I'm so glad we're going to shut down car lanes used by hundreds of cars per day, maybe thousands, and instead have bike lanes for the 16 bikes per day. Solid effort.

Build it and they will come? :lol2:

I'm so glad we're going to shut down car lanes used by hundreds of cars per day, maybe thousands, and instead have bike lanes for the 16 bikes per day. Solid effort.
Dude, either way, this is a stupid project. I’d be fine keeping Classen at six lanes but creating a bottleneck here at some pathetic attempt to build out a bike lane network is just dumb. Either go all the way or plan it somewhere else. I’m not a traffic planner but it doesn’t take one to see how dumb this BRT and bike lane thing is. It isn’t going to do anything to help with traffic nor will it significantly change the culture of most people commuting by car in OKC.

Personally I think Classen should be reduced from 6 to 4 lanes with a bus lanes on the right lane and right turns for cars restricted to certain streets. Then multiple bridges should be built over the Classen/Northwest Expressway intersection and Northwest Expressway having true BRT with a double bus highway running in the median of NWE with bridges over each intersection.

A two way cycleway constructed on the east side of Classen and on each side of NWE. It would be an expensive project but worth it in the end. If that can’t be justified then why is this stupid bike lane project taking up an entire lane of traffic which will create bottlenecks at rush hour justified?

Half assing things never works.

Yeah I’m not a fan of this at all. Just cheap and lazy urban planning. If they’re going to remove a lane on Classen why the hell didn’t they do it for the BRT project and make it a bus only lane? There’s more than enough room to add a two way protected cycleway along the entire length of Classen.

This is yet another example of OKC not understanding how real mass/alternative transit works in actual big cities. It would have taken complex engineering and planning as it would’ve taken some parking away which would need to be substituted and some mature trees would have to go but it in the future we’ll be glad we did it.

So now we’re just going to create bottlenecks and quasi bike lanes. Amateur hour.

They already reduced classen to 2 lanes each way at 13th for the giant BRT stops/loading areas. I guess it doesnt make much difference to keep it reduced for a few more blocks.

I'm so glad we're going to shut down car lanes used by hundreds of cars per day, maybe thousands, and instead have bike lanes for the 16 bikes per day. Solid effort.

Classen doesn't have enough traffic count to justify 6 lanes. It should be reduced to 4 lanes regardless of a any added bike lane. Drivers wont even notice. Should have been done years ago. I'm sure this is an extremely popular proposal among the people who live near this stretch of Classen.

They already reduced classen to 2 lanes each way at 13th for the giant BRT stops/loading areas. I guess it doesnt make much difference to keep it reduced for a few more blocks.
Right but what I’m saying is they should reduce the lanes for the ENTIRE road not just this small stretch. Give it dedicated bus lanes and add a cycleway on the east side.

This is what I’m talking about but obviously it wouldn’t have tall buildings and it would be on each side of the street and/or the cycleway would two ways.

https://farm9.staticflickr.com/8517/8493907304_d7d54f514c.jpg

1) I do like that idea.
2) Looks like that would require 4 lanes total though. It looks like what we have now is a compromise between that image when you only have three lanes to work with instead of 4.

I'm so glad we're going to shut down car lanes used by hundreds of cars per day, maybe thousands, and instead have bike lanes for the 16 bikes per day. Solid effort.

It will place extra stress on the car drivers and if the vehicle and bike lanes are not properly divided then people will try to cheat into the bike lanes. Meanwhile a bicyclist thinks they are safe on the green paint so their guard is down.

Dude, either way, this is a stupid project. I’d be fine keeping Classen at six lanes but creating a bottleneck here at some pathetic attempt to build out a bike lane network is just dumb. Either go all the way or plan it somewhere else. I’m not a traffic planner but it doesn’t take one to see how dumb this BRT and bike lane thing is. It isn’t going to do anything to help with traffic nor will it significantly change the culture of most people commuting by car in OKC.

Personally I think Classen should be reduced from 6 to 4 lanes with a bus lanes on the right lane and right turns for cars restricted to certain streets. Then multiple bridges should be built over the Classen/Northwest Expressway intersection and Northwest Expressway having true BRT with a double bus highway running in the median of NWE with bridges over each intersection.

