By Dave Van Hattum, Senior Policy
Advocate, and Teresa Roark, TLC Intern
Energy around a streetcar revival has been steadily building
in the Twin Cities—and with good reason. The modern streetcar is far more than
an ode to the dominant transportation mode preceding today’s ubiquitous car
culture. Streetcars provide a valuable transit option uniquely suited to dense
urban settings and with strong opportunities for new commercial and residential
development. But are streetcars likely to make a major comeback here in
Minnesota?
Streetcars (referred to as trolleys outside North America)
have been part of the U.S. transit system since the late 19th
century. By the 1920s, they were commonplace, even spawning the term “streetcar
suburb” for their notable influence on development patterns and commuting
habits.
As local authors John Diers and Aaron Isaacs describe in Twin Cities by Trolley, many older Minnesotans
fondly recall riding the 520-mile streetcar network that once stretched from
Stillwater to Lake Minnetonka, with dense grids of track serving Minneapolis and
Saint Paul.
Passengers boarding a streetcar at Hennepin Ave. & 9th St.
in Minneapolis, part of the extensive network that once served the Twin Cities
metro area.
After declining in the 1940s and 50s for a variety of
reasons, including growing suburban development and the emergence of rubber
tired buses, streetcars are reappearing in more and more cities across the
country—not only as a way of moving people from one place to another, but as
part of a comprehensive development plan.
Peer Cities Embrace
Modern Streetcars
Today, modern streetcars operate in Charlotte, NC, Portland,
OR, and the Seattle-Tacoma metro area.. New streetcar service will launch in
Dallas and Washington, DC, later this year, and is under construction or procurement
in Atlanta, Cincinnati, and Salt Lake City. Historic streetcars still operate
in Boston, Memphis, New Orleans (replica), Philadelphia, and San Francisco.
Passengers about to
board a modern streetcar in Portland, OR.
These streetcars operate in urban cores and make frequent
stops. They are smaller and less expensive than light rail vehicles, but larger
and more expensive than buses. Popular models can accommodate 41 seated
passengers and 100 standing passengers. They can either operate with autos on
existing streets or, like LRT, on their own rights of way.
STREETCARS
Key Differences from Light
Rail Transit (LRT)
Key Differences from Buses
Less capacity (see graphic below)
More capacity (see graphic below)
Can operate in mixed traffic
Higher visibility
Shorter routes, more frequent stops
Often spurs more development
Less construction Impact
Electric powered
Less expensive
$30 to $60 million/mile vs. $100 million/mile for
LRT
More expensive
$30 to $60 million/mile vs. $5 million/mile
for arterial BRT
*Sources for cost estimates: Streetcars
101, City of Saint Paul website; LRT based on cost of Hiawatha, Central, and
Southwest LRT cost, Metro Transit Arterial BRT Study.
Credit: City of
Minneapolis
Streetcars, with their high visibility and fixed routes,
encourage economic development and mixed-use land development. For example,
since streetcar service began in 1996 in the historic South End of Charlotte, NC,
property values have increased from $20 million to $360 million. The streetcar
is now considered “the spine of the district.”
Portland, OR, first began operating Central City Streetcar
in 2001. Since then, there has been $3.5 billion in development within two
blocks of this streetcar line (over 50 percent of total downtown development).
Much of this development has been mixed residential and commercial, with
residential properties averaging just 0.6 parking spaces per unit. Not long
after opening a streetcar line, Portland birthed United Streetcar, the only manufacturer
of modern streetcars in the U.S.
It is easy to see why
many American cities are choosing to invest in streetcars, but will the Twin
Cities join them?
Studies are underway to evaluate streetcar feasibility and determine
the best routes for streetcars in both Minneapolis and Saint Paul.
In Minneapolis, an Alternatives Analysis (AA) has narrowed
the most feasible routes to a single starter line. From downtown, the line
would travel south on Nicollet Ave. to Lake St. and northeast on East Hennepin and Central Ave. We imagine this starter line will have strong potential for
future development and would attract visitors and downtown workers to a wide
variety of restaurants, shops, and other attractions. The AA will also examine a
longer route—from 46th St. South to 41st St. North—that
may follow a successful starter line.
