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202546
ORIGINAL TO CITY CLERK 202546 ;CITY OF ST. PAUL COUNCIL NO- COUNCIL OFFICE OF THE CITY CLERK FILE RESOLUTION - GENERAL FORM PRESENTED BY MIAMISSIONE DATE WHERL=, pursuant to the request of Housing and Home Finance Agency of the United States Government, contained in its Hdadng and Home Finance agency Form Hr -1082 (8 -60), there has been a survey by the proper parties, of "A Review of Progress Under the Program for Community Improvement (Workable Program)," which has, as its goal, the elimination and prevention of slums and blight in the City of Sait Paul; be it RESULVED, that said "A Review of Progress Under the Program for Community Improvement (Workable Program)" for 1961 is hereby approved by the Council of the City of Saint Paul, in accordance with said Review as contained in Housing and Home Finance Agency Form H -1082 (8 -60), attached hereto-and made a part hereof by reference. Council File No. 202546 —By George J. Vavoulis, mayor — Whereas, Pursuant to the request of Housing and Home Finance Agency of the United States Government, con- tained in its Housing and Home Fi- nance Agency Form H -1082 (8 -60), there has been a survey by the proper parties, of "A Review of Progress Under the Program for Community t Improvement (Workable Program) , which has, as its goal, the elimination and prevention of slums and blight in the ,City of Saint Paul, "4G Rr ,fL' Reg(peUyt''sa1$ IA Review of Progress Under the Program for Com- munity Improvement (Workable Pro- gram)" for 1961 is hereby approved by the Council of the City of Saint Pa)1l, in accordance with said Review as Sontained in Housing and Home Finance Agency Form H -1082 attached hereto and made a part hereof by reference. Adopted by the Council June 9, 1961. Approved June 91 1961. (June 17, 1961) JUI� 9 19� COUNCILMEN Adopted by the Council 19— Yeas Nays DeCourcy JUN Holland proved 19— Loss In Favor r Mortinson Peterson (V\ ! Mayor Against Mr. President, Vavoulis Illppp 5M 25•80 Qago.2 f � t E I r � 0,0- ID-T 7 V wj city and state submitted to the Housing and Dome Finance Agency on date Signature of the chief executive A Fnrm. P -I :jo3 ; q j I — r— 2 , p rf7,,.t-d tq t tie Eeij (I cf-4 name and title 5 a This form is designed to cover the essential and pertinent information necessary for H H FA action and can be used as a guide in preparing the documentation of a complete program. If the form does not permit a full picture of the local situation, do not hesitate to include additional information. CITY OR TOWN I COUNTY POPULATION, 1950 CENSUS 1POPULATION, 1960 CENSUS ST AT E DATE OF ACTION THIS REVIEW OF PROGRESS WAS APPROVED BY THE GOVERNING BODY OF THE COMMUNITY ON NAME AND TITLE OF THE OFFICIAL RESPONSIBLE FOR COORDINATING THE PROGRAM FOR COMMUNITY IMPROVEMENT ACTIVITIES DECLARATION OF POLICY In reviewing progress under its Program for Community Improvement, a locality is taking stock -- evaluating its accomplishments and deciding on new goals for the com- ing years. This is an important process -- publicize it as a means of building community understanding and sup- port for community improvement objectives. Prepare a Declaration of Policy statement to be made by the chief executive officer and governing body to the people of the community. The statement should identify and sum - marize(1) significant achievements during the past year; (2) changes or revisions in the community's overall ob- jectives, and (3) major goals which are set for attain- ment during the coming year. (See following page.) 1 DECLARATION OF POLICY FOR THE PROGRAM FOR COMMUNITY IMPROVEMENT {Insert additional sheet or sheets for policy statement if necessary) 2 CODES AND ORDINANCES OBJECTIVE: To assure adequate standards of health, sanitation, and safety through a comprehensive system of codes and ordinances which state the minimum conditions under which dwellings may lawfully be occupied. A. Complete column 1 for codes already in effect at the time of the community's last submission; column 2 for codes put into effect since that time; column 3 for codes not now in effect. When model codes are or will be used, also complete column 4. In addition to the basic codes listed, show any other codes the community considers essential to meet its community improvement objectives. KIND OF CODE 1 CODES PREVIOUSLY IN EFFECT 2 CODES MADE EFFECTIVE SINCE LAST SUBMISSION 3 CODES NOT NOW IN EFFECT 4 MODEL CODES THAT ARE OR WILL BE ADOPTED DATE ADOPTED DATE ADOPTED PROPOSED DATE FOR ADOPTION TITLE OF MODEL CODE YEAR PUBLISNED BUILDING PLUMBING ELECTRICAL HOUSING B. Has the community, as shown above, met the goals for the adoption of codes set forth in its last submission? [ ] Yes [ ] No. If "No" is checked, indicate fully what progress was made and why goals were not met. n C. Briefly describe the past year's work of the group or committee established for con- tinuing codes study. 3 d I D. Schedule for the Periodic review and up- dating of codes. If "Yes" is checked, complete the following: KIND OF CODE CODE REVIEWED SINCE LAST SUBMISSION SCHEDULED DATE NEXT REVIEW TO BE COMPLETED YES NO BUILDING PLUMBING ELECTRICAL HOUSING E. Has the community met the goals for code review set forth in its last submission? [ ] Yes [ ] No. If "No" is checked, indicate fully what progress was made and 1 why such goals were not met. F. Briefly indicate new goals that have been established for the coming year: Supplementary material required. Submit with this Review of Progress, the following supplementary material for each code adopted or revised since the last submission. (1) Model Codes. In each case where the community has adopted, since the last sub- mission, a regional or state standard model code, submit one copy of the adopt- ing ordinance and one copy of each subsequent ordinance amending or affecting that code. Do not submit a copy of the code itself. (2) Other Codes. In each case where a code has been adopted since the last sub- mission and a model code was not used, submit one copy of the code now in ef- fect and of each amendment thereto. Also submit one copy of the adopting or- dinance and one copy of each subsequent ordinance amending or affecting that code if code itself does not specifically note adoption ordinance, number and date. (3) Submit one copy of each revision or amendment of a code in effect at the time of the last submission which has been adopted since that submission. 4 COMPREHENSIVE COMMUNITY PLAN OBJECTIVE: The formulation and official recognition of a comprehensive general plan for the community as a whole. A. A Planning Commission or Agency was established on B. Complete column 1 for those items already in effect at the time of the community's last submission; column 2 for items adopted or approved since that time; column 3 for items not now in effect. ITEM 1 DATE ITEMS PREVIOUSLY IN EFFECT WERE ADOPTED OR APPROVED 2 DATE ITEMS EFFECTIVE SINCE LAST SUBMISSION WERE ADOPTED OR APPROVED 3 DATE PROPOSED FOR ADOPTION OR APPROVAL OF ITEMS NOT NOW IN EFFECT LAND USE PLAN MAJOR THOROUGHFARE PLAN COMMUNITY FACILITIES PLAN PUBLIC IMPROVEMENTS PROGRAM ZONING ORDINANCE SUBDIVISION REGULATIONS C. Has the community, as shown above, met the goals for the adoption or approval of the items set forth in its last submission? [ ] Yes [ ] No If "No" is checked, indicate fully what progress was made and why such goals were not met. D. Is the community participating in regional, area, or metropolitan planning program? [ ] Yes [ ] No. If "Yes" is checked, identify the program and the participating agencies. 5 T. Schedule for the periodic review and up- dating of the plan. IT EM CHECK IF CURRENT WERE ITEMS REVISED SINCE LAST SUBMISSION? SCHEDULED DATE NEXT REVIEW IS TO BE COMPLETED YES NO LAND USE PLAN MAJOR THOROUGHFARE PLAN COMMUNITY FACILITIES PLAN PUBLIC IMPROVEMENTS PROGRAM ZONING ORDINANCE SUBDIVISION REGULATIONS F.' Has the community met the goals for plan review set forth in its last submission? [ ] Yes [ ] No. If "No" is checked, indicate fully what progress was made and why such goals were not met. G. Briefly describe the ways in which other agencies of local government have imple- mented the plans and policies developed by the planning agency. s fl. Does the Planning Commission receive technical help in its 1. On a consulting basis? [ ] Yes [ ] No 2. From resident staff employed to serve the Commission? If "Yes" is checked for either item, indicate specifically help provided at this time, including the number and types planning activities: [ ] Yes [ ] No the kind of technical of technical employees. T. Describe briefly plans (1) to provide or (2) to increase the present level of tech- ' nical help, including the time schedule for putting such plans into effect. J. Briefly indicate new goals that have been established for the coming year. Supplementary material required. Submit, with this Review of Progress, the following supplementary material: (1) In each case where a land use plan, a thoroughfare plan, a community-facilities plan, a public improvements program, or other special plan has been adopted or revised since the last submission, submit one copy of the plan or revision, including maps, text, and other related material. (2) In each case where a zoning ordinance has been adopted or amended since the last submission, submit one copy of the new ordinance or amendment, including one copy of any amended zoning map. (3) In each case where the community has adopted or amended subdivision regulations since the last submission; submit one copy of the ordinance or amending ordi- nance. (4) In each case where the community has placed in effect since the last sub- mission, a land use plan, a major thoroughfare plan, a public improvements program, or a community facilities plan, submit one copy of the evi- dence of official recognition of such plan. This evidence may be in the form of minutes of the meeting of the Planning Commission or governing body at which such action was taken, or of a letter from the Mayor, City or Town Manager, or Chairman of the Planning Commission stating that such plan is officially recog- nized and used in planning and controlling the development of the community. (5) One copy each of any plan reports issued since the last submission which indi- cate the progress of planning in the community. 7 1 NEIGHBORHOOD ANALYSES OBJECTIVE: A community -wide study to determine what areas are blighted or in danger of becoming blighted and the identification of the nature, intensity, and causes of blight as a basis for the planning of neighborhoods of decent homes in a suitable living environment. A. Indicate the status of each of the following items by completing either column 1, or columns 2 and 3, with respect to a complete analysis of all neighborhoods in the community. R. Briefly describe progress made during this last year and indicate new goals estab- lished for the coming year. C. What has the community made since the last submission of the data assembled through the neighborhood analyses to develop and carry out a specific program for the elimination and prevention of slums and blight in any neighborhood? 8 1 2 3 ITEM DATE THIS ITEM PERCENT DATE FOR COMPLETION WAS COMPLETED COMPLETED OF THIS ITEM DELINEATION OF NEIGHBORHOOD AREAS AND BOUNDARIES INFORMATION ON HOUSING CONDITIONS INCLUDING LOCATION AND EXTENT OF BLIGHT OR POTENTIAL BLIGHT CHARACTERISTICS OF FAMILIES AFFECTED BY POOR HOUSING ADEQUACY OF COMMUNITY FACILITIES AND SERVICES, BOTH PUBLIC AND PRIVATE. CAUSES OF BLIGHT IDENTIFICATION OF STEPS NEEDED TO ELIMINATE PRESENT BLIGHT AND PREVENT FUTURE BLIGHT R. Briefly describe progress made during this last year and indicate new goals estab- lished for the coming year. C. What has the community made since the last submission of the data assembled through the neighborhood analyses to develop and carry out a specific program for the elimination and prevention of slums and blight in any neighborhood? 8 H D. Vib at plans does the community have for the further use of such data in developing specific Programs for the elimination and prevention of slums and blight in each neighborhood? F. What Progress has (code enforcement, by neighborhood. been made in community -wide programming of renewal activities rehabilitation, clearance and redevelopment, etc.), neighborhood Supplementary material required. To the extent that such material is available and has hot been previously submitted. (1) Submit one copy of analyses, statistical data or estimates (including maps and charts) on the total blight problem of the locality (e.g. numbers and locations of substandard units, data on occupancy characteristics, etc.') (2) Submit one copy of a map showing the delineation of logical residential neigh- borhoods for planning purposes. The map should also indicate those neighbor- hoods where early action to correct conditions of blight is planned, if such information is known. (3) Submit one copy of community -wide program for renewal activities. 9 WAD MINISTRAT I VE ORGANIZATION OBJECTIVE: To identify and establish the administrative responsibility and capacity for carrying out overall Program for Community Improvement activities and for the enforcement of codes and ordinances. A. Coordination. Describe changes since the last submission in the way in which the community's overall Program for Community Improvement is being coordinated. D. Describe briefly progress made during the past year in strengthening any weak spots- - insufficient staff, ineffective procedures - -in the community's administrative organ- ization for carrying out the Program. C. Code Enforcement. Describe briefly (a) any changes since the last submission in code enforcement techniques and (b) plans for improving the code enforcement program, including the time schedule for putting such plans into effect. 10 NOTE: If any data provided below is for less than 12 months, give the beginning and ending dates of the period actually covered. 1. Complete the following for each code already in effect: KIND OF CODE DEPARTMENT OR OFFICIAL RESPONSIBLE FOR ADMINISTRATION AND ENFORCEMENT NUMBER OF INSPECTORS THIS YEAR NUMBER OF INSPECTORS PROPOSED FOR NEXT YEAR HOUSING CODE OTHER NUMBER OF PERMITS ISSUED UNDER CODE NUMBER OF INSPECTIONS MADE NUMBER OF VIOLATIONS DETECTED I/ NUMBER OF VIOLATIONS VOLUNTARILY CORRECTED I/ 2. Complete the following for codes proposed to be adopted during the next 12 months. 3. For,each of the following codes already in effect, provide the data indicated be- low for the past 12 months as evidence of the community's enforcement activity. ITEM BUILDING CODE PLUMBING CODE ELECTRICAL CODE HOUSING CODE OTHER NUMBER OF PERMITS ISSUED UNDER CODE NUMBER OF INSPECTIONS MADE NUMBER OF VIOLATIONS DETECTED I/ NUMBER OF VIOLATIONS VOLUNTARILY CORRECTED I/ NUMBER OF STOP ORDERS ISSUED NUMBER OF COURT CASES INSTITUTED A. WON BY CITY B. LOST BY CITY C. PENDING 'TRIAL D. FINES LEVIED (NUMBER) E. FINES LEVIED (AMOUNT) Count only violations for which a formal notice is issued. Multiple violations of any one code in a single structure should be counted as a single violation. However, if records are maintained on another basis, use available figures and explain below the basis upon which such figures are maintained. 4. Condemnation actions in past 12 months in connection with code I NUMBER violations A. DWELLING UNITS CONDEMNED FOR CODE VIOLATIONS I B. DWELLING UNITS BROUGHT INTO COMPLIANCE WITH CODE AFTER BEING CONDEMNED C. DWELLING UNITS RAZED AFTER CONDEMNATION 11 5. Describe briefly the results of any planned program of code enforcement. If areas of the community have been newly selected since the last submission for an especially intensive planned program of code enforcement, identify them and describe briefly the techniques to be used. D. Zoning Ordinance 1. By what department or official is the zoning ordinance administered? 2. By what department, official, or board are variances from the ordinance considered? 3. By what department, official, or board are appeals from administrative decisions considered? 4. Furnish the following data for the past 12 months: ITEM I NO. FILED I N0. GRANTED A. REQUESTS FOR REZONING B. REQUESTS FOR VARIANCES UNDER THE ZONING ORDINANCE C. APPEALS FROM ADMINISTRATIVE DECISIONS ON ZONING E. Subdivision Regulations 1. By what department or official are the subdivision regulations administered? 2. Number of preliminary plats submitted during the past 12 months? Approved: Disapproved: 2. Number of final plats Approved: Disapproved: Withdrawn F. Describe briefly progress made and planned to improve (1) administrative procedures and (2) record keeping on administrative actions. Supplementary material required. None required under this section. 12 FINANCING OBJECTIVE: The recognition of need by the community and the development of the means for meetLng the costs of carryLng out an effective program for the elimination and prevention of slums and blight. A. Complete the following table. If accounts and budgets are not set up on this basis, reasonably accurate estimates may be used. Estimate expenditures this year on a full 12 -month basis through the end of the community's fiscal year. ACT I V I TY AMOUNT EXPENDED OR BUDGETED SOURCE OF FUNDS (Fees, general funds, etc.) TH15 FISCAL YEAR NEXT FISCAL YEAR CODE ENFORCEMENT DEVELOPMENT OF COMPREHENSIVE PLAN ZONING ADMINISTRATION SUBDIVISION CONTROL ADMINISTRATION NEIGHBORHOOD ANALYSES B. List any contributions or grants of money or services within the past year to the community, by private sources or other public sources, for the kinds of activity indicated in A, above. J. 1j C. Does the community have a capital improvements budget or similar program for financ- ing the future provision of scheduled public works and improvements? [ ] Yes [ ]No If "Yes" is checked, what is the latest fiscal year covered by this program? If "No" is checked, when does the community contemplate formulating such a program or budget? Beginning with what fiscal year? D. Describe briefly any significant changes since the last submission in the com- munity's ability or willingness to give financial support to activities in any of the categories identified in Paragraph A on the ;receding page. If the amounts actually expended last year for any category was substantially .less than that estimated in the last submission, indicate the reason therefor. Briefly indicate new goals established for the coming year. E. If one or more Federally- assisted Urban Renewal projects are contemplated, what tentative plans, if any, have been made to provide the community's share of project costs? Supplementary material required. Submit one copy of capital improvements budget or similar program if available. 14 EtHO SING F_OR DI_SP_LAC_E_D FAMILIES OBJF.CTIVF.: A community program to relocate families displaced by governmental action in decent, safe, and sanitary housing within their means. Governmental action includes code enforcement, slum clearance, and the construction of high- ways and other public works. A. What agency or officials have the responsibility for Providing relocation assistance to families displaced by all types of governmental action? Is the responsibility for relocation planning placed in the same agency or officials? [ ] Yes [ ] No If "No" is checked, name the agency or officials responsible for relocation planning. 13.1. (hitline in the table below the number of families actually displaced by various types of governmental action during; the preceding; year. Past displacement by governmental action from to (Mo. and yr.) (Mo. and yr.) TYPE OF DISPLACEMENT NO. OF FAMILIES URBAN RENEWAL HIGHWAYS CODE ENFORCEMENT OTHER (SPECIFY) TOTAL FAMILIES DISPLACED DURING THE YEAR 2.Indicate whether these families have been satisfactorily relioused, describing; any problems or difficulties encountered in their relocation. C.l.Outline in the table below the latest community plan for the relocation of families to be displaced by governmental action in the next two years. Relocation Housing Needs. Time Period: (Mo. and Yr. to Mo. and Yr.) TYPE OF DISPLACEMENT URBAN RENEWAL NO. OF FAMILIES HIGHWAYS CODE ENFORCEMENT OTHER (SPECIFY) TOTAL FAMILIES TO BE DISPLACED Relocation Housing Resources* expected for same time period FYPi OF HOUSING EXISTING HOUSING TURNOVER IN PRIVATE HOUSING NO. OF UNITS TURNOVER IN PUBLIC HOUSING NEW CONSTRUCTION PRIVATE NEW PUBLIC NEW UNITS TO BE REHABILITATED TOTAL AVAILABLE TO DISPLACED FAMILIES SURPLUS OR DEFICIT OF AVAILABLE HOUSING 'Include only standard housing that displaced families may reasonably be expected to obtain in competition with other families in the market and which is within their means, available to, and suitable for their occu- pancy. Utilization of vacancies is to be included with turnover. 