00-970Council File # ���QhO
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RESOLUTION
Resolution #
Green Sheet #� � a�. ��e 3
CITY OF SAINT PAUL, MINNESOTA
PresenCed Sy
Referred To
Committee: Date
2 WHEREAS, the City has received the Riverview Corridor Major Investment Study Draft Report from the
3 Ramsey County Regional Railroad Authority (RCRRA) for review and comment; and
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WHEREAS, the RCRRA will select the Locally Preferred Alternative or strategy based on assessment of the
data and public input after receiving comments from interested parties; and
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WHEREAS, the Planning Commission, on September 22, 2000, held a public hearing on the Riverview
Corridor Major Investment Study (MIS) Draft Report at which all persons present were given an opportunity
to be heard;and
WHEREAS, the Transportation Policy Plan chapter of the Saint Paul Comprehensive Plan calls for
development of frequent, fast, limited-stop, high-level transit h•unk line service (including dedicated busways
and/or LRT) in six transit corridor "spines" that have high job concentrations, population density, transit
dependency, and opportunity for redevelopment including the Riverview Corridor between downtown St.
Paul and MSP International Airport (connecting to the Hiawatha Corridor at Fort Snelling/Airport) and the
Northeast Corridor going northeast from downtown Saint Paul to Lafayette Park, Metro State University,
3M, Phalen Village, Hillcrest Center and Maplewood Mall; and
WHEREAS, the Riverview Corrzdor MIS includes both the Riverview Conidor and part of the Northeast
Corridor identified in the Transportation Policy Plan; and
WHEREAS, Northeast Conidor tnmk line transit service was the subject of detailed study in the Safnt Paul
Northeast Area Transit/Land Use Restructurzng Plan in 1994 by RTB, MTC and City staff, and continues to
be discussed in the Metropolitan CounciPs recent Transit 2020 Master Plan, which lists the corridor as one of
the top two of four corridors in the metropolitan area for possible development of busways; and
WHEREAS, decisions on Riverview Corridor transit improvement alternatives could have significant long-
range effects on transportation systems and land use patterns in Saint Paul; and
WI�REAS, the Land Use Plan chapter of the Saint Paul Comprehensive Plan calls for focusing job and
housing development efforts in the next 20 yeazs in five corridors including the Phalen/Northeast Corridor
and the Seventh Street/Riverview Corridor, where it calls for development of mixed-use urban villages
including higher-density housing within a quarter mile of transit stops, and working with Ramsey County, the
Metropolitan Council and Metro Transit to improve public transit; and
WHEREAS, the Riverview Conidor and Northeast Corridor include a number of significant opportunities for
higher density transit-oriented redevelopment and creation of urban villages around transit stations, most
notably including 37 acres of vacant and under-used land at Shepazd-Davern, the 63 acre former Koch-Mobil
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40 tank farm site, the 25 acre Randolph Industrial Site at Randolph and Toronto, the North Quadrant and other
41 urban villages being developed in downtown St. Paul, the growing Metro State University campus, the 24
42 acre Hamm's Brewery site and Phalen Village; and
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44 WHEREAS, the City has completed a number of detailed plans for transit-oriented redevelopment of these
45 azeas, including the Shepard Davern Gateway Small Area Plan, the Brewery/Ran-View Sma1T Area Plan, the
46 North Quadrant Precinct Plan, the North Quadrant Redevelopment Plan, and the Phalen Village Small Area
47 Plan;and
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49 WHEREAS, the Plaruiing Commission, on October 6, 2000, adopted the attached resolution recommending
50 Busway as an appropriate transit improvement in the Riverview Corridor, and
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52 WIIEREAS, the Plamiing Commission's recommendations are written in more detail in a Riverview Transit
53 Corridar Issue Sutmnary (October 6, 2000);
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55 NOW, THEREFORE, BE IT RESOLVED, that the Saint Paul City Council recommends selection of
56 Alternative 7"BRT CPR Corridor" in the Riverview Corridor Major Investment Study Draft Report as the
57 Locally Preferred Alterna6ve subject to the following modifications and conditions:
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59 l. Consider alternatives to BRT alignment on W. Seventh St. between the TH 5 bridge over the
60 Mississippi River and the CPR right-of-way, and work with the City and neighborhood organizations to
61 design transit improvements in this azea to incorporate and complement recommendations in the
62 Shepard Davern Gateway Small Area Plan and reinforce Gateway Project plans for this area; and
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BRT on the CPR right-of-way from about Alton St. to Toronto St., and then follow W. Seventh St.
toward downtown St. Paul to mitigate the expense and residential impact of BRT on the portion of the
CPR right-of-way from Toronto to Western (see attache� map); and
Busway on outside (right side rather than in the median) bus-only diamond lanes on W. Seventh St.
from Taronto St. to Smith Ave., with possible buxnp-outs for bus stops and bump-ins for on-street
parking, to mitigate potential impact on pazking and property along Seventh St. (in order to stay in the
current right-of-way as much as possible, variances from MSA standards should be sought); and
In the United Hospital area, consider whether a one-way pair of bus lanes on Smith Ave. and W.
Seventh St. would work better than leaving all busway traffic on Smith Ave.; and
Busway on bus-only diamond lanes on Fifth and Sixth Streets in downtown St. Paul between Seventh
St. and Broadway; and
Busway on E. Fifth St. from Broadway to Kittson St. to avoid the high cost of developing busway
diamond lanes on a very constrained and congested section of E. Seventh St. between Wacouta St. and
Kittson St., where a busway might be more economically added later as part of major highway
reconstruction; and
84 7. In addition to the proposed Phase 1 stations identified in the MIS (Shepard-Dauern, Crosby Lake,
85 Randolph, Hospital, Washington, Cedaz/Minnesota, SiblPy, Lafayette, MSU, and Arcade), add stations
86 identified in the MIS as "potential future stations" in the MadisonlRankin area, in the W. Seventh
87 St./St. Clair area, and at the Cleveland Circle Transit Hub as Phase 1 stations, with all stations to be
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strategically located and designed to enhance economic devalopment as well as access to transit; and
8. Give the City a significant and formal role in a participatory design process, with public input and
review, to ensure that stations and other major features of Riverview Corridor transit improvements in
St. Paul are designed to conform to an overall design theme reflecting St. Paul's historic character, and
to be compatible with the street environment and adjacent buildings; and
95 9. Allow regulaz and express route buses to share use of the bus-only diamond lanes; and
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97 10. At the west end, provide for an efficient BRT connection to the MSP airport and an efficient, user-
98 friendly transit connecfion from the Riverview Corridor to the Mall of America; and
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From the east end of the Riverview Corridor busway, extend busway service northeast to Phalen
Viilage and the Hillcrest Transit Hub, and possibly on to Maplewood Mall to provide improved transit
service for commuters to downtown St. Pau1 and demonstrate the advantage of busways to allow buses
to provide confinuing seamless service beyond the busway; and
Coordinate and incorporate local development of the Shepazd-Davern Gateway Project, the Cleveland
Circle Transit Hub, the new Arcade bridge and on-ramp to Phalen Slvd., and Phalen Blvd. on RCRRA-
owned right-of-way between Arcade St. and Johnson Pazkway with the Riverview Conidor transit
improvements; and
ALSO, BE IT RESOLVED, that the Saint Paul City Council supports the creation of a public/private
partnership for the for the purpose of building transit ridership and supporting transit and transportation
im rovements in the Riverview Corridor; and
+� S`t�S e.r^�c� A M EN � M E NT R� t S e er n ox �- � �>
FINALLY, BE IT RESOLVED, fhat Saint Paul City Council approves this resolution as �e City's official
comment on the Riverview Corridor Major Investment Study Draft Report, and is the City's recommendation
on a Locally Preferred Alternative.
Requested by Department of:
Plannin & Economic velo ment
Ey: �
Adoption Certified by Council Secretary
By:
Approved by
By'
Form Approved
By:
by City Attorney
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�proved by Mayor Submission to Council
BY: �'�l ���iL
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Adopted by Council: Date Q,c�. �{`' �p-�
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ALSO, BE IT RESOLVED, that the St. Paul City Council respectFully requests that:
1. No new river crossing in excess of improvements to existing crossings shail be constructed in order to
accommodate transit improvements; and
2. No transit a(ignments shail be implemented that present a harmful environmental impact on the
Mississippi River bluff area and the Swede Hollow area; and
3. No alternative will remove on-street parking needed by businesses or residents without adequate
repiacement. Those removals that do take place must be replaced by off-street parking in a pre-approved
walking distance from the removals; and
4. No removal of business, homes, or mu(ti-unit dweilings shail take place unless a replacement
redevelopment plan from any of the responsible jurisdictions is in place; and
5. That an independent traffic and parking impact study of the station areas be implemented before final
EIS approva(; and
6. That no parkland be eliminated or mitigated; and
7. That electric transit vehicles be the sole aAowable vehicles on all dedicated, oif-street portions of the
transit way; and
8. That an assessment of a bike lane allowance be included in the final EIS; and
9. That a noise assessment study be conducted and a sound abatement plan implemented in those areas
of the transit alignment in the proximity of residentia{ and multi-unit housing. �
AND, Se it further reso4ved,
That the final land use plan, implementation schedule, financing by the City, and specific alignment be
subject to approval by the Saint Paul City Council, after all applicable neighborhood groups are given an
adequate comment period before flnal vote on the EIS and initiation of the project timetable.
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Resolutionrecommending ah�ansitakemative to the Ramsey County RegionatRailroadAuthority (RCRRA) aspartofthe public comment
to the St. Paul Riverview Corridor Major Investment Study Draft Report.
PUWNING CAMMISSION
CIB COMMITTEE
qVll SERVICE COMMISSION
Flac tlus PeisaJfxm everxa,ketl undera canbact forMic tlepaM�nl?
YES NO ,
Hm Mis P�rm e.er heen a cilY anPbY�?
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YFS NO
The City of St. Paul has received the Riverview Corridor Major Investment Study I�raft Report from the RCRRA for review and comment,
and the RGRRA will select the Locally Prefened Alternarive based on assessme�it of data and the public input. The St. Paul Planning
Commission, on October 6; 2000 approved a resolution recommending a mode and route alternarive and is'forwazding this
The alternative suggestedby this resolufion is consistentwiththe TransportaTion Policy Plan chapter of the SaintPaul Comprehensive Plan
which ca11s for development of frequent, fast, limited-stop, high-leveltransit u•unk line service (including dedicated busways and/or LR'1�
in six transit corridor "spines" of which the Riverview Corridor is one. The Riverview MIS also incorporates the entry of the Northeast
Corridor. Tliese corridors have high joU concentrations, population density, h'ansit dependency, and opportunity for redevelopment.
NAOUNT OF TRANSACTION
COST/REVQIUE BUOOETED (pRGLE ONE)
YES
IY Y'\ ACTNITYNtRABER
x� (owwM
�"�� DEPARTMENT OF PLANNING p Q.. G,� Q
& ECONOMIC DEVELOPMENT
Brian Sweeney, Director
CTTY OF SAINT PAUL
Norm Coleman, Mayor
DATE:
TO:
October 10, 2000
Mayor Norm Coleman
25 Wesd Fourih Street
Sairst Pau1, MNS5702
FROM: Brian Sweeney, Directo��
�- v
Telephone: 651-266-6565
Facsimile: 657-228-3267
SUBJECT: Planning Commission's Recommendations for the Riverview Corridor Major
Investment Study
On October 6, 2000, the Planning Commission adopted the attached resolution recommending that
the City of Saint Paul support a busway alternative for the Riverview Corridor. The Planning
Commission reconunendation incorporates several elements to dramatically reduce the potential
local impacts created by a Busway.
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On August 22, 2000, the Ramsey County Regional Rail Authority released the Draft Report for the
Riverview Corridor Major Inveshnent Study (MIS). The purpose ofthe study is to provide decision-
makers with mare complete information on the options available far addressing current and projected
transportation needs. Those options range from a"no-build" alternative to a significant inveshnent
in `fixed guideway" or Light Rail Transit. The Ramsey County Regional Rail Authority is seeking
public coxnxnent on this Draft MIS until October 20, 2000.
The City of Saint Paul has undertaken a series of significant public investments in the Riverview
Corridor. Furthermore, the City is the responsible governmental unit for land use planning.
Therefore, the City of Saint PauP s policy position on the transit alternatives will have a maj or impact
on what transportation options will best serve this corridor.
At your request, staff from Public Works and Pianning and Economic Development analyzed the
implications of the alternatives illustrated in the Riverview Comdor MIS. PED Staff used the
existing Planning Commission public participation process to help identify many of the issues raised
by these transit alternatives. Since the Saint Paul Comprehensive Plan has a chapter devoted to
Transportation and since land uses could be impacted by these transit alternatives, the Planning
Commission process was the natural method to develop the City's position.
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On August 22, 2000, the Comprehensive Plann'ng Committee of the Planuing Commission was
briefed on the release of the Riverview Comdor MIS and discussed on what aspects they would be
prepared to comment. On September 8, 2�00, staff from the Metiopolitan Council gave a
presentation to the Plamiing Commission on what constitutes a"busway". On September 21, the
Planning Com�xussion held a public hearing on the Riverview Corridor MIS and refened the matter
back to the Comprehensive Platuiiug Committee in order to prepare a resolution. On October 6,
2000, the Planning Commission recommended the Busway alternative as the appropriate transit
improvement for the Riverview Corridor.
RECOMMENDATION
The Saint Paul Planniiig Commission recommends that you forwazd the attached Recommended
Transit Alternative far the Riverview Corridor to the City Council for adoption.
Attacl�ments
cc: City Council
PLANNING COMMISION
CITY OF St1INT PAUL
Norm Coleman, Mayor
GZadysMorton, Chdrr
25 WestFourth Street
SaintPau[ MN55102
Riverview Transit Corridor Issue Summary
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Tetephone: 631-2666565
Facsimde: 651-2 283 3 1 4
Rationale for the Saint Paul Planning Commission's Recommendations
October 6, 2000
Summary of Planning Commission Recommendation
• Transit should be built in the Riverview Corridor because it is a key piece of the regional
transportation strategy to cope with increasing traffic congestion, because it is consistent
with the City's Comprehensive Plan, and because it brings many benefits to city residents
and businesses.
• Bus Rapid Transit (BRT) in the Riverview Corridor is a practical and workable transit
strategy for next 20 years.
• The Plazuiing Commission supports a combination of the alignments evaluated in the NIIS.
• The CP Rail segment works better than going straight along W. Seventh Street because it
by-passes the high traffic levels at the I-35E interchange with W. Seventh and because it
causes fewer negative impacts on private property owners.
• On W. Seventh Street from Randolph into the downtown, the busway should be located in
diamond lanes so that almost all of the existing on-street parking can be retained. To the
eatent on-street parldng is lost, this impact will be mitigated by adding new pazking
facilities.
• Further analysis is needed to choose the best alignment in the Shepazd-Davern area and in
the United HospitaUCleveland Circle Transit Hub area.
• Station azea planning is needed in the ne�t phase of study to coordinate the busway with
development at many of the station areas. Local neighborhood concerns should be
addressed in the station area plans.
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Background and Planning Commission Role
After two years of study and work by a transit consultant, the Ramsey County Regional Rail
Authority (RCRRA) released the River Corridor Major Investment Study (NIIS) in August 2000.
The MIS is a step toward eligibility for federal transit funding. The City is asked to submit its
recommendation and comments to the RCRRA by October 20, 2000. The Mayor and City
Council, in turn, asked the Saint Paul Plaxming Commission to develop a recommendation to
them for City Council action on October 18th. The RCRRA will select the preferred altemative
on November 14th.
The decision process became urgent when the state legislature in the 2000 session allocated $44
million for a busway in the metro area. The leading contenders for the fixnds are the Riverview
Corridor and a northwest corridor from Minneapolis to Anoka County. The Metropolitan
Council will make a decision on how to spend the state funds before the end of the yeaz. It is
anticipated that the state fixnds would be matched by a greater amount of federal transit fixnds.
The Planning Commission held a public hearing on the MIS on September 22, 2000, but there
was very little testimony by neighborhood and business organizations along the corridor,
presumably because of the limited time at the end of the summer when the MIS document was
available. The City Council will probably receive more public testimony. The Planning
Commission toured the alternative alignments, attended meetings with interested organizations,
and met for several hours with staff from City departments, the RCRRA, Metro Transit and
Metro Council. The Commission's recommendation gives the Commission's best judgment on
what is best for the whole city based on the Comprehensive Plan and on how to mimmize the
number of negative local impacts and tnitigate remaining ones.
The Planning Commission had neither the time nor expertise to address cost-effectiveness
questions; these are properly questions for the RCRItA and Metro Transit. The Commission was
advised, however, that the modeling done for transit studies give conservative ridership
projections. Future ridership is likely to be higher when public transportation is improved
generally and when traffic gets worse.
Regional and Citywide Planning Context
The Pianning Commission accepts as a premise that traffic congestion in the Twin Cities
and on the Riverview Corridor will become much worse, as discussed in the MIS and
regional transportation plans. Public policy and investments need to respond not only with
road construction but also by improving bus service, creating transitways, and adjusting
land use to complement public transportation.
Regional transportation plans call for a"central triangle of transitways" with radiating
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spokes (Attachment A). The triangle interconnects downtown Mimieapolis, downtown
Saint Paul, and the Mall of America/MSP Airport. Other transitways radiate from the
triangle. The Hiawatha side oftriangle will be LRT. The City of Saint Paul would like
the Central Corridor to be considered for the nea-t LRT line because it has more
employment, more households, and greater projected ridership than other transit corridors
in the region. Due to cost, regions of our size find they can build about one LRT line per
decade.
3. The Riverview Corridor is designated as a"primary transit express corridor" in the
Comprehensive Plan's Transportation Chapter. Aclually the MIS covers what is
designated as the Riverview Corridor along W. Seventh Street and part of the Northeast
Corridor, which runs out to the Maplewood Mall (Attachment B). The Transportation
Chapter has three major strategies, one of which is "Travel Mode Choice" with "transit
improvement" as the first objective. Upgrading public transportation on the Riverview
Corridor is clearly supported in the city's Transportation Plan. The corridor does an
excellent job of interconnecting a series of employment and activity centers and many
residential areas from the East Side through the downtown and along W. Seventh to the
Airport (NISP) and the Mall of America (MOA).
5. A Riverview Corridor transitway is also consistent with the Land Use Chapter of the
Comprehensive Plan. One of the specific purposes of the Land Use Plan is "to inter-relate
land use and transportation to mimmize traffic congestion and to reduce dependence on
automobiles °' Two of the four general strategies in the Land Use Plan are "A Growing,
Vital City Center" and "Corridors for Growth." Both W. Seventh and the Phalen
Corridor are designated as growth corridors (Attachment C) where series of major
redevelopment opportunities lie near the proposed transitway (Phalen Village, Quadrille,
Stroh's, Metro State, North Quadrant, downtown office core, Cleveland Circle Transit
Hub, Upper Landing, ADM, Koch-Mobil, Quebecor, Shepazd-Davern).
Transit Mode Preference for Busway
The Planning Commission recommends Bus Rapid Transit (BRT) for several reasons:
• Since fixnding is available now and several of the redevelopment sites listed above
are still in design stages, the new land uses and site plans can be adjusted to be
transit-oriented or at least as compatible as possible. If the City waits for another
opportunity to build transit, most of these sites will have already been redeveloped
and some may even become obstacles to a transitway_
• BRT offers the flexibility to mix exclusive busway lanes with diamond lanes; a
"perfect" transit right-of-way is not essential.
