• Fewer stops: Buses only stop at designated stations, and stations are spaced at greater intervals than local transit routes.

• Signal priority: Buses may be granted priority when at stops or when approaching traffic signals.

• Dedicated lanes: Buses may have dedicated lanes or right-of-way during all or part of the route, allowing the

bus to avoid congestion. Dedicated lanes or right-of-way may be effective permanently or only during rush hour.

• Queue jumps: Some intersections may feature special bypass lanes allowing buses to avoid congested intersections.

• Route flexibility: Buses can operate in mixed traffic or leave dedicated lanes to use a detour if needed.

BRT NAVIGATION AND COMFORT FEATURES • Comfortable stations: Stations are more comfortable, with seating and protection from the weather.

• Navigable stations: Stations provide navigation information, with real-time information displays showing next arrivals and system maps showing potential connections.

• Attractive stations: Stations may include trees, planter beds, and other landscaping features for beautification • Attractive vehicles: Vehicles may be more attractive with streamlined modern exteriors. Vehicles may feature level boarding, so riders do not have to step up into the bus.

• Bikes on board: Vehicles may include bicycle storage allowing riders to take bicycles to their destination.

• System branding: The route may have distinct branding, including a name and/or color scheme, that sets it apart from typical local transit services.

INFRASTRUCTURE AND DEVELOPMENT EFFECTS • Parking infrastructure: Park-and-ride lots allow people to drive to stations in appropriate areas.

• Development patterns: Modified zoning regulations and incentive programs can encourage changes in land use that put more people and places in proximity to stations.

• Pedestrian infrastructure: Sidewalks, landscaping, and bold crosswalks make a pedestrian’s walk more comfortable and safe.

• Universal design: Sidewalks, ramps, and other improvements create an urban environment that benefits people of all ages and physical capabilities.

• Cycling infrastructure: Bicycle routes, bicycle lanes, and bicycle racks make it more safe and comfortable to bike to stations.

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Modern streetcars are being planned and constructed in many places in the United States, including downtown Oklahoma City. Streetcars are vehicles that travel on embedded rails and are powered by overhead wires along most or all of their routes. Advances in technology are allowing some streetcars to be wireless for parts of their route.

Streetcar stops, like BRT stops, can offer many of the same features and amenities as described in the BRT section. For example, like BRT vehicles, modern streetcars often have a sleek look with comfortable boarding, onboard amenities, and bicycle storage. Streetcar stops may also be enhanced with arrival time displays, system maps, and comfortable enclosures. Some streetcars may utilize operational and infrastructure characteristics described in the BRT section, including mixed-traffic operation, dedicated right-of-way, and limited stops. Such operational and infrastructure characteristics make this type of streetcar route similar to a light rail transit (LRT) system.

Streetcars and bus rapid transit have many similarities in terms of passenger experience, but they are typically applied in differing settings and with differing purposes.

The primary difference between modern streetcars and most BRT routes, aside from the vehicle, is operational. Most modern streetcars are being constructed with mixed-traffic lanes and with more frequent stops. These streetcars offer a quicker or more relaxing alternative to walking in high-density urban environments.

Light Rail Transit, or LRT, is electric rail-based transit that is more similar operationally to BRT. LRT and BRT are similar in focusing on greater travel distances, with stops spaced at greater distances than streetcars or local buses.

The cost of rail-based transit is often many times more than the cost of BRT. While BRT, LRT, and streetcar routes may require similar station and roadway improvements, rail systems have the additional cost of reconstructed streets, power supply systems, special maintenance facilities, metal rails, and overhead catenary wires. Rails and overhead wires also have an operational cost as vehicles are unable to detour from their routes in the event of an obstruction, such as a traffic accident.

In general, streetcars and BRT have many similarities in terms of passenger experience, but they are typically applied in differing settings and with differing purposes.

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TRANSIT REFERENCE IMAGES BRT routes may include features like dedicated lanes, advanced wayfinding, and fewer stops for shorter travel times.

Photo Credit: Sam Israel, NACTO, Flickr

BRT stops may include off-board fare collection, level boarding, protection from the elements, landscaping, and high accessibility.

Photo Credit: Oregon DOT, Flickr

BRT vehicles may have additional capacity, a streamlined appearance, special branding, and other amenities.

Photo Credit: wyliepoon, Flickr

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Fully enclosed transit shelter.