A two way cycleway constructed on the east side of Classen and on each side of NWE. It would be an expensive project but worth it in the end. If that can’t be justified then why is this stupid bike lane project taking up an entire lane of traffic which will create bottlenecks at rush hour justified?

Half assing things never works.

I felt like Midtowner was being sarcastic... Could be wrong though.

Everyone just parks at the lot to the west, owned by the church.

Even on Sunday mornings, that lot isn't near full as you can tell from the last photo, which was taken this past Sunday around 11 AM.

Looks like they're updating the old Long John Silvers building on NW30th and Classen. Sorry the photo was taken from my car. 18134

Looks like they're updating the old Long John Silvers building on NW30th and Classen. Sorry the photo was taken from my car. 18134

It's a renovation and slight expansion of Pho Cuong -- they are closed temporarily.

It's a renovation and slight expansion of Pho Cuong -- they are closed temporarily.

Damn. Well, at least they're doing it during the hottest part of the year.

Damn. Well, at least they're doing it during the hottest part of the year.

Word. Living in the PNW, with the oppressive overcast from September to April, I survived on pho and banh mi thanks to a Vietnamese restaurant next to my apartment. Once it cracked 80 degrees though, it’s all ceviche and tiritas pescado.

https://okcfox.com/news/local/northwest-23rd-street-tower-theater-oklahoma-department-of-transportation-odot-formosa-medians#

I am not an avid bicyclist but why would you want to impede a major traffic artery instead of considering making something like NW 22nd an "alternative transportation vehicles only (local traffic only) street? Maybe its just me but l would be much more enticed to bike more on a quieter, safer side street than on a loud, commercial street with vehicles constantly crossing and turning in and out of businesses cross-streets.

https://okcfox.com/news/local/northwest-23rd-street-tower-theater-oklahoma-department-of-transportation-odot-formosa-medians#

I am not an avid bicyclist but why would you want to impede a major traffic artery instead of considering making something like NW 22nd an "alternative transportation vehicles only (local traffic only) street? Maybe its just me but l would be much more enticed to bike more on a quieter, safer side street than on a loud, commercial street with vehicles constantly crossing and turning in and out of businesses cross-streets.

Dont worry its all a lie. The proposed work on NW 23rd wont make it safer for anyone actually. Theres not going to be any dedicated bike infrastructure so this being called a project for better bike and pedestrian accessibility is just baloney from the engineers behind the project. Its going to be worse as speeds will increase after the removal of the median. Additionally turn lanes will increase the distance that pedestrians will need to cross. This project is about moving cars through the area as fast as possible.

Maybe with Wenger leaving we see some different thinking and a new plan?

Maybe with Wenger leaving we see some different thinking and a new plan?

Wait hes leaving!? Omg thats the best news ive heard today. I really do hope we get someone in who wants to worry about moving humans in the safest most efficient way possible not cars.

I believe he’s taken a job with the Chickasaw Nation.

Dont worry its all a lie. The proposed work on NW 23rd wont make it safer for anyone actually. Theres not going to be any dedicated bike infrastructure so this being called a project for better bike and pedestrian accessibility is just baloney from the engineers behind the project. Its going to be worse as speeds will increase after the removal of the median. Additionally turn lanes will increase the distance that pedestrians will need to cross. This project is about moving cars through the area as fast as possible.

I'm not worried but l'm just curious what the possible logic would be to do this? Denver has done similar things to a couple of major urban traffic arteries and all l see is more congestion and virtually empty bicycle lanes.

With users of alternative forms of transportation completely vulnerable to autos and the elements, why in the world would planners want to get bicyclists and autos into closer proximity - thus danger? Use a sidestreet for alternative transportation and keep them apart! Let major traffic arteries move traffic!

I'm not worried but l'm just curious what the possible logic would be to do this? Denver has done similar things to a couple of major urban traffic arteries and all l see is more congestion and virtually empty bicycle lanes.

With users of alternative forms of transportation completely vulnerable to autos and the elements, why in the world would planners want to get bicyclists and autos into closer proximity - thus danger? Use a sidestreet for alternative transportation and keep them apart! Let major traffic arteries move traffic!

