Northwest Multimodal Transportation Corridor Concept Plan
Northwest Multimodal Transportation Corridor Concept Plan
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Northwest Multimodal Transportation Corridor Concept Plan
Table of Contents Executive Summary ...... 3 Concept Background ...... 5 OKC and USDOT Beta Test...... 10 Online Tour of Health in the Corridor ...... 11 Oklahoma County Health Scorecard ...... 12 Other Background Information and Maps ...... 13 Transit Treatments/Technologies (BRT & Streetcar) ...... 13 Pedestrian / Bicycle Treatments ...... 18 Automobile Treatments ...... 21 Concept Recommendations...... 22 One: Additional Outreach with Stakeholders ...... 23 Two: Prepare Final Report ...... 24 Three: Review Beta Test Results ...... 24 Four: Identify Interim Implementation Projects ...... 24 Five: NEPA: Planning and Design Steps ...... 25 Benefit Cost Analysis (BCA) ...... 27 Environmental Review ...... 30 Transit Oriented Development (TOD) Planning ...... 31 Grade Separated Crossings ...... 31 Transit-Only Lane Concept ...... 33 Neighborhood Improvements ...... 34 Six: Funding Options and Sources ...... 35 Application for Federal Grants ...... 36 Stakeholders, Community Input and Resources ...... 38 The University of Oklahoma Institute for Quality Communities ...... 41 Overview of the Seven Illustrative Locations ...... 41 Definition of the Corridor’s Transportation Problem ...... 47 Transportation Goals and Objectives ...... 47 Health-Related Corridor Goals ...... 49 Health Problems to Overcome in the Corridor ...... 49 Land Use Change Consideration ...... 51 Conclusion ...... 52 APPENDICES ...... 53 Appendix One: Health Criteria for Concept Plan Goals and Objectives ...... 53 Appendix Two: IQC Project Memorandum ...... 56
Executive Summary The Northwest Multimodal Transportation Corridor Concept Plan is a nationally recognized plan that examines an automobile-dominated, transportation corridor that is currently anchored at the Downtown Transit Center; with a goal to utilize the Santa Fe Station for this role in the future.
The Corridor includes Classen Boulevard to the Northwest Expressway and along the Expressway to an initial extension at Meridian Avenue. Subsequent discussions and planning projects have evolved to contemplate reaching, and possibly surpassing, Council Road. The concept plan is a small stretch of the imagination for how this arterial street and highway could be transformed for continued support of motorists while complementing high frequency transit, enhancing pedestrian and cyclist connections and improving access to destinations that contribute to public health.
While the Concept Plan is about many things, it primarily builds on EMBARK’s 2030 System Plan as outlined in The Central Oklahoma Transportation and Parking Authority’s (COTPA) regional 2005 Fixed Guideway Plan (FGP). This Northwest plan includes goals and objectives, data, maps and more and serves as a roadmap to the future of public transportation in the region.
The development of this concept plan was achieved, in large part, through the efforts of a quartet of agencies that were aided by a citizen’s advisory group, University student concepts as well as public input meetings. The agencies included EMBARK, the Oklahoma City Planning Department, Oklahoma City County Health Department and the Association of Central Oklahoma Governments.
Since EMBARK was awarded a national award for the health-in-planning beta test in 2015 by the United States Department of Transportation (USDOT), which sparked the need for a broader plan, many more concepts have emerged. Some have become sharpened and more defined while new concepts continue emerged as EMBARK received feedback from the community. Interestingly, in 2017 the Concept Plan was a nationwide Transportation Planning Excellence Award (TPEA) winner; one of about ten determined by the USDOT.
During the main push of the concept plan planning process, the team sought to examine three overarching questions. First, could the corridor support various means of transportation including Bus Rapid Transit? Second, if so, what would the corridor look like with high frequency public transportation and the required pedestrian connections? Third, could improvements to the corridor support community public health? These three questions parallel the plan’s formal problem statement.
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This concept plan is not alone. It compliments and integrates with planokc, Oklahoma City's guide for policy, infrastructure and planning decisions for years to come, providing the path to a better quality of life and sustainable, efficient and successful development. (https://okc.gov/departments/planning/comprehensive-plan)
The concept plan expounds on some of the major ideas of planokc such as:
Developing a transportation system that works for everyone Building an urban environment which facilitates health and wellness, and Developing great places that attract people and catalyze development, livability and housing choice such as through transit oriented development (TOD)
Regardless of improvements needed in the corridor such as pedestrian and cyclist mobility and safety, motorists’ needs or the support of public health, high frequency transit emerged as the highest priority for the corridor concept plan. The BRT option recommended in the 2030 System Plan proved to still be the most viable rapid transit technology.
A Bus Rapid Transit (BRT) system employs futuristically-designed buses and station platforms that look and feel closer to light rail than a bus system. BRT appears to be the most prudent first step in high capacity transit for the corridor; as with so many larger U.S. cities. Adding BRT on this main arterial street and highway paves the way to adding BRT into other corridors and quadrants of the region as identified in the FGP. BRT and its upscale vehicles, aesthetically pleasing stops and pedestrian crossings, smart technologies, park-and-ride lots, and the ability to traverse Oklahoma City more efficiently by route of business access and transit (BAT) lanes or bus-only lanes are the features that make it nationally popular. BRT is unlike anything ever seen before in the region. It can be integrated into corridors by scaling it up or down to fit the local economy and need that depends on affordability, convenience and stimulation.
As mentioned, motorists need better roadway design, safer facilities and merge lanes, better traffic signal technology in certain locations and Select Park-and-Ride lots. Motorists will also be able to travel more efficiently as they realize pedestrians will have a legible, safe space to travel as well.
The prospect of local funding for multimodal improvements has yet to be detailed, but realistic and good options are suggested in the concept plan.
The following pages include many concepts. Some have progressed, but all need differentiating degrees of effort by various parties for completion. Transit, for example, will need far more platform stops than the seven illustrative locations described in the maps and in the various sketches, and could possibly require 15 station crossings in each direction.
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The ideas for transit oriented development (TOD), which are livability, placemaking, and private real estate investment, will require more attention as the Plan barely broaches the importance of those concepts. An upcoming important planning step is a close-up look at these ideas to satisfy National Environmental Policy Act (NEPA) requirements.
Oklahoma City and the surrounding area’s needs are evolving along with a diversifying and growing population and economy. It is readily accepted that this six-lane corridor will essentially become Main Street in the City outside of Downtown Oklahoma City. This regionally important corridor is used often by many people whether they reside in the corridor or not. A successful project that is used by a wide range of people would be evidence that the multimodal approach along a transit trunk-line is a good city-shaping and livability strategy to use in other City quadrants. The Northwest Multimodal Transportation Corridor Concept Plan and its BRT backbone are transformational and are about more than choice, equity, mobility, health, safety, and urban sustainability. The Plan concludes with next steps including additional community input, additional technical planning and funding strategies. A list of major steps and more information on each of those next steps can be found starting on page 18.
Concept Background EMBARK succeeded in having the corridor selected as one of the five in the U.S. for a health-in- planning beta test by the United States Department of Transportation (USDOT) in late 2014. Oklahoma City was one of only two cities where the beta tests were primarily about transit. Unfortunately, health characteristics and outcomes place Oklahoma among the nation’s worst seven states. The poor public health outcomes of the residents in central Oklahoma City are well documented for each zip code. While this is a transportation plan, there is also a special emphasis on how the planning can benefit community health, livability, and the health of households living within blocks of the corridor’s centerline. The corridor is nine miles long from the Santa Fe Station out to Meridian Avenue.
Since the end of the 2015 concept planning, a Smart Growth America Transit Oriented Development (TOD) workshop grant was awarded in April 2016 to only nine cities in the U.S, and Oklahoma City was one of the cities chosen. COTPA’s grant proposal was about the NW Multimodal Corridor which is planned to be anchored at one end by the Santa Fe Station and includes nodes on Classen and the Northwest Expressway. The total corridor includes parts of four wards. The Oklahoma City Planning Department found that it has about 120,000 jobs and around 75,000 residents. Of the approximate jobs about 39,000 are away from Downtown, but within a quarter of a mile from the corridor centerline. About 45,000 residents are away from Downtown, and of them approximately 29,000 are within a quarter of a mile from the corridor centerline.
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Figure 1
The concept planning has been a partnership among the Central Oklahoma Transportation and Parking Authority (dba EMBARK), Oklahoma City-County Health Dept. (OCCHD), City of Oklahoma City Planning Dept., and the Association of Central Oklahoma Governments (ACOG). A focus group of about 15 business and community representatives including the Oklahoma Health Equity Campaign (OHEC) also served as a sounding board. In addition to one major hospital (INTEGRIS) on the focus group, two more hospitals have a strong connection to health and the corridor. Students and some staff at The University of Oklahoma's (OU) Institute for Quality Communities (IQC) were an important resource to the four planning partners and created digital illustrative concept renderings (Figure 1), prepared meeting summaries, and performed research (See Appendix Two).
Oklahoma Department of Transportation (ODOT) was part of the focus group and the City’s Public Works Department has been consulted as were the local Urban Land Institute (ULI) Council, Oklahoma Alliance for Public Transportation (APT), the City of Warr Acres, the disabled community, and other entities. Two well-attended community meetings were held in August and September 2015 to present information and conceptual ideas and to gain community input.
On October 2, 2015 The Concept Plan was presented to the COTPA Board of Trustees during their televised monthly meeting.
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During 2016 there were two Smart Growth America community workshops featuring TOD and the corridor in late August. More than 100 people participated in the technical assistance and learned about the concept plan, BRT and more.
Several next steps have been identified as part of the Northwest Multimodal Transportation Corridor Concept Plan effort. The following list includes the next steps identified. More information on each of the recommended next steps can be found starting on page 18:
Additional Outreach with Stakeholders - In order to advance the topic and engage the community, additional information and meetings have been conducted. As the effort moves forward, there will need to be significant discussion with the public and property owners within the corridor. Prepare Final Report - Reporting and communicating the efforts of the NWMTC is an important step of the planning effort. Review Beta Test Results - Understanding the results of the USDOT of the Healthy Planning Framework Beta Test is an important step in knowing how to improve the corridor from a health perspective. Identify Interim Implementation Projects - In order to have a successful BRT corridor, initial improvements will need to be made to the pedestrian and bicycle network, traffic signals and existing bus stops. These types of projects could help prime the corridor for additional transportation investment. NEPA Work and other Planning & Design - Significant planning has taken place; however, there is still much planning and design to be conducted. Funding Options/Sources - Identifying available and appropriate local, state, and federal funding sources is key to the successful implementation of multimodal transportation improvements.
Several focused steps emerged during 2016 as the way to plan and design the multimodal project. Each is a deeper look that often requires a community engagement specific to the step. Some will require a small budget; while others may involve a greater expenditure for a consultant team. These steps are all part of the NEPA and Additional Planning and Design step above. Of those, one key step underway in 2017 is the Benefit Cost Analysis (BCA). Another, which will be needed soon, will be a federally defined process, such as an environmental assessment.
The corridor needs Transit Oriented Development (TOD) framework and planning that goes well beyond the summer 2016 workshops that attracted so many participants. Concept design work for grade-separated crossings for cyclists will be needed, as will the planning for smart infrastructure that aids in the efficiency and safety for motorists. A short segment of the corridor near Penn Square Mall has the basic requirements needed to accommodate a new, transit-only lane for BRT while providing efficient and safe travel interaction for motorists, but
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Northwest Multimodal Transportation Corridor Concept Plan the associated landscaping requires design. Neighborhood planning is needed for better ways to get to and from the corridor, such as along the old interurban right of way between Classen and Pennsylvania Avenue.
Finally, local funding and local funds that could be matched toward potential federal infrastructure funding will warrant a much closer look. BRT, for example, was not specifically mentioned as a 2017 G.O. Bond voter project, but might still fit the bond issue’s subcategories and other local funding options are on the horizon. The ways a major transit project can bolster bikewalkokc, Oklahoma City's first bicycle-pedestrian master plan, is by initiating a salvo degree of support.
This short explanation of the concept plan will provide a much deeper understanding behind the reasons for the plan, what BRT is and the benefits it can provide and how and when the corridor will be implemented. The hope is to foster already present excitement and encourage new support for the concept plan as well as a better understanding of the possibilities and opportunities it will offer the region and its residents. The plan includes goals and objectives, data, maps and more that should be viewed as a roadmap for what is required to obtain the many benefits of a BRT. It also includes a brief set of short-term steps as well as a series of focused steps.
Figure 2 - Map 1 on the next page shows the corridor out to Meridian and the seven illustrative intersections explored in the 2015 health beta test planning. It was understood from the onset that other locations warrant some planning and that the corridor should extend to and through the City of Warr Acres and out to Council Road or possibly past the Kirkpatrick Turnpike. Similarly, the plan should reflect the transit and transit oriented development (TOD) policies adopted in Plan OKC. Contact planokc.org for further explanation.
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Figure 2 – Map 1
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OKC and USDOT Beta Test In terms of background, EMBARK learned in December 2014 that EMBARK Planning had succeeded in getting Oklahoma City’s Northwest BRT corridor selected by the USDOT as one of only five American cities. The beta test was for a six-step pilot planning approach wherein healthy community factors are made part of a corridor planning project. Only two of the five cities’ projects were transit corridors. The USDOT and the firm of ICFI worked with COTPA in 2015 as EMBARK guided the beta use of the USDOT Public Health and Transportation Corridor Planning (PHATCP) Framework in the Northwest Multimodal Transportation Corridor (NWMTC) concept planning. The effort of the four planning partners led by EMBARK resulted in going beyond public health considerations and served as a large part of the initial NWMTC concept planning, while sparking other related planning activities such as the TOD workshops and the BCA.
In spring 2016 the USDOT published the case study report detailing how EMBARK and Oklahoma City used the framework. The Oklahoma City case study (FHWA-HEP-16-031) can be found at https://www.fhwa.dot.gov/planning/health_in_transportation/planning_framework/framework_t est_cases/oklahoma_city/case_study/index.cfm.
COTPA drafted an outline of a Plan Report for the NWMTC concept planning in early winter 2016. COTPA (EMBARK) and its three planning partners integrated some of the IQC work, the PHATCP framework, the USDOT Case Study and other information into the initial Northwest Multimodal Corridor Concept Plan’s Report. COTPA has continued to utilize the USDOT’s framework in the NWMTC planning. The Health in Transportation Corridor Planning Framework can be found at https://www.fhwa.dot.gov/planning/health_in_transportation/planning_framework/the_framew ork/fhwahep16014.pdf.
While there are six steps, the health-in-planning part of the NWMTC effort for OKC focused on steps 1-4. The steps are defined as follows:
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Step 1: Define Transportation Problems and Public Health Issues
During this step, transportation practitioners consider the problems and needs to be addressed in the corridor planning study and determine if an opportunity to address public health exists. Consideration should be given to extent to which transportation decisions have the potential to positively influence public health outcomes. To identify relevant health issues, practitioners will need to reach out to agencies, groups, and individuals that might have information to share.
Step 2: Identify Needs, Resources, and Public Health Priorities
This step begins the development of a baseline understanding for the corridor study by collecting data and information about the needs, issues, and specific public health priorities. Health partners will assist in looking at the problems and issues identified in Step 1 to help focus on what can/should be addressed in the planning. Other activities at this step are to identify gaps in information and decide how to communicate effectively with stakeholders.
Step 3: Develop Goals and Objectives that Protect and Promote Public Health
Although the corridor study will have goals that are not related to health, the potential public health impacts of transportation strategies will be considered at this step. Goals and objectives related to public health provide a benchmark for establishing evaluation criteria and analyzing solutions.
Step 4: Establish Evaluation Criteria and Public Health Impacts
Strategies proposed to meet the corridor study goals and objectives are identified at this step. Strategies may be one of two types: capital, physical items (sidewalks, transit vehicles, signal lights, for example) or they may be policy strategies such as detailed planning, awareness campaigns, needed partnerships, new ordinances and so forth. To consider public health impacts within each strategy, evaluation criteria are developed (see Appendix One). The criteria will be used in the next step to measure the effectiveness of alternative solutions from both a transportation and public health perspective.
Online Tour of Health in the Corridor One product developed during the planning process was “A Self-Guided On-Line Tour of Health and More in the Corridor.” It and some other health documentation may be found online by scrolling down the webpage at http://embarkok.com/about/planning.
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We all know a place experientially through our five senses and yet there is also value in taking a more clinical look. Quantitative and qualitative data also helped add to stakeholders’ anecdotal data as they worked on the concept planning for the overarching corridor; especially as they worked on the first four steps of the framework of using public health principles in the transportation corridor’s planning.
It is a long corridor out to Meridian or beyond, and health, livability, and transportation conditions vary. The online guided tour included many internet links that may help highlight health related factors. Some of the links are from ICFI consultant materials, some are from local research and others are from City-County Health and ACOG. A few are described below.
An address and city are typed in and the website will find data as data layers are selected either on or off. One can plug in their home address to get a sense of its data power. According to the Walkscore website, many of the NWMTC corridor neighborhoods are high on walking and walkability. In fact, in 2015 it was discovered that the three most walkable Oklahoma City neighborhoods are in the corridor: Roberts-Crest, Paseo and Mesta Park. Roberts-Crest is adjacent to the northwest from INTEGRIS Hospital at Northwest Expressway and Independence and scores highest. Try Walkscore at: http://www. Wa l k s c o r e. c o m /
In terms of livability, the AARP Livability website was also useful. Its link is https://livabilityindex.aarp.org/. Like the other indexes, type in an address and city and it will find data as data layers are selected either on or off.
Oklahoma County Health Scorecard One of the best data sources was excellent zip code level data from the NWMTC planning partner City-County Health. To view the booklet with maps please see https://www.occhd.org/download_file/view_inline/701.
In it one will find that page 125 has the overall score map, and the NWMTC corridor is inside of (but generally smaller than) 73102, 73103, 73106, 73112, 73116, 73118, and 73132. The east boundary of 73106 is Shartel, which are just a few blocks east of Classen. The north boundary of 73112, where Roberts-Crest is located, is NW 63rd Street. Below are just a few mapped facts from the City-County Health Department website about the corridor based on zip codes:
• Low amount of prenatal care, pg. 29 • Infectious disease, pg. 47 (somewhat high) • Hepatitis B and C pg. 51 and 53, respectively • Substance abuse visits to the emergency room (ER), pg. 93 • Aggravated assaults, pg. 111 • Gun related mortality, pg. 113
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Other Background Information and Maps The Oklahoma City Planning Department, and to some extent COTPA, prepared maps highly specific to the corridor. The maps prepared by the Oklahoma City Planning Department provide the best summary of the corridor conditions as to the sidewalk network, availability of grocers and health care as detailed in Maps 2-5. In addition, the COTPA Fixed Guideway Plan and its 2030 Systems Plan map were useful resources. The EMBARK website has some of the NW Concept Plan information at http://embarkok.com/about/planning.
Information about the ACOG Commuter Corridors Plan (Central OK Go) may be found at the link below. T h i s 2 0 1 3 p l a n suggested streetcar route placement along Classen running parallel to a north-south commuter rail line east of Classen, but in no specified timeframe. In the meantime, BRT as recommended in the COTPA Fixed Guideway Plan’s and 2030 Systems Plan, is considered a more realistic, scalable and cost-effective concept. To learn more about the Commuter Corridor study visit http://www.acogok.org/wp- content/uploads/2015/09/Central-OK-GO_Executive-Summary_FINAL-for-PRINT.pdf.
Transit Treatments/Technologies (BRT & Streetcar) Bus Rapid Transit (BRT) is a form of bus service that uses enhanced elements to improve the speed, convenience, and overall experience of transit service. The elements are mainly the style and length of the vehicle, the amply equipped platform stations, fewer stops, high service frequency, safe street crossings and technology. Many of these enhanced elements can make BRT more like rail-based transit than local bus service, and this is especially true for longer routes of 7 or more miles radiating from Downtown. Two technologies are of high importance: traffic signal priority (TSP) and off-bus fare payment.
Streetcar vehicles run on rails, are powered by electricity, share the lane with buses and other traffic and are different than light rail. A short streetcar system will begin operating downtown as an intra-downtown circulator in 2018. T he Northwest Multimodal Transportation Corridor Concept Plan, which is similar to the 2030 Fixed Guideway Plan, finds BRT to be the favorable and appropriate initial transit technology for a single route using both Classen and the Northwest Expressway; based on consideration and evaluation of alternatives. The Oklahoma City Streetcar capital costs will be just over $130,000,000 for the first five track (running) miles, which also includes vehicles.
BRT is implemented across the U.S. and the world at a variety of quality levels , but all are usually more frequent than buses and light rail. The scalability (variety of levels), compared to the all-or-nothing scale of streetcar, is noteworthy. Bus and BRT set the stage for eventual rail, like streetcar. Few BRT routes offer the greatest level of enhancement possible, and many BRT routes make only a few key improvements over local bus service. The USDOT funding programs recognizes two broad types of BRT; Fixed Guideway BRT and the less expensive Corridor Based
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BRT. The style modeled for Oklahoma City in the 2017 Benefit Cost Analysis (BCA) was a blend of these, but would be categorized as the latter.
The Institute for Transportation and Development Policy (ITDP) offers an excellent scoring system, The BRT Standard, to compare and contrast the extent to which BRT systems implement features associated with maximum performance. In late 2015, the firm of Nelson Nygaard released a report on the various U.S. BRT systems that were operating as of about 2008 or 2010 and notes that many would not meet the international ITDP standard, but are valid BRT nonetheless.
It was estimated by consultants in the 2017 BCA that BRT can be built for about $2,000,000 per mile in a 9-10-mile system out to Meridian and the Northwest Expressway. This includes the cost of buses based on a local engineering firms’ estimate, which this is consistent with the costs of many U.S. BRT systems established since 2007. For Oklahoma City, this includes the streetcar- style platform stations, traffic signals, upgraded pedestrian/cyclist crossings, bus pullout lanes at a handful of stations and more. The cost also includes building about a half-mile segment of new two-lane BRT-only guideway and two bike-pedestrian bridges over the Northwest Expressway.
Another example, the Seattle Rapid, cost $3,000,000 per mile, and half of that was for buses. That put the cost of the road, stop platform, lighting, and pedestrian/bike crossing-related infrastructure at $1,500,000 per mile. Construction costs in Seattle are higher than in Oklahoma City. The Seattle BRT system also has many routes. More information can be found at http://www.seattle.Gov/transportation/transitmasterplan.htm.
The article below references King County Metro Transit in Seattle in comparison to the Fort Worth Transportation Authority’s project at a breakout of about $1,150,000 per mile for the seven-mile project. The 8,000,000-project total included eight 60’ articulated buses when it opened in 2011. http://www.metro-magazine.com/resources/images/brt.pdf.
Among the related technologies, for example, COTPA finished a draft report in 2015 for City Council about the context and use of traffic signal priority (TSP) as tool for both streetcar and rapid bus systems. COTPA coordinated later with OKC Public Works and MAPS staff for the TSP report. COTPA’s 2017 fare study is exploring technology options to improve payment experiences.
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Figure 4 – Map 3 16 | P a g e
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Figure 5 – Map 4
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Pedestrian / Bicycle Treatments When Oklahoma City was first settled in 1889 the primary modes of transportation did not include the automobile. Streets were dedicated to pedestrians, bicyclists, horses, and trolleys. Correspondingly, the urban form of the city that came into being during the early years of Oklahoma City was designed to accommodate people on foot. With the proliferation of the automobile in the first half of the 20th century, development began to focus on pedestrian needs less and less. This trend continued for decades; developments were not required to install sidewalks, and the pedestrian network is less and less extensive as one goes outward from the inner city. By the turn of the 21st century, city leaders, planners, and residents all recognized the negative impact of this pedestrian infrastructure absence, and began to take steps to address this problem.
New subdivisions are now required to address walkability, so many of the developments in the suburban areas of the city are equipped with sidewalks. Programs have been created to improve walkability, including the MAPS 3 sidewalk program, which has added an additional 60 miles of much needed sidewalk. The City has begun a cost- sharing program with property owners, the Sidewalk Repair and Replacement Program, a program to split the cost of repairing or replacing dilapidated sidewalks in front of personal property. Perhaps most importantly, planokc, the new comprehensive plan, focuses intensely on creating a transportation system that works for everyone, of which the pedestrian network is of very high importance. There are many opportunities to make connections within the sidewalk network.
The City of Oklahoma City is currently working on a bicycle and pedestrian master plan bikewalkokc. This is a long- range plan aimed at identifying needed active transportation infrastructure. The plan includes projects centered on the NW Corridor. The next page contains Maps 6 and 7 of a bikewalkokc pedestrian planning node centered at the heart of the NW Corridor at NW 23rd Street and N Classen Blvd. The maps show the planning area boundary and the planned pedestrian infrastructure of this example node.
The sorts of street crossings and signals required for transit passengers will also benefit pedestrians and cyclists, even if they are not using transit as part of their trip. The relative absence of pedestrian signals and safe crossings of the six-lane roadways will need to be further addressed. The concept of two-stage crossings may be a good way to achieve safer crossings without overly delaying motorists.
Bikewalkokc is Oklahoma City’s first bicycle-pedestrian master plan. It has involved a wide range of stakeholders since early 2015. The plan shows how to plan and build a complete bicycle and pedestrian network throughout Oklahoma City to promote safer, healthier and more enjoyable active transportation choices. One can find out more at: www.bikewalkokc.com
Another form of outreach which is important to the Northwest Multimodal Corridor is Watch for Me OKC, an out- reach effort to everyone who uses Oklahoma City’s roadways. Classes for
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Northwest Multimodal Transportation Corridor Concept Plan bicycle and pedestrian safety have complemented handouts, marketing, signs, events and more about the best ways for cyclists, pedestrians and drivers to navigate Oklahoma City’s streets. Watch for Me OKC will also build protected bicycle lanes demonstrating the latest innovations in safe street construction. It has a web page at: www.watchformeokc.com. See Figure 5 for details.
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Figure 6 – Map 5
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Automobile Treatments Improvements for pedestrians also pose as improvement opportunities for motorists. Newer traffic signal technologies, improved roadway geometry, and even safer left turn movements may be part of an eventual corridor package. The cloverleaf interchange at May Avenue and the Northwest Expressway can be made more functional and safe. At a minimum, the motorist can have more predictable interactions with cyclists and pedestrians by using the crossings and lanes to separate the modes at key intersections.
