By Jennifer Harmening
Thiede, Communications Associate
Transit for Livable Communities will soon have a new home!
After nearly 14 wonderful years at 626 Selby,
we’re excited to announce our move into a new office space on April 1. We’ve
enjoyed sharing a location with the amazing staff at Neighborhood Energy
Connection and will miss having our friends at Mississippi Market right
downstairs. Nevertheless we are also looking forward to the benefits our new location
and space.
New location
Our new office is located in the Specialty Building at 2356 University
Avenue in Saint Paul. We are on the southeast corner of Raymond Avenue and
University (map).
Our space is on the 4th floor, with the entrance on the southwest corner of the
building. Allen Gleckner from the Environmental Law and Policy Center will be
sharing space with us.
A big factor in making this move is our interest in being
more centrally located within the region and more accessible by transit,
bicycling, and walking. This will make it easier for our members, board, staff,
and partners to get to our space conveniently without a car. If you do drive,
the office is close to I-94 and Highway 280.
As of April 1, our new office
on the Green Line!
New transportation options
Our new location on the Green Line (aka Central Corridor) will
provide many travel options.
By bus: Metro Transit bus routes 16, 50, and 87 all
conveniently serve our new office. The office also is located right on the
Green Line light rail, which has a stop at Raymond Avenue—just adjacent to our
new building. We’re counting down until service begins in 2014!
By bike: You’ll find nearby north/south bike routes
on Raymond and Pelham, and connecting bike routes on Franklin, Marshall/Lake
Street Bridge, and Como Avenue. University Avenue provides a direct east-west
route with signs indicating cyclists may use the full right lane as needed.
Territorial Road or the U of M Transitway can also be good alternatives for
those on two wheels, as can the nearby Emerald/Wabash loop. Nice Ride
Minnesota’s handy green bikes (back for the season on April 6) will be just
three blocks away, at the bike-sharing station at Raymond and Ellis Avenue. Bike
parking is currently available on the southwest corner of the building, with
two more bike racks to come later this spring.
By walking: Learn more about the walkability of our
new neighborhood at walkscore.com.
When Green Line service begins
next year, light rail will provide another great option for reaching TLC’s new
office. Your stop: the nearby Raymond Avenue Station. Photo Credit: Met
Council.
New neighbors
We look forward to joining many partner organizations in our
new neighborhood including ISAIAH, Growth & Justice, and Jewish Community
Action. Our friends at the Minnesota Council of Nonprofits are located just down
the street. And of course the many restaurants, shops, and other small businesses
along the Green Line will be a quick bike, walk, bus, or train ride away.
We’re eager to welcome you at our new office soon! Stay
tuned for more information about an open house celebration in coming months
after we’re all settled in.
A bonus at future TLC member
meetings: a great view of the Green Line, with buses driving past in 2013 and
new trains running in 2014.
Our address as of April 1, 2013: Transit for Livable Communities, 2356
University Avenue, Suite 403, Saint Paul, MN 55114.
Note that our phone numbers will not change.Our new fax number will be 651-789-1001.
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.
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.
Many Twin Cities’ residents are eager to start riding the new
light rail transit service in the Central Corridor, the Green Line. People see completed
sections of track, beautiful new stations complete with lights and signage and
wonder why the line isn’t opening until 2014. Several of you have even called
to ask us this. In response, we did some checking and here is what we learned. Despite
excellent progress on construction (more than 68 percent complete!), there are
still major things left to do before the line can begin serving passengers.
Thousands of construction workers
have contributed to the excellent progress on the Green Line.
The light rail cars
– Metro Transit has ordered 47 light rail vehicles (LRVs) for the Green Line.
The first one was recently delivered, and will be unveiled officially on
October 10th at Target Field Station in Minneapolis. Rail cars will
continue to be delivered at a rate of about 2-3 vehicles per month over the
next year. As each car is received, it must be fully tested and commissioned
for service. This will involve running the LRVs on the Hiawatha Line in the
airport tunnel segment to test mechanical and system reliability.
