OKC Council to Vote on New Arena Plan for Thunder, Including Transit Hub

2024 May 21
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by OnTrac

From CityNewsOKC | By Todd Shannon | Published: May 21, 2024

UPDATE: The OKC City Council approved plans by a 7 to 2 vote.

The City Council will vote today on the possible approval of terms of a development agreement for the new arena that will be the home of the Oklahoma City Thunder in 2028 if plans proceed accordingly.

The agreement will include two projects, a 650-space garage and a possible regional transit hub. The city manager, Craig Freeman, would like things to be done soon, but there are many things to get ready by the end of 2024. The team’s original lease at Paycom Center ended in 2023. To provide ample time to create a plan for a new arena, they opted to extend the agreement for an additional three years. This new arena aims to ensure the Thunder remain in Oklahoma City for 25 years post-construction, potentially securing the team’s presence in the city until at least 2053.

The team’s owners have already signed the development agreement, which will go into effect after receiving city council approval. According to Freeman, the city is hiring a project consultant and anticipates recruiting an architectural and engineering team before finalizing the lease.

Initial funding will come from MAPS4 funds of $78 million, then a team contribution of $50 million would be used, and then about $772 million in generated revenue from the 72-month one-cent sales tax which starts on April 1, 2028.

The agreement set for a vote today (Tuesday) will not tap funds to demolish the Paycom Center. Previous information said the Paycom would not be taken down until the new arena is opened. That will be addressed after the details are worked out for the new arena but there has been no decision on what to do with Paycom.

As far as the transit hub goes it will be on the arena site if voters approve a regional transit network in a future election sometime in 2025.

A recent 2023 study by Walk Score has spotlighted Oklahoma City’s public transportation shortcomings, ranking it as the third worst among NBA markets for arena accessibility. In response, the Regional Transportation Authority of Central Oklahoma (RTA) is making strides to transform the city’s transit landscape.

The RTA is currently negotiating with BNSF Railway to establish a commuter rail service that would link Edmond, Oklahoma City, and Norman. This initiative aims to significantly improve transportation options for residents and visitors alike, particularly those attending events at the city’s arenas.

If the proposal garners voter approval, the new transit system will also include bus rapid transit (BRT) routes extending to key locations such as Tinker Air Force Base, Will Rogers World Airport, and through west Oklahoma City. This comprehensive plan is designed to alleviate congestion and provide efficient, reliable public transportation across the region.

Freeman, a city spokesperson, highlighted that the expansion of MAPS 4-funded BRT services is expected to incorporate a central transit hub, which will serve as a cornerstone for regional transit routes. This hub is strategically planned to be at the site of the proposed new arena.

“The regional transit possibility complements this and drives the decision to have the hub at the proposed arena site,” Freeman explained. “The Regional Transportation Authority helps lay the groundwork for that. The team loves the idea of having rail connected with the arena.”

The integration of commuter rail and enhanced BRT services is not only aimed at improving access to the arena but also at fostering greater connectivity throughout the metropolitan area. By providing robust public transportation options, Oklahoma City hopes to address long-standing issues related to traffic congestion and limited transit accessibility, which have plagued the city for years.

The RTA’s discussions with BNSF Railway represent a critical step towards realizing this vision. The proposed commuter rail line would enable swift and convenient travel between key urban centers, offering a viable alternative to car travel. This move is seen as a vital component of the city’s broader strategy to modernize its infrastructure and support sustainable urban development.

In addition to the commuter rail, the planned BRT routes are expected to play a significant role in the city’s transit network. These routes will provide fast and frequent service to major destinations, thereby enhancing mobility for residents and reducing dependence on personal vehicles.

Freeman emphasized the potential benefits of the proposed transit hub at the new arena site. “The regional transit possibility complements this and is the driver to having the hub there,” he said. “The Regional Transportation Authority helps build the foundation for that.”

The integration of rail services with the new arena is anticipated to be a game-changer for eventgoers, offering a seamless and efficient means of transportation to and from games and other events. This initiative is expected to not only improve the overall fan experience but also boost attendance and support for local sports teams.

As Oklahoma City prepares to take these transformative steps, the success of the proposed transit system will largely depend on voter support and continued collaboration between local authorities and transportation partners. If realized, this ambitious project promises to reshape the city’s public transportation landscape, making it more accessible and user-friendly for all.

