260983 WHITE - CITY CLERK � COUI1C11 �h��r}�7("J
PINK -- FINANCE
BLUERY- MAYORTMENT GITY OF SAINT PAUL . File NO. v v�
� Council Resolution
Presented By
Referred To ��''h' 3'Zq Committee: Date
Out of Committee By Date
WHEREAS, the revenue from the QT loop Shuttle Bus has not come up to
that anticipated and will run out of funds committed by the City and the Metro-
politan Transit Commission for the anticipated loss around May 1 , 1973, and
WHEREAS, the system provides a circulation system that is beneficial
to the people of St. Paul , and
WHERFAS, there has been a number of requests to extend the system to
Wacouta St. and to improve the operating strategies which would improve the
service and increase the ridershtp,
NOW, THEREFORE, BE IT RESOLVED, that the City of St. Paul requests the
Metropolitan Transit Commission to continue and extend the St. Paul QT Loop Shuttle
Bus to Wacouta St. , maintain the six-minute headway and the same number of buses
and change the operating strategies (n accordance with the attached report fran the
Departme�at of Publ ic Works and,
BE IT FURTHER RESOLVED, that the Council does hereby commit an additional
$20,000 for a maximum �if $35,000 for tts 5�'90 share of the operating )oss for the
QT Loop Shuttle Bus in downtown St. Paul for the first year of operation. The Mayor
is hereby authorized to transmit this resolution to the Metropolitan Transit Carmission
along with the attached copy csf the Departme�t of Public Works report for consideratfon
in connection with St. Paul 's QT Shuttle Bus Loop service.
COUIVCILMEIV Requested by Department of:
Yeas �r Nays
Public Wo s
Konopatzki �_ In Favor
Levine -
Meredith A gai ns t BY
�p�lt�c lt°adler Dan i e 1 J. Dun rd, Act i n D i rector
Tedesco
Mme.President � j��, '
�R 3 Q � Form Approved by City Attorney
Adopted by Council: Date •
Certifie as d by Co il ry BY
By
Appro by MaX : Date (��� Approve or ' n to Council
i
B By
PUBUSHED APR 7197�
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CITY OF S � INT PAUL
Capital of Minnesota
DEP�RT�AENT OE PiJBUC 1�/ORKS
234 City Hall & Court House 55102
Daniel J. Dunford, Acting Director • .
March 22, i973
Mr. Frank Marzitelli , City Administrator
City of Saint Paui
City Hall
Dear Si r: '
QT Loop Bus
7his lett�r is to inf�rm you of the QT Loop bus operation, to request
additional funding, and to recommend changes in its route and scheuule.
Attached are the results af the QT Loop operation from its inception on
November 24, 1972, through P�tarcn 2, 1973, as developed by the hffC. With
the ex�..r_sor: oi' vecen��bet �� ���� cugl� Decc:.;ber 22, ',�;2, ::!:�:: f:-:.:. r�des
were provided tiy the Fietropolitan �-ransit i,o^mission, approximately
57,678 passenoers rcde the �,T Loop bus during �3 c�ays of operation. Coun-
ting senior citizr.ns ° free rides Gn� transfers as paying passengers,
$5,768 revenue is cre�ited to+r�ard t}�e $23,31�J (63 x $370) out-of-poc4cet
operating cost, resulting in a $17,542 deficit.
According to the terms af the agree�ent between the City and the MTC dated
June 27, 1972, each agency will pay up to $1�,000 for the operating losszs
for one year of the QT Leo� service on a 50-50 basis. Subtracting the
deficit as of March 2, 1973, from the dedicated $30,000 leaves $12,458 to
cover the operating losses until Navember 23, 1973. In order to stay within
tl:is amount the avera,e daily ridersnip would have to be 3,030 whereas it is
about 1 ,000 at present. If the ridership stays at this level , the total
$30,G00 witl be expended in 46 operating days which will be tlay 7th.
Since the QT Loop shuttle buses are being operated to provide a service to •
the people in t{�e downtown area and are not intended to be profitable, we
recommend that the City and the MTC should dedicate more money to the QT
Loop operatian on the present basis (50-50} , A rough appr•oximation of the
subsidy is $20,000 each based on the following assumptions and calcuiations:
Days Passenqers
March 5 to June 30, 1 ,000 passengers/day 84 84,000
Ju1y 1 to December 31 , 1 ,500 passengers/day 126 189,000
Totai 210 273,000
Unit Costs, $ � x0. 10
Operating Cost & Revenue $77,700 $27,300
_�_
��;��p
F. Marzitel� i
Page 2
This results in a deficit of $50,400. As shown above, $12,458 is available
for deficit operation leavir,g a $37,9�+2 projected unfunded deficit. Using
a rounded off figure of $40,000 and dividing it equally you arrive at the
$20,000 subsidy for the t�1TC and the City of St. Paul . We are presently
investigating alternate subsidy methods which would not have to be financed
by city taxpayers on a city wide basis but considers benefits.
Ridership may be increased by advertising by the MTC, the Downtown Council ,
and the Civic Center Authority; by inducements paid for by loop businesses
for their custo�ers and e��ployees; possibly by reducing fares; by providing
more sheltered tiYaiting areas; by providing more frequent service; and by
properly iocating the route through experimentation.
The attaciied letter from the St. Paut Civic Center parking ramp manager
indicates an optimistic increase in QT ridership due to promotional effort.
As will be recalled, one of the purposes of initiating shuttle bus service
was to incre�se patronage of the Civic Center parking ramp.
Numerous reques�s h�ve been received to extend the QT Loop route eastward
to either Watl Street or Wacouta Street. Also, Barton-Aschman Associates,
Inc. , the consultant for the present doamtown circulation and distribution
study, recommends a future shuttle ous operating in exclusive lanes routed
on 4lacouta Street. We believe that ridership will increase due to this
exfi�nsion {with no detriment to service) and therefore concur in the recom-
mendation to extend the route eastward. Since Wacouta Street is signalized
at Fifth. Sixth ar,d Seventh Streets, we prefer it over Walt Street for the
QT Loop route.
