CR 97-97 Transit Study
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May 16, 1997
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Council Report 97-97
TRANSIT STUDY
Proposed Action
Staff recommends adoption of the following motion: Move to approve Phase I of the
transportation study as detailed in the LSA Scope of Work. dated March 24. 1997.
Adoption of this motion will authorize staff to begin work with LSA to gather data on current
transit issues within Hopkins, resulting in a report indicating the status of transit issues within
Hopkins'.
Overview
At its April 2 Council meeting, the City Council discussed a proposed study by LSA on the
merits of conducting a transit study which would gather data about current transit activities and
provide alternatives for the Council to consider.
At that meeting, the City Council asked staff to investigate funding alternatives prior to initiating
the study, and to bring the issue back to the Council for further consideration.
Staff has discussed various alternatives to finding transportation funds, and to date has not
secured a source for funding. Staff is, however, recommending that we proceed using
contingency funds from the general fund to conduct the first phase of the investigation, and to
continue looking for revenue assistance from various sources.
Primarv Issues to Consider
. What have the other cities done?
St. Louis Park is already under way with their study of the transit issues. Minnetonka
has not approved the transit study and has taken no action to begin the analysis.
. What will be the cost of the Phase I investigation?
Phase I of the study would cost $9,000. The total cost of the study is $19,600. A
decision to proceed with Phase" would be necessary at the conclusion of Phase I.
Supportina Information
. Scope of work and fee proposal from LSA Designs
. Executive Summary, Plymouth Metrolink Public Facilities Study-LSA Design Inc.
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Sleven C. Mielke
City Manager
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March 24, 1997
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Mr. Steve Mielke, CitJr Manager
Citt of Hopkins .
1010 1st Street
Hopkins,~ 55343-7573
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Dear Steve:
Attached please.find our Fee Proposal to include the City of Hopkins in tlfe Transit Feasibility
Studv as we discussed in our March 13 meeting.
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In the West Metro Cause meeting of March 21 in Hopkins, it became very apparent that an overalI ,
understanding and accounting of current needs and existing para-transit services will be a
cornerstone of .this an3Iysis. As ~ result of this meeting and the level of interest shown by
Comrilissioner Mary Tambornino, Hennepin County may be another source for funding other
than those we discussed in our meeting. ." - _
"Please review and contact me with any further questions. or comments. I am available to meet and
review this proposal witll you at your convenience. I am also available to attend your April 1 City
Council meeting should you wish a short presentation to the Council.
Sincerely,
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A
c' Judie Erickson - City of Sl Louis Park
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SCOPE OF WORK
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The-following Scope of Work is very similar to the approved work program for the City of St.
Louis Park with milior modifications to reflect individual needs for the City of Hopkins. I
have made some assumptions rein-ding your level of intereSt in adding transit services as well
as the types of servi~ (reverse-commute, regular-route city circulator, dial-a-ride, employee
shuttle program) the City may desire. -
PHASE I - DATA GATHERING
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-Task 1.0 - R:I~ Map/Limits of Study Definitionffransit Options
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1.1 ~ Solicit electronic base map data from LOGIS, Hennepin County. and -
MnDOT for most current and accurate mapping information. . .
1.2 _ Review study area implications and complete three appropriate levels of
mapping:
a. City Limits (plus 100' at edges)
b. Sub-regional area (sum>unding 6 communities) .
c. Regional view (complete transit taxing district)
1.3 - Identification mapping at City level of all:
a. Downtown Activity Center
b. Additional Activity Centers
c. Employers (over 50 employees) .
d. General Land Use classifications
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0Ne understand that the City of Hopkins does not have current
Land Use/GIS capabilities. We will generate the Land Use map
by hand for utilization with other GIS data.)
e. Recreational centers , ~
f. Altemative mode transportation routes (bike paths, walk41g paths,
existing park '!lld ride lots, car-pool locations, and rail locations)
g. Proposed CIP for highway and street improvement projects
h. Churches & Schools
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1.4 - Define and list select regional in-place transit systems and case study
selected systems showing opportunities as they relate to this study.
