273320 WHITE — CITV CLERK COUIICII ����s�"\/
PINK — FINANCE GIT OF SAINT PAUL �
CANARV — DEPARTMENT
BLUE — MAVOR File NO.
cil Resolution
.
Presented By •
Referred To Committee: Date
Out of Committee By Date
WHEREAS, the City of St. Paul , does not have a Central Business District Boundary
Designation; �
,
WHEREAS, a Central Business District Boundary Designation is necessary if the
City is to meet Federal guidelines relating to possible federal funding assistance
for fringe parking facilities;
WHEREAS, the St. Paul Planning Commission has reviewed the proposed Central
Business District Boundary Designation and has found the proposed boundary
designation consistent with the Comprehensive Plan;
NOW, THEREFORE, BE IT RESOLVED, that the City of St. Paul adopts the Central
Business District Boundary Designation described in Planning Corrnnission
Resolution 7966, Attachment A, passed April 13, 1979.
COUNCILMEN Requested by Department of:
Yeas Nays �
�et
Hozza In�Favor
Hunt �` _
I.evine _�__ Against BY s�
Maddox
Showalt
T co r� eq
Adopt y Counci Date � � !r �3j9 Form Approved b Ci Attorne
rtified Pas• by Council Seccetary BY
JUL 1 '
Ap ov by Mavor: D _ Approved by Mayor or Submission to Council
c �BY — BY
tu�ts�EO JU L 21 1979
� -• �
> ° . _� �
�'�:����l
city of saint paul
planning commission resolution
file number 7966
date Aoril ,�. ,A�q
WHEREAS, the Planning Commission of the City of St. Paul is charged with
the responsibility for reviewing proposals which may impact upon the
St. Paul Comprehensive Plan;
WHEREAS, the Planning Commission has reviewed the proposed Central Business
District Boundary designation and finds this proposal consistent with the
Comprehensive Plan;
NOW BE IT RESOLVED, the St. Pau7 Planning Commission approves the Central
Business District designation as described in Attachment A and recommends
approval by the Council of the City of St. Paul .
m�Ved by McDonel l
s�;conded by McMahon
in favor 1�
.
c��111St �
,-�,.�+ _ .
� . � � At� ��ment A
Central Business District Boundary Designation
Commencing at the point of intersection of the midpoint right-of-way line of
St. Peter St. and the southerly right-of-way line of Eleventh St. , easterly
along southerly right-of-way line of Eleventh St. , to the point of intersection
of the southerly right-of-way line of Interstate 94, then southeasterly along
southwesterly right-of-way line of Interstate 94 to the point of intersection
of the midpoint right-of-way line of Broadway Street, then southerly along
midpoint right-of-way line of Broadway Street to the point of intersection with
the midpoint right-of-way line of Kellogg Boulevard/Third St. , then westerly
along midpoint right-of-way line of Kellogg Boulevard/Third St. to the point
of intersection with the midpoint right-of-way line of Sibley Street, then
southerly along midpoint right-of-way line of Sibley Street to the point of
intersection with the northerly right-of-way line of the Chicago, Milwaukee
and St. Paul Railroad, then westerly along northerly right-of-way line of Chicago,
f�lilwaukee and St. Paul Railroad to the point of intersection with the eastern
property line of 4�est Publishing Company, then northerly along eastern property
line of l-�est Publishing Company to the point of intersection with the midpoint
right-of-way line of Kellogg Boulevard, then westerly along midpoint right-of-
way line of Kellogg Boulevard to the point of intersection with the midpoint
right-of-way line of Smith St. , then northerly along midpoint right-of-way line
of Smith St. to the point of intersection with the midpoint right-of-way line
of �dinth St. , then southeasterly along midpoint right-of-way line of Ninth St.
to the point �o.f intersection with the midpoint right-of-way line of Exchange St. ,
then easterly along midpoint right-of-way line of Exchange Street to the point
of intersection with the midpoint right-of-way line of St. Peter Street, then
northerly along midpoint right-of-way line of St. Peter Street to the point of
intersection with the southerly right-of-way line of Eleventh Street, which is
the point of beginning.
