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Presented By
Referred To
��{���
4 , 1 q� �
U f � U
SAINT P
_ �
� Q Cbuncil File # (f� � ��
Resolution #
Green Sheet # ��alo��
ESOTA
��
Committee :
Resolution Authorizing Use of $300,000 STAR Grant for Os ola Crossing Project
Wt1EREAS, on September 28, 1994, the City Council of the Ci of Saint Paul established the
Neighborhood Sales Tax Revitalization (STAR) Program, .F. 94-1127; and
WHEREAS, the Neighborhood STAR Program is fin<
Chapter 297A, authorized by the State of Minnesota,
WHEREAS, the purpose of the Neighborhood
further residential, commercial and economic �
in accordance with Minnesota Statutes,
ter No. 375, Sec.46; and
Program is to fund capital improvements to
�ment in the neighborhoods of St. Paul; and
WHEREAS, upon the recommendation of the ayor, and with the advice of the Neighborhood
STAR Board, the Council of the City of Saint aul, on 11/22/00 in resolution #00-1078, approved
funding from the Year 2000 Large Neighbo ood STAR Program in the amount of $300,000 for soil
remediation on the Riverside Plazza site; nd
WHEREAS, it has been found that the xtent of remediation on the Riverside Plazza site in District
3, makes the site infeasible to develo at this time; and
WHEREAS, the developer prc
St. Clair into an 81 unit senior
WHEREAS, the soil on the
and
WHEREAS, the $300,000
Osceola site; and
WHEREAS, the Rut
the use of the STAR
housing.
to develop a vacant site (ocated in District 9 at Osceola and
g condominium project; and
Crossing site also requires remediation prior to development;
grant would cover a major portion of the soil remediation at the
�mily Partnership has requested the Saint Paul City Council to authorize
on the Osceola site for the public purpose of new construction of senior
NOW, THEREF06(E BE IT RESOLVED, that the Saint Paul City Council approves the use of the
$300,000 STAR�rant on the Osceola site for the purpose of soil remediation necessary to develop
the housing site; and be it
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d/-.���
FURTHER RESOLVED, that STAR funds will not be released to the developer except on a
reimbursement basis; and be it
FURTHER RESOLVED, that the developer will hire an environmental consultant to coordinate the
move/remediate of the soii under MPCA requirements; and be it
FINALLY RESOLVED, that the developer shall return to the City, any and alI nds disbursed from
the STAR grant should the Osceola Crossing redevefopment not be compi ed.
Approved by City Attoxney
By:
Adoption Certified by Council 5ecretary
Sy:
Approved by Mayor: Date
Approved by Mayor for Submission to Council
By:
By:
Adopted by Council: Date
'"""'°"""r�•""""`"""" Council Ward 2
Councilmember Chris Coleman
John Lesch 6-8621
2��1
3/29/O1
TOTAL � OF SIGNATURE PAGES
GREEN SHEET
/�i-���
No � �.,-,n•�
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ne�roneetart V urrcaacz _
QIYAi1pCEY ❑ qNCL�I[
wwcnta�ssm. ❑n�xpKaewnccrc
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(CLIP ALL LOCATIONS FOR SIGNATUR�
Resolution Authorizing Use of $300,000 STAR Grant
for Osceola Crossing Project
PLANNING COMMISSION
CIB COMMITfEE
CML SERVICE CAMMISSION
1F
AOUNT OF TRANSAC710N t
sou� �1P7-930-90306-0547-77419
INFORMATON (IXPWN)
Naa mie a�sa�ffum euerwdkea unEer acomrac[6aaus tlepaM�e�l't
vES NO
Fms tlxs P� e�er been a tllY aoPbYee�
YE3 NO
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COETIREVENUEBUD6EIED�CIRCLEON� YEf
/ICTNITV NUMBER
NO
o� - 3�(�
St. Paul City Council May Policy Session
May 16, 2001
[Revised 5/15/Ol)
T�a�c Calming: 2n gene�ation strategies emphasizing
neighborhood involvement
City Hall, 3T Floor, Council Chambers
3:30 p.m.
I. Allen Lovejoy, Department of Planning and Economic
Development - Traffic calming as it relates to St. Paul's
transportarion plan.
II. Commander Bill Martinez, St. Paul Police Deparhnent - Traffic
enforcement initiatives.
III. Tom Eggum, Director and Allen Shetka, Pubic Works Depariment-
Current engineering iniriatives.
IV. David Engwicht, Brisbane, Australia: Urban Planner, traffic
calming expert, and author - 2° generation traffic calming
�iv vua'l�a".1 u'C..�.
V. Questions and Answers with City Council Members.
a�- 3u�
City of St. Paul
Office of the City Council
310 City Hall
Saint Paul, MN 55102
651-266-8588
Luri�f • ! : _ `�IZ9ul
DATE: May 15, 2001
TO: St. Paul City Council
FROM: Katie Krile Policy Analyst
SUBJECT: Revision to Agenda Item 31
CC: Gerry Strathman, Nancy Anderson
Tom Eggum, Director of Public Works, wili be speaking on current engineering initiatives
during the Policy Session tomonow afternoon. This is in addition to Allen Shetka's
presentation.
Please see attached Agenda Item 31.
Please contact me if you have any questions.
Thank you.
o i-��r�
AII events are free!
Tellyourfriends!
Featuring world renowned traffic expert and author David Engwicht
How Pedestrians Can Rule In Saint Paul
Public conversation with time for lots of questions
Thursday, May 17, 7 to 9 p.m.
Great Hall at Metropolitan State University, East 6th Street
and Maria
Take Back Your Streets!
Learn from the experts houv to tal<e back your streets!
Saturday, May 19, 9 a.m. to 2 p.m.
Arlington High School,1495 Rice Street
These are just two of many events happening over four days.
For a full schedule, cail the City Council at 651/266-8567.
About David Engwicht, go to www.lesstraffic.com
Sponsored by the Saint Paul City Counci) and
the Capital City Traffic Calming Alliance
Cosponsored by Macalester College, Metropolitan State University,Transit
for Livable Communities, the University of St. Thomas, the Dayton's Bluff
District 4 Community Council,The Sierra Cfubf Northstar Chaptex, the St. Pauf
BicycleAdviwry Board, Regions Hospital, the Midway Chamber of Commerce,
the Merriam Park Community Council, the West Side Safe Neighborhood
Council,The Bicycle and Pedes[rianAlliance,and MetroTransit, a service of
the MeYropolitan Council.
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- _ TRANSPtJRT'ATION
PflL�C'Y PLAf�
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Traf�c Calming Policies
Excerpts from the City of Saint Paul's Transportation PolicXPlan
for Briefing to the City Council
May 16, 2001
The Transportation Policy Plan is a lengrhy and complex set of policies and programs about
streets & traffic, parking, transit, bicycling, pedestraan ways, and, to a lesser extent, land use and
development. Due to the forgoing, the following summary is provided so as to focus on the
issues and recommendations in the Plan related to "tr�c calming." However, to fully
understand the City's intentions relating to neighborhood protection requires a full reading of the
entire plan.
"Traffic inlrusion into neighborhoods and threat to pedestrian
safety are serious concerns for many Saint Paul residents. The
Plan calls for traffic "calming'; or slowing, to discourage
through-traffzc and enhance the sense of safety for the
pedestrian."
First among the Plan's goals is that: "Saint Paul will have safe, enjoyable neighborhoods. Our
health is in our neighborhoods. The Plan sees a city where neighborhood integrity is respected
and where people feel secure and satisfied where they live, work, shop and play." (p2) However,
there aze transportation factors that affect our abilities to fully realize those quality
neighborhoods. Specifically, "(a]utomobile traffic volumes on Saint Paul streets have increased
substantially, faster than the rate of local or regional population growth and now exceed the street
capacity" in many places. "Traffic volumes have increased faster than regional population for
several reasons..." including more cazs, more workers, fewer people taking the bus, and
development patterns and public policy which encoura�e automobile use. (p4)
In addition, "[w]hile vehicular travel has become generally safer in recent yeazs, driver behavior
has deteriorated...[such that] many city residents perceive more danger in their neighborhoods
due to increased volumes and, in particulaz, to the increased incidence of speeding and other
traffic violations..."
An important part of the Plan supports "street capacity managemenY' by channeling "through
traffic to parts of the system best suited for it, by maintaining and reinforcing a hierarchical street
system of arterials, collectors and local streets..." The system should continue to be managed
using a hierarchy because it is a rational way to deal with continued regional traffic pressure on
Saint Paul's limited system, and it acknowledges that through-tr�c belongs on arterials and
local traffic belongs on local streets. (p9)
The bulk of the recommendations on traf£c calming aze contained within "Strategy 2:
Neighborhood Quality & Economic Development — Neighborhood Protection: ' That section is
attached in its entirety as well as 5 pages of specific calming methods contained in the Plan.
A System that Works for the Community. 7he City of Saint Paul will work to protect
and enhance neighborhoods and support economic development by designing and
operating its transportation system rn ways that are integral rather tl�an intrusive to the
community.
Objective: Neighborhood Protection �
tmprove the behavior and mitigate the unpleasant consequences of
local traffic in neighborhoods, as well as keep through-traffic off of
local neighborhood streets. Make neigF�borhood traffic control a
priority, with an understandable and accessible process for achieving it.
This is important because:
. traffic levels affect the sense of belonging to one's neighborhood,
. congestion is causing through-traffic to divert off of arterials into
there is more traffic-related
neighborhoods, -
. danger being perceived in neighborhoods
than in the past,
. there were occasional air quality standard exceedances in Saint Paut in
the past,
. there are frequent exceedances of noise standards in some locations in
Saint Paul,
. some neighborhoods are experiencing serious parking congestion, and
• invofvement in public decisions is an important part of residents' sense
of ownership of their neighborhoods.
Policies
26. The City should use a neighborhood traffic management process to
systematically address neighborhood requests to °calm' or divert
SAINT PAULTRANSPORTATION POLICY PLAh Y3
B�-3�t�
.
traffic, whi{e maintaining necessary access. The City should work
proactively with the community to promote this process and commit
planning and traffic engineering staff resources to work closely with
the community throughout each neighborhood process. Community
participants shouid include residential, service and public safety
interests, with participation organized through the appropriate
district planning council, and offer an array of techniques, such as,
but not limited to, those illustrated on pp. 38-43 of this plan. Tfie
City shouid work to allocate adequate resources to this priority.
27. The City should explore a variety of traffiacaiming road design
options with interested neighborhoods at the time that local street
construction is being planned.
28. The City shoufd instail `chokers" as standard design where streets in
school zones are reconstructed. "Chokers" (also known as "bump-
outs") are i(lustrated in the Neighborhood Traffic Manageme�t
Techniques section of this Plan. (pp. 38-43).
29. The City should promote its School Safety Program which is a
systematic, community and school-based approach to slowing traffic
•- near schools, in order to ensure the safety of children crossing streets
within a schooi zone. The School Safety Program should offer
education, enforcement, and engineesing toois to ca(m traffic in
school zones. Participants in this process should include city traffic
engineering and public safety expertise, tfie project school's
administration, the school parent group, and the appropriate district
council. The array of techniques found on pages 38-43 in this plan
are offered through the School Safety Program. In addition, the City
should include the option of installing a"key mechanism" at signai-
control{ed intersections to assist school chiidren in safely crossing
busy streets when required by a school and appropriate districc
council.
30. The City should continue its current adopted policy with regard to
the installation of all-way stop sign controis. This policy directs that
all-way signs on collector or arterial roadways must meet appropriate
spacing and traffic volume requirements and have district council
approval, and that all-way stop signs on local streets meet safety
standards, are supported by a neighborhood petition, and have
district council approval.
31. The City should increase traffic enforcement to improve public
safety.
14 SAINT PAUL TRANSPORTATION POLICY PLAN
32. The City shouid support State legislation that will allow
implementation of new enforcement technology such as photo-radar,
photo-cop, and photo-redlight, in order to enhance traffic
enforcement and improve safety.
33. The City should continue to review the results of 5tate air quality
monitoring in Saint Paul and work with tfie State and Metropolitan
Councii to devise strategies as needed.
34. The City should make no comprehensive changes to the truck route
system at this time but rather review proposed changes to the
system, with the objective of minimizing the noise and other impacts
on sensitive land uses while meeting the transport needs of business.
35. The City supports the use of smaller buses for neighborhood
circulators as part of the redesign of the transit system recommended
in Policy.73 (p. 24) ofthis Plan.
36. The City should limit negative impacts on residential properties in
neighborhoods with the greatest parking spi(lover from commercial
strips by regulating land use and offering the option of residential
permit parking.
37. Tfie City should work with developers to plart access points and
parking facilities for business areas with sensitivity to affeded
residential neighborhoods.
SAINT PAUL TRANSPORTATtON POLICY PLAN 15
gi-3��
A variety of traffic management techniques for residential streets is illustrated below, along with a
generalized assessment of how each technique performs against key measures. The techniques include
road design, traffic controls, and increased enforcement.
Road Desi�n Techniques
Road design techniques involve reconstrudion of streets or intersections, which can be very costly,
although costs can vary significantly depending upon conditions. The techniques of more moderate
cost are noted.
Street Narrowing
Chokers
Partial Diverkers
OLD CURB LINE-y
NEW CURB LINEJ
Redudion of the typical pavement width
along a rightof•way. Achieved physically
removing part of the pavement surface or
psychologically through pavement marking.
Volumes. Little or no effec[.
$oeed. Same reduRion possible.
afetv. Minimal effect on accidenu overall
on Iocal streets. Possible improved
pedestrian safety. Bike safery may be
compromised. Pavement markings
particulady effective on collector, arterial
streeGS.
Noise. air ooilution. Some reduction.
Atcess. No restriRion.
Communitv reaction. Mixed. Residents like
"feel", associated amenities; dislike loss of
on-Slreet parking if [aken.
OtherConsiderations. Minimumlanewidth
of 7 7 feet recommended for safety.
Opportunities for landscaping, oiher
amenities.
V lum . Little or no effect, if two-way
iravel remains. Significant reduction if
section can only be used one direction at a
time.
Soeed. Little or no effect.
afe . Improvement for both vehicles and
pedestrians.
Noise air oollution. Little or no effect.
Access. Little efiect.
Commu�itv reaaion. Generally positive.
Other considerations. Landscaping
opportunities.
Volumes. Drastit reduaion on diverted
street Increase on alremate routes.
S°eed. Reduaion in the closed direaion.
S, a ef .�. Substantial improvement.
Noise. air oo�lution. Reduaions.
A�cgs�. Restricted. Emergency access
somewha[ restricted.
Communirv reaction. Can be negative.
Requires heavy resident involvement,
education, before makingcapital imesiment
Othermnsiderations. Enforcemenc
3S SAINT PAUL TRANSPORTATION POLICY PLAN
Narrowing of the street, either at an
intersection or at midblock to constrain the
width of the traveled way.
Narrowing of a two-way street at the
intersection in order to eliminate one
direction of travel.
Policy 26 recommends use of a neighborhood traffic management process3o.rystematicall y address.. --
neighborhood requesu fo .'catm°.or.divert ira�c� and saqs that zhisprocess shouTd o�fer an array of technrques <:
Which traffic management technique.or combination of tecfimques3fiould be appl�ed in a_ neighborhood wiil be
determined by the area's physical characteristics; the nature of the tra�c issue, and.the expeded cost,
effectiveness, and acceptance by tfie community. The neigfibo�hood Traffic management process atlows the Ciry
and the community to explore traffic problems and options togeffie ,_re4ulting in a recommendation that wifl be
most likely to achieve the neighborhood's objactives.
Raised barrier placed diagonally across an
intersection that physically divides tbe
__. ��c�c!�n zrz�! acces a1S tr�cto make a
sharp tum. -- - -- - - - - -
Valumes. Reduction. Diverted [o other
streets.
�e . Moderate reduction.
Sa Improvement.
Noise. air oo(tution. �ittte or no impatt.
Access. Restricted. Emergency access a
conCem.
�ommuniN reac7ion. Often �ega[ive
concems about visitors, deliveries,
neighborhood division.
Other considerations. Draiaage.
Closing a street either at one end or the Raised geometric control island, frequently
nther, or a2 a midblock loca2ion, to cirwlar, typ'�cally about 20 feef in drameter,
eliminate unwanted throueh-tra�c , ,inthe center of an infersection of local
- ---� ---- --
---------- � ° -
- --
-- - ---- -`------- -
5ireets. . -_- _ - _ _ - -
VolvmPS. Drasfic reducYion. -
Soeed. Dras[ic reduc[ion.
afe . Substantiai imprwement.
Noise. air oollution. Positive effect.
Access. Restritted. Accommodations for
emergency atcess may be needed.
Communirv reaction. Positive resident
reaction; negative traveling public reac[ion.
Volumes. Little or no impaR.
$p�e i. Reduaion near inrersection.
Possible inaease mid-biock.
a5 ferv. Imprwementtoaccident-prone
inrersections.
Noise. air ooliution. Negative effecc
Access. Little geneal effect. Negative effeu
on emergency actess.