The 2016 Smart City Challenge grant application stated the need for the addition of Vehicle to Infrastructure (V2I) and Vehicle to Vehicle (V2V) technology; either of which could be added along the Northwest Expressway to facilitate both traffic flow and motorist and pedestrian safety. Short loops of self-driving cars were also suggested to link BRT stops to high-use destinations that are at a greater distance from the Northwest Expressway. While self-driving cars require substantial investment the goal of obtaining and implementing V2V technology may be reached by gathering metrics and providing the information to drivers through use of an application that is accessed via smart devices such as phones or tablets. See Figure 6 and 7 on the following page.
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Map 6
Map 7
Figure 7 – Maps 6 & 7 22 | P a g e
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Concept Recommendations The late 2015 Concept Plan draft featured detailed recommendations to be pursued over the next two years. Those steps are as follows:
• One: Additional Outreach with Stakeholders • Two: Prepare Final Report • Three: Review Beta Test Results • Four: Identify Interim Implementation Projects • Five: NEPA; Planning and Design Steps • Six: Funding Options and Sources
Now, as of mid-2017, there have been several developments around those steps. Planning processes do not usually end with static plan documents or inflexible recommendations. So, the next few pages maybe informative as an update to what planning progress has already happened regarding the 2015-2016 recommendations.
One: Additional Outreach with Stakeholders The Concept Plan’s ideas have been presented and discussed in many forums, with various departments, and entities. The opportunities for input have been more than the series of 2015 meetings conducted in relation to the health-in-planning beta test. Many new stakeholders were engaged during the successful grant in 2016 for a series of TOD workshops provided by Smart Growth America in August 2016. More than 100 people participated in the 2016 technical assistance and learned about TOD, the Corridor Concept Plan, BRT and more. One of the workshops was held at 50 Penn Place. The TOD workshops helped clarify that the new intermodal hub to be at the Santa Fe Station should be the eastern anchor of the corridor unless new factors prove otherwise. BRT has been presented at the televised COTPA Board of Trustees meeting during winter 2017.
Other stakeholders were engaged in January and February 2016 during the City’s application for the USDOT Smart City Challenge grant. In both grant applications, the corridor and the idea of bus rapid transit (BRT) and even electric BRT buses and self-driving car loops to BRT stops were key features. Since the start of 2016, the City of Oklahoma City has been having discussions about what project should be include in the next G.O. Bond and the next MAPS capital project package. BRT, bicycle, and pedestrian improvements have discussed in relation to both. EMBARK staff has also met with ODOT and ACOG too. In conclusion, while additional outreach to stakeholders occurred by having two well-attended community meetings in fall 2015, there have been other meetings with other entities since then. COTPA coordinated with OKC Public Works and MAPS staff regarding the traffic signal priority (TSP) as originated in the corridor concept planning. TSP could be a useful tool for both streetcar and rapid bus systems. TSP should get underway later in 2017 on a couple of bus routes.
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Two: Prepare Final Report This document you are now reading has been in development for some time, but June 2016 was when the first complete draft was ready. An excerpt of that is what caused the Northwest Multimodal Corridor Concept Plan to be awarded that national 2017 TPEA award, an honor only announced every two years and usually for under a dozen plans. It is worth noting and is unusual that that completion of this Final Plan has been postponed a few times pending the completion or release of some companion planning efforts. For example, this Concept Plan Report was awaiting the late 2016 completion of a ‘Findings and Recommendations’ report by Smart Growth America for the TOD workshop technical assistance grant which was awarded to EMBARK by Smart Growth America in 2016. By the time that SGA Report was available, EMBARK had awarded the contract for the Northwest BRT Benefit Cost Analysis (BCA) which was to be finished in 2017. Also, the June 2016 Draft Report had awaited the review and public release by the USDOT of the Oklahoma City Case Study of use of the Healthy Planning Framework, and that release happened in March 2016. In addition, in late spring 2016 the IQC posted the formal 40-page Memorandum which presented the graduate students’ concept graphics which they prepared as a resource to the Concept Plan’s partners. That Memorandum is listed in this report as Appendix Two, but will be available under a separate cover and online. The mid 2017 version you read today is the first widely-circulated first version, but a Version Two may well be released by early 2019 due to stakeholder input, planning and design yet to emerge.
Three: Review Beta Test Results The review of the Healthy Planning results was acceptable to EMBARK. The March 2016 public release of this by the USDOT of the Healthy Planning Framework on the USDOT website does reference EMBARK’s and Oklahoma City’s use of Framework Steps 1, 2, 3 and 4. Step 4 was about establishing criteria to use to determine health impacts of various strategies. The Oklahoma City case study (FHWA-HEP-16-031) can be viewed at https://www.fhwa.dot.gov/planning/health_in_transportation/planning_framework/framework_t est_cases/oklahoma_city/case_study/index.cfm#Toc444765442.
Four: Identify Interim Implementation Projects While a wide range of projects could help implement the plan, there are some lower-cost, yet high-impact capital improvements and capital planning steps which could be started and completed if the opportunity arises. Some projects of this sort are:
Preparing capital cost estimates for the buses, passenger waiting platforms, traffic signals and more as part of a Benefit Costs Analysis (BCA) for a northwest BRT project. Initiating a pilot project for traffic signal priority (TSP) as tool for both streetcar and rapid bus systems and a pilot project should get underway soon. The City’s new Bicycle-Pedestrian Master Plan calls for many improvements. COTPA has had the bus shelter access improved for northbound buses along Classen at NW 12th.
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COTPA has improved the transit transfer point at NW 23rd and Classen by adding new shelters, such as at the pharmacy for southbound buses and on NW 23rd in front of the Gold Dome. Pedestrian/bicyclist crossings near NW 42nd and Classen Boulevard. Such a traffic signal improvement would add safety for blind transit customers accessing NewView and might also benefit elementary school students needing to cross Classen to access Horace Mann School to the east. As such, the crossing may qualify as a Safe Routes to School (SRTS) crossing and be part of a City grant application in 2017. Pedestrian crossing improvements at NW 16th and Classen. This project is gaining traction in part due to the ULI “A Better Classen” (ABC) project. COTPA has funded plans to improve the bus stop for northbound buses along Classen between NW 16th and NW 17th and installed new shelters at NW 30th Street and near NW 23rd Street. COTPA has received an inquiry about the need for a pedestrian crossing at Blackwelder across the NW Expressway for Myanmar refugees and other residents of the neighborhood to the south. They desire a safer way to access shopping at the Belle Isle Station shopping center (Wal-Mart and other stores).
The above eight activities are just a few examples of interim projects.
Five: NEPA: Planning and Design Steps This section is a longer one, as it has become clear that this Multimodal Concept Plan needs to be followed by some even more specific planning, much of which will involve engaging the public. Most important is the NEPA environmental planning described below. In addition, community change continues even as the Concept Plan has been drafted.
Already, TOD workshops provided by Smart Growth America (SGA) in August 2016 added depth to the 2015 Northwest Multimodal Planning efforts. The 2017 Benefit Costs Analysis (BCA) work has generated many details about costs, design, and schedules. Among other findings and recommendations in their Fall 2016 TOD Technical Assistance Report to EMBARK, SGA stated that the City needs to plan for creating and funding safer pedestrian spaces along both Classen and along the Northwest Expressway, undertake a corridor market assessment, and include social equity considerations in future environmental and other assessments in the multimodal corridor while prioritizing pedestrian and other healthful improvements in capital budgets. The corridor needs a Transit Oriented Development (TOD) framework and TOD planning with community partners which goes well beyond the summer 2016 workshops that attracted so any participants.
Several focused steps emerged during 2016 and 2017 as ways to plan and design the multimodal project. Each is a deeper look that often requires a community engagement specific to that step; some will require a small budget, while others may involve a greater expenditure for a consultant team.
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EMBARK staff had conferred with the Federal Transit Administration (FTA) staff and online resources in 2016 about next planning steps. The completion of a Benefit Cost Analysis (BCA) and a NEPA environmental process are key next steps. Each can also be quite useful even if federal capital funds are not pursued or received. A Benefit Cost Analysis (BCA) helps determine feasibility and is a requirement in TIGER Grant applications.
Because the BRT project is wholly within a “built urban environment,” a NEPA Environmental Impact Statement (EIS) is not needed, and perhaps only scoping and a Documented Categorical Exclusion (DCE) are needed. However, an Environmental Assessment may be the NEPA step which could be essential to an application for FTA Small Starts funding. A DCE is a less complicated NEPA step. Satisfaction of NEPA must be achieved soon after any TIGER grants are approved.
The nonprofit community seems to be locating some key service providers along the lower Classen area around NW 16th Street, so now many call it the ‘Corridor of Hope.’ This is due in part to the large new Catholic Charities headquarters, Sunbeam Family Services building, the new location of TEEM (The Education Employment Ministry), the public housing authority complex a half-block east of Classen on 13th, and the new Commons affordable housing. Further north are the Boys and Girls Club near Northwest 36th Street. Also, NewView Oklahoma has purchased a large building at 4301 N. Classen Boulevard. It will feature a clinic, a community room and more. NewView primarily serves and employs the blind and people with low-vision.
The planning for motorists was affected by the collision of a truck with the May Avenue Bridge over the Northwest Expressway in the month of May 2016 and the City overcame the challenge of maintaining traffic flow. The bridge was repaired over the summer but also helped remind all that the cloverleaf could be improved with longer merge lanes. This bridge also poses a longer-term obstacle to having a dedicated lane for transit in that vicinity. The safety closure of the westbound I-44 exit near Blackwelder for many months of 2016 caused some to see that traffic still moved well despite the closure.
The next couple of pages further describe the tasks included in this NEPA, Planning and Design section:
• Benefit Cost Analysis • Environmental Review • TOD Planning • Grade Separated Crossings • Transit-Only Lane Concept • Neighborhood Improvements
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Benefit Cost Analysis (BCA) EMBARK staff had been advised about next planning steps by the FTA and national consultants. The Benefit Cost Analysis (BCA) for Bus Rapid Transit and the associated bike/pedestrian and park and ride improvements was the most urgent next step and helps local decision makers gain essential information. Without a BCA, the concept of BRT or other transit along Classen or along the Northwest Expressway would remain a vague, easily misunderstood idea.
In the first half of 2017 a BCA was completed by three consulting firms and through considerable EMBARK staff effort. The BCA is available separate from this multimodal plan, but it has been a success and shows cost effectiveness. For the BRT Scenario One corridor that went from Downtown out Classen to the Northwest Expressway and then on to Meridian and is presented in Map 8 below.
The BCA ratio exceeded 1.0. The ratio in the BCA was based on the BCA’s bus ridership projections; capital costs estimates, environmental and travel time benefits, operating cost estimates, park-and-ride usage and more. The ridership for the BRT was projected to be twice that of any existing route and was based on a schedule and a frequency (12-14 minutes) between transit vehicles, a schedule very comparable to what is in store for the new downtown streetcar circulator beginning operation in 2018.
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BCA Scenario One
Figure 8 – Map 8
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Regarding physical appearance, the buses would be the longer accordion-style futuristic buses and the route-side platforms would be like the OKC streetcar platforms. The modeled plan also included two new bike-pedestrian bridges (one near Independence) in addition to a third one already funded as of spring 2017 and about 30 BRT station platforms. Scenario One BCA modeled a BRT route with termini at Meridian and at the NW 5th and Hudson Downtown Transit Center. A Scenario Two BCA was for the longer corridor ending nearly at Council Road. The Scenario One BCA was accompanied by a 2017 consultant cost estimate for the BRT, associated bike/pedestrian, and motorist improvements of under $23,000,000 for a Corridor- Based BRT route.
A BCA is a very specific sort of planning and modeling study. There are useful, specific federal guidelines as to how one is conducted, and it requires a proper projection of ridership and development of other data inputs. Simply put, a BCA identifies, quantifies and compares expected benefits and costs. To apply for a TIGER grant, for example, each applicant is to submit a BCA to provide evidence that the expected benefits of the project justify the costs. This link helps explain the steps and complexity of a BCA: https://www.transportation.gov/sites/dot.gov/files/docs/TIGER_B CA_Guidance.pdf .
It was recognized that some costs and benefits are difficult to quantify or monetize and that a good BCA for a BRT project in Oklahoma City including the attendant ridership projections would require national consultant expertise. The cost of a BCA was anticipated to be $40,000. EMBARK achieved the completion of both BCA’s under the anticipated cost for just a single BCA; one that went from Downtown out Classen to Meridian and the second went to Council Road. In each case, in addition to the BRT route a new local feeder route to suburban northwest OKC was also modeled. The feeder route for Scenario One extended from Meridian out to Council Road and then over to a turnaround at the Francis Tuttle Career Tech Rockwell Campus.
Being admitted into the Project Development phase by the FTA is required to become eligible for federal funding amounts larger than what is common under a TIGER grant, such as through FTA Small Starts funding. Before admission to Project Development, a BRT project (or any other fixed guideway transit capital project) needs to have passed through various steps. Those are basic technical feasibility, financial feasibility (cost estimates vs. benefits), a letter/study to the FTA, an overall project timeline, future ridership estimates, and a timeline for completing NEPA and other tasks needed to obtain a federal project rating. FTA advises project sponsors to do “up front” work in advance of seeking entry into Project Development to ensure they can complete the Project Development activities within two years. A BCA is one useful, early “up- front” step before seeking entry to Project Development.
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Environmental Review EMBARK has conferred with other transit agencies and the Federal Transit Administration (FTA) about the level of environmental work needed for a transit project in a built urban environmental setting like this. The BRT envisioned does not cross rivers, wetlands or so many other forms of sensitive lands and neighborhoods. Following or alongside the BCA previously described, the FTA requires completion of a NEPA process. The extent of the NEPA work needs to span from the Downtown Santa Fe Station to Council Road/NW Expressway and perhaps beyond. While an Environmental Assessment (EA) may be needed, the NEPA process would at least need to be a Documented Categorical Exclusion (DCE), such as that finished in Kansas City and in Albuquerque for recent BRT projects. NEPA is a required step if a transit project is to be eligible for federal Capital Investment Grant (CIG) funds. COTPA understands that a DCE and environmental scoping could cost exceed $150,000 to prepare, while an EA could cost considerably more and even two or three times what a DCE would cost.
The DCE or EA would re-evaluate some route alignment alternatives and the relative value of the BRT and Streetcar vehicle technology options. While most of the alignment would be assumed to operate in mixed traffic, some short segments such as near Penn Square Mall and elsewhere could conceptually be evaluated via some engineering for transit-only fixed guideway lanes. While a NEPA process is very helpful for getting better organized and ready to build a locally funded process, it is required for federally funded projects. Projects should have completed the National Environmental Policy Act (“NEPA”) process by the time any TIGER Grant application is submitted. However, if any part of the environmental review or permitting process is incomplete at the time of application for a TIGER grant, then the applicant (City or EMBARK) should demonstrate, through the project schedule, narrative and supporting documents that by about a year after grant award that they will have reasonably completed NEPA and obtained any other necessary permits and approvals.
As an alternative to NEPA, a feasibility plan could be prepared for the corridor between the Downtown Santa Fe Station to Council Road/NW Expressway. However, such a study will not help a project become eligible for federal construction capital funds or to help gain federal funds for vehicle purchases. Unlike a BCA or a NEPA process, a feasibility study would not add much to the progress already achieved by the Northwest Corridor Concept planning. A feasibility study of any sort is unlikely to go into the depth needed to create good data for City leaders as to capital cost estimates, route schedules, credible ridership projections, a fatal flaw analysis, or other needed analysis.
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Transit Oriented Development (TOD) Planning The Smart Growth America (SGA) Transit Oriented Development (TOD) workshop grant was awarded in April 2016 to only nine cities in the U.S, and so OKC was one of the nine. TOD and a healthier community are closely related. The workshops engaged more than 100 people in August and Smart Growth America sent its report in October, and it contained eight recommended actions, three of which were suggested for implementation by sometime in 2017:
1. Revisit prior TOD efforts to leverage best practices and coordinate local and regional agency efforts. 2. Create safe pedestrian spaces, particularly along both Classen Boulevard and the Northwest Expressway and along the connecting streets to both. 3. Foster cross-sector collaboration between public and private sector stakeholders, including the many active social service agencies and the interested developers and investors.
The three illustrative locations addressed in the TOD workshops and TOD awareness was: Near the Downtown Santa Fe Station At Classen Boulevard at NW 23rd (“Urban” intersection of high intensity uses, and COTPA’s two busiest routes). TOD could be part of a suggested charrette for the Gold Dome/Classen Tower/Western/NW 20th area Northwest Expressway at Penn Square Mall (City’s largest Simon Property, and located adjacent to high-rise offices, and dense residential)
Grade Separated Crossings Additional planning and design efforts are needed to explore the concept of having a few grade-separated cyclist and/ or pedestrian crossings. While there are pros and cons aside from just cost and safety, in 2015 the four planning partners heard considerable support for grade separation from pedestrians, transit customers, and from people with disabilities. As a result, the four planning partners asked the University of Oklahoma IQC for conceptual renderings, and ones like the bridge below were received. The rendering below provides a general sense as to what such a facility might be like north of Baptist INTEGRIS Hospital near the hillcrest. One can imagine the grand vista of the city toward the southeast afforded from atop the bridge structure.
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Figure 9
The sketch above is at NW Expressway and Independence next to INTEGRIS Hospital. The concept shows stairwells and elevators on the north and south sides for those who do not want to traverse the long ADA-compliant ramps’ serpentine path. In addition, arrangements might conceivably be made to have it extend to the edge of the INTEGRIS parking garage and make access across the highway even more convenient.
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A second example of a crossing was discussed to connect the Penn Square Mall side to the Fifty Penn Place side. Due to the unique topography of each site, an underpass could be conceivably be achieved with a relatively level gradient and allow easy, inviting access in contrast to some isolated or poorly designed underpasses around the country.
While Penn Square and other grade-separated safe cyclist and pedestrian crossings are worth consideration, those also go far beyond the scope of the initial 2015 NW Multimodal Concept planning. For the above and other locations, a NEPA Process could be the proper evaluation tool. The City, as of mid-2017, is finishing the design and funding of a bike/pedestrian bridge over the Northwest Expressway west of MacArthur near where Wilshire intersects the Expressway. This process will yield new insights and the actual project can help improve a prospective feeder route bus stop on the Expressway.
Transit-Only Lane Concept As part of the NEPA environmental process, the evaluation of a dedicated transit-only lane should be explored. One example is a dedicated curbside lane for business access and transit (BAT) and for right-turns only. Another is a somewhat virtual lane that is in effect in the curbside lane and is transit-only when needed thanks to a “lane-clearing” overhead Smart City
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Northwest Multimodal Transportation Corridor Concept Plan signal technology. This may be especially valuable along Classen Boulevard. A third example is the more traditional transit only lane, described below.
Along the Northwest Expressway, transit-only lanes were considered in the 2017 Benefit Costs Analysis for at least a short segment, and the congestion at and near the Penn Square Mall make this a segment well worth conceptual consideration. Such lane might be north of the Expressway and would not likely extend west of Pennsylvania. Past Villa Avenue it would be difficult to be cost effective due to the May Avenue cloverleaf and the narrow underpass at May. During 2015, the westbound exit from the Northwest Expressway near Blackwelder Avenue had to be closed while the long I-44 Belle Isle Bridge was repaired. Motorists found alternative ways to exit for nearly ten months during 2015. This experience made it seem plausible to re-purpose the westbound NW Expressway Bridge over the Deep Fork Creek as a transit-only bridge, and perhaps even close that exit which is well-known for its sharp left turn. If not closed, the traffic exiting westbound I-44 could be directed via the existing paving to the existing signal at the Blackwelder/ Northwest Expressway intersection. If so then the former exit lane that continued west parallel to the NW Expressway lanes over the westbound bridge could be reserved only for two-way transit travel.
Elsewhere between Classen and Pennsylvania, the wide grassy right-of way parallel to the highway could be improved with one or two new paved lanes perhaps north of the existing westbound lane. Proper signalization for Bus Rapid Transit (BRT) and pedestrians, dedicated bus lanes, and new landscaping can add an attractive sense of place. While a more in-depth planning and engineering study is needed, this could potentially be done as part of the NEPA work.
Neighborhood Improvements Some planning is needed in support of strategic investments on private and nonprofit sites. Below are three examples:
For example, one concept emerged as part of creating a healthier neighborhood and allowing safe access between Classen and Pennsylvania. The neighborhood and associated land owners would be invited to participate in some design workshops to consider how the old, wide El Reno Interurban rail right-of-way greenspace could be repurposed west of Classen. In addition to new private development, the narrow parcels might accommodate a driveway and/or a new cycling and walking trail. The right-of-way is located between NW 40th and NW 41st and is open for many blocks. Such a project could help further unify the neighborhood, allow a scenic walking trail, spark infill reinvestment by exploring a means of allowing special re-zoning, support transit access, and more. For example, new zoning might allow for new small lot homes, a driveway that doubles as fire-lane access, and new rear-yard accessory dwellings abutting the old right-of-way.
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It could lead to a beneficial reuse of the passed-over, underused privately-owned linear tracts and also support transit by creating a spine of very convenient access to both a Classen Boulevard BRT transit stop and a Pennsylvania bus stop. In the area near Georgia Avenue where it has been closed, there might be some way to make a connection. The block between McKinley and Classen is essentially open as of 2017. This healthy neighborhood planning would require intensive collaboration with property owners and require high neighborhood involvement; which will open placemaking opportunities.
About a block north of the east end, a new pedestrian signal for people crossing Classen near NewView and for access to Horace Mann school could be added to strengthen two adjacent neighborhoods. NewView is at the northwest corner of Classen and NW 42nd.
Also, just over a mile to the south, the iconic Gold Dome Bank building has been previously mentioned as a grocery store or other healthful use; including retrofitting the existing building for such a health-related purpose that fits the aims of healthy corridor planning. More than just a TOD strategy, a design charrette that also includes policy and partnership exploration with the owners of the large, underused adjacent parking garage south of the Gold Dome would be a valuable planning and design step. As of Spring 2016, Natural Grocers, based in Colorado, had planned to open a store there, and that was an ideal way to meet healthy planning criteria as Natural Grocers specializes in organic foods and had opened a couple of other locations in the metro over the past two years. By early 2017 this business plan was no longer the case and so a charrette has re-emerged as a key planning step.
Six: Funding Options and Sources There are local, State, Federal and private funding options for improvements. These will come into better focus once more stakeholders are engaged by the City or EMBARK. Private funds are usually spent on private land but may also be used to build, for example, sidewalks in the public right-of-way next to a business or housing.
Above all, the importance of local municipal funding must be emphasized for a better, healthier corridor. Millions of dollars in local funding will be needed even if just for the match toward potential federal infrastructure funding. Federal funding is also being sought by strong competitors in other states. So, the Northwest Multimodal Concept Plan may largely have to be locally funded, but even the situation around local funding is not simple.
For example, the Northwest BRT is not specifically listed in the municipal General Obligation (G.O.) Bond issue and the next MAPS initiative, both of which will be voted on by Oklahoma City citizens on September 12, 2017. However, the elements needed (buses, pedestrian improvements, trails, traffic signals, and so forth) are all components in these initiatives.
ODOT controls part of the Northwest Expressway, and so some State funds might be available for some ODOT improvements that double as meeting some of the concepts in this plan.
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Another example is how ODOT will be planning how the 40+ year old I-44 crossing over the Northwest Expressway will be replaced. Sometimes, the State DOT needs to make traffic signal or other improvements at intersections along the Northwest Expressway, dispose of surplus right-of-way, or take other actions: these are all opportunities when a small implementation step might potentially occur.
In fall 2017, it appears there will be an opportunity, for example, to seek federal Safe Routes to School (SRTS) funds from ODOT, the State DOT. These might help with adding some Classen Boulevard crossings.
Application for Federal Grants Pursuit of federal funds is challenging but deserves exploration in this Concept Plan. The steps to federal funds are useful even if only to help plan for local funding of a NW BRT line and the related improvements for pedestrians and cyclists. The Fixing America’s Surface Transportation (FAST) Act was signed into law on December 4, 2015. It allows for FTA funding for various programs including New Starts (NS) as well as the Small Starts (SS) program. Federal Law requires that projects seeking the federal Capital Investment Grant (C.I.G.) funding “complete a series of steps over several years to be eligible for funding” under New Starts and Small Starts. Federal TIGER funding is not part of the C.I.G. program and is usually is distributed as a much smaller award than New Starts and Small Starts and has fewer required steps, but TIGER is still very hard to win. In the case of the OKC BRT project, the total project cost is small enough that TIGER appears to be a good fit as a federal funding source, and SS is the second best fit.
After some of those C.I.G. steps and evidence of the local funds to do the Project Development studies, a project can enter Project Development (PD) by the FTA. Those steps include, for example, NEPA, LPA selection, adoption into the fiscally-constrained regional plan of ACOG, and sufficient engineering), According to the FTA, entering PD “should not be construed as a major milestone... it merely indicates the project has been allowed to enter the initial stage of the process” of pursuing C.I.G. funding.
The BCA study and NEPA process mentioned earlier in this Concept Plan are simpler, more affordable steps to complete before asking the FTA for entry to PD. Upon successful completion of the NEPA process during Project Development the strength of the Project will then be eligible for rating to be compared to other US projects under consideration. After NEPA is complete the project may also be eligible for admission into the Engineering Phase. If the project can advance past these and other hurdles, then Small Starts may later be approved to help pay for new fixed guideway systems (BRT in a dedicated lane, commuter rail, streetcar, etc.) or the less complicated form of BRT the FTA calls Corridor-Based BRT. The local match is typically around 40%, although less (20%) is the by-law minimum required.
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New Starts funding is known to pay for more costly projects than does Small Starts, but SS funding is more realistic due to the levels of anticipated ridership and “cost effectiveness” per passenger trip. SS can be for up to $100 m in federal funds on project with a total cost under $300m. New Starts is for larger projects.
However, without an assured source of local match in-hand, it is less realistic for Oklahoma City to gain federal C.I.G. Small Starts funds.
TIGER grants and other federal grants through HUD and the EPA are other avenues with simpler requirements. TIGER is not part of the FTA Small Starts program and may be a more likely federal funding source for a smaller NW BRT grant than Small Starts but, again, the competition by strong projects across the U.S. is still very high and it is unclear how the 2016 national election outcome will impact this infrastructure program. TIGER funds become available when the USDOT decides to open a round for applicants, and there has been a grant round about annually for many consecutive years.
When a TIGER grant round has been announced in the past, it has been possible to compete for smaller amounts of funds, such as $12,000,000; $15,000,000; or even $25,000,000 in federal funds. In fact, the latest TIGER grant awards announced in July 2016 were for 40 communities and the average award was $12,100,000 although ten were granted $15,000,000 or more. Regardless, the local match must be properly assured, the benefit cost analysis (BCA) submitted in the TIGER grant application must be strong, and the project must be able to complete a NEPA process within a year or so of grant approval. A significant part of the BCA and hence the requested federal approval hinges on transit ridership projections, and especially on the current transit ridership in and near the corridor.