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. 1 . . ,
. •
� DATE: March 1, 1979
TO: DPM Steering Committee
FROM: R. A. Schnarr, Deputy Director, DPM Project
SUBJECT: INTERSTATE FUNDING, FRINGE PARKING
In connection with the development of an application or applica-
tions for the fringe parking facilities proposed for downtown
Saint Paul, I feel that some background information might be
he lpf ul.
o Federal Aid Highway funds may be used for fringe parking
facilities on Federal Aid Systems (Interstate, Primary,
Secondary and Urban) . The anly systems eligible in down-
town Saint Paul are Interstate and Urban. The total
Urban System funding available to the entire metropolitan
area is about $8.5 million per year and is presently prior-
itized and programmed on a metro-wide basis. So, it
appears that the only highway fund source that is practical
to consider for fringe parking in the downtown area is
Federal Interstate funds.
o To_ my knowledge, there are no fringeparking projects which
have been .funded with Interstate funds which are similar
to our proposed projects. Mn/DOT submitted an application
for such facilities on Interstate 394/Third Avenue Distribu-
tor in downtown Minneapolis and it was found ineligible
because it did not provide adequate benefit to the Inter-
state system. I feel our situation is somewhat different
in that we do provide a significant benefit to both I-35E
and I-94 in the areas of greatest congestion from the
Mounds Boulevard off ramp through the joint section in
� the Capitol area. �
o For the definition of fringe �parking as provided by FHWA,
the current regulations provide the following:
" {39 "Fringe and transportation corridor parking facilities"
means those facilities located in fringe areas which are
intended to be used for temporary storaqe of vehicles and
which are located and designed so as to facilitate the safe
and convenient transfer of persons traveling in such vehicles
to and from existing or planned public transportation facili-
ties. The term "parking facilities" includes but i� not �
limited to� access roads, buildings; structures, equipment,
improvements and interests in land. " -
, �� , , � � . . �
. •
DPM Steering Committee 2.
" (4) "Fringe Area" means those areas outside the central
business district of urban areas." .
The U.S. Transportation Department regulations which apply to
fringe parking include but are not limited to the following:
o Eligible Projects
" (d) Fringe and trans�ortation corridor parking facilities
to serve bus and other �ublic mass transportation passengers. "
o Approval
" (a) In approving fringe and transportation corridor park-
ing facilities, the Federal Highway Administrator:
(1) Shall make a determination that the proposed
parking facility is located in a fringe area;
(2) Shall require that the parking facility be
located and designed in conjunction with exist-
ing or planned public transportation facilities.
(3) May approve acquisition of land proximate to
the right-of-way of any Federal-Aid highway.
(4) May approve construction of publicly-owned
parking facilities on land within the right-of-
way of any Federal-Aid highway, including the
use of air space above and below the established
gradeline of the highway pavement, and on land
acquired in accordance with the Uniform Reloca-
tion Assistance and Land Acquisition Policies
Act of 1970; . �
(5) May permit the charging of fees for the use of
the facility, except that the rate of the fee
shall not be in excess of that required for
maintenance and operation (including compensa-
tion to any person for operating sucYz facility) . "
o The Federal Highway Ac7ministrator shall not approve a fringe
and transportation corridor parking facility unless:
" (1) He has determined that the State or political
s�bdivision thereof, where the project is to be
located, or any agency or instrument of such
state or political subdivision, has the authority
and capability of constructing, maintaining, and
operating the facility;
_;
� � , . , ,
, •
.
DPM Steering Committee 3.
(2) He has receivecl assurance from the State that the
facility will remain in public ownership as long as
the facility is needed and that any change in owner- "
ship shall have his prior approval;
(3) He has entered into an agreement governing the
financing, maintenance and operation of the
parking facility with the State, political sub-
division, agency, or instrumentality which shall
include necessary requirements to ensure that
adequate public transportation service will be
available to persons using the facility; and
(4) He has approved design standards for constructing
the facility developed in cooperation with the
State highway agency. "
o Operations
" (c) A state, political subdivision, agency, or instru-
mentality thereof may contract with any person to aperate
any parking facility constructec3 under this section. "
On February 20, 1979, I met with members of the Minnesota Depart-
ment of Transportation staff to discuss the proposed fringe
parking application for such facilities in Saint Paul. The
results of that preliminary discussion are as follows:
o It appears that the applications to the Federal Highway
Aclministration for Interstate funding in connection with
fringe parking must be made by the State �I"In/DOT) -
o While the normal procedure for such application is to
process it from the bottom up, in light of the Minneapolis ,
turndown (which may have set a precedent) , it might be well ,
to arrange for a meeting between the Mayor of Saint Paul,
the Commissioner of Mn/DOT and possibly the Chairman of the
M.T_C. with Secretary of U.S. Department of Transportation,
Brock Adams, the Federal Highway Administrator, Carl Bowers,
and possibly Dick Page, Administrator of the Urban Mass
Transit Administration, to discuss the proposed application
for funding and its chances, in light of the fact that, fringe
parking is an essential part of the Saint Paul Downtown People .
Mover Demonstration Project and the Administration' s emphasis
on Urban initiatives.
