Recent TLC blogs have reported on a number of local
highlights for transit in 2012. (Not to miss: Dave Van Hattum’s “Twin
Cities Transitways Update.”) In this new guest post, Aaron Isaacs recaps a
very full year nationally for bus rapid transit (BRT) and notes advances in
streetcars, light rail, and commuter rail.
Bus Rapid Transit services were launched or expanded in Chicago and several other cities across the US in 2012. Photo credit: Chicago Transit Authority.
Bus Rapid Transit
(BRT)
After a long gestation, bus rapid transit is finally taking
off. Many transit systems are
adding bus rapid transit as a higher speed, limited stop service in traditional
local bus corridors, incorporating typical light rail improvements such as
full-fledged stations with real-time departure displays, off-board fare
collection, and distinctive, high-amenity buses. Traffic signal priority is
common and a key feature of this service.
Bus rapid transit typically operates in dedicated on-street bus lanes,
although there is usually some mileage in mixed traffic.
BRT advocates have pushed for BRT on exclusive
rights-of-way, such as along abandoned railroads. But when that type of
corridor has been available, light rail usually has been the mode of choice.
For the Twin Cities, the launch of a new Cedar
Avenue BRT line will begin service in 2013, but 2012 saw several new BRT
openings across the country:
In Chicago, the
Jeffery Jump, a limited stop service, uses a new on-street bus lane on the
southeast side of the city, supplementing local service.
The Las VegasSahara Avenue
Corridor, a 12-mile BRT line, is part of a “Complete Streets”
reconstruction, with wide sidewalks, landscaping in
the median, dedicated bus lanes in certain areas of the corridor, and street
trees. It operates with double-deck buses and
raised station platforms that minimize the first step into the low-floor buses.
Monterey,
California, has implemented the 6.75-mile JAZZBRT. In addition to the usual
amenities, each bus shelter has a pair of video cameras to deter crime. At each
stop a bar code can be scanned with a smart phone and it will link the person
to a live recording of a performance from that year’s Monterey Jazz Festival.
Stockton, California, of all places,
has opened its third BRT route, the 6.3-mile Joaquin
Hammer Lane Corridor, with off-board fare collection and signal
priority. They report a tripling of ridership compared to the local buses that
preceded the BRT.
San Antonio’s
new Primo BRT has CNG-powered buses, free Wi-Fi, and LRT-style bike racks
inside the bus. An innovation to consider adopting here is the rear facing,
self-restraint wheelchair spot. The passenger in the wheelchair backs up
against a bulkhead and doesn’t need to be belted in by the driver--quite a time
saver.
New BRT vehicles in San Antonio are designed to make boarding easier and faster for passengers, including those using wheelchairs and boarding with bikes. Photo Credit: Via Primo
Streetcars
Modern streetcar pioneer Portland, Oregon, doubled its mileage with the opening of the
3.3-mile Eastside Loop. Following Portland’s lead, there has been a wave of
streetcar studies and construction starts across the nation, and some of those
will open in 2013.
Celebrating Portland's streetcar expansion, November 2012. Portland's streetcar vehicles are made in the U.S. Photo credit: Portland Streetcar, Inc.
Light Rail
Established light rail systems keep expanding. In Dallas, the Blue Line Extension
(4.5 miles) and the Orange Line
Phase 1 (5.4 miles) bring their system to 58 miles.
With the Blue Line Extension in 2012, Dallas added 4.5 miles of LRT service to the city's growing transit system. Photo credit: Dallas Area Rapid Transit (DART)
Los Angeles
opened the 6.5-mile Phase I of its Expo Line LRT, bringing the system mileage
to 60. Ironically, it uses the right of way of one of the former Pacific
Electric “Red Car” interurban lines, which was run out of business by auto
competition in the 1950s.
Sacramento
and Pittsburgh each added one-mile
extensions to their existing LRT systems.
Heavy and
Commuter Rail
Miami’s
heavy rail metro finally reached the International Airport, increasing the
system to 22 miles.
Both the West Coast and the East Coast saw an
expansion of commuter rail lines in 2012. Seattle’s
Sounder rehabbed a run-down branch line to extend service to Lakewood, Washington. On the opposite
coast, Boston’s MBTA made a further
extension beyond Providence, Rhode Island, down the high-speed Northeast
Corridor to Wickford. Although known
for Amtrak service, six local transit authorities run commuter trains over most
of the Northeast Corridor.
