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.
This week, Governor Mark Dayton announced that Charlie Zelle
will take over in January as the head of the Minnesota Department of
Transportation. Zelle is the CEO of Jefferson Lines, an inter-city bus company.
He also is chair of the board of the Minneapolis area Chamber of Commerce.
"Charlie Zelle understands that transit is essential
to creating jobs in Minnesota and making sure people can get to work
affordably," said Barb Thoman, executive director of Transit for Livable
Communities. "As commissioner of MnDOT, Zelle will be working with a very
talented and dedicated staff. We hope he will ensure that MnDOT is a partner in
building out the transit system, accelerate the implementation of Complete
Streets policy throughout the state, and focus on keeping our roads in good repair.
He understands the links between urban, suburban and rural communities--and how
our economic health depends on being connected."
Four of the metro region’s most
highly anticipated transitways—Cedar Avenue Bus Rapid Transit (BRT), Bottineau,
Gateway, and Southwest LRT—recently have crossed important milestones toward
opening for service.
Cedar BRT, scheduled to open next spring, will
travel 16 miles through Apple Valley, Eagan, and Bloomington, where it will
connect at the Mall of America station to the Hiawatha LRT to downtown
Minneapolis. Cedar BRT will use a dedicated lane on Cedar Avenue and the MnPass
lane on I-35W to insure speedy travel.Station-to-station
buses are expected to operate at 15- to 30- minute frequencies, seven days a
week for 15-18 hours per day. This corridor will also continue to
have express bus service from Lakeville to downtown Minneapolis during peak
hours.Initial stops
will be Cedar Grove Station, 140th St., 147th St., and Apple Valley
Transit Station. Lakeville stops will be added at a later time. Parking
is available at Cedar Grove and the Apple Valley Transit Station. More information about Cedar BRT.
Left: Cedar BRT Stations Map courtesy MVTA. Right: New Cedar
BRT bus.
The Southwest LRT project, connecting downtown Minneapolis and Eden
Prairie, issued a Draft Environmental Impact Statement for public comment this
fall. The DEIS process seeks to identify impacts of the different alignments.
Public hearings on the DEIS were held in November in Minneapolis, St. Louis
Park, and Eden Prairie. Written comments can be submitted through 5pm, December 31st. The
hearings and written comments will give rail planners helpful feedback as the
exact alignment, station locations, and the myriad impacts are worked out. The
Federal Transit Administration already has approved this line to move into
Preliminary Engineering, which is expected to begin in 2013. The full State share (10 percent of the project cost) has not yet been secured.
The Bottineau Corridor is very close to selecting the Locally Preferred
Alternative, which is expected to identify LRT as the mode and D1 as the route.
With the exception of Golden Valley, all of the communities along the corridor—including
Minneapolis, Robbinsdale, and Brooklyn Park—have passed resolutions of support.
It is important to note (as we did in a previous blog) that the transit planning for this corridor
and sub-region calls for new transit service in North Minneapolis through some
combination of rapid bus and/or streetcar.
The Gateway Corridor Commission, which focuses on service from the St.
Croix River to Saint Paul / Minneapolis, recently selected Alternative 3 as the
preferred project option, from among 8 studied in the Alternatives Analysis.
Alternative 3 is bus rapid transit on Hudson Road (frontage road) and I-94
East. Alternative 5 (LRT along the same corridor) will be also move forward to
be studied for comparative purposes in the Draft Environmental Impact phase.
BRT in the Gateway Corridor is being planned to include both station-to-station
service and express service that bypasses some stations. The comment period for the most recent plans for the Gateway
Corridor will be open until January 3, 2013.
We know there is neighborhood
opposition in St. Louis Park to the freight re-routing component of Southwest
LRT and objection in Golden Valley to the proposed route for the Bottineau
Corridor in the current rail right-of-way along Wirth Park. We also understand
that some East Metro voices hold firm to the notion that the Gateway line
should be LRT (the current plans do allow for a transition to LRT at some point
in the future when greater housing/commercial density supports greater
ridership). In all three cases, time remains to ensure appropriate mitigation
where necessary and to adjust plans to best accommodate future economic
development.
Eyes on the Prize
As neighbors and planners work to
define the alignment and stations for these corridors, we want to make sure to
keep eyes on the prize—and on the funding.
The development of a transit
system in the Twin Cities is essential to long term competitiveness—job
creation, access to jobs, and many other benefits. This was reaffirmed recently
in the ITASCA Project’s Return on Investment (ROI)
Assessment of a regional transit system.
A conservative estimate shows the highest ROI—of $3 in benefits for each $1 in
investment—with an accelerated build out of the transit system and with growth
targeted to transit stations. The assessment calculates six types of direct
impacts, on travel time and reliability; vehicle operating costs; shippers and
logistics costs; emissions; safety costs; and road pavement conditions.
