262921 � 2�2�21
WHITE - CITY CLERK
PINK - FINANCE COL1T1C11
BLUERY - MAYORTMEN GITY OF SAINT PAITL File NO.
ouncil Resolution
Presented By
Referred To Committee: Date
Out of Committee By Date
WHEREAS, The City of St. Paul entered into Agree�nt #56766M with
the Minnesota Highway Department and Bather-Ringrose-IJ�isfeid, Fnc. to
prepare the T.�.P,I .C.S. Improveroent Plan and Report with priorities and
estimated construction costs for Study Area I , C.F. 255969, and
WHEREAS, The said T.O.P,[�,C.S. Plan and Report has been ccxr+pleted in
_ conformance with the provisions of this agreement, now, therefore, be it
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RESOLVED, That the final Plan and Report prepared by Bather-Ringrose-
Wolsfeld, Inc. and approved by the Director of Public Works, be adopted
as the area-wide T.O.P.I .C,S., p�lan for Study Area I, except that the
priorities and subrnission of approved projects will be at the discretion
of the St. Paul City Council' and the Mayor.
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COUNCILMEN Requested by Department of:
Yeas Butler Nays
� � PUBLIC WORKS - R G. Peterson
Konopatzki In Favor
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Meredith �_ Against BY
� Roedler
Tedesco
Mme.President �r Ii�]At
Adopted by Council: Date
�AN 1 g 1974 Form Approved by ity Attorney
Certi ' sed by cretar BY
By "iv
Approv by or: Date 74 Approved Ma u is ' to C il
By BY
pUBLISNED J� 1919�4
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1
STUDY AREA 1
1 PLAN AN D RE PORT
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' NOVEN�ER , 1973
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, Prepared for : Prepared by:
City of St. Paul Bather-Ringrose-Wolsfeld , Inc .
' St. Paul , Minnesota Roseville , Minnesota
� In Cooperation with :
' United States Department of
Transportation
Federal Highway Administration
' St. Paul , Minnesota
Minnesota Department of Highways
St. Paul , Minnesota
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' PLANNING!TRANSPORTATION/ENGINEERING/ARCHITECTURE
12 November 1973
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' Mr. Robert Peterson
City Traffic Engineer
Traffic Bureau
� Department of Public Works
St. Paul , Minnesota
' Dea r Mr. Peterson : .
Transmitted herein is the TOPICS Plan and Report for the City
of St. Paul . This document includes a detailed analysis of
' TOPICS study projects , a series of recommended traffic opera-
tional improvement plans , and a proposed five-year TOPICS
implementation program. '
' The TOPICS Plan and Report for St. Paul should be brought be-
fore the City Council , Minnesota Highway Department, and Federal
Highway Administration for their approval . Approval of the
' areawide plan precedes approval of the individual improvement
projects which leads to construction .
, The cooperation and assistance provided by your office on this
project is gratefully acknowledged.
' Sincerely ,
BATHER-RINGROSE-WOLSFELD , INC.
' ' .
Richard P. Wolsfeld
� RPW/mjn
' Enc.
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� BATHER: RINGROSE,WOLSFELD, INC. 7101 YORK AVENUE SOUTH EDINA,�Iy11NNESOTA 55435 PHONE 612iB31-2300
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TABLE OF CONTENT5
Page
1I�TR0 DU CTIq N ------------------------------------------------------------------------- �
ESTABLISHMENT OF TQPICS ------------------------------------------------------------- 1
SCOPEOF TOPICS --------------------------------------------------------------------- 1
WORK TASK REQUIREMENTS -------------------------------------------------------------- 2
STUDYAREA -------------------------------------------------------------------------- 3
TRANSPORTATION PLANNING FRAMEWORK------------------------------------------------- �
PURPOSEAND SCOPE ------------------------------------------------------------------- 7
METROPOLITAN �TRANSPORTATION PLANNING ------------------------------------------------ 8
MASS TRANSPORTATION IMPROVEMENTS ---------------------------------------------------- 9
SECOND LEVEL PEDESTRIAN SYSTEM ----------------------------------------------------- 9
I-35E CORRIDOR STUDY ---------------------------------------------------------------- 10
DOWNTOWN PARKING -------------------------------------------------------------------- 11
PREVIOUSSTUDIES -------------------------------------------------------------------- 12
DATAANALYSES ------------------------------------------------------------------------ i5
INVENTORY DATA ---------------------------------------------------------------------- 15
MASS TRANSIT UPERATIONS ------------------------------------------------------------- 16
CAPACrTYANALYSIS ------------------------------------------------------------------- 20
SAFETY ANALYSIS --------------------------------------------------------------------- 33
PERCEIVED TRAFFIC PROBLEMS ---------------------------------------------------------- 43
SUMMARY OF TRAFFIC PROBLEMS --------------------------------------------------------- 43
IDENTIFICATIO N OF TO PIC S PROJECTS --------------------------------------------------- 47
LONG RANGE IMPROVEMENT PLANS -------------------------------------------------------- 47
PROGRAMMED IMPROVEMENTS ------------------------------------------------------------- 52
RECOMMENDED TOPICS PROJECTS --------------------------------------------------------- 52
RECOMMENDED TOPICS IMPROVEMENTS -------------------------------------------------- 59
PREVIOUSLY IDENTIFIED IMPROVEMENTS -------------------------------------------------- 59
PROJECT 1 SHEPAR� ROAD/CHESTNUT ST.INTERCHANGE ------------------------------------- 60
PROJECT 2 MARKET STREET UPGRADING -------------------------------------------------- 65
PROJECT 3 WEST 7TH ST. REALIGNMENT/CIVIC CENTER
ROAONETWORK ---------------------------------------------------------- 68
PROJECT 4 STH ST. BRIDGE OVER I-94 ------------------------------------------------- 71
PROJECT 5 SIBLEY ST. REALIGNMENT --------------------------------------------------- 74
PROJECT 6 8TH/9TH ST. ONE-WAY PAIR ------------------------------------------------- 77
PROJECT 7 7TH ST. TRANSIT IMPROVEMENTS --------------------------------------------- g2
NEW PROJECTS AND MODIFIED IMPROVEMENTS ---------------------------------------------- 85
PROJECT 8 KELLOGG BOULEVARD UPGRADING ---------------------------------------------- g(
PROJECT 9 ROBERT ST. CHANNELIZATION/WIDENING --------------------------------------- 91
PROJECT 10 ST. PETER STREET IMPROVEMENTS -------------------------------------------- 97
PROJECT 11 11TH/12TH STREET IMPROVEMENTS -------------------------------------------- 101
PROJECT 12 IOTH STREET IMPROVEMENTS ------------------------------------------------- 106
PROJECT 13 WASHINGTON STREET UPGRADING ---------------------------------------------- 110 '
PROJECT 14 WABASHA STREET IMPROVEMENT ----------------------------------------------- 113
TRAFFIC CO NTROL S YSTE M IM PRO VE MENTS ----------------------�----------------------- >>>
INTRODUCTION ------------------------------------------------------------------------ 117 '
SIGNAL SYSTEM OBJECTIVES AND CRITERIA ----------------------------------------------- 120
EXISTING SIGNAL SYSTEM ---------------------------------------------------------- 123
ALTERNATIVE SIGNAL SYSTEM IMPROVEMENTS ---------------------------------------------- 133
RECOMMENDATIONS --------------------------------------------------------------------- 156
IM PLEMENTATIO N AND EVALUATIO N ------------------------------------------------------ 159 '
ST. PAUL AREAWIDE TOPICS PLAN ----------------------"'--""'-""-"-"--'---'---'- 159
FEDERAL-AID SYSTEMS ----------------------------------------------------------------- 161
CITY TRAFFIC ENGINEERING FUNCTIONS -------------------------------------------------- 163 ,
EVA�UATION PROGRAM ------------------------------------------------------------------ 164
ENFORCEMENT PRACTICES---------------------------------------------------------------- 166
AP PEN DICES --------------------------------------------------------------------------- i6� '
APPENDIX A: SIGNIFICANT TESTING PROCEDURE ---------------------------------'--"---' 167
APPENDIX B: INVENTORY DATA MAPS ---------------------------------------------------- 171
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LIST OF TABLES
' Table page
1 LEVELS OF SERVICE FOR ARTERIAL STREETS -------------------------------------- 2�
, 2 LEVELS OF SERVICE FOR DOWNTOWN STREETS -------------------------------------- 23
3 1971 ACCIDENT OCCURRENCE BV INTERSECTION ------------------------------------ 3g
' 4 1971 ACCIDENT RATES BY INTERSECTION ----------------------------------------- 39
5 RANK ORDER OF SAFETY PROBLEM AREAS ------------------------------------------ 41
6 CHANGES IN FUNCTIONAL CLASSIFICATION: 1970-1990 ----------------------------- 51
' 7 PROGRAMMED IMPROVEMENTS AS OF AUGUST, 1973 ---------------------------------- 53
8 RECOMMENDED TREATMENT OF TRAFFIC PROBLEMS ----------------------------------- 54-56
' 9 COST ESTIMATES: SHEPARD ROAD/CHESTNUT
STREET INTERCHAP�GE -------------------------------------------------------- 63
10 COST ESTIMATES: MARKET STREET UPGRADING ____________________________________ 66
, 11 COST ESTIMATES: W. 7TH ST. REALIGNMENT/
CIVIC CENTER ROAD NETWORK ------------------------------------------------- 69
12 COST ESTIMATES: 8TH STREET BRIDGE OVER I-94 ________________________________ 72
, 13 COST ESTIMATES: SIBLEY STREET REALIGNMENT __________________________________ 75
14 COST ESTIMATES: 8TH/9TH STREET ONE-WAY PAIR -------------------------------- 7g
' 15 COST ESTIMATES: 7TH ST. TRANSIT IMPROVEMENTS ------------------------------- g3
16 COST ESTIMATES: KELLOGG BOULEVARD CHANNEL-
IZATION ------------------------------------------------------------------- 88
' 17 COST ESTIMATES: ROBERT ST. CHANNELIZATION/
WIDENING ------------------------------------------------------------------ 93
18 COST ESTIMATES: ST. PETER STREET IM-
PROYEMENTS ---------------------------------------------------------------- 99
' 19 COST ESTIMATES: 11TH/12TH STREET IM-
PROVEMENTS ---------------------------------------------------------------- 103
' 20 COST ESTIMATES: IOTH STREET IMPROVEMENTS ___________________________________ 108
21 COST ESTIMATES: WASHINGTON STREET �p-
GRADING ------------------------------------------------------------------ 111
' 22 COST ESTIMATES: WABASHA STREET IMPROVEMENT•--------,------------------------- 114
23 DAILY AND MONTHLY VARIATIONS
IN TRAFFIC VOLUMES ------------------------------------------------------- 129
' 24 REPORTED COSTS AND BENEFITS OF COMPUTERIZED
SIGNAL SYSTEMS IN SELECTED CITIES ---------------------------------------- 136
25 VEHICLE OPERATING COSTS BY VEHICLE TYPE AND
' UNIFORM SPEED OP� CITY STREETS -------------------------------------------- 138
26 VALUE OF TIME BY VEHICLE TYPE ---------------------------------------------- 139
27 EVALUATION OF ALTERNATIVE IMPROVEMENT PLAN 1 :
' UPGRADE EXISTING SYSTEM -------------------------------------------------- 142
28 EVALUATION OF ALTERNATIVE IMPROVEMENT PLAN 2:
INSTALL SPECIAL PURPOSE TRAFFIC RESPONSIVE
SYSTEM ------------------------------------------------------------------- 145
, 29 EVALUATION OF ALTERNATIVE IMPROVEMENT PLAN 3:
INSTALL GENERAL PURPOSE COMPUTERIZED
SYSTEM ------------------------------------------------------------------- 150
' 30 IMPLEMENTATION SCHEDULE ---------------------------------------------------- 160
LIST OF FIGURES
Fi u�e Page
1 STUDY AREA------------------------------------------------------------------- 4
2 1970 FUNCTIONAL CLASSIFICATION ----------------------------------------------- 17
3 1972 TRANSIT SERVICE --------------------------------------------------------- 18
4 BUS STOPS -------------------------------------------------------------------- 19
5 1971 TRAFFIC FLOW------------------------------------------------------------ 25
6 1975 TRAFFIC FLOW------------------------------------------------------------ 26
7 1971 AM PEAK HOUR TRAfFIC FLOW----------------------------------------------- 27
8 1971 PM PEAK HOUR TRAFFIC FLOW----------------------------------------------- 28
9 AM PEAK HOUR LINK V/C RATIOS ------------------------------------------------- 29
10 PM PEAK HOUR LINK V/C RATIOS ------------------------------------------------- 30
11 PEAK HOUR MOBILITY----------------------------------------------------------- 31
12 PEAK HOUR LEVEL OF SERVICE --------------------------------------------------- 32
13 1971 ACCIDENT OCCURRENCE----------------------------------------------------- 35
14 1971 LINK ACCIDENT RATE------------------------------------------------------ 36
15 1971 INTERSECTION ACCIDENT RATES --------------------------------------------- 37
16A ACCIDENT OCCURRENCE fREQUENCY DISTRIBUTION ----------------------------------- 40
166 ACCIDENT RATE FREQUENCY DISTRIBUTION----------------------------------------- 40
17 RANK ORDER OF SAFETY PROBLEM AREAS ------------------------------------------- 42
18 PERCEIVED OPERATIONAL PROBLEMS ----------------------------------------------- 44
19 SUMMARY OF TRAFFIC PROBLEMS -------------------------------------------------- 45
20 DOWNTOWN TRANSPORTATION PLAN ------------------------------------------------- 48
21 1990 FUNCTIONAL CLASSIFICATION ----------------------------------------------- 50 '
22 TOPICS PROJECT LOCATIONS ----------------------------------------------------- 57
23 PROJECT 1 : SHEPARD ROAD/CHESTNUT
STREET INTERCHANGE--------------------------------------------------------- 64 ,
24 PROJECT 2: MARKET STREET UPGRADING ----------------------------------------- 67
25 PROJECT 3: W. 7TH STREET REALIGNMENT/CIVIC
CENTER ROAD P�ETWORK ------------------------------------------------------- 70 '
26 PROJECT 4: 8TH STREET BRIDGE OVER I-94 ------------------------------------- �3
27 PROJECT 5: SIBLEY STREET REALIGNMENT --------------------------------------- 76
28 PROJECT 6: 8TH/9TH STREET ONE-WAY PAIR ------------------------------------- 79-81 '
29 PROJECT 7: 7TH STREET TRANSI7 IMPROVEMENTS --------------------------------- 84
30 PROJECT 8: KELLOGG BOULEVARD UPGRADING ------------------------------------- 89. 90 ,
31 ROBERT STREET ALTERNATIVE TYPICAL SECTIONS ---------------------------------- 94
31A PROJECT 9: ROBERT STREET UPGRADING ----------------------------------------- 95, 96 '
32 PROJECT 10: ST. PETER STREET IMPROVEMENTS ---------------------------------- 100
33 PROJECT 11 : 11TH/12TH STREET IMPROVEMENTS ---------------------------------- 104, 105
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� INTRODUCTION
1
ESTABLISHMENT OF TOPICS
' The United States has become an urban-based nation in the
7ast 50 years and has become dependent upon the automobile
, as the principa7 mode of transporation . By 1985 , ' it is
expected that 80 percent of the population will live in
urban areas wf�ich will increase congestion on city streets .
As a recognition of the existing and future traffic pro-
, hlems in the nation ' s cities , the Traffic Operations Pro-
gram to Increase Capacity and Safety (TOPICS ) was begun to
help relieve traffic congestion and provide safer traffic
, f7ow .
TOPICS was established by Congress in Section 10 of the
' Federal -aid Highway Act of 1968. Congress has provided
funds to each State for the deve7opment of a program aimed
at reducing urban traffic operational problems . The
TOPICS program in each urban area of more than 5 ,000 popu-
, lation consists of traffic operational improvements on a
network of urban arteria7 streets and other heavily used
facilities . The improvements are made in accordance with
' an area-wide p7an which specifies the general scope of the
improvements , the estimated costs and a priority schedule .
TOPICS funds may be used on any Federal -aid route for
"TOPICS type" improvements . However , a special "TOPICS
, network" is also established which inc7udes facilities
heretofore not designated for Federa7 -aid . This TOPICS
network is cal7ed the Federal -aid Primary Type II system.
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SCOPE OF TOPICS
' TOPICS has been designed to maximize the efficiency of ur-
ban streets in terms of capacity and safety by providing
funds for improvement projects . TOPICS funds are limited to
' operational kinds of improvements usually confined to the
existing street right-of-way . Certain critical locations
may exist , however , in which extensive construction is ac-
' ceptable in order to eliminate a bottleneck area which hinders
traffic operations along a route of otherwise adequate capa-
�; ty .
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The following types of improvements are examp7es of projects �
eligib7e for Federal -aid participation under the TOPICS pro-
gram.