Electrical substations – Fourteen traction power substations will convert
alternating electrical current to direct current which will power the light
rail vehicles. Installation of the substations began in August 2012, and is
ongoing at a rate of one per month.
Completion of stations – If you have not checked out the Green Line
stations lately, you might be surprised! The West Bank Station is particularly
impressive. All of the 18 stations should be structurally complete by the end
of 2012, but additional work will remain to install technology systems such as electronic
signs and ticket vending machines. Installations of station artwork has begun,
but most of the art will be installed in 2013.
The Raymond Avenue station is one
of several Green Line stations now considered "structurally complete." All 18 new light rail stations should be structurally complete by the end of 2012.
The West Bank Vertical Station on the University
of Minnesota campus shown under construction this summer.
Train power and signals systems – While most of the civil
construction, including tracks and station platforms, will be completed by the
end of this year, much work remains to be done on the systems that will power
the trains and that will control train movements. Poles for the overhead
catenary system that holds the power lines are being installed now, but the power
lines themselves will not be installed until 2013. Also in 2013, the signal
system that train operators will follow and that will warn drivers, bicyclists,
and pedestrians of approaching trains will be installed.
Crews are already installing catenary
poles along the light rail line, but corresponding power lines will follow next
year.
Vehicle maintenance Facility in downtown Saint Paul – Construction
is underway, but much work remains to be done to get this $43 million facility
ready to store and maintain light rail vehicles.
Hiring and training of rail operatorsand vehicle mechanics – The addition of the Green Line will more
than double the size of the light rail operation in the region! This means that
many more train operators and rail vehicle mechanics must be hired and trained.
This will take place over the course of 2013 as the new light rail vehicles are
delivered, so that staff is ready to begin integration testing and pre-revenue
operations in early 2014.
Testing, testing, testing – Once all the systems and staff are in
place, a detailed series of testing must be completed to make sure that all the
different project elements (trains, systems, operations facility, signals, and
switches) communicate with each other, that everything is working properly and
ready for service. This testing will take about 4 to 6 months to complete. Finally,
just before the line opens, several weeks of pre-revenue testing will take
place, with trains running their final schedules, but not carrying passengers. Oh,
how frustrating that will be! But it will also signal that only a few weeks of
waiting remain before we can all ride the new line.
Connecting bus service – Metro Transit recently released a nearly
final plan for improved bus service that will connect with Green Line stations.
On October 10th, Metro Transit will host an open house to answer
questions about this revised service
plan.
The Metropolitan Council is expected to approve the plan this November after
which staff will undertake the process of writing the detailed schedules route
by route and trip by trip. The new schedules will take effect at the same time
that Green Line services starts up in 2014.
Bus and light rail schedules will need to be
carefully coordinated before the Green Line opens to ensure passengers can
transfer easily to get where they’re going.
The amount of work
required to get this new line up and running may seem daunting, but we expect crews
will continue to make excellent progress as the Central Corridor light rail
project moves forward. In the meantime, we will eagerly await the opportunity
to hop aboard in 2014!
Thank you to the Central Corridor Project Office for contributing to
this article. Specific thanks to Robin Caufman, John Levin, and Ted Axt. All featured images are courtesy of the Metropolitan Council.
As a long-time active member with Transit for Livable Communities (TLC), I am very passionate in my fight for better options for transit riders. I believe that communities need the support of their legislators to come together for a better transit future for Minnesota.
Being disabled and dependent on public transit for getting around on a daily basis, I feel that the needs of transit riders, disabled people, and seniors are not being fully met. We lack transit options. As a region, our transit planning takes way too many years before it ever gets to the building stage. On a daily basis, for people like me, it is very challenging to get around, especially in the summer months when road construction causes bus stops to be temporarily moved. It has been said, “If you want to get more exercise in your day, take the bus!” We transit riders do a lot of walking in the summer just to get to the bus stop.
