263417 WHI7E - �:ITY CLERK t
PINK . - FINANCE CO1111C11 26341"7
BLUERY- MAYpRTMENT GITY OF SAINT PALTL File NO.
` . . Co cil Resolution
_
Presented By
Referred To Committee: Date
Out of Committee By Date
RESOLVED, Tha.t the Council of the City of Saint Paul does
hereby concur in and does hereby support the following recommenda-
tions of the Metropolitan Transit Commission' s Transit Operating
Division:
l. Tha.t the present QT route be discontinued.
2. Tha.t a special fare zone as indicated on Exhibit E
be implemented in the Capitol/Loop area of Saint Paul.
3. Tha.t the routing of Saint Paul/Minneapolis Route �k21
(Se,1by-Lake) be rerouted within the downtown area as
shown on Exhibi� G in order to avoid inconveniencing
pa.ssengers presently using the Loop QT and to serve
the Fourth Street area" where a substantial concentra-
tion of employment and retail business is located.
4. Tha.t a 10��,:�are be charged for all trips taken entirely
within this zone.
S. That the` system be implemented for a six (6) month
experimental trial period with a 90-day review.
6. Tha.t the 10� fare zone be implemented on June 3� 1974.
7 . Tha.t the� Commission authorize continuation of the present
QT Loop Route until implementation of a T0� fare zone
June 3, 1974.
,,�.
• 8. Tha.t the Commission authorize $2,500.00, one-ha.lf (50%)
the operating subsidy requirement for the Loop QT
through the period of June 2, 1974, and tha.t the Commis-
sion extend its present contract with the City of Saint
Paul that rovides for
COUKCILMEN ° �� o e su si y req irement.
Yeas Nays Requested by Department of:
x�pc Butler
Konopatzki � In Favor
Levine
Meredith , Against BY
�6pac6�xx Roedler
Tedesco
Mme.President �R�IDC �Itlrit 4 �g74
Adopted by Council: Date AP R 2 For Approved b ine
•
Certified P y Cou cil Secretary BY
.
y
Approve by Max r: Date Approved by Mayor for Submission to Council
By BY
pUBLISHED APR ���
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��°. �'�,��. AS�ACIATION OF BUILDING OWNERS AMD MANAGERS, INC.
468 LOWRY MEDICAL ART8 BUILDINO
8T. PAUL, MINNESOTA 66102 ���;�����
PHONE 222-1070 V
April 22, 1974
T1vin Cities Area Metropolitan
Transit Commission
330 Metro Square Building
Saint Paul, Minnesota 55101
ChairmanOperations Committee
Chairman Regulations Committee
Gentlemen:
It was a pleasure for the Building Owners and Managers Board of
Directors to pass a resolution in support of the Transit Operat-
ing Division petition to eliminate the St. Paul QT Bus� establish
a l0R Zone and other recommendations.
We feel the proposal is a positive approach to expansion of service
to the Cities' inhabitants and eliminates losses which accrue from
a QT operation. We commend the Operating Division for the forward
and constructive solution they propose.
We waald like to suggest that consideration be given to the follow-
ing revision in the routing of the Selby Lake bus (Route 21) as
shown on Exhibit G. Establish the Eastbound bus route from Kellogg
to Sth Street on Washington rather than on Wabasha to relieve traffic
ccngestion at Wabasha and provide greater ridership potential to
business concerns North of Sth and West of St. Peter Streets. Should
this route change be practical, we feel the plan suggested is eac-
cellent.
Sincerely,
ST. PAUL ASSOCIATION OF BUILDING
OWNERS AND DiANAGERS, INC.
.
BY: .
C. V. SCHUTT
PRESIDENT
I.
TESTIMONY OF ERV A. TIMM, GROUP MANAGER, SAINT PAUL AREA CHAMBER OF COMMERCE,
ON PETITION #74-13, MTC/TOD SAINT PAUL QT AND 10� ZONE, ELIMINATE QT AND CREATE
DOWNTOWN 10� ZONE, AT HEARING BEFORE OPERATIONS & REGULATIONS COMMITTEE AT
3:30 P.M. , MONDAY, APRIL 22, 1974. �-)�`D��f�,
�� t� f
My name is Erv A. Timm. I am Group Manager of the Economic Action Group
of the Saint Paul Area Chamber of Commerce with offices at 300 Osborn
Building, Saint Paul. My appearance here today is by authorization of
the Board of Directors of our organization.
