Central Corridor LRTReview of Washington and Northern Alignments

Jan Lysen and John SiqvelandDecember 10, 2009

Image: MPR News Q

Process Overview

• Jun. 2001 RCRRA announces intent to undertake Alternatives Analysis and EIS

• Apr. 2006 Draft Environmental Impact Statement complete

• Jun. 2006 Met Council selects LRT as Locally Preferred Alternative (incl. tunnel)Met Council assumes lead on CCLRT

• Dec. 2006 FTA grants approval to begin preliminary engineering

• Jan. 2008 FTA project requirements and review push budget to $990 millionProject scope changed to eliminate tunnel; savings of $128-$148 million

• Feb. 2008 Central Corridor Mgmt. Committee votes ‘yes’ to at-grade alignment

• Mar. 2008 UMN hires consultant to revisit Northern Alignment feasibility

• May 2008 Northern Alignment study submitted

• Jun. 2008 Met Council votes to discontinue review of Northern Alignment

• Aug. 2009 FTA grants approval for project incl. at-grade Washington Alignment; $941.3 million budget

• Sept. 2009 UMN files lawsuit against Met Council seeking protection

• Dec. 2009 Met Council expecting FTA approval to enter Final Engineering

What about BRT ?

DEIS Objectives Baseline (best case) LRT BRT

Economic opportunity andinvestment

Does Not Support Strongly Supports

Supports

Communities and environment Does Not Support Strongly… Supports

Transportation and mobility Does Not Support Strongly.. Supports

Key Comparative Measures

Daily ridership forecast (2020) 33,700 38,100 31,200

Peak hour travel time 73 minutes 35 minutes 42 minutes

Capital costs (2008 build) N/A $840 million $241 million

Annual operating cost (2020) $90.8 million $97.2 million $94 million

Image: Maryland DoT

Washington AvenueAlignment

~18 km

CBD

Shopping

Medical

Campus

Sports facility

Residential

Research/Office Park

Alignment comparision image

Washington Avenue Alignment Northern Alignment

Physical description From West Bank crosses Washington bridge, at-grade on Washington Ave. until 23rd Ave., north to stadium and t-way

From West Bank, NE to Bridge 9, connect to railroad ROW to 23rd Avenue, turn south to Transitway

Stations East Bank Station on Washington Ave. between Moos Tower, Parking & Transportation building West Bank station closer to UMN Stadium Village station on 23rd Ave. Closer to University Ave.

Dinkytown station in railroad trench at 14th Ave SE and University Ave SE West Bank station farther from U of M but closer to commercial and residential area Stadium Village station similarly located

Bus, pedestrian and bike connections

Excellent bus connections Transit mall w/ excellent bike/ped connections to East Bank station

Good bus connections but may not have created as many efficiencies Adequate pedestrian and bike connections

Projected ridership 41,790 35,240 (approved) or 35,560 ("enhanced access")

Travel time 39.13 minutes TBD

CEI $23.80 (Medium) $24.58 (not approved) to $28.44 (Med-Low range)

Advocates Metropolitan Council Hennepin and Ramsey Counties Cities of Minneapolis and St. Paul Transportation advocacy groups

University of Minnesota Neighborhoods affected by traffic diverted from Washington Avenue Dinkytown business community

Opponents University of Minnesota Metropolitan Council

Strengths Ridership Competitive CEI All campus within 1/2-mile of a station No unknown ROW needs Historically sound travel way

Less conflict with research facilities and U hospital and clinics Construction less disruptive Fewer intersections with public roads Redevelopment potential for Dinkytown

Weaknesses More mitigation required for labs Construction more disruptive Crosses more intersections Little development opportunity

Replacement of historic Bridge 9 ROW needed to be acquired from railroad Loss of affordable housing CEI not competitive

Questions and Discussion