Oklahoma Statewide Freight and Passenger Rail Plan

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Executive Summary Oklahoma’s Passenger Rail Passenger services For purposes of state rail plans, passenger rail does not include urban systems, such as light rail. Passenger rail services are broadly categorized as • Conventional intercity rail service—These are medium- and long-distance trains that operate between towns and cities across the country with maximum train speeds of 79 miles per hour. Conventional intercity services operate over lines owned by freight railroads. • High-speed intercity rail service—Although prevalent in Europe and Asia, currently the only high-speed rail service in the U.S. is on the Northeast Corridor between Washington and Boston. Most of that corridor is rated at 125 miles per hour with 150 miles per hour over selected segments. High-speed rail services generally require tracks that are separate from slower freight operations for safety and efficiency. • Commuter rail—Service normally connects urban cores with suburban locations. The services are heavily concentrated during the morning and evening work commutes when travel is the highest. Currently, 24 commuter rail services operate in the U.S. Intercity passenger rail services were once provided by private railroads. As part of an effort to remedy the financial problems that the railroads were facing in the last half of the 20th century, the federal government relieved the railroads of their passenger service obligations in the early 1970s. In a complex arrangement, Amtrak took over operation of the passenger trains with rights to operate those trains over the tracks of the freight railroads. Oklahoma passenger service Passenger rail service in Oklahoma is provided by the Heartland Flyer with one train per day in each direction between Oklahoma City and Fort Worth, Texas. The service commenced in 1999, following a 20‐year absence of passenger service in Oklahoma. The Heartland Flyer makes station stops in Norman, Purcell, Pauls Valley, and Ardmore before serving Gainesville, Texas, in addition to Oklahoma City and Fort Worth. Connections can be made in Fort Worth to Amtrak’s Texas Eagle, which operates between Chicago and Los Angeles via San Antonio. The Heartland Flyer carried over 81,000 riders in 2010; this represented an 11‐percent increase over 2009. Ridership continued to grow in 2011. The Heartland Flyer operates on tracks owned by BNSF. In 2010, the Heartland Flyer won Amtrak’s President’s Award for its high-quality service. The Heartland Flyer passenger rail operation is funded through two sources—an annual line item state appropriation that goes into the Oklahoma Passenger Rail and Tourism Revolving Fund and House Bill (HB) 1873, passed in 1994, that established a dedicated public transit revolving fund. This passenger rail fund amounted to approximately $1.2 million. ES-10 Oklahoma Statewide Freight and Passenger Rail Plan
Commuter and passenger service development Executive Summary There are three new intercity and high-speed passenger railroad services under evaluation for Oklahoma. The first would extend the existing Heartland Flyer northward to Newton, Kansas, to provide a connection to Amtrak’s Southwest Chief service between Chicago and Los Angeles. A second proposed service would operate in part over the same line as the Heartland Flyer between Fort Worth and Newton; however, the route would extend to Kansas City. This alternative combined with the Heartland Flyer would provide two trains in each direction between Oklahoma City and Fort Worth. Investigation of these potential services is being led by the Kansas Department of Transportation (KDOT) with ODOT and the Texas Department of Transportation (TxDOT) supporting. The third proposal being evaluated is a high-speed rail service between Tulsa and Oklahoma City. This line would connect both of Oklahoma’s million-person urban areas. Initially studied in 2001–2002, a preferred high-speed alignment was identified along the Turner Turnpike. ODOT will be initiating additional studies in 2012. Several other smaller scale initiatives are receiving consideration in Oklahoma to improve passenger services: • The Central Oklahoma Transit and Parking Authority (COTPA)is planning overall fixed-guideway transit improvements for Oklahoma City. Its 2005 Fixed Guideway Study includes the modern streetcar downtown circulator, bus rapid transit, and commuter rail (www.gometro.org/fgp). • Since the 2005 Fixed Guideway Study, further work has been conducted on the modern streetcar downtown circulator. The most recent information on the ongoing planning process can be found at www.letstalktransit.com. • In coordination with the COTPA studies on fixed guideway transit in the Oklahoma City region, the Association of Central Oklahoma Governments (ACOG) has recently published a comprehensive study for an intermodal hub to connect the wide variety of planned transportation options on the edge of the downtown district. The 2011 Intermodal Transportation Hub Master Plan for Central Oklahoma can be downloaded from www.acogok.org/Newsroom/Downloads11/ hubreport.pdf. • In the Tulsa region, the Indian Nations Council of Governments (INCOG) released its comprehensive transit development plan in October 2011. Entitled FastForward, the final report can be obtained at www.fastforwardplan.org. Multimodal passenger rail connectivity As with any mass transportation mode, from local transit to the airline industry, passengers must have the ability to reach their final destinations with a degree of convenience. Consequently, the presence of last mile alternatives is critical to the success of intercity or high-speed passenger rail services. At the Fort Worth end of the Heartland Flyer route, a number of connections are available for transportation around Fort Worth, and the Trinity Railway Express provides a connector to Dallas and its well-developed public transportation network. Current connections May 2012 ES-11
Page 1: Oklahoma Department of Transportati
Page 5 and 6: Foreword Foreword The Oklahoma Stat
Page 7 and 8: Table of Contents Table of Contents
Page 9 and 10: Table of Contents Planned Passenger
Page 11 and 12: Table of Contents Figure 7-1 Transp
Page 13 and 14: Acronyms and Abbreviations Acronyms
Page 15: Acronyms and Abbreviations STRACNET
Page 18 and 19: Executive Summary • Statement of
Page 20 and 21: Executive Summary The State of Okla
Page 22 and 23: Executive Summary highway system. T
Page 24 and 25: Executive Summary A category of mul
Page 28 and 29: Executive Summary in Oklahoma are m