• BRT has fewer local impacts than LRT because on-street parking and left-turn
movements can be preserved in the diamond lane segments.
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Tf LRT will be funded for only one Saint Paul corridor in the next decade, the City
Council has previously expressed it's support £or the Central Corridor.
If BRT succeeds and increases ridership significantly above MIS projections, the
alignment can be upgraded to LRT in the future. If a busway is not established
now, it will be all the more difficult to create an LRT right-of-way in the future.
Busvcay Alignment Preferences
1. In the scoping"phase before the MIS, Shepard Road was eliminated as an alignment
because it would provide almost no service to Saint Paul neighborhoods. BRT or LRT
stations should be near neighborhood commercial centers where as many people as
possibie live within a quarter-mile walk. Shepard Road has only two or three potential
station locations that would serve even a small number of households or businesses. BRT
is not intended as a by-pass express bus; that is already found on Shepazd Road.
Transitways are intended to provide mobility for Saint Paul people as the road system
becomes increasingly congested.
Direct service to MSP is important; transferring at the airport from BRT to LRT to go to
the Mall of America is acceptable to Saint Paul.
In the Shepard-Davern area more analysis should be done on the pros and cons of W.
Seventh vs. Norfolk Ave. alignments. W. Seventh may be a better station location for
neighborhood service, but widening the W. Seventh right-of-way may cause too much
hardship.
The CP Rail alignment should be used from Ahon Street to Toronto Avenue, providing a
segment of exclusive busway that bypasses the high traffic volumes on W. Seventh to the
west of the I-35E interchange. Por this stretch, a busway on W. Seventh would require
either a major widening of W. Seventh Street or else a new interchange at I-35E and
Shepard Road so that traffic would shift to Shepard Road.
From Toronto to Smith the busway should operate in diamond lanes that preserve on-
street parking lanes where they e�st now and are critical to abutting homes and
businesses. A small number of pazking spaces would be lost for left-turn slots or bus
stops. Local buses should also run in the diamond lanes.
6. Detailed analysis is needed for the United Hospitals-Cleveland Circle Transit Hub area.
The hospital wants improved transit and needs to preserve access and pedestrian
circulation. The City wants to open Smith Avenue through the Armstrong House site and
ensure convenient pedestrian connections between the proposed transit hub/parking ramp
and the busway.
The City supports the Fifth-Sia�th Street pair through downtown.
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8. East of the downtown core, the busway should use E. Fifth Street from Broadway to
Kittson, going under the Lafayette Bridge and bypassing the Lafayette-E. Seventh
intersection until that intersection is reconstnxcted in the future. The intersection is too
congested to create diamond lanes. The Kittson connection, unfortunately, puts the
starion farther from Lafayette Park employment centers; thus, when the intersection is
rebuilt in the future, it should be redesigned to accommodate the busway on E. Seventh
Street itself
9. On E. Seventh Street through Dayton's Bluff, an exclusive busway appears to be
workable if there is an adequate pazking replacement program.
10. The busway should turn north on Arcade Street, go over the bridge and then ramp down
to the planned Phalen Blvd.
1 l. Even if busway lanes do not continue on Phalen Blvd., the bus routes should continue to
Phalen Village and destinations farther out on the planned Northeast Transit Conidor.
Right-of-Way Issues
The Planning Commission tkrinks that more study is needed on whether to reconstruct
ramps from the Highway 5 bridge to Shepard Road. For traffic diversion to succeed, new
ramps may also need to connect I-35E to Shepard Road because so much of the MSP and
Bloomington-bound traffic uses I-35E and W. Seventh.
Right-of-way width at Sibley Plaza and Sibley Manor may be a great obstacle to creating
putting the busway and a station there, which is why the Norfolk Avenue alignment should
also be considered.
Some additional right-of-way will be needed wherever the busway bridges over or tunnels
under the CP railroad track.
4. The City wants to open Smith Avenue through the proposed Cleveland Circle Transit
Hub, where the historic Armstrong House sits, and wants the busway to connect
conveniently into the transit hub.
Access from the Arcade Street bridge to Phalen Blvd. is cunentiy planned as a single,
two-way loop at the northwest corner of the bridge. The loop should be designed to
accommodate buses.
6. In the diamond lane segments, the busway can operate—retaining the on-street pazking
except at intersections with left turn slots or bus stops—within the e�sting rights-of-way.
However, more right-of-way will be needed to build decent BRT stations.
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If E. Seventh Street is built with exclusive busway lanes, widetung of the right-of way will
be necessary at least at certain points, and especially between Kittson and Mounds Blvd.
Local Laud Use and Development Impacts
The Shepard-Dauem Crateway Small Area Plan does not anticipates BRT as planned in the
NIIS. The Shepard-Davern Plan should be adjusted to accommodate the busway as a
community asset. If Shepard-Davem Crateway Beautification Project needs some
adjustments, the busway budget should provide an alternative that conforms to the spirit
of the plan and has equivalent aesthetic quality.
2. The Quebecor plant occupies a prominent river bluff site and is currently vacant It should
become a target site for redevelopment, possible for residential use.
Like Shepard-Dauem, the Brewery/Ran-View Small Area Plan may need minor revision to
accommodate BRT. In particular, the Koch-Mobil site plan should be revised to be
transit—oriented development. The busway on the CR rail corridor through this entire
residential area needs to be carefully designed. The Brewery/Ran-View Plan supports
improved public transit generally and anticipates that it will occur on W. Seventh.
4. Another need for station azea planning is at the W. Seventh-Randolph-Toronto, where the
busway switches from the CP rail alignment to W. Seventh.
Detailed planning is needed for the United-Children's Hospital area on Smith and may
include one-way pairing of the busway using Smith and W. Seventh. The hospitals have
expressed their readiness to participate. This area wouid include the proposed transit hub.
6. Metro State University wants to build a library on the north side of E. Seventh Street. The
station plan should be coordinated with their campus planning.
7. With exclusive busway lanes on E. Seventh Street, there will be some left turn and access
issues. These need to be resolved case by case in a more detailed level of planning.
The Arcade Street station should probably be a little north of E. Seventh 5treet where it
can link to both 3M and the Stroh's redevelopment site. An additionai future station more
proximate to the Stroh's redevelopment site should be considered.
Bus Service Issues
The City is opposed to farced transfers from neighborhood bus ]ines onto the busway.
2. The City supports use ofbusway and diamond lanes by neighborhood bus lines as they
head into and through downtown.
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Local bus sezvice should be preserved on E. and W. Seventh Streets.
4. The City agrees with the MIS statement that BRT buses should have priority at stop
lights, that is, they can eactend green lights until they cross. But they should not fully
preempt stop lights the way emergency vehicles do. Preemption blocks out pedestrian
crossing lights for a full cycle, making it too difficult for pedestrians to cross. Moreover,
frequent preemption wouid throw whole signal sequencing pattems out of sync much of
the time and disrupt traffic flow.
Attachments:
• Regional transitways map
• Citywide proposed transit corridors (Comp Plan)
• Maps of Planning Commission's preferred alignments
• Cross-section drawings of busway
• Corridor map of major development sites (Comp Plan)
K:\ShazuASODERAOUBusway-PClssues Summacy.dft 7
00-q'1a
city of saint paul
planning commission resolution
file number oo-6z
date io-6-o0
WI-IEREAS, the City has received the Riverview Corridor Major Investment Study Draft Report from the
Ramsey County Regional Railroad Authority (RCftRA) for review and comment; and
WHEREAS, the RCRRA will select the Locally Preferred Altemative or strategy based on assessment of
the data and public input after receivina comments from interested parties; and
WHEREAS, the Planning Commission serves as an advisory body to the Mayor and City Council on
municipal planning matters per Section 107.02 of the City Administrative Code; and
WHEREAS, the Planning Commission, on September 22, 2000, held a public heazing on the Riverview
Corridor Major Investment Study (MIS) Draft Report at which all persons present were given an
opportunity to be heard; and
WHEREAS, the Ti-ansportation Policy Plan chapter of the Saint Paul Comprehensive Plan calls for
development of frequent, fast, limited-stop, high-level transit trunk line service (including dedicated
busways and/or LRT) in six transit corridor "spines" that have high job concentrations, population
density, transit dependency, and oppoRunity for redevelopment including the Riverview Corridor
between downtown St. Paul and MSP International Airport (connecting to the Hiawatha Corridor at Fort
Snelling/Airport) and the Northeast Corridor going northeast from downtown Saint Paul to Lafayette
Park, Metro State University, 3M, Phalen Village, Hillcrest Center and Maplewood Mall; and
WHEREAS, the Riverview Corridor MIS includes both the Riverview Corridor and part of the Northeast
Corridor identified in the Transportation PoZicy Plan; and
WHEREAS, Northeast Corridor trunk line transit service was the subject of detailed study in the Saint
Pazd Northeast Area Transit/Land Use Restructuring Plan in 1994 by RTB, MTC and City staff, and
continues to be discussed in the Metropolitan Council's recent Transit 2020 Master Plan, which lists the
corridor as one of the top two of four corridors in the metropolitan area for possible development of
busways;and
WHEREAS, decisions on Rivervie�v Corridor transit improvement ahernatives could have significant
lona ran�e effects on transportation systems and land use patterns in Saint Paul; and
moved by Gordon
seconded by Kramer
in favor Unanlmous
against
Plan�ing Commission Resolution
File Number 00-62
Page 2
WHEREAS, the Land Use Plan chapter of the Saint Paul Comprehensive Plan calls for focusing job and
housing development eFforts in the next 20 yeazs in five corridors inc(uding the Pha(en/NoRheast
Corridor and the Seventh Street/Riverview Corridor, where it calls for development of mixed-use urban
villages including higher-density housing within a quarter mile of transit stops, and working with Ramsey
CounTy, the Metropolitan Council and Metro Transit to improve public transit; and
WHEREAS, the Riverview Corridor and Northeast Corridor include a number of significant
opportunities for higher density transit-oriented redevelopment and creation of urhan viltages around
transit stations, most notably including 37 acres of vacant and under-used land at Shepard-Davern, the 63
acre former Koch-Mobil tank farm site, the 25 acre Randolph Industrial Site at Randolph and Toronto,
the NoRh Quadrant arcd other urban villages being developed in dotimtown St. Paul, the gro�ving Metro
State University campus, the 24 acre Hamm's Brewery site and Phalen Village; and
WHEREAS, the City has completed a number of detailed plans for transit-oriented redevelopment of
tUese areas, including the Shepard Davern Gateway Sma11 Area Plan, the Brewery/Ran-View Sma11 Area
Plan, the North Quadrant Precinct Plan, the North Q:radrant Redevelopment Plan, and the Phalen
Village Small Area Plan; and
WHEREAS, the Planning Commission's recommendations are written in more detail in a Riverview
Transit Corridor Issue Summary (October 6, 2000);
NOW, THEREFORE, BE IT RESOLVED, that the Saint Paul Planning Commission recommends
selection of Alternative 7"BRT CPR Corridor" in the Riverview Corridor Major Investment Study Draft
Report as the Locally Preferred Alternative subject to the followin� modifications and conditions:
I. Consider alternatives to BRT alignment on W. Seventh St. between the TH 5 bridge over the
Mississippi River and the CPR right-of-way, and work with the City and nei�hborhood
organizations to design transit improvements in this area to incorporate and complement
recommendations in the Shepard Davern Gateway Srnall Area Plan and reinforce Gateway
Project plans for this area; and
2. BRT on the CPR right-of-�vay from about Alton St. to Toronto St., and then follow W. SevenYh
St. toward downtown St. Paul to mitigate the expense and residential impact of BRT on the
portion of the CPR right-of-way from Toronto to Westem (see attached map); and
3. Busway on outside (right side rather than in the median) bus-only diamond lanes on W. Seventh
St. from Toronto St. to Smith Ave., with possible bump-outs for bus stops and bump-ins for on-
street parking, to mitigate potential impact on parking and property a(ong Seventh St. (in order to
stay in the current right-of-�vay as much as possible, variances from MSA standards should be
sought); and
4. In the United Hospital area, consider whether a one-way pair of btts lanes on Smith Ave. and W.
Seventh St. would work better than leaving all busway traffic on Smith Ave.; and
Planning Commission Resolution
Fi(e Number 00-62
Page 2
WHEREAS, the Land Use PZan chapter of the Saint Pau1 Comprehensive PZan calls for focusing job and
housing development efforks in the next 20 years in five conidors including the Phalen�ortheast
Conidor and the Seventh Street/Riverview Corridor, where it calls for development of mixed-use urban
viltages including higl�er-density housing within a quarter mile of transit stops, and working with Ramsey
County, the Metropolitan Council and Metro Transit to improve public transit; and
WHEREAS, the Riverview Corridor and Northeast Corridor include a number of significant
opportunities for higher density transit-oriented redevelopment and creation of urban villages azound
transit stations, most notably including 37 acres of vacant and under-used land at Shepard-Davem, the 63
acre former Koch-Mobil tank farm site, the 25 acre Randolph Industrial Site at Randolph and Toronto,
the North Quadrant and other urban villages being developed in downtown St. Paul, the gro�ving Metro
State University campus, the 24 acre Hamm's Brewery site and Phalen Village; and
WHEREAS, the City has completed a number of detailed plans for transit-oriented redevelopment of
these areas, including the Shepard Davern Gateway Sma11 Area Plmi, the Brewery/Ran-T�ietiv Small Area
PZan, the North Qaradrant Pr-ecinct Plan, the North Qzrac�rant Redevelopment Plan, and the Phalen
Village Small Area Plan; and
WHEREAS, the Planning Commission's recommendations are written in more detail in a Riverview
Transit Corridor Issue Summary (October 6, 2000);
NOW, THEREFORE, BE IT RESOLVED, that the Saint Paul Planning Commission recommends
selection of Alternative �"BRT CPR Corridor" in the Riverview Corridor Major Investment Study Draft
Report as the Locally Preferred Alternative subject to the follo�vin� modifications and conditions:
1. Consider alternatives to BRT ali�nment on W. Seventh St. between the TH 5 bridge over the
Mississippi River and the CPR right-of-way, and work with the City and nei�hborhood
organizations to design transit improvements in this area to incorporate and complement
recommendations in the Shepard Dcrvern Gateway Sma11 Area Plan and reinforce Gateway
Project plans for tl�is area; and
2. BRT on the CPR right-of-�vay from about Alton St. to Toronto St., and then follow W. Seventh
St. toward downtown St. Paul to mitigate the expense and residential impact of BRT on the
portioc+ of the CPR right-of-way from Toronto to Western (see attached map); and
3. Busway on outside (right side rather than in the median) bus-only diamond lanes on W. Seventh
St. from Toronto St. to Smith Ave., with possible bump-outs for bus stops and bump-ins for on-
street parking, to mitigate potential impact on parking and property along Seventh St. (in order to
stay in the current right-of-way as much as possible, variances from MSA standards should be
sought); and
4. In the United Hospital area, consider whether a one-way pair of bus lanes on Smith Ave. and W.
Seventh St. would work better than leavin� all busway traffic on Smith Ave.; and
80 -9''?0
Planning Commission Resolution
FileNumber 00-62
Page 3 _
5. Busway on bus-only diamond lanes on Fifth and Sixth Streets in downtown St. Paul between
Seventh St. and Broadway; and
6. Busway on E. Fifth St. from Broadway to Kittson St. to avoid the high cost of developing
busway diamond lanes on a very constrained and congested section of E. Seventh St. between
Wacouta St. and Kittson St., �vhere a busway might be more economically added later as part of
major highway reconstruction; and
In addition to the proposed Phase 1 stations identified in the MIS (Shepard-Davern, Crosby Lake,
Randolph, Hospital, Washina on, Cedar/Minnesota, Sibley, Lafayette, MSU, and Arcade), add
stations identified in the MIS as "potential future stations" in the Madison/Rankin area, in the W.
Seventh St./St. Clair area, and at the Cleveland Circle Transit Hub as Phase 1 stations, with all
stations to be strategically located and designed to enhance economic development as well as
access to transit; and
8. Give the City a significant and formal role in a participatory design process, with public input
and review, to ensure that stations and other major features of Riverview Corridor transit
improvements in St. Pau( are designed to conform to an overall design theme reflecting St. Paul's
historic character, and to be compatible with the street environment and adjacent buildings; and
9. Allow regular and express route buses to share use of the bus-only diamond lanes; and
10. At the west end, provide for an efficient BRT connection to the MSP airport and an efficient,
user-friendly transit connection from the Riverview Corridor to the Mall of America; and
11. From tlte east end of the Riverview Corridor busway, extend busway service northeast to Phalen
Village and the Hillcrest Transit Hub, and possibly on to Maplewood Mall to pxovide improved
transit service for commuters to downtown St. Paul and demonstrate the advantage of busways to
allo�v buses to provide continuing seamless service beyond the busway; and
12. Coordinate and incorporate local development of the Shepard-Davern Gateway Project, the
Cleveland Circle Transit Hub, the new Arcade bridge and on-ramp to Phalen Blvd., and Phalen
Bivd. on RCRRA-owned right-of-way between Arcade St. and Johnsoa Parkway �vith the
Riverview Corridor transit improvements; and
ALSO, BE IT RESOLVED, that the Plantting Commission supports the creation of a public/private
partnership for the for the purpose of building transit ridership and supporting transit and transportation
improvements in the Riverview Corridor; and
FINALLY, BE IT RESOLVED, that the Planning Commission transmits these recommendations to the
Mayor and City Council for their consideration in reviewin� and commenting on the Riverview Corridor
Major Investment Study Draft Report, and makin� their recommendation on a Locally Preferred
Alternative.
2020 Plan a..
� LRT � LRT Alfernafives' B(ommuter Rail
� Buswoy Downfown Busway
B Connetlor Alternatires B P�1entiol LRT Extension
' One of these iwo (RT Alternatires rill 6s buill Ey 2010. Bus ironsit improvemenis r1) be
implemented in mrridar not seletled far LRT.
ROOfIW0Y5
B 2020 Principol Aderials
B 2020 Minor Arterials
k,� (urreot Urhan Service Area
T Y�tILSlt �r�r0 -------- 36
�2egional Transit Master Pian
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Map 4. Transitways on Dedicated Rights-of-Way �
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nsit-onented development. The mix of Iand uses, densities,
and si[e plan arrangements should au�ment the ridership base and make
ricling public transit an attractive option. The Ci[y �vill join with Ramsey
County in advocatin� public transportation impro�,�ements in the corridor.
6.5.3 Alon� �Vest Seventh Corridor bluffs development sho ]d k
advanta�e of [he vie�vs and amenity of the rit�er valley, wh'ile at the same
� time improving vieevs from the river to the bluff lines and pro[ectin� the
ecolo�y of the river.
6.5.4 The south�ves[ end of the corridor a[ the river is an impor�ant gateway
to Saint Paul adjacent to the interna[ional airpo�. L.andscapin� and si�na�e
and improvement of adjacent development and pedestrian areas are
amon� the improvements needed to change its character to that of an invit-
ing urban nei�hborhood and business center and entraace to Saint PauI.