. Channelization of intersectlons '
. Widening of traffic lanes
. Adding traffic lanes to intersection approaches
. Installation of demand responsive traffic con-
trol systems
. Installation of traffic surveillance systems
. Upgrading of traffic signs , signa7s and pavement
markings
. Construction of transit stops loading areas and
shelters
. Installation of highway lighting
. On-street parking revisions
. Construction of pedestrian grade separations
. Construction of railroad grade separations
. Construction of roadway grade separations
. Construction or reconstruction of short street
segments to estab7ish route continuity
. Construction of parking facilities to serve mass
transportation passengers
WORK TASK REQUIREMENTS
In the State of Minnesota , the development of a Traffic
Operations Program includes four major steps :
1 . Conduct a comprehensive street inventory
2. Publish a TOPICS Plan and Report
3 . Implement improvements
4. Maintain and evaluate the improvements
This document serves as the TOPICS Plan and Report for the
St . Paul Centra] Business District and the immediate��sur-
rounding area . Several requirements must be met and docu-
mented in order to obtain Federal and State approval of
the Plan and Report . These requirements are summarized
below . '
. TOPICS projects are to be based upon a compre-
hensive traffic eng.ineering analysis of the '
inventory of the study area street system and
be 7isted by gene.ral order of priority with
estimated costs for each project .
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, . The analysis should include an eva7uation of
existing traffic laws and enforcement practices
as we] 1 as existing traffic operational prac-
' tices re7evant to the maintenance of efficient
traffic service .
' . TOPICS projects shal ] be based upon a con-
tinuin� comprehensive transportation planning
process .
' . TOPICS projects are to be coordinated with
projects developed for public transportation
and the improvement of mass transit services .
' . The urban area must demonstrate that it main-
tains a continuing traffic engineering opera-
, tion supported by a qualified traffic engineer
and technica7 staff as necessary .
. A continuing surveillance program and mainten-
, ance program must be established by the City .
. Evaluation studies must be specified which mea-
' sure the effectiveness of both the overall plan
and individual improvements in reducing acci -
dents and increasing capacity .
, . A Federal -aid Primary Type II street system in-
c] uding arterial and collector streets and other
streets with heavy traffic use , must be esta-
' blished for State and Federal approval .
, STUDY AREA
The St . Paul TOPICS study area is depicted in Figure 1 . The
study area is bounded by Broadway Avenue on the east , the
� Mississippi River on the south , Smith Avenue on the west and
proposed I- 35E and I-94 on the north . This area includes
the greatest urban activity in St . Pau] and was felt to have
' the most severe traffic operational problems for immediate
action through the TOPICS program.
' The study area is characterized by several unique physical
restrictions on efficient traffic movement .
The street system is made up of distinct areas in which one
, street system is poorly coordinated with the street system in
a neighboring area . The system bounded by Broadway Street ,
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SAINT PAUL TOPICS PJE
1
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NOTE�THIS MAP IS PFiEPARED FOR PLAN-
NING PURPpSES ANO SHOlJ�O NQT ��' � �`
BE SCALEO WHERE ACCLJRATE �"p �
MEASUREMENTS ARE RE�OIREp Sl�� F�y.� ,6'c�'
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�^'y � " 3 P �■■� STUDY AREA BOUNDARY
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GOODRICH AVE. ,
P STUDY AREA
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FIGURE 1 ,
v k�ather
stud area �nC wolsfeld ,n�.
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' 12th Street , St. Peter Street , and Ke7logg Boulevard , con-
tains a rectangu7ar grid system oriented to the Mississippi
River. The adjacent Western CBD area is bounded by St .
' . Peter Street , Kellogg Boulevard and proposed I-35E . Mos�
of the streets in this area are rotated approximately 45
from the streets in the CBD area . However , the o�^ientation
' of the through traffic facilities in the Western CBD are
inconsistent with the internal street pattern , as evidenced
by West Seventh Street which connects the CBD to the Irvine
' Park Area and Kellogg Bou7evard which connects the Cathedra]
area to the CBD . This inefficient and inconvenient street
system results in odd-shaped land parcels , numerous skewed
' and multi -legged intersections , and indirect routing .
These inconsistencies in the overall street pattern between
Sherman Street in the Ir.vine Park area and Broadway Street
' on the East side of the downtown area , are caused by several
factors . The topograph.y of the core area is one contributing
factor . Steep hills and bluffs surround the St . Paul CBD on
� the river side and generally define the alignment of Kellogg
Boulevard . The bluff diverges from the river in the vicinity
of St . Peter Street with the river curving southwest and the
, bluff northwest. The rbads at the base of the b] uff follow
the river; the roads on the bluff west of St . Peter follow
the bluff . More recently , the construction of high volume
exit and entrance ramps connecting the downtown to the free-
, ways has substantially altered the character and function of
many of the downtown streets and intersections . The result
of these factors is complicated , multi - legged intersections ,
, circuitous routing and undesir�ble land parce7s in and around �
downtown St . Paul . Attempts to improve transportation service
will have to recognize the causes of the existing problems in
, order to effectively solve them.
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� TRANSPORTATION PLANNIN�
� FRANIEWORK
' PURPOSE AND SCOPE
' Many contributing factors and physica] constraints
exist in the downtown St . Paul area which influence the
kind of so] utions selected . For example , the majority of
' the TOPICS study area is intensely developed which limits
the scope and scale of a given improvement . In general ,
intersection capacity and safety prob7ems cannot be solved
by extensive widening or other major geometric changes .
' On the other hand , large segments of the TOPICS study area
are undergoing or are planned for redevelopment . In these
situations , ma�or construction and reconstruction is pos-
' sib7e to solve existing traffic operational problems .
In addition, the traffic engineering department of the St .
' Paul Department of Public Works has been continuously
active and involved in �he planning and redevelopment
of the downtown area . A five-year traffic operational
improvement program is maintained and updated by the
� Traffic Bureau and is in conformance with p7ans and pro-
grams of other agencies in St. Paul and the metropolitan
area . Thus , a sound planning framework is available in
' which TOPICS improvements can be recommended and imple-
mented .
' A brief review of the planning framework follows . Planning
being done at the metropolitan 3eve1 for highways and transit
as well , as work being done in downtown St . Paul by the St .
Paul Housing and Redevelopment Authority are presented , in
' terms of their relationship with the City ' s five-year improve-
ment plan . The intent of this Plan and Report , therefore , is
to establish a coordinated improvement program, by general order
' of priority , which conforms to and supplements the City ' s five-
year improvement plan ' and which reflects the general goals of
other related programs being developed for downtown St. Paul .
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METROPOLITAN TRANSPORTATION PLANNING
On December 14 , 1972 , the Metropo7itan Council of the Twin
Cities Area adopted the revised Transportation Section of
the Metropo] itan Development Guide (MDG) . This document
covers the need for and location of airports , highways ,
and mass transit facilities . In addition , the document
will serve as the Comprehensive Metropolitan Transportation
Plan for thoroughfares and transit which is a requirement
of the Federa7 Government relative to programs such as TOPICS .
The Transportation Section of the MDG contains a policy plan
and a program for developing transportation facilities . The
implementation program for transit and highways has several
implications regarding the St. Paul TOPICS Study Area . The
following are taken from the document:
, Completion of the Interstate System is in the Stage I
( 1973- 1975) program and includes I -35E from the
Capito7 area to the southwest.
. Completion of the Metropolitan Transit Commission ' s
five-year capital program .
. Expansion of express bus service in the Stage I program. ,
. Investigation of transit space within the T . H . 3
right-of-way . �
. Research , planning , development and location engineer-
ing of the fast- ] ink transit system. '
. Installation of people-mover systems or other distri -
bution systems in the downtowns in Stage II ( 1975- 1980) .
. Construct the first stage transit guideways ( 1975- 1980) . '
The impact of these and other programs at the metropolitan ,
level vary according to the emphasis and priority given to
certain projects . However , the CBD of St. Paul is one of the
most important sub-areas within the metropolitan area and '
will undoubtedly be affected by several of the Stage I and
Stage II projects . Actual design , construction , operation ,
and maintenance of various highway and transit facilities will
rest with other agencies such as the Metropolitan Transit Com- ,
mission , Minnesota Department of Highways and City and County
Highway Departments . Thus , the programs established at the met-
ropolitan ] evel are of great importance to the City of St . Paul . '
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� MASS TRANSPORTATION IMPROVEMENTS
� The Metropolitan Transit Commission , MTC , is responsible
for the planning and operation of mass transit facilities
in the seven county metropolitan area. The Transportation
Section of the MDG as prepared by the Metropolitan Council
� conflicts with MTC long- range transit plan . However, the
Metropolitan Council ' s preliminary Stage I transit imple-
mentation program includes the completion of the MTC ' s five-
� year capital program and the research , planning , development
and location engineering of a fast-link transit system. In
addition , expanded and improved express bus service is
recommended. The recommendations have an impact upon the
� kind of traffic operational solutions developed under TOPICS
and it is necessary to include provisions for transit opera-
tions in any recommended street improvements . Such provisions
� include both regular bus vehicles as well as smaller bus
vehicles . Downtown St. Paul is currently served by QT buses
which also connect to the Capitol area. These small vehicles
� require less maneuvering room than larger vehicles and may
therefore be used on streets otherwise unable to carry transit
vehicles .
� Another significant study in progress is the St. Paul People
Circulation and Distribution Study or " People Mover" study.
Preliminary concept recommendations of this study have strong
� implications on TOPICS improvements . These are phased as
follows :
� • Bus in mixed traffic with fringe parking
• Bus in exclusive area with fringe parking
� • Exclusive transit malls
' Development of a regional transportation center
� • Automated people mover with pedestrian malls
� Thus , the objectives of the recommended TOPICS improvements
must be in keeping with long-range development plans geared
toward non automobile modes of travel in the core area of
St. Paul .
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SECOND LEVEL PEDESTRIAN SYSTEM
' A second level pedestrian system is planned for the St. Paul
CBD which will ultimately extend from the Civic Center to
Sibley Street and from Kellogg Boulevard to 8th Street. This
' system will serve several functions including:
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' Improved pedestrian accessibility in all seasons
with protected pedestrian routes to all parts of
the CBD.
' Connections between peripheral parking areas and
the core area in conjunction with an automated
people mover system.
• An alternative to at-grade conflicts with vehicular
traffic.
The impact of such a system in terms of reducing the need for
roadway improvements cannot be quantified. However , an extensive
second level pedestrian system will provide several benefits .
Some of these benefits include :
• A reduction in on-street parking needs in the
core area since remote parking becomes more
attractive if pedestrians are protected from
the elements . This , of course, requires that �
remote CBD parking be available and that an
automated people mover be provided for long
trips . However, the second level pedestrian �
walkways are critical in providing the necessary
continuity to the pedestrians final destination .
• As on-street parking needs in the core area �
are reduced , immediate benefits in roadway
capacity and safety are realized. Thus , the
second level pedestrian system may directly �
or indirectly eliminate the need ( or delay
the need) for roadway widening or other
geometric improvements .
' While the need for pedestrian intervals on �
signal equipment will not be eliminated ,
it is possible that some intersections may �
experience a reduced pedestrian volume
thereby allowing more efficient use of
green time for vehicular flow. �
I -35E CORRIDOR STUDY
Another important factor that is of significance to TOPICS is �
the I -35E Corridor Study. This study was recently completed
and investigated the impact of the freeway in its presently '
proposed location as well as alternative corridor locations .
The results of this study may affect access to the CBD and
vehicle distribution within the CBD. Thus , the traffic opera-
tions improvement program for the downtown should be evaluated '
in light of the impact that I-35E will have .
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� DOWNTOWN PARKING
On-street parking in downtown St . Pau] is genera7ly allowed
� on most streets with peak hour parking prohibitions enforced
on several arterial st'�eet,s . Severa7 major parking ramps and
off-street parking lots� exist and account for the majority of
� the parking supply . Data obtained in 7965 showed that more
than 85% of the parking spaces in the core area of St . Paul
were off-street spaces . Since that time additional off-street
parking has been provided , most notab7y in the Civic Center
� Ramp .
Because of the inherent incompatibility of on-street parking
� with traffic movement ( as well as street maintenance) , it is
recommended that all on-street parking in the TOPICS Study
Area be systematically eliminated and replaced by off-street
� parking facilities . The benefits of such a policy are :
. Increased roadway capacity without additiona]
street construction or right-of-way acquisition
� . Elimination of accident hazards between moving
traffic and vehicles parking or unparking
� . Increased capabi ] ity to provide exclusive transit
lanes or wider sidewalks for pedestrian use
� The current "people mover" study has made preliminary recommenda-
tions regarding the development of fringe parking locations in
conjunction with the phased development of an automated people
� mover . As this study progresses , it is recommended that TOPICS
funds be obtained to help finance the development of fringe
parking facilities . This is in keeping with the intent of the
� TOPICS guidelines which state that Federal -aid participation
is available for the "development of fringe and transportation
corridor parking facilities to serve other public mass trans -
portation passengers " .
� Therefore , TOPICS projects presented in this report include
recommendations for the removal of on-street parking as an
� effective and economical means of increasing the capacity
and safety of downtown traffic operations .
�
�
t
, 1 ]
PREVIOUS STUDIES
Extensive work has been done by the City of St. Pau] and .by
other agencies in developing short and long-range programs
to improve the social , economic , and transportation opportuni -
ties in downtown St. Paul . A brief summary of some of these
past efforts is presented below in order to establish a his-
torical framework for the deve7opment of TOPICS improvements
in the St . Paul Study Area .
September , ]959
"Downtown Traffic"
Department of Public Works - City of St . Paul
This document presents the findings of a CBD cordon
study and post card interview survey . The recom-
mendations of the report , based upon 1980 forecasts ,
resulted in the Jackson/Sibley one-way pair ; the �
Seventh/Eighth one-way pair ; and numerous signal ,
parking , and pedestrian oriented improvements .
June 1963 �
"Central Business District - A Concept for Its Deve7opment"
Planning Board - City of St. Pau] �
This report sets forth a concept plan for the Central
Business District based upon 18 development goals .
The plan addresses itself to the total urban environ- �
ment of which transportation is an important element .
Major recommendations of the plan included the develop-
ment of exclusive pedestrian/bus streets on 7th Street , �
4th Street , and Robert Street . Elimination of on-street
and surface parking along with a second level pedestrian
movement system were also recommended . �
September , 1963
"Preliminary Engineering Report - Downtown Renewa ] Project"
Department of Public Works - City of St. Paul �
This report made recommendations concerning the design
and construction of streets and utilities to serve the �
downtown renewal project in the general area bounded
by 7th S�reet � Jackson Street � Kellogg Boulevard , and
Wabasha Street . Recommendations included right-of-way
needs � street widening , and sidewalk construction . �
'
,
12 '
�
�
� February , 1966
"A General Appraisal of Parking in the Central Area of St .
Paul , Minnesota"
Barton-Aschman Associates
� This report defines the parking needs of down-
town St. Pau7 with special emphasis on the Down-
� town Urban Renewal Project . A recommended parking
program is presented along with design and opera-
ti�on standa�ds , cost estimates , and an implementa-
� tion program.
December , 1968
" Central Business District Weste,rn Area"
� Planning Board - City of St . Paul
This report deals with the western CBD area
� lying on ei'ther side of West 7th Street from
Wabasha Street to Smith Avenue . The report con-
siders the circulation problem in the context of
� housing , commercial , medical , and civic devel'op-
ments in the western GBD area . Recommendations
are made relative to land use and transportation .
� July , 1970
"Transportation Plan for the St . Paul Core Area"
Bather-Ringrose-Wolsfeld , Inc .
� This report developed a transportation plan
for autos , buses , and pedestrians based upon ;the
evaluation and modification of several tested
� transportation networks . A parking plan was a7so
recommended and a staging program specified .
� The TOPICS Plan and Report for downtown St . Paul wil ] neces-
sarily bui7d upon these past studies and ref7ect the changes
that have occurred in the interim . In addition , TOPICS
� improvements must be coordinated with current efforts now
in progress at all levels of government .
�
�
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'
, l3
�
�
�
� DATA ANALYSES
M
INVENTORY DATA
� In order to quantify and eva7uate known and suspected problem
areas , a comprehensive inventory of the existing street sys-
tem is required . The data collected are used to establish
� the existence of a capacity problem, safety problem, or a
mobility problem ; measure its magnitude and compare it with
other problem areas to aid in establishing priorities .
� The street inventory data are coded to individual street
segments or links and stored in computer tape . The City of
� St . Paul completed the data collection in October, 1970 .
Thus , complete information on any given segment of roadway is
available on one page of computer printout . The information
obtained for each segment consists of the following :
� Physica7 Characteristsics
� Length Surface type
R/W width Divided or undivided
Surfaced width Speed limit
� Driving ] anes Intersection contro7s
Parking lanes Turning lanes
One-way or Two- Truck , bus or snow
way f]ow emergency route
� Traffic Operating Characteristics
� Functiona7 classification
Traffic volumes - existing and forecasted
Peak hour traffic volumes
� Travel speeds
Roadway capacity
Parking and Safety Characteristics
� On-street parking conditions
Loading zones - truck , transit , cabs
t Entrances
Accident rates
Accident type
, Extensive information is gathered in the street inventory .
