Southwest LRT Planning Moves Forward, But Not Without Challenges

By Dave Van Hattum, Senior Policy Advocate

The highly anticipated Southwest light rail transit (LRT) line, from Eden Prairie to downtown Minneapolis, could open for passengers by 2018—if the project stays on track.

Like all major transportation projects, however, Southwest LRT must overcome financial and engineering hurdles en route to operation.

The stakes for the region are high: The Southwest LRT line is a key component of a Twin Cities metro system of transitways (i.e. light rail, highway bus rapid transit, and possibly additional commuter rail), expanded regular route transit, and improved bicycle and pedestrian connections. Expected to be the region’s third LRT line, after Hiawatha (Blue Line) and Central (Green Line) Corridors, the 15.8-mile Southwest line will seamlessly connect with Central Corridor LRT, effectively extending the Green Line. The Southwest line will improve affordable access to 210,000 existing jobs and another 60,000 jobs projected by 2030. It will connect the southwestern suburbs (especially Hopkins, St. Louis Park, Minnetonka, and Eden Prairie directly along the line) to downtown worksites. Large suburban employers, such as Cargill, Comcast, SuperValu and United Health, and their employees will greatly benefit from LRT connections to the southwestern suburbs and from the two downtowns, University Avenue, and North Minneapolis.  

Funding

While planning and community engagement around the line rolls on and excitement among residents continues to build, the Southwest light rail line is not yet a fully funded project.

Luckily, Southwest LRT remains well positioned to secure federal New Starts funding for one-half of the $1.25 billion capital cost. And with projected daily ridership of nearly 30,000; substantial new commercial and residential development anticipated at the 17 stations; and light rail clearly identified as the best transportation solution for this busy corridor, Southwest LRT is a smart investment for our metro region. The local share of the capital costs will come from a combination of regional sales tax revenue (1/4-cent sales tax administered by CTIB), county property taxes, and a state share. With $37 million from the state General Fund directed to the project this past legislative session, project planners hope to secure the remaining $81-million state share during the 2014 legislative session—either through G.O. bonding and/or an increase in the  regional sales tax.

Largely due to the potential for direct economic benefits (primarily from reduced traffic delays and reduced car costs) and improved livability, a recent poll from the Minneapolis Regional Chamber showed that 75 percent of voters in the Twin Cities metro area support state spending on Southwest LRT. Let’s hope Minnesota’s legislators are listening: without additional state funding in 2014, a federal matching grant and project timeline both will be at risk.

Engineering

Engineering hurdles still facing Southwest LRT include designing numerous bridges and tunnels, and planning for access by cars, buses, bicyclists, and pedestrians to the stations. Planning for parking also is a pending issue.

Most urgent, however, is the need to determine how to handle freight rail traffic and LRT vehicles in the St. Louis Park/South Minneapolis section of the line. The Metropolitan Council hopes to have a solution to this heavily debated issue by late summer 2013.  

Two options for freight and light rail service are being carefully studied: freight rail relocation in St. Louis Park, and freight/LRT co-location in South Minneapolis. (PDF, see page 2)

Credit: Metropolitan Council

 

This summer, new freight rail relocation possibilities under consideration include gentler curves and a flatter alignment than proposed in the Draft Environmental Impact Statement (DEIS), and two options at the St. Louis Park High School: moving the football field and running freight tracks over the field’s current footprint, or skirting the freight tracks to the east side of the football field.

Minneapolis co-location options currently being studied include:

• Tunnels for the LRT track
• Elevating the LRT track
• Relocating the bike/ped trail to create room for LRT and freight traffic
• Or co-locating, the bike/ped trail, LRT, and freight tracks all at ground level.

Project engineers presented their revised freight relocation and freight/LRT co-location options in St. Louis Park on June 13 and received feedback from community members.  As was expressed at the June meeting, there is substantial concern by some St. Louis Park residents about safety risks for people who live near the proposed freight train reroute. At the same time, space constraints leading to substantial engineering costs and property acquisitions via eminent domain make the co-location options challenging as well.

For more maps and information on revised freight relocation and freight/LRT co-location options see this recent PowerPoint (PDF), or watch the presentation given to the St. Louis Park City Council in late May.

Development

Concurrent with engineering the Southwest LRT line, planning is underway for future development near the 17 LRT stations.

