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planitulsa

tulsa's comprehensive plan

CITY OF Tulsa A New Kind of Energy.

TULSA PLANNING OFFICE

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This plan is dedicated to the memory of Katie Ulrey Wing.

Katie’s thoughtfulness, serenity, and creativity continue to inspire all who knew her to persevere through life’s challenges.

Adoption Information Adopted by Tulsa Metropolitan Area Planning Commission on May 3rd, 2023, and approved by Tulsa City Council on June 14th, 2023.

Tulsa Planning Office 175 E. 2nd St., Suite 480 Tulsa, OK 74103 918.596.7526

tulsaplanning.org

TABLE OF CONTENTS

Introduction ........................................................................................................................................ i-xxiv

Chapter 1: Development Review Guide................................................................................................ 1-58

Chapter 2: Future Land Use............................................................................................................ 59-108

Chapter 3: Transportation.............................................................................................................. 109-154

Chapter 4: Economic Development.............................................................................................. 155-200

Chapter 5: Housing & Neighborhoods......................................................................................... 201-242

Chapter 6: Communities................................................................................................................ 243-278

Chapter 7: History, Culture, & Creativity...................................................................................... 279-328

Chapter 8: Parks & Recreation ..................................................................................................... 329-370

Chapter 9: Environment & Natural Resources............................................................................. 371-418

Chapter 10: Public Services ......................................................................................................... 419-475

ACKNOWLEDGMENTS

Mayor & City Council

G.T. Bynum - Mayor Vanessa Hall-Harper - District 1 Jeannie Cue - District 2 Crista Patrick - District 3 Laura Bellis - District 4 Grant Miller - District 5 Christian Bengel - District 6 Lori Decter-Wright - District 7 Phil Lakin - District 8 Jayme Fowler - District 9

Tulsa Metropolitan Area Planning Commission

Michael Covey - Chairperson Joshua Walker - First Vice Chairperson Luisa Krug - Second Vice Chairperson John Shivel - Secretary Shane Hood - City of Tulsa Appointee Brian Humphrey - City of Tulsa Appointee Matthew Zalk - City of Tulsa Appointee Robert Whitlock - Tulsa County Appointee Stacey Bayles - Tulsa County Appointee Michael Craddock - Tulsa Commissioners’ Designee Cassia Carr - Mayor’s Designee

Contributing Tulsa Planning Office and INCOG Staff

Rich Brierre - INCOG Director Susan Miller - Tulsa Planning Office Director Dwayne Wilkerson - Principal Planner Paulina Baeza - Principal Planner¹ John Tankard - Senior Planner² Nathan Foster - Senior Planner¹ Daniel Jeffries - Senior Planner Dennis Whitaker - Senior Planner Felicity Good - Historic Preservation Officer Samantha Extance - Destination Districts Manager Daniel Te - Neighborhood Planner Samiul Haque - Urban Design Planner Austin Chapman - Planner Kendal Davis - Planner Dylan Siers - Planner Preslie Anderson - Assistant Planner Andrea Craig - Assistant Planner Roshita Taylor - Assistant Planner Ty Simmons - Principal GIS Analyst

Contributing Former Staff:

Travis Hulse - Principal Planner Luisa Krug - Destination Districts Manager¹ Jed Porter - Historic Preservation Officer Emma Oakes - Urban Design Planner Payton Wynes - Urban Design Planner Emily Scott - Neighborhood Planner¹ Amy Ulmer - Planner¹ J.T. Paganelli - Planner¹ Amber Wagoner - Planner Jani Wertin - Assistant Planner Jake Landry - Assistant Planner Alex O'Connell - Assistant Planner Katie Wing - Assistant Planner Adriane Jaynes - Clean Cities Coordinator Charlotte Adcock - Transportation Programs Planner Emily Smith - Alternative Fuels Planner Helen Foster - GIS Specialist

City of Tulsa Offices and Departments

Mayor’s Office Mayor’s Office of Resiliency and Equity City Council Office Office of Performance Strategy and Innovation Housing Policy Director Asset Management Communications Customer Care Center Development Services Engineering Services Metropolitan Tulsa Transit Authority Municipal Courts Park, Culture, & Recreation Streets & Stormwater Tulsa Authority for Economic Opportunity Tulsa Fire Department Tulsa Police Department Water & Sewer Working in Neighborhoods

Thank you to the following organizations for contributing to the plan through the community engagement process:

100 Black Men 1st Step 36 Degrees North ahha Tulsa Align Design American Indian Chamber of Commerce American Waste A Way Home for Tulsa Blue Cross and Blue Shield of Oklahoma Be Well Community Development Corporation Birth Through Eight Strategy Tulsa (BEST) Black Wall Street Chamber of Commerce Black Wall Street Art Gallery Bob Dylan Archive CAP Tulsa Capital Homes Casa de la Cultura Center for Individuals with Physical Challenges Cherokee Nation Film Office Cherokee Nation City Lights Foundation of Oklahoma Civic Ninjas Coalition of Hispanic Organizations Code for Tulsa Crossover Community Impact CUBES Dennis R. Neill Equality Center Downtown Tulsa Partnership Dream Action Oklahoma Dress for Success EduRec Fab Lab Tulsa Family and Children’s Services Family Promise of Tulsa County Financial Empowerment Center Gathering Place George Kaiser Family Foundation Gilcrease Museum Goodwill Tulsa Greater Tulsa Association of Realtors Green Country Habitat for Humanity Green Country Sierra Club Greenwood Chamber of Commerce Greenwood-Unity-Heritage Citizen Advisory Committee Group M Investment Growing Together Hearts for Hearing Hemphill Create Hispanic Leadership Institute Home Builders Association of Greater Tulsa Irani Center for the Creation of Economic Wealth Impact Tulsa INCOG Area Agency on Aging INCOG Community and Economic Development INCOG Energy and Environmental Sustainability INCOG Transportation Indian Healthcare Resource Center J Griffin Design John Hope Franklin Center for Reconciliation Jones Design Studio Key Plus Properties Kitchen 66 Leadership Tulsa League of Women Voters Legal Aid Services of Oklahoma LIFE Senior Services M Development McNellie’s Group Meals on Wheels of Metro Tulsa Mental Health Association of Oklahoma MET Cares Foundation Method Group Neighborhood Alliance of Central Oklahoma Nelson + Stowe Developers North Tulsa Community Coalition North Tulsa Minister’s Conference OK Vote Oklahoma Manufacturing Alliance Oklahoma Arts Council Oklahoma Corporation Commission Oklahoma Department of Commerce Oklahoma Department of Environmental Quality Oklahoma Department of Wildlife Conservation Oklahoma Policy Institute Oklahoma Sustainability Network Oklahoma Water Resources Board Oklahoma Women’s Coalition Oklahoma Works Philbrook Museum of Art Price Family Properties Program Management Group Public Service Company of Oklahoma Resonance River Parks Authority Rose Rock Development Partners Rudisill Regional Library SCORE Tulsa Select Design Sikes Abernathie Architects Soul City Southwest Tulsa Chamber of Commerce Still She Rises Strong Neighborhoods Initiative The Church Studio The Forge The Links The M.e.t. The Muscogee Nation The Parent Child Center of Tulsa The Sustainability Alliance TCC McKeon Center for Creativity TSHA Tulsa Airports Investment Trust Tulsa Artist Fellowship Tulsa Arts Commission Tulsa Audubon Society Tulsa Bicycle/Pedestrian Advisory Committee Tulsa CASA Tulsa Changemakers Tulsa Council of the Blind Tulsa County Election Board Tulsa County Parks Tulsa City-County Library Tulsa Development Authority Tulsa Economic Development Corporation Tulsa Health Department Tulsa Historical Society & Museum Tulsa Housing Authority Tulsa Innovation Labs Tulsa Latin American Chamber of Commerce Tulsa Ports Tulsa Public Schools Tulsa Regional Chamber Tulsa Route 66 Commission Tulsa Symphony Tulsa Theater TYPROS Business Development Crew TYPROS Leadership TYPROS Urbanist Crew Up With Trees Urban Land Institute US Army Corps of Engineers US Environmental Protection Agency US Fish and Wildlife Services Vernon A.M.E. Church Visiting Angels Tulsa Vive Investments W Design Women in Recovery Woody Guthrie Center Youth Services of Tulsa YMCA of Greater Tulsa YWCA Tulsa

PLAN CHAPTER DESCRIPTIONS

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Chapter 1: Development Review Guide

All components of the comprehensive plan that are relevant to the development review process (excluding actions from other plan chapters) are contained in this chapter in order to ensure all interested parties can easily use the plan.

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Chapter 2: Future Land Use

The vision for future land use development in Tulsa is outlined in this chapter. This includes how new development occurs in relation to existing development, as well as how the development review process is conducted by the City.

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Chapter 3: Transportation

This chapter consolidates the transportation planning recommendations from a variety of plans adopted since 2010. All types of transportation are covered in the chapter as well as recommendations to prepare for transportation innovations.

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Chapter 4: Economic Development

This chapter contains recommendations to achieve the economic development vision of the City of Tulsa. Business retention and expansion, entrepreneurship, and economic mobility are all covered in this chapter.

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Chapter 5: Housing & Neighborhoods

This chapter identifies approaches to ensure a variety of housing options in Tulsa with a diverse range of price points. Housing affordability, neighborhood characteristics, and addressing homelessness are addressed in this chapter.

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Chapter 6: Communities

This chapter outlines ways the City of Tulsa and local residents can engage with each other. Encouraging public participation, building strong community partnerships, and ensuring City communications are accessible are topics covered in this chapter.

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Chapter 7: History, Culture, & Creativity

Tulsa’s historical, cultural, and artistic environment differentiates it from other communities. This chapter identifies ways the City of Tulsa can support and promote these valuable community assets through programming, promotion, and funding.

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Chapter 8: Parks & Recreation

Tulsa’s parks and recreation facilities are valuable community assets. This chapter outlines the vision for a successful parks system, including how to connect residents with opportunities to exercise, strengthen community, and commune with nature.

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Chapter 9: Environment & Natural Resources

Tulsa’s place in Green Country comes with a wide array of environmental assets and risks. This chapter covers preparedness for flooding, pollution, energy resources, and the conservation of valuable habitat and tree canopy coverage.

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Chapter 10: Public Services

This chapter compiles the planning goals for several City departments that provide public services to the residents of Tulsa. It also considers the most efficient and effective ways to ensure consistent public service distribution.

PLAN CHAPTER COMPONENTS

All chapters of this plan except for the Development Review Guide follow the same structure. The sections include:

Introduction A summary of the chapter’s content scope and details of existing conditions in Tulsa related to a given chapter’s content.

Key Ideas Ideas generated through discussions with subject matter experts and community engagement efforts that serve as the basis for goals, strategies, and actions for the chapter.

Goals & Strategies High-level description of each of the chapter’s overarching goals, and each overarching goal’s strategies. These pages are meant to be used to quickly reference what the intent of the chapter is.

Action Table A detailed collection of overarching goals, general strategies, and specific actions for each chapter. These tables include the type of each action and what City departments or partner organizations would be involved in order to implement the recommendation.

Selected City Comparison Selected cities from across the United States compared to Tulsa using metrics related to the content of a given plan chapter.

Equity and Resilience Considerations Issues related to a chapter’s content that have implications for equity and resilience and recommendations for improvement.

Health and Wellness Considerations Issues related to a chapter’s content that have implications for public and individual health and wellness and recommendations for improvement.

Funding Considerations Key funding needs as identified through engagement with subject matter experts and the broader public.

Regional Considerations Issues related to how Tulsa fits into a regional context related to a given chapter’s content.

Each plan chapter’s Action Table contains recommendations structured into three tiers of specificity: Overarching Goals, General Strategies, and Specific Actions. The Action Tables also identify each Specific Action’s type in order to better organize plan recommendations for implementation. The items in each Action Table include the following:

Overarching Goal An aspirational and visionary statement that sets the intent for related strategies and actions.

General Strategy A general approach to achieving an Overarching Goal focused on outcomes.

Specific Action An actionable recommendation that helps achieve a general strategy. Actions are grouped into 12 categories that require different approaches to initiate:

<u>Advocacy</u> - Coordinated local support for an issue communicated to a higher authority.

<u>Analysis</u> - An action that necessitates data gathering and analysis.

<u>Capital</u> - An action related to capital funding needs.

<u>Code Changes</u> - An action that will require changes to City ordinances.

<u>Engagement</u> - An action related to interaction with community partners and the general public.

<u>Incentives</u> - Funding, fee waivers, or other mechanisms to stimulate greater outcomes or investments.

<u>Partnership</u> - An action that will result in a partnership between the City and another entity.

<u>Personnel</u> - An action related to staffing and training needs.

<u>Planning</u> - An action that includes direction for future planning efforts.

<u>Policy</u> - An action that leads to a change in the way the City of Tulsa or a specific department conducts their work.

<u>Program</u> - An action related to or leading to the creation of a City program.

<u>Technology</u> - An action related to technological innovations that would help achieve goals.

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introduction

What is a Comprehensive Plan?

Oklahoma State Statutes enables cities, towns, counties, and metropolitan areas to develop and adopt comprehensive plans in order to accomplish several things:

for the purpose of bringing about a coordinated physical development in accordance with the present and future needs of such area,

to conserve the natural resources of the area,

to ensure efficient expenditure of public funds, and

to promote the health, safety, convenience, prosperity, and general welfare of the people of the area and the state.

19 OK Stat § 19-863.7 (2014)

This statutory guidance further identifies topics such as economic conditions, regionalism, residential density, transportation networks, environmental concerns, and context-specific problems as being within the purview of the comprehensive plan. Each plan can incorporate approaches to these considerations in any number of ways, and the plan should be tailored to the respective community. This is accomplished through public engagement and input into the development of the comprehensive plan to establish a community vision for the future of land use decisions.

When is an amendment to the Comprehensive Plan needed?

The comprehensive plan Land Use Plan Map and text can be amended through a process that requires adoption by the Tulsa Metropolitan Area Planning Commission (TMAPC) and approval by City Council. When a property owner wants to change the future use of their property to something that is not consistent with the Land Use Plan Map, the property owner can apply to change the Land Use Plan Map designation to have the Tulsa Metropolitan Area Planning Commission (TMAPC) and City Council determine if the requested change is appropriate. Tulsa Planning Office staff can also propose maps amendments to better align with the comprehensive plan or those that are corrective in nature. The other type of amendment is a change to the text within the comprehensive plan, which can modify recommendations or other content to align with priorities.

What is planitulsa?

In 2005, then Tulsa Mayor, Bill LaFortune, and the Tulsa City Council established a Comprehensive Planning Process Task Force. This group was formed in order to update the City's comprehensive plan, which had not substantively changed since 1976. The task force determined that in order to get the kind of comprehensive plan they wanted, there would need to be substantial investment by the community. By studying comprehensive planning efforts in other communities, the task force came up with a desired project timeline of two to five years, depending on the scope of services involved. With a coherent vision for the development of a plan, Fregonese Associates were hired in the late fall of 2007 to be the lead consultant. Fregonese Associates brought a team of seven sub-consultants, including TIP Strategies for economic analysis, Kimley-Horn for transportation planning, Collective Strength for values research, J-Quad for housing analysis, RExPR for public involvement, Sienna Architecture for urban design, and Urban Insight for online public involvement.

Upon completion of the contract, the planning process began in 2008 with a great deal of engagement work with organizations related to land development and real estate, economic development, and neighborhood organizations. This outreach expanded to include large-scale events where more than 4,000 residents of the Tulsa area were engaged to set the vision for the future of the city. Throughout the plan process, stakeholders were engaged for feedback on the final plan document, and by 2010 a draft plan was completed for final review for internal City departments, external organizations, and the general public. Once the review was complete, the final plan was adopted.

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The Tulsa Comprehensive Plan, commonly referred to as “planitulsa”, was adopted in 2010. In 2016 a progress report was produced to evaluate which recommendations of the plan were being implemented.

The final plan included an introduction chapter entitled “A Vision for Tulsa” which summarized the findings from the community into a narrative description of the Tulsa that residents aspire toward. Additionally, there were five chapters that contained Priorities, Goals, and Policies to achieve the vision established through the planning process. These chapters include:

1. Land Use
2. Transportation
3. Economic Development
4. Housing
5. Parks, Trails, & Open Space

Implementation of the plan began with the appointment of a new Planning director, tasked with carrying the vision of the plan forward and continuing to engage the community in ways that would refine plan recommendations for more specific locations around the city.

In 2016 a progress report was produced internally by the City of Tulsa Planning Department. This report found that at the time of the progress report 74% of the planitulsa implementation was underway, with 219 Action Items identified as In Process, Ongoing, or Complete.

Why are we doing an update?

As more than a decade has passed since the adoption of planitulsa, there has been a desire to update the plan to reflect modern conditions in Tulsa, as well as to incorporate ideas and topics that were not a part of the original plan. Data analysis and best practices have evolved since the original planning process, which means there are new approaches and insights that can help to ensure that progress on plan implementation is continuing in the most effective ways. Additionally, new ideas and new input from the community can complement the great deal of input received in the original planning process. Respecting the foundation of input and the vision established by the community in the development of the 2010 plan was a primary goal of the planning team during the update process.

Rather than hiring a consultant to do the plan update, the City elected to complete the process in-house in the newly formed Tulsa Planning Office. Founded in 2019, the Tulsa Planning Office is the newly-combined planning function for the City of Tulsa. While the Tulsa Metropolitan Area Planning Commission (TMAPC) at the Indian Nation Council of Governments (INCOG) has served as the development review function for the City of Tulsa since the 1970s, long-range planning activities have always been housed at the City itself. This changed during the formation of the Tulsa Planning Office, and for the first time in many years, Tulsa’s planning functions are all in one place, allowing for a more streamlined and coherent approach to the planning process, both short-term and long-range.

What was the process for the update?

The Tulsa Planning Office undertook the update of the plan with several goals in mind. Firstly, as the plan update was completed in-house without outside consultants, it was important that staff be trained on best practices in comprehensive planning. Training sessions, webinars, and internal meetings took place to ensure that planning team members were knowledgeable about techniques in comprehensive planning and policy development that have evolved since the adoption of the original plan in 2010. The planning team also reviewed more than 30 comprehensive plans from across the United States in order to glean ideas for plan structure, formatting, content topics, and specific recommendations. Findings from these plans were consolidated into reference guides that served as supplemental information for the development of planitulsa topic chapters. The planning team also reviewed plans that have been completed in Tulsa, particularly since 2010. Recommendations from these plans were identified for inclusion in the plan update to respect the processes and engagement that occurred during the development of those plans.

Once the planning team had completed the preliminary review steps, engagement activities began in order to identify what additional content was needed in the plan. Engagement for the plan included numerous public meetings, surveys, informational updates, and correspondence. Across all engagement processes prior to the review of the final plan, more than 5,000 Tulsa residents contributed their ideas, aspirations, and thoughts on where the City of Tulsa should focus efforts. The planning team put extra emphasis on reaching community members that were underrepresented in the development of the 2010 plan by working with community organizations to promote surveys and other engagement activities. The approach to engagement was impacted by the COVID-19 pandemic, but all effort was taken to ensure multiple accessible ways to participate.

Engagement with subject matter experts was also highly important for the update of the plan. Community organizations, parallel government agencies, and internal City departments all contributed to the content of the plan by sharing their expertise and understanding of specific issues in Tulsa. More than 200 subject matter expert organizations were engaged by the planning team.

After the engagement activities were completed, staff organized all of the input to develop the plan recommendations. These recommendations were reviewed internally by Tulsa Planning Office leadership, City Legal Department staff, City of Tulsa department directors, the Mayor’s Office, and the City Council. Additionally, the draft plan was translated into Spanish, making it one of the first completely bilingual comprehensive plans in the country.

Once internal review was completed, the draft plan was made public for review, accompanied by a series of public meetings in each City Council district. Feedback from the public was incorporated into the final version of the plan prior to the initiation of the plan adoption process and approval by the Tulsa Metropolitan Area Planning Commission (TMAPC) and the Tulsa City Council.

What’s New?

The plan has been restructured to make it easier to use by focusing plan chapters on recommendations, with a layout that lends itself to use as a reference guide.

Plan Chapter Topics

The list of topic chapters of the plan has been expanded to include subject matter that was not considered in the original development of the plan. Modifications include:

• Renaming the Housing chapter to Housing & Neighborhoods and including greater consideration of how housing fits into a neighborhood context.
• Dividing the Parks, Trails, and Open Space chapter into Parks & Recreation and Environment & Natural Resources to clearly delineate between plan recommendations related to recreation and programmed outdoor places and recommendations related to environmental conditions and natural assets.
• Adding a chapter named Communities that considers how the City can best engage with the diverse populations in Tulsa to promote civic involvement.
• Adding a chapter named History, Culture, & Creativity, which provides recommendations for how the City can best support the preservation of history, both physical and social, be a welcoming community regardless of cultural background, and enhance the artistic and creative environment in the city.
• Adding a chapter named Public Services that includes planning recommendations for a broad spectrum of City departments that provide public services to residents.

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Additionally, each chapter has several contexts applied to them for a broader understanding of potential impacts on the Tulsa community. For each chapter the following concepts were evaluated (full descriptions can be found on page vii):

• Selected City Comparisons
• Equity and Resilience Considerations
• Health and Wellness Considerations
• Funding Priorities
• Regionalism Considerations

Development Review Guide

Since a primary function of a comprehensive plan is to provide guidance for new development, most components of the plan that are used in the development review process have been moved to a new section entitled the “Development Review Guide.” This section of the plan outlines the process of development review, contains the Land Use Plan Map and associated development guidance, and has an up-to-date online interface where anyone can see exactly what plan guidance there is for any property in the city. The use of technology to operationalize the plan will increase consistency and efficiency in the development review process, as well as making the process easier to understand and more broadly accessible.

Updated Land Use Plan Map

The Land Use Plan Map that was developed as a part of the 2010 plan has been updated to enhance usability and clarify distinctions between individual Land Use Designations. There are now eight Land Use Designations, reduced from the twelve designations previously established in the plan. The changes include:

• Combining Downtown Neighborhood, Existing Neighborhood, and New Neighborhood into one new designation, “Neighborhood”. Distinctions between neighborhoods in different parts of the city are now identified in the Development Era Map (see next page).
• Mixed-Use Corridor has been renamed “Multiple Use” as the characteristics of this designation are not necessarily limited to corridors, and the use of “Mixed-Use” created confusion between the Land Use Designations and mixed-use zoning districts.
• The previous version of the plan had three levels of Centers: Regional Center, Town Center, and Neighborhood Center. Confusion has arisen over the distinctions among these three Land Use Designations, particularly between Neighborhood Center and Town Center. In order to simplify this structure and remove confusion, these have been changed to “Regional Center” and “Local Center”, where Regional Centers are based around a use of regional significance (hospital, university, major shopping areas, etc.), and Local Centers are primarily intended to serve the needs of surrounding neighborhoods.

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• The Main Street Land Use Designation has been removed from the Land Use Plan Map, and all properties that were designated Main Street have been changed to Multiple Use. Main Street is now identified on the Major Street and Highway Plan Street Type map. This ensures that the historical context of Main Streets are preserved and modifications to that designation would include more stakeholders.

The simplification of this Land Use Designation system will ensure more consistent and predictable recommendations for development review cases where the comprehensive plan is referenced.

Development Era Map

One of the challenges of using planitulsa in development review has been a lack of clarity regarding distinctions between what type of development is appropriate in different parts of the city. What is appropriate for greenfield development near the city limits is not necessarily what’s most appropriate for infill development in a neighborhood near the downtown that developed in the 1920s. More and more development is occurring in older parts of the city as subdivisions have largely been built to the city limits in most areas.

The way the city develops has changed several times since Tulsa was established. In particular, innovations in transportation changed the way Tulsans were able to move around, and as an effect, changed the organization of urban form. When Tulsa was first established along the St. Louis and San Francisco Railroad, people got around primarily on foot or by horse-drawn carriage. Then in the early 20th century, streetcars expanded beyond what is thought of as downtown today into the city’s first streetcar suburbs. Eventually the automobile and buses overtook the streetcar, and the city’s footprint grew as individual mobility expanded. Finally, with the introduction of the interstate highway system and major annexation activities in the 1950s and 1960s, Tulsa expanded more rapidly than ever. Today, Tulsa still maintains each of these types of urban development, emanating from the downtown in a concentric pattern, having not existed long enough for any of these areas to fully redevelop like in older cities.

It was important that the update to planitulsa considers this trend and incorporate ways of distinguishing the appropriate type of development for a given place in the city.

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The introduction of the Development Era Map allows for the development review process to be sensitive to the different historical contexts in Tulsa. Land Use Designations are paired with the different Development Eras to identify common elements with regard to residential density, commercial format, mixed use orientation, urban form, land use diversity, parking orientation, screening, and signage. Areas identified as Future Growth are likely to benefit from land use planning to guide the patterns of development in these areas. See the Development Review Guide portion of this plan for a full explanation of the distinctions raised in the map.

Selected City Comparisons

In order to better understand Tulsa, it is useful to look at other cities across the United States and compare and contrast them. For each of the nine topic chapters, staff teams reviewed comprehensive plans from 30 selected cities across the country. Recommendations from these plans were gathered and consolidated into reference guides to help in the development of local policy recommendations. For each chapter, the planning teams identified six benchmark cities for comparisons of key performance indicators. These cities were selected for their similarity to Tulsa in terms of population, size, economy, and climate region, or were selected as cities that had desirable approaches to a chapter topic that Tulsa can model. Metrics for comparison were selected to align with the content of a given chapter and should be tracked over time to evaluate progress toward achieving plan goals and improving Tulsa's performance in comparison to cities across the country.

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Equity and Resilience Considerations

Comprehensive planning presents an opportunity to evaluate a city from a variety of different perspectives. Recommendations in this plan cover a broad array of topics, all of which have potential affects on residents of Tulsa. Two City of Tulsa reports in particular have laid the groundwork for identifying and addressing issues of social equity and resilience, the annual Equality Indicators report, and the 2018 Resilient Tulsa Strategy. In order to better understand the affect different chapter topics have on residents as it relates to equity and resilience, indicators were identified by each chapter team based on findings from research and engagement. Each indicator has a written description describing how it affects equity and resilience as well as current conditions in Tulsa. Each chapter also has a map in this section that identifies which areas of the city are performing better or worse based on metrics associated with the chapter content. These maps identify areas of the city that should receive priority focus when plan implementation occurs. Additionally, each chapter has a section that identifies which Equality Indicators and Resilient Tulsa Strategy actions are relevant to the chapter topic.

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Health and Wellness Considerations

The topics addressed in the comprehensive plan all have implications for individual and public health outcomes. This is in alignment with the concept of the Social Determinants of Health as defined by the US Department of Health and Human Services. That is, that health is influenced by social and environmental factors in addition to behavioral and genetic factors. With the focus on reducing the life expectancy gap between wealthy and impoverished parts of Tulsa, informed by planning work that has gone into the development of the Tulsa Health Department’s Community Health Improvement Plan (CHIP) and the City’s Equality Indicators reports, it is important for health and wellness considerations to be identified for each comprehensive plan chapter. 38 health and wellness indicators were identified across the 9 topic chapters of the plan in collaboration with public health professionals and informed by community engagement. Potential health outcomes, the local Tulsa context, and policy recommendations were developed for each of the health and wellness indicators.

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The US Department of Health and Human Services Office of Disease Prevention and Health Promotion organizes Social Determinants of Health into five overarching categories.

TULSA HISTORICAL TIMELINE

City Limit Expansion

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1830 1840 1850 1860 1870 1880 1890 1900 1910 1920 1930 1940 1950

Passenger Train Service (1882- 1967) Streetcar Service (1906- 1936) Private-run bus service (1927- 1968)

Major Events & Population Growth

Early Settlement (1836) Creek Nation chief picks a site under a large oak tree near the banks of the Arkansas River for councils

First Post Office (1879) A post office is established on the pony mail route through Indian Territory

Oil discovery at Red Fork (1901)

Tulsa's first park, Owen Park, created (≈1904)

Tulsa Police Department officially established (1907)

Parks Department established (1909)

PSO established (1913)

City incorporation (1898)

University of Tulsa opens (1920)

Tulsa race massacre (1921)

First zoning code adopted (1922)

Mohawk Park established (1924)

Spavinaw Lake Water Source established (1924)

Route 66 established (1926)

Federal Housing Act (FHA) passed (1934)

Tulsa Opera and Tulsa Philharmonic founded (1948)

Water supply expanded from Lake Eucha and Lake Spavinaw (1952)

Utica Square shopping center opened (1952)

TMAPC established (1953)

Golden Driller Statue built (1953)

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Tulsa Transit bus service (1968- Present)

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Public Services City Limit Population Growth

DEMOGRAPHIC PROFILE AND TRENDS

Tulsa’s population has changed in several ways since the original adoption of planitulsa in 2010. While many of the changes are aligned with changes at the national level, a few key changes are distinct to Tulsa.