Photo Credit: NACTO, Flickr

A street section with dedicated bus lanes for bus rapid transit, left turn lanes to manage traffic flow, and onstreet parking to serve businesses.

Photo Credit: NACTO, Flickr

A transit shelter with off-board fare collection and up-to-date information about arrival times.

Photo Credit: NACTO, Flickr

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CORRIDOR CONDITIONS Population centers including walkable historic neighborhoods, highrise apartments, and large apartment complexes.

Employment centers including medical complexes, highrise office buildings, and retail centers.

Destinations including health and lifestyle amenities, shopping, higher education, and urban commercial districts.

Access to proposed multimodal nodes can be improved with targeted infrastructure improvements.

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CORRIDOR DENSITY Lake Hefner

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I-235

Hefner Parkway

Density is a critical factor for transportation planning.

The existing density should be considered in planning transportation routes, as well as the potential future density if the route travels through redevelopment areas. In an urban route like the Northwest Corridor, the employment density and residential density are both important.

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The Northwest Corridor is near several of northwest Oklahoma City’s densest employment areas:

When population and employment density are combined as in the map on the facing page, three nodes in the study area become apparent: Downtown, Belle Isle, and the INTEGRIS area. These areas are substantial pockets of transit-supportive density. 23rd Street also offers significant density along the city’s busiest bus route.

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23rd St

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1

Downtown

Northwest Corridor Jobs Per Square Mile Up to 5,000

5,000 to 10,000

10,000+

Lake Hefner

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I-235

The corridor also has consistent residential density greater than 5,000 persons per square mile. Housing types vary and include single-family housing at a variety of sizes and prices, small apartment buildings, large apartment complexes, and high-rise housing.

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I-44

Central Business District Midtown and St. Anthony Hospital Uptown and Oklahoma City University Classen Office Corridor Belle Isle and Penn Square Mall Northwest Expressway Office Corridor INTEGRIS Hospital

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Hefner Parkway

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I-44

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I-44

This report focuses on 23rd Street, the Belle Isle area at Blackwelder, and the INTEGRIS area at Independence.

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3 23rd St

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Downtown

Northwest Corridor Persons Per Square Mile

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Up to 5,000

5,000 to 10,000

10,000+

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I-235

Hefner Parkway

Lake Hefner

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I-44

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I-44

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23rd St

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Downtown

Northwest Corridor Jobs + Persons Per Acre Up to 10

10 to 30

30+

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CORRIDOR WALK & BIKE ACCESS 23rd St and Classen Blvd Potential Multi-Modal Node: Existing Walk Shed and Bike Shed Western Ave

NW 36th St

Western Ave

Pennsylvania Ave

Classen & 23rd Street The character of the street grid and 23rd Street Potential Stop Area: Existing Sidewalk Grid pedestrian infrastructure differs at locations along the corridor, as demonstrated in the diagrams to the right.

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Targeted improvements could significantly expand the area that is accessible to the corridor for people biking or walking. New features like sidewalks, crosswalks, pedestrian signals, and accessible ramps can be constructed to improve access.

Resources for these improvements are best targeted toward major arterials, minor arterials, and intersection crossings.

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The map at the right shows how improvements can be selected to maximize new access and take advantage of existing sidewalk fragments and intersection crossings.

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Signalized Crossing

Suggested Signalized Crossing

Bus Stop

Suggested Bus Stop

Important Sidewalk - OK Repair

Suggested Sidewalk

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Add sidewalk toward Deaconess Hospital. Add accessible ramps to existing signalized crosswalk and sidewalks over I-44.

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Add sidewalk along 59th to connect with dense residential and commercial areas (approximately 1,800 feet).

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Add pedestrian signals, ramps, crosswalks, and connecting sidewalks across Northwest Expressway west of Independence as shown in this report. Add sidewalks where missing along Independence to 63rd (approximatley 2,400 feet) and to 50th (approximately 1,300 feet).

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Add sidewalk or shared-use path along the south side of Northwest Expressway access road to connect with destinations along May (approximately 2,200 feet).

10-Minute Walk and Bike Access Northwest Expressway & Independence NW Expressway and Independence (INTEGRIS) Potential Multi-Modal Node: Improved Walkshed and Bikeshed

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Suggested Multimodal Area Improvements Northwest Expressway & Independence

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A diagram of existing access within a 10-minute walk or bike, limited by barriers like major arterials without safe crossings.

