Uptown 23rd Urban Environment Framework

Uptown 23rd

An Urban Environment Framework

Uptown 23rd District Association The City of Oklahoma City OU Institute for Quality Communities

Uptown 23rd: An Urban Environment Framework

Acknowledgements

Table of Contents

Uptown 23rd District Association

Executive Summary

1

Street Design

2

Parking and Business Mix

8

Transportation and Mobility

10

Building Form and Design

13

Next Steps

18

Matt Ralls, President Ben Sellers, Vice President Betty Coates, Secretary JB Schuelein, Treasurer Kurt Shewmaker, Past President Jennifer Seal, Past President Keith Paul, Member Marty Dillon, Member Blake Cody, Member Rose Henrich, Member Cathy Burris, Member Chris Lower, Member Matt Tilly, Member Cary Pirrong, Member John Riesenberg, Member

The City of Oklahoma City Planning Department Ian Colgan, AICP, Assistant Planning Director Kim Cooper-Hart, AICP, Senior Planner Jennifer Gates, AICP, Associate Planner

OU Institute for Quality Communities

Lisa Om, Architecture Klaas Reimann-Philipp, Architecture Jennifer Thomas-Sylvester, Regional & City Planning Shane Hampton, IQC Fellow

Appendix 19

Executive Summary

Uptown 23rd: An Urban Environment Framework

Executive Summary Uptown 23rd is rapidly evolving as an urban commercial district. New businesses continue to open in the area and the Uptown 23rd Association has been established to create a unified voice for investors along the corridor. As those changes continue, there is a desire to determine a shared vision for the physical growth and change of the district.

Based on stakeholder input, this Urban Environment Framework sets out a basic structure for the design and evolution of the physical environment along 23rd Street. The framework will serve as a tool to guide future development and investment. It sets the aspirations, structure, and limits in which more detailed work on planning, design, and implementation can take place.

The ideas and aspirations of Uptown 23rd’s property owners, business owners, and visitors guided the development of this framework. Additional collaborators include representatives from neighborhood organizations, business associations, important institutions, and the development community. The planning team gathered information from these groups to learn how people currently view Uptown and how they want to see it grow through an online survey and a series of public and stakeholder meetings. This information was combined with a study of existing conditions and knowledge about best practices from a range of local experts.

Uptown Urban Environment Framework A strong pedestrian experience is the top priority of the framework. Each of the four major areas of the framework contribute to creating a walkable urban environment that will support the growth of the district.

Street Design

An engaging, comfortable, safe, and walkable commercial district.

Building Form and Design Design with the pedestrian experience in mind.

Uptown Stakeholders identified the pedestrian experience as the most important priority that is incorporated in the following four major areas of the framework:

• Street Design proposes guiding principles for creating a safe walkable public

environment.

• Parking and Business Mix provides an overview of the current parking inventory, projected changes based on future business growth, and strategies to manage parking supply.

• Transportation and Mobility focuses on bicycle and transit networks that enhance accessibility to multi-modal options and commercial development opportunities.

• Building Form and Design considers the key elements of building design that will support a walkable streetscape and allow quality development to coexist with established neighborhoods.

The framework will establish a set of guidelines for making decisions in each of these areas. As reinvestment continues, there is a desire to create a shared vision for physical and economic growth in the district.

Parking and Business Mix

Sufficient parking to meet business needs for the district as a whole.

Transportation and Mobility Enhance bicycle and transit access throughout the district.

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2

Uptown 23rd: An Urban Environment Framework

Uptown 23rd Street Design

Uptown 23rd Street Design Street design contributes to the character of a community and local economy.

Incorporating different street design features can create inviting public spaces, not just a street that serves to get cars from one destination to another. Northwest 23rd Street is the defining feature of Uptown and serves as the main street to a growing commercial corridor. The street serves as a major transportation route, carrying up to 27,000 vehicles per day and connecting important destinations such as the State Capitol and Oklahoma City University.

Stakeholders determined that a safe walkable street was the most important aspect of the framework. Walkability directly supports additional areas of the framework related to public transit, bicycling, and commercial development.

Everyone recognized that comfortable and inviting streets are more likely to function as livable neighborhood centers and desirable locations for visitors and businesses. From I-235 to Pennsylvania Avenue along 23rd Street, accessible sidewalks, safe crosswalks, pedestrian lighting, and street trees were identified as important street design features. Additional street design features like onstreet parking, public seating and space for activities like outdoor dining are also important, especially from Western to Robinson.

Uptown Street Design Priorities The street section shows the minimum right-of-way of 65 feet required to include all of the street design priorities below.

Pedestrian Amenity Zone Parking Lane with Curb Extensions

Basic Pedestrian Access Vehicular Access

Uptown 23rd has a variety of existing development types and right-of-way widths that influence how these priority street design features can be incorporated into actual street designs. Right-of-way is the total public space between property lines where all elements of a street are constructed. Due to the variations in the right-of-way along 23rd Street, different sections of the corridor will require different street designs. Three priorities for street design were identified for the entire corridor: complete pedestrian zones, safe north-south pedestrian crossings, and on-street parking.

Street design features should be selected based on an understanding of the multi-modal travel needs and right-of-way restrictions, including 23rd Street’s high traffic volume and status as an important bus route. These competing demands for space can be balanced to create a safe and comfortable pedestrian environment.

The Street Design section includes: • Review of basic street design priorities identified by stakeholders and staff.

• Street design zones that prioritize street design features along the corridor.

• Streetscape concept incorporating street design features at 23rd and Blackwelder, which is an important crossing for Oklahoma City University.

• Streetscape concept incorporating street design features at 23rd and Walker, which is an important center for the commercial district.

• Discussion of the benefits and trade-offs of maintaining the 23rd Street median in Uptown.

Min. 6’

40’

9’

4’+

6’+

Right-Of-Way: 65’+

Complete Pedestrian Zones

North-South Crossings

On-Street Parking

Complete Pedestrian zones provide a safe area to walk and amenities that encourage multi-block pedestrian travel. Basic pedestrian access requires a minimum of six feet of sidewalk completely free of obstructions.

Wherever space is available, the top priority for street design is to increase the pedestrian zone to include amenities and landscaping that make the sidewalk safer and more comfortable.

Safe and convenient crossings between the north and south sides of 23rd Street are critical to ensure free pedestrian movement in the district. Opportunities for safer pedestrian crossings may include crosswalk markings, signage, curb extensions, pedestrian refuges and mid-block crossings.

On-street parking provides a source of public, shared parking that is highly visible to motorists and conveniently located near entrances. On-street parking should be retained and maximized, but not at the expense of a comfortable pedestrian zone. Curb extensions can combine a pedestrian zone with a lane of on-street parking.

Uptown 23rd Street Design

Uptown 23rd: An Urban Environment Framework

3

Uptown 23rd Street Design Zones Urban Transition Zone

Uptown Urban Center Zone

lvd

Robinson Ave

nB

Walker Ave

Shartel Ave

sse

OCU

Cla

Blackwelder Ave

Kentucky Ave

This map shows how the district can be organized into zones that guide decisions about travel lanes, protective buffer areas, on-street parking, curb extensions, pedestrian amenity zones, pedestrian crossings, and sidewalks.

Auto-Oriented Zone Pennsylvania Ave

Because 23rd Street has a variety of right-of-way widths and conditions throughout the study area, each block will require a unique solution.

Some blocks can accommodate all prioritized street design features, while other blocks have narrow right-of-way and may trade on-street parking to SHEPHERD MALL accommodate a more comfortable pedestrian zone.

NW 23rd St

Curb Extension (9’)

Minimum Sidewalk (6’) Protective Buffer (4’+)

Median Pedestrian Refuge (9’)

Parallel Parking (9’) Mid-Block Curb Extension (9’)

Minimum Travel Lane (10’)

Landscaped Median (9’) Mid-Block Crosswalk

Pedestrian Amenity Zone (4’+)

SIGNALIZED PEDESTRIAN CROSSING UNSIGNALIZED PEDESTRIAN CROSSING PEDESTRIAN WALKWAY BICYCLE FRIENDLY ROADS

60’ Right-of-Way

78’ Right-of-Way

96’ Right-of-Way

Auto-Oriented Zone

Urban Transition Zone

Uptown Urban Center Zone

The auto-oriented zone currently has a street section and building character that emphasize automobile access.

Buildings are set back from the sidewalk with parking in front or to the side and each parcel has its own driveway.

New street designs should focus on improving pedestrian access in this zone with at least a minimum 6’ sidewalk and introducing a protective buffer of landscaping or street trees between the sidewalk and travel lanes wherever possible.

New or enhanced signalized pedestrian crossings should be introduced at important intersections like Indiana and Blackwelder for access to Oklahoma City University from the south.

The urban transition zone has a mix of building characters including structures that are pedestrian-oriented with entrances at the sidewalk and parking to the side or rear, and auto-oriented buildings and sites. In this area, new street designs should focus on offering an expanded pedestrian amenity zone to create a more comfortable sidewalk. In some blocks, the right-of-way may allow the introduction of onstreet parking.

The urban center zone is the most pedestrian-oriented section of the corridor. In this area, an expanded pedestrian amenity zone and on-street parking should be included wherever right-of-way allows. When the Right-of-way is too narrow, the pedestrian zones and bulb outs should be prioritized over on street parking on a case-by-case basis.

Opportunities to safely cross the street should be more closely spaced, including utilizing the existing median for safe mid-block crossings.

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Uptown 23rd: An Urban Environment Framework

Uptown 23rd Street Design

Street Design Features A variety of solutions can be utilized to improve the walkability and safety of 23rd Street. These street design features contribute to safer crossings, more comfortable sidewalks, and traffic calming.