Previously Santa Fe Station was renovated for operation as a stop for the Heartland Flyer, as a part of a federally funded project that runs along E.K. Gaylord. This new transit hub has the potential to add a lot of value to attracting other sports teams

The club wants the new stadium completed by June 2028; however, the development agreement specifies three completion dates, with 2029 as the final date. Should the new arena not open by June 2030, the city could be breaking the terms of the deal. 

For now, the pressing business is to get a consultant on board that provides oversight and guidance, like what ADG provided with Maps projects. For the arena, modifications were made and designed around a major league tenant following NBA guidelines when the Thunder began playing in 2008. It will take an aggressive timetable to make 2028 work.

Regional transit election likely by early 2025, will fund commuter rail network

2023 May 22
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From The Oklahoman | By Steve Lackmeyer | Published: May 22, 2023

Oklahoma City, Edmond and Norman residents will likely be asked by early 2025 to decide whether to approve a sales tax to create a regional transit system that would include a mix of commuter rail and bus rapid transit.

In addition to establishing frequent fast connections between the three cities and Tinker Air Force Base, talks underway with the BNSF Railroad include track improvements that would reduce or eliminate trains parking across street crossings.

The Regional Transportation Authority of Central Oklahoma (RTA), led by former Gov. Brad Henry, is a separate government entity and votes would be tallied from residents of all three cities. A new timeline shows planning will begin soon on a west route and a route to Will Rogers World Airport with preferred alternatives due to be chosen by fall of 2024 with an election as early as that winter.

Henry said the Regional Transportation Authority is entering a new phase in which much of the work leading up to the election is structured to begin an application for Federal Transit Administration funding — if local funding is approved by residents in the transit district boundaries.

“We’re really beginning to move fast as we wrap up our studies,” Henry said. “Once we are in the FTA process, we have a limited timeframe to complete all the requirements.”

A TexRAIL commuter train is stopped at a platform in downtown Fort Worth. A similar operation is being looked at for connecting Edmond, Oklahoma City and Norman.

Kathryn Holmes, a Regional Transportation Authority consultant, said her talks with the BNSF and Tinker Air Force Base officials are going well.

The BNSF has a memorandum of understanding with the authority to cooperate in using its corridor between Edmond and Norman. Those talks will include drafting an agreement with BNSF to operate the commuter rail service with improvements to be made by the Regional Transportation Authority.

“There will be a need for capital investment and additional rail, so it’s not like we can just put a train on the track and start the service,” Holmes said. “It’s a matter of improving capacity so passenger rail and freight rail can co-exist. We expect that implementation of these improvements will solve the problem of freight trains blocking traffic. That is part of the negotiations.”

The proposed regional transit system coincides with funding to extend the AMTRAK Heartland Flyer to Kansas and expand EMBARK bus rapid transit.

Proposed regional transit line would have 10 stops

Liz Scalon, project manager, recommended the authority look at creating 10 stops, including a special event stop at the University of Oklahoma for game days and other large capacity events. 

Larger regional collector stations with park-and-ride lots will be located in north Edmond, likely either at Covell or Sorghum Mill roads, at the John Kilpatrick Turnpike, NW 63, a north Oklahoma City stop, SE 29, Tecumseh Road and south Norman.

Community stations will be located in downtown Edmond, the Santa Fe station in downtown Oklahoma City and the Santa Fe station in downtown Norman.

Part of the consideration for regional transit is not just improving public transit or relieving traffic from the congested Interstate 35 corridor, but also to spur transit-oriented development. The Regional Transportation Authority is funded through annual appropriations from the three member cities, but that funding is not enough to secure property for the system’s future stations.

Where would Edmond’s regional transit stop be located?

During a recent discussion in Edmond, city council members indicated they are supportive of the project. But they also expressed concern that the corridor through downtown Edmond is already rapidly developing and that locations for a station may be scarce if they wait until after an election to determine whether work will proceed.

“Until we have funding, we are asking the cities to make sure that while we are following the federal process, to at least secure property in some fashion,” Holmes said. “At the end of the day, the maintenance facility serving all the communities and the stations will be funded by the RTA.”

