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Highway 169 Mobility Study Update; StadlerPublic Works De artment p emoran um To: Honorable Mayor and Members of the City Council Copy: Mike Mornson, City Manager From: Steven J. Stadler, Public Works Director Date: January 4, 2018 Subject: Highway 169 Mobility Study Update Overview �fhe Highway 169 Mobility Study vvas initiated by NinDOT, Sc�tt County a�d Metropolitan Council, the purpose is to evaluate cost-effective options for improving transit and reducing congestion on Hwy 169 between Shakopee and Golden Valley. The options being evaluated are bus rapid transit and MnPASS express lanes. The study began in late 2015 and is now nearly completed. There has been ongoing Hopkins representation on both a Technical Advisory Committee (Steve Stadler) and a Policy Advisory Committee (Council Member Campbell). The study is being completed by SRF Consulting Group. Adele Hall, SRF Consulting, will attend the work session and give a presentation on the study and field questions. Attachments: 1. Study Background and Fact Sheet 2. Overview of proposed/potential BRT stations along the corridor 3. Plan showing potential connection to Downtown Hopkins LRT/ BRT station 4. SRF Presentation slides Hi hwa 169 M�bilit Stud g Y y y �valua#ing the poter�tial for Bus Rapid Transi� and MnP�4SS �xpress Lanes in the southwest Metro, Investigating options for improved bus service beiween �he Twin Cities and Nlankato �ackg rau nd Initiated by the Minnesota Departr�ent of Transportation (MnDOT), Scott County and the Metropolitan Council, the purpose of the study is to evaluate cost-effective options for improving transit and reducing congestion on Highway 169 between Shakopee and Golden Valley and to evaluate options for improving bus service between Mankato and the Twin Cities. The study is focused on: High�ay �us Rapid T'ransit (�RT�. {�ighway BRT is bus service that travels on the highway and stops only at designated stations right on or immediately adjacent to the highway. Highway BRT operates frequently from early in the morning to late at night. ■ MnPASS Expre�� Lanes. MnPASS is a state transportation system that provides a congestion-firee ir-�vei �piio� d�rir�g ��ak-dri�� iinne� �n �iighvv�ys vvith high levels of congestion. MnPASS Express Lanes give all commuters a reliable travel choice that saves them time, increases a highway's capacity to move more people through a corridor and allows faster, more reliable pubtic bus �ervice. It/1�PAS� lanes are �edicated to bu�e�, carpool� (H�V2 �-), motorcyclists or for �olo motori�t� who p�y � fee during times. All motorists may u�e the lanes outside of peak-drive times. peak-drive ■ Lo�ver cost/high-benefit ir�prover�ents along the highway such as adding auxiliary lanes, turn lanes, modifying interchanges, and creating ways for buses to get through traffic more efficiently. Evaluating the potential for expanding bu� service on Hwy 169 between Mankato and the Twin Cities IVle�ro area. Schedule Spring 2015 to Spring 2017 The results of the study will be used to determine whether to advance recommended improvements into the project environmental/pre-design process, to add specific improvements to projects that are already programmed, or to get improvements ready should additional funding become available. For More Inforrr�ation Visit: www.dot.state.mn.us/metro/projects/hwy169study/ Or contact: Brad Larsen, MnPASS Policy and Planning Program Director (651) 234-7024 or Brad.larsen@state.mn.us F��. �9, �a`! C r ' �' �.`.a " ,; za 1� � � '�f �-� �' ` :� �; k r � ��� �'aCK £ t'.` 4 , . 9 � s� ! tr�F�' �',-. � '�1 � 5 �'i � � t �S ` , f } ,�Sj's � - � r y e _ "�`M�4r.. 5.t.� r -�_ �? t +�� ,�-"`' �' ` s � . � ,. '�d f�` p p � �� x ; ' �„``' � c :;i :'�' ,:�1� Y / A. {.-��� Y"�. ii',`t' T__'� k � �� � . ,. . � f✓ 7 y � �� ,��.� ��i* . b �� � « � �u _ �` 7 ' F . ✓.