Products: 1. Full color graphic niapping system for all levels of analysis in electronic
and hard-copy format.. .
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Task 2.0 - Identify Existinl: Transit/Transportation Activities Within the city
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2.1 - Meet with City staff, and MCTO Planners and route supervisors'..
Prepare exhibits showing existing route structure, ridership analysis, park
and ride and transfer usage.
2.2 - Meet with MCTO and Metropolitan Council staff to review funding options
and availability of transit tax funds for community based transit.
2.3 - Meet with selested demand response providers (senior centers, .
employer shuttle services, etc.) to review their service plans and
identify duplication of effort and possible alternatives:
a. General Business Community
b. Senior/Elderly Popula!ions
c. Students
d. School District
e: ; University of Minnesota
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2.4 - Coordinate two or three focus groups with the primary populations to gain
additional information .on specific needs .
2.5 - Estimate employer demand for transit services. .
2.6 - License plate survey of community-based park and ride locations and
adjacent facilities along commuter routes.
2.7 - General route analysis and passenger loading information, ride selected
trips and talk with passengers about service options, and record. general
performance for the following routes: .
a. Route 12
b. Route 70
c. Route. 64
d. Route 53
e. Route 17
f. Route 66
. g. Route 67
h. Metro-Mobility
. i. Hop-A-Ride
2.8 - Complete TAZ analysis of community-wide, trips, both transit and auto, as
follows:
a. Home Base
b. Home Based School
c. Home Based Shopping
d. Home Based Work
e. Non-Home Based Other
f. Non-Home Based Work
2.9 - Preliminary investigation with HCRRA concernmg possible use of
rail corridor for high-speed bus service.
Products: 1. Complete graphic analysis of all existing transit service and usage
patterns.
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Steve Mielke
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2. General review of para-transit activities. grass-ropts TTlQbility effons,
and localized commuting patterns.
3. Current rider profiTe.
4. Current levels of service. . .
5. Graphic and written analysis and synthesis of travel mode patterns within
the community and, current trends for use of mass transit.
6. Generalized Emplayer/EmJ}/oyee traVel demand analysis.
7. Review of HCRRAfuture plans for region .
Task 3.0 - T .and Use/Transit Relationshio Analysis
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3.1 - Complete general assessment of City development patterns and
densities for pedestrian and trai1sit supportiveness.
3.2 - Identify existing and potential transit corridors and nodes based on
accepted criteria.
3.3 :. Produce guidelim,s for future pedestrian and transit supportive
development/redevelopment in transit corridor and node areas.
1. Definitions, criteria, and iiientification of transit corridors and nodes.
2. Conceptual development guidelines for.transit corridor and node
areas
Products:
Task 4.0 - Data SyntheSIS and Refined Goals and Obiectives_
4.1 - Review gaps in information and formulate plan fon.dditional needs
such as household sUrveys, focus groups, and/or community
meetings. Complete additional work as requirOO. ~
4.2 - Meet with City staff to review finClings and relevant data.
4.3 - Prepare a detailed performance goals and objectives statement and
criteria for selecting system alternatives, financing, implementation,.
and management. .
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At this point, I believe we should arrange meetings with ~11 interested governmental
bodies and community groups to relay our findings and general direction to seek .
consensus. I would accept your recommendation as to what groups should be involved
at this review point.
PaASE n - ALTERNATIVES STUDY
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~ Task 5.0 - Feasibility Analysis of Transit Alternatives & Onerational Plans
. 5.1 - Utilize graphic and written analysis arid survey/focus group data to prepare
system alternatives and test each alternative against performance goals and
objectives.
5.2,- Test Financial FeasibilitY of each system alternative.
5.3 - Meet with all appropriate City and Community groups to review plans and
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Steve Mielke
page - 4
SoliCit input.
5.4 - R.evised- Plans as required.
