DEMO-GRAPHICS

Source: OU Enrollment Services

2007 2008 2009 2010 2011

26,219 26,201

26,69626,490

27,149

Selected Economic Characteristics

2000

52,788

2010

59,537

Source: 2011 Norman, OK Community Report Card

109,323 110,349 111,543 112,551110,925

2006 2007 2008 2009 2010 2000

13,050

2010

15,126

Total population of block region

1-300 301-600 601-900 901-1200 1201-1500 1501+

110,925Norman Population

15,125Residents in Study Area

59,537People in Labor Force

27,149OU Student Population

Our focus area centered on the heart of Norman, which is The University of Oklahoma. It is the main economic and cultural driver for the city. In 2010 the University saw the largest number of enrolled freshmen in the school’s history. The population of Norman took a small dip in 2010, but � nished around 6,000 higher than it was ten years prior. That increase also helped bring in 7,000 more jobs to the area. The most dense part of our study area is in the “South Greek” portion of campus.

NORMAN scale 1:70

NORMAN scale 1:70

FAÇADEANALYSIS

Engaging Façade

Semi-Engaging Façade

Dull Façade

Transparency

Most retail stores have a fair amount of transparency due to displays. Other stores and restau-rants have poor transparency.

Sinage

Sinage is prominent on awnings only visible from across the street. Sinage perpendicular to the facade is minimal. Streetlight sinage is available, but not in use.

Recessions

Recessions in the facades for dis-play space and cafe seating make the area more interactive. Alley ways act as chan-nels to parking and other busi-nesses.

Good Pedastrain/Bike Way ( >2.2 fc)

Bad Pedastrain/Bike Way ( <2.2 fc)

Bad Parking Space ( <1.2 fc)

Good Parking Space ( >1.2 fc)

LIGHT-ING

E.

Main

St.

E.

Gray

St.

E.

Comanche

St.

S.

Porter

Ave.S.

Crawford

Ave.

S.

Peters

Ave.

W Boyd St.

White St.

University Blvd.

Asp A

ve

Nightlife in Norman is concentrated on Campus Corner and downtown area. In general, street lighting in Norman is directed towards the roads. Only the campus corner district and E. Main Street have dedicated pedestrian lighting. It is essential to have su� cient lighting on the traveling between parking and destination in order to avoid a sense of insecurity. Su� cient lighting is measured by using light meter to determine if the area reach minimum requirement of standard luminance. Although the majority activities in downtown Norman are located on E. Main Street, it is essential to provide more lighting on Gray and Comanche Street for both safety issues and future expansion.

DOWNTOWN

CAMPUS CORNER

STANDARD ILLUMINANCE (fc)

Pedestrian way 2.2Bike way 2.2Pedestrian (comm. area) 2.0Outdoor Parking 1.2-1.6Street w/o Pedastrain 1.0Freeway thru comm. area 0.6-1.1Freeway thru res. area 0.7-0.8

BOYD

UN

IVER

SITY

ASP

MAIN

MASSTRANSITMASSHOUSING

Apartment Shuttle

Bus 1-100 riders

Bus 101-200 riders

Bus 201-500 riders

Bus 500+ riders

CART, Cleveland Area Rapid Transit, is the public transportation system that one can take to get from destination A to destination B. However, as can be seen on the map, the frequented routes are those associated with the University of Oklahoma. One of the heavily ridden routes, connects a large parking facility o� the main campus to the “South Oval” where the main classrooms are. This means that most CART passengers drive their car in order to take the bus.

Having residents closer to the inner city, between Lindsey and Main streets, means that the city members have a better grasp of the on goings of the University and the students having a better grasp on what is going on in the city. Students can make a strong contribution to the city’s vitality and cultural diversity by providing a youthful perspective. By looking at the map, one can see that most of the student housing is south of the Lindsey border and quite east of the main area as well. On top of that, there are some major public transportation inadequacies that force students to � nd alternate transportation, mostly cars. This causes a higher need for parking as well as causes tra� c jams.

PEDESTRIANAND BIKETRAFFIC

0  50  

100  150  200  250  300  350  400  450  

7:00  a

.m.  -­‐  8

:00  a.m

.  

8:00  a

.m.  -­‐  9

:00  a.m

.  

9:00  a

.m.  -­‐  1

0:00  a

.m.  

10:00  

a.m.  -­‐  1

1:00  a

.m.    

11:00  

a.m.  -­‐  1

2:00  p

.m.  

12:00  

p.m.  -­‐  1

:00  p.m

.  

1:00  p

.m.  -­‐  2

:00  p.m

.  

2:00  p

.m.  -­‐  3

:00  p.m

.  

3:00  p

.m.  -­‐  4

:00  p.m

.  

4:00  p

.m.  -­‐  5

:00  p.m

.  

5:00  p

.m.  -­‐  6

:00  p.m

.  

6:00  p

.m.  -­‐  7

:00p.m

.  

