On the proposed Stillwater bridge (part 2)

Alex, author of Getting Around Minneapolis, has posted an excellent letter he wrote to his representatives and Governor Dayton about the proposed Stillwater bridge.

Dear Senators Franken and Klobuchar and Governor Dayton,

I’m writing to urge you not to support a new bridge across the St. Croix River near Stillwater.  A new bridge would hugely encourage sprawl, which damages the environmentrequires costly infrastructure such as sewers and roads, and fosters unhealthy automobile-dependent lifestyles.  Furthermore, a new bridge is not necessary, since the I-94 bridge just 5 miles south of Stillwater has a great deal of excess capacity.

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On the proposed Stillwater bridge

David Levinson (The Transportationist) on the proposed Stillwater bridge to Wisconsin:

I think building a four lane bridge to replace a two lane bridge does not fully count as “preservation”, but rather as “expansion”. Given the state of the network, and the need to give priority to preservation, a four lane bridge violates that principal. As to whether a four lane bridge passes a B/C test, or better yet, a market test of whether a private firm would build it, the answer is clearly no. This four-lane bridge would not have enough demand to pay the tolls required to fund it. That should tell you something about its true necessity. The Franken article cited above suggested Wisconsin wasn’t interested in funding it. Since the majority of benefits for the bridge accrue to Wisconsin land owners, it makes no sense for Minnesota to lead on this.

Indeed.

Minneapolis and Saint Paul downtowns grow as city-wide population stays flat

Minneapolis

This week, the US Census released 2010 data for Minnesota.  I haven’t had much time to dig into the data, but I did check a few things.  First, I checked the health (in terms of population) of Minneapolis and Saint Paul, our core cities.  We seem to have bucked the trend, being seen in many midwestern core cities, of population decline.  Minneapolis is down 40 people since 2000 and Saint Paul lost 2,083 (-0.7%).

Although our core city population growth seems to be flat or declining, Minneapolis and Saint Paul also seem to be experiencing the “downtown renaissance” being seen in other parts of the country.

Using Census tracts that approximate the areas of each downtown (Minneapolis: south of Plymouth Avenue, inside the freeway belt, south of the river; Saint Paul: inside the freeway belt, north of the river) I compared population from 2000 to 2010.  The results are shown in the table below.  Both downtowns seem to be healthy and growing.

Downtown20002010Percent Change
Minneapolis17,42123,02932%
Saint Paul5,6096,60418%
Total23,03029,63329%

More Evidence Cycling is Increasing in the Twin Cities, Increases follow Investments

2 hour Bicycle Count Comparison 2007 & 2010 Downtown/University

Bike Walk Twin Cities does an annual count of cycling and walking at a number of locations around the Minneapolis.  Their latest report compares 2010 to 2007 counts and finds big increases.

From 2007-2010, bicycling increased by 33% overall, with the highest volume increases (number of cyclists) at such locations as the Franklin Avenue bridge over the Mississippi River, the Midtown Greenway, the Cedar Lake Trail under I-394, and at the Sabo Bridge.

Walking also increased from 2007-2010, by 17%, with the highest volume increases (number of people walking) along Riverside Avenue, Cedar Avenue south of Riverside, and the Hennepin Avenue Bridge over the Mississippi River.

Their data also seems to show a correlation between new infrastructure and walking and cycling increases.

The rates of bicycling and walking are up in the Twin Cities, even in locations without new bicycling and walking infrastructure. However, the data for locations with new facilities, such as the Sabo Bridge (160% increase overall) and the Riverside Ave nue corridor (up 83%) show that dramatic increases follow investments.

This is consistent with trends shown in the latest American Community Survey data.  The full report, maps, tables and lots of other good stuff from the counts can be found on the Bike Walk Twin Cities website.

Baby & Hood: Studies suggest urban areas are less risky for children

CrossWalking

As an ongoing promotion for the upcoming ULI Minnesota YLG Annual Program on March 10th, I’m posting a number of articles related to the topic: kid-friendly cities.  Today’s link, from the National Post, is about safety, the perception of safety and how families choose a neighborhood.  Enjoy, and I hope to see you at the program.

Families like Ms. Roux-Vlachova’s say they find safety in their tightly packed urban communities, where tiny lots mean neighbours keep a watchful eye, where condominiums are staffed with security guards and parents can walk to most stores, schools and playgrounds.

Their arguments are bolstered by a growing body of research showing that the traditional family dream home — a large house on a big lot in a quiet suburb — may actually be more dangerous for children than many inner-city neighbourhoods.

While many parents worry that city living could mean their children will be abducted or caught in the crossfire of a gang shooting, it is exceedingly rare for children to be harmed or murdered by strangers, says William Lucy, a University of Virginia urban planning professor whose studies on safe communities are most often quoted by parents arguing for city living.

Perceptions about urban safety are still “lagging well behind reality,” Mr. Lucy says.

In reality, the greatest risk to children is car crashes, which are more likely to occur in the suburbs, where children spend more time in cars or playing next to busy roads.

“In terms of traffic fatalities versus homicides by strangers, it’s almost a 13-to-one ratio,” he says.

$70 million needed for freight rail interchange not accounted for in Southwest LRT alternatives evaluation

MNDOT says that in order to accommodate the proposed alignment of the Southwest LRT line in the Kenilworth corridor, which currently includes a freight rail line, a $70 million rail interchange would need to be constructed in Saint Louis Park to reroute freight trains.  From the Strib:

The new [freight] connection is under study because the Kenilworth corridor is part of the route selected for the proposed southwest light-rail line between Minneapolis and Eden Prairie.