Planning for new residential development is critical given the substantial demand for housing near light rail, and the desire of Hennepin County and the Metropolitan Council to “provide a full range of housing near new transitways.” Hennepin County recently hired Maxwell Research to conduct a Southwest LRT Housing Inventory which includes an analysis of demographic and economic data within ½ to 2 miles of each station.

The Housing Inventory will provide important data for the Transitional Station Area Action Plans (TSAAP), and is the starting point for crafting a corridor-wide housing strategy. Still ahead are a housing market analysis, gap analysis, and setting goals and strategies for development.

Some highlights from the Housing Inventory (from within a half mile of  all stations along the line):

• 50 percent of current residents are 35 and under
• Majority of residents are renters
• Median annual household income is $50,580
• 31 percent of residents work in Minneapolis
• Study area includes four public schools, seven charter schools, and ten private schools
• Policies and land use plans by cities along the line are incorporating new language that supports high-density, mixed-use development, multi-family housing, and increased opportunities for affordable housing.

Get Involved

Bob Aderhold, TLC Board Member and Edina resident, was recently selected to serve on the Southwest LRT Community Advisory Committee (CAC). Bob will provide a strong local voice on Southwest LRT issues, and will provide future summaries of action items before the committee.

We encourage you to get involved in the ongoing planning process as well, and to show your continued support for Southwest LRT!

Be sure to check out www.swbeyondtherails.com, a new, interactive website where you can share ideas about Southwest LRT station area plans, and comment on others' ideas too.

If you live in Minneapolis or Eden Prairie, attend an upcoming open house on Southwest LRT station areas in your city:

• All Minneapolis stations: June 24, 4:30-7 p.m., Kenwood Community Center, 2101 Franklin Ave. W, Minneapolis
• All Eden Prairie stations: June 26, 4:30-7 p.m., Eden Prairie City Center, 8080 Mitchell Rd., Eden Prairie

 

Still hope for a bold transportation bill this session!

By Dave Van Hattum, Senior Policy Advocate

Taking action: This week at the Capitol, supporters called on legislators to fund transportation now.

In a surprise move a week ago, freshman senator Melisa Franzen offered an amendment on the Senate floor to the Omnibus Transportation Funding bill to provide new funding for roads and transit. That amendment passed and, soon after, the entire bill was adopted.  HF 1444 (previously SF 1173) includes a phased-in half-cent increase in the metro area sales tax for transit, and a phased-in increase of 5 cents in the state gas tax. The amended bill also includes a small percentage for bicycle and pedestrian connections, and increases transit funding for Greater Minnesota, meeting 70 percent of the need. Together, these investments will put Minnesota’s transportation system on the right path for the future. The question now is whether these elements make it into law this session.

TLC and the Transit for a Stronger Economy coalition have advocated all session for a funding bill that will greatly expand transit, and safe, accessible bicycling and walking connections. This past Wednesday, the coalition gathered outside the Governor’s office and marched to Speaker Thissen’s office. The walls of the Capitol echoed with voices calling, “Transportation Now!”       

This week, the Minnesota House and Senate have been conferencing the bold Senate bill with a “lights on” House Transportation funding bill that offers no increase in funding, but rather keeps status quo transportation budgets in place.  The Conference Committee is comprised of the following legislators.

Senate	House
Dibble	Hornstein
Champion	Bernardy
Carlson	Beard
Jensen	Erhardt
Kent	Sundin

There is still hope that end-of-session negotiations will get the job done on transportation. One possibility is that the half-cent sales tax will be packaged with $300 million in trunk highway bonds and as yet unnamed additional funding for roads. Another funding effort is a House bonding bill, championed by Rep. Alice Hausman, with funding for Southwest light rail and other key transit projects. 

All session, Governor Dayton has remained committed to his budget proposal, which includes a half-cent increase in the metro sales tax to significantly expand the metro area transit system. Let’s thank the Governor (click here or call 651-201-3400) and inspire him and legislative leaders to get the job done in the final few days.

The Transit for a Stronger Economy coalition will remain engaged in legislative action right up to the final bell—in this case, Monday, May 20.  We encourage other transit, bicycling, and walking advocates to do the same, and to keep the pressure on your elected officials through the weekend!  

Take action: send a quick message to your state legislators right now.

Photo Credit: Val Escher

Transit is a GO in Governor’s budget

Barb Thoman, Executive Director

Update:

Update: The Governor’s State of the State address last night focused on providing leadership to solve problems for Minnesota and end the chronic deficits we have faced over the last several years. Transit for Livable Communities, a member of the Invest in Minnesota coalition, believes that increased revenue must be part of the solution to provide for a future that works for the residents of this state.