,
o �/DOT wilf develop an outline of the contents of the applica-
tion and provide a tentative schedul� for developing the
application.
o Mn/DOTwill provide written comments on the draft fringe
parking plan. -
�
a
� ' � �'-� �� �
��:����
city of saint paul
planning commission resolution
file number,_ 7966
date Aaril ,�. ,�»
WHEREAS, the Planning Commission of the City of St. Paul is charged with
the responsibility for reviewing proposals which may impact upon the
St. Paul Comprehensive Plan;
LJHEREAS, the Planning Commission has reviewed the proposed Central Business
District Boundary designation and finds this proposal consistent with the
Comprehensive Plan;
NOW BE IT RESOLVED, the St. Paul Planning Commission approves the Central
Business District designation as described in Attachment A and recommends
approval by the Council of the City of St. Paul .
moved by McDonel l '
s�;conded by McMahon _
in favor 1__8__ -
a�it'1St � s
�
_ _ _ . __ _ . . _. .. _
. , . � _ _ _
� �� At� �hment A
Central Business District Boundary Designation
Commencing at the point of intersection of the midpoint right-of-way line of
St. Peter St. and the southerly right-of-way line of Eleventh St. , easterly
along southerly right-of-way line of Eleventh St. , to the point of intersection
of the southerly right-of-way line of Interstate 94, then southeasterly along
southwesterly right-of-way line of Interstate 94 to the point of intersection
of the midpoint right-of-way line of Broadway Street, then southerly along
midpoint right-of-way line of Broadway Street to the point of intersection with
the midpoint right-of-way line of Kellogg Boulevard/Third St. , then westerly
along midpoint right-of-way line of Kellogg Boulevard/Third St. to the point
of intersection with the midpoint right-of-way line of Sibley Street, then
souther�y along midpoint right-of-way line of Sibley Street to the point of
intersection with the northerly right-of-way line of the Chicago, Milwaukee
and St. Paul Railroad, then westerly along northerly right-of-way line of Chicago,
f�lilwaukee and St. Paul Railroad to the point of intersection with the eastern
property line of 4�est Publishing Company, then nor•therly along eastern property
line of 6Jest Publishing Company to the point of intersection with the midpoint
right-of-way line of Kellogg Boulevard, then westerly along midpoint right-of-
way line of Kellogg Boulevard to the point of intersection with the midpoint
right-of-way line of Smith St. , then northerly along midpoint right-of-way line
of Smith St. to the point of intersection with the midpoint right-of-way line
of f�inth St. , then southeasterly along midpoint right-of-way line of Ninth St.
to the point of intersection with the midpoint right-of-way line of Exchange St. ,
then easterly along midpoint right-of-way line of Exchange Street to the point
of intersection with the midpoint right-of-way line of St. Peter Street, then
northerly along midpoint right-of-way line of St. Peter Street to the point of
intersection with the southerly right-of-way line of Eleventh Street, which is
the point of beginning.
;
�
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.S�°m� fZ „�5 ������ri � o�l �
� DATE: March 1, 1979
TO: DPM Steering Committee
FROM: R. A. Schnarr, Deputy Director, DPM Project
SUBJECT: INTERSTATE FUNDING, FRINGE PARKING
In connection with the development of an application or applica-
tions for the fringe parking facilities proposed for downtown
Saint Paul, I feel that some background information might be
helpful.
o Federal Aid Highway funds may be used for fringe parking
facilities on Federal Aid Systems (Interstate, Primary,
Secondary and Urban) . The anly systems eligible in down-
town Saint Paul are Interstate and Urban. The total
Urban System funding available to the entire metropolitan
area is about $8.5 million per year and is presently prior-
itized and programmed on a metro-wide basis. So, it
appears that the only highway fund so urce that is practical
to consider for fringe parking in the downtown area is
Federal Interstate funds.
o lo my knowledge, there are no fringeparking projects which
have been funded with Interstate funds which are similar
to our proposed projects. Mn/DOT submitted an application
for such facilities on Interstate 394/Third Avenue Distribu-
tor in downtown Minneapolis and it was found ineligible
because it did not provide adequate benefit to the Inter-
state system. I feel our situation is somewhat different
in that we do provide a significant benefit to both I-35E
and I-94 in the areas of greatest congestion from the
Mounds Boulevard off ramp through the joint section in
� the Capitol area.
o For the definition of fringe -parking as provided by FHWA,
the current regulations provide the following:
�� {3) "Fringe and transportation corridor parking facilities"
means those facilities located in fringe areas which are
intended to be used for temporary storaqe of vehicles and
which are located and designed so as to facilitate the safe
and convenient transfer of persons traveling in such vehicles
to and from existing or planned public transportation facili-.
ties. The term "parking facilities" includes but i� not _
limited ta- access roads, buildings; structures, equipment,
improvements and interests in land. " -
-3
>
DPM Steering Committee 2.