The Oklahoma City BCA for Northwest BRT and bike/pedestrian improvements included a 2017 project cost estimate of under $23m for a Corridor-Based BRT route. At that cost level, a TIGER grant is compatible as a federal funding source. Below are some characteristics of the federally-defined Corridor-Based BRT; one of the two main forms of BRT recognized by federal grant programs.
• Separated Right-of-Way: not required for entirety of corridor • Substantial Investment in a specific corridor; including defined stations • T raffic Signal Priority (TSP) for buses • Sho rt headway times • Bi-directional services for a substantial part of weekdays, not required on weekends
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Stakeholders, Community Input and Resources The Northwest Multimodal Transportation Corridor (NWMCT) Concept Plan had four partners. The planners from the four co-partner planning agencies are with the Oklahoma City Planning Department, by ACOG, COTPA (dba EMBARK) and the City County Health Department (OCCHD). EMBARK and the three other partners were co-leading the process.
A project of this sort requires ideas and input from a broader cross section of the community, and so there was also an Advisory Focus Group (AFG) for the healthy planning beta test and hence the NWMCT Concept Plan. The AFG met about a half dozen times and summaries of all these meetings and the community meetings are available through EMBARK. The organizations their representatives that comprised The AFG can be found on the following page.
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Advisory Focus Group ACOG Neighborhood Alliance Holly Massie Georgie Rasco Danny O'Connor Ryan Baker
American Fidelity Oklahoma City-County Health Melody Wortmann Shannon Welch Lisa Burchfield Dave Cox
EMBARK Oklahoma City University Jason Ferbrache Cary Pirrong Kevin Mulcahy Larry Hopper ODOT Ernestine Embroh Greater OKC Chamber Joshua Jones Derek Sparks Randall Lee Laura Chaney Health Equity Campaign Marisa New OKC Planning Ian Colgan ICFI Dennis Blind Beverly Bowen Matt Sandidge John Tankard INTEGRIS Health James DeHaven Penn Square Mall/Simon Properties Jim Porterfield Ann Christensen Brian Roberts Jeffery Runnels
University of Oklahoma IQC Shane Hampton Bryce Lowery
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The University of Oklahoma Institute for Quality Communities There were seven higher priority study locations addressed by the University of Oklahoma (OU) Institute for Quality Communities (IQC) under a 2015 planning grant awarded by COTPA (EMBARK). The IQC had been a resource for the healthy planning beta test and the NWMTC planning by creating renderings, focusing on those key locations, researching BRT and streetcar technologies, documenting the process with summaries of the group meetings, conducting fieldwork, and preparing a narrative memorandum. In addition, the OU IQC had also been working on a project called the “A Better Classen” (ABC) project for the local Council of the Urban Land Institute (ULI). “A Better Classen” was focused on “Lower Classen” which is the area south of 23rd.
In May 2016 the IQC posted a synopsis of the great work on the concept renderings it did for EMBARK. A link to that is http://iqc.ou.edu/project/embark/.
Overview of the Seven Illustrative Locations The University of Oklahoma (OU) Institute for Quality Communities (IQC) used the grant from EMBARK to study seven higher priority study locations as part of the work EMBARK wanted for the 2015 healthy planning beta test. While many more locations will need to be evaluated as part of an engineering or NEPA process, the seven locations were selected by the four planning agency partners based an evaluation and consensus process that led to the seven in early June 2015. These seven helped the IQC proceed with specificity and the IQC work was reviewed by the four partners for needed revisions. In addition to these seven locations the 2017 BCA included around ten other locations as well. See Figure 10 to view all mapped locations.
Three High-Priority Multimodal Nodes include: NW 23rd & Classen NW Expressway & Blackwelder NW Expressway & Independence Additional Multimodal Nodes: NW 10th & Classen NW Expressway & 63rd
Additional Corridor Locations: NW 30th & Classen NW Expressway & Meridian
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Figure 10
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Below are a few concepts developed by IQC for retrofitting Northwest 23rd Street at North Classen Boulevard, as well as Blackwelder at Northwest 23rd. The remainder can be located online via Appendix Two.
Dedicated BAT Lanes
Expanded Sidewalks
Enhanced Transit Shelters
23rd and Classen Node Concept
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Definition of the Corridor’s Transportation Problem The purpose and the overall problem to be addressed and solved for the Northwest Multimodal Transportation Corridor was defined in 2015 as the need to provide increased mobility in a manner that also integrates with the promotion of public health within and through the Classen Boulevard and Northwest Expressway corridor; between downtown Oklahoma City and Northwest Oklahoma City. Improved mobility will serve workforce commutes, improve social equity, and better connect existing neighborhoods, healthcare facilities, parks, and retail uses that are located along the corridor with adjacent land uses as well as provide active transportation options to increase connectivity within and adjacent to the corridor.
The need for improved multimodal access in the Classen/Northwest Expressway corridor is reinforced by the following problems:
Vehicle congestion during a.m. and p.m. peaks; Minimal frequency of public transit and relative lack of multimodal options; Poor and absent pedestrian and bicycle corridor crossings; width of street – crossing distance long distances between signals / crossings; Lack of transit stops on the Northwest Expressway and lack of frequent transit service along the existing Classen and Northwest Expressway roadways Absence of a safe way to add transit stops and service along today’s NW Expressway Lack of relatively safe pedestrian and bicycle access to health facilities, grocery stores, parks, etc. Sidewalk connectivity along the corridor, as well as from the corridor into adjacent neighborhoods Lack of transit oriented development (TOD) within and adjacent to the corridor Community’s desire for increase healthy lifestyle options
Transportation Goals and Objectives For the Northwest Multimodal Transportation Corridor Concept Plan, Goals and Objectives were formed and were adjusted as they gained consensus of stakeholders. One set was for transportation and another set was five goals for a healthier community in the corridor. Both sets directly support three of the City Council’s six priorities. The City Council website states that those priorities “are grounded in the lessons of the City’s history and the values of inclusiveness, mutual respect and self-reliance that are the hallmarks of our future.” One City Council priority is ‘Develop a Transportation System That Works for All Citizens’ and another is ‘Promote Thriving Neighborhoods’ and a third is ‘Enhance Recreation Opportunities and Community Wellness.’
The transportation goals and objectives of the Corridor Concept Plan fit the Priorities and are:
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Improve multi-modal transit options including: Improve transit frequency Improve timespan of offered service Improve travel time and reliability Provide convenient transit connections that minimize the need to transfer Increase transit ridership and mode share in the corridor via service that is comfortable, pleasant and easy to use Improve access for people walking and bicycling to transit Improve the safety of pedestrians and bicyclists accessing transit, traveling in and along and traversing the corridor Utilize a desirable, fiscally responsible transit vehicle technology Reduce or at most maintain traffic congestion levels faced by motorists Support private investment as well as economic development, revitalization and land use redevelopment opportunities for the corridor Support development and redevelopment as planned in other adopted planning and transit plans Coordinate transit stops and other improvements with other planned and programmed pedestrian and bicycle projects Support commerce’s worker productivity and its business aims Coordinate transit capital improvements with other planned and programmed roadway projects in a way that allows buses to safely re-join traffic Minimize adverse impacts to existing businesses and industry Support community vision for high capacity transit that includes feeder bus services that connect the corridor’s stops to districts and key developments Enhance quality of life and livability Improve the safety of all users of the system for all modes of travel Connect travel options to healthy community improvement Maintain the cleanliness and good repair of transportation infrastructure Prioritize transportation projects that enable active, livable, healthy communities Use transportation infrastructure to help create attractive communities New projects should respect the character of the corridor, neighborhoods and adjacent land uses Educate leaders and the business community about benefits of improved multimodal options Increase awareness of the economic, health, safety and other opportunities Connect multimodal understanding to the next steps toward its achievement Foster better awareness of bus rapid transit (BRT) and its use in the U.S. Cultivate an understanding of intermodalism Increase awareness of various types of barriers
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Health-Related Corridor Goals The health-related goals defined in 2015 for the Corridor Concept Plan are:
Goal 1: Increase people’s physical activity achieved during everyday trips.
Goal 2: Improve access to “healthful” (health-related) resources along the corridor.
Goal 3: Improve air quality and other health-related natural environmental conditions.
Goal 4: Expand the equitable benefits of healthy, safe access to transit for transportation- disadvantaged populations in a way that also supports having healthy, affordable housing and helps build personal wealth and security.
Goal 5: Increase the safety of pedestrians and cyclists along and crossing the corridor and/or accessing transit there.
Below is an introduction to criteria. Criteria are the measures or tests that refine a strategy before it is implemented to affect a goal. The criteria related to both sets of goals may be found in the Appendix One. In order to fulfill goals, strategies are key ways or actions to carry objectives out. Strategies will evolve and can be strengthened through further planning and engineering. Ideas evolve into priorities and goals, and both need sub goals called objectives.
Strategies are concrete ways to affect an objective, and may be physical means (capital improvements like sidewalks, a new transit vehicle, etc.) or policy-related ways such as needed partnerships, awareness campaigns, new codes, schedules/timelines and so forth.
Transportation strategies are often connected to community benefits such as access to jobs, economic development goals, and social equity/opportunity: all three are also related to public health. Criteria help improve strategies.
Health Problems to Overcome in the Corridor Incorporating public health into transportation decision-making requires some degree of discovery and re-education on the part of all sides (citizens, leaders, planners, and public health officials). This is needed to overcome barriers related to process, terminology, and other unfamiliar considerations. Health partners and stakeholders play an essential role in identifying the relationships between transportation strategies and public health outcomes. Transportation strategies are better achieved via collaboration between health and transportation professionals which leads to a strong understanding of how transportation improvements could benefit the community.
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Some key health items:
• T he “Self-Guided Online Tour of Health and More in the Corridor” • T he two meetings of the Ad Hoc Health Subcommittee • Healt h goals, objectives, and criteria • V ario us maps of diseases, healthcare sources, sidewalk networks and grocers • EMBARK has been mindful of health ever since adding bike racks to its buses back in about 2006-2007; for years has organized annual health fairs for EMBARK customers; and conducted Oklahoma’s first HIA (2012) as part of the TIGER II planning for the MAPS streetcar project. • M any health issues surfaced through the planning. For example: 1. The high number pedestrian and bicycle crashes 2. The very high percentage of mother’s there with less than a high school education: has a great health impact 3. The absence of signalized pedestrian crossings along the Northwest Expressway 4. High rate of persons living there with substance abuse problems and needing substance abuse visits 5. Highest zip code incidence of hepatitis B and C found in the county; low usage rate of prenatal care 6. Relatively small number amount of full-line grocery stores on/abutting Classen or the NW Expressway
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Land Use Change Consideration TOD is an essential future strategy to use in NW Multimodal Corridor and was identified as such in 2015. EMBARK has a strong stake in working with investors on TOD because the type and intensity of development will have a direct and dramatic impact on transit ridership. TOD is synonymous with both a more livable, healthier community and a higher quality of life. Planokc urges TOD, and the 2016 Smart Growth America TOD Workshops helped community leaders and developers recognize the value in emphasizing TOD in future public and private investments in the corridor.
The Central Oklahoma Transportation and Parking Authority (COTPA) and the Planning Department proposed TOD during the 2015 concept planning and EMBARK applied in early 2016 for some targeted TOD assistance from Smart Growth America. This was to help accelerate the discussion around private economic development, mixed use development, affordable housing, and to add to the corridors vitality and livability. The Smart Growth America Transit Oriented Development (TOD) workshop grant was awarded in April 2016 to only nine cities in the U.S, and OKC was one of them.
There was to be no single issue addressed in follow-up after the summer 2016 workshops; but there remain three closely interrelated challenges in addition to SGA’s recommendations:
• Attract the right mix of TOD businesses, housing and other land uses in the heart of Downtown within a few blocks of the Santa Fe Station ‘Hub”, and near some of the corridor’s sites • Co nt inue to spread awareness and support for TOD and BRT among the public • Incentivize legally-binding, affordable restricted (LBAR) housing near the Hub and along the corridor
The five illustrative locations addressed in TOD workshops and TOD awareness are:
• Near the Downtown Santa Fe Station • At Classen Boulevard at NW 23rd (“Urban” intersection of high intensity uses, and COTPA’s two busiest routes) • Northwest Expressway at Penn Square Mall (City’s largest Simon Property, and located adjacent to high-rise offices, and dense residential) • Northwest Expressway at Independence (Very large campus of hospital towers, office and hotel towers, and OKC’s most walkable neighborhood (per the Walkscore website) • Northwest Expressway at NW 63rd/Tulsa (Cluster of low/mid-rise suburban towers with very large underused nearby parcel (shopping center, empty car dealership, and so forth)
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Also, the City’s February 2016 Smart City Challenge grant application envisioned a Smart Zone in Oklahoma City which would include Classen and part of the Northwest Expressway. The Smart Zone envisioned the use of technology, better transit, smart land use, self-driving car routes, a “connected citizenry, and more to create model area within the City. Smart land use includes TOD.
Conclusion The initial progress on the six basic Concept Plan Recommendations (Page 18) suggested in late 2015 has been promising. The pursuit of some of the Additional Planning and Design steps is underway and a key step like the NEPA work will need to be paid for as soon as it is practical. The Benefit Cost Analysis (BCA) was completed by mid-2017. The potential is high to create a more livable corridor with a high quality of life served by transit, great bike/pedestrian crossings, and nodes of mixed-use transit oriented development. The Northwest Multimodal Corridor has the capacity to further add to the health and wealth of the City, and to be an example to replicate elsewhere in the region. The Concept Plan shows the future looks bright if the community turns on the light!
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APPENDICES
Appendix One: Health Criteria for Concept Plan’s Goals and Objectives Appendix Two: IQC Project Memorandum
Appendix One: Health Criteria for Concept Plan Goals and Objectives As an introduction to criteria, one needs to understand how they grow out of ideas and goals. The Corridor’s criteria related to both sets of goals are found in this Appendix One. Strategies will evolve and can be strengthened through further planning and engineering. Ideas evolve into priorities and goals, and both need sub goals called objectives. Strategies are concrete ways to effect an objective of a goal, and may be physical (capital improvements like sidewalks, a new transit vehicle, etc.) or policy-related such as needed partnerships, awareness campaigns, new regulatory codes, schedules/timelines and so forth. Criteria sharpen strategies by being the measures that test and refine a strategy before a strategy goes too far into action. Health partners and stakeholders play an essential role in identifying the relationships between transportation strategies and public health outcomes. Transportation strategies are often connected to community benefits such as access to jobs, economic development goals, and social equity/opportunity: all three are also related to public health. NOTE: these criteria are verbatim from the outcome of the summer 2015 planning with stakeholders.
Goal 1: Increase people’s physical activity achieved during everyday trips.
Criteria:
Does the strategy add bicycle racks, a bike repair station, or bike share station? Does the strategy support a safe-routes-to-school pathway?
Is the strategy some other short-term capital step (preferred), as opposed to a longer- term one requiring more than $1,000,000 to achieve?
Does the step require high ongoing annual expense (less preferred)?
Will the strategy seemingly improves livability and pedestrian and bicycle (pedestrian/bike) activity; better yet, will it likely increase by 20% (at least by 20) per day the amount of pedestrian/bike trips as measured by mode share crossing the corridor near that location?
Will the strategy or new land use likely increase the number of transit boardings and alightings by 20% (or by 20) per day at a particular stop?
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If involving new or rehabilitated dwelling units, does it add at least ten within two blocks of the corridor crossing or transit stop?
Will the strategy potentially increases the number of total intermodal transfers by 15% (or by 15) per day; such as via a park-and-ride lot, bike-on-bus, or transfers between bus routes at a stop?
Goal 2: Improve access to “healthful” (health-related) resources along the corridor.
Criteria:
Does the new strategy, such as a stop location, place a higher priority on locations allowing access to health-related resources and jobs; or instead is the strategy placing more priority on recreational travel (less preferred)?
Will the strategy likely increases the number by 20% (or by 20) per day of transit customers, cyclists, and other non-motorists accessing particular pharmacies, full-line grocery stores, clinics, hospitals, parks, educational training, proven venues of alternative wellness/medicine, and other health resources in the corridor?
Does the strategy or proposed land use include or support a full line grocery store or pharmacy?
Do the new sidewalk, signal or and trail improvements in the corridor likely boost non- recreational use and livability; such as access to health-supportive land uses, moderate density housing, and transit-oriented development?
Goal 3: Improve air quality and other health-related natural environmental conditions.
Criteria:
Does the strategy have the capacity to substantially reduce the emission of harmful air pollutants within 600 feet of the corridor’s centerline?
Is the strategy a NEPA step, such as the preparation of a Categorical Exclusion (CE), BCA, or an Environmental Assessment study; or is it at least a form of a transportation alternatives analysis?
Has the strategy included the planting and maintenance of trees and greenery, or and the proper management of water courses and other natural features along the corridor?
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Goal 4: Expand the equitable benefits of healthy, safe access to transit for transportation- disadvantaged populations in a way that supports healthy, affordable housing that will help build personal wealth and security.
Criteria:
Does the strategy include social marketing or other steps that can help community health and wealth?
Some examples: Urge decreased tobacco use, educate on ways to reduce hepatitis, and urge graduation from high school
Will the strategy attract and benefit non-drivers such as people with physical disabilities, newly arrived refugees, and other transportation-disadvantaged populations at least as much as the rest of the population, in terms of safety and access to healthful resources?
If involving new or rehabilitated dwelling units, does it add legally binding, affordably restricted (LBAR) dwelling units? If so, does it add at least five units within two blocks of the corridor crossing or transit stop? Will any units be designed for livability for people relying on wheelchairs?
Can the strategy be achieved that it avoids even a temporary discontinuation of transit service along the corridor during construction of transportation improvements?
Will the project qualitatively helps improve at least two City-County zip code scorecard social determinants of health (SDOH) measures?
Does the strategy help people be more aware of the benefits of a healthier lifestyle and promote a “culture of health” along the corridor?
Will the project add a low-cost or free health clinic?
Will the project add a facility for an entity providing direct services or employment to people with disabilities?
Does the strategy add lighting, improved defensible space or other elements which benefit personal security?
Will the proposed transportation investments be unlikely to displace or disproportionately harm transportation-disadvantaged populations in the corridor?
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Goal 5: Increase the safety of pedestrians and cyclists along and crossing the corridor and/or accessing transit there.
Criteria:
Does the strategy increase safety via the number of signalized crossings for pedestrians and cyclists?
Will the strategy likely supports a safe-routes-to-school pathway?
Does the strategy increase the number of pedestrian refuges at medians, or grade- separated pedestrian crossings (via an overpass/underpass) and other treatments?
Is the strategy likely to spur reductions in the absolute numbers of annual injury and fatality crashes despite added access, and reduce crossing fatalities to zero at heavy use crossings during most years?
Will the strategy improve the conditions for safety and stable-footing at transit stops?
Does the strategy add or lengthen any sidewalks, ADA curb cuts, bus shelters, or add any pedestrian bridges or crossing signals within a half mile of a corridor crossing or corridor stop?
Will the strategy add or lengthen any bicycle lanes or cycle tracks at a crossing or within a half mile?
Does the strategy add any bicycle-only signals or ‘bike-box’ pavement color coatings in the street at crossings or nearby intersections?
Appendix Two: IQC Project Memorandum Disclaimer: the IQC Project Memorandum contains conceptual illustrations and while attractive and well done, their actual feasibility will require a large amount of additional planning, design and engineering.
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The 40-page Memorandum which is this Appendix Two is available under a separate cover and reflects a great sample of the work done by the University Of Oklahoma (OU) Institute for Quality Communities (IQC). The IQC created many graphics, maps, and other materials for EMBARK that are being used by the City and EMBARK.
In May 2016 the IQC posted Appendix Two as a synopsis of the work the IQC did for EMBARK. A link to that synopsis (Appendix Two) is below: http://iqc.ou.edu/project/embark/ The IQC focused on the seven higher priority study locations addressed under a planning grant awarded by COTPA/ (EMBARK). The seven locations were selected by the four planning agency partners based an evaluation and consensus process that led to these in early June 2015. The four partners were:
Central Oklahoma Transportation and Parking Authority (dba EMBARK) Oklahoma City-County Health Dept. (OCCHD) City of Oklahoma City Planning Department The Association of Central Oklahoma Governments (ACOG)
The IQC had been a resource for the NWMTC planning by focusing on those key locations, researching BRT and streetcar technologies, documenting the process with summaries of the group meetings, conducting fieldwork, and preparing a narrative memorandum.
In addition, the OU IQC had also been working in 2015 on a project called the “A Better Classen” (ABC) Project for the local Council of the Urban Land Institute (ULI). “A Better Classen” is focused on “Lower Classen” which is the area south of 23rd Street, yet some of the citizen comments about the ABC study are about areas farther north. The ABC Project was a great resource for the Northwest Multimodal Corridor Concept Plan.
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Northwest Corridor BRT Appendix B:BenefitCost Analysis
Oklahoma City Bus Rapid Transit Benefit Cost Analysis
August 2017
Oklahoma City BRT Benefit-Cost Analysis
Prepared for:
EMBARK, the transit provider of the Central Oklahoma Transportation and Parking Authority
Smart Growth America advocates for people who want to live and work in great neighborhoods. We believe smart growth solutions support thriving businesses and jobs, provide more options for how people get around, and make it more affordable to live near work and the grocery store. Our coalition works with communities to reduce sprawl and save money. We are improving lives by improving communities.
Smart Growth America is a 501(c)(3) organization headquartered in Washington, D.C.
Smart Growth America 1152 15th St NW, Suite 400 Washington, DC 20005 202-207-3355 smartgrowthamerica.org
Project Team: Michael Rodriguez, AICP Oklahoma City BRT Benefit-Cost Analysis
Table of Contents Executive Summary ...... iii Overview ...... 1 Introduction ...... 1 Description of Alternatives ...... 1 Baseline ...... 1 Alternative A ...... 2 Alternative B ...... 4 Benefit-Cost Analysis Assumptions ...... 5 Transportation Modeling ...... 6 Change in Ridership ...... 7 Change in Auto Vehicle-Miles Traveled ...... 9 Benefits ...... 11 Travel Time Savings – Mode Shift from Bus ...... 12 Generalized Benefits – Mode Shift from Auto ...... 14 Auto O&M Savings ...... 15 Auto Fuel Savings ...... 16 Auto Externality Savings ...... 17 Emissions Reductions ...... 19 Roadway Safety Savings ...... 21 Bicycle and Pedestrian Safety Savings ...... 23 Benefits Summary ...... 25 Costs ...... 28 Capital Costs ...... 28 O&M Costs ...... 28 Rehabilitation Costs ...... 28 Residual Value ...... 29 Costs Summary ...... 29 Results ...... 31 Benefit-Cost Results Summary ...... 31
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Results Over Time ...... 33 Summary ...... 35 Appendix A Detailed Summary of Results ...... 36 Appendix B STOPS Modeling from Foursquare ITP ...... 40
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Executive Summary
Smart Growth America conducted a formal benefit-cost analysis (BCA) of a proposed bus rapid transit (BRT) corridor in Oklahoma City. Utilizing BCA standards established by the U.S. Department of Transportation, this analysis assess two alternatives relative to a Baseline of existing bus transit conditions, and does so using a 7 percent and 3 percent real discount rate.
Alternative A: EMBARK proposes to build and operate a nine (9) mile BRT system that connects Downtown Oklahoma City to neighborhoods and jobs in the northwest part of the city, and throughout the corridor. From end-to-end, the new system would take just under 30 minutes to traverse the nine (9) miles. It would connect job centers, park and ride lots in residential neighborhoods, and subsequently residents, and job centers to downtown Oklahoma City. This BRT system is consistent with pre-existing local plans, including the 2030 Central Oklahoma Transportation and Parking Authority (COTPA) Fixed Guideway Plan, and broader regional goals in the MPO’s 2040 Encompass Long Range Transportation Plan. Alternative B: This alternative is an extended version of Alternative A with an additional three (3) miles of BRT, such that the BRT reaches Council Road at Northwest Expressway. The feeder route for this alternative follows part of the route that Alternative A’s Feeder would, but instead turns around at Mercy Hospital.
This analysis focuses on Alternative A, while providing summary results for Alternative B as a sensitivity. When considering Alternative A, the total present value benefits amount to $91.1 million from 2021, the proposed start of project operations, to 2050, the end of a 30-year analysis period. The benefits include travel time savings, auto-related fuel and O&M savings, emissions savings, and safety savings. These savings are outlined in Table 1 below.
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Table 1 Cumulative Benefits for Alternative A, 2021 to 2050, Present Value 2017 $
Benefit Category Value Travel Time Savings - Bus to BRT $1,437,298 Generalized Savings - Auto to BRT $32,280,662 Auto O&M Savings $10,108,778 Auto Fuel Savings $2,125,707 Auto Externality Savings $2,207,761 Emissions Savings $921,860 Roadway Safety Savings $5,733,374 Bike/Ped Safety Savings $33,324,475 Total Benefits $91,139,915 Source: Smart Growth America
Secondly, Table 2 outlines the cumulative project costs, which total $60.6 million. This includes capital, O&M costs, rehabilitation and major repurchases, and residual value.
Table 2 Cumulative Project Costs, 2018 to 2050, Present Value 2017 $
Benefit Category Value (2017$ PV)
Capital Costs $20,943,881
O&M Costs $35,816,959
Rehabilitation and $4,783,762 Repurchases
Residual Value ($935,247)
Total Costs $60,609,354 Source: Smart Growth America
The results show Alternative A has a benefit-cost ratio of 1.50 using a 7 percent real discount rate. This means that the project benefits exceed project costs, and have a net present value of $30.5 million over the 30-year analysis period. Table 3 below outlines the results for Alternative A and Alternative B using both discount rates.
The benefits are summarized per U.S. DOT standards in the Project Benefits Matrix in Table 4.
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This BCA finds that the benefits of Oklahoma City’s BRT exceed the project costs through 2050. The project stands to improve travel times, connect residents to jobs, and provide safety and environmental benefits to the Oklahoma City region.