Other promising routes include a streetcar along the Midtown
Greenway connecting the Hiawatha LRT and the future Southwest LRT (a project
being studied by Metro Transit) and a streetcar along West Broadway serving
North Minneapolis. Particularly given that the proposed Bottineau LRT route
skirts North Minneapolis, a new streetcar on West Broadway could bring welcome reinvestment
potential to that area of the city along with more frequent transit service.
Saint Paul is also studying
streetcars. By the end of 2013 when the City’s streetcar feasibility study
concludes, it will have identified one to two priority corridors for
implementation. Over a dozen corridors are currently being examined, including
Snelling Ave., Payne Ave., Lexington Pkwy., West 7th/East 7th
St., Rice St., Ford Pkwy., Robert St., Grand Ave., and several others. Evaluation
criteria include ridership potential, development potential, and transit-supportive
land uses.
Streetcar Funding
Both Saint Paul and Minneapolis still
need to identify a funding source for any future streetcar lines. Streetcars
are not currently identified in the Metropolitan Council’s Transportation
Policy Plan, nor eligible for funding through the Counties Transit Improvement
Board (1/4-cent metro area sales tax for transit), or by Metro Transit, which
has had very limited resources to increase bus service over the past decade.
Given the potential of streetcars, however, a variety of new
funding sources are being explored. These include: 1) allowing streetcar
construction and operation as one use of an increase in the metro area sales
tax (HF
1444), 2) value capture legislation (HF
617), which would allow Minneapolis to secure a portion of capital costs by
borrowing against future property tax increases in locations served by a
streetcar, and 3) federal funding from the Federal Transit Administration’s
Small Starts program.
Want to get involved and learn more? Weigh in on bringing
streetcars back to Saint
Paul. Stay informed about ongoing Minneapolis streetcar planning efforts
and upcoming opportunities to participate: Nicollet-Central
or Midtown Corridor.
Find more on Portland’s streetcar system and
development-oriented transit here.
The Metropolitan Council’s new regional development plan, Thrive
MSP 2040, will set the framework for how the Twin Cities metro area will grow
over the next 30 years. It will
influence the footprint of the developed area, including how much land will be converted
from farmland and open space to housing and employment sites. It will set
targets for affordable housing and establish goals for parks and water quality.
And Thrive MSP will also influence our region’s future mix of transportation options:
Will we invest in more highway lanes and new interchanges? Or will our region
shift investments to additional public transit, bike routes, and sidewalks along
with the repair of existing roads?
You Have the
Power to Influence this Plan
This spring, the Metropolitan Council is seeking input on the plan.
We strongly encourage you to tell the Council what investments matter most to you,
and what kind of community you want to live in going forward. Your ideas
matter! Share
them online, or participate at an upcoming
Thrive MSP Roundtable Discussion near you.These roundtables will focus on four issue areas: 1) Regionally significant
economic places, 2) land use and transit, 3) affordable housing priority,
location and need, and 4) water supply and a thriving region.
With regard
to land use and transit,here are three key points to keep an eye on when
you comment on Thrive MSP:
** Affordability =
Opportunity. Thrive MSP should make sure the entire
region has convenient access to transit and safe, accessible bicycling and
walking options.
The Thrive MSP Transportation Goal should include the word
“affordably.” Today’s transportation system works pretty well for people who
can afford to drive a car, largely connecting motorists with destinations
safely and reliably. But it nearly requires owning a car—a huge cost to
families in the region. For young adults, the elderly, people with a
disability, or others without the means for car ownership, this burden limits
opportunity and makes home ownership, educational advancement, and personal
health harder to achieve. We can advance
Thrive MSP’s equity principle by prioritizing affordable transportation options.
For example, materials for the Thrive MSP Roundtable discussions ask, “How
could transit investment decisions enhance access to opportunity for low-income
and people of color. . . . ?” We think the best way to enhance access to opportunity
is to increase investment in transit, bicycling, and walking – affordable options.
** Connect the Dots to Climate
Change.Thrive MSP should help
achieve Minnesota’s goal to reduce climate change by setting and measuring
goals for the percent of trips by transit, bicycling, and walking in our
region.
