Bottineau LRT

The Bottineau LRT (Metro Blue Line Extension) is a proposed light rail line extension in the Minneapolis – Saint Paul Metro area, projected to run northwest from Target Field station in downtown Minneapolis along County Road 81 to Brooklyn Park. Construction of the line was scheduled to begin in 2020, with the line opening for service in 2024.[3] However, the proposed alignment shares 8 miles of right-of-way with a freight corridor owned by the BNSF Railway, which has consistently opposed the plan.[4][5] If built, Bottineau LRT would be the next light rail line in the Twin Cities after the Southwest LRT.[6]

Bottineau LRT
Overview
Type	Light rail
System	Metro Transit
Status	Engineering phase[1]
Locale	Hennepin County, Minnesota
Termini	Brooklyn Park, Minnesota Target Field, Minneapolis, Minnesota
Stations	11 planned
Daily ridership	27,000 (2030)[2]
Operation
Planned opening	2024 (2024)
Character	Surface
Technical
Track gauge	4 ft 8 ^1⁄2 in (1,435 mm) standard gauge
Electrification	Overhead lines
Route map   Oak Grove Parkway MN 610 93rd Avenue 85th Avenue Shingle Creek Brooklyn Boulevard CSAH 81 (Bottineau Boulevard) I-94 / I-694 63rd Avenue Bass Lake Road MN 100 Robbinsdale North Rice Pond/Grimes Pond Golden Valley Road Plymouth Ave/Theodore Wirth Park MN 55 Penn Avenue Van White Boulevard I-94 Southwest LRT Target Field to Northstar Line Blue Line and Green Line lines

Alignment alternatives

The Bottineau Transitway Alternative Analysis Study, released in 2009, outlined several different alternatives for both the northern and southern ends of the corridor.[7] In 2010, the final AA report recommended the A-D1 light rail alignment as the best option, but also suggested B-D1, A-D2 and B-D2 should continue to be studied. A-D1 and B-D1 were also recommended for continued study as possible bus rapid transit alignments.[8]

Northern alternatives

There are two northern alternatives:

Alternative A begins in Maple Grove and runs along Arbor Lakes Parkway and 77th Avenue from Hemlock Lane to the railroad tracks of BNSF Railway's Monticello Subdivision. The potential stations were Hemlock Lane, Zachary Lane, Boone Avenue and 71st Avenue.

Alternative B begins in Brooklyn Park near Target North Corporate Campus and runs south along West Broadway to the BNSF railroad tracks. The potential stations are 97th Avenue, 93rd Avenue, 85th Avenue and Brooklyn Boulevard. 71st Avenue Station, though it would run along this alignment's right-of-way, would not be built if this alternative was selected.

Middle segment

Through the middle portion of the corridor, the study has selected a single alternative. This alternative follows 8 miles of BNSF right-of-way, paralleling County Road 81, from Interstate 694 to 36th Avenue. The proposed stations are 63rd Avenue, Bass Lake Road and Robbinsdale Transit Center. This alignment is known as Alternative C.

Southern alternatives

The southern part of the corridor has four potential alignments. Three could be used for light rail or bus rapid transit and one would be strictly for bus rapid transit. Every alternative would still terminate at Target Field station.

Alternative D1 would continue to follow the BNSF right of way south to Olson Memorial Highway (Minnesota State Highway 55) and would follow Olson Memorial Highway into downtown. Stations would be located at Theodore Wirth Park, Golden Valley Road, Penn Avenue and Van White Boulevard.

Alternative D2 would run entirely along streets, instead of partially along railroad right-of-way. It would follow West Broadway to Penn Avenue and Penn Avenue to Olson Memorial Highway into downtown. Stations would be located at North Memorial Medical Center, West Broadway at Penn Ave, Penn Ave at Plymouth Ave and Olson Memorial Highway at Van White Boulevard.

Two additional alternatives, D3 and D4, were essentially eliminated in the 2010 report.[8]

Transit mode

The Northwest Corridor was proposed as a Tier I transitway, for rapid development, in the Metropolitan Council's 2030 Transportation Policy Plan published in 2004.[9] In a region with no operational light rail lines, ridership numbers appeared too low to justify the expense of light rail in this corridor. The line was fast-tracked for development into a busway and much of the work was completed to receive federal funding for construction of a busway.[10]

Though this corridor was advanced by the Metropolitan Council for development as a busway, the success of the Blue Line and lobbying by Hennepin County commissioner Mike Opat forced the mode choice to be re-evaluated. In March 2007, the Bottineau Partnership resolved to conduct an alternatives analysis rather than simply building the busway. Hennepin County commissioned a full Alternatives Analysis, to be completed by mid-2009.[11]

The recent creation of the Counties Transit Improvement Board, which controls a new dedicated transit tax for the Twin Cities region, has created a strong new push for light rail corridor development. According to the legislation enacting the Counties Transit Improvement Board, in order for a project to receive CTIB funding, it must be part of the Metropolitan Council's long-term transit plan; new planning documents released April 11, 2008 by the Metropolitan Council indicate that the Bottineau Corridor is a strong prospect for LRT, with numbers supporting LRT development.[12] Ridership predictions for the corridor, though lower than those for either the Central or Southwest corridors, are much higher than estimates before the opening of the Blue Line.