Crosswalk With Pedestrian Refuge

Pedestrian Buffer

Curb Extension

Unsignalized Crosswalk

A pedestrian refuge improves the comfort of crossing a busy street by making it possible to stop at the midpoint before crossing the rest of the street. A pedestrian refuge is also a traffic calming device that increases visibility of pedestrians to motorists.

A pedestrian buffer provides a sense of protection between moving traffic and pedestrians on the sidewalk. The buffer may consist of grass, hedges, street trees, or lighting to contribute to a safer and more pleasant pedestrian environment.

Curb extensions, also known as bumpouts, occupy the parking lane at intersections. They provide shorter distances for people crossing the street and additional space for pedestrian amenities like benches or bus stops. They also give pedestrians a better view of oncoming traffic.

Clear crosswalk markings and signage provide a signal to motorists that they are entering an area where pedestrians may be crossing. They also provide pedestrians with a clearly defined and safe place to cross traffic.

Parklet or Mid-Block Curb Extension

Mid-Block Crossing

Street Trees

On-Street Parking

A parklet or mid-block curb extension takes the place of one or two on-street parking spaces, allowing additional space for pedestrian amenities and landscaping. Parklets can be temporary or permanent features of the street.

A mid-block crossing is a safe location for pedestrians to cross the street in between intersections. Mid-block crossings can include curb extensions, and a median pedestrian refuge.

Sufficient signage is needed to communicate that motorists must yield to crossing pedestrians.

Street trees along the sidewalk improve the appearance of the street, provide shade, and have a traffic calming effect. Street trees in urban commercial districts should be trimmed and maintained so that they do not block storefronts and commercial signage.

On-street parking provides traffic calming benefits to the district. The parked cars also buffer pedestrians and adjacent buildings from traffic.

Uptown 23rd Street Design

Uptown 23rd: An Urban Environment Framework

Auto-Oriented Zone Concept: Enhanced Pedestrian Safety at 23rd and Blackwelder The auto-oriented zone on 23rd Street typically has about sixty feet of right-ofway. Pedestrian traffic is expected to be primarily through-traffic or destination specific, rather than urban activities like storefront shopping. Smaller sidewalks with a minimum of 6’ in width are appropriate.

Important crossings like Blackwelder and Indiana connect Oklahoma City University with Gatewood neighborhood and the Plaza District.

The safety and visibility of these crossings should be enhanced with bold crosswalk striping and possibly pedestrian refuge islands.

6’ +

10’

1

10’ 60’ total 10’

10’

Additional traffic calming is needed in this area, so a proposed landscaping buffer is included to provide a sense of protection from traffic and increase the comfort of pedestrians.

1

Crosswalk markings, signage, and pedestrian refuges make crossing safer and more comfortable.

4’ +

2

4’ + 6’ +

3

2

A buffer of street trees or landscaping serves as a traffic calming feature and provides a buffer for pedestrians on the sidewalk from traffic.

3

Bold crosswalk striping should also be maintained on unsignalized side streets to protect pedestrians from turning vehicles.

5

6

Uptown 23rd: An Urban Environment Framework

Uptown 23rd Street Design

Urban Center Zone Concept: 23rd and Walker Right-of-way varies significantly in the urban center zone, but is typically 78’-96’. In some blocks, there is right-ofway available to expand the pedestrian zone to 9-12 feet without altering the current configuration. In some blocks, widening the sidewalk on the south will require occupying the parking lane to avoid obstacles like existing retaining walls and light poles.

Property Lines

Existing

Existing

Property Lines

Property Lines

9’-12’

1

9’

10’

3

10’

9’

96’ total

10’

10’

9’

9’-12’

2 Existing

Existing

Potential Infill

Existing

1

Parklets or small curb extensions in the parking lane accommodate amenities or provide an accessible path around existing obstacles.

2

Curb extensions at intersections provide extra space for the pedestrian amenity zone and also shorten crossing distances.

3

Mid-block crossings take advantage of the median to provide more frequent safe places to cross 23rd Street.

Uptown 23rd Street Design

Uptown 23rd: An Urban Environment Framework

Median Trade-offs The median in the core of Uptown is a recent addition that many stakeholders consider an important part of the district’s identity. The median occupies about nine feet of right-of-way from Harvey Avenue to Lee Avenue on 23rd Street. As shown in the conceptual graphic to the right, removing the median would result in larger sidewalks and more on-street parking for portions of the district.

Rise Development

Existing

Property Lines

Property Lines 18’-20’

9’

Preserving the median while increasing the pedestrian zone may require some trade-offs. For example, expanding the pedestrian zone on some blocks with narrower right-of-way may require removing on-street parking in order to retain the median.

Many 23rd Street stakeholders expressed the desire to maintain the median and sacrifice some areas of on-street parking to accommodate adequate pedestrian zones.

Existing

The median can be improved to serve an important function on 23rd Street.

For example, pedestrian refuges and mid-block crossings could utilize the median. The Uptown median already includes maturing street trees, but there may be an opportunity to add lighting in the median as well. A median could also be used to accommodate a left turn lane at certain intersections to improve traffic flow. Adapting 23rd Street’s median to include features like this will make it a more functional part of the street design.

10’

Existing Median

Existing Median

10’

Existing Median

96’ total 10’

10’

9’

18’-20’

Existing Existing

Potential Infill

7

8

Uptown 23rd: An Urban Environment Framework

Uptown 23rd Parking and Business Mix

Uptown 23rd Parking and Business Mix

Parking is also related to walkability in Uptown and surrounding neighborhoods.

A survey found that 71% of residents who live within a ten-minute walk of the Uptown urban center drive to the district, while only 29% walk or bike. Improving pedestrian and bike access to the district is also a part of the solution for maintaining a healthy parking supply.

The Parking and Business Mix section includes: • Description of identified priorities to consider as parking trends and demand

change in Uptown.

• Analysis of the current status of parking in the urban core of Uptown.

• Future considerations for parking demand in the urban core of Uptown.

• An introduction to strategies that may be used to manage the parking supply.

BROADWAY AVE

ROBINSON AVE

HARVEY AVE

HUDSON AVE

WALKER AVE

DEWEY AVE

LEE AVE

SHARTEL AVE

FRANCIS AVE

OLIE AVE

le Mi

Accommodating cars in historic commercial districts like Uptown is a growing challenge for Oklahoma City as businesses open in areas that were not originally developed with modern expectations about parking. While there is currently no parking requirement in Uptown, parking has been an obstacle for several proposed developments between Western and Broadway. About 10% of parking in this area is public parking, while 90% is restricted to the use of the associated property. The district is already beginning to utilize shared parking agreements that make better use of the existing parking supply.

Parking management strategies should aim for a balanced approach that efficiently uses the parking supply. The future of parking demand and solutions for parking management depend on the evolving business mix of Uptown.

1 /8

Parking is a topic of high importance to stakeholders along 23rd Street, particularly in the area between Western Avenue and Broadway Avenue. Business owners are seeking to provide the right balance of parking for their customers.

Nearby residents fear that continued growth on 23rd Street will lead to residential streets that are congested with overflow parking from the commercial district. All stakeholders want to clarify expectations about parking in the district so that new economic activity can continue to revitalize the area.

Uptown Parking and Business Mix Priorities

WESTERN AVE

The management of the parking supply has important ramifications for the economic success and physical appearance of Uptown. Successful urban commercial districts must maintain an appropriate balance of parking to serve visitors. At the same time, the presence of large parking lots can have an impact on the character and walkability of streets. Parking management strategies can ensure a sufficient supply of parking for the growing district, while design guidelines ensure that the appearance of new parking is complementary to the experience of visiting Uptown 23rd.

NW 23RD ST

On Street Parking

Parking Lot

Underutilized Parking Lot

Future Parking Lot

The map shows parking areas that were included in the analysis on page 9, along with circles representing 2.5-minute walking distances to intersections along 23rd Street. Underutilized parking lots are distributed along the full length of the corridor.

Efficiently Utilize Capacity

Adapt to Changing Business Mix

Avoid Overwhelming Side Streets

Some parking lots have excess capacity, but are dedicated to the use of a single business.

Excess capacity may result from a surplus of parking spaces, or from the hours of operation of the business.

The future of parking demand in Uptown depends on the evolving business mix in the district.

As with other urban commercial districts, parking on side streets is an important source of auxiliary parking during large events.

As development trends toward entertainment and restaurant uses, the demand for parking could increase compared to office and specialty retail uses.

Residents are concerned about parking spilling to nearby side streets on a regular basis. Some on-street parking in residential areas can have benefits like traffic calming.

However, overwhelming parking in residential neighborhoods may cause problems for residents.

Parking agreements can utilize this excess capacity. For example, entertainment users with peak parking demand during evenings and weekends can utilize excess parking of office users outside of business hours.

Efficiently utilizing capacity helps avoid overbuilding the parking supply.

Uptown 23rd Parking and Business Mix

Uptown 23rd: An Urban Environment Framework

Parking Analysis City staff analyzed parking in the area between Western and Broadway.

The parking analysis consists of an inventory of existing public and private parking spaces in the area compared with projected demand for parking.

Projected demand is calculated based on the square footage of various land uses using methodology developed by the Urban Land Institute. See the appendix for detailed results of the parking analysis. A more detailed parking study including occupancy counts would provide an accurate measure of the current utilization of parking in Uptown.

9

Parking Solutions Current Parking Scenario Currently, the total parking supply is enough for the projected demand based on land use. Only 169 parking spaces are public on-street spaces that can serve any business in Uptown.

Much of the parking supply is restricted for the use of a single property.

For example, Subway’s projected peak demand is 21 parking spaces, but its parking lot has 50 spaces. The excess 29 parking spaces exist, but are not available to nearby businesses unless shared parking agreements are developed. As a result, certain areas of Uptown may be experiencing constricted parking supply for particular businesses even though ample parking is nearby.