Page 30 and 31: Executive Summary Use the state rai
Page 32 and 33: Executive Summary Funding Explore a
Page 34 and 35: Executive Summary Prepare and disse
Page 36 and 37: Executive Summary Surface transport
Page 38 and 39: Chapter 1 $50 million for state pla
Page 41 and 42: 2. The Railroad Industry OKLAHOMA S
Page 43 and 44: The Railroad Industry • Public Se
Page 45 and 46: The Railroad Industry Figure 2-4 Am
Page 47 and 48: 3. Oklahoma Freight Railroads OKLAH
Page 49 and 50: Union Pacific Railroad Oklahoma Fre
Page 51 and 52: Oklahoma Freight Railroads Class II
Page 53 and 54: Oklahoma Freight Railroads Figure 3
Page 73 and 74: 4. History of Railroad Development
Page 75 and 76: History of Railroad Development in
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History of Railroad Development in
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5. Rail Transportation’s Role in
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Rail Transportation’s Role in the
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Rail Transportation’s Role in the
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Chapter 6 generated 1.1 million ton
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7. Relationship of Oklahoma’s Fre
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Relationship of Oklahoma’s Freigh
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Agriculture Relationship of Oklahom
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Chapter 8 Table 8-1 Oklahoma laws g
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Chapter 8 Oklahoma Highway Commissi
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Chapter 8 Other notable provisions
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Chapter 9 Figure 9-1 State-owned 20
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Chapter 9 railroads to permit contr
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Chapter 9 capabilities that have dr
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Chapter 9 was performed (including
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Chapter 9 Oklahoma Highway-Rail Cro
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Chapter 9 State-owned Rail Infrastr
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Chapter 9 • Oklahoma Railroad Reh
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Chapter 10 Intermodal container/tra
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Chapter 10 Figure 10-1 Bulk translo
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Chapter 10 Table 10-2 Oklahoma rail
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Chapter 10 Table 10-2 Oklahoma rail
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Chapter 10 Figure 10-4 Ardmore Indu
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Chapter 10 Figure 10-5 Mid-America
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Chapter 10 Distance of Oklahoma Spa
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Chapter 10 capacity by 33 percent (
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Chapter 10 Figure 10-9 General dry
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Chapter 10 The Port’s existing ma
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Chapter 10 containers (current Pana
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Chapter 10 access via river, road,
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Chapter 11 Table 11-1 Oklahoma pass
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Chapter 11 Chicago, the trains are
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Chapter 11 Norman, Oklahoma The Nor
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Chapter 11 Gainesville, Texas The G
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Chapter 11 Krum/Denton, Texas Krum
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Chapter 11 Table 11-5 Heartland Fly
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Chapter 11 Table 11-9 Heartland Fly
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Chapter 11 Ticketing is also availa
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Chapter 11 The States of Oklahoma a
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Chapter 11 11-20 Table 11-14 Destin
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Chapter 11 experienced by Amtrak sy
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Chapter 12 earlier departure to Okl
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Chapter 12 Oklahoma City at 12:20 a
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Chapter 12 • Emerging high-speed
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Chapter 12 are for equipment capabl
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Chapter 13 Other security All Class
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Chapter 13 Funding As previously st
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Chapter 13 Corridor history • Cor
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14. ODOT Statewide Freight and Pass
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Safety and Security • Cost-effect
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Chapter 15 South Central HSIPR Corr
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Chapter 16 Use the State Rail Plan
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Chapter 16 Partner with the Waterwa
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Chapter 16 Evaluate potential enhan
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Chapter 17 Table 17-1 ODOT construc
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Chapter 17 Table 17-2 Proposed Clas
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Chapter 17 Table 17-5 Proposed comm
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Chapter 17 Table 17-5 Proposed comm
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Chapter 17 Table 17-6 Proposed indu
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Chapter 17 Additional analysis is n
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Chapter 18 It is significant to not
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Chapter 18 As noted, funding for pr
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Chapter 18 Funding is available for
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Chapter 18 facilities, public freig
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Chapter 18 Future Federal Funding S
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Oklahoma Statewide Freight and Passenger Rail Plan

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