In order to make maximum use of this information in the analysis ,
' 15
the traffic data are presented on maps . The Appendix of
this report contains several inventory maps which summarize
important inventory items . These maps serve as references
for the ana7ysis conducted in deve7oping the Plan and
Report . Other maps , presented in the body of this report ,
include accidents , traffic volumes and capacity summaries .
These maps , although primarily inventory summaries , con-
tain information of greater importance and greater interest
than the Appendix maps .
The streets included in the TOPICS inventory ( as shown in
Figure 7 ) are designated according to their 1970 functional
classification in Figure 2 . Also , many of the streets and
highways inventoried are presently included in the Federal -
aid Primary Type I , Federal -aid Secondary or the Federal -aid
Urban systems . A correlation between the functiona] hier- �
archy and Federal -aid hierarchy is one goa7 of this report .
Further discussion of this point appears with the presentation
of the recommended Federal -aid Primary Type II system. �
MASS TRANSIT OPERATION �
The existing mass transit service in the TOPICS study area
is shown in Figure 3 with bus stop locations shown in
Figure 4 . The MTC operates most of the buses serving down- �
town with additional service provided by South and West
St . Paul Transit .
It will be noted that some transit service is within one block �
of most of the TOPICS study area while service is in the core
area is available on nearly every street . Operational prob-
lems occur as a result of bus- in-mixed traffic and curb-side �
bus stops . In addition , peak hour traffic flow is less
efficient because buses in mixed traffic greatly reduce
roadway capacity . �
�
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16 '
�
H
� SAINT PAUL TOPICS P��
P`'�ty �
J��JE _
� �:.:. , ,' S1.
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NING PURPOSES ANO SHOLILD NOT �� � �9 �
BE SCALED WHERE ACCURATE �"p 9T S
MEASUREMENTS ARE REpUIREp 'r.�' ��.r 6C.S
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� < ,�P � PRINCIPAL ARTERIAL
�000R��M A�E � P ..... MINOR ARTERIAL
� F
N ��QP ������������������ COLLECTOR
e� ���
a �
5�� �p� � SOURCE' CITY OF ST. PAUL
� �� �
��
� �,
� F�GURE 2
1970 functional v l�ather
�C ringrose
1 classification n Wolsfeld ,n�.
' ,7
H
SAINT PAUL TOPICS ao����`P�� ;
i ��`� g�
4 �
.�, .' ����� \\ St�
NORTH �y � t
� �osS �y
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SCALE C�� �b,� �9f ,� (r
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NOTE�THIS MAP IS PREPARED FOR PLAN-
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NING PLJRPOSES ANO SHOULD NQi ��� � /L C�9n� �
BE SCALEO WHERE ACCURATE /��+"fl 2 .2 T �
MEASUREMENTS ARE REpQ IqED ZTp�.��� �\ /�n� �y�f A \ 6h5�
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RAMSEV ST �
(GRAND NE.)
��59
FORBES AVE. �
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GOOORICH AVE. J �
�■■■■ SOUTH AND WEST
� �Q ST. PAUL TRANSIT
o ��� 2so RUNS PER DAY �
P �
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FIGURE 3 �
v I�ather
• • �C ringrose
1972 trans�t serv�ce n wolsfeld ,n�. �
- ,$ . r
�
H
� SAINT PAUL TOPICS PJE
5.<y �
J�\�P _
� , St.
'4�� \��r
NORTH �y
�? �y<.
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� SCALE Ct�` 'y �FP� ,( `c�'t.
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'S'q �`S `1�, S �rS
O 250 � 1000 FEET �� \�tl�P{.' \2 � S� �.9Q
�. �- �
� NOTE:THIS MAP IS PREPARE❑ FOR PLAN- S4 � � `n��� I ��y.o
NING PURPOSES ANO SHOUlO NOT' FA (%/ 1 �9 �
BE SCALEO WHERE ACCURATE �'fl �(� � .�
MEASLJREMENTS ARE REpUIREO `r.�� ` ST 6��
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' FIGURE 4
v l�ather
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1 bus stops � wolsfeld inc.
' 19
CAPACITY ANALYSIS
Capacity Defined
The Highway Research Board ' s Specia7 Report 87 , HIGHWAY
CAPACITY MANUAL - 7965 , defines capacity as a maximum num-
ber of vehic7es which has a reasonab7e expectation of passing
over a given section of a lane or a roadway in one direction
( or in both directions for a two-7ane or a three- ] ane highway)
during a given time period under prevailing roadway and traffic
conditions . Capacity is typically expressed as an hourly
volume. The capacity would not norma7ly be exceeded without
changing one or more of the conditions that prevai ] . In
expressing capacity , the prevailing roadway and traffic
conditions under which the capacity is app7icable must be
stated .
Prevailing Conditions
The capacity of a roadway depends upon a number of conditions .
Composition of traffic , roadway alignment, roadway width , and
number of lanes are a few of those conditions which may be
referred to collectively as the prevailing conditions . �
The prevailing conditions may be divided into two general
groups - ( 1 ) those that are established by the physica7 fea- �
tures of the roadway , and ( 2) those that are dependent on the
nature of traffic on the roadway .
Those in the first group , none of which change unless some �
construction or reconstruction is performed , are 'referred to
as the prevailing roadway conditions . Those in the second
group , any of which may change or be changed from hour to hour �
or during various periods of the day , are referred to as the
prevailing traffic conditions .
Level of Service �
Level of service is a term which denotes any one of an infinite
number of differing combinations of operating conditions that �
may occur on a given lane or roadway when it is accommodating
various traffic volumes . Level of service is a qualitative
measure of the effect of a number of factors , which include �
speed and trave] time , traffic interruptions , freedom •to
maneuver , safety , driving comfort and convenience , and operat-
ing costs . In practice , specific leve7s of service are defined t
in terms of particular limiting values of these factors .
'
20 �
�
�
� From the viewpoint of the driver , low volumes provide
higher 7evels of service than greater volumes on the same
� roadway . Thus , the level of service for any particular
roadway varies inversely as some function of the vo7ume .
The Capacity Manua7 includes descriptions of prevailing
� traffic f7ow c�nditions , which represent several levels of
service and encompass a working range of volumes and speeds
from free flow to capacity . It is intended that these
� , descriptions provide guidelines from which a volume and
operating speed are selected and corresponds to a level of
service best adapted to the specific need . Table 1 lists
the speed and volume/capacity relationships corresponding
Mto specific levels of service for urban arterial streets .
� TABLE 7
LEVELS OF SERVICE FOR ARTERIAL STREETS
Source : HIGHWAY CAPACITY MANUAL - ]965
�
TRAFFIC FLOW CONDITIONS
� AUERAGE
OVERALL LIKELY SERVICE
LEVEL TRAVEL PEAK- VOLUME/
� OF SPEED LOAD HOUR CAPACITY
SERUICE DESCRIPTION (MPH) FACTOR FACTOR RATIO
� A Relative Free Flow 30 0 . 0 0 . 70 0 .60
B Stable F7ow
� (slight delay) 25 0 . 1 0 . 80 0 . 70
C Stable Flow
(Acceptable
� delay) 20 0 . 3 0 . 85 0 . 80
D Approaching unstable
� F7ow
( to7erab]e delay) 15 0 . 7 0. 90 0 . 90
' E Unstable Flow Approx .
15 ] . 0 0 . 95 1 .00
F Forced Flow 15 ( not ( not ( not
� mean- mean- mean-
ing- ing- ing-
ful ) ful ) ful )
'
' 21
Downtown Streets
In the central business district , many important streets have
as their primary function service to loca7 businesses , by
cars , buses and trucks . Efficient service to through traffic
is often of secondary concern , a7though certain strategically
located downtown streets may be converted to an arterial -type
operation during the peak hours . Typically , the downtown
flow involves a substantial percentage of circulatory traffic
and heavy pedestrian vo7umes conflict with large turning
volumes . A considerable number of buses and loca] service
trucks are present which restrict smooth flow because of the
nature of their operation . For extended sections of downtown
streets , it is not possible , therefore to develop typical
speed-v/c ratio relationships . The capacities of apparently
similar downtown streets can vary widely , due to differing �
conditions .
The Capacity Manua] suggests that it is not realistic to
relate downtown street operation to the rating scales for other �
urban streets including the determination of a level of service ,
given a demand vo7ume and operating speed . However , a level
of service sca7e for downtown streets , based entire7y on �
average overa7l travel speeds , is suggested . No attempt is
made to re7ate to volumes carried , because so many factors
and frictions are present . In partieular , closely spaced inter-
sections , each accommodating significant vehicular and pedes- �
trian volumes on the cross streets , are normally present which
requires that signals be set to accommodate a greater percen-
tage of cross traffic than is often the case on out-lying �
arterials . Because each intersection has its own characteris-
tics , it controls only the block immediate]y upstream. Hence ,
performance over a section of roadway is almost impossible to �
specify .
The Capacity Manual recommends , therefore , that downtown streets
be first analyzed intersection by intersection , for capacity �
or service volume purposes . Given a knowledge of trave7 times
through the section , a genera] measure of the level of service
can then be obtained . Table 2 lists the speed ranges which �
correspond to a .general level of service for downtown streets .
,
r
. �
22 '
�
�
� TABLE 2
LEVELS OF SERVICE FOR DOWNTOWN STREETS
� Source : HIGHWAY CAPACITY MANUAL - 1965
TRAFFIC FLOW CONDITIONS
�
LEVEL AVERAGE
� OF OVERALL
SERVICE DESCRIPTION SPEED (MPH)
� A Relatively Free Flow 25
B Stable F7ow (slight de7ay) 20
� C Stable Flow (acceptable delay) 15
D Approaching Unstable Flow
� ( to] erable de7ay) i0
E Unstable Flow Be7ow 10
� but moving
F Forced Flow Stop-and Go
� Determination of Leve] of Service
Based upon the foregoing discussion , the streets in the
� St . Paul TOPICS study area were separated into two groups
prior to determining existing levels of service . One group
includes those streets lying within the area bounded by
St . Peter Street , 12th Street, Broadway Street and Kellogg
� Boulevard . These streets are considered primarily "downtown"
streets and are , therefore , analyzed according to the recom-
mended procedures for downtown streets . All other facilities
� in the TOPICS study area comprise the second group and were
analyzed according to the speed-v/c procedures specified in
the Capaci ty Manua7 .
� Presented in Figures 5 , 6 , 7 , 8, 9 and ] 0 are the pertinent
inventory data relating to volume , capacity ratios ( v/c) for
all links in the study area . The figures present the fol7ow-
' ing information .
. Figures 5 and 6 depict 1971 and 1975 24-hour traffic
' volumes and indicate the major travel corridors and
the general growth in travel demand expected .
'
� 23
. Figures 7 and 8 depict the ] 971 peak hour traffic
vo7umes , by direction , for both the a .m. and p .m .
peak hours .
. Figures 9 and 70 depict the 1977 volume/capacity
ratios for the respective a .m. and p .m. peak hour
volumes shown in Figures 7 and 8. The ] ink v/c
ratios are computed by dividing the peak hour
vo7umes by the service volume for Level of
Service C .
The evaluation of peak hour level of service was supplemented
by an analysis of peak hour mobility in terms of average peak
hour operating speeds on each link . Figure 11 il7ustrates
these speeds in mi7es per hour (mph) which reflect the worst
peak hour conditions reported in the inventory . This informa-
tion , in conjunction with the peak hour v/c ratios of Figures
9 and ]0 , were compared and evaluated to determine a peak hour
leve7 of service for each street outside the downtown area .
Levels of service in the downtown area are based upon link
travel speeds . The resu7ts of this analysis are illustrated
in Figure 72 .
It will be noted that a significant proportion of streets in
the study area operate in level of service D , E or F during
the peak hours . The evaluation of the seriousness of this �
finding is subject to two major questions : '
. Is peak hour 7eve7 of service an appropriate cri - �
teria for evaluating downtown traffic operations?
. Is level of service D a "prob]em" and should
efforts be made to eliminate level D operations ? �
These questions were discussed with City staff and the follow-
ing conclusions were made . �
. Efficient peak hour traffic oper.ations should
be the design goal in view of the prevailing
. " traffic problem" throughout most of the day . �
. Level of service C should be the design goal .
However , due to the severe limitations on large ,
scale geometric improvements , especially in the
core area , it is recognized that level of service
C may not be attainable in all area . In addition , �
area operating in ] evel of service E or F should
generally receive first priority .
These conclusions will be input to the subsequent selection �
of improvement projects as well as to the relative priority
established for each project .
24 �
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�
� SAINT PAUL TOPICS �,� P�
,�`� �
' � 5�.
.�w,:�. ���c
NORTH �`,� rs<
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NOTE- TNIS MAP IS PRER4RE0 FOR PLAN S � P
NING PURPOSES ANO 9HOlJlO NOi �.. (��y
BE SCALED WHERE ACCURATE �9 � �{_ �L'P 'p .IL� M1�b �l�� � �(
MEASUREMENTS ARE REOUIFEO �� ��Y SJ'� 1� b"" '!i� SO ��? s�
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FORBES AVE. �
ti. \
,��'� N �.P�y ��� ;��° LEGEND
MC BOAL AVE. �
' y�
3^` o ; O
r
�
$ < � .� Q,P
GOODRICH AVE. W ,
� P ....................5000
= W
a � Q� J ...................10000
, a � Q Q
, �,
�,� V ..............20000
..
P� �.�� /A
o �+ ..............30000
9� (QPP
� �� ��� VEHICLES PER DAY
�^ NOTE:DATA BASED ON COUNTS TAKEN
IN 1967 THROUGH 1971
,
' FIGURE 5
�ather
• rmgrose
! 1971 traff�c flow
�� wolsfeld inc.
' 25
�
P�
SAINT PAUL TOPICS ���,� �
,� � Z�
���c
NORTH �',� S,.
}--y �°
SC��� � �i^,p.` � 5S.
y� s b �y1. � 1�
so� r g'� �� � e' Z
9
O 2�.�0 � 100D FEET (� �� � \2m
789� 9,D � w ,i � �.9i'
Sj � `J` � � le Qn �
`��
NOTE�THIS MAP IS PREPYREO FOR PLAN f
NING PLJRPOSES AND SHOULO NOT �� � � > �`
BE SCAlEO WHERE ACCUfiATE '➢
MEASUREMENTS ARE REOUIqED Sl� � �' SS�
�' � S) g 6�'�
a
ef� �p ,� s<
�" � ,,..
� ` � $
Qb � ,� � �5 �
ed�� � �Q � � �� p� V�
zb� �, � �A ►�p
Q pm ST � �
iS � � � ��
s
��(����e�` �;y`� �� srn 5T �� qi � �p �,� 9C�s'' '
o � � Q�. zb �l�" r
e� = 9
OO b � ��� s, �
61A ST ,d � /
c,�si� � � � �F ��$ � a� �
r q., 0� $�`'b
s�� `v � ,
�i,y�ryGT ,p � '� � � , 7pp�� Z �9�00 ��O ' �:p �
c4'
sr PT � ,� ��� � pp° a � p 'St.�'
P '� �" p= I .���'�cp
��§i, � 1,(� d9Q� �� � N� 8300 700� � /� �
sr �,�r o� Q�s� � ' �
o° ,p t000 F �euoo �e� �/�
^o° � P" °�<e
5` �Sr [Y SP�NG � `'i
� � ��Yc{'�-�M P�P2y� � � ��
11500 8300 5000 4000 4.� _O�O y 4. '
� 7�
aaMSer sr � rv
(GRAND NE.1 Q � � 1,0� � .
b
FORBES AVE. y� ��p0 ��CP '
� � P�P� ��� ''`� � LEGEN D
MC BOAL AVE. ���
y� � '
3
�`^` "' � '@� �P
� �
� Q
w �
GOODNICH GVE. w �
� P ....................5000
� � W
� � ,� ���Q Q ................10000 '
��y � ...............20000
�� ••����••••••30000
y � VEHICLES PER DAY '
r� �,��
�
'
FIGURE 6 '
v k�other
■ ringrose
��► wolsfeld inc.
1975 traff�c flow t
26 1
'
H
' SAINT PAUL �PICS � P��
��.� �
J��
' St
�.... �� \\�
NORTH �'`s„ St
;o•.
' SCA�LE''..(k'r'���y� CFO �2 ��9� 5'(. \r��(.
S� 4p y�s� `n.� yt. 9h
� m9sy s'� ' �� \ rsc, �_
O 250 50O 1000 FEET 9f� \�,O�PF.' � \2�� � \ S����\o^ 0 �.94
� J`� �� I\ Q� � ��O l�,, � ,t/�O�' �
NOTE�THIS MAP IS PREPAREO FOR PLAN• A +�� \ \ y� � \ �� �
NING PIJRPOSES AND SHOlJLO NOT F� � �� � � / �� �ZO \
BE SCALEO WHERE ACCURATE �� `� �/�� � � w \/ � Z-
MEASUREMENTS ARE REOUIPEO Sl' \ V'� / Z \ \ �/+ \� / �Q S
O � rL'� ���py p � ����-V�\sT �� ��%Q_D� y�h
� ,�\ib \ � \O �P
' /�/� \� , l�\ S'(.
