HomeMy WebLinkAbout6.k. Approval of Resolution of Support for Cedar Avenue Transitway Implementation Plan Update
EXECUTIVE SUMMARY
City Council Meeting: October 6, 2015
AGENDA ITEM: Approval of Resolution of Support for
Cedar Avenue Transitway
Implementation Plan Update
AGENDA SECTION:
Consent
PREPARED BY: Kim Lindquist, Community Development
Director AGENDA NO. 6.k.
ATTACHMENTS: Resolution, Executive Summary Cedar
Avenue Transitway Implementation Plan Update
APPROVED BY: ddj
RECOMMENDED ACTION: Motion to approve attached Resolution
SUMMARY
The County along with its transit partners has been working to update the Cedar Avenue Transitway
Implementation Plan Update. While the City of Rosemount is not directly located on the Transitway,
Rosemount residents benefit from the transitway services. Therefore the City is interested in future upgrades
to the system. The County has asked communities who participated in the update to provide a resolution of
support for the draft Plan prior to consideration by the Dakota County Regional Railroad Authority
scheduled in early November.
The IPU details updates future capital expenditures associated with the Red Line. The Plan recognizes new
population, employment projections, and modifications in land use. The goals for the Cedar Avenue
Transitway were revised:
Goal 1: Provide a variety of safe, reliable, and attractive bus transit services in the corridor.
Goal 2: Improve mobility and accessibility within the Cedar Avenue Transitway.
Goal 3: Identify improvements that are cost-effective and well-positioned for implementation.
Goal 4: Enhance and promote transit oriented development that is compatible with community goals and
helps increase ridership
The Plan moves from scheduled improvements to timing improvements to established investment
thresholds. The attached Executive Summary lists the anticipated capital improvements and potential
funding allocation.
RECOMMENDATION
Rosemount is not located along the Cedar Avenue Corridor but its residents benefit from the services
provided within the Transitway. The City had participated in the update to the Implementation Plan and
such; County staff has requested that the City Council support the modified Plan. Staff is comfortable
recommending support and recommends approval of the attached resolution.
CEDAR AVENUE TRANSITWAY
Implementation Plan Update
EXECUTIVE SUMMARY
JULY 2015
CITY OF ROSEMOUNT
DAKOTA COUNTY, MINNESOTA
RESOLUTION 2015 -
A RESOLUTION SUPPORTING THE CEDAR AVENUE TRANSITWAY
IMPLEMENTATION PLAN
WHEREAS, the Dakota County Regional Railroad Authority (Authority) is responsible for leading the
ongoing planning and development of the Cedar Avenue Transitway as agreed upon in a memorandum
of understanding between the Authority, the Minnesota Valley Transit Authority, and the Metropolitan
Council; and
WHEREAS, the Authority developed an initial Implementation Plan for the Cedar Avenue
Transitway in 2005 to direct the development of facilities and services for the Cedar
Avenue Transitway; and
WHEREAS, the Authority updated this Implementation Plan in 2011; and
WHEREAS, the Authority has conducted a further update in 2015 to further reassess
service needs and implementation schedule; and
WHEREAS, the Authority sought guidance for this Implementation Plan Update through
a Technical Advisory Committee consisting of staff from cities, counties and service
operators along the transitway; and
WHEREAS, the Authority engaged officials from local, county and state agencies through
a series of policymaker workshops to guide the Implementation Plan Update process; and
WHEREAS, the Authority provided multiple opportunities for public and agency
participation and involvement; and
WHEREAS, the Implementation Plan Update has resulted in further direction in planning,
funding and scheduling improvements to the Cedar Avenue Transitway.
NOW, THEREFORE, BE IT RESOLVED that The City of Rosemount supports the
findings and recommendations of the Cedar Avenue Transitway Implementation Plan Update.
ADOPTED this 6th day of October, 2015, by the City Council of the City of Rosemount.
_________________________________
William H. Droste, Mayor
ATTEST:
___________________________________
Clarissa Hadler, City Clerk
Draft 2015 IPU i
In 2013, the Twin Cities metropolitan area’s first bus rapid
transit (BRT) line, the METRO Red Line, began service
between the Mall of America Station and the Apple Valley
Transit Station on the Cedar Avenue Transitway. The
implementation of the METRO Red Line was the outcome of
years of planning led by the Dakota County Regional
Railroad Authority (DCRRA) and partners to identify the best
transit alternative to
serve the needs of the
growing south metro
communities of
Burnsville, Eagan, Apple Valley, and Lakeville in Dakota
County.
The purpose of this 2015 Implementation Plan Update (IPU)
is to identify serice and facility improvements that address the
many changing conditions in the corridor and in the region.