I live in Richfield. It can be very hard to get around in areas of the metro where bus service is limited—especially when you cannot drive or when you don’t drive because you do not have a car. In my volunteer work with TLC, I often need to attend workshops or member meetings at the TLC office in Saint Paul or go to the state Capitol for hearings or to talk with legislators. Getting to Saint Paul at times can take up to 2 hours, with transfers from bus to light rail or to another bus. I have to hope that I will get there on time and not be late for a meeting or miss an event at the Capitol completely because my connections were not good.
Public transit is essential for many transit riders, including people with disabilities.
I do talk with many disabled transit riders like myself who have limited mobility, people using wheel chairs and dependent totally on transit for getting around. Winters can be tough and construction areas along transit routes are even tougher!
I feel there is a great need to make riding the bus and light rail a lot better. We need, as transit riders, to step up to the plate and demand better options for all! There are so many new roads and bridges being built, it is time to make it happen for public transportation. Let’s keep transit moving forward as we did in the beginning with the Hiawatha light rail line that opened back in 2004. Now the Central Corridor light rail line is under construction and opening in 2014. It will connect communities of Saint Paul and Minneapolis.
The Hiawatha light rail line opened in 2004. The next light rail line under construction, the Central Corridor line, will open in 2014.
I am so excited that the Central Corridor line is close to being completed—I will finally get to those Capitol happenings on time and not be late for my important meetings with TLC! There will be less congestion on the highways and more people deciding to take public transit to get around. Light rail lines are more reliable than sitting in a lane on those congested highways and not moving. I see a future of less congested highways when more people give up driving their car and use the light rail and buses for a better way of getting moving.
The Southwest LRT, the next light rail line in the plan for the region’s transit system, will bring better access to jobs for people fighting to get back in the work force, and better options for those who are limited in getting around because they have no car. We all need to keep up the pressure so that the Southwest light rail can begin construction in 2014.
This week Metro Transit, an agency of the Metropolitan Council, unveiled a draft plan for restructured bus service to coincide with the opening of Central Corridor light rail in 2014. This new and extended service is made possible by shifting resources that duplicate new light rail transit service. The Green Line, as it will be known, will run every ten minutes most of the day, seven days a week.
Buses 16, 87, 67, 50, and 63 would connect to the Green Line station at University and Raymond. The Green Line will replace route 50.
Metro Transit expects that nearly 40% of riders on the Green Line will come from connecting bus service. At Transit for Livable Communities, we know that for our transit system to serve the greatest number of people, it needs to offer frequent well-connected service and safe and convenient access by walking and by bicycle.
The proposed restructuring plan would greatly improve north/south bus service in areas of Saint Paul that currently have very limited service or no service at all. The plan also proposes to extend several existing routes to enable new connections between other bus routes or light rail.
When the Green Line opens, there will be N-S connecting bus routes one-mile apart in the area covered by changes in service, including Route 62 along Rice Street, Route 65 along Dale Street, Route 83 (new) along Lexington Parkway, and Route 84 along Snelling. The thicker the line on the map, the more frequent the service.
The proposed plans take into consideration comments and suggestions collected over the last several months at community meetings and via surveys and the Trusted Advocates program. Metro Transit will take comments and testimony about the draft plan through July 9. See below for meeting details. Here are some highlights of the proposed plan (PDF):
New and extended Service:
A new bus route on Lexington Avenue, where no bus runs today, will plug a 2-mile gap between north-south bus routes. Currently, there are north-south routes on Dale and Snelling, but nothing in between.
Route #87, from Highland to Rosedale, will run more frequently (every 20 minutes) and have weekend service for the first time.
Route #84 along Snelling Avenue will run every 10 minutes. New “Rapid Bus” service on Snelling—faster, with higher amenities—may also be timed for the introduction of the new service plan.
More frequent north-south service on Dale Street (route #65) and a connection south to Grand Avenue and route #63. Route #65 would terminate at Grand Avenue.