The Governor last night spoke of delivering jobs and support for business to provide those jobs. More transit does this. He spoke about delivering efficient services, maintaining a healthy environment, and efforts to keep seniors in their homes and to make college more affordable. More transit helps do this.

Minnesotans by a vast majority support increased investment in transit—as a way to reduce traffic, create jobs, and help make budgets balance for working families, students, and seniors.

The Governor’s plan would broaden the sales tax and specifically fund transit expansion through an increase in the sales tax. While it does not go the whole distance, the Governor’s budget would put in place a stable base of funding for metro area transit —bus and rail.

In the case of transit, there are clear indications that investing more will have a high return on investment for the state.

As noted in our response to the Governor’s budget (see below), our coalition plan would do more.

The Governor has funded his vision. To those who criticize elements of his plan, remember that to embrace the vision for better transit in Minnesota without embracing the funding needed is false, empty leadership. Doing nothing also is not an option. It is time to act. We need transit for a stronger economy.

Original Response to Governor Dayton's Budget Proposal:

Governor Dayton’s budget proposal today sends a clear signal that transit is essential to building a stronger economy. It includes a mix of cuts and new revenue, including for transit. The overall plan takes two major steps forward.  

Firstly, the Governor’s budget recognizes that building out the regional transit system—bus and rail—will create jobs, attract top employers, and make it more affordable to get to work and school. The build out of the regional system will create 30,000 jobs, according to the Itasca Project report (pdf). The experience of the Central Corridor shows that subcontractors and workers come from all over the state.

Secondly, the Governor’s attention to the overall budget structure hopefully will mean that we can count on steady and expanding transit service, rather than funding battles that have resulted in whittling away of bus service. A stable funding platform eliminates uncertainty for everyone—for businesses and for individual families planning their budgets.

The Governor’s budget includes broadening the base of the sales tax and adding a new ¼ cent sales tax in the metro. These funds would:

• expand bus service by 1% each year—the first increase to basic bus service in a decade, and
• fund the Southwest LRT, Bottineau LRT, Gateway LRT or BRT, I-35W South BRT, up to 12 Rapid Bus or streetcar corridors, and up to 5 additional highway BRT lines.

 

This is a huge step forward in recognizing that we must increase access to transit for Minnesota families, seniors, and students. We know that transportation is the second largest household expense (after housing) and more people are turning to transit as gas prices remain high. We also know that more people are bicycling and walking for transportation.

We do have some concerns in these areas. As we dig deeper into the governor’s budget and continue working at the legislature, TLC and the Transit for a Stronger Economy coalition will be looking to make sure:

• that greater Minnesota transit service is not left behind. Transit use is growing in Greater Minnesota and makes a huge difference to seniors, people with disabilities, and to residents in cities like Duluth, Saint Cloud, and Rochester, and
• that cities and counties have funds for providing sidewalks, safer crossings, bike routes, and access for people with disabilities.

The Governor’s budget sends a very strong signal about the importance of transit. It’s a great floor for the session ahead, but it’s not quite the whole structure we need for Minnesota to thrive.

Transit for a Stronger Economy

By Barb Thoman, Executive Director

 

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

Project for Pride in Living

Saint Paul Bicycle Coalition

Sierra Club, North Star Chapter

Transit for Livable Communities

United Food and Commercial Workers (UFCW) 1189

Twin Cities Transitways Update

By Dave Van Hattum, Senior Policy Advocate

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 31^st. 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. 

 

Speak Up for Southwest LRT this November

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 ([email protected]), 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.

An Interview with Larry North

Editor’s Note: TLC staff recently had the great opportunity to talk with Larry North, a resident of the Excelsior & Grand development in Saint Louis Park, Minnesota. North, a computer programmer, is enthusiastic about walking, busing, and biking for transportation. He says moving to a mixed-use neighborhood has made it much easier to leave the car at home. Read on for highlights from our conversation, including North’s thoughts on the Southwest light rail line and advice for people new to public transportation.

Larry North, outside his condo in Saint Louis Park

TLC: Larry, can you tell me a little bit about yourself and how you get around town?

LN: Well, I live in St. Louis Park in a neighborhood where I can walk to the things I need. There’s McCoy’s Restaurant, Trader Joe’s, CVS, a cleaners, a little further away is a hardware store.  Another reason I don’t use the car much is that I work from home at least 3 days a week.  But when I do need to go to the office in downtown Minneapolis it’s just a block over to catch the 12 bus. So my transportation choices are mostly circumstances—I’m pro-environment, but I’m not an active environmentalist.