GommuniN reaction. Mixed. Positive
reaRion to aesthetics Gf done well).
Concems about obstruc[ions, hazard, loss of
Parkin&
Otherconsiderations. Snowremoval. Lek
tums.
References: Neighborhood Traffic Control, North Central Section Institu[e of Transportation Engineers, )anuary 7994, Traffic Cafming, Cynthia
L. Hoyles, American PlanningAssociation, july 1995. .
SA(NT PAUL TRANSPORTATION POLICY PLAN 39
Full Diverter
Street Closure
Traffic Circles
p i - 3u�
Neighborhood Traffic Management Techniques continued
Road Design Techniques .
; �.
Median Barriers
Volumes. Significant reduaion.
�need. Some reduaion.
Saferv. Improvement for vehicles and
pedestrians.
Noise, air ooliution. Positive effect where
volumes reduced; pollution could shik.
�f. Restricted. Emergency access
affected.
Communirv reaction. Positive resident
reattion.
Speed tiumpslBumps
Vnluma<. Volume reductions depend upon
space of humpsfoumps, amount of cui-
through Iraffic and availability o( alrernative
routes.
Soeed. SiRnifitantreduction.
Negative air pollu[ion
se impacts vary.
Positive resident
aveling public reaRion.
. Impac[s on large
users should be
process.
...: ....... ._. - __::..-_..:._-
The neighborhood traffic management process is unde
:5ainf Pau1.,.Among the areas invofved (at writing of ihis
- Dosweil/Chelmsford :. - ThomaslMacKubin
,.
-:MargareUArcade.:..:-._-Morgan/Edgcumbe .
- Railroad lsland _ "=;:. ::? - LaFond/Grotto :,::,-: :`: - .
_._,._ ::..: _. _ ... _ ..
= 6 idwel.ILCongress.:- :,:.. .
Curviiinear Reconstruction
V tum . Littie or no effet[ if the same ''
number of travel lanrs are retained.
Significant reductions if barriers lim¢ use of
sectian ta one direc6on at a time.
Soeed. Little or no efrect for uniform width
construction; reduction where barciers are
constructed.
a,��. Mixed results,
Noice. air oollution. Little or no effeC.
A ;�. Little effect
Communitv reaction. Mixed.
Othermnsidera[ionc, �andscaping
opportunities.
rvvay is
Pian)are:
4O SAINT PAUL TRANSPORTATION POLICY PLAN
Barriewn the median of the major street at
its intersection with a tocal street to prevent
lek turns from the major street to the Ixal
street, as weli as through traffic on the (ocal
street.
Reised areas in the roadway surface with
extend across the roadway perpendicular to
traffic flow.
Introdudion of curvatures on previously
slraight alignment through rxonstruction
of the street with a curved centerlinc
alignment and a uniform roadway width, or
introdudion of chokers or otf�er typec of
baniers on alternate sides of the street ta
create a serpentine travel path.
Neighborhood Traffic Management Techniques continued
Traffic Control Techniques ;
Traffic control techniques invo)ve !ow capital cosu, although, area wide or citywide application of
some controls can be a serious fiscal commitment.
Truck Restrictions
Tum Restrictions
NO
LEFT
TURN
7-9
4-6
Posti�g the roadway with specific load limit
requirements and/or signing of truck rou[es.
Volume,s. Heavycommercialtra�c
reduced; shihed to other mutes.
eed. Little or no effect.
afr . Little or no effea.
Noise. air oollutio�. Positive effect.
Access. Restriaed. No effec[ on emergency
access.
Communirvreaeion. Generallypositive,
where restritted. Sh]fring can occur.
Businesses generating heavy truck traffic
inconvenienced.
Orher considerations. Stree[ load capacity.
Legal, practical mnsiderations.
Yield Signs
Signage assigning rightof-way at
intersections.
Little or no effect.
duced within 50 feet of the yield
resul[s.
rtion. Negative effect
rea ion. Genemlly posi[ive.
3erotions. frequentlygenerate
srop signs after accidents or near
Use of regulator signing to prohibit certain
traffic movements generally where an
arter�al and loca! street meet.
Volumes. ReduRion on diverted streecs;
increase on altemative roures.
Soe�d. Reduttion on the diverted street
a5 fetv. Imprrnement on diverted streets.
Noise.airoollution. Shiked.
ACtv55 RestricYed.
Communitv reaction. Gene211y positive if a
reasonable alremate route ezists. .
Do Not Enter
Signage prohbiting vehides from entering a
roadway.
Volumes. Dramatic teduction on prohibited
streer increase on alremate routes.
S,p_egd. ReducYion.
afe . Improvement on restricted streec
Noise airoollu[ion. Posi[iveeffecton
restriaed street; oken shiked.
Ac[ess. Res[riaed.
Communitv reaction. Generally positive if
altemate roures exisu. -
Basket Weave Stop Signs
Altemating two-way stop control within an
area of lowl residmtial streets.
Volumes Minimal efrett.
d. Reduced w"�thin 200 feet of die stop
sign. Increase in speed between s[op signs.
aferv. Signifiant improvement at accident-
prane intersection.
Noise. air ool�ution. Negative effM.
ess. Little effec[.
Communirv reaction. Usually positive.
Othermnsiderations_ ICe. ,
Speed Limit Changes
SPEED
� ��3�r� -
AHEAD (
Change to the legal speed limit, based upon
traffic behavior, lwards, obstructions,
access points, pedestrian use, and road
alignment.
Valumes. Little or no effect.
S�eed. Enforcemerc required to achieve
reduRion.
Saferv, No docum�tation.
Noiu_ air oollution. Littfe or no effect.
Acm<s. No chang=.
Communitvreaaion. Residentssupport
significantly lower speeds.
Otherconsiderations. Bmaderisweofhovi
limi[s are set.
SAINT PAUL TRANSPORTATION POLICY PLAN 4�
��- 3�?
Neighborhood Traffic Managertient Techniques continued -
Traffic Control Techniques
- - �,
All Way Stop
Watch for Children
� WATCH
F'OR
CHILDREN
Legally restricting parking at near
intersections and crosswalks (clearance
zones) or along the length of the block
(extmded zones).
Stop signs on ali legs of the intersection.
Signage that warns of the presmce of
children. ,
Volumes. Litile or no effeG.
$oeed. Clearance zones: minimal effect
Eztended zones: potential for increased
speeds.
Safetv. Improvement.
Noise. air oollution. Little or no effect.
�y5g��. No effett.
Comrwniry reaction. Varied.
Conversion of two-way local streets to ane
way operation; the onrway direction
changes at the arteriai to "diverge" from it
or "wnverge" upon it. .
Reduction.
i i n. Possible negative air
restricYion impac[s.
i n. Mized.
� i n . Parking. Bicycle
Voiumes. Depends upon namre of tra�c
Soeed. Little or no effect
Saferv. Improvement when warrants are met
or where sight distances are poor.
Noise. air oollution. Negative impacts.
Mixed.
Concem about
Aiternating one-way streets
Conversiun of two-way:freets to onrway
operation in an aiternating pattern.
Volumes. Little or no effecL
Soeed. Increase.
a�5 f��y, Improvemertt.
Nnise. air oollution. Little or no effeR
Acc255. Some restriction.
CommuniN reaction. Mixed.
Other considerations. Parking. Biryde
tra�c.
Volumes. No effeR
$ygQd. Little or no eNect.
Safetv. Little or no eftect.
Noise. air ooilution. Little or no effeU.
Access. No eHect. ,
Communirv reaeion. Positive.
Otherconsiderations. Tra�cstudiesdono[
demonstrate effectiveness of this rype of
5ignage.
One-way Pairs
oa000R
Mam St -i -i
a0000
Qeati�g a ane-way couptet by paring a
residential street with a nearby through
street to create a cortidor for ffirough
traffic.
Voivmes. Increase on one; reduaion on
adjacent.
�pg�. Increase.
- a$ fglv. Imprwement
Noise. air oollution. Little or no effect.
Access. Some restriaion.
Communirv reaction. Mixed.
Otherconsidera[ions. Parking. Bicycle
42 SAINT PAUL TRANSPORTATION POLICY PLAN
Parking Restrictions
DivergenUconvergent one-
way streets
Neighborhood Traffic Management Techniques continued
Eoforcement/Educationa! Techniques
Enforcement techniques often involve increased operational costs.
Traditional Enforcement Speed Watch
WARNING
NEI�HBORHOOD
SPEED WAi'CH
Variable Speed Display
•� �(RADAR
SPEEDERS PROSECUTED
Uswlly involves the use of adar to identify
speeders and subsequent ticketing of speed
violators. .
Neighborhood participation in radar
observation of speeds and rnmmunication
with violators.
Use of a portable speed display board wired
to radar to alert motorists of ffieir speed;
educationai campaign accompanies �e of
the board.
Voi�m s. Little or no effea.
�pe�d. Appreciable reduc[ion during period
of enfortement
Safe . Improved during period of
enforcement.
Noise.airooliutioa Usuailylittleeffect.
CommuniN reacYion. Mixed.
Other considerations. Budget and staff
const2in[s.
Volumes Little or no effect.
$pge�. Substantial reduction.
a5 ferv. Possible.
Noisn_ air oollution. Little or oo effect.
Acrnss. Not restricted.
�mmunitv reaction. Positive.
Otherconsidera[ions. T2ining.
"Vigilantism".
Volumes, Little or no effect.
S�ed. Reduced while device is presenc
afe . Potentialforsudden braking.
Noise. air oollution. Little or no effect
Access. Not restric[ed.
sommuniri reattion. Positive in [he short
tertn.
Chher mnside2tions. Needs monitoring
Nigilantism". >
Schoo!_Safety Program '.,_ °-
Policy 29 recommends promotion of the city's SchooLSafety Prograir�, a systematic, community and school-based
approach to slow7ng tra�c nearschoolsc The array ofzechniques availabte to "considerin thisprocess incfudes
those listed above. - in addition, the School Safery P�ogram ide�fifies Yhe`fioliowing: -.
• _ ' _ < •
• Raised Crosswaiks CrosswaTks raised to the levet of�the curb a'tomb�nation of speed humps, cF�okers; a�d,
crosswalks. -Raised crosswalks reduce vehicle speeds'and eiihance.pedestiian crossing poinu. __
• Pavement Surface or.Color.Change AlteraUOn tn the pavementsurface trumble strips) including bnck,- ,,.;
stamped cancrete or achartge io pavement color.to alert drrvers fhaYthey have entered a school zone , '.,
• Sanreers -Banners hung across roads near schools siating thak rt is a school zone and reriminding dr�vers to .`;- .
_ __.. -- _ '
�educe theirspeed..-tviosf effecfive if they_are moved penodic�Ily smce tfieic impact-tends to decrea'se ffie
longerthey are-in one piace :
- . - _, ,
• Barreis with Signs Orange barrets placed in the middle of the ioad befo�e crosswalks, topped by a yellow "
and red sign stating in.large letters: "State Law: .Stop for Pedestrians in Grosswalks". Slows traffic by ateKing
drivers that pedestrians may be crossingthe road" and by p}rysicat(y narrowing the road. Can easily be
routinety removed and repiaced. ; " ; -
SAINT PAUL TRANSPORTATION POLICY PLAN 43
6t- 3�-F �
CI'I`Y OF SAIIVT PAUL
Norm Coleman, Mayor
September 7, 2000
Minnesota Safety Council
Mr. Mike Langer
474 Concordia Avenue
Saint Paul MN 55103
Re: Crosswalk Safety Campaign
Dear Mr. Langer:
DEPARTMES3T OF PUBLIC WORKS
Thomas J. Eggum, Directar/City Engineer
A1 Shetka,TraJf'ic Engineer
800 Ciry Hat! Annrs
25 West Founh Street
Saint Paul, MN 55102-1660
(651)266-6200
FAX(651)298-4559
The City of Saint Paul Department of Public Works is applying for a Level I grant for the
pedestrian/crosswalk safety initiatives we have undertaken.
We are submitting the following 6 initiatives, even though in aggregate, they exceed the limit for
the L.evel I grant. In addition to these 6, we have also done several other projects which fit the
pedestrian/crosswalk guidelines.
Centerline Pedestrian signs. These aze signs that aze installed on the center line of
roadways with the message "State Law, Stop for Pedestrians in Crosswalks." We
purchased a total of 34 of these signs to be installed and rotated throughout the City of Saint
Paul on our approximately 350 miles of collectors and arterial-type roadways in the
spring, summer and fall months. They are lnstalled at any one location for 3 weeks and
then rotated. The project goal is ta raise awazeness of the crosswalk law that motorists aze
to stop for pedestrians in crosswalks. We began this program in May, with the first
installations receiving media coverage from Channels 5 and 9. Mayor Coleman and State
Senator Kelly were invited to make the first installations.
We worked initially with the St. Paul West Side Safe Neighborhood Council in a
demonstration project on Smith Avenue. They had received a grant from the Upper
Midwest Community Policy Institute, and through that grant, hired a consultant to do a
before and after analysis of the effecdveness on driver behavior of this sign.
Results of this study aze not yet available.
Responsive 5ervices • Quality Facilrties • Employee Pride
Mr. Mike Langer
. September 7, 2000
Page 2
We are planning to do another similar study with before and after analysis again with the
West Side Safe Neighborhood Council on Concord and Robert Streets this month. In
connection with this study, St. Paul Police also do enforcement of violations afrer the signs
have been in place for a period of time.
We have received many positive comments and feedback on this program and receive
requests almost daily for sign installations. The cost for the 34 signs was approximateIy
$6.800 ($200 each), and through August 21, we have spent approximately $11.900 for
repair parts for the signs, and city labor cos[s for sign installations and rotations on the city
streets. We are also planning to probably hire a consultant to do an evaluation
predominantly cityv✓ide on their effectiveness. The cost for this is estimated a[ S6 000.
2. Montreal Avenue Re-striping. Montreal Avenue from Seventh S[reet to Snelling Avenue
in Saint Paul is classified as a Type A arterial street. I[ is also a state trunk highway with a
lot of truck traffic.. It runs between 2 goif courses and provides access to a municipal
swimming pool at the intersection of Hamline Avenue. Large numbers of vehicles park
along this roadway s�°ment to use the golf facilities, and a hi�h volume of pedestrians
access the swimming facility in the summer. Prior to this project, the striping on Montreal
Avenue consisted of one centerline skip line. Montreal is very widz, and pedestrians had
tremendous difficulty crossing this roadway.
The roadway was re-striped to one lane in each direction with a center island, parking
lanes and a 4-foot bike lane on each side. The goals of this project are to provide a
desibnated path for bicyclists, safe parkin�, safe ingress and egress to vehicles and safe
crossing points for pedestrians. (Mon[real does no[ have sidewalks). Another Loal is to
reduce vehicle speeds. We will be doing speed studies and surveys of facility users for
their comments. The cost to re-stripe this roadway was 56,700.
Clif - -- -
f Street Center Island. Cliff Street from Seventh Street to Smith tivenue carries
approximately 6,000 vehicles per day. Vehicle speeds aze very hiQh. Before studies
indicate speeds approaching 45 to 50 miles per hour.
As enforcement is not always an available tool for speed reduction, working with the
neighborhood, a Stop sib on Cliff Street was introduced at Michi�an Avenue
(approximately halfway between Seventh Street and Smith Avenue). The intent of this Stop
sign was to afford a safe crossing for pedestrians and safe vehicle movement at this
intersection pius requiring vehicles traveling on Cliff Street to stop, thereby reducing
speeds. ABer the Stop signs were installed, many motorist violations occurred by running
or rolling through the Stop signs. In order to provide both a refuge in the middle of the
roadway for pedes[rians if this occurred and also to provide more Stop signs (in the center
of the road) for driver visibility, a 4-foot concrete center island was constructed.
6i
Mr. Mike Langer
September 7, 2000
Pa�e 3
To date, this has proven quite successful by opinions expressed by neighborhood residents.
Speed studies will be done in the future to see exactly what reductions in speed have
occurred, and observations will be made for Stop sign compliance by motorists.
The cost for installing this center island and corresponding signing was approximately
56.000.
4. Pedestrian Countdown Timers. This is a device that is mounted undemeath the
pedestrian crossin� indicators at signalized intersections. It is a visual display
(countdown) of the seconds remaining during the flashing Don't Walk cycle. The goal is to
display to the pedestrian how many seconds are remaining before the light turns green and
the traffic is released. We had initially installed this device at the intersection of
University Avenue and Rice Street in Saint Paul. I[ was there for approximately one yeaz,
and observations indicated that pedestrians tended not to start their trip across the roadway
if times were getting very short. This, then, had the effect of not stranding the pedestrian in
the middle of the roadway when the signal changed. We have recently moved these
devices to the intersection of Snelling Avenue and Universi[y Avenue and contracted with
a consultant to do comprehensive before and after studies in order to have definitive results
on the effectiveness. We believe this device is and will be quite useful at wide
intersections on heavily traveled roadways. The State of Minnesota also recently
conducted tests of this device at several of their highway crossing locations.