Edmond Mayor Darrell Davis said the city owns land along the tracks and is looking at what might be the best location for a downtown station. He said the city is continuing to host community workshops to keep residents informed about the effort and how it might benefit their community.

Rush hour traffic makes its way along I-35 near SE 20 Street in Oklahoma City.

Elimination of trains parking across roads is seen as essential to Edmond as it sees development of a parking garage, apartments and homes west of the tracks downtown.

“The RTA solution will remove the train bottleneck we have in downtown Edmond,” Davis said. “The staging they will be doing on the double track will be done somewhere else and will not impede our traffic.”

Oklahoma City, meanwhile, is looking at potential stops as well. The Santa Fe station is set up to be an intermodal hub that already serves AMTRAK and has streetcar track along E.K. Gaylord between it and Prairie Surf Studios. The studios, in the old Cox Convention Center, are a top location for a possible new arena should voters approve funding in an election likely to be held later this year.

A similar commuter rail would, if approved by voters in Oklahoma City, Edmond and Norman, create an alternative travel option on University of Oklahoma football game days and other big events.

The Heartland Flyer is already a popular way to travel to the annual OU-Texas football game in Dallas. The RTA commuter rail also would include a special event station at the University of Oklahoma that might serve in a similar manner.

Scanlon advised the Regional Transportation Authority to be cautious in how many of the stops they end up with and how they are included in the commuter train schedule.

“Someone who is going from Edmond to Norman isn’t going to want 15 stops slowing them down,” Scanlon said. “But you don’t want to speed through a community, and nobody can ride it.”

What’s next for the RTA’s plan for a commuter train between Edmond and Norman?

Much of the final phase of planning before the election will involve determining preferred local alternatives on routes and compiling capital and operation cost estimates needed before the election and required for application for federal funding. Scanlon recommended the authority go with commuter rail between Edmond and Norman and bus rapid transit for the connection to Tinker Air Force Base.

The routes are set for final approval this summer, along with hiring financial planning and engineering consultants. Scanlon said route planning for the west link and link to Will Rogers World Airport will start this summer with completion in one year.

Rail exists as an option for the west and airport link similar to the north-south BNSF line. Scanlon said those routes could also be done as bus rapid transit. Rail, she said, is not a likely start for the Tinker route.

Scanlon said her studies looked at starting the Tinker link along Shields Boulevard passing Capitol Hill but chose to go along Reno Avenue instead.

“There are transit riders on this (Shields) corridor now,” Scanlon said. “But there may be challenges for it to catalyze economic development. There is fragmented ownership. There aren’t a lot of large parcels. There is a lot of mix uses on this corridor; residential, commercial, some industrial.”

In addition, Scanlon said, the city is looking at southbound bus rapid transit line funded by MAPS 4 that may overlap with the Shields route.

She also acknowledged the SE 29 approach comes with its own challenges including the question of how to balance the need for a lane for bus rapid transit with the risk of taking out a traffic lane for vehicles. The ridership currently doesn’t support building rail from scratch, she said, but planning needs to preserve rail as a future option.

“We’re looking at a mode appropriate for the length of the corridor and the ridership we see on that corridor,” Scanlon said. “We’re not precluding a future rail commute, but that’s a very expensive investment and if there are not enough riders, it may not be a good return on that investment.”

The Regional Transportation Authority of Central Oklahoma is looking at using bus rapid transit for an east route connecting downtown Oklahoma City with Tinker Air Force Base. A northwest Oklahoma City bus rapid transit operation, the city’s first, is set to open later this year.

Holmes said Tinker is enthusiastically involved in planning the route that they see tying into their planning for a new base public transportation system. 

When Midwest City and Del City withdrew from the Regional Transportation Authority last year, that prompted concerns about locating a station within Oklahoma City limits, which stops at the baseline. Tinker officials responded with an offer to change the fence line to make way for a line outside of the base that would in some way connect with its transit system at the Lancer Gate on Douglas Boulevard.

How would an election for an RTA line work?

The timing of a possible regional transit election is likely just a year after Oklahoma City voters will be asked to fund construction of a new arena. Mayor David Holt, a supporter of the RTA, said the city cannot dictate the timing of an regional transit election any more than it can a school bond referendum.