Products: 1. Three system alte"rnatives
2. Financial/ridership analysis
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Task 6.0 - Public Facilities Plannin~ and Proernmmin~
~: I - Establish facilities desi~ criteria and site selection 'process:
a. access
b. . serviceability .
c. cost of development/acquisition
d. proximity to highway system
e. current bus route proXimity
f. visibility/security
. .g. regiorial system compatibility
6.2 - Review development oPtions:. 0
Traditional Neighborhood Developments (TNP)
Transit Oriented Developments '(TOD)
Mixed-Use Development/Clustering
. Pedestrian/Bicyclist Planning
Transit Corridors
.' Site Layout and Design issues
6.3 - pevelop preliminary design guidelines for transit facilities.
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Products: I.Public Facilities Plan
Task 7.0 - Implementation StratelrieslMana~ement Plan
7. r - Prepare draft Implementation Plan for the following project elements:
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a. System Implementation
b. Plan of Finance
c. Bidding/Opeiator Selection Process
d. Public Facilities Plan
e. Grant Application Options
f. Overall Project Schedule
~ Contract Management Options
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7.2 - Review draft plan and soliCit comments
7.3 - Revise as required
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Products: 1. Implementalion Cost Estimates and Schedule for RoUtes and Public
Improvements
2. Preferred Management pkm .
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Steve Mielke
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At this point, we should again meet with all interested governmental bodies to present the plans
and our recomme~ons for the selected findings and gener.al direction to seek consensus.
Task 8.0 - Final Rl;pOrt (Draft)
8.1 - Prepare Dnrlt and Final i-epOrt of all project findmgs and submit for
review and comment:' .'
8.2 - A~nd PIamiing Commission and City Council meetings to present final
plans and seek authorization to prepare public bid documents as required.
Products: 1. Final Report - full color (copies as required)
2. Authorization to Proceed with Service Implementation Phasl!
MEETINGS
The original proposal to the City of St. Louis Park authorized 23 total meetings. So as to not
duplicate meetings, I propose ~at all meetings, outside of city stiff meetings and specific
commUnity groups within each city, be conducted including all three communities ("three city
representation"). . The following are the proposed meetings:
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. City StatfMeetings
. MCTO/Metropolitan Council
. Planning Commission .
. Meetings
. City Council
. Meetings
. Hopkins Chamber
. Downtown Council
!. University of Minnesota
. Community GroupslEmployers
TOTAL MEETINGS
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2 (three city representation)
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6 (combine lD'oups when Dossible)
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As total meetings can quickly increase on projects like this, I propose that we include the 19
meetings I have listed as a BASIC SERVICES and meetings over this total will be billed as
ADDmONAL SERVICES at the approve9 hourly rates.
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, FEE PROPOSAL
Basic Services
LSA Design, Inc. will provide the aforementioned Professional Planning Services for a Not To
Exceed fee 0[$19,600 inclu~ing photocopying, blue printing\plqt services, mileage. postage and
photography. The folIo~g, ifrequired, will be charged as direct reimbursable's:
Report Copies
Electronic Data (County, LOGIS, & MnDOT Fee's)
Messenger Services
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SteVe Mielke
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We propose to hlVoice this project hourly eac:h month and will utilize the follo~g general billing
rates: .
Principal
Senior Professional
Professional Staff .
Technical Staff
Secretary
Administrative Staff
Expenses
$80.00 to $105/hour
$65.00 to $85/hour
$50 - $60/hour .
$32 - $47.50/hour
$42.50/hour
$25.00/hour
at invoice
Sub-Consultants .
Use of Focus Group consultants such as Decision Resources, Inc. will be considered
. ADDmONAL SERVICES. I have included oUI"'time to coordinate generiil meetings. and small
group sessions, but it may become necessary to bring in Decision Resources, Inc. specifically if a .
large "Employer Focus Group" is done.
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I am available to attend the April 1 City Council meeting if your would like me to present any of
this information.
c: File C:\97-02\032097SMieIkeScope.mem.doc
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Public
Faciliti
Study
LSA Design, Inc.