Affordability and health are also
key benefits to building a future with better transit options.
People consistently say they want
more transit, especially as gas prices rise. Transportation is the second
largest household expense, and takes a larger share in low-income families.
Yet, currently, only 25 percent of metro area residents have access to
convenient transit (defined as within a quarter-mile of service that runs at
least every half-hour).
The economic upside of
stimulating new housing and jobs along transit corridors has the additional
benefit of preserving open space and making more trips possible on foot or by
bicycle. Plus, people who take transit walk more than people who drive alone.
As we’ve noted many times, a
broader concern is funding. The funding to build and operate Cedar BRT is
assured, but, unfortunately, the same can’t be said for the other three
corridors.
We encourage our readers to be
strong voices for increased investment in transit and to engage in the details
of getting planning right for transitways, stations, and connections by
bicycling and walking.
On December 8, Saint Paul’s historic Union Depot will officially
open to the public and begin serving transit passengers for the first time in
40 years! TLC is eager to participate in Saturday’s grand reopening festivities
and to hop aboard one of the Metro Transit buses that begin serving the depot
that same day. We recently sat down with Ramsey County Regional Railroad
Authority’s Josh Collins, to ask some questions about new transit service, the restoration,
and what to expect at the December 8 celebration. We hope to see you there—be
sure to stop by TLC’s table to say hello!
TLC: What modes of
service are launching at Union Depot and when?
JC: The services begin in phases. Metro Transit bus service
and casino shuttle service will begin on December 8. In January, Jefferson
Lines will begin regional bus service out of the Depot. Amtrak will relocate to
Union Depot sometime in 2013 and the Green Line (Central Corridor LRT) will
start in 2014.
TLC: What will Union
Depot offer for bicyclists and pedestrians?
JC: In early 2013, One on One Bicycle Studio will open a
full-service bicycle center in the depot, featuring secure storage, bicycle
repair and retail, showers, lockers, and food/drinks for commuters on the go.
We have built a new bike path across the north side of the train deck along
Kellogg Boulevard, which will eventually connect to the Bruce Vento Regional
Trail. For pedestrians, we have made significant improvements to the sidewalks
around the depot, and from the river
into Lowertown along Sibley Street. Clearer pedestrian paths, wider sidewalks,
and improved sight lines all contribute to a safer environment for pedestrians.
TLC: Why is it
important for multiple modes of transportation to converge at the restored
Union Depot?
JC: To address the complex transportation needs of the
community, we need transportation options. Union Depot serves as a connection
point to services, amenities, and facilities that serve all types of people.
Multiple types of mass transit, bicycling, walking, and automobile users all
will find utility at Union Depot. Even those who travel up the Mississippi
River on the steamboats to Saint Paul will find themselves only feet from Union
Depot.
TLC: Can you tell us
about any new or expected housing, office, or other development near Union
Depot? How do you think this reopening will impact downtown Saint Paul?
JC: The great thing about Saint Paul—and of course,
Lowertown—is that things are already happening here. The reopening of Union
Depot is just a part of the incredible energy and enthusiasm that people have
about the future of the east metro. Inside the depot, we have numerous
opportunities for additional restaurant, retail, or office space. By the time
the Green Line opens we hope to have added additional tenants to the depot,
which will draw people inside the great building. Lowertown is a noted arts
community, and at the depot we are looking forward to becoming part of the
bustling, creative community.
TLC: From 1923-1971,
Union Depot was a bustling hub for freight and passenger rail. Are there any
interesting elements of Union Depot’s history that stood out or were preserved
through the restoration process?
JC: We conducted public tours through the second year of
construction, and the personal stories and memories that were shared by some of
the attendees were profoundly moving. We spoke with a woman who said goodbye to
her father in 1942 at Union Depot, where he took his final photo with his
family before dying in a plane crash in the Philippines. We met families who
arrived in the 1950s as refugees from their homelands, who began new lives in Saint
Paul and view the depot as the place that welcomed them home. We met the
children of orphans placed on trains in New York and sent westward in the early
1900s, who arrived at Union Depot to join new families in and around Saint
Paul. The emotional connection that Union Depot has with the community is
absolutely incredible.
TLC: What can people
expect during the grand reopening celebration on Saturday, December 8?
JC: The day begins at 9:30 a.m. with remarks from public
officials who were instrumental in making the project happen. This project took
the commitment of local, state, and federal officials, and the investment has
put a great many people to work. At 10 a.m., the wall separating the public
from the waiting room will come down and family-friendly celebrations will
continue into the evening, culminating in a family movie night (“Elf”!). There
will be actors from Bedlam Theatre recreating historical events and moments out
of time, artists, musicians, flamenco and belly dancers, information on
transportation, booths featuring historical information and much, much more.
TLC: Is there
anything else you’d like to add about Union Depot, our region’s transportation
system, or the significance of this restoration & reopening?