�0�o P'�' � \'��^ \�`p�\��l ����` .=f'}��p `� �O� \:a� �"�n��`6�'��`o ''c �(
�� � �/H�� \ ll�� � � �q+ /�ZJ'�\ pl�y�
�.�`�' � "Y� � � ���� `9p „p 1Z, �6 %� s � � "`� \ �.�� ('��.(�� 0�0
q _np S, �gv-��b \p ``Lv.. � .l1� \/ � �.p /�- VG
�� �9�� � � �/� '(�� p� ��p 6� `�$,LO� y�j,�� �� E��"�h�
pth 57 \ �\� ��� At� 'l` � 'l�(�'� � � \�LT"\i �(-
-r
MARSHALL AVE. �� � „p'� ��Q 'A '� �� pi?� / �� � A�,��� .�o ��,90
�� \� � �s'' \ �� 3� \ � 2 a).� v k
��(�'�c �,��` �' ��_ — � �,.p� a� � 6`� � " 6� '" �'� �9',,\p``9� ��s� 9�s
, B<` � !o p } ��' � °J.' ', !�� � A,�, �� Zr_ep `6'� �°GT ��'
o _ �0 1 �co 1� �� �T' n �0,. � �O� 2l � ��� i �^� 9,rr a� %
_ � . s
�$ � �o s�n sz � ��_�Sb,pp � rb �b a°A � � � �PR`�` /%
�,� _ a_ ro�� t —56p � °(� � '� �� ���������$j ��q0� �
s� �t` � N +8'�8'��' ,$�N, s,a �°, �\ � Z�o �.��p � �� �o ,��'
. ' �v<ry s�� \ � 3$! ��I^sr W N � N. ��� � /`�7 5Zi �b/0' a� ���/�
s GrsT � �'J ��" \ �/qQ 3 � +�� �1���1` � �„p \�'/��,�,p���,St''/ ���
y``��A._ \ p, \ �C`y �`w gi 1� ���� �p �S Fy .% 2 �
/
t °"S� �oy� ��R� , �' �� .- `—iao`�� $r���°_+ 5�� 90 �oo;a
� �° %� ,
� F �_ /���,
� �, p / �/ �\ ��� qCCe
�\\
� g'� � Sr ,p SpR1N�ST�%���`
,{-(�yy� J
� �� � � 25�1. "`v Y
\ / � / �� � �+P � ///
' a — —� ' 3� � �`+ p � y~ ��� i� /�
RAMSEV� �O 'C� �/ / ��O \ / /
� �V ,, \�ayo
(GRAND �LE.`� I i� � ,�,�Q ``� � p�`,.
_� °�, f�J� � �y�, \ /�
' /
FORBES AVE. �Z/ \�O_/
`$$� ?�� �h �`� ° �9��LEGEND
/ � p{P ,ft�`2 ,\qj0p
MC BOAL AVE. g
1 ��y� Q7� � z
5 3
3 �" a � ,m� ,�P DIRECTION OF FLOW
�000R��� AVE `��_ � P� ��oo DIRECTIONAL PEAK HOUR
� ,� N� ��Qe VOLUME
�
e°/`��
a �
5~� .Q.,� �PP/
' �y ��) 5�
T �
' /
' FIGURE 7
1971 am peak hour v I�ather
• ringrose
f �� wolsfeld inc.
1 traffic low
1 27
H
SAINT PAUL TOPICS �y P�� �
J���'�� '
-.: ,.: �� \\CS'(.
NORTH �
� SS
�O�
SCALE C� �b �F9�, ,� ,c�iS
O ZZ S 1�
/� Yp F`,, S�, y.�. 9h _�.(�-
=_ ;�' .�:::� ��m s o9 ,�p � \6�p-
: . ._: ys �` �c
O 250 � 100D FEET �9 \ V"Zf�.' � \2� �L�� �� g�y
S+� y�, pJ \9p / � ..O SB7�� � �.94
-�p DP-
�`,� � � N�' � � ��'`.\��i� 1
NOTE�THIS MAP IS PREPAREO FOR PLAN- 4 Q
�� \ yg`� W� �
NING PURPOSES ANO SHOULO NOT �� � ���'1j�^/�1� 9 �'v �� � �
BE SCALED WHERE ACCURATE �S � � �� � � \rd' �� �� � 'o� � `90 St.
MEASUREMENTS ARE REpUIREO l� � ,(,�,p � ��� y�� / '�fpZ� �+l 6'C
�'�o O �,�,,p,p 6 � /Z�/� /\�� � �\ $\�� \ /����o \i r
�f' � � `�� �o0 5t
4�'� a`" / &,�,{� �'Y �i �' ��\�'�`O� \- � g'l�' /�'� \���c,�
0 \l p �b"r i � \/ � O� ���/ `v b A��.
yJ�� �l \� / � �/\�/ry(��+��� �\� ���Q� �' �� \/ \ \ /��,•� \ '^GG 0y0
� �., ���
� � � O
/ /� ����/�\��.� � Vf �� �r� ��il`\ / � � \ ��,�'r.p/
/�{� qfh ST \ L �$� �O O� � � {7�' � � @'
MARSHALL AVE. I I�O� i\��� \/�Q � � ��,/ ��\ � �(�Q� �� /l�\�O OJ,�,(� �9
�� ._�^ Q ��J //�� / � ���O' //�\ \ �+\ 7/9 O49L
••l! �,�
<�oC �� �' 9330 _300� �j � 9'� `D� � �i ,� �� 2�l ���49� �s� �
�B<`o cP��`' _����s �g 2 a ��^,� .�O .a `� �P � �`b� i g ,r
� $ d �y� ;
1 `7qp j � ° �big �� �'S'� �'l� T�^� ,r�, 0� R°
�•V� p 6r�ST ���{ ��,� ���y0 /�� �\ ��` 6�\� �` � � ,,p� �� �P��%�
��"s 4'20 ��l� � � -pp � � `� "a i� D1� i�°O' ,/i
� � 9� � a�
pt` �� 4�" 49p_lN��620 1�Qgl Q ���p• i� ��,�lp� �' /_� �.-,�1, � �2 �i
F ,,p ,.p ��,qO
sr Y'� FY `O
�v� S�`� � ,�y�Q��3.�24�t h w �`~' Z p6�Q 65Q.� ��DIJ/ 3��rd''�p � .-�" - rL10
y y�'S P'� $� �'j� b� �}, a � `$o `,Pt � � ��� � 'l�,,p 1F�'���s/' �,�/
SF� T ,`` f�9 �_"O � � i 3�0��, �� �0 �,.�•'2<pS j,
�'S �r�'�� /��'b i��Q ��^��� `26CT"� �1� � 7gp 5�,a .�`\'.A� �
r 6B0 �p 'C� /
��� \ ` 2� F 310 � ;/��
���� � .R"�
�6�� ,$� �" � ��?��e sT \'I�l SPµM�SS.'/�P � /
/ � / ! � �`. 5~...r"U�. //
� ^p��{, O P�P2 ���
'_5`� / ��r°�pr � ��``�dg�� 3� \."y~ `bad��, �O i
i
440- 170-� 1� �� , �� �(�
RAMSEY ST. (� �p \ \ 7"
(GRAND NE.)� � R% � �, �/ A._� /(��/ /�O
p v0 �,�7
�� 'V
FORBES AVE. � � O�/
g,�
Q� �,p� ti. ,� ��O
�7SQ ���' +P2h ��5�� � ,�o� � LEGEND
P � ���
MC BOAL AVE. �
oy� ��. y 3
�1 `� a � 0� �P — DIRECTION OF FLOW
GOODRICH AVE. P,y�
,4 =�� J � ��o DIRECTIONAL PEAK HOUR
,� ��, �,QQ VOLUME �
�
e°���'�
• P� �
h•�� ��Q (QP
5� / '
�y \
� �
FIGURE 8 '
1971 pm peak hour v l�ather
- r�ngrose
f IQ�/ �� wolsfeld inc.
traff�c 1
2$ 1
'
H
, SAINT PAUL TOPICS P�
��zay �
J�\
2��,�:�.�
� Ss
- ���� „�
NORTH ,� rst
' o
SCAL-�� CFO �2y �F,�l '( y�(.
'ft9 YP �`j� `f`� 5'C y`�5. 1\r
�� �9 s'� �9 � '(.
O 25D 500 tOOO FEET �y9s� \�,0`�P4,� � \2m 9p � S / \ �� \,g4
��' i`' 6 ��2
1 �� �� .L� �
NOTE�THIS MAP IS PREPAqEO FOR PLAN- �F' Z � y� O�
NING PURPOSES GND SHOLILD NQT F� � �
BE SCALEO WHERE ACCURATE �'P w •� Z T / / -(.
MEASUFEMENTS ARE REpUIREp ST �� 6 sr� •p . 60�'
F�� p � '� � �
' � ' •� \ �� 6 6 l� . .� •� ,� ��St.
,q0�° P,,,, •,, ' � '� 6 .,� .i ,
5
J���� a ,3 `� •u� a 's .� " +� 't�,� °° ,� e,o
�i � � •c9 a GG
� � a •u� a a '-' °
rorn sr \ �� A �� ��
MARSHALL AVE. � � (� •�6 R �1 •A 6 � 4 �O
9
�`�< .3 ` Z �� • �1s a � 9�� �'�s
�r� J .� � �Ly `PT l,
'G� �V� 9rh 5T •61 ro
' a<�a � �! _ 4� .� 6 .,, 1 °9 � �
3 M '� s� �°
n N 6�h5T 4 g '� 6 .,, ,� �,,R�` ,.,.:i;
-� , 'l �. � .� i
h
� /;"
� ��s� � � .� Q - �N � 'B 6 a •� e /� ZD F %
' sr z sm sr .w
H \• �
v�tiLT ��� / a .A f Q � � �N �a ' �.
t
syF S� P4 �4 3 0 '� r0 ' `'.
x z .4 � Z.-'Z�'
�msr ro � •�1 `�'�� W .4 � �: iv A v, i
� �� �� � �� ��
h g •S a F4�� /�,
ti ? SPPM�ST
h //
p �'.
1 6 � R��� �� �,P� �
.5 .5 .4 .5 .4 .4 R` `�+ '6' y~ +�a ��
�,M�Y n .2 a ��
cc,aano ra�.� .
., •�► � /
� FORBES AVE. •
� 5� 5 `
� PJP� ��� L E G E N D
MC BOA^ AVE � Y
' ry� � 3 \O
� ' < ,�P .s VOLUME TO CAPACITY RATIO
GOODRICM AVE.
� Q`
1 � � ��Q
��
� po��,�i�� NOTE: SERVICE VOLUME FOR LEVEL OF
a � SERVICE C USED AS THE BASE
' S� �PP CAPACITY
�� �� /
' /
' FIGURE 9
am peak hour link 'v' l�ather
• �C ringrose
1 v/c ratios � wolsfeld inc.
' 29
H
SAINT PAUL TOPICS PJ�
��y�ty '�
J��
, .:� ,,• ��� \\�5t.
NORTH �`�, �5�
0
SC_,}'�LT��� cC` 'L �F'9l' '( 'c`''l
O� y��o s� Z� 9CS� 1�
�B9Sy S� 9 � � S1.
O 25O 500 10D0 FEET 9J+.` \S�'OPJE � �2�9p' e '� a S r 0 \.94
(Q � � �
S � ` T /
NOTE:THIS MAP IS PFEPARED FOR PLAN- � ��'. J �/, (� �4� O�
NING PURPOSES AND SHpULO NOT �A � ! •� A �9 /
BE SCALEO WHERE ACCURATE �'fl .
MEASUREMENTS ARE REOUIFEO T.� � � 6 ,� � �� � � ` •�e �� �t��'�
�O � 6
�m �t
�'' 4 g rO •�r '6� � D� ,� 5r
'��� „ �' h •.� 6 A
�
g •,a
0 ���P •B p, '� � '�ti 's °` �'� g .�, 6 �' •�r ap p"� e�o
G
y 7', g \ � � •7ag 'S 6 ,� � '6' a � •6�rP� o�
�
a�n sz ;5 � ' 6 •�.� y � h 'a ,� 9
MARSHALL AVE. � � '� 6 s a 6 4 �90
ir ,� �� � 9 4
`�<< � 3 3 g g .a, b •6' g g 4 ``s 9s
�� 'y�� N ern sr � 'ST Dt '� 9�g �' �
e<�o s s N � � m 6 Q 6 1 •� ,� ,�
9
c �: N em sT '8 a ' 6 6 `S r° 'l .,�, '� 6�'P`�`/=�
s �. .4 N .4 N Q ��5 •`L //
��' '?4 � �. `� �"' 6 '� g Z '� �
s � 5,h ST 1
'�` y N " 't� \p /
�9<"� Q.,�°� y °� � � � .4 w iF .a � 1 ,.
sy� sr P� 's 3` o � ��6 6 Z-'�,S`,,
� �9 W 2 �� � , Z
�'oa g •�!' �� 5 .6 a� � ..6 � 6 5 •4, �`/
sr �~� � '
� 5 � �� F4CCF \Q �
�,l ,� �} � Sp{iM�SS//
�� /� � y��� pJp� / �
6 .5 .4 .S �0.4 7 h 4.+- r�� �
aamser sr .2
(GRAND �&E.� �
0
FORBES AVE. • ' �
In y y%. �� �
F pJP2 ��� LEGEND
MC BOAL AVE.
�`�� � � 3 O '
� ' _ � �• ��P .� VOLUME TO CAPACITY RATIO
GOOORICH AVE. �'
� Q`
ti
. F
1� H �QQ\ �
0���
e����`� NOTE� SERVICE VOLUME FOR LEVEL OF
e� SERVICE C USED AS THE BASE
�\�
y� y`�'�P/ CAPACITY '
/ '
FIGURE 10 ,
pm peak hour link v l�ather
• ringrose
�� wolsfeld inc.
�/c ratios 1
30 '
,
i H
SAINT PAUL TOPICS P�
����� �
J��
' �� \\\�St.
NORTH �
�> �S<
� ,o
' SCALE cF� �2 �9� St. 51.
19 49 �^�' s,� 5�(. y�
0
:� ' ';. `.:,_,:�� Bys `�'� '�9 � yS.
O 25O 5D0 1000 FEET y9s� \�,OVPF,� � \2�� I� �q 0� �,
� �b �� � �/ �� T �iLn�� �0 g4
T ` `ti
' NOTE�THIS MAP IS PREPARE� FOFi PIAN• A F' \N � w �yM�T//A-` /� a� �
NING PURPOSES ANO SHOULO NQi F� �� ` �O 'r � � � V- �
BE SCALEO WHERE ACCUFATE � � \A �F � �� � \� 5.�,
MEASUFiEMENTS ARE REpU1RED l, S�
a�o � 0 � '� �p g s' �6+ � �� 6�
' \ ,
�.�a �� 'f � ?6 � �9 �v� � � � 6��u� 5"s
� � � �
0 J��\�P � ��6 � $ a,� �� `\ � � �� � �j pct,(� e o
y .� /� �2
� � �� � ,l� `J �� V'� � � \a (� � /�\6�OVG
S!
pth gT ��`j" �
MARSHALL AVE. � 9 \\ 6 �Z ��� �/ \� � � \� // � (� 4 �90
�F<<, �4 18 g 4�' �� �� '( a' Z 9<< �'�
' ��� �E �.S \ � �Q '6 \� ir.9 s�, ,r�
�' (V 91h ST rQ �
eCl�O � Q� � � � ` �\� �G
14 24 4� �V � �i � v 9
� a'�^� s" "° �
^ em sr 24 18 �q �� ,� � � qj �� ,�, ,�PC'�` ��
c�S� �, 919 2g� �7 � � 7 16 � � � 6 'a `� \� 6` � i
' sr� � Sth ST y � 19 4� �CD 6 t9 .� �.
�
�.q�rych, � 9 � e �� w � Z 6 W 7 6' `� .
� � o Of i�aD fO � .•'t
StiF� S'' p�� � g RD x a z�16 � 8 � 7 � R;,-2,�5
� �`s'' �°�� �9F ¢ W � �27 � 14 � 11 .a .
5�' s' 'p
R n�ti ,(� �►j Fa� �
� /��
ti e �ti
g'` e y.T SP�N�5S.
/�� ti �
' \\ �va `a��� 9 PyPry
13 2 6 12�� 26 20 `�+u '� y~ � �
RAMSEY ST � rv
(GRAND ME:� � �a � � \6
, FORBES AVE.
��a y�" �. �
N �P� ��� LEGEND
MC BOAL AVE. i
, y` N 4
��` N a 3 �P ao LOWEST PEAK HOUR
�°°°R"" "�E P, SPEED(M PH)
ti J
N �
' � �a �QQ�
��
'S Po��\��
0
, �� �PP
�y 5�
�
' /
' FIGURE 11
v l�ather
eak hour mobilit ��� rwolsfeld inc.
1 p Y
' 31
H
SAINT PAUL TOPICS PJ�
��`�`{ �
,,��'� -
_ ,. ,4� \�St.
NORTH �`
� SS
�O�
SCALE �Qy� �.�,2 ���.� � yl. \�r�1.