TABLE OF CONTENTS
I. Executive Summary
II. Introduction
III. Existing Conditions
A. Land Use
B. Sidewalks/Trails
C. Churches/SchoolslParks
D. Planned Roadway Improvements
E. Routes
1. Vehicles
2. Delivery
3. Express Service
4. Feeder Service
5. Reverse Commute
F. Passenger Patterns
1. Walkup
2. Park and Ride
3. Kiss and RideIPark and Pool
G. Park and Ride Facilities
1. Highway 55/County Road 73
2. Four Seasons Mall
H. Route Signs
I. Benches
J. Shelters
K. Dial-a-Ride
1V. System Analysis
A. Express Service
B. Feeder Service
C. Reverse Commute Service
D. Routing
E. Park and Ride Facilities
F. Passenger Amenities
G. Dial-a-Ride
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Plymouth Metrolink
LSA Design, Inc.
Planning Archllecture Landscape Arcrutecture Urban Design
01/03/97
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V. Projections
A. PopulationIHouseholdslEmployment
B. Ridership
C. Park and Ride Space Requirements
VI. Recommendations
A. Metrolink Mission and Objectives
B. Route Restructuring
C. Park and Ride Facilities
D. Neighborhood Stops
E. Route Amenities
F. Dial-a-Ride
G. Fixed Route Circulator
H. Overall Information Systems and Marketing
I. Land Use: Development Patterns and Densities
VII. Implementation
A. Schedule
B. Park and Ride Facilities
C. Route Restructuring
D. Neighborhood Stops
E. Route Amenities
F. Dial-a-Ride and Fixed Route Circulator
G. Overall Information Systems and Marketing
VIII. Appendices A-E
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Planning Architecture Landscape Architecture Urban DeSign
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LIST OF FIGURES
Figure I
Figure 2
Figure 3
Figure 4
Figure 5
Figure 6
Figure 7
Figure 8
Figure 9
Figure 10
Figure I I
Figure 12
Figure 13
Figure 14
Figure 15
Figure 16
Figure 17
Figure 18
Figure 19
Figure 20
Figure 21
Land Use Planning
Trails and Activity Centers
Roadway Capital 1mprovement Plan
Route Composite (existing)
Highway 55/County Road 73 Park and Ride Existing Conditions
Four Seasons Mall Park and Ride Existing Conditions
Route Amenities (existing)
Ridership: Walkups
Ridership: Park and Rides
Other Park and Ride Functions
Plymouth Percentages
Facility Preferences
Population and Employment Centers
Option A: Proposed Routes and Park and Rides
Option B: Proposed Routes and Park and Rides
Transit Redesign Scenario: route and Park and Ride Concepts
Four Seasons Recommended Additional Amenities
Four Seasons Consolidated Investment Properties Phase 3 Plan
Proposed Neighborhood Stops
Dial-a-Ride: Origins and Destinations
Fixed Route Circulator
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EXECUTIVE SUMMARY
SYSTEM HISTORY AND PROJECT BACKGROUND
Plymouth Metrolink, an opt-out transit provider, has been servicing Plymouth residents
since 1983. The system was originally designed in a trunk-and-feeder configuration, with
trunk buses providing express service between Plymouth and downtown Minneapolis.
Metrolink services currently include:
I. Express service
2. Feeder service
3. Reverse commute service
4. Dial-a-Ride service
5. Fixed route circulator service
6. Park and Ride facilities
7. Overall Information Systems and Marketing
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A Comprehensive Operational Analysis (COA) of Plymouth Metrolink was completed by
the then Metropolitan Transit Commission in October of 1992. The Metrolink COA
analyzed existing system conditions and established general service plan goals. That
report resulted in modifications to the previous system and provided the basis for the
current routing and scheduling. Most of its focus and subsequent impact was on service
improvements, however, rather than on facilities improvements.
NEED FOR PROPOSED ACTION
Since the Metrolink COA was completed, new residential, commercial, and industrial
development has occurred, road construction projects have altered traffic patterns, and
new information has become available on route performance and passenger preferences.