Alignment alternatives study results

The alternative analysis study concluded that the best alignment for the Bottineau Corridor would be light rail transit service using Alternatives B, C and D1. The line scored well overall for the three categories of Corridor Benefits, Development Opportunities and Environmental Impacts. The Cost/Benefit Analysis pushed this corridor to the highest position of the potential corridors. This corridor would serve an estimated 27,000 daily riders by 2030. It would take 29 minutes to travel from Brooklyn Park to downtown Minneapolis, a few minutes more than the express bus service. The construction cost estimate for the corridor is $1 billion, in 2017 dollars. Though bus rapid transit would have cost significantly less, estimated at $560 million, it is also estimated that there would have been only 19,900 daily riders.[13]

Design

In August 2014, the Metropolitan Council received federal approval to enter the design phase for the Bottineau LRT, with service expected to begin in 2021. The $997 million light rail extension would be 50% funded by the Federal Transit Administration, 30% by the Counties Transit Improvement Board, 10% by Hennepin County and 10% by the state of Minnesota.[14] Kimley-Horn was awarded an engineering contract worth up to $110 million in September 2014.[15]

Opposition

Railway operator BNSF, who owns the property the transitway would utilize between Penn Avenue in Minneapolis and West Broadway in Brooklyn Park, have not been receptive to co-locating light rail trains in the corridor. For 8 mi (13 km) of the 13 mi (21 km) route, light rail trains would adjacent parallel to the active freight rail tracks of the Monticello Subdivision. The line hosts only two trains per day and has a maximum speed of 25 mph (40 km/h).[16] Spokesperson Amy McBeth from BNSF Railway stated "We don’t want to leave anyone with the impression we are negotiating. We are not," and "We’ve told Met Council repeatedly for the past several years and as recently as this spring that we are not proceeding with any discussion of passenger rail on our property in this corridor."[17] The Federal Transit Administration requires the Metropolitan Council, who is leading the Bottineau Project, to have approval from BNSF Railway before moving forward with the grant process and construction.[18] On July 29, 2020, BNSF reiterated its longstanding stance. “We are a freight railroad that moves the goods that we all use every day; we provide a vital service, particularly in these unprecedented times. The proposed Blue Line light rail project does not meet our high standards”[5] On August 3, 2020, the Metropolitan Council annouced they would begin to "explore opportunities to advance this critical project without using BNSF Railway right of way." [19]

The Green Line extension in southwest Minneapolis, currently under construction, will also co-locate light rail operations on BNSF Railway property. The segment parallels approximately 1.5 mi (2.4 km) of BNSF Railway's Wayzata Subdivision. Negotiations between the Metropolitan Council and BNSF Railway were made, with BNSF requesting there be a crash wall built between the freight tracks and light rail tracks.[20]

References

2. "Bottineau LRT community works". Hennepin County. Retrieved 10 May 2015.
3. "Bottineau LRT construction delayed until 2020". Retrieved 8 August 2019.
4. "Status of Bottineau Blue Line light rail from Minneapolis to Brooklyn Park uncertain". Retrieved August 8, 2019.
5. Moore, Janet (July 29, 2020). "Supporters press for extension of Metro Transit's Blue Line light rail". www.startribune.com. Retrieved July 30, 2020.
6. "Transit Projects". Metropolitan Council. Archived from the original on 2015-04-02. Retrieved 29 March 2015.
7. "Bottineau Transitway Alternatives Analysis Study Presentation" (PDF). Hennepin County Regional Railroad Authority. Archived from the original (pdf) on 2011-07-25. Retrieved 2009-10-09.
8. "Bottineau Transitway Alternatives Analysis Study Final Report" (PDF). March 2010. Archived from the original (PDF) on July 25, 2011. Retrieved September 28, 2010.
9. "2030 Transportation Policy Plan". Metropolitan Council. 2004-12-15. Archived from the original on 2004-08-26. Retrieved 2008-04-17.
10. "LRT v. BRT". Bottineau Boulevard Partnership. March 13, 2007. Archived from the original on May 25, 2007. Retrieved April 22, 2007.
11. "Bottineau Corridor". Hennepin County Railroad Authority. Retrieved April 17, 2008.
12. "Council Unveils Transit Study". Metropolitan Council. 2007-04-11. Archived from the original on 2008-07-20. Retrieved 2008-04-17.
13. "Alternatives Analysis Summary Report" (PDF). BottineauTransitway. Hennepin County Regional Railroad Authority. May 2013. Retrieved 10 May 2015.
14. Vadis, Meredith (August 22, 2014). "Feds: Met Council Can Begin Designing Metro Blue Line Extension". Metropolitan Council. Retrieved 10 May 2015.
15. Owings, Cali (September 25, 2014). "Kimley-Horn lands Bottineau LRT engineering contract". Finance & Commerce. Retrieved 10 May 2015.
16. "MINNESOTA FREIGHT RAILROAD MAP" (PDF). MnDOT. Retrieved 12 November 2019.
17. Miller, Kevin. "BNSF remains opposed to Bottineau LRT on its land". hometownsource.com. Retrieved 12 November 2019.
18. "Status of Bottineau Blue Line light rail from Minneapolis to Brooklyn Park uncertain". Star Tribune. Retrieved 12 November 2019.
19. "Project partners announce new direction for METRO Blue Line Extension". 3 August 2020. Retrieved 3 August 2020.
20. "How the Met Council managed to let the Southwest LRT wall become a big deal". MinnPost. 29 September 2017. Retrieved 12 November 2019.

External links

Template:Attached KML/Bottineau LRT

KML is not from Wikidata

• Bottineau Partnership
• Metropolitan Council project website
• Bottineau LRT community works
• Alignment alternatives map