6.5.5 Any major transit dzi�eiopments �vithin the Rivervietiv corridor snould
be incorporated into the existin� residential, commercial and em�ornmen-
tal character of the corridor. In particular,�phys[ca� changes should respeci
�!1CI COI7;.)iCI1lCiil I1:l�Llt"LlI runeni!ies in tne c�nicio:', �uch as Q�osbyPat};,
Hidden Falls Park and the nlississippi River Boulevard Park and should
avoid unnecessary intrusion.
Comprehensive p/aR
., s,._. _'^""'-..-a,z..��a,..._ .._s'pc"�!:g^4er.^ . --
43
Figure R
West Seventh Corridor
Development
Opportunities
6.5.2 A primary �oa] of redevelopment plannin� for the Rivervier,v
Corridor is tra
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Corridor is transit-oriented development. The mix of land uses,�densities,
and site plan arran�ements should au�ment the ridership base and make
riding public transit an attractive option. The City tivill join with Ramsey
County in advocatin� public [ransportation impro��ements in the conidor.
6.5.3 Alon� �Vest Seventh Corridor biuffs, development should take full
advanta�e of the views and amenity of the ri��er �-alley, while at the same
time improvin� vie�vs from the river to the bluff lines and protecting the
ecolo�y of the river.
6.5.4 The south�vest end of the corridor at the river is an important ;a[eway
to Saint Paul adjacent to the interna[ional airport. landscapin� and si�na�e
and improvemen[ of adjacent developmen[ and pedestrian areas are
amon� the improvements needed [o change its character to that of an invit-
in; urban nei�hborhood and business center and entrance to Saint Paui.
6.5.5 Any major transit developmen[s �vithin the Ri��ervie�v corridor snould
be incorporated in[o [he existing residential, commercial and em�ornmen-
tai character of the corridor. [n particular,�physical chan�es should respect
zmcl cr�n;pir�m: nI n:itural a�neni!ies in iiie cun icio., �uch as Cros�y Park,
Hidden Falis Park and the I�4ississippi River Boulevard Park and should
avoid unnecessary intrusion.
Comprehensive Plan
43
Figure R
West Seventh Cotridar
Development
�Pportunities
�-',�. �.i. .t�...w..,`Y"'^'� �.S,;.c;,^�R:..... . _ .
6.52 A primary goal of redevelopment planninQ for the Rivervie �
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A Objective 6.4 Phalen Corridor �� 1 Q ���n�
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7'he Phalen Corridor Initiative is a model for neighborhood revitalization
�vork. It is a community partnership amon� residents, businesses, service
agencies, and different levels of govemment. It is tying economic develop-
ment, workCorce development, human services, and housin� rehabilitation
to�ether.
Policies:
6.4.1 The goals for physical development alon� the Phalen Conidor are:
• To create a mix of new jobs (up to 2000)
• To increase the tax base
• To be economically sustainable
• To be integrated and compatible with the area's natural amenities and
historic nei�hborhoods
6.4.2 The planned land uses along the Phalen Corridor are as shown in
� Fi�ure Q. There are ten si�nificant redevelopment sites alon� the corri-
dor; the bi�gest ones are the Williams Hill Industrial Park, Hamm's
Brewery, and Phalen Villa�e.
6.4.3 The City and the Port Authority will continue to support and seek
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TYPICAL STREET SECTIONS
FOR
PLANNING COMMISSION RESOLUTION
ALTERNATEBRT7
The follo�ving is a brief description of eight (8) possible typical street sections that apply to various
locations of the Pianning Coinmission Resolution for Alternative BRT 7
Sections Page 1- All the street sections on this page aze designed for a speed limit of 35 MPH or less
and an average daily traffic volume of less than 15,000 vehicles. The sections provide twenty-four (24)
feet for a raised center median for exclusive bus use only, provide one (1) lane of through traffic in each
direction, no on street parking and maintains a minimum of ten (10) feet of public boulevazd space.
These sections would apply to Arcade Street. _
Section 1- This is the basic section, does not allow adequate width to provide for local bus stops without
blocking through vehicle movement.
Section 2- This section widens the right of way by four (4) feet on either side of the street only where
local bus stops aze necessary.
Section 3- This section widens the right of way by eigh[een (18) feet to accommodate in street platform
busway stations and left tum lanes.
Section 4- This section widens the right of way by thirty-two (32) feet to accommodate in street
platform busway stations, local bus stops at the curb and left tum lanes.
Sections Page 2- Ali the street sections on this page aze designed for a speed limit of 35 MPH or less
and an average daily traffic volume of greater than 15,000 vehicles. The sections provide twenty-four
(24) feet for a raised center median for exclusive bus use only, provide two (2) lanes of through traffic in
each direction, no on street parking and maintains a minimum of ten (10) feet of public boulevard space.
Local bus stops use the curb lane. These sections would appiy to East Seventh Street from Arcade to
Kittson and West Seventh Street from the C. P. Rail to the West City Limits.
Section 5- Street section without busway stations and requires eighteen (18) feet additional right of way.
r
fG.i�
Section 6- This section widens the right of way need by t�t3�-two (42) feet to accommodate in street
platform busway stations and left tum lanes.
Sections Page 3- All the street sections on this page are designed for a speed limit of 35 MPH or less
and an average daily traffic volume of less than 15,000 vehicles. The sections provides painted diamond
lanes for bus and right tuming vehicles use only, provides one (1) lane of through trafFic in each
direction, on street parking and maintains a minimum of ten (10) feet of public boulevard space. Local
bus stops use the curb lane. These sections would apply to West Seventh Street from Smith to about
Randolph.
Section 7- Does not allow for left turn lanes.
Section 8- Where left tum lanes are required, pazking would need to be removed.
- � BRT ALTERNATIVES a°
TYPICAL 2-LANE SECTI�NS
SECTI�N 1
VD.
BRT
NO PARKING
SECTION 2
LANE I SKi I LRrvL
"�— �
W/0 STATION 8 WITH LOCAL BUS STOP
swn.
SECTI�N 3
STATION
TURN
NO PARKING & WITH STATIOrv
SECTION 4
ir
LEFT
7t7RN
NO PARKING WTTH STATION & LOGAL Eusi �iur
a
NOTES�
� IOFT MINIMUM BOULEVARD WIDTH
x DESIGN ADT 10,�00-15,000 VPD
r DESIGN SPEED LIMIT 30-35 MPH
HLVD.
PAGE 1
BRT A�TERNATIVES aD _,��
TYPICAL 4-LANE SECTI�NS
SECTION 5
LANE I BRT I LANE
NO PARKING & W/� STATION
SECTION 6
VD.
2' R/v
24' IP' 12' 15' 10'
BRT LEFT TURN LANE LANE BLV➢.
�
NO PARKING 8� WITH STATI�N
v.
NOTES�
■ lOFT MINIMUM BOULEVARD WIDTH
■ DESIGN ADT >15,000 VPD
■ DESIGN SPEED LIMIT 30-35 MPH
� LOCAL BUS SERVICE ST�PS IN CURB LANE
PAGE 2
BRT A�TERNATIV ES
TYPICAL SECTIDNS
DIAML7ND LANE DESIGN
flo -a'�O
SECTI�N 7
LANE
O
LANE
O
WITH PARKING
SECTION 8
\�I
LANE
LANE
\�I
W/ LEFT TURNS W/� PARKING
BLVD.
NOTES�
■ lOFT MINIMUM BOULEVARD WIDTH
� DESIGN ADT >I5,000 VPD
� DESIGN SPEED LIMIT 30-35 MPH
a-..
PAGE 3
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West End Business & Professional Association
"For Better Business"
10/18/00
To: Members of the Saint Paul City Council and Mayor Norm Coleman
From: Dan Galies —President, West End Business and Professional Association
Ae: Mass Tiansit in I3iverview Corridor
Dear Mayor Coleman and Saint Paul City Council Members:
This letter is to inform you of the West End Business and Professional Association's (WEBPA) position
on mass transit development in the Iiiverview Coxridor.
At its January 3, 2000 meeting, WEBPA voted to enthusiastica(ly endorse plans to improve mass
transit in the Riverview Corridor. Given the current economic conditions, planned economic development
along the corridor, and the potential for further economic development along West 7th Street, we feel
the area is ripe for transit improvements. Furthermore, we believe improved transit, whatever form it
may take, will serve as a cafalyst to help West 7th Street and the entire West End take full economic
advantage of its strategic position between Downtown Saint Paul and the Airport/Mall of America
complex. If, at the end of the Biverview Corridor Major Inves#rnent Study, the BCHRA decides to
make no significant transit improvements along West 7th Street, we will miss a key opportunity to
accelerate the redevelopment of the West End.
At the above referenced meeting, we also passed a resolution urging public officials and transit
planners to view transit as a regional issue that impacts the entire Saint Paul east metro area.
However, we are concerned about a potential negafive impact on West 7th Street and to its businesses,
depending on how certain details of the plan are decided. For e�mple, we are not in favor of taking
away available parlting (without replacing it) or possible tum restrictions that might make some of our
businesses less accessible to patrons.
We look #onvard to working with you in the futw on transit issues and improvements. If we can be of
any assistance, please feel free to contact me at 651-698-1988.
in e19
�
es
President of the WEBPA
1035 West 3eventh 3treet, St. Paul, MN 55105 • 651-224-6707 • Fax: 651-224-9397
� bS��,fiv�� l � - ( � � oa
RESOLUTION
CITY OF SAIN� PAUL, M
Green Sheet #
<
Presented
Referred To
1 WI3EREAS, the City
2 Ramsey County Reg:
3 WIIEREAS, the Planning
4 recommending Bus Rapid T�
5 and
Council File # ' — 70
Committee Date
l the Riverview Corridor Majar Investment Study D Report from the
�d Authority (RCRRA) for review and commen d
nmission, on October 6, 2000, adopt the attached resolution
(BRT) as an appropriate transit improv ent in the Riverview Corridor,
6 WIIEREAS, the Land Use Plan of th Saint Paul Comprehen
7 the primary corridor for the developm nt of frequent, fast,
8 service, and
,
9 WFIEREAS, in February, 2000, the Saint P 1 City unci
10 Corridar for the development of high speed as ansit,
11 alignment, and
identifies the Central Corridor as
top, high-level transit trunk line
� again affirmed its support of the Central
specifically along the University Avenue
12 WIIEREAS, the Saint Paul City Council re gnize the opportunity to develop BRT in the Riverview
13 Corridor, made possible through the design ion of $4 illion in state grant funds for a metropolitan area
14 busway, and
15 Wf�REAS the Regional Transporta on Plan calls for a"ce tral triangle of transitways" interconnecting
16 downtown Minneapolis, downto Saint Paul and the Ma of America and Minneapolis Saint Paul
17 International Airport, and
18 WFiEREAS, the Riverview nidor has received federal designati as an authorized transitway, the only
19 transitway in Ramsey Co ty currently authorized to receive matc ing federal funds for a transitway
20 project, and
21 WF�REAS, the Sai Paul City Council has many unanswered questions o the specifics of the proposed
22 route or routes o the BRT in the Riverview Conidor, and the costs of onstructing said busway,
23 purchasing nec sary right of way, and relocating any existing utilities, pubh services, residential or
24 business vro rties.
1
•• •
1 NOW T'IIEREFORE BE IT RES LVED that the Saint Paul City Council supports the concept
2 of BRT in the Riverview Corridor su 'ect to the following conditions:
3
4 That the funding sources, both capital d operational, be idenrified, secured and committed befare any
5 construction takes place.
6 That funding for project enhancement be 1' ited to non-local sources. �
7 That the BRT fmal budget not exceed current �dget projections of $88 million, sta�d by the Mayor and
8 his staff in recent public communications. �
9 That the Mayor secures a commitment from the vern
10 as the State of Minnesota's next major transit i eest
11 high-speed rapid transit system, to complete the pr o;
12 of the Metropolitan Council's planned multi-modal a,
13 Area.
14 That the final land use plan, implementation schedule
5 the Saint Paul City Council, after all applicable neighl
16 period before final vote on the EIS and initiation of the
of Minnesota to dc�ignate the Central Corridor
:nt for the dev opment of a state-of-the-art,
i"central tria gle of transitways," the linchpin
transit syst in the Twin Cities Metropolitan
�� �
d sp ific alignment be subject to approval by
o d groups are given an adequate comment
r. ecttimetable.
Yeas
Benanav
Blakey
Bostrom
Caleman
Harris
Lantry
Reiter
Adopted by Council: Date _
Adoption Certified by Council
By:
Approved by Mayor: Date _
By:
Requested by 13gpartment o£
�
Form Approved by City
�
Approved by Mayor for
to Council
�
Council File # ���QhO
� me-� � -
� �,�. � � 30�C7
RESOLUTION
Resolution #
Green Sheet #� � a�. ��e 3
CITY OF SAINT PAUL, MINNESOTA
PresenCed Sy
Referred To
Committee: Date
2 WHEREAS, the City has received the Riverview Corridor Major Investment Study Draft Report from the
3 Ramsey County Regional Railroad Authority (RCRRA) for review and comment; and
4
WHEREAS, the RCRRA will select the Locally Preferred Alternative or strategy based on assessment of the
data and public input after receiving comments from interested parties; and
10
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WHEREAS, the Planning Commission, on September 22, 2000, held a public hearing on the Riverview
Corridor Major Investment Study (MIS) Draft Report at which all persons present were given an opportunity
to be heard;and
WHEREAS, the Transportation Policy Plan chapter of the Saint Paul Comprehensive Plan calls for
development of frequent, fast, limited-stop, high-level transit h•unk line service (including dedicated busways
and/or LRT) in six transit corridor "spines" that have high job concentrations, population density, transit
dependency, and opportunity for redevelopment including the Riverview Corridor between downtown St.
Paul and MSP International Airport (connecting to the Hiawatha Corridor at Fort Snelling/Airport) and the
Northeast Corridor going northeast from downtown Saint Paul to Lafayette Park, Metro State University,
3M, Phalen Village, Hillcrest Center and Maplewood Mall; and
WHEREAS, the Riverview Corrzdor MIS includes both the Riverview Conidor and part of the Northeast
Corridor identified in the Transportation Policy Plan; and
WHEREAS, Northeast Conidor tnmk line transit service was the subject of detailed study in the Safnt Paul
Northeast Area Transit/Land Use Restructurzng Plan in 1994 by RTB, MTC and City staff, and continues to
be discussed in the Metropolitan CounciPs recent Transit 2020 Master Plan, which lists the corridor as one of
the top two of four corridors in the metropolitan area for possible development of busways; and
WHEREAS, decisions on Riverview Corridor transit improvement alternatives could have significant long-
range effects on transportation systems and land use patterns in Saint Paul; and
WI�REAS, the Land Use Plan chapter of the Saint Paul Comprehensive Plan calls for focusing job and
housing development efforts in the next 20 yeazs in five corridors including the Phalen/Northeast Corridor
and the Seventh Street/Riverview Corridor, where it calls for development of mixed-use urban villages
including higher-density housing within a quarter mile of transit stops, and working with Ramsey County, the
Metropolitan Council and Metro Transit to improve public transit; and
WHEREAS, the Riverview Conidor and Northeast Corridor include a number of significant opportunities for
higher density transit-oriented redevelopment and creation of urban villages around transit stations, most
notably including 37 acres of vacant and under-used land at Shepazd-Davern, the 63 acre former Koch-Mobil
a�
��� �
oo-q�o
40 tank farm site, the 25 acre Randolph Industrial Site at Randolph and Toronto, the North Quadrant and other
41 urban villages being developed in downtown St. Paul, the growing Metro State University campus, the 24
42 acre Hamm's Brewery site and Phalen Village; and
43
44 WHEREAS, the City has completed a number of detailed plans for transit-oriented redevelopment of these
45 azeas, including the Shepard Davern Gateway Small Area Plan, the Brewery/Ran-View Sma1T Area Plan, the
46 North Quadrant Precinct Plan, the North Quadrant Redevelopment Plan, and the Phalen Village Small Area
47 Plan;and
48
49 WHEREAS, the Plaruiing Commission, on October 6, 2000, adopted the attached resolution recommending
50 Busway as an appropriate transit improvement in the Riverview Corridor, and
51
52 WIIEREAS, the Plamiing Commission's recommendations are written in more detail in a Riverview Transit
53 Corridar Issue Sutmnary (October 6, 2000);
54
55 NOW, THEREFORE, BE IT RESOLVED, that the Saint Paul City Council recommends selection of
56 Alternative 7"BRT CPR Corridor" in the Riverview Corridor Major Investment Study Draft Report as the
57 Locally Preferred Alterna6ve subject to the following modifications and conditions:
58
59 l. Consider alternatives to BRT alignment on W. Seventh St. between the TH 5 bridge over the
60 Mississippi River and the CPR right-of-way, and work with the City and neighborhood organizations to
61 design transit improvements in this azea to incorporate and complement recommendations in the
62 Shepard Davern Gateway Small Area Plan and reinforce Gateway Project plans for this area; and
63
64 2.
65
66
67
68 3.
69
70
71
72
73 4.
74
75
76 5.
77
78
79 6.
80
81
82
83
BRT on the CPR right-of-way from about Alton St. to Toronto St., and then follow W. Seventh St.
toward downtown St. Paul to mitigate the expense and residential impact of BRT on the portion of the
CPR right-of-way from Toronto to Western (see attache� map); and
Busway on outside (right side rather than in the median) bus-only diamond lanes on W. Seventh St.
from Taronto St. to Smith Ave., with possible buxnp-outs for bus stops and bump-ins for on-street
parking, to mitigate potential impact on pazking and property along Seventh St. (in order to stay in the
current right-of-way as much as possible, variances from MSA standards should be sought); and
In the United Hospital area, consider whether a one-way pair of bus lanes on Smith Ave. and W.
Seventh St. would work better than leaving all busway traffic on Smith Ave.; and
Busway on bus-only diamond lanes on Fifth and Sixth Streets in downtown St. Paul between Seventh
St. and Broadway; and
Busway on E. Fifth St. from Broadway to Kittson St. to avoid the high cost of developing busway
diamond lanes on a very constrained and congested section of E. Seventh St. between Wacouta St. and
Kittson St., where a busway might be more economically added later as part of major highway
reconstruction; and
84 7. In addition to the proposed Phase 1 stations identified in the MIS (Shepard-Dauern, Crosby Lake,
85 Randolph, Hospital, Washington, Cedaz/Minnesota, SiblPy, Lafayette, MSU, and Arcade), add stations
86 identified in the MIS as "potential future stations" in the MadisonlRankin area, in the W. Seventh
87 St./St. Clair area, and at the Cleveland Circle Transit Hub as Phase 1 stations, with all stations to be
� ; .
oo- 9'to
ss
89
90
41
92
93
94
strategically located and designed to enhance economic devalopment as well as access to transit; and
8. Give the City a significant and formal role in a participatory design process, with public input and
review, to ensure that stations and other major features of Riverview Corridor transit improvements in
St. Paul are designed to conform to an overall design theme reflecting St. Paul's historic character, and
to be compatible with the street environment and adjacent buildings; and
95 9. Allow regulaz and express route buses to share use of the bus-only diamond lanes; and
96
97 10. At the west end, provide for an efficient BRT connection to the MSP airport and an efficient, user-
98 friendly transit connecfion from the Riverview Corridor to the Mall of America; and
99
100 11.
101
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105 12.