AttaGhed �re three sheets of a "Mini-bus .Layaver Survey" made by the
Department of Fublic Works. A summary of. those observations foltows:
(Values in Minutes)
Rush Hours Noon
7:00 a.m. 3 :3� p.m. 11 :00 a.m. All
:QO a.m. 5:30 p.m. 1 :00 p.m. Observations
Route Time: . Range 12-19 10-18 9-16 9-19
Avge. 14.8 14.9 12.7 '
Layover Time: Range 4_13 6-15 7-14 4-15
Avge. 8.b 9.7 10.8 -
Overlap Time: t1ax. 7 9 10 10
(2 buses at
Civic Center) Avg. 3.0 l+.0 5.Q '
Headway:
Departure Range 4-9 3-10 2-9 2-10
Arrival Range 1-9 2-12 0-10 0-12
�verage 5.8 6.2 5.9 '
Only once during the periads of the survey was there only one bus in front
of the Civic Center parking ramp, If the QT Loop were operating success-
fully, it could be conclud�:d that one bus could be removed and have three
f. Marzitelli
Page 3
buses operating on the existing schedule, in addition to wasting the opera-
tion of one bus (by having two and quite often three buses parked at the
Civic Center parking ramp) , the present operating strategy of departing from
the ramp at six rninute intervals discoura�es ridership since the actual
departures vary too much (especially when the headways are longer than six
minutes) and is insensitive to overcr�wding and frustrations caused by
waiting unnecessarily with another bus for company. The reason given for
using a six rrinute headway is that "bunching" of buses on the ro�ate would
occur if shorter headways ►�.�ere used and, consequently, a long headway would
result bet��een the last and first buses in the bunch. As may be seen, the
bunching is occurring at the Civic Cer�ter parking ramp as a result of the
present operating strategy.
In order to pr�vide better service (and presumably thereby increase rider-
ship) , dif`erent operatinc� strategies have been simulated and are enctosed
(see three sheets entitled "QT Loop-Operating Strategy") . The three
strategies simulated are:
l . If no bus is present on arrivals, layover 2 minutes at ramp.
If bus is present on arrival , }ayo��er 6 minutes or when next
bus arrives (2 minute minimu,�► layover) ,
2. If no bus is present on arrival , layover 1 min, at ramp. If
bus is present on arrival , layover 5 mtn, or when next bus
arrives (1 min, minimum layover) .
3, lf no bus is present on arrival , layover 1 to 4 min, depending
on arrivat of next bus. lf bus is present on arrivat , layover
3 to 6 min, depending on arrival of next bus.
Three simutations were made fcr thc existing route using 9 to 20 minute route
times in identical route tin�e 5equ2nce. The best service was obtained by
using the third cperating strategy. This third strategy was tested on the
route extended eastward to IJacouta Street using 11 to 22 minute route times
and is also enclosed {see "t�EW QT Loop--Operating Strategy") . This test
indicates that the present four buses can provide good service on a longer
route if operated in the n;�nner indicated.
Summary of Recommendations
The City and the 1�ITC should each dedicate an additional $20,000 subsidy for
the operation of the QT Loop to December 31 , 1973. �
Encourage promotion and advertising of the QT Loop.
Study the possibility of financial aid from benefitted businesses, agencies,
and individuals,
Encourage provision of waiting shelters.
Extend route eastward to Wacouta Street. �
F. Marzitelli
Page 4
Adopt an operating strategy of 1 to 4 minute layovers if no bus is
present and 3 to 6 minute tayovers if a bus is present at the
Civic Center parking ramp.
Very truty yours,
GG� .
Daniel J. Du ord
Acting Director
DJH:If
att.
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� . ST �1J1 CIVIC CENTER
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March 7, 1973 � ; ,.:,:.
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Mr. Donald Hancock
Public Works
274 City Hall
Saint Paul, Minnesota 55102
Dear Mr. Hancock: • �
The following is a comparison of our November business �ust prior to the QT
and our February business.
November Daily; Av. No. February Daily; Av. No.
8 hr. $1.00 Parkers 166 232
Under 5 hr. Parkers No Change
Contract Parkers 362 466
528 698
Sc�me at this increase is a result of our normal seasonaZ increase. The
remainder is due to the QT. An estimated breakdown of our increase is:
total increase, 170 parkers; seasonal increase, 50 parkers; QT, 120 parkers.
By April I will have a precise breakdown when our seasonal parkers depart for
Harriet Island. April 1, I will also be signing a group contract with Minnesota
Mutual employees. They indicate to me that it will be in the vicinity of 100
people. However, I won't be able to give a definite number until the end of
March. This new contract was obtained as a result of the QT service.
Last December I made an extensive promotional effort throughout the downtown
area, east of Wabasha, based on the QT service. Minnesota autual was one of
the businesses I approached. As a result, they are signing this contract.
The present increase in business attributed to the QT is also a result of this
promotional. effort. It is a healthy increase but not as good as it could be.
There are several factors involved here. The main one is that people are habitual
about parking and so it is diff icult to get them to change. It is a slow process.
Secondly, we are a peripheral parking facility. Our competition is other
peripheral parking areas. Most notable among these are Harriet Island and
Farmers Market. If Harriet Island Parking was eliminated in some manner,
many of these people would move to our ramp. Consequently, there would be a boost
in QT business.
JOHN E. FRIEDMANN, MANAGING DIRECTOR 143 WEST FQURTH STREET,SAINT PAUL, MINNESOTA 55102 ❑ (612) 224-7361
CIVIC CENTER AUTHORlTY
Reue!D. Harmon Frank S. FarreN Cyril P.Pesek
Chairman Daniel M. Gephart Richard C.Radman,Jr.
Lloyd L. teider Frank C.Judd Vicior J.Tedesco
Vice Chairman Dean Meredith
Mr. Donald Hancock
March 7, 1973
Page 2
I hope this look at our business and its relationship to the QT service is
helpful in compiling your report. If I can be of further assistance do not
hesitate to call on me.
Sincerely,
SAINT PAUL CIVIC CENTER PARKING RAMP
� �AC ��0�
/� � �
Gregory P. Filas
Manager
GPF/ma
cc: Mr. John Friedmann
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' 3. Reports '
� .The CO`•Ii•IISSIO:I will d�termine th� form anu frequ�ncy of any rei�ort to be
prepared by it in cor.nection �•�ith services to be perforn:�d under t;�is agreem�nt, and
tnz CO?:�4ISSI0.1 agrees to prepare and su;�mit such reports when apprc�riate.