These changes include recent updates to forecasted
employment growth, population growth, and land uses, which
provide an opportunity to reassess the demand for transit
service around the Cedar Avenue Transitway. Regionally,
Counties Transit Improvement Board (CTIB) project funding
eligibility and Metropolitan Council Regional Solicitation
project prioritization and selection have also changed, which
impacts the availability of these funds for the Cedar Avenue
Transitway.
As part of the current IPU, goals for the Cedar Avenue
Transitway were revised. Each goal was developed in
tandem with evaluation measures, thresholds, and other
progress indicators to help establish priorities and meet
performance goals. The revised goals are:
Goal 1: Provide a variety of safe, reliable, and attractive bus
transit services in the corridor.
Goal 2: Improve mobility and accessibility within the Cedar
Avenue Transitway.
Goal 3: Identify improvements that are cost-effective and
well-positioned for implementation.
Goal 4: Enhance and promote transit oriented development
that is compatible with community goals and helps increase
ridership.
What is Bus Rapid Transit?
Bus rapid transit (BRT) provides
fast, frequent, all-day transit
service. BRT stations include
premium customer amenities
similar to light rail transit (LRT)
stations, including radiant on-
demand heat, ticket vending
machines, and real-time NexTrip
customer information signage.
Draft 2015 IPU ii
The 2010 IPU identified capital investments in the Cedar Transitway by stage and an associated
year. The 2015 IPU moves away from identifying project by year, but rather by when
investments meet the established investment thresholds. As part of revising the goals for the
Cedar Transitway, evaluation measures were developed to establish priorities and meet
performance goals. In particular, 2040 Red Line station boardings and cost-effectiveness were
used to prioritize and identify which stages each investment would be made.
The following table identifies future capital investments for the Cedar Avenue Transitway. The
capital investments are grouped into various stages that are a result of currently programmed
projects, as well as the outcome of the technical evaluation completed for this IPU. Estimated
timeframes were developed for the various stages. These actual timeframes will be dependent
on when thresholds are met for the identified evaluation measures.
Capital Investments Stages Cost
Estimates 1 2 3 4 5
2010-
2015
2015-
2020
2020-
2025
2025-
2030
2030-
2040
Stage 1: Existing Cedar Avenue Transitway Elements
Mall of America Station X
$110,000,000
Cedar Grove Station X
140th Street Station X
147th Street Station X
Apple Valley Transit Station X
Runningway: Bus Shoulder and
Highway Improvements X
Vehicle Purchase (7 40-foot, low-floor
buses - 2013) X
STAGE 1 TOTAL: $110,000,000
Stage 2: Currently Programmed Improvements
Mall of America Station Improvements X $6,700,0001
Cedar Grove Online Station2 X $13,300,000
Apple Valley Transit Station Expansion X $8,200,000
Bicycle and Pedestrian Improvements X $100,000
1 Red Line portion of Mall of America Station cost.
2 Investments are also being made to support and not preclude future MnPASS investment on the Cedar
Avenue Transitway.
Draft 2015 IPU iii
Capital Investments Stages Cost
Estimates 1 2 3 4 5
2010-
2015
2015-
2020
2020-
2025
2025-
2030
2030-
2040
Corridor-wide Station Area Planning (11
Stations – All existing and proposed
stations, excluding MOA Station)
X $100,000
per station
Detailed study of Palomino, Cliff, Cedar
Grove and TH 77 Managed Lane
Concepts
X $500,000
STAGE 2 TOTAL: $29,900,000
Stage 3
Cliff Road Inline Station
Includes METRO Red Line Station X $2,600,000
Palomino Online Station and Park and
Ride
Includes METRO Red Line Station
Includes new park and ride facility
with capacity for 700 vehicles
X $32,000,000
Bicycle and Pedestrian Improvements X $100,000
METRO Red Line Vehicle Replacement
(7 vehicles in 2025) X $4,100,000
Update Cedar Transitway IPU X $400,000
STAGE 3 TOTAL: $39,200,000
Stage 4
Lakeville Cedar Station
Includes interim terminal station
and potential layover facility with
offline station METRO Red Line
and local/express platforms in
existing Park and Ride
X $2,800,000
Park and ride capacity expansion in
Northern Apple Valley or Eagan
Location to be determined as part
of stage 2: Detailed study of
Palomino, Cliff, Cedar Grove and
TH 77 Managed Lane Concepts
X $9,300,000
Technology (TSP, Fiber) X $2,900,000
Draft 2015 IPU iv
Capital Investments Stages Cost
Estimates 1 2 3 4 5
2010-
2015
2015-
2020
2020-
2025
2025-
2030
2030-
2040
Bicycle and Pedestrian Improvements X $100,000
STAGE 4 TOTAL: $15,100,000
Stage 5
215th Street Station -
Includes new terminal station offline
platform, dedicated bus turnaround,
layover bays, and a 500 sq. ft.
driver support facility
Current park and pool is converted
to park and ride. No expansion of
park and ride is included.