Leaving aside the cyclists, 23rd is super intense/scary for pedestrians. The sidewalks are right up against traffic and the street lights are literally IN THE MIDDLE OF THE SIDEWALK, rendering the sidewalks impassable to wheelchairs/strollers. One of the more unpleasant pedstrian experiences in town (and that is saying something) is on the south side of 23rd between Shartel and Robinson. The north side sidewalks are generally nicer and wider but still.

I'm not worried but l'm just curious what the possible logic would be to do this? Denver has done similar things to a couple of major urban traffic arteries and all l see is more congestion and virtually empty bicycle lanes.

With users of alternative forms of transportation completely vulnerable to autos and the elements, why in the world would planners want to get bicyclists and autos into closer proximity - thus danger? Use a sidestreet for alternative transportation and keep them apart! Let major traffic arteries move traffic!

Increasing interactions between motorists and bicyclists increases safety for all in that it causes drivers to drive more cautiously and be on the lookout for bicyclists/pedestrians, the caveat is that speeds need to be lower than 30 (which NW 23rd is but no one follows due to environmental cues making it easy to drive 35 down) If people want fast, free flowing traffic with two parking spots for every customer than they should go to Chisholm Creek. If people want a walkable, human centric neighborhood with parks and trees then you come to 23rd/Paseo.

Increasing interactions between motorists and bicyclists increases safety for all in that it causes drivers to drive more cautiously and be on the lookout for bicyclists/pedestrians, the caveat is that speeds need to be lower than 30 (which NW 23rd is but no one follows due to environmental cues making it easy to drive 35 down) If people want fast, free flowing traffic with two parking spots for every customer than they should go to Chisholm Creek. If people want a walkable, human centric neighborhood with parks and trees then you come to 23rd/Paseo.

You want it to be one way. But it's the other way.

You want it to be one way. But it's the other way.

Yeah, that’s the goal of activism. Voicing dissatisfaction so things will change.

Yeah, that’s the goal of activism. Voicing dissatisfaction so things will change.

What's crazy is advocating for equitable road space for pedestrians and bicyclists in our most urban areas is seen as "activist" or "radical"

A reframing of mugofbeer's comment could be seen as:

" I am not an avid motorist but why would you want to impede a major pedestrian and bicyclist trafficked neighborhood instead of considering making something like i-235 an "cars only street? Maybe its just me but l would be much more enticed to drive more on a dedicated, safer highway than on a vibrant, commercial street with pedestrians making purchases and walking around."

Yeah, that’s the goal of activism. Voicing dissatisfaction so things will change.

TIL Slacktivism = Activism that is pretty based.

TIL Slacktivism = Activism that is pretty based.

I'll just say i spend 40+ hours a week at my job focused on making the roads safer for all central oklahomans, not just drivers. I am passionate about this beyond a paycheck because I see the actual benefits that walkable/bikeable communities have.

Note: I respect anyone commenting on this forum. my disagreements are purely "business" not personal as some on this forum (not just this thread) seem to take any disagreement as disrespect.

TIL Slacktivism = Activism that is pretty based.

Hype play on words I guess but it makes no sense. Based.

What's crazy is advocating for equitable road space for pedestrians and bicyclists in our most urban areas is seen as "activist" or "radical"

I hear you. It’s a strange dichotomy for sure. The main thing to me is in the overarching point by mugofbeer, which is that a lot of people just aren’t familiar with different methods of transportation. It’s not always a matter of being opposed to more thoughtful infrastructure, it’s often just not understanding why anyone would want to use infrastructure for anything else. In my personal experience, once people get more comfortable with the why aspect of it, it seems like a lightbulb clicks and the walls start to loosen.

I hear you. It’s a strange dichotomy for sure. The main thing to me is in the overarching point by mugofbeer, which is that a lot of people just aren’t familiar with different methods of transportation. It’s not always a matter of being opposed to more thoughtful infrastructure, it’s often just not understanding why anyone would want to use infrastructure for anything else. In my personal experience, once people get more comfortable with the why aspect of it, it seems like a lightbulb clicks and the walls start to loosen.