4. Stater,��nts; Payr.;ents; F,udit and �nsn•�ction of Rec�rds
COi•I��IISSIOV will maintain adequate records to su'r�stantiate charges mad�
unn�r this agreem�rzt. At the end of eaciz montk�, CO'•L•ItSSION �•�ill su.bmit to CITI
a stateme��t relat�d to services parfor.:�ed here��der for that rtonth ar:d for nrior
r.ionths not previous�.y billed. �dhen proL�rly prepared and subnitted, the CITY will
cause such st4tem�nts to he �rccessed fo� pa-,:r�ent r�rc:,,ptly. CO:-u•LSSIOid s'r.a1.1 per��.it
the authorizeci re�resentatives of �ne CI�"� to inspect and audit a11 data and records
of the CC:i2•:ISSiO� relating to its perfcr:aance unaar th�•s agreemen�.
5. Restric�ions and R-�rulatiens .
a. Ecua1 r��lo-.�^�r.t Oo7ortur.itv. In connection �vith the execution of
ti11S d�Y'2E'i�j°;it� y�.t7e CG:..•,IS�IO:: SI1c311 TlOi. G�1SCtl?:liPa�P. 3CjdlIlSt a11�7 E*i.��0172�' GY
c1OiJllCdil� �Or employ;:a:�t �'J2Cl.L'S° uf Y'c'10E?� CYt?�G�� CO'lOY� S2X OT' I1dt20P_cZ? �r1�1.I1.
iC:2 �:�:�Ii',1S5ICi� WlZl. t�S.'{2 affirr..ative r..'1C�lOa S t0 l:1SUZ'Z t�?dt ���11C2_:1i.5 dY'c? f'�.�1.0�°Cl�
and �f1aL �?'.':JZOi7ZE_'S u.?':.' trea-c�d C�i'.�ing E.'P:��O_v'i.�°_:1�.� Nlt�'lOL:t r°gar 1 LO i._l7clY Y.u,^.?� .
CrG2C�� CO:.O�� S°X OY :lc�t?C'1"c.� OL'1Cj117. SU�i'2 aC±10P_'a' Si`l�>> 121^IUC:�� bUt ilOt 1J� 1=T�1t?C'.
t0� tP° fo1lc:.ir.;: �*�n10_i.'.:�i:� L'JC>I'aC�.1?17� C�°i..^:Ot10i1� O?" transfer; Y-^_CY:11LiC'�_^.� O?"
recrui�-:eP_� dG�'TE'.��.1;1!?��; Ic1",:ii�� Or tG'Y'1:?:!:tlO:t� rates 0= D��..1' OT C�t:=r fOT'":� Of CO«i-
pensation; d:1C1 S�.I::C�.10:35 iOr training� 17'i:lttding u���2Ci.1C?5;11�7.
ti r�..-�----i �,.�.,>;s�c.�-� �
a. Servic�s n�rfcr:,�d by the CC_��iISSIO?i t:.:iu•�% Lhis agreem°nt s:�all b:
� perfon;�ea in a diligent and co�:�_���ent manil�r and its perfor�ance si�all be s�aject
to revie:� and inspection by tne CITY throuq�. its d�signated agents at all reasona�le
times.
b. The ter�;s of Lh?s contract shall be effec�ive for or.z year •°Ycm the
initial date of oa�ration o� 4:�e servicz.
c. This aa,reer�ent and any modification t:,�reoT r.�a� be t�rr.iinated by t:�e
CO�LL'•iISSIO:. or the CITY �•�nen eitner par•ty ci=ter;nir.es its conveni�nc� requi�°s sucn
terr,iir_ation. Upon any such �e_�inatio:r, th� CC�u•I_SSIO.•: shall be paid tze reason�ale
value of any losses ir_curre�i �:� rendering s�rvices in acco_danca ��rit'n thi� a,re��^:�:�t
whicn has not aiready i�°en aa_c hersu�id�_�, us d�te•r*�ned joir.tly by _he CI`i'Y ar_� th�
COi•1�4_TSSIv�Q. Upon ar.y such tarnination, �i:e CO.�_iIS�I�`; t•,iZl ren_d��r a fir.al re�ort
an:� st�'�e�^`�t b:s�d on the s-��-;�ices p-�r;o_-~�3 u� :o �h�� cral �� suc_z =�rr„i_^_z':_on.
. 7. 24oditicaticn of ?1gr.e-�?�.?�nt
This Agreerc^nt may b� modified only upon privr written a�proval oi the
COrI:�IISSION and tl:e CiTY.
j
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'IN WIT�TESS T:i::F�EOF, the partie� hereto huv� caused this aqreer��ent to be
executed by ti2eir resp��ctive duly authori::`d representatives as of the day first
. above writtan. �
TWID1 CITIES METROPOL1T�st?t PUBLIC TP��.*�IT Art�,A
� by e.nd tiirouch the Tz•rin Cities P.rea nletrol olitan
Transit Com*nission
� �/ J /
By
>� � . G t��l�-
Its Executive Dir�ctor
An� ��V���°'L��
Its Gen�ral t:ana� ::r
CITY Or S!-HT�I'�' PALL
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sy ��;�� � �.�,�_L`-��1� i �'_�f;;����1�--
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And `�'I.., /l/ /Z fiL
zts cta.ng �iead, Department of r inance
A��rove3 as to Legality:
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Cor�orat� Cot�:.sel
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TR'•1:•'SIZ' CO:�;I�SI0:3 �
2•ITC-r.RCC OP.D�R i<O. 1��1.-23
tiTC-i.RCi. DOCi:.E`i' �:0. �Ou
�n the t•_�tt`r a= Pet.itio:� o� t:e
C?tv oF S�. ?a�l i:ur t:^.? rs���a-
'_isz:^����t oz Ci�cu'at_io7/Dis��'ib-
L::lUil $.U�.i=1? 3LiS �C�?'} SC�;V1C.^_ lI2
i:.'::_.tC:;� S`_. Patzl. .