Future Parking Scenarios Future parking demand is closely tied to the nature of businesses that are established in Uptown. A heavier mix of bars and restaurants will lead to higher demand for parking. These scenarios assume no additional on street parking and 318 additional off-street parking spaces already planned.

Current Business Mix Land Use Percentage Square Feet Office 51% 168,824 Restaurant/Bar 15% 49,654 Retail 34% 112,551 Total 331,029

Current Parking Supply

• •

Estimated Current Parking Demand2 • 1,537 spaces

Future Business Mix Scenario 1 Land Use Percentage Square Feet Office 43% 200,710 Restaurant/Bar 19% 88,686 Retail 37% 177,373 Total1 466,769

Future Parking Supply

• •

On-Street: 169 spaces Off-Street: 1,768 spaces

Estimated Future Parking Demand2 • Unshared: 2,460 • Shared: 2,075

Shared Parking Scenarios Even though some parking spaces will be empty, they will be restricted to the use of a single business. According to this analysis, shared parking agreements will reduce the estimated parking demand in Uptown between 24% and 30%.

On-Street: 169 spaces Off-Street: 1,450 spaces

Future Business Mix Scenario 2 Land Use Percentage Square Feet Office 35% 163,369 Restaurant/Bar 30% 140,031 Retail 35% 163,369 Total1 466,769

Future Parking Supply Footnotes 1.

2.

Includes the Rise and Tower Theater developments as well as development of land and buildings currently vacant.

Based on ULI Shared Parking methodology.

• •

On-Street: 169 spaces Off-Street: 1,768 spaces

Estimated Future Parking Demand2 • Unshared: 2,963 • Shared: 2,531

Effective parking management in urban districts requires a variety of strategies that focus on reducing demand for parking and maximizing utilization of the existing parking supply.

Encouraging a multi-modal corridor by creating a safe and comfortable environment for pedestrians, cyclists, and transit riders can reduce the demand on parking. The framework explores the types of improvements needed to create a multi-user corridor.

Outlined in this section are strategies to maximize the utilization of the current and future parking supply.

Shared Parking

Minimum Parking For Certain Uses

Shared parking agreements can improve the overall utilization of the existing parking in the district. Property owners who own and maintain parking in excess of projected peak demand may choose to lease the excess parking to neighboring businesses. Also, certain uses experience peak demand at different times of the day or week and may choose to lease their parking lot when not in use. For example, an event venue will experience peak demand on weekends when office parking is largely underutilized. A shared parking agreement in such a scenario would prevent an overbuilt parking supply.

Currently, Uptown 23rd does not have minimum parking requirements. The absence of parking requirements is an important advantage for areas like Uptown, where many historic properties are in need of renovation.

However, parking requirements may be appropriate for some high-intensity uses such as theaters or event venues.

Implementing shared parking agreements may require the cooperation of business owners, property owners, and the district association.

The existing regulations may be updated to require these developments to include a strategy for accommodating adequate parking.

Parking strategies for these venues may include a combination of new parking facilities and shared agreements with nearby underutilized parking areas.

Time Limits or Metered Parking

Additional Public Parking

Time limits or metered parking associate a cost with the most convenient parking spaces in the district. The most convenient parking spaces in Uptown are on-street spaces adjacent to storefronts. As demand for parking increases, time limits or meters can help ensure that these spaces are available more often for visitors making short trips. These strategies would be appropriate if on-street parking in the core of the district exceeds 85% occupancy during the day.

The current supply of public parking is limited to on-street spaces along 23rd Street and neighborhood side streets.

Additional off-street public parking could be added to Uptown in surface parking lots or structured parking with collaboration between the City and district association.

Implementation of time limits or metered parking will require cooperation between the City and Uptown 23rd Association to determine the feasibility of installing and enforcing the management program.

Construction of public parking facilities will require identification of a funding source. A surface parking lot costs approximately $3,500-$5,000 per space to construct, while a parking garage requires $12,000-$20,000 per space.

Annual maintenance costs would also be a consideration for these parking facilities.

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Uptown 23rd: An Urban Environment Framework

Uptown 23rd: Transportation and Mobility

Uptown 23rd Transportation and Mobility 23rd Street is an important transportation corridor and mobility is an important component for the future success of Uptown. Providing a complete set of viable transportation options for Uptown 23rd is a key part of continuing the growth of the district without overloading its traffic capacity and parking supply. 23rd Street can be a corridor that balances the needs of motorists, cyclists, transit users, and pedestrians. This section focuses on how to improve access and mobility in Uptown for transit users and cyclists.

Transportation and Mobility Priorities Uptown 23rd stakeholders want to move 23rd Street toward being a balanced, multi-modal street in the future.

Stakeholders wish to expand the expectations about mobility in the study area to include greater emphasis on public transit, bicycling, and walking.

Bicycle improvements were identified as the top priority by the online survey.

Stakeholders feel that 23rd Street itself is too congested for cyclists, but parallel routes can be developed as bicycle corridors with connections to the commercial district.

Today, bicycle access is available along parallel side streets, but these routes are not optimized for bicycle travel. They are interrupted by the need to cross busy corridors like 23rd Street or Classen at a limited number of signalized intersections. Infrastructure improvements could make bicycling on these routes safer and more convenient.

Stakeholders support enhancements to infrastructure that directly relates to the bus route, such as improved bus shelters and pedestrian access to shelters.

The 23rd Street bus route is currently the busiest in the city, but not all bus stops are comfortable, safe, or accessible. Future considerations for transit include the possibility of extended service time and bus stop improvements along 23rd Street, a proposed Bus Rapid Transit line along Classen, and the possibility for a transportation hub at 23rd Street and Classen. These planned improvements for transit will require greater emphasis on supporting infrastructure.

The Transportation and Mobility section includes: • Stakeholder priorities for transportation and mobility.

• Strategies for improvements to bicycle infrastructure that will encourage

cycling as a primary means of accessing the district for neighborhood visitors.

• Strategies for improvements to transit service and how the district can evolve to support service upgrades.

Today: Automobile Dominated

Vision: Balanced and Multi-Modal

Today’s Uptown 23rd Street is primarily an automobile-dominated corridor, with some accommodations for pedestrians, transit riders, and cyclists.

The vision for Uptown 23rd is a multi-modal street that serves all modes of transportation equally well. Pedestrian, bike, and transit improvements can be balanced with the need to carry high volumes of traffic through the heart of Oklahoma City.

Uptown 23rd: Transportation and Mobility

Uptown 23rd: An Urban Environment Framework

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Uptown 23rd Bicycle Network

I-235

Robinson Ave

Walker Ave

Shartel Ave

Classen Blvd

Blackwelder Ave

NW 24th St NW 23rd St NW 22nd St

ve na A

Special attention is needed to provide safe crossing of major corridors like Classen and 23rd Street. Routes should feature signalized crossings that can be activated by cyclists without dismounting from their bikes.

OCU

FAIRLAWN CEMETERY

India

To retain a strong connection to the commercial corridor, all bicycle routes should be marked with wayfinding signs that identify anchor businesses and institutions.

Kentucky Ave

The proposed bicycle route on 24th Street provides a direct connection between Oklahoma City University and the core of the commercial district. It also intersects with existing bicycle connections south to downtown at Shartel, Walker, and Robinson. 22nd Street offers similar access to the south side of the core commercial district. Blackwelder and Indiana/Kentucky are important crossings in the western area of the corridor to improve access between OCU and neighborhoods to the south.

Pennsylvania Ave

Currently only 29% of residents surveyed within a 10 minute walk either bike or walk to Uptown. Stakeholders identified impediments to biking to the district including limited identification markings or signs and safe crossings. Due to the limited space on 23rd Street, cycling occurs off of the corridor on parallel residential side streets. A network of improved bicycle routes would formalize these streets as the preferred bicycle routes for the Uptown District.

NW 18th St Proposed Bicycle Route

Existing Bicycle Route

Proposed Bike-Activated Crossing

Proposed Bicycle Wayfinding

Elements of a Bicycle Network

Image: John Maus Street Markings and Traffic Calming Markings in the street, such as sharrows, reinforce that the street is a shared route for cyclists and motorists. Additional traffic calming measures can be implemented to hold motorists to safe speeds without affecting the speed or comfort of cyclists.

Bicycle Parking Functional bicycle parking should be placed in convenient and visible locations, such as the pedestrian amenity zone or curb extensions adjacent to the sidewalk.

Wayfinding To maintain the connection to the Uptown 23rd commercial district, the bicycle routes should feature bold signage indicating the distance and direction to important destinations. This signage should also inform cyclists about intersecting bicycle routes.

Bicycle-Activated Crossings Where a bicycle route crosses major arterials like Classen Boulevard, a bicycle-activated crossing can help cyclists cross safely. These crossings only stop traffic on the arterial when a cyclist activates the signal. The activator may be a push button next to the curb or a marked detection loop under the pavement.

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Uptown 23rd: An Urban Environment Framework

Uptown 23rd: Transportation and Mobility

Uptown 23rd Public Transit

I-235

NW 23rd St

India ve na A

7

23

Robinson Ave

Walker Ave

Shartel Ave

FAIRLAWN CEMETERY

23

A proposed Bus Rapid Transit (BRT) line being considered for Classen Boulevard would increase the importance of making Uptown 23rd an upgraded corridor for transit service. The Classen Boulevard BRT will be an enhanced route from downtown to the Northwest Expressway. BRT removes typical delays using dedicated lanes, prepaid boarding, and limited stops.

Because 23rd Street is already an important bus route, the intersection with a future BRT service has the potential to become a transit hub or bus transfer center.