Its very difficult to convince people that maybe the way we have been building and planning our city for the last 50 years isnt the best way. I recently read Streetfight: Handbook for an Urban Revolution by Janette Sadik-Khan, the former Transportation Commissioner of NYCDOT. When they started doing more human centric transportation like bike lanes, road diets, street plazas, etc there was a ton of pushback from local shops and residents but when folks got used to it they could not imagine going back to the previous street configurations. And its even harder when we (Oklahoma) do projects they often are not the best in terms of design so they dont get as much use as they could, which makes it harder to advocate for more

Its very difficult to convince people that maybe the way we have been building and planning our city for the last 50 years isnt the best way. I recently read Streetfight: Handbook for an Urban Revolution by Janette Sadik-Khan, the former Transportation Commissioner of NYCDOT. When they started doing more human centric transportation like bike lanes, road diets, street plazas, etc there was a ton of pushback from local shops and residents but when folks got used to it they could not imagine going back to the previous street configurations. And its even harder when we (Oklahoma) do projects they often are not the best in terms of design so they dont get as much use as they could, which makes it harder to advocate for more

I think the bolded portion of your post is a very good point. Every time I drive up Classen between NW 10th and NW 16th I cringe at how that project turned out. Good intentions, and on a stretch of road that is a good candidate for a road diet, but the execution is so poor that I honestly think it's going to have a negative net effect on alternative modes of transportation. Hopefully the 23rd Street redesign is done properly.

Increasing interactions between motorists and bicyclists increases safety for all in that it causes drivers to drive more cautiously and be on the lookout for bicyclists/pedestrians, the caveat is that speeds need to be lower than 30 (which NW 23rd is but no one follows due to environmental cues making it easy to drive 35 down) If people want fast, free flowing traffic with two parking spots for every customer than they should go to Chisholm Creek. If people want a walkable, human centric neighborhood with parks and trees then you come to 23rd/Paseo.

23rd is supposed to be a major traffic artery. You're trying to turn it into a 16th street.

I would also disagree with your assessment that increased auto/bicycle interaction increases safety compared to my example of turning a sidestreet into an alternative-transportation-only. I would like to see unbiased support for your claim.

23rd is supposed to be a major traffic artery. You're trying to turn it into a 16th street.

I would also disagree with your assessment that increased auto/bicycle interaction increases safety compared to my example of turning a sidestreet into an alternative-transportation-only. I would like to see unbiased support for your claim.

This section of 23rd already has the same speed limit as 16th. Both move through corridors with high pedestrian traffic. they should be designed similarly. "Turning it into 16th" just means getting people to drive the already posted speed limit, which we all want.

23rd is supposed to be a major traffic artery. You're trying to turn it into a 16th street.

I would also disagree with your assessment that increased auto/bicycle interaction increases safety compared to my example of turning a sidestreet into an alternative-transportation-only. I would like to see unbiased support for your claim.

23rd street is supposed to be a vibrant commerical district. Youre trying to turn it into MacArthur.

Heres some reading for you. What I said was not a personal opinion but the result of numerous studies here in the US and abroad.

Jacobsen, P. L. (2003) Safety in numbers: more walkers and bicyclists, safer walking and bicycling. Injury Prevention 9, 205-209 and 2004, Correction Injury Prevention, 10, 127. (https://injuryprevention.bmj.com/content/injuryprev/9/3/205.full.pdf)

Fyhri, A., Sundfør, H. B., Bjørnskau, T., & Laureshyn, A. (2016). Safety in numbers for cyclists—Conclusions from a multidisciplinary study of seasonal change in interplay and conflicts. Accident Analysis & Prevention, 105, 124-133. (https://toi.brage.unit.no/toi-xmlui/bitstream/handle/11250/2603676/Fyhri_10.1016_j.aap.2016.04.039_published_version. pdf?sequence=1)

Elvik, R., & Bjørnskau, T. (2017). Safety-in-numbers: A systematic review and meta-analysis of evidence. Safety Science, 92, 274-282. (https://www.sciencedirect.com/science/article/pii/S0001457519303641)

Carlson, K., Murphy, B., Ermagun, A., Levinson, D. M., & Owen, A. (2018). Safety in numbers: Pedestrian and bicyclist activity and safety in Minneapolis. (https://conservancy.umn.edu/bitstream/handle/11299/194707/CTS%2018-05.pdf?sequence=1&isAllowed=y)

Why the discussion about 23rd on this thread? Inquiring minds...