15 2. Describe the measures being taken to make certain that the new construction indicated above will take place in the volume estimated. If Section 221 or public low -rent housing is contemplated, what steps have been, or will be, taken by the community to obtain such housing. If a deficit of available housing is shown, what measures will be taken to overcome it? D. Has a long -range (beyond two years) plan for been prepared or revised? ( ] Yes [ If "No" is checked, by what time will it be providing housing for displaced families No prepared and rut into effect? E. Describe any significant changes that have occurred since the last submission in the community's ability to provide housing for displaced families, including housing for minority groups. I F. Indicate progress made, or planned, in establishing working relationships between officials responsible for this phase of the Program for Community Imprgvement and those of all governmental programs likely to cause family displacement- -both in helping plan relocation needs and resources and in helping displaced families re- locate in the housing available or to be made available. Supplementary material required. Submit one copy of any report or plan for the relo- cation of displaced families prepared since the last submission. 16 CITIZEN PARTICIPATION OBJECTIVE: Community -wide participation on the part of individuals and representa- tive citizens' organizations which will help to provide, both in the community gen- erally and in selected areas, the understanding and support necessary to insure success. A. Official responsible for the development of citizen participation in the Program for Community Improvement. B.1. A Citizens' Advisory Committee was established on 2. flow frequently has the committee met and when was the last meeting held? 3. If not given in previous submissions, list the members of the Citizens' Advisory Committee, including any new members appointed since the last submission, and show their business, professional, civic, and other affiliations. C.I. A subcommittee of the Citizens' Advisory Committee or a special committee on minority group housing problems was established on If not given in previous submissions, list the members and the groups or org- anizations they represent. 2. Describe briefly the progress of this special committee or subcommittee in the study of minority group housing problems and the means of assuring full oppor- tunity in housing for all. 17 D. List any other be established, represented. subcommittees of-the citizens advisory committee established, or to to study special Problems, showing officials and citizen groups E. Describe briefly citizen participation programs carried out or planned for neighbor- hoods or areas to be directly affected by clearance, intensive code enforcement, conservation, etc. F. Summarize briefly significant changes that have taken place since the last submis- sion in the extent of citizen support and participation in the community improvement effort including significant activities of business, professional anti civic groups and of the press, radio and television. Indicate new goals for the coming year. Supplementary material required. Submit available material, including a copy of the Citizens' Advisory Committee report anti other locally prepared explanatory material, press clippings, and similar material, evidencing citizen participation and interest since the last submission. 18 Checklist of supplementary material submitted with this Review of Progress. (Check each item submitted. Refer to heading "Supplementary Material Required" under each section of this form for information as to what supplementary material is needed. Material furnished with a previous submission should not be resubmitted. Section 1. Codes and Ordinances Adopting ordinance for Model code and each amendment thereto adopted since the last submission: [ ] Building [ ] Electrical [ ] Plumbing [ ] Housing [ ] Other codes (specify) Copy of each code, when not a Model code, and evidence of adoption and amend- ments thereto adopted since the last submission: [ ] Building [ ] Electrical [ ] Plumbing [ ] Housing [ ] Other codes (specify) Section 2. Comprehensive Community Plan Copy of each existing plan element and revisions thereto placed in effect since the last submission: [ ] Land Use [ ] Community Facilities [ ] Major Thoroughfare [ ] Public Improvements [ ] Other plans (specify) [ ] Copy of zoning ordinance [ ] Adopting ordinance and amendments thereto, adopted since the last submission [ ] Copy of official zoning map if not previously submitted or if revised since the last submission [ ] Copy of subdivision regulations [ ] Adopting ordinance and amendments adopted since the last submission Copy of evidence of official recognition of the following plans: [ ] Land Use [ ] Community Facilities [ ] Major Thoroughfare [ ] Public Improvements [ ] Other plans (specify) [ ] Copy of each plan report indicating the progress of planning in the community prepared since the last submission Section 3. Nei hborhood Analyses Data on total blight problem of the community available since the last sub- mission [ ] Map showing neighborhoods for planning purposes if not previously submitted or if revised since the last submission [ ] Copy of report or plan prepared since last submission on community -wide programming of renewal activities. Section 4. Administrative Organization. No supplementary material required. Section 5. Pinancin Copy of available capital improvements budget or similar program prepared since last submission. Section 6. Housing for Displaced Families [ ] Copy of available reports on plans for the relocation of displaced families prepared since the last submission Section 7. Citizen Participation [ Available material evidencing citizen participation and interest in activ- ities. GPO 898268 19 !t,3, F', 0Z J, Saint Paul, Minnesota city and sLaLC submitted to the [lousing and Home Finance Agency on t. ..Tune- 14, .1 9(�� date AQ. 13 t of the chief executive ure George J. Vavoulis, Mayor' name and Litle IV A I o-�d by 'the 66da-t i3ur&iu 1,o,16 —RO841. 1: This. form is designed to cover the essential and pertinent information necessary for H H FA action and can be used as a guide in preparing the documentation of a complete program. If the form does not permit a full picture of the local situation, do not hesitate to include additional information.' CITY OR TOWN Saint Paul COUNTY Ramsey POPULATION, 1950 CENSUS POPULATION, 1960 CENSUS t 311,313 313,409 2�a -f, ST ATE Minnesota DATE OF ACTION THIS REVIEW OF PROGRESS WAS APPROVED BY THE GOVERNING BODY OF THE COMMUNITY ON June 9, 1961 NAME AND TITLE OF THE OFFICIAL RESPONSIBLE FOR COORDINATING THE FRUGRAM FUR CUMMUNITT IMYHUVtMtNI ALIIV III t.1 George Vavoulis, Mayor, City of Saint Paul DECLARATION OF POLICY In reviewing progress under its Program for Community Improvement, a locality is taking stock -- evaluating its accomplishments and deciding on new goals for the com- ing years. This is an important process -- publicize it as a means of building community understanding and sup- port for community improvement objectives. Prepare a Declaration of Policy statement to be made by the chief executive officer and governing body to the people of the community. The statement should identify and sum- marize (1) significant achievements during the past year; (2) changes or revisions in the community's overall ob -. jectives, and (3) major goals which are set for attain- ment during the coming year. (See following page.) _e I. DECLARATION OF POLICY FOR THii'', PROGRAM FOR C051,HNITY IMPROVEMENT CITY OF SAINT PAUL O F F I C E OF M A Y O R y 347 Court House Saint Paul 2, Minnesota Mr. John P. McCollum Regional Administrator Housing and Home Finance Agency 105 West Adams Street Chicago 3, Illinois Dear Mr. McCollum: The City of Saint Paul, Minnesota hereby requests recertification for its Program for Community Improvement (Workable Program) for the year following the expiration of our present certification period. We recognize that the Workable Program is one of continuing effort. It is mutually beneficial if this continuing effort is programmed and proper records are maintained so that future conduct and per- formance will be recorded in order to establish performance values. Your office is thoroughly conversant with the local climate that prevailed in-the area,of the Program for Community Improvement and the working relationship of the governing body of our city with the Housing Authority Administration. Our recent actions demonstrate that we have faced up to the reality .of our responsibility. We have uncovered many obstacles and submit- ted remedial action in many important areas. These actions produced an encouraging picture for our future progress. Not withstanding any and all previously submitted requests and re- ports, performance values of low volume prevailed in many areas. This lack of performance values was most significant in the area of production achievement and community understanding. x Our Chamber of Commerce responded in a most commendable manner by initiating a series of "Town Meetings ". First Meeting, October, 1960.... Subject -Local Government Second Meeting, December, 1960.... Subject -Port Authority Third Meeting, March, 1960.... Subject -Urban Renewal in St.Paul At the second and third meeting we presented a united, vigorous front to approximately 400 of our top business leaders, relative to (Insert additional sheet or sheets for policy statement if necessary) • 2 Several individual efforts have been exerted in the past ten years that had as its goal the improvement of various areas throughout our entire community. We recognized the need to unite these efforts into one potent group in order to serve our entire community. In March, 1961 the final announcement was made of the committee, identified as the Saint Paul Metropolitan Improvement Committee. This group, composed of 35 members, representing key positions in industry, labor, business, finance, and professional activities are now united and organized and'will assist in the coordination and implementation of all private and public plans into a single produc- tive force for the benefit of our entire community. The Work Program of this committee is such that attention shall be directed toward the total Urban Renewal Program with immediate attention given to the General Plan of the Community and Codes and Ordinances affecting the city. Our City Planning Department has made positive forward strides*in their respective presentation of comprehensive city planning. A preliminary draft for the proposed "Plan for Thorofares" was pre- sented for study in December, 1960. This comprehensive 140 page program study will offer additional support to our new program. To assist and guide the Urban,Renewal Program the Mayor has appoint- ed a council committee composed of the Mayor.and two Councilmen to make recommendations to the City Council on the various phases, necessary changes and needed implementation of the Urban Renewal Pro- gram. Because of our commission form of government, the Mayor feels that such a committee will place the Urban Renewal function inr.a more favorable position in the government organization to accomplish the basic .objectives of Urban Renewal;. To provide technical assistance to the above committee and city council ih the development and coordination of a sound Urban Renewal Program there will be the following technical committees with mem- bership as follows: 1. Program Committee Consisting of staff representative from the: 1. City Architect's office 2. Planning Board 3. Housing Authority 4. Research Bureau 2. Codes and Ordinance Review and Study Committee Consisting of staff personnel and private citizens: 1. City Attorney 2. City Architects 3. Planning Board 2b } 4. Health Bureau 5. Fire Prevention 6. Research Bureau 7. Architect 8. Contractor 3. Public Improvement Coordination Committee Consisting of staff personnel from the: 1. Comptroller's office 2. City Engineer 3. City Architect 4. Research Bureau 5. Planning Board 6. Port Authority 7. Housing Authority 8. Public Utilities In order to create lasting benefits to our community we are con- stantly urging the acceleration of the production program by the Housing Authority so as to produce more tangible evidence of last- ing benefits to our community and local economic structure. Build- ing of the 714 units, approved by the city government, is most im -' portant. 1. Acceleration of an urban renewal program in disposing of available acreage to responsible builders. 2. Develop sites for renewal programs that would benefit housing and industry. We have faced up to the real situation in our community, city gov- ernment and Housing Authority. We believe and subscribe whole heartedly to the lasting benefits of a constructive program for community improvement. We submit further evidence in this summary and report of our intent and program for the future. The results of our past year's performance is also submitted for your informa- tion and inspection. We respectfully request to receive your approval and recertification of the Program for Community Improvement (Workable Program_ upon the expiration of our present certification. Your representatives have given us considerable support and guidance. You have -always indicated a sincere interest in our complex situa- tion, and you have extended to us the use of many of your staff per- sonnel. For all your assistance and interest, I wish to extend our hearty and sincere appreciation. _7 Yogffr — �,4lY9 GE ORGE/ J. VA VOULI S AYOR 2c OBJECTIVE: To assure adequate standards of health, sanitation, and safety through a comprehensive system of codes and ordinances which state the minimum condr.ttons under which dwellings may lawfully he occupied. A. Complete column 1 for codes already in effect at the time of the community's last submission; column 2 for codes rut into effect since that time; column 3 for codes not now in effect. When model codes are or will be used, also complete column 4.' +' In addition to the basic codes listed, show any other codes the community considers essential to meet its community improvement objectives. B. Has the community, as shown above, met the goals for the adoption of codes set forth 'in its last *submission? • FX_1 Yes [ ] No. If "No" is checked, indicate fully what progress was made and why goals were not met. By the adoption of the Housing Code, the publication of *completely re- visea Electrical Requirements of the Building Code and the review and revision of other requirements of the Standards for Building Construc- tion of the Legislative Code of the City of Saint Paul, the City of Saint Paul has exceeded the progress anticipated in this area at the time of our last submission. C. Briefly 'describe the past year's work of the group or committee established for'con- tinuing codes study. (See attached sheet) x 3 II 2 3 4 KIND OF CODE CODES PREVIOUSLY IN EFFECT CODES I4ADE EFFECTIVE SINCE CODES NOT NOW IN EFFECT MODEL CODES THAT ARE OR WILL BE ADOPTED LAST SUBMISSION DATE ADOPTED DATE ADOPTED PROPOSED DATE FOR ADOPTION TITLE OF MODEL CODE YEAR PUBLISHED BU I LD I NG* 1953 / PLUMBING* 1955 ELECTRICAL* 1955 H 0 U S I N 1960 Zoning 1922 _ Part of the standa "rds for building • construction of the Legislative Code. (see attached sheet) I i B. Has the community, as shown above, met the goals for the adoption of codes set forth 'in its last *submission? • FX_1 Yes [ ] No. If "No" is checked, indicate fully what progress was made and why goals were not met. By the adoption of the Housing Code, the publication of *completely re- visea Electrical Requirements of the Building Code and the review and revision of other requirements of the Standards for Building Construc- tion of the Legislative Code of the City of Saint Paul, the City of Saint Paul has exceeded the progress anticipated in this area at the time of our last submission. C. Briefly 'describe the past year's work of the group or committee established for'con- tinuing codes study. (See attached sheet) x 3 A. All existing codes and ordinances of the City of Saint Paul were completely recodified on December 18, 1957. This entire text is entitled "The Legislative Code of the City of Saint Paul" and was adopted by the City Council. The standards for building construction are a part of the Legis- lative Code and include requirements covering structural strength, fire safety, plumbing, heating, electrical, etc., and apply to all new construction including alterations and major repairs. These requirements are constantly being revised and in addition they are completely reviewed periodically. The standards for housing which set the minimum conditions under which a building or parts thereof may be occupied as a multi- family dwelling or rooming house is entitled "The Housing Code of the City of Saint Paul ", was passed by the City Council on July 14, 1960, and was made available to the public in October,, 1960. C. The electrical requirements of the standards of building construc- tion were completely revised and a separate publication made in January, 1960. The plumbing requirements are being reviewed at the present time and a separate publication of these require- ments will be made approximately July, 1961. It is anticipated that the heating requirements and general requirements of the standards for building construction will be reviewed in 1962. The housing code enforcement was started in January, 1961 and is being closely observed to determine what changes, if any, should be made in the requirements, the methods, and procedures in order to enable.the City to obtain the desired results. Extra attention is being given the need or desirability of in- cluding one and two family dwellings under the Housing Code. t�. 3a -0 Y� a 1) E. Schedule for the periodic review and up- dating of codes. if "Yes" is checked, complete the following: KIND OF CODE S CODE REVIEWED S SCHEDULED DATE YES N NO BUILDING _ x I Im6r. 1962 PLUMBING X _ x X J July 1961 ELECTRICAL X X HOUSING * Housing Code issued since ast submission. Has the community met the goals for code review set forth in its last [X] Yes [ ] No. If nNo" is checked, indicate fully what progress was why such goals were not met. The City of Saint Paul has exceeded the progress expected code, the electrical requirements have been-reviewed and a publication made available, and progress has been made in the plumbing requirements. r submission? made and in review of new separate review of F. Briefly indicate new goals that have been established for the coming year: The plumbing requirements of the standards for building construction are currently being studied and a separate publication made-approxi- mately July, 1961.• It is anticipated that the heating and general requirements will be reviewed and revised in 1962. Provisions of 'the Housing Code will be studied with the view to making needed revisions. Supplementary material required. Submit with this Review of Progress, the following supplementary material for each code adopted or revised since the last submission. (1) Model Codes. In each case where the community has "adopted, since the* last sub- mission, a regional or state standard model code, submit one copy of the adopt- ing ordinance and one copy of.each subsequent ordinance amending or affecting that code. Do not submit a copy of the code itself. (2) Other Codes. In each case where a code has been adopted since the last sub- mission and a model code was not used, submit one copy of the code now in ef- fect and of each amendment thereto. Also submit one copy of the adopting or- dinance and one copy of each subsequent ordinance amending or affecting that code if code itself does not specifically note adoption ordinance, number and date. (3) Submit one copy of each revision or amendment of a code in effect at the time of'the last submission which has been adopted since that submission. 