Memo- Transit Study
. MEMO
To: City Council
From: Nancy Anderson
Date: April 8, 1999
Subject Transit study
The cities of S1. Louis Park, Minnetonka, and Hopkins with Metro Transit and LSA
Design Inc., are currently in phase II of a transit study. The three cities have been
hosting open houses to solicit input from residents. The Hopkins open house was held
on April 6, 1999. 11 people attended the open house_ The attendees had the following
major concerns:
. improving service to Westbrooke
. . improving service to Ridgedale
. improving service to Knollwood
- maintain service to downtown Minneapolis
Representatives from Metro Transit and LSA Design Inc. will be at the work session to
update the City Council on phase II of the study and to solicit input from the City
Council.
Also attached is the information that was distributed at the open house.
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City of Hopkins
Transit Improvements Open House
April 6, 1999
6:00 -7:30 PM
Rasp berry Room .
Hopkins City Hall
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Welcome .
City of Hopkins
Transit Improvements Open House
April 6, 1999
6:00-7:30 PM
Raspberry Room, Hopkins City Hall
Introduction
Welcome to the City of Hopkins' s Transit Improvements Open House. For the last two years the
City of Bopkins has been studying and looking for opportunities to improve the current level of
transit service for residents and businesses. The intent tonight is to provide you with the
opportunity to comment on the existing transit service as well as potential improvements. Your
comments and suggestions will be forwarded along with staff and Metro Transit comments to the
City Council.
Background
In 1997 the cities of Hopkins, St. Louis Park and Minnetonka agreed to work together for the .
pUl1Jose of finding out how well their transit systems were meeting the needs of their residents
and businesses. As a result, the three cities in cooperation with Metro Transit and LSA Design
Inc., a transportation consulting firm, initiated a two phase study to answer this question.
The goal of the first phase of the study was to quantify and describe the current transit service, as
well as identify opportunities for improvement. Phase 1 identified the need to improve the
transit service for: transit dependent residents; for persons working in Hopkins; for north-south
travel in the community; for travel between Hopkins and adjacent communities; and, for
improvements in basic transit facilities. Phase 1 was completed in 1998 and copies of the study
summary are available by request.
Phase 2 of the study began in November 1998 and will soon be nearing completion. The goal of
Phase 2 is to provide a list of specific improvements along with the associated costs and an
implementation plan for service improvements. It is the hope of the City Council that some
improvements may be underway as soon as September 1999. .
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~ Metropolitan Council
Working for the Region. Planning fOT the Future
"""Ill'
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TRANSIT SERVICE OPTIONS
Selection of the most appropriate type of transit service for a given environment is a
challenging task. Here is a brief summary of common types of transit service currently
operated in the Metropolitan Area and the advantages and disadvantages of each transit
service type.
A summary of transit service options are presented below:
A. Regular Route
Local radial
Local crosstown
Limited stop
Express
B. Specialized or Subscription Regular Route
. Subscription Bus
School Bus
Charter Bus
C. Community Based Circulator I
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D. Paratransit or Dial-A-Ride
General Public
Specialized
E. Rideshare
Minnesota Rideshare
F. Other Transit Services
Volunteer Programs
Taxi/Intercity Bus
Travel Demand Management
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230 East Fifth Street st. Paul. Minnesota 5SW 1-] 634 (612) 291-6359 Fax 29] -6550 TDD/T11' 291-0904 Metro Info LIne 229-3780
An Equnl OppornmiIy Emplo,wr
A. Regular Route Service .
Regular route transit service is a general public service operating on fixed routes
and a predetermined set schedule. The consistency of regular route service, or
sometimes called fixed route service, enable printing and distribution of timetables
and route maps. Regular route service can be classified as one of four types:
. Local radial - buses stop at most every street corner and the routes start or
end in one of the two downtown areas.
. Local crosstown - buses make frequent pick-ups and drop-offs, but do not
serve a downtown area.
. Limited stop - buses make limited stops along a route or "skip stops." This
is done to achieve faster service to selected destinations.
. Express - services operate on a controlled access road or interstate highway
for at least four miles. Express routes usually provide travel times
comparable to those realized by driving along in an automobile. Most
express routes operate longer distances (8 to 25 miles) and have proven
effectiveness when operating during peak times serving commuters destined
for one of the two downtown central business districts.
Regular route transit services usually deploy standard size transit buses (40 feet .
long) that accommodate 42 to 48 seated passengers. However, bigger or smaller
buses are used as well depending upon the population densities of the areas being
served.
Advantages
- Straightforvvard to implement.
Easily understood by potential riders.
- High carrying capacity.
- Generally, reliable travel times.
- Convenience of a guaranteed seat.
- Fast trips for express routes (especially if operating on a highway
high-occupancy vehicle lane).
- Convenient access for local routes.
Disadvantages
- Limited geographic coverage.
- Productivity is reduced in lower density areas.
- Limited trip origins-destinations provided. .
Vehicles and routes may not be accessible to the disabled.
. - Park-and-ride lots required for express routes.
- Signs and shelters desirable for local routes.
B. Specialized or Subscription Regular Route Service
This type of service is designed and offered to a specific group or segment of the
population. Specific routes and timetables are established but only distributed to
the target population group. The most common application of this type of service
is school bus operations.
