Louis Park would have several times more walk up riders than the Uptown Station ( page 27). It also projected that the 3C Beltline Station in St. Among other things, the AA included a station along 3A, here, in Kenwood, with 1,000 (!) projected daily boardings in 2030 ( page 32) and a station along 3C at the Uptown Transit Station with about 1,600 (!?) projected daily boardings in 2030 ( page 27). There are lots of numbers on the links above, but basically, 3A was projected to cost somewhat less than 3C and have somewhat higher ridership. Southwest Light Rail alternatives through South Minneapolis (click to enlarge) The other route (“3C”) had a couple variants, but essentially followed Nicollet Mall through Downtown Minneapolis, proceeded down Nicollet Avenue in a tunnel through South Minneapolis, to meet up with HCRRA land in the Midtown Greenway, and then head west out of the city. Louis Park, and took that out towards Eden Prairie. The cliff notes version is that one route (“3A”) followed the Kenilworth Corridor out of the west side of Downtown Minneapolis along existing Hennepin County Regional Railroad Authority (HCRRA) land to meet up with more HCRRA land in St. Much has been written about the AA process on streets.mn and elsewhere. The AA is extremely hard to locate on any local government’s website, though approximately half an hour of searching did find it here.
Paul in the bag, less speculative planning for the Southwest Corridor got underway.Ī required alternatives analysis (AA) compared two routes (and others) for a southwesterly-oriented light rail route from Downtown Minneapolis to Eden Prairie. With the relatively easy to build (almost all the right of way was already acquired) Blue Line out of the way, and the obvious Green Line connecting Downtown Minneapolis and Downtown St. In the mid-aughts, the Minnesota Legislature overrode Tim Pawlenty’s veto and passed a bill allowing the seven county metropolitan area to tax itself to fund transit projects, and things got a little more serious. The planning process continued through the 1980s, 1990s, and 2000s. A vintage 1987 Star Tribune article about Kenilworth contains the phrase “…light-rail transit that could run between downtown and the western suburbs in a few years,” and other highlights. Light rail has been proposed in the Kenilworth Corridor for literally decades.
However, it would appear that no one got the final agreement in writing, which, in retrospect, is hilarious. Louis Park and Hennepin County that the county would assist with remediation at the Golden Auto Site in exchange for taking the freight rail. There was, maybe, an agreement between St. Louis Park, the Golden Auto Site, that needed to be cleaned up right around the same time. Previous Midtown route in black, current Kenilworth route in GreenĪt the time of the freight rail reroute, the intention was to use the Kenilworth Corridor temporarily ( one to six years) while a permanent route around Minneapolis was worked out through St. A popular bike trail parallels the freight tracks throughout the corridor. The trains continue towards Downtown Minneapolis and cross the Mississippi River before swinging south towards St. The Kenilworth Corridor splits off of the Midtown Greenway northwest of Lake Calhoun and sneaks between Cedar Lake and Lake of the Isles before breaking into an open area under the bluffs of the Kenwood neighborhood. The freight rail route was moved to the Kenilworth Corridor, an area that’s been used a rail corridor and railyard with varying degrees of intensity since the 1870s. Prior to the reconstruction, a decision was made to cut the freight rail crossing due to the high levels of car traffic on Hiawatha Avenue and the tricky geometry required to either elevate the tracks over or tunnel them under the roadway ( page 3). Twin Cities & Western Railroad (TCW) was and is currently the primary user of the route, carrying agricultural and other products from western Minnesota to points east. What’s now the Midtown Greenway was previously an active freight rail corridor, with trains crossing Hiawatha Avenue at grade. The contentious portion of our story begins in the 1990s, when the intersection of Hiawatha Avenue and Lake Street was reconstructed. “Ah, it’s kind of a long story at this point.” “So what’s going on with that train stuff?” August 03, 2014, back seat of a Toyota 4Runner, Highway 169, Central Minnesota:
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