Why the discussion about 23rd on this thread? Inquiring minds...

Because it is tangentially related. LOL At least Classen crosses over 23rd. On most threads it doesn't even take that much contact to derail the thread.

23rd is supposed to be a major traffic artery. You're trying to turn it into a 16th street.

It's obviously both of these things. It was built out in the 30's as kind of a "strip". The road accommodated cars, but commercial development accommodated pedestrians.

Once it went in decline for decades, planners just focused on the traffic arterial aspect of it.

Now that it functions closer to how it was originally developed, that is, a walk-able strip of entertainment of dining, any changes to its structure should consider, but not favor, both of those things.

23rd is supposed to be a major traffic artery. You're trying to turn it into a 16th street.

I would also disagree with your assessment that increased auto/bicycle interaction increases safety compared to my example of turning a sidestreet into an alternative-transportation-only. I would like to see unbiased support for your claim.
http://news.unm.edu/news/research-shows-more-bikes-equal-safer-roads-for-all
https://www.washingtonpost.com/news/wonk/wp/2014/04/17/actually-cyclists-make-city-streets-safer/
https://www.sciencedirect.com/science/article/abs/pii/S2214140518301488
https://www.outsideonline.com/outdoor-gear/bikes-and-biking/bike-lanes-make-cities-safer-everyone/
https://www.greencarreports.com/news/1123524_more-bikes-make-cities-safer-for-car-drivers-study-shows

There are many others, but you get the gist.

23rd street is supposed to be a vibrant commerical district. Youre trying to turn it into MacArthur.

Heres some reading for you. What I said was not a personal opinion but the result of numerous studies here in the US and abroad.

Jacobsen, P. L. (2003) Safety in numbers: more walkers and bicyclists, safer walking and bicycling. Injury Prevention 9, 205-209 and 2004, Correction Injury Prevention, 10, 127. (https://injuryprevention.bmj.com/content/injuryprev/9/3/205.full.pdf)

Fyhri, A., Sundfør, H. B., Bjørnskau, T., & Laureshyn, A. (2016). Safety in numbers for cyclists—Conclusions from a multidisciplinary study of seasonal change in interplay and conflicts. Accident Analysis & Prevention, 105, 124-133. (https://toi.brage.unit.no/toi-xmlui/bitstream/handle/11250/2603676/Fyhri_10.1016_j.aap.2016.04.039_published_version. pdf?sequence=1)

Elvik, R., & Bjørnskau, T. (2017). Safety-in-numbers: A systematic review and meta-analysis of evidence. Safety Science, 92, 274-282. (https://www.sciencedirect.com/science/article/pii/S0001457519303641)

Carlson, K., Murphy, B., Ermagun, A., Levinson, D. M., & Owen, A. (2018). Safety in numbers: Pedestrian and bicyclist activity and safety in Minneapolis. (https://conservancy.umn.edu/bitstream/handle/11299/194707/CTS%2018-05.pdf?sequence=1&isAllowed=y)

I read your studies with interest and they bring up interesting points. First, my thoughts were primarily commuter and family joyriding-oriented, not going-out-to-restaurant/bar oriented. Second, the studies focus on intersections and neighborhoods where pedestrian/bicycle activity is significant. It focuses on densely commercialized and densely populated urban areas and intersections.

23rd St. east of Classen lS a nice commercial district but to justify what you favor, there needs to be 1) much more commercial density, 2) much more urban residential and 3) much more pedestrian/bicycle activity than ypu currently have or likely would see for many years.

It is common sense than if your pedestrian volume is so high there is a constant danger of a car/pedestrian fatality (such as trying to get away from Owen Stadium after an OU game or driving a car through the state fair midway) then of course automobile driver's will be more careful and drive more slowly. The reality is NW 23rd pedestrian volume is nowhere near that kind of level right now. The same is true of Classen Blvd. OKC simply needs far more urban density to justify impeding auto traffic.