Independent school districts annually implement a system of school bus routes
serving specific age groups of school aged children. These routes accommodate
the transportation needs of elementary and secondary students attending public
schools. School bus services are provided by standard size buses accommodating
57 to 71 children or smaller mini buses that accommodate 15 to 25 students. A
universal paint scheme and vehicle design specifications have been adopted
nationwide that give school bus service common recognition.
Subscription services are defined as routes and schedules t,hat are pre~arranged
to meet the travel needs of riders who sign up for service in advance; the quality of
service is usually higher than that of regular route public transit service (fewer stops,
. shorter travel time, and greater seating comfort). Subscription services are usually
obtained through charter or contract arrangements.
Advantaqes
- Has potential tor reducing equipment needs and operating costs of
combined public transit and school district transportation resources.
- Has potential for efficient use of publicly owned vehicles and drivers.
- Could provide additional transportation service that is presently not
provided.
Disadvantaqes
~ Pupil transportation patterns are very different from non-public
transportation patterns, making operations efficiencies difficult to
realize.
~ Simultaneous peak travel activity with school trips versus public
transit trips prevents large reductions in fleet and operating costs.
- School buses and transit buses are very different vehicle types and
don't necessarily meet the needs of both rider groups in both safety
and comfort.
- Private-for-profit transportation providers have raised issue with
. school district transportation taking away business - possible conflict
of interest with private-for-profit transportation companies.
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- School district insurance rates and liability coverage may be .
jeopardized by any additional responsibilities placed on transportation
resources owned and operated by the school district.
C. Community Based Circulator Service
Community-based services should be considered in areas where they supplement
or take the place of regular route service. This is particularly true for trips within a
community or subarea of the region. Generally, these services are appropriate in
areas with residential densities of three households per acre or less. In areas of low
population density, regular route transit service shall be provided as passenger
demand dictates. Low population density areas are considered served by regular
route transit when located within three to five miles of park-and-ride lots.
Circulator service has been found to be most successful in areas with the following
ch aracte ristics:
. High number of internal trips.
. Lack of other transit services.
. High number of transit dependents.
· Proximity to a major trip generator such as a regional shopping center or
rural commercial center.
Circulator services can take the form of either fixed route or Dial-A-Ride and are .
predominately operated with small buses or vans. Coordination with regular route
services is often times done at a regional shopping center or other major activity
center or preferably a transit hub.
Advantages
- Can meet diverse travel needs with predictable and reliable service.
- Provides higher passenger capacities.
- With smaller vehicles and a private operator, the cost per service hour
can be less than traditional central city-based transit service.
Disadvantaqes
- Major activity centers must be served for cost-effective operation.
- Requires careful route and schedule planning and monitoring.
- Requires substantial funding to establish a level and quality of service
that will attract consistent ridership.
Not all trip desires (origins and destinations) are served.
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. D. Paratransit or Dial-A.Ride Service
Paratransit service includes a variety of public transit services that are more flexible
and personalized than conventional regular route service. Paratransit services are
typically operating in less densely populated urban areas where trip making patterns
are very dispersed. Paratransit services also include transportation for individuals
unable to use an accessible regular route transit system. The productivities of
service are rather low, ranging from two to seven passengers per revenue hour.
However, the cost to provide service is more modest than regular route operating
costs.
Two fundamental types of paratransit or Dial-A.Ride services are available:
- General Public Dial-A-Ride provided for all residents.
- Specialized Dial-A-Ride provided only to specific groups such as the disabled or
senior population.
General Public Dial-A-Ride
Advantaqes
- The service can attract much higher ridership by making all residents
. eligible for the service.
- All combinations of trip origins and destinations can be served unlike
fixed route.
- A single user program may be able to realize efficiencies in staffing,
vehicles and trip dispatching and thus have lower operating costs
than two separate programs.
Disadvantaqes
- If capacity is limited there may be competition for rides.
- The use of standing orders can limit the availability of service for
occasional users.
- No-shows/cancellations by customers can be a problem.
- A county-wide program requires a substantial funding level as fares
will only cover a minor portion of costs.
Spe-::ialized Dial-A-Ride
Advantages
- Usually provides door-to-door service instead of curb-to-curb service.
- Can more precIsely match service supply to demand compared to
fixed route service.
. - Vehicle equipment and operator training is specialized for the
clientele.
- System administration can often be accomplished though an existing .
social service program or department.
Disadvantag es
- Specialized population often times very dispersed through a
community.
- Client registration and verification may be burdensome.
- Increases in passenger demand may result in trip denials (also the
case in general dial-a-ride).
E. Ridesharinq
The need for organized carpooling and vanpooling grew out of the energy crisis of
the seventies and early eighties. Minnesota Rideshare (MnRS) is part of a state-
side effort to promote and provide service for the formation of carpools and can
pools among commuters traveling to and from work or school in the Twin Cities
Metropolitan Area. Elements of the MnRS program include:
. Computerized and personalized assistance to encourage and assist in
carpool formation;
. Matching services for existing carpools to maintain and/or increase number
in each pool; .
. Assistance in the formation of new vanpools;
. Referrals for van leasing or purchasing, vanpool workshops, and training for
drivers and employers;
. Coordination with the Greater Minnesota Rideshare program to assist in
forming pools for long distance or out of metro area commuters;
. Maintenance and marketing of 349-RIDE as a direct access to ridematching
services;
. Pool registration and verification for pool parking incentive programs;
. Maintenance of a regional ridematch, employer, and pool registration
database.
