HomeMy WebLinkAboutCity Council Packet 02-08-2011 SpecialCITY OF PLYMOUTH
AGENDA
SPECIAL COUNCIL MEETING
February 8, 2011, 5:30 p.m.
MEDICINE LAKE CONFERENCE ROOM
1. CALL TO ORDER
2. TOPICS
A. Discuss Transit System
B. Set Future Study Sessions
3. ADJOURN
Special Council Meeting 1 of 1 February 8, 2011
rp)City of
Plymouth
Adding Quality to Life
REGULAR
COUNCIL MEETING
February 8, 2011
Agenda 2ANumber:
To: Laurie Ahrens, City Manager
Prepared by: Sarah Hellekson, Transit / Solid Waste Manager
Reviewed by: Doran Cote, Public Works Director
Item: Discuss Transit System
1. ACTION REQUESTED:
Provide staff direction on future transit services.
2. BACKGROUND:
Attached is a report documenting the transit system history, fleet and facilities, ridership,
funding, budget and performance.
3. BUDGET IMPACT:
Not applicable.
4. ATTACHMENTS:
2011 Plymouth Transit Report
OLA Governance of Transit in the Twin Cities Region Evaluation Report Link:
http://www.auditor.leg.state.mn.us/ped/pedrep/transit.pdf
Page 1
Public Works Department
2011 Transit Report
February 3, 2011
Page 2
HISTORY
In 1984, the City of Plymouth elected to exercise its right to provide transit. It was empowered
by the Minnesota Legislature in 1981 to create a suburban transit authority separate from the
Metropolitan Transit Commission. The Plymouth Metrolink transit system provides express
commuter bus service, local bus service and dial -a -ride service.
Plymouth Metrolink express bus routes 742, 747, 772, 774, 776, 777, 790, 793 and 795 take
commuters to and from downtown Minneapolis. Local shuttle bus routes 740, 741, 771 and 791
take riders on fixed routes within Plymouth. The express and local shuttle buses operate during
morning and afternoon/evening rush hours and midday (795). Dial -A -Ride service operates
weekdays from 6:00 a.m. to 6:00 p.m. Dial -A -Ride service is provided within the city of
Plymouth and to certain locations outside the city of Plymouth.
IN
Page 3
Timeline of Regional Transit
1967 Legislature established Metropolitan Council (Metropolitan Council) and
Metropolitan Transit Commission.
1974 Legislature established the Transportation Advisory Board (TAB) to comply with
Metropolitan Planning Organization (MPO) federal requirements.'
1980 Legislature mandated a feasibility study of light rail.
Legislature authorized county regional railroad authorities.
Hennepin County formed the first regional rail authority.
1981 Legislature allowed suburbs to "opt out" of regular -route bus service.
Legislature dedicated portion of MVST revenue to transportation.
1984 City of Plymouth established transit service.
Legislature established the Regional Transit Board.
Legislature allocated funding for planning of Hiawatha Light Rail (LRT).
1994 Legislature passed Metropolitan Reorganization Act, abolishing Regional Transit
Board and Metropolitan Transit Commission.
1999 City of Plymouth established Plymouth Advisory Committee on Transit (PACT).
2004 Hiawatha LRT service began.
2006 Legislature authorized 100% MVST revenue to transportation by FY 2012.
2008 Legislature authorized creation of Counties Transit Improvement Board (CTIB)."
2009 Bus Rapid Transit (BRT) began 1-35W Lakeville to Minneapolis.
Northstar Commuter Service began.
2011 Office of the Legislative Auditor releases Evaluation Report on Governance of
Transit in the Twin Cities Region.
IN
Page 3
PLYMOUTH ADVISORY COMMITTEE ON TRANSIT (PACT)
The City Council established the PACT on November 16, 1999. The scope of the PACT
includes but is not limited to making recommendations to the City Council as it deems necessary
on items or other matters affecting transit in the community.' The seven member committee
serves in an advisory capacity to the City Council. PACT meetings are held quarterly on the last
Wednesday ofthe month at 7:00 PM. Members are appointed for three-year terms expiring
January 31 st of that year.
The 2011 PACT members are:
Jeffry Wosje, Chair (1-31-12)
Catherine Kedzuf, Vice Chair (1-31-12)
Terry Bliss (1-31-13), regular public transit user
Jason Scherschligt (1-31-13), regular public transit user
Sylvia Gustafson (1-31-14), regular public transit user
Tim Bildsoe (1-31-14)
Christina Rudnick (1-31-14)
FACILITIES
Station 73 is located on Highway 55 just west of Highway 169. Station 73 was completed in
2007 at a cost of $5,130,000. The parking ramp has capacity for 288 vehicles with four levels.
The lobby is temperature controlled and has an ADA accessible elevator and rest rooms. There
are bike lockers, benches and a security system with cameras. Parking is currently at 25% at
Station 73. The park and ride lot would be close to or at capacity if there could be buses at least
every 10 to 15 minutes from 5:30 a.m. until 9:00 a.m. between Plymouth and downtown
Minneapolis. Station 73 received a condition appraisal and improvements in 2010, including a
renovation to protect the metal and outside stairwell.
The Nathan Lane Park and Ride Lot is located off County Road 9 at Highway 169. Capacity
is 120 vehicles with some growth opportunity. The bus shelter is heated and there is a bike rack
and a trash container on the site. This park and ride lot is at 85% to 90% capacity most days.
The park and ride lot was repaired in 2009 due to soil saturation issues underlying the pavement.
The Olive Lane Park and Ride Lot is located at Olive Lane and County Road 6. Capacity is
85 vehicles. There is a heated bus shelter, bike rack and trash container at the site. The park and
ride lot is located at a church parking lot and is over capacity.
The Reserve is located on Cheshire Parkway in a high-density residential area just west of I-494
in the north central area of Plymouth. The Reserve was completed in 2004 at a cost of $278,000.
It is an enclosed temperature controlled, ADA accessible building to be used as a waiting area
for riders. It is not a park and ride lot. There are restrooms and benches. The building is locked
when bus service is not available. The Reserve received minor improvements in 2010.
Page 4
Plymouth Metrolink has eleven bus shelters. The bus shelters range in value from $28,000 to
120,000, depending upon whether they have heat and lighting inside the shelter. Three of the
bus shelters are scheduled to receive capital funding for replacement in 2011.