JC: The children who will attend this event will never know
a Twin Cities that doesn’t have trains running down the streets. Think about
that. Union Depot is steeped in history and memories. On December 8, we will
welcome back generations who remember the “way it was,” but we know that it is
just the beginning of a new era of experiences and memories yet to be.
Learn more about Union Depot and the grand reopening celebration here.
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.
A TLC board member, Ken works at the State of Minnesota Department of Economic Development (DEED). He is chair of the Minneapolis Disability Committee and recently was appointed by the Governor to the State Rehabilitation Council.
Please tell me how
you get around, your daily commute?
I start off my day walking to my local bus stop, because I
am a transit dependent individual. I live in Minneapolis and work in downtown
Saint Paul. I like being on the bus. I like that time to myself.
How long have you
been in the Twin Cities?
I grew up in southern California and taught math and science
in the Orange County area of LA. About 20 years ago, I moved to Minnesota to go
to nursing school. I fell in love with the weather and how different it was. When
I got my nursing license, I got a job right away at Abbott Northwestern as a
cardiac nurse. I just loved it and I stayed. In my fourth or fifth year of
nursing, I discovered I had an eye disease that left me a year later completely
without sight. So I lost my ability to do nursing.
You had to adjust to
blindness as an adult?
Exactly. I had to go back to school and learn how to do
things again. That included learning to travel using public transportation. I
had someone who taught me how to use public transportation to get where-ever I
needed to go. It was a very positive thing from the very beginning.
It was part of adjusting
to blindness?
Yes, they call it adjustment to blindness training. It’s a
part of the vocational rehabilitation system throughout the nation. I was lucky
enough to have that education provided at no cost. It’s part of our taxes.
For many people, figuring
out how to use the bus can be a barrier.
Absolutely. I hear that from a lot of people. And a lot of
my friends who are car dependent, they say they’ve never even ridden the bus. I
find it fascinating. But when I was car happy I never rode the bus either. I
“get” that in the car-focused world, public transportation is something you see
and drive around but never think about too much. To figure it out the system
without any introduction or education or training, has to be a little bit
frightening.
Do you have any advice
about where to start, for those unfamiliar with riding the bus?
Have somebody take you by the hand, figuratively, and walk
you through the system—this is how you get on, this is where you put your
money. Those things are so intimidating to people. They don’t know what to do
and don’t want to appear dumb or awkward, so they stay away. For me, having
someone show me where to sit, how to pull the cord to get off, really did
demystify using the bus.
What is your work
now?
I found that as a blind person, newly experiencing sight
loss in a sighted world, that there’s a whole system to learn to request
services that you need. I knew I could get them, but it was up to me to ensure
that I got what I needed. I found myself being more of an advocate but that I
didn’t have the skills to be effective. I’ve always had a penchant for looking
at a system and trying to make it better—to make it easier for someone else who
needs that same thing. I learned that there’s a formalized way to do this, which
is public policy. I wanted to make lasting change and the only way to do that
is to attack the policy part. That’s what got me to the Humphrey Institute. And
that led to my current position in the vocational rehabilitation services
program at DEED.
What kind of cities
or neighborhoods work well for someone who is visually impaired or using a
wheelchair?
For me, living in the metropolitan area is the best because
I’m close to everything. Being close to a major bus line is certainly something
I look for when I look at housing. I want to be in the middle of everything,
where I can get anywhere pretty quickly. I am active in the community, so it’s
very important to be able to get to places as easy as possible.
Does that also affect
the jobs that are open to you?
It certainly has an impact on my decision when I’m looking
for a job. I try not to let that hinder my options, but sometimes it can be a
deciding factor. I’ve talked to some of my friends, for whom absolutely, it’s a
top priority.
The Americans with
Disabilities Act passed in 1990. What have been the barriers to implementation?
You have hit on my complete passion and reason for living
right now. The law is the civil rights act for people with disabilities.
Although it’s a good solid law, it didn’t have any teeth. The ADA requires all
federal agencies to implement it, but until recently it wasn’t interpreted to
apply to public entities. Now it clearly is a responsibility for all. The law
says that programs and services provided by an organization or an agency have
to be accessible. That’s the biggest success and has led to things like curb
cuts on curb corners and accessible pedestrian signals.
Is there now a tool
kit so entities can figure out what they need to do?
There’s an ADA.gov web site including tool kits and best
practices and how-tos and implementation guidelines. Everything you would ever
want to know about how to implement ADA features into your programs and how to
make them accessible. It’s taken people with disabilities working through the
system to develop all this process. It’s slowly been gathering momentum. We are
finally at a place where we’re seeing the implementation being commonly
accepted and looked-for.
How did you become
involved with TLC?