The advantages of ridesharJng are that it makes use of existing resources (cars)
and usually requires no subsidy to operate. The primary disadvantage is that it is
not available to those without cars, those unable to drive, and those whose
schedules or trip-making patterns (child-care drop-off, etc.) can preclude carpool
formation. Ridesharing may not be feasible for non-commute and irregular travel.
F. Other Transit Services
Volunteer Programs
Volunteer transportation services can be valuable resources for transporting those .
with spetial needs, Volunteer progra:Tls have the flexibility of dial-a-ride programs
. in terms of trip origins and destinations and a very low cost. Significant
administrative effort can be needed to maintain an adequate base of volunteers.
Taxi/Intercity Bus
Private for-profit firms provide taxi/intercity bus and limousine services. Fares are
higher than for subsidized public transportation programs. Intercity bus charters
operate through the county but without local stops. Both taxi firms, intercity bus
operators and limousine providers may be available resources for providing desired
transportation services.
I Travel Demand Manaqement
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Travel Demand Management (TDM) is influencing travel behavior by mode, time,
route, or trip length to achieve more efficient use of transportation facilities. TOM
strategies are implemented usually to avoid more costly expansion of the
transportation system.
Ridesharing, by carpooling or vanpooling, is one of the more integral TOM
strategies. Rideshare programs are especially important in 'meeting transit needs
in the outlying areas or the region where regular route bus service cannot be
. effectively provided.
Besides ridesharing, other TOM strategies include:
. Flexible work hour arrangements.
. Preferential parking for carpools.
. Employer subsidized transit passes.
. Guaranteed ride home programs for carpoolers and bus riders.
. Parking pricing as a congestion management tool.
. Providing bicycle incentives and facilities.
. Telecommuting.
. Tax incentives for transit and carpooling.
PRODUCTIVITY AND COST OF TRANSIT SERVICE OPTIONS
The operating costs of transit service depends primarily on the type of service used and
the frequency of the service. Table 1 shows the costs and productivity of the various types
of transit service.
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a Metro Transit
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Transit Markets and Transit Trade-Offs
Transit Markets
The need and demand for transit service varies throughout the region. For example, the
demand for service in a low-density, auto-oriented, suburban area will vary considerably
from the demand for transit service in a highly concentrated, pedestrian oriented, older
center city area. The constraints and challenges for delivering transit service in an
effecti ve and efficient maimer will vary in each of these market areas.
The two primary factors that identify and differentiate the transit market potential of one
area from that of another are population density and employment density. Briefly
reflecting on the nature of mass transit, we can understand why these two factors are so
critical.
Transit is in the business of pooling, blinging together people, to share rides. The more
compact the market of intended shared riders, the more effectively and efficiently transit
is able to deliver its services. The more dispersed the pattern and location of shared rides,
the more penalties that are imposed on both the rider and the operator. For the rider, trips .
can become more circuitous, route spacing more diffused, and frequencies less attractive.
For the operator, costs increase and productively decreases as it becomes necessary to
travel greater distances to pick up riders.
Like the airlines, transit needs a critical mass to succeed. When critical mass is not
present, it becomes necessary to develop strategies which are tailored to the market. Such
strategies may include park-rides, dial-a-rides, or smaller buses which feed into express
routes using larger buses.
The map below provides a general outline of the different transit market in the
metropolitan area. The market areas are based on employment density, population
density, and transit dependency (percent of households without autos and the percent of
households below the poverty level). Market Area I has the highest population density,
employment density, and transit dependency while Market Area IV has the lowest. It is
important to !late that there are exceptions to the rule within each market area.
The Table II- [ below provides more details of how the markets are defined while Table
1I-2 p[()\"idcs a brief outline of potential service strategies for each of the different transit
markets. Additional infonnation regarding service strategies is provided in the handout
titled "Transit Service Options."
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A service of the Metropolitan Council
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Transit Trade-Offs
In planning transit service there are inherent trade-offs which must be considered. Two
of these trade-offs are briefly described below.
Coverage vs. Productivity
Coverage refers to servicing as many locations as possible regardless ofthe market.
Productivity refers to placing service where it will produce the most rides.
In an extreme coverage model service would be provided to as many locations as
possible. No one area would receive a high frequency of service, but everyone would
have a bit of service.
In an extreme productivity model only the areas likely to produce high ridership would
receive service. These areas would have a high frequency of service throughout the day
while areas likely to produce few riders would receive no service.
Most communities develop service based on a blend of coverage and productivity.
Directness VS. Nearness
Directness refers to keeping the route as direct as possible between the starting and
. ending points. In this model there are no jogs or diversions. Nearness refers to getting as
close as possible to everyone's front door.
Figure #1, the last page, outlines the trade-offs of "directness VS. nearness."
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Transit Redesign Defining TILe Tramit Market Page 1I-12
TABLE II-I .
Characteristics of transit market areas in tbe Twin Cities.
Market Area Area Characteristics
Area I Population Density = 15 or more persons/acre9 (or) Job Density '-50 or
more jobs/acre and 10,000 or more contiguous jobs
Area II Population Density = 9 to 14.9 persons/acre augmented by contiguous
High Transit Dependency areas.