'Y Ff S.� r'�, qh
O
:. � ;:, �',`. �A9s S� r9 S
S'
O 2Fi0 .:AO 1000 FEET y9s� \�,OJP�f.' � �7�� 0� �.94
�, �,
J�� � � T
NOTE�THIS MAP IS PREPARED FOR PLAN• +�
NING PURPOSES ANO 5HOULD IVQT ��'�, 9
BE SCALED WHERE ACCURATE "p �(
MEASUF7EMENTS AFiE REpUIREO S.� ^ f.' VCZ'
�� l' V
� ' � SS
G 5°
q0�° � p,�, C� q � � G q��
0J� �0 0
G �'
� � T � � G �a
MARSHALL AVE. q
9 ��L
A L
���<r��c ��4. 9rngT �9ov ((s� 9��
a<� s G �s
O B ^ 9S� � �Q/i�
V
C�S� � G �P�/,.;
sr� � /�
ky�ryGr ��� z � v
sT � a
s�,� x �o
�'`�. Q� B� /
s, �
�
� � � B eq� '
n �/ SpfON�/
v e
� �� Py '
�+ �1.
?v
RAM Y ST
(GRAND A�E.)
FORBES AVE. '
�.P�� 2��~ LEGEND
� �
MC BOAL A`E. �
y description of level '
�
3^' a ; ,�P traffic flow of
GOOORICH A�� , P conditions service
� . A reJ tivel free flow
- QQ �� W��, �� St� A '
��� B stal�l-e I�ni with B
Po �� � sligM ay
Pe° o `� C Stable flow with
5` ys� � � acceptable delay C �
ry
a flo�hw�t`�`�ofSera� �
� a��ay
/ � �able or forced E/F ,
FIGURE 12 '
eak hour � v I�ather
f serv�ce �nC r,�lsfeld ;��.
evel 0 1
32 '
,
,
, SAFETY ANALYSIS
' Accident data within the St. Pau7 TOPICS Study Area has been
col7ected and summarized in several ways . Figure ] 3 summarizes
the 1971 accident occurrence along with personal injuries .
' The open circ7es represent the total number of accidents while
the closed circles represent the number of persons injured .
' These accidents were related to traffic volume in two ways .
Figure 14 illustrates the accident rate by 7ink in terms of
vehicle m11es of travel while Figure 15 presents the accident
rate by intersection in terms of mil7ion vehicles entering an
' intersection .
The magnitude of the acc�dent problem is evidenced by the
' fact that 134 intersections have accidents associated with
them with a total of 827 accidents reported in 1971 . In order
to reduce this data to a workable level , significance tests
, were made using standard statistical techniques . The purpose
of the significance test is to provide a check upon the more
arbitrary method of eliminating accident locations with rela
tively few accidents or a re7atively ] ow accident rate. A
' description of the statistical technique is presented in the
Appendix.
' Table 3 lists the accident occurrence in the St . Paul TOPICS
study area for intersections having 5 or more accidents .
Table 4 is a simi7ar list of accident rates for intersections
having an accident rate of 0 . 5 accidents per million vehicles
' entering the intersection or greater.
Figure 16A is a plot of the frequency distribution of accidents
, by intersection as presented in Table 3. Four break points are
defined which specify increasingly greater accident potential .
The accident potential so defined , however , may be caused by
, one or more physical or operational factors or may be a result
of greater traffic volumes .
Figure 166 is a plot of the frequency distribution of accident
' rates by intersection obtained from the data listed in Table 4.
Also shown are the breakpoints of increasingly greater accident
potential in terms of accident rate . Thus , hazard groups are
' again defined which represent significantly differer�t levels of
accident potential based upon accident rates .
In order to obtain an overall ranking of accident problem areas
t the intersections listed in Tab7e 3 and Table 4 were compared in
terms of their re] ative ranking in each listing . Those intersec-
tions with high ranks ( low numbers ) in both tables are considered
, to be significant safety problem areas . The 29 highest ranked
intersections in the study area are listed in Table 5 which also
' 33
lists the rank.s established in Table 3 and Table 4 . Thus , the
greatest emphasis is placed upon projects resolving the accident
problems at these 29 intersections as opposed to accidents ob-
served at all 134 intersections in the study area .
Figure l7 depicts the location of these 29 intersections in the
study area . All 29 intersections were identified in a "very high " '
of "high" hazard group at least once . It is of interest to note
that 7th Street and Robert Street each appear in the listing six
times while Wabasha Street appears five times . This indicates
an overall operational problem as opposed to isolated accident
problem areas such as Shepard Road and Chestnut Street .
These finding will be input to the selection of improvement
projects as well as to the relative priority established for
each project .
'
,
'
,
�
1
,
�
'
34 ,
'
H E-
' SAINT PAUL TOPICS P��
�PS��y n
J��
� 5<.
`9�� ��r
NO RTH �y,� S�
ar
, SCALE �Fa �2 ��P�, SS 5t.
�1'��1;.���'� 49 Yv ZFSO s� yt, 9ti
A9S S� 9 5�(.
O 25O 500 1000 FEET y9 \ OJ�F. � ��'m. eC
,r �� ��J� PJ �\� r ���' \�94
, � �� �Q �` �
NOTE�THIS MAP IS PFiEPAREO FOR PLAN- �0
NING PIJRPOSES ANO SHOULO NOT �A � �9 �
BE SCALEO WHERE ACCURATE �'D 9T� �(
MEASUREMENTS ARE REOUIREO �.� FsT ��S'
�O
, P� ' SS
5c
1��� `v
�0 P'� �
� Ac O
yJ� � G 0�
O�'
/ ��V
/�{I rorn 5T m
MARSHALL AVE. I �o
�L 90
�F 9� 49L
<�GC �� 9 (s S
' � 9rh ST �o j,
6�LO � � G�
C`L �1`�, ,�0. P��
ii-
h ST `NPR��../_.:,.i
C,� i-i
s� �' /j_
' srfi z h sr y N N � '
�` w
'`q<ryGT ��� 2 j z W �
s a � �
� .5t.
syF r P`�� � �° z i ,��
�,, 9� w � � i>
, Sr �s c� 3 �:-;
�I �'T /
5 j'
F
1 Qc(esl Spp1N�SS' j�".
5� �j
�p� P�p� �/
' �+a �~ j%
RAMSEY ST
�\ /
(6RAND ME.) /
' FORBES AVE.
� h� LEGEND
r P�P2 ,(���
9
MC BOAL AVE 2
' 1 W N 4
�,��y 3
�P ONE ACCIDENT
�000R��� AVE a � �P� � NOTE: THIS SYMBOL INDICATES THE
NUMBER OF PERSONAL INJURY
� � QQ` AND PROPERTY DAMAGE
� ACCIDENTS
�
� � ONE PERSON INJURED
po ,�� .
NOTE: THIS SYMBOL INDICATES THE
5^� ��?°�� � NUMBER OF PEOPLE INJURED
� 5 //
�� /
,
� FIGURE 13
� v I�ather
1971 acc�dent occurrence �C wolsfeld ,n�.
1 n
' 35
H
SAINT PAUL TOPICS J���S� PJ� uy'
`x� :; ,�� \\�52.
NORTH �`
�, SS
�� � \O�
SCALE � C� � 9l � ZS-
O y c'(, ,���`
,� Y9 F`�,o s� �t. 9a�
::' ::; ,�;,�:: B9sy J+�\ v� m O\ �S.
O 250 � 1000 FEET 9s 0J�4.' �2 / J�( O � �.9p
.� ��J�' P \9�` �� �O� O m`LO�
NOTE�THIS MAP IS PREPAPED FOR PLAN- �A� ;�� � O�O(� � rey",�IJO � O�O` " •�
NING PIJRPO5E5 ANO SHOULD fVOi �' r �y
BE SCALED WHERE ACCURATE � `� O� � O\ 9�'� � 0� (� 5<.
MEASLIREMENTS AfiE RE�QUIREO �` �O� Q� \ � O, S`�,\ �Y O y��
�. / O /
�4�°°� �� � �i /�o��02 0��\ �Z� �� , ��` o p o O� p�s.
0 J�.a P � �� ���Z ��� p'u�2� �a �,, p� .�0�' p� ,� "°� 0 0
e � �� Q�O� ` �. ��h O � Q �VG
/ ' A �, 'd`�rO �ej.°� �, p /1 '��\ Q� � ,���
/,'( pth ST �� p w
MARSHALL AVE. I � Oe �1' 9 �Y/�Z•` O� � Q� Y�O� O_
7 �
�- 05 �' t7� � � \� 9 9��i
����� �E '2 �� \.t STj �� � �'6� Q� �g �'a ,p\r0 ii9 ��s�, 9�,r,,
91ry g7 O � C�gi
c e��O �� � a �6 �'c� OO
07� O ,� � O,a F� ��,�� R°�
�'2 �3 � !�, � �i O �
• N ern Sr � �
O� � �i /�j
c�s� � � .3� Q6 � '�.'� 0°J44 J O,m p `� 'b .b�
sr�c •S' � � sm sr y_2 22 N � t9 O '�• � ,
�'<ti �� p �m w 2 ' h ,.S W Q4 � u',y� 9�'.
r �• � Z � cvF � !
���5
syF �Sr P � �9 � o C= 4 Q �Z�O, ,�2�y5
�`.s o"� a• og�, .3 � � o M j
, ���� .� ,, 9 � 1.6 34 3A N � ,
'4'� �B �� e < O
�a �� 0 e� SPPoN�St�� N
� 'O �
(� `\ �\ o���� �+P�� ,
Q4 00 O ♦`�+ �~ O O� �
RAMSEY STr•l 0.3 � 3 0.1 O• '2'v �
(GRAND lNE.) \\ O� O\ Q, ` �.
� �� O•
FORBES AVE. �•� �g ,
d . �5� �`' OO
� �.P �� ti.� LEGEND
MC BOAL AVE �
Z� N ,
''�` � < ; ti���P a.o NUMBER OF ACCIDENTS
GOODRICM AVE. � � P PER MILLION VEHICLE
`� = MILES TRAVELED
M
� QQ '
��
� g
e°�����
QO /
S� �� ,
y� /
�y
� �
FIGURE 14 �
v l�ather
■ • �C r�ngrose
1971 I�nk acc�dent rates n ,�Isfeld �n�. 1
36 '
'
f�
' SAINT PAUL TOPICS P��
�'�y h
����P`' n
�
`9�� \\�`
St
NORTH ��
J`� S�
\�r
' SCAy�%�.�'���, c�o �2 ��F9� �� ��. 5<.
t �9 y�"s s,� 9yt. 9r
9m9s S� p9 `• � St.
�L9 J5 J�, ,M �. n c
O 250 500 1000 FEET f� \�,BP.�E' \�' 9A � �( y 0 �-9A
CQ� �� } �
, Q T
NOTE'� THIS MAP IS PREPAREp FOR PLAN- �� �� +�F' �A ef
NING PURPOSES ANO SHOULO NpT F� � � � �yn" �' � !
BE SCA�ED WHERE ACCURATE �P �� Z� � T� t, \
MEASUREMENTS ARE qEQU1RED �.� `\(� � � O y`�
�° �rO 6 �•�. 2. �0
, � � 6 1 �� ,� �r5t
.��o �'.� �
40 P�� �.6 Z� 6 .°� 5�.
J�,a �.y � ro 6 R h °' e��
5 �. 'l �• � '� o��
T. �p �,.
, IAih ST \� \ ' ,Lg g \� 'l 6 � � �,,
' MARSHALL AVE. � � � 6 � 't ` v ��y�y.
��<<� ���, L4 .1 A � �A 6 ','� 1 4, �`s� 9�ss
, C 9,h ST 2 ` �
0
6``� �° I.0 �g 2.2 \6 \:y 9 :, e 1 ,�`�� (9s� � a� �
6�h5, �� .1 ,2 �`•Z g'� �'P`�`�
8 3
�"�'s� �,. 1.6 �1.3 �� �\ �O 9 �6 3
� � � •
sr� z sn s, �' .4 .8 \• �j rO � � j�
`G,9�'YL �4.,g F f z "i \• y i
Y
S/y� T �• P4. CTJ p � � f0 \` ''��'(�' / .�
Sr � p z .5 �3
•�9 J
��''r "� �� �a ��s, �� �I.T •5 � �
, y
,,
POG(
�o '� q,�y� e Sr SPR�c+�Sz ,,��
h //
�
h 'b �� �e��� ��
� �� ti� � �'+� .r� �� �
RAMSEV ST aV /
(GRAND ME.) j
, 2 1 �
iORBES AVE.
e,P�y ���� LEGEND
MC BOAL AVE. '�
, ^��� ;
3 Q ,�P 2.o NUMBER OF ACCIDENTS
�°°°R"" "�E � P PER MILLION VEHICLES
� N �Q ENTERING AN INTERSECTION
ie
�� ;��
e� ���
e�
;!
1 y� ��P /
5 �'t'� /
��
1 /�
' FIGURE 15
1971 i ntersect ion v �nt"ose
ri g
c� ent rates �n wolsfeld ,n�.
1 ac d
' 37
,
TABLE 3
1971 ACCIDENT OCCURRENCE BY INTERSECTION
(5 accidents or more )
'
NUMBER OF
RANK INTERSECTION ACCIDENTS
1 9th and St. Peter 26
2 12th and Wabasha 24
3 Shepard and Chestnut 20
4 12th and Jackson 17
5 8th and Cedar 16
5 7th and Ramsey 16
5 7th and Robert 16
5 7th and Jackson 16
5 7th and Wacouta 16
10 Warner and Jackson 15
11 7th and St. Peter 14
11 7th and Wabasha 14
11 6th and Robert 14
11 Warner and Sibley 14
15 lOth and Robert 13
15 8th and Robert 13
15 Kellogg and Wabasha 13
18 12th and Robert 12
18 llth and Robert 12
18 lOth and Wabasha 12
18 7th and Sibley 12
18 6th and Main .12
18 5th and Main 12
24 7th and 5th 11
24 4th and Wabasha 11
24 Kellogg and Robert 11
27 6th and Wabasha 10
27 6th and Wall 10
27 Smith and Chestnut 10
30 8th and Wabasha 9
30 7th and Chestnut 9
30 5th and Washington 9
30 Smith and Ramsey 9
30 Exchange and Chestnut 9
35 12th and Minnesota 8
35 llth and Jackson 8
35 7th and Wall 8
35 6th and Exchange 8
35 6th and St. Peter 8
35 5th and St. Peter 8
35 5th and Wabasha 8
42 12th and Cedar 7
42 llth and Wabasha 7
42 lOth and Jackson 7
42 7th and Smith 7
42 5th and Smith 7
42 4th and Robert 7
42 Kellogg and Washington 7
42 Kellogg and Jackson 7
42 Kellogg and Sibley 7
51 lOth and St. Peter 6
51 lOth and Minnesota 6
51 9th and Minnesota 6
51 8th and Jackson 6
51 7th and Kellogg 6
56 llth and Cedar 5
56 9th and Main 5
56 6th and Smith 5
56 6th and Washington 5
56 6th and Jackson 5
56 5th and Robert 5
56 5th and Jackson 5
56 4th and Cedar 5
56 4th and Minnesota 5
56 Kellogg and St. Peter 5
56 Kellogg and Broadway 5
56 Smith and Cliff 5
56 Exchange and Wabasha 5
38
'
1
, TABLE 4
1971 ACCIDENT �tATES BY INTERSECTION
' (0. 5 accident rate or greater)
' ACCIDENT
RANK INTERSECTION RATE
, 1 12th and Wabasha 3.8 54 4th and Cedar 1.0
1 6th and Main 3.8 54 Kellogg and Broadway 1.0
3 9th and St. Peter 3.3 54 Exchange and Wabasha 1.0
3 Warner and Sibley 3.3 54 lOth and Main
5 Shepard and Chestnut 2•$ 54 Smith and Chestnut 1.0
6 8th and Cedar 2•5 54 Exchange and Eagle 1.0
' 7 lOtn and Robert 2.4
7 5th and Washington 2 q 64 Kellogg and Robert 0.9
9 12th and Jackson 2.3 64 7th and Wall p,g
9 7th and Ramsey Z 3 64 Sth and Cedar p,g
11 llth and Robert Z Z 64 5th and Wall p,g
11 6th and Exchange z,2 68 7th and Smith 0.8
' 13 9th and Minnesota z,l 68 4th and Robert p,g
14 7th and Jackson 2,p 68 llth and Minnesota p,g
14 7th and Wacouta Z � 68 Sth and Market 0.8
14 Exchan e and Chestnut 2,p 68 2nd and Jackson p,g
17 12th and Robert 1.9 �3 Kellogg and Jackson p,7
' 18 6th and Wall 1.8 �3 8th and Jackson p,7
18 12th and Minnesota 1.8 73 6th and Jackson p,7
18 8th and Sibley 1.8 �3 5th and Jackson p,7
21 lOth and Wabasha 1.7 �3 7th and Forbes p,7
73 7th and Walnut p,7
21 6th and Robert 1.7 73 5th and Sibley p,7
, 21 Smith and Ramsey 1.7 73 4th and Sibley p,7
21 Kellogg and Washington 1.7 73 Kello
25 7th and Robert 1.6 99 and Wacouta p,7
p5 Warner and Jackson 1.6 73 Kellogg and Wall p,7
25 7th and St. Peter 1.6 73 9th and Cedar p,7
25 8th and Robert 1.6 84 7th and Kellogg 0.6
' 25 Sth and Smith 1.6 84 5th and Robert 0.6
25 lOth and Minnesota 1.6 84 Kellogg and St. Peter 0.6
31 4th and Wabasha 1.5 84 8th and Minnesota 0.6
32 7th and Wabasha 1.4 84 6th and Sibley 0.6
32 7th and Chestnut 1.3 84 4th and St. Peter 0-6
32 9th and Main 1.4 84 Kellogg and Minnesota 0.6
, 35 5th and Main 1.3 84 9th and Robert 0.6
35 6th and Wabasha 1.3 84 6th and Minnesota 0.6
35 5th and St. Peter 1.3 84 lOth and Cedar 0.6
35 lOth and St. Peter 1.3 84 Sth and Auditorium 0.6
35 lOth and Sibley 1.3 84 4th and Wacouta 0.6
, 40 6th and St. Peter 1.2 84 Smith and Sherman 0.6
40 12th and Cedar 1.2 84 Chestnut and Ryan 0.6
40 llth and Jackson 1.2 84 Ramsey and Exchange 0.6
40 llth and Wabasha 1.2 99 7th and Cedar 0.5
40 4th and Minnesota 1.2 99 7th and Minnesota 0.5
45 Kellogg and Wabasha 1.1 99 7th and Olive 0.5
' 45 7th and Sibley 1.1 99 6th and Auditorium 0.5
45 7th and 5th 1.1 99 Kellogg and Cedar 0.5
45 5th and Wabasha 1.1 99 7th and Leech 0.5
45 llth and Cedar 1.1 99 7th and Sherman 0.5
45 6th and Washington 1.1 99 Kellogg and Market 0.5
45 Smith and Cliff 1.1 99 5th and Minnesota 0.5
' 99 2nd and Sibley 0.5
45 9th and Exchange 1.1 gg 4th and Washington 0.5
45 Sth and Temperance 1.1 gg 4th and Broadway 0.5
54 8th and Wabasha 1.0
54 lOth and Jackson 1.0
' 54 6th and Smith 1.0
'
,
' 39
FIGURE 16A
30 very hi h accident occurrence
'� 25 acciden� occurrence • • •
.............................. frequency distribution
�� zo
c� � high accident occurrence
� 15
............. ..............................................................................