If our region is to dramatically reduce emissions that contribute
to climate change, Thrive MSP needs to include a specific goal (as is already
in state statute) for the share of trips made by public transit, bicycling, and
walking that will help to achieve the state climate goals. To make progress
toward those goals, the Met Council needs to explicitly advocate for the
funding and policy change necessary to expand the availability of these
transportation options. Transit emits a
fraction of the pollution of driving alone, and bicycling and walking are
emissions free.
**
Transit-Supportive Land Use.Thrive MSP should encourage most new
development inside the I-494/I-694
beltway and along transitways or near high-frequency
transit.
As Thrive MSP Roundtable materials state, “Over the last 60 years, our rapidly expanding region built a network of
highways and grew outward around them. This new development provided jobs,
homes, schools, and recreation for the region’s residents. However, this
development pattern is not sustainable.”
We agree with the Metropolitan Council. Planning for the majority of
new growth (housing and employment sites) to occur where there is current
infrastructure (roads, utilities, schools, etc.) in place, along major bus
corridors and transitways, and inside the I-494/694 beltway where density
levels are favorable for providing efficient transit makes good economic and
environmental sense.
These
materials also ask, “How could local land-use decisions improve the future
viability of transit?” The Council can do this by ensuring that
Thrive MSP is more specific, with clear goals, identified growth areas, and by channeling
incentive funding into investments that help to achieve the plan’s goals.
Stay
Informed, Get Involved
The Metropolitan Council will be working on Thrive MSP through the
end of 2013, with adoption planned for February 2014. Because this plan will
provide a strategic vision for the Twin Cities for decades to come, we
encourage you to get involved, online
or in person, throughout the process.
For more on this topic, don’t miss our other recent blogs in the
Thrive MSP series:
By Linden
Weiswerda, The Trust for Public Land (guest blogger)
Editor’s
Note: Our Twin Cities metro region is well known as a place where cityscape
meets green space. Millions visit our robust regional park system each year.
But did you know that most arrive by car? Some efforts are already underway to
connect more residents and visitors to Twin Cities parks in other ways. For
example, the Sierra Club North Star Chapter regularly leads outings to parks
and natural areas via transit. Nice Ride MN bike sharing will begin serving expand service to Mississippi River Park and Recreation Area this summer. And next year, new bus service on Lexington
Parkway will improve access to Saint Paul’s Como Park–one of our most visited
regional parks. As our region’s population grows and the regional park system
expands, will current transportation options ensure the parks are accessible to
all? Here, guest blogger Linden Weiswerda with The Trust for Public Land makes
the case for continuing to improve transit service to our regional parks.
Minnehaha
Regional Park, Minneapolis
Have you ever ridden a bus or light rail train to your nearest regional
park? Chances are high that your answer is no. According to the last Regional
Parks and Trails Survey (2008), less than 1 percent of people arrive at
Twin Cities regional parks and trails via public transit. While the Minneapolis-Saint
Paul region is filled with a diverse array of popular regional amenities that
can be reached by multiple modes of transportation, our regional parks largely remain
an untapped destination for the regional transit system.
The Twin Cities regional park system—which
includes sites from the Chain of Lakes Park in Minneapolis to Big Marine Park
Reserve in Washington County, and 49 other parks and park reserves—is an invaluable
asset that helps keep our region thriving and acts as “the state parks of the metro
area” (Metropolitan Council). As the largest and most natural public lands in our
metro area, the regional parks provide a unique experience for visitors. In
addition to protecting the most important and sensitive natural areas in the
Twin Cities for current and future generations, they are central to creating
healthy and enjoyable communities. And enjoy them we do, with over 44 million
visits annually to the regional park system. Time after time, surveys cite that
parks are one of the top reasons people find the Twin Cities region attractive
and want to move here.
Crosby
Farm Regional Park, Saint Paul
However, the 2008 Regional Parks Survey also found that almost 60
percent of visitors to the parks arrive by “auto, truck, RV, or van.” Meanwhile,
as
Transportation for America reports, 40 percent of Minnesotans are
without a driver’s license, exceeding the national average of 32 percent. If large
numbers of residents in the region cannot get to the regional parks and trails to
enjoy them except by car, how can this significant segment of our population benefit
from the regional parks? Combine this with decreasing rates of car ownership,
particularly among younger and older demographic groups, and the regional park
system could actually become less accessible over time—unless our region does
more to improve transit service to these destinations.