Area III Population Density = 5 to 8.9 persons/acre (excluding isolated pockets)
augmented by:
(a) contiguous areas with Job Density=l 0 to 49 jobs/acre and 3,000 or
more contiguous jobs
or
(b) contiguous areas with Major Travel destinations: 50 or more non-
home bound trips/acre
Area IV Population Density less than 5 persons/acre
Pockets: Areas meaning at least one of the following: .
l. Population Density = more than 5 persons/acre
(isolated pockets only)
2. Job Density = IOta 49 jobs/acre and 3,000 or more contiguous
jobs (isolated pockets only)
3. Major Travel destinations: 50 or more non-home bound trips/acre
(isolated pockets only)
4. High Transit Dependency areas (isolated pockets only)
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Transit Redesign Defining The Transit Market Page [[-14 .
Table II - 2 .
TRANSIT MARKETS/SERVICE OPTIONS
TRANSlT SUGGESTED SERVICE TYPES SUGGESTED SERVICE
MARKET AREAS CHARACTERISTICS
AREA I Primary emphasis on Big BuslRegular ORIENTATION - Focus on both CBDls
route service complemented by Metro AVAILABILITY - Up to 24 HoursfDay & 7
Mobility paratransit service. Downtown Days/Week
area circulators possible. ACCESS - Route spacing (.25-.50 miles) with
8-10 bus stops per mile
FREQUENCY - Generally 5 to 15 minutes
AREA II Primary emphasis on Big BusfRegular ORIENT ATION - Link CBD's/Suburban
route service complemented by Me~o Transit Hubs
Mobility paratransit service. A V AILABILlTY - Up to 20 Hours/Day & 7
Neighborhood circulators possible in DaysfW eek
some areas. Neighborhood circulators ACCESS - Route spacing (0.5- 1.0 miles) with
should tie in with limited stop regular 6-10 stops per mile
route service. FREQUENCY - Generally 15 - 30 minutes
AREA HI A mix of Big and Small Bus/Regular ORIENT A nON - Link CBDls/Suburban .
route and community circulator service Transit Hubs
complemented by Metro Mobility A V AlLABILITY - Up to 18 HoursfDay & Up
paratransit service. Community to 7 DaysfW eek
circulators should tie into regular route ACCESS - Route spacing (0.5-1.5 miles) with
regional service at a transfer point. 6-10 stops per mile
FREQUENCY - Generally 30 - 60 minutes
AREA IV Primary emphasis on: 1.) Small Bus/Dial- ORIENTATION - Suburb to Suburb and
A-Ride service providing county or rural Central Cities
circulation, and 2.) Commuter bus service A V AILABILlTY - (Peak-Period Express and
tied to major park & ride lots to create Midday Circulators); Weekdays Only
travel volume. ACCESS - Express routes tied to major Park
& Rides/ Circulators link to transit hubs
FREQUENCY - Advance registration for
Dial-A-Ride services
POCKETS Primary emphasis on: I.) Small Bus ORIENT A nON - Localized
service providing community local or A V AILABILlTY - Varies by Pocket;
Dial-A-Ride circulation, and 2.) primarily Weekday service.
Commuter bus service may have ACCESS - Door to Door or modified
localized service in addition to lirrking circulation; Express Routes primarily tied to
with major park & ride Jots to create Park and Ride lots.
travel volumes. FREQUENCY - Up to 2 hours for circulator .
services. Advance registration for Dial-A-Ride_
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TRANSIT FACILITY DEFINITIONS AND PURPOSES .
Transitway
Definition: A dedicated trails it1 I'ClY is a corridurfor transit vehicles that reduces or eliminates
mixing with other traffic. E:'Camples of transinl'uys include busways, light rail transit lines, and
commuter rail lines. Shoulder bus lanes or high occupancy vehicle lanes can also function as
transitll'avs when they create a cOlllinuous corridorfor transit vehicles.
Purpose: Trunsitways create travel-time advantages for transit riders, allo.wingfor /1Iore
COllsistellt and reliable schedules between transit centers and major activity centers. Transitll'ays
also al1011'for higher level, of trans it service along a corridor and can positivefv influence
devrdnpment and redcvclopmcII! patterns along the transitH'(T)! corridor and at station arcus.
Re2:ional Transit Center
Definition: A transit facility lhat includes a TrallSit Station with climate contro!!ed waiting
space, passenger canopy and transit sYSlt'/11 il?lormation and may include a park and ride for 150
cars or more. The Transit Station could include on-site transit information sta.ffandfare card
sules and is desirably part (~fa larger mixed lise development including higher density
residemial, office, dL~vcare, service business, (lnd convenience retail uses. Thesefacilities are
serviced bv inbound feeder nus services connecting with frequent and direct e.,press bus services
ill the AAl and PAl peak travel peri()d~ with some midday return express trip options. Connection
I)pport unities ore u1'ailuble with routes servicing other parts of the region and reverse commute
selTice to area job cellters.
Purpose: Regional Transit Centers provide (/ SL~fe, convenient and comfortable environmentfor
transit patruns and create opportunities for e:rpanded connections with other parts of the region.