106
107
108
109
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112
113
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I15
116
From the east end of the Riverview Corridor busway, extend busway service northeast to Phalen
Viilage and the Hillcrest Transit Hub, and possibly on to Maplewood Mall to provide improved transit
service for commuters to downtown St. Pau1 and demonstrate the advantage of busways to allow buses
to provide confinuing seamless service beyond the busway; and
Coordinate and incorporate local development of the Shepazd-Davern Gateway Project, the Cleveland
Circle Transit Hub, the new Arcade bridge and on-ramp to Phalen Slvd., and Phalen Blvd. on RCRRA-
owned right-of-way between Arcade St. and Johnson Pazkway with the Riverview Conidor transit
improvements; and
ALSO, BE IT RESOLVED, that the Saint Paul City Council supports the creation of a public/private
partnership for the for the purpose of building transit ridership and supporting transit and transportation
im rovements in the Riverview Corridor; and
+� S`t�S e.r^�c� A M EN � M E NT R� t S e er n ox �- � �>
FINALLY, BE IT RESOLVED, fhat Saint Paul City Council approves this resolution as �e City's official
comment on the Riverview Corridor Major Investment Study Draft Report, and is the City's recommendation
on a Locally Preferred Alternative.
Requested by Department of:
Plannin & Economic velo ment
Ey: �
Adoption Certified by Council Secretary
By:
Approved by
By'
Form Approved
By:
by City Attorney
��i (�/ /.��Yli+"¢� �O .( �1.W
�proved by Mayor Submission to Council
BY: �'�l ���iL
Qa�� 3
Adopted by Council: Date Q,c�. �{`' �p-�
�
s
�� �
� I�mc�mcr�t" �
ALSO, BE IT RESOLVED, that the St. Paul City Council respectFully requests that:
1. No new river crossing in excess of improvements to existing crossings shail be constructed in order to
accommodate transit improvements; and
2. No transit a(ignments shail be implemented that present a harmful environmental impact on the
Mississippi River bluff area and the Swede Hollow area; and
3. No alternative will remove on-street parking needed by businesses or residents without adequate
repiacement. Those removals that do take place must be replaced by off-street parking in a pre-approved
walking distance from the removals; and
4. No removal of business, homes, or mu(ti-unit dweilings shail take place unless a replacement
redevelopment plan from any of the responsible jurisdictions is in place; and
5. That an independent traffic and parking impact study of the station areas be implemented before final
EIS approva(; and
6. That no parkland be eliminated or mitigated; and
7. That electric transit vehicles be the sole aAowable vehicles on all dedicated, oif-street portions of the
transit way; and
8. That an assessment of a bike lane allowance be included in the final EIS; and
9. That a noise assessment study be conducted and a sound abatement plan implemented in those areas
of the transit alignment in the proximity of residentia{ and multi-unit housing. �
AND, Se it further reso4ved,
That the final land use plan, implementation schedule, financing by the City, and specific alignment be
subject to approval by the Saint Paul City Council, after all applicable neighborhood groups are given an
adequate comment period before flnal vote on the EIS and initiation of the project timetable.
A0.�,� �t
�o- q'lo
PED
racr �sora s ar+or�
Tony Schertler (66593)
r��s � �
]T'-��Y: �.i
•T '�_-
TOTAL � OF SIGNATURE PAGES
GREEN SHEET No 1 Q 2 i � 3
wur wnuos.
oB�u,�lrseCro� o�rcaurJ.
� �t�.��.�- �
Olfi4ifOlEY CIYCIHIR
❑ NYMOIILi9NtFf�R ❑ IIII�IGLi�t1I�CCl6
� �11Ydt (ORAi���IRI J� ❑
+1
(CLIP ALL L�CN710NS FOR SIGNATURk7
Resolutionrecommending ah�ansitakemative to the Ramsey County RegionatRailroadAuthority (RCRRA) aspartofthe public comment
to the St. Paul Riverview Corridor Major Investment Study Draft Report.
PUWNING CAMMISSION
CIB COMMITTEE
qVll SERVICE COMMISSION
Flac tlus PeisaJfxm everxa,ketl undera canbact forMic tlepaM�nl?
YES NO ,
Hm Mis P�rm e.er heen a cilY anPbY�?
Pl��::7
Ocestt� P�� P�ess a sk71 nat mmalHP�eeasetl M�Y curteM alY emPbYeeT
�
Isthis pe�eaJfnm afe�peted verdoYt
YFS NO
The City of St. Paul has received the Riverview Corridor Major Investment Study I�raft Report from the RCRRA for review and comment,
and the RGRRA will select the Locally Prefened Alternarive based on assessme�it of data and the public input. The St. Paul Planning
Commission, on October 6; 2000 approved a resolution recommending a mode and route alternarive and is'forwazding this
The alternative suggestedby this resolufion is consistentwiththe TransportaTion Policy Plan chapter of the SaintPaul Comprehensive Plan
which ca11s for development of frequent, fast, limited-stop, high-leveltransit u•unk line service (including dedicated busways and/or LR'1�
in six transit corridor "spines" of which the Riverview Corridor is one. The Riverview MIS also incorporates the entry of the Northeast
Corridor. Tliese corridors have high joU concentrations, population density, h'ansit dependency, and opportunity for redevelopment.
NAOUNT OF TRANSACTION
COST/REVQIUE BUOOETED (pRGLE ONE)
YES
IY Y'\ ACTNITYNtRABER
x� (owwM
�"�� DEPARTMENT OF PLANNING p Q.. G,� Q
& ECONOMIC DEVELOPMENT
Brian Sweeney, Director
CTTY OF SAINT PAUL
Norm Coleman, Mayor
DATE:
TO:
October 10, 2000
Mayor Norm Coleman
25 Wesd Fourih Street
Sairst Pau1, MNS5702
FROM: Brian Sweeney, Directo��
�- v
Telephone: 651-266-6565
Facsimile: 657-228-3267
SUBJECT: Planning Commission's Recommendations for the Riverview Corridor Major
Investment Study
On October 6, 2000, the Planning Commission adopted the attached resolution recommending that
the City of Saint Paul support a busway alternative for the Riverview Corridor. The Planning
Commission reconunendation incorporates several elements to dramatically reduce the potential
local impacts created by a Busway.
C � �!1 Kllll►`117
On August 22, 2000, the Ramsey County Regional Rail Authority released the Draft Report for the
Riverview Corridor Major Inveshnent Study (MIS). The purpose ofthe study is to provide decision-
makers with mare complete information on the options available far addressing current and projected
transportation needs. Those options range from a"no-build" alternative to a significant inveshnent
in `fixed guideway" or Light Rail Transit. The Ramsey County Regional Rail Authority is seeking
public coxnxnent on this Draft MIS until October 20, 2000.
The City of Saint Paul has undertaken a series of significant public investments in the Riverview
Corridor. Furthermore, the City is the responsible governmental unit for land use planning.
Therefore, the City of Saint PauP s policy position on the transit alternatives will have a maj or impact
on what transportation options will best serve this corridor.
At your request, staff from Public Works and Pianning and Economic Development analyzed the
implications of the alternatives illustrated in the Riverview Comdor MIS. PED Staff used the
existing Planning Commission public participation process to help identify many of the issues raised
by these transit alternatives. Since the Saint Paul Comprehensive Plan has a chapter devoted to
Transportation and since land uses could be impacted by these transit alternatives, the Planning
Commission process was the natural method to develop the City's position.
ao-q'10
On August 22, 2000, the Comprehensive Plann'ng Committee of the Planuing Commission was
briefed on the release of the Riverview Comdor MIS and discussed on what aspects they would be
prepared to comment. On September 8, 2�00, staff from the Metiopolitan Council gave a
presentation to the Plamiing Commission on what constitutes a"busway". On September 21, the
Planning Com�xussion held a public hearing on the Riverview Corridor MIS and refened the matter
back to the Comprehensive Platuiiug Committee in order to prepare a resolution. On October 6,
2000, the Planning Commission recommended the Busway alternative as the appropriate transit
improvement for the Riverview Corridor.
RECOMMENDATION
The Saint Paul Planniiig Commission recommends that you forwazd the attached Recommended
Transit Alternative far the Riverview Corridor to the City Council for adoption.
Attacl�ments
cc: City Council
PLANNING COMMISION
CITY OF St1INT PAUL
Norm Coleman, Mayor
GZadysMorton, Chdrr
25 WestFourth Street
SaintPau[ MN55102
Riverview Transit Corridor Issue Summary
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Tetephone: 631-2666565
Facsimde: 651-2 283 3 1 4
Rationale for the Saint Paul Planning Commission's Recommendations
October 6, 2000
Summary of Planning Commission Recommendation
• Transit should be built in the Riverview Corridor because it is a key piece of the regional
transportation strategy to cope with increasing traffic congestion, because it is consistent
with the City's Comprehensive Plan, and because it brings many benefits to city residents
and businesses.
• Bus Rapid Transit (BRT) in the Riverview Corridor is a practical and workable transit
strategy for next 20 years.
• The Plazuiing Commission supports a combination of the alignments evaluated in the NIIS.
• The CP Rail segment works better than going straight along W. Seventh Street because it
by-passes the high traffic levels at the I-35E interchange with W. Seventh and because it
causes fewer negative impacts on private property owners.
• On W. Seventh Street from Randolph into the downtown, the busway should be located in
diamond lanes so that almost all of the existing on-street parking can be retained. To the
eatent on-street parldng is lost, this impact will be mitigated by adding new pazking
facilities.
• Further analysis is needed to choose the best alignment in the Shepazd-Davern area and in
the United HospitaUCleveland Circle Transit Hub area.
• Station azea planning is needed in the ne�t phase of study to coordinate the busway with
development at many of the station areas. Local neighborhood concerns should be
addressed in the station area plans.
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Background and Planning Commission Role
After two years of study and work by a transit consultant, the Ramsey County Regional Rail
Authority (RCRRA) released the River Corridor Major Investment Study (NIIS) in August 2000.
The MIS is a step toward eligibility for federal transit funding. The City is asked to submit its
recommendation and comments to the RCRRA by October 20, 2000. The Mayor and City
Council, in turn, asked the Saint Paul Plaxming Commission to develop a recommendation to
them for City Council action on October 18th. The RCRRA will select the preferred altemative
on November 14th.
The decision process became urgent when the state legislature in the 2000 session allocated $44
million for a busway in the metro area. The leading contenders for the fixnds are the Riverview
Corridor and a northwest corridor from Minneapolis to Anoka County. The Metropolitan
Council will make a decision on how to spend the state funds before the end of the yeaz. It is
anticipated that the state fixnds would be matched by a greater amount of federal transit fixnds.
The Planning Commission held a public hearing on the MIS on September 22, 2000, but there
was very little testimony by neighborhood and business organizations along the corridor,
presumably because of the limited time at the end of the summer when the MIS document was
available. The City Council will probably receive more public testimony. The Planning
Commission toured the alternative alignments, attended meetings with interested organizations,
and met for several hours with staff from City departments, the RCRRA, Metro Transit and
Metro Council. The Commission's recommendation gives the Commission's best judgment on
what is best for the whole city based on the Comprehensive Plan and on how to mimmize the
number of negative local impacts and tnitigate remaining ones.
The Planning Commission had neither the time nor expertise to address cost-effectiveness
questions; these are properly questions for the RCRItA and Metro Transit. The Commission was
advised, however, that the modeling done for transit studies give conservative ridership
projections. Future ridership is likely to be higher when public transportation is improved
generally and when traffic gets worse.
Regional and Citywide Planning Context
The Pianning Commission accepts as a premise that traffic congestion in the Twin Cities
and on the Riverview Corridor will become much worse, as discussed in the MIS and
regional transportation plans. Public policy and investments need to respond not only with
road construction but also by improving bus service, creating transitways, and adjusting
land use to complement public transportation.
Regional transportation plans call for a"central triangle of transitways" with radiating
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spokes (Attachment A). The triangle interconnects downtown Mimieapolis, downtown
Saint Paul, and the Mall of America/MSP Airport. Other transitways radiate from the
triangle. The Hiawatha side oftriangle will be LRT. The City of Saint Paul would like
the Central Corridor to be considered for the nea-t LRT line because it has more
employment, more households, and greater projected ridership than other transit corridors
in the region. Due to cost, regions of our size find they can build about one LRT line per
decade.
3. The Riverview Corridor is designated as a"primary transit express corridor" in the
Comprehensive Plan's Transportation Chapter. Aclually the MIS covers what is
designated as the Riverview Corridor along W. Seventh Street and part of the Northeast
Corridor, which runs out to the Maplewood Mall (Attachment B). The Transportation
Chapter has three major strategies, one of which is "Travel Mode Choice" with "transit
improvement" as the first objective. Upgrading public transportation on the Riverview
Corridor is clearly supported in the city's Transportation Plan. The corridor does an
excellent job of interconnecting a series of employment and activity centers and many
residential areas from the East Side through the downtown and along W. Seventh to the
Airport (NISP) and the Mall of America (MOA).
5. A Riverview Corridor transitway is also consistent with the Land Use Chapter of the
Comprehensive Plan. One of the specific purposes of the Land Use Plan is "to inter-relate
land use and transportation to mimmize traffic congestion and to reduce dependence on
automobiles °' Two of the four general strategies in the Land Use Plan are "A Growing,
Vital City Center" and "Corridors for Growth." Both W. Seventh and the Phalen
Corridor are designated as growth corridors (Attachment C) where series of major
redevelopment opportunities lie near the proposed transitway (Phalen Village, Quadrille,
Stroh's, Metro State, North Quadrant, downtown office core, Cleveland Circle Transit
Hub, Upper Landing, ADM, Koch-Mobil, Quebecor, Shepazd-Davern).
Transit Mode Preference for Busway
The Planning Commission recommends Bus Rapid Transit (BRT) for several reasons:
• Since fixnding is available now and several of the redevelopment sites listed above
are still in design stages, the new land uses and site plans can be adjusted to be
transit-oriented or at least as compatible as possible. If the City waits for another
opportunity to build transit, most of these sites will have already been redeveloped
and some may even become obstacles to a transitway_
• BRT offers the flexibility to mix exclusive busway lanes with diamond lanes; a
"perfect" transit right-of-way is not essential.
• BRT has fewer local impacts than LRT because on-street parking and left-turn
movements can be preserved in the diamond lane segments.
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Tf LRT will be funded for only one Saint Paul corridor in the next decade, the City
Council has previously expressed it's support £or the Central Corridor.
If BRT succeeds and increases ridership significantly above MIS projections, the
alignment can be upgraded to LRT in the future. If a busway is not established
now, it will be all the more difficult to create an LRT right-of-way in the future.
Busvcay Alignment Preferences
1. In the scoping"phase before the MIS, Shepard Road was eliminated as an alignment
because it would provide almost no service to Saint Paul neighborhoods. BRT or LRT
stations should be near neighborhood commercial centers where as many people as
possibie live within a quarter-mile walk. Shepard Road has only two or three potential
station locations that would serve even a small number of households or businesses. BRT
is not intended as a by-pass express bus; that is already found on Shepazd Road.
Transitways are intended to provide mobility for Saint Paul people as the road system
becomes increasingly congested.
Direct service to MSP is important; transferring at the airport from BRT to LRT to go to
the Mall of America is acceptable to Saint Paul.
In the Shepard-Davern area more analysis should be done on the pros and cons of W.
Seventh vs. Norfolk Ave. alignments. W. Seventh may be a better station location for
neighborhood service, but widening the W. Seventh right-of-way may cause too much
hardship.
The CP Rail alignment should be used from Ahon Street to Toronto Avenue, providing a
segment of exclusive busway that bypasses the high traffic volumes on W. Seventh to the
west of the I-35E interchange. Por this stretch, a busway on W. Seventh would require
either a major widening of W. Seventh Street or else a new interchange at I-35E and
Shepard Road so that traffic would shift to Shepard Road.
From Toronto to Smith the busway should operate in diamond lanes that preserve on-
street parking lanes where they e�st now and are critical to abutting homes and
businesses. A small number of pazking spaces would be lost for left-turn slots or bus
stops. Local buses should also run in the diamond lanes.
6. Detailed analysis is needed for the United Hospitals-Cleveland Circle Transit Hub area.
The hospital wants improved transit and needs to preserve access and pedestrian
circulation. The City wants to open Smith Avenue through the Armstrong House site and
ensure convenient pedestrian connections between the proposed transit hub/parking ramp
and the busway.
The City supports the Fifth-Sia�th Street pair through downtown.
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8. East of the downtown core, the busway should use E. Fifth Street from Broadway to
Kittson, going under the Lafayette Bridge and bypassing the Lafayette-E. Seventh
intersection until that intersection is reconstnxcted in the future. The intersection is too
congested to create diamond lanes. The Kittson connection, unfortunately, puts the
starion farther from Lafayette Park employment centers; thus, when the intersection is
rebuilt in the future, it should be redesigned to accommodate the busway on E. Seventh
Street itself
9. On E. Seventh Street through Dayton's Bluff, an exclusive busway appears to be
workable if there is an adequate pazking replacement program.
10. The busway should turn north on Arcade Street, go over the bridge and then ramp down
to the planned Phalen Blvd.
1 l. Even if busway lanes do not continue on Phalen Blvd., the bus routes should continue to
Phalen Village and destinations farther out on the planned Northeast Transit Conidor.
Right-of-Way Issues
The Planning Commission tkrinks that more study is needed on whether to reconstruct
ramps from the Highway 5 bridge to Shepard Road. For traffic diversion to succeed, new
ramps may also need to connect I-35E to Shepard Road because so much of the MSP and
Bloomington-bound traffic uses I-35E and W. Seventh.
Right-of-way width at Sibley Plaza and Sibley Manor may be a great obstacle to creating
putting the busway and a station there, which is why the Norfolk Avenue alignment should
also be considered.
Some additional right-of-way will be needed wherever the busway bridges over or tunnels
under the CP railroad track.
4. The City wants to open Smith Avenue through the proposed Cleveland Circle Transit
Hub, where the historic Armstrong House sits, and wants the busway to connect
conveniently into the transit hub.
Access from the Arcade Street bridge to Phalen Blvd. is cunentiy planned as a single,
two-way loop at the northwest corner of the bridge. The loop should be designed to
accommodate buses.
6. In the diamond lane segments, the busway can operate—retaining the on-street pazking
except at intersections with left turn slots or bus stops—within the e�sting rights-of-way.
However, more right-of-way will be needed to build decent BRT stations.
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If E. Seventh Street is built with exclusive busway lanes, widetung of the right-of way will
be necessary at least at certain points, and especially between Kittson and Mounds Blvd.
Local Laud Use and Development Impacts
The Shepard-Dauem Crateway Small Area Plan does not anticipates BRT as planned in the
NIIS. The Shepard-Davern Plan should be adjusted to accommodate the busway as a
community asset. If Shepard-Davem Crateway Beautification Project needs some
adjustments, the busway budget should provide an alternative that conforms to the spirit
of the plan and has equivalent aesthetic quality.
2. The Quebecor plant occupies a prominent river bluff site and is currently vacant It should
become a target site for redevelopment, possible for residential use.
Like Shepard-Dauem, the Brewery/Ran-View Small Area Plan may need minor revision to
accommodate BRT. In particular, the Koch-Mobil site plan should be revised to be
transit—oriented development. The busway on the CR rail corridor through this entire
residential area needs to be carefully designed. The Brewery/Ran-View Plan supports
improved public transit generally and anticipates that it will occur on W. Seventh.
4. Another need for station azea planning is at the W. Seventh-Randolph-Toronto, where the
busway switches from the CP rail alignment to W. Seventh.