The current Twin Cities transit system provides limited means for
travelling to regional parks, in part because peak service times are tied to
the typical work commute. Transit services run most frequently during rush
hours on weekdays. However, park use generally peaks for special events, in the
evenings, and mostly on weekends.
Baker
Park Reserve, Three Rivers Park District
Livable communities are active seven days a week and throughout
the day as well. For comparison, think about a movie theater and office
building that share a parking lot. During the week office employees fill the
lot, and in the evenings and on weekends moviegoers take the same spaces. As a
result of this shared use, the parking area needed to meet demand has a reduced
development footprint, smaller amounts of pavement and stormwater runoff, and
generally has created a more efficient community that is utilized more of the
time. Increasing connections among the regional transit and regional parks and
trails systems could similarly benefit both systems, picking up more transit
riders in off-peak times and making regional parks more accessible to more
people at more times.
In building an efficient transit system, one with more housing
options and other development near stops and stations and with higher rider capacity,
we should also be sure that our transit system connects as many regional
attractions as possible, perhaps by both siting new parks near transit lines
and by extending bus service to parks in current off-peak travel times. Our regional
park system is also growing: current plans are to add more than 15,000 park acres
and 700 miles of trails by 2030. By taking advantage of that growth, we can
ensure that people can ride the bus or train, bike, or drive to their choice of
regional parks.
If you’d like to explore a fun tool for seeing which regional
parks (or other regional amenities) you can reach via transit in a certain
amount of time, check out Mapnificent.
Mapnificent is an online tool (still in an early phase of development) that shows
you the area you can reach via public transportation from any point in a given
amount of time. (A sample map for regional park destinations is pictured
below).
Mapnificent generated this map of regional parks
(red) that can be reached by transit from downtown Saint Paul (orange) in 30
minutes or less. (Note: Mapnificent does not work in Internet Explorer, but
will work with other major web browsers.)
For a map to all the regional parks and a list of the activities available,
visit the Regional
Parks page of the Metropolitan Council, which links to the local park
agencies who manage the regional parks and trails as well as their local park
systems.
All featured
images provided courtesy of The Trust for Public Land.
By Whitney Lawrence, Member Engagement/Senior
Organizer
“The
most significant opportunity to reduce carbon emissions . . . is transportation—which
in turn depends on community design.” —Peter Calthorpe
Last week, TLC members and allies gathered in
Minneapolis to take a closer look at the connection between transportation and
climate change. Over 50 people attended the event, which also featured
presentations from Jim Erkel of the Minnesota Center for Environmental Advocacy
and Joshua Houdek of the Sierra Club. Thanks to all who could join us!
The US Environmental Protection Agency affirms that "the more greenhouse gases we emit, the larger future climate changes will be." As discussed at our recent event, current Minnesota law specifies aggressive
goals for reducing greenhouse gas (GHG) emissions. Using 2005 as a baseline,
the goals call for decreases in GHG emissions by the following:
15% by 2015,
30% by 2025, and
80% by 2050.
How do we
get there? We will never meet the emissions standards outlined above if we do not
seriously address our transportation system. Transportation accounts for 24% of Minnesota’s total CO2 output, making
it the second largest contributor to our state’s GHG emissions.
This is consistent with patterns for the U.S.
at large. The EPA
reports that, with a 27% share, transportation is also the second largest
end-use contributor to GHG emissions nationally. Of this pollution, 62% comes from cars &
light trucks (SUVs, pickups, minivans).
Understanding how and why transportation
contributes to our GHG emissions is crucial to addressing the problem. First,
it is important to understand that transportation is a derived demand. Put
simply, people are not driving or riding the bus for fun—they are doing it
because they need to get from point A to point B.
The options we have for getting from point A
to point B have a significant impact on transportation patterns and GHG
emissions. The average Twin Cities commuter puts approximately
2.6 tons of GHG emissions into the atmosphere every year by driving alone
to work. And, an
estimated 78% of workers who drive to work drive alone. In the coming
decades, cleaner fuels and more fuel efficient vehicles will help. However,
reducing the number of vehicle miles traveled is the single most important
thing we can do to lower GHG emissions from transportation in Minnesota.