4 013JECTT6E: The formulation and official recognition of a comprehensive general plan for the Community as a whole. A. A Planning Commission or A;eney was established on _ March 8, 1918 B. Complete column 1 for those items already in effect at the time of the community's last submission; column 2 for items adopted or approved since that time; column 3 for items not now in effect. � r ITEM 1 DATE ITEMS PREVIOUSLY IN EFFECT WERE ADOPTED OR APPROVED 2 DATE ITEMS EFFECTIVE SINCE LAST SUBMISSION WERE ADOPTED OR APPROVED 3 DATE PROPOSED FOR ADOPTION OR APPROVAL OF ITEMS NOT NOW IN EFFECT LAND USE PLAN Jul 20, 1959 MAJOR THOROUGHFARE PLAN COMMUNITY FACILITIES PLAN De� -D 9 1960 ra- -t Sept. 9, 1960_ S mmer 1962 -F• n-a ��--�— PUBLIC IMPROVEMENTS PROGRAM _None in Effect�CC��an��p�fl_gram_lc ZONING ORDINANCE July 7, 1922 alert - e� -Dtuc SUBDIVISION REGULATIONS De 9 960 TO City 0 l )6 ly C. Ilas the community, as shoun above, met the goals for the adoption or approval of the items set forth in its last submission? [ ] Yes [ X] No If "No" is checked, indicate fully what progress was made and why such goals were not met. 1. Land Use Plan - Community Plan Report #8 entitled "Saint Paul's Preliminary Land Use Plan" was completed, approved by the Planning Board on July 20, 1959, published, and presented to the City Council in November, 1959. It was included as Exhibit 2 in Saint Paul's Workable Program in the Recertification for the year 1960. 2. Major Thoroughfare Plan - Preliminary Plan completed and published as draft in December, 1960. Information relative to 1980 traffic flow and volume projections is currently being developed by the Twin Cities Area Transportation Study being conducted under the supervision of the Minnesota Highway Department. It is anticipated that the data required to complete the Final Thoroughfare Plan will be made available before thl end of 1961. It is expected that the Thoroughfare Plan will be complete( P. Is the community participating in regioi�uie aiaco`ni,��ttropolitan planning program? [X] Y c s [ ] No. If "Yes" is checked, identify the program' and the participating agencies. The City of St. Paul is participating in the program of the Twin Cities Metropolitan Planning Commission. The City is represented on the' Commission by the Mayor, one member of the City Council, the Manager of the Metropolitan Sewer District, a St. Paul architect, a member of the business community, and a labor official. The City participates (See attachment !'D" 5 Attachment "C" in final form no later than the summer of 1962. (This draft was com- pleted since the last recertification). A copy was recently given to your field representative, marked as exhibit 1. 3. Community Facilities Plan - Community Plan Report #9 entitled, "Saint Paul's Plan for Public Educational, Recreational, and Cultural Facilities" completed, and approved by the Planning Board on September 9, 1960, and published in November, 1960. This item was completed since the last recertification. See attached exhibit 2. 4*. Public Improvement Program - Because of the City Charter and State Law, no one agency can alone develop a coordinated public improvement program. Such a program to be successful in our community requires the joint efforts of several departments, bureaus, and special agencies. To accomplish this the Mayor has appointed a public improvement coordin- ating technical committee. Work to date has been directed toward methods and procedures. (See financing section for further discussion) 5. Zoning Ordinance Since the last submission, two amendments to the Zoning Ordinance have been adopted dealing with density and building coverage standards and parking regulations for multi- family dwellings, marked as exhibit 3. (a) Selected Revision of the Zoning Code. Two amendments have been drafted approved by the Planning Board in May, 1961, and have been submitted to the City Council. The first deals with the establishment of a Parking District Zone (see attached ex- hibit 4). The second covers definitions of additional terms, the authority to require off- street parking spaces, the estab- lishment of a schedule for Off- street Parking Requirements for all structures and uses which generated the demand for parking space, design standards for Off- street Parking Facilities, and the licensing, maintenance and operation regulations for Off - street Parking Facilities. A copy of the draft of this second revision of the Zoning Code is also submitted (see attached exhibil 5). It should be noted that the review of these revisions took longer than estimated. In the 1960 Recertification, the state- ment was made that the drafts of same should be submitted to the City Council before the end of the year. This target date was miscalculated by about 4! months. (b) Comprehensive Revisions of Zoning Code and Map. Both the 195' and 1960 Recertification of the Workable Program stated that "this study would be initiated upon the completion of the Land Use Plan and is expected to continue for approximately one year." From the 1960 Recertification, the following is quoted: "A draft of a new Zoning Code and Map will be initiated in 1960." Staff efforts have been devoted during the past year in attending meetings and conducting work shops on zoning with such citizen groups - 5 (a) as the League of Women Voters and the St. Anthony Park Association. It is the concensus of the Planning staff that these efforts be in- tensified in order to gain public support for a new zoning ordinance. A comprehensive approach to gain public interest and support for a new zoning ordinance could involve a number of years. The first part of the program could be devoted to public relations and education, the second period could include the actual draft of the new ordinance, and during the last period efforts could be concentrated on public meetings and hearings relative to the adoption. The draft of a new Zoning Code and Map have not been initiated to date. It is hoped that a start can be made on this project before the end of the year. It is anticipated that the necessary public educational program would require at least a year. It is estimated that a draft of the new ordinance and map will require at least 18 months to complete Another year will probably be necessary for the required public hearings prior to adoption. This, therefore, appears to be a 3 to 4 -year program from initiation to completion. 6. Subdivision Regulations - A preliminary draft of subdivision regula- tions has been prepared by the staff. An initial review of same has been made by the St. Paul Department of Public Works. (See attached exhibit 6 for a copy of this, draft.) 'It should be pointed out that there are a few areas'of disagreement on this draft between the staffs of the City Planning Board and Public Works Department. Further re- view of the draft will be conducted this Spring and Summer by the Planning Board and Department of Public Works before submission of the regulations to the City Council. It is planned to submit this draft to the City Council by mid - summer with the expectation that action will be taken on adoption before the end of the year. 5 (b) Attachment "D" financially through its pro rata share as set up in the statute es- tablishing the mill -levy by which the Commission's annual budget is raised. The Commission's planning jurisdiction covers a seven - county area which includes Ramsey County in which Saint Paul is located. On the program level there is a free exchange of information between the staffs of the two agencies. The professional and technical people consult frequently on problems of mutual interest and concern. The By -laws of the Saint Paul Planning Board provide for the "Correlating Committee of the Saint Paul, Minneapolis, and Twin Cities Metropolitan Planning Departments: The Saint Paul members of the committee shall be: ?elected annually and shall consist of the present and last past chairman of the Board, Director of City Planning, one citizen -at -large preferably a former member of the Board, and three additional members of the Board. This committee shall co- operate with the members of a similar committee from the Minneapolis and Twin Cities Metropolitan Planning Commission in promoting the joint interests of the two cities and the. Metropolitan area." 5 (c) !i7 E. Schedule for the periodic revity and up- dating of the plan. ITEh1 * CHECK IF CURRENT WERE ITEMS REVISED SINCE LAST SUBI4ISSION? SCHEDULED DATE NEXT REVIEW IS TO BE COMPLETED YES NO LAND USE PLAN X which is still X 1961-62— MAJOR THOROUGHFARE PLAN X community met the goals for G1=6Z— COMMUNITY FACILITIES PLAN X [X] No. If "No" is checked, indicate fully what progress was made and PUBLIC IMPROVEMENTS PROGRAM goals were not met. ZONING ORDINANCE X Continuing- SUBDIVISION REGULATIONS X Economic Study X Included is an additional element which is a use�'ul b ckgr and and resource study. This is the Economic Study of Saint Paul. All of these items are current with the exception of the Zoning Ordin- ance which was adopted in 1922 and the Public Improvements Program which is still to be prepared. (See Attachment "E ") - F." Has the community met the goals for plan review set forth in its last submission? ] Yes [X] No. If "No" is checked, indicate fully what progress was made and ..why such goals were not met. Most of the goals have substantially been met. Reasons for not meet- ing some of these goals are stated in part "c" of this section. G. Briefly describe the ways in which other agencies of local government have imple- menter) the plans and policies developed by the planning agency. Generally, many of the plans and policies developed by the City Plan- ning Board have been implemented by the City Council, St. Paul Public Works Department, the St. Paul Department of "Parks, Recreation, and Public Buildings, the City's Department of Education, the Ramsey County Board of Commissioners, Housing & Redevelopment Authority, Ancker Hospital Facility Building Commission and St. Paul Port Authority. The following narrative briefly explains seven specific studies-and plans developed by the Planning Agency which have been, or are being, imple- mented by local government. These are.documented by the exhibits noted in the narrative. 1. Development Plan for the Workhouse Farm Property (See attached ex- hibit 7). This study and plan was developed by the Planning Board in September, 1957 for some 243 acres of land under the management of the City and County Detention Facilities Commission. -The plan recommended that approximately 37 acres be developed as a park area, 24 acres be developed as a junior high site, and the balance be used for public (See attachment "G") F 6 Attachment "E" The inventory of existing land use has been up -dated as of April, 1961. Although the Thoroughfare Plan is published in draft form, no substantial revisions in the Plan are anticipated prior to its final publication. The Community Facilities Plan has been publish- ed in its final form. These three elements will be reviewed in 1961 prior to the completion of the Comprehensive Plan and any necessary revisions will be incorporated at the time of this review. The Public Improvements Program is not yet available and revision of the Zoning Ordinance has not yet been-undertaken on a comprehen- sive basis. Reasons for not meeting these goals have been stated in Section "C" of this.submission. Subdivision Regulations have been prepared in draft form but have not been submitted to the City Council for the reasons spelled out in Section "C ". The Economic Study is currently ready to be published. The printer's dummy has been completed and printing bids will be requested the first week in June. 6 a. Attachment "G" streets and residential development. The City, through the Depart- ment of Public Works, .platted the south portion of the area into public streets and residential blocks (see exhibit 8 -A). Subsequent- ly, the City offered for sale 8 blocks of residential property on which bids were accepted for 4 blocks by the City and said abstracts of title were transferred to private interests. Four blocks have been platted into building lots and the final plat has been accepted and recorded. (See exhibit 9 -B). The park and junior high acreage is being retained in title of City of St. Paul and will be developed in the near future for said uses. 2. Study and Proposed Plan for Recreation Space in the Southeast Sec- tor of Ramsey County,. Minnesota (see attached exhibit 10). The Ram- sey County Board entered into contract with the St. Paul Planning Board for the specific purpose of having the Planning Board prepare a plan for recreation space in the Southeast Sector of the County. The report was completed in March, 1960 and submitted to the County. Ser- ious consideration has been given the plan as evidenced by actual land acqusition and initiation of proceedings for additional land acquisi- tion. The status of accomplishment of land acquisition is reflected in the attached Exhibit 11., 3. Vocational High Study (See attached exhibit 12 ;). The Board of Education through Mr. G. F. Varner, Assistant Superintendent of Schools, Secondary Education, requested the Planning staff to make a study of possible sites for a new Vocational High School. 'The study was completed and transmitted to Mr. Varner in March, 1958. Subsequent ly, a $23 million bond issue for'schools was approved at a special election which included the acquisition of site and construction of Vocational High. The Department of Education is initiating procedures for the acquisition of site A. (See attached exhibit 12,(3). 4. Report on Thoroughfares in Como Park Area. (See attached exhibit 13). The problem of certain throughfare improvements and the poss- ible affect of same on the use of a large city park arose in the area of Como Park. At the request of the Commissioner of the Department of Parks, Recreation, and Public Buildings, the Planning Board prepared a study and report on Thoroughfares in the Como Park area in September, 1960. The report wAs thoroughly reviewed by the�Department of Public Works, Bureau of Traffic Engineering, and the Department of Parks, Recreation, and Public Buildings. The recommendations of the Planning Board were accepted as a reasonable solution by all three local govern- mental agencies as it was mutually agreed that the solution was just and that neither the recreational interests nor traffic interests were served at the expense of the other. 6 -b. Attachment "G" (continued) 5. Interstate Route 392 as it Affects Saint Paul. (See attached exhibit 14). The Minnesota Highway Department submitted three poss- ible alignments for the east leg of Interstate Route 392 (now known as "Interstate 9411). The Planning Board felt that the route would have tremendous impact on the economic, social, and physical well- being of the City and decided to initiate its own study. The study was completed in May, 1958 and submitted to the City Council. The Planning Board was the first city agency to go on record supporting the Hudson Road alignment. Subsequently, the Department of Public Works, Bureau of Traffic Engineering and the City's Highway Coordin- ator supported the Board's recommendation and the City Council unanimous ly approved said location in its report to the State Highway Department. During the past year the Minnesota Highway Department announced that it and the Bureau of Public Roads have designated the Hudson Road alignment as "Interstate 94 ". 6. An Evaluation of Victor Gruen Associates' Proposed Realignment. of Interstate Route 392 (see attached exhibit 15). Victor Gruen Associ- ates were employed by the Greater St. Paul Development, Inc., a group of Downtown St. Paul business interests, to prepare a plan for the Downtown area. In the firm's early studies, a proposal was madd that the portion of the Freeway which would carry traffic south of the Capitol area be realigned north of the Capitol. The Planning Board of St. Paul requested its staff to prepare a study evaluating the pro -' posed realignment. The staff's report was completed and submitted to the Board in September, 1958. The Board reviewed and approved same, and upon request of the Minnesota Highway Department submitted copies of the report to that agency. The Highway Department evaluated the Gruen proposal and supplemented its report with data and concepts set forth in the Planning Board study. The proposed realignment was re- jected. 7. Street Classification Standards (this was submitted as Exhibit 6 in the 1960 Recertification). These standards were jointly developed by the Department of Public.Works, Bureau of Traffic Engineering and the City Planning Board. During the past year, the staff of the De- partment of Public Works reported that these standards have been extr- emely helpful-and in several instances have served as the basis for decisions concerning certain major street improvements. One specific example is the extension of Louis - Marion Street northward from the Western Redevelopment Area to University Avenue. This is one of the major streets shown in the Preliminary Thoroughfare Plan, Community Plan Report 11. (See attached exhibit 1). The City is in the process of extending this street now and in keeping with the Standards. 8. Housing and Redevelopment Authority. The Authority has used the Land Use Plan, the Public Facilities Plan and the Thoroughfare plan as guides in the preparation of project plans for Urban Renewal Areas. 6 -c Attachment "G" (continued) In 1957, the Authority made $80,000 available to the Planning Board out of tax -levy funds to expedite the preparation of the Comprehensive Plan elements. In mid -1959, an additional $33,000 was made available to continue this work. These funds were expended by the end of 1960. In preparing the Eastern Area, Redevelopment Plan, the Authority in- corporated the density and coverage standards suggested by the Plan- ning Board for the construction of the proposed high -rise apartments. The Seven Corners, G.N.R.P. conforms to the Planning Board's proposals for the improvement of thoroughfares in this area. 9. Ancker Hospital Facility Building Commission. The Planning Board's site studies for the location of this facility were accepted by the Commission and the site recommended for this new structure was selected. This new $16,000;000 City- County Hospital is presently in the archi- tectural design stages. 10. Port Authority. The Planning Board has continued its planning. and site studies for the Authority. During the past year, the -Plan- ning Board prepared the map and legal description of the Authority's Industrial Development District which was given legal status by action of the City Council. This district is in conformity with the proposed Land Use Plan. 6 -d. 11. Does the 1?1nnning Commission receive technical help in its planning activities: 1. On a consul ting basis? [ :f Yes LX] No 2. from resident staff employed to serve the Commission? [Xl Yes [ )No Tf "Yes" is checked for either item, indicate specifically the kind of technical. help provided at this time, including the number and types of technical employees. *(A limited amount of consulting assistance wasutilized in preparing the Economic Study.) (No consulting assistance is available on gen- eral planning matters.) Professional Sub - Professional Director Senior Planning Technician 1 Assistant Director Junior Planning Technician 3 Senior Planner �311 Tracer (part -time) (1) Junior Planr�ner (See attachment 11 " I. Vescribe briefly plans (l) to proide or (2) to increase tl►e presenpl vel of tech - nical help, including the time schedule for putting such plans into effect. There may be some prospect of receiving adcitional funds in the 1962 Council appropriated budget for the purpose of increasing the size of the professional staff. The larger staff carried in 1958, 1959, and 1960 was made possible by the special grants.from the Housing & Redevelopment Authority provided for the comprehensive planning program. (See attachment "I" J. Briefly indicate new goals that have been established for the coming year. Transmitted herewith is the 1961 City Planning Board Work Program (see attached exhibit 16)_. The major new goals established for this year are orated towards the Comprehensive Plan. Briefly these are: 1. Plans. The Preliminary Thoroughfare Plan will be revised when surve data of the Minnesota Highway Department and Twin Cities Area Transporta tion Study become available. Then the Thoroughfare Plan, the Land Use (See attachment( "J") Supplementary material required. Submit, with t ►is Review of Progress, the following supplementary material: (1) In each case where a land use plan, a thoroughfare plan, a community facilities plan, a public improvements program, or other special plan bas been adopted or revised since ti►e last submission, submit one copy of the plan or revision, includin', maps, text, and other related material. (2) In each case where a zoning ordinance-has been adopted or amended since the last submission, submit one copy of the new ordinance or amendment, including one copy of any amended zoning map. (3) In each case where the community has adopted or amended subdivision regulations since the last submission; submit one copy of the ordinance or amending ordi- nance. (4) In each case where the community has placed in effect since the last suh- mission, a land use plan, a major thoroughfare plan, a public improvements program, or a community facilities plan, submit one copy of the evi- dence of official recognition of such plan. This evidence may be in the form of minutes of the meeting of the Planning Commission or governing body at which such action was taken, or of a letter from the Mayor, City or Town Manager, or Chairman of the Planning Commission stating that such plan is officially recog- nized and used in planning and controlling the development of the community. (5) One copy each of any plan reports issued since the last submission which indi- cate the progress of planning in the community. 