Route 21 corridor: What does it look like today?

ST PAUL

6 Snelling 12 A Line HWY MA T T CA 35W MISSISSIPPI RIVER 17 55 84 University Lyndale 27th Ave 114 26th Ave Route 21 corridor: What doesCretin it look like today? Green Line

115 Blaisdell 7 Cleveland 113 Transit Way 134 94 Promenade Concordia 53 owntown 4 18 27 63 87 Lake Marshall t aul Lake 65 Lagoon 23 11 5 14 111 7 9 84 18 Selby 22 Minnehaha A Line 83 Elliot Dale Summit 1st Ave 4th Ave Hamline Chicago 36th Ave

Cedar Blue Line Hennepin Lexington Bloomington John Ireland Blvd MINNEAPOLIS Route 21 Route 53 Both Routes + – 10,000 weekday rides Average Route 21 10,000on Route weekday 21 rides, Metro trip spends 50% onTransit’s Route 21, second Metro busiest Average Route 21 Transit’s second busiest of its timetrip spends 50% route, with another 700 route, with another 700 stoppedof its time stopped dailydaily on on Route Route 53 53

CarriesCarries 20% 20% of people of people in in Average Route 21 Average Route 21 vehiclesvehicles in some in some places, places, speeds can be as slow while making up less speeds canas 8 be miles as per hour while making up less than 2% of vehicles slow as 8 miles per than 2% of vehicles hour Connects to important Ridership has communityConnects destinations to important been declining andcommunity other major destinationstransit Ridership has been and otherroutes major transit declining routes

metrotransit.org/b-line-project metrotransit.org/B-Line-Project

11-08-76365-19 Route 21 Ridership Fall 2018 Route 21 Ridership Fall 2018 Route 21 Ridership Fall 2018 METRO Blue Line Extension Route 21 Ridership Fall 2018

METRO Green Line

Rush Line Pascal Hamline Snelling

METRO E Line

METRO Green Line Extension e Chicago Rice METRO Nicollet Bloomington Cedar 31st Avenue 31st Cretin 36th Avenue 36th Lyndale Gold Lin Fairview Lake Marshall Cleveland Victoria Dale Western

Lexington 6th Street Selby

METRO Blue Line

5th Street Hennepin A METRO METRO D LineMETRO Riverview METRO Orange LineMETRO

Route 21 Ridership Highlights • More than 10,000 average weekday rides, second-highest Metro Transit ridership route Route 21 Ridership Highlights •Average Third Weekday most Boardings productive local bus route (number of passengers per hour of service) Route 2110 Ridership or fewer Highlights • One11 to 50of the- More Metro than 10,000 Transit average routes weekday on rides,which second-highest customers Metro most Transit frequently ridership experienceroute - Morecrowded than51 to 100 10,000- Thirdbuses mostaverage productive weekday local bus routerides, (number second-highest of passengers per Metrohour of service) Transit ridership route • Highest -ridership One of the Metrobetween Transit Hennepin routes on which Avenue customers and most Hiawatha frequently Avenueexperience crowded buses - Third most101 to 200 productive- Highest ridership local between bus Hennepin route Avenue(number and Hiawatha of passengers Avenue per hour of service) I • Weekend- Weekend and midday and midday ridership ridership also also makemake up upimportant important part of Rpartoute of21 ridershipRoute 21 ridership - One• ofHighest Morethe than Metro 200 -transfer Highest Transit transfer activity activity routes between between on Route whichRoute 21 21 and:customers and: Route Route 5 (Chi most cago5 (Chicago Avenue), frequently Route Ave.), 18 experience (Nicollet/Route 18 (Nicollet/ crowded buses Blaisdell/1st Avenue), METRO Blue Line (Hiawatha), and Route 14 (Bloomington) Miles - HighestBlaisdell/1stRoute ridership 21 Ave.), between METRO Hennepin Blue Line Avenue (Hiawatha and Ave.), Hiawatha and Route Avenue 14 ( Ave.) 0 0.5 Route1 21 Ridership2 Highlights - WeekendOther bus and routes midday ridership also make up important part of Route 21 ridership - Highest transfer activity between Route 21 and: Route 5 (Chicago Avenue), Route 18 (Nicollet/ - More than 10,000 average weekday rides, second-highest Metro Transit ridership route Blaisdell/1stmetrotransit.org/B-Line-Project Avenue), METRO Blue Line (Hiawatha), and Route 14 (Bloomington) - Third most productive local bus route (number of passengers per hour of service) - One of the Metro Transit routes on which customers most frequently experience crowded buses 11-08-76429-19 - Highest ridership between and Hiawatha Avenue 11-004-09-18 - Weekend and midday ridership also make up important part of Route 21 ridership - Highest transfer activity between Route 21 and: Route 5 (Chicago Avenue), Route 18 (Nicollet/ Blaisdell/1st Avenue), METRO Blue Line (Hiawatha), and Route 14 (Bloomington)