In giving testimony at public hearings, I found myself
either speaking right after Barb Thoman [TLC’s executive director] or right
before and our words were almost mirror images of each other. We were fighting
for the same things—our missions were identical. That’s what initially got me
interested in the work of TLC.
As a board member,
what motivates your work with the organization?
I’m able to add the voice and perspective of the disability
community to broaden some of the campaigns that TLC is involved with. This
might have happened on its own, but would have taken much longer. When I came
onto the board of directors I knew that I would find ways to bridge the two
communities. It’s worked really well, with some work behind the scenes, some
more visually, out in public.
What would people
see?
At some of the public events TLC is holding, there are more
people with disabilities present. When you have a crowd of people who are all
able-bodied, everybody looks the same, nobody sticks out. But when you have a
blind person with a white cane, or a blind person with a guide dog, or a person
in a wheel chair with all those able-bodied people, doing the same thing, it
makes the awareness different. People see the bigger crowd differently when
there are a variety of people. Within the disability community, we’ve been
looking for ways to raise awareness of public safety for a long time. But if we
can work together, how much more powerful can that be.
In closing, I would hope that other individuals reading this
would be piqued with interest. I hope they will participate and find through
working with TLC that their voice will be bigger.
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.
Editor’s Note: This blog is part of a series exploring Thrive MSP 2040,
the long-range regional plan being crafted by the Metropolitan Council. Because
Thrive MSP will provide a strategic vision for the Twin Cities for years to
come, we encourage you to stay informed about Thrive MSP throughout the
planning process. Even better: be involved! Tell the Met Council what investments
matter most to you, and what kind of community you really want to live in. Share
your ideas online. Here, Dave Van
Hattum explores the connection between Thrive MSP and your transportation and
housing options, decodes the planning process ahead, and shares primary principals
guiding the Met Council.
So why does a regional and local land use plan like Thrive MSP matter?
Think of THRIVE as Transportation and Housing, Regional Investments for Everyone. By encouraging more compact development, a mix of uses,
open space protection and strong connections between future development
(housing and commercial) and transportation systems, regional and local land
use plans can play a significant role in creating more affordable
transportation and housing options for all Twin Cities households.
Housing and transportation are the
two greatest costs for most households—and represent an even larger financial
burden for low income families. When households can live with fewer cars, have
more housing choices, and more practical options for getting around by transit,
biking, and walking, costs can be substantially reduced. And the savings can be
redirected to mortgage payments, education, health care costs, etc. Ultimately,
it’s about investing in choice, affordability, sustainability, and economic
opportunity.
How will the Met Council and Thrive MSP actually influence development
and transportation choices in the region?
In a nutshell, Thrive MSP 2040
will forecast population and housing growth levels, allocate that growth to
different parts of the region, and provide the foundation for the Met Council’s
system plans for Transportation, Aviation, Parks and Open Space, and Water
Resources. These regional systems plans, in turn, set expectations for local
comprehensive land use plans in every city and county in the seven-county metro
area. It is critical that the new regional plan allocates growth based on a sustainable
vision that recognizes changing demographics, housing size, and transportation
costs.
The Met Council plays a
substantial role in the extent of transportation choices across the region. The
Council operates Metro Transit, collaborates with suburban transit providers, andallocates
a substantial pot of federal transportation funding to local and regional projects.
While less directly involved in
housing, the Council is undertaking a regional housing plan with major
implications for the provision of affordable housing in the seven-county
region.
What process can you expect and how can you voice your opinion?
Thrive MSP 2040 is moving forward
with two key interdependent processes: One, the creation of key principles and
goals by Met Council members; and two, a series of public listening
sessions in cities throughout the region. Identifying principles is a great first step
as it will provide basic elements of the emerging regional plan for the public
to react to. The listening sessions and a corresponding online forum are then providing
the first of several opportunities for the public to shape the vision,
principles, goals, and objectives of the Thrive MSP 2040 plan. Expect more opportunities to weigh in as
the plan takes shape over the next two years.
Six key principles and why they need your input
At a recent working session, Met Council
members recommended six provisional principles to guide all their work. Interestingly,
these principles are easily grouped under the three e’s (economy, environment,
and equity) of sustainability, along with a principle guiding the process of
creating and successfully implementing Thrive MSP 2040.
Economy
Principle 1: Prosperity,
Vitality, Livability
Principle 2: Economic
Opportunity
Equity
Principle 3: Equity
Environment
Principle 4: Stewardship
Principle 5: Sense
of Community, Sense of Region
Public Process
Principle 6: Partnerships/Collaboration
To get to a true regional vision, community
members and local governments need to bring greater definition to these broad
principles. For example, what does equity mean to your city, to you? What will
greater prosperity, vitality, and livability look like in communities and
families across the Twin Cities? Which transportation investments will lead us in
that direction? This conversation is already underway, and with significant
implications for the future. Join in now with your own sense of what our region
needs to thrive!
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