Update:
The Governor’s State of the State address last night focused on providing
leadership to solve problems for Minnesota and end the chronic deficits we have
faced over the last several years. Transit for Livable Communities, a member of
the Invest in Minnesota coalition, believes that increased revenue must be part
of the solution to provide for a future that works for the residents of this state.
The Governor last night spoke of delivering jobs and support for business to
provide those jobs. More transit does this. He spoke about delivering efficient
services, maintaining a healthy environment, and efforts to keep seniors in
their homes and to make college more affordable. More transit helps do this.
Minnesotans by a vast majority support increased investment in transit—as a way
to reduce traffic, create jobs, and help make budgets balance for working
families, students, and seniors.
The Governor’s plan would broaden the sales tax and specifically fund transit
expansion through an increase in the sales tax. While it does not go the whole
distance, the Governor’s budget would put in place a stable base of funding for
metro area transit —bus and rail.
In the case of transit, there are clear indications that investing more will
have a high return on investment for the state.
As noted in our response to the Governor’s budget (see below), our coalition plan would do more.
The Governor has funded his vision. To those who criticize elements of his
plan, remember that to embrace the vision for better transit in Minnesota
without embracing the funding needed is false, empty leadership. Doing nothing
also is not an option. It is time to act. We need transit for a stronger economy.
Original Response to Governor Dayton's Budget Proposal:
Governor Dayton’s budget proposal today sends a clear signal
that transit is essential to building a stronger economy. It includes a mix of
cuts and new revenue, including for transit. The overall plan takes two major
steps forward.
Firstly, the Governor’s budget recognizes that building out
the regional transit system—bus and rail—will create jobs, attract top
employers, and make it more affordable to get to work and school. The build out
of the regional system will create 30,000 jobs, according to the Itasca Project
report (pdf). The experience of the Central Corridor shows that subcontractors and
workers come from all over the state.
Secondly, the Governor’s attention to the overall budget
structure hopefully will mean that we can count on steady and expanding transit
service, rather than funding battles that have resulted in whittling away of bus
service. A stable funding platform eliminates uncertainty for everyone—for businesses
and for individual families planning their budgets.
The Governor’s budget includes broadening the base of the
sales tax and adding a new ¼ cent sales tax in the metro. These funds would:
expand bus service by 1% each year—the first
increase to basic bus service in a decade, and
fund the Southwest LRT, Bottineau LRT, Gateway
LRT or BRT, I-35W South BRT, up to 12 Rapid Bus or streetcar corridors, and up
to 5 additional highway BRT lines.
This is a huge step forward in recognizing that we must
increase access to transit for Minnesota families, seniors, and students. We
know that transportation is the second largest household expense (after
housing) and more people are turning to transit as gas prices remain high. We
also know that more people are bicycling and walking for transportation.
We do have some concerns in these areas. As we dig deeper
into the governor’s budget and continue working at the legislature, TLC and the
Transit for a Stronger Economy coalition will be looking to make sure:
that greater Minnesota transit service is not
left behind. Transit use is growing in Greater Minnesota and makes a huge
difference to seniors, people with disabilities, and to residents in cities
like Duluth, Saint Cloud, and Rochester, and
that cities and counties have funds for
providing sidewalks, safer crossings, bike routes, and access for people with
disabilities.
The Governor’s budget sends a very strong signal about the
importance of transit. It’s a great floor for the session ahead, but it’s not
quite the whole structure we need for Minnesota to thrive.
A campaign is brewing in the community, with bold plans to
move legislators to action at the Capitol this session. Over the last year, Transit
for Livable Communities and our partners have been sitting at the table with
leaders from many different backgrounds, asking how transportation works for
them. We’re hearing a consistent message—that our current transportation system
limits opportunity. People are stuck in traffic or stuck at home. They have few
options for getting to work and school—or for saving money on gas, parking, and
vehicle costs. And, our economy, while improving, still needs to generate more
jobs and bring new businesses to the region.
As we’ve met with business leaders, social service
organizations, developers, people with disabilities, unions, and environmental
groups, we have heard many voices speak about the challenges they face and the
opportunities to make things better.
“Access to convenient transit plays a significant role in making ends
meet.” John J. Errigo, Director of Housing Development, Aeon
At the Courage Center in Golden Valley, for instance, more
than 20% of appointments are cancelled, many because of transportation issues. The president of North Hennepin Community College says his students “are a dead
car battery away from dropping out of school.” The CEO of Episcopal Homes of
Minnesota says “access to transportation is one of the most significant
deciding factors” for seniors “considering places to live.” Corporate site-selectors say that transit and the easy movement of goods
through the region are a bigger factor than taxes in deciding where to locate.