The 65 bus route will run more frequently when the Central Corridor LRT line opens in 2014.
Better connections:
The Grand Avenue bus (route #63) would be extended north from the University of St. Thomas area to connect with the Raymond Avenue light rail station on the Green Line.
The #67 Minnehaha Avenue bus would be extended west to the Franklin LRT station on the Hiawatha or Blue Line.
Redundant services eliminated or reduced:
With Green Line light rail service running every 10 minutes, parallel service on the local route #16 will be reduced to every 20 minutes and terminate on the western end at Oak Street on the U of M campus.
Route #50 will be eliminated, as it duplicates Green Line service along the Central Corridor.
The #94 express bus route between the Minneapolis and Saint Paul downtown cores would be reduced to weekday morning and evening rush hours and the mid-point stop at Snelling Avenue will be eliminated.
Route 144 express service from Highland Park to downtown Minneapolis will be eliminated.
A series of public meetings and hearings have been scheduled to take questions and testimony about the proposed changes in bus service, as follows:
Tuesday, June 19, 4-6:30 p.m. (presentation and testimony begin at 4:30pm) Brian Coyle Center, Multipurpose Room 420 15th Ave S, Minneapolis Served by Metro Transit Routes 22 and Hiawatha Line Cedar-Riverside Station
Thursday, June 21, 4-6:30 p.m. (presentation and testimony begin at 4:30pm) Central Corridor Resource Center 1080 University Ave. W., St. Paul Served by Metro Transit Routes 16 and 50
Saturday, June 23, 1-3 p.m. (presentation and testimony begin at 1:30pm) Goodwill Easter Seals, Community Meeting Room 553 Fairview Ave. N., St. Paul Served by Metro Transit Routes 16 and 67
Tuesday, June 26, 11 a.m.-1 p.m. (Public hearing--presentation and testimony begin at 11:30am) Hennepin County Central Library, Doty Board Room 300 Nicollet Mall, Minneapolis Served by multiple Metro Transit routes
Thursday, June 28, 4-6:30 p.m. (Public hearing--presentation and testimony begin at 4:30pm) Rondo Community Outreach Library, Multipurpose Room 461 Dale Street North, St. Paul Served by Metro Transit Routes 16 and 65
The Metropolitan Council also will receive comments on the service plan through 5pm, July 9, as follows:
Written comments: Metropolitan Council, 390 N. Robert St, St. Paul 55101
With the warmer weather, road construction signs are popping up around the metro and across the state. Construction of the Central Corridor light rail line also resumed this spring. These signs remind me of the big difference in the way roads and transit are paid for in Minnesota.
Funding for expansion of our region’s transit system pales in comparison to the amount available to expand our region’s highways—and the results are obvious on the ground. Our regional transit system is of modest size (especially when compared with competing regions, such as Denver, Toronto, Boston, and Seattle), while the Twin Cities’ regional highway system is one of the nation’s largest on a per capita basis.
New highway projects generally don’t require legislative vote but many transit projects, such as Southwest light rail, wait for legislative approval
Minnesota’s constitution dedicates gasoline taxes, license tab fees, and 60% of the motor vehicle sales tax to state and local roads and bridges, with 62% of this revenue going to MnDOT. An additional $500 million annually, on average, flows from the federal government to roads and bridges. (Local property taxes add roughly $1 billion each year for roads and bridges.)
MnDOT’s dedicated funding allows for a vast number of road projects: 316 in the 2011 construction season. In the Metro area, the projects include:
needed pavement repair on I-94
a welcome new bridge over I-35E at Maryland Avenue and work on replacement of the Layafette and Hastings bridges over the Mississippi River.
expansion of the TH169/I-494 interchange, new interchanges in Savage and Arden Hills, and early work on a new St. Croix River crossing.
For a full list of 2012 metro area highway projects click here (pdf). Because Minnesota has significant dedicated funding for highway maintenance and expansion, the legislature did not have to vote to approve these projects or the funding for them.