“The RTA is a separate government,” Holt said. “They can call for an election, and it would not be us calling it though our citizens are part of the RTA. Sometimes elections are called by the city, county or schools and in the minds of voters, it may be the same. But they are different.”

Should voters approve an RTA sales tax, Holmes and Scanlon estimated finalizing agreements with the Federal Transit Administration, Tinker Air Force Base and the BNSF will take up to two years. Construction of rail improvements, stations, acquisition of trains and buses along with staffing will take another five to seven years.

Holmes, who started working with the Association of Central Oklahoma Governments and then the Regional Transportation Authority in 2017, said Oklahoma City is following the approach taken 20 years earlier when she was hired by Salt Lake City to help develop their regional transit network.

“Fast forward 25 years and you can’t imagine how much it has transformed their community,” Holmes said. “We’ve been working very hard to bring all of this together so that by June of 2024 we should have a whole lot of information and decide whether to go to voters.”

Plans advancing for a proposed passenger rail to link OKC with surrounding towns and cities

2021 August 9
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by OnTrac

From The Oklahoman | By Steve Lackmeyer | Published: August 9, 2021

As an attorney who often appears in court, Matthew Allen sometimes leaves his Norman home an hour early just to ensure rush hour traffic along Interstate 35 doesn’t delay his appearance at hearings in downtown Oklahoma City. 

“I can’t be late,” Allen explains. “I’ve never figured out a consistent time to leave Norman and get downtown between 8 and 8:15. Traffic is just too inconsistent; I leave my house at 6:30 just to avoid it.” 

First year law student Max Federman spent this summer making the daily trek between his home in north Oklahoma City and the University of Oklahoma. He is not looking forward to continuing the commute over the next three years. 

“It’s at least a 40-minute commute,” Federman said. “My classes this summer were usually at 10:30 in the morning. I can get stuck in traffic, easily, for an hour. And I could drive the same length back home from 4:30 to 6.” 

Within a couple of years Allen and Federman may get the chance to vote for an alternative means of transportation; a rail-based regional transit system that might also run east to Tinker Air Force Base, north to Edmond, west to Yukon and also to Will Rogers World Airport. 

About 15 years ago, a mix of leaders from Oklahoma City and its suburbs, transportation planners and passenger rail enthusiasts began a series of meetings that in 2015 evolved into a Regional Transit Task Force covering Oklahoma City, Edmond, Norman, Moore, Midwest City and Del City. 

The task force and its members then successfully petitioned the Oklahoma legislature to allow for the creation of regional transportation authorities that consist of multiple municipalities and can submit funding propositions to voters to fund transit systems. 

The cities contribute to the RTA’s funding and each have a representative on the authority board (Oklahoma City has two based on population and its larger contribution). 

Final planning

Led by former Gov. Brad Henry, the trust recently approved a regional corridors plan that will be shared with residents whose input will be sought as technical and cost evaluations are continued by consultant Kimley Horn. 

Kimley Horn is in the second year of a four-year study that Henry said will likely be followed by an application for funding from the Federal Transit Administration and a sales tax election. 

“We’ve got to get federal funding,” Henry said. “We’ll also have to have a source of revenue for a local match; they won’t give 100%. It might be 80/20 or 70/30, and that’s a good deal. And given the current administration’s focus on rail, I think now is the right time for Oklahoma to strike.” 

Each corridor is at a different stage of evaluation. Assumptions on costs, station locations and transit options made by the task force in 2015 were all set aside with the start of the Kimley Horn study. 

Kathryn Holmes previously was chief negotiator for the Utah Transportation Authority before she was hired by local regional transit authority to help on organization and operations. 

“The numbers they had are old, they’re just not valid in any way,” Holmes said. “I get nervous when anyone starts using them. You have to pay for access to the rail corridor. It’s not free. It’s unclear what assumptions were made on acquisition of right of way.” 

The old study, she said, assumed more stations than what will likely be needed. And the authority has thrown out an assumption that a streetcar similar to the one downtown would be the best option for linking downtown and Tinker Air Force Base for an east route. 

“Can you imagine a streetcar to Midwest City with the number of platforms we have now?” asked Jason Ferbrache, director of EMBARK. 