Aging Population

Since 2010, the median age in Tulsa has increased from 34.8 years to 35.3 years. While 0.5 years may seem rather insignificant, the proportion of Tulsans that are 65 years or older has increased by 18% since 2010. This trend aligns with global trends of the Baby Boomer generation aging out of the workforce and entering into retirement years. The city’s labor force participation rate has also declined, mirroring the shift in median age.

Increasing Diversity

According to the results of the 2020 Decennial Census, Tulsa has become a majority-minority city for the first time in its history. This means that minority racial groups make up a majority of the city’s population, whereas the city has been majority White in every previous Census. Tulsa’s Hispanic or Latin American population has increased to more than 19%, or roughly one in every five households. The percentage of the population that identifies as Asian or Pacific Islander increased by 54% between 2010 and 2021, to roughly one in every 20 households.

Tulsa’s Black and American Indian populations had slight decreases in the past decade; however, Tulsa’s White population had by far the largest decrease. Additionally, the percentage of the population identifying as Two or More races nearly tripled since 2010. In fact, Oklahoma had the highest increase in individuals that identify as Two or More Races of any state in the country. The Census Bureau and demographers across the country have identified several reasons why this is the case. Firstly, the questions regarding racial identity were different in the 2020 and 2010 censuses, with the 2020 format facilitating a deeper description of an individual’s racial make-up. Other contributing factors include an actual increase in multi-racial births, and shifts in the way individuals identify themselves for a variety of personal reasons.

The Census Bureau anticipates additional shifts in the terminology used to classify racial group affiliation as time continues. It will be important to be cognizant of these classification changes in order to effectively use racial data for informed decision making.

Greater Educational Attainment

One of the most promising statistical trends for Tulsa is the increase in the percentage of the population who have completed a college degree. In 2010 35.9% of Tulsans had completed an Associate’s, Bachelor’s, or Graduate degree, and that has increased to 39.3% according to the latest Census data. An educated population can be an attractor for businesses, particularly those that pay higher wages and offer more benefits for their employees.

Industry Sector Shifts

Since 2010 Tulsa has seen some notable shifts in the distribution of employment by the various economic sectors. Tulsa saw modest growth in manufacturing and healthcare and social assistance jobs, but saw more volatile shifts in other sectors. The retail trade sector declined, consistent with national trends, and was heavily disrupted by the COVID-19 pandemic. The administration and support sector saw the steepest decline, dropping by nearly 12%, while the accommodation and food service sector saw a large increase of 11%.

As Tulsa’s population continues to increase its educational attainment, additional shifts in the predominant industry sectors are likely as well. Efforts by Tulsa agencies and organizations to stimulate economic development will need to foster these changes.

Housing Trends

Since 2010 Tulsa has trended steadily toward a 50/50 split between owner-occupied housing units and renter-occupied housing units. The rate of vacancy has declined substantially, as the increase in available housing units has not fully kept up with the increase in population. The total number of housing units increased 2.8% and the total population increased 5.4% during the same time period. This, coupled with supply chain constraints leading to severe inflation, has led to a steep increase in housing costs in Tulsa since 2021. New housing development in Tulsa should respond to these trends.

planitulsa VISION (2010)

Guiding Principles

These principles were identified in the development of the 2010 plan and served as the basis for the chapter content of the plan.

Economy

• Downtown Tulsa should act as a thriving economic engine and cultural center for the entire region.
• Entrepreneurs, small businesses and large employers should find Tulsa an easy place to do business.
• Business owners are able to easily find adequate and attractive space for expanding businesses into downtown, along main streets, or in employment centers.
• The city invests in the critical infrastructure necessary to develop a robust and diversified economy.

Transportation

• A variety of transportation options serve the city, so that all Tulsans can go where we need to go by driving if we want, but also by walking, biking or using public transit.
• The transit system is designed as a consumer good and attracts people without a vehicle, as well as people who have a vehicle and choose to use an alternative.
• Employment areas are accessible to services such as child care, grocery stores, restaurants, and other amenities.

Community and Housing

• Newcomers feel welcome to move to Tulsa, find a home and join the community.
• Future development protects historic buildings, neighborhoods and resources while enhancing urban areas and creating new mixed-use centers.
• Tulsa has pockets of density to provide for a more livable, pedestrian-friendly and cost-efficient community.
• Tulsa permits opportunities for a full range of housing types to fit every income, household and preference.
• The arts as well as cultural and historic resources are celebrated.

Equity and Opportunity

• The disparity in life expectancy between areas of the city is eliminated by addressing access to services and public health issues.
• Tulsa is a cohesive city where we have the ability to create safe, healthy lives for ourselves and our families.
• Tulsa’s civic, business and government institutions ensure that everyone has equal opportunity and access to housing, employment, transportation, education and health care, regardless of background, ethnicity, or neighborhood.
• Schools are safe, easy to walk to, and part of a world-class education system.

Environment

• Tulsa becomes a leader in sustainability and efficiency.
• Residents have easy access to parks and natural areas.
• City parks provide open space, available to each neighborhood, with access to fields, natural areas and greenways for outdoor relaxation and recreation.
• New buildings meet high standards for energy and water efficiency and deliver high quality spaces and architectural design.

Planning Process

• City planning and decision-making is an inclusive and transparent process.
• Once adopted, city-wide and neighborhood plans are funded, implemented and monitored for performance.
• Development and zoning policies are easily understood, workable and result in predictable development.
• Residents have a voice in solving their community’s problems today and are a part of planning for tomorrow.

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Vision Map

The planitulsa Vision Map was developed during public engagement workshops and laid the foundation for the Land Use Plan Map. Centers for development and transportation vision elements are included in the map and are reflected in the Land Use Plan Map. This map is not used in the development review process and is only meant to capture the feedback from the planning process and illustrate broad conceptual ideas related to the future of land use and transportation in Tulsa.

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planitulsa

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development review guide

TABLE OF CONTENTS

3 INTRODUCTION

4-11 THE DEVELOPMENT REVIEW PROCESS

4-5 Development Review Process Overview
6 Role of Council, Boards, and Commissions
7-9 Overview of Application Types
10-11 Relevant Codes and Planning Documents
12-13 Engagement Expectations

14-19 THE LAND USE PLAN

20-33 DEVELOPMENT ERAS

34-35 MAJOR STREET & HIGHWAY PLAN

36-57 CONTEXT MAPS

36-37 Arterial Traffic
38-39 Transit-Oriented Development Areas
40-41 Commercial Revitalization Areas
42-43 Economic Incentive Areas
44-45 Industrial Employment Suitability
46-47 Neighborhood Statistical Areas
48-49 Parks and Open Space Areas
50-51 Tree Canopy
52-53 Flood Areas
54-55 Small Area Plans
56-57 Zoning Overlay Districts

chapter 1 development review guide

INTRODUCTION

Purpose of this Guide

This guide is a collection of the information for the implementation of the comprehensive plan through the development review process. The different sections of the guide cover procedural components of the process, as well as maps and land use guidance to determine the appropriateness of new development across the city. This information is intended to help clarify the development review process for residents, applicants, government staff, and decision makers to arrive at a more consistent, predictable, and efficient process.

Relationship to Other Chapters of the Plan

In addition to the content of this guide, planitulsa’s nine topic chapters have recommendations that can be relevant to the development review process. These recommendations are found in each chapter’s “Action Table” and describe how staff should conduct business and what considerations are important to ensure development is consistent with the vision established by the community in the comprehensive plan. All of the goals, strategies, and actions of the plan are derived from engagement with the Tulsa community and subject matter experts, past planning efforts conducted by the City of Tulsa and partner agencies, best practices from cities across the United States, and research and data analysis conducted by Tulsa Planning Office staff.

Online Interface

All of the information contained within the maps of this guide are available through an online interface accessible through the Tulsa Planning Office website. This interface facilitates searching properties by their address and returning the relevant information regarding Land Use Designation, Development Era, Major Street & Highway Plan Designation, and all Context Maps, as applicable. This interface will be updated regularly, and it should serve as the primary source for up-to-date maps that are used in the process of development review.

Sections of this Guide

Development Review Process Overview

The Development Review Process Overview outlines the development review process. It includes descriptions of relevant authorities, legal frameworks, planning guidance, and the expectations for public engagement during the development review process.

The Land Use Plan Map

The Land Use Plan Map reflects the community vision for future growth. The Land Use Plan Map identifies eight Land Use Plan Designations, and each property in the city is assigned a Land Use Plan Designation. The Land Use Plan Designation of a property provides guidance on the type of development that is appropriate for the property, based on existing conditions and planned future growth. Decision makers considering development applications review the Land Use Plan Designation of a property together with the Development Era Classification of the property with the objective that new development is compatible in use, form, and orientation with existing conditions.

Development Era Map

The Development Era Map divides the city into five areas according to when the areas were originally developed and assigns a Development Era Classification to each of the five areas. This distinction is intended to provide guidance that allows for new development to be consistent with and sensitive to existing development in the area. Guidance is also provided for undeveloped areas of the city.

Context Maps

A series of Context Maps is included for additional consideration by decision makers when reviewing development applications. These maps include data gathered to prepare other chapters of this comprehensive plan and provide information on topics such as transportation, economic development, neighborhoods, parks & recreation, environment & natural resources, public services, and history, culture, & creativity.

DEVELOPMENT REVIEW PROCESS OVERVIEW

Development Review Introduction

The City’s development review process is in place to ensure that the regulations of the zoning code and other applicable regulations are followed and that the goals of the comprehensive plan and other adopted guiding documents are realized. Over the next several pages, this section of the Development Review Guide will provide useful information for understanding the City’s development review process.

Does The Current Zoning Permit The Proposed Use?

When a property owner proposes a new use of existing construction or new construction on or development of a property, the first question to ask is “Does the current zoning permit the proposed use?” The answer to this question will determine what steps are needed to gain approval for a development application. Members of the public can check a property’s zoning classification by consulting the Zoning Map on the INCOG website. Permitted uses within the zoning classification are shown in the applicable Use Regulation table in the City of Tulsa Zoning Code.

Zoning Clearance Review

If after preliminarily assessing the existing zoning the proposed use appears to be permitted, then the next step is to submit the appropriate application to the Development Services Department’s Permit Center. There, staff will initiate a series of reviews. Normally, the first review conducted is a Zoning Clearance Review to determine whether the existing zoning of a project site permits the proposed use. If the existing zoning classification permits the proposed use, other reviews will be conducted before a Building Permit or a Certificate of Occupancy can be issued. If the Zoning Clearance Review concludes that the proposed use is not permitted by the existing zoning classification, an application to the Tulsa Metropolitan Area Planning Commission (TMAPC) for rezoning or to the City Board of Adjustment (BOA) for a special exception or variance, as appropriate, should be filed in the Tulsa Planning Office before permitting reviews can be continued.

Working with the Tulsa Planning Office

If the existing zoning classification of a property does not permit the proposed use, the Tulsa Planning Office can help to determine the best course of action to obtain zoning approvals. Before an application is made to the TMAPC or the BOA potential applicants will have the opportunity to meet with Tulsa Planning Office staff to determine the most appropriate path forward.

Commission and Board Hearing Process

Detailed descriptions of TMAPC and BOA, as well as the types of applications they hear, can be found on pages 6-9 in this guide.

Many of the TMAPC or BOA application types can be administratively approved or can receive a final determination with that respective body after one public hearing. Rezoning applications are sent with a TMAPC recommendation for final approval by the Tulsa City Council.

When an applicant files an application to TMAPC, Tulsa Planning Office staff will prepare a staff report with a recommendation for approval or denial. When an application is made to the BOA, Tulsa Planning Office staff prepares a case report, outlining the facts of the case and all relevant information, but does not include a recommendation.

Notice must be given of the hearing on an application to the TMAPC or BOA. For more information about noticing requirements, refer to pages 12-13 of this guide.

Once a rezoning application has been filed, it will then be on the agenda of a TMAPC meeting, which will include a public hearing and discussion from the Commissioners. This results in a vote on whether to recommend approval of the case or not. If TMAPC recommends approval, the case is sent to the City Council for final approval.

The rezoning application appears on Council agendas three times. First, at a Council committee meeting, where Tulsa Planning Office staff gives and explains the TMAPC recommendation and consistency with policy and intent of the comprehensive plan. This appearance is only discussion between Councilors and staff with no vote or public comment. The next appearance is at the City Council meeting, where public input is heard. City Council votes either to approve the application, approve with modifications, or deny. In most cases the application needs a simple majority to pass. At the following City Council meeting the application appears again for Council adoption of an ordinance rezoning the property.

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*Rezonings and certain Special Exceptions require platting or a Subdivision Compliance Review. See 70.080-B in Title 42 (Tulsa Zoning Code) for a list of applicable Special Exceptions

Further Review and Certificate of Occupancy

After any necessary approval by the City Council, TMAPC, the BOA, or the Tulsa Preservation Commission, the Development Services Permitting staff can resume other development reviews. Staff will evaluate the details of engineering and architectural components of the application and issue a Letter of Deficiency (LOD) if revisions are needed for compliance with adopted codes.

Once all necessary stages of the permitting and development review process have been satisfactorily completed, including building permit issuance and a final inspection, a Certificate of Occupancy will be issued to approved applications. This certificate indicates that the use is allowed, and that the structure is fit for occupancy and verifies compliance with all relevant codes.

ROLE OF COUNCIL, BOARDS, AND COMMISSIONS

Tulsa City Council

The Tulsa City Council is the final decision-maker on zoning map amendments (rezoning) and Zoning Code text amendments.

Applications reviewed by Tulsa City Council:

• Zoning Code Text Amendments
• Zoning Map Amendments (rezoning), including Major Amendments of PUDs and of other Development Plans
• Comprehensive Plan and Amendments
• Subdivision Plats

Tulsa Metropolitan Area Planning Commission (TMAPC)

TMAPC’s mission is to provide unbiased advice to the Tulsa City Council and the Tulsa County Board of Commissioners on development and zoning matters; to provide a public forum that fosters public participation and transparency in land development and planning; to adopt and maintain a comprehensive plan for the metropolitan area; and to provide other planning, zoning, and land division services that promote the harmonious development of the Tulsa Metropolitan Area and enhance and preserve the quality of life for the region’s current and future residents. TMAPC is composed of 11 members. 7 members are appointed by the City of Tulsa, and 4 members are appointed by Tulsa County.

Applications reviewed by TMAPC:

• Zoning Map Amendments (rezoning), including Major Amendments of PUDs and of other Development Plans
• Minor Amendments of PUDs and of other Development Plans
• Zoning Code Text Amendments
• Preliminary and Minor Subdivision Plats
• Type 2 Lot Splits and Lot Line Adjustments
• Accelerated Release of Building Permits
• Modifications to Subdivision and Development Regulations
• Change of Access on recorded subdivision plats
• Comprehensive Plan Amendments
  • Text Amendments
  • Map Amendments

Applications reviewed by staff on behalf of TMAPC:

• Type 1 Lot Splits and Lot Line Adjustments
• Exempt Land Divisions
• Final Subdivision Plats
• Subdivision & Development Regulations – Compliance Reviews

City of Tulsa Board of Adjustment (BOA)

The City of Tulsa Board of Adjustment is authorized to grant variances and special exceptions in accordance with the provisions of the Tulsa Zoning Code. The City BOA is composed of five members appointed by the Mayor.

Applications reviewed by BOA:

• Variances of zoning code requirements
• Special Exceptions authorized in the zoning code

Applications reviewed by staff on behalf of BOA:

• Administrative Adjustments as authorized by the zoning code

Tulsa Preservation Commission

The Tulsa Preservation Commission promotes Tulsa’s welfare through the preservation and protection of historic resources. The commission is composed of eleven members who have demonstrated an interest in historic preservation. The Preservation Commission reviews and approves applications for Historic Preservation Permits, as required by the Tulsa Zoning Code for properties located in Historic Preservation Overlay Districts. Projects requiring review include, exterior alterations, additions, new construction, and demolition of buildings. The Preservation Commission also reviews zoning map amendments that establish or change the boundaries of HP Overlay Districts. This process includes a public hearing, and recommendations are sent to TMAPC for review and then to the Tulsa City Council for a final decision.

Applications reviewed by Tulsa Preservation Commission:

• Historic Preservation Permit
• Zoning Map Amendments that establish or change the boundaries of HP Overlay Districts

OVERVIEW OF APPLICATION TYPES

Applications reviewed by the TMAPC:

Rezonings, also known as Zoning Map Amendments, change the zoning classification of a property and are adopted by ordinance. Staff reviews and makes recommendations on rezoning requests to the TMAPC who will then make a final recommendation to the Tulsa City Council. If approved, a new ordinance will be published that changes the official zoning map. The rezoning process typically takes ~120 days. Applicants should expect to pay fees to initiate the application, and those costs can be found at tulsaplanning.org. Owner-initiated rezoning may include adoption of a development plan, which is mandatory in some instances and voluntary in others (Optional Development Plan).

Preliminary Subdivision Plats A subdivision plat is required by statute when a tract is divided into 5 or more lots. New right of way and easements are dedicated to the public by means of the plat, and access management is addressed. A preliminary plat must be reviewed and approved by the TMAPC for compliance with the Tulsa Metropolitan Area Subdivision and Development Regulations. Preliminary plats are first reviewed by the Technical Advisory Committee, which include representatives of the following:

• Tulsa Planning Office
• City of Tulsa Development Services Department
• City of Tulsa Public Works Department
• Private utility companies
• Tulsa Airports Improvement Trust
• Neighboring Communities

Following review by the Technical Advisory Committee, a set of conditions and required revisions is provided to the TMAPC to be incorporated in its approval of the preliminary plat.

Authorizations for Accelerated Release of Building Permits in conjunction with property required to be platted. When a property is required to be platted certain permits may not be issued until the plat is complete. Applicants may request an accelerated release of building permits while the plat is being processed if components of the plat are not required to meet other code requirements and development needs. Applications for accelerated release of building permits are reviewed by the Technical Advisory Committee and may only be submitted in conjunction with, or following approval of, a preliminary subdivision plat.

Modifications to Subdivision and Development Regulations If a project faces a unique circumstance or demonstrates an inability to meet certain criteria of the Subdivision & Development Regulations, a modification to the regulations may be applied for. Applications for modification are reviewed by the Technical Advisory Committee before a hearing by the TMAPC.

Change of Access on recorded subdivision plats. Access restrictions are frequently imposed by plats. If a previously platted site is being redeveloped and revisions to the existing access are needed, applicants must request a change to platted limits of access. Change of Access applications must be reviewed and approved by the City Traffic Engineer before being submitted to the Tulsa Metropolitan Area Planning Commission for final approval.

Comprehensive Plan Amendments Text Amendments Text amendments are necessary on occasion if there is a need to change a goal, strategy, or action in the comprehensive plan. Text amendments are initiated by either the TMAPC or the City Council. The process to amend comprehensive plan text includes a hearing by the TMAPC to consider adoption of the amendment, followed by a Council Committee meeting for discussion, then a Council meeting to determine if the adopted amendment should be approved.

Land Use Map Amendments Land Use Map amendments are necessary if a development proposal is inconsistent with the map designation. Land Use Map amendments can be initiated by either the affected property owner, TMAPC, or City Council. The process to amend a map designation includes a hearing by the TMAPC to consider adoption of the amendment, followed by a Council Committee meeting for discussion, then a Council meeting to determine if the adopted amendment should be approved.

OVERVIEW OF APPLICATION TYPES (cont.)

Lot Line Adjustments

Lot line adjustments are used to combine multiple, existing abutting lots into a single lot. They can also be used to alter a single boundary between or reconfigure the shapes of existing abutting lots given that more lots are not created than the number of lots that existed before the adjustment. New lots created as the result of a lot line adjustment must conform to all zoning requirements and requirements of the Subdivision and Development Regulations. Lot line adjustments requiring no modification of the Subdivision and Development Regulations or action of the BOA are reviewed and can be administratively approved by the Tulsa Planning Office. Lot line adjustments requiring modification of the Subdivision and Development Regulations or action of the BOA are reviewed and approved by the TMAPC. Applications are also reviewed by applicable City departments.

Lot Splits

Lot splits are land divisions of platted or unplatted property that result in the creation of no more than 4 lots, including the parent tract and any remainder tracts. New lots created as the result of a lot split must conform to all zoning requirements and requirements of the Subdivision & Development Regulations. Lot splits requiring no modification of the Subdivision and Development Regulations or action by the BOA are reviewed and can be administratively approved by the Tulsa Planning Office. Lot splits requiring modification of the Subdivision and Development Regulations or action of the BOA are reviewed and approved by the TMAPC. Applications are also reviewed by applicable City Departments.

Exempt Land Divisions

Pursuant to state statutes, certain land divisions do not require a subdivision plat or lot split approval and are exempt from the subdivision and lot split procedures found in the Subdivision & Development Regulations. Exempt Land Divisions are those land divisions in which all lots to be created are more than 5 acres in area and no more than 4 lots are being created, including the parent tract and any remainder tracts. Exempt Land Divisions are reviewed and administratively approved by the Tulsa Planning Office.

Final Subdivision Plats

Final plats are submitted following the approval of a preliminary plat. Final plats must reflect any requirements determined at the time of preliminary plat review and must receive final approval from all relevant parties prior to administrative approval by TMAPC staff and forwarding to the City Council for approval.

Subdivision & Development Regulations – Compliance Reviews

The Tulsa Zoning Code requires compliance with the Subdivision and Development Regulations for properties that have been rezoned by the property owner and for specific uses identified in Section 70.080 of the Code. For properties already in compliance either by previous platting or other instruments, a compliance review can be requested as an alternative to the plat process. Compliance Reviews are reviewed and administratively approved by the Tulsa Planning Office.

Applications reviewed by BOA:

Variances of zoning code requirements

A Variance is a grant of relief from strict compliance with the regulations of the Tulsa Zoning Code. The intent of a variance is to alleviate unnecessary hardships or practical difficulties caused by strict enforcement of the code. Variances are not intended to provide relief for inconveniences or financial burdens.

Special Exceptions authorized in the zoning code

A Special Exception is a grant of permission for a particular use or development feature authorized by regulations of the Tulsa Zoning Code if approved by the Board of Adjustment. The Board of Adjustment must find that the requested Special Exception would be in harmony with the spirit and intent of the zoning code, and it will not be injurious to the neighborhood or otherwise detrimental to the public welfare.

Appeals of decisions of administrative officials or the Tulsa Preservation Commission

Appeals to the Board of Adjustment of administrative decisions may be filed by any person who alleges errors in determinations made by staff in the administration, interpretation, or enforcement of the zoning code. Appeals from decisions of the Tulsa Preservation Commission may also be made to the Board of Adjustment.

Administrative Adjustments as authorized by the zoning code Administrative Adjustments provide a streamlined approval procedure for minor modifications to specific zoning code regulations and are reviewed and approved by the Tulsa Planning Office. Authorized administrative adjustments are defined by the Tulsa Zoning Code.

Applications reviewed by Tulsa Preservation Commission: Historic Preservation Permit An Historic Preservation Permit (HP Permit) is the document issued by the Tulsa Preservation Commission to approve proposed work within Historic Preservation Overlay Districts. An HP permit is required for demolition, new construction, or changes to existing buildings, structures, or lots within HP Overlay Districts. Some changes, such as interior alterations, the planting of vegetation, or ordinary maintenance, are exempt from the requirement for an HP Permit. Complex projects, such as proposals for new construction, are reviewed by the Historic Preservation Permit Subcommittee in a workshop format before being forwarded to the Tulsa Preservation Commission for review and approval.

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RELEVANT CODES AND PLANNING DOCUMENTS

Several documents regulate and guide development in Tulsa. These include codes, regulations, policies, and plan recommendations, all of which work together to realize the community’s vision for land use development. City of Tulsa and Tulsa Planning Office staff will refer to all of these documents during different stages of the development review process.

Statute State-level laws passed by the legislature.

Ordinance/Codes City-level laws passed by the City Council.

Regulation/Standard Rules adopted by appointed authorities and City departments, including design standards.

Policy/Procedure An established way of conducting business within City departments.

Plan Recommendation A recommended action adopted by TMAPC and affirmed by City Council in order to change ordinances, regulations, or policies.

Guideline Voluntary supplemental guidance for regulations, policies, and procedures.

ENGAGEMENT EXPECTATIONS

Recommended Neighbor Engagement

The Tulsa Zoning Code requires that notice be given of the hearing on certain applications, and the type of notice required varies according to the application to be considered. Communication between the applicant and surrounding property owners and residents is not required but is highly recommended.

The Tulsa Zoning Code encourages applicants to engage the neighboring property owners and residents and provides:

1. Neighbor communications are encouraged by the board of adjustment, planning commission and city council to help:
   • educate applicants and neighbors about one another's interests;
   • resolve issues in a manner that respects those interests; and
   • identify unresolved issues before initiation of formal public hearings.
2. Applicants are encouraged to submit a summary of their neighbor communication activities at or before the first required public hearing. The recommended content of such summaries is as follows:
   • Efforts to notify neighbors about the proposal (how and when notification occurred, and who was notified);
   • How information about the proposal was shared with neighbors (mailings, workshops, meetings, open houses, fliers, door-to-door handouts, etc.);
   • Who was involved in the discussions;
   • Suggestions and concerns raised by neighbors; and
   • What specific changes (if any) were considered and/or made as a result of the neighbor communications.

Although communication with neighbors is not required, many cases have been delayed late in the approval process to permit the neighbors to meet with the applicant to learn about the proposed project and to provide feedback to the applicant on the possible impact to the community. Applicants should use their best judgment to determine how much engagement is needed to adequately communicate intent, and to generate local buy-in on the proposed project.

Engagement is recommended to occur prior to entering the development review process, as well as after discussions with the Tulsa Planning Office staff. See the diagram on page 5 for more information.

Required Notice

Tulsa Planning Office staff are required by ordinance to provide notice of pending cases. The requirements differ by the type of case. Details of notice requirements are outlined in the table on page 13.

Newspaper Notice

A notice of public hearing for a TMAPC or BOA agenda item is published in the Tulsa World. This notice includes the case number, applicant name and contact information, action requested, location of the subject property, legal description, current and proposed zoning, links to the application and associated zoning categories, and information about how and when to attend the public hearing or to leave comments in lieu of in-person participation.

Mailed Notice

A notice of public hearing for a TMAPC or BOA agenda is mailed to property owners surrounding the location of a development application. The notice radius depends on the type of application, and will either be only to adjacent neighbors or to neighbors within a 300' radius of the property line. This notice includes all of the details that are included in the Newspaper Notice with the addition of a site map.

Posted Notice

All meeting agendas for TMAPC are physically posted at City Hall in a visible location on the exterior of the building on 2nd St. It is also required that information regarding the pending case is posted on a sign on the property.

In addition to these three notices, Tulsa Planning Office notifies neighborhood associations adjacent to a proposed development, and all agendas are shared on the Tulsa Planning Office website and social media accounts.

NOTICE REQUIREMENTS

*If concurrent with a rezoning application

**Only Special Exceptions involving a use require a posted notice.

LAND USE PLAN MAP

Introduction

The Land Use Plan Map designates the preferred land use types for all areas within the city limits. It is used during the development review process to evaluate if rezoning cases are consistent with the vision established by the community during the development of the comprehensive plan. The land use plan map is updated based on amendments made to the plan, either through individual development applications, through land use planning exercises, or through routine housekeeping updates conducted by Tulsa Planning Office staff.

Approach

The Land Use Plan for Tulsa focuses on preserving what exists today while accommodating needed growth. While the Downtown area functions as a central location for the city, centers are distributed across the city to serve the needs of residents near their homes. Employment lands are located along major highways, railways, and around the Tulsa International Airport. Parks and Open Space designations protect existing outdoor recreational and natural areas, while special focus is given to the land use development along the Arkansas River to ensure it remains an asset for all members of the Tulsa community.

Origin and Modifications

Tulsa’s Land Use Plan Map incorporates the vision established by the community during the planning processes between 2008 and 2010 that led to the adoption of planitulsa. This map has been modified as a part of the 2022 plan update to simplify some concepts for easier interpretation and implementation. In particular a handful of changes have been made to the Land Use Plan Designations.