Unfortunately, the volume of pedestrians at locations they had analyzed I believe were not
heavy.
The costs for these initial devices were $3,500, and city costs to date for initial installation
and then moving them to the other location has been approximately $9 000, and the
consultant contract to analyze these units is $6 300.
� y y�e.e.cu•GX.�E.c�
5. Strong e/Feder Green Pedestrian Signs. These are the pedestrian crossing signs
in use under th Manual on Uniform Traffic Control Devices. The Federal government did
a comprehensive 6-yeaz study on a color change for these signs from the old oranoe to this
new color. The City of St. Paul participated in this federal study. Last year, the color was
adopted for use nationwide. The State of Minnesota (Mn/DOT) fumished free of charge
approximately 560 signs to the City of Saint Paul. W e have approximately 700 types of
these signs throu�hout the ci[y, marking pedestrian crosswalks and Safe Route to School for
school crossings. We bought an additional 140 of these signs. The cost for the signs that
we purchased plus labor to take down the old and install the new sians is approximately
�32.000.
6. Speed Humps. This is a device that is installed in a roadway to reduce driver speeds,
thereby increasing safety for pedes[rians crossing roadtivays. Some years ago, we installed
a very limited number of these humps using asphalt.
Mr. Mike L,anger
September 7, 2000
Page 4
We anticipate starting a new program of purchasing some portable rubberized speed humps
to be used for temporary installations to analyze their effectiveness. As this is a new
program, we do not have costs at this time but anticipate material and labor costs to be
approximately �15,000-$20,000. As this program develops, we will document and fumish
resuIts.
The costs for these projects (excluding Number 6, Speed Humps) is approximately $88.200 to
date. If you have questions or need additional information or documentation, please con[act me.
My number is (651) 266-6176.
Thank you and the Minnesota Safety Council for the opportunity to apply for these grants. If there
are any programs or studies the Minneso[a Safety Council may need assistance with in the future,
please do not hesitate to call on us, as we are very in[eres[ed in promotina and bdnging about
pedes[rian safety.
Yours very truly,
Allen J. Shetka, P.E.
Traffic Engineer
kag
c: Tom Eagum, Director of Public Works
John Maczko, Mana?er, Traffic Operations
61-3��
�
MINNESOTA SAFETY COUNCIL
O Clupcer of the uafional Safery Comcii
MakingMinnesotaA io Live
November, 2000
�
Al Shetka
Traffic Engineer
City of St. Paul
800 City Hall Annex
25 West Fourth St.
St. Paul, MN 55102-1660
Deaz Mr. Shetka:
• .f'If,
Congratulations on your successful crosswalklpedestrian safety grant application! Enclosed you wIIl find
a check in the amount of $20,000. In addition, you have been provided with a Crosswalk Community
Planning Kit. In the kit, you will find a variety of information designed to assist communities in planning
local initiatives.
As you make plans to launch your campaign, please note that project evaluations (see enclosed form) aze due
back to the Minnesota Safety Council by October 1, 2001. Also, please be awaze that the grant review
committee, had the following concern(s) and/or recommendation(s) regazding your initiafive:
Attempt to incorporate an education component (ie. local news release, etc.) as well as some
form of enforcement (ie. heightened awazeness among city officers).
If you should have any questions or concems that you believe the Minnesota Safety Council could assist
with, please feel free to contact me.
Again, on behalf of the Minnesota Safety Council, congratulations on the approval of your grant and good
luck as you move forwazd with your crosswalk/pedestrian safety project!
Sincerely, �
��
Mike Langer, Tr�c Safety Coordinator
Minnesota Safety Council
phone: 651-228-7332
fas: 651-241-7584
email: langer�a�mnsafetycouncil.org
474 Concordia Avenue • St. Paui, Minnesota 5 5 7 03-243 0 •(651) 291-9150 (800) 444-9750 -'
v_.,, i�vi� o�i �rae � c_..,�tL ...«nr.�nc�Fcn,r..unril nro
o�-���
EXAMPLES - TRAFFIC CALMING/SAFETY
Bump outs/Chokers - Cleveland/Montreal, RSVP Projects, 3M at 7`", Eustis/280
Center Islands - St. Clair at Victoria, Cliff at Michigan
Turn Restrictions - Randolph, Arcade, etc.
One-Ways - Superior, Portiand, Hillcrest, etc.
Islands - Summit/Ramsey
Bike Lanes - Summit, Mississippi River Blvd., Montreal, (Fairview, Pierce Butler)
1-94 Ped. Bridges - Fence, Walk Extensions - Mackubin, Grotto, Chatsworth, Czriggs
Street Closure - Munster, Wheeler, West Seventh
Speed Humps - Central, Shields, (Red Rock), Otis-Temporary
Street Narrowing - Davern
Speed Bumps - 14 alleys
Special Signing - Victoria, Cleveland at Montreal
Special Crosswalks - Grand Ave.
Traffic Circles - Shields, Iglehart
Basket weave stop signs
Street Ciosure, Gate - Clinton, Finn, Sixth*
Speed Display Trailer - "Suitcase"
Reduced Speed Limits (25 MPH) - MRB
Street re-striping (through lane restrictions) - Fairview, Montreal, Pierce Butler,
University at Capitol Blvd.
Watch for Children, Signs, Playground, Speed Limits, etc. - Many Locations
Strong Yellow/Green color signs (700 signs)
Offset Signals on Fairview -@ Jefferson, St. Clair
Guard Rail - Ames
All Red Lock Out
RSVP/Neighborhood Meetings
6 t -�7
e
6�'/Arcade - Closure, islands, Stop signs/signals
E. 7`" - Crosswalks, bump-outs, special lighting, landscaping
Photo Cop demo
US Bank crosswalk at Davem
Pedestrian signal head program
Emerald/Franklin pedestrian crossing
Raymond/Bayless temporary curb trial
Shadow Falls - Diverter, turn restrictions
Re-stripe - Arcade (3M), University at Capitol Blvd.
Disability Crossing - Lafayette
No Tum on Reds - Various
Countdown Timers - University/Snelling
All Red - School Patrol
Audible Pedestrian crossing
Raised crosswalk
Speed Limit reduction requests-MnIDOT
or- ���
�,r, o.
4� 7
' i
; a
� Il�llN o
.
CITY OF SAINT PAUL
OFFICE OF TI�. CTI'Y COUNCII,
310 CITY HAT T"
15 WEST KELLOGC BOULEVARD
SAIN't PALTL, MN 55102-1615
PHONE: (651) 266-8560 FAX: (651) 266-8574
ENGWICHT CONFIDENT TAAT ST. PAUL NEIGHBORHOODS
CAN BATTLE TRAFFIC
For Immediate Release
May 16, 2001
Contact for more information:
Don Ludemann 651-266-8567
cell b51-503-3690
David Engwicht, keynote speaker for the four-day Pedestrian Safety and Traffic Caiming Summit that
begins today, arrived in St. Paul last night, confident that he can help St. Paulites get a handle on the
growing problem. "St. Paul has a strong network of neighborhoods," Engwicht says, "and therein lies the
heart of a solurion. I'm very encouraged that neighborhood groups have already formed the Capital City
Traffic Calming Alliance; it shows that the time is right to tackle this issue."
Engwicht kicks off the four-day series of events with a speech at a Policy Session of the CiTy Council this
afternoon. He says that he intends to deliver a hopeful message. "Psychologically, we've given up conirol
of our streets to the automobile. Road rage, traffic congestion, wasted gas, and air pollution aze only some
the negative results. Even worse is the fact that our neighborhoods don't feel safe or inviting. This is a
growing probiem around the world. But, working t er, we can change that."
Engwicht is a world-renowned traffic e rt, urban planner author from Brisbane, Australia. His 1999
book Street Reclaiming: Creating Livabl treets and Vibr t Communities will be available for sale at all
events.
Councilmember Jay Benanav is delighted to have Engwicht in St. Paul. "David gives neighbors the tools
to take back their streets," Benanav says, "I'm looking forwazd to leaming from him in the next few days."
"My office gets a heavy volume of calls from people who aze unable to safely cross Le�ngton Avenue,"
says Wazd 2 Councilmember Chris Coleman. "Senior citizens and pazents of young childern are especially
concemed about pedestrian safety. When people are afraid to simply cross the street, our neighborhood
livability is adversely and direcUy affected."
The public is invited to the free events where Engwicht will lead participants in exercises to formulate
solutions to their traffic and pedestrian safety probiems. Engwicht wows audiences throughout the world
with his creative approach to problem-solving, his humor, and his ability to help people realize workable
neighborhood solutions. Everyone concemed about pedestrian safety throughout the Twin Cities is
welcome to attend.
In addition to the City Gouncil, other cosponsors include: Capital City Traffic Calming Alliance,
Neighborhoods First!, District 6 Planning Council, Snelling Haniline Community Council, Metro Transit (a
service of the Mertopolitan Council), Minnesota Safety Council, Minnesota Deparnnent of Transportation,
Regions Hospital, Macatester College, University of St Thomas, Metropolitan State University, Transit for
Livable Communities, Midway Chamber of Commerce, The Sierra Club -- Northstaz Chapter, Dayton's
Bluff District 4 Community Council, Merriam Pazk Community Councii, St. Paul Bicycle Advisory Boazd,
West Side Safe Neighborhood Councii, and the Minnesota Bicycle and Pedestrian Alliance.
For more information about the conference, contact conference coordinator, Don Ludemann, at
651-266-8567. For more infomiation about David Engwicht, go to his website at www.lesstraffic.com.
Pedestrian Safety and Traffic Calming Summit Schedule:
Wednesday, May 16, 3:30 p.m — City Conncil Policy Session, 3U0 City Hall
At the regular meeting of the St. Paul City Council, Engwicht will engage councilmembers in a discussion
about traffic solutions that can be promoted by residents citywide, to work in conjunction with engineering
measures like traffic signals, street nanowing, speed humps and diverters. The public and the media aze
welcome to attend.
Thursday, May 17, 8:30 World Trade Center 3rd Floor Auditorinm, 7th and Cedar
Metro azea transportation, traf�c, bicycle, pedestrian and planning professionals are invited to a general
session to learu about Engwicht's "Second Generation" tr�c calming techniques — a chance for lively
interaction, argument and case studies. To ensure your spot, please RSVP to Don Ludemann at
651-266-8567.
Thursday, May 17, 7 p.m. — Great Hall, Metropolitan State University, Maria & E. Siath
To kick offthe neighborhood pedestrian safety summit, you are invited to hear David Engwicht address a
gathering of community activists, neighborhood residents and businesses. A panel discussion will follow
with lots of opportunity for discussion and questions.
- Friday May 18� 8:30-11:3A a.m.
St Paut neighbors are invited on a first-come, first-served basis to participate in a bus tour with ci
t3' ��
neighborhood volunteers, city councilmembers and David Engwicht to visit traffic "hot spots" azound St.
Pau2. Our goat is to brainstorm solutions so that neigfibors can reclaim controI of their streets and the safety
of theu neighborhood. Space is extremely limited. RSVP by calling 651-266-8567.
Satnrday, May 19, 9 a.m. to 2 p.m. — Arlington Iiigh Schoo1,1495 Rice Street
At this capstone.public event, Engwicht will lead discussions_and workshops, encoivagingiesidents to "take
back your streets." Metro azea experts will also conduct a vaziety of h�a�c problem-solving workshops.
Contineatat breai�ast and lunch, served by the Arlington High School Boys Basketbail Team, will be
available for a small donation.
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° ��1 ° ���1 { 1 f
�d :� °: � � 7 y� .�; i.�
Presented By
Referred To
��{���
4 , 1 q� �
U f � U
SAINT P
_ �
� Q Cbuncil File # (f� � ��
Resolution #
Green Sheet # ��alo��
ESOTA
��
Committee :
Resolution Authorizing Use of $300,000 STAR Grant for Os ola Crossing Project
Wt1EREAS, on September 28, 1994, the City Council of the Ci of Saint Paul established the
Neighborhood Sales Tax Revitalization (STAR) Program, .F. 94-1127; and
WHEREAS, the Neighborhood STAR Program is fin<
Chapter 297A, authorized by the State of Minnesota,
WHEREAS, the purpose of the Neighborhood
further residential, commercial and economic �
in accordance with Minnesota Statutes,
ter No. 375, Sec.46; and
Program is to fund capital improvements to
�ment in the neighborhoods of St. Paul; and
WHEREAS, upon the recommendation of the ayor, and with the advice of the Neighborhood
STAR Board, the Council of the City of Saint aul, on 11/22/00 in resolution #00-1078, approved
funding from the Year 2000 Large Neighbo ood STAR Program in the amount of $300,000 for soil
remediation on the Riverside Plazza site; nd
WHEREAS, it has been found that the xtent of remediation on the Riverside Plazza site in District
3, makes the site infeasible to develo at this time; and
WHEREAS, the developer prc
St. Clair into an 81 unit senior
WHEREAS, the soil on the
and
WHEREAS, the $300,000
Osceola site; and
WHEREAS, the Rut
the use of the STAR
housing.
to develop a vacant site (ocated in District 9 at Osceola and
g condominium project; and
Crossing site also requires remediation prior to development;
grant would cover a major portion of the soil remediation at the
�mily Partnership has requested the Saint Paul City Council to authorize
on the Osceola site for the public purpose of new construction of senior
NOW, THEREF06(E BE IT RESOLVED, that the Saint Paul City Council approves the use of the
$300,000 STAR�rant on the Osceola site for the purpose of soil remediation necessary to develop
the housing site; and be it
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
d/-.���
FURTHER RESOLVED, that STAR funds will not be released to the developer except on a
reimbursement basis; and be it
FURTHER RESOLVED, that the developer will hire an environmental consultant to coordinate the
move/remediate of the soii under MPCA requirements; and be it
FINALLY RESOLVED, that the developer shall return to the City, any and alI nds disbursed from
the STAR grant should the Osceola Crossing redevefopment not be compi ed.
Approved by City Attoxney
By:
Adoption Certified by Council 5ecretary
Sy:
Approved by Mayor: Date
Approved by Mayor for Submission to Council
By:
By:
Adopted by Council: Date
'"""'°"""r�•""""`"""" Council Ward 2
Councilmember Chris Coleman
John Lesch 6-8621
2��1
3/29/O1
TOTAL � OF SIGNATURE PAGES
GREEN SHEET
/�i-���
No � �.,-,n•�
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ne�roneetart V urrcaacz _
QIYAi1pCEY ❑ qNCL�I[
wwcnta�ssm. ❑n�xpKaewnccrc
NYq[l�AtOlAMII ❑
(CLIP ALL LOCATIONS FOR SIGNATUR�
Resolution Authorizing Use of $300,000 STAR Grant
for Osceola Crossing Project
PLANNING COMMISSION
CIB COMMITfEE
CML SERVICE CAMMISSION
1F
AOUNT OF TRANSAC710N t
sou� �1P7-930-90306-0547-77419
INFORMATON (IXPWN)
Naa mie a�sa�ffum euerwdkea unEer acomrac[6aaus tlepaM�e�l't
vES NO
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YE3 NO
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YES I�O
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/ICTNITV NUMBER
NO
o� - 3�(�
St. Paul City Council May Policy Session
May 16, 2001
[Revised 5/15/Ol)
T�a�c Calming: 2n gene�ation strategies emphasizing
neighborhood involvement
City Hall, 3T Floor, Council Chambers
3:30 p.m.
I. Allen Lovejoy, Department of Planning and Economic
Development - Traffic calming as it relates to St. Paul's
transportarion plan.
II. Commander Bill Martinez, St. Paul Police Deparhnent - Traffic
enforcement initiatives.
III. Tom Eggum, Director and Allen Shetka, Pubic Works Depariment-
Current engineering iniriatives.
IV. David Engwicht, Brisbane, Australia: Urban Planner, traffic
calming expert, and author - 2° generation traffic calming
�iv vua'l�a".1 u'C..�.
V. Questions and Answers with City Council Members.
a�- 3u�
City of St. Paul
Office of the City Council
310 City Hall
Saint Paul, MN 55102
651-266-8588
Luri�f • ! : _ `�IZ9ul
DATE: May 15, 2001
TO: St. Paul City Council
FROM: Katie Krile Policy Analyst
SUBJECT: Revision to Agenda Item 31
CC: Gerry Strathman, Nancy Anderson
Tom Eggum, Director of Public Works, wili be speaking on current engineering initiatives
during the Policy Session tomonow afternoon. This is in addition to Allen Shetka's
presentation.
Please see attached Agenda Item 31.
Please contact me if you have any questions.
Thank you.
o i-��r�
AII events are free!
Tellyourfriends!
Featuring world renowned traffic expert and author David Engwicht
How Pedestrians Can Rule In Saint Paul
Public conversation with time for lots of questions
Thursday, May 17, 7 to 9 p.m.
Great Hall at Metropolitan State University, East 6th Street
and Maria
Take Back Your Streets!
Learn from the experts houv to tal<e back your streets!
Saturday, May 19, 9 a.m. to 2 p.m.
Arlington High School,1495 Rice Street
These are just two of many events happening over four days.