Detailed planning is needed for the United-Children's Hospital area on Smith and may
include one-way pairing of the busway using Smith and W. Seventh. The hospitals have
expressed their readiness to participate. This area wouid include the proposed transit hub.
6. Metro State University wants to build a library on the north side of E. Seventh Street. The
station plan should be coordinated with their campus planning.
7. With exclusive busway lanes on E. Seventh Street, there will be some left turn and access
issues. These need to be resolved case by case in a more detailed level of planning.
The Arcade Street station should probably be a little north of E. Seventh 5treet where it
can link to both 3M and the Stroh's redevelopment site. An additionai future station more
proximate to the Stroh's redevelopment site should be considered.
Bus Service Issues
The City is opposed to farced transfers from neighborhood bus ]ines onto the busway.
2. The City supports use ofbusway and diamond lanes by neighborhood bus lines as they
head into and through downtown.
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Local bus sezvice should be preserved on E. and W. Seventh Streets.
4. The City agrees with the MIS statement that BRT buses should have priority at stop
lights, that is, they can eactend green lights until they cross. But they should not fully
preempt stop lights the way emergency vehicles do. Preemption blocks out pedestrian
crossing lights for a full cycle, making it too difficult for pedestrians to cross. Moreover,
frequent preemption wouid throw whole signal sequencing pattems out of sync much of
the time and disrupt traffic flow.
Attachments:
• Regional transitways map
• Citywide proposed transit corridors (Comp Plan)
• Maps of Planning Commission's preferred alignments
• Cross-section drawings of busway
• Corridor map of major development sites (Comp Plan)
K:\ShazuASODERAOUBusway-PClssues Summacy.dft 7
00-q'1a
city of saint paul
planning commission resolution
file number oo-6z
date io-6-o0
WI-IEREAS, the City has received the Riverview Corridor Major Investment Study Draft Report from the
Ramsey County Regional Railroad Authority (RCftRA) for review and comment; and
WHEREAS, the RCRRA will select the Locally Preferred Altemative or strategy based on assessment of
the data and public input after receivina comments from interested parties; and
WHEREAS, the Planning Commission serves as an advisory body to the Mayor and City Council on
municipal planning matters per Section 107.02 of the City Administrative Code; and
WHEREAS, the Planning Commission, on September 22, 2000, held a public heazing on the Riverview
Corridor Major Investment Study (MIS) Draft Report at which all persons present were given an
opportunity to be heard; and
WHEREAS, the Ti-ansportation Policy Plan chapter of the Saint Paul Comprehensive Plan calls for
development of frequent, fast, limited-stop, high-level transit trunk line service (including dedicated
busways and/or LRT) in six transit corridor "spines" that have high job concentrations, population
density, transit dependency, and oppoRunity for redevelopment including the Riverview Corridor
between downtown St. Paul and MSP International Airport (connecting to the Hiawatha Corridor at Fort
Snelling/Airport) and the Northeast Corridor going northeast from downtown Saint Paul to Lafayette
Park, Metro State University, 3M, Phalen Village, Hillcrest Center and Maplewood Mall; and
WHEREAS, the Riverview Corridor MIS includes both the Riverview Corridor and part of the Northeast
Corridor identified in the Transportation PoZicy Plan; and
WHEREAS, Northeast Corridor trunk line transit service was the subject of detailed study in the Saint
Pazd Northeast Area Transit/Land Use Restructuring Plan in 1994 by RTB, MTC and City staff, and
continues to be discussed in the Metropolitan Council's recent Transit 2020 Master Plan, which lists the
corridor as one of the top two of four corridors in the metropolitan area for possible development of
busways;and
WHEREAS, decisions on Rivervie�v Corridor transit improvement ahernatives could have significant
lona ran�e effects on transportation systems and land use patterns in Saint Paul; and
moved by Gordon
seconded by Kramer
in favor Unanlmous
against
Plan�ing Commission Resolution
File Number 00-62
Page 2
WHEREAS, the Land Use Plan chapter of the Saint Paul Comprehensive Plan calls for focusing job and
housing development eFforts in the next 20 yeazs in five corridors inc(uding the Pha(en/NoRheast
Corridor and the Seventh Street/Riverview Corridor, where it calls for development of mixed-use urban
villages including higher-density housing within a quarter mile of transit stops, and working with Ramsey
CounTy, the Metropolitan Council and Metro Transit to improve public transit; and
WHEREAS, the Riverview Corridor and Northeast Corridor include a number of significant
opportunities for higher density transit-oriented redevelopment and creation of urhan viltages around
transit stations, most notably including 37 acres of vacant and under-used land at Shepard-Davern, the 63
acre former Koch-Mobil tank farm site, the 25 acre Randolph Industrial Site at Randolph and Toronto,
the NoRh Quadrant arcd other urban villages being developed in dotimtown St. Paul, the gro�ving Metro
State University campus, the 24 acre Hamm's Brewery site and Phalen Village; and
WHEREAS, the City has completed a number of detailed plans for transit-oriented redevelopment of
tUese areas, including the Shepard Davern Gateway Sma11 Area Plan, the Brewery/Ran-View Sma11 Area
Plan, the North Quadrant Precinct Plan, the North Q:radrant Redevelopment Plan, and the Phalen
Village Small Area Plan; and
WHEREAS, the Planning Commission's recommendations are written in more detail in a Riverview
Transit Corridor Issue Summary (October 6, 2000);
NOW, THEREFORE, BE IT RESOLVED, that the Saint Paul Planning Commission recommends
selection of Alternative 7"BRT CPR Corridor" in the Riverview Corridor Major Investment Study Draft
Report as the Locally Preferred Alternative subject to the followin� modifications and conditions:
I. Consider alternatives to BRT alignment on W. Seventh St. between the TH 5 bridge over the
Mississippi River and the CPR right-of-way, and work with the City and nei�hborhood
organizations to design transit improvements in this area to incorporate and complement
recommendations in the Shepard Davern Gateway Srnall Area Plan and reinforce Gateway
Project plans for this area; and
2. BRT on the CPR right-of-�vay from about Alton St. to Toronto St., and then follow W. SevenYh
St. toward downtown St. Paul to mitigate the expense and residential impact of BRT on the
portion of the CPR right-of-way from Toronto to Westem (see attached map); and
3. Busway on outside (right side rather than in the median) bus-only diamond lanes on W. Seventh
St. from Toronto St. to Smith Ave., with possible bump-outs for bus stops and bump-ins for on-
street parking, to mitigate potential impact on parking and property a(ong Seventh St. (in order to
stay in the current right-of-�vay as much as possible, variances from MSA standards should be
sought); and
4. In the United Hospital area, consider whether a one-way pair of btts lanes on Smith Ave. and W.
Seventh St. would work better than leaving all busway traffic on Smith Ave.; and
Planning Commission Resolution
Fi(e Number 00-62
Page 2
WHEREAS, the Land Use PZan chapter of the Saint Pau1 Comprehensive PZan calls for focusing job and
housing development efforks in the next 20 years in five conidors including the Phalen�ortheast
Conidor and the Seventh Street/Riverview Corridor, where it calls for development of mixed-use urban
viltages including higl�er-density housing within a quarter mile of transit stops, and working with Ramsey
County, the Metropolitan Council and Metro Transit to improve public transit; and
WHEREAS, the Riverview Corridor and Northeast Corridor include a number of significant
opportunities for higher density transit-oriented redevelopment and creation of urban villages azound
transit stations, most notably including 37 acres of vacant and under-used land at Shepard-Davem, the 63
acre former Koch-Mobil tank farm site, the 25 acre Randolph Industrial Site at Randolph and Toronto,
the North Quadrant and other urban villages being developed in downtown St. Paul, the gro�ving Metro
State University campus, the 24 acre Hamm's Brewery site and Phalen Village; and
WHEREAS, the City has completed a number of detailed plans for transit-oriented redevelopment of
these areas, including the Shepard Davern Gateway Sma11 Area Plmi, the Brewery/Ran-T�ietiv Small Area
PZan, the North Qaradrant Pr-ecinct Plan, the North Qzrac�rant Redevelopment Plan, and the Phalen
Village Small Area Plan; and
WHEREAS, the Planning Commission's recommendations are written in more detail in a Riverview
Transit Corridor Issue Summary (October 6, 2000);
NOW, THEREFORE, BE IT RESOLVED, that the Saint Paul Planning Commission recommends
selection of Alternative �"BRT CPR Corridor" in the Riverview Corridor Major Investment Study Draft
Report as the Locally Preferred Alternative subject to the follo�vin� modifications and conditions:
1. Consider alternatives to BRT ali�nment on W. Seventh St. between the TH 5 bridge over the
Mississippi River and the CPR right-of-way, and work with the City and nei�hborhood
organizations to design transit improvements in this area to incorporate and complement
recommendations in the Shepard Dcrvern Gateway Sma11 Area Plan and reinforce Gateway
Project plans for tl�is area; and
2. BRT on the CPR right-of-�vay from about Alton St. to Toronto St., and then follow W. Seventh
St. toward downtown St. Paul to mitigate the expense and residential impact of BRT on the
portioc+ of the CPR right-of-way from Toronto to Western (see attached map); and
3. Busway on outside (right side rather than in the median) bus-only diamond lanes on W. Seventh
St. from Toronto St. to Smith Ave., with possible bump-outs for bus stops and bump-ins for on-
street parking, to mitigate potential impact on parking and property along Seventh St. (in order to
stay in the current right-of-way as much as possible, variances from MSA standards should be
sought); and
4. In the United Hospital area, consider whether a one-way pair of bus lanes on Smith Ave. and W.
Seventh St. would work better than leavin� all busway traffic on Smith Ave.; and
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Planning Commission Resolution
FileNumber 00-62
Page 3 _
5. Busway on bus-only diamond lanes on Fifth and Sixth Streets in downtown St. Paul between
Seventh St. and Broadway; and
6. Busway on E. Fifth St. from Broadway to Kittson St. to avoid the high cost of developing
busway diamond lanes on a very constrained and congested section of E. Seventh St. between
Wacouta St. and Kittson St., �vhere a busway might be more economically added later as part of
major highway reconstruction; and
In addition to the proposed Phase 1 stations identified in the MIS (Shepard-Davern, Crosby Lake,
Randolph, Hospital, Washina on, Cedar/Minnesota, Sibley, Lafayette, MSU, and Arcade), add
stations identified in the MIS as "potential future stations" in the Madison/Rankin area, in the W.
Seventh St./St. Clair area, and at the Cleveland Circle Transit Hub as Phase 1 stations, with all
stations to be strategically located and designed to enhance economic development as well as
access to transit; and
8. Give the City a significant and formal role in a participatory design process, with public input
and review, to ensure that stations and other major features of Riverview Corridor transit
improvements in St. Pau( are designed to conform to an overall design theme reflecting St. Paul's
historic character, and to be compatible with the street environment and adjacent buildings; and
9. Allow regular and express route buses to share use of the bus-only diamond lanes; and
10. At the west end, provide for an efficient BRT connection to the MSP airport and an efficient,
user-friendly transit connection from the Riverview Corridor to the Mall of America; and
11. From tlte east end of the Riverview Corridor busway, extend busway service northeast to Phalen
Village and the Hillcrest Transit Hub, and possibly on to Maplewood Mall to pxovide improved
transit service for commuters to downtown St. Paul and demonstrate the advantage of busways to
allo�v buses to provide continuing seamless service beyond the busway; and
12. Coordinate and incorporate local development of the Shepard-Davern Gateway Project, the
Cleveland Circle Transit Hub, the new Arcade bridge and on-ramp to Phalen Blvd., and Phalen
Bivd. on RCRRA-owned right-of-way between Arcade St. and Johnsoa Parkway �vith the
Riverview Corridor transit improvements; and
ALSO, BE IT RESOLVED, that the Plantting Commission supports the creation of a public/private
partnership for the for the purpose of building transit ridership and supporting transit and transportation
improvements in the Riverview Corridor; and
FINALLY, BE IT RESOLVED, that the Planning Commission transmits these recommendations to the
Mayor and City Council for their consideration in reviewin� and commenting on the Riverview Corridor
Major Investment Study Draft Report, and makin� their recommendation on a Locally Preferred
Alternative.
2020 Plan a..
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nsit-onented development. The mix of Iand uses, densities,
and si[e plan arrangements should au�ment the ridership base and make
ricling public transit an attractive option. The Ci[y �vill join with Ramsey
County in advocatin� public transportation impro�,�ements in the corridor.
6.5.3 Alon� �Vest Seventh Corridor bluffs development sho ]d k
advanta�e of [he vie�vs and amenity of the rit�er valley, wh'ile at the same
� time improving vieevs from the river to the bluff lines and pro[ectin� the
ecolo�y of the river.
6.5.4 The south�ves[ end of the corridor a[ the river is an impor�ant gateway
to Saint Paul adjacent to the interna[ional airpo�. L.andscapin� and si�na�e
and improvement of adjacent development and pedestrian areas are
amon� the improvements needed to change its character to that of an invit-
ing urban nei�hborhood and business center and entraace to Saint PauI.
6.5.5 Any major transit dzi�eiopments �vithin the Rivervietiv corridor snould
be incorporated into the existin� residential, commercial and em�ornmen-
tal character of the corridor. In particular,�phys[ca� changes should respeci
�!1CI COI7;.)iCI1lCiil I1:l�Llt"LlI runeni!ies in tne c�nicio:', �uch as Q�osbyPat};,
Hidden Falls Park and the nlississippi River Boulevard Park and should
avoid unnecessary intrusion.
Comprehensive p/aR
., s,._. _'^""'-..-a,z..��a,..._ .._s'pc"�!:g^4er.^ . --
43
Figure R
West Seventh Corridor
Development
Opportunities
6.5.2 A primary �oa] of redevelopment plannin� for the Rivervier,v
Corridor is tra
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Corridor is transit-oriented development. The mix of land uses,�densities,
and site plan arran�ements should au�ment the ridership base and make
riding public transit an attractive option. The City tivill join with Ramsey
County in advocatin� public [ransportation impro��ements in the conidor.
6.5.3 Alon� �Vest Seventh Corridor biuffs, development should take full
advanta�e of the views and amenity of the ri��er �-alley, while at the same
time improvin� vie�vs from the river to the bluff lines and protecting the
ecolo�y of the river.
6.5.4 The south�vest end of the corridor at the river is an important ;a[eway
to Saint Paul adjacent to the interna[ional airport. landscapin� and si�na�e
and improvemen[ of adjacent developmen[ and pedestrian areas are
amon� the improvements needed [o change its character to that of an invit-
in; urban nei�hborhood and business center and entrance to Saint Paui.
6.5.5 Any major transit developmen[s �vithin the Ri��ervie�v corridor snould
be incorporated in[o [he existing residential, commercial and em�ornmen-
tai character of the corridor. [n particular,�physical chan�es should respect
zmcl cr�n;pir�m: nI n:itural a�neni!ies in iiie cun icio., �uch as Cros�y Park,
Hidden Falis Park and the I�4ississippi River Boulevard Park and should
avoid unnecessary intrusion.
Comprehensive Plan
43
Figure R
West Seventh Cotridar
Development
�Pportunities
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6.52 A primary goal of redevelopment planninQ for the Rivervie �
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A Objective 6.4 Phalen Corridor �� 1 Q ���n�
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7'he Phalen Corridor Initiative is a model for neighborhood revitalization
�vork. It is a community partnership amon� residents, businesses, service
agencies, and different levels of govemment. It is tying economic develop-
ment, workCorce development, human services, and housin� rehabilitation
to�ether.
Policies:
6.4.1 The goals for physical development alon� the Phalen Conidor are:
• To create a mix of new jobs (up to 2000)
• To increase the tax base
• To be economically sustainable
• To be integrated and compatible with the area's natural amenities and
historic nei�hborhoods
6.4.2 The planned land uses along the Phalen Corridor are as shown in
� Fi�ure Q. There are ten si�nificant redevelopment sites alon� the corri-
dor; the bi�gest ones are the Williams Hill Industrial Park, Hamm's
Brewery, and Phalen Villa�e.
6.4.3 The City and the Port Authority will continue to support and seek
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_ 09 -�{'lo
TYPICAL STREET SECTIONS
FOR
PLANNING COMMISSION RESOLUTION
ALTERNATEBRT7
The follo�ving is a brief description of eight (8) possible typical street sections that apply to various
locations of the Pianning Coinmission Resolution for Alternative BRT 7
Sections Page 1- All the street sections on this page aze designed for a speed limit of 35 MPH or less
and an average daily traffic volume of less than 15,000 vehicles. The sections provide twenty-four (24)
feet for a raised center median for exclusive bus use only, provide one (1) lane of through traffic in each
direction, no on street parking and maintains a minimum of ten (10) feet of public boulevazd space.
These sections would apply to Arcade Street. _
Section 1- This is the basic section, does not allow adequate width to provide for local bus stops without
blocking through vehicle movement.
Section 2- This section widens the right of way by four (4) feet on either side of the street only where
local bus stops aze necessary.
Section 3- This section widens the right of way by eigh[een (18) feet to accommodate in street platform
busway stations and left tum lanes.
Section 4- This section widens the right of way by thirty-two (32) feet to accommodate in street
platform busway stations, local bus stops at the curb and left tum lanes.
Sections Page 2- Ali the street sections on this page aze designed for a speed limit of 35 MPH or less
and an average daily traffic volume of greater than 15,000 vehicles. The sections provide twenty-four
(24) feet for a raised center median for exclusive bus use only, provide two (2) lanes of through traffic in
each direction, no on street parking and maintains a minimum of ten (10) feet of public boulevard space.
Local bus stops use the curb lane. These sections would appiy to East Seventh Street from Arcade to
Kittson and West Seventh Street from the C. P. Rail to the West City Limits.
Section 5- Street section without busway stations and requires eighteen (18) feet additional right of way.
r
fG.i�
Section 6- This section widens the right of way need by t�t3�-two (42) feet to accommodate in street
platform busway stations and left tum lanes.
Sections Page 3- All the street sections on this page are designed for a speed limit of 35 MPH or less
and an average daily traffic volume of less than 15,000 vehicles. The sections provides painted diamond
lanes for bus and right tuming vehicles use only, provides one (1) lane of through trafFic in each
direction, on street parking and maintains a minimum of ten (10) feet of public boulevard space. Local
bus stops use the curb lane. These sections would apply to West Seventh Street from Smith to about
Randolph.
Section 7- Does not allow for left turn lanes.
Section 8- Where left tum lanes are required, pazking would need to be removed.
- � BRT ALTERNATIVES a°
TYPICAL 2-LANE SECTI�NS
SECTI�N 1
VD.
BRT
NO PARKING
SECTION 2
LANE I SKi I LRrvL
"�— �
W/0 STATION 8 WITH LOCAL BUS STOP
swn.
SECTI�N 3
STATION
TURN
NO PARKING & WITH STATIOrv
SECTION 4
ir
LEFT
7t7RN
NO PARKING WTTH STATION & LOGAL Eusi �iur
a
NOTES�
� IOFT MINIMUM BOULEVARD WIDTH
x DESIGN ADT 10,�00-15,000 VPD
r DESIGN SPEED LIMIT 30-35 MPH
HLVD.
PAGE 1
BRT A�TERNATIVES aD _,��
TYPICAL 4-LANE SECTI�NS
SECTION 5
LANE I BRT I LANE
NO PARKING & W/� STATION
SECTION 6
VD.