Additionally, the impact of the Park and Ride facilities along 1-394 has reached a state of
relative equilibrium, and Plymouth is now in a position to respond to that impact on its
own public facilities and services. In light of these changed conditions, this study was
undertaken as a comprehensive public facilities analysis, and provides recommendations
for the future development of all levels of Metrolink facilities and services.
Public Facilities Study
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LSA Design, Inc.
Planning Architecture Landscape Architectu.re Urban DeSIgn
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STUDY OBJECTIVES
The purpose of this study is to:
1. Accurately record existing conditions of all public facilities in the system.
2. Determine levels and patterns of use at these facilities using site visits, passenger
surveys, and license plates to determine geographic distribution of users.
3. Project future growth for the City population and conduct a transit/land use
assessment of the City to determine transit impacts on population densities,
commercial/employment/retail centers, and shifts in traffic circulation.
4. Project future ridership.
5. Project future Park and Ride demand.
6. Determine, from these existing and projected transit and facility demand patterns, the
MetroIink service mission and model of public facility improvements most suited to
the City's character and needs.
7. Prepare detailed Goals and Objectives for the Plymouth Metrolink system which
recommend future directions for all levels of passenger service and facility
improvements.
8. Identify service and route alignment deficiencies and recommend changes.
9. Locate and recommend future Park and Ride lots and other public facilities.
IO.Prepare an implementation strategy and schedule to accomplish the required
expansion of public facilities.
ANALYSIS AND PROJECTIONS
Ridership
MetroIink operates seven feeder routes (two are reverse commute) and three express
routes (one is reverse commute) between Plymouth and downtown Minneapolis. Average
daily ridership for Metro1ink routes 91, 92, and 93 was 785.4 trips/day for the period
between 1/1/96 and 5/31/96. Ridership on regularly scheduled Metrolink service (routes
91,92, and 93) has grown at an average rate of2.9% per year from 1/1992 to 5/1996.
This historical growth rate is consistent with future Metropolitan Council Travel Demand
Forecast Model figures and results in the following table:
PROJECTED RIDERSHIP-METROL/NK ROUTES 91, 92, AND 93
YEAR
1996
2000
2005
2010
2015
2020
TRIPS/DA Y 760.2 852.3 984.9 1139.2 1319.1 1529.2
Public Facilities Study
Plymouth Metrolink
LSA Design, Inc.
Planning Architecture Landscape ArchItecture Urban Design
01/03/97
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Park and Rides
Plymouth Metrolink currently has two Park and Ride facilities; the Highway 55/County
Road 73 facility is an exclusive use Park and Ride lot and the Four Seasons Mall facility
is a shared use lot. These two facilities have an effective total capacity of 88 spaces
(based on the current Four Seasons use agreement) with an average daily use by 79
vehicles and a recorded maximum of92 vehicles/day.
Both of the current Metrolink Park and Ride facilities are within one mile of the eastern
border of Plymouth, and a number of individuals from outside the city utilize Metrolink
services at these facilities. Conversely, a significant number of Plymouth residents use
Park and Ride facilities and transit services outside of Plymouth. Combining recently
obtained data with 1993 data reveals that only 20% of Plymouth residents using Park and
Ride facilities use the two lots inside of the City. The other 80% of Plymouth residents
using Park and Rides (approximately 160 vehicles--mostly from the western half of the
city) travel to facilities along the 1-394 corridor.
Metrolink's future Park and Ride facility needs projections are calculated based on the
assumption that one-half of the Plymouth residents currently traveling outside the City
for transit service could be intercepted by Metrolink by providing Park and Ride facilities
closer to their homes with frequent express service from those facilities. This strategy
would reduce vehicle miles traveled and congestion within Plymouth and alleviate
overcrowding at the Wayzata and Plymouth Road Park and Rides. The projections
include a 20% additional increase for collateral uses, including Kiss and Ride and Park
and Pool, at well-designed facilities and a 10% contingency allowance.