They provide logicaltramfer puintsfol'fceder buses, ret'erse commute buses, and regional .
conl/cctions. They also concentrate ridership through park and ride and intensified land lIS!!S in
the Station Area ta increase rOllte produoivity in less dense suburban areas.
Community Park-Ride
Definition: A park and ride facility designedfor appro:dmClteZv 30-150 cars with a heated and
lighted passenger shelter Lind trunsit s.vstem il!lormation. These facilities may share parking with
businesses. religious, or public institutiuns, and alsu may serve as Transfer Slop/Focused
Buw.ding Point locatiolls. COll/lllllnitv Purk-Rid!?s dre sl.!/Ticed direct(v by express bus scrvict's ill
tlie ,-L\I and PAl peak travel period)' 1!'ith tlie route going express immediately after the last and
largest o.fthcsc COli/lilli/Ii",' Park-Rides,
PUI"pose: COll/lIIllI1i",' Pork-Rides expalld travel options at the community' level. Park and rides
l.1picaflv hlL'/'ease ruute prodllcti1'ity along local portions of express rOlltes, s1Ich as along
Afilln('tollka Boulevard. Increased productivi",' a/lull'S walk-liP riders to hm'e a une-seat trip on a
lIIain line !"Olife rat her thall a two seat trip un u trunk and feeder line,
Transfer StoplFocused Boardin2 Point
Definition: An cnhanced bus stop serving as ({n idclltifiahle boarding point in a neighborhood
that provides a welcoming, safe, und SCCZirl.' 11'uitinglrestillg place for lhe time 5pent between
wulking tu the blls and boarding the bus. These stops hw'e a lighted shelter thaI mav also be
heLlled Lind hL/ve transit system information.
Purpose: Transfer Stops/Focused Boarding Points provide identifiable places to board the blls
und II/ay also serve as locL,timls tu trunsfcrfrom OIle hus to another, They allow increasl3d travel
opfiollS and pr01'ide afocal pointfar the districI lhey are ill, From all operations perspective, they
are designed to ..collecl' passcngersjrolll L1 specijic area in order to minimi:::.e deviarions i/1 .
lI1ainline bus routing l1'lIile lIIuintaining passf!lIger cumfort and convenience.
LSi\ Design, Inc.
Hopkins Area Ridership by Stop
ROUTE 12 EASTBOUND ;~IIUS- ill,
. WEEKDAY ~"'~I?~
:J ~"'" ';j' '" .
STOP LOCATION it" "P.N
Shady Oak Rd Red Circle Rd l[~'.
Bren Rd W . Shady Oak Rd {~' >5
Bren Rd W Smetana ;; ~t,1i
Employers Mut ;[~I:' " ,,',' 0' .'~',;
Blue Circle l1\ ,~~", >]Ij -.l.~' .m~ \
Smetana Opp courtpIQ>" . ",,'.. ~~.rlf, i
Green Circle Rd . ,,,, . ~"." ," ' 1lf
Bren Rd W ~m: ~-2,,> ~;' ~,~' qTh;.. ,1t',
Smetana Road "",~~..'l$,... "w.I
Green Circle Rd ~jjif,';tQif .' ,,~. ,r.\g;.
.'~~,~_.,.,...tl'l "~ '; ~ . ~f ... ~"
Smetana Road Westbrooke Apts f,>~~~~,~~:, ..~~~ifr~
Smetana Road
Smetana Road
11th Avenue
11th Avenue
11th Avenue
11th Avenue
11th Avenue
11th Avenue
Co. Rd. 3
Co. Rd.3
Co. Rd. 3
Co. Rd. 3
Terminal "C"
5th Street
5th Street
Shady Oak Rd
K-Tel Dr.
Terminal "BCDEKL"
Shady Oak Rd
Main Street
Main Street 119th Avenue ,;",;..A"';'i':""'JJ;-,"w,OL<,_{,
. Main Street ij~g~~~~ ~,t"~
Main Street
Main Street
Main Street
Main Street 12th Avenue 'i~':.:r~6W~k@ ,"1;~r~~,f~:;!P
Main Street :i~lli~:::::' ffil_il
Main Street
Main Street
Main Street 16th Avenue ~;'~"~i\t3'e"1l'~''':1~/I,,~0~~n'1'';''
Main Street i;~~~,""" ~'Ii.i
5th Ave.
Terminal "G"
11th Avenue I County Road 3 ~~;W!;gOjf~ .tt., -~'Ol~h"~d
Excelsior Blvd
Excelsior Blvd
Excelsior Blvd
Terminal "BCDEGKL"
Excelsior Blvd
Excelsior Blvd
Excelsior Blvd
Excelsior Blvd
Excelsior Blvd
Excelsior Blvd
Excelsior Blvd
Excelsior Blvd
Excelsior Blvd
Excelsior Blvd
Excelsior Blvd
Excelsior Blvd
Excelsior Blvd
Excelsior Blvd
Excelsior Blvd
. Excelsior Blvd
Excelsior Blvd I Meadowbrook Lane :-' '<::;38::"'>:~,' ;;'"A -,\'i
Hopkins Area Ridership by Stop
ROUTE 17 EASTBOUND ,!t~li~!:}~~~~]*~~~~l~~~~ri~ .