The Chamber's Board of Directors on April 16th, acting on a recommendation
of its Executive Committee approved April 9th, supported the concept of
expansion of the 10� zone fare within the confines of a defined Central
Business District to eliminate Saint Paul QT bus service, and to re-route
Bus Route No. 22 (Selby-Lake) so as to parallel the present Saint Paul QT
bus route insofar as is practical, all being inter-dependent and contingent
upon each other. This action has received widespread publicity among its
members.
The Chamber's Bus Committee, which includes representatives from the City
of Saint Paul, Transit Operating Division of the Metropolitan Transit
Commission, Building Owners & Managers Association, Downtown Council,
Operation '85, as well as Chamber members, has studied this concept for
a considerable period of time . . . . and feels that the experience gained
in the highly successful operation of the 10� zone fare on Saint Paul Routes
#5, #7, and #16 authorized by the Metropolitan Transit Commission on
November 21, 1973 in MTC Petition #73-48 justifies the concurrent actions
advanced in this proposal.
In summary, the Saint Paul Area Chamber of Commerce urges approval of the
package proposal, and applaudes the Metropolitan Transit Commission and its
Transit Operating Division personnel, for advancing an exciting new concept
for improved bus service within the Central Business District that will
certainly increase bus patronage, enhance the convenience of movement within
the Central Business District, and provide substantial economic benefits to
the business and commercial sector of the Downtown community.
js
4/22/74
-:;'', , . `f—23_��
T'RANSIT �PERATI�dG DIVISIQN C
� ��
3118 NICOLLET AVE.• MINNEAPOLIS,MINN.55408 • 612•827•4071
LOUIS B.0l.SEN � �r � � �✓�/ �
Assistant General Manager
A�ri l 18, 1974
Mr. Cam Andre
Executive Director •
Metropolitan Transit Commission
� 330 Metro Square Building
St. Paul, Minnesota 55101
RE: St. Paul QT cmd Dawntown St. Paul Fare Proposal
Dear Mr. Andre:
On November 24, 1974 fihe Commission began operation of the St. Paul Loop QT (Route #31)
as shawn on Exhibit A. The system commenced operation under a one year contract beiween
the Cifiy of Sf, Paul and the Commission that called for equal sharing of the costs of subsidizing
operating losses. The City's oriyina) projection showed a total operating subsidy requirement
of $30,000 for the first year of operation.
�
Within a few months after inception, it became apparent that projeeted ridership woufd not
reach anticipated levels, and, therefore, the projected subsidy requirem�nt was insufficient
to carry the system through its first year. At its March 2i, 1973 meeting the Commission
authorized the expenditure of an additional $14,500.00 for its share of the revised subsidy
requirement. At the same time.the Transit Operating Division made some schedule adjustments
to the Loop QT that lowered the bus requirement from 4 to 3, resulting in a substantia( savings.
' At fihe March 26, 1973 meeting of the Operations and Regulations Committee, the Transit
Cperating Division was directed to conduct a study and prepare additional recommendations
with regard to the future operation of the Loop QT and the re-establishment of the Capitol QT.
In the period between the March 26 meeting of the Operations and Regulations Committee
and the expiration of the St. Paul Loop QT contract in November of 1973, members of the
7'ransit Uperating Division staft had a number of ineetings �rith officials of the City of St.
Paul and the Minnesota Deparfiment of Administration, and conducted an extensive study af
transportati on needs in the St. Paul Capitol/Loop area. .
As a result of this research and in consultation with Ciiy and State of Minnesota officials, the
Trar►sit Operating Division, on November lb, 1973, petitioned for a five (5) month extension of
� the St. Paul QT in its present configuration to allow time to conduct an experiment with a 10�
Fare Z_one as a substitute for the Capitol QT and to gain experience with operating problems
associated with a 10� dov��ntown xoneo At that time we stated that we wo�ld make recommenda-
i�ions with regard to both the Loop QT and the Capito) QT/10� Fare Zone in a single package,
to be presented in Murch of this year.
Mr. Cam Andre 2 April 18, 1974
On January 1, 1974, the Commission began operation of a special 10� Fare Zone whose borders
included the Capitol Complex, the St, Paul Loop Area and Harriet Island. The 10� Fare Zone
was put in place on three routes; #5(Como-Stryker), �7 (Hamline-Cherokee Heights) and #16
(Minneapolis-St. Paul.) See Exhibit B. It allowed individuals riding entirely within the zone
-- on regular buses to pay a fare of only IOG, ,
. The greatest advantage of the zone system as compared with a Capitol QT route was that, unless
the response was overvvhelming, there would be no additional cost since buses on those three (3)
routes were already traveling through the zone and passenger loading checks had shown unused
capacity during most parts of the day. Additionally, the use of three rou�es provided very high
frequency of service (the mc�cimum waiting time during any part of the day is 10 minutes), a
major ingredient in any successful circulator system.