Companies that are here don’t want to pay for more parking. Many are concerned
about transportation’s role in personal health, air pollution, and climate
change.
The people we’re meeting also see opportunities to make it
easier to get around. The possibility of a new light rail line has kindled the
entrepreneurial spirit at the New American Academy in Eden Prairie. Commuters from Hopkins and Lakeville are excited that new LRT or BRT service
will mean they can stay downtown and still get home safely after dinner or a
ball game, theater or time out with friends. Developers are finding traction in
promoting walkable neighborhoods and new projects that are bicycle friendly or
close to transit lines.
“This proposed transit
project is backed by multiple chambers of commerce. . . . They all see the
potentially transformative power of this investment and are very mindful about
what it takes to attract new talent.” Louis Smith, Southwest Corridor
Investment Partnership
In short, there are many voices saying our region needs more
transit, bicycling, and walking to build a stronger economy—as a region and for
individuals of every background and income level. Statistics and reports back
these voices up: transit use is rising
in the metro and statewide, as are the number of people taking their bicycle or
walking to get to some of the places they need to go.
“There is a great
opportunity within multi-racial and multi-cultural groups as we work together
to make sure that transportation in and around the Twin Cities becomes more
equitable and reliable.” Hashi Shafi, Somali Action Alliance
More than 25 organizations have signed on to Transit for a
Stronger Economy (see list below). What does the campaign call for? Basically,
we want to move faster on transit so the region can compete—so everyone has a
stronger economy. We want a 21-st century transit system in 15 years, not 30 or
more, with additional LRT and BRT, but also expanded bus service and the
ability for local cities and counties to put in bike routes, trails, and
sidewalks, comply with ADA requirements, and make other transit-related
improvements. We want transit systems in Greater Minnesota to be able to meet
demand.
Why now?
Other regions are moving much faster than we are. Business
leaders say the return on investment in building out the transit system is
high—and gets better if we move faster.
Currently only 25% of metro area residents live near convenient transit service
and many residents of Greater Minnesota have only the most minimal service. Other
cities, such as Denver, Seattle, Dallas, and Salt Lake City, invest more and
provide more transit than we do. Los Angeles, once known for highways and smog,
is now a leader in planning for a region where people get around by transit,
bicycle, walking and driving. It’s time for the Twin Cities to step it up.
What happens if we DON’T act?
If we don’t act, our funding for transit improvements will
dry up. Instead of building a system that is working in 15 years, when today’s
three-year-olds are going to college, we’ll be looking at a system in 30 or 40
years. Specifically,
Progress on building a regional system will
stop. Full funding for the Southwest LRT is not certain and there are not funds
to carry out plans for Bottineau, Gateway, or any additional transitways. Minnesota
would fall farther behind competing regions in attracting and keeping jobs.
No funds to upgrade bus service, neither “rapid
bus” service on high-volume routes nor expanded bus coverage and service hours.
The bus system we have is highly efficient, it is just too small. Many routes
do not run on weekends and have limited service after peak hours.
Very limited funds to meet local needs for safer
sidewalks, bicycle routes, ADA compliance, and local transit investments.
Statewide, without additional funding there will
be no growth in transit service for the next 20 years. There are still a few
counties with no service and many counties with very limited service.
Transit for Livable Communities and the growing Transit
Partners Coalition it facilitates is ramping up for the biggest effort ever to
secure additional funding for transit and those key connections for people on
foot, bicycle, and using a wheelchair.
We will be asking the legislature to provide for the
build-out and operation of a regional system of bus and rail and to allow
cities and counties to ensure safe connections for people walking, bicycling,
or using a wheelchair.
Transit is a key to a legislative agenda that will be
focused on job creation, economic competitiveness, and tax reform. Join us—contact Whitney Lawrence (whitneyl[a]tlcminnesota.org) to find out how you can be involved.
The following have
signed-on to
Transit for a
Stronger Economy
African Career, Education &
Resource, Inc.