7 � m i Attachment "H" The six professional planners have all had specialized training in city planning: two have Master's degrees in planning; one has a Bachelor's degree in planning; two have degrees in Architecture; and one has a degree in Landscape architecture. 1 I s � G f i t 7 -a'. q el 4 il. Mat. plans does the Community have for the furtlier use of such data in developing sl►ecific programs for the elimi nation and preve lift ighhorhood? ntion of slums and blight in each The Housing and Redevelopment Authority is now'in the process of up- dating all statistical information as a result of receipt of the 1960 Census of Housing. The information will be prepared for publi- cation and distributed. It will be used cooperatively by all public agencies to further assist in the development of the urban renewal Program on a project and a•city -wide basis. As a result of this 'and'the expected completion of additional work by the City Planning Board in the near future, specific programs on a neighborhood basis will be more clearly defined and the activities of all agencies involved will be determined. E. What Progress has been made in community -wide programming of renewal activities (code enforcement, rehabilitation, clearance and redevelopment, etc.), neighborhood by neighborhood. Aside from the recommendations and priorities for rehabilitation, clearance and redevelopment, etc. contained'in the recent Housing and Redevelopment Authority publications, including the proposed renewal areas, the community -wide programming urban renewal has been slow in being realized. Lack of knowledge and misunderstandings by various citizen groups and public agencies have contributed to this difficul- ty but these problems are being resolved. For further discussion, see section on codes and ordinances. D Supplementary material required. To the extent that such material is available and has hot been Previously- submitted. (1) Submit one copy of analyses, statistical data or estimates (including maps and charts) on the total blight problem of the locality (e.g. numbers and locations Of substandard units, -data on occupancy characteristics, etc.) (2) Submit one copy of a map showing the delineation of logical residential neigh- borhoods for planning purPoses. The map should also indicate those neighbor- hoods where early action to correct conditions of Slight is planned, if such information is •known. (3) Submit one copy of community -wide program for renewal activities. 9 B. 4. Recent action of the Housing and Redevelopment Authority to publicize the minutes of their meetings. The responsibility for relocation planning is vested in the office of the central relocation information service. This agency was established as a result of an agreement between the City of St. Paul and the Housing and Redevelopment Authority of the City of St. Paul, whereby the authority relocation staff would provide relocation assistance to all persons displaced by any public action. Funds for this purpose are available from the relocation tax levy on real estate-applied annually. 10b C. There is no formal machinery as yet established requiring the co- ordination of the two Departments. However, there is and always has been a good, cooperative working relationship between all levels of the two departments. The inspectors of the two departments are initially instructed and are continually reminded to be familiar with and recognize violations of regulations and to report them to the proper authorities. In addition, it is common practice for representatives from the Bureau of Public Buildings, the Bureau of Fire Prevention and the Bureau of Health to make joint inspections of property. Both departments operate in approximately the same manner. Inspections are made of all new and remodeling work for which a permit is required. Investigations are made on all complaints received either by telephone, letters or in person. In addition, periodic inspections are made on the initiation of the various bureaus on a routine basis. Beginning in January, 1961 through a Federal State Grant, we have inaugurated an inspection and supervision program in all Nursing Homes, Boarding Care Homes and Foster Homes. In these inspections we utilize the full.fime service of one Sanitation, one Nurse, and half -time services of a Senior Clerk- Stenographer. The number of housing inspections dealing with health and sanitation conditions made by the Health Bureau during 1960 are shown by census tract areas on the attached map. The total number of housing investigations made by the Hedlth Bureau in 1960 was 6559. Housing Code enforcement was started in January, 1961. The enforcement is under the jurisdiction of the Commissioner of Parks and Recreation and Public Buildings. During December, 1960 and January, 1961, the Bureau of Public Buildings compiled lists of multi - family dwellings from such sources as the assessor's records, the City Directory, the telephone directory, reports of Bureau of Health and Fire Prevention Bureau and from their own building inspection reports. All of the present inspectors in the Bureau of Public Buildings are making housing code inspections along with their own building code work. In conjunction with these housing code inspections, all inspectors were given copies of 'the Housing Code in December, 1960 and indoctrinational meetings were held to review the requirements, the report forms and general procedures. The present procedure is that housing code inspections are to be made under the following conditions: 1. Whenever a housing code complaint is received. 2. Whenever a building code inspection is made on a multi - family dwelling. 3. When specific addresses are assigned to an inspector in- accordance with the over -all plan of inspection of all multi- family dwellings in the city. 10c C. It is intended to give careful study to the housing code inspection methods and procedures and to the results obtained to determine what revisions or extensions of coverage should be made, if any, in order to obtain the best results in the urban renewal program. Special attention is being given to whether or not one and two family dwellings should be covered. The Bureau of Public Buildings has had no increase in staff since the last submission, however there has been a decrease in the total number of building permits issued. This will enable the Bureau to make housing code inspections with the present,inspection staff and will not require hiring all new personnel. A comparison of the total expenditures for personnel engaged in enforcement, plan checking and administrative activities by the Bureau of Public Buildings for 1960 and 1961 is as follows: 1960 - $401,287.06 1961 - $443,918.00 The city has not only been interested in improving its code enforcement procedures, it has also taken steps to improve the quality of the existing regulations. This has been accomplished through two methods, namely, (1) the constant review and up- dating of existing standards of building construction where needed and as the work load permits, and (2) through the appointment by the Mayor of a technical committee, which is of recent origin, to study existing codes and make recommendations for improvements to the Mayor and the City Council. 10d o NOTE : if any data provided below is for less than 12 months, ,give the beginning and ending dates of the period actually covered. 1. Complete the following for each code already in effect.: KIND OF CODE INUMBER DEPARTMENT OR OFFICIAL RESPONSIBLE FOR ADMINISTRATION AND ENFORCE ENT OF INSPECTORS NUMBER OF INSPECTORS PROPOSED FOR HOUSING I OTHER THIS YEAR NEXT YEAR Building Bureau of Public Buildings Use _ame 4— Housing �' Bureau of Public Buildings_: 18$1 Bldg Zoning Bur-e a_u— o -f�ublic�ui�lcling-s e ame 20 50.4 � r- m __ I= \0 0 a` NUM BER 0P VIOLATIONS DETECTED-!/* Building Code as used here includes all the standards for building constructionlsuch as structural. fire safetv. nlumbina. electrical. et 2. Complete the following for codes proposed to be adopted during the next 12 months. KING OF CODE I DEPARTMENT OR OFFICIAL TO BE RESPONSIBLE I ADDITIONAL INSPECTORS No n 3. For each of the following codes already in effect, provide the data indicated be- low for the past 12 months as evidence of the community's enforcement activity. ITEM BUILDING PLUMBING ELECTRICAL HOUSING I OTHER CODE CODE CODE CODE NUMBER OF PERMITS ISSUED UNDER CODE- 5111 18$1 4029 I I _ NUMBER OF INSPECTIONS MADE L 20 20 50.4 � r- m __ I= \0 0 a` NUM BER 0P VIOLATIONS DETECTED-!/* -1-2.8 __32_ 28 NUMBER OF VIOLATIONS VOLUNTARILY CORRECTED J* 20 —18 O AO 8 NUMBER OF STOP ORDERS ISSUED 12 36 48 4 -4 - —. NUMBER OF COURT CASES INSTITUTED C N- A. WON BY CITY * ' -0 B. LOST BY CITYX C. PENDING 'TRIAL' ., D. FINES LEVIED (NUMBER) n Cn E. FINES LEVIED (AMOUNT) UHF c. Count only violations for which a formal notice is issued. Multiple violations of any one code in a single structure should be counted as a single violation. However, if records are maintained on another basis, use available figurer. and explain below (the basis upon which such fig res are maintained. 4. Condemnation actions In pas -L- mouttlIs eidn conne0ion with code violations NUMBER A. DWELLING UNITS CONDEMNED FOR CODE VIOLATIONS rJ B. DWELLING UNITS BROUGHT INTO COMPLIANCE WITH CODE AFTER BEING CONDEMNED 3 C. DWELLING UNITS RAZED AFTER CONDEMNATION 9- D. Pending In Process 13 li 3. These are estimates. Basically the Bureau of Public Buildings does not resort to bringing people into Court to enforce code requirements but use condemnations, double fees, work stoppage, eviction, cutting service, etc. instead. lla 0 F, 5. Describe briefly the results of any planned program of code enforcement.-- If areas of the community have been newly selected since the last submission for an especially intensive planned program of code enforcement, identify them and describe briefly the techniques to be used. See previous discussion under Section C. El. Zoning Ordinance 1. By what department or official is the zoning ordinance administered? Commissioner of Parks, Playgrounds and Public Buildings 2. By what department, official, or board are variances from the ordinance considered? See attached item (D -2) 3. By what department, official, or board are appeals from administrative decisions considered? See attached item (D -2) 4. Furnish the following data.-for the past 12 months: See attached item (D-14T N0. FILED N0. GRANTED A. REQUESTS FOR REZONING B. REQUESTS FOR VARIANCES UNDER THE ZONING ORDINANCE C. APPEALS FROM ADMINISTRATIVE DECISIONS ON ZONING F. Subdivision Regulations 1. By what department or official are the subdivision regulations administered? See attached item (E -1) 2. Number of preliminary plats submitted during the past 12 months? May 1 - May 1 Approved: 18 Disapproved: 28 See attached item ('E -2) 2. Number of final plats Approved: 26 Disapproved; Withdrawn See attached item . (E-2) F. Describe briefly progress made and planned to improve (1) administrative procedures and (2) record keeping on administrative actions. Zoning - The administrative and record - keeping procedures within the framework of the existing ordinance are satisfactory. Subdivision Regulations - The proposed Subdivision Control Regulations for the City of Saint Paul make adequate provisions for administrative procedures. The necessary record - keeping procedures will be instituted when the proposed ordinance takes effect. Supplementary material required. None required under this section. 12 Attached items - Administrative Organization - "D" 'Ordinance and "E" Subdivision Regulations D (1) ZONING ORDINANCES. ' The-zoning ordinance is administered by the Commissioner of Parks, Playgrounds and Public Buildings. Applications for rezonings, appeals and special permits are heard by the Board of Zoning which body transmits its findings and recommendations to the City Council on all matters. The Zoning division of the Planning staff provides technical advice for the Board of Zoning. The procedures followed in processing applications in all three categories are outlined in Exhibit 17. D'(2) Applications for rezonings, appeals and special permits are heard by the Board of Zoning, which body transmits its findings and recommendations to the City Council on all matters. The Zoning division of the Planning staff provides technical advice -for the Board of Zoning. The procedures followed in processing applications in all three categories are outlined in attached exhibit D (4) During the period May 1, 1960 through April 30, 1961, the following matters were processed by the Board of Zoning and the City Council. Rezonings Appeals Permits Total No. applications filed 51 49 109 . 209 Granted by City Council 31 29 82 142 Denied by City Council 2 2 2 6 Withdrawn by Applicant 1 7 5 13 Insufficient Petition 2 - - 2 Action Still Pending 15 11 20 46 In addition to the above, 17 administrative permits for 5 -9 car capacity parking lots were issued. E (1) The Ramsey County Plat Commission has the responsibility of reviewing and approving all plats located within the City of Saint Paul as well as plats located in the County. E (2) For the period May, 1960 through April, 1961, the Plat Commission reviewed the following plats: r Preliminary Plats outside of St. Paul Considered 36 Approved 14 ' Returned for Revisions 22 12a _ E (2) Preliminary Plats in St. Paul Considered 10 Approved 4 Returned for Revisions 6 The Plat Commission also approved a total of 26 Final Plats both inside and outside of Saint Paul during this same period. j 12b ME OBJECTIVE: Me recognition of need by the community and the development of the means for meeting the costs of carrying out an effective program for the elimination and prevention of slums and blight. A. Complete the following table. if accounts and budgets are not set up on this basis, reasonably accurate estimates may be used. Estimate expenditures this•vear on a full 12 -month basis through the end of the community's fiscal year. (19 61) ACT I V I TY AMOUNT EXPENDED OR BUDGETED SOURCE OF FUNDS (Fees, fienernf funds, etc.) THIS FISCAL YEAR NEXT FISCAL YEAR CODE ENFORCEMENT & Administration $3551.734 $355,734 DEVELOPMENT OF COMPREHENSIVE PLAN 501000 401000 General Funds Bldg. Dept. enforcement & Admin. PlanninglBoardTloN 88,934 16,000 88,934 16,000 •General Funds SUBDIVISION CONTROL ADMINISTRATION 1,300 1,300 General Funds NEIGHBORHOOD ANALYSES 6,500 15,000 General Funds B. List any contributions or grants of money or services within the past year to the community, by private sources or other public sources, for the kinds of activity indicated in A, above. ACT I V I TY CONTRIBUTED BY AMOUNT OR ESTIMATED VALUE OF SERVICES C n nuation of the d elopmentt oie comprehensive 1�an mid 195 0 to anH 196m Housing & Redevelop- ment Authority - $339000 1J C. Dods the community have a capital improvements budget or similar program for finane- ing the future provision of scheduled public works and improvements? [ ] Yes [X] No If "Yes" is checked, what is the latest fiscal year covered by this program? If "No" is checked, when does the community contemplate formulating such a program or budget? Neginning with what fiscal year? 1962' See attached sheet D. [Describe briefly any significant changes since the last submission in the com- munity's ability,or willingness to give financial support to activities in any of the categories identified. in Paragraph A on the ;receding page. If the amounts actually expended last year for any category was substantially less than that estimated in the last submission, indicate the reason therefor. P.riefly indicate new goals established for the coming year. FINANCING Funds for carrying out St. Paul's Vlorkable Program are derived from the Real Estate and Personal Property taxes, Fees, Licenses and special taxes. A charter amendment adopted by the voters in November, 1960, changed a per capita taxing limitation to a dollar limitation which for the year 1961 provided an increase in funds for City operating services other than schools to the extent of $1,853,555 anal also provided in 1962 and 1963 an additional $500,000 for each year over the previous year. Saint Paul has since the 1930's consistently maintained a high tax collection ratio as well as in each succeeding year an increase in funds available for City Programs. With these increases in available resources, funds for building and zoning code enforcement, fire prevention activities, and the enforce- ment of health and other regulations have been steadily increased during past years. Although these increases have been needed to handle the increasing work loads due to increased construction and higher salary costs, they have also been made large enough to include additional necessary personnel required for urban renewal related activities. (Continued on attached sheets) E. If one or more Federally- assisted Urban Renewal projects are contemplated, what tentative plans, if any, have been made to provide the community's share of project costs? Under our State enabling legislation Provision has been made for a tax levy to provide the,community's share of Urban Renewal Projects.. For St. Paul this amounts to approximately a quarter of a million dollars annually. The Redevelopment Tax Levy has been part of taxing program of the City of Saint Paul since the start of its urban renewal program. The present maximum levy is one mill. Following the passage of enabling legislation by the State Legislature in 1959, the City may inpose an additional one -tenth of'one mill levy for the purpose of financing relocation assistance to all persons displaced by any public action. For relocation purposes, said mill levy has been budgeted in both 1960 and 1961. Supplementary material, required. Submit one copy of capital improvements budget or similar'program if available. 