Surrounding blocks should grow to support the transit service through improved street design and transit-oriented land uses. Transit-oriented land uses encourage higher densities and walkable designs around transit stops to increase ridership.

BRT

Classen Blvd

OCU

Blackwelder Ave

Kentucky Ave

8

Pennsylvania Ave

23rd Street is currently the busiest bus route in Oklahoma City. It is one of the most frequent routes, with buses arriving approximately every 25 minutes. A recently approved funding increase will add evening and Sunday bus service along 23rd Street. Some bus shelters are available along the corridor, but due to limited space many bus stops are uncomfortable benches with poor accessibility and no weather protection or route information. Additional space for transit amenities such as bus shelters should be incorporated in the future street design.

Existing Bus Routes

5

Bus Stop

BRT

Proposed Bus Rapid Transit

Proposed Transportation Hub

Proposed Transit-Oriented District

Uptown Transit Improvements BRT

Bus Shelters Expanded pedestrian amenity zones and curb extensions can allow space for quality bus shelters along 23rd Street. Improved bus shelters include seating, protection from the elements, system maps, and electronic signage with the expected arrival time of the next bus.

Proposed Northwest Transfer Center The intersection of proposed BRT along Classen with the important 23rd Street bus route is an opportunity for a bus transfer center. Passengers on 23rd Street buses would transfer at this location to access downtown. A transfer center can offer more amenities than a simple bus stop, such as commuter parking facilities or a customer service kiosk.

Bus Rapid Transit Bus Rapid Transit (BRT) is an improved form of bus service that improves travel time by stopping less frequently than city buses and utilizing dedicated travel lanes. BRT often has a sleek, modern appearance and is designed to offer an enhanced experience compared to typical city buses.

Uptown 23rd Building Form and Design

Uptown 23rd: An Urban Environment Framework

Uptown 23rd Building Form and Design The form and design of buildings is an important component of creating an attractive and walkable commercial district. Visitors are drawn to historic districts like Uptown 23rd because of their historic character, active facades with many transparent storefronts for window shopping, and site design and details that make for a pleasing experience for pedestrians.

Uptown Design and Zoning Priorities Modifications to the Urban Design Overlay will more specifically address character, building frontage, site design, and context sensitivity to ensure development outcomes match Uptown’s vision for a quality pedestrian experience.

Stakeholders recognize that the existing urban design overlay ordinance should be updated to include more specific standards for the appearance and shape of new development. The existing urban design overlay provides some basic requirements for urban design and historic preservation. This ordinance generally promotes pedestrian-oriented designs, but only provides subjective and loose instructions for how to achieve them. Additionally, there is little guidance about design strategies that could ensure that new commercial development is complementary to adjacent residential properties.

As more buildings are renovated and proposed along the corridor, the need to update the urban design overlay ordinance has become evident. The ordinance could provide more guidance on how to address character, building frontage, and context sensitive site design solutions for new developments and rehabilitation to achieve the walkable public realm desired by stakeholders.

The Building Form and Design section includes:

Building Frontage

Site Design

• Priorities for improving urban design overlay regulations and expectations of

Building frontage refers to the design features that make the building pleasant and inviting from the sidewalk. Quality pedestrian-oriented building frontages feature transparent windows and doors facing the sidewalk, canopies and awnings, and interesting façade details.

Site design refers to the position of buildings, landscaping, and parking on a property. Buildings in Uptown should be located to encourage pedestrian access from the street. Parking lots should be screened and located to the side or rear of buildings.

Character

Contextual Development

Character is an abstract quality that distinguishes Uptown as a unique place in Oklahoma City. Uptown’s character is defined by its Route 66 history, interesting signage, quality building materials, and variety of architectural styles.

Development should respond to its context by respecting adjacent properties and uses. Through effective site design and building form, development can minimize impacts on nearby residential properties.

new development in Uptown.

• Description of key measures to improve building frontages, including traditional storefront elements.

• Description of key measures to improve site design, including examples of

successful site design.

• Discussion of the elements that are important to Uptown’s character.

• Discussion of the importance of contextual development and measures that can achieve a balance between new and existing land uses.

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Uptown 23rd: An Urban Environment Framework

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As shown in the map, development in Uptown 23rd is currently regulated by base zoning, the Urban Design Overlay District, and the Twenty-Third Street Uptown Corridor Overlay District in Chapter 59 of the Oklahoma City Municipal Code.

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Uptown 23rd Building Form and Design

Uptown 23rd: An Urban Environment Framework

Building Frontage Building frontage is an important part of the pedestrian experience in Uptown. Buildings should have active and engaging facades that reflect traditional patterns of urban form.

Building Frontage Priorities

Traditional Storefront Elements

Incorporate traditional storefront architectural features.

Traditional storefronts include features such as display windows, awnings, and interesting facade details that enrich the experience for pedestrians who pass by.

Cornice

Include transparent windows on ground floors.

Ground floor walls facing sidewalks should include at least 50-60% transparent glass. Transparency creates a connection between the interior of the building and the public realm. Buildings should not include more than 10 feet of blank wall facing 23rd Street.

Parapet Roof

Provide entrances toward the street as well as parking areas.

If parking is located in the rear of the building, entrances should be maintained to both the street side and the parking lot side of the building.

Articulate buildings horizontally and vertically.

Buildings should include design elements that break up the mass of the faรงades.

Horizontal articulation creates a sense of rhythm along the street and vertical articulation keeps taller buildings to a human scale.

Awning Display Window

Position the building adjacent to the sidewalk.

Buildings should be positioned to actively engage the sidewalk.

Recessed Doorway

Include canopies and awnings over the sidewalk.

Canopies and awnings provide shade and can also signal the location of the entrance to a building.

Bulkhead

Transition auto-oriented areas to be more engaging for pedestrians.

New development and renovation projects in auto-oriented areas of Uptown are encouraged to repurpose parking lots to include outdoor dining and landscaping that connects the building to the sidewalk.

Form vs. Style

Building frontage regulations dictate the form, but not necessarily the style, of a building. The images below show two new buildings that engage the sidewalk with traditional storefront details, but with very different styles of architecture.

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Uptown 23rd: An Urban Environment Framework

Uptown 23rd Building Form and Design

Site Design Site design is the way buildings are positioned on a property. Site design includes the location and design of buildings, access points, parking lots, and landscaping.

Site Design Priorities Encourage pedestrian activity on the street.

Buildings sites can encourage pedestrian activity by positioning doors and windows directly adjacent to the sidewalk.

Limit building setbacks in the Uptown urban center.

Setbacks should be no more than 10 feet. Setbacks should be occupied by plazas or patio dining abutting the sidewalk.

Minimize the impact on privacy of adjacent residential buildings.

By locating buildings at the front property line along 23rd Street, rear-facing windows of taller structures can be designed to not overlook homes and yards in the adjacent residential properties.

Limit the number of curb cuts.

A single development should minimize the number of curb cuts for vehicular access to the property, and adjacent property owners should be encouraged to share driveways.

Position parking lots behind or to the side of buildings and include screening.

Particularly in the urban center of 23rd Street, parking should be screened from sidewalks by landscaping. Wherever possible, parking should be accessed from side streets and alleys rather than driveways on 23rd Street.

Site Design Examples The 23rd Street Courts development, which includes tenants such as Cuppies and Joe and Bubbaâ&#x20AC;&#x2122;s Bar B Que, offers a good demonstration of many site design principles that are encouraged in future development.

Alley provides vehicular access to parking.

Building setback converted to landscaping and patio.

Courtyards provide pedestrian access to rear parking lot.

Entrances and signage face 23rd Street.

Parking located behind buildings.

Improve the appearance of parking in auto-oriented areas.

Parking in front of buildings should be minimal. Landscaping should be included to soften the appearance of the parking lot.

Adhere to pre-1960 building setbacks in auto-oriented areas.

In areas with a wide variety of setbacks, neighboring buildings constructed before 1960 can be used as a benchmark to guide the setbacks of new buildings.

These typical drugstores are adapted to an urban context. Buildings and entrances are against the sidewalks. Parking is located in the rear or to the side with a wall or landscaping shielding it from the sidewalk. The parking access drive is located on a side street rather than the primary corridor.

Uptown 23rd Building Form and Design

Uptown 23rd: An Urban Environment Framework

Character

Contextual Development

Stakeholders want to see future development that builds on the existing character of Uptown. Important characteristics of Uptownâ&#x20AC;&#x2122;s built environment include traditional storefronts, interesting signage, quality building materials, and a variety of architectural styles.

New businesses and development in Uptown should relate to existing development in a complementary way. Decisions about site design, height, screening, and use should consider impacts on adjacent properties.

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Design with Context in Mind

Engaging Storefronts Recent renovations have exposed beautiful traditional storefronts in Uptown. Future developments should continue the tradition of interesting, engaging storefronts.

See Building Frontage for further details.

Height

Site Design and Screening

Land Use

Buildings on 23rd are typically one or two stories, but additional height should be allowed if it respects adjacent land uses.

Buildings, parking, and lighting can be positioned to minimize impact on adjacent users, as described on page 16.

New guidelines like the 20-Degree Rule of Thumb (see below) can help determine appropriate height for developments.

Screening, in the form of a fence or landscaping, can also have a positive effect on the boundary between different land uses.

Mixed land uses are a positive and necessary aspect of a walkable commercial district. Proposals for new land uses should be sensitive to surrounding neighborhood patterns.

Site design, programming decisions, and careful consideration of nearby land uses can improve the sensitivity of a developmentâ&#x20AC;&#x2122;s land use mix.

Interesting Signage As a historic stretch of Route 66, Uptown is full of interesting historic and new signage. Quality signage is an important part of creating a brand for the district.