WEEKDAY
.,'!'i""'{(;';'~""";-e~lf'"_,.;,,,,~,.~t~'fJJii:W'"'"-'r&~~'~
STOP LOCATION ;~::)~~~.;[f.~,~~.~,O,~;t~~. t:.~~~~ri1~~4~'ki~~f~~Q~,E:~ ,..':ij~~:~~
Terminal "E" I
Tyler 2nd Street
Tyler Lake
Lake IVan Buren
Cambridge Van Buren
Cambridge Hiawatha
Cambridge Blake
.
.
.
Hopkins Area Ridership by Stop
. ROUTE 64 EASTBOUND
WEEKDAYS
STOP LOCATION
SHADY OAK RD CR 3 (EXCELSIOR SO)
MAINSTREET 20 A V S
MAINSTREET 17 AV S
MAINSTREET 15 AV S
MAINSTREET 13 AV S
MAINSTREET 12AV/11AVS
MAIN STREET 9AVS
MAJNSTREET 7AVS
MAINSTREET 5AVS
5AVS MAINSTREET I CR 3
CR 3 (EXCELSIOR SO) SAVS
EXCELSIOR SO HW 169
EXCELSIOR SO JACKSON AV S
EXCELSIOR BO HARRISON AV S
EXCELSIOR BO BLAKE RO
EXCELSIOR SO ASHLEY RD
EXCELSIOR BO RAINBOW FOODS SIDE EN #1
EXCELSIOR BO INTERLACHEN RD
EXCELSIOR BO HOMEDALE RD
EXCELSIOR SO MEADOWBROOK RD
EXCELSIOR SO MEADOWBROOK LN
.
.
Hopkins Area Ridership by Stop
ROUTE 66 NORTHBOUND I ;~t~ii!~ilBIJS','sT0R'm:o;rtAI1$lIi,!;>~ .
",~f&,F< ~f",,,,,nl'~~%N'i!;i"%Y?1~ "r~W,
WEEKDAYS I~~~~~':',,~ ,;~r~:,;':.-}?~~<fI;~{';:'~:i;:~;:-r.f>!\{;l;~/~~~-f!4e-("r: '/tf.:t:~;J
"'&,',"'~ ~"I""~"'~~~~'~";"i'.
I;, /i""i"':wr:",. ~,:A"",:/' ',', tj"i"i" " ' ~ ".'
STOP LOCATION ''''iit,1'' '~0 ' ,.; <,':'CO ""'~.". ,+, OFi:F,:' .' '" ,,'
~:~~~{:~'~ __i" ..1~)":,~~~',,t:.;.Xi~Mw .~.':,!",;J;.,,'. '~~: .
PARK NICOLLET SO WEST SlOE BUS CUTOUT
EXCELSIOR SO WOODDALE AV '
EXCELSIOR SO I POWELL RO
EXCELSIOR SO i INTERLACHEN RD
EXCELSIOR SO RAINBOW FOODS SIDE EN #1
EXCELSIOR SO !ASHLEY RO
BLAKE RD N EXCELSIOR BD
BLAKE RD N 2 ST NE
BLAKE RD N LAKE ST NE
BLAKE RD N : OXFORD ST
BLAKE RD N !CAMBRIOGE ST
.
.
Hopkins Area Ridership by Stop
. ROUTE 67 EASTBOUND
WEEKDAY
STOP LOCATION
ROUTE "A"
TYLER AV N 2 ST NE
TYLER AV N LAKE ST NE
LAKE ST NE TYLER AV
VAN BUREN AV N VAN BUREN TERRACE
VAN BUREN AV N RAMSGATE APTS (#421)
VAN BUREN AV N VAN BUREN WAY N
CAMBRIDGE ST RAMSGA TE APTS 700
CAMBRIDGE ST HIAWATHAAV
CAMBRIDGE ST BLAKE RD N
BLAKE RD N OXFORD ST
LAKE 8T NE BLAKE RD
LAKE ST NE BLAKE RD/CREEKWOOD APTS EN
LAKE ST NE BROOKVIEW DR
TEXAS A V CAMBRIDGE ST
TEXAS A V DIVISION ST
.
.
.
Hopkins Area Ridership by Stop
ROUTE 70 EAST BOUND I '~1;~J~~gB,~t:$mQJ~~liQl1~~$;J!;:i@;~!~'.
~TE~:~~6~ TION: ,:ji?rr~{~i~ti~'I?j,~r~l}~fi~ifI
ROUTE "70CG" I;" ::'!i-:~{
.j, ~,:i,:;' ~~;'u.,~ ,
HW 7 I SHADY OAK RD ~'i: ,'; ~,,':;.;;;:'?~\t~'; I~ ":,
HW7 ICR73(17AV) ,':'c',::";< \5:,"
HW 7 112 A V N ;'.: .... '\~5,' ,J ,',
HW 7 i5 AV N ,i. ,~;:t, . "
, ".1'.' :}";:,
HW 7 15 A V N, ,,~'~~;:;t;',. J:;,.', I,,: 'c;"",
HW 7 I BLAKE RD, ')n"~', ,<. ::;". ".',',.0;:".:',.,
,.. "'j ..,. ,,<i,~i'~ '",.. 'C'"
ROUTE "70F" I ,~;,,,:',> ;11"!'r>~ 1;;",\,: ','
SMETANA RD 1#1021 ''':':'' Di ::'y;" .,:
SMETANA RD IELMBROOK APTS I:)';,;]" pi,::','
SMETANA RD IWESTBROOK APTS ,:;." '.,,''X'- '~(1};8.:)"
SMETANA RD '11 AV S ' ,~!J~I "~I '"i',c', ,:'