For a full schedule, cail the City Council at 651/266-8567.
About David Engwicht, go to www.lesstraffic.com
Sponsored by the Saint Paul City Counci) and
the Capital City Traffic Calming Alliance
Cosponsored by Macalester College, Metropolitan State University,Transit
for Livable Communities, the University of St. Thomas, the Dayton's Bluff
District 4 Community Council,The Sierra Cfubf Northstar Chaptex, the St. Pauf
BicycleAdviwry Board, Regions Hospital, the Midway Chamber of Commerce,
the Merriam Park Community Council, the West Side Safe Neighborhood
Council,The Bicycle and Pedes[rianAlliance,and MetroTransit, a service of
the MeYropolitan Council.
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, � SAINT PAUL .
- _ TRANSPtJRT'ATION
PflL�C'Y PLAf�
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Traf�c Calming Policies
Excerpts from the City of Saint Paul's Transportation PolicXPlan
for Briefing to the City Council
May 16, 2001
The Transportation Policy Plan is a lengrhy and complex set of policies and programs about
streets & traffic, parking, transit, bicycling, pedestraan ways, and, to a lesser extent, land use and
development. Due to the forgoing, the following summary is provided so as to focus on the
issues and recommendations in the Plan related to "tr�c calming." However, to fully
understand the City's intentions relating to neighborhood protection requires a full reading of the
entire plan.
"Traffic inlrusion into neighborhoods and threat to pedestrian
safety are serious concerns for many Saint Paul residents. The
Plan calls for traffic "calming'; or slowing, to discourage
through-traffzc and enhance the sense of safety for the
pedestrian."
First among the Plan's goals is that: "Saint Paul will have safe, enjoyable neighborhoods. Our
health is in our neighborhoods. The Plan sees a city where neighborhood integrity is respected
and where people feel secure and satisfied where they live, work, shop and play." (p2) However,
there aze transportation factors that affect our abilities to fully realize those quality
neighborhoods. Specifically, "(a]utomobile traffic volumes on Saint Paul streets have increased
substantially, faster than the rate of local or regional population growth and now exceed the street
capacity" in many places. "Traffic volumes have increased faster than regional population for
several reasons..." including more cazs, more workers, fewer people taking the bus, and
development patterns and public policy which encoura�e automobile use. (p4)
In addition, "[w]hile vehicular travel has become generally safer in recent yeazs, driver behavior
has deteriorated...[such that] many city residents perceive more danger in their neighborhoods
due to increased volumes and, in particulaz, to the increased incidence of speeding and other
traffic violations..."
An important part of the Plan supports "street capacity managemenY' by channeling "through
traffic to parts of the system best suited for it, by maintaining and reinforcing a hierarchical street
system of arterials, collectors and local streets..." The system should continue to be managed
using a hierarchy because it is a rational way to deal with continued regional traffic pressure on
Saint Paul's limited system, and it acknowledges that through-tr�c belongs on arterials and
local traffic belongs on local streets. (p9)
The bulk of the recommendations on traf£c calming aze contained within "Strategy 2:
Neighborhood Quality & Economic Development — Neighborhood Protection: ' That section is
attached in its entirety as well as 5 pages of specific calming methods contained in the Plan.
A System that Works for the Community. 7he City of Saint Paul will work to protect
and enhance neighborhoods and support economic development by designing and
operating its transportation system rn ways that are integral rather tl�an intrusive to the
community.
Objective: Neighborhood Protection �
tmprove the behavior and mitigate the unpleasant consequences of
local traffic in neighborhoods, as well as keep through-traffic off of
local neighborhood streets. Make neigF�borhood traffic control a
priority, with an understandable and accessible process for achieving it.
This is important because:
. traffic levels affect the sense of belonging to one's neighborhood,
. congestion is causing through-traffic to divert off of arterials into
there is more traffic-related
neighborhoods, -
. danger being perceived in neighborhoods
than in the past,
. there were occasional air quality standard exceedances in Saint Paut in
the past,
. there are frequent exceedances of noise standards in some locations in
Saint Paul,
. some neighborhoods are experiencing serious parking congestion, and
• invofvement in public decisions is an important part of residents' sense
of ownership of their neighborhoods.
Policies
26. The City should use a neighborhood traffic management process to
systematically address neighborhood requests to °calm' or divert
SAINT PAULTRANSPORTATION POLICY PLAh Y3
B�-3�t�
.
traffic, whi{e maintaining necessary access. The City should work
proactively with the community to promote this process and commit
planning and traffic engineering staff resources to work closely with
the community throughout each neighborhood process. Community
participants shouid include residential, service and public safety
interests, with participation organized through the appropriate
district planning council, and offer an array of techniques, such as,
but not limited to, those illustrated on pp. 38-43 of this plan. Tfie
City shouid work to allocate adequate resources to this priority.
27. The City should explore a variety of traffiacaiming road design
options with interested neighborhoods at the time that local street
construction is being planned.
28. The City shoufd instail `chokers" as standard design where streets in
school zones are reconstructed. "Chokers" (also known as "bump-
outs") are i(lustrated in the Neighborhood Traffic Manageme�t
Techniques section of this Plan. (pp. 38-43).
29. The City should promote its School Safety Program which is a
systematic, community and school-based approach to slowing traffic
•- near schools, in order to ensure the safety of children crossing streets
within a schooi zone. The School Safety Program should offer
education, enforcement, and engineesing toois to ca(m traffic in
school zones. Participants in this process should include city traffic
engineering and public safety expertise, tfie project school's
administration, the school parent group, and the appropriate district
council. The array of techniques found on pages 38-43 in this plan
are offered through the School Safety Program. In addition, the City
should include the option of installing a"key mechanism" at signai-
control{ed intersections to assist school chiidren in safely crossing
busy streets when required by a school and appropriate districc
council.
30. The City should continue its current adopted policy with regard to
the installation of all-way stop sign controis. This policy directs that
all-way signs on collector or arterial roadways must meet appropriate
spacing and traffic volume requirements and have district council
approval, and that all-way stop signs on local streets meet safety
standards, are supported by a neighborhood petition, and have
district council approval.
31. The City should increase traffic enforcement to improve public
safety.
14 SAINT PAUL TRANSPORTATION POLICY PLAN
32. The City shouid support State legislation that will allow
implementation of new enforcement technology such as photo-radar,
photo-cop, and photo-redlight, in order to enhance traffic
enforcement and improve safety.
33. The City should continue to review the results of 5tate air quality
monitoring in Saint Paul and work with tfie State and Metropolitan
Councii to devise strategies as needed.
34. The City should make no comprehensive changes to the truck route
system at this time but rather review proposed changes to the
system, with the objective of minimizing the noise and other impacts
on sensitive land uses while meeting the transport needs of business.
35. The City supports the use of smaller buses for neighborhood
circulators as part of the redesign of the transit system recommended
in Policy.73 (p. 24) ofthis Plan.
36. The City should limit negative impacts on residential properties in
neighborhoods with the greatest parking spi(lover from commercial
strips by regulating land use and offering the option of residential
permit parking.
37. Tfie City should work with developers to plart access points and
parking facilities for business areas with sensitivity to affeded
residential neighborhoods.
SAINT PAUL TRANSPORTATtON POLICY PLAN 15
gi-3��
A variety of traffic management techniques for residential streets is illustrated below, along with a
generalized assessment of how each technique performs against key measures. The techniques include
road design, traffic controls, and increased enforcement.
Road Desi�n Techniques
Road design techniques involve reconstrudion of streets or intersections, which can be very costly,
although costs can vary significantly depending upon conditions. The techniques of more moderate
cost are noted.
Street Narrowing
Chokers
Partial Diverkers
OLD CURB LINE-y
NEW CURB LINEJ
Redudion of the typical pavement width
along a rightof•way. Achieved physically
removing part of the pavement surface or
psychologically through pavement marking.
Volumes. Little or no effec[.
$oeed. Same reduRion possible.
afetv. Minimal effect on accidenu overall
on Iocal streets. Possible improved
pedestrian safety. Bike safery may be
compromised. Pavement markings
particulady effective on collector, arterial
streeGS.
Noise. air ooilution. Some reduction.
Atcess. No restriRion.
Communitv reaction. Mixed. Residents like
"feel", associated amenities; dislike loss of
on-Slreet parking if [aken.
OtherConsiderations. Minimumlanewidth
of 7 7 feet recommended for safety.
Opportunities for landscaping, oiher
amenities.
V lum . Little or no effect, if two-way
iravel remains. Significant reduction if
section can only be used one direction at a
time.
Soeed. Little or no effect.
afe . Improvement for both vehicles and
pedestrians.
Noise air oollution. Little or no effect.
Access. Little efiect.
Commu�itv reaaion. Generally positive.
Other considerations. Landscaping
opportunities.
Volumes. Drastit reduaion on diverted
street Increase on alremate routes.
S°eed. Reduaion in the closed direaion.
S, a ef .�. Substantial improvement.
Noise. air oo�lution. Reduaions.
A�cgs�. Restricted. Emergency access
somewha[ restricted.
Communirv reaction. Can be negative.
Requires heavy resident involvement,
education, before makingcapital imesiment
Othermnsiderations. Enforcemenc
3S SAINT PAUL TRANSPORTATION POLICY PLAN
Narrowing of the street, either at an
intersection or at midblock to constrain the
width of the traveled way.
Narrowing of a two-way street at the
intersection in order to eliminate one
direction of travel.
Policy 26 recommends use of a neighborhood traffic management process3o.rystematicall y address.. --
neighborhood requesu fo .'catm°.or.divert ira�c� and saqs that zhisprocess shouTd o�fer an array of technrques <:
Which traffic management technique.or combination of tecfimques3fiould be appl�ed in a_ neighborhood wiil be
determined by the area's physical characteristics; the nature of the tra�c issue, and.the expeded cost,
effectiveness, and acceptance by tfie community. The neigfibo�hood Traffic management process atlows the Ciry
and the community to explore traffic problems and options togeffie ,_re4ulting in a recommendation that wifl be
most likely to achieve the neighborhood's objactives.
Raised barrier placed diagonally across an
intersection that physically divides tbe
__. ��c�c!�n zrz�! acces a1S tr�cto make a
sharp tum. -- - -- - - - - -
Valumes. Reduction. Diverted [o other
streets.
�e . Moderate reduction.
Sa Improvement.
Noise. air oo(tution. �ittte or no impatt.
Access. Restricted. Emergency access a
conCem.
�ommuniN reac7ion. Often �ega[ive
concems about visitors, deliveries,
neighborhood division.
Other considerations. Draiaage.
Closing a street either at one end or the Raised geometric control island, frequently
nther, or a2 a midblock loca2ion, to cirwlar, typ'�cally about 20 feef in drameter,
eliminate unwanted throueh-tra�c , ,inthe center of an infersection of local
- ---� ---- --
---------- � ° -
- --
-- - ---- -`------- -
5ireets. . -_- _ - _ _ - -
VolvmPS. Drasfic reducYion. -
Soeed. Dras[ic reduc[ion.
afe . Substantiai imprwement.
Noise. air oollution. Positive effect.
Access. Restritted. Accommodations for
emergency atcess may be needed.
Communirv reaction. Positive resident
reaction; negative traveling public reac[ion.
Volumes. Little or no impaR.
$p�e i. Reduaion near inrersection.
Possible inaease mid-biock.
a5 ferv. Imprwementtoaccident-prone
inrersections.
Noise. air ooliution. Negative effecc
Access. Little geneal effect. Negative effeu
on emergency actess.
GommuniN reaction. Mixed. Positive
reaRion to aesthetics Gf done well).
Concems about obstruc[ions, hazard, loss of
Parkin&
Otherconsiderations. Snowremoval. Lek
tums.
References: Neighborhood Traffic Control, North Central Section Institu[e of Transportation Engineers, )anuary 7994, Traffic Cafming, Cynthia
L. Hoyles, American PlanningAssociation, july 1995. .
SA(NT PAUL TRANSPORTATION POLICY PLAN 39
Full Diverter
Street Closure
Traffic Circles
p i - 3u�
Neighborhood Traffic Management Techniques continued
Road Design Techniques .
; �.
Median Barriers
Volumes. Significant reduaion.
�need. Some reduaion.
Saferv. Improvement for vehicles and
pedestrians.
Noise, air ooliution. Positive effect where
volumes reduced; pollution could shik.
�f. Restricted. Emergency access
affected.
Communirv reaction. Positive resident
reattion.
Speed tiumpslBumps
Vnluma<. Volume reductions depend upon
space of humpsfoumps, amount of cui-
through Iraffic and availability o( alrernative
routes.
Soeed. SiRnifitantreduction.
Negative air pollu[ion
se impacts vary.
Positive resident
aveling public reaRion.
. Impac[s on large
users should be
process.
...: ....... ._. - __::..-_..:._-
The neighborhood traffic management process is unde
:5ainf Pau1.,.Among the areas invofved (at writing of ihis
- Dosweil/Chelmsford :. - ThomaslMacKubin
,.
-:MargareUArcade.:..:-._-Morgan/Edgcumbe .
- Railroad lsland _ "=;:. ::? - LaFond/Grotto :,::,-: :`: - .
_._,._ ::..: _. _ ... _ ..
= 6 idwel.ILCongress.:- :,:.. .
Curviiinear Reconstruction
V tum . Littie or no effet[ if the same ''
number of travel lanrs are retained.
Significant reductions if barriers lim¢ use of
sectian ta one direc6on at a time.
Soeed. Little or no efrect for uniform width
construction; reduction where barciers are
constructed.
a,��. Mixed results,
Noice. air oollution. Little or no effeC.
A ;�. Little effect
Communitv reaction. Mixed.
Othermnsidera[ionc, �andscaping
opportunities.
rvvay is
Pian)are:
4O SAINT PAUL TRANSPORTATION POLICY PLAN
Barriewn the median of the major street at
its intersection with a tocal street to prevent
lek turns from the major street to the Ixal
street, as weli as through traffic on the (ocal
street.
Reised areas in the roadway surface with
extend across the roadway perpendicular to
traffic flow.
Introdudion of curvatures on previously
slraight alignment through rxonstruction
of the street with a curved centerlinc
alignment and a uniform roadway width, or
introdudion of chokers or otf�er typec of
baniers on alternate sides of the street ta
create a serpentine travel path.
Neighborhood Traffic Management Techniques continued
Traffic Control Techniques ;
Traffic control techniques invo)ve !ow capital cosu, although, area wide or citywide application of
some controls can be a serious fiscal commitment.
Truck Restrictions
Tum Restrictions
NO
LEFT
TURN
7-9
4-6
Posti�g the roadway with specific load limit
requirements and/or signing of truck rou[es.
Volume,s. Heavycommercialtra�c
reduced; shihed to other mutes.
eed. Little or no effect.
afr . Little or no effea.
Noise. air oollutio�. Positive effect.
Access. Restriaed. No effec[ on emergency
access.
Communirvreaeion. Generallypositive,
where restritted. Sh]fring can occur.
Businesses generating heavy truck traffic
inconvenienced.
Orher considerations. Stree[ load capacity.
Legal, practical mnsiderations.
Yield Signs
Signage assigning rightof-way at
intersections.
Little or no effect.
duced within 50 feet of the yield
resul[s.
rtion. Negative effect
rea ion. Genemlly posi[ive.
3erotions. frequentlygenerate
srop signs after accidents or near
Use of regulator signing to prohibit certain
traffic movements generally where an
arter�al and loca! street meet.
Volumes. ReduRion on diverted streecs;
increase on altemative roures.
Soe�d. Reduttion on the diverted street
a5 fetv. Imprrnement on diverted streets.
Noise.airoollution. Shiked.
ACtv55 RestricYed.
Communitv reaction. Gene211y positive if a
reasonable alremate route ezists. .
Do Not Enter
Signage prohbiting vehides from entering a
roadway.
Volumes. Dramatic teduction on prohibited
streer increase on alremate routes.
S,p_egd. ReducYion.
afe . Improvement on restricted streec
Noise airoollu[ion. Posi[iveeffecton
restriaed street; oken shiked.
Ac[ess. Res[riaed.
Communitv reaction. Generally positive if
altemate roures exisu. -
Basket Weave Stop Signs
Altemating two-way stop control within an
area of lowl residmtial streets.
Volumes Minimal efrett.
d. Reduced w"�thin 200 feet of die stop
sign. Increase in speed between s[op signs.
aferv. Signifiant improvement at accident-
prane intersection.
Noise. air ool�ution. Negative effM.
ess. Little effec[.
Communirv reaction. Usually positive.
Othermnsiderations_ ICe. ,
Speed Limit Changes
SPEED
� ��3�r� -
AHEAD (
Change to the legal speed limit, based upon
traffic behavior, lwards, obstructions,
access points, pedestrian use, and road
alignment.
Valumes. Little or no effect.
S�eed. Enforcemerc required to achieve
reduRion.
Saferv, No docum�tation.
Noiu_ air oollution. Littfe or no effect.
Acm<s. No chang=.
Communitvreaaion. Residentssupport
significantly lower speeds.