Ferbrache, whose agency is contracted to administer the fledgling transit authority, said Liz Scanlon with Kimley Horn is starting over with studies of the east corridor with options being either a light rail or bus rapid transit. 

Unlike the other corridors, the east corridor does not provide an existing freight or passenger rail that can be shared by a commuter service so anything along that corridor likely will be built from scratch. 

Looking at modes

It’s at this point in the discussion that a definition of each mode is helpful to understanding the different options possible with regional, inter-modal public transit: 

• Bus rapid transit typically runs along longer routes with higher ridership. The vehicles have greater spacing than regular fixed route bus operations. Bus rapid transit vehicles operate in a designated lane or right of way with stations spaced between every half to full mile.

Frequency is typically five to 15 minutes and the cost is $1.31 per passenger mile. EMBARK is designing a bus rapid transit corridor between downtown and far northwest Oklahoma City with two more planned for south and east Oklahoma City funded through MAPS 4. 

• Streetcars operate in shared lanes or in designated right-of-way. They are used as last-mile connectors for shorter trip lengths and powered by overhead catenary system. They typically operate at 20 to 25 mph with stations closely spaced and a frequency of every five to 15 minutes. They operate at $2.02 per passenger mile.  

• Light rail typically operates longer routes along high-ridership corridors. They run in designated right-of-way on standard rail tracks but are powered by overhead catenary system. They typically operate at 55 mph and stations are spaced about every mile with typical frequency of five to 15 minutes. They operate at 92 cents per passenger mile. 

• Commuter rail connects the urban core to surrounding suburbs and operates on standard rail tracks sharing access with freight rail and Amtrak (this matches up with an Edmond to Norman corridor sharing tracks with the BNSF). The trains are diesel powered and compare to Amtrak passenger cars and can operate at 79 mph. Stations are spaced every five to eight miles with frequency of 15 to 60 minutes. The operating cost is 51 cents per passenger mile. 

The west line and airport corridors, added during the more recent discussions, are not funded and two of the potentially benefiting cities, Yukon and Mustang, chose not to be a part of the RTA. EMBARK, acting on behalf of the authority, has applied for a $1.5 million federal grant that can be matched with $500,000 in local funding to add the corridors to the Kimley Horn study. 

Holmes sees a west route as a needed response to the growing number of neighborhoods being built in west Oklahoma City. Ferbrache said he expects an answer from the Federal Transit Administration this fall.  

“Oklahoma City goes way out west,” Ferbrache said. “Whether Yukon chooses to play, if there is a west corridor, in the board’s opinion it’s still a tremendous benefit to those living in far west Oklahoma City. I don’t think Yukon has to participate for that corridor to be successful.” 

A 20-year plan

If and when voters are asked to approve a tax to fund regional transit, part of the message will likely include a warning about the inability of highways like I-35 to adequately serve a metropolitan population that grew from 1.2 million to 1.4 million in just the last decade. 

The drive along I-35 won’t likely get any better. Cody Boyd, spokesman at the Department of Transportation, said remaining work on I-35 between downtown and Norman consists of rebuilding the Interstate 240 interchange and traffic flow improvements. 

But no further widening is planned for a stretch of highway that is one of the state’s busiest, carrying an average 147,000 vehicles daily. 

“It took 40 years and $400 million to widen I-35 from downtown to Norman,” Boyd said. “The area around it is built right up to the highway, so more widening is not really a possibility.” 

Henry believes the north-south corridor is closest to being ready for transit line and discussions are already underway with the BNSF about the possibility of the railway being contracted to operate the line to allow for coordinated dispatching. 

Not every line will launch at once, Henry added. 

“We’ve created a system plan,” Henry said. “It’s really just a vision for the next 20 years.” 

Economic development 

Proponents of passenger rail have long pointed to residential and commercial development along regional transit corridors in Utah and Texas as an example of how the RTA can spur investment in central Oklahoma. 

Matthew Allen sees the economic benefit of simply not driving two hours a day. 

“As a lawyer I bill my time and I don’t want an hour spent driving,” Allen said. “I’d rather check my emails. I’d be interested in using it on the weekends where I can take my kids to Scissortail Park and places like that.” 

Elizabeth Bass estimates she spends 45 minutes traveling from north Norman to her job at the Oklahoma History Center, a trip that is only 20 minutes on weekends. 