AFL-CIO
Alliance for Metropolitan Stability
Alliance for Sustainability
American Heart Association
Amalgamated Transit Union Local 1005
Bicycle Alliance of Minnesota
Conservation Minnesota
The Cornerstone Group
Envision Minnesota
Episcopal Homes of Minnesota
Fresh Energy
Hope Community
ISAIAH
Local Initiatives Support Corporation
Twin Cities
Minnesota Center for Environmental
Advocacy
Minnesota Environmental Partnership
Minnesota Public Interest Research Group
(MPIRG)
Minnesota Public Transit Association
Minnesota Young Professionals
Environmental Group
National Multiple Sclerosis Society,
Upper Midwest
By Whitney Lawrence, Member
Engagement/Senior Organizer
On December 13th, TLC
members and allies gathered at our office in Saint Paul to catch up over
dinner, take action by writing letters to Governor Dayton, and get a sneak peek
at our legislative agenda for 2013. There were many familiar faces at the year-end
event. We were especially excited to see Senator Jim Carlson from District 38
and Representative Ron Erhardt from District 49A at the meeting. There were
also new faces, including Wynfred Russell, the executive director of African
Career Education Resources (ACER). Wynfred is a leader in his community of
Brooklyn Park and TLC is very lucky to have him and his organization on board
this year. In total, there were about 40 TLC members in attendance. Thanks for
all your valuable input and thoughtful questions, and thank you to everyone who
was able to make it on a snowy evening! It was nice to finally meet many of
you!
TLC members and allies gathered to learn about
our legislative strategy and write letters to Governor Dayton.
TLC’s Legislative Agenda in 2013
At TLC, we are very excited for the 2013 legislative session because this year
brings the opportunity to make real, lasting improvements to transportation in
Minnesota. We believe that Minnesota families deserve more transit now – and
safe connections by walking, bicycling, and for people using a wheelchair.
Transit projects create good jobs, provide access to jobs, and make our region
a more affordable place to live and work. Currently, only 25% of metro
households and 10% of metro jobs are conveniently served by transit. Some
counties in Greater Minnesota still have no transit service. And, by 2040,
we’ll have 900,000 more people in the region. The time for increased investment
in transit, bicycling, and walking options is now!
As it stands today, the state and
metro region have no money to expand the bus system, the Southwest light rail
line is not fully funded, there is no money for planned additional transit lines,
and no money has been designated for safe walking or bicycling connections. The
limited funding for transit and affordable fares are at risk every budget
cycle.
In 2013, TLC and the Transit Partners
coalition will be advocating for an additional $300 million in funding per year
for increased transit investments. This
additional funding will allow Minnesota to build out our regional transit system
in 15 years instead of 30, 40, or 50, including:
An expanded system of light rail transit (LRT) and bus
rapid transit (BRT)
NEW rapid
bus service and expanded regular route bus with faster, more frequent, and longer
hours of service
Improvements
to shelters, lighting, and technology to make using transit safe and easier
Fares that remain affordable, and
A local
share for local needs, including bicycling and walking connections, ADA
compliance, and streetcar corridors.
However, TLC cannot do it alone—we
need the support of our members, allied organizations, and champions at the
state capitol to win in 2013.
How You Can Help TLC and Transit Partners Win
in 2013
Members who attended the event on December 13th wrote over three dozen
letters to Governor Dayton encouraging him to increase Minnesota’s investment
in transit. Thank you to everyone who participated for taking the time to
hand-write these letters—they truly make a difference when we are fighting for
funding at the state Capitol! If you weren’t able to come to our year-end member
event, please take a moment to send Governor Dayton an e-mail here.
Three easy ways to help TLC grow options for
light rail, bus, bicycling, and walking throughout the coming year:
Talk to your
elected officials: elected officials on the state, county and city level need
to hear from you!
Tell your
friends and family: host a house party, or invite your friends to the next TLC
event.
Write a
note: send a letter to the editor or speak out on social media.
If you are interested in being an
active advocate for TLC this upcoming session please reach out and contact me
at whitneyl@tlcminnesota.org or 651-789-1406.
We hope to see you soon at our
next happy hour member event—Transit on Tap—at Republic in Minneapolis (Seven Corners location) on Tuesday, January 29th. Come together from 6:00 to 7:30 p.m. to
enjoy light appetizers and to talk bike, walk, bus, and rail with other TLC
members and featured guests. Space will be limited! For details and to RSVP,
visit TLC’s calendar of events.
An Interview with Marvin J. Plakut, President
& CEO at Episcopal Homes of Minnesota
Transit for Livable Communities is leading a collaborative campaign to champion
increased transit investments in Minnesota. TLC is working closely with a broad coalition
of partner organizations who want to secure additional revenue to build out our
state’s transit system in 15 years (not 30 or more). With $300 million in
additional funding annually our region could build out the regional network of
light rail and bus rapid transit, expand and upgrade bus service, and meet
local needs for sidewalks, bike routes, ADA compliance, and other local transit
improvements. The result would be greatly
improved access and huge savings for households and employers.