14 FINANCING SECTION - Ques.tion C. By lave, each city department -and special agency is charged with the development. and implementation of a Public Improve- ment Program within the scope of its operation. Through the years, by informal interdepartment cooperation and with the use of citizen committees, an extremely high degree of cooper- ation and success in securing voter approval of bond programs has been achieved. This is recorded in our,1928, 1953, and 1959 bond programs. City departments and special agencies prepare an annual, and in many cases a two or more years, Public Improvement Program. Any improvements that affect other departments are developed jointly. In addition, any projects that in- volve city departments must be approved by the City Council. It is-recognized that with an increase in budget appropriations for Public Improvements, an increase in state aids for highway and school needs, and the fiscal independence of the. special agencies, that a modification of the method used in the develop- ment and implementation of a Public Improvement Program that will provide coordination is not only necessary but essential in order to secure maximum benefits in accomplishing all elements of the General Plan. It is the City's aim to accomplish the development of a Public Improvement Program within the framework of existing law. To accomplish this the Mayor has formed a coordinating committee to start work immediately on this necessary program. (For further information see Section on Comprehensive Community Plan) -14a- Question D. FI"ANCING (Continued) The 1960 charter amendment provided additional funds for most city operations in 1961. Specifically in activities directly related to urban renewal appropriations were increased to the following extent: 1. Public Improvements for sewer and 'street projects were increased $300,000.00 2. Replacement or renewal of departmentalequipment (applies-to all city departments) 250,000.00 3. City Planning Board total budget increased 7.9% 4. Building Department Budget total increased 7.8% 5. Health Bureau (total budget increased) 10.6,,0/ 6. Fire Prevention (total budget inversed) 5.8% In addition, 1960 Council appropriation provides for a Redevelopment tax levy of $163,856.80 23,661.54 Total $187,518.34 TOTAL APPROPRIATION SALARIES, TOTAL BUDGET AND STAFF SIZE OF THE CITY PLANNING BOARD OF SAINT PAUL, MINNESOTA 1955 -1959 Salaries Total Budget Staff Size 1955 $43,483.00 $45,483.00 9 1956 50,213.00 55,519.00 10 1957 56,417.00 62,853.00 14 1958 71,410.00 77,846.00 17 1959 93,701.36 105,376.69 19 1960 98,141.40 116,559.00 17 In addition, for the purpose of comparing the Comprehensive Plan, the Housing and Redevelopment Authority made available to the Planning Board, out of tax levy funds, the following amounts for the years as indicated. 1957 $201004.00 1958 45,965.00 1959 141030.00 1960 20,800.00 -14b- Question D. FINANCING (Continued) Belovr is a record of the budget for building inspection paid in- spectors in the.field by the Department of Parks and Recreation and Public Buildings which is charged with the responsibility of enforcing the Zoning Ordinance and the Building Code: Year Salaries Total Budget r 1950 $103,120 $123,220 1951 11.9,120 144,220 1952 119,120 1449220 1953 129,120 154,220 1954 147,878 174,128 1955 209,774 239,024 1956 207,668 236,918 1957 221,668 2509918 1958 228,529 257,779 1959 228,529 257,779 1960 228,529 257,779 1961 * -1 248,529 277;779 - 1 1961 total Department Budget is $444,668 which includes inspection, administration, plus checking, etc. Similarly, the budget for the fire prevention activities of the Department of Public Safety shows an increase in the resources• being used for the prevention of unsatisfactory conditions: Year Salaries Total Budget 1950 $43,198 $44,348 1951 431200 44,350 1952 45,518 47,168 1953 46,664 48,314 1954 42,396 441246 1955 58,671 61,521 1956 602431 63,281 1957 60,431 63,281 1958 62,244 65,094 1959 65,979 68,829 1960 68,000 70,850 1961 721200 75,050 -14c- Question D. FINANCING (Continued) The Housing and Redevelopment Authority's Preliminary estimated budget for the fiscal year 1961 based on expected income from the Redevelopment Tax Levy Fund and other sources is as follows: -14d- Appropriations Eastern Redevelopment Project, UR Minn. 1 -1 171,655 Western Redevelopment Project, UR Minn. 1 -2 0 Upper 'Levee Project, Minn..•R -3 32,731 Selby -Dale Planning Project 55,000 Contracts with Consultants 501000 'Estimated Reserve Balance for Future Projects 597,614 386 $1,216,386 *1. Riverview GNRP *2. Seven Corners GNRP *3. Hollow GNRP *4. Cathedral Area GNRP -14d- ORJ_F,CTTVF.: A community program to relocate families displaced by governmental action in decent, safe, and sanitary housing within their means. Governmental action includes code enforcement, slum clearance, and the construction of high- ways and other public works. A. What agency or officials to families displaced by Information Service. 1.9 the responsibility fo [ ] Yes [ ] No If "No" is checked, name have the responsibility for providing; relocation assistance n1.1 types of governmental action? General Relocation and _ See Par F this section for further discussion.) r relocation planning placed in the same agency or officials? the agency or officials responsible for relocation planning. B.I. Outline in the table below the number of families actually displaced by various types of governmental action during; the preceding year. Past displacement by governmental action from Jan. 1960 to' Mar. 1961 (Mo. and yr.) (Mo. and yr.) TYPE OF DISPLACEMENT URBAN RENEWAL NO. OF FAMILIES 0 HIGHWAYS Jj )8 CODE ENFORCEMENT 38 OTHER (SPECIFY) Armory Site 54 TOTAL FAMILIES DISPLACED DURING THE YEAR 450 2.1;ndicate whether these families have been satisfactorily rehoused, describing; any )1hoblems or difficulties ncountered in their relocation. The highway program �isplacees on the whole experienced little difficult in finding sat- isfactory replacement housing; However a portion o this group and most of tho e on the Armor site resented a problem that wa-s and still s difficult to re$o ve. Tdose in need of re]�ocat on,ajsjstan� were o der citizens receiving Old Age Assistance an or ocia ecuri y. C-1-Outline in the table below the .latest community plan for the relocation of families to be displaced by governmental action in the next two years. Relocation housing Deeds.' 'Time Period: April 1961 to April 1963 (Mo. and Yr. to Mo. and Yr.) TYPE OF DISPLACEMENT URBAN RENEWAL NO. OF FAMILIES 890 HIGHWAYS 290 CODE ENFORCEMENT 2,000 OTHER (SPECIFY) Public Housincl - 20 TOTAL FAMILIES TO BE DISPLACED 1,200 Relocation (lousing Resources* expected for same time period TYP . Ur NUUSING EXISTING HOUSING TURNOVER IN PRIVATE HOUSING NO. OF UNITS 300 TURNOVER IN PUBLIC HOUSING 50 NEW CONSTRUCTION PRIVATE NEW 2,000 PUBLIC NEW 700 UNITS TO BE REHABILITATED TOTAL AVAILABLE TO DISPLACED FAMILIES 350 SURPLUS OR DEFICIT OF AVAILABLE HOUSING 850 "Include only standard housing that displaced families may reasonably be expected to obtain in competition with other families in the market and which is within their means, available to, and suitable for their occu- pancy. Utilization of vacancies is tn be included with turnover. r B -2. In November, 1960, a survey was made of public housing applications from persons 62 years of age and older. The results of this survey are included as Exhibit No. 19. 15 -b. 2. describe the measures heing taken to make certain that the new construction indicated al►cive will tale place in the volume estimated. Tf Section 221 or public low-rent liotising is contemplated, what steps have been, or will be, taken by the community to obtain such housing. Tf a deficit of available housing is shown, what measures will be taken to overcome it? Approximately 700 public housing units are being planned for construc- tion with the expectation that additional units will be required. Section 221 housing may be constructed in one of the existing redevel- opment projects. A housing code enforcement program has begun which it is expected will increase the number of standard housing units at µ, lower income levels. D. Has a long -range (beyond two years) plan for providing housing for displaced families been prepared or revised? [ ] Yes [X] No - - If "No" is checked, by what time will it be prepared and put into effect? A_plan will be prepared within the next three months. F. Describe any significant changes that have occurred since the last submission in the community's ability to provide housing for displaced families, including; housing; for minority groups. 1. The available vacancy ratio has increased from a low of 1.8 in "1950 to 2.4 in 1960. 2. City.Council has approved the construction of additional public housing. 3. Consideration is now being given to using future portions of clear- ed or vacant land for additional housing. 4. The State Legislature has approved a Fair Housing Bill, effective on December 31, 1962 which will assist minority groups in acquir- ing housing in the private market. F. Indicate progress made, or planned, in establishing working relationships between officials responsible for this phase of the Program for Community Improvement and those of all governmental programs .likely to cause family displacement - -hoth in helping; plan relocation needs and resources and in helping displaced families re- locate in the housing available or to be made available. The responsibility for relocation planning is vested in the office of the Central Relocation and Information Service. This,-agency was es- tablished as a result of an agreement between the City of Saint Paul and the Housing and Redevelopment Authority. The Authority reloca- tion staff under the supervision of the Authority - Director of Plan- ning is required to provide relocation assistance to all persons dis- placed by any public action. Funds for this purpose are annually provided by one -tenth mill Relocation Tax Levy: Since the relocation staff is part of the Authority staff, displaced persons and families will be assisted not only in acquiring private housing but public low -rent housing as well. Supplementary material required. Submit one copy of any report or plan for the relo- cation of displaced families prepared since the last submission. 16 . OBJECTIVE: Community -wide participatLon on the part of individuals and representa- tive citizens' organizations which will help to provide, both in the community gen- erally and in selected areas, the understanding and support necessary to insure success. A. Official responsible for the development of citizen partici ation in the Pro -ram for Community Improvement. N;ayor & representatives of the Mousing and Redevelopment Authority. B.I. A Citizens' Advisory Committee was established on Aug. 18, 1960 2. How frequently has the committee met and when was the last meeting held? Average of twice a month. This committee is a subcommittee of, the Metropolitan Improvement Committee. 3. If not given in previous submissions, .list the members of the Citizens' Advisory Committee, inclu,ling any new members appointed since the last submission, and show their business, professional, civic, and other affiliations. See attached sheet —17a- C.I. A subcommittee of the Citizens' Advisory Committee or a special committee on minority group housing Problems was established on Tf not given in Previous submissions, list the members and the groups or org- anizations they rel4resent. None has been organized. It has been discussed. We are looking forward,to the appointment of.such a committee ini the near future. 2. Describe briefly the progress of this special committee or subcommittee in the study of minority group housing problems and the means of assuring full oppor= tunity in housing for all. f 17 ��s,J..__...... -.. �..�.�..�.. �.�.�.- - ...-.- - v........ -. .- ....rte... _ -_ .t... OBJECTIVE: Community -wide participatLon on the part of individuals and representa- tive citizens' organizations which will help to provide, both in the community gen- erally and in selected areas, the understanding and support necessary to insure success. A. Official responsible for the development of citizen partici ation in the Pro -ram for Community Improvement. N;ayor & representatives of the Mousing and Redevelopment Authority. B.I. A Citizens' Advisory Committee was established on Aug. 18, 1960 2. How frequently has the committee met and when was the last meeting held? Average of twice a month. This committee is a subcommittee of, the Metropolitan Improvement Committee. 3. If not given in previous submissions, .list the members of the Citizens' Advisory Committee, inclu,ling any new members appointed since the last submission, and show their business, professional, civic, and other affiliations. See attached sheet —17a- C.I. A subcommittee of the Citizens' Advisory Committee or a special committee on minority group housing Problems was established on Tf not given in Previous submissions, list the members and the groups or org- anizations they rel4resent. None has been organized. It has been discussed. We are looking forward,to the appointment of.such a committee ini the near future. 2. Describe briefly the progress of this special committee or subcommittee in the study of minority group housing problems and the means of assuring full oppor= tunity in housing for all. f 17 W im Mr. George Richter, Chmn. Mrs. Ralph Cardozo Mrs. Arthur McWatt Dr. Peter Belgea Gordon Conklin Kennen Rothschild James Mingo . Sam Mike Robert J. Wylie Thos. C. Mahon James Trunk Maxine Jasmin Rev. Raymond Hedberg John W. Adler Mr. Henry Longbehn Norman Jentink S. J. Juelten Edna Schwartz CITIZEN PARTICIPATION Richter Personnel Service League of Women Voters League of Women Voters Dentist Gen'l Drivers Union Local #120 V.P. of H & Val J. Rothschild Plant Mgr. Zinsmaster Baking Co. Mike Bros. Skelly Service Pres. Robert Wylie, Inc. Spec. Agt. N.W. Mutual Life Acct. Taylor & McCashill Insurance Company Univ. - D -ale Comm. Club' Clergy Adler Steel Products Company Editor - Uni -.Dale Newsletter Asst Secry- Treas. Farmers Union Central Exchange Laundry Linen Dry Cleaning Local #319 Secry -•Elec Contractors Assoc. -17a- 1). List any other subcommittees of the citizens advisory committee established, or to be established, to study special problems, showing officials and citizen groups represented. On September 9, 1960, the Mayor appointed a seven man ;advisory body to study and recommend a.method of coordinating various plans prepared to insure the economic life of downtown Saint Paul., The appointees consisted of the following: Mr. A. B. Jackson, Pres., St. Paul Fire and Marine Insurance Co. Mr. H. William Blake, Pres., Northwestern National Bank Mr. Harold J. Cummings, Pres., Minnesota Mutual life Ins. Co. Mr. J. F. Owens, Jr.,•V. Pres., First National Bank Mr. Joseph C. Duke, Exec. V. Pres., Minnesota Mining and Mfg. Co. Mr. Seymour Verhey, Pres., Arthur F. Williams Co. •� See attached sheet 18a E. Describe briefly citizen participation programs carried out- or planned .for neighbor- hoods or areas to he directly affected by clearance, intensive code enforcement, conservation, etc. On the neighborhood level, for citizen organizations, Old West Side Improvement Association, McQuillan Area Improvement Committee, North Central Community.Council, Carroll Avenue Block Club, have been formed representing those people living in areas earmarked for future renewal activity. They have responded to the need for their participation in the decision - making process and are quickly developing to the point where they can effectively assist the Housing and Redevelop- ment Authority and other public agencies in making decisions of benefit to these areas and their inhabitants. The Chamber of Commerce recently sponsored a community forum on the subject of urban renewal which has been the initial meeting devoted to the pursuit of problems related-to renewal. Some 350 persons from the business community attended with most positive results,_some of which has assisted in the development of future public policy. (See attached sheet 18 -c) ('. Summarize briefly significant changes that have taken place since the .last submis- sion in the extent of citizen support and participation in the community improvement effort including significant activities of business, professional anti civic groups and of the press, radio anti television. Indicate new goals for the coming year. Several meetings have been held relative to our Urban Renewal Program. These meetings have been conducted by our Chamber of Commerce, League of Women Voters, and neighborhood organizations. One of the major functions of the Metropolitan Improvement Committee shall be to give immediate - attention to the city's Urban Renewal Program. The committee will give considerable impetus specifically to the review of codes and ordinances and the implementation of the general plan and in so doing provide an essential and needed vehicle for developing proper understanding by our citizens of the community's program.. Supplementary material required. Submit available material, including a copy of the Citizens' Advisory Committee report and other locally prepared explanatory material, press clippings, and similar. material, evidencing citizen participation and interest since the last submission. 18 I. 6 i F �1 t List any other subcommittees of the citizens advisory committee established, or to be established, to study special problems, showing officials and citizen groups represented On September 9, 1960, the Mayor appointed a seven man 0dvisory body to study and recommend a.method of coordinating various plans prepared to insure-the economic life of downtown Saint Paul.- The appointees consisted of the following: Mr. A. B. Jackson, Pres., St. Paul Fire and Marine Insurance Co. Asir. H. William Blake, Pies., Northwestern National Bank Mr. Harold J. Cummings, Pres., Minnesota Mutual life Ins. Co. Mr. J. F. Owens, Jr.,•V. Pres., First National Bank Mr. Joseph C. Duke, Exec. V. Pies., Minnesota Mining and Mfg. Co. Mr. Seymour Verhey, Pres., Arthur F. Williams Co. See attached sheet 18a E. Bescrihe briefly citizen participation programs carried out or planned for neighbor- hoods or areas to he directly affected by clearance, intensive code enforcement, conservation, etc. On the neighborhood level, for citizen organizations, Old West Side Improvement Association, McQuillan Area Improvement Committee, North Central Community..Council, Carroll Avenue Block Club, have been formed representing those people living in areas earmarked for future renewal activity. They have responded to the need for their participation in the decision - making process and are quickly developing to the point where they can effectively assist the Housing and Redevelop- ment Authority and other public agencies in making decisions of benefit to these areas and their inhabitants. The Chamber of Commerce recently sponsored a community forum on the subject of urban renewal which has been the initial meeting devoted to the pursuit of problems related to renewal. Some 350 persons from the business community attended with most positive results,.some of which has assisted in the development of future public policy. (See attached sheet 18 -c) F. Summarize briefly significant changes that have taken place since the last submis- sion in the extent of citizen support and participation in the community improvement effort including significant activities of business, professional and civic groups and of -the press, radio and television. Indicate new goals for the coming year. Several meetings have been held relative to our Urban Renewal Program. These meetings have been conducted by our Chamber of Commerce, League of Women Voters, and neighborhood organizations. One of the major functions of the Metropolitan Improvement Committee shall be to give immediate - attention to the city's Urban Renewal Program. The committee will give considerable impetus specifically to the review of codes and ordinances and the implementation of the general plan and in so doing provide an essential and needed vehicle for developing proper understanding by our citizens of the community's program.. Supplementary material required. Submit available material, including a copy of the Citizens' Advisory Committee report ant] other locally prepared explanatory material, press clippings, and similar material, evidencing citizen participation and interest since the last submission. 18 i �f i; �f k t E CITIZEN PARTICIPATION As a result of the activity and recommendations of this committee, the Mayor appointed an enlarged committee with the original seven as the core to a Metropolitan Improvement Committee. This committee was charged with the responsibility to assist in the coordination and implementation 'of all plans for improving the city at large and the central business district in particular. The plans to be coordinated basically consisted of those of the Chamber of Commerce, Downtown Saint -Paul, Inc., the City Planning Board, the Port Authority, the Housing and Redevelopment Authority and others. Membership on the committee consists of the following persons: William Blake, Pres, N orthwestern National Bank Robert Bertholf, Pres- General Mgr., Dayton's John Budd, Pres, Great Northern Railway Norris Carnes, Mgr., Ccntral Livestock Assoc. Harold Cummings, Pres., Minnesota Mutual Life Insurance Co. Albert Daaaett,� Board Chairman,Gould National Batteries, Inc. William Davidson, Pres, Davison Company Joseph Duke, Exec. V.Pres., Miinnesota Mining & Mfg. Company E. E. Engelbert, Pres, St. Paul Book & Stationery Co. Elmer Erickson, Northwestern Refining Company Roland Faricy,'Attorney Henry Foussard, Pres, Model Cleaners & Launderers Reuel Harmon, Pres, Webb Publishing Company Louis Hill of the Hill Foundation M. J. Meldridge, Northern Div. Mgr., Northwestern Bell Telephoi Russell Hunsinger, Pres, Emporium A.B. Jackson,Pres., St. Paul Fire & Marine Ins.