Hennepin County, which owns the Kenilworth corridor, says pinch points along the route — between Cedar Lake and Lake of the Isles — do not leave space for both freight and light rail. The county has planned the light-rail line assuming the freight tracks would be moved.

The County may have planned the line this way, but it didn’t include these costs in the capital cost estimates for the 3A route.  This is from the Locally Preferred Alternative Evaluation Documents, Technical Memo #7A – Capital Costs:

Freight Rail Modifications – Modifications to freight rail operations were not separately quantified in the LRT alternative cost estimates. The relocation of TC&W near Louisiana Avenue is not considered a cost of any LRT alternative in this project. Minor shoofly alignments associated with bridge construction are included in the cost of the bridge in this estimate.

I assume this means that none of these costs made it into the Draft EIS which is under review by the Federal Transit Administration.

Moms Aren’t Wrong: Why Planning for Children Would Make Cities Better for All

In preparation for the ULI Minnesota Young Leader’s Group Annual Program I’m helping to organize in March, I’m posting links to a number of articles to explore some of the issues that will be addressed.  The program is called Kid-Friendly Cities, and will focus on how policies, built form and development decisions effect livability, with a focus on kids and young families.

This first article, by Alexandra Lange in GOOD has it all: the connection between livability for kids and other age groups, economic impacts, safety issues and built form.  Its pretty much exactly what I hope the program will be, in article form.

An article in The New York Times this summer detailed an initiative, spearheaded by the New York Academy of Medicine and Deputy Mayor for Health & Human Services Linda Gibbs, to make New York more “age-friendly.” Longer walk signals, more public restrooms, minimizing corner puddles, ”perches” in stores on which to take a break.

All these measures sounded admirable—but they would improve the lives of more than the elderly. The incentive to fix New York for seniors is money: According to the AARP, a third of the nation’s population is over 50, but they control half the discretionary spending. Kids don’t have cash, but their parents and grandparents certainly do, and more families staying in the city would have general economic and social benefits. Seniors and juniors aren’t the only groups whose interests align, but are balkanized in their advocacy. Children could lead cyclists, developers, school officials, and health nuts to their more perfect city, if only we would listen.

Register now for Kid-Friendly Cities

A Sunday ride-3

A few members of the Young Leaders Group of ULI Minnesota, including myself, have been working hard to put together the YLG annual program for 2011.  The program will focus on how policies, built form and development decisions effect livability, with a focus on kids and young families.  My goal is also to make the point that planning for young kids and families has broader benefits of livability for all, and the demographic changes we will see in the future will make this kind of livability planning much more important.

The program will be held on March 10th at 4 pm at Dorsey & Whitney in downtown Minneapolis.  The program is open to all.  You can register here.

Over the next month, I’ll be posting some links that I think capture the spirit of the program and explore related issues. You can also follow ULI MN on Twitter for some discussion.

Hope to see you at the program!

Legislative Auditor: To Improve Transit Governance, Met Council Should Have Elected And Appointed Members

The Legislative Auditor has released a report, Governance of Transit in the Twin Cities Region, that recommends the Metropolitan Council be restructured to include both appointed members and local elected officials serving staggered terms. According to the report, local electeds would provide accountability, while staggered terms would provide institutional knowledge and “stability in strategic vision”.

Having a combination of local elected and appointed officials would provide the Council with an effective mix of regional and local perspectives. Additionally, having local elected officials on the Council would increase its credibility and accountability with transit stakeholders in the region. Option 2 would also enable the Council to implement regional priorities and provide continuity among its membership for ongoing initiatives.

I find the report to be a little too negative about directly electing Met Council representatives, claiming that it would not “promote consideration of regional perspectives”. Of course, this only applies if all members are elected from small districts, rather than at-large. I also fail to see how local elected officials can be seen to be less parochial than at-large elected members. The report notes that the Portland Metro is composed entirely of directly elected members, and we all know how poorly they do transit governance out there.

The good news from the report:

When compared with 11 peer regions around the country, transit in the Twin Cities region performed favorably. For example, in 2008, the Twin Cities region’s transit system performed better than most of its peers on efficiency measures, including subsidy per passenger and operating costs per passenger. The Twin Cities region also compared favorably when evaluating service-use measures, such as passengers per hour and passenger miles per mile of service.

MN DOT Discusses Tolls To Pay For New St. Croix River Bridge

From MPR News:

Minnesota Department of Transportation spokesman Brad Larsen says a MnDOT study shows a $1.50 toll each way would, over time, raise nearly half the cost of a new $642 million St. Croix River bridge.

Larsen says a tolling plan would need clearance at both the federal and state level.

I think it is encouraging that MN DOT is considering (or at least exploring) tolls to pay for this bridge.  I don’t think the bridge is necessary, but if it is built, tolls should pay for it.  A more glaring example of how the system subsidizes greenfield, exurban development is hard to find.

Note that as it stands, the bridge cannot be built because the National Park Service has determined the bridge would “fundamentally change the scenic qualities that existed when the St. Croix was designated a national wild and scenic river in 1972″ and would have “direct and adverse effects that cannot be avoided or eliminated.”