Episcopal Homes of
Minnesota is a member of this growing coalition. Active in the Twin Cities
community for more than 100 years, Episcopal Homes of Minnesota’s mission is to
enhance quality of life for seniors by providing homes and services that
support each individual's physical, social, and spiritual needs. Why does
transportation funding matter to an organization focused on housing and continuing
care for seniors? President and CEO Marvin J. Plakut explains.
Residents of
Episcopal Homes of Minnesota (L); Marvin J. Plakut, President and CEO (R).
TLC: Why are transportation options essential for the Minnesota seniors
you serve?
MJP: When seniors consider places to live, access to
transportation is one of the most significant deciding factors because the lack
of transportation is a huge hurdle. If residents cannot get to basic things
like their church, to shopping for food, to the drug store for medications, to
their doctor for appointments, or to visit friends . . . Without those features
one is completely isolated. Add transit to
the mix and the picture dramatically improves for seniors whose mobility is
fairly limited as it is.
TLC: The senior population in the Twin Cities area is expected to more
than double by 2040. How can we plan to meet the transportation needs of this
growing number of seniors?
MJP: With more limited mobility that goes along with aging
there needs to be increased convenience of transportation. In other words, for our seniors we need more
transportation options at more convenient locations. And, my view is that as we increase density
along University Avenue a number of these things will fall into place. Certainly the new Central Corridor light rail
line, coupled with the existing bus service, is nice progress towards meeting
these challenges. But we need more light
rail throughout the entire metro area and beyond.
Seniors at Episcopal Homes of
Minnesota (L & R)
TLC: This spring Episcopal Homes is beginning new construction to
expand senior housing options along the Central Corridor light rail line. How
did transit factor into your decision to expand at that location?
MJP: We were always confident of our location at University
and Fairview because we have substantial waiting lists for our facilities. The new Central Corridor light rail line
simply made our site that much more appealing.
We are delighted to be doing a major expansion at this time and we
anticipate our new facilities filling fairly rapidly when they open in 2014.
TLC: Given the response you’ve seen, would you plan to build more
senior housing along future transit routes?
MJP: Increasingly seniors are coming to us saying, “I want
to get on your waiting list because of the new light rail line.” University Avenue, between the Capitol
building on the east and MN Highway 280 on the west, is our home. We would definitely like to build more
housing along this stretch, particularly at light rail stops.
Drawing of Episcopal Homes of
Minnesota’s planned expansion of senior housing along the Central Corridor
light rail line (L); senior at Episcopal Homes of Minnesota (R)
TLC: Have transportation options also been a key issue for Episcopal
Homes as an employer?
MJP: Transit is one of the key features that attracts employees
because of their ability to get to the job site. In terms of being able to find and keep a
stable work force, transportation options are vital.
All photos courtesy of Episcopal
Homes of Minnesota.
This month, Transit for Livable Communities welcomes two new
members to our Board of Directors. We are excited about the passion and
expertise Lars D. Christiansen and Jill Johnson bring to our board and look forward
to working closely with them both in the year ahead!
Lars D.
Christiansen
is Associate Professor of Urban
Studies and Sociology at Augsburg College. He has been involved in
transportation advocacy in Minneapolis and Saint Paul for the past decade, including
serving on the Boards of Nice Ride Minnesota (2009-2012) and Saint Paul Smart
Trips (2010-2012). He is a member of the Hamline-Midway Coalition's
Transportation Committee (2009 - present), and in that capacity Lars is lead
organizer of the Central Corridor Friendly Streets Initiative. His
scholarship focuses on urban sustainability and resilience, transportation
systems, public engagement, social movements, Pragmatism, and social
theory. A member of the League of American Bicyclists and Adventure
Cycling Association, Lars enjoys bicycle touring and mountain centuries,
and commutes by bicycle year-round.
Jill
Johnson is an Environmental
Sustainability Senior Analyst at Target. Her work focuses on enhancing
sustainability efforts within Target's overseas supply chain. Jill received her
Master of Science in Foreign Service from Georgetown University, during which
she held positions with the Scowcroft Group and the Foreign Commercial Service.
Prior to Georgetown, Jill served in the Peace Corps in both Mozambique and
Uzbekistan. She received her B.A. in Political Science and Women's Studies at
St. Olaf College in Northfield, Minnesota.
. . .
As TLC embarks on another busy
year of growing options for bus, light rail, bicycling, and walking, we also
extend sincere thanks to Greg Pratt and Bill Smith, who recently wrapped up their
terms of service on the TLC Board of Directors. Both Greg and Bill have been, and
continue to be, wonderful allies for the organization. We wish them well and
look forward to collaborating with them in new ways in the future.