FI_•3DI2•:GS OF F�C?
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On Jcuie 21, 1972, a letter fro:n Mayor Lawrance D. Cot�en was received by the
Comaizssion reatirnling the wil.lingn�ss oz the City oF St. Paul to enter into an
agreem�nt for t.he financial par�icipatio.i in this propo�ed operation.
COi�CLUS I0�1
T:�at tl:e above noted p�tition should be granted: -
IT IS THF.�WE'ORE ORDER�'D:
O P. D E R
The b;±'C/Tr�:�sit Opex�twng Division be authorized to establis?: a r_ew
circulatio:i/distribution shuttle-bus (QT? servic� in doanto:•�n St. Paul, on a route
as d�scrih`d in Paragrap'� IV; to or.erate on tze days and at the tires and freq���ncies
as cc�scribe? in Paragraph V; for a oze year trial. period =�;i=,.:.h re�o-rt� to the r,Tc
after 1, 3, 6, 9, and 11 r.,o.=h oi•�_ational ��-�_o;:�s; at far�s as d�scripeci in ?arac�arh
VII� c,;� CC•_^.G'1�10i,�ul L'BO:1 t17� 2:{E'Cl:i:�G.1 O� c'i Sd�1SLdC�O"_`t! c"1 j?"c?c^cr�:;1L :r1�:1 Lf1E' �1=_' Of
St. Paa�.
Tnis Grder is issued su�jecc to ratifica�ion by the a'•;cL'LOt70�1tan Transi�
Cor�-;�ission �d to objectio� by any ir;teres�?d pa�ty �vithin thirty (30) days fro:1
the datz o� this Orcer.
BY ORL3�.R OF TH�' CO�S.�?ISSIO*d
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DA`i'i:D 1.T S?`_ �r�UL, 'ri=ivlii.SOTA
THIS 7Lli ��;Y OF 3u3y , 1972.
Ratif.ied bir �ne i�_��ro^o?i�an Transit
Ca:r:�n:ssion �.::�is 2�.s� cay ot Jur_��, 1972. .
�• Petition �73-�8 '.
; �;t � TRANSIT OPERATING DIVISION
� � ���� 3118 NICOLLET AVE.• MINNEAPOLIS,MINN.55408 • 612•827•4071
H. W. SPRINGER
General Manager
Mc�ch 26, 1973
Mr. Cam Andre
Executive Director
Mefiropalitan Transit Commission
330 Metro Square Bldg.
St. Paul, Minn. 55101
Dear Mr. Andre:
On Friday, November 24, 1972, the Commission began QT service in downtown St. Paul
in accordance with an agreement with the City of St. .Pavl that called for the city to
share one-half (50%) of the operating losses anticipated to be $30,000 for the first year
of operation.
The present QT operates between the hours of 7:00 AM to 6:00 PM on a 6-minute
frequency over the route shown on Exhibit A and the fare is 10�.
Exhibit B is a statement of operations for the period beg+nning November 24, 1972
through April 30, 1973, with the months of March and April estimated. You will note
from this exhibit that the period ending April 30, 1973, it is estimated that the (oss
on operations will be $28,396. You will also note from this exhibit that the St. Paul
QT service is carrying approximately 20,000 passengers per month or about 950 passen�ers
per day, an average of 4.0 passengers per mile.
____ _
Exhibit A shows that the QT service operates from the St. Paul Civic Center parking ramp
eastbound on Kellogg Boulevard, northbound on Market Street, eastbound on 4th Street,
northbound on Wabasha Street, eastbound on 7th Street, southbound on Jackson Street,
westbound on 4th Street, southbound on Washington Street, then westbound on Kellogg
Boulevard to the St. Paui Civic Center parking ramp where the route terminals.
During the past several weeks, Ramsay Peard, an ATE staff man, has made several visits
to the Twin Cities to assist the Transit Operating Division staff in gathering and rnalyzing
information and data relating to the St. Paul QT service.
Our composite passenger checks for an average day shows the following:
1. Of the 443 QT passengers prior to 9:00 AM, 358 passengers or $3% boarded
or alighted at the St. Paul Civic Center parking ramp.
�
I
� Y
Mr. Cam Andre
March 26, 1973
Page 2 .
�
2. Of the 348 passengers who boarded prior to 9:00 AM at the St. Paul Civic , (
Center parking ramp, 270 passengers or 77% alighted prior to the QT bus �
turning north on Wabasha Street and 67 alighted on Wabasha Street. Only �
11 passengers traveled beyond Wabasha Street.
�
s
3. After 4:00 PM, 135 passengers alighted at the St, Paul Civic Center parking
ramp and virtual ly al I those passengers boarded the bus on 4th Street west of `
Jackson Street, r
I
4. Between 9:00 AM and 4:00 PM, there were 445 passenge.rs. Of those passengers �
225 circulated to Jackson Street or 4th Street, 52 circulated to Wabasha Street
or 7th Street, and 168 boarded or alighted at the St. Paul Civic Center parking ;
ramp. �
�
5. Lunch hour ridership was virtually the same as the ridership between the hours ;
of 9:00 AM and 4:00 PM. �
�
Exhibit C is a map of the St. Paul QT route showing points where passengers boarded for
the composite one day passenger check. Exhibit D is a map of the St. Paul QT showing `
points where passengers alighted during the camposite one day passenger check, �
k
A careful analysis of the aforementioned findings and other passenger information indicates i
that the present QT service serves two separate and distinct markets; (1) the work oriented `
"shuttle" market and (2) the shopper oriented 'rcirculation" market. `
i
i
While the present route appears to adequately serve the parking (shuttle) market generated ;
by the St. Paul Civic Center parking ramp during the rush hours, the midday shopper �
(circulation) market is not well served by the present route inasmuch as the original or �
return trip is indirect, having to retum to the St. Paul Civic Center parking lofi, thus
discouraging shopper oriented (circulation) trips within the shopping area of downtown
St. Paul.
We believe that a more direct circulation will increase (oop ridership by fpr more than the
168 passengers presently boc�rding or alighting at the St. Paul Civic Center parking ramp
during the 9:00 AM to 4:00 PM period.
