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On June 28, 2006, the Metropolitan Council concurred with the CCCC's decision and officially selected LRT as the locally preferred alternative. After a period of public meetings and public comment, the CCCC recommended on June 6, 2006, that the Metropolitan Council select LRT as the locally preferred alternative for the corridor and apply for preliminary engineering to begin. In May 2006 the CCCC concluded its study by publishing a Draft Environmental Impact Study, which concluded that LRT was the best option for the corridor. After a long period of examination, this committee narrowed transit options for the corridor from a broad universe of choices to just three: a no-build option where services are only incrementally improved, a bus rapid transit (BRT) option, wherein buses run on semi-dedicated transitway, and a light rail transit (LRT) option using light rail vehicles (LRVs). Paul area set up to explore transit options for the Central Corridor, the interurban corridor roughly following University Avenue in the Twin Cities area. The Central Corridor Coordinating Committee was a workgroup in the Minneapolis- St.
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It began service on June 26, 2004, just over 50 years since the last regular-service streetcar ran on June 19, 1954.Ĭentral Corridor Coordinating Committee It took another two decades before the Blue Line light rail line began operation. In the 1980s, light rail was proposed as an alternative and several possible corridors were identified, including the Central Corridor line which had a Draft Environmental Impact Statement (DEIS) drawn up in 1982.
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Another system using smaller people movers was proposed in the 1975 Small Vehicle Fixed Guideway Study and gained the most traction with the Saint Paul city council, but was eventually dropped in 1980. The Met Council had its own plans for bus rapid transit in the metropolitan region. In 1972, the Regional Fixed Guideway Study for the Metropolitan Transit Commission (the forerunner of today's Metro Transit) proposed a $1.3 billion 37- or 57-mile (sources differ) heavy-rail rapid transit system, but the then-separate Metropolitan Council disagreed with that idea – refusing to even look at the plan – and continuing political battles meant that it was never implemented. Twin City Lines continued to privately operate buses until 1970, when the company was taken over by the Metropolitan Transit Commission, a precursor to Metro Transit. Other parallel service included freeway express service on route 94 and limited-stop service to the University of Minnesota on route 50. The route 16 bus was developed to replace the streetcar, and followed the route of the modern-day Green Line. However, due to fragmentary service elsewhere in Minneapolis, streetcars continued to use the tracks along University Avenue to reach the shops at Snelling Avenue in Saint Paul until June 1954. Service continued a short while longer in Minneapolis, until November 28. Streetcar service along the Interurban line ended in Saint Paul on October 31, 1953, and the route was the last to carry passengers in the city. In the 1950s, a decision was made to convert the streetcar system to buses.
#MN LIGHT RAIL ROUTE FULL#
Streetcars became practical along the route with the advent of electrification, and full service began along the route on December 9, 1890. Paul–Minneapolis streetcar line, also referred to as the Interurban line. The route is a descendant of the Twin City Rapid Transit Company's St.