This week, Governor Mark Dayton announced that Charlie Zelle
will take over in January as the head of the Minnesota Department of
Transportation. Zelle is the CEO of Jefferson Lines, an inter-city bus company.
He also is chair of the board of the Minneapolis area Chamber of Commerce.
"Charlie Zelle understands that transit is essential
to creating jobs in Minnesota and making sure people can get to work
affordably," said Barb Thoman, executive director of Transit for Livable
Communities. "As commissioner of MnDOT, Zelle will be working with a very
talented and dedicated staff. We hope he will ensure that MnDOT is a partner in
building out the transit system, accelerate the implementation of Complete
Streets policy throughout the state, and focus on keeping our roads in good repair.
He understands the links between urban, suburban and rural communities--and how
our economic health depends on being connected."
Four of the metro region’s most
highly anticipated transitways—Cedar Avenue Bus Rapid Transit (BRT), Bottineau,
Gateway, and Southwest LRT—recently have crossed important milestones toward
opening for service.
Cedar BRT, scheduled to open next spring, will
travel 16 miles through Apple Valley, Eagan, and Bloomington, where it will
connect at the Mall of America station to the Hiawatha LRT to downtown
Minneapolis. Cedar BRT will use a dedicated lane on Cedar Avenue and the MnPass
lane on I-35W to insure speedy travel.Station-to-station
buses are expected to operate at 15- to 30- minute frequencies, seven days a
week for 15-18 hours per day. This corridor will also continue to
have express bus service from Lakeville to downtown Minneapolis during peak
hours.Initial stops
will be Cedar Grove Station, 140th St., 147th St., and Apple Valley
Transit Station. Lakeville stops will be added at a later time. Parking
is available at Cedar Grove and the Apple Valley Transit Station. More information about Cedar BRT.
Left: Cedar BRT Stations Map courtesy MVTA. Right: New Cedar
BRT bus.
The Southwest LRT project, connecting downtown Minneapolis and Eden
Prairie, issued a Draft Environmental Impact Statement for public comment this
fall. The DEIS process seeks to identify impacts of the different alignments.
Public hearings on the DEIS were held in November in Minneapolis, St. Louis
Park, and Eden Prairie. Written comments can be submitted through 5pm, December 31st. The
hearings and written comments will give rail planners helpful feedback as the
exact alignment, station locations, and the myriad impacts are worked out. The
Federal Transit Administration already has approved this line to move into
Preliminary Engineering, which is expected to begin in 2013. The full State share (10 percent of the project cost) has not yet been secured.
The Bottineau Corridor is very close to selecting the Locally Preferred
Alternative, which is expected to identify LRT as the mode and D1 as the route.
With the exception of Golden Valley, all of the communities along the corridor—including
Minneapolis, Robbinsdale, and Brooklyn Park—have passed resolutions of support.
It is important to note (as we did in a previous blog) that the transit planning for this corridor
and sub-region calls for new transit service in North Minneapolis through some
combination of rapid bus and/or streetcar.
The Gateway Corridor Commission, which focuses on service from the St.
Croix River to Saint Paul / Minneapolis, recently selected Alternative 3 as the
preferred project option, from among 8 studied in the Alternatives Analysis.
Alternative 3 is bus rapid transit on Hudson Road (frontage road) and I-94
East. Alternative 5 (LRT along the same corridor) will be also move forward to
be studied for comparative purposes in the Draft Environmental Impact phase.
BRT in the Gateway Corridor is being planned to include both station-to-station
service and express service that bypasses some stations. The comment period for the most recent plans for the Gateway
Corridor will be open until January 3, 2013.
We know there is neighborhood
opposition in St. Louis Park to the freight re-routing component of Southwest
LRT and objection in Golden Valley to the proposed route for the Bottineau
Corridor in the current rail right-of-way along Wirth Park. We also understand
that some East Metro voices hold firm to the notion that the Gateway line
should be LRT (the current plans do allow for a transition to LRT at some point
in the future when greater housing/commercial density supports greater
ridership). In all three cases, time remains to ensure appropriate mitigation
where necessary and to adjust plans to best accommodate future economic
development.
Eyes on the Prize
As neighbors and planners work to
define the alignment and stations for these corridors, we want to make sure to
keep eyes on the prize—and on the funding.
The development of a transit
system in the Twin Cities is essential to long term competitiveness—job
creation, access to jobs, and many other benefits. This was reaffirmed recently
in the ITASCA Project’s Return on Investment (ROI)
Assessment of a regional transit system.