Therefore, the Transit Operating Division recommends the following:
1. That the present route continue to be operated between the hours of 7:00 AM to
9:00 AM and 4:00 PM to 6:00 PM, in order to continue to serve the work
oriented (shuttle) market.
Mr. Cam Andre
March 26, 1973
Page 3
2. That between the hours of 9;00 AM and 4:00 PM, the Civic Center portion of
the route be eliminated and a circulator route from Wabasha Street to 7th Street
to Jackson Street to 4th Street be operated in order to better serve the shopper
oriented circulator trips. Exhibit E shows that portion of the route that we
recommend be eliminated during the midday.
3. That the frequency of service during the moming rush hour (7:00 AM to 9:00 AM)
be 6 minutes.
4. That the frequency of service during the midday period (9:00 AM to 4:00 PM) be
7 minutes.
5. That the frequency of service during the aftemoon rush hour (4:00 PM to 6:00 PM)
be 7 minutes.
Four buses are required to meet the presently scheduled 6 minute frequency. Should the
Commission adopt the aforementioned recommendation, one bus could be eliminated from
both the AM and PM rush hours and two buses could be eliminated from the midday, thus
reducing the losses substantially with�ut seriously affecting the level of service.
Earlier in this report we estimated that for the five month plus period ending April 30, 1973,
the loss on operations would be $28,396. Should present service continue to be operated
for a full one year period, and taking infio consideration the increased operating costs cmd
moderate increases in passenger ridership, the estimated loss on operations for the one-year
period ending November 23, 1973 would be approximately $80,000.
Exhibit F is a projected statement of operations for the St. Paul QT service for a one-year
period beginning May 1, 1973, that includes our aforementioned routing, scheduling and
frequency recommendations. You will note from this exhibit that the estimated loss for
the one year period beginning May 1, 1973 through April 30, 1974 would be approximately
$38,606. This estimate also taking into consideration increased costs of operation and
moderate increases in passenger ridership.
Over the past several months the Transit Operating Division has been meeting with a
special committee of the St. Paul Chamber of Commerce and various St. Paul city officials
on the rerouting of St. Paul routes 9, 14 and 15. Exhibit G shows that these routes enter
the CBD on 7th Street after crassing the 1-94 viaduct and proceed to Sibley Street where
they tum northbound to 8th Street and then proceed westbound on 8th Street.
A ridership survey shaws thafi cu� overwhelming number of passengers (85%) who alight the
bus on 8th Street between Jackson Street and S#. Peter walk soufih to the employment
centers. In our discussions with Chamber and city officials, we suggested that routes
9, 14 and 15 be rerouted from 8th Street south on Jackson to 6th Street, then westbound
on 6th Street in order to provide much greater convenience to riders.
e
Mr. Cam Andre "
Mca�ch 26, 1973
Page 4
Since there appears to be general agreement between the Transit Operating Division, the
City of St. Paul and Chamber of Commerce officials, we would recommend that each of
these routes be rerouted, one at a time, over the next several months.
We believe that such o rerouting of these three routes would not only convenience
p�sengers but wil) further increase ridership on the St. Paul QT by providing aecess to
the southwest portion of the CBD via QT buses.
To summarize, the Transit Operating Division recommends the following:
1. That the present route continue to be operated between the hours of 7:00 AM to
9:00 AM and 4:00 PM to 6:00 PM, in order to continue to serve the work
oriented (shuttle) market.
2. That between the hours of 9:00 AM and 4:00 PM, the Civic Center partion of
the route be eliminated and a circulator roufie from Wabasha Street to 7th Street
to Jackson Street to 4th Street be operated in order to better serve the shopper
oriented circulator trips. Exhibit E sho�ws that portion of the route fihat we
recommend be eliminated during the midday.
3. That the frequency of service during the morning rush hour (7:00 AM to 9:00 AM)
be 6 minutes.
4. That the frequency of service during the midday period (9:00 AM to 4:00 PM) be
7 minutes.
5. That the frequency of service during the aftemoon rush hour (4:00 PM to 6:00 PM)
be 7 minutes.
6. That St. Paul Routes 9, 14 a�d 15 be rerouted during the next 3-month period.
In preparing our report and recommendations, the Trmsit Operating Division acknowledges
the continued enthusiastic support and assistance it has received from the City of St. Paul
officials cmd businessmen. Their efforts to assist in the promotion of the QT service have
been particularly noteworfihy and appreciated.
We would appreciate your forwarding this report and our recommendations to the appropriate
Committees of the Commission for their review and action.
Sincerely,
� `
H. W. Spring r
General Manager
LBO:ja �
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\ �
Exhibit F
M T C TRAPISIT OP�RATIl'lG DNISION
Fro�ected Statement of Operations
St. Paul Q.T. Service
Year - riay 1, 1973 Thru Avril, 1974 �
. 25 Da s
Revenue:
Cash $ 18,100
Equivalent revenues-
2+IrC transfers � lOr� 3��5p
Free Senior Citizens l�$Sp
�_
$ 23 z200
Cost of Operation-
�F0,80o �iles � $ .22 � � g�976
?�395 hours Q �?•55 . ��830
$ 64,806
(Loss) before advertisin� and charter credits $(41�606)
Advert�sing and cr.arter credits ppp
Net (Loss) fbr year $(�8,i,606)
Pa.ssengers per nile . �
.
Passengers c�.rried:
Cash passengers 181,000
MTC transfers 32�Spp
Free Senior Citizens 18,500
2 2 000
.�
ATE f MScS
3-73
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�`.�I��_..__ ,.-���� Daniel J, Uunford, Acting Director
`,�:``' t,,� �`.�
Mdreh 22, tg73
Pir. Fr•ank f�tarzitetii , City /�dministratar
City of Saint Paul
City Hall
��ar Si r:
QT Loop Bus
7his 1ectAr is to in�orm you of th� Qi Loop bus operatian, to reguest
additional fundir.g, and to r�comr�en� ci�anges in its route and sch?�u1�.
