I lived at Lift on a couple of occasions and it was pretty convenient from there but if I lived along the midpoint of the route I would probably never use it.

Anyhow - everyone who had a part in how this route was put together was made well aware of how it was going to struggle. No excuses.

It’s just too slow. They could close a couple streets to cars in DTOKC and make them transit only with bikes and that could speed up the train in some sections. The section along Broadway should be closed to cars with right turns banned to the east and the streetcar could be separated by barriers which could increase speeds.

1 block in OKC is over 600' and then you might still have to walk another block or two to get to a stop. That could be 1800 feet. Then wait 15 minutes when you get there. Faster and as closer just to walk to your destination in most cases.

I agree, I was just pointing the falsity of the OP's statement that you must ride the whole loop. It's slow, wait times are too long, and the tracking isn't ideal, wish we wouldn't've screwed it up like this the first time out.

the system was built with expansion in mind ... but the biggest single issue with it is the IT IS NOT FREE like it should be ..

It would be better if free, but that is not the biggest problem. The route is by far a much bigger problem that means it will likely never be useful as transportation. If you just start walking you can beat the streetcar in most instances. Catering to political interests on the route doomed it. Solutions like speeding up the route are just lipstick on a pig.

^^^^^^^^
As a regular user and a daily viewer, I believe the route issue could be largely solved with the addition of three blocks of track, all on Robinson:


Addition of a cut-off between 11th and 10th
Placing a cut-off between Sheridan and Reno (2 blocks…it’s a super block)

This would allow three independent loops with return stops almost always within a block of each other; the existing “Bricktown” loop, a N-S loop essentially split between Robinson and Broadway (though it would still travel west of MBG and go up Hudson for a bit), and a Midtown circulator loop. You would have to transfer between them to go the length of the route, but times would be far more reliable and would increase rider confidence. That said, you could also simultaneously run a full-route train for those who have time to spare and who don’t want to hop.

While we’re at it I’d also like to see a few do-overs related to curbside parking issues, for instance shifting about 100’ of track further away from curb immediately east of Melting Pot in Bricktown, which is needlessly snug to curb and which causes regular full-route delays when suburban and rural visitors park over the white line.

It's the canal water taxi but on a rail.

I'm sure its useful to a very few niche users but it's really just a gimmick that adds almost no value to anything. If anything its a negative because it creates more car traffic because people are afraid to drive in car lanes that the track is laid on.

Or you could walk 2 blocks over and catch the streetcar going the way you need it to go and have it be a 5 minute ride. :rolleyes:

https://okcstreetcar.com/ride-guide/route-map/

That does assume you're able-bodied. This is a no-go for most with mobility issues.

Even for those who are able-bodied though, that 2 block walk is brutal in the summer heat, or when it's raining/snowing/etc.

I have posted about my issues and solutions in this thread multiple times. But in response to people saying it is a gimmick or novelty "ride".

I live in DD and work in the CBD. Although I walk to work, I am what you would consider a heavy user of the streetcar and I use it as if it is free. I definitely get value out of the current setup. But I agree it could be way better.

I use it as if it is free.

I got asked for my tickets for the first (and only so far) time last week. I don't use it super regularly, but we've been on it several times when we've wanted to explore a couple of different areas.

Really? That is wild. I have tokens purchased in the app from years ago that I have never had to activate. Guessing there was a fare checker on the train? What was most people's reaction when asked for proof of fare?

Really? That is wild. I have tokens purchased in the app from years ago that I have never had to activate. Guessing there was a fare checker on the train? What was most people's reaction when asked for proof of fare?

So I think it was just us? The streetcar was pulling up to the stop as we were crossing the street so we had to run to hop on it before it left. That might have looked suspicious since we hadn't stopped at the ticket machine. Fortunately, I had a couple of tickets ready to redeem on the app if needed (thanks to a suggestion by, I think, you). He seemed surprised I had it.

I have only been asked one time for a ticket but I buy a ticket every time because I want my trip counted in the usage.

I think usage numbers are counted via sensing the people passing through the doors.

I want to see passengers versus fares purchased. I would bet the fare purchasing is at an all time low right now. There is also no way to tell if a passenger going in and out purchased a multi-trip pass (day, month, year) pass. So that data probably isn't that useful now that I type it out.