Here in Denver there absolutely ARE neighborhoods where restrictive traffic are warranted such as areas near the football stadium east to downtown, areas north of downtown, S. broadway and Colfax Avenues east and west of downtown. But central Denver is also far more densely populated than OKC. There are traffic restricted throughfares such as S. Broadway but there is little comparison between NW 23rd St. and Denver's S. Broadway. There is also little comparison between OKC and the cities in any of your studies due to density issues.

Again, where bicycle/pedestrian numbers are consistently high, what you are talking about is common sense. I don't see that much of anywhere in OKC except parts of downtown.

I think you also have to consider that 23rd Street as currently designed doesn't even consistently move traffic in an efficient manner. Anytime a car tries to turn left onto any street from Shartel to Harvey during a busy time of the day, it's an absolute mess. Anytime a car tries to parallel park during a busy time of the day, it's an absolute mess. It's easy to see that there are ways to make this road safer for pedestrians and less frustrating for drivers.

I agree 23rd has excess auto traffic at many times and that only makes my point more evident. Inhibiting traffic even further there would simply create a traffic nightmare DIScouraging people from frequenting the 23rd St. businesses.

Moving non-auto traffic to quieter, safer streets next to major traffic arteries would encourage more to use those alternative streets and transportation methods.

I agree 23rd has excess auto traffic at many times and that only makes my point more evident. Inhibiting traffic even further there would simply create a traffic nightmare DIScouraging people from frequenting the 23rd St. businesses.

Moving non-auto traffic to quieter, safer streets next to major traffic arteries would encourage more to use those alternative streets and transportation methods.

Mug is right. It is one of the advantages of have a grid street system.

I agree 23rd has excess auto traffic at many times and that only makes my point more evident. Inhibiting traffic even further there would simply create a traffic nightmare DIScouraging people from frequenting the 23rd St. businesses.

Moving non-auto traffic to quieter, safer streets next to major traffic arteries would encourage more to use those alternative streets and transportation methods.

So, would the businesses move with them? The businesses people want to walk to and walk past are on 23rd, not the residential streets.

Can someone help me understand why the outer lanes on Classen are always falling apart as the road approaches the curb? The amount of potholes is truly impressive and it has to wreak havoc on our brand new rapid lines that are constantly driving over those potholes on the right side of the vehicle. And they always come back. As soon as one is patched, it either wears away quickly or pops up in a new spot. It's particularly bad between 36th and 44th.

Because the quality of construction here is an abomination. The weather also doesn’t help.

https://www.okc.gov/Home/Components/News/News/5153/140



OKC receives federal grant to plan for transit-oriented development along the Classen corridor
Post Date:11/01/2024 10:06 AM
The future of Classen Boulevard from NW 10th Street to NW 48th Street will be reimagined thanks to a $975,000 planning grant announced yesterday by the U.S. Department of Transportation’s Federal Transit Administration (FTA).

The Transit-Oriented Development Pilot grant awarded to Oklahoma City will fund a plan to encourage new transit-oriented development and affordable housing and improve pedestrian and bicyclist connections along the Classen Corridor’s Northwest Bus Rapid Transit (RAPID NW) line.

The grant will be used to hire a consultant to develop a plan with input from residents, businesses and other stakeholders interested in the corridor.

“Classen Boulevard is one of Oklahoma City’s most important corridors,” Ward 2 Councilperson James Cooper said. “People of all income levels live along Classen’s neighborhoods, and most of them tell me we must make Classen a Boulevard for people again – not only to move automobiles during rush hour. When GA Nichols designed Paseo as our first shopping district outside downtown in the 1920s, Anton Classen and John Shartel built streetcars to connect Classen’s neighborhoods to their basic needs, providing safe access for people to walk and bike from their homes to streetcars, connecting them to where they’re going - a concept known as transit-oriented development. With RAPID NW providing reliable transit service along this historic corridor once more and, with this grant, we’ll work with our Asian District and neighborhoods to take Classen to the next level, address our housing crisis, and honor our history by bringing this transit-oriented development vision into the 21st Century.”