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Table 3 Summary of Benefit Cost Analysis Metrics
Alternative A Alternative B
Discount Rate 7% 3% 7% 3% Benefit-Cost 1.50 1.80 1.18 1.43 Ratio
Net Present $30,530,561 $74,757,757 $14,330,032 $53,488,299 Value
Economic Rate 17.4% 10.5% of Return
Break-Even 2028 2027 2038 2033 Year Source: Smart Growth America
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Table 4 Project Benefits Matrix
Current Status Change to Type of Impacts Population Economic Benefit Summary of Results Page Baseline Affected by Referenc Impacts e in BCA Standard bus Introduce BRT Reduced in- Bus riders who $1.44 mil. Estimated dollar value of 12 service along transit service. vehicle and out-of- shift to BRT. time savings for bus to BRT proposed vehicle travel time mode shift users. corridor / No bus for bus users. service on certain Reduced Auto users who $32.3 mil. Estimated dollar value of 14 parts of corridor. generalized costs shift to BRT generalized cost savings for for auto users who auto to BRT mode shift shift to bus (non users. O&M related). Reduced O&M Auto users who $10.1 mil. Estimated dollar value of 15 costs for auto shift to BRT O&M savings for auto to users BRT mode shift users. Reduced fuel use Auto users who $2.13 mil. Estimated dollar value of 16 for autos. shift to BRT fuel savings for auto to BRT mode shift users.
Reduced negative All of society; auto $2.21 mil. Estimated dollar value of 17 externalities of users who shift to VMT-reduction related auto use tied to BRT savings in pavement, auto vehicle-miles congestion, and noise. traveled (VMT).
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Current Status Change to Type of Impacts Population Economic Benefit Summary of Results Page Baseline Affected by Referenc Impacts e in BCA Standard bus Introduce BRT Reduced All of society; auto $0.92 mil. Estimated dollar value of 19 service along transit service. emissions tied to users who shift to VMT-reduction related proposed reductions in auto BRT savings in reduced CO2, corridor / No bus VMT. NOX, PM10, SOC, and service on certain VOC. parts of corridor Reduced crashes All of society; auto $5.73 mil Estimated dollar value of 21 tied to reductions users who shift to reductions in injuries and in auto VMT. BRT fatalities tied to reductions in auto VMT. Unsafe Improve safety Reduced injuries All of society; $36.3 mil. Estimated dollar value of 23 bike/pedestrian conditions on BRT and fatalities tied bicycle and reducing bicycle/pedestrian crossing corridor at several to improved pedestrian users injury and fatality crashes conditions at intersections and crossing crossing along with autos, tied to safety several BRT station conditions at BRT corridor improvements at several intersections. locations. several locations. locations. Source: Smart Growth America
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Overview
Introduction
SGA prepared this report as a benefit-cost analysis (BCA) in support of the Central Oklahoma Transportation and Parking Authority’s (COTPA) proposed bus rapid transit (BRT) system. The transit operator of COTPA, known as EMBARK, seeks to apply for external funding in future U.S. DOT TIGER discretionary grant programs. It should be noted that a BCA does not generate results that are often called economic impacts, such as the number of construction and permanent jobs created. Those have validity, but require a separate analysis.
EMBARK proposes to build and operate a nine (9) mile BRT system that connects Downtown Oklahoma City to neighborhoods and jobs in the northwest part of the city, and throughout the corridor. From end-to-end, the new system would take just under 30 minutes to traverse the nine (9) miles. It would connect job centers, park and ride lots in residential neighborhoods, and subsequently residents, residents, and job centers to downtown Oklahoma City. This BRT system is consistent with pre-existing local plans, including the COTPA 2030 Fixed Guideway Plan1, and broader regional goals in the MPO’s 2040 Encompass Long Range Transportation Plan.
Description of Alternatives
As part of EMBARK’s 2030 Fixed Guideway Plan, the agency is proposing to add a BRT project known as the Northwest BRT (NW BRT), which would be a 9-mile BRT system traveling at average speeds of 20 mph, with 12-minute headways during peak-hours. This system would replace existing bus service that travels at speeds of 15 mph with 30-minute headways.
Baseline
The baseline alternative is a continuation of EMBARK’s existing bus network. Additionally, this analysis assumes that the Oklahoma City streetcar system in downtown is going to be completed.
1 Central Oklahoma Transportation and Parking Authority. Executive Summary: Fixed Guideway Study. https://embarkok.com/assets/files/planning/2030%20Fixed%20Guideway%20Plan/FGS_ExecutiveSummary .pdf
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Alternative A
This alternative consists of a 9-mile BRT system, Route 800, that begins in downtown Oklahoma City at NW 4th Street and Hudson Avenue at the Transit Center. It travels past St. Anthony Hospital to NW 13th and Classen, north on Classen Boulevard, then northwest on Northwest Expressway, and terminates at the proposed Meridian Avenue Park and Ride lot. It would travel at an average speed of 20 mph, with 12-minute peak headways, and have just under a mile of exclusive right of way. Additionally, there would be 14 pairs of enhanced station platform stops, traffic signal priority for the buses, Wi-Fi on all the buses, arrival time information at the platforms, improved pedestrian/cyclist crossings (including a couple of grade separated ones), and special bus lanes. Aside from the bus guideway mentioned previously, the concept also includes at least 2.5 miles of business access and transit (BAT) lanes on Classen Boulevard. A half-dozen park and ride locations are also part of the plan as is support for transit oriented development (TOD).
Alternative A is the “Build” scenario in this analysis, and results are reported for Alternative A. It also incorporates the following changes to the existing system:
A new feeder route, Route 810, that continues from the proposed Meridian Park and Ride lot along the Northwest Expressway, then travels north on Council Road, east on Hefner Road, and north on Rockwell Avenue, terminating at the Francis Tuttle Technology Center. The 810 roundtrip is short enough that it typically would arrive before a BRT bus. Reduced frequency on the existing Route 5, from 30-minute service to hourly service, but with the addition of a newly created Route 510 to supplement Route 5. This will improve the mean frequency of service out to Memorial Road and May, and allow for new “front door” service to the Walmart and other stores at Belle Isle Station via Belle Isle Boulevard. The 510 also complements the effort to reduce the Route 5’s duplication of BRT Route 800 service along Classen Boulevard. Planned streetcar lines – Main Line and Bricktown Loop A bus stop relocation and minor alignment change on Route 7 so that Route 7 and the Route 800 BRT share a stop on Mosteller near the Crowne Plaza Hotel.
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Figure 1 Map of Alternative A
Source: EMBARK
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Alternative B
This alternative is an extended version of Alternative A with an additional three (3) miles of BRT, such that the BRT reaches Council Road at Northwest Expressway. The feeder route for this alternative follows part of the route that Alternative A’s Feeder would, but instead turns around at Mercy Hospital.
Alternative B is an alternative scenario considered in this analysis. Detailed results are not reported for Alternative B, but we conducted a sensitivity analysis using this scenario to report the bottom-line results.
Figure 2 Map of Alternative B
Source: EMBARK
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Benefit-Cost Analysis Assumptions
This report complies with BCA standards specified by the U.S. DOT in the most recent Notice of Funding Opportunity.2 Additionally, this analysis complies with guidance and standards specified by the U.S. DOT in the Benefit-Cost Analysis Guidance for TIGER Applications3 and the BCA Resource Guide.4
Smart Growth America (SGA) conducted this analysis using a customized Microsoft Excel spreadsheet model, and utilizes the assumptions and methods outlined throughout this report. This BCA makes the following general assumptions:
The total analysis period is 34 years, consisting of a 4-year construction period, and a 30 year operations period. 2017-2020: Design, engineering, and construction 2021-2050: Operations start in 2021 for a 30-year analysis period through 2050. The real discount rate used in this analysis is 7 percent, consistent with U.S. DOT recommendations for a BCA. Because this project would use public funds, this analysis also provides results using a lower 3 percent real discount rate. The financial base year of this analysis is 2017. Dollars are expressed in constant 2017 dollars. When discounted, dollars are discounted to 2017 using a real discount rate of 7 percent unless otherwise specified.
2 Notice of Funding Opportunity for the Department of Transportation’s National Infrastructure Investments Under the Consolidated Appropriations Act, 81 Fed. Reg. 9935 (February 26, 2016).
3 U.S. Department of Transportation (2016). Benefit-Cost Analysis Analyses Guidance for TIGER Grant Applicants. https://www.transportation.gov/sites/dot.gov/files/docs/TIGER_BCA_Guidance.pdf
4 Department of Transportation (2016). TIGER Benefit-Cost Analysis (BCA) Resource Guide. .https://www.transportation.gov/sites/dot.gov/files/docs/TIGER_VIII_NOFA_BCA_Appendix.pdf
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Transportation Modeling
To assess the project’s impact on ridership and local vehicle miles traveled (VMT), Foursquare Integrated Transportation Planning (Foursquare ITP) produced a ridership analysis and projection using the Federal Transit Administration’s (FTA) Simplified Trips on Project Software (STOPS) model.
STOPS is a limited implementation of the conventional “4-step” travel demand model that replaces the standard “trip generation” and “trip distribution” steps with the Census Transportation Planning Products (CTPP) journey to work (JTW) tables to describe overall travel markets. It also replaces the traditional “coded” transit network with standard transit- services data in the General Transit Feed Specification (GTFS) format.
The STOPS analysis was applied to the two scenarios previously discussed, and the results of that analysis are provided as Appendix B.
A limitation of the STOPS model is that it includes existing land uses and does little to forecast changes in land-use or capture recent local land use trends. This model also does not adequately account for the effect of new transit systems such as the new streetcar and the distinction of a BRT system. For example, the STOPS model considers the BRT system simply as a faster bus, and therefore users do not see a broader reduction in “generalized costs” from things like comfort and convenience. As a result, the STOPS model is inherently conservative.
The modeling results from Foursquare ITP were used as a baseline in this analysis. Using their growth rates, this analysis doubles the long-term growth of ridership to be commensurate with what EMBARK expects, and what previous EMBARK experience shows. For example, the STOPS model reports annual growth rates of less than 0.5 percent per year, while recent bus ridership in the EMBARK system has increased by over 1 percent a year, with a mean of 3.5% over the past five years. Additionally, this analysis applies an annualization factor of 300 to convert daily ridership to annual ridership.
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Change in Ridership
Starting in 2021, Alternative A would have 949,500 additional transit passenger trips than the Baseline, a figure that grows to an additional 1, 490,94 0 trips systemwi de per year by 2050. These riders com e fr om two sour ces : mo de shif t fro m the regul ar bus (“existin g rid ers”), and m ode shift from auto. Of these two, th e STOPS modeling sugges ts that in 2021 the vast majority of new transit passenger trips would come from auto (93 percent ). By 20 39 through 205 0, th e bus ridersh ip mo de shift stabi lizes , an d the new trips come from auto mode shift.
Table 5 Annual Ridership and Change in Passenger Trips by Year
2021 2030 2040 2050
Baseline 3,621,000 3,807,502 4,135,759 4,505,759
Alternative A 4,570,500 4,851,318 5,382,424 5,996,698
Change (Alt – 949,500 1,043,816 1,246,666 1,490,940 Baseline)
Mode Shift from 65,400 37,859 1,420 - Bus
Mode Shift from 884,100 1,005,956 1,245,246 1,490,940 Auto
Source: Smart Growth America; Foursquare ITP, 2017
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Figure 3 Change in Annual Passenger Trips – Alternative vs Baseline
1,600,000
1,400,000
1,200,000
1,000,000
800,000
600,000
400,000
200,000
‐
Source: Smart Growth America; Foursquare ITP, 2017
Cumulatively, over the 30-year operations period from 2021 to 2050, Alternative A increases transit systemwide ridership by 32.2 million passenger trips. This translates to an average of an additional 1.17 million passenger trips per year, or a 29 percent increase over the Baseline.
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Change in Auto Vehicle-Miles Traveled
The transportation modeling suggests that there would be 4.4 million fewer person-miles traveled per year by 2050. Using the Oklahoma City average vehicle occupancy of 1.3 persons per vehicle,5 Alternative A would decrease vehicle-miles by 2.16 million VMT in 2021, to 3.42 million VMT by 2050.
Cumulatively, over the 30-year operations period from 2021 to 2050, Alternative A decreases VMT by 80.4 million VMT, or a simple average of 2.68 million VMT per year.
Table 6 Change in Vehicle-Miles Traveled (VMT) by Year, Alternative vs Baseline
2021 2030 2040 2050
Change in VMT 2,162,769 2,381,630 2,842,004 3,417,705
Source: Smart Growth America; Foursquare ITP, 2017
5 U.S. Federal Highway Administration (2017). National Household Travel Survey, 2009. http://nhts.ornl.gov/
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Figure 4 Change in Vehicle-Miles Traveled (VMT) – Alternative vs Baseline
4,000,000
3,500,000
3,000,000
2,500,000
2,000,000
1,500,000
1,000,000
500,000
‐
Source: Smart Growth America; Foursquare ITP, 2017
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Benefits
Benefits in a BCA stem from the idea that different people or entities receive utility from the project. For BCA purposes, it is important to identify these benefits over the life-cycle of a project, which for this BCA is 30 years from 2021 to 2050. All dollar amounts are expressed in 2017 present value dollars (2017 $ PV) using a 7 percent discount rate; benefits using 3 percent discount rate are provided in the Results section.
This analysis identifies the U.S. DOT strategic goal that the benefit falls under, as well as the incidence of the benefit (the population affected by the impacts).
The five U.S. DOT strategic goals are:
1) Safety 2) State of Good Repair 3) Economic Competitiveness 4) Livable Communities and 5) Environmental Sustainability
A benefit can fall in one or many of these categories.
The incidence of the benefit can fall on either private beneficiaries (specific private individuals, private firms) or public beneficiaries (the public at large, government entities). Thus, the type of benefit depends on the population or entities affected by the impacts. It is possible for a benefit to fall on a mix of populations, and for it to be both a private and a public benefit.
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Travel Time Savings – Mode Shift from Bus Travel Time Travel time savings in this BCA includes the benefits accruing to passengers shifting from existing levels of Savings – Mode bus service towards the new BRT system defined in Shift from Bus the alternative. It is important to note that these are the only direct travel time savings in this BCA, as the DOT Goal: Economic transportation modeling did not model reverberating Competitiveness impacts on the highway network. In other words, it does not include the travel time savings that would Benefit Incidence: Private likely be seen by reductions in highway travel that benefit; transit users who subsequently reduce travel times for other transfer from bus to BRT. automobiles (i.e. fewer cars, faster speeds). 30-year Benefit: 422,981 To estimate the travel time savings, EMBARK person-hours of travel time provided certain operating assumptions of the savings differing levels of service. First, the baseline speeds 30-Year Value: $1.44 for bus are 15.26 mph per EMBARK’s operations million data reported to the 2015 National Transit Database. EMBARK states that speeds on BRT would be Average per year: $47,910 approximately 20.0 mph, or a 31 percent improvement over existing bus speeds on this corridor.
Secondly, the average passenger trip along this corridor is assumed at 7.0 miles per trip per EMBARK’s operations data.
Third, per EMBARK operations data, the BRT system in Alternative A would have 12- minute headways. This is an improvement from the 30-minute bus headways on the corridor. Assuming random arrival time for passengers, there is a reduction in out-of- vehicle travel time from 15 minutes to 6 minutes, or a 9-minute improvement per trip.
Fourth, travel time via BRT is substantially shorter for many trips. The existing routes 7 and 8 are not direct from the areas west of Classen; the routes zig-zag back and forth across the Northwest Expressway. For the commuters along and west of Pennsylvania, the BRT savings in bus travel time are very large but not well captured in the modeling. For example, from Meridian and NW 63rd, the BRT would take 25 minutes to get to the
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Downtown Transit Center (DTC) on Hudson, versus 46 minutes on the winding Route 8. Similarly, from Mosteller west of May, the BRT would take only about 19 minutes to get to the Downtown Transit Center (DTC) on Hudson versus 44 minutes on the circuitous Route 7.
The value of travel time savings is $13.00 per hour for “all purposes” local travel, per U.S. DOT guidance as of 2014. 6 We inflate this value to 2017 dollars using CPI-U, and apply a 1.7 percent real growth rate in value of travel time. This provides a 2017 (undiscounted) value of travel time of $14.30 per hour in 2021, growing to $20.21 per hour by 2050.
Over the 30-year period from 2021 to 2050, there are 422,981 person-hours of travel time savings. These total to $1.4 million (2017 $ PV) over 30 years, or an average of $47,910 per year.
6U.S. Department of Transportation (2016). TIGER Benefit-Cost Analysis (BCA) Resource Guide. https://www.transportation.gov/sites/dot.gov/files/docs/TIGER_VIII_NOFA_BCA_Appendix.pdf
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Generalized Benefits – Mode Shift from Auto Generalized Over 90 percent of the new transit riders modeled in the travel demand modeling come from automobile Savings – Mode mode shift. Benefits for drivers shifting to transit, Shift from Auto which are known as reductions in “generalized cost,” result from several factors. Drivers could switch DOT Goal: Economic despite increases in travel time, and this is because Competitiveness other costs offset their travel time savings. This analysis assumes, per economic theory in BCA, that Benefit Incidence: Private each auto trip incurs a benefit commensurate with benefit; auto users who the average benefit of existing transit riders, or their transfer to BRT. travel time savings per trip. This estimates what the 30-year Benefit: $32.3 change in generalized cost for automobile million in estimated passengers switching to transit would be. generalized cost savings These benefits are private benefits that accrue to 30-Year Value: $32.3 auto users that transfer to the BRT system, and they million constitute economic competitiveness in that they are economic savings to passengers. Average per year: $1.08 million The average travel time savings per bus-to-BRT transit trip is $3.70 in 2021, and $4.65 by 2050. These values are initially applied to all auto-to-BRT trips. However, to avoid double counting, we deduct the value of automobile operations and maintenance (O&M) cost savings; and the fuel cost savings. These two categories are discussed further in this section.
The generalized savings for auto-to-BRT mode shift passengers is the largest benefit category in this BCA, which is sensible given that the vast majority of new riders are of this type. Over the 30-year period from 2021 to 2050, this benefit totals $32.3 million (2017 $ PV) over 30 years, or an average of $1.08 million per year. To avoid double-counting benefits, the figures reported here are after deducting automobile O&M cost savings and fuel savings, which are discussed in the following sections.
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Auto O&M Savings
The auto-to-bus mode shift passengers save auto- based expenses. By driving less, passengers save on Auto O&M Savings costs such as tires, maintenance/repair, depreciation, purchasing a vehicle, finance, insurance, and other DOT Goal: Economic variable costs. The Victoria Transportation Policy Competitiveness Institute estimates the non-fuel variable costs of driving to be approximately $0.40 cents per mile Benefit Incidence: Private (2017 $) when added together. These benefits are benefit; auto users who private savings that accrue to auto users that switch transfer to BRT. to BRT, and they contribute to U.S. DOT’s economic competitiveness goal since they are tangible out-of- 30-year Benefit: 80.4 pocket savings for those users. million reduced VMT, and lower auto O&M costs. Table 7 Vehicle O&M Costs per VMT 30-Year Value: $10.1 million
Type Value per VMT Average per year: Tires $0.01 $336,959 Maintenance / Repair $0.04 Depreciation $0.08 Purchase $0.19 Finance $0.01 Insurance $0.06 Other $0.02 Total O&M Cost / mi $0.40 Source: Victoria Transportation Policy Institute Note: Total differences due to rounding.
As mentioned in the Transportation Modeling section, there is a total reduction of 80.4 million VMT to which this benefit applies. Over the 30-year period from 2021 to 2050, this benefit totals $10.1 million (2017 $ PV) over 30 years, or an average of $336,959 per year.
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Auto Fuel Savings
Transit users who switch from auto would also benefit from decreased spending on fuel. Again, Auto Fuel Savings transportation modeling suggests a 30-year reduction in 80.4 million VMT for these users. To estimate their DOT Goal: Economic fuel savings, we used fuel efficiency and gasoline cost Competitiveness estimates from the U.S. Energy Information Administration. Fuel efficiency is for the U.S. average Benefit Incidence: Private passenger vehicle, and fuel costs are for gasoline in benefit; auto users who real 2017 dollars. While it is likely that fuel efficiency in transfer to BRT. the Oklahoma City region is lower than the national average due to a passenger fleet that contains more 30-year Benefit: 2.24 pickup trucks and SUVs, this analysis relies on million gallons of fuel saved. national figures. 30-Year Value: $2.13 Table 8 million Fuel Efficiency and Fuel Costs Average per year: $70,857 2021 2031 2041 Fuel Efficiency (mpg) 29.8 36.4 36.6 Fuel Costs $2.48 $2.98 $3.23 (2017 $ / gal.) Source: U.S. Energy Information Administration
The 80.4 million VMT reduction translates to a reduction in 2.24 million gallons of fuel over 30 years. In the 30-year period from 2021 to 2050, this benefit totals $2.13 million (2017 $ PV), or an annual average of $70,857 per year.
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Auto Externality Savings
In addition to the private benefits incurred by drivers who shift from auto to transit, the reduction in Auto Externality systemwide VMT has broad public externality savings. We estimate externalities in the form of Savings pavement maintenance, congestion reductions, and DOT Goals: State of Good noise reductions. Pavement savings result from Repair; Economic reduced wear and tear, and therefore maintenance, Competitiveness; on public roads. Congestion reductions stem from Environmental Sustainability resulting travel time savings on other drivers when overall VMT reduces. Finally, noise savings are Benefit Incidence: Public benefits from reduced noise on the roadway network. benefit; all of society. There are additional externalities in emissions and safety that we calculate separately in the following 30-year Benefit: 80.4 sections. million reduced VMT; lower costs in externality The Victoria Transportation Policy Institute estimates categories. these benefits, and they constitute public savings because they are positive externalities that benefit all 30-Year Value: $2.21 million of society. Pavement savings advance U.S. DOT’s State of Good Repair goal since it reduces the Average per year: $73,592 maintenance on public roads. Reduced congestion advances Economic Competitiveness since it is tied to travel time benefits for auto users. Finally, noise reduction advances the Environmental Sustainability goal because they are tied to the ambient noise environment.
Table 9 Value of Vehicle Externalities
Type Value per VMT Pavement Savings $0.01 Reduced Congestion $0.04 Noise Reduction $0.08 Total Externality Savings $0.19 Source: Smart Growth America; Victoria Transportation Policy Institute
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The 80.4 million VMT reduction translates to a reduction in the three externality categories. In the 30-year period from 2021 to 2050, this benefit totals $2.21 million (2017 $ PV), or an annual average of $73,592 per year.
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Emissions Reductions
Reductions in auto VMT lead to reductions in several emissions. We consider greenhouse gas emissions Auto Emissions (CO2), as well as criteria pollutants in the form of nitrous oxides (NOX), particulate matter (PM10), Reductions
sulfurous oxides (SOX), and volatile organic DOT Goal: Environmental compounds (VOC). Decreased greenhouse gases are Sustainability a benefit as they lead to reductions in broader climate change. Criteria pollutants, however, are localized Benefit Incidence: Public and yield improved air quality – and better health – in benefit; all of society. the local area. Emissions reductions are a public benefit, as a positive externality, because all of 30-year Benefit: Emissions
society benefits from reductions in these emissions. savings: CO2 – 37,535 tons;
This benefit advances the U.S. DOT goal of NOX – 4.87 tons; PM10 –
Environmental Sustainability. 3.58 tons; SOX – 0.38 tons; VOC – 6.05 tons. The first step was to identify how reductions in VMT translate to reductions in emissions. Emissions rates 30-Year Value: $0.92 vary depending on several factors, and over time. We million utilized emissions rates from the California Life-cycle Benefit Cost Analysis Model (Cal B/C), which vary Average per year: $30,729 over time. The emissions rates at the mid-point of the analysis, year 2035, is provided in Table 10. We utilized the per-ton emissions costs in Table 11 per U.S. DOT guidance, and costs are inflated to real 2017 dollars.
Table 10 Emissions Rates in 2035
Emission Type Grams / VMT
CO2 424.0396
NOX 0.0497
PM10 0.0403
SOX 0.0043 VOC 0.0658 Source: Smart Growth America; California Department of Transportation
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Table 11 Value of Emissions (2017 $ per ton)
Emission Type $ / ton
CO2 $44.56
NOX $7,632.08
PM10 $336,422.14
SOX $43,465.49 VOC $1,865.24 Source: Smart Growth America; U.S. DOT
The 80.4 million VMT reduction translates to reductions of all emissions categories. The
cumulative reductions over 30 years amount to: 37,535 tons of CO2, 4.87 tons of NOX,
3.58 tons of PM10, 0.38 tons of SOX, and 6.05 tons of VOC. In the 30-year period from 2021 to 2050, this benefit totals $921,860 (2017 $ PV), or an annual average of $30,729 per year.
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Roadway Safety Savings
Reductions in auto VMT also lead to safety savings due to reduced exposure to crashes. Simply put, less Roadway Safety driving leads to fewer crashes. Crash reductions benefit society in the form of reduced medical Savings expenses including public costs of medical expenses, DOT Goal: Safety as well the avoided pain and suffering from fatalities. Therefore, this is both a private benefit and public Benefit Incidence: Public benefit. Private individuals benefit from avoiding risk benefit; all of society. of injury or death; and the public benefits in their reduced medical payments. This benefit advances 30-year Benefit: the U.S. DOT goal of Safety. We should note that Reductions in crashes: 1.1 because this is not specifically a safety project, we fatalities; 58.1 injuries; 81.7 did not project savings from improved roadway PDO crashes. conditions; all savings result only from reductions in risk exposure. 30-Year Value: $5.73 million We use the most recent crash rate data for the Oklahoma Highway Safety Office. We use the U.S. Average per year: DOT recommended Value of a Statistical Life of $191,112 $9,552,300 per fatality (inflated to 2017 $). This translates to the following values per the U.S. DOT guidance.
Table 12 Crash Rates in Oklahoma, 2015
Crash Type Rate Fatality (persons per 100 million 1.35 VMT) Injury (persons per 100 million VMT) 72.26 Property Damage Only (PDO) 101.57 (incidents per 100 million VMT) Source: Oklahoma Highway Safety Office
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Table 13 Value of Crash Types Based on Value of Statistical Life
Crash Type Value Per Person or Incident PDO $3,991 AIS 1 – Minor injury $28,657 AIS 2 – Moderate Injury $448,958 AIS 3 – Serious Injury $1,002,992 AIS 4 – Severe Injury $2,540,912 AIS 5 – Critical Injury $5,664,514 Fatality $9,552,300 Source: Smart Growth America; U.S. DOT
The 80.4 million VMT reduction translates to reductions in fatalities, injuries, and Property Damage Only (PDO) crashes. Over 30 years, there are 1.1 fewer statistical fatalities; 58.1 fewer injuries; and 81.7 fewer PDO crashes. In the 30-year period from 2021 to 2050, this benefit totals $5.73 million (2017 $ PV), or an annual average of $191,112 per year.
