Central Corridor Municipal Consent Hearing
Comments From Transit for Livable Communities

By state law, local governments are required to hold public hearings on schematic drawings of the Central Corridor light rail transit line between May 29 and June 17, 2008. These hearings only deal with the content in the preliminary design plans, which show the general dimensions and location of the light rail alignment, including approximate station locations and a plan for disability access.

These hearings don't revisit decisions made earlier (e.g. the number of stations), and no actions are taken at these meetings. Decisions regarding issues like public art, streetscape, and station design are the focus of future meetings.

Dave Van Hattum, Transit for Livable Communities' Policy and Advocacy Program Manager, presented comments from TLC at a May 29, 2008 hearing. The prepared comments are below in their entirety.

Good evening.  My name is Dave Van Hattum.  I am the Policy and Advocacy Manager for Transit for Livable Communities.

We are pleased to provide comments on the design of the Central Corridor LRT project. The Center Corridor will be the spine of a growing network of transitways complemented by improved bus, pedestrian, and bicycle connections. This project is key to building a regional transportation system that is more energy-efficient, environmentally sound, and affordable. Today, $70 million in bonding for the Central Corridor was signed into law and it is imperative that this project remain on schedule to open in 2014.

We are at a historic crossroads in transportation. Gas prices are rising rapidly, our population is aging, and concerns are growing about oil dependence and climate change. People, locally and nationally for the first time in decades, are choosing to drive less.

Thus, when we look to the Central Corridor in 2014 and beyond – we envision a corridor that maximizes the opportunity for all residents, workers, and visitors to choose an alternative to driving  – whether it be the train, bus, bicycle or walk, or most frequently, some combination of these modes.  We also envision a corridor that creates attractive opportunities for new housing and jobs. 

With that in mind, we recommend the following:

+ Add up to three additional stops on the Eastern end of the corridor.  The train should be readily accessible to all neighborhoods along the corridor. When, by consultant estimates, the Hamline stop generates more ridership than the Capital East stop – it is critical that additional neighborhood stops be added.

+ Bus service. Plan for a “high frequency” level of service on the #16 bus route and substantially increased North-South connecting bus service.

+ Parking. Better utilize the thousands of existing  off-street parking spaces. And provide incentives that reduce the need to drive and park. For example, a mandatory travel demand management plan requirement for all new developments, and parking-cash out for all employers along the corridor.

+ Pedestrian Environment. We strongly support the City of St. Paul’s request for 10 foot sidewalks the full length of the corridor. With on-street parking gone from most of the corridor, the proposed 4 foot buffer zone (between car and pedestrian) --which will include trees, lighting and street furniture--is critical to creating an inviting pedestrian environment. We also encourage a thorough examination of using the outer most travel lane, exclusively for buses, bicyclists and parking during off-peak hours. We encourage the Met Council to allocate some of its flexible Surface Transportation Program funds for pedestrian and bicycling improvements along the corridor.

+Bicycling Amenities. Ideally, TLC would like to see the addition of a bicycle lane in both directions. This would accommodate the ever growing number of bicyclists and provide a natural buffer between car traffic and sidewalks. If this is not feasible under current state-aid standards, we recommend that the outside travel lane be 14 foot wide (the inside would be 11 foot) in order to improve the experience for bicyclists, and pedestrians.    

+ Beautification. More attention should be paid to station design that makes them easy to clean and maintain, and the use of more attractive poles to carry the overhead wires. Public art should reflect the creativity and character of the surrounding neighborhoods.  TLC supports including members of these communities during the entire public art process, from identifying artists and styles, to the creation of the final projects that will welcome visitors to the local neighborhoods.

Conclusion. We expect the Central Corridor to spur a substantial amount of transit-oriented-development, to encourage community and economic development along the length of the corridor, and to exceed current ridership projections.  While this is certain to increase the total number of trips on the corridor, we believe that aggressive pursuit of the recommendations above will create an environment in which a far greater share of trips will be (happily) made by train, bus, bicycle or on foot.

We strongly support this project moving forward and look forward to a vastly expanded transit network in the Twin Cities.