CCP 02-08-1999 - Laserfiche WebLink

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.....' North Suburban Transit Concept February 1999 Page: 3 . seems less attractive since it does not pass likely areas of ridership until it gets into the University area of Minneapolis. On the other hand, it parallels trackage with minimal traffic (at least north of Park Junction), which might be advantageous with regard to right-of-way needs. . The running time on either line one way should be no longer than 30 minutes (believed to be a high estimate), which would allow 15 minute headways during rush periods with four trainsets. Off peak service could run at 30-minute headways with two trainsets, and 60 minute headways with a single set. This presumes no direct connection with the Hiawatha line. If such a connection were in place, the picture would become a bit more complex, but not unduly so. The running time on the Hiawatha line should not be any longer than 30 minutes either, so the end-to-end time for the entire line should not exceed one hour. Consequently, the 15, 30 and 60-minute headways discussed earlier should be operable with eight, four and two trainsets respectively, or double the estimates for the north line alone. . Ideally, the north line would be double-tracked, altii~ugh single-track service could work since there would only be two "meets" during peak times iffour trainsets were in service. Only one "meet" would occur with two trainsets, and none with one. . . A number of grade-separated crossings should become available through the use of existing rights-of-way, although several additional crossings may need to be constructed. In the latter circumstance, the costs should not be overly burdensome since passenger equipment is better able to climb grades than freight trains, which suggests that the ramps to bridges can be fairly steep. Finally, bridges should be less expensive to construct since passenger equipment is lighter than freight trains. 9. In the short term it is envisioned that the transit service would be operated with buses. In beginning this development it would be critical to remain mindful of the long-term plan so infIastructure construction might be easily integrated into the eventual scheme. The city would benefit from this plan under the assumption that this transit center would drive worthwhile development at its terminus. Funding for the transit development could be regionally justified since many of the facility's users would originate outside the city's borders. The region could benefit from the development of a significant consolidator of vehicle traffic at a point of major roadway confluence and the conversion of that traffic onto mass transit. The routing of the rail line would also benefit other communities along its length, while also serving a significant area of population. If the council agrees that there could be significant benefits to the city in pursuing this plan, I would recommend that we direct the mayor and staff to further explore the concept at the highest levels with l\.1NDOT and the Metropolitan Council. .