�1�tached are che results of tf�e Q,T Loon operation �rom its incep�ion on
Pdovemb�r 24, t�72, through Plarch 2, tg73, as devUloped by the P1TC, 4Ji �h
tn� exc��tion of Dec�mt�er 1& througn Gecemh�er 22, 1g72, wh�n free ri�vs
tv..re }�;-ovided by th� i�-letropol itan Transit Commission, approximately
57,b73 passengers rod� tne �,T L��op bus duri ng 63 days of operat i on. Co;�r;-
ting seniar ciEize�s' free .rides and transfers as paying pass�n�`rs,
$;,753 revenu� is creciit�d '�award tl�e $?_3a310 {b3 x $3�0) ou�-of�pocket
eperati�g cost, resui�ing in a $';7,5�f2 deficit.
Acco:-ding to the term5 of tne agreemQn� between t�e City and the ��1TC da±:eci
J�fnP 2;, 1972, each ag�ncy wi1l pay u;� Lo $15,000 far the c�perating Tass�s
�F�r o-�� year c� the QT Leop s�rvice on a 50-50 �asi�. Su�trac�.i�g the
deficit as af Marct� 2, 1973, fr�m the dedicated $30,0�� !e3ves $12,453 t�
cover tne operatin� losses u�tit hJove�nber 23, 1973. In order to stay ��+thin
tnis amount the av`rage. daily ridership would have to be 3,Q30 whereas it is
abc�ut l ,OGO at �aresent. If tne ridership stays at this levei , the to�a?
S�O,GOC w� ll be expenc#ed in 46 o�erating days ti�lt�ich will bP May 7th.
S i nc� Lhe Qf Looj� s1,��t�t e 'ouses are bei ng operated to prov i de a servi ce to
the people in �tne c�owntown area and a+A not intended to be profita�le, are
recomme��d ti�at the City and th� t"TC sho�.ild dedicate more mon�y to the Qi
Loop o�er�tion on the presert bas� s (5�J-50) , A raugh approximatian of the
�u�sidy is $20,OOQ eac4� Las�d or� the fc�Ito�Ning assumptions arid calculatit�ns:
Da� Passena?rs
t�larcn 5 to ��_ine 3Q, 1 ,G�0 j�asseny�rs/day 84 84,QQ�
Jul y 1 to DecF.mk�er 3' , 1 ,500 p�ss:�nc;�;rs/clay 125 i�9�000
Tot�l 2.10 273,C�0
�ni t Cos+.:s, $ x370 � x0. l�J
G�>era t i ng Cost & R^�,�er�ea�� $J7,700 $27,300
..1
� .�.._�_=_,
. F. Marzitelli
Fage 2
This resuits in a d�fi�it of �50,�E0�, as shown auove, $12,4y8 is availabie
for deficit operation leaving a $37,9�1� projected unfund�d deficit. Using
a rounded off figure of $40,000 and dividing it equaliy you arrive at th��
$?_0,000 suasidy for t}i� i�1TC and t��e City of St. Paut , 4Je are presently
investi�ating alterna��e subsi�y metho�is which 4dOU� � not have to be financed
by city taxpayers on a city �vide hasis but considers beneFits.
Ridersh+p may be increased by advertising by the MTC, the Downcown Council ,
and th� Civic Center Authori�y; by inciu�enents paid for by lvop businesses
for their customers and empioyees; possibly by reducing fares; by providing
more sheltered waiting areas; by providing more frequent service; and by
properiy Tocating the route through experimentation.
The attached l�tter from the St. Paul Civic Center parking ramp manager
indicates an optimistic increase in QT ridership due to promotronal effort.
As will be recalted, one of the purposes of initiating shuttle bus service
was to increasa patronage of the Civic Center parlcing ramp.
Paumerous requests have bzen receiv::d to extend the QT Loop route eastward
to either Wall Street or Wacouta Street, also, Barton-Ascnman Assaciates,
Inc., the consultant for the present downtown circulacion and distribution
s�udy, recommends a future s�uttle bus op�ra�ing in exclusive lanes routed
on Wacouta Street. We believe that ridership wilt increase du� to this
extensio;� (with no detrimer�t to service) and therefore concur in the recom-
mendation to extend th� route eastward. Since Wacouta S�reet is signaiizzd
at F'�ftn, Sixth and S�v�nth Streets, we prefer it ov�r GJai1 Street for tne
QT Loop route.
Attach�d are three sheets or a "i�tini-bi�s Layov�r Survey" made by the
De�artment of Pubtic Works. A summary oF th�se observat€on� foilows:
(Val ues i n i�ii nutes)
Rush Hou rs t�oon
7:00 a.m. 3 :30 p.m. 11 :00 a.m. �il
:�� a.m. 5:3a �.m. 1 :00 p.rn. Obsarvations
Route Time: _ Range 12-19 10-18 9-16 9°19
Avge. 14.8 i�+.9 12.7 _
Layover Time: Range 4-13 6-15 7-��+ �+-1�
Avge. 8,h 9.7 10.8 -
Overlap Time: Max. 7 9 10 i0
(2 buses at
Civic Center) Avg. 3.0 4.0 5.0 -
Headway:
Depa rtu re 2aiige 4�-9 3-1� 2-9 2-10
Arr i val Range 1-9 2-12 0--i 0 0-12
Average 5.� 6.2 5•9 -
Onty cance during t1�e p�rioJs of t�e surv��y was there onty one bus in front
of the Ci vi c C��nter parki n� ra;;,�. (f the Qi Loop �vtire operat i ny succe�s-
fully, it could b� concluded that on;� bus couid be re�ov�:.d and have thre�
. ,.
� F. hiarzi tei 1 i
Page 3
buses operating on the existing sr_hedule, in addition to wasting the opera-
tion of one bus (!�y having two and quite often three buses parked at the
Civic Center parking ra�np} , the present op�rating strar_egy of de�arting from
the ramp at six minute intervals disceurag�s ridership since the actuat
departures vary too mucli (especial �y wh�n the h:�adways are longpr than six
minutes) and is ins�nsitive to overcrowdi:ng and �Frustrations caus�d by
waiting unnecessarily with another bus for company. The reason given for
using a six minu�e headway is that "bunching" of buses on the ro�ate woutd
occur if shorter headways w�re used and, consequently, a long headway would
result betwzen the last and first buses in the bunch. As may be seen, the
bunching is occurring at the Civic Center park�ng ramp as a result of the
present operating strategy.
