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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.