� 's .y., . 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C� ( J (n Z fn Z Q U � '° � I , J I � �� r � �� q xs �, t � � , , Q ���� � � �. - � m,� �� � � . k�� - ��c • .. � " . � t.r � ', R , � , � � (� �' . � �� , � A , ��,c � � .. _ I . _.;�+ 2` ,� �yp�T''. AF ` � y . ���.F,.� � : 7'� I I ' �( .�3� �{�.°.: �„ . #.....� W r ,�.5� S �r; � �� ".� a. � fi�►�77� h�l �Oi �� � QJu01i sL� rD WiiOL s�� �7'ri �OKlO TitleHopkins City Council MeetingJanuary 9, 2018Evaluating the potential for Bus Rapid Transit and MnPASS Express Lanes in the southwest Metro Background Studies/PlansHighway TransitwayCorridor Study (2014)MnPASS System Study Phase 2 and Metropolitan Highway System Investment Study (2010)Scott County Transit Operations and Capital Plan (2013)2040 Transportation Policy Plan (2015)•Highway 169 in the Increased Revenue Scenario for MnPASS and BRT2040 TPPTransitways2040 TPPMnPASS Study PurposeIdentify and evaluate cost-effective options for improving transit and reducing congestion on Highway 169Options include:•Bus Rapid Transit (BRT)•Coordinated MnPASS improvements•Spot mobility improvements•Other phased improvementsCollaborative effort between MnDOT, Scott County, and Metropolitan CouncilFunding partners also include Shakopee, Prior Lake, and Highway 169 Corridor Coalition3 Study OutcomeResults of the study will be used to determine whether to:•Advance recommended improvements into environmental/design phase; •Add specific recommended improvements to already programmed projects; or•Prepare recommended improvements should additional funding become available4 Study Process5We are hereWe are here Study Decision-MakingProject Management Team•Provide project oversight and overall work direction•Council, MnDOT, Scott, and Hennepin countiesTechnical Advisory Committee•Provide technical input on study work efforts•Staff representing: State and federal agencies, counties, cities and transit providers along the corridorPolicy Advisory Committee•Provide policy input and direction and make study recommendations•Elected or appointed members representing: State and federal agencies, counties, cities, other key agencies & stakeholders6 Project Goals7Goal 1 Goal 2 Goal 3 Goal 4 Goal 5 Goal 6ImproveAccessMobility Ridership Return on InvestmentSupportiveConditionsPreserve EnvironmentCurrentPopulationPeak-Hour CongestionBRT Ridership Capital Costs Multi-Modal PoliciesNatural EnvironmentCurrent EmploymentDelay Per UserTransit-Dependent RidershipOperations and Maintenance CostsBicycle and Pedestrian ConnectionsBuilt EnvironmentTravel Time ReliabilityVehicle Hours TraveledReverse-Commute RidershipCost per Reliable TripForecast PopulationEmployment CentersCrash Risk FactorReductionOff-Peak Ridership Cost EffectivenessForecast EmploymentSW Transit Routes ShiftO&M factorsTotal Corridor Ridership ALTERNATIVES8 Alternatives9 Goal 1 – Improve AccessImprove access to local and regional destinations, activity centers, and employment concentration10RegionalMeasure Alternative 1: I-394 Alternative 2: TH 55Current Population 16,300 21,900Current Employment 38,100 32,800Travel Time Reliability(Peak Period Trips)28,100 28,100Employment Centers•Alternative 2 has 5,600 more residents and Alternative 1 has 5,300 more jobs within ½ mile of station areas•Alternative 2 serves more employment centersLargeMediumSmall Goal 2 – MobilityProvide better mobility in the corridor and options to lessen congestion•MnPASS improvements are effective in achieving the mobility goal and associated measures:•Increased person throughput along corridor•Meaningful reductions in delay•Reduction in VHT (important for benefit-cost)•Improvement to bottlenecks and congestion11Measure Alternative 1: I-394 Alternative 2: TH 55Person throughput 12,300-13,400 12,400-13,600Delay per user 0:30 to 6:10 (-60%, m:ss) 0:30 to 6:10 (-60%, m:ss)Change in VHT -5,500 -5,500Reduction in crash risk -44% congestion (mi-hr)-35% bottleneck conflicts-44% congestion (mi-hr)-35% bottleneck conflicts Goal 3 – RidershipImprove the attractiveness of transit to serve more people in the corridor12Measure Alternative 1: I-394 Alternative 2: TH 55Station-to-Station BRT 7,400 6,600Transit-Dependent 2,000 2,400Reverse Commute 2,800 3,600Off-Peak 3,100 2,700Express Bus 1,000 1,000Guideway Total 8,400 7,600Express Bus Routes w/ potential to use 1692,500 2,500 Goal 4 – Return on InvestmentProvide a high long-term return on the transportation investmentCost Range for MnPASS: $329 million to $591 million•Alternative 1 is slightly more cost effective for BRT.13MeasureAlternative 1: I-394Alternative 2: TH 55BRT Capital Cost $67 million $69.0 millionBRT Operating & Maint Costs $16.5 million $17.1 millionAnnualized Capital + OperatingCosts per Trip (BRT only)$8.85 $10.25 Goal 5 – Supportive ConditionsPrioritize service to existing transit-supportive areas and to those committed to implementing development patterns that support transit service14MeasureAlternative 1 I-394 Alternative 2 TH 55Projected Population 26,300 30,400Projected Employment57,100 49,800Transit-Supportive Plans & PoliciesSomewhat supportive policies Somewhat supportive policiesBicycle/Pedestrian Policies & ConnectionsSupportive policiesMore difficult to implement overallSlightly less supportive policiesExisting infrastructure easier to supplement Goal 6 – Preserve EnvironmentPreserve and enhance the quality of the built and natural environments•Very few sites with hazardous material near the alternatives•Alternative 2 has fewer locations that are sensitive to noise and vibration receptors•No cultural or historic resources impacts expected for either alternative•Few/no property acquisition impacts expected for both alternatives•Alternative 2 serves greater concentrations of minority populations and low-income residents than Alternative 115 Results SummaryGoal Alternative 1: I-394 Alternative 2: TH 551. Improve Access2. Mobility3. Ridership4. Return on Investment5. Supportive Conditions6. Preserve EnvironmentDoes not satisfy goalSatisfies goalBest satisfies goal Additional Analysis•Ridership sensitivity tests•Allows us to test different variables to understand impact on ridership•Purpose is to refine alternatives to maximize ridership•Refining concepts to reduce capital and operating costs•Remove low-performing, high-cost, or difficult to access stations•Reduce the peak frequency from 10 to 15 minutes17 NEXT STEP: IMPLEMENTATION PLAN18 Implementation Plan Development191. Precisely Define the Vision and Optimized ScenarioDefine the ultimate vision for the corridor, identify the optimized scenario, and note the additional components needed to realize the ultimate vision.2. Prioritize InvestmentsOrder preservation and mobility investments to optimize cost, timing, operational benefits, and construction impacts.3. Identify Interim StepsConsider funding mechanisms available to begin building towards the ultimate vision and identify interim steps that can be taken deploy portions of the ultimate vision that can improve mobility. Staging of Service and Improvements•Transit Service•Interim Service, building a market•Preliminary market tests (Shakopee to Green Line)•Highway and Transit Infrastructure •Coordinate local improvements with planned/programmed projects•Promote local pedestrian and bicycle connections•Initiate engineering work on substantial improvements•Target gaps for transit advantages•Cost Summary20 Municipal Actions•St. Louis Park•Council Workshop Presentation in September•Golden Valley•Passed a resolution in support of Alternative 2 in November•Eden Prairie•Council Meeting Presentation in December•Hopkins and Plymouth Council Presentations in January•Options:•Resolution in support of Alternative 1 or 2•Resolution in support of BRT and/or MnPASS generally on Highway 169•No action21 QUESTIONS?22