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Bicycle and Pedestrian Safety Savings Roadway Safety The BRT project would lead to known reductions in automobile crashes with bicyclists and pedestrians. Savings According to data compiled by the Association of Central Oklahoma Governments,7 from 2007 to 2011 DOT Goal: Safety there were 11 bicycle and 17 pedestrian crashes Benefit Incidence: Public along the proposed corridor. When factoring in the benefit; all of society. additional length of the extension in Alternative B, this increases to 12 bicycle and 17 pedestrian crashes. 30-year Benefit: Of these, there were 4 pedestrian crashes over the 5- Reductions in crashes: 11 year time. fatalities; 34 injuries
This translates to a rate of 4.8 bike/pedestrian injury 30-Year Value: $36.3 crashes per year, and 0.8 bike/pedestrian fatality million crashes per year. Average per year: $1.21 The project would reduce the incidence of these million crashes. Particularly, the proposed project includes pedestrian crossing treatments at sites where 14 of the bike/pedestrian injury crashes occurred, and where 3 of the fatalities occurred. Thus, the crash rate at sites where there is a proposed improvement is 2.8 injury crashes per year, and 0.6 fatal crashes per year.
According to the Crash Modification Clearinghouse,8 the pedestrian crossing improvements would have a crash modification factor (CMF) of approximately 0.6, meaning a reduction of 40 percent. In one instance, a grade separated crossing at the Northwest Expressway and N. Independence Ave., the site of a fatal pedestrian crash, the project would introduce a grade-separated crossing, and eliminate those fatalities. The average CMF for the sites of fatal crashes is 0.40.
7Association of Central Oklahoma Governments, Pedestrian Crash Maps, Available at http://acog.maps.arcgis.com/apps/OnePane/basicviewer/index.html?appid=dffd3870018642b4a68eda368 d3c0a9d
8 Crash Modification Clearinghouse, Available at http://www.cmfclearinghouse.org/
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Table 14 Bike/Pedestrian Crash Rates on BRT Corridor, 2007-2011
Crash Type Crashes Crash Modification Reduction in Crashes per per year Factor (CMF) Year After Project Bike/Pedestrian 2.8 0.60 1.12 Fatal Crashes Bike/Pedestrian 0.6 0.40 0.36 Injury Crashes Source: Association of Central Oklahoma Governments, Crash Modification Clearinghouse, Smart Growth America.
The pedestrian crossing treatments of the BRT project translates to reductions in bicycle and pedestrian injuries and fatalities. Over 30 years, there are 11 fewer statistical fatalities and 34 fewer injuries. In the 30-year period from 2021 to 2050, this benefit totals $36.3 million (2017 $ PV), or an annual average of $1,210,816 per year.
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Benefits Summary
Over a 30-year period from 2021 to 2050, the cumulative benefits total $91.1 million (2017 $ PV).
Table 15. Cumulative Benefits for Alternative A, 2021 to 2050, Present Value 2017 $
Benefit Category Value Travel Time Savings - Bus to BRT $1,437,298 Generalized Savings - Auto to BRT $32,280,662 Auto O&M Savings $10,108,778 Auto Fuel Savings $2,125,707 Auto Externality Savings $2,207,761 Emissions Savings $921,860 Roadway Safety Savings $5,733,374 Bike/Ped Safety Savings $36,324,475 Total Benefits $91,139,915 Source: Smart Growth America
Figure 5 outlines the distribution of benefits. The plurality (40 percent) of these savings come from safety, and are a result of the large benefits gained from reducing bicycle and pedestrian fatalities. Secondly, generalized savings of auto users switching to BRT are 35 percent of benefits; and the third largest benefit occurs from the auto users’ O&M cost savings (11 percent).
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Figure 5 Distribution of Benefits, Present Value 2017 $
Auto Fuel Savings, Travel Time Savings ‐ 2,125,707 , 2% Bus to BRT, 1,437,298 , 2%
Bike/Ped Safety Savings, 36,324,475 , 40%
Generalized Savings ‐ Auto to BRT, 32,280,662 , 35%
Auto O&M Savings, 10,108,778 , 11%
Auto Externality Road Safety Savings, Emissions Savings, Savings, 5,733,374 , 6% 921,860 , 1% 2,207,761 , 3%
Source: Smart Growth America
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Figure 6 Annual Benefits Over Time, Present Value 2017 $
$7.0 Millions $6.0
$5.0
$4.0
$3.0
$2.0
$1.0
$0.0
Source: Smart Growth America
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Costs
Capital Costs
EMBARK provided direct capital costs for 5 categories: planning, architecture and engineering services, bus purchase, construction, and contingency. The costs for Alternative A total $25.4 million and are in real 2017 dollars. EMBARK anticipates that 4.5 percent of the spending occurs in 2018, 4.6 percent occurs in 2019, and 90.9 percent occurs in 2020. In present value 2017 dollars, the capital costs become $20.9 million.
Table 16 Capital Costs of Alternative A
Category Cost (2017 $)
BRT Planning $1,003,680
BRT A&E $1,016,688
Bus Purchases $5,400,000
BRT Construction $14,673,600
Contingency (15%) $3,314,095
Total $25,408,063 Source: EMBARK
O&M Costs
EMBARK reports the annual operating and maintenance costs as: $2,733,332 for the BRT buses, and $802,583 for the feeder buses (in real 2017 dollars). Over 30 years, these costs total $106.1 million in undiscounted terms. However, it is important to apply the discount rate to these long-term costs. Doing so, over 30 years the O&M costs are $35.8 million (2017 $ PV).
Rehabilitation Costs
EMBARK also reported bus repurchase and BRT rehabilitation in their cost schedule. They indicate plans to repurchase buses every 12 years, and schedule adequate rehabilitation of the BRT facility.
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Table 17 Rehabilitation Costs by Category, Real 2017 $
Category Cost (2017 $)
Replace BRT Vehicles $10,800,000
Replace Route 801 Buses $5,400,000
Replace Transit Stops, Ways and Signals $703,100
Total $16,903,100
Source: EMBARK
The $16.9 million in rehabilitation costs occur over time, and therefore the discount rate has an impact on these figures. Over 30 years, the rehabilitation costs total $4.78 million (2017 $ PV).
Residual Value
The residual value reflects the concept that an asset has remaining value at the end of an arbitrary analysis period, which is 2050 in this analysis. We assume a useful life of 40 years for major capital, and 12 years for buses. Based on this, the residual value in 2050 is $8.72 million in real 2017 dollars. When discounted, the residual value in 2050 is $935,247 in present value 2017 dollars, and it is applied as a one-time “negative cost” offset in the final year of the analysis period.
Costs Summary
The total costs are $60.6 million from the beginning of construction in 2018 through the end of the analysis period in 2050. These costs include capital, O&M, rehabilitation and repurchase, and a residual value.
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Table 18 Cumulative Costs, 2018 to 2050, Present Value 2017 $
Benefit Category Value (2017$ PV)
Capital Costs $20,943,881
O&M Costs $35,816,959
Rehabilitation and Repurchases $4,783,762
Residual Value ($935,247)
Total Costs $60,609,354 Source: Smart Growth America
Table 19 Project Costs Over Time, Present Value 2017 $
$20.0
Millions $17.5
$15.0
$12.5
$10.0
$7.5
$5.0
$2.5
$0.0
‐$2.5
Capital O&M Rehabilitation Residual Value
Source: Smart Growth America
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Results
This BCA reports the results of Alternative A at a 7 percent discount rate. Alternatively, we conducted an analysis at a 3 percent discount rate, and hold that the lower 3 percent discount rate is appropriate given the public nature of a BRT investment, and the use of public dollars.
We also report the results of Alternative B at a 7 percent and 3 percent discount rate in summary. However, we provide detailed results of the analysis only for Alternative A.
The metrics reported in this analysis include:
Benefit-cost ratio (BCR): the ratio of present value benefits to present value costs Economic rate of return (ERR): the rate of return of the economic benefits, or alternatively, the discount rate at which the benefit-cost ratio would be exactly 1.0. It is calculated off of the undiscounted benefit and cost streams. Net present value (NPV): the difference of present value benefits and present value costs. Break-even year: the year in which cumulative present value benefits exceed present value costs.
Benefit-Cost Results Summary The BCR of the Oklahoma City BRT Alternative A, using the methodology described in this report, 1.50 at a 7 percent discount rate. This suggests that the project present value benefits are greater than the present value costs. The net present value is $30.5 million. The present value cumulative benefits would exceed cumulative costs in 2028, taking about 7 years to “break even.”
With the lower 3.0 percent discount rate, the Oklahoma City BRT Alternative A has a benefit-cost ratio of 1.80. At this discount rate, the net present value is $74.7 million over the analysis period through 2050.
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Table 20 Summary of Benefit Cost Analysis Metrics
Alternative A Alternative B
Discount Rate 7% 3% 7% 3% Benefit-Cost 1.50 1.80 1.18 1.43 Ratio
Net Present $30,530,561 $74,757,757 $14,330,032 $53,488,299 Value
Economic Rate 17.4% 10.5% of Return
Break-Even 2028 2027 2038 2033 Year Source: Smart Growth America
It is worth noting the BCR could have been further improved with more aggressive ridership assumptions. For example, the 1 to 2 percent annual ridership growth used is conservative compared to EMBARK’s 3.5 percent mean annual ridership growth of the past five years.
As part of an alternatives analysis, we also considered Alternative B’s benefits and costs. Alternative B, which extends the BRT network, also has a BCR greater than 1.0. The benefit-cost ratio of Alternative B at 7 percent is 1.18. First, this means that Alternative B is less desirable than Alternative A because the marginal costs of going from Alternative A to Alternative B do not exceed the marginal benefits by comparison.
The BCR of Alternative B is 1.43 at the lower 3 percent discount rate. Basic reasons that Alternative B performs lower are that the additional ridership generated from the extended route does not generate sufficient benefits to exceed the additional capital costs (more buses) and O&M costs of operating the additional miles.
Smart Growth America | 8/16/2017 | Page 32 Oklahoma City BRT Benefit-Cost Analysis
Results Over Time Figures 7 and 8 below show the benefits and costs of Alternative A over time. At a 7 percent discount rate, present value benefits exceed present value costs in 2028; and this moves earlier to 2027 at a 3 percent discount rate. Thus, after 2028 we would expect the project to “break even” in both cumulative and marginal terms.
Figure 7 Cumulative Benefits and Costs, Present Value 2017 $, 7% Discount Rate
$100
$90 Millions
$80
$70
$60
$50
$40
$30
$20
$10
$0
Cumulative Benefits Cumulative Costs
Source: Smart Growth America
Smart Growth America | 8/16/2017 | Page 33 Oklahoma City BRT Benefit-Cost Analysis
Figure 8 Cumulative Benefits and Costs, Present Value 2017 $, 3% Discount Rate
$180
$160 Millions
$140
$120
$100
$80
$60
$40
$20
$0
Cumulative Benefits Cumulative Costs
Source: Smart Growth America
Smart Growth America | 8/16/2017 | Page 34 Oklahoma City BRT Benefit-Cost Analysis
Summary
This report is a benefit-cost analysis of the proposed Oklahoma City Bus Rapid Transit improvements. As such, it does not generate results that are often called economic impacts, such as the number of construction and permanent jobs created. Based on the methodologies outlined in the report, the benefit-cost ratio of the project is 1.50 with a 7 percent real discount rate, and 1.80 with a 3 percent real discount rate.
This means that the project is beneficial to society in present value 2017 dollars at a 7 percent discount rate. In the opinion of Smart Growth America, a 3 percent discount rate is also appropriate given the usage of public funds in building this public project. The government has a lower opportunity cost, and this project is less likely to crowd out private dollars. The benefits exceed the costs at a magnitude of 1.80 times at this discount rate.
Finally, this BCA is only capable of measuring certain benefits that can be monetized. An improved BRT system would have several societal benefits that are difficult to monetize within the scope of this analysis. First, rapid transit is likely to improve real estate values above and beyond what is known as “the capitalization of travel time savings,” and there would likely be true increased productivity in land use. Secondly, the feedback between the proposed BRT system and the forthcoming streetcar are likely to be strong. However, the transportation modeling in this analysis could not capture these effects, and therefore benefits are likely conservative. Motorists who do not mode shift to transit may benefit too from better traffic signalization, safer roadway design, and other improvements.
Finally, there are other benefits such as “option value” (the utility of having transportation choices for transit users as well as for the bicycle and pedestrian modes), transportation reliability, added social equity for people with disabilities, and productivity of being able to do work via Wi-Fi and phone calls during BRT trips, that have not been quantified. Such expansion of benefits would favor the BCA towards the Oklahoma City BRT.
This BCA finds that the benefits of Oklahoma City’s BRT exceed the project costs through 2050. The project stands to improve travel times, connect residents to jobs, and provide safety and environmental benefits to the Oklahoma City region.
Smart Growth America | 8/16/2017 | Page 35 Oklahoma City BRT Benefit-Cost Analysis
Appendix A Detailed Summary of Results
Smart Growth America | 8/16/2017 | Page 36 Oklahoma City BRT Benefit-Cost Analysis
Table 21 Detail of Benefits Results
Generalized Savings ‐ Auto to Emissions Road Safety Total Benefits PV 2017 $ (Discounted Year Travel Time Savings ‐ Bus to BRT BRT Auto O&M Savings Auto Externality Savings Savings Savings Bike/Ped Safety Savings Auto Fuel Savings Total Benefits 2017 $ @ 7%) 2017 ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ 2018 ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ 2019 ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ 2020 ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ 2021 241,811 2,218,477 870,454 190,107 80,346 493,693 3,586,018 179,958 7,860,865 5,997,016 2022 233,772 2,294,284 879,827 192,155 81,022 499,010 3,586,018 182,808 7,948,894 5,667,452 2023 225,378 2,373,321 889,301 194,224 81,721 504,383 3,586,018 184,431 8,038,775 5,356,576 2024 216,620 2,455,732 898,877 196,315 82,443 509,814 3,586,018 184,727 8,130,547 5,063,296 2025 207,488 2,544,933 908,556 198,429 83,187 515,304 3,586,018 180,330 8,224,246 4,786,586 2026 197,971 2,629,374 918,340 200,566 83,953 520,853 3,586,018 182,837 8,319,912 4,525,481 2027 188,060 2,714,657 928,229 202,726 84,741 526,462 3,586,018 186,694 8,417,586 4,279,074 2028 177,743 2,801,948 938,224 204,909 85,548 532,131 3,586,018 190,786 8,517,307 4,046,511 2029 167,009 2,893,388 948,327 207,115 86,376 537,861 3,586,018 193,024 8,619,118 3,826,991 2030 155,846 2,988,489 958,539 209,345 87,224 543,652 3,586,018 193,947 8,723,061 3,619,760 2031 144,244 3,083,620 968,861 211,600 88,091 549,507 3,586,018 197,239 8,829,179 3,424,108 2032 131,039 3,210,183 986,898 215,539 89,668 559,737 3,586,018 203,371 8,982,453 3,255,654 2033 117,338 3,340,551 1,005,271 219,552 91,283 570,158 3,586,018 209,777 9,139,948 3,096,017 2034 103,130 3,474,747 1,023,987 223,639 92,936 580,772 3,586,018 216,545 9,301,773 2,944,703 2035 88,403 3,616,449 1,043,050 227,803 94,628 591,585 3,586,018 220,108 9,468,044 2,801,252 2036 73,146 3,760,070 1,062,469 232,044 96,360 602,598 3,586,018 226,172 9,638,876 2,665,230 2037 57,347 3,908,870 1,082,249 236,364 98,131 613,817 3,586,018 231,594 9,814,390 2,536,225 2038 40,995 4,058,784 1,102,398 240,764 99,943 625,244 3,586,018 240,562 9,994,708 2,413,853 2039 24,079 4,217,854 1,122,921 245,246 101,795 636,885 3,586,018 245,160 10,179,957 2,297,750 2040 6,586 4,380,929 1,143,827 249,812 103,688 648,742 3,586,018 250,665 10,370,267 2,187,575 2041 ‐ 4,479,646 1,165,121 254,463 105,623 660,819 3,586,018 258,655 10,510,345 2,072,079 2042 ‐ 4,562,547 1,186,813 259,200 107,601 673,122 3,586,018 265,393 10,640,693 1,960,539 2043 ‐ 4,644,449 1,208,908 264,026 109,621 685,654 3,586,018 271,725 10,770,400 1,854,614 2044 ‐ 4,727,661 1,231,414 268,941 111,685 698,419 3,586,018 277,349 10,901,487 1,754,380 2045 ‐ 4,811,331 1,254,340 273,948 113,792 711,421 3,586,018 283,566 11,034,416 1,659,601 2046 ‐ 4,896,013 1,277,692 279,048 115,945 724,666 3,586,018 289,930 11,169,312 1,569,990 2047 ‐ 4,981,722 1,301,479 284,243 118,143 738,157 3,586,018 296,460 11,306,223 1,485,266 2048 ‐ 5,068,191 1,325,709 289,535 120,343 751,899 3,586,018 303,441 11,445,136 1,405,154 2049 ‐ 5,155,469 1,350,390 294,926 122,583 765,898 3,586,018 310,836 11,586,120 1,329,404 2050 ‐ 5,247,124 1,375,530 300,416 124,866 780,156 3,586,018 315,095 11,729,205 1,257,778 Total 2,798,005 111,540,813 32,357,999 7,066,999 2,943,288 18,352,418 107,580,536 6,973,185 289,613,243 91,139,915
Source: Smart Growth America
Smart Growth America | 8/16/2017 | Page 37 Oklahoma City BRT Benefit-Cost Analysis
Table 22 Detail of Costs Results
Rehabiliation and Total Total Costs PV 2017 $ Year Capital Costs Operating Costs Repuchases Residual Value Total Costs (Discounted @ 7%) 2017 ‐ ‐ ‐ ‐ ‐ ‐ 2018 1,154,232 ‐ ‐ ‐ 1,154,232 1,078,721 2019 1,169,191 ‐ ‐ ‐ 1,169,191 1,021,217 2020 23,084,640 ‐ ‐ ‐ 23,084,640 18,843,943 2021 ‐ 3,535,915 ‐ ‐ 3,535,915 2,697,533 2022 ‐ 3,535,915 ‐ ‐ 3,535,915 2,521,059 2023 ‐ 3,535,915 ‐ ‐ 3,535,915 2,356,129 2024 ‐ 3,535,915 50,000 ‐ 3,585,915 2,233,128 2025 ‐ 3,535,915 1,800,000 ‐ 5,335,915 3,105,551 2026 ‐ 3,535,915 ‐ ‐ 3,535,915 1,923,303 2027 ‐ 3,535,915 ‐ ‐ 3,535,915 1,797,480 2028 ‐ 3,535,915 ‐ ‐ 3,535,915 1,679,888 2029 ‐ 3,535,915 ‐ ‐ 3,535,915 1,569,989 2030 ‐ 3,535,915 300,000 ‐ 3,835,915 1,591,768 2031 ‐ 3,535,915 ‐ ‐ 3,535,915 1,371,289 2032 ‐ 3,535,915 5,400,000 ‐ 8,935,915 3,238,787 2033 ‐ 3,535,915 ‐ ‐ 3,535,915 1,197,737 2034 ‐ 3,535,915 ‐ ‐ 3,535,915 1,119,380 2035 ‐ 3,535,915 55,000 ‐ 3,590,915 1,062,422 2036 ‐ 3,535,915 ‐ ‐ 3,535,915 977,710 2037 ‐ 3,535,915 1,800,000 ‐ 5,335,915 1,378,902 2038 ‐ 3,535,915 ‐ ‐ 3,535,915 853,970 2039 ‐ 3,535,915 233,100 ‐ 3,769,015 850,716 2040 ‐ 3,535,915 65,000 ‐ 3,600,915 759,602 2041 ‐ 3,535,915 ‐ ‐ 3,535,915 697,094 2042 ‐ 3,535,915 ‐ ‐ 3,535,915 651,489 2043 ‐ 3,535,915 ‐ ‐ 3,535,915 608,869 2044 ‐ 3,535,915 5,400,000 ‐ 8,935,915 1,438,060 2045 ‐ 3,535,915 ‐ ‐ 3,535,915 531,809 2046 ‐ 3,535,915 ‐ ‐ 3,535,915 497,018 2047 ‐ 3,535,915 ‐ ‐ 3,535,915 464,503 2048 ‐ 3,535,915 ‐ ‐ 3,535,915 434,115 2049 ‐ 3,535,915 1,800,000 ‐ 5,335,915 612,249 2050 ‐ 3,535,915 ‐ (8,721,500) (5,185,585) (556,075) Total 25,408,063 106,077,450 16,903,100 (8,721,500) 139, 667,113 60,609,354
Source: Smart Growth America
Smart Growth America | 8/16/2017 | Page 38 Oklahoma City BRT Benefit-Cost Analysis
Table 23 Detail of Benefit, Cost, and Net Present Value Results
Present Value Cumulative Pesent Value Year Benefits Present Value Costs Net Present Value Benefits Cumulative Present Value Costs Cumulative NPV 2017 ‐ ‐ ‐ ‐ ‐ ‐ 2018 ‐ 1,078,721 (1,078,721) ‐ 1,078,721 (1,078,721) 2019 ‐ 1,021,217 (1,021,217) ‐ 2,099,938 (2,099,938) 2020 ‐ 18,843,943 (18,843,943) ‐ 20,943,881 (20,943,881) 2021 5,997,016 2,697,533 3,299,484 5,997,016 23,641,414 (17,644,397) 2022 5,667,452 2,521,059 3,146,393 11,664,468 26,162,472 (14,498,004) 2023 5,356,576 2,356,129 3,000,446 17,021,044 28,518,602 (11,497,558) 2024 5,063,296 2,233,128 2,830,168 22,084,339 30,751,729 (8,667,390) 2025 4,786,586 3,105,551 1,681,035 26,870,926 33,857,280 (6,986,355) 2026 4,525,481 1,923,303 2,602,178 31,396,407 35,780,584 (4,384,177) 2027 4,279,074 1,797,480 2,481,594 35,675,480 37,578,064 (1,902,583) 2028 4,046,511 1,679,888 2,366,623 39,721,992 39,257,951 464,040 2029 3,826,991 1,569,989 2,257,003 43,548,983 40,827,940 2,721,043 2030 3,619,760 1,591,768 2,027,992 47,168,743 42,419,708 4,749,035 2031 3,424,108 1,371,289 2,052,819 50,592,851 43,790,997 6,801,854 2032 3,255,654 3,238,787 16,868 53,848,505 47,029,784 6,818,721 2033 3,096,017 1,197,737 1,898,280 56,944,522 48,227,521 8,717,001 2034 2,944,703 1,119,380 1,825,323 59,889,225 49,346,901 10,542,324 2035 2,801,252 1,062,422 1,738,830 62,690,477 50,409,323 12,281,154 2036 2,665,230 977,710 1,687,520 65,355,707 51,387,033 13,968,674 2037 2,536,225 1,378,902 1,157,323 67,891,932 52,765,935 15,125,997 2038 2,413,853 853,970 1,559,883 70,305,785 53,619,905 16,685,880 2039 2,297,750 850,716 1,447,034 72,603,535 54,470,621 18,132,914 2040 2,187,575 759,602 1,427,974 74,791,110 55,230,223 19,560,888 2041 2,072,079 697,094 1,374,985 76,863,189 55,927,316 20,935,873 2042 1,960,539 651,489 1,309,050 78,823,728 56,578,806 22,244,923 2043 1,854,614 608,869 1,245,746 80,678,343 57,187,674 23,490,668 2044 1,754,380 1,438,060 316,320 82,432,723 58,625,735 23,806,989 2045 1,659,601 531,809 1,127,791 84,092,324 59,157,544 24,934,780 2046 1,569,990 497,018 1,072,972 85,662,314 59,654,562 26,007,752 2047 1,485,266 464,503 1,020,763 87,147,580 60,119,065 27,028,514 2048 1,405,154 434,115 971,039 88,552,733 60,553,180 27,999,553 2049 1,329,404 612,249 717,156 89,882,138 61,165,429 28,716,709 2050 1,257,778 (556,075) 1,813,852 91,139,915 60,609,354 30,530,561 Total 91,139,915 60,609,354 30,530,561 na na na
Source: Smart Growth America
Smart Growth America | 8/16/2017 | Page 39 Oklahoma City BRT Benefit-Cost Analysis
Appendix B STOPS Modeling from Foursquare ITP
Smart Growth America | 8/16/2017 | Page 40 EMBARK Transit System: STOPS Model Results May 5, 2017
Technical Memorandum EMBARK Transit System: STOPS Model Results
The Federal Transit Administration (FTA) Simplified Trips-on-Project Software (STOPS) travel demand model was used to predict the ridership impact of the introduction of new Bus Rapid Transit (BRT) and associated feeder bus service on the existing EMBARK Transit System in Oklahoma City, OK. EMBARK is the bus system of the Central Oklahoma Transportation and Parking Authority (COTPA).
STOPS1 is a limited implementation of the conventional “4-step” travel demand model that replaces the standard “trip generation” and “trip distribution” steps with the Census Transportation Planning Products (CTPP) journey to work (JTW) tables to describe overall travel markets. It also replaces the traditional “coded” transit network with standard transit-services data in the General Transit Feed Specification (GTFS) format2.
Two scenarios were tested during this process that compared projected ridership to ridership on existing service. These scenarios were as follows:
• Scenario #1: Consisted of a BRT system, Route 800, that begins in downtown Oklahoma City at NW 4th Street and Hudson Avenue, travels north on Classen Boulevard, then northwest on Northwest Expressway and terminates at the Meridian Park and Ride lot. It also incorporated the following changes to the existing system: o A new feeder route, Route 810, that continues from the Meridian Park and Ride lot along the Northwest Expressway, then travels north on Council Road, East on Hefner Road, and north on Rockwell Road, terminating at the Francis Tuttle Technology Center. o Reduced frequency on the existing Route 5, from 30-minute service to hourly service, and created Route 510 to supplement Route 5 and to reduce the Route 5’s duplication of BRT Route 800 service along Classen Boulevard. o Planned Streetcar lines– Main Line and Bricktown Loop (Route 555). o A bus stop relocation and minor alignment change on Route 7. • Scenario #2: Consisted of a BRT system, Route 800, that begins in downtown Oklahoma City at 4th Street and Hudson Avenue, travels north on Classen Boulevard, then northwest on Northwest Expressway and terminates at the Park and Ride lot south of the Expressway along the Northwest Passage road. It also incorporated the following changes to the existing system: o A new feeder route, Route 810, that starts from the end of the BRT at Northwest Passage and travels north on Council Road, east on Hefner Road, north on Rockwell Road, east on Memorial Road and terminates at Mercy Hospital east of Meridian Avenue.
1 STOPS version 2.01 was provided by the FTA for use on this project. 2 The STOPS models uses the GTFS to develop Peak and Off-peak transit travel time. Peak includes the morning and afternoon peak periods. Off-peak only includes the midday period; the early morning and late night travel network is not modeled.