10
mo� rate
acc�ent occurrer�ce
� 5 ...................................................... ..............................
low accident occurrence
0
0 10 20 30 40 50 60 70 80 90 100 110 12p 130
rank
FIGURE 16B
4A accident rate
� . . .
.� 3� frequency distribution
� 3.o very high accident rate
� 2.5
� ...... .......................................
.�
� 2.0
� high accident rate
L 1.5
............................ ....................
�"� mo41 rate
' accic�ent rate
� �� .......
......................................................................
low accident rate
0
0 10 20 30 40 50 60 70 80 90 100 110 120 130
rank
40
'
,
� TABLE 5
RANK ORDER OF SAFETY PROBLEM AREAS
, TION TABLE 3 TABLF 4 SUM
RANK INTERSEC
' 1 12th & Wabasha 2 1 3
2 9th & St . Peter 1 3 4
3 Shepard & Chestnut 3 5 8
' 4 8th & Cedar 5 6 11
5 12th & Jackson 4 9 13
6 7th & Ramsey 5 9 14
' 6 Warner & Sibley 11 3 14
8 7th & Jackson 5 14 19
8 7th & Wacouta 5 14 19
8 6th R� Mai n 18 1 19
, 11 lOth R Robert 15 7 22
12 llth & Robert 18 11 29
13 7th & Robert 5 25 30
� 14 6th & Robert 11 21 32
15 Warner & Jackson 1� 25 35
15 12th & Robert 18 17 35
' 17 7th & St . Peter 11 ?_5 36
18 5th & I�ashington 30 7 37
19 lOth & Wabasha 18 21 39
20 8th & Robert 15 25 40
' 21 7th & Wabasha 11 32 43
22 Exchange & Chestnut 30 14 44
23 6th & Wall 27 18 45
' 24 6th & Exchange 35 11 46
25 Smith & Ramsey 30 21 51
26 12th & Minnesota 35 18 53
26 5th & Main 18 35 53
r 28 4th & Wabasha 24 31 55
29 Kellogg & Wabasha 15 45 60
,
,
,
'
,
, 41
H
SAINT PAUL TOPICS P��
P`'�Sy m
J��JE _
9�� �h
SS
NORTH �"`
�n J`� SS
O ;pr
B
SCALE CF 3i �'P� ,� 5�.
_T���. 49 �99 22�"s sr yt. 9ry ,��r
0
d9� S� 9 St.
�9, �. c
O 250 500 iD00 FEET 19�,� \�,OJP f,. 2 � � 0 \9q
S �� \ � � �
s ~
NOTE:THIS MAP IS PREPARED FOR PLAN- �F' �A
NING PURPOSES AN� SHOULD NOT �� � �"fl �
BE SCALEO WHERE ACCURATE �'p 9� ,�
MEASLJREMENTS ARE REDUIRED S.� F �'
V ST 6�
�
S
e� /� �h�
�,� �
�0 �PJ c�(
lt' a\� O
l� J
9J V��0
�i µ����
iorh si
e
MARSHALL AVE. po
�i 9a
F-F-C< v�C �c9L
?c �4. �i s �.�
� �' 9M ST 9�'p �
6�LO � � G9 ..
a �P�, a��. P��._,/��
tn ST � v1PR .
c�
ST � /j'
�L
� �
� /�-�
�Y 5�,� ¢ /h gr � - �
� ;/
9�ryLr ��� � Z � Z w / i
S ¢ � o � // S.
3'y� �' PJ4. t� � � '2 p 5.
�2S �, �9�Y�, W � 3 /�..=�;.
T � � i
h �
eq /�:
G� � s%
e`sl SpRIN�st. �:�:���
y� ��
Pr pJP� ��
+L� R.
� y /RAMSEY ST rv /
(GRAND �bE.) /
FORBES AVE.
5� y.
N P,P= ��� LEGEND
MC BOAL AVE Z �
5� —
,�� 3
� �P
�000R��M ^�E , P 10 INTERSECTION RANK
� �Q,
��
e°����'�
o �
e /h� �4QP
//
�� //
/
//
FIGURE 17
rank order of safety v l�ather
ro lem areas �nC wolsfeld ,n�.
p b
42
'
'
�
PERCEIVED TRAFFIC PROBLEMS
, The analysis of the TOPICS inventory data is an important
input in documenting traffic capacity and safety problems .
However, additional documentation , verification , and " feeling"
� for day to day operational problems is obtained from expe-
rience and close association with everyday traffic operations .
Thus , a distinction is made between traffic problems which
' result from quantitative traffic characteristics which do not
meet recognized operational standards and traffic problems
which cannot be fully explained in quantitative terms but
' which present a feeling of discomfort, delay , or hazard to
the r�otori st.
The perceived traffic problems in downtown St. Paul as shown
' in Figure 18 reflect the experience and observations of city
staff'. The perceived problems confirm previously identified
capacity and safety problems in addition to identifying
' special problem areas which render poor service due to
unusual geometrics , poor sight distance , or inadequate traffic
control .
' SUMMARY OF TRAFFIC PROBLEMS
' PresE�nted in Figure 19 is a summary of the identified traffic
problems in the St. Paul TOPICS study area. In order to
identify improvement projects for TOPICS participation it is
� neces�sary to compare the problem summary of Figure 19 with
long-range improvement plans and programmed improvements .
This comparison is presented in the next section of this
' report.
'
,
'
�
'
' 43
H
SAINT PAUL TOPICS P��
P`'��y m
�t��� _
t
`4� �c y
NORTH ��y
�} SS'
\ar
SCALE C� �4 ��9� ,� �i�
S ��r
�'m UN FINEDs� UNCT10 EAVIN AR
9 �s m
O 250 50� 1000 FEET � �,9
GEfJMET I �P B rFQ `�� �
NOTE� THIS MAP IS PREPARED FOR PLAN-
NING PURPOSES ANO SHOULD NQi �� � �9 `�
BE SCALEO WHERE ACCURATE �"p 9� N �R MORE
MEASUREMENTS ARE REQUIRE❑ ��` _ �`rl� CA
�O -
� w �S(
l
�m�� p�� DE•E SIZE 51.
<
.*�* R p�° �°
EDS ETR e
COORDINATI OF 7', �M EN ���
CIVIC CEN R � io�nsr NE
WITH pAO� NT �• WI ING � 9 °a4
AREAS '�� H VY �A T
a HO�R TUR IN
i ��1,,,��
�,�5 �� ,� '�' /
EMPHASIZE Sr fi �» �
MAR�Q T-SI IZE F , '
Z
r � �""'..�"' ° .... Ss..
p x �, z '�2�
CORRIDOR NE U ING T � - �— LL CORRIDOR-NEEDS
� � s » CHANNELIZATION AND
��
� — CENTRAL IMPROVEMENTS
e
� � ST E�5 /
���, �� P,f~ � � CH TION SIGNAL IS
y� NON•STANDARD
RAM��5T rv .R.GRADE
cc�aN� rc�, � CROSSING
FORBES AVE. . ��'�
� �� �� y� LEGEND
�� �� ��� ��
MC BOAL AVE � \\\�\�\\ AY► P �
�^� ;� ��� OUR ING
GOODRICN AVE y� � �
�,� P
� ����� AR ID
•»� O 7�ATION
a S IMPROVEMENT
P
PO jh� ��P
/�y �
NEED FOR A �
NEW BRIDGE �
FIGURE 18
perceived v l�ather
t n I ro lems �nC wolsfeld ;��.
opera �o a p b
44
'
H
� SAINT PAUL TOPICS P��
.���`y �
J��
' yt.
..�;.: . ,. .,...
�� `��
NORTH �`
� s�
o�
.
' SCALE Ctn� �6,� �9.� y<. \r�<.
YP Zt��, s,� 5t. 9c
-;- ��' '"��-' �B9 `P� �j'9 <
S
O 250 500 1000 FEET y9s� \�.OJP�c� � \2m S 0� �.9q
' S �� I\ � �� �
a F
NOTE�THIS MAP IS PREPARED FOR PLAN- +� yAF
NING PIJRPO5E5 AND SHOl1LO NQT �� � �`
BE SCALED WHERE ACCIJFiATE �"p
MEASUREMENTS ARE FEpUIRED S.� y�j 6`CSS�
�O
� � � 5�
9�
�Ov,O P,� �
� a�� O
0�� c,0�
0
�,� �o
��
p�h 5T B
M1IRSHALL AVE. �y
�L O
�F�� ' 9�( 49L
JCC ��(L ��s 1�,9n S� J`�
' e<`o � � � g9 ��¢ ;
F` f� Qp.
,'g7' �3, �Np�'" ����
��5� � / j�'
� s'��` nsr � N �
� w
�.q�ryLrS ��,p Q � � o �.' ,
d
�st'
siy �' �4.� ' . � � z �',`�p
F P iI '
�y2 � 9� � T �� . � /
' �9 $ �
sr �� ,.J �� 3 , : I �i
� F4CCesr SPP�N�SS�/_ .
�
h~ /
' +P2 /
P
�1.
RAMSEY 5T �v /
(GRAND ME.)
' FORBES AVE. � �
�� y� LEGEND
' � ��
�: �
MC BOAL AVE ;
�- �
' � !
3�� � � � � P
GOODRICM A�E. ` � �� �� CAPACITY PROBLEMS
� :`' P
r �;..� `
� { � /�Qe 0 PERCEIVED PROBLEMS
' ,�
��
PO GI
5� ��Pe� �� � SAFETY PROBLEMS
' ay � �
�
� /
, FIGURE 19
summary of v k�ather
�C ringrose
1 traff ic problems n wolsfeld ,n�.
' 45
,
'
,
1
IDENTIFICATION OF TOPICS
PROJEC�TS
1
' LONG RANGE IMPROVEMENT PLANS
' Downtown Transportation Plan
As indicated previously , much work has been accomplished
� toward establishing and implementing a comprehensive develop-
ment plan for downtown St. Paul . As of July, 1971 , the plan
illustrated in Figure 20 was used as the basis for St. Paul ' s
five-year street improvement program. The major elements of
i the plan are described below. The years associated with
various improvements shown in Figure 20 represent the target
dates for implementing that improvement.
, • An interchange at Shepard Road and Chestnut Street.
' • Revisions to Sibley Street between 8th Street and
7th Street.
' Upgrading and realignment of West 7th Street from
� Kellogg Boulevard to St. Peter Street and the devel -
opment of the 9th Street/8th Street one-way pair.
' • Connection of the 9th Street/8th Street� one-way pair
across I -94 via a new bridge to 7th Str�et.
' Development of a pedestrian area along 7th Street
, between St. Peter Street and Jackson Street with an
exclusive bus lane and no automobile traffic.
' • Channelization and wider�ing of several streets ,
especially Robert Street.
' • Alignment of St. Peter Street along Market Street
from 7th Street to Kellogg Boulevard.
� Development of an extensive second-level pedestrian
' system.
'
, 4�
'
H
SAINT PAUL TOPICS P� ,
J�`��� �
`0��' �
-,' :, �� \�Zt
NORTH �' ,1+�,`(�'�.
� rss I
� ,o '
SCALE �a � �s� y$� ,s'��
Y9 �^ �' S�C.
� �B T Sp]. l,
.` '. "�. 9s� � 9 � ��,
O 260 500 1000 FEET 9y� ��,�p4.� � \2�� � f 0 �.94
� I�
NOTE�THIS MAP IS PREPAfiED FOR PLAN• �q F' Q� � ,
NING PURPOSES ANO SHOULO NOT �� �� �� I'�� � � 1
BE SCALED WHERE ACCURATE �'p `� \� 1�Y S'�.
MEASUREMENTS ARE RE�UIRE� 5.�� S). 6�
�O'�o ' ��� ���1
: '
� ,.. �
�,
0 ` '
��'�,�` "°� °
� � � .�. � oG�O..
.
'�I � � y ., ..t � �fy�
�' �i4����1��i��� i�,..n�brhs7 '� A ;:' • , G
MNRSHALL AVE. ��II�� ` � '�' � �o
�e( O^ '. .��� •. 9C 49i.
( (�` �•;' !
o � ' . : s
c '
��� ,� 9,h ST r :�' t ��� s� �
�� ��x: �
.
:
���I� � f� �� 9�� 0.O�
•
• '.
��
�
�/� i.: • . �'
/� .
/��, � II�I I :.- T ..� '.,:� . � �j
�V) 'a' ,�.+ y /
V � �� 1
.�
.
�� �`�,k i j .K 51 �. N �' �/
�n ,S'� II�1� . '�� v5 � N .
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W ... :
:'
J C�: � '/ S�
II � I� ��� a�� ��ST . � �} . er st �r'
�IIII��f I��'. y P,y `J` �� /
C� �
' �� e� SP�N /
y� /
� 2
��• +� PP 3 �
�, y�1
RAMSEY ST O
(GRAND NE.) ' t`
FORBES AVE. y�"��
•�Y� ����y��� �� ���LEG E N D
N �
MC BOAL A�E. • � ' �t�
o� N � 3 �
31 � � r� PED. MALL/BUSWAY
GOODRICH ME. a �'; �� �
_ �� • '.�' •°•°•••• SECOND LEVEL PED. SYSTEM
��� � feasibility �placement � RpqpVyAY IMPROVEMENT PLANS
• bridge studied
� Po �,�� ������������� EXCLUSIVE BUSWAY
• o /
5� �pP/ �� IMPLEMENTATION GOAL
�'� AS OF 1971
♦ ■■■■ ST. PAUL HRA PRELIMINARY
� PLAN
� �
FIGURE 20
downtown � v t�ather
tr ns ortation lan �nC r,�isfeld ,n�.
a p p
�
'
'
1
St. Paul Housing and Redevelopment Authority
' The St. Paul Housing and Redevelopment Authority (HRA) is
active in several areas of downtown St. Paul . The area of
activity having the greatest impact upon the existing street
' system and travel patterns is the Civic Center area and
West 7th Street. The development plan , as discussed earlier
and illustrated in Figure 20 , is to connect West 7th Street
' with the 8th Street/9th Street one-way pair.
Also of significance , but furtr �r into the future , is the
�ievelopment of a medical complex in the Miller Hospital area.
' -� his development is also dependent upon the results of the
I-35E study. Other projects of the HRA do not significantly
affect the core area street system directly because they are
' generally confined to the development or redevelopment of an
existing block or land parcel .
' The Western CBD area lies to the west of Kellogg Boulevard
to the High Bridge. A previous planning report , published
in 1968, discussed the redevelopment of this area. However,
additional work is in progress which will result in extensive
' revisions to the existing street grid and developable land
parcels . In addition replacement of the existing High Bridge
is being considered in order to improve access across the
1 Mississippi River to the Western CBD area , the downtown core
area , and I -35E. Due to the present uncertainty of I-35E ,
the location of a new High Bridge has not been established.
