A Better Classen Presentation
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This document summarizes a study of conditions along Classen Boulevard in Oklahoma City and develops principles and recommendations for improving the street. Key findings include high traffic volumes, a lack of pedestrian and bicycle infrastructure, and a need to balance commuter traffic with creating a more livable street. The document recommends short-term pilot projects like intersection improvements and public art as well as envisioning Classen Boulevard as a long-term "great social street" with features like protected bike lanes, pedestrian-oriented development, and design scenarios to manage traffic.
A Better Classen Presentation
- 2. A BETTER CLASSEN > Study conditions along Classen. > Develop key principles for A Better Classen. > Identify short-term pilot projects for Classen. > Imagine a long-term vision for Classen.
- 4. RESEARCH > HISTORY > PLANNING CONTEXT > NEIGHBORHOOD CONTEXT > STREET DESIGN > TRAFFIC > INTERVIEWS AND MEETINGS
- 5. HISTORY
- 7. “Will it be Classen Blvd. abbreviated, a quick if frightful way to get home?
- 8. Or Classen Boulevard, nine letters, in the fashion of the world’s great social streets?” Phillip Morris, The Oklahoman, 1964
- 9. HISTORY “What appears to be at work is the fallacy that ruined Oklahoma City’s central business district: the misconception that cities ‘happen’ and need not be designed.” “Smaller structures have frontside parking that runs sloppily into the street.” “Will a strong sidewalk system, landscaping, and high-quality street furnishing be added to make it a livable street?” “That is the prime Classen Boulevard question. Whether to become just another traffic carrier, in which case the green strip and landscaping always will be secondary to paving and pedestrians sacrificed to automobiles. Or to become a boulevard in the traditional sense, a place to live with trees and walks (by some strange reversal of present practice) counted first…”
- 10. Downtown Development Framework Central Oklahoma Commuter Corridors Study PlanOKC Oklahoma City Comprehensive Plan PLANNING CONTEXT
- 11. NEIGHBORHOOD CONTEXT Existing Strong Neighborhoods Urban Commercial Districts “Corridor of Hope” Higher Densities Walkable Urbanism Infill Opportunities
- 14. STREET DESIGN
- 15. STREET DESIGN
- 16. STREET DESIGN
- 17. STREET DESIGN
- 18. STREET DESIGN
- 19. TRAFFIC 24,215 Classen at 15th 21,166 Classen at 18th 14,633 Classen at 11th 7,570 Classen at 7th 11,231 Classen at 4th 4,618 4th at Shartel 3,539 Western at 19th Daily Traffic Volume 13th to 23rd 20,000 to 25,000 vehicles per day Reno to 13th 8,000 to 15,000 vehicles per day
- 20. TRAFFIC 0 500 1,000 1,500 2,000 2,500 Southbound trafficNorthbound trafficAll traffic 0 500 1,000 1,500 2,000 2,500 Southbound trafficNorthbound trafficAll traffic Hourly Volume: Classen at 20th Hourly Volume: Classen at 5th AM and PM Peaks
- 21. 0 100 200 300 400 500 600 700 800 Max VPLPH, Classen at 37thSouthbound TrafficNorthbound Traffic Max Vehicles Per Lane Per Hour Classen at 37th PM Peak NB Max VHPLPH Classen at 20th PM Peak NB 0 100 200 300 400 500 600 700 800 Max VPLPH, Classen at 37thSouthbound trafficNorthbound Max Vehicles Per Lane Per Hour Classen at 37th PM Peak NB Max VHPLPH Classen at 5th PM Peak SB VPLPH: Classen at 20th VPLPH: Classen at 5th TRAFFIC Vehicles Per Lane Per Hour
- 22. TRAFFIC