Targeted improvements to overcome physical barriers can greatly expand access within a 10-minute walk or bike.

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INFRASTRUCTURE REFERENCE IMAGES Street trees and landscaping shield pedestrian areas from traffic and parking lots and help create an attractive corridor.

A multi-stage crosswalk allows pedestrians to cross wide roadways with places of refuge.

Photo Credit: NACTO, Flickr

A raised crosswalk makes a more visible crossing that also functions as a speed table to slow traffic.

Photo Credit: Dylan Passmore, Flickr

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Median refuges may have a Z-shaped offset between crosswalks to encourage two-stage crossing.

Photo Credit: Google Maps

Bike lanes and bike boxes designate safe corridors for biking and prioritize cyclists at intersections.

Photo Credit: NACTO

Park and ride lots can improve access to transit in suburban areas.

Photo Credit: Washington State DOT, Flickr

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DESIGN CONCEPTS

NW 23rd and Classen NW Expressway and Blackwelder NW Expressway and Independence NW 10th and Classen NW 30th and Classen NW Expressway and NW 63rd NW Expressway and Meridian

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NW 23RD AND CLASSEN Existing Conditions

About the Area • 23rd Street carries EMBARK’s

busiest bus route, which also has night and evening service

• Uptown is growing with new nightlife and entertainment options

• Oklahoma City University is within walking distance

• Gold Dome and Milk Bottle

building are well-known landmarks and distinctive points of reference

• Strong residential

neighborhoods with walkable street grids nearby

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The Northwest 23rd and Classen location is the intersection of two of EMBARK’s busiest existing transit routes, bus routes 5 and 23. Important destinations like Oklahoma City University and the Uptown District are nearby and the area is already experiencing significant redevelopment.

Classen carries about 21,000 to 25,000 vehicles per day in this area, with up to 2,700 vehicles per hour during the PM peak hour. Classen has six lanes with two left turn lanes at the intersection.

23rd Street carries about 19,000 vehicles per day in this area with a peak of 1,700 vehicles per hour in the PM peak hour. 23rd Street has four lanes with a left turn lane at the intersection.

The area is served by a well-connected street grid, and many streets already have sidewalks. Some streets may have sidewalks that need maintenance.

The intersection has signalized crosswalks, but the crosswalk markings are not highly visible and the crossing distance is long. Some sidewalks are uncomfortably narrow near the intersection.

The intersection has benches or new bus shelters in each direction. The Gold Dome, Milk Bottle, and Classen Tower make this a distinctive place in Oklahoma City.

The sidewalk is extremely narrow on the west side of Classen. This configuration is uncomfortable for pedestrians and inhibits redevelopment of historic buildings.

The pedestrian zone on the westbound side of 23rd Street is too narrow for a bus shelter at this important location.

North of 23rd Street, Classen has a recent streetscape through the Asian District with pedestrian amenities, crosswalks, and landscaping.

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NW 23RD AND CLASSEN Alternative 1

1

2

5 4

3

Features 1

Curb extension for westbound Route 23 transit shelter

2

Continental crosswalks with median refuges

3

Southbound transit shelter

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Northbound transit shelter

5

Eastbound transit shelter with widened pedestrian area

The transit stop configuration utilizes the existing space to provide quality transit shelters while causing minimal disruption to existing curbs, drainage, and driveways. Due to constrained right-of-way in this area, it may be necessary to negotiate with property owners for the ability to place transit shelters or other amenities outside of the right-of-way line.

Transit stops feature shelters, wayfinding information, lighting, landscaping, and amenities wherever possible. A widened sidewalk near the Gold Dome creates a quick transfer point between busy bus routes 5 and 23.

A curb extension into a parking space on the northwest corner provides a wider sidewalk near the intersection to accommodate a transit shelter for westbound buses on 23rd Street. With this configuration, transit vehicles do not have to reenter the busy travel lane on 23rd Street after making a stop.

The existing faded stamped concrete crosswalk is replaced with a high-visibility continental crosswalk, and the small Classen median is modified to provide a refuge point offering a brief sense of protection for people crossing the six-lane street.

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Above: Perspective view of intersection looking northwest. Note the transit shelters with wayfinding and seating.

Left: Perspective view highlighting design features of Alternative 1.