X $3,000,000
Red Line BRT Vehicle Purchase (2) X $1,200,000
Storage and Maintenance Facility
Allowance (Red Line and Local/Express
vehicles)
X $470,000
Technology (TSP, Fiber) X $3,500,000
Bicycle and Pedestrian Improvements X $100,000
STAGE 5 TOTAL: $8,270,000
STAGE 2 -5 TOTAL: $92,470,000
As a result of the technical evaluation, there were several projects that did not meet the threshold
criteria for implementation within 2040 time horizon. While these projects were not assigned a
stage within the 2015 IPU, the priority of these projects could shift to another stage if conditions
change during future planning processes, including the next update of the IPU after 2020. These
projects include:
147th Street Station Pedestrian Bridge
161st Street Station
Glacier Way Station
195th Street Station
Bicycle and Pedestrian Improvements associated with 161st Street, Glacier Way and
195th Street stations
Additional local and express vehicle purchase (up to 12 vehicles)
TH 77 MnPASS Investment
Draft 2015 IPU v
Funding Sources
Capital Funding
Future stages of the Cedar Avenue Transitway are
anticipated to be funded by a mix of federal, state, CTIB,
Dakota County Regional Railroad Authority, regional,
and municipal sources, continuing the general structure
of partnership between multiple levels of government
from Stage 1. Project sponsors will seek to maintain the
split of 30 percent federal, 30 percent state, 30 percent
CTIB, and 10 percent county/local funding for future
Cedar Avenue Transitway projects. For local/express
project costs, a split of 45 percent federal, 45 percent
state, and 10 percent county/local funding will be
targeted.
Operating Funding
CTIB adopted a resolution in 2008 committing to fund 50 percent of transitway net operating
subsidies for five transitways, including new and expanded Cedar Avenue BRT. The funding plan
considers one-half of Red Line operations and maintenance costs, excluding fares and other
system-generated revenues, to be committed funding from CTIB for Stage 1 and beyond. The
remainder of net operations and maintenance expenses for Stage 1 are considered to be
committed by the Metropolitan Council from the agency’s motor vehicle sales tax and other
revenues for ongoing operation of existing services.
For METRO Red Line and local/express net operating subsidies in Stage 2 and beyond, which
are not covered by CTIB, revenues from the motor vehicle sales tax and other funds from the
Metropolitan Council are considered to be the planned funding source.Stage 3- Stage 5
Anticipated Transitway Funding Sources.
Next Steps
In addition to further planning, design, and implementation of the proposed improvements, Dakota
County, MVTA, the corridor cities, and other stakeholders have multiple opportunities to continue
to contribute to the future success and increased ridership on the Cedar Avenue Transitway.
These opportunities include:
Land Use and Station Area Planning
Land use plays a crtical role in determining the success of a transitway. Denser, high-activity land
uses are more conducive to transit than low-density uses. Land uses around many of the planned
station locations in the Cedar Transitway corridor are relatively low density with an automobile-
oriented pattern of development. Communities along the Cedar Avenue Transitway corridor
What is the Counties Transit
Improvement Board?
The Counties Transit Improvement
Board (CTIB) was established in
2008, and includes five counties –
Anoka, Dakota, Hennepin, Ramsey,
and Washington – that have used a
quarter-cent sales tax and a $20
motor vehicle sales tax to invest in and
advance transit projects by awarding
annual grants. CTIB works in
collaboration with the Metropolitan
Council and Carver and Scott
Counties.
Draft 2015 IPU vi
should consider reorganizing land use and economic development plans within a half-mile of the
corridor to encourage increased development density and more transit-friendly development
patterns around planned station locations. This type of change in land use and development
patterns will enhance potential Transitway investments by concentrating people, jobs, and activity
closer to transit. It is recommended that station area plans for each Red Line station be developed
to help local communities prepare for future investment. Station area planning should also be
completed for existing stations to identify ways to increase densities and increase ridership.
Station area plans help provide guidelines on how to adjust land use and infrastructure to better
compliment transit stations.
Pedestrian and Bicycle Connections
Local and regional pedestrian and bicycle connections to the existing and planned station areas
are critical for users to safely access the stations, and will play a major role in increasing the
attractiveness of the service and ridership, especially at the walk -up stations. Bicycle and
pedestrian facilities connecting to the stations and on Cedar Avenue should be planned and
implemented as the stations are constructed and the runningway is extended. Opportunities for
connections into adjacent neighborhoods and on adjacent local and collector roadways should be
continuously evaluated as new developments occur, street improvements are designed, or as
opportunities to integrate cul-de-sac trail connections or other facilities present themselves. These
last-mile connections are a crucial barrier for potential users and will also provide a more inviting,
safe, and user-friendly environment for current users of the Transitway who regularly encounter
sidewalk gaps and non-dedicated bicycle facilities in the suburban neighborhoods surrounding
the corridor.