Peter Bell: New transit line can't be all things to all people

It's time to figure out how to make light rail as good as it can be within a realistic budget.

By PETER BELL

Last update: January 15, 2008 - 7:12 PM

"Let's build it right." That phrase often is used when people talk to me about the proposed Central Corridor light-rail line between downtown Minneapolis and downtown St. Paul.

It is hard to argue with that common-sense call to action. That is, until you realize that people mean very different things when they use the phrase "build it right."

Ramsey County officials mean that the 11-mile line should be extended to "the concourse," a block behind St. Paul's Union Depot, at a cost of between $32 million and $58 million more than the originally planned alignment (depending on which of three possible routes was chosen).

The University of Minnesota's idea of "build it right" includes a tunnel under Washington Avenue through campus -- at more than $200 million.

Some community groups define "build it right" as rebuilding all of University Avenue at a cost of more than $50 million and adding three more stations along University at $5.5 million apiece. And the list goes on from there.

When you add up all the various ideas, the project's cost escalates to $1.25 billion. I, too, am committed to building it right. To me, that means building the best possible rail line within our very real financial constraints -- and a $1.25 billion price tag simply won't fly.

The reality is this: We cannot afford to build this project unless the federal government pays half. And the federal government won't partner with us unless we reduce the cost to about $840 million and meet its cost-effectiveness requirements.

Moreover, Gov. Tim Pawlenty has proposed $70 million in state bonding for this project. But he indicated that he would be open to considering our full request for $140 million if the stakeholders "get their act together" and agree to reduce the project's cost.

When considering all the heartfelt requests from various groups, it is important to remember that no rail transit line has been built in this country without major compromises.

You may recall that when the Hiawatha Line was first proposed, some business leaders wanted the tracks to go underground in downtown Minneapolis. That idea, however appealing, had to be dropped because of the enormous cost.

The original plan for the Northstar commuter-rail line had it running all the way to St. Cloud. However, because of the costs, the segment from Big Lake to St. Cloud had to be deferred.

The Central Corridor project offers an exciting opportunity to build upon the success of the Hiawatha Line. It will provide improved access to employment, economic and educational opportunities along the corridor and beyond. By 2030, we project that it will serve more than 43,000 riders per day.

Time is growing short for compromise. By late February, the Metropolitan Council must make difficult decisions about the scope of the project so we can win necessary state funding, apply for federal approval to begin final design and stay on track for completion of the line by 2014.

That means our project partners and community advocates must bring a spirit of compromise to the table and avoid drawing lines in the sand. We must not let the perfect be the enemy of the pretty darn good when we demand that the Central Corridor line be "built right."

Peter Bell is chairman of the Metropolitan Council, the lead agency for the planning, design and construction of the Central Corridor line.

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