In the previous version of the plan there were three neighborhood designations including: Downtown Neighborhood, Existing Neighborhood, and New Neighborhood. These have been combined into a single “Neighborhood” designation, and the distinction between different areas of the city is re-established in the Development Era Map. Similarly, the previous version of the plan had three levels of centers: Regional Centers, Town Centers, and Neighborhood Centers. Over years of reviews, the distinction between Town Center and Neighborhood Center has been difficult to establish in a consistent way, therefore these have been re-categorized into two designations: Regional Center and Local Center. The distinction between these two designations is whether the Center serves a local area or a larger regional area, based on existing land uses.

The previous version of the plan included a designation called “Mixed-Use Corridor”, and that has been modified to “Multiple Use” in order to allow for areas that are not strictly along a given corridor to have that designation applied, as well as to differentiate the land use designation from mixed-use zoning. Finally, the Main Street land use designation from the previous version of the plan has been removed and replace with Multiple Use. The Main Street designation remains in the Major Street and Highway Plan, and any properties in a Multiple Use Land Use Designation along a street that is designated Main Street will be held to the same standards as the previous plan. This was done in order to ensure that Main Streets in Tulsa exist in their entirety for future generations.

More detailed description of each of the Land Use Plan Designations can be found in the next several pages of this guide. All land use changes that were established in small area plans have been carried over to this updated land use plan map, and any changes are consistent with the modifications described above.

Land Use Plan Map

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Land Use Designation

LAND USE PLAN DESIGNATIONS

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Neighborhood

Neighborhoods are “Mostly Residential Uses” which includes detached, missing middle, and multi-dwelling unit housing types. Churches, schools, and other low-intensity uses that support residents’ daily needs are often acceptable, particularly for properties abutting Multiple Use, Local Center, or Regional Center land use areas. Multi-dwelling unit housing that takes access off of an arterial is considered Multiple Use, Local Center, or Regional Center. If a multi-dwelling unit housing property takes access off of a lower-order street separated from the arterial, then it would be considered Neighborhood.

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Multiple Use

Multiple Use areas are “Mostly Commercial or Retail Uses” which include restaurants, shops, services, and smaller format employment uses. This land use designation is most common in areas of the city from earlier development patterns, with Local Centers being more commonplace in newer parts of the city. For single properties that are commercial but surrounded by Neighborhood, Multiple Use is the preferred designation.

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Local Center

Local Centers serve the daily needs of those in the surrounding neighborhoods. This designation implies that the center generally does not serve an area beyond the nearby neighborhoods. Typical uses include commercial or retail uses that serve the daily needs of nearby residents. In order to introduce a regional trip generator, the entire local center designation should be amended to be Regional Center with significant input from all affected properties and nearby neighborhoods.

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Regional Center

Existing regional trip generators define the Regional Centers in contrast to Local Centers. These centers should be the most connected land use pockets outside of downtown for public transit access and high-capacity arterial streets. New regional trip generators should be permitted in the area with special consideration given to the transportation access and circulation. Regional trip generators include universities, malls, large medical campuses, casinos, big-box shopping centers, and very large churches.

LAND USE PLAN DESIGNATIONS

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Employment

The employment designation is intended to accommodate offices, warehousing and storage, manufacturing and assembly, and industrial processes. The “Industrial Site Suitability” map corresponds to the Employment land use designation and indicates where uses that are potentially incompatible with sensitive land uses are best suited to locate. This directs industrial uses to particular areas of the city while discouraging industrial in close proximity to Neighborhood areas.

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Downtown

The area within the Inner Dispersal Loop (IDL) highway is generally understood to be the downtown area of Tulsa. This area has fewer development limitations than most areas of the city, and a high density of employment, residential, mixed-use, commercial, retail, and institutional uses. Land uses and transportation infrastructure in this area should be primarily pedestrian-oriented, with parking either on street, behind buildings, or in structured parking garages.

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Park and Open Space

The Park and Open Space designation includes parks, trails, public sports complexes, country clubs, stormwater facilities, forests, and cemeteries. While these individual uses differ greatly, the general goal of this designation is to ensure these areas remain in their current undeveloped state, and that new development in near proximity does not encroach in ways that undermine the purpose of the property. Active parks and open space should be further activated by development that faces these uses.

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Arkansas River Corridor

The Arkansas River Corridor comprises a mix of uses - residential, commercial, recreation, and entertainment - that are well connected and primarily designed for the pedestrian. This Corridor is characterized by a set of design standards that support and enhance the Arkansas River Corridor as a lively, people-oriented destination. The Corridor connects nodes of high-quality development with parks and open space. The natural habitat and unique environmental qualities are amenities and are respected and integrated as development and redevelopment occur. The future development of this Corridor is intended to complement the adjacent thriving neighborhoods by providing appropriate transitions and connections to the Arkansas River.

DEVELOPMENT ERA MAP

Introduction

At an area of 224 Sq. Mi., Tulsa is a city whose urban form covers the full spectrum of urban environments, from the high-density downtown area to the newly developed suburban neighborhoods on the city’s edge. While all part of the same city, these areas require different approaches to ensure land use decisions are appropriate for their context. How neighborhoods are developed, buildings are designed, streets are engineered, and public spaces are managed all can depend on the existing context. Growth is inevitable, in all parts of the city, and it is the goal of this section to ensure the right approach for the right part of town.

Interaction with Land Use Plan

The Land Use Plan Designations described on previous pages are universally applied across the city. The Development Era framework allows for a differentiation within each Land Use Plan Designation by the area of the city it falls within. Therefore, if a property is designated as “Neighborhood” on the Land Use Plan, and “Early Automobile Era” on the Development Era Map, it would be identified as “Neighborhood - Early Automobile Era”. This allows for a more tailored approach to land use planning than just using the Land Use Plan Designations.

Development Era Considerations

The way the city developed in each defined era is differentiated by several characteristics. Growth occurred in ways that maintained connections to key destinations of the city, and transportation infrastructure innovations led to changes in the pattern of development. As time progressed Tulsans transitioned from walking and horse-drawn carriages, to streetcars, to the adoption and proliferation of the automobile. These changing transportation systems had a significant effect on the organization of both transportation infrastructure and land use in the city. Each Development Era area retains the historic underlying street grid and block layout, and it is important that development decisions reflect and preserve the functionality of those underlying systems.

Development Era Classifications Overview

Downtown Era - late 1800s-1910s

Downtown is the oldest part of the city and developed prior to the advent and proliferation of the automobile. This area is limited to the land inside of the Inner Dispersal Loop (IDL), as this forms a distinct boundary between Downtown and the surrounding areas.

Streetcar Era - 1910s-1930s

The Streetcar Era area is the second level of the Development Era Map and encompasses those areas of the city that also predate the proliferation of the automobile and maintain a highly walkable urban form. These areas emerged as the streetcar suburbs and commercial main streets prior to World War II.

Early Automobile Era - 1930s-1950s

The Early Automobile Era area includes those parts of the city that developed prior to and after World War II but prior to the major annexations of the 1960s. These neighborhoods developed during the rise of the automobile, but generally maintain a rectilinear street grid with homes on smaller lots.

Late Automobile Era - 1950s-present

In the late 1950s and early 1960s the suburbs grew at a tremendous rate in the Tulsa metropolitan area. It was at this time that surrounding communities, such as Broken Arrow, began to grow at a rapid pace. At this time, the City of Tulsa annexed more than 100 square miles, and neighborhood subdivisions began to proliferate from the core of the city toward the suburban communities.

Future Growth

Some areas of the city have yet to be developed, and it is important to consider the impacts of converting land from a rural or natural setting to that of a developed area. These areas should be ready for growth to occur with regard to infrastructure, the distribution of public services, and the fiscal and economic realities of the region.

Development Era Map

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LEGEND

DEVELOPMENT ERAS

Introduction

Over the next several pages the five Development Era Classifications are described in detail in order to inform the review of development proposals for their appropriateness in different parts of the city.

Tulsa’s development pattern has responded to the technologies and sensibilities of different time periods. In the four graphics below, examples of the predominant pattern of development are shown for each Development Era Classification except for Future Growth. Moving from the earliest era, Downtown, to the latest era, Late Automobile, three key differences are apparent:

1. Straight streets become more curvilinear;
2. The level of connectivity decreases;
3. Residential uses become more separated from other uses.

None of these development patterns is superior to the other, and each facilitates different lifestyles that suit the needs of different Tulsans. As the general pattern of development in the city continues to move towards infill, these distinctions can help ensure that new development is appropriate for its context.

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Downtown Era Street Pattern

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Streetcar Era Street Pattern

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Early Auto Era Street Pattern

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Late Auto Era Street Pattern

Non-Residential or Mixed-Use Residential Only

Relationship to Land Use Plan Designations

Land Use Plan Designations that are affected by the Development Era Map include: Downtown, Neighborhood, Multiple Use, Local Center, Regional Center, and Employment. Land Use Map designations that are not affected by the Development Era Map include: Arkansas River Corridor Overlay and Parks and Open Space. The next several pages provide descriptions for each affected Land Use Plan Map designation by each corresponding Development Era classification.

Characteristics Explanation

Combinations of Land Use Plan Designations and Development Era Classifications (LU-DE) have differing urban form characteristics. These characteristics were defined by the predominant real-world conditions of each LU-DE combination in the city today, and these should be considered along with the immediate surrounding context of any development project.

Residential Density

Residential density ranges were developed based on the densities permitted for different housing types in the most common zoning categories in each Development Era Classification. The graphic below illustrates the full range of recommended densities by the three categories of housing types.

1. Detached Housing - This category includes Detached Houses and Patio Houses as defined in the Tulsa Zoning Code.
2. Missing Middle Housing - This category includes Townhouses, Cottage House Developments, Duplexes, and Multi-Unit Houses, and small Apartments and Condominiums as defined in the Tulsa Zoning Code.
3. Multi-Dwelling Unit Housing - This category includes medium and larger Apartments and Condominiums as defined in the Tulsa Zoning Code.

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Commercial Format

Commercial Format describes the most appropriate size of commercial development for a given LU-DE. These include: small format, such as what would be found on historic main streets; medium format, such as a medium-sized grocery store; and large format, such as big-box stores.

Industrial Intensity

Industrial Intensity describes the appropriate level of industrial development based on its potential impact on surrounding land uses.

Urban Form

Urban Form includes descriptions of appropriate setbacks, common block lengths, and block shapes.

Land Use Diversity

Land Use Diversity describes what mixing of uses is appropriate in each LU-DE, with high, medium, and low levels of diversity.

Mixed-Use Orientation

Mixed-Use Orientation describes whether a property with multiple uses including a residential component should have those stacked vertically or positioned adjacent to each other horizontally.

Connectivity

Connectivity describes what modes of transportation should be prioritized and to what degree a given LU-DE should be physically connected to its surroundings.

Parking

Each LU-DE has descriptions of preferred parking orientation, with types including on-street, structured parking, behind a structure, beside a structure, or between a structure and the road. This category also includes recommendations on driveway widths, including narrow, medium-width, and larger-width.

Screening

This section describes recommended levels of screening between uses of differing types.

Signage

In this section the most acceptable forms of signage are described for each LU-DE.

DETACHED HOUSING

Freestanding residential buildings, typically occupied by a single family who are either the owners or are tenants under contract with the owner. In the Tulsa Zoning Code, two building types fall into this category: Detached House and Patio House.

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MISSING MIDDLE HOUSING

Missing Middle Housing refers to house-scale buildings with multiple units, and are often “missing” in cities like Tulsa that have high concentrations of detached housing and multi-dwelling unit housing. These housing types have been more difficult to develop due zoning regulations that exclude these building types or have site design requirements that make these housing types impractical, as well as difficulty with financing due to the limited number of properties that can be used for comparison. In the Tulsa Zoning Code, five building types fall into this category: Townhouse, Duplex, Multi-Unit House (triplex, quadplex, etc.), Cottage House Development, and small Apartment/Condominiums (10 or fewer units).

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MULTI-DWELLING UNIT HOUSING

A classification of housing where multiple housing units are contained within one building or multiple buildings within a complex or community. In the Tulsa Zoning Code one building type falls into this category: Apartment/Condominium (More than 10 units).

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DOWNTOWN ERA - late 1800s to 1910s

Description

Downtown Tulsa began as a small town that sprung up around the Frisco railroad. This is evident in the orientation of the street grid within downtown that is not aligned by compass directions, as the rest of the city is, but by the orientation of the railroad corridor. Throughout Tulsa’s history, the downtown area has remained the primary location for intensive development, major employment uses, and tourism destinations. While the downtown area originally developed during the first few decades of Tulsa’s existence, there are many more structures that were built during the 1970s and 1980s, corresponding to the clearing of city blocks during Urban Renewal and the fluctuations of the oil and gas industry. Over the decades, the infrastructure of downtown has been retrofit to accommodate commuter traffic, with the introduction of the Interstate Highway System, one-way streets, and large areas of surface parking. In recent years, however, there have been efforts to return the downtown to a more pedestrian and bicycle friendly condition by converting one-way streets to two-way streets, promoting infill development of underutilized blocks, and the enhancement of pedestrian and bicycle infrastructure.

Characteristics

• Developed prior to the full streetcar system and the proliferation of the automobile
• Full integration of land uses with a vertical mix of uses
• High-density residential development
• Major destinations drawing large numbers of visitors

Priorities

• Walkability
• Urban Design
• Revitalization of Historic Properties
• Housing Type Variety
• Mixed-Use and High-Rise Development
• Major Employment and Headquarters Uses
• Parking Lot Infill/Parking Strategies

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DOWNTOWN ERA CHARACTERISTICS BY LAND USE DESIGNATION

STREETCAR ERA - 1910s to 1930s

Description

Upon the implementation of streetcar alignments in Tulsa, new neighborhoods began to develop beyond the Downtown area. While this area's urban form was initially determined during the time period between 1910 and 1930, growth has been somewhat continuous throughout history, with a good deal of infill development occurring each decade. This Development Era contains some of Tulsa’s oldest residential areas, and there are great examples of how different housing types, different architectural styles, and land uses that support residents’ daily needs and lifestyles can exist in proximity to each other. Alterations to the urban form have occurred, primarily to accommodate automobile access, with the introduction of highways that disconnected pre-existing streets.

Characteristics

• Developed prior to the proliferation of the automobile
• Streetcars facilitated growth beyond the downtown
• Full integration of land uses or somewhat separated uses on a half-mile grid
• Mix of housing options from large detached homes, small lot detached homes, townhomes, duplexes, triplexes, quadplexes, small apartment buildings, large apartment buildings, vertical and horizontal mixed-use

Priorities

• Walkability, Bikeability, and Public Transit Access
• Historic Preservation
• Housing Type Variety
• Mixed-Use Development/Transit-Oriented Development (TOD)
• Commercial Districts
• Streetscapes

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STREETCAR ERA CHARACTERISTICS BY LAND USE DESIGNATION

* Residential density ranges based on densities permitted for different housing types in the most common zoning categories in each Development Era Classification.

EARLY AUTOMOBILE ERA - 1930s to 1950s

Description

As automobile use began to supplant the use of streetcars in cities across the country, the pattern of urban development changed. From the time of the Great Depression, through World War 2, and prior to the development of the Interstate Highway System, Tulsa’s land use pattern became more centered around the mile-by-mile grid of major streets that follows the boundaries of the township and range system. During this time period, Tulsa saw some of the fastest growth that has occurred in the city’s history, consistent with population growth across the United States. Detached house neighborhoods with a variety of architectural styles proliferated through the area, and a relatively low level of redevelopment has occurred over time as compared to the Downtown Era and the Streetcar Era.

Characteristics

• Mostly commercial, office, industrial, and other active uses along major streets
• Residential and neighborhood-based uses (schools, churches, community centers) within the areas bounded by major streets
• High degree of connectivity from neighborhood streets to the arterial network
• Mix of housing options from large detached homes, small lot detached homes, townhomes, and duplexes. Triplexes, quadplexes, small and large apartment buildings, vertical and horizontal mixed-use along transit corridors

Priorities

• Walkability, Bikeability, and Public Transit Access
• Historic Preservation
• Housing Type Variety
• Mixed-Use Development
• Commercial Revitalization
• Compatibility of Scale for Neighborhood Development
• Tapered Transitions Between Commercial Corridors and Residential Areas

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EARLY AUTOMOBILE ERA CHARACTERISTICS BY LAND USE DESIGNATION

* Residential density ranges based on densities permitted for different housing types in the most common zoning categories in each Development Era Classification.

LATE AUTOMOBILE ERA - 1950s to present

Description

Beginning in the late 1950s and the 1960s major changes occurred to the urban form of Tulsa. Two significant interventions include the introduction of the Interstate Highway System and the annexation events in the 1960s that more than doubled the size of Tulsa. This area of Tulsa has developed simultaneously with the development of surrounding communities, such as Broken Arrow, Owasso, Jenks, and Bixby. Though the growth of this area has been consistent for more than 60 years, the vast majority of developable land has been developed, leading to a decline in the number of properties being built each decade since the 1970s.

Characteristics

• Developing since the mainstreaming of automobile-centric lifestyles
• High degree of separation between residential and non-residential uses
• Low levels of street connectivity, with no continuous pattern of subdivision streets
• Transportation is nearly exclusively concentrated on the mile-by-mile grid.
• Major streets are often both transportation corridors and destination corridors, which can lead to traffic congestion.
• Non-residential uses are predominantly organized into centers at the intersections of major arterial streets.

Priorities

• Commercial Revitalization
• Placemaking
• Community Gathering Opportunities
• Conservation of Natural Areas
• High Degree of Privacy
• One-Stop Shopping
• Commuting Routes

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LATE AUTOMOBILE ERA CHARACTERISTICS BY LAND USE DESIGNATION

* Residential density ranges based on densities permitted for different housing types in the most common zoning categories in each Development Era Classification.

FUTURE GROWTH

Description

These areas of the city have yet to developed beyond agricultural uses and present opportunities to ensure the pattern of development is efficient and fiscally responsible. The two primary regions that have yet to develop are the northwest corner of the city, which is all located within Osage County and where the Gilcrease Expressway will connect, and the far east area of the city from roughly 145th E Ave. to beyond the Creek Turnpike.

Characteristics

• Predominantly agricultural uses
• No subdivision streets or connectivity beyond the mile-by-mile grid
• A lack of public service distribution (fire, police, public transit, etc.)
• A lack of utility infrastructure (water, sewer, broadband, etc.)
• Exposed bedrock and extreme slope in some areas

Priorities

• Ability to provide public services, such as fire response, law enforcement, parks and recreation, transportation, water, and sewer
• Implementation of the planned streets in the Major Street and Highway Plan
• Land use planning to establish frameworks for decision making
• Conservation of natural areas

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FUTURE GROWTH CONSIDERATIONS FOR LAND USE PLAN DESIGNATIONS

MAJOR STREET & HIGHWAY PLAN

Introduction

The Major Street and Highway Plan identifies the street type for all functionally classified streets in Tulsa. Functional classification refers to streets that move road users across the city’s network of streets. Neighborhood streets are not included in the classification. Streets that are part of the functional classification are eligible for federal funding in the form of grants from a variety of programs. The street types in the Major Street and Highway Plan include:

• Freeway
• Parkway
• Scenic Drive
• Primary Arterial
• Secondary Arterial
• Urban Arterial
• Residential Collector
• Commercial/Industrial Street
• Commercial/CBD/Industrial Street

In the plan each of these street types has a corresponding cross-section that illustrates the amount of right-of-way needed for the street, as well as the different modes of transportation that the street type is designed to support, such as automobiles, buses, cyclists, and pedestrians.

The 2010 version of planitulsa added a layer to the Major Street and Highway Plan for the consideration of land uses along streets. This map was developed as a part of the visioning process for the plan, and includes three categories:

Main Street

Main Streets are the streets whose land uses have maintained their historic or urban characteristics. Buildings have minimal setbacks, pedestrian infrastructure is safe and comfortable, and many buildings have a mix of uses, whether multiple storefronts, or a combination of retail and residential on different floors of the building. On-street parking, bicycle lanes, pedestrian islands, and curb extensions are used to slow traffic to a speed that is safe for pedestrians and cyclists. These streets are prime candidates for economic development and community development investment efforts.

New construction and renovations of existing properties should be consistent with the existing characteristics of the Main Street, and maintain a high degree of pedestrian accessibility. Setbacks should be minimal, and parking should be located on street, on the side of a building, or behind the building. Uses should be predominantly mixed-use, commercial, or higher density residential. Connectivity should be maintained to surrounding neighborhoods, but transitions between Main Street and Neighborhood areas should be considerate of potential compatibility issues, such as noise, light, and parking. Interactions between Main Streets and neighborhoods should be identified and mitigated, but should not cause a decrease in quality of either environment.

Multi-Modal Street

Multi-modal streets support commercial and residential development along major arterial streets. These streets align with the recommendations for on-street bicycle infrastructure established in the 2015 GO Plan, and they should be evaluated for feasibility with regard to the reallocation of street space for bicycle facilities.

Commuter Street

Commuter streets prioritize the efficient movement of large numbers of automobiles, with access management techniques utilized to minimize the frequency of turning movements along the corridor. This reduces the chance of collisions that could lead to congestion. Other transportation modes, such as public transit and pedestrian infrastructure, are provided and designed in ways that protect the users from dangerous interactions with the automobile traffic. Medians and pedestrian islands are appropriate for increased pedestrian safety, as well as separation between traffic heading in each direction. Bicycle infrastructure is not recommended on Commuter Streets unless it is a multi-use path separated from the street.

Street Types

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ARTERIAL TRAFFIC

Introduction

Increased traffic congestion is one of the most common concerns raised by residents and decision-makers during rezoning and at other points in the development process. Tulsa has a substantial arterial grid generally aligned with the township and range boundaries, that is along a 1-mile by 1-mile grid. This arterial network provides a significant level of redundancy, particularly in the older parts of the city where the street grid between the arterial grid also provides alternative routes for road users. Congestion is not commonplace across the city, but for sections of South Tulsa, where street connectivity is minimal except for arterials, and where automobile reliance rates are the highest in the city, traffic congestion does occur.

Causes of Traffic Congestion in Tulsa

Areas of the city that were developed since the 1960s have been designed with very little street redundancy, with mid mile connector streets being uncommon. Additionally, uses are separated such that destinations, like commercial, retail, and employment uses, are all concentrated along the arterial streets. This organization of transportation infrastructure and land uses leads to streets that are both meant to serve as mobility corridors and corridors to access destinations, causing congestion. This is especially pronounced during times of the day when large numbers of drivers are commuting to and from work, or when schools are doing drop-off and pick-up.

Where possible, new developments should be required to provide useful connectivity that adds alternative routes to the street grid. This can be designed in ways that do not significantly change the area, but this requires consistent implementation of connectivity goals by City of Tulsa and Tulsa Planning Office staff when subdivisions and other development projects are submitted for approval.

Purpose

The purpose of this Arterial Traffic map is to add context to discussions about the traffic impacts of new development. The City of Tulsa Traffic Operations Division of the Public Works Department gathers traffic counts on a recurring basis. These counts have been joined to the arterial grid, averaged for each individual segment, and then divided by the number of lanes for each segment. This results in a count of Average Annual Daily Traffic (AADT) per lane. Using standardized values from the Federal Highway Administration (FHWA) for the level of AADT that constitutes congestion, the map is classified in four levels:

Dark Blue (Less than 2,500 AADT per lane) - These arterials have significant excess capacity and very low congestion levels. These arterials are likely suitable for reallocation of space for other transportation modes. New development is very unlikely to have a noticeable impact on traffic.

Light Blue (Between 2,500 and 5,000 AADT per lane) - These arterials have low levels of congestion. These arterials may be suitable for reallocation of space for other transportation modes. New development is unlikely to have a noticeable impact on traffic.

Orange (Between 5,000 and 7,500 AADT per lane) - These arterials have a medium level of congestion. They are not suitable for reallocation of space for other transportation modes. New development may have a noticeable impact on traffic. Further study may be warranted to inform the decision-making process.

Red (Greater than 7,500 AADT per lane) - These arterials have a high level of congestion. They are not suitable for reallocation of space for other transportation modes, and expansion projects are warranted. Traffic studies may be necessary to ensure new development does not significantly increase traffic congestion on the arterial. Mitigation approaches related to the intensity of a development or the type of use may be needed.

Arterial Traffic

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TRANSIT-ORIENTED DEVELOPMENT AREAS

Introduction

The City of Tulsa and the Metropolitan Tulsa Transit Authority (MTTA) have made significant investments in enhanced public transit service in the past decade. Several plans have been adopted that outline the vision for public transit service in Tulsa, including the Fast Forward Regional Transit Plan (2012), and Connecting Progress (2018).

The Fast Forward Regional Transit Plan identified potential corridors for bus rapid transit (BRT) in Tulsa, which led to the establishment of the Peoria Aero BRT and the Route 66 Aero BRT alignments. The Connecting Progress comprehensive operations analysis led to the re-routing of MTTA's transit lines to create a grid system rather than the preexisting hub-and-spoke system. As a part of this re-routing several "Sub-Hubs" were identified to serve as connections among multiple transit routes. These locations include:

1. 36th St. N. and N. Peoria Ave.
2. E. Admiral Pl. and Memorial Dr.
3. E. 21st St. and S. 145th E. Ave.
4. E. 33rd St. and S. Memorial Dr.
5. S. Olympia Ave. at Tulsa Hills
6. E. 81st St. and S. Lewis Ave.
7. E. 71st St. and S. Memorial Ave./S. Mingo Ave.

In order to align land use planning with the transit investments, the City of Tulsa offers incentives to property owners to create transit-oriented development. The City Council initiated a Mixed-Use Rezoning program, for property owners along BRT routes to rezone their properties to mixed-use at no cost. In tandem with this rezoning program, the City has made all commercial properties along the BRT alignments eligible for Commercial Revitalization Revolving Loan Fund program dollars to rehabilitate properties. These monies are available for all commercial properties, but those properties that pursue the Mixed Use Rezoning program become eligible for a higher loan amount from the Commercial Revitalization Revolving Loan Fund program.

Purpose

The Federal Highway Administration (FHWA) and the United States Department of Transportation (USDOT) define transit-oriented development (TOD) as:

"...compact, mixed-use development near transit facilities providing high-quality walking environments. It usually includes new residential development, office space, and other service amenities that are within a half-mile of public transportation and easily commutable by other means such as walking and biking."

Tulsa's BRT alignments and transit sub-hubs present an opportunity to encourage TOD in strategic places that make getting around without an automobile more feasible.

TOD Principles

• Promote compact development with sufficient density to support transit ridership located within easy walking distance of transit stops.
• Promote mixed-use development that accommodates pedestrian activity and connections to and from transit stations.
• Include engaging, high quality public spaces, such as small parks or plazas, as organizing features and gathering places for the neighborhood.
• Encourage a variety of housing choices near transit facilities to accommodate a wide range of ages and incomes.
• Ensure compatibility and connectivity with surrounding neighborhoods.
• Low-density, auto-oriented development patterns should be minimized where feasible.
• Automobile parking should be oriented on sites such that it does not separate the pedestrian realm from building entrances.

Transit-Oriented Development Areas

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LEGEND

COMMERCIAL REVITALIZATION AREAS

Purpose

The purpose of this Commercial Revitalization Areas map is to identify what properties would be potentially eligible for Commercial Revitalization Revolving Loan funds and other commercial revitalization opportunities. If a property is located along one of the BRT corridors, within a Destination District boundary, or within one of the 13 priority locations identified in the City of Tulsa Retail Market Study and Strategy pertinent information about each program is made available to connect applicants with the relevant opportunities.

Specific Program Opportunities

Revolving Loan Fund

The Tulsa Authority for Economic Opportunity (TAEO) manages a Commercial Revitalization Revolving Loan Fund program to provide funding to rehabilitate commercial properties along established bus rapid transit (BRT) alignments in Tulsa. This program is also available to properties within the boundaries of the Destination Districts program and the 13 priority locations identified in the City of Tulsa Retail Market Study and Strategy. These areas represent a special focus for redevelopment support by the City of Tulsa, and property owners who pursue rezoning or other development review procedures should be made aware of what opportunities are available to them to assist in their redevelopment efforts.

Retail Redevelopment and Development Fund

The Retail Redevelopment and Development Fund is a Revolving Loan Fund (RLF) intended to provide low-cost capital to retail entrepreneurs and developers. For retail entrepreneurs, the loans can be used to fund tenant improvements, purchase equipment, etc. For developers, the loans are intended to encourage the redevelopment and development of commercial properties and incentivize the proliferation of Transit Oriented Development (TOD). Individuals or businesses who use the funds must open a business or redevelop/develop property along the Bus Rapid Transit (BRT) lines or in one of the 13 priority locations identified in the City of Tulsa Retail Market Study and Strategy.