With this in mind, it is crucial that the
state and region fund the build-out of public transit and well-connected
networks for bicycling and walking so more people have the option to leave the
car at home or live without one. Transit emits a fraction of the pollution of
driving alone, and getting around by bike or on foot produces zero emissions. Unfortunately,
only 25% of metro households and 10% of metro jobs are conveniently served by our
current transit systems. It’s one of many reasons why TLC and the Transit for a
Stronger Economy coalition are spearheading a movement to accelerate the build
out of the regional transit system. (Learn more and get involved at www.transit4mn.org.)
Transportation and land use go hand in hand. Residents
who live in more compact, mixed-use areas use transit at a rate that is 2-5
times greater than the rest of the region, which reduces the number of car trips
they take by up to 50%. And less driving
means less GHG pollution.
The Minneapolis/Saint Paul area is one of
least compact metro regions in the nation. Our land use policies and transportation
investments have traditionally encouraged people to live far from where they
work: the average Twin Cities commuter travels 13 miles and crosses county
lines at least once reach to their job. This means they often have to drive, which
significantly increases CO2 output. As shown on the featured map, people living
near the core of the Twin Cities metro region—where there is higher density and
greater access to transit—have a smaller carbon footprint. Land use policies
that encourage transit-oriented development and communities designed for bicycling
and walking will be key to helping Minnesota achieve greenhouse gas (GHG) reduction
goals.
What else will help Minnesota put the brakes
on climate change? Try leaving the car at home for one extra trip each week and
make that trip by walking, sharing a ride, bicycling, or taking the bus or
train. We encourage you to drive differently and to drive less whenever
possible. More tips and inspiration for doing exactly that:
Sincere thanks to Jim Erkel at Minnesota
Center for Environmental Advocacy for contributing graphics and information for
this article.
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
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.
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.
Do you want to be riding the Southwest Light Rail line by
2018? Let everyone hear you say, YES!
There are three public hearings in November (see details
below) about the Southwest LRT Draft Environmental Impact Statement (DEIS). The
DEIS is part of the process to receive federal funds for the line—up to 50% of
project costs.
These hearings are very important because they will set the
tone for the Southwest LRT conversation at the state capitol this coming
legislative session. The state is being asked to pay 10% of the cost of the
line. TLC encourages everyone who supports this new line to attend one of the
public hearings. We would like a resounding turn out in support of the
line—because it is a smart investment for our region and state.
The DEIS shows that the benefits of the Southwest LRT substantially
outweigh the impacts while moving us toward a 21-st century transit SYSTEM. The
Locally Preferred Alternative (LPA—alignment LRT 3A) is the most cost effective
per rider and fits with the land use and economic development plans of the
communities along the line. Some residents in St. Louis Park are concerned
about the proposed freight rail re-route, but we are confident the County and
partners can appropriately mitigate the impacts.
Map of Locally
Preferred Alternative (LPA) alignment for Southwest light rail
Here are answers, based on the DEIS, to four common
questions about Southwest LRT:
1. Is Light Rail the best alternative?
Yes. The Southwest corridor is growing (population and
employment) but (quoting the DEIS) there is “limited additional traffic
capacity on existing streets and highways resulting in increased travel time,
delays, and air pollution.” The DEIS studied options including doing nothing
(the No Build Alternative), Enhanced Bus Service, and several different Light
Rail alignments.
Of the options, building an LRT line is the most expensive,
but also has the greatest potential to address the needs of the region. In
contrast, the Enhanced Bus Service option “would only marginally improve the
existing conditions.” Neither enhanced bus service nor doing nothing is
consistent with local and regional comprehensive plans and “would not improve
mobility, provide a cost-effective, efficient travel option, or support
economic development or an economically competitive freight rail system.”
2. Will low-income and minority communities
be adversely affected?
The DEIS finds that construction of the line will not
disproportionately affect low-income or minority communities and that there
will be positive effects in terms of increased transit service—improved frequency,
capacity, and reliablity means accessing more job centers more easily. The line
should also help air quality for all residents by shifting trips from
automobile to transit, resulting in about 5,700 fewer auto trips per day on the
highway system.