11 AV S 1#1001-1015 EN",),',;;, ,.,~),
11 AV S ITRAILWOOD N I.' ,;y; ~;:::':/';c'
11 AVS IWESTBROOKEWY . "', , ::';'
11 AV S :LANDMARK TERRACE N",""'~"::: r:'
11 AV S 17 ST S ': , .':;'.' O. .
11 AV S 16 ST S ..,e,>;,;'.,.., 11- 'j,:::h
11 AV S 15 ST S ';'-:':;.,;,iL.<,j"'lif' "\
11 AV S IJUSTUS LUMBER ;-".. Eti : 'C
CR 3 (EXCELSIOR 80) 18 AV S I""
CR 3 (EXCELSIOR SO) 15 AV S':,., "'0:: ,', .
.
---...-----.-----
,
Hopkins Area Ridership by Stop
. ROUTE 614 NORTHBOUND ;~~j_:tI
WEEKDAYS
STOP LOCATION
MAINSTREET 17th AVE .':i'. ;)'j%!:I;t::.i~iJi~'KMi!.::;:ttQlf~;i~:;
MAINSTREET 16th AVE "",-"" ')''''t~b;.'.'''<'~'~'''~~'!l'''"' . .R"t~
MAIN STREET 15th AVE
MAINSTREET 14th AVE
MAl NSTREET 13th AVE
MAINSTREET 112th AVE
MAINSTREET 11th AVE
MAINSTREET 10th AVE
MAINSTREET 9th AVE
MAINSTREET 8th AVE
MAINSTREET 7th AVE ,
MAINSTREET 6TH AVE
5TH AVE MAINSTREET
EXCELSIOR BLVD 5TH AVE
EXCELSIOR BLVD WASHINGTON AVE
EXCELSIOR BLVD ADAMS AVE
EXCELSIOR BLVD MADISON AVE
EXCELSIOR BLVD IMONROE AVE
EXCELSIOR BLVD IJACKSON AVE
EXCELSIOR BLVD VAN BUREN AVE
EXCELSIOR BL VO POLK AVE
EXCELSIOR BL VO PIERCE AVE
. BLAKE RO EXCELSIOR BL VO
BLAKE RO 2ND ST " . L"l'>~;''''~'''''~'ill
BLAKE RD Hwy.7 i'i\"!r''.i\, iAt'\t)~i~iI~~fl~i~' ,- .:' ':~
~ ",',!_.' ":~l;r""I'A~..r1,.,.].,J ~_ ''k-.~~.c~>>
KNOLLWOOO MALL TRANSIT STOP -," :L:"-:-~r.!:~' ..;~~,;,-(~.';;j:;ti.~'+ ~ '~?J~:;:ll,.. - I . ~
t_,"." 'l'.'O."'1i/,,.a;'R '~_~ '
FIRELANE RAINBOW ~~~~jl'li~'l.
FIRELANE TARGET
BOONE AVE TRANSIT STOP '-"'T'jjO,. CJ_"~'^;'#:~"'~t.'-"O"j!~f
HWY7 BLAKE RD 'ii,;,~r.fM
HWY7 OAK RIDGE RO
12TH AVE HWY7
N SERVICE RD 12TH AVE "'." .....";"\'P~~~J1baj'~~.',1;",,,Ii~
ROBJNWOOO N SERVICE RO
5TH STREET ROB1NWOOO
CO RO 73 5TH STREET
CO RD 73 OAKTON RIDGE
CO RD 73 FARM LN
CO RO 73 LORING RO
CO RO 73 I MINNETONKA BL VO
.
.
. April 8, 1999
REVIEW OF BUDGET GOALS
The City of Hopkins is in the process of establishing the year 2000 budget and tax levy goals.
To begin with lets look at the 1999 goals and review the progress.
Following is a list of goals made for 1999.
1999 BUDGET GOALS
. Maintain basic city services at current levels.
. Analyze all programs and services to:
- look for ways to reduce dependency on the property tax,
- find greater efficiencies in the provision of current services and programs,
- compare staffing levels to workloads to assure proper allocation of resources,
- create greater linkages between revenues and expenditures, to allow for more
e entrepreneurial approaches to non-essential services.
. Forecast funding needs and tax implications to assure strong long-term financial stability.
- Provide adequate funds to meet necessary technology upgrades and maintenance.
. Continue policy of not using fund balances for operating expenses.
. Recognize and award employees that help the city save money.
We are maintaining basic city services in 1999. We have analyzed the Assessing department and are
currently analyzing the Police Communications Center. We have changed the account code
structure to create better linkages between departmental revenues and expenditures. We have
allocated building maintenance expenditures and equipment expenditures to more accurately reflect
departmental costs. We will continue to work on cost allocations for all departments and funds.
Attached is a forecast of general fund expenditures and revenues for the next four years with the
associated tax levy's to achieve those levels.
The assumptions for the forecasts made are as follows:
y Current services will be maintained - no elimination or additions to services.
e y A 2.5% increase in salaries and employee benefits each year.