The loan terms are recommended to the City of Tulsa by the Tulsa Economic Development Corporation (TEDC), who administers the program. Because developers and entrepreneurs can use the RLF, there are no set limitations on the loan amounts or terms, which will be determined on an individual basis; however, the terms of the loan reflect the City’s intention to provide low-cost capital to individuals who contribute to commercial revitalization and transit-oriented development.

Development Fee Reimbursement Program

The Development Fee Reimbursement Program is intended to offset the costs of opening a brick and mortar businesses along Tulsa’s Bus Rapid Transit (BRT) system. The fees associated with opening a business are frequently overlooked and can prove determinative of a business’ success.

Eligible program users include individuals or businesses who have opened a business along Tulsa’s bus rapid transit system after January 1, 2019, and have paid any fees levied by the City of Tulsa in full.

Destination District Program

This program was designed with the understanding that some of Tulsa’s most unique retail assets exist within neighborhood commercial districts. Frequently, the success of these neighborhood centers is dependent upon district management organizations that secure community buy-in, synthesize a unified community vision for the district, and help implement that vision through programs and events within the neighborhood. The success of this approach is illustrated by Kendall Whittier Main Street.

While this program will not directly benefit retail entrepreneurs and businesses, it will indirectly benefit them by ensuring a vibrant, walkable, and successful neighborhood. Commercial revitalization funding for Destination Districts is transmitted through an annual allocation to the program manager to facilitate a collective approach to revitalization in these areas.

Commercial Revitalization Areas

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ECONOMIC INCENTIVE AREAS

Introduction

Several tax incentives are available to enhance development in different parts of Tulsa. In particular, these incentive areas are focused in low- to moderate-income areas with the intention of supporting revitalization that improves the quality of life for local residents. To ensure that incentives are taken advantage of when available, applicants for development review should be made aware of the opportunities available.

Purpose

The purpose of the Economic Incentive Area maps is to identify where development incentives are available to applicants in the development review process. These maps show four incentive types; in some locations incentive opportunities overlap. For projects that fall within these boundaries, information will be available to connect applicants to these incentive programs.

Incentive Types

New Market Tax Credits The New Market Tax Credit program is a federal incentive program established in 2000 to increase the level of private investment in low-income communities. The program is designed to allow qualified community development entities (CDEs) to use their local knowledge and expertise to decide which businesses to invest in or lend to with the funds they raise with the new market tax credits. Most businesses located in low-income communities could qualify for loans or equity. Typical firms could include: small technology firms, inner-city shopping centers, manufacturers, retail stores, or micro-entrepreneurs. Residential rental property does not qualify as a qualified active low-income business. The process for accessing New Market Tax Credits for businesses is a competitive application process administered by the federal government.

Opportunity Zones Opportunity Zones, much like New Market Tax Credits, are intended to increase investment in low-income communities. Instead of there being dedicated funds for a competitive process, Opportunity Zones are established so that Opportunity Funds, which are repositories for unrealized capital gain investment, are invested by at least 90% into Opportunity Zone areas. New development within these areas may be eligible for funding through these Opportunity Funds, and can be established by the developer themselves, or developers can access existing Opportunity Funds to finance their project. Applicants whose projects are within an Opportunity Zone should connect with the Tulsa Authority for Economic Opportunity (TAEO) to learn what options are available to them.

Tax Increment Financing Districts Tax Increment Financing (TIF) districts are created pursuant to State statutes (Local Development Act, Title 62 O.S. sec. 850 and following.) Any increases in property taxes generated above the level of taxes at the onset of the TIF district are defined as an “increment” which can be reinvested into the area in any number of ways. Similarly, a portion of sales tax generated within the TIF boundaries above the base rate could be eligible for reinvestment into the area. Each TIF district has a unique set of rules, and applicants that are seeking to develop property in these areas should connect with TAEO to learn what opportunity exists.

Low Income Housing Tax Credits The Low-Income Housing Tax Credit (LIHTC) subsidizes the acquisition, construction, and rehabilitation of affordable rental housing. The federal government issues tax credits to state and territorial governments, then State housing agencies award the credits to private developers of affordable rental housing projects through a competitive process. Developers generally sell the credits to private investors to obtain funding. Once the housing project is placed in service, investors can claim the LIHTC over a 10-year period. Many types of rental properties are LIHTC eligible, including apartment buildings, detached houses, townhouses, and duplexes. Project income requirements include:

• At least 20% of the project’s units are occupied by tenants with an income of 50% or less of area median income (AMI) adjusted for family size.
• At least 40% of the units are occupied by tenants with income averaging no more than 60% of AMI, and no units are occupied by tenants with income greater than 80% of AMI.

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INDUSTRIAL EMPLOYMENT SUITABILITY

Introduction

Cities should be well positioned to attract businesses from a broad spectrum of industries. This requires that land be identified for future business development, and that distinctions are made between areas that are more or less suitable for different employment types. Access to major infrastructure, the capacity to expand local infrastructure and public services, as well as access to financial incentives all increase the desirability of sites for economic development purposes. Some industries are less suitable in proximity to sensitive land uses, such as residential neighborhoods and sensitive natural habitat. Zoning and other regulations are in place to mitigate the potential negative impacts associated with industrial uses.

Purpose

The purpose of the Industrial Suitability map is to add distinction to the Land Use Plan Map regarding where industrial uses are most suitable. This map applies criteria to evaluate industrial suitability in the Employment land use designation. Within these areas there is variability regarding what properties are more or less suitable for industrial uses. In general, heavy industrial uses are uncommon within the city limits; however, light and medium industrial uses exist, and as new development of this intensity arises, having distinction between Employment areas that are more or less suitable will ensure efficient economic development, stable quality of life for residents, and adequate public service and infrastructure availability for employers.

Criteria for Suitability

The Industrial Site Suitability map includes four criteria categories:

1. Incentives

What incentive are available that will facilitate industrial development?

• Opportunity Zones
• New Market Tax Credit areas
• TIF Districts

2. Infrastructure Investment Required

What infrastructure exists for a given property, and how costly would it be to serve a currently unserved property?

• Arterial Street Capacity
• Railroad Access
• Public Transportation Access
• Water and Sewer Access

3. Proximity to Existing Major Infrastructure

How close is a site to major transportation infrastructure?

• Access to Highways
• Access to the Tulsa International Airport
• Access to the Tulsa Port of Catoosa and Tulsa Port of Inola

4. Residential Proximity

How close is a property to residential areas?

• Proximity to Residential Areas

Suitability Classification

Areas designated “Most Suitable” have many or all of the criteria used in this analysis, indicating that incentives and infrastructure are in place to support new development and that these areas should be prioritized for industrial development. Areas designated “More Suitable” may lack certain incentive opportunities or have fewer infrastructure options than Most Suitable areas but are still priority locations for industrial development. “Somewhat Suitable” areas are either located in relative proximity to existing residential areas or lack utility infrastructure and incentives. These areas may be better for non-industrial employment uses that require less infrastructure or have reduced impacts on adjacent properties. Areas that are designated “Less Suitable” lack many of the basic requirements for industrial development and should be reserved for non-industrial uses employment uses unless significant infrastructure, utility, and public service investments are undertaken. “Least Suitable” areas include all Land Use Designations other than Employment and are not well suited for employment development. Industrial corridors in older parts of the city should continue to develop industrial uses, but with enhanced consideration of compatibility concerns with nearby residential uses.

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Industrial Employment Suitability

LEGEND

• Most Suitable
• More Suitable
• Somewhat Suitable
• Less Suitable
• Least Suitable
• Industrial Sites Outside Tulsa City Limits

NEIGHBORHOOD STATISTICAL AREAS

Introduction

In order to provide information about the context of an area where a development project is occurring, the Tulsa Planning Office has developed a citywide map of Neighborhood Statistical Areas. These 80 areas are aligned with federal Census Tract geometry and will allow for comparisons over time for dozens of data points. The Tulsa Planning Office Strategic Planning program uses these boundaries to generate annual reports aligned with the nine comprehensive plan chapters.

Neighborhood Statistical Areas

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PARK FACILITIES AND OPEN SPACE AREAS

Introduction

Tulsa’s parks, trails, and recreational facilities set it apart from the other cities in Oklahoma. Ensuring assets that exist today endure for future generations is of equal importance to enhancing and expanding the network of facilities to increase the number of residents who can safely recreate, commune with nature, and gather with their community.

Purpose

The purpose of the Park Facilities and Open Space Areas map is to identify park and open space areas that may need to be considered during the development review process. Where a development project is occurring in adjacent to one of these areas, different recommendations from this plan may apply.

Facility Type and Recommended Actions

Natural Areas

Tulsa’s development throughout the past century has reduced the amount of natural areas in the city; however, there are still significant stands of forest, either in managed recreational areas, such as Turkey Mountain or Mohawk Park, or stormwater management areas, such as along the Mingo Creek corridor. Development adjacent to these areas should have minimal impact, and development intensity should be limited, particularly where flooding concerns exist.

Golf Courses

In general golf courses in Tulsa are surrounded by developed areas. In some cases residential uses are integrated into the golf course, and in other instances the courses are fully separated from surrounding uses. Where permitted and desired, residential integration into golf courses is encouraged. Consideration should be given to future transportation connectivity in cases where golf courses change uses.

Regional Parks

Development that occurs adjacent to a regional park should compliment the regional park without damaging the existing experience of the park. Residential areas should be oriented toward the park, and access for pedestrians, cyclists, and automobiles should be maintained to a high degree.

Neighborhood Park

Much like regional parks, development adjacent to a neighborhood park should seek to minimize environmental changes to the park setting. Residential properties should be oriented to face the park, and access to the park from neighboring residential areas should be maintained.

River Parks

The River Parks system is among the most treasured community resources in Tulsa. Development adjacent to these parks should follow the guidance of the Arkansas River Corridor Land Use Designation (see page 19[^]).

Stormwater Areas

Development adjacent to stormwater areas that are used for recreational purposes should treat those like any other park facility.

Cemetery

Development that occurs adjacent to cemeteries should be at all times respectful of the character of the cemetery. Buffering should be used for any uses more intense than detached and missing middle development.

Sports Complex

New development adjacent to existing public sports complexes should seek to be connected to the complex without obstructing access to and from the facility. Buffering between uses should be sought to guard residential areas from bright stadium lights, and complex attendees from adjacent commercial or industrial uses.

Existing Trails

New development that abuts an existing trail should create an access point from the property to the trail. The development should not create an uncomfortable or unsafe environment on the trail (e.g. long blank walls.)

Planned Trail

New development that occurs where a future multi-use trail is planned will be required to dedicate a portion of the site through an easement to accommodate the future trail right-of-way. The development of the site should be done in such a way that the future trail is easily accessed and does not negatively impact the users of the developed property.

Park Facilities and Open Space Areas

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TREE CANOPY COVERAGE

Introduction

Tulsa sits in the middle of Green Country, and the lush foliage and tree canopy are key features that residents care greatly about. Tree canopy is well known to enhance quality of life and property values, to mitigate environmental concerns, as well as to increase visitation of commercial areas. Loss of tree canopy is a constant concern heard in the development review process, for all of the reasons listed above, as well as for the maintenance of wildlife habitat.

Purpose

This purpose of the Tree Canopy Coverage map is to identify the amount of tree canopy coverage for each Census block, to allow for consideration during the development review process. This map uses the land cover dataset produced by the United States Geological Survey (USGS) and has been joined to the Census block geometry, which closely aligns with Tulsa’s street grid. As streets are natural separations between areas where trees can grow, the city blocks between the streets each function as a patchwork piece of the urban tree canopy. Where tree canopy is abundant, the goal is to maintain it, and where tree canopy is sparse, to enhance it.

Existing Conditions

According to the dataset from USGS, the average Census block in Tulsa has a 16% tree canopy coverage. In residential areas this value ranges between 0% in some locations near downtown, to as high as 80% in some partially developed fringe areas of the city. The downtown and surrounding neighborhoods in particular lack tree canopy coverage. Coupled with higher than average amounts of impervious surface, these areas would reap significant benefits from an increase in tree canopy. Historic and affluent areas of the city tend to have the highest levels of tree canopy.

Recommended Approaches

For areas on the map that are in the bottom two categories, preserving the limited existing canopy should be encouraged, as well as measures to increase the canopy through landscaping. Street-lining trees in particular should be encouraged to spread the benefit of the tree canopy to the pedestrian realm.

For areas on the map with between 20% and 50% canopy coverage, significant effort should be given to the preservation of mature stands of trees. Tree canopy removal should be minimized, and replacement of trees that need removing should be encouraged.

Areas of the map with greater than 50% tree canopy coverage are mostly undeveloped sections of the city. Development will naturally have an impact on tree canopy, but all effort should be taken to preserve a substantial portion of the tree canopy in these areas. These areas should have the highest level of preservation to maintain the existing habitat and recreational places in the city. Future land use planning for Future Growth areas should include the goal of tree canopy preservation.

Tree Canopy Coverage

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% Canopy Coverage

FLOOD AREAS

Introduction

Tulsa is well known for the substantial investments made into stormwater infrastructure to handle the frequent flooding events that are commonplace in communities adjacent to prairie rivers. In 2019 there were unprecedented flows in the Arkansas River from releases from the Keystone Dam that tested the viability of the levee system. Flooding occurred in areas of the city near Brookside, while numerous neighborhoods located behind levees were evacuated. Significant flooding also occurred in Bird Creek in North Tulsa, which unearthed decades-old landfills in Oxley Nature Center within Mohawk Park. These events not only create an elevated risk of loss of life, but could have substantial ramifications for property damage as well. Development in Tulsa should always consider the potential impacts of flooding.

Tulsa is one of only two cities in the United States to achieve a Class 1 rating in the National Flood Insurance Program’s Community Rating System. This achievement is due to the diligence of City departments to ensure proper flood mitigation, and represents a major shift from the 1980s when Tulsa was number one in the number of federally declared disasters.

Purpose

The Flood Areas map is intended to identify where the different flood-prone areas of the city are located to inform the development review process. If an applicant’s property is thought to be within one of the floodplains, they should consult the City of Tulsa Public Works Department for a Flood Zone Determination. This process will determine what floodplain type a property is in, as well as what associated regulatory requirements are applicable. All new construction and substantial improvements (investing 50% or more of the property’s initial value in rehabilitation or expansion) are required to pursue the Flood Zone Determination. These investments in properties relative to initial value are calculated on a 10-year rolling basis, such that any aggregate investment of 50% or greater would trigger the process.

There are four flood areas shown on the map with differing implications for development activity:

Floodway The floodway is the primary conveyance area of a waterway where water is actively flowing on a continuous or periodic basis, such as river and creeks. The floodway must remain open in order to allow flood waters to pass. Development of any kind is not appropriate within this region.

City Regulatory Floodplain The City Regulatory Floodplain in Tulsa is based upon the floodplains delineated in the studies conducted for each of the City’s drainage basins. It is drawn at the 1% per year storm event, commonly referred to as the 100-year floodplain. For new construction or substantial improvements, all uses will be required to follow City regulations to build up above the regulatory floodplain level.

FEMA 100-Year Floodplain The Federal Emergency Management Agency (FEMA) has designated areas of high risk for flood using the estimate of an event that has a 1% chance of occurring each year. Properties within this area are required to follow the guidelines established by FEMA in order to qualify for the National Flood Insurance Program (NFIP). Because the FEMA 100-Year Floodplain overlaps with the City Regulatory Floodplain, it is largely unshown on the map on page 53.

FEMA 500-Year Floodplain FEMA has also designated areas of lower but still possible risk of flooding using the estimate of an event that has a 0.2% chance of occurring each year, referred to as the 500-year floodplain. Restrictions on development in these areas only applies to uses that are part of critical emergency response efforts in a flooding event, such as fire stations or emergency operations centers.

Flood Areas

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SMALL AREA PLANS

Introduction

The City of Tulsa has developed several plans for small areas of the city throughout the past several decades. These plans were developed through coordination with stakeholders that are local to these areas in order to identify and plan for the best ways to address issues that are particular to a given area. These plans are referenced during the development review process, and the recommendations inform decisions made about the appropriateness of new development projects. Additionally, recommendations from Small Area Plans are used in the development of voter-approved capital improvement packages.

Plan Status Explanation

As Small Area Plans age, at a certain point recommendations from the plan are no longer used in the determination of voter-approved capital improvement programs. Generally, this is because the recommendations have been completed or they are no longer relevant to the local context. However, these plans are still used during the development review process for land use decisions. This means that there are two types of Small Area Plans in practice, Active Plans, and Plans for Development Review Only. These include the following:

Active Plans

1. 36th Street North Small Area Plan (2013)
2. Berryhill Land Use Plan (2019)
3. Brady Arts District Small Area Plan (2013)
4. Crosbie Heights Small Area Plan (2019)
5. Crutchfield Small Area Plan (2019)
6. Downtown Area Master Plan (2010) a. Arena District Master Plan (2019) b. Walkability Analysis (2018)
7. Eugene Field Small Area Plan (2013)
8. Kendall-Whittier Sector Plan (2016)
9. Pearl District Small Area Plan (2019)
10. Plan66 (2020)
11. Sequoyah Area Neighborhood Implementation Plan (2007)
12. Southwest Tulsa Neighborhood Revitalization Plan (2009/2011)
13. Unity Heritage Neighborhoods Plan (2016)
14. Utica Midtown Corridor Small Area Plan (2013)
15. West Highlands/Tulsa Hills Small Area Plan (2014/2019)

Plans for Development Review Only

16. Brookside Infill Development Design Recommendations (2002)
17. Charles Page Boulevard Plan (1996/2000)
18. East Tulsa Neighborhood Implementation Plan (2006/2007)
19. Riverwood Neighborhood Plan (2008)

Plan Implementation

Each year, the Tulsa Planning Office releases an Implementation Report that documents the progress made toward the implementation of each of the active Small Area Plans. As of the adoption of this plan and the most recent Implementation Report, There are currently 15 active small area plans, with 1,271 plan recommendations. Among all recommendations, 566 (44.5%) are Complete (235) or Ongoing (331), representing a 7% increase over the previous year. 250 recommendations (20%) are In Progress. 414 recommendations (35%) have not been initiated, a decline of 7%. Finally, 41 (3%) have been identified as obsolete.

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SMALL AREA PLANS

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ZONING OVERLAY DISTRICTS

Introduction

Zoning overlay districts provide specific regulations for certain areas of the city with the intention of achieving goals that aren’t addressed by the base regulations of the Tulsa Zoning Code. In some cases, overlay districts increase restrictions to favor one type of development over another. In other cases restrictions are alleviated by an overlay district to encourage more development activity in general and to broaden the scope of permitted development types in an area. Zoning overlays are also a tool used to preserve and enhance the historic characteristics of places. All zoning overlays can be found in Chapter 20 of Title 42 of the Tulsa Code of Ordinances. Neighborhood Character Overlays are a new type of overlay that are defined in the Tulsa Zoning Code, but no overlays have been established as of the adoption of this plan.

Purpose

The purpose of the Zoning Overlay Districts map is to identify the areas of the city that have regulatory overlay districts. When a project application is for a location within one or more of these areas, Tulsa Planning Office staff will reference the corresponding ordinances during the development review process. Information on each overlay will be made available to applicants to ensure understanding.

Area Descriptions

Neighborhood Infill Overlay

The Neighborhood Infill Overlay was approved by City Council in 2021 in order to facilitate the development of infill housing in the neighborhoods surrounding downtown. This is an implementation item of extensive surveying and planning to achieve housing affordability in Tulsa. The overlay provides relief from lot area and parking requirements, and allows new housing types to be built by right on residentially zoned property. These adjustments allow for increased density in areas that were built to accommodate it but have been constricted by zoning code regulations more well-suited for suburban development styles.

Route 66 Overlay

The Route 66 overlay alleviates restrictions on signage, allowing business and property owners to construct signs that are larger than are typically permitted, and that extend into the right of way and above the roof line of their structure.

Historic Preservation Zoning Overlay Districts

There are seven Historic Preservation Overlay Districts in Tulsa as of the adoption of this plan. Applicants whose projects are located within these geographic areas will be required to pursue approval of the Tulsa Preservation Commission for most projects that involve new construction, addition, or modification to the building exterior. For projects that are strictly rezoning, no review from Tulsa Preservation Commission is required, but stakeholders will be notified of the proposed changes.

River Design Overlay

The purpose of the River Design Overlay is to govern the form, function, design, and use for properties located within the defined boundaries, with the goal of maintaining and promoting the river as a valuable asset for economic development and quality of life. This is achieved through the addition of supplemental zoning standards to existing zoning districts. The overlay includes three zones:

1. A zone that overlays River Parks land directly connected to the river. This zone is intended to protect recreational uses, and only allows limited development that is compatible or complementary to park uses.
2. A zone that includes areas that abut the river but are not public or park land. This zone will require new development to be oriented toward the river and abutting streets.
3. A zone for areas on the east of Riverside Drive, which would require structures to be built up to the right of way with special requirements for landscaping and parking orientation.

Healthy Neighborhoods Overlay

The Healthy Neighborhoods Overlay was approved by the City Council in 2018 to restrict the development of small box discount stores. This is achieved by a dispersal requirement that all new discount stores must be built at a minimum of one mile from any existing discount stores. Stores may be exempt from these requirements if they are over 12,000 sq. ft. or if they dedicate at least 500 sq. ft. to the sale of fresh meats, fruits and vegetables. The overlay also encourages access to healthy foods by permitting the sale of food products from community gardens without a Board of Adjustment approval. Additionally, parking requirements are reduced by 50% for full-service grocery stores constructed within the overlay boundary.

Zoning Overlay Districts

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planitelsa

future land use

TABLE OF CONTENTS

61-63 INTRODUCTION

64-73 GOALS & STRATEGIES

74-91 ACTION TABLE

92-99 CONTEXTS

a. selected city comparison b. equity & resiliency c. health & wellness d. funding priorities e. regionalism

100-105 GLOSSARY

106-107 SOURCES & REFERENCES

chapter 2 future land use

INTRODUCTION

Looking Back

The patterns of growth and urban development throughout Tulsa’s history have led to the city we live in today. Through episodes of extreme growth in the 1920s and 1950s, Tulsa became and remains one of the 50 largest cities by population in the country. With a land area of more than 200 square miles, Tulsa is also one of the 50 largest cities by geography. In order to accommodate this growth throughout the decades, as well as to ensure Tulsa’s stature among the other municipalities in the region and the state, the city limits of Tulsa have grown through annexation such that development has been able to continue to occur on the fringes of the city, creating vast areas of suburban development. Until the last 20 years, the abundance of greenfield sites suitable for development easily facilitated the proliferation of residential subdivisions, first expanding to North Tulsa, then to East Tulsa, and most recently to South Tulsa.

Where We Are Today

As greenfield sites become fewer and less desirable due to restrictive site conditions, there has been a significant and continuous shift in the development pattern toward infill development. In the decade between 2010 and 2020 roughly 50% of new development occurred in areas of existing development. From 2000 to 2010, 40% of new development was infill, and from 1990 to 2000, 20% of new development was infill. These figures represent numerically the physical reality that Tulsa’s growth has

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Tulsa Planning Office staff reviewing a submitted plat for compliance with regulations.

reached the city limits in most areas of the city, and now development has doubled back to occur in areas with existing development. This trend towards infill development illuminates the need for land use regulations that are accommodating of new growth in existing areas with enhanced consideration of how development can occur in ways that are sensitive to existing uses, neighborhoods, and residents.

While the continuous growth of Tulsa through previous decades has created an abundance of housing that has led to Tulsa having one of the most affordable housing markets in the United States, this has come at a significant cost with regard to the distribution of public infrastructure and public services. The relatively low density of residential development in Tulsa, as well as limitations on operational funding for municipalities in Oklahoma, has created an environment where maintenance of streets, utilities, and other infrastructure lags due to a lack of capacity and funding. Similarly, public services, such as public transit, police, and fire services, have been continuously stretched thinner and thinner to serve new development though revenues and budgets have grown more slowly. It is generally agreed upon by all Tulsans that land use decisions should be made in ways that promote fiscal responsibility for the City of Tulsa, and in a period of modest population

growth, with a significant natural shift towards infill development, the opportunity to align land use decisions and fiscal responsibility has never been more within reach.

Since the adoption of planitulsa in 2010, there have been significant changes in the structure and processes of land use regulation. In 2019 the Tulsa Planning Office was established at INCOG to bring together the “Current Planning” function of development review and the “Long Range Planning” function focused on plan development and implementation. Prior to this merger the Long Range Planning function was a part of the City of Tulsa, while the Current Planning function has been housed at INCOG since the 1970s. Now that the two offices have been combined into one, plans can be more closely developed in coordination with the staff that implement plan recommendations through land use regulation. This unification provides a more consistent approach to developing recommendations to the Tulsa Metropolitan Area Planning Commission and the City of Tulsa Board of Adjustment for informed land use decision making.

Looking Forward

Land use decisions are only as effective as the scope of the impacts evaluated through the development review processes utilized by the City. Residents routinely express concerns over the impact new development will have on things like traffic, flooding, the impact on wildlife and habitat, neighborhood characteristics, and many other things. Ensuring that land use decisions are made based on the consideration of these concerns, fiscal and economic policy, as well as health and equity considerations can help improve the quality of life for all residents of Tulsa.

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Effective land use planning balances the interests of private property owners, the broader community vision, the preservation of historic places, and the conservation of natural resources.

The way land uses are designated in the comprehensive plan has significant implications for what development is permissible in a given area of the city. Designations that lack specificity can cause confusion among different stakeholders as to what the “plan” is for an area, but designations that are too specific may restrict reasonable growth. Striking a balance is important for informed and consistent decision making for land use changes and development.

The update to planitulsa has led to a simplified list of land use designations and introduced the concept of the Development Era Map.

What planning decisions are best for suburban edges of the community are not necessarily the right approach for areas of the city near downtown. That is the goal of the Development Era Map – to provide guidance on what types of development are most appropriate given the surrounding physical context.

Changes to the Land Use Designation system include the following. Downtown Neighborhood, Existing Neighborhood, and New Neighborhood have been combined into one “Neighborhood” designation, and distinctions are made for neighborhoods based on their Development

Era Map classification. Mixed Use Corridor has been changed to Multiple Use to account for areas with a mix of uses that are not necessarily along a corridor alignment and to differentiate the designation name from mixed-use zoning categories and building types.

Main Street has been removed and replaced with Multiple Use, and the streets that were designated Main Street are now reflected in the Major Street and Highway Plan. This change will ensure that Main Street areas are not chipped away over time by comprehensive plan amendments. Regional Center, Town Center, and Neighborhood Center have been changed to Regional Center and Local Center, as there were not clear ways to distinguish among the three classifications. Regional Centers are centralized areas based around land uses that have a "regional" draw, while Local Centers are centralized areas that nearly exclusively serve surrounding neighborhoods.

KEY IDEAS

Subject Matter Experts

The Tulsa Planning Office staff team met with all of the government employees who work in the land use approval realm to identify what steps ought to be taken to improve the current approach. Subject matter experts were also engaged to determine what new issues have arisen since the adoption of planitulsa in 2010 that should be included in the updated plan. Key ideas raised in these discussions include:

• Land Use decisions should promote economic vitality in equitable ways.
• Land use decisions should promote fiscal responsibility within the service distribution approach of the City of Tulsa.
• Permitting and approval processes should be transparent and predictable.
• Special focus should be given toward infill development and the sensitivities needed to protect existing neighborhoods.
• Revitalization efforts should be well-planned and include significant community involvement.
• Neighborhoods and commercial areas should be well-connected through a wide variety of transportation systems.
• Historic buildings and neighborhoods should be protected and preserved.
• Land Use decisions should promote environmental sustainability.

Community Members

Through numerous public engagement efforts, residents of Tulsa provided a great deal of input, much of which was in alignment with what was heard from subject matter experts. Key ideas heard through community engagement include:

• There should be more engagement and open communication between developers, the City, and Tulsa residents regarding new development.
• More mixed-use and transit-oriented development (TOD) would benefit the city.
• Bike and pedestrian travel should be a consideration in land use decisions.
• Development review and permitting processes should be transparent and consistent.
• Historic buildings and neighborhood characteristics should be preserved.
• Sustainable development practices should be prioritized in land use decisions.

Goal 1

Tulsa’s land use decisions promote fiscal stability and move the city towards the community’s vision.

The Land Use Plan Map and other development review related policies of the plan should guide development in a way that both facilitates the use of property while considering and achieving broader community goals and objectives. Fiscal stability refers to the ability of the City of Tulsa to fulfill its responsibilities of public service and infrastructure, as well as the facilitation of economic activity associated with land use policy.

Strategy 1.1

Continuously evaluate and update existing regulations, policies, or plans that guide the implementation of land use policies.

Strategy 1.2

Ensure that public projects in the right-of-way are context sensitive and urban design elements align with existing regulations, policies, and plans for the City of Tulsa.

