Two years after it first “rolled” out, the results of the “Green Line” train between the downtowns are, put diplomatically, “mixed”:

As Metro Transit’s $957 million Green Line project marked its second anniversary on June 14, even die-hard transit advocates acknowledge jobs, housing and commercial development have been a mixed bag.

“I think we’re on a great track with housing, and we always knew that housing was an area that would grow first,” said Mary Kay Bailey, director of the Central Corridor Funders Collaborative.

Well, of course they knew that housing was an area that’d grow first; it’s being subsidized by various levels of government.

If you pay people to do something, someone’ll probably do it.

“But I think it’s time to keep our eyes on job growth. … We want to see it improve with more job-focused development. That’s an important piece for us as a city.”

While Minneapolis and St. Paul have increased their job base by 7 percent since 2011, the collaborative found that job growth averaged less than half that along the Green Line corridor, with wide variation from neighborhood to neighborhood. Some segments of the Green Line have yet to regain jobs lost since light rail construction began nearly six years ago.

The article mentions not a word about the crime rate in the neighborhood.  I’m not going to blame reporter Frederick Melo for that just yet – he does a generally conscientious job of covering Saint Paul.

But while the city’s various spokespeople will downplay it for all they’re worth, the general sense in the neighborhood is that crime is up, especially south of Thomas Avenue, four short blocks north of University.  And one undeniable fact – which, to be honest, may be a fluke; only time will tell – is that many of the city’s murders this year have happened up and down University Avenue.   Of course, it’s early to tie that statistically to the train  (notwithstanding one victim who literally died alongside the tracks last March) – but when you see smoke, it’s not unreasonable to think there’s a fire down there somewhere.

Two years ago, Saint Paul re-opened the Union Depot after a $240 million taxpayer-financed facelift.

Now comes news that Christos – a long-time anchor restaurant in the Depot’s lobby, since back the day when the Depot itself was the anchor, ifYouGetMyDrift,  is likely bailing.

OK, restaurants come and go – although it’s weird to think a place like Christos, that survived a couple of decades in the neighborhood before taxpayer-finance subsistence in the form of CHS Stadium and government-subsidized artist lofts finally came to Lowertown, is just now pulling up stakes and heading back to Minneapolis (although that is perhaps part of a larger series to be done, about why restaurants just can’t make it in Saint Paul, and so retreat to Minneapolis or the ‘burbs to make ends meet).

But behind that story?  The big news:  even with all the taxpayer-subsidized largesse descending on Lowertown, the Union Depot is losing $6 million dollars a year:

“It doesn’t go a week that somebody doesn’t stop me in the street and say, ‘You threw away my money,’ ” said Ramsey County Commissioner Rafael Ortega, who fought from the beginning for the Depot project. “How do you put a price on quality of life, mobility of community, which has a huge impact on economic situation?”

I do.  It’s in the property taxes I pay to finance Rafael Ortega’s version of “quality of life”.  It’s a very definite amount, and it takes away from my quality of life.

I digress:

If you can’t put a price, you can put a cost. Ramsey County says the Depot is bringing in $1.7 million in revenue, but costing $7.7 million to operate. That’s up from 2014, when revenues were $1.5 million and operating expenses $6 million — a $4.5 million gap.

Ortega, who is chair of the Ramsey County Regional Railroad Authority, and other county officials say the site was never meant to be a direct revenue generator. They note repeatedly that ridership, foot traffic and the Depot’s long-term social and economic benefits may not be realized until years — perhaps decades. And since its December 2012 opening, they have focused on attracting major carriers, and gotten them: Amtrak, Greyhound and Megabus.

They got them by squeezing out of perfectly adequate quarters elsewhere; Amtrak’s presumably long-paid-for station on Cleveland is now sitting fallow; the former Greyhound “station” on University, likewise.  Megabus?  In Minneapolis, Megabus picks up at a city bus stop by Target Center.  No need to spend hundreds of millions.

And don’t give me that “the long-term benefits won’t be realized for decades” claptrap, Mr. Ortega; that sounds a lot like “there’s trouble in River City and that starts with T and that rhymes with P and that stands for Pool”.

Look, I get it.  It’s a beautiful depot.  But we warned you this would happen.

I predicted in June, 2014 that the “Green Line” – the light-rail between downtown Minneapolis and downtown Saint Paul – would kill three people and account for a dozen vehicle accidents in its first year.  It turned out to be two dead, I’m not sure how many vehicle accidents – and even more injured pedestrians than I’d figured.

Partly because the pedestrian “interface” for the Green Line stations and right of way is a complete joke.

And now, a reporter is talking about it – and I suspect the PiPress’ Maja Beckstrom is thankful she can talk about it.  She relates the story of a recent close call, at University and Raymond:

Until now, I’d assumed that the people who have been hit by light rail in the Twin Cities were wearing ear buds and spacing out. I figured they were the kind of people who strolled straight down the rails and on the shoulders of busy streets, who crossed against red lights and took chances. Now I wonder if they were just like me, a bit confused and in a very wrong place at the wrong time.

I’m a regular bus commuter and no stranger to public transit, but I’d ridden light rail only once before. I decided at the last minute to catch it to work in downtown St. Paul. I was by Raymond Avenue dropping off a kid at summer camp, so I parked my car on a side street and walked down to University Avenue, where I could see the Raymond Avenue Station to my left halfway down the block. The pedestrian light turned green, and I walked across University’s westbound traffic lane. I figured there would be a sidewalk running up the middle of the street from the intersection to the station. Makes sense, right?

And I’m not the only one:

[The Transit cops who yelled at her after her close call] told me about the two people who have been hit and killed on the Green Line. They told me about a woman who was standing between train lines who was knocked by one train toward another oncoming train and who survived only because the fast-thinking driver of the oncoming train sped up so she fell into the side of the train rather than into its path. I later looked up the statistics. Eight pedestrians have been struck since testing began in January 2014 on the Green Line between downtown Minneapolis and St. Paul.

“In your defense, that intersection isn’t well designed,” one cop finally conceded, as he mellowed in the face of my contrite confession. “People get confused.”

In my day job, I try to design things to make sense for real people.  And the design of the Central Corridor’s stations astounds me.

Yet again – big government at work.

Joe Doakes from Como Park emails:

Reading this article, even I want to visit thriving, exciting, beautiful Saint Paul . . . on the train, no less. And I live here!

Now that’s some darn fine travel writing.

Joe Doakes

Advertising is the fine art of making a weasel believe it’s a mink.