" Approximately a .5% increase in materials, supplies and services each year.
y
e
y Elimination of Capital Improvements Project expenditures from the general fund. These
expenditures will come from the permanent improvement revolving funds.
\. Approximately a 1.5% increase in charges to special revenue funds, capital improvement funds
,.
and enterprise funds.
);. Approximately a 2.5% increase in levy each year.
,. Approximately a 1 % increase in intergovernmental revenues each year.
,. Approximately a 2% increase in fines, permits and fees each year.
y
? A $160,000 decrease in interest earnings budget to accurately reflect actual earnings potential.
? Approximately a 3% increase in charges for services.
y Other revenues would remain relatively constant.
).> An average increase in the assessed market value of property of 3.5%.
The city budgeted an additional $60,000 to cover its' teclmology needs in 1999 and this is carried
. forward into the future.
The city adopted a balance budget for 1999.
The 1999 goals are either complete or are ongoing goals of the City of Hopkins. One of the
unlisted goals was to start this process earlier in the year to allow for more strategic planning and
goal setting. This is where the program budget discussion should begin.
~Y
. Lori Yager ~
Finance Director
GENERALFUND FUND 101
REVENUES
COMPARATIVE ANALYSIS BY SOURCE
. 1997 1998 1999 2000
SOURCE ACTUAL ACTUAL BUDGET BUDGET
Current Revenues
CURRENT PROPERTY TAX $ 3,808,953 $ 3,921,506 $ 4,113,906 $ 4,265,123
INTERGOVERNMENT AL REVENUE 2,156,202 2,146,480 2,077,254 2,098,027
LICENSE, PERMITS & FINES 463,618 446,057 418,400 428,860
INTEREST EARNINGS 126,273 119,158 347,089 187,089
CHARGES FOR CURRENT SERVICES 107,496 125,645 79,415 95,248
OTHER REVENUES 61,276 55,258 55,600 56,434
NON REVENUE RECEIPTS - 39,560 37,000 37,370
NET TOTAL REVENUES 6,723,818 6,853,664 7,128,664 7,168,150
OTHER FINANCING SOURCES - - 30,000 30,750
TOTAL REVENUES $ 6, 723,818 $ 6,853,664 $ 7, 158,664 $ 7, 198,900
e EXPENDITURES
COMP ARA TIVE ANALYSIS BY OBJECTIVE
1997 1998 1999 2000
OBJECTIVE ACTUAL ACTUAL BUDGET BUDGET
Current Expenses
SALARIES AND EMPLOYEE BENEFITS $ 4,870,496 $ 5,176,096 $ 5,292,119 $ 5,484,422
MA TERIALS, SUPPLIES AND SERVICES 1,730,946 1,730,508 2,091,596 2,042,054
CAPITAL OUTLAY 542,025 555,184 520,282 525,485
C APTT AL IMPROVEMENTS 150,000 100,000 100,000
TOTAL $ 7,293,467 $ 7,561,788 $ 8,003,997 $ 8,051,961
LESS EXPENDITURES CHARGED TO
OTHER ACTIVITIES (542,084) (602,743) (854,378) (862,922)
NET TOTAL 6,751,383 6,959,045 7,149,619 7,189,039
Other Financing Uses 8,4 79 9,045 9,861
. TOT AL EXPENDITURES $ 6,759,862 $ 6,959,045 $ 7,158,664 $ 7,198,900
CHANGE IN FUND BALANCE (36,044) (105,381) 0
.
GENERAL FUND
I
I .
200] 2002 2003
SOURCE BUDGET BUDGET BUDGET
Current Revenues
CURRENT PROPERTY TAX $ 4,413,352 $ 4,544,853 $ 4,680,299
INTERGOVERNMENTAL REVENUE 2,129,497 2,140,144 2,140,144
LICENSE, PERMITS & FINES 439,582 448,373 452,857
INTEREST EARNINGS 142,089 143,510 144,945
CHARGES FOR CURRENT SERVICES 98,]05 101,048 104,080
OTHER REVENUES 56,998 57,568 58,144
NON REVENUE RECEIPTS 37,744 38,]21 38,502
NET TOTAL REVENUES 7,317,367 7,473,6]8 7,6] 8,971
OTHER FINANCING SOURCES 30,750 30,750 30,750
TOTAL REVENUES $ 7,348, 117 $ 7,504,368 $ 7,649,721
.
2001 2002 2003
OBJECTl VE BUDGET BUDGET BUDGET
Current Expenses
SALAIUES AND EMPLOYEE BENEFITS $ 5,621,533 $ 5,762,071 $ 5,906,123
MA TERIALS, SUPPLIES AND SERVICES 2,052,264 2,062,526 2,072,838
CAPITAL OUTLAY 538,622 544,008 549,448
CAPITAL IMPROVEMENTS
TOTAL $ 8,212,419 $ 8,368,605 $ 8,528,409
LESS EXPENDITURES CHARGED TO
OTHER ACTIVITIES (875,866) (893,383) (902,317)
NET TOTAL 7,336,553 7,475,222 7,626,092
Other Financing Uses 10,009 11,000 ] 1,000
. TOT AL EXPENDITURES $ 7,346,562 $ 7,486,222 $ 7,637,092
CHANGE IN FUND BALANCE ],554 ]8,146 12,629
.
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