TLC: So you take the 12 bus in to the office 2 days a week usually. How long have you had that schedule?

LN: That particular schedule about 2 ½ years now.  I’ve lived here at Excelsior & Grand 3 ½, but working from home just became feasible about 2 ½ years ago.

TLC: Do you own a car?

LN: Oh yes.

TLC: And you just don’t use it?

LN: Right, it’s parked in the garage under the building. I went to the dentist about 2 weeks ago so I had to use it then. If there were convenient Zip Car or Hour Car service I’d probably try it for a year and then maybe get rid of my car. But there isn’t—not in this neighborhood anyway; one of those organizations has cars over in Uptown I think.

TLC: How often do you have to fill up with gas?

LN: It’s been about 15 months since I filled up.

TLC: 15 months—wow! So that must be a big cost savings for you.

LN: I guess it is. You know it’s that kind of expense that once you’re not driving a whole lot you don’t quite notice it.

TLC: So do you usually walk to the locations you mentioned around the neighborhood?

LN: Right. They’re within a block or two, most of them.

 

Excelsior & Grand in Saint Louis Park is a mixed-use development, featuring several retail destinations within an easy walk of residences. Wide sidewalks and clearly marked crossings also enhance the neighborhood's walkability.

 

TLC: And do you ride a bike also or just usually walk and bus?

LN: Well, I don’t own a bike, but in the summertime on the way to work I’ll get off the bus by the Basilica and take one of those Nice Ride bikes in from Loring Park to downtown. I get some exercise without having to store, maintain, or secure a bicycle. And coming home I’ll get a bike in downtown and come all the way out to the furthest station, at the Calhoun Executive Center near the northwest corner of Lake Calhoun. And the Calhoun Beach Club is my bus stop so I get to have a beer while I’m waiting for the bus!

TLC: What’s your favorite thing about using transit and walking to get around?

LN: On the bus I can do some reading and things like that that you couldn’t do while you’re driving.  The hassle of the parking—you know it’s going to cost more than $100 a month to park the car downtown to drive it to work each day. The bus is probably slower than driving most of the time, but I compensate by reading.

TLC: So you’re kind of gaining that time back for yourself?

LN: Yes. And then in 6 or 7 years we’ll have the light rail up here and the Beltline Station and that will be quicker and actually more comfortable than the bus.

TLC: That’s interesting. I was actually going to ask you about that—if you had heard about the Southwest light rail line.

LN: Yes, I was going to some meetings about the plans to redevelop the area around the Beltline Station here just off of Beltline Blvd. And I think I’m going to be involved in some other aspect of that starting sometime after the winter. It was a citizen’s input kind of operation—we weren’t designing ourselves, but professionals came in and did presentations.

TLC: So it sounds like you’re pretty excited about the prospect of that line coming through town?

LN: Oh yes.

TLC: Is the Southwest light rail line something you think you would use to get in to work then?

LN: Yes, I probably would. The stop is a quarter mile north of here. But I would hope that the Nice Ride bicycle people would expand by then so there would be a dock up here and then something down at the station. In fact a lot the discussion in those meetings was getting people to and from the station without building some gigantic parking facility.

TLC: Right—connections like that make it easier for people to use it. Are there any other benefits that you see of the Southwest light rail line coming through Saint Louis Park—for you or for the community?

LN: It will take cars off the road. And I’ve heard that United Health is going to add 6,000 employees out here soon. A lot of businesses want it to get people to and from work, and major companies are actually working to ensure—before they relocate to an area—that their people will have reliable transportation to and from work.

TLC: Do you have any idea what other people in the Saint Louis Park community or the Excelsior & Grand development think about the Southwest light rail line?

LN: They like the idea. As homeowners, there is the idea that it’ll probably do nothing but improve the value of the neighborhood and the property. I expect to live here pretty much forever. As the housing market recovers I think this neighborhood will become even more attractive.

TLC: Tell me a little bit more about that. You said you moved in to Excelsior & Grand 3 ½ years ago. What drew you to this development?

LN: I owned a duplex up in Northeast Minneapolis. I was just looking to shed all the maintenance and those kinds of things.  So I started looking for a condominium. And it was surprising: I saw a lot of nice buildings, nice units in buildings, but you stepped outside the building and there were no services in sight in terms of groceries and things like that … We have 3 condominiums, 2 apartment buildings, and then the commercial and retail on the street level. That’s where I think the future is—I think people are going to be wanting that—baby boomers and stuff. A lot of us baby boomers you’d think would be driving cars at 85, but I wouldn’t count on that.