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EMBARK Transit System: STOPS Model Results May 5, 2017
o Reduced frequency on the existing Route 5, from 30-minute service to hourly service, and created Route 510 to supplement Route 5, and to reduce the Route 5’s duplication of BRT Route 800. o Planned Streetcar lines– Main Line and Bricktown Loop (Route 555). o A bus stop relocation and minor alignment change on Route 7. Travel demand for both scenarios were forecasted for the current calendar year (2017), as well as the BRT’s planned opening year (2021), 10 years following opening (2031), and 20 years following opening (2041).
Data STOPS is designed to make use of pre-existing data sources on transportation supply and demand for nearly all aspects of the ridership forecasting process. GTFS feeds for each scenario were developed for each scenario as well as a no-build scenario that added the proposed streetcar to the existing services. The following data sources were utilized in the STOPS Model: • 2006-2010 CTTP JTW data • Association of Central Oklahoma Governments (ACOG) population and employment data and projections (2000 - 2040) • ACOG highway travel time and distance matrix (2010 - 2040) • EMBARK Automated Passenger Counter Average Daily Boardings (October 2016) • EMBARK Average Daily Route Ridership (2016) • Park and Ride locations3 • EMBARK GTFS feed (January 2017 – July 2017) • Schedule and route details of the proposed route 800, 810, 510, and streetcar (555).
Calibration
To customize the STOPS model to the EMBARK service area characteristics the following model parameters were adjusted:
• Impedances – Park and Ride and Kiss and Ride time impedances were added to better reflect travel behaviors observed in the 2015 EMBARK On‐Board Transit Survey. • Linked Transit Trips – using the 2015 EMBARK On‐Board Transit Survey targeted numbers of linked transit trips by trip purpose and vehicle ownership were developed (Table 1).
3 Modeled park and rides include: Meridian Avenue/NW Expressway, NW 63rd Street/NW Expressway, INTEGRIS Hospital, United Founders Boulevard, Penn Square, Classen Boulevard/ NW 29th Street, Classen Boulevard/ 22nd Street Garage, NW Passage/ NW Expressway, Rockwell Avenue/ NW Expressway, and Francis Tuttle Technology Center.
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EMBARK Transit System: STOPS Model Results May 5, 2017
Table 1 | Target Linked Daily Transit Trips
Home-Based Work Home-Based Other Non-Home-Based Total 0 Car Households 1,787 1,590 1,279 4,657 1 Car Households 475 423 340 1,238 2+ Car Households 306 272 219 796 Total 2,568 2,285 1,838 6,691
Results The STOPS model was performed on both scenarios for years 2017, 2021, 2031, and 2041. Route-level ridership, district-to-district linked transit trips, and change in in automobile passenger’s miles traveled (PMT) have been summarized in Appendix A.
In the model, both scenarios are projected to increase the system wide ridership by over 3,000 daily weekday riders in the opening year. Comparing the two scenarios, Scenario #2 projected slightly higher ridership at 15,337 daily weekday riders versus 15,234 daily weekday riders in Scenario #1. See Table 2 for system wide and select route ridership.
The combination of BRT and the new feeder route account for approximately 3,000 trips in both scenarios. Of the new ridership generated by these routes, 69 percent is predicted to occur on the BRT in Scenario #1, while in Scenario #2 with the extended BRT alignment, 80 percent of the ridership is predicted to occur on the BRT.
The projected rate of growth of route-level ridership is generally consistent between both scenarios and the no build option. The one exception is on the new feeder route, which is projected to grow 14 percent every 10 years in Scenario #2 and 5-6 percent every 10 years in Scenario #1. These growth rates are significantly lower than what the system has experienced in the past; EMBARK ridership has on average grown three percent a year since FY 2010. The decreased growth in ridership in the model, can most likely be attributed to the ACOG population estimates for the service area, within walking distance to transit, they predict a 4.4 percent growth each decade which constrains the predicted ridership growth in the model.
Table 2 | Projected Weekday Ridership
2021 2031 2040 Scenario Total Total Growth Total Growth No Build System wide 12,070 12,412 3% 12,901 4% Streetcar 1,105 1,120 1% 1,192 6% Scenario #1 System wide 15,235 15,749 3% 16,536 5% BRT 2,254 2,325 3% 2,474 6% New Feeder 1,019 1,070 5% 1,139 6% Streetcar 1,215 1,230 1% 1,332 8%
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EMBARK Transit System: STOPS Model Results May 5, 2017
2021 2031 2040 Scenario Total Total Growth Total Growth Scenario #2 System wide 15,337 15,895 4% 16,747 5% BRT 2,694 2,787 3% 2,968 6% New Feeder 668 762 14% 872 14% Streetcar 1,292 1,306 1% 1,421 9%
Both scenarios showed significant drops in automobile PMT (Table 3). In the opening year, Scenario #1 showed a decrease of 9,370 automobile PMT while Scenario #2 decreased by 11,199; the rate of change between the years was consistent between the scenarios. Despite the similar system ridership projections, the model forecasted a 20 percent greater decrease in automobile PMT for Scenario #2, most likely the result of longer passenger trips on the extended BRT system.
Table 3 | Change in Automobile Passenger Miles Traveled Per Weekday
2021 2031 2040 Scenario Total Change Total Change Percent Change Total Change Percent Change Scenario #1 -9,372 -9,889 5% -10,749 9% Scenario #2 -11,204 -11,894 6% -12,937 9%
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TIGER Discretionary Grant Application: Northwest Corridor BRT Oklahoma City, Oklahoma
October 16, 2017
TABLE OF CONTENTS
I. Project Description...... 1
A. Project Overview...... 1 B. Project Need...... 3 C. Project Components...... 4 D. Background and Context...... 5 E. Past Studies and Current Momentum...... 9 II. Project Location...... 14
A. Geographic Jurisdictions ...... 14 B. Regional Context...... 14 C. Route Specifics...... 15 III. Project Parties...... 16
IV. Grant Funds, Sources and Uses of all Project Funding...... 16
V. Merit Criteria...... 17
A. Primary Merit Criteria...... 17 a. Safety...... 17 b. State of Good Repair...... 19 c. Economic Competitiveness...... 19 Northwest Corridor BRT BRT Northwest Corridor d. Environmental Sustainability...... 21 e. Quality of Life...... 21 B. Secondary Selection Criteria...... 23 a. Innovation...... 23 b. Partnerships...... 23 VI. Project Readiness...... 24
A. Technical Feasibility...... 24 B. Project Schedule...... 25 C. Required Approvals...... 26 D. Assessment of Project Risks and Mitigation Strategies...... 27 VII. Benefit Cost Analysis...... 28 VIII. Cost Share...... 29
IX. Federal Wage Certification...... 30
TABLES Table 1.1 - History of Local Investments in Oklahoma City ...... 6 Table 4.1 - Project Costs and Funding Sources...... 17 Table 5.1 - Public Engagement to Date...... 24 Table 7.1 - Estimated Benefits...... 28 Table 7.2 - Estimated Costs ...... 28
FIGURES
Figure 1.1 - Northwest Corridor BRT Project Location ...... 2 Figure 1.2 - Oklahoma City Transit System ...... 7 Figure 1.3 - COTPA 2030 System Plan...... 10 Figure 1.4 - Station Concept...... 11 Figure 1.5 - Bond Project Investments Near the Corridor ...... 13 Figure 2.1 - Project Location Map...... 15 Northwest Corridor BRT BRT Northwest Corridor Figure 5.1 - Project Area - Current Sidewalk Network...... 17
Figure 5.2 - Trails and Bikeways in Project Area ...... 18 Figure 5.3 - Employment Density in Project Area ...... 20 Figure 5.4 - Population and Job Density Near the Corridor...... 22 Figure 6.1 - Project Schedule ...... 25
City of Oklahoma City I. Project Description A. Project Overview The City of Oklahoma City and the region's transit provider EMBARK have developed innovative and nationally-recognized conceptual plans to build and launch Central Oklahoma's first bus rapid transit (BRT) line. The Northwest Corridor BRT project proposes a nine-mile BRT line, connecting the highly-populated area of northwest Oklahoma City, regional medical and commercial centers, and downtown via the paired urban arterials of the Northwest Expressway and Classen Boulevard. The $31.3 million project includes enhanced stations, park-and-ride facilities to accommodate suburban and rural commuters, BRT vehicles, coordinated sidewalk and pedestrian facilities, bicycle infrastructure, and new traffic signals with signal preemption to improve multimodal mobility in the corridor and to adjacent neighborhoods. EMBARK's BRT premium service will offer extended operating hours, 12-15 minute headways, rapid and direct 30 minute trips from end to end, and new and expanded EMBARK fixed-route service to enhance system connectivity and facilitate coordinated transfer opportunities.
Proposed BRT service would operate for approximately 4 miles on the Northwest Expressway between Meridian Avenue (western point) and Classen Boulevard (eastern point). The Northwest Expressway is a six-lane, major arterial situated on a northwest-to-southeast diagonal that crosses suburban Northwest Oklahoma City and intersects Classen Boulevard at approximately NW 50th Street. Speed limits are posted at 45 mph, with average traffic volume ranging between 34,000 and 60,000 vehicles per day in the project area according to 2016 ODOT traffic counts. West of the Lake Hefner Parkway (State Highway 74), the Northwest Expressway becomes State Highway 3 and extends further northwest beyond the urbanized area boundary into the rural areas and panhandle of Oklahoma. It is the primary and direct road of travel between Oklahoma City and its highly-populated neighborhoods, suburbs, and exurban and rural communities northwest of the city. On an average weekday, 10,000 - 20,000 automobiles travel southeast from various rural points in Canadian and Kingfisher counties via the Northwest Expressway to reach the Northwest Corridor BRT BRT Northwest Corridor metropolitan area. An additional 8,000 travel south from rural Logan County via Highway 74 to reach the Northwest Expressway and points beyond. The Northwest Corridor BRT would also run for approximately 3 miles along Classen Boulevard, between Northwest Expressway (northern point) and NW 13th Street (southern point). Classen Boulevard is a six-lane, major arterial that runs north-south and is located on the western edge of the Central Business District (CBD). In the project area, speed limits are set at 40 miles per hour and traffic volumes range between 25,000 and 44,000 vehicles per day.
For the remaining two miles between Classen Boulevard at NW 13th Street and downtown, the Northwest Corridor BRT would travel on various streets to terminate at the EMBARK Transit Center. Figure 1.1 shows the location of the corridor in Oklahoma City.
Major generators along the route that will be strategically connected include Lake Hefner Park and Trails, Deaconess Hospital, INTEGRIS Baptist Medical Center, Belle Isle Public Library, Penn Square Mall, Oklahoma City University, Uptown 23rd, the Midtown business district, St. Anthony Northwest Corridor BRT BRT Northwest Corridor
Figure 1.1 - Northwest Corridor BRT Project Location Hospital, and downtown Oklahoma City. The corridor is also adjacent to many grocery stores, medical offices and pharmacies, hotels, and parks. The route will interface with major regional transportation facilities - including future park-and-rides near State Highway 3, State Highway 74, and I-44, the downtown EMBARK Transit Center (NW 4th Street and Hudson Avenue) where transfers can be made with over 20 other EMBARK routes, regional bus service to Edmond and Norman, and the downtown streetcar. Connecting with the downtown streetcar is critical in providing a short and direct trip to the Santa Fe Intermodal Transportation Hub, where riders can access other multimodal transportations options including AMTRAK service to Fort Worth, Spokies Bikeshare facilities, and future commuter and passenger rail services to Edmond, Norman, and Tulsa.
This transformative project would be Oklahoma City's third major transit infrastructure investment since 2013 and would be connected to the $121 million locally funded downtown streetcar and the $28.4 million Santa Fe Intermodal Hub (FY 2013 TIGER award) via the streetcar
City of Oklahoma City to maximize multimodal transportation options and community benefit. The City of Oklahoma City has recently-approved local bond funds available to support the Northwest Corridor BRT, yet a TIGER grant is critical for providing the remaining funding to actualize this locally-important and nationally-significant project. B. Project Need For over the past decade, local planning efforts for the Northwest Corridor BRT have focused on developing a practical, cost-effective, and innovative multimodal project that introduces a critical regional transit connection between northwest Oklahoma City and downtown with a coordinated system of pedestrian and bicycle networks to safely provide access to and from BRT and expand its ridership draw from adjoining neighborhoods. First envisioned in 2005, Central Oklahoma Transportation and Parking Authority's (COTPA, now known as EMBARK) 2030 Fixed Guideway Study Plan (FGS) identified the Northwest Corridor BRT as one of seven regional enhanced transit projects critical to meeting the growing transit market. Corridor-based BRT is proposed for the Northwest Corridor due its technical feasibility, projected cost-effectiveness, and quick project timeline in meeting current transit demand through providing rapid and limited-stop enhanced transit in mixed-traffic via the Northwest Expressway and Classen Boulevard. Transit-supportive population and employment density in and around the corridor also make it attractive for BRT service.
The Northwest Expressway and Classen Boulevard are both high-speed, six-lane arterials that together facilitate major regional traffic flow between northwest Oklahoma City and downtown. EMBARK's most popular bus route, #5-Memorial Road, operates north and south on Classen Boulevard and carries more than 1,200 riders per day - representing approximately 10% of its system's daily ridership. However, EMBARK is unable to safely provide transit service using this popular travel pattern and does not operate on the Northwest Expressway because it was designed as a state highway and in its current form does not safely accommodate transit, pedestrian, and bicycle travel. In its current state, the Northwest Expressway lacks critical sidewalks, safe pedestrian crossings and bicycle travel, locations for safe passenger boarding and alighting, and Northwest Corridor BRT BRT Northwest Corridor necessary street treatments and bus pullouts to ensure safe bus movement and station dwelling. These conditions have created a significant gap in EMBARK's transit network, as riders are unable to conveniently reach regional activity nodes and popular destinations along the Northwest Expressway due to the nonexistent pedestrian infrastructure.
Conceptual planning has also identified how the Northwest Corridor BRT would enhance community health through providing improved access to various medical services, healthy food options, and recreational and wellness amenities. The proposed route connects three major hospitals, and would provide direct access to multiple grocery stores, parks, and trails connected to the corridor.
The Northwest Corridor BRT project is purposely designed to address these infrastructure, safety, and community health issues - complete with new stations and coordinated pedestrian and bicycle infrastructure to facilitate safe multimodal movement along and across the Northwest Expressway and Classen Boulevard. Being able to fund and implement these critical infrastructure improvements will allow EMBARK to introduce BRT service to this important corridor and finally provide critical service following this major regional traffic path, further supporting economic development and TODs through better connecting area residents with jobs, commerce, education, services, and opportunity.
C. Project Components Conceptual planning has identified five (5) major capital components of the $31.3 million Northwest Corridor BRT Project necessary to ensure its successful construction, service launch, and community benefit:
Vehicles: Typical of BRT fleets across the nation, the Northwest Corridor BRT will feature a fleet of specially-designed BRT vehicles that will be uniquely styled and branded to communicate its rapid service, stand apart from the EMBARK bus fleet, and provide premium vehicle and cabin amenities to improve the rider experience. Articulated buses will be considered to provide expanded carrying capacity and to most efficiently serve the market.
Stations: The project will include 15-pairs of BRT stations strategically placed and in limited-intervals along the route at major intersections and activity nodes. These stations will resemble rail platforms complete with special BRT route markers, real-time arrival information, passenger shelters and benches, lighting and level-boarding platforms to facilitate ADA access to and from the vehicles. The stations are planned to be placed in existing City and State rights-of-way along the route, with further details to be developed regarding their permanent locations.
Street Improvements and Signal Upgrades: Targeted street improvements and signal upgrades along the route are proposed to assist the Northwest Corridor BRT to safely and efficiently operate in mixed-traffic and achieve rapid travel with a dependable schedule. Since this project will operate without a dedicated fixed-guideway and instead run on existing major arterials BRT Northwest Corridor that carry high volumes of traffic and experience peak-hour congestion, BRT signal priority and street treatments, such as new right-turn/dedicated bus lanes, queue jumps, and bus pull-outs, will give BRT the operational advantages necessary to provide attractive, reliable, and rapid service. These operational advantages will leverage the latest traffic signal technology and design approaches to create a virtual right of way, instead of the more historical BRT design that requires the expense of land acquisition for dedicated right of way. Street and signal improvements will also be designed to facilitate safe pedestrian and bicycle crossings of these major, six lane arterials, allowing passengers the necessary infrastructure to comfortably board and disembark the BRT in both inbound and outbound directions. Opportunities for exclusive bus lanes, as traffic conditions and right-of-way allow, will be considered to help enhance the route's speed and schedule reliability.
Pedestrian and Bicycle Infrastructure: To provide improved access to and from the BRT route, a network of new sidewalk and bicycle infrastructure is planned along and across the route and to and from adjacent neighborhoods
City of Oklahoma City and districts. Many of these improvements are funded and committed through the recently passed 2017 Oklahoma City bond election, including sidewalk improvements along the BRT corridor on Classen Boulevard. These coordinated pedestrian and bicycle improvements are not only necessary to providing safe access to and from the Northwest Corridor BRT, but are also critical to expanding the project's benefits and transit market beyond the corridor into nearby areas.
Park-and-Ride Lots: Park-and-ride lots are proposed at key locations along the route to attract riders and commuters coming into the city from suburban and rural locations. These proposed locations are at the outbound terminus on the Northwest Expressway (State Highway 3) and near the intersection of the Northwest Expressway and State Highway 74 (Lake Hefner Parkway). Further study is planned to determine opportunities to establish park-and-ride facilities in existing right-of-way or through shared parking agreements with existing businesses and entities along the route.
Service Profile: The Northwest Corridor BRT will provide premium service, characterized by extended service hours, 12-15-minute route frequencies, rapid trips running less than 30-minutes from end-to-end, coordinated connections with the rest of the EMBARK transit system and other multi-modal services, and enhanced on-board and station amenities for passengers. D. Background and Context A Growing Community: The City of Oklahoma City is in the midst of a historic development period, as the City and its surrounding region have had significant economic development and population growth in the past two decades that are driving the need for more multimodal transportation options. Oklahoma City is the state's capital and geographic center of the region, with an estimated 2015 Census population of approximately 631,000 in the metropolitan area of 1.4 million residents. Significant population growth is projected in the future, as Central Oklahoma's population is expected to grow by more than 40% between 2010 and 2040 with Oklahoma City
Northwest Corridor BRT BRT Northwest Corridor continuing to lead the way as the state and region's population and economic center according to the Association of Central Oklahoma Governments (ACOG) Encompass 2040 Plan.
Metropolitan population growth has been fueled and supported by a long-period of sustainable economic development that has launched diversified industries, commerce, and employment generators and new housing developments throughout the region. ACOG projects this positive economic development trend is expected to continue, as Central Oklahoma employment is projected to increase by 45% from 2010 to 2040 to support the region's growing population.
Local Investment to Improve Quality of Life: For the past 25 years in Oklahoma City, the growth has been fostered and sustained thanks to continuous local leadership and community ballot support for sales-tax and bond programs designed to enhance quality of life, improve public infrastructure, spur and support economic development, and raise Oklahoma City's national profile. From 1993 to today, Oklahoma City residents have supported a string of consecutive capital improvement sales tax and bond elections to invest over $4.3 billion in infrastructure improvements in the community. Attuned to the interests and needs of the community, many of these public improvements have been designed to enhance quality of life through improved transportation facilities - including targeted efforts to expand, enhance, and connect pedestrian, bicycle, and transit infrastructure and networks.
This strategic and dedicated wave of public investment began in 1993, when voters approved a one-cent sales tax known as Metropolitan Area Projects (MAPS) to finance $350 million in public improvements in the urban core. The successful planning and implementation of these iconic projects - construction of the Bricktown Ballpark, the Bricktown Canal, Chesapeake Arena, a new downtown library, and improvements to the Myriad/Cox Convention Center, the Civic Center, the state fairgrounds, and the Oklahoma River - inspired a rebirth of the City's central business district and launched a 20 year period of public and private community investment. Following the original MAPS program, MAPS 2 (also known as 'Maps for Kids') funded $721 million in capital improvements for Oklahoma City area public schools. MAPS 3, approved by voters in 2009, is currently providing $777 million to implement transformative municipal projects including a new downtown convention center, the new 70 acre downtown public park (Scissortail Park), the $121 million downtown streetcar, new senior health and wellness centers, new sidewalks and trails, and improvements to the Oklahoma River and state fairgrounds. An extension of MAPS 3 just passed in September 2017 that will provide additional capital funding of $240 million targeted for street, traffic signal, and sidewalk improvements.
Coupled with the MAPS program commitments, residents have also approved three successive local bond packages (2000, 2007, and 2017) providing over $2.1 billion in critical infrastructure improvements in the community. A $160 million Tax Increment Financing (TIF) district program, known as Project 180, recently redesigned and overhauled downtown streets and public spaces to improve walkability and livability. These sequential investments are shown in Table 1.1. Table 1.1 - History of Local Investments in Oklahoma City Funding Package Year Totals MAPS 1 1993 $350,000,000 2000 Bond 2000 $340,400,000 BRT Northwest Corridor MAPS 2 2001 $721,000,000 2007 Bond 2007 $835,500,000 MAPS 2 Extension 2008 $121,000,000 MAPS 3 2009 $777,000,000 2017 Bond 2017 $967,400,000 MAPS 3 Extension 2017 $240,000,000 Total $4,352,300,000 In Oklahoma City, the economic development impacts of these significant public investments are especially evident downtown and along corridors and in neighborhoods conveniently linked to downtown. Downtown has seen an influx of activity and development, including new high-rise office towers, condos and apartments, local restaurants and shops, entertainment venues, and hospital expansions. Not surprisingly, downtown's economic development has radiated to the near northwest part of Oklahoma City along Classen Boulevard and the Northwest Expressway - two major arterials that together provide direct and convenient automobile access between
City of Oklahoma City well-established urban and suburban neighborhoods, regional commercial centers, hospitals, and downtown. Along these corridors, new developments are rapidly occurring and bringing increased population, employment, and multimodal transportation demand.
Overview of Transit System in Oklahoma City: Established in 1966, the Central Oklahoma Transportation and Parking Authority (COTPA) - dba EMBARK transit - is a joint City of Oklahoma City department and public trust responsible for planning, constructing, owning and operating passenger transportation systems and downtown parking facilities. EMBARK provides a diverse family of multi-modal transit services to the greater Oklahoma City area. Services include fixed- route bus service (22 routes), ADA paratransit service, river ferry transit service, vanpool, and the Spokies bike share service. EMBARK will manage daily operations of the locally-funded $121 million downtown streetcar which begins service in 2018. EMBARK is the region's designated recipient of FTA funds and is in full compliance with all FTA programs.