•Co. James Kelley, Attorney Robert Leach, Attorney Robert MacFarlane, Pres, Northern Pacific Railway John Musser, V.Pres., Weyerhauser Company Philip Nason, Pres, First National Bank of St. Paul Richard Ordway, Pres, Crane - Ordway Company James Owens, V.Pres -Mgr., Northern States Power Company Joseph Paper, Pres, Paper Calmensbn Company Bernard Ridder, Jr., Pres, Northwest Publications Paul Schilling, Pres.- Treas., Waldorf Paper Company Wilfrid Rumble, Attorney Walter Seeger, Whirlpool Corp. Lee Slater, Pres. -Gem. Mgr. West Publishing Company Philip Troy, Pres., Golden Rule Seymour Verhey, Pres.- Treas. Arthur F. Williams, Inc. Harold E. Wood, Pres.- Treas.Harold E. Wood & Company Charles Rafferty, Pres., St. Paul Trades & Labor Assembly In addition to the above -named city -wide organizations, others have become increasingly active in support of public housing and urban renewal. The League of Women Voters has intensified its study of urban renewal problems and has publicly stated its support for a comprehensive planning program for the City of Saint Paul, its support for expanded housing code coverage and enforcement and its concern for the recertification and the strengthing of the Program for Community Improvement. -1$ -a Ir CITIZEN PARTICIPATION D - continued A clergyman's committee representative of four faiths has actively been engaged in recruiting other clergymen and lay people in support of and participation in the development.of programs directed toward improving the social, physical and economic well -being of the community. Although originally concerned with housing problems in general, they have enlarged their view to include all the manifold problems facing the city. P k �r E c j 3 t ' (1'8 -b) =pool iuov Progrps,,7s"' rr Urba>� renewal has already ac- , w� complished much for St. Paul. It can -Il �' become an even greater force for li St. raul's prospects for continued - g progress in urban redevelopment are progress in the future. Community, greatly increased by the City Coun- ; cooperation and understanding of the cil's welcome approval of public hour: ` possibilities and responsibilities fin - ing sites. I volved are essential for the fullest There still remains the question of;" realization Of benefits. public housing authority acceptance of the Hollow playground location for. a 140 -unit For this reason, the urban renewal high rise building for elderly persons. -This s r "town meeting" sponsored by the St. Paul matter should be settled immediately so -Area Chamber of Commerce was an espe- ,f - that if the site should be rejected the cially valuable public service. The large council can approve other units elsewhere. ; attendance was a gratifying indication of In the past,several months there has interest in the business community. ' been much procrastination and bickering a Emphasis was entirely on factual me- in the community over public housing. terial and on aims for a better, more Emotion and prejudice have at times : prosperous community. Mayor Vavoulis, seemed to overcome logic and , common ; Chairman Joseph Gabler of the housing sense. However, out of this ferment has and redevelopment authority and Herbert . come a reawakening of many individuals' Wieland, city planning director, made ex- and groups to the need for giving active cellent presentations. Out of such educa -i support to urban renewal and its essential tional programs can -come greater unity - partner, public housing. It is to be hoped , k' of purpose in the community. - % that from now on the constructive, for - ' Urban renewal has long since proved ; ward - looking elements which have been i itself an effective tool for fighting property i brought together in behalf of civic progress blight and in many ways facilitating prog- ; through the available federal aid programs , ress in cities which make lull use of its will continue their interest and activities. opportunities. Cooperation among * all such groups is es -! sential for the general good of St. Paul in' the future. Mayor Vavoulis and', Commissioners Peterson and Holland stood firmly to-' gether in favor of housing at Wednesday's crucial council session. The mayor's leader- ship was ,important also in gaining the additional votes which were necessary on ; the approvals. All members of the council who helped break the logjam which had, threatened the city's whole urban renewal- program deserve credit commensurate with their efforts. What is important now is not past dis- agreements, but rather continuation of the' drive to boost St. Paul's progress and de- velopment. Consistently friendly working relations will be'needed between the City Council and the public housing authority. j These two groups must pull together for, the general good of the community. Given this condition and continued interest• among. public- spirited ,citizens, St. Paul' can look forward to advances which will benefit all sections of the city. ' St. Paul's magnificent Capitol Approach was made possible in part by urban re- •i newal programs which cleared away un J sightly slums and declining buildinPS. The related western and eastern redevelopment ' projects are now in process of transform- ` ing once run -down sections ir►to • modern ` new areas where private business will build millions of dollars of taxpaying properties. ; The Upper Levee project on Shepard road,: will sosn provide valuable new industrial ` sites. = In' advanced plain -drag is the Riverview . industrial park, to be developed by the St - Paul port authority. This also ties in with' p urban redevelopment plans of the housing' authority. Coming up for the future are urban renewal plans for the Selby -Dale' district and Seven Corners. Both sections'. offer 'great possibilities for improvement through cooperation between the city gov- ernment and the housing authority. Urban renewal is a continuing, process. To be effective it requires an efficient ; working Partnership between private en- ' terprise, city government and the federal government, which supplies vital financial assistance. One essential part of urban renewal is public housing, which is neces- ;Y sary to provide decent living quarters for �. some low income families ousted from " blighted areas. These families cam,.ot pay enough in rent or purchase to obtain stand- ; ard, quality housing, so a limited amount j of public housing becomes the only prac- tical alternative to perpetuation of slums, j with all their ill effects for a community. St. Paul has benefited greatly (,rai ?, u6an renewal programs in the past dec -� de. With continued - public understa /di ng `r ll - uPpo=t the city will reap maDy( more. dividends of progress in the future. - " Valh ©f Progress Mayor 1 cat onal work behalf of needed edu-, 77 St. Paul's t vastly important urban renewal pro - gram. The significance of urban re- . jl� newal and the many opportunities it provides for progress have not been . iE sufficiently "sold" in recent years. Misconceptions have grown up which R need correcting. i Basically, as the mayor has been pointing out at group meetings, urban renewal is a local responsibility depend- ent on local support and understanding. . The federal government mainly occupies ; the role of banker, advancing credit and - ,,assistance for large -scale community im- provements. In this way biighted areas can be cleared, re- planned for the best uses and sold to private developers who ; construct new buildings. Municipal tax "revenues on redeveloped property are ' much greater than on the former run- 1sdown structures. - 1f St. Paul, Minneapolis and many other communities ah -eady have had great. benefits from urban renewal, but even Ilarger opportunities lie ahead for eom- , ,mumties willing to make the necessary; efforts to realize them. St. Paul's River view Industrial Park project is one of the most promising developments for in -: creased prosperity to be started here' In many years. Imaginative use , of, urban renewal holds also promise for, rejuvenating the Seven Corners and Selby -Dale areas, among others. Public housing required in connection., with urban renewal, once well under {tood and accepted in St. Paul, has re- :ently been unfairly attacked. Mayor lavoulis rightly points out that if private' ' nterprise could supply decent housing' or the very low income groups involved,? ae need for public housing 1would be' educed. Public housing has only come 'to being because private enterprise as not found sufficient profit in low - J"nt construction to justify the necessary ivestment. The late Senator Robert A. aft, a national spokesman for con- ; srvatism, was one of the strong backers ` p public housing bill's in Congress be- fuse he recognized that in this field ? wernment participation is required. I ` ,The mayor also has taken a construe re position in urging that business, nor and politicians all pull Together to omote St. Paul's prosperity and im- re living conditions by means of r ban ,renewal and related actUri ies. ' o� eration for community advance- is a paying investment in every' EXHIBIT ]8 ',flow that the St. Paul h4u =nt d a itedevelopment authority has app oi knew executive director, prospects are improved for a successful continuation . of the many important urban renewal projects now under wey and in the plan- ; ning stage: A jj'' r G Full development of conlibunity sup - port and unity for urban renewal oppor -,' tunities. is one of St. Paul's present i needs. The choice of William R. Carter 'Jr. as executive director takes this into . a ` consideration.. While he has no technical or expert -background in planning, there ' are other factors in his favor. His nomination was made by Carl Cummins Jr. who was appointed to the housing authority by Mayor Vavoulis. , The choice was supported by Joseph, Gabler, authority chairman. Thus the new director seems in a position to help bring to an end a period of less than ideal relationship between the mayor, and City Council on one hand, and the housing and• redevelopment authority on' the other. These two groups must be able to work together for the common, i good of the city if the best results are to.s be obtained. j� 1 TO ti j /4- P l� t , . t As president of the junior chamber, of commerce, Carter is well known in the business community. He has shown ability to exercise leadership in civic ' enterprises and to hold the confidence of groups of citizens. Thus it is to be hoped • that he can weld together various fac- ; tions and reestablish a broad, solid base of public backing for the municipal progress open to St. Paul under urban + ' renewal programs. James Haner, acting housing authority director, has been pro- t moted to assistant director. In this posi -• j tion his experience in- urban renewaly operations can be used to full advantage. On the immediate horizon are a num- ber'of highly promising civic develop- ments. The RivervieNV, industrial park is one of these. While this is to be arried ' out primarily by the St. Paul port au- , thority, it must be closely integrated . with urban redevelopment planning. j Urban renewal proposals dealing with Seven Corners, the Hollow and Catherli al a areas and other upcoming proje cs, along' with necessary public haus hg matters, also offer St. Paul import mt . opportunities for progress. ' :r CITIZEN PARTICIPATION 0 E - continued Some of the positive improvements in our Urban renewal program are more vividly pointed out and speak for themselves in the attached newspaper articles; Exhibit 18 ■u (18 -c) { I t 1 E 1F It E I All F ,F �t I !t 11 3": 4 Mai" lool " P&a"+wf 4 quate4 Said Pa4d WHY ZONING? City Planning is aimed at securing sound community growth and development. The Saint Paul Zoning Ordinance helps attain this objective in three major ways: 1. INSURES that new construction is in accordance with the general plan for the future development of the city. 2. PREVENTS overcrowding of residence districts by specifying minimum lot sizes and population densities. 3. PROTECTS the public health and safety and value of property by preventing ac- tivities which would be nuisances in cer- tain zones. (i.e. stores and factories in residence districts) . HOiN DOES IT WORK? The Zoning Ordinance consists of two parts: a written text which sets forth the legal restrictions of the ordinance, and a map showing the boundaries of the various use district classifications, or zones, :the regu- lations for which are included in the text. Six classifications of use districts, or zones, are established, three of which pertain to housing and three to commerce and industry. "A" residence permits one and two-family occupancy on large lots. "B" residence per- mits one and •two-family occupancy on smaller lots and "C" residence permits apartments and high density housing. "Commercial" REZONINGS iL!� �<�ms ,e iu6 xln GIe1Lff q TIt Ip! 06,LLi Q11LP41Cni. ft[Vw eluLL Mlaian reSU. z11®I WN4f M yj I ftflph eV{C mw ae' LI LmLU, ,a ¢wean. L.m m �Lw: La 014 Wetl 1eloL a I1uaL a1R nIQ YIll11[,. I IW AII011. a { neNS n lOa1 a.... 5 m1{ Lace Pima] SSaIIS Imsrsnr w ee•.mL ni walwlwnm n Lluma. O lnaa w � ii i'iu .�m1s�i 1�ui nl {ma. O O O ❑0013 IF ILnnel s Lssmn nmwL uLr rmee IF n a Lira {men wl •sn 1a Lmm�r rn annna r •a Lwseen LLHWaL. ulios uoa 1{{nra i ua LLLLR lnua na {aimn n Laeii we�1m loo ms r •Y�• •w I. REZONING: In cases where the present zoning classification does not permit the pro- posed activity, the appllcant may petition the City Council for a change in the classifica- tion of the district as specified in Section 23 of the Zoning Ordinance. If it is approved, the change is authorized by an is to the Ordinance. zones permit the typical retail trade activi- ties. "Light Industry" authorizes non -nuis- ance industrial activities of a limited nature, and "Heavy Industry" permits almost any use which won't interfere with a previously established activity in the vicinity. The ordinance is administered by the Com- missioner of Parks, Playgrounds and Public Buildings through the office of the City Architect who is responsible for the enforce. ment of the Zoning Ordinance in conjunction with the Building Code. Under normal pro- cedures, persons wishing to proceed with a development involving building or construc- tion first contact the office of the Building Department to be advised of all applicable regulations and to obtain a Building Permit. However, the Building Department is not authorized to issue a permit whenever a pro- posed project is in violation of the Zoning Ordinance or requires special Council action prior to issuing a Building Permit. ZONING MATTERS REQUIRING COUNCIL ACTION When a person is denied a Building Permit because of the provisions of the Zoning Ordi- nance, there are three general procedures whereby necessary permission to proceed with the project may be obtained. These three procedures are briefly illustrated below. PROCEDURE —All matters which fall un- der the three categories outlined below, are referred by the City Council to the Board of Ata1LIlYt ®OILS e6 LLe6 � tP{{ Sal. LIaN Iapu1R.LN 9LtlS IlIa14 allrl IeSL1 mulC =S tlRe1lIN �Ta Lei , 1 APPEALS L¢{I LQM ➢! iii, Yll4pq M ,Q DOUG n Las o reLaLU uamvl. rm w el mue. 0 Q. O 0•n Ltme Lea.L a m1a LN0 ruuc mnv{ LL w .rtL1sLm Iuou um wms m Ies>ma. - 2. APPEALS: If the applicant is not satisfied with the interpretation of the provisions of the Ordinance by the Commissioner of Parks, Play- grounds and Public Buildings, he may appeal to the Council to vary the strict application of the provisions of the Ordinance in harmony with the general intent and purpose thereof as specified in Section 20 of the Ordinance. Zoning for investigation and recommendation. The staff of the Zoning Board studies each matter and presents its findings to the Zon- ing Board whereupon the Board passes on the matter and transmits its recommendations to the City Council. This report of the Zoning Board is read at a public hearing at which time all interested parties may state their opinions. After hearing all of the evidence, the Council makes its decision. If the matter is approved, the applicant may se. cure the necessary building and construction permits from the Building Department and the Department of Public Works. WHAT IS THE BOARD OF ZONING? Because zoning is in reality a legislative means for carrying out a long -range plan for future land use, the City Planning Board was responsible for the preparation of the original Zoning Ordinance which was adopted in 1922. Because all changes and procedures under the Zoning Ordinance have a direct bearing on the general plan for the City of Saint Paul, the Zoning Board is comprised of the Zoning Committee of the City Plan- ning Board plus the City Architect who is the chief enforcement officer of the Zoning Ordinance. The Board meets twice a month in the Conference Room of the City Plan- ning Board. Its meetings are open to the public and anyone who wishes to appear re- garding a matter on the agenda may do so. PERMITS —1 mauam Iq !UL IS,LLLLewa1, OI Wne•Uy, i�� eaa� � L„� rTM nL.s imaaL Lure Lees emL. uL Lem LYII, mun ,tln,ut � ILL L 4C S. u,. L S0@] elOt uR41lM IWS. m L1eSC LuLn SMS uaIIS .n1SSYLiP� uaL'm• Iiwui LLOYUebLln6 Brat O I LPI4 Mn YNSS a lei LYID 4 nac r.w e u .nLwna :nu nm 1Lns ns LttOYL. • �t1�_r _i ■ ■ 3. PERMITS: Certain activities such as filling stations, parking lots, used car lots, drive -in refreshment stands, etcetera, are permitted only after a Special Use Permit is obtained from the City Council. f t r"J"L �J CITY PLANNING BOARD OF SAINT PAUL 1315 Courthouse April 14, 1961 Memo to City Planning Board Re. . . . . . . . . . A Work Program for Planning It has been customary in the past for the Planning Board to adopt a Work Program on a year -to -year basis. The attached program represents the combined thinking of the Board and staff and was approved by the Planning Board at its regular monthly meeting held on February 10, 1961. The program for the current year will-be carried out entirely within the financial structure of the Council appropriated budget. It is quite possible that the Board and staff may be requrested to assume some re sponsibilities in developing projects not pre - sently budgetd. If this should occur, it is evident that additional funds must be made available from sources other than our regular appropriation. i The Work Program includes projects currently under way which will be concluded this year. It also includes some lesser studies and projects of ®horter duration, planned for initiation and con - clusion this year. It also includes undertaking several studies which will extend beyond the current work year. We hope that E a vigorous pursuit of this program will yield results comparable A to the accomplishments of the Board realized in past years. t E t F� �tS f l I I. CITY PLANNING BOARD OF SAINT PAUL 1315 Courthouse 1961 Work Program For Planning ADMINISTRATION A. Development of Office Resources 1. Base Map Preparation 2. Files a. Map File b. Vertical File c. Library 3. Office Space and Equipment a. Space b. Equipment B. Personnel 1. Administrative a. Zoning' b. Planning) 2. Planning Staff C. Public Relations No addition=s programmed Revisions and cross reference to be completed by May Continue expansion - 1961 Continue expansion 1961 If plan to add two new Court Rooms in Court House is ap- proved by Legislature,, this office will have to be moved to another space in building Replacti electric typewriter Replace standard typewriter Add Polaroid Camera for Zoning work Add Verifax or The rmof ix reproducer Possiblss addition of overhead type projector for P -R program Have: J Sr. Planning Technician 1 Jr. Planning Technician S.r. Clerk Stenos. Have: Director Asst Director 1 Senior Planne r 3 3'unior Planners 2 :° unior Planning Tech. 1 Clerk Typist 1 Part Time Tracer 1. Monthly Progress Chart Continue 2. Display Materials Continue 3. Speech aide - slides Continue 4. School- Civics class orientation Continue 5. Day -to -day Information Continue 6. Mailing List Revise 7. Standardized illustrated lectures Develop on Comprehensive Plan Element _1_ r D. Board Procedures E. Staff Procedures II. RESEARCH AND ANALYSIS A. Economic Base Study B. Population Data 1. Analysis of 1960 Census Data 2. Small Tract Projections 3. Census Tracts and City -wide Projections C. Traffic and Transportation 1. TCATS Study Results 2. Traffic Projections & Route Analysis 3. Facilities inventory & Analy- sis D. Housing 1. Analysis of 1960 Census of Housing Data E. Community Facilities 1. Study Published in 1960 2. Review with neighborhood groups F. Comprehensive Land Use 1. Inventory a. Field -check existing uses b. Final Permanent Record copies 2. Analysis of Existing Land Use G. Central Bustineas District Study 1. Inventory and Analysis Z. Area Plane (Co- ordinate plane with other public & private agencies 3. Central Business District Plan -2- y II Ij Study and revifie where n::t,Lc: sari i� Revise where necessary Publish in May i� I. Complete in April } Complete by May Complete by May Expected in May. Will be in- corporated in Final Draft of Thoroughfare Plan See ( 1) above Completed & Contained in Thoroughfare Plan published 1960. Revise as necessary. See )1) above Cooperative effort with Housing & Redevelopment Authority 1961 Complete by April 1961 Completed 1958 Revise by May 1961 Completed & published 1959 Revise on basis of 1961 data Published 1959 Contine 1961 Initiate last half 1961 if funds are made available s 4. Neighborhood Studies Initiate last half 1961 a H. Civial Defense Continue 1961 I. General Research Continue 1961 III. GENERAL PLANNING'AND POLICY FORMULATION A. Comprehensive Land Use Plan 1. Populati6n Distribution & H.