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NW 23RD AND CLASSEN Alternative 2

1 2

4 3

5

Features 1

Dedicated transit and right-turn lanes

2

Expanded pedestrian plaza replacing southbound left turn lane Southbound transit shelter replacing relocated driveway

3 4 5

Northbound and eastbound transit shelters with expanded plaza Transit vehicles with streamlined appearance

Alternative 2 demonstrates higher priority for multimodal mobility. The outside lanes of Classen are dedicated to transit and right turning vehicles.

This configuration allows transit vehicles to operate in a low-traffic lane. With a dedicated lane, transit vehicles will not disrupt the flow of a general traffic lane while stopping at transit stops. Right-turning vehicles may also use transit lanes to access driveways along Classen. Vehicles exiting businesses and turning onto Classen may also use transit lanes.

This alternative also seeks to create useful pedestrian space where Classen only has a very narrow sidewalk on the northwest corner. One of the two southbound left turn lanes is removed. This may be compensated for by lengthening the other turn lane. The leftover space is used to extend the sidewalk for pedestrian amenities.

This alternative also highlights the importance of making transfers to Route 23, one of the busiest in the transit network. With an expanded transit plaza loaded with amenities, this intersection may become a local transit hub for this important part of Oklahoma City.

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Above: Perspective view of intersection looking northwest. Note the transit lanes, expanded pedestrian plaza, transit shelters, and streamlined look of transit vehicles.

Left: Perspective view highlighting design features of Alternative 2.

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NW EXPRESSWAY AND BLACKWELDER Existing Conditions

About the Area • Currently there are no sidewalks or crosswalks in the area

• Blackwelder is a good street

for cyclists traveling through northwest Oklahoma City

• Blackwelder intersection on

Northwest Expressway is less complex and busy than other nearby intersections like Classen

• Major office and shopping destinations are nearby

Northwest Expressway and Blackwelder is a location that could allow the transit corridor to access important employment, shopping, and residential areas. The location is challenged by the confluence of Classen, Northwest Expressway, and several access points to and from I-44. Pedestrian crossing enhancements may be needed at 47th and Classen to help people navigate around the area where Classen and Northwest Expressway intersect.

This concept plan focuses on the Blackwelder intersection where there is currently no pedestrian crossing. The location is physically near two major activity areas, Penn Square Mall and Belle Isle Station shopping center, but the presence of wide, high-speed roads makes it difficult to access them from this location.

Northwest Expressway carries about 36,000 vehicles per day in this area, with up to 3,000 vehicles per hour during the PM peak hour. Northwest Expressway has three lanes in each direction, left turn lanes to Blackwelder, and a right turn lane into the office complex to the north. Blackwelder is a low-traffic street that is good for cyclists through the residential area.

A nearby section of Classen at 47th Street carries about 24,000 vehicles per day, with up to 2,800 vehicles per hour during the PM peak hour.

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The intersection has no crosswalk across Northwest Expressway and the roadway appears very daunting. There are several large office, hotel, and residential structures nearby.

The intersection has no crosswalks across Blackwelder and the wide corner radii allow vehicles to make turns at high speeds.

Blackwelder is a good bicycle street, so occassionaly cyclists try to cross Northwest Expressway at this location.

Worn pathways indicate that this area’s many commercial locations are an attractor for pedestrian traffic.

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NW EXPRESSWAY AND BLACKWELDER Alternative 1

2

3 4 1

5

Features 1

Marked crosswalk of Northwest Expressway at Blackwelder

2

Marked crosswalk of access road

3

Westbound transit shelter and landscaping improvements

4

Westbound bus/right turn lane which may also function as queue jump lane

5

Eastbound transit shelter and turnout bay for eastbound transit vehicles

In Alternative 1, the transit stop configuration emphasizes transit bays or dedicated areas for transit vehicles to stop, keeping Northwest Expressway’s six travel lanes clear when a transit vehicle stops. For eastbound vehicles, there is a turnout bay with a transit shelter. For westbound vehicles, there is a turnout bay that is shared with right-turning vehicles entering the access road to the north.

The westbound turnout bay may also function as a queue jump lane, allowing a transit vehicle a head start to pass through the intersection about three seconds before the traffic signal is green for other traffic. The eastbound transit vehicle may also be allowed traffic signal priority if eastbound cares are detained momentarily to allow the bus to re-enter traffic.

Transit stops feature shelters, wayfinding information, lighting, landscaping, and amenities wherever possible.

A new crosswalk allows pedestrians to cross Northwest Expressway. The crosswalk connects to a new sidewalk on the east side of Blackwelder on the south, and connects to an existing sidewalk serving businesses to the north along the access road.