1 Figure 20 illustrates a preliminary development plan for the
Western CBD area.
1990 Functional Classification
' As a part of the 1968-1990 Highway Functional Classification
Study conducted by the Minnesota Highway Department and local
, units of government, a 1990 Functional Classification system
for the City of St. Paul was prepared. The 1990 Functional
Classification of the streets in the TOPICS study area are
' shown in Figure 21 . A comparison of the 1990 Functional
Classification with the 1970 Functional Classification ( shown
in Figure 2) resulted in the tabulation shown in Table 6 which
identifies streets which are planned to change function by
' 1990. This information is useful in selecting TOPICS project ,
establishing priorities , and coordinating short range improve-
ments with long range plans .
'
,
' 49
H
SAINT PAUL TOPICS P��
���ty • �
J��
,a,� ,. '.. ��� \\�
5<.
NORTH 2 ,
� S
��
�
SCALE �F � `�s�, 5'�.
o4p ZZi^ s S cyt. 1s
J,o � 5. y�
:_,�. �� �_ �;�,�.. �B9S s� 9 �
O 25D ..AO 1000 FEET 19�,� \�,OP�F.� � \2m� S 0� �.94
J` �� �\ T ��' � '
r �� F,�i
NOTE�THIS MAP IS PREPARED FOR PIAN-
NING PURPOSES AND SHOl1LD NQT F� � �
BE SCALEO WHERE ACCIJiiATE �'p
MEASUFiEMENTS ARE qEO�JIRED �.�� �Sj 6C.SS�
�O w
� J �� ,
7c
���0 J�
0 a�\�P p�C�(- �
5J� G 0�
O�' ,
���V
pm Si �
MARSHALL AVE. S'p
�L 90
�'�•�� 9�( �L9L
�CC ly��' 9rA ST �9� s� S� '
°��o `P gv
ST �
/��
6�h S7
c� � /�
s�
sT fi s�h gT � / ,
� y N. �
'�ti �,� � g� � z �/
� � Z ��
Sr 4,� tl o � ' S
SyF P x z .'�2c1'
�,y t^9nr w Q � �
� / �
sr �`� s �
s �
eq� -=�
�FS SP �ss /%
yti l {y�N
9� �
��� �+P2 / �
�+ yti.
RAMSEY ST �V /
(GRAND �bEJ
FORBES AVE. �
� h LEGEND
�p� ��
� �
MC BOAL AVE.
^\y� � 3 ,
3 a ,�P � pRINCIPAL ARTERIAL
GOOORICH AVE. w
J P ■■■�■ MINOR ARTERIAL
N �PP '
�� ������������������ COLLECTOR
Po/���.
S�� S�PeO / SOURCE� CITY OF ST. PAUL
�y y / '
/ ,
FIGURE 21 ,
1990 functional v l�ather
■ ■ • ringrose
I ation �� wolsfeid inc.
c assif�c 1
50 '
,
,
, TABLE 6
CHANGES IN FUNCTIONAL CLASSIFICATION : 1970-1990
� Functional
Classification*
, Street Between 1970 1990
Eagle St. W. 7th St. to Exchange St. M.A. Coll .
Kellogg Blvd. Pleasant Ave. to W. 7th St. M.A. P.A.
' , Exchange St. 5th St . to Cedar St . _ Coll .
Market St. 7th St. to Kellogg Blvd. Coll .
llth St. St. Peter St. to Jackson St. Coll . P.A.
' 9th St. Wabasha St. to Wacouta St. - Coll .
8th St.
(9th St. ) Smith Ave. to 7th St . M.A. P.A.
7th St. 5th St. to I-94 M.R. P.A.
' 6th St. Pleasant Ave . to Jackson St. M.A. P.A.
5th St. Pleasant Ave. to Sibley St. M .A. P.A.
4th St. Market St. to Broadway St . - Coll .
' St. Peter St. llth St. to Kellogg Blvd. M.A. P.A.
Wabasha St. llth St. to Kellogg Blvd. M.A. P.A.
Robert St. llth St. to Kellogg Blvd . P. A. M.A.
' Jackson St. llth St . to 6th St. M_A. P. A.
Sibley St. 7th St. to 6th St. P•A•
Wacouta St . lOth St. to 7th St. M. A. Coll .
Wall St. 7th St. to Kellogg Blvd. - Coll .
'
'
* P . A . Principal Arterial
' M.A. Minor Arterial
Coll . Collector
- No Functional Designation
'
'
'
'
'
, 51
PROGRAMMED IMPROVEMENTS
The City of St. Paul has a five-year capital improvement
program which is listed in Table 7 and is generally based
upon the downtown transportation plan as shown in Figure 20 .
Table 7 lists the planned and programmed improvements through
1977. The scope of the current five-year program is indica-
tive of the expected funding capabilities of the City.
Consequently , the identification of TOPICS projects which
include currently programmed facilities will ensure that
timely completion of the five-year program. In addition ,
other improvements in the St. Paul TOPICS study area are
needed to resolve identified capacity and safety problems .
The next section of this report lists each problem area along
with a recommended course of action to resolve the problem.
RECOMMENDED TOPICS PROJECTS
A review of the traffic operational problems identified in
Figure 19 in the context of the preceding paragraphs revealed
the following points :
• A number of problems are being solved either through
current construction projects or programmed improve-
men ts .
• TOPICS improvements should generally not be initiated
along the I -35E corridor due to the long-range
implications of the corridor study currently underway.
' Certain problems are beyond the scope of TOPICS or
would be better solved under programs other than
TOPICS .
• Field surveys and technical analyses revealed that '
several problems are not serious enough to warrant
improvement at this time , but should be monitored
for possible future consideration . '
' TOPICS improvement projects are appropriate and needed
at a number of locations in the Study Area. '
This comprehensive examination of each identified traffic
operational problem resulted in Table 8 which summarizes the
recommended treatment of each problem. Problem locations ,
selected for consideration as TOPICS projects have been
organized into projects previously identified as high priority
improvements and new projects which are recommended for ,
inclusion into a revised five-year improvement program under
TOPICS. The recommended TOPICS projects are depicted in
Figure 22.
52 '
,
,
'
TABLE 7
' PROGRAMMED IMPROVEMENTS AS OF AUGUST , 1973
, Initiation
Improvement Date
' Market St. Signalization 1973 Warner Rd. 1974
Sibley St. to Reserve St. Grading and Paving
Capital Centre Paving and Signalization 1973
: Broadway St. 1974
Kellogg Blvd. 1973 Kellogg Blvd. to 6th St. Lighting
Washington St. to West 7th St.
' Widening and Paving � Kellogg Blvd. 1974
West 7th St. to I-35E Lighting
Shepard Rd. West Connection at Chestnut St. 1973
� lOth St. 1974
6th St. 1973 St. Peter Street to Sibley St. Lighting
' Main St. to Smith Ave. R/W
� Warner Rd. 1974
6th St. 1973 Sibley St. to Reserve St. Lighting
Minnesota St. to 180 feet East R/W
and Widening ; Kellogg Blvd. 1974
Seven Corners to I-35E Relocation
' Warner Rd. 1973
Sibley St. to Reserve St. R/W : Minnesota St. 1974
9th St. to lOth St. Signal
2nd St. 1973
Robert St. to Jackson St. Signing : Chestnut St. 1975
' West 7th St. to Ryan St. R/W,
Sth St. 1973 Widening and Paving
Sibley St. to Broadway St. Lighting
: Frontage Rd. 1975
Sherman St. 1973 Chestnut St. to lOth St. Grading and Paving
Forbes Renewal Area Lighting
' � West 7th St. 1975
6th St. 1973 6th St. to Wabasha St. Grading and Paving
Sibley St. to Broadway St. Lighting
: West 7th St. 1975
Smith Park Lighting 1973 Ramsey to Kellogg Blvd. Widening and Paving
' llth St. 1973 : West 7th St. 1975
Minnesota St. to Robert St. Auditorium St. to St. Peter Street Mall
Miscellaneous Upgrading Construction
Pedestrian Bridge 1973 : Shepard Rd/Chestnut St. Interchange 1975
' Minnesota St. (5th and 6th) and
6th St. (Minnesota and Robert) : Sibley St. 1975
Jackson St. Connection
5th St. 1974
Jackson St. to Sibley St. R/W and Widening � Wall St. 1975
Kellogg Blvd. to 7th St. Paving
' Jackson St. 1974
5th St. to 6th St. R/W and Widening : Chestnut St. Bridge over Railroad 1975
Kellogg Blvd. �974 ; Exchange St. 1975
West 7th St. to I-35E Widening Ramsey St. to Kellogg Blvd. Lighting
' West 7th St. 1974 ; Ramsey St. 1975
Chestnut St. to 6th St. Grading and Paving Exchange St. to I-35E Lighting
Shepard Rd. at Grain Terminal R/W 1974 ; Smith Ave. 1975
Ramsey St. to Cliff St. Lighting
' 6th St. 1974
7th St. to Main St. Relocation : Wall St. 7976
7th St. to 9th St. Paving
'
,
, 53
TABLE 8
RECOMMENDED TREATMENT OF TRAFFIC PROBLEMS
PROBLFM TYPE
PROBLEM LOCATION RECOMMENDED ACTION
CAPACITY SAFETY PERCEIVED
SHEPARD ROAD/WARNER ROAD *Recortmended TOPICS Project in accordance with
@ Chestnut Street X X X Downtown Transportaiion Plan.
@ Jackson Street X X Identified problems resolved through 5-year
@ Sibley Street X X capital improvement p7an.
HIGH BRIDGE X Beyond the scope of TOPICS
West CBD improvement plan includes this area.
SMITH AVENUE Beyond the scope of TOPICS
@ Ramsey Street X West CBD improvement plan includes this area.
West 7th Street to Sherman Street X Roadway improvements will be included in this
Chestnut Street to 9th Street X effort.
RAMSEY STREET Beyond the sco�e of TOPICS
@ West 7th Street X West CBD improvement plan includes this area.
Smith Avenue to West 7th Street X Roadway improvements will be included in this
effort.
CHESTNUT STREET *Recomnended TOPICS Project in accordance with
@ Exchange Street X X Downtown Transportation Plan.
@ Railroad Crossing X R X
Pleasant Avenue to West 7th Street X
West 7th Street to Ryan Street X X
Ryan Street to Shepard Road X X
EXCHANGE STREET Recommended improvements included in other
@ 6th Street X TOPICS projects.
Walnut Street to Eagle Street X
5th Street to Cedar Street X
RYAN STREET Recomnended improvements included in other
Chestnut Street to Eagle Street X TOPICS projects.
EAGLE STREET Recommended improvements included in other
Kellogg Boulevard to Exchange Street X TOPICS projects.
Ryan Street to Shepard Road X
HILL STREET Recomnended improvements included in other
Eagle Street to Kellogg Boulevard X TOPICS projects.
WEST 7TH STREET *Recommended TOPICS Project
Smith Avenue to Chestnut Street X Implementation according to Civic Center
Chestnut Street to Kellogg Boulevard X X Roadway improvements plan and the City's
Kellogg Boulevard to Wabasha Street X 5-year capital improvement program
MAIN STREET Recomnended improvements included in other
@ 5th Street X X TOPICS projects and Civic Center Roadway
@ 6th Street X X improvements.
Kellogg Boulevard to lOth Street X
WASHINGTON STREET *Reconanended TOPICS Project
@ 5th Street X
@ Kellogg Boulevard X
St. Peter Street to Kellogg Boulevard X X
MARKET STREET *Recomnended TOPICS Project
@ 4th Street X Implementation according to Downtown Trans-
@ 5th Street X portation Plan and the City's 5-year capital
@ 6th Street X improvement program.
St. Peter Street to Kellogg Boulevard X X
AUDITORIUM STREET Recomnended improvements included in other
6th Street to 9th Street X X TOPICS projects.
KELLOGG BOULEVARD *Recomnended TOPICS Project
@ Wabasha Street X X
5th Street to Exchange Street X
Washington Street to Sibley Street X X
4TH STREET Recommended improvements included in other
@ Wabasha Street X TOPICS projects.
Market Street to Wacouta Street X
Wall Street to Broadway Street X
54
,
,
, TABLE 8
RECOMMENDED TREATMENT OF TRAFFIC PROBLEMS
, (continued)
, PR BLEM TYPE
PROBLEM LOCATION RECOMMENDED ACTION
CAPACITY SAFETY PERCEIVED
STH STREET Recommended improvements included in other
' Main Street to Exchange Street X X TOPICS projects
Washington Street to Cedar Street X
Minnesota Street to Robert Street X
6TH STREET Recommended improvements included in other
@ Robert Street X TOPICS projects
� @ Wall Street X
Smith Avenue to Main Street X
Auditorium Street to Washington St. X X
Sibley Street to Wacouta Street X
' 7TH STREET *Recortmended TOPICS Project
@ St. Peter Street X Implementation according to Downtown Trans-
@ Wabasha Street X portation Plan, City's 5-year capital
@ Robert Street X improvement program, and TOPICS improvement.
@ Jackson Street X
@ Wacouta Street X
' Exchange Street to Wabasha Street X X
Minnesota Street to Robert Street X
Wacouta Street to Wall Street X
STH STREET *Recortmended TOPICS Project
' @ Cedar Street X Implementation in accordance with Downtown
@ Robert Street X Transportation Plan and 9th Street improve-
Jackson Street to Wall Street X ments.
9TH STREET *Recomnended TOPICS Project
@ St. Peter Street X Implementation in accordance with Downtown
' Smith Avenue to Main Street X Transportation Plan and 8th Street improve-
Minnesota Street to Temperance St. X ments.
lOTH STREET *Recommended TOPICS Project
@ Wabasha Street X
@ Robert Street X
' St. Peter Street to Jackson Street X X
11TN STREET *Recomnended TOPICS Project
@ Cedar Street X
@ Robert Street x
, 12TH STREET Recommended Improvement Project
@ Wabasha Street X 12th Street is outside the TOPICS study area.
@ Minnesota Street X However, existing operations are related to
@ Robert Street X llth Street. Therefore, llth Street and 12th
@ Jackson Street X Street are treated together.
' ST. PETER STREET *Recommended TOPICS Project
@ 4th Street X Implementation according to Downtown Trans-
@ 5th Street X portation Plan, City's 5-year capital improve-
@ 6th Street X ment program, and TOPICS improvements on
, Exchange Street to 9th Street X Market Street.
7th Street to Kelloag Boulevard X X
WABASHA STREET *Recommended TOPICS Project
7th Street to 6th Street X X
6th Street to Kellogg Boulevard X
, CEDAR STREET Recomnended improvements included in other
llth Street to lOth Street X TOPICS projects.
9th Street to 6th Street X
MINNESOTA STREET Recommended improvements included in other
� 4th Street to Kellogg Boulevard X TOPICS projects.
ROBERT STREET *Recommended TOPICS Project
llth Street to lOth Street X
8th Street to Kellogg Boulevard X X
� JACKSON STREET Recorrmended improvements included in other
4th Street to Kellogg Boulevard X TOPICS projects.
2nd Street to Shepard Road/Warner Rd. X
� 55
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TABLE 8
RECOMMENDED TREATMENT OF TRAFFIC PROBLEMS '
(continued )
PROBLEM TYPE
PROBLEM LOCATION RECOMMENDED ACTION
CAPACITY SAFETY PERCEIVED
SIBLEY STREET *Recommended TOPICS Project
8th Street (Jackson Street) to 7th St. X
7th Street to 5th Street X
4th Street to Kellogg Boulevard X X
Kellogg Boulevard to Warner Road X
WACOUTA STREET Recommended improvements included in other
8th Street to Kellogg Boulevard X TOPICS projects.
WALL STREET Recommended improvements included in other
9th Street to 4th Street X TOPICS projects.
TEMPERANCE STREET Identified problem is not significant in terms
9th Street to 8th Street X of study area priorities. No irnrnediate capital
investment is recommended. Other improvements
in this area may alter the observed problem.
Continued surveillance is recommended.
2ND STREET Identified problem is not significant in terms
Jackson Street to Sibley Street X of study area priorities. No immediate capital
investment is recommended. Other improvements
in this area may alter the observed problem.
Continued surveillance is recommended.
GENERAL PROBLEM AREAS
Western CBD Grid Configuration X Beyond the scope of TOPICS.
Civic Center Grid Configuration X Implementation in accordance with the Downtown
Transportation Plan. Several isolated and/or
temporary problem locations will be resolved
through TOPICS projects associated with the
Civic Center area.
Signal System Characteristics X X *Recommended TOPICS Project
On-Street Parking Characteristics X X Consistent overall downtown Policy/Program
needed as a guide. A program of systematic
removal of on-street parking is recommended.
TOPICS participation should be sougi�t at the
program stage.
Lane Continuity Deficiencies X X Recommended improvements included in several
TOPICS projects.
Isolated deficiencies not directly associated
with a capacity or safety problem are recom-
mended to be resolved through independent
City action.
Pedestrian Crossing Conflicts X X Elimination of pedestrian problem areas achieved
in several TOPICS projects. Consistent overall
downtown Policy/Program needed as a guide.