2:1 or 20-Degree Rule of Thumb The 2:1 or 20-Degree Rule of Thumb allows two feet of height for every one foot of adjacent property. The angle highlighted in red below shows how height may vary across a site to respect adjacent properties and land uses.

Quality Building Materials Uptownâ&#x20AC;&#x2122;s historic buildings are constructed with brick and stone. These materials provide a sense of strength, quality, and permanence. Quality building materials should be encouraged in new construction.

Variety of Architectural Styles Uptown has a mix of architectural styles that has evolved over several decades. New styles of architecture should also be encouraged, while continuing to respect traditional urban form.

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Uptown 23rd: An Urban Environment Framework

Next Steps Creating a place to live, work, shop, and play is a goal for the stakeholders of the Uptown 23rd District. To implement this shared vision, the stakeholders identified creating a pedestrian friendly environment as the main priority of the Urban Environment Framework for 23rd Street. This priority is carried through the four main areas of the Framework including Street Design, Parking and Business Mix, Transportation and Mobility, and Building Form and Design. With the revitalization of the area and the creation of a safer and inviting pedestrian environment for walkers, transit users and cyclists, the area will see greater investment and financial returns.

The framework is the first step that serves as a guide for future planning efforts and decisions in Uptown. Next, the City of Oklahoma City will work with the Uptown Association to create an action plan to identify tasks, responsibilities, and funding sources. Many recommendations in the framework and action plan will need to be integrated into city, neighborhood and private sector strategies, policies and funding opportunities as they arise. With the framework and action plan, the City of Oklahoma City and Uptown Association are able to recognize and move forward on opportunities to implement the shared vision for a thriving and inviting commercial corridor on 23rd Street.

Uptown 23rd: An Urban Environment Framework

Appendix The appendix includes additional research and information that contributes to the content of the urban environment framework. The team conducted an online survey to understand how Uptown visitors and business-owners perceive the district. The team also spent time monitoring conditions that contribute to pedestrian safety and walkability, including traffic speeds and street design features.

The Appendix includes: • • • • • •

Results from the online survey of 23rd Street visitors and stakeholders.

Stakeholder meeting results from a visual preference survey.

Overview of existing pedestrian crossings along 23rd Street.

Results of traffic speed measurements at two locations on 23rd Street.

The population within easy walking or biking distance to Uptown 23rd.

Images that highlight positive and negative walkability conditions in Uptown.

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relevant the feedback was for the Uptown 23rd Street corridor.

We discovered that 83% of the survey responders lived within the boundaries of NW 39th Street to the north, NW 10th street to the south, I-44 to the west, WHICH QUADRANTand OF THE YOU LIVE WITHIN? I-235MAP to theDO east.

Uptown 23rd: An Urban Environment Framework

Online Survey Results

How would you rate the

If you live outside of this boundary, please enter the name of your neighborhood. Other: 17% ONLINE SURVEY RESULTS Only 17% of the survey responders lived outside of this boundary.

Unnecessary Lighting

WHICH QUADRANT OF THE MAP DO YOU LIVE WITHIN? If you live outside of this boundary, please enter the name of your neighborhood. Other: 17%

The online survey received nearly five hundred responses.

The survey responses were overwhelmingly from residents of the 23rd Street corridor. More than 80% of respondents live within one mile of 23rd Street between I-44 and I-235. Over half of responses came from the Heritage Hills, Mesta Park, Jefferson Park, and Paseo neighborhoods which border the urban center of the Uptown district.

I - 44

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242 21 49

Doesn't Exist

Classen to Penn Ave HOW DO YOU TYPICALLY TRAVEL TO UPTOWN 23rd?

Excellent3 Unnecessary Lighting Parking Lots Paseo, Jefferson Park, Heritage Hills, Mesta 39TH Park ST (1/2 Mile) 39TH ST HOW OFTEN DO YOU VISIT MORE THAN ONE BUSINESS WHEN YOU VISIT....

Three different district surveys have included the same question about how “Would Adequate7 Bi Bicycle Routes How do you get to Uptown?

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WHICH QUADRANT OF THE MAP DO YOU LIVE WITHIN? If you live outside of this boundary, please enter the name of your neighborhood. Other: 17%

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20% Public Spaces 35% Doesn't Exist 21 29 42 37 time.

For Uptown 23rd we found that people usually or always visit more than business in the Plaza District. That number drops slightly with Western Av34% This is important to analyze in a district Pedestrian 49 58 71 4%1% 153 Crossings187 204 2% We discovered that 83% of the survey24% responders lived within the boundaries Bicycle Parking 40% Parking Lots Landscaping Parking Lots enue, where people usually or always visit more than one business 41% of the Public Spaces 17% 75%of NW 39th Street to the north, 41% NW 10th street to the south, 22%I-44 to the west, like 23rd Street that has limited parking Parking Lots On-Street Handicap Acces 20% Parking us Shelters and Lighting Benches Landscaping Pedestrian Crossings Public Spaces Pedestrian Crossings 34%more than time. For Uptown 23rd we found that people usually or always visit 20% Never Rarely Sometimes Usually Always HOW OFTEN DO YOU VISIT MORE 46% 40% WHICH QUADRANT OF THE YOU LIVE WITHIN? and I-235MAP to theDO east.

20% How would you rate the following charactersitics? and could Unnecessary 3 1435% 37 3 10TH ST benefit from nearby resi24% 17 5 Landscaping 20 PublicLighting Spaces Plaza District Western Avenue Parking Lots On-Street Parking Handicap Accessibility Lighting Parking Lots On-Street Parking Handicap Accessibility Bus Shelters and Benches Lighting If you live outside of this boundary, please enter the name of your neighborhood.

Other: 17% Lighting On-St Pedestrian Crossings us Shelters and Benches Landscaping Pedestrian Crossings Public SpacesBicycle Parking Bicycle Routesdents walking and biking to the district Excellent 72 84 4 3 34%responders 2 Only 17% of the survey lived outside of this boundary.

HOW OFTEN DO YOU VISIT MORE THAN ONE BUSINESS WHEN YOU VISIT....

Unnecessary 3 16 14 37 7 Landscaping 75% 41% Unnecessary Unnecessary 3 14 District 37 3 7Uptown Lighting Parking Lots Classen On-Street Handicap126 Accessibility 40% ST Parking 17 5 TYPICALLY TRAVELWestern 20 12 46% 16instead of driving. Classen to Penn Ave toTHI-235 Plaza Avenue 23rd Adequate 144 94 Bus Shelters and Benches HOW DO YOU TO UPTOWN 23rd?

744 51 4 28 Determining where people live who took the survey helped determine how Parking Lots8 On-Street Parking Handicap Accessibility Excellent3 Pedestrian Crossings 7 83781 Unnecessary 14 Parking 7 0% Excellent us Shelters and Lighting 72 4 Mesta Benches Landscaping Pedestrian Crossings Public SpacesBicycle Parking2 Bicycle Routes2 Handicap Accessibility 24% Lighting Parking Lots On-Street Handicap Accessibility 228 20% 60% 8 Paseo, Jefferson Park, Heritage Hills, (1/2 Mile) 4WHEN YOU 3 39DO 2 THAN4the TH Park ST Landscaping Inadequate 229 227278 40% Excellent Unnecessary relevant feedback was for the Uptown 23rd Street corridor.

HOW OFTEN DO YOU VISIT MORE THAN ONE BUSINESS VISIT....

HOW OFTEN YOU VISIT MORE ONE BUSINESS WHEN YOU VISIT....

10 TH 242 264 202 ST fferent district surveys have included the same question about how 144 Routes Bus 126 94 91 Unnecessary 3 14 District 37 Bicycle Routes Bicycle Routes Adequate7 Bicycle Routes 8 Bicycle Shelters and Benches Excellent 4 4 Adequate 144 126 94513 917Uptown 17 20 12 23rd 16 Unnecessary Plaza Western Avenue 3 14 Doesn't 37 Accessibility 7 Handicap 34% 81 745 How often do you 32 24 ine how Exist Handicap 21 2958 4271243 Lighting Parking Lots On-Street Parking visit more than 28 Accessibility person visits more than one business while visiting a district.

30 TH ST “Would love to bike but 40% 49 153 Inadequate 229 228 227 Landscaping Excellent 7 8 4 4 Excellent Adequate 126 94 91 We2 discovered that of the survey responders lived within the7boundaries144 8 4%1% Adequate Inadequate 229 228 243 164 2 83% 2 Excellent 4 and Benches 4 On-Street Parking 2422 2644 one business?2272783 202 157 Bus Shelters Unnecessary 3 Bicycle 14Doesn't 37 Accessibility 7 Bicycle Parking HOW OFTEN DO YOU VISIT MORE THAN ONE Bicycle Parking Bicycle Parking Lighting Parking Lots On-Street Parking Handicap Parking Exist 21 29 42 37 of28NW 39th to the north,24 NW 10th street to the south, I-44144 to the west, 229 Adequate 94 91 don’tand feel safe 144 biking from 12658 Inadequate 228 227 243 Handicap Accessibility Doesn't ExistAvenue, 21 4251 37 Street 2% 81 32 ineUptown how Adequate 126 94 91 ng 23rd, Western the Plaza District is valuable2974 49 71 4%1% 187 20% Excellent 8 4 4 the following Adequate Never Rarely SometimesInadequate Usuall 2% On-Street oundaries Unnecessary 3 147 Exist 37 Bus 7would you rate WHICH QUADRANT153 OF THE MAP DO YOU LIVE204 WITHIN? and I-235 to the east.

How charactersitics?