- 23. INTERVIEWS > Neighborhood groups > Nonprofits > Schools > Commercial Districts > Architecture Firms > Developers
- 24. PUBLIC MEETING
- 25. SITE VISITS
- 26. SITE VISITS
- 27. KEY PRINCIPLES
- 28. East – West Crossing North – South Travel Commuter Corridor Identity and Appearance Transit Corridor
- 29. RECOMMENDATIONS
- 30. RECOMMENDATIONS > Intersection Interventions > Public Art Opportunities > Active Transportation > Development Patterns > Classen Design Scenarios
- 31. INTERIM DESIGN Near-term Long-term
- 32. INTERIM DESIGN
- 33. INTERIM DESIGN
- 35. INTERSECTIONS > 18th > 16th > 5th – 6th
- 36. 18TH AND CLASSEN
- 37. 18TH AND CLASSEN Long crossing distance with difficult light timing Feels uncomfortable existing Mesta Park
- 38. 18TH AND CLASSEN Protected bicycle lane exiting Mesta Park Curb extensions Bike box at traffic signal Marked conflict areas
- 39. PORTLAND
- 40. CHICAGO
- 41. SEATTLE
- 42. 16TH AND CLASSEN Slip lanes encourage fast traffic toward Mesta Park and Plaza District Confusing intersection for drivers Difficult to navigate as a pedestrian or cyclist
- 43. 16TH AND CLASSEN
- 44. 16TH AND CLASSEN Close slip lanes with pavement to plaza techniques Bold crosswalks The gateway to the Plaza District
- 45. CHICAGO
- 46. CHICAGO
- 47. 5TH AND CLASSEN 86’ curb-to-curb paving width 95’ ramp-to-ramp crossing distance Traffic counts no longer support double left turn lanes
- 48. 5TH AND CLASSEN
- 49. 5TH AND CLASSEN Replace turn lane with pavement to plaza median Include planters or public art element The gateway to downtown
- 50. 5TH AND CLASSEN Replace turn lane with pavement to plaza median Include planters or public art element The gateway to downtown
- 51. NEW YORK
- 52. NEW YORK
- 53. SAN FRANCISCO
- 54. PUBLIC ART > 5th – 6th Median > 7th – 9th Retaining Wall > Including Public Art with All Changes
- 60. ACTIVE TRANSPORTATION > Neighborhood Streets > Protected Bicycle Lanes > Walker, 4th, 6th > Ideas for Western, Classen, Shartel
- 69. BICYCLE ACCESS Many safe streets for cyclists.
- 70. BICYCLE ACCESS Many safe streets for cyclists.
- 71. BICYCLE ACCESS Many safe streets for cyclists.
- 72. WALKER, 4th, 6th Walker Extension 6th west to Linwood connection 4th east to Deep Deuce, Katy Trail
- 73. SHARTEL ALTERNATIVE Protected lanes on Shartel Hill between 6th and 9th
- 74. CLASSEN ALTERNATIVE Protected lanes on Classen Boulevard to 18th Shared bus/ bike lanes
- 75. WESTERN ALTERNATIVE Protected lanes on Western Avenue Shared use path where Western and Classen converge
- 80. DEVELOPMENT PATTERNS > Zoning and Overlay Protection > Access Management > Pedestrian-Oriented Site Design
- 85. CLASSEN DESIGN SCENARIOS > Scenario One: Existing Curbs > Scenario Two: Four Travel Lanes > Scenario Three: Peak Hour Bus Lanes
- 86. EXISTING CURBS
- 87. EXISTING CURBS
- 88. EXISTING CURBS
- 89. EXISTING CURBS
- 90. FOUR TRAVEL LANES Reduce number of lanes Provide protected bicycle lanes Expensive
- 91. INDIANAPOLIS
- 92. INDIANAPOLIS
- 93. SEATTLE
- 94. PEAK HOUR BUS LANES Outside lanes for buses and right turns during peak hours Prioritizes and incentivizes public transportation trips
- 95. CHICAGO
- 96. CHICAGO
- 97. START SMALL
- 98. MOVING FORWARD: KEY PRINCIPLES > EAST-WEST CROSSING > NORTH-SOUTH TRAVEL > COMMUTER CORRIDOR > IDENTITY AND APPEARANCE > TRANSIT CORRIDOR
- 99. NEXT STEPS
- 100. I Q C OU Institute for Quality Communities @OUIQC shanehampton@ou.edu iqc.ou.edu