FLEET
Currently, Plymouth Metrolink has 43 buses in the fleet. In early 2009, Plymouth received three
new dial -a -ride buses. In December 2009, Plymouth received fifteen 40 -foot Gillig buses. The
region transferred three buses from Southwest Transit to Plymouth. These buses were new and
are now part of Plymouth's Dial -A -Ride and shuttle transit services. The Metropolitan Council
transferred five buses to Plymouth Metrolink at the end of 2009: two Titan buses used for
shuttle service, one Vantera bus used for Dial -A -Ride and two Gillig buses from Metro Transit
used for express service. These two buses are currently being used as spares until the two new
40 -foot Gillig buses arrive in March.
The Plymouth fleet of buses is almost fully equipped with automatic vehicle locators (AVL).
Plymouth staff is now able to locate Metrolink and other buses on computers and respond to
customer requests regarding bus location. Staff is also able to better monitor the contractor for
on time route performance. Thirty-nine of the buses have fare boxes. Fifteen buses are equipped
with automated passenger counters (APC), which is new to all suburban providers. The fifteen
newest buses have audio/visual equipment (AVL), which is now standard in the region.
The following chart provides more information about the current fleet:
f'11TiDIN Iiv, [1111IIj111:Iiv, IA9.1 014llk1:1124:11:111111
Make &Model Plymouth Bus # Type of Use
20 GILLIG LOW FLOOR 60004 Express
21 GILLIG LOW FLOOR 60005 Express
22 GILLIG LOW FLOOR 60006 Express
23 GILLIG LOW FLOOR 60007 Express
1 Bluebird Transhuttle 2204 Shuttle 24 GILLIG LOW FLOOR 60008 Ex ress
25 GILLIG LOW FLOOR 60009 Express
2 Bluebird Transhuttle 2205 Shuttle 26 GILLIG LOW FLOOR 60010 Express
3 Bluebird Transhuttle 2206 Shuttle 27 GILLIG LOW FLOOR 60011 Express
4 Bluebird Transhuttle 2207 Shuttle 28 GILLIG LOW FLOOR 60012 Express
5 New Flyer SR -1117-18985 D40LF 2600 Express 29 GILLIG LOW FLOOR 60013 Express
6 New Flyer SR -1117-18986 D40LF 2601 Express 30 GILLIG LOW FLOOR 60014 Express
7 New Flyer SR -1117-18987 D40LF 2602 Express 31 Ford Supreme 2701 Dial -A -Ride
8 New Flyer SR -1117-18988 D40LF 2603 Express 32 Ford Supreme 2702 Dial -A -Ride
33 Chevrolet Glavel 2703 Dial -A -Ride
9 New Flyer SR -1117-18989 D40LF 2604 Express 34 lChevrolet Glavel 2704 Dial -A -Ride
10 New Flyer SR -1117-18990 D40LF 2605 Express 35 Chevrolet Glavel 2705 Dial -A -Ride
11 New Flyer SR -1117-18991 D40LF 2606 Express 36 Chevrolet Glavel 6083 Dial -A -Ride
12 New Flyer SR -1117-18992 D40LF 2607 Express 37 Chevrolet Glavel 6084 Dial -A -Ride
13 New Flyer SR -1117-18993 D40LF 2608 Express 38 Chevrolet Glavel 6085 Dial -A -Ride
14 New Flyer SR -1117-18994 D40LF 2609 Express 39 Titan 60015 DAR/Shuttle
15 New Flyer SR -1117-18995 D40LF 2610 Express 40 Titan 60016 DAR/Shuttle
16 GILLIG LOW FLOOR 60000 Express 41 lVanterra TurtleTo 60017 DAR/Shuttle
42 GILLIG HIGH FLOOR 6080 Express
17 GILLIG LOW FLOOR 60001 Ex ress 43 IGILLIG HIGH FLOOR 1 6081 Express
18 GILLIG LOW FLOOR 60002 Ex ress 39 buses equipped with fireboxes
1 38 buses equipped with AVL
15 buses equipped with AN
15 buses equipped with APC19GILLIGLOWFLOOR60003Express
Page 5
RIDERSHIP
Fixed Route
Fixed route ridership in the metropolitan region tends to vary proportionately with weather,
historically initially increasing in the fall when temperatures drop, rising as fuel prices get closer
to $4.00 per gallon, and dropping when unemployment increases.
In the annual Fixed Route Survey conducted in October, 2010, 30% of fixed route passengers
responded. Passengers were asked if they would drive to a park & ride lot to board the bus to
downtown. Thirty percent (30%) of respondents would drive to a park & ride to take the bus,
30% were unsure and 30% would not go to a park and ride lot to take the bus. Of the 60% who
would not go to a park & ride lot, the majority is transit dependent and the remainder chooses to
board the bus on a local route. Plymouth Metrolink fixed routes (local and express) served an
average of 1,685 riders per day in 2010.
Plymouth Express and Local Fixed Routes
50,000
Jan. Feb. Mar. May June July Aug. Sep. Oct. Nov. Dec. Total Avg/Mo
2006 34,901 32,289 37,072
Apr.
31,813 34,146 35,184 32,155 38,438 35,996 40,910 36,268 32,669 421,841 35,153
2007 41,961 37,605 41,294 39,045 41,788 40,488 39,435 42,345 37,648 45,725 39,640 32,769 479,743 39,979
2008 41,445 38,853 39,883 42,817 39,711 41,814 42,374 39,872 41,855 43,898 32,911 35,099 480,532 40,044
2009 37,105 35,946 37,392 36,000 31,033 33,179 32,605 31,139 33,302 34,461 31,684 32,000 405,846 33,821
2010 33,038 33,690 37,962 37,192 33,311 36,666 33,880 36,202 37,208 37,258 36,281 35,577 428,265 35,689
5,000 2010
50,000 Fixed Route Ridership 2006-2010
45,000
40,000
x
35,000
30,000
25,000
2006
20,000 2007
15,000 2008
10,000 2009
5,000 2010
Jan. Feb. Mar. Apr. May June July Aug. Sep. Oct. Nov. Dec.
The region conducts surveys annually to estimate where riders originate. It is estimated that 20%
ofPlymouth Metrolink's riders who park at park and ride lots are not Plymouth residents, but
come from adjacent communities.