Low-income residents make up 8.1% of the population of the
corridor within a half-mile of the proposed line, while 26.3% of the population
is minority. In the whole Southwest LRT study area, there are more
renter-occupied housing units (52,667) than owner-occupied units (40,872).
Whether this will change—and whether affordable housing options will be
maintained—is a question for the planning areas along the line. The DEIS d
lists exactly what plans are in effect for different segments of the line (See
table 3.1-2 Summary of Local and Regional Comprehensive Plans in Chapter 3 of
the DEIS, available on the Southwest Transitway web site.)
3. Will the Cedar Lake Bike Trail be
affected?
Long-term impact on bike trails is not anticipated, though
there will be temporary trail re-routesas part of construction. When finished,
fencing or other measures would separate bicycles and pedestrians from the LRT
line. Trail users may have to travel slightly longer distances than today
because of fencing and the consolidation of access points.
The DEIS notes that station areas will be designed to
provide access by walking and bicycling and include amenities such as bicycle
lockers, bicycle racks, and covered seating areas. Most stations would have new
sidewalks and trails, would employ ADA-compliant design standards, and would
place special emphasis on creating neighborhood connectivity.
4. What is happening with station-area
planning?
Station area planning is underway for many stations,
including Mitchell Road, Southwest Station, Eden Prairie Town Center, Golden
Triangle, City West, Opus, Shady Oak, Downtown Hopkins, Blake Road, Louisiana
Avenue, Wooddale Avenue, and Beltline Boulevard. Chapter 5 of the DEIS
indicates which planning community is in charge of station-area planning. Most current
activity is happening in Eden Prairie, Minnetonka, Hopkins, and St. Louis Park.
(For more, see Table 5.2-1 Planning Segments and Stations, in Chapter 5 of the
DEIS, available on the Southwest Transitway web site.)
The DEIS notes that building a light rail line brings big
opportunities regarding “land use intensification” and better transit access.
Better access should spark both business and residential development.
Actual station-area planning is up to the local units of
government. TLC commented last year on
the Metropolitan Council’s draft guidelines for transitway development. Two
points bear repeating:
Transit
Oriented Development. The Met Council should set and enforce explicit TOD
goals, including greater specificity about tools and collaborative strategies
to achieve these goals, explicit procedures for advancing affordable housing,
and annual reporting on TOD outcomes.
Parking.
How parking is designed at transitway stations is critical to building
ridership and sparking adjacent development. An LRT station is not foremost a
park-n-ride, it is an opportunity to create vibrant, connected neighborhoods
where people want to live and can easily get around on foot or by bike as well
as by car. Parking needs to be designed to anticipate increasing density in
land use.
A land use map from the Hopkins
Station Plan (full plan available here)
Public Hearings Schedule:
Tuesday,
November 13th Hennepin
County Government Center 300 South
6th Street, Minneapolis A-2400 MAP 4:00 to 5:00
PM public open house (Public Service Level) 4:30 PM
Formal Public Hearing
Wednesday,
November 14th *Strong turnout from
opposition expected at this meeting!* St. Louis
Park City Hall 5005
Minnetonka Boulevard, St. Louis Park MAP 5:00 to 6:00
PM public open house 6:00 PM
Formal Public Hearing
Thursday,
November 29th Eden Prairie
City Hall 8080
Mitchell Road, Eden Prairie MAP 5:00 to 6:00
PM public open house 6:00 PM
Formal Public Hearing
Through December 11, 2012, comments also will be accepted
via the online comment form on the Southwest Transitway website, via
email (swcorridor@co.hennepin.mn.us), or by mail to: Hennepin County, Housing,
Community Works & Transit, Attn: Southwest Transitway, 701 Fourth Ave S,
Suite 400, Minneapolis, MN 55415.
After the comment period closes on December 11, 2012, the
Federal Transit Administration (FTA) and the Metropolitan Council will consider
all comments and provide responses to substantive comments in the Final
Environmental Impact Statement (FEIS). The next two big “gets” for this project
will be securing funding for the 10% state share of the cost of the line and
then securing approval from the FTA to enter Preliminary Engineering. After
Preliminary Engineering, comes the Full Funding Agreement from the FTA, which
is a signal that construction can begin—hopefully in 2014 for a 2018 opening.