-using 2. IndustriAl Land Use 3. Commercial Land Use 4. Residential Land Use 5. Public and semi- public land use B. Thoroughfare Plan 1. Preliminary Draft 2. Final Draft C. Community Facilities I. Design Standards & Criteria 2. Plan Proposals a. Recreation ) b. Schools ) c. Libraries ) d. Fire Stations D. Comprehensive Plan 1. Revise three major elements a. Proposed Land Use b. Public Facilities c. Thoroughfares �o Correlate Plan Elements 3. Publication of Comp, Plan -3- Completed & published 1959 Currently being-re-studied on basis of 1960 Census re- turns Published 190 To be revised and published after TCATS study results are available - aVproximately in May Completed 1959 Completed & Published is 1960 Separate report. Draft completed in Spring 1960. Currently being reviewed with Fire Dept. Final report io be published by early summer 1961 Comm -Anse during second half of 196, In connection with review- of elements Initiate during second halt of 1961 ' Ee Area Plans - Research and Planning assistance to other agencies including: 1. Housing & Redevelopmant A uthority 2. , Port Authority 3. School Department h 4. Civil Lle£ense S. Parks & Recreation Dept. 6. Ancker Hospital Committee ?. Public Works Dept. 8. Ramsey County Commissioners and Engineer 9. Private Agencies IV, EFFECTUATION A. Legislative 1. Enabling Legislation B. Zoning I. Revinions of present Orin, ance (other than off-street parking) x. Selected Zoning Amendment3 a. Off - Street °arking Regu- lations 3. Zoning Administration C. Subdivision Control L Subdivision Administration and review (via Plat Com- mission) 2. New Subdivision 'Control Regulations D. Capital Expenditure Program I. Study methods and established procedures 2, Long -Range Capital Improve- ments Program A Continue as requested Participate with other planners from State in codification of State Enaitiling legislation to be introduced in 1961 Session of Legiolature Continue in 1901 Drafted for review by Planning Board in March 1x!61 To City Council in April Continue and also s: udy and improve procedures inhere necessary Continue Draft completed is December 1960. To be reviewed bar Planning Board in Spring of 1961 ' In joint effort with City Comptroller and Finance Department Initiate by mid -1961 after pro- cedures have been joi.ltly agreed on 19. F. G. Urban Renewal 1.. Potential Renewal Areas Community Plan Report #6 2. Review of detailed project plans prepared by Housing & Redevelopment Authority 3. Codes and Ordinances Project Review and Design Specific projects including plans and proposals of other agencies which are referred to the Board and reviewed as required to supple- ment the Comprehensive Planning Program Development of Design Models 1. Filling Station Design Stan- dards 2. Others as needed H. Liaison with other agencies and individuals on all matters per- taining to the physical develop- ment of the Community Published 1957 Preliminary program under study to begin City-wide Ur- ban Renewal Study by summer Of 1961 As necessary Continue reviewing, revising and up- dating those Codes and Ordinances which involve the Planning Board Continue 1961 Completed 1954 Continue i Summary - The major target for 1961 is the completion of the Comprehensive Plan for the City of Saint Paul. This work will be scheduled in 3 major areas: I. Plans. The Land Use Plan and the Community Facilities Plan have been publhod. A draft of the Thoroughfare Plan has been published and will be revised when O. & D. data being developed by TCATS become avail- able, probably sometime in May. The three plans will be taken together and so inter - related that they will form the Plan portion of the Compre hers ive Plan. -5�� 4 H. Programs. The Public Improvements Program Is at the stage of development where methods and procedures are basing studied. The City Comptroller is the Clty °s chief fiscal officer and any such program must be dovelopcd with his cooperation. i E III. Regulatory Measures 3 t — (a) Zoning Ordinunce and Flap. The existing ordinance and map are being revised and amended to strengthen this regulatory device. This procedure is an interim ineasure until a comprehens ive revision of the present ordinance and map can be accomplished. It is anticipated that this project will be started this year, but the status of State En- abling Legislation and ro-quisite City Ordinances will have a bearing a on this project. i (b) Subdivision Eegula9£ons. A proposed draft was completed in December 1960 &A is programmed for review by the Planning Board in the early part of 1961. Upon completion of this review, the pro- posed regulations will be asabmitted to the City Council. i El Jk -6- i i t i i t TO the CY FMMM DOAN) OF ST. PAUL 1315 Courthome Septomber 11, 195 A. $atraduction Pursguaant to the Catty Manning Board's action at ita spealal mating on August 14, 1958, tho Planning staff harevitb subs .ta its report smacerrang the eval- uation of tine proposed roaligvm-,r.;at of n portion of the Interatate Freeway in the central sectloa of the city no prooented by Victor Gruen Assoclratos. Lsombors of the Plauming Board and Ito staff sure doflnitely agreed that the allgn- me at of the Fraway within the City to as bigh priority planning problem, Tho Board ltsolf was created by City Comall ordirsance for tho purposes of Preparins plans and ponvroying PA-41co esd recOMM-Ga datloas an Miters portaisning to the future graut'h .amd d ®,rvlopment of the City Of St, Paul. Tbesmfora" tho City Planniaa Board 16 the official gav ernm -_ taal p1aQnnIns Qvney for the City. Functioning In tblo capacity, the Soord U01COV4.0 the expmosioan of isntorest and the of all public and prtvEate agencicas and Individual citizene In the study of €a pasticuler problem or tho planing of na aron vlthin the City. Thiaa 1a, std ham almys boen the policy of the City Planning Board. The Board fecla that the successful davelopwat of plena for the Ccantral Dusina as Dilatrbct deponds upor. the Hoard °a re-calving ouch cooperation free those Individuals and eZencles Intoreoted In this project, Thareforo, the Board strongly urges the cooperation of Greater St. Paul Dovelopwnt, Inc. and its coa;'.aulta nt the Victor Gruen Associates aW any other Interested agency or Individual in the future p&wmirng of a better damtowa. In reviewing any particular prolbIGm In the post, the Board lanes not isolated a problem or an siren of the city but has stv died the problem or area In relet3en to the entire community., Thus, In evaluntIng tho proposed maligawnt of thla ynrtiLon of the Preowuy, the staff has considered the prapodal eia tho broad concepts and principles of coaaprobenaly a planning for the entire City and f r� the standpoint of the welfare of the reoldents of tho asntiro co2munity. B. BaekgWund 1. Prosecnt Free,a ©y Allg=Eat Tho portlon of the Fre way Fallgawaant gb1ch bas been ch allea>v®d by the Gruen firm is In the central area of the City and lies botwon Broadway and Louis- Zasion Streets eatondrd to Kellogg Doulbvaard. (i ce Bap la This pum€ion of the Freeway together with wJor bighoaays rdthlm the City has been ©twdied by Stote and City officials. for a number anf" yaars. In 1545 the City Council approved "tbat se�sat of a major ®past -mast hIgbony whIch, beginning at appronimtely the inter- aeation o€ Broadway and Misslosipppl, would continue ";astorly along the Una of Elavaaatb and Twalfth Streets, skirting the Capitol Gxounds3 Area at Its soutbern gowineter ae for westorly as C€athedrat Mee." "Whe present routes oY the Rational System of JnterotQtO PMd ltfeass HighWays into €and through th4o City 03 St. Paul gab prop amd by the M nnesots Dayartme nt o4 highways woo rovioved by the City Planning Board md City Council € ad on July Sl, 1957, the City COURCI1, by resolution, approved thes90 routes. Included in this routoa save that portion of the F'rwmay In the central ama 9lyIng to tho South of the Ctapltol. Official beatings u"a3ro hold glv Ing all citizens and group.9 an opmrtua lty to make-their W13hes knom. 2, Planning BonrdBs Ring 'Stmt Concept During reeent years, the Plannfaa B081�6 loos tstudfed lznd use acd eSVculQ- tion In the cantrat aran as related to tbo entiro City -. in the wing of 19570 tho Board pzopered a c1rculatioe plaza for the :clDeatral area of thO Citq tkkb Introduced the concept *9 .s ring stroot to - oupplemot the Frwww9ay In tae 'edntral portions of dowaate . (SW '&Yep 1) Thin plan r;otOlaaad thO StOto °o Frey atign- cent and proposed Inner vxfi outor ring distributor strcetB, each of which mWir- ated through-traffic and loedl traffic to s&leviete traffic c029e0tion. Thbod ring streets cars propmed for the following ro==Ga s o To distributo traffic having dd�atazzu d ©MInationso b - To parmit floxibtlity for otre ©t arranger.-Out within the d t®�ra loop and still tot dlatuvb basic traffic functlons for trat-910 In our loop,, c - To keep through- tralfle out of the 6COV 00 area, d - To faanct 2.an as Intermodlary traffic faclUtica betv.ya the Fa -lazy QrA local strmts. 3, Victor Crush ASSM10tog PrOPOMI The Gruon firm hFaB pTopascd a wetugignment of the Fwazey Which vaulid sorry Int©r3tate Route 0392 (Hudzen Rocd - gt.Anthony) north of the Capltol an tho aligtztent -of Pennsylvania Avanup w4 which would c>aaeage the mllgnwnt of lsntertitste Routes #300 (plcao=bt Avenue) by mvlrrsg It to tho weet of tho Ho6pltsl Area. (Sae € elp 2) The Board as that the general pr3nciplaa proposed by Gruen AOsMIsteu are o-ound but that the application of theso prlaacipICS Iudleatos a lack ©f kubb- ladV concerning thD b=ic functloaa� ajad nec-do of Dowuto= St.Paul, `E'hia 6-t3i hw a evidenced by the reo dy wi lliagnace on the part of sevortal t obere of the Omen f1 m to ebsndon,cGange zaad/or shift tho 811gawnt of their loop psoopoM lyllen mombers of the St. Paul City Planning Bomd staff, St. Paul. Public Uorkd Wyartuent ©ngineors, Sand tho Stato Highaway laprartment- eng- 4naers bawd lid problems or raised iosues pertaining to their (Grwn) Vream ay allgaament. The aouthern portion of they Gruen, Loop vma abo adone d as a Part of the Fraawa� Sy' bitem and the ciaot:orn alignment of the loon at Wootern Avbnue vas obifted to the Louls arlouStreat saligtamsut aben challeagad on the baois of the Suroau of Public Road" r. design standard,, for vdnlmum ", zdon or tl:fl effect on adj'z==t 3e,. We o - 6. Ceaatrsl Baoluesa Diatrfct Study During the WIntor and spring of 1958, Membeflo of this staff conducted si study of the Comtr€;l ausiness District. Ft conslated of an Inventory € nd analysis of the playsical f©aturea, uso of land, circulation, parking, and economic consIderaat1=0 in a 103 block area of tliea d€ zint4w.n. The data will be published as ca report this fall for the puramsc of providing cgtizono of St. Paul w1th an Impartial analysis of the Central BasineBs District, Th® data give a fectual, basis for judging the writs of may and all plans propowd erA bast been used by the staff in mvFaluatiaag the reasoning advanped by the Victor Gruon A89oclatea in support of their proposal. -2- 'C, Evaluation of Fseam* Aligx;msnto 1: Purpose of the lutesstate Highway Befora -attempting td ovdluate sa propa2fpd location of any Isiterstaste High - tay, i$ would be Wool to state the purpose of the interstate Highwrays. Thai too bale _purposes of: the EnterBtatd 'Highways saw: Q1D To meet all raj ®k urban 6ro ass by aaEe efficlant hldW ayta, and $2, to pi�t3vidQ m trg4Pic facility desigeeed to afg1clently Move military traffic In the event of an ... ®mergenay. The Interstate �ighu q �yt3t8® is3• dmssigasd to carve an entirely cd19fordat function in urban arenas than in 'rural aresaa. Ao tho higbviayz eaters rietropoiitaas area the dormant functldn' chinads "sae they b3 the bbekbonee of the intra- upbent traffic ssyattaa, "Case. the routos e1ite'r the dnvirow of then City; Power, thoy bei c:aw a part of the sum t®tal of urban trans gortation gsacilitico, sand gas such spat bear a proper relation In l�tibn and chk3raator ,to at6r pe' its of-tho street By0tota. Era addition to the traffle to send favm exterior? go*nts, they Will carry a hoavi Slaw ®f. looter - urban'. traffic of ah1ch city saauthorLtiea #111 have a YstPawlc�Q or ui31 too boot rabP,Q to'maasi2ra or predict. :iirace th se routEea should .bo desizxaed to serve important grtdriai 9ltvwo of Intra- urbaax� no wa ll as Inter -urban character, their lobatlonsa from tine fringes to tho dater of the Citty should be dotermined its a large degree by the location of th la3tercat' arbns in wbich are gaserated iiapOrtssnt volum of is»rsamurbed moves at.n 2 The Impurtssxkms of the lntra- uriOaa ay'atea, particularly as 1t. rslates,to tho dovhtaWm area, is sho'9aa oy the 7 a.an. to 3330 p,m, count of the total nucber of vohiclea, inaludla bij ace, arming to tho.d owntavn saraasi. A 1957 survey rns?d® by Tlzia City Rapid Trait Company shoved 68,976 vehicles e=Lng into the colit gal Bud$aa©s9 District sarea. The totrat paB8cngera Basarrlcd by both the buvea and L private ears amounted to. 129,804 persons. In vietl 92 tb© ssignificsast number of Vehicles and pgrsons w1th downtown desticaatlonv it 10 Impbrative that the sort convenient routo be planned for thecae poaple deat1nad for downtown. 2. Future Land Area hequirement of thb C©aatrsal Business District One of the basic gaaostlonsa which must ba anrmered as the Freeway kelet ©s to 3t. I)Q,ul is "How much area is detuatllq aaeadod for the Central Busiu2aa Diatrict to meet tine regduirc ®ta of fors Ganble future grevtfa2" The City PLannisg. Board has just complated an inventory and .an alyslo of, th© Central sualnose Disatrict. The so -called! "Core" aikaa aontaints 46 blqcka amd the "Fringe" area 87 bioclkb6- The "iasdq sshsaas a very large number of- ibulldls:ags in_ tho delzatown saran OR Bt.klul - thaat contain only sa few floors above groused lovel. ®e 6bvlou a result Of thl€a spreading out ai , the gro upd, or near groused bevel is the 81aasoaaced w' 31Mng; dlstewccs b itwoan life uses; The aversago.bgock .ln the dowatom wilt, have 70 per cant of its sps "ce In cants' business type un ess; it will average the astorioa In height; and th© bottom two floors will be us'3d fdr central buvinesa typo purpd.1100. The "Core" areas,, 3'ithough contalaing, only ,3 of 1. vor cent of the totpg area of the City, is probably the most Important graze in dointom. The land usa ourvey revealed a four block void In this tore, which ia ch armt' OrIzed by v ©Ly 1. Issntiirban mesaiw thin movement Within the city, such as in Bt,Pa:ul proper. Intor-urban means the mvem6nt between tesr, areso, eueh as between -St. Paul and Chicago.' Z. Frames "IBS REGIOML HIGHWAYS00 W83998 to Congresze from President of the United Btatoa, ,.Jgauaryi 0j 19444 0 Low isaten bity of land uso, low pedeatri on volumAo, a nd, lots land values. Tho survey turthar dioclsased that tho "Core" has one of the highest ,vacancy rate& of any area In the City. An av ©rage block has 901 per *out of itp floor space vacant which Is the equivalent of one out of ovary cloven, floore. She "Ogre" arced hod a total vacancy of 8.31 per cQht. The-cWiouO cdacluSloea io thOt bOtt ®r Und MOM clateUZO ume of laDd In "the "Cores" •area could result in a doubling of the rottail specea and other bone fide Central Business District type uses without crowding. The only effect enlarging the ground area availably will have in to ovor supply the demud. More iutenso competition for "Core" area sites will result in ropleeement of Non-Central Bu alftess District type used and intensify the use of tho band In the entire "Core . This vould result its the replsacownt of amy of the present obsolete structures which cannot meat the parformaace standards c-peFasal ®wed by more int©aoified use MW modern day requirements. The analysis of the data collected reveals that the amount of land within the limits established by the officinally designated Interstate Highway IS a:►dequaalto to accoizadate f©rseeable gL*ovth and expansion o3 4he Central Buainesse District, S. Rene of Vehicular Access to the Coutrsl Butaiaess District It is mandatory that direct and convenient routes bo made available to the many thousands of vehicles and pareonn haavimr; daily &mntowa dostinatioans. The elignment of the Freeway p3assIng in front of the Capitol, which has already been accepted bythe City, the State Sad the Bureau of Public, d4ndae, fulfilll© theoe criteria. It provides high ety3ad adders to the vary edgo•of the Central Buaiaoso Diatriet and a stral ght and direct east -vast routes for throWh traffic, The alternat© Gruen proposal alms p=pYo a rjay from the Central Business Dis3triet by ckauaing theca to poise a circular detour running north behind the Capitol building. She Gruen proposa� thus dirocts and encourages much oast —acwt through traffic to us3o City atre:ets: whiich Is highly undealrablEa. 4. Effect of the Froeway on Land Ilse and Circulation In Central Businew District, A =at vital coaaaida=tioaa is thle ®8feat tho freaway bed an the use of land and the circulation pattern within this cantire contral aron of the City. Frearaeym are Llmi.tctd access facilities with roadaldo dov ®lops;. -zat and Intercba ago points ovary rigidly controlled. Nationvide experience has is -dies ed a great -demaud for land In the vicinity of Freeway iaterabougep. Uueh o8 this desire is for comparcial land. This could very well happen its 8t. Raul 19. the Oruan propcoaal were adopted mW ,would certainly b© most undesirable. The development of caaz:morcisal outlets In the vicinity of the necesaasy Intorahainges an tho Cxeoas Fromay Loop. would serve to further disperse qad weaken downtown retailing activity. Much of this new commor- eial use could very well be In direct competition with downtown. ConVersoly, the location of the Freowzy In kront of the Capitol could 4orve to €necaterst© the developmat of land which would be an assot to downtown. The area between the Freeway and 8th and 9th Streets is In heed of reneunt. Tho Gruen proposal Indicates this as an area of "Outer Commorclal, Institutional and Public Uses." The close proximity of this area to the int©rehanges between the Freeway and local city straetas which pass-through this draw would Immediately make this presently underveloped land much more desirable and valuable. -4'W N The Giruana proposal DIE* r 3ult¢s Im BnOther uandeslrebl© end cwtly fantur© for the taxpayers of St, Paulo This propa�531 n -Facts St' Imposalblo' for the Motorist to COM a1000 t® big domtma d©otianntion' b0cqueo thlg loop Is sow distance re- moved. , It .Mquir013 the use oP c- Owid©ratble cfty I trest "0110C1130 aftor leaving the F rcevtnY lCQp, These a entraance atreaeid t® deaz$ova ©Ill ai -64ui lre cbn o, iderable Improve- mat at C!$y expohse to bring them up to the standard required by tho &navy tragfgc 910W move to Which vI ll reault . ' The State's proposed Frey sllgaamemt brings damtou n traffic to Within a few blcctw- of Ito destinations. 