“The afternoon is harder,” Bass said. “I’ve adjusted my schedule so I can leave and pick up my kids at 6 p.m.. Leaving at 5 p.m. just doesn’t leave me enough time.” 

A commuter rail from Norman might not take Bass to NE 23 and Lincoln, but the route would connect with a streetcar and bus route that passes the history center. Bass said her husband also commutes to the city and carpooling could be an option with a commuter rail connection. 

“It depends on where the stations are,” Bass said. “I might not do it every day. But at least part of the week I’d do it. It would give me more time to sit and not drive.” 

Bass, Allen and Federman spoke to The Oklahoman after a social media request was posted for individuals to discuss their travels between downtown Oklahoma City and Norman. All three said they would likely support a tax to create regional transit. 

A survey completed by Kansas-based ETC Institute and commissioned by EMBARK reports a healthy regional support for public transit even if it isn’t used by a majority of the population.

The survey of 973 Oklahoma City residents and 302 residents who had not used EMBARK the prior year showed 69% think it is important to support and fund improved public transit and that 57% believe the current regional transit funding should “at lease be somewhat greater” than it is now. 

The survey reported 77% of non-rider residents feel EMBARK’s public transit service is valuable to the community and that 83% agreed with the statement “public transportation is important for a thriving community.” 

Henry is taking nothing for granted.  “It will be tricky to pass any kind of revenue source, but I think it can be done if we are transparent, if we seek public input, if we develop the right plan and we make the case and we don’t over-ask,” Henry said. “We have to do everything just right.”

Cars to rail is culture shift

2016 September 30
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by OnTrac

From The Norman Transcript | By Joy Hampton | Published: September 21, 2016

What tipping point will push Oklahomans out of their cars and into public transit? That was the primary question discussed Tuesday night during a public meeting hosted by the Association of Central Oklahoma Governments.

ACOG is hosting a number of meetings throughout the region to get input on its Encompass 2040 Metropolitan Transportation Plan for Central Oklahoma.

“There’s a lot of diverse work that goes on at ACOG, but transportation planning is pretty big,” ACOG Executive Director John G. Johnson said. “We need to look at serious choices for central Oklahoma to be able to get around. We’re at capacity.”

Encompass 2040, the Draft Plan for the Oklahoma City Area Regional Transportation Study area, serves as central Oklahoma’s guide for investing more than $10 billion in its multimodal transportation system between 2010 and 2040.

“We’re getting federal money, so there’s going to be a process to get that money coming to central Oklahoma,” Johnson said. “Most of the projects are 80 percent federal dollars.”

Once the public comment phase is complete, those ideas will be incorporated into the plan. Challenges to public transit include the local culture and convincing lawmakers to subsidize rail.

“You have to get the funds to pay for operation,” Johnson said. “Any public transit is like a highway. It’s not free. There’s no one source that pays for that, and the fare box doesn’t pay for that. It has to be subsidized. Central Oklahoma will have to decide: Do we want to have public transportation?”

For people to ride a commuter train, the system must have enough rail times, be dependable and participating cities must have a robust bus system and/or bike share programs so people can get to work once they arrive at the destination.

People also must be willing to get out of their cars and onto the train, bus or bicycle. Other cities in states with similar cultural attitudes toward driving have changed, Johnson said, but Oklahoma must find that tipping point where people do not want to sit on a highway that has become a parking lot because of heavy traffic.

Asked why the regional transit focus is on commuter rail rather than light right, Johnson said commuter rail is more affordable because it uses railways and rail rights of way that are already in place. In central Oklahoma, a lease agreement would be arranged with BNSF Railroad.

Council member Stephen Tyler Holman asked if ACOG has compared the cost of highway construction and maintenance with the cost of commuter rail. He said the state subsidizes highways. Johnson said fuel taxes provide funding for highways, but he agreed the comparison would be interesting. ACOG has not done such a comparison, he said.

Oklahoma City metro-area mayors vow cooperation for regional transit services

2015 December 1
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From The Oklahoman | By William Crum | Published: December 1, 2015

Mick Cornett raised the central question on a day when the Oklahoma City metro, ceremoniously at least, shed a bit of its parochial nature.