Dial -A -Ride
Dial -A -Ride fares were raised by $1.00 to $3.00 per ride in January 2009. Service hours were
reduced to 6:00 a.m. to 6:00 p.m. and no Saturday service in December 2009. In addition,
businesses that were previously using Plymouth Dial -A -Ride to regularly transport employees to
and from seminars within Plymouth prior to mid -2008 were no longer utilizing the service.
Page 6
Dial -A -Ride Ridership
In the 2010 annual rider survey, 41 % of riders responding to the survey use Plymouth Dial -A -
Ride because they do not drive and a majority of respondents are commuting to work.
Reasons Riders use Plymouth Dial -A -Ride
Jan. Feb. Mar. Apr. May June July Aug. Sep. Oct. Nov. Dec. Total Avg/Mo
2006 5,448 4,866 5,333 4,554 4,962 4,445 4,251 4,462 5,094 5,450 5,401 4,507 58,773 4,898
2007 5,563 5,636 5,966 5,501 5,793 5,228 5,360 5,217 5,014 6,189 5,015 4,326 64,808 5,401
2008 5,038 5,058 4,919 5,104 4,978 4,577 5,551 3,851 4,780 5,464 3,978 4,153 57,451 4,788
2009 4,057 3,724 4,006 4,059 3,599 3,362 4,310 2,946 3,528 4,030 3,519 3,084 44,224 3,685
2010 3,063 2,903 3,351 3,338 3,065 3,159 3,751 2,722 3,214 3,349 3,033 3,195 38,143 3,179
In the 2010 annual rider survey, 41 % of riders responding to the survey use Plymouth Dial -A -
Ride because they do not drive and a majority of respondents are commuting to work.
Reasons Riders use Plymouth Dial -A -Ride
70%
p65% 2000 2009 2010
60%
50%
1%
40%
31%
28% 30%
4%
20%
17% 17%
14%
15% 15%
12 12 12%
30%
5% 6%
3%
2%
0%
Don't drive Convenience Onlychoice Costsavings Other Tooyoungto Too old to drive Novehicle Don'tlikedriving
available drive available
Page 7
FUNDING
Motor Vehicle Sales Tax (MVST)
The MVST is a 6.5% sales tax, based upon the vehicle purchase price, collected when new and
used vehicles are sold." It is collected by car dealers or when the vehicle is registered.
MVST Allocation
Highway Fund
Metropolitan Transit
Greater MN Transit
State General Fund
FY 2010 FY 2011
47.5% 54.5%
31.5% 35.25%
4.75% 4%
16.25% 6.25%
FY 2012 and after
60%
36%
4%
0%
The base MVST share to suburban providers is 17.5% of the amount allocated to Metropolitan
Transit. The 17.5% is based upon 2002 suburban provider property taxes and has not changed
since 2002. Plymouth receives 15.3419% of Metro Transit's 17.5% as its base MVST.
If there are any MVST funds remaining after the base funds have been allocated, they are
managed by Metropolitan Council and referred to as regionally allocated MVST (RA-MVST),
sometimes referred to as supplemental MVST. Plymouth previously received supplemental
MVST to help offset operating costs. Based on recently adopted policies by the Metropolitan
Council, supplemental MVST will not be allocated to a suburban transit provider until the
provider has reduced its transit fund to less than 35% of annual operating costs.
Page 8
Purpose of Dial -A -Ride Trip
60%
55% 2008 2009 2010
64%
52%
50%
40%
30%
Adulteducation= schoolfor many
students.
20%
17% 17%
15% 14%
11% 11% 11%
9% 10% 6% 7%
6% 6% 6%
3%6%
3%
0%
Work School Shopping Medical Other&Personal Social Adult Education
FUNDING
Motor Vehicle Sales Tax (MVST)
The MVST is a 6.5% sales tax, based upon the vehicle purchase price, collected when new and
used vehicles are sold." It is collected by car dealers or when the vehicle is registered.
MVST Allocation
Highway Fund
Metropolitan Transit
Greater MN Transit
State General Fund
FY 2010 FY 2011
47.5% 54.5%
31.5% 35.25%
4.75% 4%
16.25% 6.25%
FY 2012 and after
60%
36%
4%
0%
The base MVST share to suburban providers is 17.5% of the amount allocated to Metropolitan
Transit. The 17.5% is based upon 2002 suburban provider property taxes and has not changed
since 2002. Plymouth receives 15.3419% of Metro Transit's 17.5% as its base MVST.
If there are any MVST funds remaining after the base funds have been allocated, they are
managed by Metropolitan Council and referred to as regionally allocated MVST (RA-MVST),
sometimes referred to as supplemental MVST. Plymouth previously received supplemental
MVST to help offset operating costs. Based on recently adopted policies by the Metropolitan
Council, supplemental MVST will not be allocated to a suburban transit provider until the
provider has reduced its transit fund to less than 35% of annual operating costs.
Page 8
See Addendum for detailed MVST projections.
Page 9
History of Motor Vehicle Sales Tax (MUST) Funding
1967 Legislature enacted state sales tax on motor vehicles (later named MVST). Tax
went to state general fund.
1971 Legislature renamed the tax motor vehicle excise tax (MVET).
1980 Legislature's Select Committee on Transportation recommended MVST revenue
gradually transferred from general fund into transportation funding.
1981 Legislature directed portion of MVST revenue to highways (75%) and transit
25%) with intent to supplement other transportation funding sources. (80% of
the 25% to metropolitan transit.)
1983 State budget problems delayed MVST fund transfer.
1984 90% of property taxes for transit generated from cities went to suburban transit.
10% was allocated to regional transit.
1985 MVST funds are transferred from general fund to transportation fund.
1986 Legislature cancels transportation allocation for 1986-1987.
1988 Legislature raised MVST revenue transportation allocation from 5% to 30%.
1989 Legislature raised MVST revenue allocation to 35%.
1990 Legislature reduced MVST revenue allocation to transportation to 25%.
1991 Legislature eliminated MVST revenue allocation to transportation (0%).
1992 MVST allocation to transportation eliminated. MVST allocated to state general
fund.v'
2000 Transit was funded primarily through property taxes.
Legislature capped registration taxes (tab fees) for passenger vehicles, reducing
the amount of revenue collected. Fees dedicated exclusively to streets, highways.