11-004-09-18

11-004-09-18 How will METRO BRT provide a faster trip?

Limited stops, frequent service Curb extensions for speed and space Today, local bus service in the corridor provides frequent Where BRT buses run in general traffic, stations will be built on curb service, stopping about every other block for most of the route. bumpouts to avoid delay caused by merging back into general traffic. Local Bus

1/8 mile between stops

BRT would substantially replace local bus service to become the primary service in the corridor, with high frequency service all day, and on nights and Curb bumpouts weekends. Stations would be spaced every third to half mile on average. provide space for station amenities and BRT pedestrians

PLATFORM 1/3 to 1/2 mile between stations Local bus may continue to run at a reduced frequency to serve existing bus stops. Concept service plans with specificdetails on spacing and service will be developed during the planning phase. Transit advantages throughout the corridor Transit advantages at key locations along BRT lines will help keep buses Pay before boarding for faster stops moving. Transit advantages could include: For speedier boarding through all doors, BRT buses won’t have Transit Signal Priority fareboxes. Customers will purchase a ticket or tap a Go-To Card To keep moving, BRT buses could “ask” traffic signals for early or at the station, just like light rail. Metro Transit Police officers check extended green lights. fare payment. Queue Jump Lanes BRT buses could use separate space at intersections to pull ahead of traffic stopped at a red light. Dedicated green lights could allow the bus to go first.

Bus Approach Lanes BRT buses could also use a short dedicated lane as they approach busy intersections. As with queue jump lanes, dedicated green lights could allow the bus to go first.

Dedicated Bus-only Lanes To avoid getting stuck behind traffic, BRT buses could travel in their own lane on the most congested portions of the route.

11-08-76413-19 How will METRO BRT buses work?

High-contrast Unique BRT color scheme display

METRO

2008

60-foot long, articulated buses Bus shown is a prototype with three doors design. Actual buses will differ slightly.

BRT lines will use premium buses designed for bus transit service. BRT buses will look different than other Metro Transit buses so they will be easy to spot.

More seats and more space: Low floors, high curbs: BRT buses New securing system for The center aisle will be extra wide will have lower floors and stations customers in wheelchairs: Each for easier movement through the will have higher curbs for a shorter BRT bus will have two wheelchair bus. Three extra-wide doors will step into the bus. Buses will have spaces at the front with a new open sideways instead of out so fold-out ramps common to most securing system for more efficient customers can move on and off the newer Metro Transit buses. use by customers and bus drivers. bus at the same time. No more stop cord: Instead of Take your bike along or park at Enhanced on-board experience: a pull cord for signaling stops, a the station: Every BRT bus will have Buses will feature fixed windows yellow stop strip will be placed a front bicycle rack and stations will with uninterrupted views, on-board throughout the bus—including in have bike parking. automated announcements and an designated ADA seating areas— on-board display screen showing so that customers can more easily Planning for an electric future: the next station. request stops no matter where they Metro Transit will pilot battery sit or stand. electric buses on the METRO C Line beginning in 2019. Pending successful demonstration, Metro Transit has plans to run at least 50% electric buses on future BRT lines.

11-08-76381-19 What will METRO BRT stations look like?

J A D B F C

G K E H I L

A Pylon markers help riders identify stations E Ticket machines and fare card validators collect I Platform areas are distinguished by from a distance. all payment before customers board the bus. a dark gray concrete pattern.

B Real-time NexTrip signs provide bus information, F Emergency telephones provide a direct J Some stations have pedestrian-scale light fixtures and on-demand annunciators speak this information connection to Metro Transit police. Stations to provide a safe, well-lit environment. Fixtures for people with low vision. also feature security cameras. will match existing lights in the surrounding area.

