Gold Line officials are facing a decision: Love the loop, or lose the loop.
A proposed two-mile loop through downtown St. Paul — an extension of the rapid-transit bus line — is in doubt after two Ramsey County commissioners said they oppose it.
“Seeing all the congestion in downtown St. Paul, I don’t see how adding buses will make things any easier,” said Commissioner Rafael Ortega. He and Jim McDonough are both county commissioners and members of the Gold Line Management Committee — which is making decisions about the route of the project.
Both of them say the $10 million cost for the loop is probably not worth the money, and the loop would duplicate other transit options.
But loop proponents say it is necessary to boost ridership, in order to qualify for federal funding that will cover half of the $420 million cost.
Lisa Weik, representing Washington County on the committee, said the loop would add about 1,000 riders a day. “Without the loop, we would not be competitive with places like Portland or Charlottesville,” she said.
The St. Paul loop will be discussed at a meeting Thursday of the Gold Line Committee.
WHAT IS THE GOLD LINE?
The Gold Line would run from downtown St. Paul through Maplewood, Oakdale and Woodbury. The rapid-transit service — the first in the state — would run buses every seven minutes during rush hours.
Most the way, buses would travel at 45 mph on their own dedicated roadways. At other times, they would travel on existing streets and bridges.
Originally, plans called for ending the Gold Line at the Union Depot. That plan was for a nine-mile route, with 11 local stops.
But Weik said that in 2016, the two-mile downtown loop was added.
Buses would continue from Union Depot west on Sixth Street to Smith Avenue, then return along Fifth Street. The loop would add six downtown stops — mini-stations that are being called “Enhanced Station Stops.”
LOOP COST: $10 MILLION
The $420 million cost includes about $10 million for the loop, according to Metropolitan Council spokesman John Schadl. Adding the loop, he said, “comes down to a straight-up cost/benefit analysis.”
Half the money would come from the federal government, and roughly half would come from Ramsey and Washington counties.
And that’s why the loop is necessary, said committee member Weik.
The federal money comes with its own set of standards — including guarantees that enough people will ride each project. Without the loop, she said, the projected ridership of 7,000 a day is only high enough to give the project a “medium-low” rating.
But if the loop is included, riders would find it more convenient to simply remain on the Gold Line all the way to their downtown destinations, rather than get off at Union Depot and transfer.
She said the additional riders would push the project’s rankings up to “Medium.” “Projects are not eligible if they dip below ‘Medium,’ ” said Weik.
Weik said it might be possible to add another 1,000 riders without the loop. She is exploring the possibility of including new riders served by other bus routes that connect with Gold Line stations.
ORTEGA: PRESERVE FUNCTION
Commissioner Ortega said that the original plans called for ending the Gold Line at the Union Depot — which he still prefers.
The station, refurbished in 2012 at a cost of $243 million, is the natural transit hub for the area, he said. Gold Line riders should be able to transfer there to other buses or to the Green Line light rail.
“We need to make sure that Union Depot is the transit hub for St. Paul,” said Ortega. “The function of the Gold Line is not to be a circulator in the city.”
Ortega also objects to the downtown mini-stations.
“The stations outside the city are very nice. But the ones in the city are glorified bus stops,” said Ortega. He said the quality of stations should be the same from one end of the Gold Line to the other.
OTHER ROUTE DECISIONS MADE
The Met Council’s Schadl said the fate of the loop is one of many decisions being made. Some previously debated options have been settled, including:
- Running the line along Mounds Boulevard in St. Paul between Wilson Avenue and East Seventh Street. The Met Council rejected an alternate route along Maria Avenue.
- Building an overpass above McKnight Road. Officials considered running buses at ground level, along Hudson Road at McKnight. The costs were close; officials picked the overpass.
Another decision remains, he said: Building a station along Hudson Road at either Van Dyke Street or Hazel Street. That choice will be made after more meetings, he said.
Schadl said the loop, and many other details about the Gold Line, are being hammered out over years of work by the Gold Line committees.
“We ask people,” said Schadl, “to stay tuned.”