Plaza District Western Avenue Upt 35% Inadequate 229 228 227 243 Doesn't 21 29 42 37 Parking Shelters and Benches DRIVE 2% Linwood Place toone Uptown” Inadequate 229126 228 227 243 242 278 202 164 157 ion west, on whether peopledo view thevisit district as cohesive or asbusiness? individual264 Parking Lots Lighting Parking Lots On-Street Parking a 13% 17% DRIVE Adequate 144 94 91 Public Spaces 20% Public Spaces Public Spaces Public Spaces HowDoesn't often you more than How would you rate the following characteristics?

20% the Handicap Accessibility If you live outside of this boundary, please enter the name of your neighborhood.

Other: 17% Excellent 7 8 4 4 Doesn't Exis Inadequate Exist 21 2958 Rarely 42 37 of the 2% 20% es.

Never Sometimes Usually Always Exist 2% 229 21228 29 42 37 On-Street Parking Only 17% responders lived this boundary.

49the following 71 153 187 204 Doesn't Unnecessary 3 On-Street 14 37 75% 2% Inadequate 227 243 2%survey 20% outside of How charactersitics? 13% 4%1%would you rate Lighting Parking Lots Classen Parking Handicap Accessibil oundaries 4%1% 35% Classen toPenn Pennsylvania Classen to I-235 I-235 Adequate 144 126 94 91 Parking Lots Classen to Ave to 2% 2% Lighting Parking Lots On-Street Parking Handicap Accessibility HOW DO YOU TYPICALLY TRAVEL TO UPTOWN 23rd?

Handicap Accessibility 17% WALK 17% Pedestrian Crossings Other: 17% 20% Pedestrian Crossings Pedestrian Crossings Excellent 7 837 Exist 20% 20% Doesn't Exist 229 21 20%Pedestrian Crossings 29 227 42 37 3 the west, Doesn't Lighting4 Unnecessary 14 Parking Inadequate 228 243 On-StreetParking Parking Lighting Lots On-Street Paseo, Jefferson Park, Heritage Hills, Mesta Mile) responses 39 ST (1/2Survey lts showed that 75% ofaddresses people usually or always visit more than Unnecessary Handicap Accessibility Unnecessary 20% This question whether visitors tothe Uptown areone Unnecessary 3Rarely 14 20% 37 7 TH Park Never Sometimes Usually Always indicate that most aspectsBicycle of the Routes street 75% 41% 22% d 11% Lighting Parking Lots On-Street Parking Handicap Accessibility 20% 20% How would you rate following charactersitics?

Bicycle Routes Adequate 144 126 94 Parking Lots 35%Ave Bicycle Routes 35% Bicycle Routes Classen to Penn Classen to I-235 Excellent 37 714 8 Doesn't ExistAccessibility4 21 29 42Unnecessary 4%1%4 in the Plaza District. That drops slightly with Western Av- strolling 3and Benches 37Lighting 7 experiencing it asnumber an urban district, by parking once and Lighting Parking Lots On-Street Parking4 Handicap environment throughout the 23rdBus Street corridor need LightingParking Parking Lots On-Street Parking Handicap Accessibility Excellent 7 8 Shelters and Benches BIKE Landscaping Bus Shelters Other: 17% Landscaping Excellent Unnecessary 3 14 37 7 Excellent On-Street 30 TH ST “Would love to bike but 40% Inadequate 229 228 227 It is importantHandicap to understand how 20% 24% Lighting Parking Lots 41%On-Street Accessibility Bicycle Routes Adequate 144 8 126 94 0% here people usually or always visit more one business of the Parking to visit multiple businesses in athan single trip.

714 4 20% 4 Parking Lots improvement.

75% 41% Unnecessary 3 On-Street 14 422% 75% 37 41% 22% UnnecessaryLightingExcellent 37 Accessibility 7 Bicycle Routes Adequate 144 126 94 917 Lighting Parking Lots8 Classen Parking Handicap Accessibility Bicycle Routes Bicycle Routes Bicycle Routes Bicycle Parking Excellent 714 4 Bicycle Parking Bicycle Parking Parking Lots3 Bicycle On-Street ParkingExist Handicap people that live within ½ mile are travelParkingDoesn't 21 29 42 Classen to Penn Ave to I-235 Lighting Unnecessary 3 37 7 Adequate don’t feel safe biking from Inadequate 229 228 227 2 Adequate 34% r Uptown 23rd we found that people usually or always visit more than 35% Bicycle Routes liveLots close enough to 14 Handicap Lighting “We Parking On-Street Parking Adequate 144 126 94 Sometimes 91 Rarely Excellent 7 to theAccessibility Handicap Accessibility 40% 46% Excellent 7 Handicap 8 Never 4 Bus Shelters and Benches Inadequate 229 228837 2274 917 243424% Bus Shelters and Benches Accessibility 0%4 Plaza 20%Usually 40% 60% A Unnecessary 3 ing district.

Adequate 144 126 94 Bicycle Parking Unnecessary 3 14 37 7 24% Lighting Parking Lots On-Street Parking Handicap Accessibility Parking Lots District Excellent 714 8 4 4 Data for the same3 question is available from similar surveys of 21 29 Inadequate 42BUSINESS WHEN YOU VISIT....

HOW OFTEN DO YOU VISIT MORE THAN ONE DRIVE In Routes particular, stakeholders feel that pedestrian and Doesn't ExistInadequate UPTOWNDO COMMERCIAL essaryLighting 37 Accessibility 7to Uptown” Linwood 229126 Lighting 228Public Spaces 227 243 Bicycle Parking Bicycle Routes Adequate 144 126 94 91 HOW YOU VISIT MOREBicycle THAN ONE BUSINESS WHEN a YOU walk, but 23rd Bicycle Parking Parking Parking Lots On-Street Parking Handicap 13% VISIT....

DRIVE Bicycle Routes Bicycle RoutesPlace Bicycle Parking Adequate Inadequate 1448 Public Spaces 94 91 Doesn't Exist 21 37 29 42 243 37 CORE Bicycle Routescrossing 75% Public Spaces Public Excellent 714 4 OFTEN Inadequate 229 2288 Bicycle 2274WALK 917 Excellent 7 the 4 4 Spaces Unnecessary 3 34% visitors to Western Avenue (2013) and the Plaza District (2014).

In 34% Bicycle Parking Adequate 144 126 94 bicycle amenities are severely lacking along entire Lighting Parking Lots On-Street Parking Handicap Accessibility 0% 20% 40% 60% 80% 71% of people who live ½ mile to the cellent 7 8 4 4 Doesn't Exist 21 29 42 37 100% Landscaping 46% 40% Handicap Accessibility Handicap Accessibility 40% 46% Landscaping Inadequate 229 228 227 243 3 Plaza District, 1475% 37 144 7 Public Spaces Inadequate 229 228 227 243 Adequate 126 94 91 Doesn't Exist Doesn't Exist Plaza District Western Avenue Uptown 23rd street and walking its Bicycle Routes Doesn't Exist 21 29 42 37 13% Adequate 144 126 94 91 the of visitors are likely to visit more than one Excellent 7 8 4 4 length of the corridor.

Inadequate 229 228 227 243 Lighting north or ½ mileParking to drive to the essary 14Doesn't 37 Lighting Parking On-Street Parking Accessibility Bicycle equate 14483 Lots 126 94Handicap 917the south Public Spaces WALK Bicycle Parking Public Spaces Public HOW OFTEN DO YOU VISIT THANParking ONE BUSINESS WHEN YOU VISIT....Exist Pedestrian Crossings Public Spaces Bicycle Parking Lighting Parking Lots Parking Handicap Accessibility Bicycle Parking ers and Benches Pedestrian Crossings Public SpacesBicycle Bicycle Routes 21 29 42 243 37 MORE Pedestrian 7 Bicycle 4Exist 4 Spaces Doesn't 21 Pedestrian Crossings 29 227Pedestrian 42 Inadequate 229 228 227 0% Crossings 20% 40% 80%37 100% business inParking a Landscaping single trip toOn-Street the district.

For Western Avenue, the Public Spaces Inadequate 229 228 243 60%Crossings Adequate 144 126 94 91 HOW OFTEN DO YOU VISIT MORE THAN7ONE BUSINESS WHEN YOU VISIT.... sidewalks is too frightening Bicycle Routes district.

Exist 21 29 42 37 Un Unnecessary 34% cellent Doesn't 7 8 4 4 On-Street Parking Parking Lots 3 14 37 On-Street ParkingCrossings Parking Lots equate 229 228 227 243 Pedestrian d 11% 3 14 37 7 Bicycle Parking Western Avenue 17 5 3 20 12 16 144 126 94 91 Uptown 23rd 40% Plaza District Western Avenue 23rd Uptown 23rd number is about 41% of visitors.

Doesn't Exist 21 29 42 Plaza District 37 Western Avenue Doesn't Exist 21 29 42 37 75% 41% 22% Unnecessary Inadequate 229 228 227 243 Public Spaces Pedestrian Crossings equate 144 126 94 91 Public Spaces Crossings Pedestrian Crossings Spaces Public 0% 20% 40% and60% 80% BusExcellent 100% infant Pedestrian Crossings 8 4 our 4 11% Public Spaces t Exist Pedestrian 218 with 29 37 Bus Shelters Benches BIKE Landscaping Landscaping Shelters and Benches Ex This is important to analyze in a district Pedestrian Crossings 2297 72Public 228 2274 son.”4 3 42 2434 Spaces 2 2 ItUnnecessary isBicycle important Bicycle Routes Parkingto understand how Unnecessary Exist 21228 29 42 2 37 2% Parking Lots Lighting Landscaping Parking Lots Unnecessary Lighting equate Doesn't 229 227 243 Excellent Public Spaces 144 126 94 91 like that32 has limited parking In visitors much more likely 2% 144 126 94 91 that live within ½ mile are travel21Uptown, 29 are 74 42 to visit a51single business 3723rd 4%1% 81Landscaping 28 Street Ad AdequatePlaza District Weste Pedestrian Crossings Bicycle Routes “We live close enough to 24 people 2% Never Rarely Bus Shelters andCrossings Benches Pedestrian Bus Shelters and Benches Crossings Pedestrian Crossings Landscaping Excellent Excellent Pedestrian Crossings Handicap Accessibility Bus Shelters and Benches 17% t Exist Pedestrian 21 228 29 42 37 Bus Shelters Bicycle and Benches Plaza District Western Avenue Uptown 23rd Handicap Accessibility Never and could benefit from nearby resiLandscaping and leave, with228 only 22% of visitors usually or227 always visiting 20% Excellent ing to the district.