What happened to the poster that was heavily involved in the route design? I’d be curious in his thoughts on the route now. Wasn’t it Urban Pioneer or something like that? To me, one of the things I don’t get (aside from the pointless route) is not running it down the middle of Broadway (and other streets like in Salt Lake City). I also can’t believe we haven’t connected OU Health to downtown via the streetcar.

Again, give something back to those who supported the MAPS 3 $777 million initiative that funded the streetcar--make it FREE for a two year period and study the results.

We aren't collecting enough in fees to justify having streetcars with less than 5 riders per streetcar circulating around in our city. If you want to see the modern streetcar transit expanded (routes), lets get some hips in those seats.

What happened to the poster that was heavily involved in the route design? I’d be curious in his thoughts on the route now. Wasn’t it Urban Pioneer or something like that? To me, one of the things I don’t get (aside from the pointless route) is not running it down the middle of Broadway (and other streets like in Salt Lake City). I also can’t believe we haven’t connected OU Health to downtown via the streetcar.

At the time I suggested every single committee member, consultant, elected official, and civic leader that approved this route have their name etched in stone on a monument so no one would forget who was involved.

Again, give something back to those who supported the MAPS 3 $777 million initiative that funded the streetcar--make it FREE for a two year period and study the results.

We aren't collecting enough in fees to justify having streetcars with less than 5 riders per streetcar circulating around in our city. If you want to see the modern streetcar transit expanded (routes), lets get some hips in those seats.

100% yes. It probably costs more to collect the fare then they collect in fare. I would be happy keeping the $1 fare but giving family passes to anyone that has a water bill with an OKC address.

Next step would be to start eliminating the couplet design in phases by adding more track along existing corridors.

What happened to the poster that was heavily involved in the route design? I’d be curious in his thoughts on the route now. Wasn’t it Urban Pioneer or something like that? To me, one of the things I don’t get (aside from the pointless route) is not running it down the middle of Broadway (and other streets like in Salt Lake City). I also can’t believe we haven’t connected OU Health to downtown via the streetcar.

All in my opinion...

Anyone who watched the process closely and went to meetings would know that the process quickly got affected by political influences on the outside consulting firm. The closer it came to writing checks and laying tracks the more power seemingly was taken from the MAPS committee (all citizen volunteers) and given to the consultancy firm. The consultants offered 3 routes and the committee was only given the power to select the best route from those 3. All options were bad in my opinion. They didn't have much of a choice as 2 options were complete losers, and the "Zeta" route was the least bad and at least offered some future flexibility to fix mistakes. I won't speak for the subcommittee members but as someone who was relatively close to several of them at the time, my off-the-record impression would be they were unhappy with the proposals from the consultant and didn't have the power to sway it any further. It's been probably 10 years now, but it felt like they were caught off guard by the proposals and not given much of an opportunity to address concerns. It felt like it was a "here are your options, tell us next month which one you decide on" type thing. I personally feel that the consultancy firm did not actually address the subcommittee's desires, and instead went for a route that would connect as many landmarks as possible within the budget, so as to appease the Chamber of Commerce. They viewed it as a landmark connector, and not a transit system. There were many outside, behind-the-scenes influences such as large corporations, political opponents, and civic leaders. All of those shaped the system that was ultimately presented to the subcommittee.

Early on it felt like they were trying to do a spine L system. Reno or Sheridan from Bricktown connecting to a double track spine on Broadway thru AA with a phase 2 of getting to 23rd street. There were hopes that OUHSC area would get federal funding for a branch line up Oklahoma Ave thru DD or on 6th across the highway. Clearly what was built didn't reflect the original intentions or desires of the subcommittee members, in my opinion. They sought a Phase 1 which would be easily expanded north to 23rd, south on shields, and east and west on reno. After the consultant was swayed by every interested party that L spine turned into a big Figure 8 of connecting the dots.

