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Mndot Metro: Hwy 169 Mobility Study Executive Summary

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Mndot Metro: Hwy 169 Mobility Study Executive Summary Executive Summary Prepared for: Minnesota Department of Transportation Highway 169 Mobility Study Why Highway 169? reaffirmed to be a strong candidate corridor for adding MnPASS Express Lane capacity. These Highway 169 connects residents, employers, and previous studies, as well as the Scott County communities, including Shakopee and Savage in Transit Operations and Capital Plan (2013), led Scott County, and Bloomington, Eden Prairie, to the unique scope of the Highway 169 Mobility Edina, Hopkins, Minnetonka, St. Louis Park, Study, which considers BRT, MnPASS, and Golden Valley, and Plymouth in Hennepin County. highway spot mobility improvements in a single, The corridor is populous and jobs-rich, with more coordinated effort. than 215,000 residents and 187,000 employees at thousands of businesses in a range of industries within two miles of Highway 169. • Bus Rapid Transit –uniquely branded transit service that operates frequently for at least 16 hours each day and stops at well-defined stations with amenities such as pre-pay boarding, well-lit and heated waiting areas, and information for customers. • MnPASS- highway lanes that during peak travel times provide a congestion-free option Figure 1 - Study Area to transit and vehicles with two or more people (i.e. carpools), motorcycles, and solo motorists Highway 169 has been the subject of several willing to pay a fee. recent studies. The Highway Transitway Corridor Study (2014) compared bus rapid transit on • Spot Mobility Improvements- these are Highway 169 between downtown Minneapolis highway improvements that improve the (via I-394) and Marschall Road in Shakopee roadway so that more people can use the road to bus rapid transit on other highway corridors safely and without as much delay. across the region. Highway 169 was found to be For full documentation, see the Highway 169 a comparatively strong candidate for highway Mobility Study Implementation Plan. bus rapid transit (BRT). As part of the MnPASS System Study Phase 3 (2018), Highway 169 was Highway 169 Mobility Study 1 Outreach and Engagement Selection Among Alternatives Stakeholders were involved early in the project The project progressed through four main areas through more than twenty events in the suburban of work. First, the purpose and need was created portion of the study area. Employer surveys were with the committees and the feedback from the returned by representatives from more than 22 community. Next, initial alternatives and evaluation employers and nearly 3,000 responses were measures were assessed. Concept development collected from an online survey on personal use included a deep technical analysis of alternatives of Highway 169. Fact sheets about the project to help choose and refine the Recommended were shared at all MnDOT tabling events in the Improvements. The project was wrapped up study area during early 2016. Business chamber with the full definition of the Recommended meetings, employer round tables, and pop-up Improvements detailed in the Implementation events at community events and large employers Plan. all shaped the purpose and need statement, goals, and evaluation measures used to guide The purpose of the project is to increase access decision-making on the project. to jobs and destinations, provide transportation choices, and improve safety and travel time for The project was guided by three committees, Highway 169 users. The needs of the project were: the Project Management Team (PMT), the Technical Advisory Committee (TAC), and the • Improved connections between people, jobs, Policy Advisory Committee (PAC). The PMT, and other destinations throughout the corridor comprised of staff from MnDOT, Scott and • Move a growing number of people and goods Hennepin Counties, the Metropolitan Council, with more travel options and the consultant team, guided development and ensured progress of the study. The PMT • Solutions that fit within the existing facilitated coordination among partner agencies, transportation system, current policy plans, study committees, and the consultant team. The and financial constraints TAC, tasked with providing technical input on the study process, was staffed by the Shakopee Mdewakanton Sioux Community, county and city staff as well as MnDOT and Metro Transit. The PAC, staffed by elected and appointed officials from cities counties and partner agencies in the Highway 169 corridor, considered project information and provided input on the study process, issues, and recommendations. Highway 169 Mobility Study 2 Three alternatives were created to assess options Alternative 3 was only assessed by metrics for along the corridor: the goals it satisfies-- Access, Mobility, Return