Strategy 1.3

Ensure that future development and policy recommendations align with the categories in the Land Use Plan Map and the Development Era Map.

Strategy 1.4

Ensure a transparent and accessible process of City decision-making on land use, development approvals, and capital improvement plans.

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Goal 2

Tulsa’s development review process is transparent, efficient, timely, and consistent.

The process of development review should be easy to understand for the public and clearly communicated between staff, decision makers, the development community, and the community at-large. Consistency in the process and the decision-making will lead to a more coherent process and built environment product.

Strategy 2.1

Each department involved in development review maintains a website with clear application instructions and checklists for each application.

Strategy 2.2

Departments involved in development review should provide accessible notices, materials, and assistance throughout the development review process.

Strategy 2.3

Reviewers should be cross-trained in different aspects of review to maintain service in the absence of other reviewers or during times of attrition.

Strategy 2.4

Encourage early and ongoing communication between the development community and the public.

Goal 3

Economic development is facilitated at the neighborhood, city, and regional scales.

The land use framework for the city should accommodate economic growth at all levels of development scale. This includes designating areas for local business development, large-scale employment centers, industrial areas, and highway and rail corridor uses.

Strategy 3.1

Strategically leverage public infrastructure, land, and investments to support and spur economic development.

Strategy 3.2

Focus regional investments along major transportation corridors, including highways and public transit routes.

Strategy 3.3

Ensure there is an adequate supply of pad-ready sites for the full range of employment land uses.

Strategy 3.4

Encourage continued growth and investment in downtown as a major center for jobs, transit, services, and civic and cultural institutions for the entire city and region.

Strategy 3.5

Promote quality Local Centers which serve the needs of the surrounding neighborhood population.

Strategy 3.6

Encourage development that fills existing market gaps and provides for the necessities of life.

Strategy 3.7

Ensure the land use environment is capable of providing spaces for entrepreneurs to thrive.

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Goal 4

Redevelopment, revitalization, and enhancement programs are focused in areas that have been economically disadvantaged.

Public funding to promote redevelopment and revitalization should be spent in areas of the city that have been historically excluded from economic growth. These efforts should be informed by engagement with the community, occur with sensitivity to the existing land use context, and provide a benefit to the surrounding residents.

Strategy 4.1

Use the Tulsa Planning Office’s Strategic Planning approach to prioritize planning interventions with a focus on addressing spatial and socioeconomic disparities.

Strategy 4.2

Incorporate public and community benefits requirements into development activities that use public assistance.

Strategy 4.3

Consider displacement effects of public plans or investments, and work with community members to mitigate potential negative impacts.

Strategy 4.4

Promote the adaptive reuse and rehabilitation of vacant or underutilized structures and buildable land to aid the revitalization of area neighborhoods and development of affordable housing.

Strategy 4.5

Support and strengthen the capacity of community development corporations (CDCs) and other community investment organizations.

Goal 5

Tulsa’s neighborhoods are recognized for distinct characteristics, and development occurs with sensitivity to local context.

As development trends in Tulsa have shifted from predominantly greenfield to a balance with infill development, it is imperative that new development in existing areas is sensitive to existing context and residents. Neighbors should be empowered to organize and advocate on behalf of their interests.

Strategy 5.1

Establish Neighborhood Character Overlays to preserve neighborhood characteristics through urban design standards.

Strategy 5.2

Use Historic Preservation Overlays to ensure changes made in the area are consistent with the historic and architectural characteristics of the neighborhood.

Strategy 5.3

Ensure appropriate transitions are provided between nonresidential and residential uses.

Strategy 5.4

Promote the Tulsa Planning Office’s Neighborhood Toolkit to empower neighborhoods to better manage their built environment.

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Goal 6

Commercial areas and activity centers complement their surrounding neighborhoods.

Tulsa’s commercial districts and corridors are hubs of economic activity and should be easily accessed by all Tulsans. As commercial areas grow, they should develop in ways that are consistent with the surrounding existing commercial development and in ways that are beneficial to surrounding neighborhoods.

Strategy 6.1

Accommodate reasonable commercial development along Main Streets and other commercial corridors.

Strategy 6.2

Encourage transit-oriented commercial, mixed-use, and residential development along existing and planned bus rapid transit (BRT) routes.

Strategy 6.3

Coordinate with surrounding municipalities and counties to ensure consistent land use planning and development requirements along highways.

Strategy 6.4

Implement access management standards to ensure safe transportation connections to and through commercial areas.

Goal 7

Residential and mixed-use areas are well connected to surrounding land uses.

Areas that are predominantly residential or mixed-use should have adequate transportation infrastructure for residents to easily access the land uses that surround them. In addition to automobile connectivity, public transit, sidewalks, and bicycle infrastructure should all facilitate safe, efficient, and enjoyable access from neighborhoods to commercial areas, natural areas, and other neighborhoods.

Strategy 7.1

Ensure the street grid has a suitable level of connectivity to reduce the need to travel solely on arterial streets.

Strategy 7.2

Encourage multi-modal transportation infrastructure as a part of new subdivision development.

Strategy 7.3

Strategically locate new multi-modal infrastructure in developed areas of the city to better connect existing neighborhoods to their surroundings.

Strategy 7.4

Incorporate appropriate uses that support residents’ daily needs into predominantly residential areas.

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Goal 8

Tulsa’s natural and architectural assets are preserved and enhanced.

Tulsa’s place as the major city in Green Country sets it apart from other cities in Oklahoma because of the wealth of lush natural landscapes and the Arkansas River. This location facilitated rapid growth in the early 20th century, and the city we inherit today includes countless architectural assets from the past. This natural and historical context should be protected and enhanced by the changes made in the city today.

Strategy 8.1

Identify assets for protection and preservation, and initiate measures through regulatory changes or partnerships with appropriate agencies.

Strategy 8.2

Develop guidelines for development near natural assets including recommendations for design, buffers, appropriate uses, and mitigation.

Strategy 8.3

Enhance landscaping, including tree preservation and planting, when establishing development plans for undeveloped areas.

Strategy 8.4

Enhance publicly-held properties within floodplains and natural areas for public use.

Goal 9

Tulsa is a leader in sustainable development practices.

Global climate change has many long-term consequences for the Tulsa area. While issues like sea level rise will not affect the region, the increase in the frequency and intensity of major flooding events, as well as the increase in the number of very hot days, has significant implications on the resilience of Tulsa’s distribution of stormwater and other utility services. By incorporating more natural design elements such as tree canopy and landscaping, mitigation of these negative impacts of climate change is possible.

Strategy 9.1

Enhance guidance for low-impact development (LID), and incentivize LID approaches in development.

Strategy 9.2

Support and incentivize adaptive reuse of buildings, infill development, and brownfield redevelopment.

Strategy 9.3

Encourage the use of native landscaping to ensure longevity of life and appropriate habitat for native species.

Strategy 9.4

Use sustainable development practices during public development and infrastructure projects.

Strategy 9.5

Explore and promote applicable grants, tax credits, and other programs to encourage LID.

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Goal 10

Future growth is balanced with the ability of the City to provide public services, utilities, and infrastructure.

In order for Tulsa to maintain today’s standard of living, new development must be serviceable by the full suite of public services and infrastructure provided by the municipal government. When the rate of development outpaces the City’s ability to provide these services, the quality of public safety, utilities and infrastructure maintenance, and quality of life services is degraded for all residents.

Strategy 10.1

Define development guidelines for areas that are difficult to serve with public safety, utility, or transportation infrastructure.

Strategy 10.2

Prioritize compact development and infill development for more efficient use of existing infrastructure and services.

Strategy 10.3

Seek ways to increase funding for government services by diversifying funding sources.

ACTION TABLE

This table includes the goals and strategies outlined in the previous pages with specific actions that will help to achieve the intent of the goals and strategies. Each specific action includes what type of action it is and what parties should be involved in order to implement the action. All of these goals, strategies, and actions are derived from engagement with the Tulsa community and subject matter experts, past planning efforts conducted by the City of Tulsa and partner agencies, best practices from cities across the United States, and research and data analysis conducted by Tulsa Planning Office staff. Any action taken to implement a specific strategy or action included in this table or a policy recommended elsewhere in this chapter will be in accord with Oklahoma law.

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SELECTED CITY COMPARISON

Tulsa Planning Office staff selected this set of 6 cities from the review of more than 30 comprehensive plans from across the United States. These cities were selected for the broad spectrum of land use approaches outlined in their respective comprehensive plans. The metrics chosen for this chapter include measures of growth and density. While Tulsa is lagging behind the rest of the cities with regard to population and employment growth, it has comparable levels of residential and employment density to several of the selected cities.

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Most Favorable | Least Favorable

FEATURED METRIC

Population Growth

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Tulsa has experienced growth in the past decade; however, it has the lowest percentage of population growth when compared to the selected cities. At 6.4%, this is less than half of the growth of the cities identified in Table A. The rest of the Tulsa Metropolitan Statistical Area (MSA) grew at more than double the rate of Tulsa proper, at a rate of 13.8%. This illustrates the continued suburban growth pattern than has extended beyond Tulsa’s city limits. Within the city limits there are pockets of growth and decline in the past decade. The areas that have grown the most (in blue) include the area north of Broken Arrow, Tulsa Hills, and Downtown. The areas that have lost the most population in the past decade include the neighborhoods surrounding the Gathering Place, West Tulsa, North Tulsa, and areas surrounding the University of Tulsa campus. This could be caused by a number of things; for example, several multi-dwelling unit housing complexes have been removed from some of these areas in the past decade.

Employment Growth

When compared to the selected cities, Tulsa also has the lowest percentage of Employment growth. Tulsa’s number of employed residents increased from 178,581 in 2010 to 190,755 in 2020, an increase of 12,174 or 6.8%. Recognizing potential job centers and proactively planning for new employment uses is crucial to providing heightened employment growth.

Residential Density

Tulsa ranks in the middle among the selected cities for residential density, with approximately 1.46 housing units per acre. Lower density limits the City’s ability to efficiently provide public services and infrastructure to Tulsa residents. It is important to prioritize infill development in the future to increase density and make City services more efficient for everyone.

Employment Density

Tulsa has an Employment Density of 3.56 jobs per acre and is on the low end among the selected cities. Increasing employment density will encourage more people to migrate towards Tulsa from the surrounding suburbs and even cities outside of the MSA.

EQUITY & RESILIENCE CONSIDERATIONS

FOOD INSECURITY

Nutrition is a significant component of individual physical health and well-being. Despite this, many geographies and communities do not have easy access to grocery stores or other venues to purchase nutritious foods. Moreover, the affordability of healthy options in comparison to less healthy options can present a barrier for low-income residents. In addition to geographic access and cost, the amount of time needed to complete the task of purchasing groceries, particularly in the context of long trips with limited public transit and pedestrian infrastructure, reduces the likelihood that healthy foods can be incorporated into a consistent routine. Without adequate time and education on meal preparation, healthy eating habits can be difficult to maintain. According to the USDA Food Access Atlas, food deserts in Tulsa are present in north Tulsa and along the Charles Page Boulevard corridor, and 1 in 4 Tulsans live within a defined food desert. In contrast, south Tulsa and Midtown have numerous options at various price points.

Recommendations

LU.ER.1 Incentivize grocery store development in underserved regions of the city.

LU.ER.2 Invest in transportation and mobility options that target food access for marginalized people groups.

LU.ER.3 Support mobile grocery distribution services, particularly to serve older adults and other Tulsans with mobility limitations.

LU.ER.4 Permit and facilitate the development of alternative options for healthy foods including urban agriculture, community gardening, food forests, and farmers' markets.

URBAN/SUBURBAN SPRAWL

Tulsa's large area and relatively low density development pattern require residents to travel substantial distances to accomplish their daily needs of food access, healthcare access, employment access, and more. The sprawling infrastructure and public service areas also lead to difficulties in maintaining streets and utilities, as well as adequate service levels for public safety, public transit, park and recreation options, and public school districts. Tulsa's geographic context also includes significant disparity in terms of wealth and health outcomes based on where a household is located, as well as persistent segregation by race and ethnicity. This creates a significant opportunity gap that favors Tulsans with means over historically underserved communities.

Recommendations

LU.ER.5 Ensure that new development can be adequately served by infrastructure and public services provided by the City.

LU.ER.6 Promote new housing and other developments in existing areas of the city, particularly along bus rapid transit (BRT) and other transit alignments.

LU.ER.7 Increase transportation options and availability in areas where automobile access is limited.

LU.ER.8 Permit mixed-use development that colocates many uses to reduce the number of and length of trips required to access goods and services.

INCOMPATIBLE LAND USES

Land use decisions are often made in order to ensure land uses that present some level of incompatibility are separated. Incompatibility can arise due to environmental hazards such as air, soil, water, noise, or light pollution. Industrial uses and highways are two examples of uses that are often incompatible with more sensitive land uses, such as neighborhoods, parks, or schools. While zoning and land use plans provide much of the needed guidance to ensure separation is adequate, there are disparities in Tulsa with regard to what communities bear the burden of living in proximity to potential harmful land uses. These include west Tulsa, whose proximity to heavy industrial uses presents risks associated with air quality. Where these dynamics exist presently, mitigation efforts can be pursued to reduce the associated risks to local residents.

Recommendations

LU.ER.9 Discourage the development of sensitive land uses in close proximity to highways and industrial areas.

LU.ER.10 Pursue landscaping and other buffering between existing sensitive land uses and high-intensity uses.

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GEOGRAPHIC DISPARITIES

The above map identifies areas where land uses associated with daily needs are concentrated, as well as areas where those uses are absent. While some areas on the edges of the city have low access, they generally have low or low-density population. Locations such as Crutchfield, Dawson, and neighborhoods south of the airport, which contain significant populations, have few land uses associated with residents’ daily needs. The downtown area, Brookside, and neighborhoods east of downtown have nearly all daily needs in close proximity.

INDICATORS USED IN MAP

• Proximity to Schools
• Proximity to Healthcare
• Proximity to Social Services
• Proximity to Financial Services
• Proximity to Eating Places
• Proximity to Libraries
• Proximity to Parks
• Proximity to Retail
• Proximity to Social Clubs
• Proximity to Places of Worship
• Proximity to Arts/Entertainment
• Proximity to Healthy Food Sources

RELEVANT EQUALITY INDICATORS*

• INDICATOR 5: Existing Jobs by Geography
• INDICATOR 43: Food Deserts by Geography

RELEVANT RESILIENT TULSA ACTIONS**

• ACTION 12: Incentivize grocery store development in underserved communities.
• ACTION 26: Establish an Innovation District and Prototyping Zone

VULNERABLE POPULATION GROUPS

• Low-Income households
• Racial and ethnic minority populations
• Older adults
• Youth
• Persons with physical and/or cognitive disabilities
• Suburban populations with lack of pedestrian, bicycle, and public transit infrastructure
• Justice-involved persons
• Households without access to an automobile

*Equality Indicator reports are issued annually by the City of Tulsa. **Resilient Tulsa Strategy was adopted by the City of Tulsa in 2018.

HEALTH & WELLNESS CONSIDERATIONS

Urban Density

Tulsa Context

Tulsa does not have a traditional concentric density pattern where higher density residential is located near the urban core of the city. In fact, some of Tulsa's highest levels of residential density are located near the city limits, where apartment complexes have clustered along major arterial corridors like Memorial Rd. and Garnett Rd. The urban form of the areas near the urban core are more well-suited to accommodating residential density, with greater levels of street connectivity, more walkable infrastructure, and a more varied mix of land uses. Despite this condition, there is relatively little Missing Middle housing and multi-family housing in this area when compared to cities of similar size.

Policy Recommendations

LU.HW.1 Ensure development density is supported by the ability to provide public services in a given area.

LU.HW.2 Prioritize development density along public transit corridors in ways that are sensitive to neighboring areas.

LU.HW.3 Increase density near the downtown area in ways that do not significantly alter the experience of living in such neighborhoods.

Urban/Suburban Sprawl

Tulsa Context

Tulsa has a long history of annexation and expansive growth. In the last 10 years the proportion of greenfield subdivision development to infill development has flipped. This is due in large part to exhausting the available supply of undeveloped land. The remaining greenfield development in Tulsa is focused in two areas. First is the Tulsa Hills/ West Highlands area, where there is still room to grow, but recent zoning initiatives reflect a desire to leave the area less developed. Second, development from the north of Broken Arrow has spilled into east Tulsa through a part of the Broken Arrow School District. Continued expansion puts pressure on the City's ability to adequately provide and maintain infrastructure and public services.

Policy Recommendations

LU.HW.4 Define development guidelines for areas that are difficult to serve with public safety, utility, or transportation infrastructure.

LU.HW.5 Collaborate with school districts on site selection based on new growth.

LU.HW.6 Support and incentivize adaptive reuse of buildings, infill development, and brownfield redevelopment.

Transit-Oriented Development (TOD)

Tulsa Context

The development of the Peoria bus rapid transit (BRT) route and the upcoming Route 66 BRT route, in conjunction with the “transit sub-hubs” identified in Tulsa Transit’s Connecting Progress report, provide new opportunities to incorporate transit-oriented development (TOD) in Tulsa. The existing Mixed-Use zoning incentive program along both the Peoria BRT corridor and the upcoming Route 66 BRT corridor promotes development that best uses the investments in public transit.

Policy Recommendations

LU.HW.7 Encourage TOD around existing transit and BRT routes.

LU.HW.8 Incentivize rezoning to Mixed-Use zoning as a tool to achieve TOD.

LU.HW.9 Develop incentives to support TOD in areas with higher percentages of low-income residents and residents who use transit.

LU.HW.10 Develop policies for these incentives that ensure continued affordability of housing as part of TOD.

LU.HW.11 Acquire land (public entities) in strategic locations (certain stops, subhubs, etc.) to develop equitable TOD.

LU.HW.12 Develop funding sources or programs to support existing residents in areas that will likely be impacted by TOD to mitigate concerns of displacement.

Highway Pollutants and Sensitive Land Uses

Tulsa Context

Sensitive land uses, such as parks, schools, and residential areas are at risk of negative health outcomes associated with air pollution that emanates from highway traffic in the form of ground-level ozone or particulate matter. The Los Angeles Health Department as a part of their response to non-attainment determined that these uses are potentially unsafe within 500’ of a highway corridor. In Tulsa 62 schools, 35 parks, and significant amounts of residential land fall within this 500’ buffer of local highway corridors.

Policy Recommendations

LU.HW.13 Establish a highway zoning buffer and discourage new development of sensitive land uses, such as schools, parks, and neighborhoods, within the buffer without appropriate landscaping or buffering interventions.

LU.HW.14 Partner with Up With Trees to prioritize an increase in urban canopy coverage for areas with sensitive land use in proximity of a highway.

LU.HW.15 Partner with Tulsa Public Schools to understand potential for filtering or altering air-inlet locations of existing schools in proximity of a highway.

HEALTH & WELLNESS CONSIDERATIONS (cont.)

Food Deserts

Tulsa Context Roughly one in four Tulsa households are in a food desert, where grocery stores are not locating due to market considerations. This requires residents of food desert locations in Tulsa to either travel long distances to access quality groceries or to settle for foods with lower nutritional value. To address food deserts, the City of Tulsa has partnered with community partners on a variety of initiatives, including the subsidizing of a new grocery store in North Tulsa. Additionally, having the opportunity to participate in urban agriculture can help to mitigate the negative impacts of food deserts and decrease the reliance on processed foods.

Policy Recommendations LU.HW.16 Continue to incentivize grocery store development in areas of the city that qualify as food deserts.

LU.HW.17 Reduce barriers to fresh food by creating a tool and resource sharing program available to urban agriculture uses.

• Collect tools that can be checked out by community garden groups.
• Establish a program to promote and educate groups on the availability of urban agriculture within residential areas.

LU.HW.18 Promote the availability of community gardens and community supported agriculture in residential land use zones in recognized food deserts.

FUNDING PRIORITIES

The departments that are most involved in the development review process and the administration of the City of Tulsa’s land uses are Development Services and the Tulsa Planning Office. Capital costs are relatively low in comparison with other functions of the City; however, there are needs that would help to streamline processes to facilitate a more efficient experience for applicants that engage in the development review process.

In the Development Services Department there is a specific need to increase staff for zoning clearance reviews. This stage of the process is intended to precede the other permitting stages. Zoning clearance reviews can result in an applicant being diverted to the Tulsa Planning Office before being approved for other necessary permits. Adding more reviewers when feasible will ensure greater efficiency in the process for applicants.

Additionally, the Development Services Department has need for capital investment in technology upgrades for outward-facing digital information. This information would assist applicants with the process by connecting them with tools and resources to ensure their applications are complete when beginning the process.

The Tulsa Planning Office has need for funding to facilitate community engagement. This funding would go toward technological tools such as survey services, data mapping interfaces, as well as translation services and physical marketing materials to reach broader audiences to participate in planning processes.

REGIONALISM CONSIDERATIONS

Due to the large city limits of Tulsa, and the expansion of housing subdivisions in greenfield areas of the region, the City of Tulsa is limited in its ability to maintain needed infrastructure and public service distribution at levels expected by residents of the city. Suburban development patterns emanating from neighboring communities such as Broken Arrow, Bixby, and Jenks are crossing into the City of Tulsa despite often being marketed as part of the neighboring communities, and residents in those subdivisions, for all intents and purposes, believe they are in those communities. In order to properly serve these areas, the City of Tulsa should seek development phasing of these areas to ensure that infrastructure and public service distribution are available at appropriate levels.

The Land Use Plan for the City of Tulsa should be aligned with the land use plans of unincorporated Tulsa County and the municipalities that abut the city limits. Where there are opportunities to enhance commercial retail areas adjacent to neighboring communities, these locations should be developed in ways that attract customers into the city limits of Tulsa to support local economic development goals.

GLOSSARY OF TERMS

Access Management - The practice of planning and regulating driveways or other access points along streets to improve safety, facilitate traffic flow, and reduce conflicts along transportation routes.

Ad Valorem - A type of tax whose amount is based on the value of real estate or other goods or transactions.

Adaptive Reuse - The restrained alteration of a historic resource to accommodate uses for which the resource was not originally constructed, but in such a way so as to maintain the general historical and architectural character.

Affordable Housing - Housing on which the occupant is paying no more than 30% of gross income for housing costs, including utilities.

Air Quality - The degree to which air in a location is polluted, usually measured by an index.

Alley Activation - The conversion of an alley into a public space through cleanup efforts and the installation of art, lighting, seating, or other amenities.

Annexation - The act of formally including property in the corporate limits of a municipality.

Arterial (Street) - A major street designated on the Major Street and Highway Plan as an arterial, parkway or scenic drive.

Attrition - A reduction in staff within an organization as employees leave and are not replaced.

Block Length - The distance between property lines at opposite ends of a block in a subdivision.

Broadband Infrastructure - A network of telecommunications equipment and technology necessary to provide high speed internet and other telecommunication services for end-user (e.g. cables, fiber optics, wiring).

Brownfield Sites - A property, the expansion, redevelopment, or reuse of which may be complicated by the presence or potential presence of a hazardous substance, pollutant, or contaminant.

Buffer - A barrier or distance between objects.

Built Environment - The various constructed facilities that, combined, define the boundaries of where people live, work, play, and learn.

Bus Rapid Transit (BRT) - A bus-based public transport system designed to have better capacity and reliability than a conventional bus system.

Business Improvement District (BID) - A defined area within which businesses are required to pay an additional tax in order to fund projects within the district's boundaries.

Capital Assets - Physical things owned by the City.

Capital Improvements Plan (CIP) - A community planning and fiscal management tool used to coordinate the location, timing, and financing of physical construction projects or permanent structural alterations or repairs to existing City assets.

Catchment Area - The geographical area from which students are allowed to attend a specific school.

Climate Change - Refers to the expected frequency of weather patterns over long periods of time that relates to interactions between Earth's systems (e.g. a change in weather patterns over a 100 year period).

Community Benefits Agreement - A contract signed by community groups and a real estate developer that requires the developer to provide specific amenities and/or mitigations to the local community or neighborhood.

Community Development Block Grant (CDBG) - A program of the U.S. Department of Housing and Urban Development, which funds local community development activities with the stated goal of providing affordable housing, anti-poverty programs, and infrastructure development.

Community Development Corporations (CDCs) - A not-for-profit organization incorporated to provide programs, offer services and engage in other activities that promote and support community development. CDCs usually serve a geographic location such as a neighborhood or a town.

Community Garden - Plots of land, usually in urban areas, that are a shared, semi-public space where people in the surrounding neighborhood share the opportunity of maintaining a garden space to provide physical and social benefits.

Community Housing Development Organizations (CHDOs) - A private nonprofit, community-based, service organization that has, or intends to obtain staff with the capacity to develop affordable housing for the community it serves.

Community Investment Organization - An organization that lends money to build vibrant communities, strengthen local businesses, and provide homes for families.

Community Investment Trust - A wealth-building approach that offer residents the opportunity to purchase equity shares in a project and benefit financially from new development in their neighborhood.

Compact Development - A land use and design concept that promotes relatively high-density residential development with mixed land uses, an efficient public transport system, and an urban layout that encourages active transportation, low energy consumption, and reduced pollution.

GLOSSARY OF TERMS

Connectivity - The density of connections in path or road networks, and the directness of links. A well-connected network has many short links, numerous intersections, and minimal dead-ends.

Conservation Area - Areas of land that are protected to preserve the environmental, architectural, or historical interests of a place.

Corridor - Pathways connecting places and spaces together (e.g. Interstate 35 is a main corridor through several states.)

Courtyard - An unroofed area that is either completely or mostly enclosed by walls of buildings.

Cul-de-sac - A local street that is permanently terminated at one end by a vehicle turnaround.

Detached House - A principal residential building, other than a manufactured housing unit or mobile home, that contains only one dwelling unit and that is located on a single lot that is not occupied by other principal residential buildings.

Developer - A person, or persons, who buys and prepares land for residential, commercial, or industrial use.

Development - Any man-made change to improved or unimproved real estate.

Development Plan - The plan and drawings submitted for planning review by an applicant in order to gain approval to pursue development of a property.

Development Review - The process of local government evaluating development plans; from the density, zoning use, to the physical and social impacts of development in the city.

Disparity - A noticeable and usually significant difference or dissimilarity.

Displacement - When residents of an area of forced to leave due to increases in housing costs that make the area unaffordable.

Easement - A grant by a property owner for the use property by a public authority or private entity for a specific purpose.

Easement - A grant by a property owner for the use property by a public authority or private entity for a specific purpose.

Equity - Just and fair inclusion into a society in which all can participate, prosper, and reach their full potential.

Floodplain - A low-lying region adjacent to rivers or streams in which during times of flooding stretches beyond the banks of the river/stream channels.

Food Desert - Areas that are characterized by poor access to healthy and affordable food.

Food Forest - A diverse planting of edible plants that attempt to mimic the ecosystem and patterns found in nature.

Form - The physical shape of a building, set of buildings, site layout, or layout of a buildings along a corridor or in a specific area.

Gateway Signage - A road sign at the border of the city, district, or neighborhood that introduces visitors to the area.

Greenfield Sites - Land that has not previously been developed beyond an agricultural intensity.

Ground-Level Ozone - Also known as Tropospheric Ozone, it is formed when pollutants emitted by cars, power plants, industrial boilers, refineries, and other sources chemically react in the presence of sunlight.

HOME Investment Partnership Program (HOME) - Funding to states and localities to be used exclusively for affordable housing activities to benefit low-income households.

Implementation - The process of putting a decision or plan into effect.

Incentivize - To provide things that motivate or encourage one to do something; to provide with a payment or concession to stimulate greater output or investment.

Infill Development - New construction in existing areas of the city, particularly older parts of the city.

Infrastructure - The basic physical and organizational structures and facilities (e.g. buildings, roads, power supplies) needed for the operation of a society or enterprise.

Infrastructure Review (Engineering Review) - Preliminary review of proposed public infrastructure developments and improvements.

Innovation District - Zones in cities where public and private actors work to attract entrepreneurs, startups, business incubators, generally with the aim of revitalizing depressed downtown areas.

Justice Involvement - The state of being or having been arrested, put to trial, incarcerated, or any other type of involvement with the justice system.

Land Bank - A governmental or nongovernmental nonprofit entity established, at least in part, to assemble, temporarily manage, and dispose of vacant land for the purpose of stabilizing neighborhoods and encouraging re-use or redevelopment of urban property.

Land Trust - A legal entity that takes ownership of, or authority over, a piece of property at the will of the property owner.

Land Use - A term used to describe the human uses of land, such as economic and cultural activities, that are practiced at a given location.

GLOSSARY OF TERMS

Lead-Based Paint - Paint containing lead, which is a highly toxic metal that may cause a range of health problems if exposed.