In order to provide better service (and presumably thereoy increase rider-
ship), different operating strategies have been simulated and are 2ncios�d
(see three shrets e�titled "QT Laop-Op�rating Strat�gy") . The three
strategies simulated are:
1 . If no bus is present on arrivals, iayover 2 minutes at ramp.
If bus is pr�sent on arrival , layaver 6 minutes or wh�n next
bus arrives (2 minute minimum tayover} ,
2. !f no bus is pr�s�nt on arrivai , layover 1 min, at rar,;p. !f
bus is present ort arrival , layover 5 min, or when next bus
arriv�s (1 m:n, minimum layov�r) ,
3. ! f no bus is present on arriv�l , layover 1 to t� nin. dc�pznding
on arrival of next bus. If bus is p�~esent cn �rrival , layov�r
3 to o roin, de;�ending on arriva� oF next bus.
Ttiree simulations were rnade for the existing route using 9 to 2Q rnirute. route
tirnes in identicat route time seqUence. The best servic� was cbtaineeE by
using tne tnird operating strategy. This third strategy was tested on th�
route ext�nded eastward to Wacouta Stre�r using 11 to 22 minu�e route tirnes
and is also enclosed (see "NEW QT Loop--Gperating Strategy") . This t�st
inclicates that th� present fou�- buses can provide good service on a longPr
route if operated in the man�ter indicated,
Summary of Reconnendations
�he City and the ttTC should each dedicate an additionat $20,00�1 subsidy for
the operation of the Q7 �oop to Decenber 31 , 1973.
rncourage �romotion and advertising of tne QT Loop.
Study the possibili �y of financial aid from l�en�fitted businesses, agencies,
anJ inci�viduaTs,
Encourage provision of waiting sl�ielters.
Extend roui.e east��ar� to t�lacouta Street.
. +
. . �
� F. Marzitelli
Page �
Adopt an o�erating strategy of 1 to 4 minute layov�rs if no bus is
present a;�d 3 to b mi n�.�te 1 ayov�r5 i f a I�us i s pr�sent afi tne
Civic Center parking ramp.
Very truly yours,
GG�/�+�' a
Daniel J. Du orci
Acting Director
DJH:If
att.
• Petition #73-18
. � Cr
� ��1 TRANSIT OP�RATING DIVISION -z�
����� 3118 NICOLLET AVE.• MINNEAPOLIS, M1NN. 55408 • 612•827•4071
H. W. SPRINGER
General Manager
March 26, 1973
Mr. Cam Andre
Executive Director
Metropolitan Transit Commission �
330 Metro Square Bldg.
St. Paul, Minn. 55101
Dear Mr. Andre:
On Friday, November 24, 1972, the Commission began QT service in downtown St. Paul
in accordance with an agreement with the Cifiy of St. .Paul that called for the city to
share one-half (50%) of the operating losses anticipated to be $30,000 for the first year
of operation.
The present QT operates between fihe hours of 7:00 AM to b:00 PM on a 6-minute
frequency over the route shown on Exhibit A and the fare is 10�.
Exhibit B is a statement of operations for the period beginning November 24, 1972
through April 30, 1973, with the months of March and April estimated. You will note
from this exhibit that the period ending April 30, 1973, it is estimated that the loss
on operations will be $28,396. You will also note from this exhibit that the St. Paul
C�T service is carrying approximateiy 20,000 passengers per month or about 950 passengers
per day, an average of 4.0 passengers per mi le.
Exhibit A shows that the QT service operates from the St. Paul Civic Center parking ramp
eastbound on Kellogg Boulevard, northbound on Market Street, eastbound on 4th Street,
northbound on Wabasha Street, easfibound on 7th Street, southbound on Jackson Street,
westbound on 4th Street, southbound on Washington Sfireet, then westbound on Kellogg
Boulevard to the St. Faul Civic Cent�r parking ramp where the route terminals.
During the past several weeks, Ramsay Peard, an ATE staff man, has made several visits
to the Twin Cities to assist the Transit Operating Division staff in gathering and analyzing
information and data relating to the St. Paul QT service.
Our composite passenger checks for an average day shows the following:
1. Of the 443 QT passengers prior to 9:00 AM, 358 passengers or 83% boarded
or alighted at the St. Paul Civic Center parking ramp.
t
, � . . � , � �� -�F
i.
IVIr. Cam Andre �
March 26, 1973 �
Page 2
E
�
2. Of the 348 passengers who boarded prior to 9:00 AM at the St. Paul Civic . ;
Center parking ramp, 270 passengers or 77% alighted prior to the QT bus �.
turning north on Wabasha Street and 67 alighted on Wabasha Street. Only �
11 passengers traveled beyond Wabasha Street. �
3. Affier 4:00 PM, 135 passengers alighted at the St. Paul Civic Center parking ;
ramp and virtually al I those passengers boarded the bus on 4th Street west of �
Jackson Street. �
�
�
4. Between 9:00 AM and 4:00 PM, there were 445 passengers. Of those passengers ;
225 circulated to Jackson Street or 4th Street, 52 circulated to Wabasha Street ?
or 7th Street, and 168 boarded or alighted at the St. Paul Civic Center parking �
ramp.
5. Lunch hour ridership was virtually the same as the ridership between the hours
of 9:00 AM and 4:00 PM. �
�
Exhibit C is a map of the St. Paul QT route showing points where passengers boarded for
the composite one day passenger check. Exhibit D is a map of the St. Paul QT shaving `
poin#s where passengers alighted during the composite one day passenger check. �
�
• � t
A careful analysis of the aforementioned findings and other passenger information indicates ;
that the present QT service serves two separate and distinct markets; (1) the work oriented �
"shuttle" market and (2) the shopper oriented "circulation" market. �
!
While the present route appears fio adequately serve the parking (shuttle) market generated �
by the St. Pau) Civic Center parking ramp during the rush hours, the midday shopper �
(circulation) market is not well served by the present route inasmuch as the original or
return trip is indirect, having to retum to the St. Paul Civic Center parking (ot, thus
discouraging shopper oriented (circulation) trips within the shopping area of downtown
St. Paul.
