The System Plan seeks to combine the most successful elements of the previous four scenarios to create the most effective solution for the transit riders in the COTPA region. The concept for this plan was developed through continued coordination with COTPA staff and community stakeholders as well as extensive analysis of the ridership, costs, and logistics of the prior scenarios.
The System Plan includes three commuter rail lines, three BRT lines, a downtown streetcar, enhanced bus service, and Tinker commuter bus (Figure 18). The plan also incorporates improved connectivity between transit modes throughout the region, most notably a new
downtown intermodal transit station where commuter rail, BRT, and local service combine within the proposed I-40 redevelopment corridor. Appendix A details the route-by-route operating assumptions for the System Plan.
Figure 18. The COTPA FGS System Plan
Commuter Rail
Commuter rail in the System Plan consists of three segments: the Edmond corridor, the Norman corridor, and the Midwest City/Tinker AFB corridor. Alignment characteristics for the three segments are the same as in the CRT scenario, except the three branches would converge on a common station in downtown Oklahoma City, the new Intermodal Station within the proposed I-40 redevelopment area. Operating characteristics for each corridor are presented in Table 4.
Table 4. Commuter Rail Operating Characteristics in the System Plan Segment Distance (miles) Travel Time (min) Average Speed
(mph)
Edmond 14.18 20.8 40.8
Norman (OU) 17.54 (18.79) 22.9 (26.1) 45.9 (43.2)
MWC/Tinker 9.33 17.8 31.4
A total of four routes would operate along the three spokes of the commuter rail network. The first (C1) would operate from Edmond to Norman, the second (C2) would operate from Edmond to Midwest City/Tinker, and the third (C3) would run from Norman to Midwest City/Tinker.
Headways on each line would be 60-minutes in the peak and 120-minutes in the offpeak for a combined headway of 30-minutes peak and 60-minutes offpeak within each corridor. A fourth train (C4) provides 60-minute peak direction rush service between the 4th Street station and the NW 63rd Street station (Figure 19).
Figure 19. CRT Routes in the System Plan
Most station locations remain the same from the CRT scenario; however, the Crossroads Mall station shifts to just north of the mall complex to connect to the BRT network at SW 59th Street.
The Lincoln station shifts eastward to Martin Luther King to balance station distances and provide a connection to transit riders in Northeast OKC. Appendix C provides station-to-station CRT travel times in the System Plan. Table 5 below summarizes the CRT routes depicted above.
Table 5. CRT Route Summary
Route Stations Distance (miles) Travel Time (min)
C1 Edmond to Norman 9 31.72 43.7
C2 Edmond to MWC/Tinker 8 23.51 38.6
C3 Norman to MWC/Tinker 8 26.87 40.7
C4 4th St to NW 63rd St 5 14.39 20.4
The CRT system incorporates great connectivity with the rest of the transit network. Table 6 summarizes the transit connections available at each commuter rail station.
Table 6. CRT Station Connections
Station CRT Route Parking Connecting Transit OU (Special Events) C1, C3 Yes N11, N32
Bus Rapid Transit
Three BRT routes are proposed in the System Plan: B3-Northwest, B5-Reno, and B6-SW 59th (Figure 20). Of the eleven original BRT routes, four are replaced by commuter rail service (B1, B7, B8, & B9) and four are returned to better-performing local service (B2, B4, B10, & B11).
Figure 20. BRT Routes in the System Plan
Route B3 retains the same stations and alignment as in previous scenarios. B5 is rerouted to terminate at the new downtown intermodal center, and a second pattern of the route is added.
B5A continues to run to Yukon in mixed-flow traffic and alternates service with B5B serving Will Rogers Airport. B6 is modified to have the BRT lane terminate at the SW 59th Street Commuter Rail station. The route continues on to Sooner Road in mixed flow traffic. All three routes operate at 30-minute peak and 60-minute offpeak frequencies.
Like commuter rail, the BRT routes seek to interact with the rest of the transit network. Table 7 summarizes the transit connections available at each BRT station.
Table 7. BRT Station Connections Station BRT Route Parking Connecting Transit
Kilpatrick B3 Yes ---
Downtown Streetcar
The downtown streetcar exists in similar form as in prior runs, utilizing the same operating train running characteristics and headways. The alignment and stations are slightly modified; the streetcar diverts south from the Convention Center station to the Downtown Intermodal Center, and the route is diverted to run straight up Oklahoma rather than looping to Stiles (Figure 21).
Figure 21. Downtown Streetcar in the System Plan
In the System Plan, the route is 4.85 miles in length and makes 24 stops. Estimated running time to complete the loop is 31.0 minutes for an average speed of 9.4 mph. Appendix B presents the station-to-station run times for the streetcar as it exists in both the Enhanced Bus/BRT/CRT scenarios and the System Plan. Table 8 catalogs the transit connections available at each Streetcar station.
Table 8. Downtown Streetcar Station Connections
Enhanced Bus
Enhanced bus routes in the System Plan retain the same goals developed in the previous scenarios: frequent, effective bus service connecting transit riders throughout the COTPA area to higher transit modes and ultimately to employment, shopping, and other destinations across the region. Most routes utilize headways and alignments developed in the Enhanced Bus Plan.
Applicable routes continue to make connections to BRT and CRT stations. A few routes are modified in this scenario to take advantage of new transit features, and one new route is added.
Local Routes 4, 8, 10 & 38
The downtown alignments of these routes are simplified to bring them directly to the Metro Transit Center and a connection to the downtown streetcar instead of circulating around the CBD.
Local Routes 13 & 18 and Oklahoma Spirit Red Line Trolley
These routes are rerouted to terminate at the new Downtown Intermodal Center located within the proposed I-40 redevelopment zone. They are part of a southern CBD transfer hub that connects riders from the west (B5), southwest (Route 13), and northeast (Route 18) to the commuter rail network, and vice versa.
Local Route 16
Extend along SW 134th Street into the commuter rail station in Moore, providing another transit option to this community.
Local Route 29
Utilizes the more successful BRT alignment that begins up the Northwest Expressway.
Local Route L2 (new service)
This new route moves riders across the Kilpatrick corridor every half-hour, beginning at NW 126th Avenue and Rockwell Avenue, traveling east on Memorial Road and terminating at the Memorial CRT Station (Figure 22).
Figure 22. New Route L2
Feeder Route F5 and Oklahoma Spirit Orange Line Trolley
These routes are eliminated. The commuter rail circulator (F5) is unnecessary with a common downtown commuter rail station, and the Orange Line Trolley is replaced by BRT service between downtown and the airport corridor (B5B).