Local Center, Regional Centers, Multiple Use Areas - Designations included in the Land Use Plan Map of this comprehensive plan (see Development Review Guide for details.)

Low Impact Development (LID) - A land planning and engineering design approach to manage stormwater runoff as part of green infrastructure, emphasizing conservation and use of on-site natural features to protect water quality.

Low-Moderate Income Households - Families and individuals whose Annual Incomes do not exceed eighty percent (80%) of the median family income or such other income limits as determined by HUD.

Main Street Organization - An organization dedicated to helping revitalize older and historic commercial districts.

Mass - Refers to the volume of space occupied by a built structure, as well as the relationship between multiple structures, open space, and adjacent structures.

Median Income - The income amount that divides a population into two equal groups, half having an income above that amount, and half having an income below that amount.

Metropolitan Statistical Area (MSA) - A region that consists of a city and the surrounding communities that are linked by social and economical factors.

Micro-Loan - A small sum of money lent at a low interest rate to a new business.

Missing Middle Housing - Housing types with densities between detached houses and apartment buildings, such as duplexes, triplexes, quadplexes, and small apartment buildings.

Mixed-Use Zoning - Zoning that permits a kind of urban development that blends multiple uses, such as residential, commercial, cultural, institutional, or entertainment, into one space, where those functions are to some degree physically and functionally integrated.

Multi-Dwelling Unit Housing - A classification of housing where multiple housing units are contained within one building or multiple buildings within a complex or community, used in this plan to describe medium and large apartment and condominium structures.

Multi-Modal Transportation Infrastructure - Transportation infrastructure where more than one form of transportation is accommodated.

Municipality - A city or town that has corporate status and powers of self-government.

National Register of Historic Places - Authorized by the National Historic Preservation Act of 1966, the National Park Service’s National Register of Historic Places is part of a national program to coordinate and support public and private efforts to identify, evaluate, and protect America’s historic and archeological resources.

Neighborhood Character Overlay - A zoning overlay that establishes zoning regulations that are intended to promote the development of compatible infill housing in established neighborhoods.

Neighborhood Real Estate Investment Trust - Investment partnerships that connect and enable residents to become shared owners of properties in their communities.

Neighborhood-Scale - The size, height, and other physical metrics that are commonplace for buildings and urban design in a given neighborhood.

Non-Attainment - Not meeting national standards for surrounding air quality.

Pad-Ready Sites - A site that has all necessary utilities, infrastructure, zoning, and other conditions that make it immediately suitable for development.

Parking Minimum - Local laws that requires commercial and residential complexes to have a minimum number of off-street parking spaces.

Parklet - A small platform that takes the place of one or multiple on-street parking spaces and that extends the sidewalk to provide space for seating, tables, or other public amenities.

Particulate Matter - All liquid and solid particles suspended in the air, many of which are hazardous.

Plan Reviewer - A person who oversees the permitting process of a project to make sure plans comply with building and other codes before construction.

Plat - A graphical representation of a subdivision showing the division of land into lots, blocks, streets, alleys, or other divisions and dedications.

Plaza - An open public square, or marketplace, usually located near urban buildings.

Pocket Park - A small outdoor space, usually no more than ¼ of an acre, most often located in an urban area surrounded by commercial buildings or houses.

Pop-up Commercial Use - A temporary retail space that is typically used to introduce a new product line, test a new market or generate awareness for a product or cause.

Preservation Easement - A legal document between a private property owner and a governmental entity to protect a specific historical property or element of a property.

GLOSSARY OF TERMS

Public Safety District - An assessment district that funds public safety services (law enforcement, emergency response, etc.) for the area within the district.

Redevelopment - The process of constructing new development typically after demolishing previously existing development.

Rehabilitation - The process of recreating a historic resource to a state of efficiency or soundness by repair or alteration designed to encourage its continued use, but without noticeably changing the exterior appearance of the historic resource.

Rehabilitation Loan Program - A program that provides loans to moderate to very low-income residents to assist with structural and interior home repairs, weatherization, energy efficiency, etc.

Remediation (Environmental) - The removal of pollution or contaminants from environmental media such as soil, groundwater, sediment, or surface water.

Retail Incentive Policy - The City of Tulsa approach to the distribution of public funding to promote the development of retail establishments.

Retrofit - The refurbishment of an existing building to change its use or make it more energy efficient.

Revitalization - The act or process of giving new life or fresh vitality or energy to someone or something.

Right-of-Way (ROW) - Land dedicated or acquired for use as a public way, in which public infrastructure, utilities, and services are distributed.

Scale - Refers to the size or level of something.

Screening - Physical barriers, such as fencing and landscaping, between land uses that minimize auditory and visual interactions.

Sensitive Land Use - Land that is sensitive to emissions from industry and infrastructure (e.g. residential development, hospitals, parks, schools).

Sidewalk Café - An open-air, fenced-in seating area located on a sidewalk directly adjacent to a business.

Site Assembly - The joining of adjacent properties in order to create a larger site for development.

Strategic Planning - Process used by organizations to identify their goals, the strategies necessary to accomplish those goals, and the internal performance management system used to monitor and evaluate progress.

Street Tree - A tree (or trees) planted in the public right of way, either in the space between the sidewalk and road, or in the absence of sidewalks.

Streetscape - The natural and built fabric of the street, or the design quality of the street and its visual effect.

Stub Street - A street that is temporarily terminated, but that is planned for future continuation.

Sub-Hub - For Tulsa Transit, where several transit routes converge, facilitating transfers to transit services that reach a variety of locations in the city.

Subdivision - Any division of land resulting in in the creation of 5 or more lots, parcels, tracts, or areas, or any division of land involving the right-of-way or alignment of an existing or proposed street or highway.

Suitability Analysis - An analysis that establishes the suitability of a location based on a set of criteria.

Sustainability - Managing resources to meet the needs of the present without compromising the ability of future generations to meet their own needs.

Tax-Increment Financing (TIF) Districts - A public financing method that is used as a subsidy for redevelopment, infrastructure, and other community-improvement projects in a defined area.

Transit-Oriented Development (TOD) - A type of urban development that maximizes the amount of residential, business, and leisure space within walking distance of public transport.

Tree Canopy - The layer of leaves, branches, and stems of trees that cover the ground when viewed from above. In urban areas, tree canopy can refer to the amount of tree canopy coverage a city has.

Underutilized Structure - A building or structure that is characterized by vacancy, partial vacancy, deterioration, or safety hazards that limit its use.

Urban Agriculture - The practice of cultivating, processing, and distributing food in, or around, towns, cities, metropolitan areas.

Urban Design - Urban design involves the arrangement and design of buildings, public spaces, transport systems, services, and amenities.

Walkability - The extent to which the built environment is safe and inviting for pedestrians and for the presence of people living, shopping, visiting, enjoying or spending time in an area.

Wayfinding - The process or activity of ascertaining one's position and planning and following a route.

Zoning Code and Map - The municipal ordinances that regulate land use and property design and the map that identifies the applicable zoning district for properties governed by the zoning code.

RELEVANT CITY DEPARTMENTS, PROGRAMS, PLANS, AND EXTERNAL ORGANIZATIONS

Asset Management Department - A department of the City of Tulsa that manages and maintains City-owned facilities, fleet, and equipment.

Communications Department - A department of the City of Tulsa that aims to facilitate open and accountable access to city government for the citizens of Tulsa and assist in communicating the prioritized initiatives set by the administration and all other City departments.

Community Development Division - A division of the Department of City Experience that administers community and economic development programs and initiatives, supporting residents in creating economically viable and sustainable communities through neighborhood partnerships, housing programs, and community development initiatives.

Current Planning - Refers to a division of the Tulsa Planning Office that reviews development proposals, rezonings, subdivisions, special exceptions, variances, and ensures new development occurs in conformance with the comprehensive plan and other planning documents.

Destination Districts - The Department of City Experience’s program to stimulate economic development, foster authentic cultural expression, develop civic pride, and deepen the connections to places in order to retain talent, attract new residents, and increase tourism opportunities.

Development Era Map - A map contained within the Development Review Guide of this plan that indicates the era when different parts of Tulsa developed in order to ensure new development is consistent with context.

Development Review Guide - A chapter of this plan that contains the main guidance for development to be considered during the development review process in order to ensure all interested parties are informed about the process.

Development Services Department - A department of the City of Tulsa that promotes safety, livability, and economic growth through efficient and collaborative application of building and development codes.

Economic Development Administration (EDA) - A federal government administration dedicated to facilitating regional economic development efforts in communities across the nation.

Emergency Repair Grant Program - A program that provides grants to very low income residents to make emergency repairs to conditions that threaten the health and safety of occupants.

Equality Indicators - An annual report created through partnership between the City of Tulsa and the Community Service Council to measure and track disparities among subgroups of Tulsans over time.

Finance Department - A department of the City of Tulsa that maintains the finances of the City.

Historic Preservation Overlay - An overlay that supplements underlying zoning with the goal of preserving historical characteristics of an area. Substantial changes and new development have design guidelines in addition to the regulations of the underlying zoning, and cases are heard by the Tulsa Preservation Commission.

Housing Opportunity Partnership (HOP) - A City of Tulsa program to address more than 300 vacant, abandoned, and uninhabitable properties that are in such disrepair they constitute a public nuisance and are eligible for renovation or demolition.

Indian Nations Council of Governments (INCOG) - The Indian Nations Council of Governments provides short and long range planning services for specific towns, counties and Tribal governments.

INCOG Transportation - As a function of the Metropolitan Planning Organization (MPO) for the Tulsa area, INCOG Transportation facilitates a cooperative effort with federal, state, and local governments and other transportation agencies to assess the area’s transportation requirements and to develop comprehensive, multi-modal plans and programs that address the needs and goals of the region.

Land Use Plan Map - A map included in the Development Review Guide of this plan that depicts the planned land use designations that provide guidance regarding the appropriate characteristics of new development in different parts of the city.

Legal Department - The City Attorney and the Legal department provide all the City’s municipal legal services. The department prepares and reviews ordinances, resolutions, executive orders and contracts, while handling litigation, claims and controversies involving the City.

Long-Range Planning - Refers to the function of the Planning and Design division of the Tulsa Planning office, including the development and implementation of plans across a variety of topics, as well as the management of programs associated with the implementation of plans.

Major Street and Highway Plan - The plan that identifies the major street and highway classifications and City of Tulsa street designations for purposes of right-of-way allocation, potential street design/layout, and eligibility for certain federal funds.

Mixed-use Zoning Incentive Program - An initiative to encourage pedestrian and transit oriented redevelopment along Peoria and Route 66 Bus Rapid Transit corridors.

RELEVANT CITY DEPARTMENTS, PROGRAMS, PLANS, AND EXTERNAL ORGANIZATIONS

Neighborhood Toolkit - A toolkit created by the Tulsa Planning Office that offers information on how to organize a neighborhood, launch projects, celebrate with neighborhood events, access resources, and more.

Oklahoma Department of Transportation (ODOT) - A State of Oklahoma transportation department that seeks to provide safe, economical, and effective transportation networks for the people, commerce and communities in Oklahoma.

Public Works Department - A department of the City of Tulsa that is responsible for planning, directing and coordinating the construction and maintenance of streets and public facilities, managing all related engineering services, and maintaining stormwater systems.

Recommended and Prohibited Tree Species List - A guide for which species of trees satisfy the tree planting requirement of the Tulsa Zoning Code.

Resilient Tulsa Strategy - A planning report created by the Mayor’s Office of Resilience & Equity in 2018 to outline approaches to enhance Tulsa’s resilience to social and environmental shocks and stressors.

Subdivision and Development Regulations - A set of regulations governing the design, improvement, creation of subdivisions and additional developments.

Tulsa Authority for Economic Opportunity (TAEO) - The merger of five public entities to create a single, independent organization to lead the City of Tulsa’s community and economic development efforts.

Tulsa City-County Library - A government entity serving Tulsa County that strives to promote lifelong learning and literacy in all forms.

Tulsa Development Authority (TDA) - A City of Tulsa authority that partners with the Tulsa Authority for Economic Opportunity (TAEO) to revitalize areas and encourage private and public reinvestment to support economic growth.

Tulsa Fire Department - A department of the City of Tulsa that provides fire safety and paramedic services to Tulsa residents.

Tulsa Metropolitan Area Planning Commission (TMAPC) - A joint city-county commission that makes recommendations for zoning requests, plans, and ordinances for the City of Tulsa and unincorporated areas of Tulsa County.

Tulsa Parks - A department of the City of Tulsa that aims to create, provide, and preserve quality parks and recreation opportunities that meet community needs for the health and wellbeing and for all Tulsans.

Tulsa Planning Office - A division of the Department of City Experience that administers the zoning and planning process for the City of Tulsa.

Tulsa Police Department - A department of the City of Tulsa that provides law enforcement and safety services to Tulsa residents.

Tulsa Port of Catoosa/Tulsa Port of Inola - An inland multi-modal shipping complex and 2000-acre industrial park located at the head of navigation for the McClellan-Kerr Arkansas River Navigation System.

Tulsa Preservation Commission - The Tulsa Preservation Commission runs the City of Tulsa’s historic preservation program through the preservation and protection of Tulsa’s many historic resources.

Tulsa Transit (MTTA) - The public transit system operating buses and paratransit for Tulsa metropolitan area.

Up With Trees - An organization that plants trees and promotes the preservation of tree canopy in Tulsa.

Vibrant Neighborhoods Partnership (VNP) - The Department of City Experience’s community-driven program to holistically improve neighborhood infrastructure and enjoyment through targeted public support and service delivery in collaboration with neighborhood residents.

Water & Sewer Department - A department of the City of Tulsa that manages, operates, and maintains the City’s water and wastewater systems.

Zoning Clearance Review/Permit - A review by the City of Tulsa that may result in a permit that affirms that an applicant’s desired land use is appropriate given the zoning of the applicant’s property.

SOURCES AND REFERENCES

Subject Matter Experts

Tulsa Planning Office Planning and Design

Tulsa Planning Office Current Planning

Tulsa Planning Office Implementation

City of Tulsa Development Services

Tulsa Metropolitan Area Planning Commission

City of Tulsa Board of Adjustment

Local Builders, Architects, and Engineers

Community Engagement Activities

Housing and Neighborhoods Policy Survey

Local Homebuilder Roundtable Discussions

Neighborhood Infill Public Meeting

Resident Input Sessions

Resident Input Survey

Resident Input Emails and Phone Calls

Plans Reviewed and Incorporated

Route 66 Master Plan (2003)

Arkansas River Corridor Master Plan (2004)

Peoria Avenue BRT Land Use Framework (2017)

Retail Market Study (2018)

Plan66 (2020)

Small Area Plans (36th Street North Corridor, Brady Arts District, Crutchfield, Crosbie Heights, Kendall-Whittier, West Highlands/Tulsa Hills, Eugene Field, Pearl District, Utica Midtown, Arena District Master Plan)

Peer City Metrics

American Community Survey DP04 - 2019 1-Year Estimates

American Community Survey DP05 - 2019 1-Year Estimates

Bureau of Labor Statistics Local Area Unemployment Statistics - https://beta.bls.gov/dataViewer/view/timeseries/LAUCN401430000000005;jsessionid=C507BB807494FA819604918A408B7369

Bureau of Labor Statistics Employment Projections 2020-2030 - https://www.bls.gov/news.release/pdf/ecopro.pdf

Equity and Resilience Considerations & Health and Wellness Considerations

Kent, Jennifer. “Higher-Density Living Can Make Us Healthier, but Not on Its Own.” The Conversation, 31 Aug. 2021, https://theconversation.com/higher-density-living-can-make-us-healthier-but-not-on-its-own-34920.

Croucher, Karen, et al. “The Influence of Land Use Mix, Density, and Urban Design on Health: A Critical Literature Review”, 2012. https://www.gcph.co.uk/assets/0000/3519/Review_of_infleunce_of_land_use_mix_density_and_urban_design_on_health_final.pdf. Accessed 17 Nov. 2021.

Evans, Gary W. “The built environment and mental health.” Journal of urban health : bulletin of the New York Academy of Medicine vol. 80,4 (2003): 536-55. doi:10.1093/jurban/jtg063 https://www.ncbi.nlm.nih.gov/pmc/articles/PMC3456225/

Thompson, Susan, and Gregory Paine. ”What’s Equity Got to Do With Health in a Higher-Density City?” The Conversation, 23 Aug 2017. https://theconversation.com/whats-equity-got-to-do-with-health-in-a-higher-density-city-82071

Haigh, Fiona, et al. “Housing Density and Health: A Review of the Literature and Health Impact Assessments”, 2011. https://www.researchgate.net/publication/235918507_Housing_density_and_health_A_review_of_the_literature_and_Health_Impact_Assessments

Hutch, Daniel J et al. “Potential strategies to eliminate built environment disparities for disadvantaged and vulnerable communities.” American journal of public health vol. 101,4 (2011): 587-95. doi:10.2105/AJPH.2009.173872

Highway System Conditions, 2021. ohttps://www.ok.gov/odot/Highway_System_Conditions.html

Improving Health in Communities Near Highways: Design Solutions from a Charrette, 2015. https://sites.tufts.edu/cafeh/files/2011/10/CAFEH-Report-Final-2-26-15-hi-res1.pdf

Health and Environmental Effects of Particulate Matter (PM). https://www.epa.gov/pm-pollution/health-and-environmental-effects-particulate-matter-pm

Pratt, Gregory C et al. “Traffic, air pollution, minority and socio-economic status: addressing inequities in exposure and risk.” International journal of environmental research and public health vol. 12,5 5355-72. 19 May. 2015, doi:10.3390/ijerph12050355

Mikati, Ihab, et al. “Disparities in Distribution of Particulate Matter Emission Sources by Race and Poverty Status.” American Journal of Public Health, vol. 108, no. 4, 2018, pp. 480–485., https://doi.org/10.2105/ajph.2017.304297.

County of Los Angeles Public Health. (2019, March). PUBLIC HEALTH RECOMMENDATIONS TO MINIMIZE THE HEALTH EFFECTS OF AIR POLLUTION ASSOCIATED WITH DEVELOPMENT NEAR FREEWAYS AND HIGH-VOLUME ROADS. County of Los Angeles Public Health. Retrieved from http://www.publichealth.lacounty.gov/place/docs/DPH%20Recommendations%20to%20Minimize%20Health%20Effects%20of%20Air%20Pollution%20Near%20Freeways_Final_March%202019.pdf

Oklahoma Department of Environmental Quality 2018 OKLAHOMA PM2.5 Highest 24 Hour Averages, 2018. https://applications.deq.ok.gov/webdata/aqd/monitoring/charts/PM25_24hr_2018.htm

Burchell, Robert, et al. Sprawl Costs Economic Impacts of Unchecked Development. Island Press, 2013.

Ewing, Reid, et al. “Relationship between Urban Sprawl and Physical Activity, Obesity, and Morbidity.” American Journal of Health Promotion, vol. 18, no. 1, Sept. 2003, pp. 47–57, doi:10.4278/0890-1171-18.1.47.

James, Peter, et al. “Urban Sprawl, Physical Activity, and Body Mass Index: Nurses’ Health Study and Nurses’ Health Study II.” American Journal of Public Health, vol. 103, no. 2, Feb. 2013, pp. 369-375. https://doi.org/10.2105/AJPH.2011.300449

Bereitschaft, B., & Debbage, K. “Urban Form, Air Pollution, and CO2 Emissions in Large U.S. Metropolitan Areas. Professional Geographer, 65(4), 612-635, 2013. https://doi.org/10.1080/0033

0124.2013.799991

Chi, G. C., et al. "Individual and Neighborhood Socioeconomic Status and the Association between Air Pollution and Cardiovascular Disease". Environmental Health Perspectives, vol. 124 no.12, December 2016, 1840–1847. https://doi.org/10.1289/EHP199

Besser, L, and A Dannenberg. “Walking to Public TransitSteps to Help Meet Physical Activity Recommendations.” American Journal of Preventive Medicine, vol. 29, no. 4, 2005, pp. 273–280., https://doi.org/10.1016/j.amepre.2005.06.010.

Shephard, R.J. “The Effect of Light Rail Transit on Body Mass Index and Physical Activity.” Yearbook of Sports Medicine, vol. 2011, 2011, pp. 110–111., https://doi.org/10.1016/s0162-0908(10)79784-1.

“How Much Physical Activity Do Adults Need?” Centers for Disease Control and Prevention, Centers for Disease Control and Prevention, 7 Oct. 2020, https://www.cdc.gov/physicalactivity/basics/adults/index.htm.

“Transit Oriented Development.” Transit.dot.gov, https://www.transit.dot.gov/TOD.

Wen, Li Ming, et al. “The Effect of Active Transport, Transport Systems, and Urban Design on Population Health.” Journal of Environmental and Public Health, vol. 2013, 2013, pp. 1–2., https://doi.org/10.1155/2013/457159.

Photos

Jeffries, Daniel. Tulsa Skyline. Tulsa, OK. 2021. Page 2.

Jeffries Daniel. Tulsa Planning Staff. Tulsa, OK. 2021. Page 3.

Foster, Nathan. Boston Avenue. Tulsa, OK. 2021. Page 6.

O’Connell, Alex. Development Review. Tulsa, OK. 2021. Page 7.

Jeffries, Daniel. Kendall Whitter. Tulsa, OK. 2021. Page 8.

Jeffries, Daniel. Construction. Tulsa, OK. 2021. Page 9.

Tankard, John. Mix of Uses. Tulsa, OK. 2021. Page 10.

Jeffries, Daniel. Cherry Street. Tulsa, OK. 2021. Page 11.

Jeffries, Daniel. Single Family Homes. Tulsa, OK. 2021. Page 12.

Foster, Nathan. Arkansas River. Tulsa, OK. 2021. Page 13.

Jeffries, Daniel. Parking Lot. Tulsa, OK. 2021. Page 14.

Jeffries, Daniel. Fire Truck. Tulsa, OK. 2021. Page 15.

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planitulsa

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transportation

TABLE OF CONTENTS

111-113 INTRODUCTION

114-121 GOALS & STRATEGIES

122-139 ACTION TABLE

140-147 CONTEXTS a. selected city comparison b. equity & resiliency c. health & wellness d. funding priorities e. regionalism

148-151 GLOSSARY

152-153 SOURCES & REFERENCES

chapter 3 transportation

INTRODUCTION

Cities across the United States have made significant progress in diversifying the transportation options available to residents. In recent years, many have begun to recognize the deficiencies in our transportation systems as well as the negative externalities associated with high levels of automobile use. Things such as poor air quality, lack of physical activity, automobile congestion, and high rates of collision fatalities are all by-products of an overly auto-dependent urban environment.

The City of Tulsa has recognized these issues, as well as the inequality this system presents for those who do not have access to a motor vehicle. In response to these concerns, several transportation plans have been developed and adopted over the past 10 years.

Public Transit

In 2013 the Fast Forward Transit Plan was adopted as an update of the public transit system managed by the Metropolitan Tulsa Transit Authority (MTTA or Tulsa Transit). This plan laid the groundwork for initiatives to improve transit system efficiency through modifications to transit routes and investment in enhanced public transit services such as bus rapid transit (BRT). In 2018, Tulsa Transit completed the Comprehensive System Analysis (CSA) that changed most alignments of existing transit routes. This was done to alter the “hub and spoke” layout that required most transit trips to include a transfer at the Denver Avenue transit center. The updated transit system now

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Tulsa's This Machine bike share program is one of many options residents have for getting around town.

has five “sub-hubs” where transfers can occur outside of the downtown area. These changes, along with the completion of Tulsa’s first bus rapid transit project, the Aero route on Peoria Ave., have transformed public transit in our community. New bus stop shelters have been deployed across the city, and more will be built through the upcoming years. These changes make transit a more viable option for many more Tulsa residents, and make the experience of using transit more safe, enjoyable, and dignified.

Pedestrian Infrastructure

With the adoption of the GO Plan in 2015, Tulsa has a blueprint for the future of active transportation investment. For pedestrians, the plan focuses on filling in gaps in the sidewalk network, particularly along major arterial streets. To date, funding for sidewalk improvements has been primarily limited to an accessory to street enhancement projects, or small projects responding to resident complaints. In order to realize the vision of the GO Plan and to ensure the sidewalk network is fully built, dedicated funding for pedestrian improvements should be allocated.

Bicycle Infrastructure

The 2015 GO Plan also identified which streets in Tulsa are suitable for on-street bicycle infrastructure and which facility type is most appropriate based on site characteristics.

In contrast to the limited improvements for pedestrian facilities in Tulsa, bicycle infrastructure is of the highest quality in all of Oklahoma. Through strong planning, persistent advocacy, and cooperative relationships between engineers, planners, and the Tulsa Bicycle and Pedestrian Advisory Committee (BPAC), more bike lanes have been funded and completed in Tulsa than any other community in the state. These projects have created the first components of a full network of safe bicycle facilities.

However, while there have been substantial successes in the implementation of bicycle infrastructure in Tulsa, there have been instances where newly-installed infrastructure was removed after public outcry. These removals signal that the process by which bicycle infrastructure is planned and implemented in Tulsa still has room for improvement. More direct communication with residents and users of the proposed facility is needed, and alternative routes should be evaluated to determine what is the best use of available funding. Additionally, the City’s use of the Multi-Modal Level of Service (MMLOS) analysis can help to ensure the correct project is selected for the correct place with regard to the design of the bicycle infrastructure.

Automobile Infrastructure

For decades, Tulsa’s streets fell further and further into disrepair. Maintenance funding rarely materialized as other priorities, were funded. This changed in recent years as the bulk of capital improvement package funding (such as Improve Our Tulsa and Fix Our Streets) went toward the repair and rehabilitation of existing roads, as well as widening roads where traffic congestion warranted increased capacity. These efforts are data-driven, using Pavement

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Condition Index (PCI) and traffic data to prioritize improvements in the areas where there both high usage and maintenance needs.

The Major Street and Highway Plan for Tulsa identifies all of the streets that are eligible for federal funding and organizes them into a “functional classification” system. These classifications inform future enhancement projects with regard to the required right-of-way needed and to what degree transportation modes other than automobiles need to be accommodated. The guidance from the Major Street and Highway Plan is intended to accommodate economic growth and the corresponding traffic that is generated.

Transit-Oriented Development

In order for development that surrounds transit facilities to change in ways that make it “transit-oriented”, it is essential that the land use planning for these areas reflect this desired outcome. In 2018, in preparation for the implementation of the Peoria Aero BRT, a Land Use Framework was prepared that identified properties along the BRT alignment that were suitable for rezoning to “Mixed Use” zoning classifications. Those properties that were identified were incentivized by a fee waiver by City Council for a potential rezoning application. This approach has been replicated along the upcoming Route 66 BRT alignment, and new guidance for the type of development that is desirable in these areas is reflected in the Transit-Oriented Development section of the planitulsa Development Review Guide.

In addition to fee waivers for rezoning applicants, other incentive opportunities will be available to property owners along the BRT

route. These incentives will assist with the funding of building revitalization and streetscape improvements to make the corridor more suitable for bus rapid transit service.

Transportation Innovation

Across the world new transportation innovations are emerging both in terms of new vehicles as well as new transportation systems. The City of Tulsa has commissioned a Mobility Innovation Strategy to identify policy and regulatory approaches to best position Tulsa to be at the forefront of this wave of innovation. This includes ensuring that both private and public initiatives lead to more equitable outcomes with regard to mobility. Electric vehicles, autonomous vehicles, micromobility options, and improved systems technology will become more commonplace in the future, and it is important that the City of Tulsa is ready to accommodate these changes in ways that improve the quality of life for all residents.

KEY IDEAS

Subject Matter Experts

The Tulsa Planning Office team coordinated with the professionals that were involved in the development of the numerous transportation plans that were completed in the past decade. These plans serve as the foundation for this comprehensive plan chapter and are enhanced by engagement with the broader community of Tulsa residents. These plans and policy guides include:

• Mobility Innovation Strategy (2022)
• Tulsa Regional Coordinated Public Transit-Human Services Transportation Plan (2020)
• Connecting Progress – Transit Plan (2018)
• Connected 2045 – Regional Transportation Plan (2017)
• GO Plan - Bicycle and Pedestrian Master Plan (2015)
• Complete Streets Procedural Manual (2013)
• ADA Transition Plan (2012)
• Fast Forward Regional Transit Plan (2011)
• Major Street & Highway Plan (1968 - revised 2018)

Community Members

Through numerous public engagement efforts, residents of Tulsa provided a great deal of input, which helped to build off of the recommendations of the eight adopted plans listed above. Key ideas heard through community engagement include:

• Transit commute times and wait times should be reasonable.
• Management of infrastructure projects and private utilities should be improved to lessen adverse impacts on traffic congestion.
• Employment and education access should be prioritized in transportation planning.
• Drivers should be educated about bike lanes and other bike infrastructure.
• Public engagement should be increased when bicycle infrastructure projects are being planned and implemented.
• Public transit should have a regional approach to connect Tulsa with surrounding suburbs.
• All pedestrian infrastructure and bus stops should be ADA accessible.
• Traffic calming is needed in certain neighborhoods and areas of the city.
• Business access is a concern when bicycle lanes are added to a commercial corridor.
• The timing of signals in the city should minimize wait times at intersections.