We believe that a more direct circulation will increase loop ridership by far more than the �
168 passengers presently boarding or alighting at the St. Paul Civic Center parking ramp
during the 9:00 AM to 4:00 PM period. .
Therefore, the Transit Operating Division recommends the following:
1. That the present route continue to be operated between the hours of 7:00 AM to
9:00 AM and 4:00 PM to 6:00 PM, in order to continue to serve the work
oriented (shuttle) market.
Mr. Cam Andre
March 26, 1973
Page 3
2. That between the hours of 9:00 AM and 4:00 PM, the Civic Center portion of
the route be eliminated and a circulator route from Wabasha Street to 7th Street
to Jackson Street to 4th Street be operated in order to better serve the shopper
oriented circulator trips. Exhibit E shows that portion of the route that we
recommend be eliminated during the midday.
3. That the frequency of service during the moming rush hour (7:00 AM to 9:00 AM)
be 6 minutes.
4. Thai� the frequency of service during the midday period (9:00 AM to 4:00 PM) be
7 minutes.
5. That the frequency of service during the aftemoon rush hour (4:00 PM to 6:00 PM)
be 7 minutes. -
Four buses are required to meet the presently scheduled 6 minute frequency. Should the
Commission adopt the aforementioned recommendation, one bus could be eliminated from
both the AM and PM rush hours and fiwo buses could be eliminated from the midday, thus
reducing the losses substantially withc,ut seriously affecting the level of service.
Earlier in this report we estimated that for the five month plus period ending April 30, 1973,
the loss on operations would be �28,396. Should present service continue to be operated
for a full one year period, and taking into consideration the increased operating costs and
moderate increases in passenger ridership, the estimated loss on operations for the one-year
period ending November 23, 1973 would be approximately $80,000.
Exhibit F is a projected statement of operations for the St. Paul QT service for a one-year
period beginning May 1, 1973, that includes our aforementioned routing, scheduling and
frequency recommendations. You will note from this exhibit that the estimated loss for
the one year period beginning May l, 1973 through April 30, 1974 would be approximately
$38,606. This estimate also taking into consideration increased costs of operation and
moderate increases in passenger ridership.
Over the past several months the Transit Operating Division has been meeting with a
special committee of the St. Paul Chamber of Commerce and various St. Paul city officia(s
on the rerouting of St. Paul routes 9, 14 and 15. Exhibit G shows that these routes enter
the CBD on 7th Street after crossing the I-94 viaduct and proceed to Sibley Street where
they turn northbound to 8th Street and then proceed westbound on 8th Street.
A ridership survey shaws that an overwhelming number of passengers (85°l0) who alight the
bus on 8th Street between Jackson Street and S#. Peter walk south to the employment
centers. In our discussions with Chamber and city officials, we suggested that routes
9, 14 and 15 be rerouted from 8th Street south on Jackson to 6#h Street, then westbound
on bth Street in order to provide much greater convenience to riders. _
Mr. Cam Andre �-
March 26, 1973
Page 4
Since there appears to be general agreement between the Transit Operating Division, the
Ciiy of St. Paul and Chamber of Commerce officials, we would recommend that each of
these routes be rerouted, one at a time, over the next several months.
We believe that such a rerouting of these three routes would not only convenience
passengers but will further increase ridership on the St. Paul QT by providing access to
the southwest portion of the CBD via QT buses.
To summarize, the Transit Operating Division recommends the following;
1. That the present route continue to be operated between the hours of 7:00 AM to
9:00 AM and 4:00 PM to 6:00 PM, in order to continue to serve the work
oriented (shuttle) market.
2. That beiween the hours of 9:00 AM and 4:Q0 PM, the Civic Center portion of
the route be eliminated and a circulator route from Wabasha Street to 7th Street
to Jackson Street to 4th Street be operafied in order to better serve the shopper
oriented circulator trips. Exhibit E shows that portion of the route that we
recommend be eliminated during the midday.
3. That the frequency of service during the morning rush hour (7:00 AM to 9:00 AM)
be 6 minutes.
4. Thafi the frequency of service during the midday period (9:00 AM to 4:OQ PM) be
7 minutes.
5. That the frequency of service during the aftemoon nrsh hour (4:00 PM to 6:00 PM)
be 7 minutes.
6. That St. Paul Routes 9, 14 and 15 be rerouted during the next 3-month period.
In preparing our report and recommendations, the Trrnsit Operating Division acknowledges
the continued enthusiastic support and assistance it has received from the City of St. Paul
officials and businessmen. Their efforts to assist in the promotion of the QT service have
been particularly noteworthy and appreciated.
We would appreciate your forwarding this report and our recommendations to the appropriate
Committees of the Commission for their review and action.
Sincerely, �
� `
H. W. Spring r
General Manager
LBO:ja .
Attachments "
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� � � Exhibit F
M T C TRANSIT OF�RATIl'IG DNISION
Pro�ected Statement of Opera,tions
. St. Faul Q.T. Service
Year - riaY l, 1973 Thru Auril� 1974 �
Revenue:
• 25 Da s
Cash $ 18,100
Equivalent revenues-
!+Il'C transfers G� lCk� 3��5�
Free Senior Citizens 1,850
$ 23,200
Cost of Operation-
�0,800 �iles C� � .22 � $ 8,976
?,395 nours � �7•55 . 55,830
$ 64,806
(Loss) before advertising and charter credits $(41,606)
Advert?sin� and cr.arter credits ��
Net (Loss) fbr year $(38�606)
Pa.ssengers per mile . �
Passengers c�.rried:
Cash passen�ers 181,000 I
2+P�C transfers 32,5�
Free Senior Citizens l� ;
2 2 000 �
�,
ATE�M&S
3-?3
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March 29, 1973
Councilman Dean Meredith
Chairman
Finance Committee
Dear Sir:
The City Counc�l referred to the Finance Committee Por consideration and recomanenda-
tion a proposed resolution to commit an additional $20,000 for the QT Loop
Shuttle Bus in downtown St. Paul and requesting the Metropolitan Transit Commission
to continue and extend the �ervice and chan�e operating strategies.
Very truly yours, -
City Clerk
ABO:ml
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