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Above: Perspective view of intersection looking northeast. Note the pullout bays to remove stopping transit vehicles from travel lanes, new crosswalk across Northwest Expressway, and transit shelters.

Left: Perspective view highlighting design features of Alternative 1.

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NW EXPRESSWAY AND BLACKWELDER Alternative 2 2

1 4

3

Features 1

New crosswalk with median refuge across Blackwelder and sidewalk

2

Raised crosswalk across access road

3

Two-stage crosswalk with landscaped median refuge replacing left turn lane

4

Enhanced transit shelters with bicycle parking and off-board fare collection

Alternative 2 demonstrates an upgraded transit stop with larger transit shelters and more substantial pedestrian improvements.

A left turn lane from westbound Northwest Expressway to Blackwelder is eliminated in favor of a larger median refuge. The median refuge should have a vertical element or landscaping to increase the sense of protection from fast traffic on either side.

The median refuge allows a two-stage pedestrian crossing. The two-stage crossing breaks up the distance pedestrians must traverse across this wide roadway. In addition to making an easier crossing, the two-stage crossing can help maintain traffic flow. Because the crossing is in two signal phases, westbound traffic can continue to flow while pedestrians cross eastbound lanes.

This alternative also demonstrates a raised crosswalk on the access road north of the intersection. A raised crosswalk increases the visibility of the crossing and acts as a traffic calming tool, encouraging motorists to slow down to check for pedestrians.

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This alternative also suggests the idea of a pathway to the west of the intersection. There are existing sidewalks on bridges passing under I-44 that could potentially allow access to Penn Square Mall. However, utilizing this route would require additional treatment for the offramps and complex intersections pedestrians would have to cross.

Above: Perspective view of intersection looking northeast. Note the pullout bays to remove stopping transit vehicles from travel lanes, enhanced transit shelters with offboard fare collection machines, and two-stage crosswalk.

Left: Perspective view highlighting design features of Alternative 2.

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NW EXPRESSWAY AND INDEPENDENCE Existing Conditions This important location has several high-density population and employment areas. There are two bus routes passing near this area.

Independence is already a favored street for bicyclists.

On the south side of the intersection, Independence has basic sidewalks and pedestrian crossings serving the INTEGRIS campus. However, there is no crosswalk across Northwest Expressway and no sidewalks for access to areas north and east of the intersection.

Northwest Expressway carries about 40,000 vehicles per day in this area, with up to 3,600 vehicles per hour during the PM peak hour.

About the Area • Pedestrian infrastructure is lacking to the north of the intersection and there is no crosswalk of Northwest Expressway

• INTEGRIS is a major anchor

institution on the corridor at this intersection

• Highrise housing, hotels, and offices are near this location

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The intersection has an odd angle that makes Northwest Expressway a daunting roadway to cross for pedestrians.

There are no sidewalks approaching the intersection or crosswalks to safely cross.

There are no crosswalks on Independence and Northwest Expressway. This grate is an added obstacle.

The area around INTEGRIS has sidewalks and marked crosswalks.

The 56th Street bridge over Lake Hefner Parkway has wide sidewalks but no ADA-accessible ramps at corners. The bridge could provide a pedestrian connection over the highway.

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NW EXPRESSWAY AND INDEPENDENCE Alternative 1 The transit stop configuration emphasizes INTEGRIS as the anchor of this multimodal node. With a far side stop for westbound vehicles, and a near side stop for eastbound vehicles, bidirectional transit service is always kept in close proximity to INTEGRIS.

4

3 1

2

5

Features 1

Queue jump lane

2

Two-stage crosswalk, median refuge

3

New crosswalk of Independence

4

Westbound transit shelter

5

Eastbound transit shelter

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Transit stops feature shelters, wayfinding information, lighting, landscaping, and amenities. A queue jump lane is provided for westbound transit vehicles. This feature allows transit vehicles to clear the travel lane while stopped at the boarding location. The queue jump lane also allows the bus to have priority at the traffic signal, jumping ahead of traffic to reenter the general travel lane.

A primary feature of the alternative is a two-stage signalized crosswalk across Northwest Expressway. The median refuge creates an offset between the two crosswalks to encourage the two-stage crossing pattern. The two-stage crossing pattern also allows one direction of traffic to keep flowing while pedestrians cross the other direction.