State funding for transit is more precarious, affecting bus and rail
Funding for transit is much more precarious than funding for roads and bridges because transit relies to a significant degree on state general fund appropriations and General Obligation bonding – funding that needs to be allocated by the legislature each year. Last year, the legislature cut the two-year general fund allocation to metro transit by $51.8 million.
This year, despite the Governor’s support, the final bonding bill did not include $25 million to support construction of the Southwest light rail transit line. The bonding bill did include $2.5 million for “The Interchange,” a downtown Minneapolis transit hub and $6.4 million for transit facilities in greater Minnesota.
Statewide, transit receives 40% of the motor vehicle sales tax. In five metro area counties, a 1/4-cent sales tax generates about $95 million annually toward the cost of new light rail, commuter rail and bus rapid transit lines—such as the Central Corridor, Southwest light rail, and the Gateway and Bottineau corridors. As noted, last year the state legislature cut general fund money for bus service, so some of this regional tax revenue was diverted to fill in the gap, preventing a 30% cut in bus service, but slowing down progress on new transit development.
Making the case for transit
Transit for Livable Communities will continue making the case for expanded transportation options. There is still a lot of work to be done if the region wants to build more than one light rail project each decade and if we want a bus system that serves more of our residents.
Why is this important? Because people spend more on transportation (getting to work, school, and other appointments) than on any other household expense other than housing. Providing transportation options—bus, rail, bicycling, and walking—makes it possible to trim this expense and helps families make ends meet. There also are significant health and environmental benefits when a region has a greater reliance on transit, walking, and bicycling.
To show your support for Southwest LRT the next light rail line for the region, click here.
For a summary of transit funding in Minnesota, click here (pdf).
A critical component of the success of the Central Corridor light rail line will be how the bus connects to it, specifically providing some level of continued bus service in the corridor and expanding north/south bus connections to the corridor. Metro Transit recently began the Central Corridor Transit Service Study, with the goal of improved connections and reliability, and a simplified multi-modal system. Open houses on the study will take place in March.
Metro Transit estimates that 40% of Central Corridor riders will access the train via a bus trip. At Transit for Livable Communities, we support much more extensive implementation of new connecting bus service than will be possible with available dollars.
The sector study assumes that any funding of expanded north/south service will come from savings from reductions in current service, including elimination of route #50 (express service along University), and reductions in the frequency of route #16 (local service along University)and route #94 (express bus along I-94).
The #65 bus provides a north-south connecting service to the Central Corridor.
The Met Council’s Transportation Policy Plan calls for an expansion of our region’s transitways (LRT, commuter rail and bus rapid transit) and for an expansion of our region’s bus system. Due to funding constraints, bus expansion has been on hold for nearly a decade. Better bus connections to the Central Corridor light rail will further leverage this key public investment and expand benefits to residents along the corridor and in the sector area planning geography.
The proposed downtown Minneapolis multimodal transportation hub adjacent to Target Field—a.k.a. The Interchange—got a financing boost this past week with the announcement of $10 million in federal support through a TIGER grant from the US DOT. The goal is for the new facility to open when the Central Corridor Light Rail service begins in 2014, doubling the number of LRT trains arriving in downtown Minneapolis to 500 arrivals and departures per day. TLC wrote a letter supporting the project as part of the application for TIGER funding.
Senator Amy Klobuchar (speaking) and l-r behind her: Hennepin County Commissioner Peter McLaughlin; Metropolitan Council Chair Sue Haigh; Will Schroeer, Saint Paul Chamber of Commerce; Charlie Zelle, Minneapolis Area Chamber of Commerce
Senator Amy Klobuchar gathered with local leaders on Thursday, December 22, to indicate the importance of this transportation investment to making the Twin Cities a thriving economic center. She was joined by Sue Haigh from the Met Council, several county commissioners and representatives from local Chambers of Commerce and the Minnesota Twins. A good-sized crowd gathered in the waiting area for Northstar commuter trains—another mode that serves the proposed location for the Interchange.