All that might be true but the committee members that were here on OKCTalk argued for the couplet layout...vigorously. If there was any opposition to the consultants or Larry Nichols it sure wasn't made public

Not enough of you are talking about the Fixed Guideway study along with the OkGo plan that came out a few years after the MAPS vote. If that overall vision is tossed, then the Streetcar's value will never make sense. Not enough money existed in the MAPs budget to install the Streetcar and it provide much value as a transit vehicle largely because OKC downtown has too many pockets and not enough concentration along any given route. Couple that with OKC's general unwillingness to impede automobile transit, and there's no way this thing is set up for success.

If you run the street car to Capitol Hill and the Classes Curve/CHK area, the current route all of the sudden makes a ton of sense.

That this only made sense as a starter for a bigger syatem was talked about ad nauseam in this thread a decade ago before routes were even presented.

I will say whenever I have my parents or extended family visit, they love riding the streetcar to the point where they'll just like to get on to do a complete loop, then get off at the same spot--so I think that aspect of "amusement park ride" is going to be part of the street car in that it has some level of pizzazz that a bus doesn't provide (think San Fran's cable car or even the OKC Canal). Not to say that practicality/usability shouldn't be a priority, as that is what locals want, who have the potential to be a large userbase. Per Teo's comment, I don't see the Streetcar reaching a high level of practicality until more urban development (i.e. Classen Marquette and two new Midtown office buildings built right on the route, and a commuter rail to bring people downtown without cars) and an expanded Streetcar network occur. That said, I do think the Downtown loop can be improved by continuing south either on Robinson or E.K. Gaylord (to have it go by the Amtrak station, and that detour rail is already there) and not go into Bricktown. Would require running the Bricktown loop more.

Obviously I am not an urban planner, so take the design I did for fun with a grain of salt, but some grand system like shown below would make all the big downtown districts accessible and connect many of the surrounding neighborhoods, which would likely see much higher usage, especially if a commuter rail is assumed to exist. (This design assumes that all the new routes are double-railed/both ways and that true rapid buses run down Reno, N 23rd, Shields, Eastern, and May). Now if such expansions would be worth the cost or if any of these route are realistic, that's a whole other debate. But it's fun to think of what could be.

17976

I think a line that ran down sheridan to western area, south through farmers market, over exchange to stockyards and then out 15th to meridan and then south to airport would make sense on tying in several districts (3 of 4 if you consider meridian hotel area a district) and ties in airport.

(full disclosure that I am a stakeholder on Sheridan but still think it makes most sense)

While I know this is an overly simple route, I would have loved one line that ran North/South on Walker from from SW 25th to NW 29th. This would cover Capitol Hill, Scissortail Park/Convention Center, Myriad Gardens, Central Business District, Bombing Memorial, Midtown, Uptown, and Paseo. Then you run an East/West line on Reno Ave from Klein Ave to Eastern Ave that covers Farmers Market, Scissortail, Myriad Garden, Amtrak, Bricktown, Greyhound Station, FAM/OKANA. Those two routes would actually move people efficiently far enough distances to make the streetcar useful. Moreover, there's a ton of development opportunities along the line for those that think of the streetcar as an economic engine. I also think those routes would be really successful.

While I know this is an overly simple route, I would have loved one line that ran North/South on Walker from from SW 25th to NW 29th. This would cover Capitol Hill, Scissortail Park/Convention Center, Myriad Gardens, Central Business District, Bombing Memorial, Midtown, Uptown, and Paseo. Then you run an East/West line on Reno Ave from Klein Ave to Eastern Ave that covers Farmers Market, Scissortail, Myriad Garden, Amtrak, Bricktown, Greyhound Station, FAM/OKANA. Those two routes would actually move people efficiently far enough distances to make the streetcar useful. Moreover, there's a ton of development opportunities along the line for those that think of the streetcar as an economic engine. I also think those routes would be really successful.

Agree 100%

Fund streetcar alterations along with the New NBA arena and Bricktown canal extension.

While I know this is an overly simple route, I would have loved one line that ran North/South on Walker from from SW 25th to NW 29th. This would cover Capitol Hill, Scissortail Park/Convention Center, Myriad Gardens, Central Business District, Bombing Memorial, Midtown, Uptown, and Paseo. Then you run an East/West line on Reno Ave from Klein Ave to Eastern Ave that covers Farmers Market, Scissortail, Myriad Garden, Amtrak, Bricktown, Greyhound Station, FAM/OKANA. Those two routes would actually move people efficiently far enough distances to make the streetcar useful. Moreover, there's a ton of development opportunities along the line for those that think of the streetcar as an economic engine. I also think those routes would be really successful.