An unsignalized crosswalk allows pedestrians to cross the access road serving INTEGRIS. A new sidewalk connects this improved intersection to existing sidewalks along Independence, where it is possible to transfer to EMBARK bus route 7. An existing tunnel allows pedestrians to cross under Independence.

A new crosswalk crosses Independence on the north side of the intersection, connecting to a new sidewalk that accesses destinations along 59th Street, where it is possible transfer to bus routes 7 and 8.

Above: Perspective view of intersection looking southwest. Note the two-stage crosswalk with median refuge and new pedestrian access along Independence.

Left: Perspective view highlighting design features of Alternative 1.

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NW EXPRESSWAY AND INDEPENDENCE Alternative 2 This alternative demonstrates an upgraded transit stop that prioritizes the efficiency of transfers, the movement of transit vehicles through the intersection, and free flow of traffic while transit vehicles are stopped.

In addition to the eastbound queue jump lane for transit vehicles, the westbound travel direction also features a pullout bay for transit vehicles, allowing traffic to keep flowing around a stopped bus. Traffic signal coordination could allow westbound buses to more easily reenter traffic.

2

1

The alternative emphasizes the ability to easily and quickly make transfers between the proposed Northwest Corridor transit service and EMBARK bus route 7. The new bus stop is located as close as possible to the new transit stops on Northwest Expressway for efficient transfers.

A bus pullout is provided on Independence to allow traffic to keep flowing when buses are stopped.

4 3

An additional pedestrian crossing with a refuge area is provided on Independence. Sidewalks with street trees can continue along the access road toward Warwick West apartments and destinations at May Avenue.

Features 1

Queue jump lane

2

Pullout bay for transit vehicles

3

Relocated route 7 stop for closer and more convenient transfers

4

Bus pullout for transit vehicles

5

New crosswalk with refuge area

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5

The possibility of a park-and-ride lot or parking structure near this location may be explored in partnership with INTEGRIS.

Above: Perspective view of intersection looking north. Note the two-stage crosswalk with median refuge and enhanced transit shelters with ticket kiosks, bicycle parking, and seating.

Left: Perspective view looking southwest. Note the sleek articulated transit vehicle and relocated route 7 bus stop that allows fast transfers to and from the Northwest Corridor.

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ADDITIONAL LOCATIONS NW 10th and Classen The intersection of 10th and Classen is a gateway to the Midtown area of downtown Oklahoma City, anchored

by St. Anthony Hospital. Major redevelopment projects are occurring nearby, including hundreds of new residential units within a few blocks.

A number of nonprofits have facilities nearby, including the new Catholic Charities and Sunbeam Family Services buildings.

EMBARK’s Route 38 travels through this intersection along 10th Street, continuing west on 10th Street. Route 5, one of EMBARK’s busiest routes, also travels through this intersection along Classen. Route 10 also travels through this intersection on Classen before turning west toward the Plaza District on 16th Street.

Classen carries about 14,000 vehicles per day in this area, with up to 1,600 vehicles per hour during the PM peak hour. 10th Street carries 8,000 to 10,000 vehicles per day in this area, with around 800 vehicles per hour during the PM peak hour.

This area is generally well-connected by sidewalks, but some upgrades could enhance the safety and comfort of walking. The intersection has signalized pedestrian crosswalks.

There are paved and landscaped plaza areas on the northeast and southwest corners. Existing bus stops are signs and small benches. Intersection improvements here will help existing bus passengers transferring between Routes 5, 38, and 10.

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Design Concept This concept focuses on the possibility of this intersection becoming a more urbanized site with more pedestrian traffic and high priority for transit service.

The outside lane on Classen is reserved for transit vehicles and right-turning vehicles consistent with the treatment shown in this report for Northwest 23rd and Classen. At this location, this conversion of the outside lane could also help vehicles parked in the angled street parking more easily exit parking stalls.

Route 38 bus shelters are improved and relocated closer to the intersection to take advantage of transit amenities at the intersection.

The landscaping beds in the existing paved plazas could be removed in favor of more space for pedestrian movement and amenities like bicycle racks or benches. These plazas occupy privately owned property, so negotiations with property owners may be necessary to see that future development incorporates the transit plaza concept as a design feature.

The existing concrete median is upgraded to a raised median with attractive landscaping. Such an improvement would beautify this urban section of the corridor approaching downtown.

NW 30th and Classen The intersection of 30th and Classen marks the northern boundary of the Asian District’s presence on Classen Boulevard.