What is the Interchange? The Minneapolis Interchange and Saint Paul’s Union Depot will both act as multimodal hubs for the region’s growing transit network. The Minneapolis location for the proposed Interchange already serves both the Hiawatha light rail line and NorthStar commuter trains. The Interchange would serve the Central Corridor trains when it opens in 2014 and the Southwest LRT line, scheduled to open in 2018. It would also provide connections to more than 1,900 bus operations as well as to bicycle routes to surrounding neighborhoods and trails. Vehicle parking (400 new spaces) would also be part of the project. The Minneapolis Interchange also could serve any future high speed rail connections between Minneapolis/Saint Paul and Chicago. The newly renovated Saint Paul Union Depot will accommodate Amtrak trains traveling between Seattle and Chicago starting next year. The Minneapolis Interchange is a project of the Hennepin County Regional Railroad Authority (HCRRA).For more information about The Interchange, visit the project web site.
Senator Klobuchar said, “There’s a direct correlation between this kind of investment and economic development.” Noting the competition for these funds at the federal level, she said, “If they don’t come here they will go to Chicago or Arizona. I want it right here.” She thanked Representatives McCollum and Ellison, Senator Franken and former Senator Coleman for their support for the project at the federal level.
Metropolitan Council Chair Sue Haigh said that hubs like the Interchange and Union Depot help shorten transit time, making it more attractive for people to choose transit for commuting and other trips. She said that rather than building more parking ramps, Minneapolis could focus on other kinds of development.
Hennepin County Commissioner Peter McLaughlin said the Interchange plaza would direct the flow of passengers to the different travel options, for commuters and also fans coming to Target Field.
McLaughlin called the Interchange “a prudent risk to move the county and region forward” and make it more competitive. He noted that business allies strongly supported the project and the build out of the transit system. “We are not talking about individual lines, we are talking about a system,” he said, adding “we will live our lives differently and better with these investments.”
Will Schroeer from the Saint Paul Chamber of Commerce and Charlie Zelle from the Minneapolis Area Chamber of Commerce both noted that the new hub would serve the people going to work using the Hiawatha and Central Corridor LRT lines. There are 280,000 jobs along the Central Corridor today, a number expected to rise to 374,000 by 2030. Zelle said, “Investments here are important for jobs at both ends of the Central Corridor LRT,” giving residents of Minneapolis and North Minneapolis access as well as opening the North Loop area for further development.
Minnesota Twins President David St. Peter said the Interchange would be “fulfillment of a vision our leaders had for a ballpark in the North Loop, with wonderful connections to transit.” He said fans will love accessing Target Field via the Northstar, Hiawatha, and the Central Corridor—hopefully for the All Star Game in 2014. He said, “These projects take vision, courage, and leadership.”
Funding for the Interchange project is not yet complete. According to a Star Tribune story, in addition to the $10 million from the TIGER grant, the Interchange project “was awarded $11 million by the Metropolitan Council. It also received $6.7 million from the county rail authority and $1.7 million from the Minnesota Ballpark Authority, which owns Target Field.” The Star Tribune reported the total project cost at $67.7 million. Commissioner McLaughlin said that there would be a proposal in coming weeks opening up options for public-private partnerships, including development rights, naming rights, and parking rights. The TIGER funding adds momentum to the project.
From Dave Van Hattum, Policy and Advocacy Program Manager
The House and Senate Transportation bills both include substantial cuts to the state general fund contribution to metro area transit. The House bill completely eliminates the general fund contribution, a funding source transit has relied on for decades. A letter from new Met Council Chair Susan Haigh to House Committee Chair Mike Beard spelled out the severe level of transit service cuts and/or fare increases that could result if the House bill becomes law, including:
45% cut in regular route service
240 daily peak hour bus trips cut
Reducing Metro Mobility operating hours
550 drivers and related staff laid off
Alternatively, to avoid service cuts and job loss, a system wide fare increase up to $4.00 per ride could be implemented to cover the proposed general fund cuts. This dramatic fare hike would result in an estimated 55% reduction in transit ridership.