7:00  p

.m.  -­‐  8

:00  p.m

.  

8:00  p

.m.  -­‐  9

:00  p.m

.  

9:00  p

.m.  -­‐  1

0:00  p

.m.  

Num

ber  of  Peo

ple  

Norman  Pedestrian  &  Bike  Counts  University  &  Boyd  April  26th  Daily  Totals  

Pedestrians  

Bikers  

0 200 400 600 800

1000 1200 1400 1600 1800

7:00 a.m. - 8:00 a.m.

8:00 a.m. - 9:00 a.m.

9:00 a.m. - 10:00 a.m.

10:00 a.m. - 11:00 a.m.

11:00 a.m. - 12:00 p.m.

12:00 p.m. - 1:00 p.m.

1:00 p.m. - 2:00 p.m.

2:00 p.m. - 3:00 p.m.

3:00 p.m. - 4:00 p.m.

4:00 p.m. - 5:00 p.m.

5:00 p.m. - 6:00 p.m.

6:00 p.m. - 7:00p.m.

7:00 p.m. - 8:00 p.m.

8:00 p.m. - 9:00 p.m.

9:00 p.m. - 10:00 p.m.

Num

ber o

f Peo

ple

Norman Pedestrian & Bike Counts South Oval April 27th Daily Totals

Pedestrians

0

20

40

60

80

100

120

7:00 a.m. - 8:00 a.m.

8:00 a.m. - 9:00 a.m.

9:00 a.m. - 10:00 a.m.

10:00 a.m. - 11:00 a.m.

11:00 a.m. - 12:00 p.m.

12:00 p.m. - 1:00 p.m.

1:00 p.m. - 2:00 p.m.

2:00 p.m. - 3:00 p.m.

3:00 p.m. - 4:00 p.m.

4:00 p.m. - 5:00 p.m.

5:00 p.m. - 6:00 p.m.

6:00 p.m. - 7:00p.m.

7:00 p.m. - 8:00 p.m.

8:00 p.m. - 9:00 p.m.

9:00 p.m. - 10:00 p.m.

Num

ber o

f Peo

ple

Norman Pedestrian & Bike Counts East Main April 19th Daily Total

Pedestrians

Daily Tra� c1005001,0003,0006,000

BikePedestrian

Pedestrian counts were taken on weekdays by video recording at single location from 7:00 am until 10:00 pm.

1 EAST MAIN STREET

2 UNIVERSITY OF OKLAHOMA SOUTH OVAL

3 BOYD AND UNIVERSITY

1

2

3

PUBLICSEATING

The benches are located at the center of South Oval on the campus. The seats are bad seating areas because they are lack of comfortable zone without shading or vegetation. Also, the seat’s orientation does not have a good security zone due to the high amount of circulation flow and a static observation around the area.

fit is a good seating zone with a good amount of privacy and comfort. This area can define as secondary seating on the campus because the primary design was not serving as a public seating. However, this area became a good spot for public gather and relaxation.

The seats adjusting to the old OU library’s entrance has provided a bet-ter observation with one direction. At the same time, the brush behind the seats allows a back isolation to the busy circulation and performs as a security zone.

1 unit = 1 seat

2 units = 1 bench

4 units = cafe seating

VEHICULARTRAFFIC

W. Main St.

W. Boyd St.

W. Gray St.

E. Main St.

E. Gray St.

S. Jenkins Ave.

S. Porter Ave.

Classen Blvd.

S. Flood Ave.S. Flood Ave.

W. Lindsey St.

Classen Blvd.

13875

1302

9783

5884

19418

12435

1597 3645

7950

17929

19822

6146

14100 16875

16285

14968

8047

15684

5293

1602

3084

13638

17978

18527 14778

4143

3716

2634

7750

9339

4513

3221

2077

14111

4828

18731312

1136

1615

5732

16552

Though often understood as a by-product of urbanity,

traffic is really the only means by which urbanity exists.

Traffic allows for space to be differentiated: on the city scale by commuter traffic (differentiating work/home) and event traffic (play/home). At the global scale import/export traffic along with immigrant/emigrant traffic.

2 lane traffic

3 lane traffic

VISUALPRESENCERATING

10 second experience

4 second experience

1 second experience

Visual presence rating (VPR) combines pedestrian, bicycle, and vehicular traffic data to calculate the average number of seconds that people collectively spend in front of a given 50 foot space in a hour. Essentially VPR measures how much time the general Public spends in a given area .The rating is weighted by street types. Streets with more lanes receive a slightly lower VPR score because of higher traffic speeds, less traffic stops and further distances from storefronts.This data set serves as

[50ft/mean traffic speed(fps)] x

average hourly traffic volume=

VPR

798

349256

516

562

334

118

722

874

780

561 207

183

73

469

316

106

746

800 958890

697

1093

150

1,306595

210457

74

274

2351,113

65

787530

440

91

175

92

325300

2,859