With six travel lanes and left turn lanes in each direction, Classen carries about 26,000 vehicles per day in this area. Traffic on Classen has a peak of 2,700 vehicles per hour during the PM peak hour. 30th Street is a lowtraffic minor arterial with about 4,000 vehicles per day.

A streetscape project for the Asian District improved this intersection with accessible signalized crosswalks with median refuges on Classen.

Colored concrete crosswalks are not highly visible.

There are numerous curb cuts, including redundant multiple curb cuts for some parking areas. Many properties have multiple access points from both Classen and a side street. The number of curb cuts increases friction along the roadway from vehicles turning onto and off of Classen.

Design Concept The concept shows additional improvements that could improve efficiency of transit service in the Northwest Corridor. As with other locations on Classen, the concept demonstrates an outside lane reserved for right turns and transit vehicles.

The concept also limits the number of access points for vehicles to Classen by suggesting the closure of redundant curb cuts. The shopping center on the northwest corner is an example of controlling access to the parking lot to provide an uninterrupted sidewalk and a single driveway instead of a nearly continuous driveway.

Redundant driveways located near intersections, such as the one on the southeast corner of this intersection, could make good locations to reclaim for improved transit shelters and amenities.

Throughout the area along Classen, there are vacant or under-utilized lots that are opportunities to add medium-density housing oriented to transit. The City of Oklahoma City may incentivize such development by tailoring development codes to favor transit-oriented design and require fewer parking spaces.

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NW Expressway and NW 63rd The angled intersection of 63rd and Northwest Expressway is large intersection that is very busy with vehicular traffic. Several large office buildings, retail developments, and apartment complexes are in the area.

Aging commercial properties in this vicinity offer opportunities for private reinvestment.

EMBARK’s Route 8 passes through this area along 63rd Street.

Northwest Expressway’s six travel lanes, double left turn lanes, and channelized right turn lanes carry 55,000 to 60,000 vehicles per day, peaking at 4,200 vehicles per hour during the PM peak hour. 63rd Street, with two travel lanes, right turn lanes, and no left turns permitted, carries about 19,000 vehicles per day with 1,700 per hour during the PM peak hour.

There are few if any accommodations for pedestrians or cyclists in this area, and the large size and traffic volume of the intersection make it difficult to improve. However, Tulsa Avenue and Wedgewood Circle, both located west of the intersection, may offer greater opportunities for safe biking and walking access to the Northwest Corridor.

A large area of empty right-of-way up to 90’ in width is currently used for drainage on the north side of Northwest Expressway, a possible location for a generous multi-use trail with few driveway interruptions.

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Design Concept The concept places the transit stop at Wedgewood Drive rather than at the busy and intimidating 63rd Street intersection. New crosswalks and a new sidewalk connecting to Tulsa Avenue to the south improve pedestrian access.

The concept creates a large transit plaza and provides dedicated pullout bays for transit vehicles to stop without disrupting traffic on Northwest Expressway.

Traffic signals may need to be adjusted to help transit vehicles reenter the roadway after pulling into a turnout bay.

This concept also extends a multi-use trail east toward 63rd Street, where it would provide access to more office buildings, retail developments, and residential areas. The trail also goes west toward connections with the Lake Hefner trail network.

Finally, this concept demonstrates the concept of constructing a small building to house businesses that might serve both automobile commuters and transit riders during the commute, such as a coffee shop, dry cleaning, or grab-andgo food. The building could also contain additional amenities for commuters, such as an EMBARK service kosk, public restrooms, or indoor seating areas.

Such improvements would enhance the travel experience for all transit users, including park-and-ride users. In this option, the parcel may be purchased by COTPA.

NW Expressway and Meridian The intersection of Meridian and Northwest Expressway provides access to Lake Hefner’s recreational amenities, including trails, golf course, parks, and marinas. There is also a small parking area for visitors to Lake Hefner.

There are approximately 56,000 vehicles per day on Northwest Expressway in this area and less than 10,000 vehicles on Meridian.

This intersection could be an important connection along the Northwest Corridor for crossing between residential neighborhood in Oklahoma City and Warr Acres south of Northwest Expressway and recreational amenities at Lake Hefner.

Design Concept As this location is very close to the transit stop near 63rd and Northwest Expressway, there is no transit stop depicted in the concept. Another transit stop may be located about a half mile west in Warr Acres. The concept simply creates marked crosswalks for Meridian and Northwest Expressway. The concept also closes a channelized right turn lane to reduce the number of conflict points at this intersection.