Politically. There is about 0 chance getting the street car built from 13th-23rd on Walker.

Those neighborhoods would never let that happen. Then or now.

Politically. There is about 0 chance getting the street car built from 13th-23rd on Walker.

Those neighborhoods would never let that happen. Then or now.

You're probably right, but you don't even have to have stops in those neighborhoods if the NIMBY opposition is strong. You could just have stops on 13th and 23rd. Of course, I'd dream of having a stop in my neighborhood if I lived there, but I know most people with wealthier homes are accustomed to transportation systems increasing class and racial segregation so as to isolate them to in more homogenous neighborhoods. The same thing happens in Dallas where wealthier neighborhoods north of downtown have fought tooth and nail against the DART, buses, or even sidewalks being built. I just wish this attitude was at least isolated to more distant suburbs, not older neighborhoods in the core.

I remember Sid Burgess suggesting that route. While it would likely be the most successful route we could have done, I honestly don't think it would be substantially more successful than the current route.

The longer I live here, the more I think we're 20 years away from being able to institute any sort of effective transit system. We need more bodies concentrated between Portland and Lincoln, Memorial and SW 29th. If we could add 200,000 residents in that area over 20 years, we'd be able to come up with a much more comprehensive system that gets regular utilization.

I remember Sid Burgess suggesting that route. While it would likely be the most successful route we could have done, I honestly don't think it would be substantially more successful than the current route.

The longer I live here, the more I think we're 20 years away from being able to institute any sort of effective transit system. We need more bodies concentrated between Portland and Lincoln, Memorial and SW 29th. If we could add 200,000 residents in that area over 20 years, we'd be able to come up with a much more comprehensive system that gets regular utilization.

I pretty much agree with the second paragraph of this comment. I’m on Round Two of living in the Paseo, and my calculus has basically never changed from walking anywhere under a mile and driving anywhere further away. Our roads simply are not heavily trafficked enough to justify a different decision-making process.

I wouldn’t even say the roads aren’t trafficked enough to make walking or taking transportation more appealing. For me, as someone that needs little justification to walk or take public transit, the infrastructure for anything besides a personal vehicle just isn’t worth the effort in most situations. As is, it’s more appealing to take public transit if you live 15-25 minutes from city center than if you live in the core itself and even that’s only in very specific situations.

I pretty much agree with the second paragraph of this comment. I’m on Round Two of living in the Paseo, and my calculus has basically never changed from walking anywhere under a mile and driving anywhere further away. Our roads simply are not heavily trafficked enough to justify a different decision-making process.

Yeah, but this also like not building a bridge because people aren't swimming across the river. I disagree with the notion that a streetcar with a good route would fail. It's not going to be the NYC subway, but I think a better route could [obviously guessing here] triple its ridership. Of course, this I say this as someone who doesn't own a car. Maybe I'm overoptimistic that other people would prefer to live without one.

Yeah, but this also like not building a bridge because people aren't swimming across the river. I disagree with the notion that a streetcar with a good route would fail. It's not going to be the NYC subway, but I think a better route could [obviously guessing here] triple its ridership. Of course, this I say this as someone who doesn't own a car. Maybe I'm overoptimistic that other people would prefer to live without one.

I know I would love to live without a car, but even if so, a 4.5 mile track of Street Car probably wouldn't regularly fit into my plans unless I happened to live right on the route and need it for work.

The point I made above about extending the system North to South still hinges on a quality local bus system to collect people withing a few miles of the outside area and then dropping them off timely for a transfer to the Street Car. So if you live @ Villa & 63rd, you need to be collected, taken to NWX/Classes, transfer to street car and then wait for the right line to ensure you don't end up somewhere you don't intend to go.

Like, that's doable, but at some point the 30-45 minutes you'd lose on each of those trips just isn't worth not owning the car.

I think the Streetcar in it's current format could also get some major improved ridership just from an Edmond to Norman BNSF route.

I know I would love to live without a car, but even if so, a 4.5 mile track of Street Car probably wouldn't regularly fit into my plans unless I happened to live right on the route and need it for work.