2001 Legislature prohibited property tax levies for metropolitan transit operations.
Legislature allocated MVST to metropolitan transit and greater MN transit.
Legislature limited transit taxing district revenue to capital projects.
2002 Legislature replaced Regional Transit Property Tax with 20.5% MVST.
2003 Legislature increased MVST percentage to transit to 32%, but not overall MVST
allocation. Bus service general fund appropriation reductions due to LRT.
2004 Legislature increased metropolitan transit allocation from 20.5% to 21.5%.
2005 Legislature passed constitutional amendment and ballot question.
2006 Constitutional amendment adopted by voters to dedicate all MVST revenue to
transportation. 63.75% MVST in FY 2008, increasing by 10% per year until
100% in 2012. No less than 40% to public transit, creating a hard 60/40 split.°"
Allocation needed to be established in statute.
2007 Legislature established 2008-2012 phase-in schedule for MVST: 60% to
highways, 36% to metropolitan transit, 4% to greater MN transit, and new transit
assistance fund.""'
2009 Legislature modified MVST schedule to shift additional funds to transit in 2010
and 2011 to address transit operating deficits. '"
2010 1 . Metropolitan Council adopted Regional Service Improvement Plan.
2011 Regional Service Improvement Plan Committee began meeting in January.
2012 MVST revenues will be distributed 60% to highways and 40% to transit (36% to
the metro area and 4% to greater MN) for the first time.
See Addendum for detailed MVST projections.
Page 9
Fares
Metropolitan Council is responsible for establishing the region's uniform fare policy for regular
route transit.' The City of Plymouth is responsible for establishing the Plymouth Metrolink Dial -
A -Ride fare, which is currently $3.00 per ride.
Reduced fares or free rides are available with program registration for persons with disabilities,
students and workers, and disabled veterans. Rush hours are Monday through Friday, 6:00 to
9:00 a.m. and 3:00 p.m. to 6:30 p.m.
The following chart was developed in 2009 and is provided by Metro Transit to show the fixed
route fare history in the region.
METRO TRANSIT FARE HISTORY
years of
Rush Hours Non -Rush Hours
Adults (13 to 64) 2.25 3.00
Seniors (65+) 0.75 3.00
Youth (6 to 12) 0.75 3.00
Ages 5 and under ride free with paidfare (limit 3)
Senlors
Medicare card holders 0.75 3.00
Persons with Disabilities 0.75 0.75
Downtown Zone 0.50 0.50
Reduced fares or free rides are available with program registration for persons with disabilities,
students and workers, and disabled veterans. Rush hours are Monday through Friday, 6:00 to
9:00 a.m. and 3:00 p.m. to 6:30 p.m.
The following chart was developed in 2009 and is provided by Metro Transit to show the fixed
route fare history in the region.
METRO TRANSIT FARE HISTORY
years of Regular Fars . Social Faros
Change Dasa - Peak Express Pik Exprs Max Zone DiscourA Youth Senlors Limited Mobility
1970 0.30 WA 0.05 0,50 0.00 Free Free NIA
1975 030 IVA 0.05 0.25 C,CO 0,10 Free 0.15
1976 0,30 WA 0.141 0.20 0.00 0.10 Free 0,15
1977 0.30 WA 0.10 0.25 010 0. i 0 Free 4,15
1979 Ju 0.40 MIA 0.10 0.25 6.00 0.10 Free1.1 0 0_15
19$0 Apil 0.54. NIA 0.10 0.25. 0.00 4,20 1 Free 1,10 0,W
19$1 Ju 0.50 NA 0.10 4.40 0.00 17,20 0.10 0.20
1962 0.50 0.15 0.10 J140 4.00 0.25 0.10 0.25
1989 0.50 0.26 0.25 0.25 0.00 50.25 0.10 0.25
1D01 0.85 0.26 0.25 5{1,25 0.30 0,25 0.25 0.25
1993 June 0.85 0.25 0.25 0..25 1 0.25 25 0.25 0.25
1993 Dec. 1.00 4.25 0.50 0.04 1 0.20 0.25 26 0.25
1995 Nov. 1.00 0,25 50.50 0.00 50.24 0.50 50.50 O.50
1996 J 1.00 Q-50$0.50 Wm 10°% 0.50 0,60 W.80
2001 Jul 1.25 0.56 0.50 0.00 10"% 6.56 0.60 4.54
2003 Aug 1.25 0.54 03.50 0.251 30.00 10% 0.50 0.50 0.50
2065 July 1.54 0.50 0.50 0,25 1 0.40 1 10% 4.56 0,56 050
2048 Oci 6176 0.50 SO,50 0.25 06 1 10% 1 0.75 1 $0.755 0.7$
Capital Funding
National Transit Database Funding (NTD) was established by Congress to be the primary source
for national transit system information and statistics. Recipients and grant beneficiaries of
Federal Transit Administration (FTA) funds are statutorily required to submit NTD data."
Plymouth submits safety, ridership and other transit data to Metropolitan Council. Metropolitan
Council submits the regional data to the Federal Transit Administration. Each provider earns
NTD funds. Metropolitan Council receives all NTD funds for the region. Until 2008,
Metropolitan Council regularly distributed NTD funds to providers in the region. In 2009,
Page 10
Metropolitan Council determined that NTD funds would be withheld to fund capital transit
projects in the region, rather than allocated to individual regional providers for transit funds as
previously distributed.
There are other federal funding programs for specific services and standards such as reverse
commute (JARC §5316), new services and facility improvements for people with disabilities
New Freedom §5317), and high transit urbanized areas that meet other standards (§5307
SAFETEA-LU).
The Legislature can authorize Metropolitan Council to issue regional bonds, which are used
primarily for transit capital projects. The state general obligation bonds are repaid with funds
raised through the regional transit capital levy. The levy is imposed on all municipalities within
the transit taxing district and other communities that have entered into a service agreement with
Metropolitan Council.
The City of Plymouth's recent capital projects are funded by these regional bonds and NTD
funds. Plymouth's capital projects include 15 new buses in 2009, and 2010 capital
improvements to Station 73, The Reserve and the Nathan Lane park and ride lot. In 2011,
Plymouth Metrolink will receive two new buses in March and three new bus shelters.