2' R/v
24' IP' 12' 15' 10'
BRT LEFT TURN LANE LANE BLV➢.
�
NO PARKING 8� WITH STATI�N
v.
NOTES�
■ lOFT MINIMUM BOULEVARD WIDTH
■ DESIGN ADT >15,000 VPD
■ DESIGN SPEED LIMIT 30-35 MPH
� LOCAL BUS SERVICE ST�PS IN CURB LANE
PAGE 2
BRT A�TERNATIV ES
TYPICAL SECTIDNS
DIAML7ND LANE DESIGN
flo -a'�O
SECTI�N 7
LANE
O
LANE
O
WITH PARKING
SECTION 8
\�I
LANE
LANE
\�I
W/ LEFT TURNS W/� PARKING
BLVD.
NOTES�
■ lOFT MINIMUM BOULEVARD WIDTH
� DESIGN ADT >I5,000 VPD
� DESIGN SPEED LIMIT 30-35 MPH
a-..
PAGE 3
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West End Business & Professional Association
"For Better Business"
10/18/00
To: Members of the Saint Paul City Council and Mayor Norm Coleman
From: Dan Galies —President, West End Business and Professional Association
Ae: Mass Tiansit in I3iverview Corridor
Dear Mayor Coleman and Saint Paul City Council Members:
This letter is to inform you of the West End Business and Professional Association's (WEBPA) position
on mass transit development in the Iiiverview Coxridor.
At its January 3, 2000 meeting, WEBPA voted to enthusiastica(ly endorse plans to improve mass
transit in the Riverview Corridor. Given the current economic conditions, planned economic development
along the corridor, and the potential for further economic development along West 7th Street, we feel
the area is ripe for transit improvements. Furthermore, we believe improved transit, whatever form it
may take, will serve as a cafalyst to help West 7th Street and the entire West End take full economic
advantage of its strategic position between Downtown Saint Paul and the Airport/Mall of America
complex. If, at the end of the Biverview Corridor Major Inves#rnent Study, the BCHRA decides to
make no significant transit improvements along West 7th Street, we will miss a key opportunity to
accelerate the redevelopment of the West End.
At the above referenced meeting, we also passed a resolution urging public officials and transit
planners to view transit as a regional issue that impacts the entire Saint Paul east metro area.
However, we are concerned about a potential negafive impact on West 7th Street and to its businesses,
depending on how certain details of the plan are decided. For e�mple, we are not in favor of taking
away available parlting (without replacing it) or possible tum restrictions that might make some of our
businesses less accessible to patrons.
We look #onvard to working with you in the futw on transit issues and improvements. If we can be of
any assistance, please feel free to contact me at 651-698-1988.
in e19
�
es
President of the WEBPA
1035 West 3eventh 3treet, St. Paul, MN 55105 • 651-224-6707 • Fax: 651-224-9397
� bS��,fiv�� l � - ( � � oa
RESOLUTION
CITY OF SAIN� PAUL, M
Green Sheet #
<
Presented
Referred To
1 WI3EREAS, the City
2 Ramsey County Reg:
3 WIIEREAS, the Planning
4 recommending Bus Rapid T�
5 and
Council File # ' — 70
Committee Date
l the Riverview Corridor Majar Investment Study D Report from the
�d Authority (RCRRA) for review and commen d
nmission, on October 6, 2000, adopt the attached resolution
(BRT) as an appropriate transit improv ent in the Riverview Corridor,
6 WIIEREAS, the Land Use Plan of th Saint Paul Comprehen
7 the primary corridor for the developm nt of frequent, fast,
8 service, and
,
9 WFIEREAS, in February, 2000, the Saint P 1 City unci
10 Corridar for the development of high speed as ansit,
11 alignment, and
identifies the Central Corridor as
top, high-level transit trunk line
� again affirmed its support of the Central
specifically along the University Avenue
12 WIIEREAS, the Saint Paul City Council re gnize the opportunity to develop BRT in the Riverview
13 Corridor, made possible through the design ion of $4 illion in state grant funds for a metropolitan area
14 busway, and
15 Wf�REAS the Regional Transporta on Plan calls for a"ce tral triangle of transitways" interconnecting
16 downtown Minneapolis, downto Saint Paul and the Ma of America and Minneapolis Saint Paul
17 International Airport, and
18 WFiEREAS, the Riverview nidor has received federal designati as an authorized transitway, the only
19 transitway in Ramsey Co ty currently authorized to receive matc ing federal funds for a transitway
20 project, and
21 WF�REAS, the Sai Paul City Council has many unanswered questions o the specifics of the proposed
22 route or routes o the BRT in the Riverview Conidor, and the costs of onstructing said busway,
23 purchasing nec sary right of way, and relocating any existing utilities, pubh services, residential or
24 business vro rties.
1
•• •
1 NOW T'IIEREFORE BE IT RES LVED that the Saint Paul City Council supports the concept
2 of BRT in the Riverview Corridor su 'ect to the following conditions:
3
4 That the funding sources, both capital d operational, be idenrified, secured and committed befare any
5 construction takes place.
6 That funding for project enhancement be 1' ited to non-local sources. �
7 That the BRT fmal budget not exceed current �dget projections of $88 million, sta�d by the Mayor and
8 his staff in recent public communications. �
9 That the Mayor secures a commitment from the vern
10 as the State of Minnesota's next major transit i eest
11 high-speed rapid transit system, to complete the pr o;
12 of the Metropolitan Council's planned multi-modal a,
13 Area.
14 That the final land use plan, implementation schedule
5 the Saint Paul City Council, after all applicable neighl
16 period before final vote on the EIS and initiation of the
of Minnesota to dc�ignate the Central Corridor
:nt for the dev opment of a state-of-the-art,
i"central tria gle of transitways," the linchpin
transit syst in the Twin Cities Metropolitan
�� �
d sp ific alignment be subject to approval by
o d groups are given an adequate comment
r. ecttimetable.
Yeas
Benanav
Blakey
Bostrom
Caleman
Harris
Lantry
Reiter
Adopted by Council: Date _
Adoption Certified by Council
By:
Approved by Mayor: Date _
By:
Requested by 13gpartment o£
�
Form Approved by City
�
Approved by Mayor for
to Council
�
Council File # ���QhO
� me-� � -
� �,�. � � 30�C7
RESOLUTION
Resolution #
Green Sheet #� � a�. ��e 3
CITY OF SAINT PAUL, MINNESOTA
PresenCed Sy
Referred To
Committee: Date
2 WHEREAS, the City has received the Riverview Corridor Major Investment Study Draft Report from the
3 Ramsey County Regional Railroad Authority (RCRRA) for review and comment; and
4
WHEREAS, the RCRRA will select the Locally Preferred Alternative or strategy based on assessment of the
data and public input after receiving comments from interested parties; and
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
WHEREAS, the Planning Commission, on September 22, 2000, held a public hearing on the Riverview
Corridor Major Investment Study (MIS) Draft Report at which all persons present were given an opportunity
to be heard;and
WHEREAS, the Transportation Policy Plan chapter of the Saint Paul Comprehensive Plan calls for
development of frequent, fast, limited-stop, high-level transit h•unk line service (including dedicated busways
and/or LRT) in six transit corridor "spines" that have high job concentrations, population density, transit
dependency, and opportunity for redevelopment including the Riverview Corridor between downtown St.
Paul and MSP International Airport (connecting to the Hiawatha Corridor at Fort Snelling/Airport) and the
Northeast Corridor going northeast from downtown Saint Paul to Lafayette Park, Metro State University,
3M, Phalen Village, Hillcrest Center and Maplewood Mall; and
WHEREAS, the Riverview Corrzdor MIS includes both the Riverview Conidor and part of the Northeast
Corridor identified in the Transportation Policy Plan; and
WHEREAS, Northeast Conidor tnmk line transit service was the subject of detailed study in the Safnt Paul
Northeast Area Transit/Land Use Restructurzng Plan in 1994 by RTB, MTC and City staff, and continues to
be discussed in the Metropolitan CounciPs recent Transit 2020 Master Plan, which lists the corridor as one of
the top two of four corridors in the metropolitan area for possible development of busways; and
WHEREAS, decisions on Riverview Corridor transit improvement alternatives could have significant long-
range effects on transportation systems and land use patterns in Saint Paul; and
WI�REAS, the Land Use Plan chapter of the Saint Paul Comprehensive Plan calls for focusing job and
housing development efforts in the next 20 yeazs in five corridors including the Phalen/Northeast Corridor
and the Seventh Street/Riverview Corridor, where it calls for development of mixed-use urban villages
including higher-density housing within a quarter mile of transit stops, and working with Ramsey County, the
Metropolitan Council and Metro Transit to improve public transit; and
WHEREAS, the Riverview Conidor and Northeast Corridor include a number of significant opportunities for
higher density transit-oriented redevelopment and creation of urban villages around transit stations, most
notably including 37 acres of vacant and under-used land at Shepazd-Davern, the 63 acre former Koch-Mobil
a�
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40 tank farm site, the 25 acre Randolph Industrial Site at Randolph and Toronto, the North Quadrant and other
41 urban villages being developed in downtown St. Paul, the growing Metro State University campus, the 24
42 acre Hamm's Brewery site and Phalen Village; and
43
44 WHEREAS, the City has completed a number of detailed plans for transit-oriented redevelopment of these
45 azeas, including the Shepard Davern Gateway Small Area Plan, the Brewery/Ran-View Sma1T Area Plan, the
46 North Quadrant Precinct Plan, the North Quadrant Redevelopment Plan, and the Phalen Village Small Area
47 Plan;and
48
49 WHEREAS, the Plaruiing Commission, on October 6, 2000, adopted the attached resolution recommending
50 Busway as an appropriate transit improvement in the Riverview Corridor, and
51
52 WIIEREAS, the Plamiing Commission's recommendations are written in more detail in a Riverview Transit
53 Corridar Issue Sutmnary (October 6, 2000);
54
55 NOW, THEREFORE, BE IT RESOLVED, that the Saint Paul City Council recommends selection of
56 Alternative 7"BRT CPR Corridor" in the Riverview Corridor Major Investment Study Draft Report as the
57 Locally Preferred Alterna6ve subject to the following modifications and conditions:
58
59 l. Consider alternatives to BRT alignment on W. Seventh St. between the TH 5 bridge over the
60 Mississippi River and the CPR right-of-way, and work with the City and neighborhood organizations to
61 design transit improvements in this azea to incorporate and complement recommendations in the
62 Shepard Davern Gateway Small Area Plan and reinforce Gateway Project plans for this area; and
63
64 2.
65
66
67
68 3.
69
70
71
72
73 4.
74
75
76 5.
77
78
79 6.
80
81
82
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BRT on the CPR right-of-way from about Alton St. to Toronto St., and then follow W. Seventh St.
toward downtown St. Paul to mitigate the expense and residential impact of BRT on the portion of the
CPR right-of-way from Toronto to Western (see attache� map); and
Busway on outside (right side rather than in the median) bus-only diamond lanes on W. Seventh St.
from Taronto St. to Smith Ave., with possible buxnp-outs for bus stops and bump-ins for on-street
parking, to mitigate potential impact on pazking and property along Seventh St. (in order to stay in the
current right-of-way as much as possible, variances from MSA standards should be sought); and
In the United Hospital area, consider whether a one-way pair of bus lanes on Smith Ave. and W.
Seventh St. would work better than leaving all busway traffic on Smith Ave.; and
Busway on bus-only diamond lanes on Fifth and Sixth Streets in downtown St. Paul between Seventh
St. and Broadway; and
Busway on E. Fifth St. from Broadway to Kittson St. to avoid the high cost of developing busway
diamond lanes on a very constrained and congested section of E. Seventh St. between Wacouta St. and
Kittson St., where a busway might be more economically added later as part of major highway
reconstruction; and
84 7. In addition to the proposed Phase 1 stations identified in the MIS (Shepard-Dauern, Crosby Lake,
85 Randolph, Hospital, Washington, Cedaz/Minnesota, SiblPy, Lafayette, MSU, and Arcade), add stations
86 identified in the MIS as "potential future stations" in the MadisonlRankin area, in the W. Seventh
87 St./St. Clair area, and at the Cleveland Circle Transit Hub as Phase 1 stations, with all stations to be
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ss
89
90
41
92
93
94
strategically located and designed to enhance economic devalopment as well as access to transit; and
8. Give the City a significant and formal role in a participatory design process, with public input and
review, to ensure that stations and other major features of Riverview Corridor transit improvements in
St. Paul are designed to conform to an overall design theme reflecting St. Paul's historic character, and
to be compatible with the street environment and adjacent buildings; and
95 9. Allow regulaz and express route buses to share use of the bus-only diamond lanes; and
96
97 10. At the west end, provide for an efficient BRT connection to the MSP airport and an efficient, user-
98 friendly transit connecfion from the Riverview Corridor to the Mall of America; and
99
100 11.
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105 12.
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107
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From the east end of the Riverview Corridor busway, extend busway service northeast to Phalen
Viilage and the Hillcrest Transit Hub, and possibly on to Maplewood Mall to provide improved transit
service for commuters to downtown St. Pau1 and demonstrate the advantage of busways to allow buses
to provide confinuing seamless service beyond the busway; and
Coordinate and incorporate local development of the Shepazd-Davern Gateway Project, the Cleveland
Circle Transit Hub, the new Arcade bridge and on-ramp to Phalen Slvd., and Phalen Blvd. on RCRRA-
owned right-of-way between Arcade St. and Johnson Pazkway with the Riverview Conidor transit
improvements; and
ALSO, BE IT RESOLVED, that the Saint Paul City Council supports the creation of a public/private
partnership for the for the purpose of building transit ridership and supporting transit and transportation
im rovements in the Riverview Corridor; and
+� S`t�S e.r^�c� A M EN � M E NT R� t S e er n ox �- � �>
FINALLY, BE IT RESOLVED, fhat Saint Paul City Council approves this resolution as �e City's official
comment on the Riverview Corridor Major Investment Study Draft Report, and is the City's recommendation
on a Locally Preferred Alternative.
Requested by Department of:
Plannin & Economic velo ment
Ey: �
Adoption Certified by Council Secretary
By:
Approved by
By'
Form Approved
By:
by City Attorney
��i (�/ /.��Yli+"¢� �O .( �1.W
�proved by Mayor Submission to Council
BY: �'�l ���iL
Qa�� 3
Adopted by Council: Date Q,c�. �{`' �p-�
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ALSO, BE IT RESOLVED, that the St. Paul City Council respectFully requests that:
1. No new river crossing in excess of improvements to existing crossings shail be constructed in order to
accommodate transit improvements; and
2. No transit a(ignments shail be implemented that present a harmful environmental impact on the
Mississippi River bluff area and the Swede Hollow area; and
3. No alternative will remove on-street parking needed by businesses or residents without adequate
repiacement. Those removals that do take place must be replaced by off-street parking in a pre-approved
walking distance from the removals; and
4. No removal of business, homes, or mu(ti-unit dweilings shail take place unless a replacement
redevelopment plan from any of the responsible jurisdictions is in place; and
5. That an independent traffic and parking impact study of the station areas be implemented before final
EIS approva(; and
6. That no parkland be eliminated or mitigated; and
7. That electric transit vehicles be the sole aAowable vehicles on all dedicated, oif-street portions of the
transit way; and
8. That an assessment of a bike lane allowance be included in the final EIS; and
9. That a noise assessment study be conducted and a sound abatement plan implemented in those areas
of the transit alignment in the proximity of residentia{ and multi-unit housing. �
AND, Se it further reso4ved,
That the final land use plan, implementation schedule, financing by the City, and specific alignment be
subject to approval by the Saint Paul City Council, after all applicable neighborhood groups are given an
adequate comment period before flnal vote on the EIS and initiation of the project timetable.
A0.�,� �t
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PED
racr �sora s ar+or�
Tony Schertler (66593)
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TOTAL � OF SIGNATURE PAGES
GREEN SHEET No 1 Q 2 i � 3
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(CLIP ALL L�CN710NS FOR SIGNATURk7
Resolutionrecommending ah�ansitakemative to the Ramsey County RegionatRailroadAuthority (RCRRA) aspartofthe public comment
to the St. Paul Riverview Corridor Major Investment Study Draft Report.
PUWNING CAMMISSION
CIB COMMITTEE
qVll SERVICE COMMISSION
Flac tlus PeisaJfxm everxa,ketl undera canbact forMic tlepaM�nl?
YES NO ,
Hm Mis P�rm e.er heen a cilY anPbY�?
Pl��::7
Ocestt� P�� P�ess a sk71 nat mmalHP�eeasetl M�Y curteM alY emPbYeeT
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YFS NO
The City of St. Paul has received the Riverview Corridor Major Investment Study I�raft Report from the RCRRA for review and comment,
and the RGRRA will select the Locally Prefened Alternarive based on assessme�it of data and the public input. The St. Paul Planning
Commission, on October 6; 2000 approved a resolution recommending a mode and route alternarive and is'forwazding this
The alternative suggestedby this resolufion is consistentwiththe TransportaTion Policy Plan chapter of the SaintPaul Comprehensive Plan
which ca11s for development of frequent, fast, limited-stop, high-leveltransit u•unk line service (including dedicated busways and/or LR'1�
in six transit corridor "spines" of which the Riverview Corridor is one. The Riverview MIS also incorporates the entry of the Northeast
Corridor. Tliese corridors have high joU concentrations, population density, h'ansit dependency, and opportunity for redevelopment.
NAOUNT OF TRANSACTION
COST/REVQIUE BUOOETED (pRGLE ONE)
YES
IY Y'\ ACTNITYNtRABER
x� (owwM
�"�� DEPARTMENT OF PLANNING p Q.. G,� Q
& ECONOMIC DEVELOPMENT
Brian Sweeney, Director
CTTY OF SAINT PAUL
Norm Coleman, Mayor
DATE:
TO:
October 10, 2000
Mayor Norm Coleman
25 Wesd Fourih Street
Sairst Pau1, MNS5702
FROM: Brian Sweeney, Directo��
�- v
Telephone: 651-266-6565
Facsimile: 657-228-3267
SUBJECT: Planning Commission's Recommendations for the Riverview Corridor Major
Investment Study
On October 6, 2000, the Planning Commission adopted the attached resolution recommending that
the City of Saint Paul support a busway alternative for the Riverview Corridor. The Planning
Commission reconunendation incorporates several elements to dramatically reduce the potential
local impacts created by a Busway.
C � �!1 Kllll►`117
On August 22, 2000, the Ramsey County Regional Rail Authority released the Draft Report for the
Riverview Corridor Major Inveshnent Study (MIS). The purpose ofthe study is to provide decision-
makers with mare complete information on the options available far addressing current and projected
transportation needs. Those options range from a"no-build" alternative to a significant inveshnent
in `fixed guideway" or Light Rail Transit. The Ramsey County Regional Rail Authority is seeking
public coxnxnent on this Draft MIS until October 20, 2000.
The City of Saint Paul has undertaken a series of significant public investments in the Riverview
Corridor. Furthermore, the City is the responsible governmental unit for land use planning.
Therefore, the City of Saint PauP s policy position on the transit alternatives will have a maj or impact
on what transportation options will best serve this corridor.