I agree with your point that a streetcar wouldn't fundamentally change transportation for most people, but people like me would at least have the option of choosing to live near a stop and use it regularly. I know that it's a small minority who would do that, but in the simple N/S route I proposed, you could live near Paseo, Uptown, or Midtown and use the streetcar to get downtown (and connect to Amtrak) reliably and quickly. That makes it viable for enough areas that some people will choose to take it up. I suspect the streetcar has very few current riders who actually use it for transporation.

I haven’t posted in this thread in a some time but a refresher the SC is a massive failure. We need to cut our losses and pave over it like we did for the last 2 SC’s in our history. Here’s my overiding opinions (yes, opinions and may not mesh with others):

- We are a car city and trying to force people to something that is static and not flexible. You can’t pick up lines and move them. Yet as city grows the existing route is more and more antiquated. Due to 235/40 the only way to grow is west and north. And the SC should have been a tic tac toe design. Should have had 2 east west routes with double tracks and 3 north/south routes with double tracks. Then they go back and forth on same track and are faster, thus can move people faster. One of the E/W tracks should have included medical district, so many potential lunch and after work potential was lost from thousands of highly paid workers. TTT design would have been easier to manage and get places. Would have been easier and cheaper to make an extended spur as well. Closed loop system is just not doable unless tourist with ample time to waste. Free or not its never going to work, we wasted our money once lets not waste more by expanding it.

- Now, I always offer suggestions and had stated this years ago. Since we are a car city (roads vs rail) we could have taken the SC money and had one of the best central city bus systems around. Could have purchased 50 to 100 smaller luxury vans and flooded the central city with them on fast schedules. Could have made them free since we all paid for MAPS anyways. Then could have had outer city buses added to get to where central city buses are. For the cost of SC we lost out on that chance. Micro lux vans can get in/around downtown so much easier than those giant buses we have now. Imagine businesses paying to putting ad signs on them too, knowing they can move people to their business. Imagine medical district if all these micro vans can move them fast to downtown for lunch stopping at eating places. Or event nights you can flood downtown with more.

Thats the short version. And heck, could have paired up with Canoo to get rechargable vans at discount to help showcase Canoo working. OKC had a chance to be a model for micro buses and how much easier it is for them to move around downtown. We are stuck on SC and giant unfilled buses instead. We are trying do too many models now and MAPS is getting long in the tooth plus all this talk of new stadium, if true that means no money for other projects. Now we will spend a yearly fortune just to keep high cost SC system workng. As it ages the costs skyrocket for replacement cars.

I think we missed an opportjnity to do something great with micro lux vans. If trips are faster you then don’t need those giant monster buses in central city.

Again, my opinion amd some may not like it, some will. I hope we make wise choices going forward.

I was just in Buffalo and they have a dual track streetcar line that is free downtown (it extends farther, but is not free all the way). It seemed quite popular

in no way should the streetcar be paved over, again, like the mistake OKC made of history.

If you really LOOK at history, you'll notice the streetcars were successful because they went somewhere, bringing people to and from downtown. THAT is why the streetcar isn't as successful (I don't call it a failure), if it were free, already had residential density, and/or had a spine, it would be very successful. This current iteration was meant to help spur downtown development, plain and simple, as people on here have said many times. It was meant to be expanded, and THAT's what we need to do for it and transit in OKC in general to be successful.

So, instead of paving over the tracks like transit haters always like to bring up, we need to add more track building reliable spine EW and NS and extensions into the rest of the inner city. Furthermore, we need the Commuter Rail and Bus options going into the suburbs from the also need to be realized Santa Fe Multimodal Hub.

Build this out and tell me it wont be a success.

I haven’t posted in this thread in a some time but a refresher the SC is a massive failure. We need to cut our losses and pave over it like we did for the last 2 SC’s in our history. Here’s my overiding opinions (yes, opinions and may not mesh with others):

- We are a car city and trying to force people to something that is static and not flexible. You can’t pick up lines and move them. Yet as city grows the existing route is more and more antiquated. Due to 235/40 the only way to grow is west and north. And the SC should have been a tic tac toe design. Should have had 2 east west routes with double tracks and 3 north/south routes with double tracks. Then they go back and forth on same track and are faster, thus can move people faster. One of the E/W tracks should have included medical district, so many potential lunch and after work potential was lost from thousands of highly paid workers. TTT design would have been easier to manage and get places. Would have been easier and cheaper to make an extended spur as well. Closed loop system is just not doable unless tourist with ample time to waste. Free or not its never going to work, we wasted our money once lets not waste more by expanding it.