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Goal 1

Tulsa’s transportation networks and services are safe and accessible for everyone.

Transportation-related injuries and fatalities can be an avoidable phenomenon with research of root causes, design, adequate alternatives, enforcement, and consistent educational messaging. All efforts should be taken to ensure that residents have a safe experience when getting around in Tulsa.

Strategy 1.1

Work to incorporate the unique needs and safety considerations of Tulsa’s most vulnerable users across the transportation system.

Strategy 1.2

Prioritize transit improvements in geographic areas with existing ridership and areas with the vulnerable populations.

Strategy 1.3

Address affordability for transit riders by exploring funding opportunities and implementing pricing programs.

Strategy 1.4

Create and promote inclusive and accessible education outreach programs that encourage safe multi-modal transportation.

Strategy 1.5

Continue to ensure that transportation facilities comply with the Americans with Disabilities Act and the latest design guidelines.

Strategy 1.6

Identify research-based improvements to significantly address the root causes of traffic-related fatalities and injuries.

Strategy 1.7

Promote a pedestrian-friendly and bicycle-friendly culture through infrastructure, community and neighborhood development, and employment benefits.

Goal 2

Tulsa has a wide range of reliable transportation options that are properly planned, funded, and coordinated.

Every Tulsan should have a reliable way to get to the places they need to go, whether that is for work, education, shopping, medical visits, or any other opportunity afforded by any mode of the transportation system. More effective transportation choices will lead to greater efficiency of the whole transportation system.

Strategy 2.1

Implement the recommendations of transportation plans and policy guides including, but not limited to:

• Mobility Innovation Strategy (2022)
• Tulsa Regional Coordinated Public Transit-Human Services Transportation Plan (2020)
• Connecting Progress (2018) - Transit Plan
• Connected 2045 Regional Transportation Plan (2017)
• GO Plan (2015) - Bicycle and Pedestrian Plan
• Complete Streets Procedural Manual (2013)
• ADA Transition Plan (2012)
• Fast Forward Regional Transit System Plan (2011)
• Major Street and Highway Plan (1968 - revised 2018)

Strategy 2.2

Continue to ensure a high degree of coordination between all entities associated with transportation and infrastructure projects prior to the establishment of a project budget.

Strategy 2.3

Ensure adequate funding for the implementation of transportation plan recommendations.

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Goal 3

Existing transportation infrastructure is well maintained through strategic investments.

Tulsa’s significant transportation networks require a great deal of ongoing maintenance in order to facilitate safe, accessible, and efficient travel. When funding becomes available it is critical that it is spent repairing and enhancing infrastructure that benefits the most residents and those residents experiencing transportation insecurity. Quantitative and qualitative analysis can inform what locations are priorities for investment and increases the transparency and accountability of fiscal management.

Strategy 3.1

Optimize maintenance and repair of existing infrastructure to adequately meet the needs of the current and projected population.

Strategy 3.2

Use monitoring and data collection to maintain and optimize current transportation systems.

Strategy 3.3

Use data-driven approaches to optimize maintenance investments where needed, and explore alternative funding options.

Goal 4

New transportation infrastructure increases efficiency and equity, and is well-integrated into existing networks.

As new infrastructure is needed and funded, it is imperative that it is implemented in ways that enhance the overall transportation system. Connecting to existing networks ensures that new infrastructure benefits everyone that has access to the network. This applies to transportation infrastructure constructed publicly and infrastructure funded privately as a part of new subdivisions or other development activity.

Strategy 4.1

Ensure that the City’s transportation systems are integrated, efficiently planned, and coordinated with relevant stakeholders.

Strategy 4.2

Continue to update existing transportation plans periodically to align policies and project implementation.

Strategy 4.3

Prioritize the implementation of an accessible well-connected bicycle and pedestrian system throughout the city.

Strategy 4.4

Develop a high-quality, multi-modal intercity freight system, while fostering partnerships and coordination with the appropriate authorities.

Strategy 4.5

Promote street system patterns that improve connectivity, expand alternative modes of transportation, and reduce traffic demand on arterial streets.

Strategy 4.6

Evaluate the incorporation of traffic calming treatments into transportation projects and the design of new subdivisions.

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Goal 5

Transportation investments support the land uses they serve and increase access to places that Tulsans need to visit.

Land use decisions drive the need for transportation infrastructure. Property owners expect accessibility from the street network, public transit service, and adequate parking for their employees and customers. These and other transportation options should be designed in ways that conveniently facilitate access to destinations. Conversely, where significant transportation investments have occurred or will occur, such as the bus rapid transit (BRT) routes on Peoria Ave. and 11th St., land use planning should be responsive and maximize access to and from the existing service route.

Strategy 5.1

Establish Transit-Oriented Development (TOD) areas where high levels of transit service exist or are planned.

Strategy 5.2

Ensure land use decisions are consistent with the transportation infrastructure context.

Strategy 5.3

Establish standards for streetscaping projects that enhance safety, aesthetics, and promote placemaking.

Strategy 5.4

Ensure that parking enhances the use of a site or corridor while considering the needs of people using other forms of transportation.

Strategy 5.5

Ensure a high degree of connectivity in new development, and seek to restore connectivity when possible throughout the city.

Goal 6

Transportation solutions in Tulsa promote environmental sustainability.

In recent decades new forms of more sustainable transportation have begun to change the way people get around. Enhanced walkability, bikeability, and innovations like electric vehicles have positive impacts on individual and public health through more active lifestyles and reductions in harmful pollution. Support from the City for changes like these will improve quality of life for Tulsa residents, and more benefit will be gained by prioritizing improvements for those who are presently most negatively affected by polluting transportation systems.

Strategy 6.1

Improve air quality by supporting related programs and investing in the expansion of alternative modes of transportation.

Strategy 6.2

Encourage Transportation Demand Management programs to maximize use of alternative modes of transportation and to increase multi-occupancy vehicle trips.

Strategy 6.3

Consider environmental justice issues when developing and implementing transportation plans.

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Goal 7

The best new forms of mobility are embraced and integrated into existing transportation systems.

New technologies are developed to enhance mobility every year. Cities that are prepared and dynamic with the integration of new technologies will be best-suited for enhancing residents’ quality of life by reducing the time, cost, and stress of transportation. Tulsa should be prepared for emerging technologies like autonomous vehicles and electric vehicles, as well as micro-mobility options in addition to electric scooters.

Strategy 7.1

Increase City staff knowledge of transportation best practices, and provide and encourage training about transportation innovations.

Strategy 7.2

Proactively work with private transportation companies to bring innovations to Tulsa.

Strategy 7.3

Improve transit services by incorporating technological innovations.

Strategy 7.4

Encourage the use of electric vehicles and other clean fuel technologies.

Strategy 7.5

Seek new revenue approaches that better match the actual maintenance and operational costs of the transportation system.

ACTION TABLE

This table includes the goals and strategies outlined in the previous pages with specific actions that will help to achieve the intent of the goals and strategies. Each specific action includes what type of action it is and what parties should be involved in order to implement the action. All of these goals, strategies, and actions are derived from engagement with the Tulsa community and subject matter experts, past planning efforts conducted by the City of Tulsa and partner agencies, best practices from cities across the United States, and research and data analysis conducted by Tulsa Planning Office staff. Any action taken to implement a specific strategy or action included in this table or a policy recommended elsewhere in this chapter will be in accord with Oklahoma law.

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SELECTED CITY COMPARISON

Tulsa Planning Office staff selected this set of 6 cities from the review of more than 30 comprehensive plans from across the United States. These cities range from the West Coast, the Southwest, the Midwest, and the South, with varying degrees of similarity to Tulsa. The metrics chosen reflect a cross-section of multi-modal transportation usage in each city, covering driving and active transportation options. Tulsa performs well overall for residents with access to a motor vehicle, with shorter commutes than all of the selected cities. Bicycle infrastructure is lagging in Tulsa when compared to the selected cities, by minimal margins with Indianapolis and Kansas City, and much more significant margins compared to Oakland or Albuquerque.

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Most Favorable | Least Favorable

FEATURED METRIC

Access to a Motor Vehicle

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Tulsa has one of the highest percentages for access to a motor vehicle among the selected cities. An estimated 91.7% of Tulsans have access to a vehicle. Tulsa is a very auto-dependent city, and it can be very difficult to get around without a vehicle. Increasing access to multi-modal transportation options will allow Tulsans to travel with ease. Decreasing dependency on independently owned vehicles will also lessen the city's carbon footprint. Presently, fewer residents of North Tulsa have access to an automobile than other parts of the city, with some Census tracts having nearly 40% of households without a motor vehicle. This emphasizes the importance of public transit service and accessible pedestrian infrastructure in order to ensure residents without access to a motor vehicle are able to enjoy the quality of life afforded to households that do have access to automobiles.

Access to Public Transit

Among the selected cities, Tulsa ranks in the middle for access to public transit. It is estimated that 78.7% of Tulsans live within a 1/2 mile of a bus stop. The introduction of Bus Rapid Transit (BRT) has provided efficient transit service along Peoria Ave., and BRT will soon be accessible along the Historic Route 66. For a city that is heavily dependent on vehicles, Tulsa is making intentional and significant improvements with regard to public transit access.

Access to Bicycle Infrastructure

Tulsa has the lowest population with easy access to bicycle infrastructure when compared to the selected cities. Percentages were calculated based on the amount of bicycle infrastructure compared to the total road network mileage, with special consideration given to high-stress corridors. The City has completed several new facilities in the past several years, and there have been a few instances of lanes being removed after public outcry. Improved engagement is needed for Tulsa to become competitive with peer cities along this metric.

Average Commute Time

Tulsa has the lowest average commute time among the selected cities. Tulsa's average commute time is 18.6 minutes. Tulsans are not spending as much time in rush hour traffic as residents from cities, and this makes driving a car even more attractive. Encouraging residents of Tulsa of the benefits of choosing to use multimodal transportation is a challenge; however, as options become available and improvements are made, Tulsans will be more apt to make different transportation decisions.

EQUITY & RESILIENCE CONSIDERATIONS

INFRASTRUCTURE ACCESS

Transportation systems provide people a means by which to accomplish their daily needs, pursue economic mobility, and decrease social isolation. The most common transportation option used by Tulsa residents is full reliance on automobile travel. While this lifestyle is an aspiration of many people, ensuring sufficient alternative transportation options creates a more equitable and resilient community. Public transportation, bicycle infrastructure, and pedestrian infrastructure all play a role in the diversification of our transportation systems to make sure everyone has access to the places they need to go and the people they need to visit.

Recommendations

TR.ER.1 Utilize data-driven approaches to prioritize street improvement projects, public transit, bicycle infrastructure, and pedestrian infrastructure in areas with geographic disparities.

TR.ER.2 Ensure the boards and authorities that approve transportation infrastructure projects include representation from vulnerable communities and residents of areas with geographic disparities.

TRAFFIC COLLISIONS

The average motor vehicle has increased in size over the past 20 years, as mid-size SUVs and large pick-up trucks have replaced sedans and smaller pick-up trucks. Often these larger vehicles are marketed for their safety features, and indeed individual vehicles are safer to drive for their owners. Conversely, this increase in vehicle size and weight has led to more severe collisions with pedestrians and bicyclists. This manifests in part because of the increased momentum of vehicles, but also due to the taller geometry of vehicles which causes pedestrians or cyclists to be pushed under a colliding vehicle rather than going over the vehicle. Where safe pedestrian and bicycle infrastructure is missing, people are more vulnerable than ever to debilitating or fatal collisions. People of color, especially Black or African American and American Indian or Alaska Native people, are struck by vehicles at higher rates compared to White, Non-Hispanic, and Asian or Pacific Islander people. This corresponds with the higher rates of poverty and therefore lower access to an automobile that minority groups have in Tulsa.

Recommendations

TR.ER.3 Prioritize pedestrian and bicycle safety improvements in areas with high rates of collisions.

TR.ER.4 Expand transportation safety campaign efforts in partnership with the INCOG Transportation division. Target these efforts to vulnerable populations and geographies using multi-lingual and accessible methods.

TR.ER.5 Evaluate the root causes for accidents in an area, and approach the solutions holistically, beyond traditional transportation planning efforts.

TRANSPORTATION COSTS

Owning and operating a motor vehicle can cost many thousands of dollars each year. Between monthly loan repayment, insurance costs, maintenance costs, fuel costs, licensing and registration costs, and even depreciation value, the convenience of automobile travel can come with a significant cost. Homebuyers and renters frequently trade off less expensive housing for a longer commute, and then find themselves trapped into spending more hours behind the wheel and more money on gas and vehicle maintenance. In 2016, in the US, the lowest earning 20% of the population earned an average of $11,933, and spent an average of $3497 (29%) on transportation costs. Additionally, among persons with a household income of $25,000+, minorities were generally more likely to report concern about having alternative transportation options to driving, whereas concern was consistently high among all racial/ethnic groups for those earning less than $25,000 annually.

Recommendations

TR.ER.6 Increase the amount of affordable housing in areas served by public transit.

TR.ER.7 Increase public transit service by adding new lines, new BRT routes, lower headways, and more protective transit stops.

⬚ figure

This map is generated using data from the Tulsa Planning Office’s Neighborhood Conditions Index (NCI).

GEOGRAPHIC DISPARITIES

The above map identifies where residents have access to sidewalks, trails, on street bicycle infrastructure, various levels of public transit service, the rate of injury causing collisions, and pavement conditions. Downtown and the neighborhoods to the north and south have high levels of access and few injury collisions, while areas surrounding the I-244 corridor and parts of Midtown do not have as many transportation options, are at a higher risk of injury causing collisions, or have poor pavement conditions.

INDICATORS USED IN MAP

• Access to Sidewalks
• Access to Trails
• Access to Bike Infrastructure
• Access to Public Transit
• Access to a Motor Vehicle
• Streetlights
• Automobile on Automobile Injury Collisions
• Automobile on Cyclist Injury Collisions
• Automobile on Pedestrian Injury Collisions
• Arterial Streets Surface
• Neighborhood Streets Surface

RELEVANT EQUALITY INDICATORS*

• INDICATOR 52: Bus stop concentration by geography
• INDICATOR 53: Commute time by mode of transportation
• INDICATOR 54: Vehicle access by race

RELEVANT RESILIENT TULSA ACTIONS**

• ACTION 20: Utilize Emergency Mobility Plan Technology
• ACTION 35: Launch City-Hall-On-The-Go

VULNERABLE POPULATION GROUPS

• Households without access to an automobile
• Low-Income households
• Racial and ethnic minority populations
• Residents with limited English proficiency
• Older adults
• Youth
• Persons with physical and/or cognitive disabilities

*Equality Indicator reports are issued annually by the City of Tulsa. **Resilient Tulsa Strategy was adopted by the City of Tulsa in 2018.

HEALTH & WELLNESS CONSIDERATIONS

Pedestrian Infrastructure

Tulsa Context

Tulsa, like many cities in the US, has an inconsistent sidewalk network. Areas of the city that developed prior to the proliferation of automobiles have a robust sidewalk network, with most streets having sidewalks on both sides. More modern development is required to construct sidewalks, and therefore Tulsa has a gap between the inner city and suburban areas where sidewalks are not commonplace. While some of these neighborhoods that do not have sidewalks are filled with affluent residents who rely on automobile travel, many of these areas are populated by lower income families, for whom automobile reliance may be cost-prohibitive. Tulsa has sidewalks along the majority of its arterial streets, which helps to facilitate the use of public transit, but obstructions are commonplace, and without connections from the surrounding neighborhoods, accessibility for people with physical disabilities is compromised.

Policy Recommendations

TR.HW.1 Ensure that there is dedicated funding specifically for sidewalks and other pedestrian improvements.

TR.HW.2 Incorporate the principles in the Complete Streets Procedural Manual into project identification and implementation.

Safe Crossings and Pedestrian/Automobile Collisions

Tulsa Context

In 2017 (the latest figures available), there were a total of 147 crashes involving pedestrians in INCOG’s Transportation Management Area, which includes Tulsa and surrounding areas. Of those collisions, 104 resulted in injuries and 13 were fatalities. In Tulsa there are substantial gaps between safe crossings for pedestrians on arterial streets. On average there is a gap of 1,552 feet between intersections where automobiles must come to a stop. 16% of the arterial street network is at least 1 mile from a safe crossing, while a full two-thirds of the arterial street network is more than 1/4-mile for a safe crossing.

Policy Recommendations

TR.HW.3 Prioritize safe crossings in areas with pedestrian collisions.

TR.HW.4 Determine best practices for distances between safe crossings.

TR.HW.5 Ensure adequate lighting, especially at high-crash locations.

Transportation Costs

Tulsa Context

The cost of owning a motor vehicle in the United States for vehicles driven 15,000 miles per year is close to $8,500. This includes a car payment, insurance, gas, maintenance and repairs, as well as registration, taxes, and fees. 18% of Tulsa’s households live in poverty, and the cost of owning a car places a heavy burden on their ability to access their daily needs. Poverty rates among Black Tulsans are even higher, at 29%, as well as for Hispanic Tulsans, at 23%. For unemployed Tulsans, this figure jumps up to over 45%. In order for economic mobility to be available to these groups, physical mobility is critical. Despite these poverty figures, 96% of commute trips are made by automobile, and only 8% of households do not have access to a motor vehicle.

Policy Recommendations

TR.HW.6 Extend the tiered transit fare system to correspond to the unique financial needs of vulnerable populations including older adults, school-age children, and low-income households.

TR.HW.7 Utilize the Tulsa Planning Office’s Strategic Planning approach to prioritize public transit investments in areas with higher populations of low-income residents.

Access to Public Transportation

Tulsa Context

In Tulsa 44% of residents live within a 1/4-mile walk of transit stop, while 75% of residents are within a 1/2-mile walk. With transit headways predominantly between 30 and 60 minutes, transit service is limited, which requires significant trip planning for transit riders. If a rider misses a bus, then they could very well be late for whatever they were traveling to. Because of this insecurity, many would-be transit riders will choose to drive. Moreover, the sidewalk networks around transit stops are inconsistent, and are not always accessible for those with physical disabilities.

Policy Recommendations

TR.HW.8 Regularly evaluate route alignments for improvements.

TR.HW.9 Seek to increase service frequency.

TR.HW.10 Ensure transit stops are ADA-compliant and provide protection from environmental conditions.

TR.HW.11 Prioritize sidewalk projects that provide first/last mile connections to public transit, especially in areas of existing high transit usage and low-income households.

TR.HW.12 Ensure the Transit Advisory Committee and MTTA Board of Directors include transit system users.

HEALTH & WELLNESS CONSIDERATIONS (cont.)

Bicycle Infrastructure

Tulsa Context 21.7% of Tulsa Households are within ¼ mile of on street bike facility (bike lanes, buffered bike lanes, bike routes). However, only 4.54% of Tulsa Households are within ¼ mile of a dedicated on street bicycle facility (bike lane, buffered bike lane). Where there are on-street bicycle lanes, maintenance of the roadway is a significant concern, where dirt and debris can cause bike lanes to be impassable for cyclists.

Policy Recommendations TR.HW.13 Utilize the Tulsa Planning Office’s Strategic Planning approach to prioritize bike and pedestrian infrastructure based on equity.

TR.HW.14 Engage with residents before, during, and after the implementation of bicycle projects to ensure community approval.

TR.HW.15 Prioritize investment in areas with collisions.

TR.HW.16 Identify tracking methods to better understand the demography of existing bicycle infrastructure user groups.

TR.HW.17 Have an emphasis on diversity and equity in the structure of the Bicycle and Pedestrian Advisory Committee (BPAC).

FUNDING PRIORITIES

Transportation is one of the most capital intensive pieces of municipal infrastructure and services. Streets, sidewalks, buses, and more all have substantial costs associated with them, not only in the up-front capital investment, but also with regard to long-term maintenance. Presently, the majority of funding for transportation goes toward street resurfacing and arterial widenings to address traffic congestion. Most of Tulsa’s sidewalk funding is attached to street projects, so sidewalks are often built where street resurfacing is needed, not necessarily where the greatest needs for pedestrian improvements are located. In order to address this, transportation funding should be split into discrete buckets:

• Dedicated funding for automobile infrastructure
• Dedicated funding for pedestrian infrastructure
• Dedicated funding for bicycle infrastructure
• Dedicated funding for streetscapes (areas outside of the curbline)
• New funding for additional bus rapid transit routes

From an operational perspective, there is a need for a dedicated permanent funding source for Tulsa Transit operations. An additional operational need is for the maintenance and cleaning of existing bicycle lanes to ensure they are safe and usable.

Finally, from a personnel perspective, the Traffic Operations Division of the Public Works Department has lost staff through the years, and with the greater present need to evaluate the impact of new development on traffic congestion, and the potential impacts of new modes of transportation on existing traffic, the need for additional staff in that office is significant.

REGIONALISM CONSIDERATIONS

Residents of surrounding communities in the Tulsa Metropolitan Area commute in high numbers to Tulsa each day. For example, more than 50% of Broken Arrow workers commute into Tulsa utilizing highways and City streets. The transportation infrastructure that has been built throughout the past 50 years to accommodate suburban development patterns requires a great deal of funding to maintain, with road repairs accounting for 70% of the most recent Improve Our Tulsa package. This is on top of the $700M package “Improve Our Streets” in 2011. Despite this unprecedented fiscal focus on street repairs, satisfaction with city streets remains low. In order to relieve the City of Tulsa from sole responsibility for maintaining primary commuter corridors, funding partnerships should be sought with the surrounding communities whose residents benefit from the investments made by the City of Tulsa in years past. This can be achieved through local funding sources or by collaboration on state and federal transportation grant opportunities.

Public transit service by Tulsa Transit represents an existing model of regional transportation where multiple communities in the region contribute to the funding and management of the service. Public transit should continue to expand services both within the city limits of Tulsa and in contributing surrounding communities. Similarly, any future action related to rail transit should be a collaborative arrangement with surrounding municipalities and Tulsa County.

GLOSSARY OF TERMS

Americans with Disabilities Act (ADA) - A civil rights law that prohibits discrimination against individuals with disabilities in all areas of public life, including jobs, schools, transportation, and all public and private places that are open to the general public.

ADA Accessible - ADA is short for the Americans with Disabilities Act Standards for Accessible Design. Accessibility refers to the design of products, devices, services, vehicles, or environments so as to be usable by people with disabilities.

ADA Self Evaluation and Transition Plan - An all-inclusive law that requires a municipality to review all aspects of its programs, services, and activities for compliance.

America Walks - A national non-profit organization that advances walkable, equitable, connected, and accessible places in every community across the U.S.

Autonomous Vehicles - Motor vehicles that uses artificial intelligence, sensors, and global positioning system coordinates to drive itself without the active intervention of a human operator.

Bicycle Facilities - A general term denoting improvements and provisions made to accommodate or encourage bicycling, including parking facilities, all bikeways, and shared roadways.

Bike Lane - A division of a road marked off with painted lines, for use by cyclists.

Capital Improvements Package - A List of capital projects that will be funding pending a vote of the community.

Capital Improvements Plan (CIP) - A community planning and fiscal management tool used to coordinate the location, timing, and financing of physical construction projects or permanent structural alterations or repairs to existing City assets.

Connectivity - The density of connections in path or road networks, and the directness of links. A well-connected network has many short links, numerous intersections, and minimal dead-ends.

Conversely - Introducing a statement or idea which reverses one that has just been made or referred to.

Demand-Responsive Parking Prices - An approach to achieve the right level of parking availability by periodically adjusting meter and garage pricing to match demand.

Diversify - Enlarge or vary a range of products or field of operation; make or become more diverse or varied.

Environmental Justice - The fair treatment and meaningful involvement of all people, regardless of race, color, national origin, or income, with respect to the development, implementation, and enforcement of environmental laws, regulations, and policies.

Environmental Sustainability - Responsibly interacting with the planet to maintain natural resources and avoid jeopardizing the ability for future generations to meet their needs.

Equity - Just and fair inclusion into a society in which all can participate, prosper, and reach their full potential.

Functional Classification System - The federal system of classifying groups of highways according to the intended character of service.

Greenfield Sites - Land that has not previously been developed beyond an agricultural intensity.

Headway - The length of time between transit vehicles arriving at a given transit stop.

Hub and Spoke Layout - In public transit, when individual transit routes all come together at a centralized station hub and radiate to different parts of the city from the central location. This is in contrast to a grid-based system.

Impact Fees - Typically a one-time payment imposed by a local government on a property developer to offset the financial impact a new development places on public infrastructure, such as roads, water and sewer, parks, and other services.

Incentivize - To provide things that motivate or encourage one to do something; to provide with a payment or concession to stimulate greater output or investment.

Infrastructure - The basic physical and organizational structures and facilities (e.g. buildings, roads, power supplies) needed for the operation of a society or enterprise.

Intercity Freight System - A system of freight transportation (trucking, railroad, air, etc.) that connects cities to each other to facilitate commerce.

Infill Development - New construction in existing areas of the city, particularly older parts of the city.

Land Use Framework - A report that examines prevailing land use and real estate market trends, alongside anticipated changes to the transportation network, in order to develop policies and strategies that maximize return on public infrastructure investment.

Land Use Planning - The process by which community leaders establish a policy for the use of land to facilitate the best land development for the general welfare of the area's residents.

GLOSSARY OF TERMS

Level of Service (LOS) - A term used to qualitatively describe the operating conditions of a roadway based on factors such as speed, travel time, maneuverability, delay, and safety.

Limited English Proficiency (LEP) - A term that refers to a person who is not fluent in the English language, often because it is not their native language.

Local Streets - A street that is primarily used to gain access to the property bordering it; a local road that runs parallel to an expressway and allows local traffic to gain access to property.

Micro-mobility - Broad term for a growing category of transportation vehicles, including electric scooters and bicycles, that provide an alternative to traditional transportation (cars, trains, buses) in cities and communities. Micro-mobility services usually leverage GPS and cellular connectivity to track vehicle locations, and are designed to fulfill first mile/last mile needs.

Mixed-Use Zoning - Zoning that permits a kind of urban development that blends multiple uses, such as residential, commercial, cultural, institutional, or entertainment, into one space, where those functions are to some degree physically and functionally integrated.

Mobility - The ability to move freely.

Mode Share - The proportion of trips taken by various means of transportation.

Multimodal - For infrastructure, where more than one form of transportation is accommodated.

Multi-Occupancy Vehicle - Privately operated vehicle which has at least one occupant beside the driver.

Parking District - A system that allows all vehicle users within a geographic area to use a consolidated parking facility that serves a variety of sites and land uses.

Pavement Condition Index (PCI) - An evaluation metric for the pavement condition of a street, measured on a scale of 0 to 100 (where 100 means a newly paved road), that considers pavement age, climate and precipitation, traffic loads and available maintenance funding.

Placemaking - Transforming public spaces to strengthen the connections between people and place.

Public-Private Partnerships - An arrangement between two or more public and private entities of a long-term nature. Typically, this involves private capital financing government projects and services up-front, and then drawing profits from taxpayers and/or users over the course contract.

Quantitative - Relating to, measuring, or measured by the quantity of something rather than its quality.

Right-of-Way - Land dedicated or acquired for use as a public way, in which public infrastructure, utilities, and services are distributed.

Transit Route Alignments - The paths that transit vehicles traverse on a repeating and pre-scheduled basis.

Strategic Planning - Process used by organizations to identify their goals, the strategies necessary to accomplish those goals, and the internal performance management system used to monitor and evaluate progress.

Streetscape - The natural and built fabric of the street, or the design quality of the street and its visual effect.

Sub-Hub - For Tulsa Transit, where several transit routes converge, facilitating transfers to transit services that reach a variety of locations in the city.

Systemic - Relating to the intrinsic structure of a system, often with regard to how the design or implementation of a system self-perpetuates conditions.

Tiered Transit Fare System - A system that assigns a rate for transit fares depending on a person’s income.

Traffic Calming - A range of methods to slow motor vehicles as they move through commercial and residential areas.

Transit-Oriented Development (TOD) - A type of urban development that maximizes the amount of residential, business, and leisure space within walking distance of public transport.

Transportation Demand Management (TDM) - The application of strategies and policies to reduce travel demand, or to redistribute this demand in space or in time.