229 243 Bicycle Routes Unnecessary 20% Adequate 229 227 243 Parking Public Spaces Unnecessary Unnecessary Unnecessary 242 264 278 202 164 157 HOW Bus SheltersCORE and Benches UPTOWNLighting COMMERCIAL 2% Lighting On-Street 20% Ina Inadequate On-Street Parking Pedestrian Crossings walk, but crossing 23rd Bicycle Routes Parking dents walking and biking to the district Adequate multiple businesses.

2% 20% BIKE Adequate 29 42 37 21 21 29 42 37 35% 2% 4%1% Landscaping WALK Bicycle Routes Adequate Unnecessary Bicycle Parking Excellent Inadequate 16 Rarely Never Rarely Sometimes Usually Always TH ST ½ mile to the Bus Shelters 49and 58Shelters Bicycle 71 Benches 153Accessibility 187 204 71% 2% Accessibility of people who live Bus Shelters Benches Landscaping BusHandicap Shelters and Bus and Benches Landscaping 2% Bus Shelters Benches Handicap Excellent Excellent Excellent Handicap Accessibility Handicap Accessibility 4%1% and Benches 17% Landscaping instead ofand driving.

Public Spaces Landscaping 20% BicycleParking Routes Pedestrian Crossings 20% Do Doesn't Exist street and walking its17% Bicycle Routes HOW OFTEN DO YOU2% VISIT MORE THAN ONE BUSINESS WHEN YOU VISIT....

CORE Bicycle Routes Handicap Accessibility Inadequate Inadequate 0% 20% 40% 60% 80% 100% north or ½ mile to the south drive to the 0% 20% 40% 60% Doesn't 80% Exist 100% Landscaping 20% Inadequate/ 20% Inadequate Excellent Unnecessary Adequate Never Rarely Sometimes Usually Always Bicycle Parking 20% Doesn’t exist Enhanced Bicycle walkability and continued development of a district 75% 41% 22% 10 TH ST Sometimes 20% Adequate Adequate is too Shelters and BenchesAlways 35% Public Spaces Needs Improvement but should BicycleParking Routes 20% Adequate Never Rarely Sometimes Usually Always Never Rarely district.

Sometimes BusUsually frightening Bicycle Routes Landscaping Handicap Accessibility Handicap Accessibility Handicap Accessibility Busyou Shelters Landscaping Bus Shelters and Benches Handicap Accessibility 20% Handicap Accessibility ould rate and the following charactersitics?

On-Street Parking On-Street identity forBenches Uptown are needed to increase the number of sidewalks Parking Public Spaces Parking Lots Pedestrian Crossings Parking Lots 35% Doesn't Exist Bicycle Parking Doesn't Exist Landscaping outes Doesn't Exist Adequate Bicycle Parking Excellent Inadequate HOW OFTEN DO YOU VISIT MORE THAN ONE BUSINESS WHEN YOU VISIT....

24% On-Street Parking Lighting Parking Lots establishments.

On-Street Parking Handicap Accessibility CORE Bicycle Unnecessary and Benches InadequateBus Shelters Parking Inadequate Public Spaces Bicycle Routes visitors whoPublic linger and spend time at multiple Usually 75% 41% 22% with our infant son. ” Inadequate/ Needs Improvement 11% Handicap Accessibility Bicycle ParkingAdequate Spaces This is important to analyze in a district Pedestrian Crossings Bicycle Parking Inadequate Doesn't Exist Unnecessary 3 14 37 7 34% 75% 41% 22% On-Street Parking Parking Lots On-Street Parking On-Street Parking Landscaping Handicap Accessibility Lighting Parking Lots On-Street Parking Handicap Landscaping Accessibility Parking Lots Handicap Accessibility Pedestrian Crossings Lighting Lighting Parking Lots Landscaping Never Rarely Som Unnecessary Public Spaces Excellent Bus Shelters andExist Benches 40%that has limited parking 46% Parking Lots Public Spaces narking to Penn Ave Classen to I-235 Doesn't Doesn't Exist outes like 23rd Street Parking Lots Always 75% 41% Unnecessary 24%but shouldPedestrian Doesn’t exit Handicap Accessibility 22% Public Spaces Crossings Excellent 7 837 4 4 Bicycle Parking 3 14 7 Doesn't Exist Inadequate Crossings 24% hting ParkingPedestrian Lots Public On-Street Handicap Accessibility and could benefit from nearbyOn-Street resi- Parking Public Spaces Landscaping Spaces Parking Unnecessary Excellent Adequate 34% Parking Lots Parking Lots Lighting Landscaping Bicycle RoutesParking Adequate 144 126 4 Parking 94 Lots4 Lots On-Street Parking Unnecessary Lots Lighting Bus Shelters and Benches On-Street Parking Parking Excellent91 Routes Lighting Lighting Pedestrian Crossings On-Street Parking Routes Handicap Accessibility paces 714 8 Bicycle On-Street Parking Pedestrian CrossingsLighting 46% arking 40% dents walking and biking to the district Doesn't Exist 3 37 7 Plaza District 34% BIKE On-Street Parking 22% Western Avenue 16TH ST Uptown 23rd ngPedestrian Lots Inadequate On-Street Parking Handicap Accessibility Crossings 75% Plaza District Unnecessary Landscaping Adequate Unnecessary Excellent Public Spaces Inadequate 40% 46%Western41% 22894 227 243 Plaza District Avenue UptownParking 23rd Lots Landscaping 144 126 229 4 Bus Shelters and Benches instead of driving.

Excellent91 Unnecessary Pedestrian Crossings Adequate 714 8Lighting 4 Pedestrian Crossings Lighting 37 7 Bus Shelters and Benches Handicap Accessibility Lighting On-Street Parking Bicycle Parking Parking Lots Lighting Landscaping Parking Lots HOW OFTEN DO YOU VISIT MORE THAN ONE BUSINESS WHEN YOU VISIT....

Unnecessary On-Street Parking Lighting On-Street Parking ssings Bicycle Parking 0% 20% 40% 60% 80% 100% -Street Parking Handicap Accessibility Excellent 0% 20% 40% 60% 80% Exist 100% Landscaping Parking Doesn't Exist 21 29 42 37 Inadequate/ Inadequate paces Excellent Adequate Nev Doesn’t exist Doesn't 229 228 227 243 0% 20% 40% Unnecessary 60% 80% 100% Parking Lots10TH STWestern Avenue 144 126 94 Bus Shelters and Benches Adequate Unnecessary Excellent91 Plaza District Uptown 23rd Needs Improvement Inadequate Pedestrian Crossings but should 8 Landscaping 4 4 Bus Shelters and Benches 37 7 Handicap Accessibility Plaza District Western Avenue Uptown 23rdLighting Landscaping Plaza District Western Avenue Uptown 23rd Excellent Unnecessary 21 29 42 37 Adequate Landscaping 0% 20% 40% 60% 80% 100% Doesn't Exist Excellent On-StreetAdequate Inadequate 229126 228Public 227 2430% On-Street Handicap Accessibility Parking 40% 60%On-Street 100% Bus20% Shelters and Benches 20% Parking 40% 60% 80% 100% aping 940%Lighting 91 80%Adequate Lighting Spaces Parking Bus Shelters and Benches Inadequate/ Public Spaces Inadequate Excellent Unnecessary Never Parking Rarely Lots Sometimes Usually Always paces I - 235

I - 235

T

16TH ST

T

CLASSEN

I - 44

30TH ST

CLASSEN

25%

UPTOWN COMMERCIAL CORE

4%

71% a

16TH ST

WHICH QUADRANT OF THE MAP DO YOU LIVE WITHIN? If you live outside of this boundary, please enter the name of your neighborhood. Other: 17%

10TH ST

I - 44

HOW DO YOU TYPICALLY TRAVEL TO UPTOWN 23rd?

Paseo, Jefferson Park, Heritage Hills, Mesta 39TH Park ST (1/2 Mile)

25%

4% 40%

40%

2%

2%

2%

17%

20%

20%

20%

35%

2%

2%

20%

35%

UPTOWN COMMERCIAL CORE

4%

2%

17% 24%

34%

20%

20%

46%

24%

34%

46%

2%

2%

4%1%

20%

20%

2%

17%

20%

20%

35%

16TH ST

24%

40%

4%1%

20%

25%

I - 235

I - 235 I - 235

d

30TH ST

10TH ST

4%1%

20%

71%

CLASSEN

I - 44

CLASSEN

71%

CLASSEN

4%

BIKE

HOW DO YOU TYPICALLY TRAVEL TO UPTOWN 23rd?

Paseo, Jefferson Park, Heritage Hills, Mesta 39TH Park ST (1/2 Mile)

I - 44

I - 44

CLASSEN CLASSEN

16TH ST

c

I - 235

I - 235

UPTOWN COMMERCIAL CORE

d

16TH ST

WALK

I - 235

UPTOWN COMMERCIAL CORE

4%

WHICH QUADRANT OF THE MAP DO YOU LIVE WITHIN? If you live outside of this boundary, please enter the name of your neighborhood. Other: 17%

I - 235

30TH ST

25%

d

I - 235

30TH ST

IN? ame of your neighborhood. Other: 17%

UPTOWN COMMERCIAL CORE

I - 235

d?