C Utility boxes near station areas house necessary G Stations feature trash and recycling containers. K Benches at stations provide a place to sit. communications and electrical equipment. L Stations have bike parking. D Shelters provide weather protection and feature H Platform edges are marked with a cast-iron textured push-button, on-demand heaters and shelter lighting. warning strip to keep passengers safely away from Shelter sizes will vary based on customer demand the curb while the bus approaches. Many stations also (small shown here). feature raised curbs for easier boarding.

11-08-76397-19 What are the goals of the B Line Project?

Provide faster, more Improve transit reliable transit trip experience at times in the stops and on vehicles Route 21 corridor

Provide efficient Expand equitable connections to the access to destinations existing and planned transit network

metrotransit.org/B-Line-Project

11-08-76299-19 B Line Corridor Planning Frequently Asked Questions

What is the ? The METRO B Line is a planned line, like the A Line, that will provide faster and more reliable transit service in the Route 21 corridor along Lake Street and Marshall Avenue.

Why was the Route 21 corridor selected for bus rapid transit service? Route 21 is the second busiest bus route in the Twin Cities. Today it carries approximately 10,000 passengers per weekday. The 2012 Arterial Transitway Corridors Study and 2014 Midtown Corridor Alternatives Analysis found that enhanced bus service in the Lake Street corridor would perform well in the corridor. In 2016, this corridor was identified as the B Line project and slated to become the region’s fourth arterial bus rapid transit line.

How much faster will B Line service be compared to Route 21? A scheduled trip on Route 21 sees significant delays, depending on the time of day. The goal of the B Line is to make service approximately 20 percent faster by stopping less often, allowing customers to board faster, and stopping at fewer red lights. Similar travel time improvements have been achieved on the A Line.

How will future bus service levels compare with today’s Route 21? Today, Route 21 runs every 10-15 minutes for much of the day through Lake Street and Marshall Avenue. The B Line is planned to become the main transit service along the western portion of the corridor (Uptown in Minneapolis to Snelling & University in St. Paul), with service about every 10 minutes throughout most of the day and evening and less frequent service early in the morning and late at night. To plan for a sustainable long-term operation, Metro Transit is considering fully replacing Route 21 with the B Line.

As planning progresses, Metro Transit staff will collect feedback from the community on the following questions: • Should the B Line extend along the full Route 21 corridor from Snelling Avenue along to downtown St. Paul? If so, what alignment should it use between Snelling Avenue and Lexington Avenue? • At what intersection should each future station be located? • If Route 21 is completely replaced by the B Line, where should stops be placed to best balance speed and access?

A Draft Corridor Plan in late 2019 will answer these questions, and determine the location of B Line stops and the future transit service mix within the corridor.

What will happen to Route 53 service? Route 53 service provides weekday peak-only service between Lake Street/Marshall Avenue and downtown St. Paul via Interstate 94. Because Route 53 serves a different purpose than the Route 21, the B Line is not anticipated to result in any change in Route 53 service.

What will be the frequency and hours of service? The B Line will provide frequent service all day on weekdays, Saturdays and Sundays. Exact schedules and service plans will be formed through project development.

When will construction begin? Construction is currently set to begin as early as 2022. This schedule may shift based on funding opportunities and availability.

How much will the B Line cost? The preliminary estimated cost of the B Line project is $54 million. This includes the cost of stations and related technology/fare collection elements, new BRT vehicles, transit signal priority, and the cost of designing and delivering the line. Cost estimates will be refined as planning and engineering progress.

How is the project funded? $23 million of federal and funds have been identified for the B Line project to date.

metrotransit.org/B-Line-Project What is the timeline for implementing the B Line?