TLC, along with a broad and growing coalition, will continue to advocate for keeping our transit system whole. Transit provides a critical service for all Minnesotans. It gets those without cars where they need to go, it reduces emissions, it saves families and employers money; and it substantially reduces traffic congestion and the need for expensive highway expansion.
At a recent press conference House Chairman Mike Beard attempted to defend the details of his proposed bill. Many of his comments contradict the facts. Here are some points he made and TLC’s response.
1) Claim: The Met Council numbers are wrong – the cuts would only be approximately 10% of service.
TLC response. Transit operations rely on three primary sources of revenue: rider fares, the motor vehicle sales tax (MVST), and state general funds. For Representative Beard’s assertions to be true, a large portion of the quarter-cent regional sales tax directed to constructing and operating rail and bus rapid transit would have to be redirected to fill the new operating deficit. And revenue from MVST would have to live up to projections – an outcome that has happened only one year in the past ten.
If the quarter-cent sales tax is redirected, there will be an indefinite pause in moving forward the Southwest, Bottineau, Gateway, Cedar Ave., Red Rock and Rush line transitway projects. In addition, progress on the Central Corridor could be jeopardized because the Federal Transit Administration wants to see a sound local financial plan and is wary of partnering with regions that cut their existing transit system.
As noted by the Association of Minnesota Counties (AMC), the raid of the quarter cent sales tax sets a terrible precedent. All 87 Minnesota counties are against this. And all 27 cities around the state with an existing local option sales tax, put in place for specific local purposes, should fear that the legislature may act at any time to raid those taxes to offset state budget deficits. Five metro county boards voted in 2008 to direct the new sales tax to a very specific purpose – expanding the regional system of light rail, commuter rail and bus rapid transit. CTIB (Counties Transit Improvement Board) administers these funds.
2) Claim: Buses are preferred over trains because they are more efficient.
TLC response. Across the nation, light rail transit (LRT) has some of the lowest per rider operating costs – significantly lower than the cost of bus service. The cost per rider of operating Hiawatha LRT is 40% lower than the cost of regular bus service and the numbers are the same in Portland, Denver and other peer regions. This is the case because LRT is designed to serve high capacity corridors where one operator can carry hundreds of riders. Trains also attract more housing and commercial development, increasing the efficiency of the train line far into the future. If efficiency is the metric, we recommend that Rep. Beard review the inefficiency of adding highway lanes to move more people in private vehicles. Currently, transit on I-35W South eliminates the need for two additional highway lanes – a huge financial saving.
3) Claim: The high reserve funds maintained by many of the opt-out transit providers are the result of well-run transit service.
TLC response. Rep. Beard may be confused about what constitutes well run transit service. It’s not about the amount of reserves at the end of the year – it’s about providing lots of transit rides per dollar spent. In this regard, Metro Transit, not the suburban providers (opt-outs), rank the highest; and the region as a whole compare favorably with peers. The Legislative Auditor, in a recent report, also recommends that the opt-outs substantially reduce their reserve funds.
When private companies have a high reserve at the end of the year it can mean they’ve been quite profitable and presumably well run. This performance measure simply doesn’t apply to providing public services.
4) Claim: State owned roads will see a 5 to 6% increase in funding over the next biennium.
Why are cuts to highway expansion projects off the table, especially given that the Twin Cities has a smaller than average transit system and larger than average metro highway system? How can Minnesota justify slashing bus service, eliminating access to work, school, the doctor and other destinations, while continuing to grow the highway system?
State law allows the MVST dollars to be shared between transit and road projects. A small shift of MVST revenues from roads to transit might preclude a few new road expansion projects over the next two years, but would make a huge difference for those who rely on buses and trains– likely a growing number with gas prices heading toward $4.00 per gallon.
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