TLC: Do you have any advice for others in the Twin Cities, or here in your neighborhood, who are trying to utilize transit or to walk more to destinations or to bike rather than using a car?

LN: I encourage some of my friends in the building—just so they know the drill, when they’re not under time pressure—take the bus just to know how to do it. I think a lot of people are a little bit intimidated. It’s not really that hard but it’s sort of a new experience. I guess my advice is just to try it out!

 

Scoring Southwest LRT

Transit advocates were stunned when DEED rankings were announced for projects seeking $47.5 million in state bonding money. DEED staff had a lot of projects to score. Their criteria were project readiness, job creation, investment & leverage, regional impact, and other public benefits.

We feel the SWLRT project deserved bonding support from the full legislature last session—and deserved a higher score from DEED. The future of one of the state’s major employment areas and the residents who live and work there should be a top priority. Governor Dayton has been vocal in support of SWLRT. But, he can’t do it alone. It’s up to citizens and the business community to hold elected leaders accountable.

Here is how we would score this project.  

PROJECT READINESS

SWLRT is in preliminary engineering, with construction scheduled to start in 2014—if the funding package comes together. $94 million is needed for preliminary engineering, of which $47 million is committed. If this project stalls because of the lack of state support, each year of delay adds $40 million to the total project budget. DEED gave SWLRT 7 of possible 25 points for readiness.

JOB CREATION

Creating 150 engineering, outreach, and management jobs right away, 3500 construction jobs when hard construction beings in 2014, and 175 LRT operations jobs, the SWLRT will have a similar workforce to the Central Corridor Light Rail project (CCLRT). The $252 million CCLRT payroll benefits communities statewide. DEED gave SWLRT only 5 out of 25 points.

INVESTMENT & LEVERAGE

The state’s contribution to SWLRT (10% of total project costs) will leverage $1.125 billion in other funds (local and federal). This is a 9 to 1 return on investment. DEED gave this project 5 out of 25 possible points.

REGIONAL IMPACT

Currently, the southwest light rail corridor is a major job center, with more than 200,000 jobs located there. With light rail investments, that number is expected to grow to 270,000 jobs. The Chambers of Commerce and employers in the corridor support light rail investments as the best way to deal with current and future transportation needs. DEED gave SWLRT a score of 5 out of 20 possible points.

OTHER PUBLIC BENEFITS

It’s not clear what “other benefits” might have been part of DEED’s scoring, which gave SWLRT 2 out of a possible 5 points. Here are other benefits of transit investments for individuals and the region:

• Economic development. Corporate site selectors rate a region’s transit system as one of the key elements in deciding where to locate. Cities such as Dallas, Denver, Sacramento, Salt Lake, and San Francisco are way ahead of the Twin Cities in transit investments. Without state support for SWLRT, our region and state will fall farther behind. This is not good for current residents or future generations.
• Family cost of transportation. Transportation is the second largest household expense—greater than education or health care—and it costs more in lower income families. And the ways that people get around are changing:  for the last six years, despite population growth, Minnesotans are driving less. At the same time, demand for transit is at record levels and rates of bicycling and walking also are rising dramatically. Bringing more of the metro region in convenient range of transit means families can save money. The SWLRT line will connect right to the new Central Corridor line, meaning that residents across the metro could take a train to work or school (from Saint Paul to Eden Prairie with all stops in between). But, not if it’s not built.
• Air pollution. Automotive tail pipe emissions play a big role in creating ozone and adding to fine particulate pollution. The Twin Cities is at risk of falling out of compliance with EPA air quality standards. If this happens, the economic cost to the region will be huge. Ask someone living in Los Angeles, which has been out of attainment for decades. Did you know that the Twin Cities metro has more highway lane miles per capita than Los Angeles? And did you know that LA and the southern California community has recently responded with an incredibly forward-looking plan for transit, bicycling, and walking?
• Gas prices. They are still high, adding to the overall cost of transportation. If more Minnesotans had transit options, such as SWLRT, they could possibly get by with one fewer car or without a car—saving up to $8,000 per year (the average annual cost of owning and operating a car, according to AAA).
• More fun. A light rail connection from the downtowns to the southwest corridor would make it easier for everyone to access entertainment, restaurants, and sports events. SWLRT trains would run every 15 minutes (faster in rush hour) for most of every day. As we heard at a community meeting in Hopkins in July, it would be great for those who want to socialize after work without worrying about the drive home.