In March, City Council approved a Tax Increment Finance (TIF) District along the corridor that will provide funding for infrastructure and encourage new developments. This grant will enable the City to work closely with residents and business owners to create a vision and implement policies for the corridor's future, including how TIF and other funds can be used to ensure a vibrant area long into the future.

“As we plan for Classen’s next decade and decades beyond, it’s important that we do so in a thoughtful, equitable way,” Planning Director Geoff Butler said. “The Classen Corridor is already a great place but has so much more potential. We are entering an exciting time for the area.”

Transit-oriented development boosts economic development and promotes transit ridership by creating opportunities for more people to easily access bus rapid transit stations. It also increases access for people with disabilities, especially those who need public transportation to get to work.

“RAPID NW is providing residents a new, convenient public transit option along our 9.5-mile route connecting the NW corridor to downtown OKC,” Transit Director Jesse Rush said. “This grant will help increase development opportunities along Classen Boulevard and make access to RAPID NW easier for pedestrians and cyclists.”

###

Media Contact
Kristy Yager
(405) 297-2550
kristy.yager@okc.gov

Hopefully, painted lanes will be a part of the plan.

Can someone help me understand why the outer lanes on Classen are always falling apart as the road approaches the curb? The amount of potholes is truly impressive and it has to wreak havoc on our brand new rapid lines that are constantly driving over those potholes on the right side of the vehicle. And they always come back. As soon as one is patched, it either wears away quickly or pops up in a new spot. It's particularly bad between 36th and 44th.

There are two new massive potholes that I noticed this weekend between 36th and 40th and both in the outer lane. Unfortunately we didn't see them in time because they were filled with water.

This whole section of Classen needs a better material for the streets. The buses have demolished a ton of this area. It doesn't help that there is a new water break every other week. Today they are at about 38th with a massive hole that is gushing water.

Whole Section from I35 to Classen on 23rd should be concrete roads, but cost. So they we go through all this weather with Asphalt that won't ever hold up.

Whole Section from I35 to Classen on 23rd should be concrete roads, but cost. So they we go through all this weather with Asphalt that won't ever hold up.

Do you mean 235?

But yeah, Classen should be concrete all the way to Expressway from downtown

Just saw the proposal for a drive-through only Starbucks across the street from Scooter's and north of the Catholic Charities on Classen and 12th - interesting choice imo and I guess they used a loophole in the building codes to get the height approved

Just saw the proposal for a drive-through only Starbucks across the street from Scooter's and north of the Catholic Charities on Classen and 12th - interesting choice imo and I guess they used a loophole in the building codes to get the height approved

The Starbucks at 36th and May is a drive-thru/walk-up only. At least it was when I lived down the street around two years ago.

Reading into that blurb from the city, i think you can see that the intent is going to be to reduce the number of lanes from 6, to 4. Can't say that I think that will be a problem honestly. Is it busy? Yes. Is it busier than say 63/May? Nope. I of course do not have any traffic studies, but in my personal experience in the area in the years I was at OCU (granted that was a while ago at this point)....all times of day, it really has more capacity than it needs. If you turn one lane into a bike lane or a rail lane, or something to that effect, you're really not going to be hurting traffic flow. If they maintain the wide intersections (2 lane left turns, etc), then you still give plenty of room for cars to move through.

My interest will be in if they maintain the median. With 6 lanes, that median is needed for all the non-traffic light crossings so you have a mid-way island. It would be very expensive to rebuild the entire street so i do not expect that to be pulled out. Plus it just pushes the setbacks even further away from the road if you do that and its not like they're going to give that land back to the businesses or anything. But with only 4 lanes, you could have a center turn lane. And one could argue the median is no longer needed for an island like that. But personally, i would hope it's maintained even if its for aesthetics. I like the large grassed median look, but does that kill the purpose of this study? I dont know.

People don't walk long distances on Classen, but they do walk all the time. sidewalks would be good (not just parking lots). Pedestrian Crossings at not just the intersections (there are some sections where there are not lights, but a need to cross from residential to commercial properties but a pedestrian bridge doesn't make sense).