Otherconsiderations. Bmaderisweofhovi
limi[s are set.
SAINT PAUL TRANSPORTATION POLICY PLAN 4�
��- 3�?
Neighborhood Traffic Managertient Techniques continued -
Traffic Control Techniques
- - �,
All Way Stop
Watch for Children
� WATCH
F'OR
CHILDREN
Legally restricting parking at near
intersections and crosswalks (clearance
zones) or along the length of the block
(extmded zones).
Stop signs on ali legs of the intersection.
Signage that warns of the presmce of
children. ,
Volumes. Litile or no effeG.
$oeed. Clearance zones: minimal effect
Eztended zones: potential for increased
speeds.
Safetv. Improvement.
Noise. air oollution. Little or no effect.
�y5g��. No effett.
Comrwniry reaction. Varied.
Conversion of two-way local streets to ane
way operation; the onrway direction
changes at the arteriai to "diverge" from it
or "wnverge" upon it. .
Reduction.
i i n. Possible negative air
restricYion impac[s.
i n. Mized.
� i n . Parking. Bicycle
Voiumes. Depends upon namre of tra�c
Soeed. Little or no effect
Saferv. Improvement when warrants are met
or where sight distances are poor.
Noise. air oollution. Negative impacts.
Mixed.
Concem about
Aiternating one-way streets
Conversiun of two-way:freets to onrway
operation in an aiternating pattern.
Volumes. Little or no effecL
Soeed. Increase.
a�5 f��y, Improvemertt.
Nnise. air oollution. Little or no effeR
Acc255. Some restriction.
CommuniN reaction. Mixed.
Other considerations. Parking. Biryde
tra�c.
Volumes. No effeR
$ygQd. Little or no eNect.
Safetv. Little or no eftect.
Noise. air ooilution. Little or no effeU.
Access. No eHect. ,
Communirv reaeion. Positive.
Otherconsiderations. Tra�cstudiesdono[
demonstrate effectiveness of this rype of
5ignage.
One-way Pairs
oa000R
Mam St -i -i
a0000
Qeati�g a ane-way couptet by paring a
residential street with a nearby through
street to create a cortidor for ffirough
traffic.
Voivmes. Increase on one; reduaion on
adjacent.
�pg�. Increase.
- a$ fglv. Imprwement
Noise. air oollution. Little or no effect.
Access. Some restriaion.
Communirv reaction. Mixed.
Otherconsidera[ions. Parking. Bicycle
42 SAINT PAUL TRANSPORTATION POLICY PLAN
Parking Restrictions
DivergenUconvergent one-
way streets
Neighborhood Traffic Management Techniques continued
Eoforcement/Educationa! Techniques
Enforcement techniques often involve increased operational costs.
Traditional Enforcement Speed Watch
WARNING
NEI�HBORHOOD
SPEED WAi'CH
Variable Speed Display
•� �(RADAR
SPEEDERS PROSECUTED
Uswlly involves the use of adar to identify
speeders and subsequent ticketing of speed
violators. .
Neighborhood participation in radar
observation of speeds and rnmmunication
with violators.
Use of a portable speed display board wired
to radar to alert motorists of ffieir speed;
educationai campaign accompanies �e of
the board.
Voi�m s. Little or no effea.
�pe�d. Appreciable reduc[ion during period
of enfortement
Safe . Improved during period of
enforcement.
Noise.airooliutioa Usuailylittleeffect.
CommuniN reacYion. Mixed.
Other considerations. Budget and staff
const2in[s.
Volumes Little or no effect.
$pge�. Substantial reduction.
a5 ferv. Possible.
Noisn_ air oollution. Little or oo effect.
Acrnss. Not restricted.
�mmunitv reaction. Positive.
Otherconsidera[ions. T2ining.
"Vigilantism".
Volumes, Little or no effect.
S�ed. Reduced while device is presenc
afe . Potentialforsudden braking.
Noise. air oollution. Little or no effect
Access. Not restric[ed.
sommuniri reattion. Positive in [he short
tertn.
Chher mnside2tions. Needs monitoring
Nigilantism". >
Schoo!_Safety Program '.,_ °-
Policy 29 recommends promotion of the city's SchooLSafety Prograir�, a systematic, community and school-based
approach to slow7ng tra�c nearschoolsc The array ofzechniques availabte to "considerin thisprocess incfudes
those listed above. - in addition, the School Safery P�ogram ide�fifies Yhe`fioliowing: -.
• _ ' _ < •
• Raised Crosswaiks CrosswaTks raised to the levet of�the curb a'tomb�nation of speed humps, cF�okers; a�d,
crosswalks. -Raised crosswalks reduce vehicle speeds'and eiihance.pedestiian crossing poinu. __
• Pavement Surface or.Color.Change AlteraUOn tn the pavementsurface trumble strips) including bnck,- ,,.;
stamped cancrete or achartge io pavement color.to alert drrvers fhaYthey have entered a school zone , '.,
• Sanreers -Banners hung across roads near schools siating thak rt is a school zone and reriminding dr�vers to .`;- .
_ __.. -- _ '
�educe theirspeed..-tviosf effecfive if they_are moved penodic�Ily smce tfieic impact-tends to decrea'se ffie
longerthey are-in one piace :
- . - _, ,
• Barreis with Signs Orange barrets placed in the middle of the ioad befo�e crosswalks, topped by a yellow "
and red sign stating in.large letters: "State Law: .Stop for Pedestrians in Grosswalks". Slows traffic by ateKing
drivers that pedestrians may be crossingthe road" and by p}rysicat(y narrowing the road. Can easily be
routinety removed and repiaced. ; " ; -
SAINT PAUL TRANSPORTATION POLICY PLAN 43
6t- 3�-F �
CI'I`Y OF SAIIVT PAUL
Norm Coleman, Mayor
September 7, 2000
Minnesota Safety Council
Mr. Mike Langer
474 Concordia Avenue
Saint Paul MN 55103
Re: Crosswalk Safety Campaign
Dear Mr. Langer:
DEPARTMES3T OF PUBLIC WORKS
Thomas J. Eggum, Directar/City Engineer
A1 Shetka,TraJf'ic Engineer
800 Ciry Hat! Annrs
25 West Founh Street
Saint Paul, MN 55102-1660
(651)266-6200
FAX(651)298-4559
The City of Saint Paul Department of Public Works is applying for a Level I grant for the
pedestrian/crosswalk safety initiatives we have undertaken.
We are submitting the following 6 initiatives, even though in aggregate, they exceed the limit for
the L.evel I grant. In addition to these 6, we have also done several other projects which fit the
pedestrian/crosswalk guidelines.
Centerline Pedestrian signs. These aze signs that aze installed on the center line of
roadways with the message "State Law, Stop for Pedestrians in Crosswalks." We
purchased a total of 34 of these signs to be installed and rotated throughout the City of Saint
Paul on our approximately 350 miles of collectors and arterial-type roadways in the
spring, summer and fall months. They are lnstalled at any one location for 3 weeks and
then rotated. The project goal is ta raise awazeness of the crosswalk law that motorists aze
to stop for pedestrians in crosswalks. We began this program in May, with the first
installations receiving media coverage from Channels 5 and 9. Mayor Coleman and State
Senator Kelly were invited to make the first installations.
We worked initially with the St. Paul West Side Safe Neighborhood Council in a
demonstration project on Smith Avenue. They had received a grant from the Upper
Midwest Community Policy Institute, and through that grant, hired a consultant to do a
before and after analysis of the effecdveness on driver behavior of this sign.
Results of this study aze not yet available.
Responsive 5ervices • Quality Facilrties • Employee Pride
Mr. Mike Langer
. September 7, 2000
Page 2
We are planning to do another similar study with before and after analysis again with the
West Side Safe Neighborhood Council on Concord and Robert Streets this month. In
connection with this study, St. Paul Police also do enforcement of violations afrer the signs
have been in place for a period of time.
We have received many positive comments and feedback on this program and receive
requests almost daily for sign installations. The cost for the 34 signs was approximateIy
$6.800 ($200 each), and through August 21, we have spent approximately $11.900 for
repair parts for the signs, and city labor cos[s for sign installations and rotations on the city
streets. We are also planning to probably hire a consultant to do an evaluation
predominantly cityv✓ide on their effectiveness. The cost for this is estimated a[ S6 000.
2. Montreal Avenue Re-striping. Montreal Avenue from Seventh S[reet to Snelling Avenue
in Saint Paul is classified as a Type A arterial street. I[ is also a state trunk highway with a
lot of truck traffic.. It runs between 2 goif courses and provides access to a municipal
swimming pool at the intersection of Hamline Avenue. Large numbers of vehicles park
along this roadway s�°ment to use the golf facilities, and a hi�h volume of pedestrians
access the swimming facility in the summer. Prior to this project, the striping on Montreal
Avenue consisted of one centerline skip line. Montreal is very widz, and pedestrians had
tremendous difficulty crossing this roadway.
The roadway was re-striped to one lane in each direction with a center island, parking
lanes and a 4-foot bike lane on each side. The goals of this project are to provide a
desibnated path for bicyclists, safe parkin�, safe ingress and egress to vehicles and safe
crossing points for pedestrians. (Mon[real does no[ have sidewalks). Another Loal is to
reduce vehicle speeds. We will be doing speed studies and surveys of facility users for
their comments. The cost to re-stripe this roadway was 56,700.
Clif - -- -
f Street Center Island. Cliff Street from Seventh Street to Smith tivenue carries
approximately 6,000 vehicles per day. Vehicle speeds aze very hiQh. Before studies
indicate speeds approaching 45 to 50 miles per hour.
As enforcement is not always an available tool for speed reduction, working with the
neighborhood, a Stop sib on Cliff Street was introduced at Michi�an Avenue
(approximately halfway between Seventh Street and Smith Avenue). The intent of this Stop
sign was to afford a safe crossing for pedestrians and safe vehicle movement at this
intersection pius requiring vehicles traveling on Cliff Street to stop, thereby reducing
speeds. ABer the Stop signs were installed, many motorist violations occurred by running
or rolling through the Stop signs. In order to provide both a refuge in the middle of the
roadway for pedes[rians if this occurred and also to provide more Stop signs (in the center
of the road) for driver visibility, a 4-foot concrete center island was constructed.
6i
Mr. Mike Langer
September 7, 2000
Pa�e 3
To date, this has proven quite successful by opinions expressed by neighborhood residents.
Speed studies will be done in the future to see exactly what reductions in speed have
occurred, and observations will be made for Stop sign compliance by motorists.
The cost for installing this center island and corresponding signing was approximately
56.000.
4. Pedestrian Countdown Timers. This is a device that is mounted undemeath the
pedestrian crossin� indicators at signalized intersections. It is a visual display
(countdown) of the seconds remaining during the flashing Don't Walk cycle. The goal is to
display to the pedestrian how many seconds are remaining before the light turns green and
the traffic is released. We had initially installed this device at the intersection of
University Avenue and Rice Street in Saint Paul. I[ was there for approximately one yeaz,
and observations indicated that pedestrians tended not to start their trip across the roadway
if times were getting very short. This, then, had the effect of not stranding the pedestrian in
the middle of the roadway when the signal changed. We have recently moved these
devices to the intersection of Snelling Avenue and Universi[y Avenue and contracted with
a consultant to do comprehensive before and after studies in order to have definitive results
on the effectiveness. We believe this device is and will be quite useful at wide
intersections on heavily traveled roadways. The State of Minnesota also recently
conducted tests of this device at several of their highway crossing locations.
Unfortunately, the volume of pedestrians at locations they had analyzed I believe were not
heavy.
The costs for these initial devices were $3,500, and city costs to date for initial installation
and then moving them to the other location has been approximately $9 000, and the
consultant contract to analyze these units is $6 300.
� y y�e.e.cu•GX.�E.c�
5. Strong e/Feder Green Pedestrian Signs. These are the pedestrian crossing signs
in use under th Manual on Uniform Traffic Control Devices. The Federal government did
a comprehensive 6-yeaz study on a color change for these signs from the old oranoe to this
new color. The City of St. Paul participated in this federal study. Last year, the color was
adopted for use nationwide. The State of Minnesota (Mn/DOT) fumished free of charge
approximately 560 signs to the City of Saint Paul. W e have approximately 700 types of
these signs throu�hout the ci[y, marking pedestrian crosswalks and Safe Route to School for
school crossings. We bought an additional 140 of these signs. The cost for the signs that
we purchased plus labor to take down the old and install the new sians is approximately
�32.000.
6. Speed Humps. This is a device that is installed in a roadway to reduce driver speeds,
thereby increasing safety for pedes[rians crossing roadtivays. Some years ago, we installed
a very limited number of these humps using asphalt.
Mr. Mike L,anger
September 7, 2000
Page 4
We anticipate starting a new program of purchasing some portable rubberized speed humps
to be used for temporary installations to analyze their effectiveness. As this is a new
program, we do not have costs at this time but anticipate material and labor costs to be
approximately �15,000-$20,000. As this program develops, we will document and fumish
resuIts.
The costs for these projects (excluding Number 6, Speed Humps) is approximately $88.200 to
date. If you have questions or need additional information or documentation, please con[act me.
My number is (651) 266-6176.
Thank you and the Minnesota Safety Council for the opportunity to apply for these grants. If there
are any programs or studies the Minneso[a Safety Council may need assistance with in the future,
please do not hesitate to call on us, as we are very in[eres[ed in promotina and bdnging about
pedes[rian safety.
Yours very truly,
Allen J. Shetka, P.E.
Traffic Engineer
kag
c: Tom Eagum, Director of Public Works
John Maczko, Mana?er, Traffic Operations
61-3��
�
MINNESOTA SAFETY COUNCIL
O Clupcer of the uafional Safery Comcii
MakingMinnesotaA io Live
November, 2000
�
Al Shetka
Traffic Engineer
City of St. Paul
800 City Hall Annex
25 West Fourth St.
St. Paul, MN 55102-1660
Deaz Mr. Shetka:
• .f'If,
Congratulations on your successful crosswalklpedestrian safety grant application! Enclosed you wIIl find
a check in the amount of $20,000. In addition, you have been provided with a Crosswalk Community
Planning Kit. In the kit, you will find a variety of information designed to assist communities in planning
local initiatives.
As you make plans to launch your campaign, please note that project evaluations (see enclosed form) aze due
back to the Minnesota Safety Council by October 1, 2001. Also, please be awaze that the grant review
committee, had the following concern(s) and/or recommendation(s) regazding your initiafive:
Attempt to incorporate an education component (ie. local news release, etc.) as well as some
form of enforcement (ie. heightened awazeness among city officers).
If you should have any questions or concems that you believe the Minnesota Safety Council could assist
with, please feel free to contact me.
Again, on behalf of the Minnesota Safety Council, congratulations on the approval of your grant and good
luck as you move forwazd with your crosswalk/pedestrian safety project!
Sincerely, �
��
Mike Langer, Tr�c Safety Coordinator
Minnesota Safety Council
phone: 651-228-7332
fas: 651-241-7584
email: langer�a�mnsafetycouncil.org
474 Concordia Avenue • St. Paui, Minnesota 5 5 7 03-243 0 •(651) 291-9150 (800) 444-9750 -'
v_.,, i�vi� o�i �rae � c_..,�tL ...«nr.�nc�Fcn,r..unril nro
o�-���
EXAMPLES - TRAFFIC CALMING/SAFETY
Bump outs/Chokers - Cleveland/Montreal, RSVP Projects, 3M at 7`", Eustis/280
Center Islands - St. Clair at Victoria, Cliff at Michigan
Turn Restrictions - Randolph, Arcade, etc.
One-Ways - Superior, Portiand, Hillcrest, etc.
Islands - Summit/Ramsey
Bike Lanes - Summit, Mississippi River Blvd., Montreal, (Fairview, Pierce Butler)
1-94 Ped. Bridges - Fence, Walk Extensions - Mackubin, Grotto, Chatsworth, Czriggs
Street Closure - Munster, Wheeler, West Seventh
Speed Humps - Central, Shields, (Red Rock), Otis-Temporary
Street Narrowing - Davern
Speed Bumps - 14 alleys
Special Signing - Victoria, Cleveland at Montreal
Special Crosswalks - Grand Ave.
Traffic Circles - Shields, Iglehart
Basket weave stop signs
Street Ciosure, Gate - Clinton, Finn, Sixth*
Speed Display Trailer - "Suitcase"
Reduced Speed Limits (25 MPH) - MRB
Street re-striping (through lane restrictions) - Fairview, Montreal, Pierce Butler,
University at Capitol Blvd.
Watch for Children, Signs, Playground, Speed Limits, etc. - Many Locations
Strong Yellow/Green color signs (700 signs)
Offset Signals on Fairview -@ Jefferson, St. Clair
Guard Rail - Ames
All Red Lock Out
RSVP/Neighborhood Meetings
6 t -�7
e
6�'/Arcade - Closure, islands, Stop signs/signals
E. 7`" - Crosswalks, bump-outs, special lighting, landscaping
Photo Cop demo
US Bank crosswalk at Davem
Pedestrian signal head program
Emerald/Franklin pedestrian crossing
Raymond/Bayless temporary curb trial
Shadow Falls - Diverter, turn restrictions
Re-stripe - Arcade (3M), University at Capitol Blvd.