TRANSIT BUDGET
The 2010 transit budget contemplated expenditures $5,660,132 and revenues of $3,875,000.
This resulted in an anticipated transfer from fund balance of $1,785,132. The 2011 concept
budget also contemplated a transfer from fund balance of $1,790,156 based on expenditures of
5,345,156 and revenues of $3,555,000. Actual expenditures in 2010 were less than anticipated
and revenues exceeded expectations in 2010. The 2011 concept budget was amended to reflect a
greater share of revenue and lower expenses due to efficiency improvements resulting in a lower
transfer of $551,943 to balance the budget.
The Dial -A -Ride program is approximately 20% of the total transit budget. The Plymouth City
Council last approved a recommended increase in Dial -A -Ride fares from $2.00 to $3.00
beginning in 2009. Saturday service was eliminated in 2009. Dial -a -ride buses are also being
used to create efficiencies in the transit system by replacing shuttle service in some areas because
the contracted cost of these buses is less.
The fixed route system is approximately 80% of the total transit budget. The Metropolitan
Council approved a rate increase of $0.25 in 2008. Staff, First Transit and PACT have worked
on route efficiencies and discussing the possibilities of creating a new route system. The goal is
to increase the frequency of trips between downtown and the Plymouth park and ride lots as well
as the ability to reach the northwest area of Plymouth without increasing the route time.
Page 11
FIXED ROUTE REVENUE
2008 2009 2010
Fares 1,013,685.00 33% 870,263.00 28% 921,551.08 31%
MVST 2,065,872.00 67% 2,189,555.00 72% 2,016,979.34 69%
Total 3,079,557.00 100% 3,059,818.00 100% 2,938,530.42 100%
FIXED ROUTE EXPENSES
2008 2009 2010
Admin 260,356.00 8% 343,223.00 11 % 213,579.13 7%
Contracted services 2,819,201.00 92% 2,716,595.00 89% 2,711,426.32 93%
Total 1 $ 3,079,557.00 100% 3,059,818.00 100% 2,925,005.25 100%
3,500,000.00
3,000,000.00
2,500,000.00
2,000,000.00
1,500,000.00
1,000,000.00
500,000.00
S-
3,500,000.00
3,000,000.00
2,500,000.00
2,000,000.00
1,500,000.00
1,000,000.00
500,000.00
Diummith Transit Fixed Route Revenue 2008 - 2010
s
Luua - 2009 — 2010
Fixed Route Expenses 2008 - 2010
Fares
MVST
Total
LUM3 c.vv7
Admin
Contracted
services
Total
Page 12
DIAL -A -RIDE REVENUE
2008 2009 2010
Fares 84,101.00 9% 100,451.00 11% 89,789.00 12%
MVST 878,121.00 91% 798,471.00 89% 634,219.88 88%
Total 962,222.00 100% 898,922.00 100% 724,088.88 100%
DIAL -A -RIDE EXPENSES
2008 2009 2010
Admin $ 34,070.00 4% 60,395.00 7% 42,712.08 6%
Contracted services $ 928,152.00 96% 838,527.00 93% 681,296.80 94%
Total 1 $ 962,222.00 100% 898,922.00 100% 724,088.88 100%
1,000,000.00
900,000.00
800,000.00
700,000.00
600,000.00
500,000.00
400,000.00
300,000.00
200,000.00
100,000.00
1,000,000.00
900,000.00
800,000.00
700,000.00
600,000.00
500,000.00
400,000.00
300,000.00
200,000.00
100,000.00
uth Transit Dial -A -Ride Revenue 2008 - 2010
vva 2009 2010 —
Plymouth Transit Dial -A -Ride Expenses 2008 - 2010
Fares
MUST
Total
2008 2009 2010
Admin
Contracted
services
Total
Page 13
It appears from the following fund balance projection that Plymouth Metrolink may become
eligible for the regionally allocated or supplemental MVST in 2015. In 2015, the Plymouth
Transit Fund balance is projected to reach 35% of operating expenses.
5,000,000
4,000,000
3,000,000
2,000,000
1,000,000
PLYMOUTH TRANSIT FUND BALANCE
Year*
Beginning
Fund
Balance*
Revenue* Operating
Expenses*
Ending
Balance*
2005 1,752,485 4,219,166 4,147,269 1,824,382
2006 1,824,382 4,455,549 4,169,030 2,110,901
2007 2,110,901 5,141,233 4,378,768 2,873,366
2008 2,873,366 4,962,592 4,105,971 3,729,987
2009 3,729,987 4,751,658 3,958,693 4,522,952
2010 4,522,952 3,682,084 3,649,014 4,556,022
2011 4,556,022 3,551,321 4,103,264 4,004,079
2012 4,004,079 3,586,834 4,144,297 3,446,617
2013 3,446,617 3,622,703 4,185,740 2,883,580
2014 2,883,580 3,658,930 4,227,597 2,314,912
2015 2,314,912 3,710,155 4,269,873 1,755,194
Figures for 2005 through 2009 are actual. Figures for 2010 are
estimates. Figures are projected for 2011 through 2015.
Capital expenses are reimbursed by Met Council with regional bonds
and NTD funds and not included in this analysis.
PLYMOUTH TRANSIT FUND BALANCE: Actual (2005-2009),
Estimated (2010), and Projected (2011-2015)
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015
4—Beginning Fund
Balance*
Page 14
PERFORMANCE MEASURES
The City of Plymouth uses a variety of performance measurements to determine transit
performance. The charts below reflect the performance measurements of all routes based upon
Plymouth's transit measurements as well as the Metropolitan Council's Transportation Policy
Plan measurement. However, not all measurements are applicable to all types of routes. For
example, fares are not collected on shuttle routes (those buses are not given fare boxes) and
cannot be compared as revenue generating to express routes. Metro Transit's downtown buses
that stop every block to collect fare paying passengers will be reflected differently than suburban
buses that travel 13 miles or longer without stopping. Plymouth and First Transit staff gathers
the AVL data and customer complaints, analyzes the trends and provides them quarterly to the
PACT for discussion and improvement.