PROJECTED PARK AND RIDE SPACE REQUIREMENTS
YEAR
1996
2000
2005
2010
2015
2020
!SPACESIDAY
225
252
291
337
390
452
RECOMMENDATIONS
Routes
Because of its current success, route 93 should be left largely intact. The other changes in
routing are designed to replicate the success of route 93.
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Express:
-Reorient existing service to the recommended shared use Park and Rides and initiate
new express route service from the additional shared use Park and Ride facilities when
they open.
-Increase frequency by adding one additional trip to routes during the peak hour,
establishing a peak hour headway of 15-20 minutes.
oImprove bus access to 1-394 by establishing shoulder lanes on Highway 55.
oReduce the use oflarge buses on feeder and local reverse commute routes.
Feeder:
oService additional medium and high density residential areas identified by the Study.
oFocus service on neighborhood boarding points.
oEliminate the identified circuitous and unproductive route segments.
-Conduct a survey of employers within the context of the planned Reverse Commute Job
Fair to coordinate reverse commute service with actual work shift starts and employer
needs.
-Restructure reverse commute service based on the survey results or reconflgure reverse
commute as a Dia1-a-Ride type service.
Dial-a-Ride/Fixed Route Circulator:
-Address the current high Dial-a-Ride subsidy by implementing a fixed route circulator.
-Monitor fixed route circulator performance and modify as needed to reduce Dial-a-Ride
demand.
oReduce Dial-a-Ride availability to encourage fixed route circulator ridership.
oReallocate one bus from Dial-a-Ride to the fixed route circulator.
Park and Ride Facilities
Transit Hub-I-494 Corridor
Metrolink should coordinate its long-range planning with MCTO's Transit Redesign
1996 objectives for alleviating congestion on 1-494 by exploring options for a proposed
regional Transit Hub along 1-494. With MCTO, Metrolink should cooperatively
investigate Urban Formula and Federal ISTEA and FT A funding sources for this
proposed 1-494 transit facility.
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Plymouth Metrolink
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-Locate Park and Ride facilities in each of the four city quadrants according to the
following siting and sizing recommendations:
Northwest--Rockford Road/Vicksburg:
Establish a new shared use Park and Ride facility in this area. The several churches at the
intersection of Rockford and Vicksburg provide opportunities to negotiate an agreement
with either the Plymouth Covenant Church or Plymouth Creek Christian Church for a
shared use Park and Ride facility permitting up to 40 vehicles.
Southwest--Highway 6/County Road 101:
Establish a new shared use facility by negotiating an agreement with either the Plymouth
Plaza or United Methodist Church for a shared use Park and Ride lot with an initial use
agreement for 60 vehicles and the possibility for future expansion.
Northeast--Four Seasons Mall:
Secure an updated use agreement from Consolidated Investment Properties to increase
parking capacity and provide additional amenities and a lease or easement for the Park
and Ride spaces.
Southeast-Water ford Plaza (formerly Highway 55/County Road 73):
Reorient service in this area to a 40 space shared use facility at the Waterford Plaza and
sell the 55/73 parcel to fund additional facility improvements throughout the system. It is
anticipated that once the MCTO CR73 facility expansion occurs, the Waterford lot may
be phased out of use.
o Reach a current Metrolink system total of 225 shared use Park and Ride spaces.
oSell the 55/73 Park and Ride and reallocate the approved Metropolitan Council funds for
this facility to fund other facility improvements throughout the system.
-Secure signed lease agreements and/or parking easements at all Metrolink facilities to
protect capital investments.
oEvaluate actual patterns of use at all facilities in six month intervals.
oProvide shelters, benches, bike lockers, lighting, heat, information, newspaper
dispensers, and a phone at each Park and Ride facility.
Neighborhood Amenities
Metrolink provides extensive feeder service throughout Plymouth neighborhoods, and
approximately 70% of Metrolink ridership is by walkup patrons. Because of this
investment in feeder service and the percentage of walkup riders, public facility
Public Facilities Study
Plymouth Metrolink
LSA Design, Inc.