Disability Crossing - Lafayette
No Tum on Reds - Various
Countdown Timers - University/Snelling
All Red - School Patrol
Audible Pedestrian crossing
Raised crosswalk
Speed Limit reduction requests-MnIDOT
or- ���
�,r, o.
4� 7
' i
; a
� Il�llN o
.
CITY OF SAINT PAUL
OFFICE OF TI�. CTI'Y COUNCII,
310 CITY HAT T"
15 WEST KELLOGC BOULEVARD
SAIN't PALTL, MN 55102-1615
PHONE: (651) 266-8560 FAX: (651) 266-8574
ENGWICHT CONFIDENT TAAT ST. PAUL NEIGHBORHOODS
CAN BATTLE TRAFFIC
For Immediate Release
May 16, 2001
Contact for more information:
Don Ludemann 651-266-8567
cell b51-503-3690
David Engwicht, keynote speaker for the four-day Pedestrian Safety and Traffic Caiming Summit that
begins today, arrived in St. Paul last night, confident that he can help St. Paulites get a handle on the
growing problem. "St. Paul has a strong network of neighborhoods," Engwicht says, "and therein lies the
heart of a solurion. I'm very encouraged that neighborhood groups have already formed the Capital City
Traffic Calming Alliance; it shows that the time is right to tackle this issue."
Engwicht kicks off the four-day series of events with a speech at a Policy Session of the CiTy Council this
afternoon. He says that he intends to deliver a hopeful message. "Psychologically, we've given up conirol
of our streets to the automobile. Road rage, traffic congestion, wasted gas, and air pollution aze only some
the negative results. Even worse is the fact that our neighborhoods don't feel safe or inviting. This is a
growing probiem around the world. But, working t er, we can change that."
Engwicht is a world-renowned traffic e rt, urban planner author from Brisbane, Australia. His 1999
book Street Reclaiming: Creating Livabl treets and Vibr t Communities will be available for sale at all
events.
Councilmember Jay Benanav is delighted to have Engwicht in St. Paul. "David gives neighbors the tools
to take back their streets," Benanav says, "I'm looking forwazd to leaming from him in the next few days."
"My office gets a heavy volume of calls from people who aze unable to safely cross Le�ngton Avenue,"
says Wazd 2 Councilmember Chris Coleman. "Senior citizens and pazents of young childern are especially
concemed about pedestrian safety. When people are afraid to simply cross the street, our neighborhood
livability is adversely and direcUy affected."
The public is invited to the free events where Engwicht will lead participants in exercises to formulate
solutions to their traffic and pedestrian safety probiems. Engwicht wows audiences throughout the world
with his creative approach to problem-solving, his humor, and his ability to help people realize workable
neighborhood solutions. Everyone concemed about pedestrian safety throughout the Twin Cities is
welcome to attend.
In addition to the City Gouncil, other cosponsors include: Capital City Traffic Calming Alliance,
Neighborhoods First!, District 6 Planning Council, Snelling Haniline Community Council, Metro Transit (a
service of the Mertopolitan Council), Minnesota Safety Council, Minnesota Deparnnent of Transportation,
Regions Hospital, Macatester College, University of St Thomas, Metropolitan State University, Transit for
Livable Communities, Midway Chamber of Commerce, The Sierra Club -- Northstaz Chapter, Dayton's
Bluff District 4 Community Council, Merriam Pazk Community Councii, St. Paul Bicycle Advisory Boazd,
West Side Safe Neighborhood Councii, and the Minnesota Bicycle and Pedestrian Alliance.
For more information about the conference, contact conference coordinator, Don Ludemann, at
651-266-8567. For more infomiation about David Engwicht, go to his website at www.lesstraffic.com.
Pedestrian Safety and Traffic Calming Summit Schedule:
Wednesday, May 16, 3:30 p.m — City Conncil Policy Session, 3U0 City Hall
At the regular meeting of the St. Paul City Council, Engwicht will engage councilmembers in a discussion
about traffic solutions that can be promoted by residents citywide, to work in conjunction with engineering
measures like traffic signals, street nanowing, speed humps and diverters. The public and the media aze
welcome to attend.
Thursday, May 17, 8:30 World Trade Center 3rd Floor Auditorinm, 7th and Cedar
Metro azea transportation, traf�c, bicycle, pedestrian and planning professionals are invited to a general
session to learu about Engwicht's "Second Generation" tr�c calming techniques — a chance for lively
interaction, argument and case studies. To ensure your spot, please RSVP to Don Ludemann at
651-266-8567.
Thursday, May 17, 7 p.m. — Great Hall, Metropolitan State University, Maria & E. Siath
To kick offthe neighborhood pedestrian safety summit, you are invited to hear David Engwicht address a
gathering of community activists, neighborhood residents and businesses. A panel discussion will follow
with lots of opportunity for discussion and questions.
- Friday May 18� 8:30-11:3A a.m.
St Paut neighbors are invited on a first-come, first-served basis to participate in a bus tour with ci
t3' ��
neighborhood volunteers, city councilmembers and David Engwicht to visit traffic "hot spots" azound St.
Pau2. Our goat is to brainstorm solutions so that neigfibors can reclaim controI of their streets and the safety
of theu neighborhood. Space is extremely limited. RSVP by calling 651-266-8567.
Satnrday, May 19, 9 a.m. to 2 p.m. — Arlington Iiigh Schoo1,1495 Rice Street
At this capstone.public event, Engwicht will lead discussions_and workshops, encoivagingiesidents to "take
back your streets." Metro azea experts will also conduct a vaziety of h�a�c problem-solving workshops.
Contineatat breai�ast and lunch, served by the Arlington High School Boys Basketbail Team, will be
available for a small donation.
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Presented By
Referred To
��{���
4 , 1 q� �
U f � U
SAINT P
_ �
� Q Cbuncil File # (f� � ��
Resolution #
Green Sheet # ��alo��
ESOTA
��
Committee :
Resolution Authorizing Use of $300,000 STAR Grant for Os ola Crossing Project
Wt1EREAS, on September 28, 1994, the City Council of the Ci of Saint Paul established the
Neighborhood Sales Tax Revitalization (STAR) Program, .F. 94-1127; and
WHEREAS, the Neighborhood STAR Program is fin<
Chapter 297A, authorized by the State of Minnesota,
WHEREAS, the purpose of the Neighborhood
further residential, commercial and economic �
in accordance with Minnesota Statutes,
ter No. 375, Sec.46; and
Program is to fund capital improvements to
�ment in the neighborhoods of St. Paul; and
WHEREAS, upon the recommendation of the ayor, and with the advice of the Neighborhood
STAR Board, the Council of the City of Saint aul, on 11/22/00 in resolution #00-1078, approved
funding from the Year 2000 Large Neighbo ood STAR Program in the amount of $300,000 for soil
remediation on the Riverside Plazza site; nd
WHEREAS, it has been found that the xtent of remediation on the Riverside Plazza site in District
3, makes the site infeasible to develo at this time; and
WHEREAS, the developer prc
St. Clair into an 81 unit senior
WHEREAS, the soil on the
and
WHEREAS, the $300,000
Osceola site; and
WHEREAS, the Rut
the use of the STAR
housing.
to develop a vacant site (ocated in District 9 at Osceola and
g condominium project; and
Crossing site also requires remediation prior to development;
grant would cover a major portion of the soil remediation at the
�mily Partnership has requested the Saint Paul City Council to authorize
on the Osceola site for the public purpose of new construction of senior
NOW, THEREF06(E BE IT RESOLVED, that the Saint Paul City Council approves the use of the
$300,000 STAR�rant on the Osceola site for the purpose of soil remediation necessary to develop
the housing site; and be it
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d/-.���
FURTHER RESOLVED, that STAR funds will not be released to the developer except on a
reimbursement basis; and be it
FURTHER RESOLVED, that the developer will hire an environmental consultant to coordinate the
move/remediate of the soii under MPCA requirements; and be it
FINALLY RESOLVED, that the developer shall return to the City, any and alI nds disbursed from
the STAR grant should the Osceola Crossing redevefopment not be compi ed.
Approved by City Attoxney
By:
Adoption Certified by Council 5ecretary
Sy:
Approved by Mayor: Date
Approved by Mayor for Submission to Council
By:
By:
Adopted by Council: Date
'"""'°"""r�•""""`"""" Council Ward 2
Councilmember Chris Coleman
John Lesch 6-8621
2��1
3/29/O1
TOTAL � OF SIGNATURE PAGES
GREEN SHEET
/�i-���
No � �.,-,n•�
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(CLIP ALL LOCATIONS FOR SIGNATUR�
Resolution Authorizing Use of $300,000 STAR Grant
for Osceola Crossing Project
PLANNING COMMISSION
CIB COMMITfEE
CML SERVICE CAMMISSION
1F
AOUNT OF TRANSAC710N t
sou� �1P7-930-90306-0547-77419
INFORMATON (IXPWN)
Naa mie a�sa�ffum euerwdkea unEer acomrac[6aaus tlepaM�e�l't
vES NO
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YE3 NO
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YES PIO
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YES I�O
COETIREVENUEBUD6EIED�CIRCLEON� YEf
/ICTNITV NUMBER
NO
o� - 3�(�
St. Paul City Council May Policy Session
May 16, 2001
[Revised 5/15/Ol)
T�a�c Calming: 2n gene�ation strategies emphasizing
neighborhood involvement
City Hall, 3T Floor, Council Chambers
3:30 p.m.
I. Allen Lovejoy, Department of Planning and Economic
Development - Traffic calming as it relates to St. Paul's
transportarion plan.
II. Commander Bill Martinez, St. Paul Police Deparhnent - Traffic
enforcement initiatives.
III. Tom Eggum, Director and Allen Shetka, Pubic Works Depariment-
Current engineering iniriatives.
IV. David Engwicht, Brisbane, Australia: Urban Planner, traffic
calming expert, and author - 2° generation traffic calming
�iv vua'l�a".1 u'C..�.
V. Questions and Answers with City Council Members.
a�- 3u�
City of St. Paul
Office of the City Council
310 City Hall
Saint Paul, MN 55102
651-266-8588
Luri�f • ! : _ `�IZ9ul
DATE: May 15, 2001
TO: St. Paul City Council
FROM: Katie Krile Policy Analyst
SUBJECT: Revision to Agenda Item 31
CC: Gerry Strathman, Nancy Anderson
Tom Eggum, Director of Public Works, wili be speaking on current engineering initiatives
during the Policy Session tomonow afternoon. This is in addition to Allen Shetka's
presentation.
Please see attached Agenda Item 31.
Please contact me if you have any questions.
Thank you.
o i-��r�
AII events are free!
Tellyourfriends!
Featuring world renowned traffic expert and author David Engwicht
How Pedestrians Can Rule In Saint Paul
Public conversation with time for lots of questions
Thursday, May 17, 7 to 9 p.m.
Great Hall at Metropolitan State University, East 6th Street
and Maria
Take Back Your Streets!
Learn from the experts houv to tal<e back your streets!
Saturday, May 19, 9 a.m. to 2 p.m.
Arlington High School,1495 Rice Street
These are just two of many events happening over four days.
For a full schedule, cail the City Council at 651/266-8567.
About David Engwicht, go to www.lesstraffic.com
Sponsored by the Saint Paul City Counci) and
the Capital City Traffic Calming Alliance
Cosponsored by Macalester College, Metropolitan State University,Transit
for Livable Communities, the University of St. Thomas, the Dayton's Bluff
District 4 Community Council,The Sierra Cfubf Northstar Chaptex, the St. Pauf
BicycleAdviwry Board, Regions Hospital, the Midway Chamber of Commerce,
the Merriam Park Community Council, the West Side Safe Neighborhood
Council,The Bicycle and Pedes[rianAlliance,and MetroTransit, a service of
the MeYropolitan Council.
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, � SAINT PAUL .
- _ TRANSPtJRT'ATION
PflL�C'Y PLAf�
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Traf�c Calming Policies
Excerpts from the City of Saint Paul's Transportation PolicXPlan
for Briefing to the City Council
May 16, 2001
The Transportation Policy Plan is a lengrhy and complex set of policies and programs about
streets & traffic, parking, transit, bicycling, pedestraan ways, and, to a lesser extent, land use and
development. Due to the forgoing, the following summary is provided so as to focus on the
issues and recommendations in the Plan related to "tr�c calming." However, to fully
understand the City's intentions relating to neighborhood protection requires a full reading of the
entire plan.
"Traffic inlrusion into neighborhoods and threat to pedestrian
safety are serious concerns for many Saint Paul residents. The
Plan calls for traffic "calming'; or slowing, to discourage
through-traffzc and enhance the sense of safety for the
pedestrian."
First among the Plan's goals is that: "Saint Paul will have safe, enjoyable neighborhoods. Our
health is in our neighborhoods. The Plan sees a city where neighborhood integrity is respected
and where people feel secure and satisfied where they live, work, shop and play." (p2) However,
there aze transportation factors that affect our abilities to fully realize those quality
neighborhoods. Specifically, "(a]utomobile traffic volumes on Saint Paul streets have increased
substantially, faster than the rate of local or regional population growth and now exceed the street
capacity" in many places. "Traffic volumes have increased faster than regional population for
several reasons..." including more cazs, more workers, fewer people taking the bus, and
development patterns and public policy which encoura�e automobile use. (p4)
In addition, "[w]hile vehicular travel has become generally safer in recent yeazs, driver behavior
has deteriorated...[such that] many city residents perceive more danger in their neighborhoods
due to increased volumes and, in particulaz, to the increased incidence of speeding and other
traffic violations..."
An important part of the Plan supports "street capacity managemenY' by channeling "through
traffic to parts of the system best suited for it, by maintaining and reinforcing a hierarchical street
system of arterials, collectors and local streets..." The system should continue to be managed
using a hierarchy because it is a rational way to deal with continued regional traffic pressure on
Saint Paul's limited system, and it acknowledges that through-tr�c belongs on arterials and
local traffic belongs on local streets. (p9)
The bulk of the recommendations on traf£c calming aze contained within "Strategy 2:
Neighborhood Quality & Economic Development — Neighborhood Protection: ' That section is
attached in its entirety as well as 5 pages of specific calming methods contained in the Plan.
A System that Works for the Community. 7he City of Saint Paul will work to protect
and enhance neighborhoods and support economic development by designing and
operating its transportation system rn ways that are integral rather tl�an intrusive to the
community.
Objective: Neighborhood Protection �
tmprove the behavior and mitigate the unpleasant consequences of
local traffic in neighborhoods, as well as keep through-traffic off of
local neighborhood streets. Make neigF�borhood traffic control a
priority, with an understandable and accessible process for achieving it.
This is important because:
. traffic levels affect the sense of belonging to one's neighborhood,
. congestion is causing through-traffic to divert off of arterials into
there is more traffic-related
neighborhoods, -
. danger being perceived in neighborhoods
than in the past,
. there were occasional air quality standard exceedances in Saint Paut in
the past,
. there are frequent exceedances of noise standards in some locations in
Saint Paul,
. some neighborhoods are experiencing serious parking congestion, and
• invofvement in public decisions is an important part of residents' sense
of ownership of their neighborhoods.
Policies
26. The City should use a neighborhood traffic management process to
systematically address neighborhood requests to °calm' or divert
SAINT PAULTRANSPORTATION POLICY PLAh Y3
B�-3�t�
.
traffic, whi{e maintaining necessary access. The City should work
proactively with the community to promote this process and commit
planning and traffic engineering staff resources to work closely with
the community throughout each neighborhood process. Community
participants shouid include residential, service and public safety
interests, with participation organized through the appropriate
district planning council, and offer an array of techniques, such as,
but not limited to, those illustrated on pp. 38-43 of this plan. Tfie
City shouid work to allocate adequate resources to this priority.
27. The City should explore a variety of traffiacaiming road design
options with interested neighborhoods at the time that local street
construction is being planned.
28. The City shoufd instail `chokers" as standard design where streets in
school zones are reconstructed. "Chokers" (also known as "bump-
outs") are i(lustrated in the Neighborhood Traffic Manageme�t
Techniques section of this Plan. (pp. 38-43).
29. The City should promote its School Safety Program which is a
systematic, community and school-based approach to slowing traffic
•- near schools, in order to ensure the safety of children crossing streets
within a schooi zone. The School Safety Program should offer
education, enforcement, and engineesing toois to ca(m traffic in
school zones. Participants in this process should include city traffic
engineering and public safety expertise, tfie project school's
administration, the school parent group, and the appropriate district
council. The array of techniques found on pages 38-43 in this plan
are offered through the School Safety Program. In addition, the City
should include the option of installing a"key mechanism" at signai-
control{ed intersections to assist school chiidren in safely crossing
busy streets when required by a school and appropriate districc
council.