A conservative estimate shows the highest ROI—of $3 in benefits for each $1 in
investment—with an accelerated build out of the transit system and with growth
targeted to transit stations. The assessment calculates six types of direct
impacts, on travel time and reliability; vehicle operating costs; shippers and
logistics costs; emissions; safety costs; and road pavement conditions.
Affordability and health are also
key benefits to building a future with better transit options.
People consistently say they want
more transit, especially as gas prices rise. Transportation is the second
largest household expense, and takes a larger share in low-income families.
Yet, currently, only 25 percent of metro area residents have access to
convenient transit (defined as within a quarter-mile of service that runs at
least every half-hour).
The economic upside of
stimulating new housing and jobs along transit corridors has the additional
benefit of preserving open space and making more trips possible on foot or by
bicycle. Plus, people who take transit walk more than people who drive alone.
As we’ve noted many times, a
broader concern is funding. The funding to build and operate Cedar BRT is
assured, but, unfortunately, the same can’t be said for the other three
corridors.
We encourage our readers to be
strong voices for increased investment in transit and to engage in the details
of getting planning right for transitways, stations, and connections by
bicycling and walking.
On December 8, Saint Paul’s historic Union Depot will officially
open to the public and begin serving transit passengers for the first time in
40 years! TLC is eager to participate in Saturday’s grand reopening festivities
and to hop aboard one of the Metro Transit buses that begin serving the depot
that same day. We recently sat down with Ramsey County Regional Railroad
Authority’s Josh Collins, to ask some questions about new transit service, the restoration,
and what to expect at the December 8 celebration. We hope to see you there—be
sure to stop by TLC’s table to say hello!
TLC: What modes of
service are launching at Union Depot and when?
JC: The services begin in phases. Metro Transit bus service
and casino shuttle service will begin on December 8. In January, Jefferson
Lines will begin regional bus service out of the Depot. Amtrak will relocate to
Union Depot sometime in 2013 and the Green Line (Central Corridor LRT) will
start in 2014.
TLC: What will Union
Depot offer for bicyclists and pedestrians?
JC: In early 2013, One on One Bicycle Studio will open a
full-service bicycle center in the depot, featuring secure storage, bicycle
repair and retail, showers, lockers, and food/drinks for commuters on the go.
We have built a new bike path across the north side of the train deck along
Kellogg Boulevard, which will eventually connect to the Bruce Vento Regional
Trail. For pedestrians, we have made significant improvements to the sidewalks
around the depot, and from the river
into Lowertown along Sibley Street. Clearer pedestrian paths, wider sidewalks,
and improved sight lines all contribute to a safer environment for pedestrians.
TLC: Why is it
important for multiple modes of transportation to converge at the restored
Union Depot?
JC: To address the complex transportation needs of the
community, we need transportation options. Union Depot serves as a connection
point to services, amenities, and facilities that serve all types of people.
Multiple types of mass transit, bicycling, walking, and automobile users all
will find utility at Union Depot. Even those who travel up the Mississippi
River on the steamboats to Saint Paul will find themselves only feet from Union
Depot.
TLC: Can you tell us
about any new or expected housing, office, or other development near Union
Depot? How do you think this reopening will impact downtown Saint Paul?
JC: The great thing about Saint Paul—and of course,
Lowertown—is that things are already happening here. The reopening of Union
Depot is just a part of the incredible energy and enthusiasm that people have
about the future of the east metro. Inside the depot, we have numerous
opportunities for additional restaurant, retail, or office space. By the time
the Green Line opens we hope to have added additional tenants to the depot,
which will draw people inside the great building. Lowertown is a noted arts
community, and at the depot we are looking forward to becoming part of the
bustling, creative community.
TLC: From 1923-1971,
Union Depot was a bustling hub for freight and passenger rail. Are there any
interesting elements of Union Depot’s history that stood out or were preserved
through the restoration process?
JC: We conducted public tours through the second year of
construction, and the personal stories and memories that were shared by some of
the attendees were profoundly moving. We spoke with a woman who said goodbye to
her father in 1942 at Union Depot, where he took his final photo with his
family before dying in a plane crash in the Philippines. We met families who
arrived in the 1950s as refugees from their homelands, who began new lives in Saint
Paul and view the depot as the place that welcomed them home. We met the
children of orphans placed on trains in New York and sent westward in the early
1900s, who arrived at Union Depot to join new families in and around Saint
Paul. The emotional connection that Union Depot has with the community is
absolutely incredible.
TLC: What can people
expect during the grand reopening celebration on Saturday, December 8?