At your request, staff from Public Works and Pianning and Economic Development analyzed the
implications of the alternatives illustrated in the Riverview Comdor MIS. PED Staff used the
existing Planning Commission public participation process to help identify many of the issues raised
by these transit alternatives. Since the Saint Paul Comprehensive Plan has a chapter devoted to
Transportation and since land uses could be impacted by these transit alternatives, the Planning
Commission process was the natural method to develop the City's position.
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On August 22, 2000, the Comprehensive Plann'ng Committee of the Planuing Commission was
briefed on the release of the Riverview Comdor MIS and discussed on what aspects they would be
prepared to comment. On September 8, 2�00, staff from the Metiopolitan Council gave a
presentation to the Plamiing Commission on what constitutes a"busway". On September 21, the
Planning Com�xussion held a public hearing on the Riverview Corridor MIS and refened the matter
back to the Comprehensive Platuiiug Committee in order to prepare a resolution. On October 6,
2000, the Planning Commission recommended the Busway alternative as the appropriate transit
improvement for the Riverview Corridor.
RECOMMENDATION
The Saint Paul Planniiig Commission recommends that you forwazd the attached Recommended
Transit Alternative far the Riverview Corridor to the City Council for adoption.
Attacl�ments
cc: City Council
PLANNING COMMISION
CITY OF St1INT PAUL
Norm Coleman, Mayor
GZadysMorton, Chdrr
25 WestFourth Street
SaintPau[ MN55102
Riverview Transit Corridor Issue Summary
ao—,�o
Tetephone: 631-2666565
Facsimde: 651-2 283 3 1 4
Rationale for the Saint Paul Planning Commission's Recommendations
October 6, 2000
Summary of Planning Commission Recommendation
• Transit should be built in the Riverview Corridor because it is a key piece of the regional
transportation strategy to cope with increasing traffic congestion, because it is consistent
with the City's Comprehensive Plan, and because it brings many benefits to city residents
and businesses.
• Bus Rapid Transit (BRT) in the Riverview Corridor is a practical and workable transit
strategy for next 20 years.
• The Plazuiing Commission supports a combination of the alignments evaluated in the NIIS.
• The CP Rail segment works better than going straight along W. Seventh Street because it
by-passes the high traffic levels at the I-35E interchange with W. Seventh and because it
causes fewer negative impacts on private property owners.
• On W. Seventh Street from Randolph into the downtown, the busway should be located in
diamond lanes so that almost all of the existing on-street parking can be retained. To the
eatent on-street parldng is lost, this impact will be mitigated by adding new pazking
facilities.
• Further analysis is needed to choose the best alignment in the Shepazd-Davern area and in
the United HospitaUCleveland Circle Transit Hub area.
• Station azea planning is needed in the ne�t phase of study to coordinate the busway with
development at many of the station areas. Local neighborhood concerns should be
addressed in the station area plans.
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Background and Planning Commission Role
After two years of study and work by a transit consultant, the Ramsey County Regional Rail
Authority (RCRRA) released the River Corridor Major Investment Study (NIIS) in August 2000.
The MIS is a step toward eligibility for federal transit funding. The City is asked to submit its
recommendation and comments to the RCRRA by October 20, 2000. The Mayor and City
Council, in turn, asked the Saint Paul Plaxming Commission to develop a recommendation to
them for City Council action on October 18th. The RCRRA will select the preferred altemative
on November 14th.
The decision process became urgent when the state legislature in the 2000 session allocated $44
million for a busway in the metro area. The leading contenders for the fixnds are the Riverview
Corridor and a northwest corridor from Minneapolis to Anoka County. The Metropolitan
Council will make a decision on how to spend the state funds before the end of the yeaz. It is
anticipated that the state fixnds would be matched by a greater amount of federal transit fixnds.
The Planning Commission held a public hearing on the MIS on September 22, 2000, but there
was very little testimony by neighborhood and business organizations along the corridor,
presumably because of the limited time at the end of the summer when the MIS document was
available. The City Council will probably receive more public testimony. The Planning
Commission toured the alternative alignments, attended meetings with interested organizations,
and met for several hours with staff from City departments, the RCRRA, Metro Transit and
Metro Council. The Commission's recommendation gives the Commission's best judgment on
what is best for the whole city based on the Comprehensive Plan and on how to mimmize the
number of negative local impacts and tnitigate remaining ones.
The Planning Commission had neither the time nor expertise to address cost-effectiveness
questions; these are properly questions for the RCRItA and Metro Transit. The Commission was
advised, however, that the modeling done for transit studies give conservative ridership
projections. Future ridership is likely to be higher when public transportation is improved
generally and when traffic gets worse.
Regional and Citywide Planning Context
The Pianning Commission accepts as a premise that traffic congestion in the Twin Cities
and on the Riverview Corridor will become much worse, as discussed in the MIS and
regional transportation plans. Public policy and investments need to respond not only with
road construction but also by improving bus service, creating transitways, and adjusting
land use to complement public transportation.
Regional transportation plans call for a"central triangle of transitways" with radiating
80 _9"1e
spokes (Attachment A). The triangle interconnects downtown Mimieapolis, downtown
Saint Paul, and the Mall of America/MSP Airport. Other transitways radiate from the
triangle. The Hiawatha side oftriangle will be LRT. The City of Saint Paul would like
the Central Corridor to be considered for the nea-t LRT line because it has more
employment, more households, and greater projected ridership than other transit corridors
in the region. Due to cost, regions of our size find they can build about one LRT line per
decade.
3. The Riverview Corridor is designated as a"primary transit express corridor" in the
Comprehensive Plan's Transportation Chapter. Aclually the MIS covers what is
designated as the Riverview Corridor along W. Seventh Street and part of the Northeast
Corridor, which runs out to the Maplewood Mall (Attachment B). The Transportation
Chapter has three major strategies, one of which is "Travel Mode Choice" with "transit
improvement" as the first objective. Upgrading public transportation on the Riverview
Corridor is clearly supported in the city's Transportation Plan. The corridor does an
excellent job of interconnecting a series of employment and activity centers and many
residential areas from the East Side through the downtown and along W. Seventh to the
Airport (NISP) and the Mall of America (MOA).
5. A Riverview Corridor transitway is also consistent with the Land Use Chapter of the
Comprehensive Plan. One of the specific purposes of the Land Use Plan is "to inter-relate
land use and transportation to mimmize traffic congestion and to reduce dependence on
automobiles °' Two of the four general strategies in the Land Use Plan are "A Growing,
Vital City Center" and "Corridors for Growth." Both W. Seventh and the Phalen
Corridor are designated as growth corridors (Attachment C) where series of major
redevelopment opportunities lie near the proposed transitway (Phalen Village, Quadrille,
Stroh's, Metro State, North Quadrant, downtown office core, Cleveland Circle Transit
Hub, Upper Landing, ADM, Koch-Mobil, Quebecor, Shepazd-Davern).
Transit Mode Preference for Busway
The Planning Commission recommends Bus Rapid Transit (BRT) for several reasons:
• Since fixnding is available now and several of the redevelopment sites listed above
are still in design stages, the new land uses and site plans can be adjusted to be
transit-oriented or at least as compatible as possible. If the City waits for another
opportunity to build transit, most of these sites will have already been redeveloped
and some may even become obstacles to a transitway_
• BRT offers the flexibility to mix exclusive busway lanes with diamond lanes; a
"perfect" transit right-of-way is not essential.
• BRT has fewer local impacts than LRT because on-street parking and left-turn
movements can be preserved in the diamond lane segments.
3
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Tf LRT will be funded for only one Saint Paul corridor in the next decade, the City
Council has previously expressed it's support £or the Central Corridor.
If BRT succeeds and increases ridership significantly above MIS projections, the
alignment can be upgraded to LRT in the future. If a busway is not established
now, it will be all the more difficult to create an LRT right-of-way in the future.
Busvcay Alignment Preferences
1. In the scoping"phase before the MIS, Shepard Road was eliminated as an alignment
because it would provide almost no service to Saint Paul neighborhoods. BRT or LRT
stations should be near neighborhood commercial centers where as many people as
possibie live within a quarter-mile walk. Shepard Road has only two or three potential
station locations that would serve even a small number of households or businesses. BRT
is not intended as a by-pass express bus; that is already found on Shepazd Road.
Transitways are intended to provide mobility for Saint Paul people as the road system
becomes increasingly congested.
Direct service to MSP is important; transferring at the airport from BRT to LRT to go to
the Mall of America is acceptable to Saint Paul.
In the Shepard-Davern area more analysis should be done on the pros and cons of W.
Seventh vs. Norfolk Ave. alignments. W. Seventh may be a better station location for
neighborhood service, but widening the W. Seventh right-of-way may cause too much
hardship.
The CP Rail alignment should be used from Ahon Street to Toronto Avenue, providing a
segment of exclusive busway that bypasses the high traffic volumes on W. Seventh to the
west of the I-35E interchange. Por this stretch, a busway on W. Seventh would require
either a major widening of W. Seventh Street or else a new interchange at I-35E and
Shepard Road so that traffic would shift to Shepard Road.
From Toronto to Smith the busway should operate in diamond lanes that preserve on-
street parking lanes where they e�st now and are critical to abutting homes and
businesses. A small number of pazking spaces would be lost for left-turn slots or bus
stops. Local buses should also run in the diamond lanes.
6. Detailed analysis is needed for the United Hospitals-Cleveland Circle Transit Hub area.
The hospital wants improved transit and needs to preserve access and pedestrian
circulation. The City wants to open Smith Avenue through the Armstrong House site and
ensure convenient pedestrian connections between the proposed transit hub/parking ramp
and the busway.
The City supports the Fifth-Sia�th Street pair through downtown.
DO -q'lo
8. East of the downtown core, the busway should use E. Fifth Street from Broadway to
Kittson, going under the Lafayette Bridge and bypassing the Lafayette-E. Seventh
intersection until that intersection is reconstnxcted in the future. The intersection is too
congested to create diamond lanes. The Kittson connection, unfortunately, puts the
starion farther from Lafayette Park employment centers; thus, when the intersection is
rebuilt in the future, it should be redesigned to accommodate the busway on E. Seventh
Street itself
9. On E. Seventh Street through Dayton's Bluff, an exclusive busway appears to be
workable if there is an adequate pazking replacement program.
10. The busway should turn north on Arcade Street, go over the bridge and then ramp down
to the planned Phalen Blvd.
1 l. Even if busway lanes do not continue on Phalen Blvd., the bus routes should continue to
Phalen Village and destinations farther out on the planned Northeast Transit Conidor.
Right-of-Way Issues
The Planning Commission tkrinks that more study is needed on whether to reconstruct
ramps from the Highway 5 bridge to Shepard Road. For traffic diversion to succeed, new
ramps may also need to connect I-35E to Shepard Road because so much of the MSP and
Bloomington-bound traffic uses I-35E and W. Seventh.
Right-of-way width at Sibley Plaza and Sibley Manor may be a great obstacle to creating
putting the busway and a station there, which is why the Norfolk Avenue alignment should
also be considered.
Some additional right-of-way will be needed wherever the busway bridges over or tunnels
under the CP railroad track.
4. The City wants to open Smith Avenue through the proposed Cleveland Circle Transit
Hub, where the historic Armstrong House sits, and wants the busway to connect
conveniently into the transit hub.
Access from the Arcade Street bridge to Phalen Blvd. is cunentiy planned as a single,
two-way loop at the northwest corner of the bridge. The loop should be designed to
accommodate buses.
6. In the diamond lane segments, the busway can operate—retaining the on-street pazking
except at intersections with left turn slots or bus stops—within the e�sting rights-of-way.
However, more right-of-way will be needed to build decent BRT stations.
00 -Z'10
If E. Seventh Street is built with exclusive busway lanes, widetung of the right-of way will
be necessary at least at certain points, and especially between Kittson and Mounds Blvd.
Local Laud Use and Development Impacts
The Shepard-Dauem Crateway Small Area Plan does not anticipates BRT as planned in the
NIIS. The Shepard-Davern Plan should be adjusted to accommodate the busway as a
community asset. If Shepard-Davem Crateway Beautification Project needs some
adjustments, the busway budget should provide an alternative that conforms to the spirit
of the plan and has equivalent aesthetic quality.
2. The Quebecor plant occupies a prominent river bluff site and is currently vacant It should
become a target site for redevelopment, possible for residential use.
Like Shepard-Dauem, the Brewery/Ran-View Small Area Plan may need minor revision to
accommodate BRT. In particular, the Koch-Mobil site plan should be revised to be
transit—oriented development. The busway on the CR rail corridor through this entire
residential area needs to be carefully designed. The Brewery/Ran-View Plan supports
improved public transit generally and anticipates that it will occur on W. Seventh.
4. Another need for station azea planning is at the W. Seventh-Randolph-Toronto, where the
busway switches from the CP rail alignment to W. Seventh.
Detailed planning is needed for the United-Children's Hospital area on Smith and may
include one-way pairing of the busway using Smith and W. Seventh. The hospitals have
expressed their readiness to participate. This area wouid include the proposed transit hub.
6. Metro State University wants to build a library on the north side of E. Seventh Street. The
station plan should be coordinated with their campus planning.
7. With exclusive busway lanes on E. Seventh Street, there will be some left turn and access
issues. These need to be resolved case by case in a more detailed level of planning.
The Arcade Street station should probably be a little north of E. Seventh 5treet where it
can link to both 3M and the Stroh's redevelopment site. An additionai future station more
proximate to the Stroh's redevelopment site should be considered.
Bus Service Issues
The City is opposed to farced transfers from neighborhood bus ]ines onto the busway.
2. The City supports use ofbusway and diamond lanes by neighborhood bus lines as they
head into and through downtown.
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Local bus sezvice should be preserved on E. and W. Seventh Streets.
4. The City agrees with the MIS statement that BRT buses should have priority at stop
lights, that is, they can eactend green lights until they cross. But they should not fully
preempt stop lights the way emergency vehicles do. Preemption blocks out pedestrian
crossing lights for a full cycle, making it too difficult for pedestrians to cross. Moreover,
frequent preemption wouid throw whole signal sequencing pattems out of sync much of
the time and disrupt traffic flow.
Attachments:
• Regional transitways map
• Citywide proposed transit corridors (Comp Plan)
• Maps of Planning Commission's preferred alignments
• Cross-section drawings of busway
• Corridor map of major development sites (Comp Plan)
K:\ShazuASODERAOUBusway-PClssues Summacy.dft 7
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city of saint paul
planning commission resolution
file number oo-6z
date io-6-o0
WI-IEREAS, the City has received the Riverview Corridor Major Investment Study Draft Report from the
Ramsey County Regional Railroad Authority (RCftRA) for review and comment; and
WHEREAS, the RCRRA will select the Locally Preferred Altemative or strategy based on assessment of
the data and public input after receivina comments from interested parties; and
WHEREAS, the Planning Commission serves as an advisory body to the Mayor and City Council on
municipal planning matters per Section 107.02 of the City Administrative Code; and
WHEREAS, the Planning Commission, on September 22, 2000, held a public heazing on the Riverview
Corridor Major Investment Study (MIS) Draft Report at which all persons present were given an
opportunity to be heard; and
WHEREAS, the Ti-ansportation Policy Plan chapter of the Saint Paul Comprehensive Plan calls for
development of frequent, fast, limited-stop, high-level transit trunk line service (including dedicated
busways and/or LRT) in six transit corridor "spines" that have high job concentrations, population
density, transit dependency, and oppoRunity for redevelopment including the Riverview Corridor
between downtown St. Paul and MSP International Airport (connecting to the Hiawatha Corridor at Fort
Snelling/Airport) and the Northeast Corridor going northeast from downtown Saint Paul to Lafayette
Park, Metro State University, 3M, Phalen Village, Hillcrest Center and Maplewood Mall; and
WHEREAS, the Riverview Corridor MIS includes both the Riverview Corridor and part of the Northeast
Corridor identified in the Transportation PoZicy Plan; and
WHEREAS, Northeast Corridor trunk line transit service was the subject of detailed study in the Saint
Pazd Northeast Area Transit/Land Use Restructuring Plan in 1994 by RTB, MTC and City staff, and
continues to be discussed in the Metropolitan Council's recent Transit 2020 Master Plan, which lists the
corridor as one of the top two of four corridors in the metropolitan area for possible development of
busways;and
WHEREAS, decisions on Rivervie�v Corridor transit improvement ahernatives could have significant
lona ran�e effects on transportation systems and land use patterns in Saint Paul; and
moved by Gordon
seconded by Kramer
in favor Unanlmous
against
Plan�ing Commission Resolution
File Number 00-62
Page 2
WHEREAS, the Land Use Plan chapter of the Saint Paul Comprehensive Plan calls for focusing job and
housing development eFforts in the next 20 yeazs in five corridors inc(uding the Pha(en/NoRheast
Corridor and the Seventh Street/Riverview Corridor, where it calls for development of mixed-use urban
villages including higher-density housing within a quarter mile of transit stops, and working with Ramsey
CounTy, the Metropolitan Council and Metro Transit to improve public transit; and
WHEREAS, the Riverview Corridor and Northeast Corridor include a number of significant
opportunities for higher density transit-oriented redevelopment and creation of urhan viltages around
transit stations, most notably including 37 acres of vacant and under-used land at Shepard-Davern, the 63
acre former Koch-Mobil tank farm site, the 25 acre Randolph Industrial Site at Randolph and Toronto,
the NoRh Quadrant arcd other urban villages being developed in dotimtown St. Paul, the gro�ving Metro
State University campus, the 24 acre Hamm's Brewery site and Phalen Village; and
WHEREAS, the City has completed a number of detailed plans for transit-oriented redevelopment of
tUese areas, including the Shepard Davern Gateway Sma11 Area Plan, the Brewery/Ran-View Sma11 Area
Plan, the North Quadrant Precinct Plan, the North Q:radrant Redevelopment Plan, and the Phalen
Village Small Area Plan; and
WHEREAS, the Planning Commission's recommendations are written in more detail in a Riverview
Transit Corridor Issue Summary (October 6, 2000);
NOW, THEREFORE, BE IT RESOLVED, that the Saint Paul Planning Commission recommends
selection of Alternative 7"BRT CPR Corridor" in the Riverview Corridor Major Investment Study Draft
Report as the Locally Preferred Alternative subject to the followin� modifications and conditions:
I. Consider alternatives to BRT alignment on W. Seventh St. between the TH 5 bridge over the
Mississippi River and the CPR right-of-way, and work with the City and nei�hborhood
organizations to design transit improvements in this area to incorporate and complement
recommendations in the Shepard Davern Gateway Srnall Area Plan and reinforce Gateway
Project plans for this area; and
2. BRT on the CPR right-of-�vay from about Alton St. to Toronto St., and then follow W. SevenYh
St. toward downtown St. Paul to mitigate the expense and residential impact of BRT on the
portion of the CPR right-of-way from Toronto to Westem (see attached map); and
3. Busway on outside (right side rather than in the median) bus-only diamond lanes on W. Seventh
St. from Toronto St. to Smith Ave., with possible bump-outs for bus stops and bump-ins for on-
street parking, to mitigate potential impact on parking and property a(ong Seventh St. (in order to
stay in the current right-of-�vay as much as possible, variances from MSA standards should be