Corridor and Station Planning

Gain community Draft Corridor Plan Recommended Final Corridor Plan input on Corridor Plan nit nit Corridor and Alignment mu y In mu y In m p m p Prepare for engineering Corridor and Alignment o u o u t Revisions based on coordination t Service Mix Service Mix C C Transit Advantages with project partners and Transit Advantages community input Station Spacing Station Spacing Initial Community Winter 2019 Spring 2020 Summer 2020 Outreach & Evaluation

2019–2020

Engineering Construction

(pending full funding)

2020–2021 2022

metrotransit.org/B-Line-Project

11-08-76541-19 Connecting Station Planned METRO Gold Line (Bus Rapid Transit) Planned METRO B Line (Bus Rapid Transit) Planned METRO Orange Line (Bus Rapid Transit) Potential METRO B Line (Bus Rapid Transit) METRO Blue Line (Light Rail) METRO A Line (Bus Rapid Transit) METRO Green Line (Light Rail) Planned METRO Bus Rapid Transit Planned METRO Green Line Extension (Light Rail) B Line Corridor Map ---

B Line would use METRO Gold Line stations in

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R The potential for B Line routing to downtown St. Paul will be studied in 2019 L

BRT service will be evaluated for implementation beyond Snelling Avenue extending to downtown St. Paul. As part of this decision, there are a number Connecting Station Planned METRO Gold Line (Bus Rapid Transit) of facts to consider. Extending the B Line to downtown St. Paul would be Planned METRO B Line expected to result in: (Bus Rapid Transit) Planned METRO Orange Line • Higher project construction costs and operating costs (Bus Rapid Transit) Potential METRO B Line • An additional east-west transitway connection to downtown St. Paul (Bus Rapid Transit) METRO Blue Line • Improved travel times or more direct routing for more origins and destinations (Light Rail) • Greater challenges in providing reliable service due to longer alignment METRO A Line (Bus Rapid Transit) METRO Green Line • Expanded access to destinations for areas of concentrated poverty (Light Rail) • Relatively lower ridership than B Line segments west of Snelling Avenue Planned METRO Bus Rapid Transit Planned METRO Green Line Extension • Additional coordination with METRO Gold Line planning in downtown St. Paul (Light Rail)

11-08-76461-19

B Line would use METRO Gold Line stations in metrotransit.org/B-Line-Project downtown St. Paul

ML Snelling M I

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S Lexington IS SI University E Line D Line PP I Lake Marshall Selby

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SKA E A Line

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L The potential for B Line routing to downtown St. Paul will be studied in 2019 Potential Downtown St. Paul B Line Routing: PotentialOptionsDowntown Between St. Paul B Line SnellingRouting: Options Ave Between and Snelling Lexington Ave and Lexington Ave Ave

metrotransit.org/bmetrotransit.org/B-Line-Project-line-project

11-08-76477-19

Service Mix and Station

SpacingService TradeoffsMix and Station Spacing Tradeoffs

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Station Station o maintenance,resources snow on fewer removal station faster faster and and important important resourcesareas on fewer station Mix Mix areas 11-08-76509-19 Service Service in mind, be it will in mind, be it will Metro Transit is considering fully Metro Transit is considering fully to strike a balance between to strike a balance between and more reliable service with stop spacing and accessibility. and more reliable service with stop spacing and accessibility. To plan for a sustainable long-term operation, for the B Line and the E Line, replacing underlying local bus service. With that To plan for a sustainable long-term operation, for the B Line and the E Line, replacing underlying local bus service. With that Upon opening the A Line in 2016, Metro Transit continued to operate Route 84 in the same corridor as a less frequent local travel option. A similar approach was taken for the Upon opening the A Route 16, which provides local service on Line in 2016, Metro Transit continued to University Avenue alongside the operate Route 84 in the same corridor METRO Green Line. as a less frequent local travel option. A similar approach was taken for the Route 16, which provides local service on University Avenue alongside the METRO Green Line.

Help us decide and prioritize

When we plan BRT lines we try to strike a balance between faster and more reliable service with stop spacing and accessibility. A key goal of BRT is to make transit service in the corridor approximately 20 percent faster than the existing local bus service.

Place a dot by the top three items that are most important for your experience using the bus:

Overall travel time

Bus arriving at planned time

Bus arrives at steady frequency

Smooth ride – less starting and stopping

Less delay in traffic or stop lights

Walk distance to bus stop

Amenities at stop

11-08-76525-19 What are Transit Advantages?

Transit advantages are treatments that improve transit speed and reliability between stops by changing the designation of street space or the operation of traffic signals.

Description Benefit to Transit Users ConsiderationsWhat are Transit Advantages?

