OKC MAPS PROJECTS – 25 YEARS
ZIP Codes . The three core downtown ZIP codes (73102, 73103, and 73104) are used in Figure 54 to provide an alternative view of the commuting patterns of residents in the central business district. Between 2011 and 2017, the most recent years of available data, the share of resident workers commuting by auto declined from 89% to 81%. 68 The estimate using ZIP codes suggests a larger drop in traditional auto-based commuting than the Census tract data. Figure 55. Means of Transportation to Work - Study Area ZIP Codes (73012, 73103, 73104) 2011 2017 2010-17
Percent Change
Mode of Transportation
Total Share
Total
Share
Change
Car, truck, or van
3,904
88.5%
4,563
80.7%
659
16.9% 13.4%
Public transportation (excluding taxicab)
67 74
1.5% 1.7% 4.7% 1.1% 2.5%
76 74
1.3% 1.3%
9 0
Bicycle Walked
0.0%
206
624
11.0%
418
202.9%
Taxicab, motorcycle, or other means
47
49
0.9% 4.7%
2
4.3%
Worked at home
112
265
153
136.6%
Total
4,410 100.0%
5,651
100.0%
1,241
28.1%
Source: U.S. Census Bureau – American Community Survey (5-year estimates)
The number of residents either commuting to work by some form other than auto or working from home doubled to approximately 1,100 between 2011 and 2017. The share of those walking increased from 4.7% (206 persons) to 11.0% (624 persons), while the number of persons walking tripled. Persons working from home in the three ZIP codes more than doubled from 112 in 2011 to 265 in 2017, with a current share of 4.7% of downtown workers now working from home. The trend toward more non-traditional forms of commuting is expected to accelerate in coming years as downtown residential options expand. The shift in commuting methods of downtown residents runs counter to highly stable trends at the city level. Citywide transportation patterns have remained largely unchanged since 2010 with 94% of residents commuting to work by auto. Streetcar Area Economic Profile – Three-Block Impact Zone Beyond its role in transportation, the introduction of the downtown streetcar system carried clear economic development goals: 1. Boost the overall quality of life for all Oklahoma City residents; 2. Leverage private economic development through public investment; and 3. Contribute to the creation of new jobs in the Downtown area. The streetcar was approved in 2009 and the path finalized in 2011. A key measure of the success of the MAPS-funded streetcar is the response of economic activity and private investment along the streetcar line. This section evaluates a range of economic changes that are taking place in the area immediately adjacent to the streetcar line since the announcement of the final path. The City of Oklahoma City Planning Department denotes a three-block impact zone around the path of the streetcar as the area believed to be most influenced by the presence of the streetcar. The distance
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