In the transportation and land use realm, Los Angeles has earned
an infamous reputation as a car-dependent metropolitan region with major air
quality problems. Today, however, a historic shift is underway and politicians,
planners, and citizens are rallying around a long-term vision of greatly
expanded transportation options and reinvigorated communities.
In mid-October I attended Rail~Volution 2012 in Hollywood
and saw firsthand the Los Angeles area’s extensive subway, surface rail, and
bus system that, thanks to Los Angeles County voters, will grow tremendously in
the decades ahead, transcending L.A.’s
image as a land of ubiquitous freeways. As Christopher Leinberger, a developer
turned researcher/advocate, noted during the conference, “the drivable suburban
fringe collapsed over the past half-decade” and it would be wise to plan for
new forms of land use and development going forward. It seems we can
increasingly look to the Los Angeles metropolitan area for this type of
thinking put to action.
Growing options for
getting around the Los Angeles area. (Photos courtesy of Barb Thoman)
Throughout my visit, I was struck both by the exciting transformation
taking place in the region and by the long arc of transit advocacy. Rail~Volution
began in 1995 in Portland and has since become a national, annual event where
public transit advocates and implementers share their homegrown experience and
evolving visions and philosophies. At a reception this year, I serendipitously
chatted with a Sacramento transit planner and former Minneapolis resident who
lobbied in the 1970s for creation of the Hiawatha LRT line that eventually
opened in 2004. It reinforced my sense
that while
good ideas often take time, they prevail through the committed efforts of
visionary leaders and engaged citizens. Transportation is both access to
opportunity and a major shaper of the places we call home. Consequently, we all
have a stake and we should all be advocates for “building livable communities
with transit,” the theme of Rail~Volution 2012.
The latest news on long-term trends in the national transportation
landscape informed many Rail-Volution sessions. As presenters emphasized, transit,
biking, and walking rates continue to rise steadily and greater investment in
transit is increasingly on the ballot and supported by local voters across the
country. The market continues to grow for housing and offices near good transit
and walkable streets. And new technology regularly opens up exciting new
possibilities from tracking bike and pedestrian trips (and comfort level) to
the potential for the 3D
Express Coach, a radical new hybrid of transit and highways.
Ample pedestrian lanes encourage foot traffic through a shopping area in Pasadena. (Photo courtesy of Kathie Doty)
Appropriately, most of the Rail~Volution sessions also
included a multi-dimensional approach—i.e. transit and housing, and community
development, and school access—that simply wasn’t taught to or practiced by
transportation planners and engineers who designed most of the roads, parking
structures, and transit systems in place today. This new, integrated approach
is leading to significant institutional changes. L.A. Metro, for example, has a
new definition for the "highest and best use” of land it owns near transit
stations. The new definition considers the long-term importance of affordable
housing (which translates into more future transit customers), not just the
highest short-term monetary return. And across the country, realtors, housing
developers, and home buyers can easily
assess the combined cost of housing and transportation at any precise
location.
While an arc of successful transportation advocacy can already
be seen in the inspiring Rail~Volution workshops, the L.A. tours of abundant LRT,
BRT, heavy rail, and lots of new bike lanes, and the large contingent of
attendees from the Twin Cities (over 80), the impetus for Rail~Volution is far
from over. Success has brought new challenges including an anti-tax movement
that is anti-transit, efforts to block local planning initiatives, and a lack
of federal leadership evident in MAP 21 (the recent federal transportation law)
that could negatively affect funding for transportation options in Minnesota. .
Since 1996, Transit for Livable Communities has strived to
bring long-range and holistic perspectives (and action) to the design of the
Twin Cities transportation system. Designing
a fair and effective transportation system has always been, and will continue
to be, a challenging endeavor. Getting it right depends on clear values, innovative
policy, and thoughtful definition of obstacles, as well as smart technology and
educated community members. Most importantly, it depends on involving all
stakeholders in a meaningful manner. We will continue to build a strong
coalition of partners advocating for the world-class transit/bike/walk systems
our region deserves. We will learn from other forward-thinking metro areas like
Los Angeles along the way, and expand this dynamic conversation about livable
communities when Rail~Volution comes to the Twin Cities in 2014.
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