30. The City should continue its current adopted policy with regard to
the installation of all-way stop sign controis. This policy directs that
all-way signs on collector or arterial roadways must meet appropriate
spacing and traffic volume requirements and have district council
approval, and that all-way stop signs on local streets meet safety
standards, are supported by a neighborhood petition, and have
district council approval.
31. The City should increase traffic enforcement to improve public
safety.
14 SAINT PAUL TRANSPORTATION POLICY PLAN
32. The City shouid support State legislation that will allow
implementation of new enforcement technology such as photo-radar,
photo-cop, and photo-redlight, in order to enhance traffic
enforcement and improve safety.
33. The City should continue to review the results of 5tate air quality
monitoring in Saint Paul and work with tfie State and Metropolitan
Councii to devise strategies as needed.
34. The City should make no comprehensive changes to the truck route
system at this time but rather review proposed changes to the
system, with the objective of minimizing the noise and other impacts
on sensitive land uses while meeting the transport needs of business.
35. The City supports the use of smaller buses for neighborhood
circulators as part of the redesign of the transit system recommended
in Policy.73 (p. 24) ofthis Plan.
36. The City should limit negative impacts on residential properties in
neighborhoods with the greatest parking spi(lover from commercial
strips by regulating land use and offering the option of residential
permit parking.
37. Tfie City should work with developers to plart access points and
parking facilities for business areas with sensitivity to affeded
residential neighborhoods.
SAINT PAUL TRANSPORTATtON POLICY PLAN 15
gi-3��
A variety of traffic management techniques for residential streets is illustrated below, along with a
generalized assessment of how each technique performs against key measures. The techniques include
road design, traffic controls, and increased enforcement.
Road Desi�n Techniques
Road design techniques involve reconstrudion of streets or intersections, which can be very costly,
although costs can vary significantly depending upon conditions. The techniques of more moderate
cost are noted.
Street Narrowing
Chokers
Partial Diverkers
OLD CURB LINE-y
NEW CURB LINEJ
Redudion of the typical pavement width
along a rightof•way. Achieved physically
removing part of the pavement surface or
psychologically through pavement marking.
Volumes. Little or no effec[.
$oeed. Same reduRion possible.
afetv. Minimal effect on accidenu overall
on Iocal streets. Possible improved
pedestrian safety. Bike safery may be
compromised. Pavement markings
particulady effective on collector, arterial
streeGS.
Noise. air ooilution. Some reduction.
Atcess. No restriRion.
Communitv reaction. Mixed. Residents like
"feel", associated amenities; dislike loss of
on-Slreet parking if [aken.
OtherConsiderations. Minimumlanewidth
of 7 7 feet recommended for safety.
Opportunities for landscaping, oiher
amenities.
V lum . Little or no effect, if two-way
iravel remains. Significant reduction if
section can only be used one direction at a
time.
Soeed. Little or no effect.
afe . Improvement for both vehicles and
pedestrians.
Noise air oollution. Little or no effect.
Access. Little efiect.
Commu�itv reaaion. Generally positive.
Other considerations. Landscaping
opportunities.
Volumes. Drastit reduaion on diverted
street Increase on alremate routes.
S°eed. Reduaion in the closed direaion.
S, a ef .�. Substantial improvement.
Noise. air oo�lution. Reduaions.
A�cgs�. Restricted. Emergency access
somewha[ restricted.
Communirv reaction. Can be negative.
Requires heavy resident involvement,
education, before makingcapital imesiment
Othermnsiderations. Enforcemenc
3S SAINT PAUL TRANSPORTATION POLICY PLAN
Narrowing of the street, either at an
intersection or at midblock to constrain the
width of the traveled way.
Narrowing of a two-way street at the
intersection in order to eliminate one
direction of travel.
Policy 26 recommends use of a neighborhood traffic management process3o.rystematicall y address.. --
neighborhood requesu fo .'catm°.or.divert ira�c� and saqs that zhisprocess shouTd o�fer an array of technrques <:
Which traffic management technique.or combination of tecfimques3fiould be appl�ed in a_ neighborhood wiil be
determined by the area's physical characteristics; the nature of the tra�c issue, and.the expeded cost,
effectiveness, and acceptance by tfie community. The neigfibo�hood Traffic management process atlows the Ciry
and the community to explore traffic problems and options togeffie ,_re4ulting in a recommendation that wifl be
most likely to achieve the neighborhood's objactives.
Raised barrier placed diagonally across an
intersection that physically divides tbe
__. ��c�c!�n zrz�! acces a1S tr�cto make a
sharp tum. -- - -- - - - - -
Valumes. Reduction. Diverted [o other
streets.
�e . Moderate reduction.
Sa Improvement.
Noise. air oo(tution. �ittte or no impatt.
Access. Restricted. Emergency access a
conCem.
�ommuniN reac7ion. Often �ega[ive
concems about visitors, deliveries,
neighborhood division.
Other considerations. Draiaage.
Closing a street either at one end or the Raised geometric control island, frequently
nther, or a2 a midblock loca2ion, to cirwlar, typ'�cally about 20 feef in drameter,
eliminate unwanted throueh-tra�c , ,inthe center of an infersection of local
- ---� ---- --
---------- � ° -
- --
-- - ---- -`------- -
5ireets. . -_- _ - _ _ - -
VolvmPS. Drasfic reducYion. -
Soeed. Dras[ic reduc[ion.
afe . Substantiai imprwement.
Noise. air oollution. Positive effect.
Access. Restritted. Accommodations for
emergency atcess may be needed.
Communirv reaction. Positive resident
reaction; negative traveling public reac[ion.
Volumes. Little or no impaR.
$p�e i. Reduaion near inrersection.
Possible inaease mid-biock.
a5 ferv. Imprwementtoaccident-prone
inrersections.
Noise. air ooliution. Negative effecc
Access. Little geneal effect. Negative effeu
on emergency actess.
GommuniN reaction. Mixed. Positive
reaRion to aesthetics Gf done well).
Concems about obstruc[ions, hazard, loss of
Parkin&
Otherconsiderations. Snowremoval. Lek
tums.
References: Neighborhood Traffic Control, North Central Section Institu[e of Transportation Engineers, )anuary 7994, Traffic Cafming, Cynthia
L. Hoyles, American PlanningAssociation, july 1995. .
SA(NT PAUL TRANSPORTATION POLICY PLAN 39
Full Diverter
Street Closure
Traffic Circles
p i - 3u�
Neighborhood Traffic Management Techniques continued
Road Design Techniques .
; �.
Median Barriers
Volumes. Significant reduaion.
�need. Some reduaion.
Saferv. Improvement for vehicles and
pedestrians.
Noise, air ooliution. Positive effect where
volumes reduced; pollution could shik.
�f. Restricted. Emergency access
affected.
Communirv reaction. Positive resident
reattion.
Speed tiumpslBumps
Vnluma<. Volume reductions depend upon
space of humpsfoumps, amount of cui-
through Iraffic and availability o( alrernative
routes.
Soeed. SiRnifitantreduction.
Negative air pollu[ion
se impacts vary.
Positive resident
aveling public reaRion.
. Impac[s on large
users should be
process.
...: ....... ._. - __::..-_..:._-
The neighborhood traffic management process is unde
:5ainf Pau1.,.Among the areas invofved (at writing of ihis
- Dosweil/Chelmsford :. - ThomaslMacKubin
,.
-:MargareUArcade.:..:-._-Morgan/Edgcumbe .
- Railroad lsland _ "=;:. ::? - LaFond/Grotto :,::,-: :`: - .
_._,._ ::..: _. _ ... _ ..
= 6 idwel.ILCongress.:- :,:.. .
Curviiinear Reconstruction
V tum . Littie or no effet[ if the same ''
number of travel lanrs are retained.
Significant reductions if barriers lim¢ use of
sectian ta one direc6on at a time.
Soeed. Little or no efrect for uniform width
construction; reduction where barciers are
constructed.
a,��. Mixed results,
Noice. air oollution. Little or no effeC.
A ;�. Little effect
Communitv reaction. Mixed.
Othermnsidera[ionc, �andscaping
opportunities.
rvvay is
Pian)are:
4O SAINT PAUL TRANSPORTATION POLICY PLAN
Barriewn the median of the major street at
its intersection with a tocal street to prevent
lek turns from the major street to the Ixal
street, as weli as through traffic on the (ocal
street.
Reised areas in the roadway surface with
extend across the roadway perpendicular to
traffic flow.
Introdudion of curvatures on previously
slraight alignment through rxonstruction
of the street with a curved centerlinc
alignment and a uniform roadway width, or
introdudion of chokers or otf�er typec of
baniers on alternate sides of the street ta
create a serpentine travel path.
Neighborhood Traffic Management Techniques continued
Traffic Control Techniques ;
Traffic control techniques invo)ve !ow capital cosu, although, area wide or citywide application of
some controls can be a serious fiscal commitment.
Truck Restrictions
Tum Restrictions
NO
LEFT
TURN
7-9
4-6
Posti�g the roadway with specific load limit
requirements and/or signing of truck rou[es.
Volume,s. Heavycommercialtra�c
reduced; shihed to other mutes.
eed. Little or no effect.
afr . Little or no effea.
Noise. air oollutio�. Positive effect.
Access. Restriaed. No effec[ on emergency
access.
Communirvreaeion. Generallypositive,
where restritted. Sh]fring can occur.
Businesses generating heavy truck traffic
inconvenienced.
Orher considerations. Stree[ load capacity.
Legal, practical mnsiderations.
Yield Signs
Signage assigning rightof-way at
intersections.
Little or no effect.
duced within 50 feet of the yield
resul[s.
rtion. Negative effect
rea ion. Genemlly posi[ive.
3erotions. frequentlygenerate
srop signs after accidents or near
Use of regulator signing to prohibit certain
traffic movements generally where an
arter�al and loca! street meet.
Volumes. ReduRion on diverted streecs;
increase on altemative roures.
Soe�d. Reduttion on the diverted street
a5 fetv. Imprrnement on diverted streets.
Noise.airoollution. Shiked.
ACtv55 RestricYed.
Communitv reaction. Gene211y positive if a
reasonable alremate route ezists. .
Do Not Enter
Signage prohbiting vehides from entering a
roadway.
Volumes. Dramatic teduction on prohibited
streer increase on alremate routes.
S,p_egd. ReducYion.
afe . Improvement on restricted streec
Noise airoollu[ion. Posi[iveeffecton
restriaed street; oken shiked.
Ac[ess. Res[riaed.
Communitv reaction. Generally positive if
altemate roures exisu. -
Basket Weave Stop Signs
Altemating two-way stop control within an
area of lowl residmtial streets.
Volumes Minimal efrett.
d. Reduced w"�thin 200 feet of die stop
sign. Increase in speed between s[op signs.
aferv. Signifiant improvement at accident-
prane intersection.
Noise. air ool�ution. Negative effM.
ess. Little effec[.
Communirv reaction. Usually positive.
Othermnsiderations_ ICe. ,
Speed Limit Changes
SPEED
� ��3�r� -
AHEAD (
Change to the legal speed limit, based upon
traffic behavior, lwards, obstructions,
access points, pedestrian use, and road
alignment.
Valumes. Little or no effect.
S�eed. Enforcemerc required to achieve
reduRion.
Saferv, No docum�tation.
Noiu_ air oollution. Littfe or no effect.
Acm<s. No chang=.
Communitvreaaion. Residentssupport
significantly lower speeds.
Otherconsiderations. Bmaderisweofhovi
limi[s are set.
SAINT PAUL TRANSPORTATION POLICY PLAN 4�
��- 3�?
Neighborhood Traffic Managertient Techniques continued -
Traffic Control Techniques
- - �,
All Way Stop
Watch for Children
� WATCH
F'OR
CHILDREN
Legally restricting parking at near
intersections and crosswalks (clearance
zones) or along the length of the block
(extmded zones).
Stop signs on ali legs of the intersection.
Signage that warns of the presmce of
children. ,
Volumes. Litile or no effeG.
$oeed. Clearance zones: minimal effect
Eztended zones: potential for increased
speeds.
Safetv. Improvement.
Noise. air oollution. Little or no effect.
�y5g��. No effett.
Comrwniry reaction. Varied.
Conversion of two-way local streets to ane
way operation; the onrway direction
changes at the arteriai to "diverge" from it
or "wnverge" upon it. .
Reduction.
i i n. Possible negative air
restricYion impac[s.
i n. Mized.
� i n . Parking. Bicycle
Voiumes. Depends upon namre of tra�c
Soeed. Little or no effect
Saferv. Improvement when warrants are met
or where sight distances are poor.
Noise. air oollution. Negative impacts.
Mixed.
Concem about
Aiternating one-way streets
Conversiun of two-way:freets to onrway
operation in an aiternating pattern.
Volumes. Little or no effecL
Soeed. Increase.
a�5 f��y, Improvemertt.
Nnise. air oollution. Little or no effeR
Acc255. Some restriction.
CommuniN reaction. Mixed.
Other considerations. Parking. Biryde
tra�c.
Volumes. No effeR
$ygQd. Little or no eNect.
Safetv. Little or no eftect.
Noise. air ooilution. Little or no effeU.
Access. No eHect. ,
Communirv reaeion. Positive.
Otherconsiderations. Tra�cstudiesdono[
demonstrate effectiveness of this rype of
5ignage.
One-way Pairs
oa000R
Mam St -i -i
a0000
Qeati�g a ane-way couptet by paring a
residential street with a nearby through
street to create a cortidor for ffirough
traffic.
Voivmes. Increase on one; reduaion on
adjacent.
�pg�. Increase.
- a$ fglv. Imprwement
Noise. air oollution. Little or no effect.
Access. Some restriaion.
Communirv reaction. Mixed.
Otherconsidera[ions. Parking. Bicycle
42 SAINT PAUL TRANSPORTATION POLICY PLAN
Parking Restrictions
DivergenUconvergent one-
way streets
Neighborhood Traffic Management Techniques continued
Eoforcement/Educationa! Techniques
Enforcement techniques often involve increased operational costs.
Traditional Enforcement Speed Watch
WARNING
NEI�HBORHOOD
SPEED WAi'CH
Variable Speed Display
•� �(RADAR
SPEEDERS PROSECUTED
Uswlly involves the use of adar to identify
speeders and subsequent ticketing of speed
violators. .
Neighborhood participation in radar
observation of speeds and rnmmunication
with violators.
Use of a portable speed display board wired
to radar to alert motorists of ffieir speed;
educationai campaign accompanies �e of
the board.
Voi�m s. Little or no effea.
�pe�d. Appreciable reduc[ion during period
of enfortement
Safe . Improved during period of
enforcement.
Noise.airooliutioa Usuailylittleeffect.
CommuniN reacYion. Mixed.
Other considerations. Budget and staff
const2in[s.
Volumes Little or no effect.
$pge�. Substantial reduction.
a5 ferv. Possible.
Noisn_ air oollution. Little or oo effect.
Acrnss. Not restricted.
�mmunitv reaction. Positive.
Otherconsidera[ions. T2ining.
"Vigilantism".
Volumes, Little or no effect.
S�ed. Reduced while device is presenc
afe . Potentialforsudden braking.
Noise. air oollution. Little or no effect
Access. Not restric[ed.
sommuniri reattion. Positive in [he short
tertn.
Chher mnside2tions. Needs monitoring
Nigilantism". >
Schoo!_Safety Program '.,_ °-
Policy 29 recommends promotion of the city's SchooLSafety Prograir�, a systematic, community and school-based
approach to slow7ng tra�c nearschoolsc The array ofzechniques availabte to "considerin thisprocess incfudes
those listed above. - in addition, the School Safery P�ogram ide�fifies Yhe`fioliowing: -.
• _ ' _ < •
• Raised Crosswaiks CrosswaTks raised to the levet of�the curb a'tomb�nation of speed humps, cF�okers; a�d,
crosswalks. -Raised crosswalks reduce vehicle speeds'and eiihance.pedestiian crossing poinu. __
• Pavement Surface or.Color.Change AlteraUOn tn the pavementsurface trumble strips) including bnck,- ,,.;
stamped cancrete or achartge io pavement color.to alert drrvers fhaYthey have entered a school zone , '.,
• Sanreers -Banners hung across roads near schools siating thak rt is a school zone and reriminding dr�vers to .`;- .
_ __.. -- _ '
�educe theirspeed..-tviosf effecfive if they_are moved penodic�Ily smce tfieic impact-tends to decrea'se ffie
longerthey are-in one piace :
- . - _, ,
• Barreis with Signs Orange barrets placed in the middle of the ioad befo�e crosswalks, topped by a yellow "
and red sign stating in.large letters: "State Law: .Stop for Pedestrians in Grosswalks". Slows traffic by ateKing
drivers that pedestrians may be crossingthe road" and by p}rysicat(y narrowing the road. Can easily be
routinety removed and repiaced. ; " ; -
SAINT PAUL TRANSPORTATION POLICY PLAN 43
6t- 3�-F �
CI'I`Y OF SAIIVT PAUL
Norm Coleman, Mayor
September 7, 2000
Minnesota Safety Council
Mr. Mike Langer
474 Concordia Avenue
Saint Paul MN 55103
Re: Crosswalk Safety Campaign
Dear Mr. Langer:
DEPARTMES3T OF PUBLIC WORKS
Thomas J. Eggum, Directar/City Engineer
A1 Shetka,TraJf'ic Engineer
800 Ciry Hat! Annrs
25 West Founh Street
Saint Paul, MN 55102-1660
(651)266-6200
FAX(651)298-4559
The City of Saint Paul Department of Public Works is applying for a Level I grant for the
pedestrian/crosswalk safety initiatives we have undertaken.
