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HomeMy WebLinkAboutItem 06.oNovember 12, 2015 Item No.________ RESOLUTION OF SUPPORT FOR THE CEDAR AVENUE TRANSITWAY IMPLEMENTATION PLAN UPDATE November 16, 2015 City Council Meeting Proposed Action Staff recommends adoption of the following motion: Move to adopt a Resolution Approving the Cedar Avenue Transitway Implementation Plan Update. Adoption of this resolution will be forwarded to the Dakota County Regional Railroad Authority. Overview The purpose of the 2015 Implementation Plan Update (IPU) is to identify service and facility improvements that address the many changing conditions in the Cedar Avenue Corridor, the communities served by the corridor and the region. The changes include updated employment growth estimates, population growth, and land uses. A copy of the Executive Summary of the Draft IPU is attached. The City Council received a presentation on this proposed IPU at the July 27th Council Work Session. The proposed capital improvements in Lakeville are planned for Stage 4 and Stage 5 of the proposed IPU and will occur sometime after 2025 when ridership thresholds are met for the evaluation measures. Stage 4 improvements would include the development of an interim terminal station at the existing Lakeville Cedar Park and Ride located at 181st Street. Stage 5 improvements would include a new terminal station and offline platform at the current park and pool lot located at 215th Street. Improvements for Stages 4 and 5 are not programmed for a specific year and will be tied to ridership and performance thresholds being met. Staff recommends approval of the resolution approving the IPU. Primary Issues to Consider • What is the anticipated time frame for the extension of Business Rapid Transit (BRT) service to Lakeville? Based on the data collected during the preparation of this IPU, BRT service to Lakeville will not likely occur for at ten to fifteen years. Supporting Information • Resolution of Support • Cedar Avenue Transitway IPU Executive Summary David L. Olson, Community and Economic Development Director c: Chris Petree -Public Works Director, Zach Johnson - City Engineer , Kristine Elwood – Dakota County, Joe Mouneau – Dakota County Financial Impact: $ None______Budgeted: Y/N ____ Source: ___________________ Envision Lakeville Community Values:__Develop a Community of Choice____________ CITY OF LAKEVILLE DAKOTA COUNTY, MINNESOTA RESOLUTION NO. _______ RESOLUTION APPROVING THE CEDAR AVENUE TRANSITWAY IMPLEMENTATION PLAN UPDATE 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 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 by the City Council that the City of Lakeville supports the findings and recommendations of the Cedar Avenue Transitway Implementation Plan Update. ADOPTED this _______ day of _____________, 2015, by the City Council of the City of Lakeville. CITY OF LAKEVILLE BY: _______________________________ Matt Little, Mayor ATTEST: ______________________________ Charlene Friedges, City Clerk CEDAR AVENUE TRANSITWAY Implementation Plan Update EXECUTIVE SUMMARY OCTOBER 2015 Executive Summary In 2013, the Twin Cities metropolitan area’s first bus rapid transit (BRT) line, the METRO Red Line, began station-to- station bus service between the Mall of America Station and the Apple Valley Transit Station on the Cedar Avenue Transitway. The service operates every 15 minutes throughout weekdays and every 30 minutes on weekends. 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 service and facility improvements that address the many changing conditions in the corridor, community, 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 modifies the availability of these funds for the Cedar Avenue Transitway. As part of the current IPU, goals for the Cedar Avenue Transitway were revised based on feedback from policymakers to better reflect changing conditions in the corridor and in the region, including recent updates to forecasted employment growth, population growth, and land uses. 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: 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. i 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 2010 IPU identified capital investments in the Cedar Transitway by stage and an associated year. The 2015 IPU establishes priorities based on when projects meet investment thresholds developed as part of the IPU process. As part of revising the goals for the Cedar Transitway, evaluation measures were developed to establish priorities and meet performance goals. The evaluation measures and thresholds identified are based on industry best practices along with some that are identified in regional planning documents. In particular, 2040 Red Line station boardings and cost-effectiveness were used to prioritize and identify which stages each investment is recommended. The following table identifies future capital investments for the Cedar Avenue Transitway. The capital investments are grouped into various stages; the first stage represents previously completed projects on the Cedar Avenue Transitway. Stage 2 includes currently programmed projects, and projects identified in Stages 3 through 5 are 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 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 (2015 to 2020) ii Capital Investments Stages Cost Estimates 1 2 3 4 5 Mall of America Station Improvements X $6,700,000 1 Cedar Grove Online Station 2 X $13,300,000 Apple Valley Transit Station Expansion X $8,200,000 Bicycle and Pedestrian Improvements X $100,000 Corridor-wide Station Area Planning (11 Stations – All existing and proposed stations, excluding MOA Station) X $100,000 per station Study of Palomino and Cliff Road Stations Concepts, TH 77 Managed Lane Concept, and Northern Park and Ride Needs Analysis X $500,000 STAGE 2 TOTAL: $29,900,000 Stage 3 (2020 to 2025) 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 $29,600,000 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: $36,800,000 Stage 4 1 METRO Red Line portion of Mall of America Station cost, based on Metro Transit cost allocation methodology used in the 2015 TIGER Grant application. Total project cost is estimated at $24.9 million. 2 Investments are also being made to support and not preclude future MnPASS investment on the Cedar Avenue Transitway. iii Capital Investments Stages Cost Estimates 1 2 3 4 5 Lakeville Cedar Station Improvements • 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: Study of Palomino and Cliff Road Stations Concepts, TH 77 Managed Lane Concept, and Northern Park and Ride Needs Analysis X $8,500,000 Technology and Restriping (TSP, Fiber) [South of AVTS to Lakeville Cedar] X $2,900,000 Bicycle and Pedestrian Improvements X $100,000 STAGE 4 TOTAL: $14,300,000 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 existing parking lot is included. X $3,200,000 147th Street Station Pedestrian Bridge X $3,100,000 Red Line BRT Vehicle Purchase (2) X $1,200,000 Storage and Maintenance Facility Allowance (METRO Red Line) X $500,000 Technology and Restriping (TSP, Fiber) [Lakeville Cedar to 215th Street] X $3,500,000 Bicycle and Pedestrian Improvements X $100,000 STAGE 5 TOTAL: $11,600,000 STAGE 2 -5 TOTAL: $92,600,000 iv 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: • 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 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 and limited BRT express service already implemented, excluding fares and other system-generated revenues, to be committed funding from CTIB for Stage 1 and beyond. 46 percent of operations and maintenance costs are paid for through a Congestion Mitigation Air Quality (CMAQ) grant awarded to MVTA by the Federal Transit Administration (FTA). The remainder of net operations and maintenance expenses for Stage 1 are considered to be committed by the Metropolitan Council and MVTA from each agency’s motor vehicle sales tax and other revenues for ongoing operation of existing services. 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. v For METRO Red Line and local/express net operating subsidies in Stage 2 and beyond, which are not covered by CTIB or MVTA, new revenue sources need to be identified. Next Steps In addition to further planning, design, and implementation of the proposed improvements, Dakota County, the Metropolitan Council, 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 critical 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 should consider changes to land use and economic development plans within a half-mile of the stations to encourage increased development density and more transit-friendly development patterns around planned and existing station locations, with the exception of Mall of America Station. This type of change in land use and development patterns can 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 prior to or 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. vi