5b
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SAINT PAUL TOPICS PJ�
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Mc BOAL n�E Q __,,.,. ; PROJECT
' � N J .
,�,� 3 NO.
3 � � 1. SHEPARD RD. / CHESTNUT ST. INTERCHANGE
GOODRICH AVE. ',
� P 2. MARKET ST. UPGRADING
3. W. 7TH ST. REALIGNMENT / CIVIC CENTER ROAO
' y QQ� NETWORK
� 4. 8TH ST. BRIDGE OVER I-94
Po. ���' 5. SIBLEY ST. REALIGNMENT
o /� 6. 8TH / 9TH ST. ONE-WAY PAIR
' S'` ��?°e / 7. 7TH ST. TRANSIT IMPROVEMENTS
�y � 8. KELLOGG BLVD. UPGRADING
9. ROBERT ST. UPGRADING
10. ST. PETER ST. IMPROVEMENTS
, 11. 11TH / 12TH ST. IMPROVEMENTS
� 12. 10TH ST. IMPROVEMENTS
13. WASHINGTON ST. UPGRADING
14. WABASHA ST. IMPROVEMENT
' FIGURE 22
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� 57
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RECOMMENDED TOPICS
I IMPROVEIV�NTS
1
PREVIOUSLY IDENTIFIED IMPROVEMENTS
rAs discussed in the previous chapter , a number of improvements
have been developed through earlier planning efforts and
engineering studies . Several of these projects have been
' incorporated into the City ' s long range improvement plans or
five-year improvement program. Consequently , proposed geometrics
have been prepared and are reproduced herein as documentation
' for inclusion in the TOPICS program for the City of St. Paul .
Seven such projects are defined which are listed below by
general order of priority as indicated by the Project Number.
� ; Shepard Road/Chestnut Street Interchange
Market Street Upgrading
• West 7th Street Realignment/Civic Center
' . Road Network
8th Street Bridge over I -94
• Sibley Street Realignment
, : 8th/9th Street One-Way Pair
7th Street Transit Improvements
� These projects are illustrated in Figures 23 through 29 and
' depict the general characteristics of the proposed improvement.
Detailed drawings of these projects are on file with the City.
The purpose of reproducing these projects in this report is to
, document the total effort being made within the study area to
improve traffic operations and to establish a complete TOPICS
program and priority list.
� .
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� 59
PROJECT 1
Shepard Road/Chestnut Street Interchange
This project includes the area along Chestnut Street from
the Mississippi River to West 7th Street and along Shepard
Road from the grain elevators to the Wabasha Street bridge .
The analysis indicated that both capacity and safety defi -
ciencies exist. The peak hour v/c ratios are 1 . 0 along
Shepard Road and the existing signalized intersection of
Chestnut Street and Shepard Road ranks third in accident
occurrence and fifth in accident rate.
Traffic demands on this intersection are large , especially
in the peak hours . In addition significant truck volumes
exist on Shepard Road due to the industrial riverfront uses
along the river. Consequently , left turn movements from
Shepard Road to Chestnut Street cause excessive delays and
conflicts which result in a low level of service on both
Shepard Road and Chestnut Street. Other factors contribute
to the overall problem as well as limiting alternative
solutions . The intersection is bounded by the Mississippi
River on the southeast and railroad tracks on the northwest
which greatly restricts improvement options . The railroad
tracks themselves also add to the safety and delay problems
due to the large number of switching operations which cross
Chestnut Street.
The functional classification of Chestnut Street is a
collector. However , certain characteristics of Chestnut
Street indicate that this classification should be re-evaluated .
These characteristics include :
' Chestnut Street serves as a primary link
between Shepard Road and blest 7th Street.
Since West 7th Street is a minor arterial
and Shepard Road is a principal arterial ,
justification exists for classifying Chestnut
Street as a minor arterial .
• Chestnut Street serves the west side of
the CBD in a manner similar to the service
provided by Sibley Street to the east side
of the CBD. Sibley Street is classified
as a minor arterial and thus Chestnut
Street would logically fall into the minor
arterial classification .
60
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' Access to Smith Avenue , Wabasha Street ,
, and Robert Street is not provided by
Shepard Road. Consequently , existing
access points to Shepard Road assume
� greater importance in terms of the over-
all functional classification system.
Therefore , a minor arterial classification
� on Chestnut Street appears justified .
The intersection of Shepard Road and Chestnut Street has
long been of concern to the City of St. Paul as evidenced
� by the following resolution adopted by the City Council on
June 2 , 1971 .
' WHEREAS , The Federal Aid Highway Act of
1968 has appropriated funds for the purpose
of financing the "Traffic Operations Program
' to Increase Capacity and Safety" known as
"TOPICS" ; and
WHEREAS , The general objectives of said
� "TOPICS" are to improve the traffic flow and
increase safety on Federal -Aid urban area streets
by physical improvements through the application
, of traffic engineering principles ; and
WHEREAS , The City, by previous agreement,
has initiated the "TOPICS" program and is
' diligently working on the Plan and Report for
Study Area 1 ; and
, WHEREAS , The studies undertaken to date
indicate that the intersection of Shepard Road
and Chestnut Street ( P-0373) is the City' s
� highest priority location to improve traffic
flow and safety; now , therefore , be it
RESOLVED, That the Council of the City
' of St. Paul hereby designates this a high
priority project and requests the Minnesota
Highway Department to give this " advance project"
' status .
The City of St. Paul has been active in developing an improve-
' ment plan for Shepard Road and Chestnut Street in past studies .
The results and recommendations of these studies are reaffirmed
in this Plan and Report. It is recommended that an interchange
be constructed at Shepard Road and Chestnut Street as depicted
� in Figure 23. The layout shown carries Chestnut Street traffic
' 61
over the railroad tracks and Shepard Road. Shepard Road itself
is realigned northward to allow room for the ramp and loop
connections next to the Mississippi River. Additional right-
of-way is required in order to construct this project. Such
acquisition appears feasible and should be able to proceed
without undue delays . Depending upon the final resolution of
the I -35E corridor, the Shepard Road/Chestnut Street inter-
change is expected to be completed by 1980 .
This recommendation is subject to modification pending the
results of the I -35E study which is examining the possibility
of Shepard Road as the I -35E alignment. However , the need for
an interchange and its basic configuration will not change
significantly. Therefore , the Shepard Road/Chestnut Street
interchange is presented as a high priority project for the
Ci ty of St . Paul .
The cost estimates of this project are listed in Table 9 and
include only the interchange related costs . Additiqnal costs
of land acquisition cannot be realistically assessed at this
time.
62
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'
TAB LE .9
� PROJECT 1 COST ESTIMATES
SHEPARD ROAD/CHESTNUT STREET IPJTERCHANGE
'
'
'
ITEM ESTIMATED COST
' Bridge - over railroad tracks $ 500 ,000
Bridge - over Shepard Road 500 ,000
' Ramp Construction 160 ,000
' Shepard Road Realignment 140 ,000
Chestnut Street Improvements 100 ,000
'
TOTAL $1 ,400 ,000
'
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' 63
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PROJECT 2
, Market Street Upgrading _
This project consists of converting Market Street to one way
operation from the intersection of St. Peter Street and 7th
' Street to the intersection of Kellogg B�ulevard and Market
Street. Thus , the major southbound facility from llth Street
to Kellogg Boulevard is planned to be a St. Peter Street/Market
' Street combination. The portion of St. Peter Street between
7th Street and Kellogg Boulevard would remain a southbound one-
way facility but would not serve as a primary traffic mover.
In addition , no left turns to Kellogg Boulevard from St. Peter
' Street are allowed.
The purpose of this improvement is to relieve observed conges-
' tion in the southern portion of St. Peter Street and to relieve
the congestion which occurs on Kellogg Boulevard due to the
heavy right turn movements onto the Wabasha Street bridge . The
' existing multi -legged intersection of Market Street , St. Peter
Street and 7th Street is an identified safety problem as is the
intersection of Kellogg Boulevard and Wabasha Street which is
influenced by traffic flow from St. Peter Street.
' Figure 24 depicts the Market Street upgrading in terms of revised
traffic operations and necessary signalization resulting from
' the expected traffic volume increases . The traffic volume
diverted to Market Street as a result of this improvement are
estimated to be approximately 80% of the total St. Peter Street/
, Market Street volumes . Based upon current volumes and the short-
range forecasts , the Market Street daily traffic would be approxi -
mately 9 ,000 to 12 ,000 vehicles per day. This project is expected
to be completed by 1975.
' Cost estimates for this project are listed in Table 10. The
costs include improvements to Market Street and new signalization .
�
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'
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'
' 65
. '
'
,
TABLE 10 '
PROJECT 2 COST ESTIMATES
MARKET STREET UPGRADING
'
'
ITEM ESTIMATED COST '
Market Street intersection
improvements $ 20 ,000 ,
Signals @
6th Street 40 ,000 �
5th Street 40 ,000
4th Street 40 ,000
,
TOTAL $140 ,000 '
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66
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46� ST. PAUL TOPICS
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PROJECT 3
West 7th Street Realignment/Civic Center Road Network
This project provides a new roadway facility from the inter-
section of West 7th Street and Ramsey Street to the intersection
of East 9th Street and Wabasha Street. Improved freeway
connections to 5th and 6th Streets and a transit connection
, to 7th Street also constitute significant roadway improvements
in the Civic Center area.
The justification for this project relates to the construction
of the Civic Center and the downtown 7th Street plan as much
as to traffic operational problems . The TOPICS inventory was
conducted after a portion of 7th Street was closed for the
Civic Center construction. Consequently, the traffic opera-
tional problems identified are not typical of 7th Street
operations . However it is clear from Figure 12 that an inade-
quate level of service is being provided by the existing
street system in the Civic Center area.
The recommended improvements are shown in Figure 25. The
cross-section of the new 7th Street facility is a six-lane
divided facility with at-grade signalized intersections at
Kellogg Boulevard , the 5th Street/6th Street connections to
I-94 , and St. Peter Street. To the east of St. Peter Street ,
the new facility ties into an 8th Street/9th Street one-way
pair while to the west of Kellogg Boulevard, West 7th Street
is widened to provide. operational continuity to Chestnut
Street and the Shepard Road interchange.
The 5th Street/6th Street one-way pair come together between
St. Peter Street and realigned 7th Street as shown in Figure 25 .
Also included in this improvement is an exclusive bus lane
which ties into East 7th Street. A major new intersection
between realigned 7th Street and the 5th/6th Street freeway
connection will be signalized with left and right turn lanes
on all approaches .
The cost estimates of this project are listed in Table 11
which is expected to be completed by 1977. Right-of-way
costs are not included because of the redevelopment taking
place. It is expected that replatting of the area between
Kellogg Boulevard and St. Peter Street will provide the
necessary right-of-way.
68
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iTABLE 11
PROJECT 3 COST ESTIMATES
, WEST 7TH STREET REALIGNMENT/CIVIC CENTER ROAD NETWORK
,
r
1 ITEM ESTIMATED COST
West 7th Street
' Widening : Ramsey to Kellogg $ 50 ,000
' Realignment : Kellogg to
Wabasha 300 ,000
5th/6th Street Extension 150 ,000
� Signal : 7th Street and
5th/6th Street 40,000
'
, TOTAL $540 ,000
'
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PROJECT 4
, 8th Street Bridge over I -94
Another element in the overall downtown plan to make 8th Street
and 9th Street a one-way pair is the construction of a bridge
� over I -94 on the east side of the CBD. The purpose of this
bridge is to connect 7th Street on the east side of I -94 with
westbound 9th Street and eastbound 8th Street on the west side
' of I -94. This allows the existing 7th Street bridge to serve
as an exclusive transit connection to the downtown core area.
' The improvement details of this project are shown in Figure 26
while the cost estimates are listed in Table 12 . The project
also includes needed construction to tie 8th Street and 9th
Street to the bridge . Revisions to 8th Street and 9th Street
, between St. Peter Street and I-94 are discussed in a later
project.
' Comments were received from the Minnesota Highway Department
District 9 relative to the compatibility of this project with
freeway access and present plans for upgrading the Interstate
' highways in the capitol area. The comments received are pre-
sented below.
" • The plan does require the closing of the ramp at
' Wall Street. This ramp closure is consistent
with the long range plans for I-94.
, • The 8th Street bridge over I-94 is compatible
with the Department' s proposal to remodel the
Capitol Interchange. "
' This is expect�ed to be completed by 1980.
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TAB LE � 2
PROJECT 4 COST ESTIMATES
8TH STREET BRIDGE OVER I-94
ITEM ESTIMATED CQST
Bridge $500 ,000
Approach Roads 50 ,000
TOTAL $550 ,000
72
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BRIDGE OVER I 94 �
' 73
PROJECT 5
Sibley Street Realignment
T�is project consists of realigning northbound Sibley Street
traffic between 7th Street and 8th Street in order to allow
8th Street to become a one-way street eastbound. At the present
time northound Sibley Street traffic is routed westbound along
8th Street to tie into Jackson Street which is a two-way
facility north of 8th Street. After this project is implemented ,
Jackson Street will be a two-way facility south to 7th Street.
South of 7th Street the Jackson Street/Sibley Street one-way
pair will remain as it exists to Shepard Road.
The analysis showed that ]evel of service E/F exists along
Sibley Street in the peak hours . It is expected that geometric
improvements between 7th Street and 8th Street , along with
removal of parking along Sibley Street between Kellogg Boulevard
and 7th Street will provide the necessary cross-section for
1eve1 of service C operations .
The removal of Sibley Street on-street parking from Kellogg
Boulevard to 7th Street is expected to provide � evel of service
C operations . The realignment between 7th Street and 8tti
Street is necessary because of the planned reversal of traffic
flow on 8th Street from westbound to eastbound.
The narrowing of southbound Jackson Street between 8th Street
and 7th Street involves only the elimination of the existing
left turn lane onto eastbound 7th Street. This movement will
not be allowed in the future because 7th Street will be an
exclusive transit way. Thus , no adverse affect should result
in narrowing Jackson Street between 8th Street and 7th Street.
The existing left turn movements at 7th Street will be made
in the future at 8th Street which replaces 7th Street as the
eastbound traffic carrier.
The geometric configuration for the Sibley Street realignment
is shown in Figure 27. The estimated costs for the project
are listed in Table 13 and completion of this project is expected
to occur by 1977.
74
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, TABLE 13
PROJECT 5 COST ESTIMATES
SIBLEY STREET REALIGNMENT
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, ITEM ESTIMATED COST
Roadway Construction $ 75 ,000
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TOTAL $ 75 ,000
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ST. PAUL TOPICS
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PROJ ECT NO. 5 �
SIBLEY ST. ]
REALIGNMENT �
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, PROJECT 6
8th/9th Street One-Way Pair
' The 8th/9th Street one-way pair project extends from Wabasha
Street to Wall Street. This improvement is a part of the down-
town transportation plan developed in 1970 . The improvement
, consists of reversing the one-way flow on 8th Street from
westbound to eastbound and converting the two-way flow on 9th
Street to one-way flow westbound. The one-way pair ties into
' realigned West 7th Street on the west and into the new 8th
Street bridge across I -94 on the east. The important elements
of this project involve geometric revisions at the terminal
points , modifications to existing signal equipment , and new
, signal installations .
The 8th/9th Street one-way pair is intended to accommodate
, east-west travel demand currently handled by the 7th/8th Street
one-way pair. The future 7th Street is planned as a pedestrian/
transit corridor with vehicular traffic prohibited. Therefore ,
' the proposed improvements to 8th Street and 9th Street are
needed to provide capacity for approximately 35 ,000 vehicles
per day. In addition , safety problems were identified at 9th
Street and St. Peter Street , 8th Street and Cedar Street , and
, 8th Street and Robert Street. Thus , improvements are needed
to eliminate the hazards at these intersections .
, The recommended improvements to 8th Street and 9th Street are
illustrated in Figure 28 , and cost estimates are listed in
Table 14 . The proposed improvement provides for three through
' lanes in each direction with 8th Street having sufficient width
for the addition of a separate bus lane and continuous right
turn lane. Alternatively, 8th Street could be narrowed to
provide greater sidewalk widths with midblock bus turnouts .
' However, since significant turning volumes are epxected from
both 8th Street and 9th Street to the north-south arterials
the dual function of the extra lane is recommended.
, The completion time of this project depends upon progress made
toward implementing the 7th Street transit improvements and the
8th Street bridge . However, it is expected that the 8th/9th
, Street one-way can be made operational by 1977.
'
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' 77
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TABLE 14
PROJECT 6 COST ESTIMATES ,
8TH/9TH STREET ONE-WAY PAIR
'
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ITEM ESTIMATED COST
9th Street Improvements $ 50 ,000 ,
8th Street Improvements 20 ,000 '
Signals . 9th Street
@ Cedar Street 30 ,000 '
@ Minnesota Street 30 ,000
@ Robert Street 30 ,000
@ Jackson Street 30 ,000 ,
@ Wacouta Street 30 ,000
Signals : 8th Street
@ Cedar Street 10 ,000 ,
@ Minnesota Street 10 ,000
@ Robert Street 10 ,000 ,
@ Jackson Street 30 ,000
@ Wacouta Street 30 ,000
,
TOTAL $310 ,000
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