An agreement was reached among the Commission, the City of St. Paul and the State Department
of Administration that provided for equal sharing of any additional costs incurred by the
implementation of the experimental 10� Fare Zone. Because the new ridership has distributed
itself evenly, no additional service has been required and therefore there has been no cost to
any of the three parties, except for a small promotional cost to the Commission.
Exhibit C is a summary of ridership on the three routes in the special fare zone. You will
note that ridershiphas shown consistent growth since start-up. As many as 5,400 people took
advantage of the system during March. Pre start-up checks indicated that a negligible number
of people were riding inside the boundaries when the fare was 30� and therefore it is estimated
that the new 10� riders more than compensate for any revenue that might have been lost by
the lowering of the fare.
Exhibit D is a statement of operations for the St. Paul QT from inception through the end of
�`.pril 1974, The figures for the month of April are esfiimates. All others are actual performance
figures. While ridership has shown some growth since the first few months of operation,
passengers per mile seems to have stabilized since December, and we know of no reason to
anticipate significant further passenger growth, unless some major changes are made to make i-he
system more attractive to the potential downtown, short-haul customer.
Marketing a downtown circulator is somewhat different from marketing reguiar line haul service
in several respects. We believe that high frequency is essential because the individuals decision
to go from h is pl ace of employment to a retai f store, a restaurant, etc., is (i ke ly to be made
without a great deal of prior planning and the knowledge that a bus will appear at any stop within
a few minutes makes him more inclined to use it than if he has to obtain schedule information,
� either 6y telephone or by printed schedule.
In the "shuttle" parking area to employment area market high frequency is also important in
that an individual must be confident that traffic tie-ups, other delays or slight variations in
his time of arrival will not affect his ability to travel from his parking area to his final
destination.
Mr. Cam Andre 3 April 18, 1974
Another special factor in marketing a dawntown circulation system is that the fare is (ikely
to be viewed as a more important factor than it is in regular line haul service. While 30�,
40�, 50� or more may be considered a substantial bargainfor a trip of several miles, it would be
perceived as too high a cost for a trip that is measured in but a fe�w blocks.
Trrnsit Operating Division checks of trips solely within the 10� zone prior to implementation of
� the present system bear out this observation; for example, even when weather was extremely
inclement there was very little riding from the Harriet Island Parking area to downtown places
af employment though substantial numbers of people were observed walking across the Wabasha
Bridge.
Eachibit E is a map of the Capitol/Loop area of St. Paul showing an expanded 10� Fare Zone
boundary. You will note that this boundary includes the Capitol Complex, the great majority
of retail, entertainment and business establishments, the St. Paul Civic Center and the
Harriet Island Parking Facilities. There are 11 routes which enter this zone (excluding express
routes.)
Exhibit F is a projected statement of operations for the St, Paul Loop� QT for the one (1) year
period ending April 30, 1975. You will note from this exhibit that the projected annual
subsidy requirement for this same period is estimated to be $59,342. Consequently, elimination
of the St. Pau) Loop QT route would result in a swings of $29,671 to the Commission and
the City of St. Paul, who share equally in the subsidy requirement.
Shou Id a downtawn 10� zone be establ ished, as shown in Exh ib it F we be I ieve that the
savings from the elimination of the Loop QT route, together with the additional 10� fares
derived from those persons circulating within the 10� zone, would be more than enough fio
cover any additional costs. We have laased this in part on passenger loading studies that would
indicate that there is sufficient unused capacity on the 11 routes terminating �r going through
the Loop area to accommodate anticipated additional 10� riders.
Accordingly, the Transit Operating Division recommends the follvwing:
1. That the presenfi QT route be discontinued.
2. That a special fare zone as indicated on Exhibit E be .
implemented in the Capitol/Loop area of St. Paul,
3. That the routing of St. Paul/Minneapolis Route #21
' (Selby-Lake) be rerouted within the dawntown area as
shown on Exhibit G in order to avoid inconveniencing passengers
presently using the Loop QT and to serve the 4th Street area
where a substantial concentration of employment and retail �
business is located.