COMPARISON OF PLYMOUTH TRANSIT TO METROPOLITAN COUNCIL PERFORMANCE MEASUREMENTS -2030
TRANSPORTATION POLICY PLAN, APPENDIX G TRANSIT PERFORMANCE STANDARDS
Revised 2-3-11
PASSENGER SUBSIDY
Threshold Level of Subsidy per Monitoring Goal Possible ActionPassengerPerformance
Big bus fixed route, Peak Only 20
1 20% to 35% over peer average For quick review Requires minor
5 12.6
Small bus non -fixed route
modification
2 36% to 60% over peer average For Intense Review Requires major
N/A 3
changes
3 More than 60% over peer average
For Significant Restructure or
Chane jeliminate route
Subsidy per passenger = net cost / number of passengers. Net cost is operating cost minus passenger fare revenue.
PASSENGERS PER IN SERVICE HOUR
Type of Service Average Passengers
per In -Service Hour
Minimum Plymouth 2010
Passengers per Passengers per
In -Service Hour In -Service Hour
Big bus fixed route, Peak Only 20 N/A 19
Small bus fixed route 9 5 12.6
Small bus non -fixed route 3 2 N/A
Other Dial -A -Ride 2 N/A 3
Passengers per in-service hour = total passengers / in-service time averaged for all routes
Page 15
2010 PER ROUTE
Subsidy per Passenger 2010 Subsidy Above
2009 Peer Average
Passenger per
In -Service Hour
2009 Regional
Passengers/ In
Service Hour
Route Type of Route Annual Route Cost** Number of
Passengers
Cost per
Passenger
740 Shuttle no fare box 107,737 11,339 10
741 Shuttle no fare box 145,029 20,006 7
742 Reverse Express 188,474 12,281 15
747 Reverse Express 136,383 36,692 4
771 Shuttle no fare box 106,450 9,277 11
772 Express 124,718 67,023 2
774 Express 54,490 2,075 26
776 Express 279,038 81,712 3
777 Express 219,393 51,275 4
790 Express 328,392 95,336 3
791 Shuttle no fare box 127,058 11,566 11
793 Express 93,410 21,881 4
795 Midday Express 92,882 7,802 12
Annual Route Cost includes operating, admin, less fare revenue.
If Cost per Passenger > $10, then intense review, possible modifications
If Cost per Passenger > $15, then review for significant change, major modifications
Route Subsidy per Passenger 2010 Subsidy Above
2009 Peer Average
Passenger per
In -Service Hour
2009 Regional
Passengers/ In
Service Hour
Plymouth avg
comparison to
2009 regional
ass/hr av
740 9.50 92% 11 min 5, ayg 9 Above
741 7.25 46% 18 min 5, a 9 Above
742 15.35 431% 8 avg >20 Below
747 3.72 29% 25 avg >20 Above
771 11.47 132% 8 min 5, ayg 9 Below
772 1.86 36% 31 a >20 Above
774 26.26 809% 8 avg >20 Below
776 3.41 18% 22 avg >20 Above
777 1 4.28 48% 20 ayg >20 Average
790 3.44 19% 25 avg >20 Above
791 10.99 122% 14 min 5, avg 9 1 Above
793 4.27 48% 21 a >20 Above
795 11.90 312% 10 a >20 Below
2009 peer average for Express = $2.89 2009 peer average for suburban local = $4.95
LEGISLATIVE AUDIT
In January 2011, the Minnesota Office of the Legislative Auditor (OLA) released the Evaluation
Report: Governance of Transit in the Twin Cities Region. After one year of research, the OLA
concluded that transit in the region performs well compared to eleven other metropolitan regions
nationwide. However, the governance structure was found to be flawed. Much of the issue with
governance structure is due to the piecemeal way transit governance has been formed by the
legislature over the past 40 years. Because of this, funding, coordination, planning and logistics
have become cumbersome and unpredictable according to the OLA. MVST is the largest source
Page 16
of operating funds, but the revenues are not growing as projected. The OLA found that the
legislature should restructure Metropolitan Council governance to increase credibility,
accountability and effectiveness as the regional transit planner.'"
The OLA listed eighteen (18) recommendations, giving specific direction and citing specific
examples in its report. The recommendations refer to the transit taxing district, Metropolitan
Council, CTIB and transitways. In reference specifically to Plymouth, the OLA recommended
that "smaller city -run suburban transit providers should consider consolidating. Those suburban
providers that remain should work collaboratively with the Metropolitan Council to improve bus
transit service in the region.""" The recommendation is to consolidate Plymouth transit with
Maple Grove transit. The OLA specifically states that "suburban transit providers should not be
eliminated, although there are opportunities for consolidation.""" A copy of this report can be
found online at www.auditor.leg.state.mn.us.
CONCLUSIONS AND RECOMMENDATIONS
Transit revenues are proving to be volatile and unpredictable. The recent changes in the
legislature can only exacerbate the unpredictability of those revenues. The fund balance
projection contemplates the use offund balance to balance the transit budget for the foreseeable
future. In order to maintain a balanced budget and a responsible fund balance, expenditures must
be reduced or new sources of revenue must be found. Listed below are some opportunities that
the City Council may wish to consider and direct further study and analysis.
Eliminating Routes
The City Council could consider eliminating routes that do not meet performance measurements
and do not service alternative purposes. The routes that are not cost-effective and have a low
number of passengers, but are not reverse commute are not performing well. These buses could
be used more efficiently elsewhere or should be used to go between the park and ride lot(s) and
downtown.
Target Markets
The City Council could consider targeting transit ridership markets. According to annual
Plymouth transit surveys and other regional surveys, the greatest number of commuters to the
downtown area is workers and students. Plymouth buses do not accommodate students other
than allowing them to transfer to other buses. Targeting schools and businesses downtown with
Plymouth employees and businesses in Plymouth with employees from downtown is an
opportunity.
Increase Frequency of Trips Downtown
The City Council could consider increasing the frequency of trips to downtown. In order to spur
an increase in ridership between Plymouth and downtown Minneapolis, Plymouth Metrolink
would need to increase the frequency of trips to at least 15 minutes apart during rush hour from
the three park and ride lots. This would involve reducing the number or frequency of local
routes. Currently, Plymouth Metrolink does not collect or attribute fares to the local routes.
Page 17
However, passengers on the local routes do pay fares because they use an express route to
downtown.