- Now, I always offer suggestions and had stated this years ago. Since we are a car city (roads vs rail) we could have taken the SC money and had one of the best central city bus systems around. Could have purchased 50 to 100 smaller luxury vans and flooded the central city with them on fast schedules. Could have made them free since we all paid for MAPS anyways. Then could have had outer city buses added to get to where central city buses are. For the cost of SC we lost out on that chance. Micro lux vans can get in/around downtown so much easier than those giant buses we have now. Imagine businesses paying to putting ad signs on them too, knowing they can move people to their business. Imagine medical district if all these micro vans can move them fast to downtown for lunch stopping at eating places. Or event nights you can flood downtown with more.

Thats the short version. And heck, could have paired up with Canoo to get rechargable vans at discount to help showcase Canoo working. OKC had a chance to be a model for micro buses and how much easier it is for them to move around downtown. We are stuck on SC and giant unfilled buses instead. We are trying do too many models now and MAPS is getting long in the tooth plus all this talk of new stadium, if true that means no money for other projects. Now we will spend a yearly fortune just to keep high cost SC system workng. As it ages the costs skyrocket for replacement cars.

I think we missed an opportjnity to do something great with micro lux vans. If trips are faster you then don’t need those giant monster buses in central city.

Again, my opinion amd some may not like it, some will. I hope we make wise choices going forward.

Summing this opinion up shorter: OKC is a 'car city' so we should never have fixed transit.

OKC wasn't always a 'car city'. OKC was MADE INTO becoming a car city just as many other major cities have been;

no reason why OKC can't have good transit - especially in the core central city area.

The real solution to this are street car lines along corridors where people would use. So downtown up MLK to the Adventure district, A line from downtown up Classen to Penn square another one, another line from downtown through capitol hill to OCCC. Along with a 23rd street line going from MLK to May, a NW 10th line going past the Fair grounds to OSU OKC, and finally a SW 44th line. Each of these corridors would get use and they wouldn't be gimmicky it wouldn't be something people only take when they fly in for a few days and don't want to rent a car. It would be something people to work, school, grocery store, church, or to go out drinking, etc. Add in some NW Expressway, S Shields and Memorial Road BRT then it's possible for more people to actually use it.

Like the plan, Cocaine.

Only problem, the streetcar wasn't intended for city-wide transit or to replace Embark bus service. The Streetcar was to be a shuttle service among Bricktown, Downtown and Midtown.

You want to see the ridership increase. Make it free for one year.

Like the plan, Cocaine.

Only problem, the streetcar wasn't intended for city-wide transit or to replace Embark bus service. The Streetcar was to be a shuttle service among Bricktown, Downtown and Midtown.

You want to see the ridership increase. Make it free for one year.

street car to 63rd street up classen is part of the long term plan and should have been part of maps 4

...
You want to see the ridership increase. Make it free for one year.

And promote the hell out of it everywhere you can - all social media, flyers, city PR people mentioning it every time they can (in every format - TV, print, social media) for any major event anywhere close to a stop, etc.

street car to 63rd street up classen is part of the long term plan and should have been part of maps 4

It's wasn't.

So it's time to move on--trouble shoot and fix the system we have before investing more than 6.9 miles of extra track that will cost more than the current $57.2 million it cost to lay 4.6 miles of track.

Step 1 has to be to fix the current route. We can't keep building on a shaky foundation. Start with 0.65 miles of new track to get bi-directional travel through AutoAlley.

Thought I been the streetcar thread back to life. What have the numbers been lately. Have they increased with conventions in town over the summer. Still always empty before thunder games. Even opening night with a down pour I saw people walking in the rain while I sat on an empty street car.

I'm looking forward to trying out the streetcar next weekend. My wife and I are staying at the Omni for the weekend and my plan was to utilize it.

