Minneapolis Circle Line

I have recently been thinking about the backbone transit network of the Twin Cities.

The existing and soon-to-be-built LRT lines (Hiawatha, Central Corridor, Southwest Corridor) all radiate from downtown Minneapolis. The same is true of the one Commuter Rail line.
Examining the proposed Minneapolis Streetcar System one again sees the downtown orientation (aside from the Midtown Greenway Streetcar line).
Most Minneapolitans, do not work downtown. Most do not take shop, entertain themselves, or do other things downtown very often.

Many other cities have adopted Railway loop lines , which circle around downtown at some radius. These cities include Berlin, London, Sydney, Melbourne, Brisbane, Glasgow, Madrid, Beijing, Shanghai, Tokyo, Osaka, Oslo, Seoul, Chicago, and Moscow. The advantage is that travelers do not need to go all the way into the center to go to a destination on another spoke.
Thinking about network topology in the Minneapolis case, I hypothesize a Minneapolis Circle Line service. There are several objectives in mind
(1) Maximize destinations served outside of downtown.
(2) Minimize construction costs, use existing (or to be built) alignments where possible
(3) Minimize interference from traffic, avoid on-street rights-of-way where possible.
(4) As a service, it can utilize existing tracks but go to different destinations. It separates the requirement that the line and services on the line be identical.
To that end, there are several major sections of the service:
(A) The south-side runs on the proposed Midtown Greenway Streetcar
(B) The west-side runs along the proposed SW LRT right-of-way from the intersection of the Midtown Greenway to Penn Avenue.
(C) The Penn Avenue section runs from the SW LRT Penn Station to Plymouth Avenue
(D) The north-side runs on Plymouth Avenue across the Mississippi River
(E) The northeast section runs through Boom Island park to Main Street/St. Anthony Main. If done as a “Heritage” Transit line, it could add to the qualitative attractions of this largely pedestrian zone.
(F) The southeast section follows from Main Street along the Granary Road right-of-way across the north side of the Gopher Stadium. Part of this is the Northern Alignment from the Central Corridor studies. However it would take advantage of its location and have stops at the new developments in the University Bio-technology corridor.
(G) The east section follows 25th Ave SE south to the railroad right-of-way paralleling and crossing I-94 to 27th Ave.
(H) The section passes through the five-way intersection at Franklin Avenue and East River Road to cross the Mississippi River on the Franklin Avenue Bridge.
(I) The route follows Franklin Avenue to 26th Avenue S, turns south, to meet the Midtown Greenway extended just past the Lake Street Station on the Hiawatha Line.
(*) Some alternative routings have been drawn as well.
The route thus connects Seward, Midtown, Phillips, Uptown, Lake Calhoun, Kenwood, Bassetts Creek, Harrison,Sumner-Glenwood, Near North, North Loop, East Hennepin, St. Anthony Main and Nicollet Island, Marcy-Holmes, Dinkytown,the University of Minnesota, Stadium Village, and Prospect Park, and Cedar- Riverside.


I have not tested this hypothesis in terms of potential travel demand. I do not have a perfect routing that inherently beats all others, it is a question of trade-offs and values. However the notion of non-radial services needs to be raised as the Twin Cities go forth on the biggest rail construction boom since the 19th century.