“We have acted individually for a long, long time,” Oklahoma City’s mayor said at a gathering of leaders from six cities that have agreed to work together, leveraging transit to promote economic growth.

Cornett said 2016 will begin to answer the question of when metro-area residents will be ready to fund regional services “that can continue to drive commerce and jobs to central Oklahoma.”

Elected leaders already are there.

Cornett, along with the mayors of Edmond, Midwest City, Del City, Norman and Moore, met at downtown Oklahoma City’s historic Santa Fe Station to sign an agreement pledging their cities’ cooperation in developing options such as commuter rail and express buses.

Elected leaders from each city have agreed to pay a share of $511,000 that is to be spent in coming months to organize a Regional Transit Authority task force.

The Oklahoma Legislature in 2014 gave central Oklahoma communities the power to seek voters’ approval and funding for transit services that will cross city and county boundaries.

The six cities anticipate spending $2.1 million over the next three years to determine how a Regional Transit Authority will take shape, including governance and service boundaries.

Elizabeth Waner, chairwoman of the Association of Central Oklahoma Governments board of directors, said the Oklahoma City metropolitan area is expected to grow from 1.1 million residents to 1.6 million over the next 25 years.

She reviewed more than a decade of regional transit planning and said Tuesday’s ceremony was a moment “where we reflect on where we have been, where we are at the moment and where we are going.”

Mark the date “not necessarily for everything that we’re saying here but for what is going to happen as a result of what we’re doing here,” said Waner, who serves on the Edmond City Council.

Del City Mayor Brian Linley called the day an “important regional milestone,” and Norman Mayor Cindy Rosenthal said more transit options for residents “can’t come soon enough.”

Cornett noted that Interstate 35’s capacity is set. He said that “should be a wake-up call to the entire region, that we’re going to have to come up with different modes of transportation if we’re going to continue to expect to grow.”

Edmond Mayor Charles Lamb looked ahead to when planning gives way to building.

“It has been my experience that planning is generally easier than implementing so the real hard and challenging work is still to be accomplished,” he said.

Rosenthal said the agreement to work together is a turning point “in thinking about regional cooperation.”

“As we look at what’s happening around the country and where investment is going and where new growth is going, and energy, it’s in regions that work together,” she said. “We have an opportunity,” Rosenthal said, “to make central Oklahoma the most vibrant region in the country.”

Oklahoma City mayor’s roundtable draws lessons from Salt Lake City

2012 May 30
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From The Oklahoman | By Michael Kimball | Published: May 17, 2012

Oklahoma City Mayor Mick Cornett hosted his annual development roundtable Wednesday at the Cox Convention Center downtown, and one of the featured speakers was his counterpart from Utah’s largest city. Salt Lake City Mayor Ralph Becker hails from a town that has already seen the fruits of labor that Oklahoma City is currently undertaking, like the MAPS 3 modern streetcar that will serve downtown and parts of the surrounding area.

Salt Lake City’s streetcar and its integration with a light commuter rail system serving the city’s outlying areas and suburbs were particularly important in spurring private development. According to Becker, long-term plans for central Oklahoma have long included a comparable system here to help fight concerns with urban development.

“I think Salt Lake City can be a great role model for us, and a city we really need to take a close look at,” Cornett said. “What they’ve done with rail, and creating a great urban center for that region, I think are a couple of steps that Oklahoma City can learn from.”

Growth follows transit

Salt Lake City used to have the same empty downtown on evenings and weekends once lamented by Oklahoma City leaders before Bricktown, Becker said. But the linked rail and streetcar system helped inspire growth that also included people moving to downtown Salt Lake City about as fast as the city could handle.

“Our ridership has doubled projections,” Becker said. “It’s making a huge difference in both where people concentrate their economic investments, but also in relieving congestion and providing … a pretty clear path to what our future of surface transportation will be.”

The progressive efforts for modern, sustainable redevelopment with a nod to the rich histories of both cities stand out in states that are known to be among the most politically conservative in the country. That could help Oklahoma City residents be more willing to look to Salt Lake City for direction, Becker said.

“On the other hand, our urban issues aren’t ideological. We want a vibrant core to our region,” Becker said. “We want a very active downtown. We want a place where people want to come and do things and live and play and work.”

Learn about Utah Transit Authority: http://www.rideuta.com/