SWLRT is a very important strategic investment for Minnesota. Polls taken last fall show that Minnesotans agree. We need SWLRT now!

My mom is ready for Southwest light rail

By Kathleen Murhpy, guest blogger and TLC member

Kathleen Murphy

My mother lives in a senior housing development in Hopkins. She is an independent person but macular degeneration has made her legally blind. She depends totally on friends, family, and Metro Mobility for getting around. Many residents in her building no longer drive. The building has van service but it runs on a very limited schedule.

The proposed Southwest light rail line would give seniors like my mom a way to get out and enjoy life to the fullest. Opportunity Partners, located near the planned line, works with handicapped and disabled young adults. Southwest light rail will help their clients, many who are getting into the work world for the first time, have a better way of life.

 
The Southwest Corridor is one of the metro’s most heavily traveled areas. The light rail line will operate every 15 minutes for most of the day, and more frequently during rush hour. Those that drive every day on congested highways might start to appreciate how transit options help keep our cities cleaner and greener and our roads less congested.

We need to act now to provide better transit options to connect more Minnesotans with jobs, schools, and community in this part of the metro. Governor Dayton supports the Southwest light rail line, but state funding is still not a sure thing. Let’s urge DEED to award funds toward the state share to build it.

 

Hopkins says: We Want Southwest LRT Now!

By Tim Lillehaugen and Manu Moritz, TLC interns

On July 25th, more than 50 community members gathered at the Hopkins Center for the Arts, near one of the planned Southwest light rail transit stations, for an update on the status of the light rail project and information about how to effectively use social media as a tool for civic engagement. The meeting was co-hosted by Transit for Livable Communities and the Twin Cities Media Alliance.

It was great to see new faces along with folks who have been active in support of Southwest LRT for months. In many ways the group filling the room that night reflected the diversity of the community interested in this light rail line.

 

After a round of introductions, TLC staff and members gave an update on the current status of the project and outlined some of the benefits of this investment. The crowd then broke into small groups to express their own reasons for wanting the light rail and to talk about various community benefits with one another.

Linda R supports Southwest LRT

 

Manu M supports Southwest LRT

 

Ken R supports Southwest LRT

 

Thom B. supports Southwest LRT

 

Marcos Lopez-Carlson from Twin Cities Media Alliance then lead the audience through an overview of common social media platforms and how they can be useful in building support for important issues like Southwest LRT. Lopez-Carlson showed us how to create a Facebook interest group—a great way for people to continue networking on behalf of the Southwest light rail line. Before the night was over, Lopez-Carlson tagged Governor Dayton in a Facebook post calling for state support for Southwest LRT and including a photo of the people gathered in support.

 

Currently the Southwest light rail line is one of ten projects nationwide in preliminary engineering, the final state before a federal funding commitment and the start of construction. And, most of a project team has already been hired to plan the construction.

Progress on the project now hinges on the State of Minnesota’s funding component: 10% of the projected $1.25 billion cost. Should the state fail to approve its share of project funding, the federal government can’t finalize its own grant process. A portion of the state funding could come from the State Department of Employment and Economic Development; it will be announcing funding decisions at the end of August or early September. To keep the project on track, the state legislature needs to approve project funding during the next legislative session.

Each one of us can help make this happen by contacting our state legislators, political party, and the governor to express why the light rail is important to us and our community. One way to get involved is via Facebook, where you can either tag the governor or your legislators in posts concerning Southwest LRT or use the power of Facebook groups to organize help inform others in your community and encourage them to speak out in favor of Southwest LRT as well. Community support is essential to making the Southwest light rail line a reality.

Thank you to everyone who joined us in Hopkins! In our view, it was a very successful evening.  Hardly a seat was left empty and the room buzzed with the conversations of energized community members.  We could always spend more time talking about this important project, but by the end of the night all of the participants seemed to leave with a better understanding of where Southwest LRT stands, what needs to happen for it to move forward, and what they can do to help get things done.

We encourage you to continue sharing your enthusiasm for Southwest LRT with your neighbors and your elected officials alike—whether that’s in casual conversation, via social media, in an editorial to your local newspaper, or with a call or email to state and local leaders. Your voice matters!

Connect with Transit for Livable Communities on Facebook 

Connect with Southwest Light Rail Now on Facebook