Transportation Systems Technology - Technologies used in systems that control or enhance transportation movements, such as traffic signals, and innovations that increase efficiency or safety, such as signal priority for public transit or traffic signal synchronization.

User Fees - A fee paid to a facility owner or operator by a facility user as a necessary condition for using the facility.

Wayfinding - The process or activity of ascertaining one’s position and planning and following a route, or the signage that facilitates a person’s orientation in a place.

RELEVANT CITY DEPARTMENTS, PROGRAMS, PLANS, AND EXTERNAL ORGANIZATIONS

Asset Management Department - A department of the City of Tulsa that manages and maintains City-owned facilities, fleet, and equipment.

Bicycle and Pedestrian Advisory Committee (BPAC) - A committee administered through INCOG that provides guidance to government officials who are making decisions that impact bicycle and pedestrians and an ongoing process for resident input.

Communications Department - A department of the City of Tulsa that aims to facilitate open and accountable access to city government for the citizens of Tulsa and assist in communicating the prioritized initiatives set by the administration and all other City departments.

Community Development Division - A division of the Department of City Experience that administers community and economic development programs and initiatives, supporting residents in creating economically viable and sustainable communities through neighborhood partnerships, housing programs, and community development initiatives.

Community Health Improvement Plan (CHIP) - The Tulsa Health Department's (THD) long-term, systematic effort to address public health problems in a Tulsa based on the results of community health assessment activities.

Development Services Department - A report completed for the City of Tulsa in 2022 outlining strategies for transportation innovation readiness.

Downtown Tulsa Partnership (DTP) - A partnership of property and business representatives, and civic leaders to advocate and champion the continued improvement of Downtown Tulsa.

Emergency Medical Services Authority (EMSA) - A public trust of the Tulsa and Oklahoma City governments that ensures the highest quality of emergency medical service at the best possible price.

Federal Highway Administration (FHWA) - A division of the United States Department of Transportation that specializes in highway transportation.

Finance Department - A department of the City of Tulsa that maintains the finances of the City.

Fix Our Streets – A 2008 City of Tulsa voter-approved funding package, approving 137 projects to fix the streets with $451.6 million in funding through the Third Penny Sales Tax and a General Obligation Bond Issue.

GO Plan – The Tulsa region’s first comprehensive bicycle and pedestrian master plan with the vision to make Tulsa a great place for walking and biking for everyone.

Improve Our Tulsa – A funding package for capital improvement projects approved by a vote of the people. These projects are focused on enhancing existing assets.

Indian Nations Council of Governments (INCOG) - The Indian Nations Council of Governments provides short and long range planning services for specific towns, counties and Tribal governments.

INCOG Environment - A department of INCOG that works with state and federal governmental agencies to implement clean water, air quality, and energy programs for the region.

INCOG Transportation - As a function of the Metropolitan Planning Organization (MPO) for the Tulsa area, INCOG Transportation facilitates a cooperative effort with federal, state, and local governments and other transportation agencies to assess the area's transportation requirements and to develop comprehensive, multi-modal plans and programs that address the needs and goals of the region.

Major Street and Highway Plan - The plan that identifies the major street and highway classifications and City of Tulsa street designations for purposes of right-of-way allocation, potential street design/layout, and eligibility for certain federal funds.

Mobility Innovation Framework - A report completed for the City of Tulsa in 2022 outlining strategies for transportation innovation readiness.

National Association of City Transportation Officials (NACTO) - A coalition of the Departments of Transportation in North American cities with the mission to build cities as places for people, with safe, sustainable, accessible, and equitable transportation choices that support a strong economy and vibrant quality of life.

Neighborhood Inspections - A division of the Department of City Experience that enforces regulations that are a part of the zoning code or nuisance ordinances.

Office of Resilience & Equity - An office within the Department of City Experience that works to achieve equality for all Tulsans through partnership building, education, cultural awareness, and advocacy.

Oklahoma Department of Transportation (ODOT) - A State of Oklahoma transportation department that seeks to provide safe, economical, and effective transportation networks for the people, commerce and communities in Oklahoma.

Public Works Department - A department of the City of Tulsa that is responsible for planning, directing and coordinating the construction and maintenance of streets and public facilities, managing all related

RELEVANT CITY DEPARTMENTS, PROGRAMS, PLANS, AND EXTERNAL ORGANIZATIONS

engineering services, and maintaining stormwater systems.

River Parks Authority - An organization that aims to enhance community life through stewardship of parks and public spaces along the Arkansas River.

This Machine - A nonprofit operated by Tulsa Bike Share that includes over 200 bikes and 45 stations, operating 365 days per year.

Transportation Research Board (TRB) - A type of urban development that maximizes the amount of residential, business, and leisure space within walking distance of public transport.

Tulsa Authority for Economic Opportunity (TAEO) - The merger of five public entities to create a single, independent organization to lead the City of Tulsa's community and economic development efforts.

Tulsa Fire Department (TFD) - A department of the City of Tulsa that provides fire safety and paramedic services to Tulsa residents.

Tulsa Parks - A department of the City of Tulsa that aims to create, provide, and preserve quality parks and recreation opportunities that meet community needs for the health and wellbeing and for all Tulsans.

Tulsa Planning Office - A division of the Department of City Experience that administers the zoning and planning process for the City of Tulsa.

Tulsa Police Department (TPD) - A department of the City of Tulsa that provides law enforcement and safety services to Tulsa residents.

Tulsa Transit (MTTA) - The public transit system operating buses and paratransit for Tulsa metropolitan area.

Walk Bike Tulsa - A transportation safety public service campaign administered by INCOG.

Working in Neighborhoods (WIN) Department - A department of the City of Tulsa that focuses on housing, neighborhood services, code enforcement and animal welfare.

SOURCES AND REFERENCES

Subject Matter Experts

City of Tulsa Streets and Stormwater Department

City of Tulsa Engineering Services Department

City of Tulsa Bicycle and Pedestrian Advisory Committee (BPAC)

INCOG Transportation

INCOG Clean Cities Program

Community Engagement Activities

All engagement activities that went into the development of the following plans:

• Mobility Innovation Strategy (2022)
• Tulsa Regional Coordinated Public Transit-Human Services Transportation Plan (2020)
• Connecting Progress (2018) - transit plan
• Connected 2045 Regional Transportation Plan (2017)
• GO Plan (2015) - bicycle and pedestrian plan
• Complete Streets Procedural Manual (2013)
• ADA Transition Plan (2012)
• Fast Forward Regional Transit System Plan (2011)
• Major Street and Highway Plan (1968 - revised 2018)

Resident Input Sessions

Resident Input Survey

Resident Input Emails and Phone Calls

Plans Reviewed and Incorporated

Mobility Innovation Strategy (2022)

Tulsa Regional Coordinated Public Transit-Human Services Transportation Plan (2020)

Connecting Progress (2018) - transit plan

Connected 2045 Regional Transportation Plan (2017)

GO Plan (2015) - bicycle and pedestrian plan

Complete Streets Procedural Manual (2013)

ADA Transition Plan (2012)

Fast Forward Regional Transit System Plan (2011)

Major Street and Highway Plan (1968 - revised 2018)

Selected City Metrics

https://www.census.gov/acs/www/about/why-we-ask-each-question/vehicles/

https://alltransit.cnt.org/metrics/#equity

Award Database | League of American Bicyclists (bikeleague.org)

https://data.census.gov/cedsci/table?q=Commuting&g=1600000US0653000,1836003,2743000,2938000,3502000,4075000,4752006&tid=ACSST1Y2019.S0801&hidePreview=false

Equity and Resilience Considerations & Health and Wellness Considerations

“Overview.” MUTCD Overview - FHWA MUTCD, https://mutcd.fhwa.dot.gov/kno-overview.htm.

“Pedestrian Safety.” Centers for Disease Control and Prevention, Centers for Disease Control and Prevention, 6 Mar. 2020, https://www.cdc.gov/transportationsafety/pedestrian_safety/index.html?CDC_AA_refVal=https%3A%2F%2Fwww.cdc.gov%2Fmotorvehiclesafety%2Fpedestrian_safety%2Findex.html.

“Dangerous by Design.” Smart Growth America, 2019. https://smartgrowthamerica.org/wp-content/uploads/2019/01/Dangerous-by-Design-2019-FINAL.pdf.

“2020-2045 Long Range Transportation Plan. Existing Inventory and Conditions Report.” Oklahoma Department of Transportation, March 5, 2020.

Mistry, D, et al. “Statewide Personal Mobility Needs for Oklahoma 2018-2028.” Small Urban and Rural Transit Center, Upper Great Plains Transportation Institute, North Dakota State University, Fargo, 2018. https://oklahoma.gov/content/dam/ok/en/odot/documents/2018-2028-ok-transit-mobility-needs.pdf.

“Healthy Places.” Centers for Disease Control and Prevention, Centers for Disease Control and Prevention, https://www.cdc.gov/healthyplaces/transportation/vmt_strategy.htm.

Rioux, Christine L et al. “Residential traffic exposure, pulse pressure, and C-reactive protein: consistency and contrast among exposure characterization methods.” Environmental health perspectives vol. 118,6 (2010): 803-11. doi:10.1289/ehp.0901182

“VMT per Capita.” U.S. Department of Transportation, https://www.transportation.gov/mission/health/vmt-capita.

“Ground-Level Ozone Basics.” Environmental Protection Agency, https://www.epa.gov/ground-level-ozone-pollution/ground-level-ozone-basics.

“Commute Time: National Equity Atlas.” Commute Time | National Equity Atlas, https://nationalequityatlas.org/indicators/Commute_time#/.

“Mid-Block Crossings.” Federal Highway Administration, https://safety.fhwa.dot.gov/PED_BIKE/univcourse/pdf/swless16.pdf

“Pedestrians,” U.S. Department of Transportation, National Highway Traffic Safety Administration, https://crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/812681

NACTO. Urban Bikeway Design Guide. Island Press, 2012. https://nacto.org/publication/urban-bikeway-design-guide/bike-lanes/buffered-bike-lanes/

Booth, G. L., et al. “Unwalkable Neighborhoods, Poverty, and the Risk of Diabetes among Recent Immigrants to Canada Compared with Long-Term Residents.” Diabetes Care, vol. 36, no. 2, 2012, pp. 302–308., https://doi.org/10.2337/dc12-0777.

“Technical Air Pollution Resources.” EPA, Environmental Protection Agency, https://www.epa.gov/technical-air-pollution-resources#tables.

“Ambient (Outdoor) Air Pollution.” World Health Organization, World Health Organization, 2011, https://www.who.int/en/news-room/fact-sheets/detail/ambient-(outdoor)-air-quality-and-health.

“Changing Your Habits for Better Health.” National Institute of Diabetes and Digestive and Kidney Diseases, U.S. Department of Health and Human Services, 2008, https://www.niddk.nih.gov/health-information/diet-nutrition/changing-habits-better-health.

“Public Transportation System: Introduction or Expansion.” Centers for Disease Control and Prevention, Centers for Disease Control and Prevention, 19 Oct. 2018, https://www.cdc.gov/policy/hst/hi5/publictransportation/index.html.

“Public Transportation Facts.” American Public Transportation Association, 7 July 2021, https://www.apta.com/news-publications/public-transportation-facts/.

Metro First/Last Mile. (n.d.). Retrieved April 6, 2020, from https://www.metro.net/projects/first-last/.

Litman, T. “Evaluating Public Transportation Health Benefits”, American Public Transportation Association, 2020, https://www.vtpi.org/tran_health.pdf.

“Physical Activity.” World Health Organization, World Health Organization, 23 Feb. 2018, https://www.who.int/news-room/fact-sheets/detail/physical-activity.

“Health and Equity.” U.S. Department of Transportation, 17 Dec. 2013, https://www.transportation.gov/mission/health/health-equity.

“The Hidden Health Costs of Transportation”, American Public Health Association, 2010m, https://www.apha.org/~/media/files/pdf/factsheets/hidden_health_costs_transportation.ashx#:~:text=Traffic%20crashes%20cost%20us%20%24180,making%20process%20and%20policy%20framework.

Morency, Catherine, et al. “Walking to Transit: An Unexpected Source of Physical Activity.” Transport Policy, vol. 18, no. 6, 2011, pp. 800–806., https://doi.org/10.1016/j.tranpol.2011.03.010.

Kotifani, Aislinn. “How Our Sidewalks, Cars, Trees, and Streets Affect Our Heart Health.” Blue Zones, Blue Zones, 28 Apr. 2021, https://www.bluezones.com/2019/04/how-our-sidewalks-cars-trees-and-streets-affect-our-heart-health/.

Litman, Todd, et al. “Smart Growth Policies for Urban Affordability and Fertility.” Planetizen Blogs, 10 Feb. 2016, https://www.planetizen.com/node/83847/smart-growth-policies-urban-affordability-and-fertility.

“The Congestion Con.” Smart Growth America, 2020, http://t4america.org/wp-content/uploads/2020/03/Congestion-Report-2020-FINAL.pdf

“Addendum - Policy: Federal Highway Administration.” U.S. Department of Transportation/Federal Highway Administration, 1997, https://www.fhwa.dot.gov/policy/hcas/addendum.cfm#footnotes.

“The High Cost of Transportation in the United States.” Institute for Transportation and Development Policy, 4 Sept. 2019, https://www.itdp.org/2019/05/23/high-cost-transportation-united-states/.

Photos

Jeffries, Daniel. Pedestrian Bridge. Tulsa, OK. 2021. Page 2.

Jeffries, Daniel. Bike Share. Tulsa, OK. 2021. Page 3.

Tankard, John. 11th Street. Tulsa, OK. 2021. Page 4.

Jeffries, Daniel. Aero BRT. Tulsa, OK. 2021. Page 7.

Jeffries, Daniel. Street Maintenance. Tulsa, OK. 2021. Page 8.

Jeffries, Daniel. Transit Riders. Tulsa, OK. 2021. Page 9.

O’Connell, Alex. Multi-Modal. Tulsa, OK. 2021. Page 10.

Zeigler, Jane. Travel With Care. Tulsa, OK. 2021. Page 11.

Zeigler, Jane. Bike Lanes. Tulsa, OK. 2021. Page 12.

Zeigler, Jane. EV Charger. Tulsa, OK. 2021. Page 13.

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planitulsa

economic development

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TABLE OF CONTENTS

157-159 INTRODUCTION

160-167 GOALS & STRATEGIES

168-183 ACTION TABLE

184-191 CONTEXTS

a. selected city comparison
b. equity & resiliency
c. health & wellness
d. funding priorities
e. regionalism

192-197 GLOSSARY

198-199 SOURCES & REFERENCES

chapter 4 economic development

INTRODUCTION

Economic opportunity is a key component of quality of life for all Tulsans. Opportunity thrives in a healthy economy capable of providing accessible employment, equitable education, and a reliable revenue stream able to adequately pay for needed public services. Public policy affects economic activity, whether to support targeted industry growth, encourage entrepreneurship, or enhance vibrant commercial districts. Balancing the needs of the business sector, public sector fiscal realities, and the well being of all residents requires thoughtful policy development.

The ease and success of opening of a new business is a strong indicator of equitable access to economic prosperity when evaluated across population groups. Starting and growing a business requires access to business connections, capital, and other resources that have historically been unattainable for minority populations. As Tulsa’s population continues to diversify over time, future economic success will depend on the pursuit of equitable economic development outcomes. Three major components will contribute to an economic development strategy that works best for all residents:

1. Growth in jobs that pay a living wage,
2. Growth in entrepreneurship and wealth, and
3. Enhanced opportunities for historically underserved areas and populations.

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The Golden Driller is a beloved monument to the economic origins of Tulsa. Oil booms and busts shaped the landscape of the city throughout the 20th century.

This approach, and the recommendations in this chapter, intend to:

• Create an environment for local businesses to flourish, and for innovators and entrepreneurs to thrive,
• Adequately plan for employment and industry retention and growth,
• Promote the quality education, skills, and workforce development resources necessary for an opportunity rich economy, and
• Support all Tulsans as they work toward financial security and prosperity with an emphasis on those experiencing historical and systemic vulnerabilities.

Household Income

In 2020, Tulsa’s median household income was $49,474 compared to the Oklahoma median income of $53,840, and the United States median income of $64,994. Tulsa’s mean income is $74,714, significantly higher than the median income, indicating income inequality whereby the highest income earners’ annual income creates an offset between the two values. For comparison, Tulsa’s median income is equal to 66.2% of the mean income, compared to 72.6% and 71.0% for Oklahoma and the United States respectively. While the cost of living is relatively low in Tulsa, there are still significant differences in economic prosperity across the city.

Demographic Trends Planning for Tulsa’s future economic development requires acknowledgement of demographic and population trends. Tulsa has become a majority-minority city, with less than 50% of the population identifying as White Non-Hispanic in the 2020 Census. Since 2010 Tulsa’s non-Hispanic White population decreased by 11.8%, while the Hispanic population, Asian population, and population of two or more races increased by 43.1%, 58.6%, and 96.0% respectively. The Black and American Indian and Alaska Native populations had marginal decreases of 1.2% and 2.6% respectively.

Tulsa’s growing diversity is expected to continue, and planning for the unique needs of a diverse population entails considerations for education, skills, workforce, and entrepreneurial support. A local economy is as strong as its residents, and the ability to access the tools and skills needed to be financially secure directly contributes to Tulsa’s economic success and resilience.

A Great Place to Live and Do Business A major component of Tulsa’s economic development strategy is to increase the desirability of living within the city and the region. The more people who live in the area, the more opportunities there are for entrepreneurship and interest from national and international businesses. Many things contribute to a city where businesses want to locate, including quality schools, safe and attractive neighborhoods, interesting and engaging shopping districts, and convenient transportation options.

Currently, Tulsa is home to a diverse mix of manufacturing, resource industry, aerospace,

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Despite the impacts of the global COVID-19 pandemic, Tulsa is continuing to make great strides toward a more prosperous future.

and shipping and logistics firms. Tulsa has also long been a hub for education and health care industries, and more recently, there has been renewed growth and focus in the information technology field. Steady growth in the economic sector has given rise to increased employment and gross domestic product, with Tulsa by 2019 producing over 33% of the goods and services that comprise Oklahoma’s economy. Maintaining this momentum and pursuing a more attractive quality of life are critical to Tulsa’s economic future.

Businesses are more likely to locate where their employees will enjoy a high quality of life. To achieve this, Tulsa must pursue a spectrum of improvements. In particular, enhancements to the downtown and business districts across the city will set Tulsa apart from surrounding municipalities. Low-density development patterns have diminished the viability of many walkable areas to support robust economic activity. Programs like the Destination Districts program in the Tulsa Planning Office represent the City of Tulsa’s prioritization of supporting business organizations to enhance economic activity in areas of the city that have seen limited economic activity in recent decades. Economic development incentives, such as tax increment financing (TIF) districts and the Commercial Revitalization Revolving Loan Fund are among a suite of incentive opportunities meant to stimulate economic development in ways that are context-sensitive and support Tulsa’s entrepreneurial ambitions.

Through partnerships with area school districts, colleges, and universities, the City of Tulsa seeks to enhance educational attainment and opportunity for all residents. When possible,

aligning school curricula with industry needs can help to ensure Tulsans are well positioned for local employment. It is also important that the City of Tulsa supports school districts with transportation, co-location of resources, and shared decision-making regarding school site location and City infrastructure enhancements.

A Structured Approach

In 2021 the economic development function of the City of Tulsa was transferred to a new authority named the Tulsa Authority for Economic Opportunity (TAEO). This agency absorbed the responsibilities of the Mayor's Office of Economic Development, the Tulsa Industrial Authority, the Tulsa Parking Authority, and the Economic Development Commission. The authority comprises 13 members including the Mayor, seven mayoral appointees, and the five members of the Tulsa Development Authority. The mission of TAEO is to promote shared prosperity and racial equity through the administration of incentive programs, business attraction efforts, and economic development planning activities.

By combining this grouping of authorities into one entity, economic development activities are conducted in a more streamlined manner than before, with redundant functions consolidated into one operating structure. This approach has been pursued in cities across the country, including Oklahoma City, to great success. This will lead to Tulsa being a stronger competitor in economic markets among peer cities, and being a more effective regional partner with surrounding municipalities, tribal governments, and the State.

KEY IDEAS

Subject Matter Experts

More than 30 stakeholder groups were engaged to understand economic development challenges and opportunities for the City of Tulsa. These included local financial wellness advocates, industry representatives, chambers of commerce, workforce development agencies, tribal economic development leaders, and entrepreneurial resource organizations. Key ideas from these conversations include:

• Economic growth should provide opportunities for all Tulsans.
• Local and prospective businesses should have easy access to needed economic development resources.
• The City should support entrepreneurship at every scale.
• New development should support vibrant, sustainable, and transit-oriented communities.
• An adequate supply of developable industrial sites should be available and maintained.
• Education and workforce development programs should be funded and supported by the City.
• Tulsa's economic development practices should support sustainability, resource efficiency, and energy innovation.

Community Members

Through numerous public engagement efforts, residents of Tulsa provided a great deal of input, much of which was in alignment with what was heard from subject matter experts. Key ideas heard through community engagement include:

• Ensuring equitable access to economic development should be a top priority.
• Tulsa should be home to a diverse set of industries.
• Sustainability should be a focus of the Tulsa's economic development strategy.
• Transit-oriented development and mixed-use zoning should be used to spur economic development in Tulsa.
• There should be more focus on local businesses, small businesses, and entrepreneurship.

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Goal 1

Economic growth and development contribute to a prosperous and diverse economy capable of providing access to economic opportunity for all Tulsans.

A goal of any economic development strategy is to improve the quality of life for the residents of Tulsa. Adaptability and preparedness for opportunity is critical to the successful growth of our local economy, and improvements should increase economic opportunity for populations that have been historically left out of economic prosperity.

Strategy 1.1

Align strategic public investment and efforts to address systemic poverty and racial, ethnic, and disability-related disparities in employment opportunity.

Strategy 1.2

Partner with and support the growth of transitional employment programs and organizations that provide experience, training, and pathways to employment for disadvantaged populations.

Strategy 1.3

Work to ensure all residents have access to internet connectivity, hardware availability, and digital literacy resources.

Strategy 1.4

Diversify the local economy by proactively targeting businesses and industries that are not currently located in Tulsa.

Strategy 1.5

Ensure public investment initiatives support target industry clusters, and promote the development and growth of new industry clusters.

Strategy 1.6

Sustain diverse and inclusive economic development institutions, boards, and commissions, and encourage active public participation in economic development policy and decision making.

Goal 2

Local and prospective businesses have easy access to a spectrum of economic development information and resources.

Starting a business or locating a business in Tulsa should be easy to do. Information and guidance offered by the City of Tulsa can help facilitate business development, and incentives can ensure new economic opportunities in the community provide a net benefit to the residents of the city.

Strategy 2.1

Connect local businesses to resources and information that are critical to investing and developing in Tulsa.

Strategy 2.2

Frequently evaluate licenses and fines to understand potential impediments to business.

Strategy 2.3

Maintain and promote access to economic development and revitalization tools, including tax-increment financing (TIF), business improvement districts, the Economic Infrastructure Fund, the Downtown Revolving Loan Fund, and the Property Assessed Clean Energy program.

Strategy 2.4

Support the growth of small businesses in the region through municipal contracting and procurement programs.

Strategy 2.5

Strengthen neighborhood business districts through organization, marketing, and business development.

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Goal 3

The City encourages entrepreneurship and contributes to the support and expansion of entrepreneurial opportunity.

Entrepreneurship is a critical component to a successful local economy. All large businesses began as entrepreneurial ventures, and Tulsa can be a hub of innovation and entrepreneurship to ensure the long-term resilience of the local economy. Support for prospective and new business owners can help to level the economic playing field for marginalized populations and create unique places where Tulsans and visitors want to spend their money.

Strategy 3.1

Expand the network of capital to support the creation and growth of innovative local entrepreneurs.

Strategy 3.2

Connect entrepreneurs and start-ups to networks and resources that support their business development.

Strategy 3.3

Support immigrant, refugee, and minority business ownership and contract opportunities.

Strategy 3.4

Encourage entrepreneurial and emerging business growth by fostering a startup ecosystem with places, mentors, peers, and systems to assist innovators and businesses.

Strategy 3.5

Encourage residents and visitors to support Tulsa’s local businesses.

Goal 4

New development supports vibrant, sustainable, transit-oriented communities.

Investments by the City into new infrastructure and public services create opportunities for efficient new growth. Where possible, new economic development initiatives should take advantage of existing public assets to allow the City to do more with less cost. This efficiency will allow for further investment of savings from capital and operational costs that are required to maintain infrastructure and increase public service distribution.

Strategy 4.1

Encourage infill development in areas served by public transportation.

Strategy 4.2

Ensure that new employment sites are well connected to existing multimodal transportation networks.

Strategy 4.3

Establish and expand local programs and incentives that support the development of affordable housing.

Strategy 4.4

Promote the revitalization of Regional Centers, Local Centers, and Multiple Use areas that have experienced disinvestment, with a focus on attracting businesses that support the needs of surrounding neighborhoods.

Strategy 4.5

Ensure adequate infrastructure, utilities, and public safety services are in place for new and proposed development.

Strategy 4.6

Foster the success of the downtown area and Destination Districts through targeted investment, incentives, and revitalization strategies.

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Goal 5

An adequate and appropriate supply of developable land is maintained to meet local industrial and commercial needs.

Major employment centers and industrial sites require access to transportation, utilities, public safety, and more. Ensuring tracts of land are available for business expansion and attraction is a critical component of any city’s economic development approach. Working with surrounding jurisdictions and tribes can strengthen efforts to create new employment opportunities.

Strategy 5.1

Identify and designate “pad-ready” sites.

Strategy 5.2

Support continued growth and development at the Tulsa Port of Catoosa and the Tulsa Port of Inola.

Strategy 5.3

Support the continued expansion of industrial and commercial uses on sites adjacent to the Tulsa International Airport.

Strategy 5.4

Establish economic development plans for rail, highway, and turnpike corridors.

Strategy 5.5

Partner with regional and statewide economic development entities, including neighboring tribes and municipalities, to determine where interests align to maximize regional impacts.

Goal 6

Quality education and workforce development are prioritized for funding and support within the economic development vision of the City of Tulsa.

In order for Tulsa to compete against cities across Oklahoma and the country as a whole, an educated workforce is required. Increasing the ability for residents and new Tulsans to achieve their higher education goals locally will decrease the number of residents who leave the region to seek higher education. Moreover, Tulsa’s local educational institutions can provide specialized learning tracks to prepare students for jobs available in the community.

Strategy 6.1

Work cooperatively with local school districts to help maintain and enhance the quality of K-12 education.

Strategy 6.2

Improve coordination among pre-K-12 schools, community colleges, and agencies providing workforce training to build comprehensive career pathways for youth.

Strategy 6.3

Promote the development of initiatives that support immigrant workers and provide them equitable access to resources and opportunities to access the workforce.

Strategy 6.4

Encourage collaboration among local education institutions to address educational attainment gaps and increase the attainment of post-secondary degrees that support the growth and competitiveness of the regional economy.

Strategy 6.5

Collaborate with local technical and trade schools on initiatives to expand offered programs and services.

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Goal 7

Sustainable economic development practices enable energy and resource efficiency while contributing to a safe, healthy, and resilient environment.

Tulsa has been a leader in the energy industry for more than a century, and as new and more efficient forms of energy production are developed, Tulsa is again positioned to capitalize. With plentiful natural resources in the region, Tulsa has the opportunity to partner with state, municipal, and tribal governments, as well as industry leaders, to incentivize new investment in renewable energy production. Pursuing renewable energy and other ways of managing ecological impacts will ensure a higher quality of life for all residents.

Strategy 7.1

Collaborate on initiatives to manage ecological impacts of industrial, freight, and port facilities.

Strategy 7.2

Facilitate the adoption of new and innovative design technologies for industrial and commercial development.

Strategy 7.3

Expand the local capacity of renewable energy as an opportunity for industry attraction, job growth, and long-term utility savings.

Strategy 7.4

Balance the needs of industrial site development with the protection and management of environmental resources.

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ACTION TABLE

This table includes the goals and strategies outlined in the previous pages with specific actions that will help to achieve the intent of the goals and strategies. Each specific action includes what type of action it is and what parties should be involved in order to implement the action. All of these goals, strategies, and actions are derived from engagement with the Tulsa community and subject matter experts, past planning efforts conducted by the City of Tulsa and partner agencies, best practices from cities across the United States, and research and data analysis conducted by Tulsa Planning Office staff. Any action taken to implement a specific strategy or action included in this table or a policy recommended elsewhere in this chapter will be in accord with Oklahoma law.

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