on Investment, and Preserve Environment. Both • Alternative 1: MnPASS along Highway 169 Alternatives 1 and 2 were found to meet all study and BRT Service on Highway 169 and I-394 goals, and so they were tested with different between Marschall Road and Downtown station combinations and frequencies to find Minneapolis cost savings where available. With support from • Alternative 2: MnPASS along Highway 169 and the Technical Advisory Committee, the Project BRT Service on Highway 169 and Highway Management Team selected Alternative 2 as the 55 Between Marschall Road and Downtown basis for the Recommended Improvements. Minneapolis • Alternative 3: MnPASS on Highway 169 The Recommended Improvements most between Marschall Road and I-494 effectively deliver the vision for mobility and The study area for the BRT, MnPASS, and spot access along the Highway 169 Corridor. mobility improvements considered in the Highway 169 Mobility Study runs roughly 20 miles from Marschall Road in Shakopee in Scott County to The TAC came to consensus that Alternative 2 Highway 55 in Golden Valley in Hennepin County, best met the project goals and recommended it and then another seven miles to downtown for further development in the implementation plan Minneapolis. The BRT alternatives in the study because it provides service to a currently un- considered the use of either I-394 or Highway served area with a population that is most likely to 55 to travel from Highway 169 to downtown use the service. Another factor that influenced the Minneapolis. In the study area, Highway 169 selection of Alternative 2 include connections to crosses a range of landscapes and land uses other regional transitways including the Blue Line that include corporate campuses, industrial and Extension light rail and C Line Arterial BRT on warehouse facilities, retail centers, single-family Penn Avenue in Minneapolis. residential neighborhoods, clusters of apartment buildings, and several prominent natural features. Given the rationale for the TAC’s recommendation, Significant users include both commuters and the project management team proceeded with freight. preparation of this implementation plan for Alter- native 2. Later, if project sponsors wish to pursue Each alternative was evaluated using measures Alternative 1, a similar plan may be drafted for that derived from study goals, including travel models, alternative. cost, and environmental impact. At their final meeting, the PAC passed a resolution • Improve Access in support of the Recommended Improvements and Interim Bus Service Option 2 with one absten- • Mobility tion from the City of Bloomington. This resolution • Transit Ridership will allow the Metropolitan Council to designate Highway 169 and Highway 55 as a project with • Return on Investment study recommendations under the increased reve- nue scenario. • Supportive Conditions • Preserve Environment Highway 169 Mobility Study 3 Recommended Improvements The Recommended Improvements most MnPASS effectively deliver the vision for mobility and The Recommended Improvements call for access along the Highway 169 Corridor, including adding center-running MnPASS lanes in both MnPASS, highway improvements, and bus rapid directions on Highway 169 from Marschall Road transit service. in Shakopee to Highway 55 in Golden Valley. Highway Spot Mobility Improvements MnPASS on Highway 169 would be part of the same system of MnPASS lanes currently on I-394 Spot mobility improvements are lower-cost/high- and planned on I-494 in Bloomington. However, benefit highway concepts that seek to reduce direct connections between these MnPASS lanes existing congestion issues. These solutions are that allow users to stay in MnPASS from one ideally able to be implemented more quickly and corridor to the next are not assumed as part of the at lower cost than traditional capacity expansion MnPASS construction on Highway 169. projects. Successful improvements are expected to provide benefits for the existing facility and MnPASS would be constructed in the median of would also be compatible with the addition of Highway 169 from Marschall Road to south of the MnPASS lanes to the facility. I-494 interchange on Highway 169. The existing Bloomington Ferry Bridge over the Minnesota Full information on the spot mobility improvements River would be used with expansions to several can be found in the Implementation Plan, but a spans of the bridge to accommodate the lanes few examples include: and recommended shoulder widths. In this and • Solution to reconfigure lane alignment at the all segments, bridges over Highway 169 would Highway 169 southbound exit to Highway 101 need to be expanded accordingly. From south of the I-494 interchange to north of the Highway 62 • Eliminating the south ramps at the Cedar Lake interchange, Highway 169 will be expanded to the Road interchange
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