JC: The day begins at 9:30 a.m. with remarks from public
officials who were instrumental in making the project happen. This project took
the commitment of local, state, and federal officials, and the investment has
put a great many people to work. At 10 a.m., the wall separating the public
from the waiting room will come down and family-friendly celebrations will
continue into the evening, culminating in a family movie night (“Elf”!). There
will be actors from Bedlam Theatre recreating historical events and moments out
of time, artists, musicians, flamenco and belly dancers, information on
transportation, booths featuring historical information and much, much more.
TLC: Is there
anything else you’d like to add about Union Depot, our region’s transportation
system, or the significance of this restoration & reopening?
JC: The children who will attend this event will never know
a Twin Cities that doesn’t have trains running down the streets. Think about
that. Union Depot is steeped in history and memories. On December 8, we will
welcome back generations who remember the “way it was,” but we know that it is
just the beginning of a new era of experiences and memories yet to be.
Learn more about Union Depot and the grand reopening celebration here.
With the release of the recommendations by the Governor’s
Transportation Finance Advisory Committee and MnDOT’s annual report on Performance
Measurement, there is growing discussion about traffic congestion. Is our
congestion among the worst or average for our size? And how do we know?
The Texas Transportation Institute (TTI)’s Urban Mobility
Report is the most often referenced national report comparing rates of traffic
congestion among metro regions. The most recent report ranked Twin Cities highway
congestion 16th in the nation, based on an indicator they call the
Travel Time Index, which measures the difference in the time it takes to make a
trip during peak times (i.e., rush hour) versus the average of all the non-peak
times (i.e., the rest of the day).
Our congestion ranking is exactly our ranking in terms of
population—16th. As you might expect, larger metro regions have more traffic
congestion than smaller regions, unless your economy is weak, as in Detroit,
and then your congestion ranking is lower than your population ranking.
So why does MnDOT’s recent Transportation Performance Report
say our region has the 7th worst congestion? This is not 7th
worst in the nation; it’s 7th of 32 “large” cities. We are in fact the most
populous region of the 32 regions classified as Large. And, we don’t typically compare ourselves with Columbus, Memphis, Las Vegas, or the majority
of the places in the Large region
grouping. Not surprisingly, these smaller regions have a lower level of
economic activity and less traffic congestion—making our rate in the group look
high.
So, remember: 16th in size, 16th in terms of our congestion
ranking and average.
MnDOT defines congestion as speeds below 45 mph. That seems like a pretty high threshold to me (40-45 mph isn't much of an inconvenience). Nevertheless, for 2011, MnDOT reported that only 21 percent of the 379-mile regional highway system is
congested during peak periods.
Nearly 80 percent of
our highway system averages speeds above 45 mph at peak periods. Twenty-one percent congested in the peak is a
slight drop from 2010, when the rate was 21.5 percent congested. The current rate is about the same as 2003
(20.8 percent) and 2007 (20.9 percent).
So remember: nearly 80 percent of traffic during rush hour
is going 45 mph or more
So what is not in these national and local reports that
might be helpful to know when you want to draw conclusions about traffic
congestion?
Our region has a very large regional highway system—8th
largest in terms of lane miles per person, according to the Federal Highway
Administration. The size of a region’s highway system does not always correlate
with its congestion rate. The transit-rich region of Portland, Ore., is a case
in point. That region has only 2/3 of the highway lanes miles that we do, and a
congestion rate that TTI reports to be only slightly higher than what we
experience. So Portland’s much smaller
highway system has not translated into terrible traffic congestion, largely because people have a lot of transit (and bike) options for avoiding it.
It’s also important to know how far people are commuting and
slowed by congestion. A region might have terrible traffic congestion, but if
the region is compact and commutes are shorter, the impact of congestion on
individual drivers is less. If we compare our region to Seattle, we see that
Seattle’s congestion rate is higher than in the Twin Cities but peak-period commute trips
there are much shorter (13 miles roundtrip vs. 21 miles in our region). In addition
Seattle offers many more transit options so people have more options for
avoiding congestion.
So remember:
congestion is as much a factor of how many options you have and how close
things are.
As we look to the future of our region and making mobility
possible for everyone, including the additional 900,000 people we expect to
live here by 2030, let’s remember that we already have a very large highway
system that should be kept in good repair. To remain competitive as a region and to offer
people options for avoiding congestion, we should finally build out a 21st
century transit system—and safe connections by bicycling and walking. Finally, I hope we can begin to refocus our
development patterns in a way that reduces the need to drive so far so even if
you can’t avoid congestion, you’re not in it for very long.
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