A multi-use trail is shown along the north side of Northwest Expressway, connecting to the Lake Hefner trail system access at Meridian with commercial and residential areas. This trail continues to the multi-modal node described in this report on the facing page.

The trail continues to the west along Northwest Expressway toward Warr Acres with a marked crosswalk on Meridian. A small plaza at the intersection may contain a kiosk with wayfinding information about the trail network and recreational opportunities of Lake Hefner.

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CONCLUSIONS AND NEXT STEPS With regionally significant nodes of employment and population density, the With regionally Northwest Corridor has significant potential as a transit corridor. The Northwest significant nodes Corridor also links important institutions and resources related to public health and wellbeing for people throughout the region. of employment and population density, the This report considered seven locations that represent the diverse range of Northwest Corridor has conditions along the Northwest Corridor, from urban downtown locations significant potential as to suburban commercial corridors. These locations have a variety of existing conditions that provide both challenges and opportunities. Generally, three a transit corridor. The types of conditions are found along the corridor: Northwest Corridor • Locations along Classen: The area has a rich variety of historic housing also links important stock of varying density and walkable commercial areas along the corridor. institutions and Most locations have well-connected street grids and existing sidewalks; so most improvements focus on upgrading or maintaining the existing resources related infrastructure. to public health and • Locations along Northwest Expressway east of Independence: Dense mixed-use development is present, but street grids are less compact and wellbeing for people sidewalks are lacking. New pedestrian and bicycle connections are likely throughout the region. necessary along minor and major arterials leading to proposed transit stations and important destinations.

• Locations along Northwest Expressway west of Independence: These

locations feature lower-density development and potentially a greater demand for park-and-ride locations for accessing proposed transit stations. New pedestrian and bicycle connections can also improve access to proposed transit stations. Aging or vacant commercial properties are promising redevelopment locations near the corridor.

While some improvements described in this report would only come along with the proposed transit project, many of the multimodal improvements could be implemented incrementally as opportunities arise. These multimodal improvements, like crosswalks and sidewalks where none are currently present, would contribute to creating a walkable and bike-friendly environment in the mixed-use nodes along the Northwest Corridor that are already served by EMBARK’s existing bus services.

The materials included in this report and associated digital submission were developed with the guidance and support of the four project partners, the stakeholders of the Advisory Focus Group, and public meetings. The materials were developed to support the continuing development of the Northwest Corridor Multimodal Concept Plan. Text and graphics included in this report may be used to guide and support further study on the potential for transit alignment in this corridor, such as more detailed feasibility planning, National Environmental Policy Act (NEPA) process, design, and engineering in the future.

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COLLABORATORS OU College of Architecture OU Institute for Quality Communities Shane Hampton, Interim Director Hope Mander, Associate Director Bryce Lowery, Ph.D, Assistant Professor in Regional & City Planning Ron Frantz, AIA, Director of Great Plains Studio and Associate Professor in Architecture Matt Crownover, Graduate Assistant Shelby Templin, Graduate Assisant Sam Shreder, Graduate Assistant Chase Phillips, Graduate Assistant Central Oklahoma Transportation and Parking Authority Jason Ferbrache, Director/Administrator Larry Hopper, Principal Planner City of Oklahoma City Ian Colgan, Assistant Planning Director Dennis Blind, Principal Planner Matt Sandidge, Senior Planner John Tankard, Assistant Planner Association of Central Oklahoma Governments Danny O’Connor, Director of Transportation & Planning Services Holly Massie, Special Programs Officer – Short Range Planning Oklahoma City-County Health Department Shannon Welch, Director of Community Health Advisory Focus Group American Fidelity Assurance Company Association of Central Oklahoma Governments Central Oklahoma Transportation and Parking Authority/EMBARK Greater Oklahoma City Chamber of Commerce Oklahoma Health Equity Campaign ICF International INTEGRIS Health Neighborhood Alliance Oklahoma City-County Health Department Oklahoma City University Oklahoma Department of Transportation Oklahoma City Planning Department Penn Square Mall/Simpon Properties

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Report Prepared By: The University of Oklahoma Institute for Quality Communities College of Architecture 830 Van Vleet Oval, Suite 165 Norman, Oklahoma 73019-6141 iqc.ou.edu 42