Advertising Revenue
The City Council could consider looking into new revenue sources. Plymouth staff, First Transit
and PACT have discussed advertising revenue opportunities. Advertisers pay more for buses
that are visible for a longer period of time than the Plymouth express buses. The rates vary with
the types of advertising: bus wrap, posters, online advertising (wi-fi), facility advertising, and
more. Bus wraps, which do not always include wrapping an entire bus, are pro -rated in
proportion to the size of the wrap, the side ofthe bus (street -side versus boarding side), the
length of time the bus is on the street in a 24-hour period, and the type of exposure it will
receive.
Opportunities for Mergers
The City Council could consider merger opportunities. There are opportunities for transit
program mergers in the western suburbs. Plymouth has attempted discussions with Maple Grove
to talk about merging transit programs. Maple Grove and Plymouth have similar facilities and
express and dial -a -ride programs. Plymouth's local and shuttle services are unique. The city of
Minnetonka is conducting a study to determine whether to exercise their option to provide their
own transit service. Minnetonka is the thirteenth opt out city and currently contracts with Metro
Transit for services. Staff was told Minnetonka studied Plymouth's transit program and values
the local routes and dial -a -ride service in addition to the close attention paid to the contractor and
customers.
Addendum to Public Works Department 2011 Transit Report
Suburban Transit Provider MVST Projections
Page 18
SUBURBAN TRANSIT PROVIDER MUST PROJECTIONS
ACTUALS THROUGH 12-31-10
PROJECTIONS THROUGH FY 2012 BASED ON NOV 2010 STATE FORECAST
Actual and Protected by Provider
FY 2010 Actual (per State)
MVTA Southwest
42.9847% 24.4424%
Maple Grove
10.3536%
Plymouth
15.3419%
Prior Lake
2.8658%
Shakopee TOTAL
4.0116% 100.0000%
July 2009 590,954 336,034 142,341 210,921 39,399 55,152 1,374,801
August 678,184 385,636 163,352 242,054 45,215 63,292 1,577,733
September 700,675 398,425 168,770 250,082 46,714 65,391 1,630,057
October 546,999 311,040 131,754 195,232 36,469 51,049 1,272,543
November 439,669 250,009 105,902 156,925 29,313 41,033 1,022,849
December 590,695 335,887 142,279 210,828 39,382 1 55,127 1,374,197
January 2010 481,400 273,738 115,953 171,819 32,095 44,927 1,119,933
February 427,218 242,929 102,903 152,481 28,483 39,871 993,883
March 612,744 348,425 147,590 218,698 40,852 57,185 1,425,492
April 724,872 412,184 174,598 258,718 48,327 67,650 1,686,349
May 636,277 361,806 153,258 227,097 42,421 59,381 1,480,240
June 687,758 391,080 165,658 245,471 45,853 64,186 1,600,007
July 2010 (RA-MVST)* 65,776 1 37,402 15,843 23,476 4,385 6,139 153,021
FY 2010 Total 1 7,183,219 1 4,084,595 1 1,730,201 1 2,563,801 1 478,907 1 670,383 1 16,711,106
FY 2011 Projected (11/10)
July 2010 629,888 358,174 151,719 224,817 41,995 58,785 1,465,378
August 660,946 375,834 159,200 235,902 44,065 61,684 1,537,630
September 689,788 392,234 166,147 246,196 45,988 64,375 1,604,728
October 605,778 344,464 145,912 216,212 40,387 56,535 1,409,289
November 584,555 1 332,396 140,800 208,637 38,972 54,554 1 1,359,914
December 621,090 353,170 149,600 221,677 41,408 57,964 1,444,909
January 2011 536,167 304,881 129,145 191,366 35,746 50,038 1,247,343
February 463,373 263,488 111,611 165,385 30,893 43,245 1,077,995
March 609,153 346,383 146,725 217,416 40,612 56,850 1,417,140
April 700,153 1 398,128 168,644 249,895 46,679 65,343 1 1,628,841
May 695,704 395,598 167,572 248,307 46,383 64,927 1,618,491
June 706,171 401,550 170,093 252,043 47,081 65,904 1,642,842
July 2011 (RA-MVST) 79,273 45,077 19,094 28,294 5,285 7,398 184,422
FY 2011 Total 1 7,582,039 1 4,311,376 1,826,264 1 2,706,146 505,496 1 707,603 17,638,924
FY 2012 (Projected 11/10)
July 2011 727,732 413,811 175,287 259,739 48,518 67,917 1,693,003
August 821,871 467,341 197,962 293,338 54,794 76,702 1,912,008
September 789,103 448,708 190,069 281,643 52,610 73,644 1,835,776
October 738,183 419,753 177,804 263,469 49,215 68,892 1,717,316
November 617,145 1 350,927 148,650 220,269 41,145 57,596 1 1,435,732
December 623,914 354,777 150,280 222,685 41,597 58,228 1,451,480
January 2012 609,306 346,470 146,762 217,471 40,623 56,864 1,417,494
February 526,582 299,431 126,836 187,945 35,107 49,144 1,225,045
March 692,249 393,634 166,740 247,074 46,152 64,605 1,610,454
April 795,661 452,437 191,649 283,984 53,047 74,256 1,851,034
May 790,605 449,562 190,431 282,179 52,710 73,784 1,839,271
June 813,314 462,475 195,901 290,284 54,224 75,904 1,892,102
July 2012 (RA -MUST) 79,273 45,077 19,094 28,294 5,285 7,398 184,422
FY 2012 Total 1 8,624,940 4,904,401 2,077,464 3,078,374 575,027 804,933 20,065,139
ICY 2010 Projected @ 100% 7,428,089 4,223,836 1,789,182 2,651,199 495,232 693,236 17,280,773
CY 2011 Projected @ 100% 8,107,942 4,610,421 1,952,937 2,893,849 540,558 756,684 18,862,392
Plymouth did not receive RA -MUST in 2010.
Page 19
End notes
Evaluation Report: Governance of Transit in the Twin Cities Region, Minnesota Office of the Legislative Auditor,
Ch. 1, p. 16, fn 43, Jan, 2011.
Minn. Stat. 2010, 297A.992, subd. 6.
Evaluation Report: Governance of Transit in the Twin Cities Region, Minnesota Office of the Legislative Auditor,
Ch. 1, p. 17, Table 1.6, Jan, 2011. Sources listed.