The EMBARK bus system is primarily a hub-and-spoke system, with a service design that includes 20 routes connecting at its downtown transit center and radiating in all directions throughout the community to reach multiple neighborhoods, activity nodes, and destinations. Route service is focused on arterial streets to directly serve major activity nodes and for ease of customer use and operations. Besides Oklahoma City, the EMBARK system also provides bus service and connections to the neighboring communities of Midwest City, Norman, Spencer, The Village, and Warr Acres. The EMBARK system is
QUAIL SPRINGS PKWY
NW 140TH ST Quail JOHN KILPATRICK TURNPIKE Springs Mall LEGEND 005 Mercy Health W MEMORIAL RD also coordinated to facilitate transfers MARTIN Center PARK Map Symbols Weekday & Saturday Routes MCAULEY BLVD 74 023 Bus Route 002 Coltrane
N MAY AVE N MAY Línea de autobús 003 N Kelley NW 122ND ST NW 122ND ST No Stops Along Highway MERIDIAN AVE John Marshal HS 005 Memorial Rd Sin paradas a lo largo de autopista 007 N May with the two suburban bus systems in Direction of Route 008 N Penn/NW 63rd Dirección de ruta 77
N PENN AVE 009 W Reno Crosstown 40 152 Highways W HEFNER RD Autopistas 010 N Portland 011 29th St Crosstown
Transit Center Clinic/Hospital 012 S May Centro de tránsito Hospital 013 S Western/I-240 Crosstown Centennial LAKE HEFNER McBride High School the region - Citylink in Edmond and Orthopedic Buy Passes Here Library 13N S Western Hospital N KELLEY AVE N EASTERN AVE N WESTERN AVE Comprar pases aquí Biblioteca 014 SE Bryant/Sunnylane W BRITTON RD E BRITTON RD River Cruises School 016 S Penn River Cruises Escuela 022 Martin Luther King 018 Place of Interest College/University 023 23rd St Crosstown 005 Lugar de interés Colegio/Universidad 23N 23 Crosstown Night SERVICE RD State Capitol Shopping Center CART (Cleveland Area Rapid Transit) 74 038 10th St Crosstown State Capitol Shopping Center W WILSHIRE BLVD W WILSHIRE BLVD E WILSHIRE BLVD 040 S Walker Night Route Night Route NE 70TH ST NORTHWEST EXPY Weekday-Only Routes Scale is approximate NE 69TH ST N KELLEY AVE 015 Midwest City Warr Acres AVE N MAY National Guard Millwood HS LYREWOOD LN Library Independence Training Institute 018 Lincoln N PORTLAND AVE Charter MS N WESTERN AVE in Norman. Service is provided with NW 63RD ST NW 63RD ST NE 63RD ST 008 022 019 Spencer NE 63RD ST AVE N PROSPECT N ROCKWELL AVE French Market 77 NE Health & Buy For NW 59TH ST Juvenile Justice Wellness Campus Less Center
Warr Acres MLK AVE 44 N BRYANT AVE
N TULSA AVE Integris Centennial 35 DOLESE Baptist Plaza Belle Isle Penn Square Remington YOUTH Deaconess Library Mall Bishop Park
Hospital N PENN AVE N MACARTHUR BLVD PARK Hospital McGuiness a modernized fleet of 59 CNG, hybrid, NW 50TH ST NE 50TH ST RHODE ISLAND AVE Science Museum
N INDEPENDENCE AVE N INDEPENDENCE & Zoo NW 50TH ST Mayfair Village 235 010 007 008 005 LINCOLN PARK GOLF COURSE 66 NE 41ST ST 39TH ST N MERIDIAN AVE Oklahoma Sports Metro Tech N WESTERN AVE N LINCOLN BLVD 66 44 Hall of Fame N PROSPECT AVE Spring Lake
Campus ADAIR ST and clean-diesel buses, and ridership NW 36TH ST NE 36TH ST NE 36TH ST 003 019 NW 36TH ST MEMORIAL NE 36TH ST PARK WILL Mary ROGERS Harding 018 Mahoney
PARK N CLASSEN BLVD Charter HS Spencer NE Academy N POST RD NW 30TH ST NE 30TH ST Star Spencer SPENCER RD
Portland AVE N MAY HS N HIWASSEE RD N KELLY AVE MLK AVE Windsor Plaza N ANDERSON RD N BRYANT AVE N COLTRANE RD Shopping Northwest Shepherd N WEISTMINSTER RD N ROBINSON AVE Northwest Corridor BRT BRT Northwest Corridor Center N PORTLAND AVE Classen HS Mall History Taft MS Oklahoma City-County Center Health Dept. continues to steadily climb with an NW 23RD ST NW 23RD ST NW 23RD ST City University NW 23RD ST NE 23RD ST 23N 019 023 023 23N GRAND NE 002 NE 23RD ST Ralph Classen HS NE 21ST Ellison 44 235 Library NE 20TH ST Plaza District NW 16TH ST NW 16TH ST NW 16TH ST 010 VA Medical Ctr. NE 16TH ST N SOONER RD 005 NE 16TH ST N MIDWEST BLVD 008 N DOUGLAS BLVD N COUNCIL RD 023 010 NW 13TH ST N AIR DEPOT BLVD 35
007 AVE PEACHTREE
23N NE 13TH ST MLK AVE N MAY AVE N MAY average ridership of 11,000 per weekday N VILLA AVE NW 10TH ST NW 10TH ST NW 10TH ST NW 10TH ST OU Medical Ctr. NE 10TH ST NE 10TH ST 038 038 002 & Children’s Fairground LINWOOD BLVD 003 23N Hospital Midwest City Heartland NE 8TH ST Douglass
LINCOLN BLVD MS-HS Baptist College OSU- City Arts 015
OKC Center N LOTTIE AVE 009 NW 5TH Transit Center 018 NE 4TH ST NORTH CANADIAN RIVER 038 N PENN AVE See inset on the back 022 NewView NW 4TH Del City
N VIRGINIA AV W MAIN ST N MERIDIAN AVE S PORTLAND AVE N ROCKWELL AVE
Francis Tuttle N MACARTHUR BLVD 011 N VILLA AVE Midwest City Midwest City Tech Center Library in 2017, representing an 11% increase DR CENTER GREENFIELD Indian Clinic 015 Regional Hospital W RENO AVE W RENO AVE W RENO AVE E RENO AVE Greyhound 009 The Outlet Goodwill 015 E RENO AVE SW 3RD ST Platt College SW 3RD Bricktown Shoppes White Exchange Landing Water Bay Landing SW 4TH 40 REGIONAL 40 RIVER PARK PARK 013 40 EXCHANGE AVE Regatta Park Reno Mini Hub 011 012 016 13N Landing N MIDWEST BLVD Meridian WHEELER N DOUGLAS BLVD Stockyards Landing PARK SE 15TH ST SE 15TH ST since 2014. The current system map is OKLAHOMA RIVER City 014 SW 15TH ST 040 SW 15TH ST S ROBINSON AVE
22ND N AIR DEPOT BLVD WESTWOOD 35 21ST N SOONER RD
SW 17TH S BYERS AVE Rose State S HIGH AVE S MAY AVE S MAY S PENN AVE College S AGNEW AVE S CENTRAL AVE S SHIELDS BLVD SCHILLING S WESTERN AVE 23RD PARK ADAIR BLVD S GRAND BLVD SW 25TH ST SW 25TH ST SE 25TH ST 015 S WALKER AVE
Capitol HAR DR
Jackson KENTUCKY AVE 011 SE 29TH ST shown in Figure 1.2. S PORTLAND AVE Hill Library SW 29TH ST MS SW 29TH ST SE 29TH ST 011 Buy For 40 Less OLIVER WOODSON PARK TROSPER NEWCASTLE RD PARK SW GRAND BLVD SE GRAND BLVD PARK Buy For Less 012 Capitol
Hill HS S SHIELDS BLVD 152 Integris SW EAST AVE S MAY AVE S MAY Medical Ctr. SE 44TH ST SE 44TH ST SW 44TH ST 014 S BRYANT AVE S BRYANT
Metro Tech SW 51ST ST U.S. Grant HS SERVICE RD Bryant Campus 152 Southeast HS S HIGH AVE SE 51ST ST SW 51ST ST S PENN AVE S EASTERN AVE S AGNEW AVE S WALKER AVE S SANTA FE AVE S WESTERN AVE S SUNNYLANE RD
Buy For SE 59TH ST SE 59TH ST In the past decade, the City and EMBARK SW 59TH ST SW 59TH ST Less Almonte 013 Library Valley 016 13N 040 SERVICE RD SE 66TH ST Brook S MAY AVE S MAY 74 South WesternView Southern Shopping Ctr. Shopping Ctr. Oaks Library Plaza
S PORTLAND AVE 35 Mayor 44 SW 74TH ST 240 have undertaken a series of strategic SW 74TH ST Oklahoma City 012 Community 013 College SW 87TH ST S PENN AVE S WALKER AVE S WESTERN AVE SW 89TH ST SW 89TH ST
S KENTUCKY AVE Brookwood 13N Shopping Ctr. and successful initiatives designed to 040 EFFECTIVE 08/2017 SW 104TH ST SW 104TH ST improve the existing EMBARK transit system for current riders and to Figure 1.2 - Oklahoma City Transit System attract new riders. Concerted efforts have been targeted at making the EMBARK bus service more attractive, more convenient, and easier to understand and use. Such service and capital improvements have included a redesign of the bus system to better meet market demand and improve trip directness and speed, increased frequencies with clock-faced headways to improve transfer connections and make schedules easier to understand, expanded service hours including the introduction of evening service, installation of over 2,000+ new highly-visible bus stop signs, bus stop improvements complete with ADA treatments and new passenger amenities, the refurbishment of the downtown transit center, the introduction of CNG buses, various technology upgrades, and new branding to refresh and elevate EMBARK's presence in the community. These critical service and capital improvements reflect the City and EMBARK's long-standing recognition of the importance of transit in the community and financial commitment to sustaining and improving transit services.
“Oklahoma City has experienced a renaissance over the past 10 years. We quickly realized that our renaissance must be extended to our public transit system. We are creating neighborhoods and districts with distinct personalities, a thriving and diverse business economy and the types of adventures you can’t find in every other city. We must also have a modern transit system to connect it all.” -Oklahoma City Mayor, Mick Cornett
EMBARK's continuous efforts to improve services, attract new riders, reach new markets and destinations, and advance innovative multimodal projects are making a difference in the community and have raised the local and national profile of transit in Oklahoma City. This was further evidenced in 2016, as EMBARK received the American Public Transportation Association's highest recognition for a public transit system - the 2016 'North America's Outstanding Public Transportation System' award for systems providing 4 million trips or less annually.
“Oklahoma City has purposefully reinvented itself; from our economy to our quality of life. Our public transit system is a key part of that continued growth and vitality. I congratulate EMBARK and its Board, Mayor Cornett and our City Council on this national award and commend their vision. The modernizations to OKC’s public transit have resulted in incredible gains in ridership.” BRT Northwest Corridor -U.S. Senator Jim Inhofe, chairman of the Senate Environment and Public Works Committee.
Current Transit Challenges: Though the City and EMBARK have made significant strides in improving existing transit services, there are unique challenges in Oklahoma City to effectively expanding the transit system and its reach and benefits in the community:
Geography: Oklahoma City has a very large land area of 620 square miles, with 40% of its land area undeveloped or rural. However despite growing interests for transit in new suburban and rural areas of the City, it is currently not feasible or cost effective for the EMBARK system to provide service across the entire city. Therefore, the EMBARK system is purposely designed and continuously assessed to provide service in areas that have a transit market. The area around and activity nodes along the BRT corridor have existing transit-supportive employment and population density.
City of Oklahoma City Development Density: Established during the Land Run of 1889, Oklahoma City is a newer city and developed in a low-density, outward pattern that was well-suited for automobile travel. Transit is most effective when it connects areas of density and activity nodes. In Oklahoma City, the dense areas seeing even more development are primarily limited to the CBD, urban core, along primary arterials that connect to downtown and where EMBARK concentrates its service; Classen Boulevard and Northwest Expressway are examples of these types of arterials primed for enhanced transit.
Lack of Sidewalks and Pedestrian Infrastructure: Safe access to and from transit relies on a coordinated network of sidewalks and street crossings, and many of these facilities are currently lacking in the older suburban parts of the City that are in close proximity to transit routes and downtown. Funding and implementing sidewalk improvements is a City priority and is critical to supporting and providing multimodal transportation options and seamless connectivity to transit services. The Northwest Corridor BRT project includes pedestrian and bicycle infrastructure to serve as last mile connections to the BRT route.
Competition with the Automobile: Oklahoma City is a relatively easy city for automobile travel, with minimal congestion and an abundance of cheap parking. To attract choice riders and offer a competitive product to the automobile, transit needs to incorporate enhanced design strategies and technology to be fast and reliable. The Northwest Corridor BRT will utilize advance TSP, targeted roadway treatments, and limited stops to launch the region's first rapid bus service.
Lack of Dedicated Local Funding: Currently there is no dedicated regional revenue source for transit operations, and EMBARK services are annually funded through the City's general operating fund. Yet, transit is a priority for the City of Oklahoma City as evidenced by the City Council adopting a resolution to develop a transportation system that works for all residents and operational budget increases of approximately 10% since 2014. Its steady and growing local funding commitments over the years have allowed EMBARK to sustain, improve, and incrementally expand service
Northwest Corridor BRT BRT Northwest Corridor levels as appropriate to meet growing transit demand. The City is committed to budgeting for the enhanced and expanded transit service and maintenance expenses that will come with this locally important project. National Competition for Funding: Despite its recent and continuous successes in advancing many transit improvements in Oklahoma City, the City and EMBARK have been at a disadvantage when competing against many other cities with larger metropolitan populations and established transit systems for federal funding. Hence, Oklahoma City opted to locally fund its $121 million downtown streetcar to expedite an immediate and critical transit need, but will need federal assistance to implement other enhanced transit projects in the community - including the Northwest Corridor BRT - and further leverage these local investments.
E. Past Studies and Current Momentum The Northwest Corridor BRT is not a new concept; local and regional officials first identified the corridor in 2005 and have been collaboratively planning with partners since. Each planning effort described in this section has built upon one other and incorporated public engagement and technical analysis throughout. Central Oklahoma Transportation and Parking Authority (COTPA) 2030 Fixed Guideway Study Plan (2005): This plan identified transportation solutions to improve connections within the Oklahoma City metropolitan area. The resulting system plan vision identified different transit opportunities, including BRT service as shown in Figure 1.3. The BRT corridor on Classen Boulevard and Northwest Expressway is included, and thus the idea of a multimodal corridor along the two roadways was developed. Factors that were considered before putting the corridor into the plan included cost effectiveness, land use compatibility, synergy with existing regional transit systems, and service frequency, among others.
Central Oklahoma Transportation 2nd & Parking Authority )"9 Fixed Guideway Study
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XY Bus Rapid Transit Stations 1. Kilpatrick Station L Broa a 2. Council Station Legend (!1 k e
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(!6 11. MacArthur Station Classen (!7 12. Meridian/Reno Station Æb Intermodal Center 39th 13. Fairgrounds Station Æa Meridian (Special Event) Downtown Transit Center MLK 14. Western Station 23rd 15. 15th Street Station Æb Santa Fe Station (!8 )"6 16. 29th Street Station 17. 54th/Meridian Station Commuter Rail 18. Airport Station Æa Bus Rapid Transit (BRT) )"10 Reno 19. FAA Station Reno Æb )"11 20. May Station (!9 (!10 (!11 (!12 (!13 (!14 Æb XY XY 21. Pennsylvania Station Modern Streetcar 40 ¨¦§ 22. Shields Station (!15 23. 59th Street Intermodal Enhanced Bus Service
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Shield ¨¦ 2. Norman Station (!17 5 59th 23rd Corridor Newcastle (!20 (!21 (!22 )"(! 3. Tecumseh Station 23 4. 4th Street Station Airport Corridor (!19 (!18 5. 59th Street Intermodal Highway 152 240 ¨¦§ Station Central Corridor XY 6. 23rd Station 7. 63rd Street Station Edmond Corridor 8. Memorial Station AT-A-GLANCE 9. Edmond Station I-240 Corridor 35 10. MLK Station Downtown Line (D LIne) ¨¦§ 4.86 Miles of Service Line 11. Sooner Station Kilpatrick Corridor 12. Tinker Station 12-14 Minute HeadwaysStanton L Young (!16 ¨¦§44 134th Midwest City/Tinker Corridor Bricktown(!17 Loop(!15 (B LIne) )"4 Modern Streetcar Stops 10th 2.04 Miles of Service Line (!14 Norman Corridor !22 (!21 (!20 (!19 (!18 15 Minute Headways ( Sooner 1. Myriad Gardens (!13 2. Library Northwest Corridor Capital Cost 24th (!23 (!12$131 Million 3. Transit Center 4. Federal Courthouse Mustang Westside I-44 Corridor binson XY Number of Stops 5. Broadway Avenue (!24 Ro State Highway 37 22 sheltered stops 6. Automobile Alley Yukon Corridor Downtown Transit Æa(!1 (!11 Lincoln 7. Campbell Art Park Center (!2 4th Fleet 8. North Hudson 7 Brookville Liberty Model Modern 9. Dewey Avenue (!3 (!10 Streetcars (5 in service / 2 Spare) ¤£77 )"3 10. Midtown Funding 36th/Telephone 11. NW 10th Street
Walker (!4 Locally through MAPS 3 12. Law School Walnut one-cent temporary sales tax XY 13. Memorial Museum (!5 (!9 14. Business District Current Status Construction 15. Century Center Santa Fe Station (!6Æb ± Reno 16. Bricktown (!8 Opening Year Main Late 2018 Council )"2 17. Mickey Mantle Proposed Boulevard 18. East Bricktown (!7 Æb 19. Ballpark 036 )"1 20. Santa Fe Hub Miles Intermodal 21. Arena
hields Center 22. Scissortail Park Union Station S Æb as of 9/2017 1 inch equals 2,500 feet ±
Figure 1.3 - COTPA 2030 System Plan BRT Northwest Corridor
Public Health and Transportation Corridor Planning Framework (2014): The Northwest Corridor BRT Project was selected by the USDOT as one of five U.S. locations to beta test a framework that integrates healthy principles into corridor planning projects. As part of this beta test, EMBARK established a Health Advisory Focus Group and engaged stakeholders to identify goals that incorporated public health initiatives. The goals that were developed as part of this process can be summarized as increased physical activity, improved access to health resources, improved air quality, expanded access for transportation-disadvantaged populations, and increased safety of non-motorized users.
Smart Growth America Transit-Oriented Development (TOD) Assessment (2016): After the conclusion of the health in planning beta test, EMBARK was one of nine agencies selected by FTA and Smart Growth America for a TOD study assessment along the corridor. The study included recommendations to improve the pedestrian and bicycle infrastructure and connectivity along the Northwest Corridor to support transit and further prime the corridor for TOD.
City of Oklahoma City PlanOKC (2016): The updated comprehensive plan for Oklahoma City focuses on seven 'big ideas.' One of these big ideas is to 'develop a transportation system that works for everyone.' Specifically the plan supports mode choice and improved public health by providing better facilities for active transportation. Another big idea is to 'build an urban environment that facilitates health and wellness.' This involves creating infrastructure and land use patterns that encourage active lifestyles. These big ideas and several goals, strategies, and initiatives found in the plan are directly related to goals of the Northwest Corridor BRT Project - multimodal connectivity, accessibility, and public health. The PlanOKC goals that are most relevant to the objectives of the Northwest Corridor BRT Project are:
- Oklahoma City's transportation system is safe, convenient, and provides a variety of interconnected modes. - People have convenient access to an efficient and effective transit system that connects them to their daily activities and is valued as a public benefit. - Social, physical, and economic health are enabled by an efficient, diverse, and integrated land use mix and supported by an interconnected transportation system. - Citizens have access to a variety of transportation choices to serve their daily needs.
PlanOKC also included recommendations to preserve prime agricultural and rural land in the City through focusing development in established corridors that can be connected and supported by transit.
Oklahoma City Bus Rapid Transit Benefit Cost Analysis (2017): Smart Growth America completed the BCA for the Northwest Corridor BRT utilizing standards and measurements established by the USDOT. According to the analysis, monetized benefits include travel time savings, mode shift savings, auto operations & maintenance savings, auto fuel savings, emissions reductions, roadway safety savings, and bicycle and pedestrian safety savings. Additionally, non- monetized benefits discussed in the report are improved real estate values, increased land use
Northwest Corridor BRT BRT Northwest Corridor productivity, better traffic signalization, safer roadway design, better transportation reliability, and added social equity. The BCA calculated expected life-cycle costs and benefits over a 30 year period and overall, determined that the proposed project has a benefit-cost ratio of 1.5 using a 7% real discount rate. This means that the project benefits exceed project costs and has a net present value of $30.5 million over the 30-year analysis period.
Northwest Multimodal Transportation Corridor Concept Plan (2017): The culmination of all of these studies is the concept plan that is currently being revised as of Fall 2017. The concept plan incorporates the findings and recommendations from the previous planning efforts and discusses next steps that are required to implement the project. Community workshops were held to seek input on the concept plan and a technical assistance report was developed by the University of Oklahoma Institute for Quality Communities (IQC) under contract with EMBARK. Figure 1.4 - Station Concept The technical report evaluated three high-priority intersections along the proposed BRT corridor that could support TOD and developed typical intersection station concepts as shown in Figure 1.4. Next steps include interim implementation projects like improvements to traffic signals and existing bus stops, planning and design, NEPA, and finalizing funding sources. The final concept plan is expected to be completed this fall.
Other Transportation Investments: In addition to previous studies completed for the Northwest BRT Corridor, it is also important to discuss transportation investments that EMBARK and Oklahoma City have made along and near the proposed multimodal corridor.
Oklahoma City Streetcar: A 4.8 mile long streetcar route is currently being constructed to serve the Midtown, Business District, and Bricktown areas of the urban core. There are 22 total stops along the line, one of which is the EMBARK Transit Center that serves as the downtown transit center from which the Northwest Corridor BRT will originate. Another stop is the Santa Fe Intermodal Transit Facility which will have frequent connections to the Northwest Corridor BRT. The $121M project is entirely locally-funded through the voter approved one cent MAPS sales tax previously discussed.
Intermodal Transportation Hub: In 2013, Oklahoma City received TIGER funding to enhance the existing Santa Fe Station in downtown and transform it into a $28.4 million intermodal hub to serve existing and future regional transportation investments. The city, ODOT, and ACOG put in a total of $14.8 million and the awarded TIGER grant was $13.6M. The renovated building and exterior pedestrian plaza will be complete this fall with an open house for the public scheduled for December 2017. The proposed Northwest Corridor BRT originates at the EMBARK Transit Center and will be directly connected to the Santa Fe Station via the downtown streetcar service. This critical streetcar connection to Santa Fe Station will provide access to expanded inter-city, regional, and local mobility options, including - commuter rail, enhanced Amtrak, and high speed rail service. Northwest Corridor BRT BRT Northwest Corridor General Obligation Bond Projects: Oklahoma City has had successful bond packages in 2007 and earlier this year in 2017. The 2007 bond package totaled $835.5 million and within a half mile of the Northwest Corridor BRT Project the city has invested $47 million in implementing bond projects. Additionally, the 2017 bond package totaled $967 million and within a half mile of the corridor the city plans to invest $34 million in implementation of the projects. The types of projects funded by the bond package include streets and sidewalks, parks and recreation, traffic control, transit, and other public infrastructure. Figure 1.5 shows the location of 2007 and 2017 bond package projects near the corridor.
City of Oklahoma City Northwest Corridor BRT BRT Northwest Corridor Figure 1.5 - Bond Project Investments Near the Corridor
Bicycle and Pedestrian Projects: The 8.15 mile Will Rogers Trail was funded as part of a $39.5 million MAPS 3 trail project package. This trail, scheduled for completion in 2017, will connect the existing Lake Hefner trails just north of Northwest Expressway and Meridian Avenue to INTEGRIS Baptist Medical Center, Will Rogers Park, State Fair Park, and end at the existing Oklahoma River Trails. The trail will cross Northwest Expressway at the end of the Northwest Corridor BRT line, which will create a significant multimodal access point. Oklahoma City is also undergoing their first comprehensive pedestrian and bicycle plan called 'bikewalkOKC' which will call for more intermodal connections.
EMBARK Transit Service Analysis: In 2013, EMBARK commissioned a Transit Service Analysis (TSA) that evaluated the existing EMBARK fixed-route system, provided alignment and schedule recommendations to make the service more attractive and efficient, and identified future service improvements for implementation as funding resources become available. Paired with a new marketing plan to launch the new EMBARK brand to the community, the TSA route alignment and schedule improvement plans were successfully implemented and resulted in increased and sustained ridership. Route schedules were set on clock-face headways to simplify schedules for riders and maximize transfer connections at transit centers, with many routes being upgraded to 30-minute service frequencies.
EMBARK continues to use the TSA recommendations to incrementally improve services as funding and opportunity allow. For example, EMBARK introduced weeknight service on two routes in 2015, and expanded night service to two other routes - including Route #5-Memorial Road that operates on Classen Boulevard - in 2016. As rider demand and operation funding increases, EMBARK expects to continue improving schedule frequencies and expanding night service. Implementing these TSA service improvement strategies continue to raise the profile of transit in the community.
Regional Transit Dialogue: There is continuous interest and ongoing study among local municipalities, including Oklahoma City, to establish a new regional transit authority and secure a dedicated regional funding mechanism to plan, build-out, and operate a high-capacity regional transit system in Central Oklahoma. The cities of Del City, Edmond, Moore, Midwest City, Oklahoma City, and Norman, the Greater Oklahoma Chamber of Commerce, and the Association of Central Oklahoma Governments are supporting these important efforts to expand and operate enhanced regional transit services.
II. Project Location A. Geographic Jurisdictions For geographical reference, the entire Northwest Corridor BRT project is located within the following jurisdictions: - State: Oklahoma - Urbanized Area: Oklahoma City Urbanized Area, regional population of 1.4 million (2015 Census)
- County: Oklahoma County, population of 777,000 (2015 Census) BRT Northwest Corridor - City: Oklahoma City, population of 631,000 (2015 Census) - Oklahoma City Council Wards: 1, 2, and 6 (3 of 8 City Council Wards) - Congressional District: Oklahoma's 5th Congressional District, Representative Steve Russell
B. Regional Context The Northwest Corridor BRT project is located within the Oklahoma City Urbanized Area and the city limits of Oklahoma City, and proposes a nine-mile route alignment with coordinated pedestrian and bicycle infrastructure connecting Northwest Oklahoma City and downtown as shown in Figure 2.1. The enhanced transit route would follow a primary regional traffic pattern on two major arterials in the metropolitan area - the Northwest Expressway and Classen Boulevard - and directly connect regional employment and medical centers, suburban neighborhoods, urban neighborhoods and the CBD. The Northwest Expressway and Classen Boulevard pairing is an attractive and competitive regional travel option to quickly travel between and along the highly populated northwest part of the region and downtown as opposed to using congested interstates.
City of Oklahoma City C. Route Specifics For further context about the project location, the following are detailed street alignments of the proposed Northwest Corridor BRT project:
Inbound/Southbound Service: Inbound trips from Northwest Oklahoma City would start at Meridian Avenue and the Northwest Expressway and travel south to Northwest Expressway and Meridian, east of 63rd and then southeast on the Northwest Expressway and then south on Classen Boulevard to NW 13th Street. From NW 13th Street and Classen Boulevard, the route would travel east on NW 13th Street, south on Classen Drive, east on NW 10th Street, and southeasterly to Hudson Avenue to its terminus at the EMBARK Downtown Transit Center (NW 4th Street and Hudson Avenue). Northwest Corridor BRT BRT Northwest Corridor
Figure 2.1 - Project Location Map Outbound/Northbound Service: Outbound trips from downtown would begin at the EMBARK Transit Center (NW 4th Street and Hudson) and travel west on NW 4th Street, north on Walker Avenue, west on 10th, north on Dewey to stop across from the streetcar platform, northwest on Classen Drive, west on NW 13th Street, north on Classen Boulevard, northwest on the Northwest Expressway, and south on Meridian Avenue to the end of the line.
BRT Stations: Fifteen station pairs are proposed to be located within existing city right-of-way along the route, as depicted in the project location map.
Park-and-Ride Lots: Proposed locations are at the outbound terminus on the Northwest Expressway (State Highway 3) and near the intersection of the Northwest Expressway and State Highway 74 (Lake Hefner Parkway). Further study is planned to determine opportunities to establish park-and-ride facilities in existing right-of-way, partially through GO bonds, and through shared parking agreements with existing businesses and entities along the route. See the project location map for proposed locations. III. Project Parties The City of Oklahoma City through its public transportation and parking department (Central Oklahoma Transportation and Parking Authority dba EMBARK) is the project sponsor for the Northwest Corridor BRT. Please see the 'Partnerships' discussion in the 'Merit Criteria' section for more information on stakeholders and project partners that will continue to be engaged in moving this project forward. IV. Grant Funds, Sources and Uses of all Project Funding The Northwest Corridor BRT costs are based upon capital estimates determined during concept planning and BCA efforts for BRT on the corridor. The proposal submitted for TIGER funding includes additional coordinated pedestrian, bicycle, street, and signal infrastructure projects that will further enhance this project's community impact. Northwest Corridor BRT BRT Northwest Corridor Full implementation of the Northwest Corridor BRT, including its critical and coordinated multimodal components, is estimated at $31.3 million. The City is prepared to commit approximately $13 million through a combination of local sources and is requesting $17.5 million in TIGER discretionary funding to fully actualize this transformative project. The $13 million in City commitment includes 1.) $7.935 million in recently passed GO Bond funds, 2.) $1.35 million in Special Limited-Term Sales Tax funding, and 3.) $700,000 in COTPA Capital and Operating Reserves. FTA Section 5307 funding of approximately $800,000 will also be used to help offset the design and engineering costs. Table 4.1 outlines the costs and proposed funding sources.
With the $121 million streetcar and the $28.4 million Santa Fe Intermodal Hub, the Northwest Corridor BRT would be Oklahoma City's third major transit capital investment in the last five years totaling over $180 million in transportation infrastructure investment. Collectively these projects will have been supported by only $33 million in federal funds to construct and implement due to the City's local funding commitments. The City is committed to continuing to improve multimodal transportation infrastructure and options, and a TIGER discretionary grant is necessary for this project to be implemented.