Planning Archllecture Landscape Architecture Urban DeSign
O} /03/97
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investment should also focus on improvements to neighborhood transit amenities and
walkup passenger conveniences.
Neighborhood Stops
Neighborhood stops should be integrated with the extensive existing sidewalk and trails
system and coordinated with known walkup boarding points. Two types of neighborhood
stops are recommended, and in many cases implementing them involves simply adding to
or improving existing amenities. Level A stops include: shelter, heat, lighting,
information, signature signage, phone, signature benches, and a bike rack. Eleven sites
were identified for Level A stops, and five are recommended for initial implementation
using money previously dedicated to the 55/73 Park and Ride.
-Vicksburg Lane at 18th Avenue
oHarbor Lane and 34th Avenue
-Rockford Road and Plymouth Boulevard (concurrent with new NW quadrant Park and
Ride and express route addition)
-Lancaster Lane and 36th Avenue
oNathan Lane and 45th Avenue
Level B stops include signature Metrolink bus stop signage and a signature Metrolink
bench. Nineteen sites were identified for Level B stops, and initially ten of these should
be implemented using money previously dedicated to the 55/73 Park and Ride facility.
oPineview Ln and Sunset Trail -Vicksburg at lOth
o26th at Magnolia -Harbor near Fernbrook (south)
oLarch at 46th oSchmidt Lake Road at Zachary
_57th Avenue at Zachary -Pineview bl 50th and Schmidt
-Hemlock at 61" -Nathan at 55th Avenue
Signs
Any additional signage by Plymouth Metrolink should be consistent with the conclusions
of the upcoming Sign Ordinance Review. If permitted by the provisions of that Review,
Metrolink's signage plan should improve the distribution of signs by:
-Adding Park and Ride lot signs to the Four Seasons Mall and all future Park and Ride
facilities (36" x 48" panel sign typical).
oAdding Metrolink route signs at all change of direction intersections for inbound feeder
routes (where these locations do not coincide with bus stop sign locations).
-Adding Metrolink route signs along existing and new route segments every Yz mile on
arterials and major collectors and every Y. to '/3 mile on sub-collector and access level
streets (where these locations do not coincide with bus stop sign locations).
Public Facilities Study
Plymouth Metrolink
LSA Design, Inc.
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-Placing bus stop signs at all serviced bench locations.
-Replacing sun bleached signs as needed.
oConsidering updating signs system-wide through selection of new signature bus stop
and route signs, or by adopting the regional bus front sign.
oCurrent deficiencies include route segments on:
Dunkirk Fernbrook
Pineview Nathan
53'd Larch, especially at Rockford Road
Old Rockford
Benches
U.S. Bench has permits for 48 benches throughout the city, however, a recent moratorium
indicates that four of these benches are to be removed and that no new benches can be
installed until the Plymouth Planning Department completes a sign ordinance review in
1997. All future bus bench relocation should be consistent with City policy and
permitting requirements. In addition to the four benches to be moved under the
moratorium, eight additional benches should be moved to new locations.
Land Use: Development Patterns and Densities
For Plymouth Metrolink, the primary transit market is express service to and from the
Minneapolis CBD. Land use and urban design decisions should make this service more
pedestrian friendly. The following table shows the transit ridership impacts of urban
design and land use changes which make transit more pedestrian friendly.
URBAN DESIGNILAND USE
CHARACTERISTIC
Availability of Convenience Services
Mix of Land Use
Accessibility of Services
Areas Perceived as Safe
Aesthetically Pleasing Environment
IMPACT ON TRANSIT
3.7% increase in transit
3.5% increase in transit
3.3% increase in transit
1.8% increase in transit
4.1 % increase in transit
Source: Planning, Developing, and Implementing Community-Sensitive Transit. FT A: Office of Planning
Plymouth can increase transit friendliness through land use planning decisions to modify
densities, coordinate development processes, and increase community activity.
.