We are submitting the following 6 initiatives, even though in aggregate, they exceed the limit for
the L.evel I grant. In addition to these 6, we have also done several other projects which fit the
pedestrian/crosswalk guidelines.
Centerline Pedestrian signs. These aze signs that aze installed on the center line of
roadways with the message "State Law, Stop for Pedestrians in Crosswalks." We
purchased a total of 34 of these signs to be installed and rotated throughout the City of Saint
Paul on our approximately 350 miles of collectors and arterial-type roadways in the
spring, summer and fall months. They are lnstalled at any one location for 3 weeks and
then rotated. The project goal is ta raise awazeness of the crosswalk law that motorists aze
to stop for pedestrians in crosswalks. We began this program in May, with the first
installations receiving media coverage from Channels 5 and 9. Mayor Coleman and State
Senator Kelly were invited to make the first installations.
We worked initially with the St. Paul West Side Safe Neighborhood Council in a
demonstration project on Smith Avenue. They had received a grant from the Upper
Midwest Community Policy Institute, and through that grant, hired a consultant to do a
before and after analysis of the effecdveness on driver behavior of this sign.
Results of this study aze not yet available.
Responsive 5ervices • Quality Facilrties • Employee Pride
Mr. Mike Langer
. September 7, 2000
Page 2
We are planning to do another similar study with before and after analysis again with the
West Side Safe Neighborhood Council on Concord and Robert Streets this month. In
connection with this study, St. Paul Police also do enforcement of violations afrer the signs
have been in place for a period of time.
We have received many positive comments and feedback on this program and receive
requests almost daily for sign installations. The cost for the 34 signs was approximateIy
$6.800 ($200 each), and through August 21, we have spent approximately $11.900 for
repair parts for the signs, and city labor cos[s for sign installations and rotations on the city
streets. We are also planning to probably hire a consultant to do an evaluation
predominantly cityv✓ide on their effectiveness. The cost for this is estimated a[ S6 000.
2. Montreal Avenue Re-striping. Montreal Avenue from Seventh S[reet to Snelling Avenue
in Saint Paul is classified as a Type A arterial street. I[ is also a state trunk highway with a
lot of truck traffic.. It runs between 2 goif courses and provides access to a municipal
swimming pool at the intersection of Hamline Avenue. Large numbers of vehicles park
along this roadway s�°ment to use the golf facilities, and a hi�h volume of pedestrians
access the swimming facility in the summer. Prior to this project, the striping on Montreal
Avenue consisted of one centerline skip line. Montreal is very widz, and pedestrians had
tremendous difficulty crossing this roadway.
The roadway was re-striped to one lane in each direction with a center island, parking
lanes and a 4-foot bike lane on each side. The goals of this project are to provide a
desibnated path for bicyclists, safe parkin�, safe ingress and egress to vehicles and safe
crossing points for pedestrians. (Mon[real does no[ have sidewalks). Another Loal is to
reduce vehicle speeds. We will be doing speed studies and surveys of facility users for
their comments. The cost to re-stripe this roadway was 56,700.
Clif - -- -
f Street Center Island. Cliff Street from Seventh Street to Smith tivenue carries
approximately 6,000 vehicles per day. Vehicle speeds aze very hiQh. Before studies
indicate speeds approaching 45 to 50 miles per hour.
As enforcement is not always an available tool for speed reduction, working with the
neighborhood, a Stop sib on Cliff Street was introduced at Michi�an Avenue
(approximately halfway between Seventh Street and Smith Avenue). The intent of this Stop
sign was to afford a safe crossing for pedestrians and safe vehicle movement at this
intersection pius requiring vehicles traveling on Cliff Street to stop, thereby reducing
speeds. ABer the Stop signs were installed, many motorist violations occurred by running
or rolling through the Stop signs. In order to provide both a refuge in the middle of the
roadway for pedes[rians if this occurred and also to provide more Stop signs (in the center
of the road) for driver visibility, a 4-foot concrete center island was constructed.
6i
Mr. Mike Langer
September 7, 2000
Pa�e 3
To date, this has proven quite successful by opinions expressed by neighborhood residents.
Speed studies will be done in the future to see exactly what reductions in speed have
occurred, and observations will be made for Stop sign compliance by motorists.
The cost for installing this center island and corresponding signing was approximately
56.000.
4. Pedestrian Countdown Timers. This is a device that is mounted undemeath the
pedestrian crossin� indicators at signalized intersections. It is a visual display
(countdown) of the seconds remaining during the flashing Don't Walk cycle. The goal is to
display to the pedestrian how many seconds are remaining before the light turns green and
the traffic is released. We had initially installed this device at the intersection of
University Avenue and Rice Street in Saint Paul. I[ was there for approximately one yeaz,
and observations indicated that pedestrians tended not to start their trip across the roadway
if times were getting very short. This, then, had the effect of not stranding the pedestrian in
the middle of the roadway when the signal changed. We have recently moved these
devices to the intersection of Snelling Avenue and Universi[y Avenue and contracted with
a consultant to do comprehensive before and after studies in order to have definitive results
on the effectiveness. We believe this device is and will be quite useful at wide
intersections on heavily traveled roadways. The State of Minnesota also recently
conducted tests of this device at several of their highway crossing locations.
Unfortunately, the volume of pedestrians at locations they had analyzed I believe were not
heavy.
The costs for these initial devices were $3,500, and city costs to date for initial installation
and then moving them to the other location has been approximately $9 000, and the
consultant contract to analyze these units is $6 300.
� y y�e.e.cu•GX.�E.c�
5. Strong e/Feder Green Pedestrian Signs. These are the pedestrian crossing signs
in use under th Manual on Uniform Traffic Control Devices. The Federal government did
a comprehensive 6-yeaz study on a color change for these signs from the old oranoe to this
new color. The City of St. Paul participated in this federal study. Last year, the color was
adopted for use nationwide. The State of Minnesota (Mn/DOT) fumished free of charge
approximately 560 signs to the City of Saint Paul. W e have approximately 700 types of
these signs throu�hout the ci[y, marking pedestrian crosswalks and Safe Route to School for
school crossings. We bought an additional 140 of these signs. The cost for the signs that
we purchased plus labor to take down the old and install the new sians is approximately
�32.000.
6. Speed Humps. This is a device that is installed in a roadway to reduce driver speeds,
thereby increasing safety for pedes[rians crossing roadtivays. Some years ago, we installed
a very limited number of these humps using asphalt.
Mr. Mike L,anger
September 7, 2000
Page 4
We anticipate starting a new program of purchasing some portable rubberized speed humps
to be used for temporary installations to analyze their effectiveness. As this is a new
program, we do not have costs at this time but anticipate material and labor costs to be
approximately �15,000-$20,000. As this program develops, we will document and fumish
resuIts.
The costs for these projects (excluding Number 6, Speed Humps) is approximately $88.200 to
date. If you have questions or need additional information or documentation, please con[act me.
My number is (651) 266-6176.
Thank you and the Minnesota Safety Council for the opportunity to apply for these grants. If there
are any programs or studies the Minneso[a Safety Council may need assistance with in the future,
please do not hesitate to call on us, as we are very in[eres[ed in promotina and bdnging about
pedes[rian safety.
Yours very truly,
Allen J. Shetka, P.E.
Traffic Engineer
kag
c: Tom Eagum, Director of Public Works
John Maczko, Mana?er, Traffic Operations
61-3��
�
MINNESOTA SAFETY COUNCIL
O Clupcer of the uafional Safery Comcii
MakingMinnesotaA io Live
November, 2000
�
Al Shetka
Traffic Engineer
City of St. Paul
800 City Hall Annex
25 West Fourth St.
St. Paul, MN 55102-1660
Deaz Mr. Shetka:
• .f'If,
Congratulations on your successful crosswalklpedestrian safety grant application! Enclosed you wIIl find
a check in the amount of $20,000. In addition, you have been provided with a Crosswalk Community
Planning Kit. In the kit, you will find a variety of information designed to assist communities in planning
local initiatives.
As you make plans to launch your campaign, please note that project evaluations (see enclosed form) aze due
back to the Minnesota Safety Council by October 1, 2001. Also, please be awaze that the grant review
committee, had the following concern(s) and/or recommendation(s) regazding your initiafive:
Attempt to incorporate an education component (ie. local news release, etc.) as well as some
form of enforcement (ie. heightened awazeness among city officers).
If you should have any questions or concems that you believe the Minnesota Safety Council could assist
with, please feel free to contact me.
Again, on behalf of the Minnesota Safety Council, congratulations on the approval of your grant and good
luck as you move forwazd with your crosswalk/pedestrian safety project!
Sincerely, �
��
Mike Langer, Tr�c Safety Coordinator
Minnesota Safety Council
phone: 651-228-7332
fas: 651-241-7584
email: langer�a�mnsafetycouncil.org
474 Concordia Avenue • St. Paui, Minnesota 5 5 7 03-243 0 •(651) 291-9150 (800) 444-9750 -'
v_.,, i�vi� o�i �rae � c_..,�tL ...«nr.�nc�Fcn,r..unril nro
o�-���
EXAMPLES - TRAFFIC CALMING/SAFETY
Bump outs/Chokers - Cleveland/Montreal, RSVP Projects, 3M at 7`", Eustis/280
Center Islands - St. Clair at Victoria, Cliff at Michigan
Turn Restrictions - Randolph, Arcade, etc.
One-Ways - Superior, Portiand, Hillcrest, etc.
Islands - Summit/Ramsey
Bike Lanes - Summit, Mississippi River Blvd., Montreal, (Fairview, Pierce Butler)
1-94 Ped. Bridges - Fence, Walk Extensions - Mackubin, Grotto, Chatsworth, Czriggs
Street Closure - Munster, Wheeler, West Seventh
Speed Humps - Central, Shields, (Red Rock), Otis-Temporary
Street Narrowing - Davern
Speed Bumps - 14 alleys
Special Signing - Victoria, Cleveland at Montreal
Special Crosswalks - Grand Ave.
Traffic Circles - Shields, Iglehart
Basket weave stop signs
Street Ciosure, Gate - Clinton, Finn, Sixth*
Speed Display Trailer - "Suitcase"
Reduced Speed Limits (25 MPH) - MRB
Street re-striping (through lane restrictions) - Fairview, Montreal, Pierce Butler,
University at Capitol Blvd.
Watch for Children, Signs, Playground, Speed Limits, etc. - Many Locations
Strong Yellow/Green color signs (700 signs)
Offset Signals on Fairview -@ Jefferson, St. Clair
Guard Rail - Ames
All Red Lock Out
RSVP/Neighborhood Meetings
6 t -�7
e
6�'/Arcade - Closure, islands, Stop signs/signals
E. 7`" - Crosswalks, bump-outs, special lighting, landscaping
Photo Cop demo
US Bank crosswalk at Davem
Pedestrian signal head program
Emerald/Franklin pedestrian crossing
Raymond/Bayless temporary curb trial
Shadow Falls - Diverter, turn restrictions
Re-stripe - Arcade (3M), University at Capitol Blvd.
Disability Crossing - Lafayette
No Tum on Reds - Various
Countdown Timers - University/Snelling
All Red - School Patrol
Audible Pedestrian crossing
Raised crosswalk
Speed Limit reduction requests-MnIDOT
or- ���
�,r, o.
4� 7
' i
; a
� Il�llN o
.
CITY OF SAINT PAUL
OFFICE OF TI�. CTI'Y COUNCII,
310 CITY HAT T"
15 WEST KELLOGC BOULEVARD
SAIN't PALTL, MN 55102-1615
PHONE: (651) 266-8560 FAX: (651) 266-8574
ENGWICHT CONFIDENT TAAT ST. PAUL NEIGHBORHOODS
CAN BATTLE TRAFFIC
For Immediate Release
May 16, 2001
Contact for more information:
Don Ludemann 651-266-8567
cell b51-503-3690
David Engwicht, keynote speaker for the four-day Pedestrian Safety and Traffic Caiming Summit that
begins today, arrived in St. Paul last night, confident that he can help St. Paulites get a handle on the
growing problem. "St. Paul has a strong network of neighborhoods," Engwicht says, "and therein lies the
heart of a solurion. I'm very encouraged that neighborhood groups have already formed the Capital City
Traffic Calming Alliance; it shows that the time is right to tackle this issue."
Engwicht kicks off the four-day series of events with a speech at a Policy Session of the CiTy Council this
afternoon. He says that he intends to deliver a hopeful message. "Psychologically, we've given up conirol
of our streets to the automobile. Road rage, traffic congestion, wasted gas, and air pollution aze only some
the negative results. Even worse is the fact that our neighborhoods don't feel safe or inviting. This is a
growing probiem around the world. But, working t er, we can change that."
Engwicht is a world-renowned traffic e rt, urban planner author from Brisbane, Australia. His 1999
book Street Reclaiming: Creating Livabl treets and Vibr t Communities will be available for sale at all
events.
Councilmember Jay Benanav is delighted to have Engwicht in St. Paul. "David gives neighbors the tools
to take back their streets," Benanav says, "I'm looking forwazd to leaming from him in the next few days."
"My office gets a heavy volume of calls from people who aze unable to safely cross Le�ngton Avenue,"
says Wazd 2 Councilmember Chris Coleman. "Senior citizens and pazents of young childern are especially
concemed about pedestrian safety. When people are afraid to simply cross the street, our neighborhood
livability is adversely and direcUy affected."
The public is invited to the free events where Engwicht will lead participants in exercises to formulate
solutions to their traffic and pedestrian safety probiems. Engwicht wows audiences throughout the world
with his creative approach to problem-solving, his humor, and his ability to help people realize workable
neighborhood solutions. Everyone concemed about pedestrian safety throughout the Twin Cities is
welcome to attend.
In addition to the City Gouncil, other cosponsors include: Capital City Traffic Calming Alliance,
Neighborhoods First!, District 6 Planning Council, Snelling Haniline Community Council, Metro Transit (a
service of the Mertopolitan Council), Minnesota Safety Council, Minnesota Deparnnent of Transportation,
Regions Hospital, Macatester College, University of St Thomas, Metropolitan State University, Transit for
Livable Communities, Midway Chamber of Commerce, The Sierra Club -- Northstaz Chapter, Dayton's
Bluff District 4 Community Council, Merriam Pazk Community Councii, St. Paul Bicycle Advisory Boazd,
West Side Safe Neighborhood Councii, and the Minnesota Bicycle and Pedestrian Alliance.
For more information about the conference, contact conference coordinator, Don Ludemann, at
651-266-8567. For more infomiation about David Engwicht, go to his website at www.lesstraffic.com.
Pedestrian Safety and Traffic Calming Summit Schedule:
Wednesday, May 16, 3:30 p.m — City Conncil Policy Session, 3U0 City Hall
At the regular meeting of the St. Paul City Council, Engwicht will engage councilmembers in a discussion
about traffic solutions that can be promoted by residents citywide, to work in conjunction with engineering
measures like traffic signals, street nanowing, speed humps and diverters. The public and the media aze
welcome to attend.
Thursday, May 17, 8:30 World Trade Center 3rd Floor Auditorinm, 7th and Cedar
Metro azea transportation, traf�c, bicycle, pedestrian and planning professionals are invited to a general
session to learu about Engwicht's "Second Generation" tr�c calming techniques — a chance for lively
interaction, argument and case studies. To ensure your spot, please RSVP to Don Ludemann at
651-266-8567.
Thursday, May 17, 7 p.m. — Great Hall, Metropolitan State University, Maria & E. Siath
To kick offthe neighborhood pedestrian safety summit, you are invited to hear David Engwicht address a
gathering of community activists, neighborhood residents and businesses. A panel discussion will follow
with lots of opportunity for discussion and questions.
- Friday May 18� 8:30-11:3A a.m.
St Paut neighbors are invited on a first-come, first-served basis to participate in a bus tour with ci
t3' ��
neighborhood volunteers, city councilmembers and David Engwicht to visit traffic "hot spots" azound St.
Pau2. Our goat is to brainstorm solutions so that neigfibors can reclaim controI of their streets and the safety
of theu neighborhood. Space is extremely limited. RSVP by calling 651-266-8567.
Satnrday, May 19, 9 a.m. to 2 p.m. — Arlington Iiigh Schoo1,1495 Rice Street
At this capstone.public event, Engwicht will lead discussions_and workshops, encoivagingiesidents to "take
back your streets." Metro azea experts will also conduct a vaziety of h�a�c problem-solving workshops.
Contineatat breai�ast and lunch, served by the Arlington High School Boys Basketbail Team, will be
available for a small donation.
0