Description Benefit to Transit Users Considerations - Works well with in-lane stops - Best used in corridors withWhat long are distances Transit between Advantages? Transit Signal A traffic signal turns green earlier or Increases speed and reliability by signals and at signals with long cycles- Works well with in-lane stops Priority Increases speed and reliability by reducing delay at stays green longer when a bus approaches reducing delay at traffic signalsA traffic signal turns green earlier or stays green - Best used in corridors with long distances between signals and at traffic signals longer when a bus approaches - May change signal phasing of crsignalsoss-street, with long cycles

DescriptionPriority Benefitincreasing to Transit wait Utimessers - May changeConsiderations signal phasing of cross-street, increasing wait times Transit Signal Signal Transit

- Works well with in-lane stops Increases speed and reliability by reducing delay at A traffic signal turns green earlier or stays green - Best used in corridors with long distances between signals and at traffic signals longer when a bus approaches signals with long cycles - Enforcement necessary to avoid use by unauthorized vehicles Priority - Enfor cement necessary to- May avoid change signal use phasing by of cross-street, increasing wait times A shared bus/turn-lane allows the bus to avoid - Atypical signal configuration and phasing Increases speed and reliability by allowing buses

Transit Signal Signal Transit backed-up traffic and cross the intersection before - Best at intersections with low right-turn volumes unauthorizedto move around backed-upvehicles traffic at intersections A shared bus/turn-lane allows the bus to Increases speed and reliabilityLane other vehicles by allowing - Can be paired with transit signal priority Queue Jump - Atypical signal configuration and- May phasing increase wait times for other vehicles

avoid backed-up traffic and cross the buses to move around Jump Queue backed-up traffic Lane - Best at intersections with low right-turn volumes intersection before other vehicles at intersections - Can be paired with transit signal priority

- May increase wait times -forEnforcement other necessary vehicles to avoid use by unauthorized vehicles A shared bus/turn-lane allows the bus to avoid - Atypical signal configuration and phasing Increases speed and reliability by allowing buses backed-up traffic and cross the intersection before - Best at intersections with low right-turn volumes to move around backed-up traffic at intersections - Enforcement necessary to avoid use by unauthorized vehicles Lane other vehicles - Can be paired with transit signal priority - Best at intersections with high right-turn volumes Exclusive street space for buses as they Increases speed and reliability by allowing- May buses increase to wait times for other vehicles - Can be paired with transit signal priority

Queue Jump Jump Queue approach an intersection stay in lane and avoid backed-up traffic at Lane - May increase queue lengths in adjacent lane intersections - Can be used all day or peak-only Bus Approach Approach Bus - Enforcement necessary to avoid use by unauthorized vehicles Increases speed and reliability by Exclusive street space for buses as they - Best at intersections with high right-turn volumes Bus Approach allowing buses to stay in lane and avoid - Enforcement necessary to avoid use by unauthorized vehicles Lane - Best at intersections with high right-turn volumes approach an intersection Exclusive street space for buses as they Increases- Can speed andbe reliability paired by allowing with buses transit to signal priority - Can be paired with transit signal priority backed-up trafficapproach at anintersections intersection stay in lane and avoid backed-up traffic at - Enforcement necessary to avoid use by unauthorized vehicles Lane - May increase queue lengths in adjacent lane - May increaseintersections queue lengths in adjacent- Can be paired withlane transit signal priority

only Increases speed and reliability along - Can be used all day or peak-only

- Exclusive street space for buses - May increase traffic volume in adjacent lane - Can befrequently-congested used all streetday segments or peak-only Lane Bus Approach Approach Bus - Can be used all day or peak-only, can share or prohibit turns, can

Bus share with bicycles

- Enforcement necessary to- Enforcement avoid necessaryuse by to avoid use by unauthorized vehicles - Can be paired with transit signal priority

only Increasesunauthorized speed and reliability along vehicles

- Exclusive street space for buses - May increase traffic volume in adjacent lane frequently-congested street segments Bus-only Increases speedLane and reliability along - Can be paired with transit- Can signal be used all priority day or peak-only, can share or prohibit turns, can

Exclusive street space for buses Bus share with bicycles Lane frequently-congested street segments - May increase traffic volume in adjacent lane - Can be used all day or peak-only, can share or prohibit turns, can share with bicycles

metrotransit.org/B-Line-Project

11-08-76557-19