" (4) "Fringe Area" means those areas outside the central
business district of urban areas." .
The U.S. Transportation Department regulations which apply to
fringe parking include but are not limited to the following:
o Eligible Projects
" (d) Fringe and transgortation corridor parking facilities
to serve bus and other �»ublic mass transportation passengers. "
o Approval
" (a) In approving fringe and transportation corridor park-
ing facilities, the Federal Highway Administrator:
(1) Shall make a determination that the proposed
parking facility is located in a fringe area;
{2) Shall require that the parking facility be
located and designed in conjunction with exist-
ing or planned public transportation facilities.
(3) May approve acquisition of land proximate to
the right-of-way of any Federal-Aid highway.
(4) May approve construction of publicly-owned
parking facilities on land within the right-of-
way of any Federal-Aid highway, including the
use of air space above and below the established
gradeline of the highway pavement, and on land
acquired in accordance with the Uniform Reloca-
tion Assistance and Land Acquisition Policies
Act of 1970; _ •
(5) May permit the charging of fees for the use of
the facility, except that the rate of the fee
shall not be in excess of that required for �
maintenance and operation (including compensa-
tion to any person for operating such facility) . °
o The Federal Highway Administrator sliall not approve a fringe
and transportation corridor parking facility unless:
" (1) He has determined that the State or political
s�.bdivision thereof, where the project is to be
located, or any agency or instrument of such
state or political subdivision, has the authority
and capability of constructing, maintaining, and
operating the facility;
� .. .� .. _._ _ _ _ __ _. _ _. _ __
, . ..,
,
DPM Steering Committee 3.
(2) He has received assurance from the State that the
facility will remain in public ownership as long as
the facility is needed and that any change in owner- �
ship shall have his prior approval;
(3) He has entered into an agreement governing the
financing, maintenance and operation of the
parking facility with the State, political sub-
division, agency, or instrumentality which shall
include necessary requirements to ensure that
adequate public transportation service will be
availahle to persons using the facility; and
(4) He has approved design standards for constructing �
the facility developed in cooperation with the
State highway agency. "
o Operations
° (c) A state, political subdivision, agency, or instru-
mentality thereof may contract with any person to aperate
any parking facility constructed under this section. "
On February 20, 1979, I met with members of the Minnesota Depart-
ment of Transportation, staff to discuss the proposed fringe
parking application for such facilities in Saint Paul. The
results of that`preliminary discussion are as follows:
o It appears that the applications to the Federal Highway
Administration for Interstate funding in connection with
fringe parking must be made by the State (Mn/DOT) .
o While the normal procedure for such application is to
process it from the bottom up, in light of the Minneapolis ,
turndown (which may have set a precedent) , it might be well
to arrange for a meeting between the Mayor of Saint Paul,
the Commissioner of Mn/DOT and possibly the Chairman of the
M.T.C. with Secretary of U.S. Department of Transportation,
Brock Adams, the Federal Highway Administrator, Carl Bowers,
and possibly Dick Page, Administrator of the Urban Mass
Transit Administration, to discuss the proposed application
for funding and its chances, in light of the fact that, fringe
parking is an essential part of the Saint Paul Downtown People
Mover Demonstration Project and the Administration' s emphasis
on Urban initiatives.
o �/DOT wilf develop an outline of the contents of the applica-
tion and provide a tentative schedule for developing the
application.
o Mn/DOTwill provide written comments on the draft fringe
parking plan.
�;_ �' 'A i ' ,�����
t.
-� � ' j : OM, ol: i2�29�5
4 .
� �
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� �, � ; �ltev. :�� 9�'�8f'76
LXPT�1l.�TZON UF ADMTNISTRA�Z�TE I �RDERS, .
t ;
I�tI�I � :;�TO ORDII�.A1� ES ' `�� D '.�
1f-� ,�
; � � �9�� , ;
Date: �— , .Ci�T�
, _ ����{����
, i1"r � ' � �.�
� . " 't'�s MAY�R GE4R�E LATIMER ' .IUN � '
g�; : �s 8e�1�us, Pl�i�� �inistrator �. '� �
� ` i�:z ��al 8t�1 r�ess �i st�i ct Boundary �si gnati on� ;
,i
� .
�
�tECE:IVE � ;.��:
; � ,' JUN 2 � 197'9 µ.
� �►�1l�i � t;
`� A�I,QN REQ47ESTSD c . � ;
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