It's also usually sponsored in December to provide free rides, at least on the weekends. Haven't heard anything about this year yet.

someone told me that if you park in the convention center parking garage, your parking ticket works as a street car ticket for the day.... can someone confirm this?

someone told me that if you park in the convention center parking garage, your parking ticket works as a street car ticket for the day.... can someone confirm this?

OKC Streetcar (embarkok.com) (https://www.embarkok.com/streetcar/park-and-ride-free)


Simply, park in one of our garages and your parking receipt is your ticket for two to ride the streetcar for FREE all day!
Did you know that EMBARK has four public garages along the loop that are open 24/7. And now, when you park in one of our garages your parking receipt is your ticket to ride the streetcar for FREE all day! Each parking receipt is valid for two people to ride for FREE for 24 hours from the time of parking.





The Garages are:

* The Arts Garage
* The Sheridan Walker Garage
* The Century Center Garage
* The Convention Center Garage

someone told me that if you park in the convention center parking garage, your parking ticket works as a street car ticket for the day.... can someone confirm this?

correct ... and IIRC it is this way for all CITY owned garages

It's also usually sponsored in December to provide free rides, at least on the weekends. Haven't heard anything about this year yet.

I forget where I saw it it, but it is again free on weekends through Christmas.

It is still often empty when I see it go by, but on occasion it'll go by and be quite full with people. Always a nice surprise.

I forget where I saw it it, but it is again free on weekends through Christmas.

It is still often empty when I see it go by, but on occasion it'll go by and be quite full with people. Always a nice surprise.

Thanks, Downtown in December has it on their page:
https://downtownindecember.com/streetcar/

a glass half full view could be that the streetcar is currently meeting demand. We have how many trains, 6? So if some are full and others/most are not, then we're meeting demand.

as downtown continues to grow in both population and venues, and people get more used to taking transit while downtown and certainly once the RTA implements commuter rail/bus, We'll start to see more respectable numbers.

One improvement I've noticed is the cars skip stops if there's no request or waiting passengers.

Streetcar and the NW RAPID bus will be free throughout December. With the cold weather, it's a great way to try out these transit options.

So are there numbers out there. How did say October compare to October last year without the convention center open?

Also just got tickets to the Thunder game Saturday. I usally park on the street since it's free after 6 when I got to games. This game is 4 pm and I 'll probably go somewhere to eat ahead of time and watch the end of the Mich/OSU football game. Any places that I could park for free and take the streetcar in. Maybe somewhere in Midtown or automobile alley?

Also just got tickets to the Thunder game Saturday. I usally park on the street since it's free after 6 when I got to games. This game is 4 pm and I 'll probably go somewhere to eat ahead of time and watch the end of the Mich/OSU football game. Any places that I could park for free and take the streetcar in. Maybe somewhere in Midtown or automobile alley?

Isn't street parking free on weekends?

Isn't street parking free on weekends?

Yup, from www.embarkok.com:
The meters are currently in effect and enforced from 8 am - 6 pm, Monday through Friday with the exception of some holidays.

Oh Thanks everyone I though Saturday was still a day I had to pay.

Yup, from www.embarkok.com:
The meters are currently in effect and enforced from 8 am - 6 pm, Monday through Friday with the exception of some holidays.






And your mileage my vary, but I don't think the meter maids work after 4:30/5:00, anyway.

And your mileage my vary, but I don't think the meter maids work after 4:30/5:00, anyway.

I get to Thunder games about 5:30 and I'll sometimes sit in my car until about 5:45 just to make sure and I have never seen a meter maid. It wasn't that case when I moved here in 2012 and went to a few games. One guy I talked to said he got a ticket at 5:59. Around 2014 2015 I saw one walking around about 5:45 writing tickets. However since than never seen one. I remember when you had to put a sticker on your windshield. As I would walk to games or to bricktown to eat before the games and I would look too see who had stickers. I would say probably 40 to 50 percent of the cars around the park never had stickers. If I go to eat before the game and try to find a spot to park around 5 pm I always have a hard time. I always think to myself how many of these people have really paid. With the newer system you think it would be easier for them just to drive down the street and check license plates to see if it's in the system