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Development Density
Planning guidelines for multiple-family housing areas should encourage:
eclustering of new development along existing and proposed transit corridors;
olinking new housing to transit stops by convenient walkways;
oinfilling existing areas with projects that will create transit friendly clustering of existing
and new multifamily residential housing;
oconsidering and maximizing pedestrian connections between existing and expanded
residential areas and transit in all infill projects; and,
oretrofitting existing developments with sidewalks, lighting and other pedestrian friendly
features.
Future commercial and industrial development should occur in an integrated manner to
allow for:
ereducing total parking lot size requirements by integrating complementary needs;
oconcentrating transit markets;
ocreating efficient transit access to these developments;
oreducing transit riders' walking distance and sense of isolation from their destinations;
eincreasing passenger interest, comfort and safety.
Pedestrian Activity
Adding pedestrian right of way and easement provisions to new development projects and
applying them to existing open spaces and developed areas will create the opportunity
for:
eretro-fitting existing multi-family residential areas with continuous sidewalks, trails and
lighting;
econstructing neighborhood stop facilities in or adjacent to both new and existing
multiple-family housing to provide an identifiable transit stop and comfortable waiting
area for passengers;
eclustering a variety of uses along pedestrian routes to provide access and visual interest;
oencouraging bicycle access throughout the community and to transit stops and facilities.
Development Process
Initially, Plymouth Metrolink should reorient its bus routing to more effectively service
in-place commercial and multiple-family residential developments. Once this is complete,
future land use planning and urban design should be sensitive to these reoriented transit
routes and other future transit corridor opportunities, and incorporate the
recommendations for altering density distribution patterns and providing a more balanced
mixture of uses to create transit friendly communities.
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Future Transit Corridor Development Opportunities
Within Plymouth, potential transit corridors take three forms, and as future development
projects and roadway improvements occur, that development and improvement should be
done in a way that will enhance the roadway's functioning as one of these three forms of
transit corridors.
1.) Regional corridors: Large capacity arterials such as 1-494 and Highway 169 function
as regional transit corridors. They provide opportunities for line haul express service
via dedicated HOV lanes with infrequent stops at transit facilities such as Park and
Rides and regional hubs. HOV lanes or shoulder bus lanes should be added wherever
feasible. Large 40' or articulated buses are appropriate on these corridors.
2.) Community corridors: Intermediate capacity arterials, such as Highway 55, have the
opportunity to connect a higher number of land uses and permit more frequent transit
stops at shared use Park and Rides. Bicycle accessibility is increased, as is pedestrian
accessibility, but walkup ridership opportunities are still limited because building
setbacks remain large and uses are segregated along Highway 55. Given the amount
of redevelopment that would be necessary, this roadway is not likely to function as a
pedestrian friendly transit environment. It can, however, function as a effective
Community level corridor, allowing access between smaller neighborhood corridors
and Park and Rides. Medium-sized transit vehicles are appropriate on these corridors.
3.) Nei2hborhood corridors: Smaller capacity arterials and certain major collectors can
function as neighborhood transit corridors. These neighborhood corridors transverse
multiple neighborhoods and a variety ofIand uses. Retail, commercial, office, service
business, and other transit supportive uses should be clustered, with buildings located
closer to the streets and connected by generous and well lit sidewalks, which will
make this level of corridor function more like an urban transit corridor. Slower travel
speeds and the proximity of greater quantities of residential homes increases the
number of appropriate stops that routes on these corridors make, both at shared use
Park and Rides and neighborhood boarding points. More frequent stops at
neighborhood boarding facilities and proximity to residential areas maximizes
pedestrian accessibility. From an efficiency standpoint, buses are slowed down on
lower-level roadways (major collectors), but effectiveness in serving riders is
increased. Smaller vehicles are recommended on these corridors to increase cost
efficiency. These corridors should be retrofitted with bus pullouts and neighborhood
stops. Examples of this type of corridor include: County Road 101, Vicksburg Lane,
Plymouth Boulevard, Fembrook Lane, Northwest Boulevard, Zachary Lane, Bass
Lake Road, Schmidt Lake Road, Rockford Road, County Road 6, and Carlson
Parkway.
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