City of Oklahoma City Table 4.1 - Project Costs and Funding Sources FUNDING SOURCES PROJECT CAPITAL COSTS Committed Local Federal Sources Funding Sources Other Components Costs GO Bond 5307 TIGER Local Vehicles $5,400,000 $5,400,000 Stations $5,175,000 $2,000,000 $3,175,000 Signal Improvements & Upgrades $5,650,000 $2,000,000 $3,650,000 Pedestrian & Bicycle Infrastructure $6,985,000 $535,000 $1,350,000 $5,100,000 Park & Ride Facilities $2,740,000 $500,000 $2,240,000 Subtotal Capital Costs $25,950,000 Subset Capital Costs - A&E Eligible $18,585,000 A&E (8% of subset) $1,487,000 $700,000 $787,000 Contingency (15% of project total) $3,892,000 $500,000 $3,392,000 TOTALS $31,329,000 $10,935,000 $2,050,000 $787,000 $17,557,000 Project Share 34.9% 6.5% 2.5% 56.0% Local/Federal Share Split 41.4% 58.6% V. Merit Criteria A. Primary Merit Criteria a. Safety Both Classen Boulevard and Northwest Expressway are wide arterials with deteriorated or no sidewalk infrastructure and do not offer safe crossings for non-motorized users. The lack of sidewalks along Northwest Expressway is especially evident in Figures 5.1 and 5.2. The proposed Northwest Corridor BRT BRT Northwest Corridor Northwest Corridor BRT would increase safety of motorists, pedestrians, cyclists, and transit users. First, with the addition of faster, more efficient transit service on Classen Boulevard and the introduction of transit service on Northwest Expressway, the number of vehicles on the roadways will be reduced, therefore reducing the likelihood of automobile crashes. The BCA estimates roadway safety savings of $5.73 million over 30 years using USDOT's established value of statistical life.
Second, the number of accidents involving cyclists and pedestrians could Figure 5.1 - Project Area - Current Sidewalk Network decrease due to improved sidewalk and bicycle infrastructure. According to recent crash statistics from ACOG, from 2007-2011 there were 11 bicycle and 17 pedestrian crashes along the corridor. The BCA estimates that over 30 years, there would be 11 fewer fatalities and 34 fewer injuries compared to if the project were not built; this amounts to a savings of $36.3 million over 30 years using USDOT's established value of statistical life. Additionally, the concept plan presented options for grade-separated crossings to give cyclists and pedestrians a safer route. Two grade separated crossings - near INTEGRIS Baptist Medical Center and Penn Square Mall - are being studied further.
Additionally, the project proposes upgrading all traffic signals in the nine-mile corridor to modernize existing hardware to accommodate signal prioritization for improved efficiency and with redundant battery power to keep signals operating on this high traffic corridor during a power loss, which is common in Oklahoma City particularly during spring storm season and during winter ice events. Northwest Corridor BRT BRT Northwest Corridor
Figure 5.2 - Trails and Bikeways in Project Area
City of Oklahoma City Furthermore, transit users will be safer in more modern transit vehicles with signal priority and designated well-lit station areas for boarding. The node concepts developed for the concept plan show how the BRT vehicles will have a designated lane adjacent to the stations, thus making riders safer than on traditional bus routes without a dedicated lane. Finally, all of these anticipated safety improvements are consistent with one of the goals of the PlanOKC comprehensive plan, which is for the city's transportation to be 'safe, convenient, and provide a variety of interconnected modes.' b. State of Good Repair The Northwest Corridor BRT will improve the condition of the existing roadways primarily by making it multimodal and improving access for non-motorized users at intersections. Classen Boulevard is a six-lane divided arterial with some existing sidewalks, mostly located back of curb. Many intersections don't have visible crosswalks making walking and cycling difficult. The adjacent land uses are mostly commercial with residential located directly behind the commercial. Northwest Expressway is a six-lane divided arterial with no sidewalks and no transit service that carries between 34,000 and 60,000 vehicles per day. The surrounding land uses are denser commercial, especially near the intersections. At the Independence Avenue intersection which serves as the main entrance to INTEGRIS Baptist Medical Center, there are no crosswalks and the major hospital is therefore difficult to access without a vehicle.
The BRT infrastructure, stations, and bicycle/pedestrian improvements will be built within the existing rights-of-way of the two roadways, which is a more efficient use of resources than having to take property. Furthermore, the BCA estimated 80.4 million vehicle miles will be reduced if the project is built.
In terms of asset management, EMBARK will use modern vehicles that have a life span of about 12 years; total rehabilitation and repurchasing costs amount to $4.78 million over the 30 years. Additionally, over 30 years the estimated operations and maintenance costs of the project are $35.8 million. Northwest Corridor BRT BRT Northwest Corridor Additionally, the STOPS modeling conducted estimates that the proposed Northwest Corridor BRT will increase transit use system-wide by 29% by the year 2050. This means that a higher percentage of commuters will take transit and therefore reduce the number of automobiles on the road as well as wear and tear. c. Economic Competitiveness Implementation of the Northwest Corridor BRT would enhance economic competitiveness of the greater Oklahoma City region by increasing access to jobs, healthcare, and residences, filling in transit service gaps, serving as a catalyst for transit-oriented development, achieving savings on fuel for consumers, and reducing congestion.
Annual customer surveys show 40% of EMBARK's bus system customers are traveling to and from work, and the Northwest Corridor BRT is specifically designed to connect people with large employment nodes concentrated along the nine-mile corridor. Previous study has identified approximately 120,000 jobs - roughly 20% of Central Oklahoma's 600,00 total jobs according to ACOG regional employment estimates - within 1/2 mile of the route making it a perfect candidate for enhanced transit services. Figure 5.3 shows that some of the densest concentrations of employment in the OKC region are located along the corridor. Commuters coming from areas outside of the urbanized area, including rural communities, would also be able to access the Northwest Corridor BRT through conveniently placed park-and-ride stations strategically located near important highway intersections with the corridor - including near State Highway 3, State Highway 74, and Interstate 44. Additionally as detailed in the Fixed Guideway Study Plan, a potential second phase of this project may warrant extending the BRT further into northwest Oklahoma City via the Northwest Expressway to Council Road - a location closer to unincorporated and rural parts of the metro to reach those traveling to and from suburban and rural locations. Northwest Corridor BRT BRT Northwest Corridor
Figure 5.3 - Employment Density in Project Area
In addition to access to jobs, with the addition of the BRT and pedestrian infrastructure hospitals and major points of interest will be made accessible by more transportation modes. Within the corridor are three major hospitals that collectively employ over 7,000 employees; these hospitals are not currently accessible by transit, so both the hospital employees and patients would benefit
City of Oklahoma City greatly from being able to take transit.
The Northwest Corridor BRT also has the potential to serve as a catalyst for Transit-Oriented Development (TOD). The concept plan evaluated three example nodes along the corridor that would be appropriate for TODs: near the downtown Santa Fe station, Classen Boulevard and 23rd Street, and Northwest Expressway at Penn Square Mall. Given that these areas already have transit-supportive density, implementation of BRT service as a significant public investment would make these nodes even more attractive to private developers seeking to develop TODs in the Oklahoma City area.
By adding alternative transportation options, the percentage mode share of vehicles in the corridor will decrease. This translates to automobile operations & maintenance savings as well as savings on fuel. The BCA estimates that as a whole automobile owners will save $336,959 per year and that 2.24 million gallons of fuel will be saved over 30 years. These figures account for significant savings to area residents and commuters.
Finally, reducing congestion increases economic competitiveness since people spend more time working or spending money instead of sitting in traffic. According to the BCA, VMT is expected to be reduced by 80.4 million miles over 30 years if the project is implemented. Service gaps would also be filled; currently there is no transit or pedestrian infrastructure on Northwest Expressway, which is a critical urban arterial serving the northwest part of the metro area and provides access to major hospitals and employers. d. Environmental Sustainability Since the addition of BRT and associated bicycle/pedestrian infrastructure would encourage mode shift, the project would ultimately reduce harmful auto emissions over time. The projected 30 year reduction of CO2, NOx, particulate matter, SOx, and VOCs translates to a value of $921,860 according to the BCA. This is important since the corridor ranks in the 79th percentile for respiratory hazard index and in the 91st percentile for traffic proximity and volume when Northwest Corridor BRT BRT Northwest Corridor compared to the state (EPA EJ Screen). Additionally, noise reduction is expected from fewer automobiles on the road; the BCA estimates that the monetary value from noise reduction to be $0.08 per vehicles miles traveled, amounting to savings of $643,320 over 30 years.
Furthermore, the proposed project would be constructed within the existing built urban environment as opposed to being built further out from the urban core. This promotes denser, more concentrated development that is consistent with the goals and strategies of PlanOKC and EMBARK plans. There are also no major waterways that will be affected by the project. These factors indicate that the NEPA process should not be as extensive. Finally, the vehicles that will be used for the BRT will be more modern, use alternative fuels, and thus be less polluting than other transit fleets. e. Quality of Life As outlined in the previous studies section, public health was noted as an overarching goal of the Northwest Corridor BRT Project. The health-in-planning beta test summarized health related metrics in the corridor and determined that the area is not walkable nor accessible. The proposed Northwest Corridor BRT would expand transportation choices to essential services such as healthcare and healthy food, as well as major employers and points of interest.
One component of healthy communities is access to healthcare; this project increases access to three major hospitals that collectively employ over 7,000 workers. The three hospitals have also undergone recent expansions so they are now able to provide healthcare to even more patients. Access to healthy food that is found at grocery stores is also an important component of public health; there are four grocery stores within one half mile of the proposed corridor. Increasing opportunities to exercise is critical to improve public health; there are six parks, two major trails, and a YMCA that are located adjacent to the corridor that will be made accessible with the multimodal project. The corridor also provides a connection to the 70 acre downtown park currently under construction.
Other major destinations that would be made accessible to transit users, cyclists, and pedestrians include INTEGRIS Baptist Medical Center, St. Lake Hefner Anthony Hospital, Belle Isle Library, Oklahoma City University, and Penn Square Mall (which is one of I-235 the most successful and stable malls in the region). 7 Parkway Hefner Anticipated users of the Northwest Corridor BRT 6 include hospital employees and patients, residents 5 Northwest Expressway I-44 near the corridor commuting to downtown, residents 4 working along the corridor, other employees, people with disabilities, Oklahoma City University students, and shoppers going to Penn Square Mall. Figure 3 I-44 23rd St 5.4 depicts the population and job density near the 2 corridor.
1 Another aspect of the project that enhances quality of life is transportation choice. Classen Boulevard Downtown BRT Northwest Corridor today features disjointed sidewalks and no rapid transit options; Northwest Expressway has no transit Northwest Corridor Jobs + Persons Per Acre service and no sidewalks. With the implementation Up to 10 10 to 30 30+ of the Northwest Corridor BRT, both roadways Figure 5.4 - Population and Job will become multimodal. With BRT, more reliable Density Near the Corridor and higher frequency transit will be available and requires enhanced bicycle and pedestrian crossings at stop platforms, and so last mile connections will be made to connect BRT stations and surrounding areas. These crossings also benefit the many who want to cross the corridors for reasons other than transit access. Park and ride lots along the route will also provide motorists the opportunity to use the BRT line.
The BCA outlined several non-monetized benefits that would be realized when the project is built. The first is improved real estate values and increased productivity in land use. Access to quality transit and safe bicycle/pedestrian infrastructure makes land more attractive and therefore more highly valued. Denser, transit-oriented development may be realized as a result of the project.
City of Oklahoma City Another non-monetary benefit that the BCA discussed was safer roadway design and better traffic signalization. These improvements amount to increased transportation reliability for all modes along Classen Boulevard and Northwest Expressway. Finally, the BCA listed social equity benefits. According to the Environmental Protection Agency's EJScreen tool, within a half mile of the corridor, 15% of households make less than $15,000 annually; these residents are more likely to not have access to a working automobile and may rely on alternative transportation modes. With the proposed improvements lower income residents will have more options and therefore more opportunity to get to their destinations.
Finally, by the year 2050, the BCA estimated that the project would increase transit ridership across the entire EMBARK system by 29%, which is significant for a single transit route. This is likely due to the connections that will be made to the downtown streetcar route and the intermodal e. Quality of Life hub at Santa Fe Station. All of these anticipated benefits amount to an overall better quality of life for citizens. B. Secondary Selection Criteria a. Innovation When constructed, the Northwest Corridor BRT along Classen Boulevard and Northwest Expressway will be the first such service in the Oklahoma City area, and it will include the city's first dedicated park and rides. The 2005 COTPA Fixed Guideway Study Plan identified multiple corridors to pursue BRT in addition to the Classen Boulevard/Northwest Expressway line, and its success will help advance BRT development in those other corridors. Along with the BRT vehicles and stations, new technology such as signal priority with battery back-up will be implemented along the corridor. The stations will feature more modern finishes and also include real-time information displays instead of static route maps.
Additionally, a focus of many transportation systems today is making the 'last mile' connection to transit. Transit service provides fewer benefits if riders cannot get to and from the stations, and
Northwest Corridor BRT BRT Northwest Corridor the current national trend is to develop coordinated pedestrian and cyclist connections to make transit easier to access. The Northwest Corridor BRT project implements last mile connections to the BRT stations and therefore makes the Oklahoma City transit system as a whole more accessible.
b. Partnerships Since the beginning of the Northwest Corridor BRT concept study, four core partners have been involved in the planning effort: EMBARK, Oklahoma City Planning Department, Oklahoma City- County Health Department, and the Association of Central Oklahoma Governments. Beyond these four agencies many more stakeholders have also been engaged in the collaborative effort. Other stakeholders that have attended meetings and provided input over the past three years include American Fidelity, Greater OKC Chamber, Fifty Penn Place, Health Equity Campaign, ICFI, INTEGRIS Health, Neighborhood Alliance, Oklahoma City University, Penn Square Mall, New View Oklahoma, ODOT, and University of Oklahoma Institute for Quality Communities (IQC). Stakeholders will continue to be engaged throughout the project's next steps to ensure its success and maximum community benefit. Table 5.1 outlines the key community engagement meetings to date. Table 5.1 - Public Engagement to Date Meeting Date Topic Major Stakeholders in Attendance June - August Various Advisory 2015 Focus Group Meetings ACOG, American Fidelity, OU ICQ, EMBARK, ICFI, Neighborhood Alliance, September 2015 Public Meeting OK Health Equity Campaign, Oklahoma October 2015 Presentation to City-County Health, OKC Chamber, COTPA Board OCU, OKC Planning Department, FTA August 2016 TOD Technical (2 meetings) Assistance
Letters of support from the following parties are in Appendix A: - United States Senator James Inhofe - City of Oklahoma City: City Manager - Oklahoma Department of Transportation - Association of Central Oklahoma Governments - Oklahoma City-County Health Department - Greater Oklahoma City Chamber of Commerce - Oklahoma City University - Uptown 23rd District Association - NewView Oklahoma - THN Insurance Companies - ICF - Possibilities, Inc.
VI. Project Readiness
A. Technical Feasibility BRT Northwest Corridor The Northwest Corridor BRT Project is based upon successive planning studies that have built upon each other, examined and detailed the critical transportation needs in this corridor, incorporated public engagement, conceptually defined, and determined costs for the project. Following is a chronological order of critical steps to date in assessing the feasibility of this project:
1. Conducted in 2005, the 2030 COTPA Fixed-Guideway Study Plan (FGS) first identified the critical regional transportation need for BRT on the Northwest Expressway and Classen Boulevard corridor.
2. The Northwest Multimodal Transportation Corridor Concept Plan beginning in 2015 further assessed the corridor and resulted in the preferred BRT alignment, general station locations, and a general capital cost estimate for this project.
3. Following in 2016, community workshops and study of transit oriented development (TOD) opportunities along the corridor were undertaken, and the resulting TOD Technical Assistance
City of Oklahoma City Report emphasized the need for prioritizing pedestrian infrastructure in the corridor to access transit and support TOD.
4. In 2017, a Benefits Cost Analysis (BCA) was completed utilizing the standards and measurements established by the USDOT. Benefits measured in the BCA include travel time savings (mode shift from bus), generalized benefits (mode shift from auto), auto operations & maintenance savings, auto fuel savings, emissions reductions, roadway safety savings, and bicycle and pedestrian safety savings. Ridership projections using the STOPS model were also developed for the project, as well as capital and operating costs with contingency cost factors to account for potential inflation and cost differentials that may become evident during the engineering phases.
EMBARK has budgeted for the remaining planning and engineering studies required to moving this project to construction and implementation - including NEPA, preliminary engineering, and final engineering.
From a technical feasibility standpoint, the corridor project is planned to be built within existing City and State right-of-way. This should minimize project risks, costs, and delay, as the capital infrastructure improvements will be adequately sited in locations under local jurisdiction. B. Project Schedule The project partners believe the following schedule is realistic to complete construction by the end of the first quarter 2022. All key project decisions and procurements will be completed in advance of the September 30, 2020 deadline for obligation of funds. EMBARK will meet all local, state, and federal requirements in advance of the September 30, 2020 deadline. Figure 6.1 depicts the expected project schedule and also details the work that has been done to date.
2015 2016 2017 2018 2019 2020 2021 2022
PROJECT PHASE AND ACTIVTY Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4
CONCEPTUAL PLANNING Northwest Corridor BRT BRT Northwest Corridor CORRIDOR TOD ANALYSIS
BENEFITS COSTS ANALYSIS
DETAILED PLANNING
ENVIRONMENTAL 1
PRELIMINARY ENGINEERING
APPROVALS AND PERMITTING
FINAL DESIGN
CONSTRUCTION 5 VEHICLE PROCUREMENT 4
MILESTONES 2 3 6 7
LEGEND 1 = Record of Decision;1 Record 2 of = Decision TIGER Award; 3 = TIGER Obligated; 4 = Vehicle Delivery; 5 = Construction Complete;2 TIGER Award 6 = Revenue Operations Begin; 7 = TIGER Funds Expended 3 TIGER Obiligated 4 Vehicle Delivery 5 Construction Complete 6 Revenue Operations Begin Figure 6.1 - Project Schedule 7 TIGER Funds Expended C. Required Approvals
Environmental Permits and Reviews: EMBARK will initiate the environmental process on the Northwest Corridor BRT Project in 2017 to continue advancing it toward implementation. From preliminary planning efforts and EMBARK conversations with FTA Region VI, it is expected that the project would not have significant environmental impacts since this project will be located within the 'built urban environment' and sited primarily within existing right-of-way. Such corridor-based BRT projects in the built urban environment typically require environmental analysis in the form of a Documented Categorical Exclusion (DCE) rather than in the more detailed Environmental Assessment (EA) or Environmental Impact Statement (EIS). EMBARK will coordinate with FTA Region VI to ensure the proper NEPA steps are scoped and assessed for this project.
State and Local Approvals: As previously discussed, the Northwest Corridor BRT Project has been reflected in local long-range transit and multimodal transportation plans since 2005. This BRT project was one of 7 regional corridors identified for high-capacity transit in the COTPA 2030 Fixed-Guideway Study Plan (FGS) that was formally adopted by COTPA in 2005 as its long-range plan. Since 2005, continuous planning efforts involving local departments, regional partners, and state agencies have continued to further advance the definition and development of the project. The project is included in the previous 'Encompass 2035' and current 'Encompass 2040' fiscally- constrained metropolitan transportation plans (MTP) developed and approved by the Association of Central Oklahoma Governments (ACOG), the metropolitan planning organization (MPO) of Greater Oklahoma City.
Implementing the recommendations of the FGS, including BRT on the Northwest Expressway, is a priority initiative included in Oklahoma City's latest comprehensive plan, 'PlanOKC' adopted in 2016. City Planning and the City Council have approved continued planning for the advancement of this project, and the City is prepared to sponsor and assist with the local approval processes that will be required with project construction and service launch.
BRT Northwest Corridor Once TIGER funding is awarded to actualize this project, the City and EMBARK will formally request for the project to be added to the ACOG Transportation Improvement Program (TIP) and the ODOT State Transportation Improvement Program (STIP). The City and EMBARK have the process familiarity and experience in ensuring projects get properly added to the TIP and STIP in time for award and construction.
Federal Transportation Requirements: Oklahoma City and EMBARK have the understanding, successful experience, and resident staff familiar with ensuring proper management, implementation, and reporting of various federal transportation grants, including TIGER. The City and EMBARK are committed to collaboratively working with our federal partners to ensure all related TIGER grant requirements are fully met and that the Northwest Corridor BRT is successfully implemented on-time and within budget.
City of Oklahoma City D. Assessment of Project Risks and Mitigation Strategies The City of Oklahoma City and EMBARK have extensive experience planning, designing, and implementing large-scale capital projects with different funding sources. The agencies are on track to complete the Santa Fe Intermodal Hub, which was funded as part of the FY13 TIGER program, and the Oklahoma City Streetcar that was completely locally-funded through an elective sales tax. These two successful projects amount to $160 million. As a recipient of past FTA grants, EMBARK has the appropriate processes in place to administer federal grants from the time of the award to the completion of the project.
Through conceptual planning and the BCA efforts, the City and EMBARK have identified the following project risks specific to this project and proposed mitigation strategies:
Capital Cost Estimation and Control: Conceptual planning has resulted in estimated project costs that are very similar to other corridor-based BRT transit projects across the nation (which are averaging $3 million per mile), and a 15% contingency factor is reflected in the total project cost to allow for potential cost increases that may arise in engineering and/or due to inflation. Additional planning and preliminary engineering is programed in the next steps to further refine these project costs.
Project Schedule Estimations and Control: Similar to capital costs, the project schedule has been developed along similar timelines of other successful BRT projects. The schedule is purposively aggressive yet considered attainable by the City and EMBARK, as this is a critical transportation improvement immediately needed in the community and it is important to keep moving toward implementation. Further planning and environmental analysis will commence later this year, and local funding is programmed for the subsequent steps of preliminary engineering and final design.
Funding Commitments: With the successful passage of the 2017 Oklahoma City $967.4 Million Bond Program in September, local funding specific to transit capital, pedestrian and bicycle
Northwest Corridor BRT BRT Northwest Corridor infrastructure, and street and signal improvements is now available and committed for this project. As previously discussed, funding for environmental analysis, engineering, and final design is budgeted as well as the increased annual operational costs to operate and maintain the enhanced BRT service throughout its useful life.
Real Estate and Right-of-Way Acquisitions: The Northwest Corridor BRT is planned to operate on existing arterials with passenger stations located within existing City and state right-of-way, avoiding potential private real estate acquisitions that could slow or complicate the project. Additional study of potential park-and-ride lots is planned, with the anticipation that these would also be located in public-right-of way or at existing locations with excess parking and interested partners.
Introduction of a New Transit Mode: Continuous and robust public engagement throughout the conceptual planning stages and the upcoming planning, engineering, and design phases has been and will continue to be critical to building and maintaining public interest for BRT. Public interest to date has been highly supportive of the concept, and more engagement is planned to best design and market BRT for maximum success and community benefit.
Potential Ridership: Despite the Northwest Expressway currently being devoid of transit service, STOPS modeling conducted with the BCA projects that the Northwest Corridor BRT would rank as EMBARK's highest ridership route once implemented. STOPS modeling projects that the Northwest Corridor BRT would carry 2,254 riders a day in 2021 - approximately 15% of EMBARK's projected 2021 system ridership and more than 80% today traveling on Route #5 via Classen Boulevard. The ridership potential is significant enough to validate the project's advancement. VII. Benefit Cost Analysis Smart Growth America (SGA) completed a formal benefit-cost analysis (BCA) of the proposed Northwest Corridor BRT in August 2017. The analysis utilized standards established by the USDOT and assessed two alternatives relative to the baseline of existing bus transit conditions. Alternative A is the nine mile corridor that is proposed in this application. SGA used a 7% real discount rate for the analysis. A 3% rate was also used as an alternative and either discount rate resulted in a cost benefit ratio of greater than 1.
The results of the BCA state that the total present value benefits amount to $91.1 million from 2021 (the assumed start of project operations) to 2050, the end of a 30-year analysis period. The benefits include travel time savings, auto-related fuel and O&M savings, emissions savings, and safety savings. The total cumulative costs total $60.6 million; this includes capital, O&M costs, rehabilitation and major repurchases, and residual value. Tables 7.1 and 7.2 show the calculated benefits and costs of the project.
Table 7.1 - Estimated Benefits Benefit Category Value Travel Time Savings - Bus to BRT $1,437,298
General Savings - Auto to BRT $32,280,662 BRT Northwest Corridor Auto O&M Savings $10,108,778 Auto Fuel Savings $2,125,707 Auto Externality Savings $2,207,761 Emissions Savings $921,860 Roadway Safety Savings $5,733,374 Bike/Ped Safety Savings $36,324,475 Total Benefits $91,139,915 Table 7.2 - Estimated Costs Cost Category Value Capital Costs $20,943,881 O&M Costs $35,816,959 Rehabilitation and Repurchases $4,783,762 Residual Value ($935,247) Total Costs $60,609,354
City of Oklahoma City Overall, the proposed project has a benefit-cost ratio of 1.5 using a 7% real discount rate. This means that the project benefits exceed project costs and has a net present value of $30.5 million over the 30-year analysis period.
The complete BCA and associated technical documentation is included in Appendix B. VIII. Cost Share The Northwest Corridor BRT has been thoughtfully planned as an innovative, cost-effective, and locally appropriate solution to quickly enhance the EMBARK transit system, expand regional and local rapid transportation options, and support continued economic development. Though local funding from multiple sources has been identified to help implement the Northwest Corridor BRT, current funding availability is not sufficient to fully and successfully complete and launch this important project. A TIGER grant is needed to fully actualize this project, effectively and efficiently meet this critical transportation need in Central Oklahoma, and leverage further public investments and private economic development along the nine-mile corridor for multiplied community benefit.
The City of Oklahoma City and EMBARK have already budgeted for the next planning, engineering, and design activities to advance this project, and both parties are committed to budgeting for and funding the additional BRT service operational costs and capital preventative maintenance and replacement costs over the useful life of this project. These additional operating and capital costs have been identified in the BCA and serve as budget placeholders for this future project and EMBARK's Asset Management Plan. Northwest Corridor BRT BRT Northwest Corridor
IX. Federal Wage Certification As required in the Notice of Funding Availability for the Department of Transportation's National Infrastructure Investments Under the Consolidated Appropriations Act, 2017, as printed in the Federal Register, Volume 82, Number 172, Thursday, September 7, 2017: The City of Oklahoma City states and assures that it will comply with the requirements of Subchapter IV of Chapter 31 of Title 40 United States Code, the federal wage requirements.
Mayor Mick Cornett Signature
October 13, 2017 Date Northwest Corridor BRT BRT Northwest Corridor
City of Oklahoma City Project Sponsor: City of Oklahoma City 200 N. Walker Avenue Oklahoma City, OK 73102 (405) 297-2424 www.okc.gov