IV City of Plymouth Resolution No. 99-497, 11-16-99.
V Minn. Stat. 2010, Sec. 29713.02.
Vi Laws of MN First Special Session 2001, cha. 5, art. 3, sec. 65, sec. 72.
VU Minn. Const. art. XIV, sec. 13.
Minn. Laws 2007, ch. 143, art. 2, sec. 5.
lx Minn. Stat. sec 2976.09, Minn. Laws 2009, ch. 36, art. 3., sec. 19.
x Minn. Stat. 2010, 473.408, subd. 2a., Evaluation Report: Governance of Transit in the Twin Cities Region,
Minnesota Office of the Legislative Auditor, Ch. 1, p. 25, Jan, 2011.
xi 49 U.S.C. 5335(a).
x" Evaluation Report: Governance of Transit in the Twin Cities Region, Minnesota Office of the Legislative Auditor,
Summary, p.xii, Jan, 2011.
XIII Evaluation Report: Governance of Transit in the Twin Cities Region, Minnesota Office of the Legislative Auditor,
p.125, Jan, 2011.
xlv Evaluation Report: Governance of Transit in the Twin Cities Region, Minnesota Office of the Legislative Auditor,
p.125, Jan, 2011.
Page 20
City of Agenda 2BPlymouthNumber:
Adding Qkelity to Life
To: Laurie Ahrens, City Manager
SPECIAL
COUNCIL MEETING Prepared by: Sandy Engdahl, City Clerk
February 8, 2011 Reviewed by: Cal Portner, Administrative Services Director
Item: Set Future Study Sessions
1. ACTION REQUESTED:
Review the pending study session topics list, and set study sessions or amend the topics list as
desired.
2. ATTACHMENTS:
Pending Study Session Topic List
Official Calendars
Page 1
Pending Study Session Topics
at least 3 Council members have approved the following study items on the list)
Discuss paperless Council packets (CC — report provided)
Meet with prosecutor for update and discuss Police Department's trends and
statistics
Other requests for study session topics:
Review dangerous dog regulations/process (JW)
Meet with departments to review trends (KS)
Discuss streamlining street lighting rates
Page 2
r Plymouth
Adding Quality to Life
February 2011
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1 2 3 4 5
7:00 PM 6:00 PM 2:00 PM
PLANNING BOARD AND FIRE Is ICE
COMMISSION COMMISSION FESTIVAL
MEETING RECOGNITION Parkers Lake
Council Chambers EVENT
Plymouth Creek
Center
6 7 8 5:30 PM 9 10 11 127:00 PM 7:00 PM
SPECIAL COUNCIL ENVIRONMENTAL PARK It RECMEETING* QUALITY ADVISORYMedicineLakeRoomCOMMITTEECOMMISSION
7:00 PM EQC) MEETING PRAC) MEETING
REGULAR COUNCIL Council Chambers Council Chambers
MEETING
Council Chambers
13 14 15 16 7:00 PM 17 7:00 PM 18 19
PLANNING HUMAN RIGHTS
COMMISSION COMMISSION
MEETING MEETING
Council Chambers Medicine Lake Room
20 21 22 23 24 25 267:00 PM 7:00 PM 7:00 PM
REGULAR COUNCIL PLYMOUTH HRA MEETING
PRESIDENTS MEETING ADVISORY Medicine Lake Room
DAY Council Chambers COMMITTEE ON
TRANSIT (PACT)
MEETING
CITY OFFICES Medicine Lake Room
CLOSED
27 28
Discuss Transit System and Street Assessment Policy
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City of
Plymouth
Adding Quality to Life
March 2011
Modified on 01128111 CHANGES ARE NOTED IN RED
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1 2 7:30 AM 3 7:00 PM 4 5STATEOFTHEPOLICEDEPT.
CITY MEETING ANNUAL
Council Chambers RECOGNITION
EVENT
Plymouth Creek
7:00 PM Center
PLANNING
COMMISSION
MEETING
Council Chambers
6 7 8 7:00 PM 9 7:00 PM 10 11 12
REGULAR COUNCIL ENVIRONMENTAL
MEETING QUALITY
Council Chambers COMMITTEE (EQC)
MEETING
Council Chambers
13 14 15 16 17 18 19
6:00 PM 7:00 PM
SPECIAL COUNCIL PLANNING
MEETING* COMMISSION
Medicine Lake Room MEETING
Council Chambers
20 21 22 23 24 25 26
7:00 PM 7:00 PM
REGULAR COUNCIL HRA MEETING
MEETING Medicine Lake Room
Council Chambers
27 28 29 30 31
Discuss Future Park Issues and U date with City Manager
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r Plymouth
Adding Quality to Life
April 2011
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1 2
3 4 5 6 7:00 PM 7 8 6:00-8:00 PM 9 9:00 AM -1:00 PM
PLANNING YARD 8 GARDEN YARD Ft GARDEN
COMMISSION EXPO EXPO
MEETING Plymouth Creek Plymouth Creek
Council Chambers Center Fieldhouse Center Fieldhouse
10 11 12 12 14 15 16
6:00 PM 7:00 PM 5:00-9:00 PM 10:00 AM—
Board of ENVIRONMENTAL PRIMAVERA 4:00 PM
Equalization Plymouth Fine PRIMAVERA
Council Chambers QUALITY Arts Council Plymouth FineCOMMITTEEShowArtsCouncil
7:00 PM EQC) MEETING
outhPlymCenterreek Show
REGULAR COUNCIL Council Chambers Plymouth Creek
MEETING Center
Council Chambers
17 18 19 20 21 22 23
1:00-4:00 PM 10:00 AM -4:00 PM 10:00 AM -4:00 PM 7:00 PM
PRIMAVERA 7:00 PM -8:30 PM PRIMAVERA PLANNING
Plymouth Fine PRIMAVERA Plymouth Fine COMMISSION
Arts Council Plymouth Fine Arts Council MEETING
Show Arts Council Show Council Chambers
Plymouth Creek Show Plymouth Creek
Center Plymouth Creek Center
Passover Begins
SUF15et
24
at
25 26 27 28 29 306:00 PM 7:00 PMBoardof
Equalization HRA MEETING
Reconvened Parkers Lake Room
Council Chambers
7:00 PM
REGULAR COUNCIL
MEETING
Council Chambers
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Page 5