4. That a 10� fare be charged for all trips taken entire{y w'sthin
th is zone.
Mr. Cam Andre 4 Apri I }8, 1974
5. That the system be implemented for a six (6) month
experimentai trial period with a 90 day review.
6. That the 10� fare zone be implemented on June 3, 1974.
7. That the Commission authorize continuati� of the present
- QT Loop Route until implementation of a lOt fare zone
June 3, 1974.
8. That the Commission authorize $2,500, one-half (50%) the
operating subsidy requirement for the Loop QT through the
period of June 2, 1974 and that the Commission extend its
present contract with the City af St. Paul that provides for
the City of St. Paul to pay one-half (50%) of the subsidy
. , requirement, . �
We believe that the aforementioned recommendations that include the implementation of the '
10� Fare Zone in St. Paul will offer a much more attractive inducement for the automobile
driver to park in a perimeter parking area and use the 10� Fare Zone system to complete his
trip, or to use regufar transit to reach the downtawn area and leave the automobile at home.
In general, we believe that the 10� Fare Zone will have a beneficial effect on transit rider-
ship in the St. Paul area.
We have had discussions with officials of the City of St, Paul the State of Minnesota Department
of Administration and the St. Paul Chamber of Commerce and they have expressed their preliminary
approval and support for our recommendations.
Ai�tached for your review is a Check List for Regulatory Petitions and a check I'sst for Standards
of Service. •
We would appreciate your forwarding our recommendations for the appropriate Committees of the
Commission for their review and action.
Sin ly, .
.
o ' 9 sen .
' sistant General Manager
LBO:pec -
Attachments
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PASSENGER USAGE BY ROUTE
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Route#7 930 1009 1446
� Route�Ib 2497 1981 3016
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� CHECKLIST FOR REGULATORY PETITIONS
. ' � ' �• � SUBMITTED BY TH� TRANSIT OPERATING DIVISION
The follawing items and details, as they apply, should be included in all petitions. (When
appropriate, this Checklist should also be used for submission of petitions to the Operations
Committee) Petitions must be in writing, and delivered to the Governmental Division in time
for distribution to the Commission by mail at least three working days prior to the Committee
meeting.
I) List all parties to the Petition MTC/TOD, and Dick Schnarr
(Resolutions, requests, etc.)
2) City and route number (and branch) in petition St. Paul Route # 21
3) Petition for temporary (how long?) or permanent b months
authoriiy
4) Extension, new, or experimental route? Experimental
5) Describe old and new routing (and mileages) (See Petition)
.
6) List and describe (in Petition� contacts with
municipal/county officials (See Pefiition)
7) Days of operation (present and petitioned) 7 days/week
8) Schedule of service (present and petitioned) x No change
See Pefiiti�r�
9) Change in frequency of service on route (trunk x No change
and branch) if Petition approved See Petition
10) Starting and ending time if Petition approved N/A No change
See Petition
, II) Number of trips in Petition Weekday 121 Added
Saturday 92 e Eliminated
(Round Trips) Sunday 50 ��Altered
12) Number of route miles , .4 Added .
�ed���d
13) Longer of shorter ride for passengers already WA (Min.) longer
on board? (Min.) shorter
Page 2
CHECKLIST FOR REGULATORY PETITIONS
14) Passenger loads on present service (provide details
as necessary and appropriate). (See Petition)
15) Number of buses on route Added
Reduced
' x No change
I6) Revenue and cost date:
For: Present service �q
Petitianed service
By: Tota) per mile and/or, (See Petition)
Total per hour and/or,
Total per day and/or,
Per mile plus per hour and transfers
Plus effect on other routes
(positive and negative)
(7) Operating Ratio (cost/revenue)
(p�eserii� ar�d pe�ifi�oned) �q
N/A - Not Applicable
EFFECTIVE 4CTOBER I, 1971 ,
• MTC,/TO D •
STANDARDS OF SERVICE CHECK LIST FOR PROPOSED OPERATfON
ROUTE: St. Paul Route #21 �
eets oes ot eet
CRITERIA Standards Standards ,.
l. Route spacing for area coverage x
' 2. Loading standards � Designed to meet standards
3. Poficy headways x
4. On-time performance , Designed to meet standards •
5. Bus stop spacing and location x •
6. Bus schedu le pol ic ies x
7. Financial analysis � Designed to meet standards
8. Passenger Amenities x . �
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