sought); and
4. In the United Hospital area, consider whether a one-way pair of btts lanes on Smith Ave. and W.
Seventh St. would work better than leaving all busway traffic on Smith Ave.; and
Planning Commission Resolution
Fi(e Number 00-62
Page 2
WHEREAS, the Land Use PZan chapter of the Saint Pau1 Comprehensive PZan calls for focusing job and
housing development efforks in the next 20 years in five conidors including the Phalen�ortheast
Conidor and the Seventh Street/Riverview Corridor, where it calls for development of mixed-use urban
viltages including higl�er-density housing within a quarter mile of transit stops, and working with Ramsey
County, the Metropolitan Council and Metro Transit to improve public transit; and
WHEREAS, the Riverview Corridor and Northeast Corridor include a number of significant
opportunities for higher density transit-oriented redevelopment and creation of urban villages azound
transit stations, most notably including 37 acres of vacant and under-used land at Shepard-Davem, the 63
acre former Koch-Mobil tank farm site, the 25 acre Randolph Industrial Site at Randolph and Toronto,
the North Quadrant and other urban villages being developed in downtown St. Paul, the gro�ving Metro
State University campus, the 24 acre Hamm's Brewery site and Phalen Village; and
WHEREAS, the City has completed a number of detailed plans for transit-oriented redevelopment of
these areas, including the Shepard Davern Gateway Sma11 Area Plmi, the Brewery/Ran-T�ietiv Small Area
PZan, the North Qaradrant Pr-ecinct Plan, the North Qzrac�rant Redevelopment Plan, and the Phalen
Village Small Area Plan; and
WHEREAS, the Planning Commission's recommendations are written in more detail in a Riverview
Transit Corridor Issue Summary (October 6, 2000);
NOW, THEREFORE, BE IT RESOLVED, that the Saint Paul Planning Commission recommends
selection of Alternative �"BRT CPR Corridor" in the Riverview Corridor Major Investment Study Draft
Report as the Locally Preferred Alternative subject to the follo�vin� modifications and conditions:
1. Consider alternatives to BRT ali�nment on W. Seventh St. between the TH 5 bridge over the
Mississippi River and the CPR right-of-way, and work with the City and nei�hborhood
organizations to design transit improvements in this area to incorporate and complement
recommendations in the Shepard Dcrvern Gateway Sma11 Area Plan and reinforce Gateway
Project plans for tl�is area; and
2. BRT on the CPR right-of-�vay from about Alton St. to Toronto St., and then follow W. Seventh
St. toward downtown St. Paul to mitigate the expense and residential impact of BRT on the
portioc+ of the CPR right-of-way from Toronto to Western (see attached map); and
3. Busway on outside (right side rather than in the median) bus-only diamond lanes on W. Seventh
St. from Toronto St. to Smith Ave., with possible bump-outs for bus stops and bump-ins for on-
street parking, to mitigate potential impact on parking and property along Seventh St. (in order to
stay in the current right-of-way as much as possible, variances from MSA standards should be
sought); and
4. In the United Hospital area, consider whether a one-way pair of bus lanes on Smith Ave. and W.
Seventh St. would work better than leavin� all busway traffic on Smith Ave.; and
80 -9''?0
Planning Commission Resolution
FileNumber 00-62
Page 3 _
5. Busway on bus-only diamond lanes on Fifth and Sixth Streets in downtown St. Paul between
Seventh St. and Broadway; and
6. Busway on E. Fifth St. from Broadway to Kittson St. to avoid the high cost of developing
busway diamond lanes on a very constrained and congested section of E. Seventh St. between
Wacouta St. and Kittson St., �vhere a busway might be more economically added later as part of
major highway reconstruction; and
In addition to the proposed Phase 1 stations identified in the MIS (Shepard-Davern, Crosby Lake,
Randolph, Hospital, Washina on, Cedar/Minnesota, Sibley, Lafayette, MSU, and Arcade), add
stations identified in the MIS as "potential future stations" in the Madison/Rankin area, in the W.
Seventh St./St. Clair area, and at the Cleveland Circle Transit Hub as Phase 1 stations, with all
stations to be strategically located and designed to enhance economic development as well as
access to transit; and
8. Give the City a significant and formal role in a participatory design process, with public input
and review, to ensure that stations and other major features of Riverview Corridor transit
improvements in St. Pau( are designed to conform to an overall design theme reflecting St. Paul's
historic character, and to be compatible with the street environment and adjacent buildings; and
9. Allow regular and express route buses to share use of the bus-only diamond lanes; and
10. At the west end, provide for an efficient BRT connection to the MSP airport and an efficient,
user-friendly transit connection from the Riverview Corridor to the Mall of America; and
11. From tlte east end of the Riverview Corridor busway, extend busway service northeast to Phalen
Village and the Hillcrest Transit Hub, and possibly on to Maplewood Mall to pxovide improved
transit service for commuters to downtown St. Paul and demonstrate the advantage of busways to
allo�v buses to provide continuing seamless service beyond the busway; and
12. Coordinate and incorporate local development of the Shepard-Davern Gateway Project, the
Cleveland Circle Transit Hub, the new Arcade bridge and on-ramp to Phalen Blvd., and Phalen
Bivd. on RCRRA-owned right-of-way between Arcade St. and Johnsoa Parkway �vith the
Riverview Corridor transit improvements; and
ALSO, BE IT RESOLVED, that the Plantting Commission supports the creation of a public/private
partnership for the for the purpose of building transit ridership and supporting transit and transportation
improvements in the Riverview Corridor; and
FINALLY, BE IT RESOLVED, that the Planning Commission transmits these recommendations to the
Mayor and City Council for their consideration in reviewin� and commenting on the Riverview Corridor
Major Investment Study Draft Report, and makin� their recommendation on a Locally Preferred
Alternative.
2020 Plan a..
� LRT � LRT Alfernafives' B(ommuter Rail
� Buswoy Downfown Busway
B Connetlor Alternatires B P�1entiol LRT Extension
' One of these iwo (RT Alternatires rill 6s buill Ey 2010. Bus ironsit improvemenis r1) be
implemented in mrridar not seletled far LRT.
ROOfIW0Y5
B 2020 Principol Aderials
B 2020 Minor Arterials
k,� (urreot Urhan Service Area
T Y�tILSlt �r�r0 -------- 36
�2egional Transit Master Pian
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Map 4. Transitways on Dedicated Rights-of-Way �
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nsit-onented development. The mix of Iand uses, densities,
and si[e plan arrangements should au�ment the ridership base and make
ricling public transit an attractive option. The Ci[y �vill join with Ramsey
County in advocatin� public transportation impro�,�ements in the corridor.
6.5.3 Alon� �Vest Seventh Corridor bluffs development sho ]d k
advanta�e of [he vie�vs and amenity of the rit�er valley, wh'ile at the same
� time improving vieevs from the river to the bluff lines and pro[ectin� the
ecolo�y of the river.
6.5.4 The south�ves[ end of the corridor a[ the river is an impor�ant gateway
to Saint Paul adjacent to the interna[ional airpo�. L.andscapin� and si�na�e
and improvement of adjacent development and pedestrian areas are
amon� the improvements needed to change its character to that of an invit-
ing urban nei�hborhood and business center and entraace to Saint PauI.
6.5.5 Any major transit dzi�eiopments �vithin the Rivervietiv corridor snould
be incorporated into the existin� residential, commercial and em�ornmen-
tal character of the corridor. In particular,�phys[ca� changes should respeci
�!1CI COI7;.)iCI1lCiil I1:l�Llt"LlI runeni!ies in tne c�nicio:', �uch as Q�osbyPat};,
Hidden Falls Park and the nlississippi River Boulevard Park and should
avoid unnecessary intrusion.
Comprehensive p/aR
., s,._. _'^""'-..-a,z..��a,..._ .._s'pc"�!:g^4er.^ . --
43
Figure R
West Seventh Corridor
Development
Opportunities
6.5.2 A primary �oa] of redevelopment plannin� for the Rivervier,v
Corridor is tra
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Corridor is transit-oriented development. The mix of land uses,�densities,
and site plan arran�ements should au�ment the ridership base and make
riding public transit an attractive option. The City tivill join with Ramsey
County in advocatin� public [ransportation impro��ements in the conidor.
6.5.3 Alon� �Vest Seventh Corridor biuffs, development should take full
advanta�e of the views and amenity of the ri��er �-alley, while at the same
time improvin� vie�vs from the river to the bluff lines and protecting the
ecolo�y of the river.
6.5.4 The south�vest end of the corridor at the river is an important ;a[eway
to Saint Paul adjacent to the interna[ional airport. landscapin� and si�na�e
and improvemen[ of adjacent developmen[ and pedestrian areas are
amon� the improvements needed [o change its character to that of an invit-
in; urban nei�hborhood and business center and entrance to Saint Paui.
6.5.5 Any major transit developmen[s �vithin the Ri��ervie�v corridor snould
be incorporated in[o [he existing residential, commercial and em�ornmen-
tai character of the corridor. [n particular,�physical chan�es should respect
zmcl cr�n;pir�m: nI n:itural a�neni!ies in iiie cun icio., �uch as Cros�y Park,
Hidden Falis Park and the I�4ississippi River Boulevard Park and should
avoid unnecessary intrusion.
Comprehensive Plan
43
Figure R
West Seventh Cotridar
Development
�Pportunities
�-',�. �.i. .t�...w..,`Y"'^'� �.S,;.c;,^�R:..... . _ .
6.52 A primary goal of redevelopment planninQ for the Rivervie �
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A Objective 6.4 Phalen Corridor �� 1 Q ���n�
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7'he Phalen Corridor Initiative is a model for neighborhood revitalization
�vork. It is a community partnership amon� residents, businesses, service
agencies, and different levels of govemment. It is tying economic develop-
ment, workCorce development, human services, and housin� rehabilitation
to�ether.
Policies:
6.4.1 The goals for physical development alon� the Phalen Conidor are:
• To create a mix of new jobs (up to 2000)
• To increase the tax base
• To be economically sustainable
• To be integrated and compatible with the area's natural amenities and
historic nei�hborhoods
6.4.2 The planned land uses along the Phalen Corridor are as shown in
� Fi�ure Q. There are ten si�nificant redevelopment sites alon� the corri-
dor; the bi�gest ones are the Williams Hill Industrial Park, Hamm's
Brewery, and Phalen Villa�e.
6.4.3 The City and the Port Authority will continue to support and seek
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TYPICAL STREET SECTIONS
FOR
PLANNING COMMISSION RESOLUTION
ALTERNATEBRT7
The follo�ving is a brief description of eight (8) possible typical street sections that apply to various
locations of the Pianning Coinmission Resolution for Alternative BRT 7
Sections Page 1- All the street sections on this page aze designed for a speed limit of 35 MPH or less
and an average daily traffic volume of less than 15,000 vehicles. The sections provide twenty-four (24)
feet for a raised center median for exclusive bus use only, provide one (1) lane of through traffic in each
direction, no on street parking and maintains a minimum of ten (10) feet of public boulevazd space.
These sections would apply to Arcade Street. _
Section 1- This is the basic section, does not allow adequate width to provide for local bus stops without
blocking through vehicle movement.
Section 2- This section widens the right of way by four (4) feet on either side of the street only where
local bus stops aze necessary.
Section 3- This section widens the right of way by eigh[een (18) feet to accommodate in street platform
busway stations and left tum lanes.
Section 4- This section widens the right of way by thirty-two (32) feet to accommodate in street
platform busway stations, local bus stops at the curb and left tum lanes.
Sections Page 2- Ali the street sections on this page aze designed for a speed limit of 35 MPH or less
and an average daily traffic volume of greater than 15,000 vehicles. The sections provide twenty-four
(24) feet for a raised center median for exclusive bus use only, provide two (2) lanes of through traffic in
each direction, no on street parking and maintains a minimum of ten (10) feet of public boulevard space.
Local bus stops use the curb lane. These sections would appiy to East Seventh Street from Arcade to
Kittson and West Seventh Street from the C. P. Rail to the West City Limits.
Section 5- Street section without busway stations and requires eighteen (18) feet additional right of way.
r
fG.i�
Section 6- This section widens the right of way need by t�t3�-two (42) feet to accommodate in street
platform busway stations and left tum lanes.
Sections Page 3- All the street sections on this page are designed for a speed limit of 35 MPH or less
and an average daily traffic volume of less than 15,000 vehicles. The sections provides painted diamond
lanes for bus and right tuming vehicles use only, provides one (1) lane of through trafFic in each
direction, on street parking and maintains a minimum of ten (10) feet of public boulevard space. Local
bus stops use the curb lane. These sections would apply to West Seventh Street from Smith to about
Randolph.
Section 7- Does not allow for left turn lanes.
Section 8- Where left tum lanes are required, pazking would need to be removed.
- � BRT ALTERNATIVES a°
TYPICAL 2-LANE SECTI�NS
SECTI�N 1
VD.
BRT
NO PARKING
SECTION 2
LANE I SKi I LRrvL
"�— �
W/0 STATION 8 WITH LOCAL BUS STOP
swn.
SECTI�N 3
STATION
TURN
NO PARKING & WITH STATIOrv
SECTION 4
ir
LEFT
7t7RN
NO PARKING WTTH STATION & LOGAL Eusi �iur
a
NOTES�
� IOFT MINIMUM BOULEVARD WIDTH
x DESIGN ADT 10,�00-15,000 VPD
r DESIGN SPEED LIMIT 30-35 MPH
HLVD.
PAGE 1
BRT A�TERNATIVES aD _,��
TYPICAL 4-LANE SECTI�NS
SECTION 5
LANE I BRT I LANE
NO PARKING & W/� STATION
SECTION 6
VD.
2' R/v
24' IP' 12' 15' 10'
BRT LEFT TURN LANE LANE BLV➢.
�
NO PARKING 8� WITH STATI�N
v.
NOTES�
■ lOFT MINIMUM BOULEVARD WIDTH
■ DESIGN ADT >15,000 VPD
■ DESIGN SPEED LIMIT 30-35 MPH
� LOCAL BUS SERVICE ST�PS IN CURB LANE
PAGE 2
BRT A�TERNATIV ES
TYPICAL SECTIDNS
DIAML7ND LANE DESIGN
flo -a'�O
SECTI�N 7
LANE
O
LANE
O
WITH PARKING
SECTION 8
\�I
LANE
LANE
\�I
W/ LEFT TURNS W/� PARKING
BLVD.
NOTES�
■ lOFT MINIMUM BOULEVARD WIDTH
� DESIGN ADT >I5,000 VPD
� DESIGN SPEED LIMIT 30-35 MPH
a-..
PAGE 3
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West End Business & Professional Association
"For Better Business"
10/18/00
To: Members of the Saint Paul City Council and Mayor Norm Coleman
From: Dan Galies —President, West End Business and Professional Association
Ae: Mass Tiansit in I3iverview Corridor
Dear Mayor Coleman and Saint Paul City Council Members:
This letter is to inform you of the West End Business and Professional Association's (WEBPA) position
on mass transit development in the Iiiverview Coxridor.
At its January 3, 2000 meeting, WEBPA voted to enthusiastica(ly endorse plans to improve mass
transit in the Riverview Corridor. Given the current economic conditions, planned economic development
along the corridor, and the potential for further economic development along West 7th Street, we feel
the area is ripe for transit improvements. Furthermore, we believe improved transit, whatever form it
may take, will serve as a cafalyst to help West 7th Street and the entire West End take full economic
advantage of its strategic position between Downtown Saint Paul and the Airport/Mall of America
complex. If, at the end of the Biverview Corridor Major Inves#rnent Study, the BCHRA decides to
make no significant transit improvements along West 7th Street, we will miss a key opportunity to
accelerate the redevelopment of the West End.
At the above referenced meeting, we also passed a resolution urging public officials and transit
planners to view transit as a regional issue that impacts the entire Saint Paul east metro area.
However, we are concerned about a potential negafive impact on West 7th Street and to its businesses,
depending on how certain details of the plan are decided. For e�mple, we are not in favor of taking
away available parlting (without replacing it) or possible tum restrictions that might make some of our
businesses less accessible to patrons.
We look #onvard to working with you in the futw on transit issues and improvements. If we can be of
any assistance, please feel free to contact me at 651-698-1988.
in e19
�
es
President of the WEBPA
1035 West 3eventh 3treet, St. Paul, MN 55105 • 651-224-6707 • Fax: 651-224-9397
� bS��,fiv�� l � - ( � � oa
RESOLUTION
CITY OF SAIN� PAUL, M
Green Sheet #
<
Presented
Referred To
1 WI3EREAS, the City
2 Ramsey County Reg:
3 WIIEREAS, the Planning
4 recommending Bus Rapid T�
5 and
Council File # ' — 70
Committee Date
l the Riverview Corridor Majar Investment Study D Report from the
�d Authority (RCRRA) for review and commen d
nmission, on October 6, 2000, adopt the attached resolution
(BRT) as an appropriate transit improv ent in the Riverview Corridor,
6 WIIEREAS, the Land Use Plan of th Saint Paul Comprehen
7 the primary corridor for the developm nt of frequent, fast,
8 service, and
,
9 WFIEREAS, in February, 2000, the Saint P 1 City unci
10 Corridar for the development of high speed as ansit,
11 alignment, and
identifies the Central Corridor as
top, high-level transit trunk line
� again affirmed its support of the Central
specifically along the University Avenue
12 WIIEREAS, the Saint Paul City Council re gnize the opportunity to develop BRT in the Riverview
13 Corridor, made possible through the design ion of $4 illion in state grant funds for a metropolitan area
14 busway, and
15 Wf�REAS the Regional Transporta on Plan calls for a"ce tral triangle of transitways" interconnecting
16 downtown Minneapolis, downto Saint Paul and the Ma of America and Minneapolis Saint Paul
17 International Airport, and
18 WFiEREAS, the Riverview nidor has received federal designati as an authorized transitway, the only
19 transitway in Ramsey Co ty currently authorized to receive matc ing federal funds for a transitway
20 project, and
21 WF�REAS, the Sai Paul City Council has many unanswered questions o the specifics of the proposed
22 route or routes o the BRT in the Riverview Conidor, and the costs of onstructing said busway,
23 purchasing nec sary right of way, and relocating any existing utilities, pubh services, residential or
24 business vro rties.
1
•• •
1 NOW T'IIEREFORE BE IT RES LVED that the Saint Paul City Council supports the concept
2 of BRT in the Riverview Corridor su 'ect to the following conditions:
3
4 That the funding sources, both capital d operational, be idenrified, secured and committed befare any
5 construction takes place.
6 That funding for project enhancement be 1' ited to non-local sources. �
7 That the BRT fmal budget not exceed current �dget projections of $88 million, sta�d by the Mayor and
8 his staff in recent public communications. �
9 That the Mayor secures a commitment from the vern
10 as the State of Minnesota's next major transit i eest
11 high-speed rapid transit system, to complete the pr o;
12 of the Metropolitan Council's planned multi-modal a,
13 Area.
14 That the final land use plan, implementation schedule
5 the Saint Paul City Council, after all applicable neighl
16 period before final vote on the EIS and initiation of the
of Minnesota to dc�ignate the Central Corridor
:nt for the dev opment of a state-of-the-art,
i"central tria gle of transitways," the linchpin
transit syst in the Twin Cities Metropolitan
�� �
d sp ific alignment be subject to approval by
o d groups are given an adequate comment
r. ecttimetable.
Yeas
Benanav
Blakey
Bostrom
Caleman
Harris
Lantry
Reiter
Adopted by Council: Date _
Adoption Certified by Council
By:
Approved by Mayor: Date _
By:
Requested by 13gpartment o£
�
Form Approved by City
�
Approved by Mayor for
to Council