2 Mile)

71% a

25%

10TH ST

11%

en

I - 235 I - 235

4%

Class

d

d

CLASSEN

I - 44 en

I - 44

Class

25%

walk, but crossing 23rd street and walking its sidewalks is too frightening with our infant son.”

b

71% a

I - 235

c a “We live close enough to d

IN? ame of your neighborhood. Other: 17%

d?

2 Mile)

DRIVE 13%

30TH ST

34%

46%

Uptown 23rd: An Urban Environment Framework

Stakeholder Meeting Results At a stakeholder meeting, participants voted on images and concepts to guide the content of the urban environment framework. The results provide insight on the policy priorities and visual preferences for Uptown.

UPTOWN PRIORITIES

Which of the following concerns should be priorities in the Uptown Urban Environment Framework?

Select Top 4 for Each Area Penn to Classen Commercial Uses merging into Neighborhoods

UPTOWN PRIORITIES

Which of the following Street and Pedestrian Amenities should be priorities in the Uptown Urban Environment Framework?

Select Top 4 for Each Area

Classen to I-235

Penn to Classen

3

9

Crosswalks at Intersections

15

18

8

21

1

5

2

7

5

2

1

8

Sidewalks with Lighting

15

14

Street Trees

9

9

6

13

13

0

3

0

16

Mid-block Crossings

0

2

Bulb-outs

2

6

Walkability and Accessibility of the District (Sidewalks)

16

19

Landscaping

8

7

6SHHG RI WUDI多F RQ UG 6W

10

6

$PRXQW RI WUDI多F RQ UG 6W

2

1

Lack of informational signage

1

1

Crime

1

1

Lack of On-Street Parking Lighting

Vacant structures and lots Sign Clutter

3 1

1

Which Do You Prefer on NW 23rd Street? Choose Top 2 for Each Area On Street

13

On-Street Parallel Parking On-Street Angled Parking

Penn to Classen

10

PARKING

Penn to Classen

Medians

Which Do You Prefer on NW 23rd Street? Choose 4 for Each Area Scale, Massing, and Architecture for Commercial and Mixed-Use Buildings

Classen to I-235

Benches & Trash Cans

3

Need more diverse business mix New businesses not compatible with neighborhoods Location and design of new Parking Lots

FUTURE DEVELOPMENT

Classen to I-235 0

Public Information Signage

2

Which Do You Prefer on NW 23rd Street? Choose Top 2 for Each Area Parking Management

1

5

1

18

19

25

8

8

2

2

9

4

18

12

1

0

0

0

0

0

Penn to Classen

12

29

8

2

0

0

14

16

ANGLED PARKING

6

6

0

1

STREET INTERSECTIONS Which Do You Prefer on NW 23rd Street?

Choose Your Top 2 for Each Area Crosswalks, Street Treatments, Medians/No Medians Penn to Classen

Classen to I-235

10

21

7

11

11

10

0

0

0

0

8

5

0

0

19

9

10

0

0

12

11

16

16

5

3

0

9

5

3

7

4

14

4

18

Classen to I-235

7

13

3

1

9

0

19

2

0

12

27

13

5

IN-FORMAL SEATING IN BULB-OUT

3

7

SEATING IN TEMPORARY BULB-OUT

0

GARAGE PARKING

16

Penn to Classen

SEATING IN BULB-OUT

GARAGE PARKING

REVERSE ANGLED PARKING

Classen to I-235

Which Do You Prefer on NW 23rd Street?

Choose Your Top 2 Choices for each Area Landcaping and Sidewalks

SEATING AT INTERSECTIONS

SIDE/REAR LOT WITH LANDSCAPING

8

Penn to Classen

PEDESTRIAN & AMENITY ZONE

SEATING ALONG SIDEWALK

5

TWO SIDED PARALLEL PARKING

Which Do You Prefer on NW 23rd Street?

Choose Your Top 2 Choices for each Area Pedestrian and Amenity Areas

3

LOT WITH LANDSCAPE WALL

7

1

PEDESTRIAN & AMENITY ZONE

Classen to I-235

LOT WITH FENCE

REVERSE ANGLED PARKING

Classen to I-235

11

LOT WITH SIDEWALK

0

Penn to Classen

10

Which Do You Prefer on NW 23rd Street? Choose Top 2 for Each Area Off Street Parking

8

ONE SIDED PARALLEL PARKING

MEDIAN PARKING

Classen to I-235

PARKING

Classen to I-235

NO PARKING

6

Continued

5

PARKING

Penn to Classen

FUTURE DEVELOPMENT

8

SEATING IN PERMANENT MID-BLOCK BULB-OUT

21

22

Uptown 23rd: An Urban Environment Framework

Blackwelder) between Pennsylvania and Classen. This leaves pedestrians with the choice of walking a long distance out of their way, or crossing at an unsafe location.

N ROBINSON AVE

N. HARVEY AVE

N HUDSON AVE

N. WALKER AVE

N DEWEY AVE

N LEE AVE

N SHARTEL AVE

N FRANCIS AVE

N OLIE AVE

N WESTERN AVE

N DOUGLAS AVE

N MCKINLEY AVE

N BLACKWELDER AVE

23RD

2

IAN

A

D N IN

Marked crossings without traffic signals are found in the urban center area of Uptown between Shartel and Robinson. The colored concrete material used for these crosswalks has faded and there is insufficient contrast to highlight the crosswalks.

1

OCU

Crosswalk with Traffic Signal

3

N CLASSEN AVE

SHEPHERD MALL There is only one signalized crossing (at

VE AA

N VIRGINIA AVE

N PENNSYLVANIA AVE

The map to the right shows locations of pedestrian crossings that are marked or signalized along the 23rd Street corridor.

The team observed important crossing locations to determine the safety of crossing from between the north and south sides of 23rd Street.

N KENTUCKY AVE

Pedestrian Safety and Traffic Speeds

B

4

Marked Crosswalk with No Traffic Signal

Crossing Locations Along 23rd Street

The team also measured the speed of cars traveling along 23rd Street. Speeds SIGNALIZED PEDESTRIAN CROSSING were roughly the same in the eastern and western portions of Uptown, averaging 31 UNSIGNALIZED PEDESTRIAN CROSSING miles per hour.

PEDESTRIAN WALKWAY

In the event of a vehicle-pedestrian collisionBICYCLE at thisFRIENDLY average speed, the ROADS pedestrian would be killed in 45% of cases and injured in 50% of cases. Significant safety improvements are possible with small reductions in speed. Only 5% of pedestrians die when struck by a car traveling 20 miles per hour.

The combination of traffic speeds and pedestrian volume points to the need for safe pedestrian facilities and visual cues to increase driver awareness throughout Uptown.

2

1 Unmarked Crossing at Kentucky

There is no crosswalk at this location despite a location that makes it a good connection between the university and the neighborhoods to the south.

Signalized Crossing at Blackwelder

This important crossing has pedestrian-activated signals, but it is not ADA-accessible and the crosswalk markings have faded over time.

3 Marked Crossing at Lee

The colored concrete has faded over time, making this unsignalized crosswalk less visible to drivers. Bold, white stripes could improve safety at this location.

4 Signalized Marked Crossing at Broadway

The intersection of 23rd and Broadway has recent ADA upgrades and bold contrast between the crosswalk and road surface.

Traffic Speeds on 23rd Street A

B

Vehicle Speed at Brauer

Driver Vision Cone

Average Speed: 30.49 mph Top 20%: 35.95 mph Max Speed: 39 mph

Drivers are less aware of their surroundings at higher speeds. At lower speeds, drivers are more aware of pedestrians and activity near the edge of the road.

Vehicle Speed at Walker Average Speed: 30.96 mph Top 20%: 35.9 mph Max Speed: 40 mph

A speed of 20 miles per hour is ideal for pedestrian-rich environments.

30 MPH

20 MPH

Uptown 23rd: An Urban Environment Framework

23

Walkability The images to the right highlight the characteristics of the pedestrian environment in Uptown. There are many challenges to a safe, comfortable pedestrian environment. Over time, some of Uptownâ&#x20AC;&#x2122;s walkability challenges have been addressed with features like curb extensions.

A large population lives within walking and biking distance of Uptown, as shown in the map below. More residents will choose walking or biking to Uptown if walkability is enhanced through the street design, maintenance, and building design strategies included in the framework.

Population In Walking or Biking Distance to 23rd and Walker 5-Minute Walk 1,872 residents 1,301 housing units

10-Minute Walk 4,374 residents 2,868 housing units

5-Minute Bike 10,557 residents 6,242 housing units

10-Minute Bike 41,034 residents 21,076 housing units

5-10 MIN WALK 5-10 MIN BIKE

Empty Parking Lanes

Curb Extensions

When on-street parking is underutilized, traffic speeds may increase because of the perception of wider lanes. Empty parking lanes can also make pedestrians feel uncomfortably exposed to traffic.

Some curb extensions are found on the north side of the street in the urban center of Uptown. They provide extra space for pedestrians and have a traffic-calming effect.

Obstacles in Sidewalk

Inaccessible and Faded Crosswalks

Narrow sidewalks on the south side of 23rd Street are often blocked by light poles and other objects. These obstacles make the sidewalk inaccessible for pedestrians, particularly people with disabilities or families with strollers.

Some key intersections lack accessible pedestrian crosswalks. ADA-accessible ramps and bold markings should be included with all crosswalks.

10 BIKE ASIAN DISTRICT OCU

5 BIKE 10 WALK

UPTOWN

CAPITOL

5 WALK

23rd Street

PLAZA DISTRICT MIDTOWN AUTOMOBILE ALLEY

I-235 Classen Blvd.