'Thld roquirea fearer fca ®t ®f City street Improvement, thus saving the City aatd tho taxpayera conmIderable money which. le sorely necded for atreot Improvemntu in other sect$atnaa of the City, 'Tho Pleurning Board find€n saw, factual bangs for the Giruen 'crgu ant •that the 5tat©'s proposed'Freeway slignmdUt erestcas a physical and psychological barraior bOtTsOen' the State Capitol and dawrntowu. Actually the aroma proposal pleases sub - mtantial ' physiical' barriers betmwa the two smas In the' form of four aepamto ground level major streets In the saw aroa', We COanot 000 hair a fully depressed Freeway will be any barrios. In fact, It will be sa 302 w3do atrlp of lan ducaped opeaa Space b4twoon the two areas. H00t of the exaeting straot grid will bo continued undisturbed in its bibslc eoansgvcilve SumctiGs hattse¢n the two crass. With pr*pe r design and esthetic treatment, the Froomy will bo=-L &a attractive and focal � Point of special interest, The Planniag 'Board ftads no valid reason for any further leat©grotTion of the Capitol c mPlex Into tho damtom ar©ae So ImpartPaffice'49 TIminag of imeway Construction The �brSous question of I'eeo�ay con3tructi©m timing 113a�pojnt e-hica Gust be vraphAslzod. The present plaz 'cf tho Freeway portal the City of St. Paul to remain 6hea4 of HiFnnempolia ism 8reavey emstruetion progresas during ubich tI08 tho merchanto InSt, maul will have an opportunity to cultivate now cllentelo, This adveintage gill undoubtedly: be loot if €stfailinng and delaying actions are continued on projects which 'have been thoroughly rovioTs� nand Opp-waved by Fedaral, State md Municipal mgoancles. 6. /additional Costs to gighsay User The Gruen proposal iuvolvcas apArorimatoly am additional—one—half mile of FrOcTay coa0truction and m total of mpproxlraately Dana sa31c� additional route. distsaaae®, Thais rests in a t mandous additional coat to tho caotorlat. Althouih the additional 'uder cost hnns act• been aastimated for this partScular F ca7sy 'icangth, the Bure�ti of_• Publics Rondo Faccept ®d the ®atimate nee by d •aonb►tent c owultinng engineering fire of €a $40 millions tnoadssfl Im cost to the highmy uscro owns in pGr1od of tWsaaty years for a onedhnalf mile extra length o8 Freway In Dayto6, Ohio, Besides this cost, the annual malatenance cost of one -hblf ail® of Urban Itterstato Freaysy. muat ba paid by the ta$p8ye$9 of the City and State.' $f Extra* later- changes ere naeeacd, ammusl inter'abange maintenance cestg must be added to the total additional ®xgssu$e to the taxgayer, Tho Hinnoceta Bigbumy DepaL tmanc "Thins Is not knomb. At the .webs of the Victor Grzzea Asfocist ®s, the proposal has been advanced es a concept and not s plan. The Plbuning Ord staff has respected this and in Tit€; r©vier of the proposal, has recognized it ea such o ..5P estlEmtea3 annual maintownco costs to the Urban interstate at $10,900 per a7ailo and $6,C80 per Interchango. The real costo to the Fedoraal Government and State Of HInnasotas for this ,©atraa one -half miles of Freeway ouaat also inelud© additlonel right-of-way and conotruetion costs. In short, if the State of Minnesota can build one -half MIL® 18915 of Freeway along a deairsablo and acceptable allganout within the City ®f St. ftul, the chances es saran very r to of convincing the Bureau of Public Dada that It is better to €select an alterwto mute Involving ens cdditional one - half )vile of Fro amy canotraction. 7. Separetion o$ Variouaa Types of Vohicaular Traiff e The concept of ring dlatributor otreetas vD9 proposed by the Planning Board as sa supptem"out to the Intorastate Freeway. The express purpose of thin type of 90cillty is to avoid traiffic congestion by separating through- trafg1c +Srom local traffic. The Board's Inner ping would be as leer- Speed, high-e2paa ity diatributor otreet to sorve the high ieatennity land us© area of tho t'Core', rhoreaas the outer ring; could be a lower 4=paclty distributor street to servo the lead use are= of an 10mr Intensity and density character, The Gruen coneopt diffors from tho Boaard°aa In this r©spoct. Thodr outer- loop rung, which ins adjacent to the areas of IcTmor Intenasi!ty lanai uzea, would be high capacity facility as evidenced by the utilization of tho Frceimy for ono -half the length of the routo o4 the outer diotributor ring. The Planning staff disagrees with this principlo since ouch types of facility Is not needed for the outer distrib- utor aatrant •feauction. Tho oteff further feolaa that this in € n e xtrtavmgaut ume of tho Proeway and that the Oruen coneopt mixes through- trafgie and lo:wl traffic mare than no ceeassery. In then caGo of St. Paul, the Most important 9wetion of tho ' Freaawaay► is to provide ready aaccei3aa to tiffs high density "Cora" aarcem of the Central buoina ss Diatriat and to carry the through-traffic along than most direct alignmont.. S. Egfeet of Grp-= Proposal on Various State seed Municipal Projects The present alignment of the Freevay In the central area of the City has been recognized as such for over as year. As previou€ ly m9 ationed,• thlss slaw align- ment was approved by the Clty Council as a sagmaat of a major eest-wast highvmy in 1945. Investments in the phyelcaal iepravcm utaa on the part of pubtle Intor©mts in the imwdlaate areas have been made recognising this fact. In =my Instencea, plans for the further Improvements of adjacent areas such no tho Capital Approach, John Irelmax Boulevard, Baotern mad Western Rodevelopm mt oraes have boon bawd on the precout Froo-w-ey saute. The oxiasting end propomd dovelopmat and loprovementas elate and are belay made in good faith. A now alignment for this portion of the Freeway ubjustly penalizaa tho tax payer whose money has been Invost•cd..in thGa3e improvements. D. Cour- lusion The etanff of the Planning Board resaffims Its position that the portion of the Freeway in the contrral area be continuer) along, tho present and a pprovod yreamy alignment. That porttgo og :th© Eraa�7ay pessing througea the Mllar- St.jo6oph Hospital area prosents some paroblea s and tho staaSf hop tried several eltaernate cold - ti®nas to miDimize votes of the adverse effects on this area. Atthougb the staf8 is not satiafied with the Freeway alignment In this asrea, wo feel that the detailed study being made by the consultants retained by the Stato 8113hWay Dopaart=nt may roGult its a more satisfactory pr9posal. We therefore gill withhold final judgem3nt Of thIM leg Of tho Freeway until use have had the opportunity to 'mvlev thei connult- ant9n proposals ubenev ©r they are aapteted, This positions is bas ed'an the fob &owing considerations: 1. Puipoae of tho Xntersteat© H19buoy, E 2. Area requirements to accomodsato the-future gratrth o% the fCentral Duslaocs District. 3. Zose of movemat for dmatcva a destlacd traffic to Centro i Business Dintrriet . 4. Effect of tho Paeeway an bead moo and Gircuxation within the r Central Area. 5. Aftb t age to the City of an early completion date ®S Freeway conotruction. User and tft payer costs 7. Separation of varlous types of vehicular tra9fic. t S. Matt of the Proevay on various projects and camritmonts of t governraent:al interests. f E I; i i Tho Btnfg strongly urges a united, eoncorted effort on the part of both public and private intorests In getting the Eremay built. Thun; one of the most Important - goals of the Vedorsal bighway bill will be achieved a to cecure Federal aaalotance to the City of St. Paul to aid in breaking our urban traffic bottlaneek, Respoct£ully submitted Menning Director 1; ' { j VALE % I cc t=3 1= > W.Ju.- am xm W0 ,64:m om= oca WON C= ws V1, al X 70 4oh COCO z z see �c ' A • Q z R 'r ti €nz� C;t IF�3 O O a A � w S ' T r, mM tr< 1? G� �. R \sue ti tL 1 CIO Z_ e 0 Ck. / **4�\ b � V ° � ,00 rn i� e I Jf zoo — 0'2 cy i T � �• f. I r; m n •c...,,i r , J � �t • r ,t1 � V ° � ,00 rn i� e I Jf zoo — 0'2 cy i T � �• f. I r; m E W,4r /g W3 'INTERSTATE ROUTE 392 AS IT AFFECTS SAINT PAUL A Report to then City Council by the City Planning Board 1315 Courthouse Saint Paul, minn000ta May 160 1958 May 190 1958 Honourable Mayor and City Council St. Pauli Minnesota Dear Mayor and Member6 of the Council: The attached resolution off the City Planning Board, dated May 16, 1958 Ond the report Interstate Route 392 Ap It Affects St. Paul, is ere y submidea tor your cone er3t on pur- suant to sections 67.02 and 67.03 of the Legis- lative Code of the City-of Saint Paul. HCw: FS i Re $pectfully o . C. 11�.11-A Herbert C. Wieland Director of Planning RESOLUTION OF PLANNING BOARD Whereas: 1) The Minnesota Highway Department held a public hearing pursuant to federal law on April 23. 1958 for purposes of determining public sentiment with respect to possible routes for Interstate Free - way Number 392, between St. Paul and the St. Croix River. and 2) The City Council of the City of St. Paul will be called upon to Approve or disapprove the route to be selected within the corporate limits of St. Paul pursuant to state law. and 3) The City Planning Board is charged by ordinance to review such matters and to advise the City Coun- cil of its findings. and 4) The City Planning Board staff attended the hearing of April 23. 1957, and the Board and staff have studied the plans and have evaluated the impact upon St. Paul, and its plans for the Work House Farm and Battle Crack area. Therefore 5) The City Planning Board does hereby submit its report, Interstate Route 392 Aa It Affects St. Paul, and 6) Recommends that the City Council approve Route I in preference to Routes II and III, and 7) If the State Highway Department deems it essential to provide a new route for purposes of maximizing Federal financial aid. than the Board recommends that the City Council request of the Minnesota High- way Department a study of the feasibility of a new alignment approximately two miles north of Hudson Road and entering St. Paul so that it follows the north or south aide of the Chicago and Northwestern Railroad right -of -way for most of its length within the corporate limits of St. Paul and then along a route parallel to E. Seventh S t, to the downtown area. May 16, 1958 By hairman D-)4jjb" /vEaga- C - W'j" Planning Director U Page 1 i 1 1 1' 3 4 4 4 6 6 10 11 12 12 13 15 15 TABLE OF CONTENTS Letter of Tran®mittal i Planning Board Resolution . , i i Table of Contents i i i CHAPTER I. INTRODUCTION A. Notice of Hearing ................. . B. No Advance Plans to City ............ C. City Statement at Hearing . . . . . . . . . . . . D. C. of C. , Maplewood Village.......... and Washington County Statements ..... E. 3 -M Statement . .................... F. Hearing Held Ovar ............... CHAPTER II. PERTINENT FACTS A. Alternative Alignments .............. 1. Route I 2. Route II 3. Route III B. Interchanges and Separations........ . C. Cost of Each Alternative Route ....... CHAPTER III. ANALYSIS - A. Question to be analysed ........... . B. Traffic Warrants. ................. . C. Coat to State ..................... . D. Portal to State and City ............. E. Economic Impact - St. Paul ......... F. Social Impact - St. Paul .......... . O. Two Routes instead of One ......... H. Possible Route N .................. CHAPTER N. CONCLUSION A. Recommend Council Approve Route 1. B. Second Route Needed to North...... . Page 1 i 1 1 1' 3 4 4 4 6 6 10 11 12 12 13 15 15 CHAPTER I - INTRODUCTION A. The Minnesota Highway Department held a public hearing, on April 23, 1958, pursuant to Section 116 (c) of the Federal Aid Highway Act of 1956. This hearing was held for the purpose of determining local sentiment with respect to three possible alignments for proposed Interstate Route 392, from just west of White Bear Avenue in St. Paul eastward to the St. Croix River, a distance of approximately 13 miles. B. The advance information given the City with respect to the alternative alignments I, 11 and III was an aerial photograph with the proposed center lines shown by strips of colored tape. The Commissioner of Public Works, the Highway Co- ordinator, the Traffic Engineer and the staff of the Planning Board were consequently without sufficient information with which to evaluate the proposals in time for the hearing. C. There were drawings on the walls of the hearing room and these were the first detailed drawings of the alternatives to be seen by officials of St. Paul. The Highway Co-ordinator and the City Planning Director entered theme facts into the record and requested that further informationbe given the City and time allowed for evaluation of the information prior to any official commitment by the City of St. Paul. D. The St. Paul Chamber of Commerce, the Village of Maple- wood and Washington County each entered similar reser- vations into ,the record of the hearing. — E. The Minnesota Mining and Manufacturing Company entered a very pertinent statement into the record, excerpts from which are quoted below: "My name is Richard L. Post. I am an attorney for Minnesota Mining and Manufacturing Company, as well as corporate officer. I aim speaking in behalf of the company and wish to place the company on record as favoring continuing Highway 12 along its present route and in accordance with the revisions outlived in Plan I. . . "I wish to mention briefly something of the history of Minnesota Mining and Manufacturing Company's owner- ship of this tract and of our plans for its future develop- ment. This building in which we are meeting was com- pleted in 1955. It was the first unit to be constructed on this tract in the ensuing three years, six other buildings have been completed, and a seventh, larger than any of the others, in under construction and will be ready for -1- occupancy within the,next few months. It is our announced intention to make this area a conegntration point for all re- search activities of our companyb We have also given con- sideration to locating administrative offices here. "A very important factor in our decision to centralize our re- search and product development activities and perhaps some of our administrative functions on this site, was the prestige attached to being so situated so prominently adjacent to an inter -state highway route. Shortly before we concluded arrangements for the land acquisitions there was publicity given to an announcement that Highway 12 had been select- ed for development into the principle route between the Twin Cities and Chicago. This prestige. intangible but real, accrues not to 3M alone, but to the Village of Maplewood, the City of St. Paul and the State of Minnesota. We are, as it were, now located in what can properly be termed St. Paul's and Minnesota's front yard. This good - looking cluster of laboratory buildings supplies a first impression for persons arriving in St. Paul and Minnesota over Highway 12, and it is our understanding that a sizeable percentage of all people who enter the State by automobile do so over Highway 12. This Central Research area, therefore, stands as a permanent reminder to visitors that Minnesota. far from being a purely agricultural state. offers many advantages to scientific and industrial enterprises. Relocating of the highway along either of the alternate pro- posals will rob St. Paul and the State of this effective free advertisement which by its very existence along Highway 12 is an aoeet to the Minnesota Department of Business De- velopment in its continuing campaign to urge location of new industry within the State. Becauee thi$ is an intangible, it is difficult to measure the loss, but it is real. . . . . iz "A serious traffic and safety hazard exists at the present time at the intersection of Highway 12 and McKnight Road. This condition which needs correction immediately develops from the fact that the approach to the intersection from the east is totally blind by reason of the poor alignment approaching that f I intersection from the'east. This means that cars travelling ' I at high speed from the east come upon the intersection with- out previous knowledge of its presence. The situation is + already serious today and will become much more serious as traffic increases. And I should mention that before too many years pasts it in likely. if our plans materialize, 3M alone r will have 4.000 cars entering and leaving this area daily. -2- "It appears that these problems at the intersections of High- way 12 with McKnight Road and the present Highway 100 will be remedied if the new interstatr� highway is located on the present Highway .12. Construction of the necessary grade crossings could get under way immediately without wasteful expenditure of public funds, if the interstate highway is located at one of the other locations, someone will have to pay for the improvements on the present Highway 12. This will necessarily have to be the tax payer, and this will be a cost in addition -Go the cost for the new interstate highway located elsewhere. " �• At the conclusion of the hearing Con©rnissioner Marzitelli announced that the hearing would be held over and that in- dividuai governmental bodies and grcups would be given ,opportunity to evaluate the alternative9 and would be asked to go on record with their findings at meetings to be called Ifor this purpose, -3- CHAPTER II - PERTINENT FACTS A. Alternative Alignments r 1) Route I: From just west of White Bear Avenue to the St. Croix Bridge along existing U. S. 12, Hudson Road. a length of 12.83 miles. (See Map) 2) Route II: From just west of the junction of White Bear Avenue and Hudson Road, southeasterly across private property and the workhouse Farm and then east for several miles and back to Hudson Road at its junction with County Aid Road Number 40, and then along Hudson Road to the St. Croix River, a length of 13.08 miles (See Map). 3) Routi III: Identical to Route II in St. Paul, and for part of its length eastward except that it does not join Hudson Road until it reaches a point just west of Trunk Highway Number 5, a total length of 13.07 miles. (See Map) S. Interchanges and Sel &Fationa Table I - Structures Structure Route I Route II Route III 1. Cloverleaf (access) 2 2 3 2. Diamond (access) 9 4 2 3. Separation (no access) 1 4 4 4. Y -type (access) 0 2 2 5. Total Structures 12 12 10 ' 6. Total with Access 11 8 6 Source: Minnesota Highway Department C. Coat of Each Alternative Route (today's costs) c Table U r Item Route I Route U Route III 1. Right -of -Way $1,075,000 $ $78,000 $ 820,000 2. Con©truction 7,644,510 7 , 605 , 621 0.221,038 E i 3. Est. Gross Cost $8,719,510 $8,483,621 $9.041.038 Source: Minnesota Highway Department .r i E T ae inclusion of a diamond interchange at Ruth Street may not vx set interstate design standards since it causes a one -half rile spacing between interchanges. It should be noted that if Route II is selected it would result in approximately 6.5 miles of additional highway, and if Route III is selected it would re- st t in 12.17 miles of additional highway. The Highway Department made a second cost estimate for Route I based on the assumption that construction would be deferred for 110 years. In chic case,, Estimated Grose Cost would be $9,450.980 instead of $8,719.510 as per their estimate in Table II. This second higher cost figure assumes additional repaving made 1ecesssry by the passage of time. This same assumption would mean that the cost of Route II would be $8.886,285 instead of $8.483.621 if the project were delayed ten years. K G 7/7 EX9(F cja,� � H F,,l 06 ,�., ems, . I , ! NTJ LU I! I U1, I il U ij A L P71 —7i C, 'i LJ 21 'T 3.1 I I.T 771 __L L T :1 ;TT IMM Ill .tea 1 L r .�._ '�I _ Omr��Tf -II :fir itr ' ;�; 1jww t j W-WIL W LEI k- MR Lu Uj LUT 1 OL w uu iil* .!illi: ]�!ii Tj Ne —IT 9L T TTL TIQ r. d' 17- rA L> 11 [fill z �v 0 0 m m 0 :!7_* 3 I< G) U DF m rn co z 0 D z 0 0 0 (7, m m < m m m 0 T r ri 7 r_ j m -n r- A 0 R R_LJ > 0 '7A 7A m m FFF P, I m I I I P-1 IF (n V z -n ZI; m LOH - D> (n [nUo- m X X 7_� L m 0 —1 =! rn i �. i_q C7 -J— E<' 0 m i, 0 i TV 0 z 7rM 0 _japjL-JL- Jff! m > M x hiiJ m > gi� in z Fn r m (n 0 r� z ;i:' r UJI, CD 0 >< (j) 0 IT, I ] c m Ln Z m M > 1. Y n' [UT 1I''' !'I 13 L( T it it Z.- T _q L= i: 41 ..J 71' ill fil u T11I AX. TP ,J IT; ITT; -1 -5- li i CHAPTER III - ANALYSIS I A. The Question to be analysed Sub- section (b) of Section 116 of the Federal Aid Highway Act of 1956 provides in part that: . existing highways located on an interstate route shall be used to the extent that such is practicable, suit- able and feasible, it being the intent that local needs to the extent practicable, suitable and feasible shall be given equal consideration with the needs of interstate commerce." Therefore. the question to be analysed is whether or not use of the existing alignment of Hudson Road which is U. S. 12 and alternative Route I is practical, suitable and feasible from the local standpoint. All three alternatives are admittedly suitable fox the needs of interstate commerce, the shortest being 12.83 miles and the longest' 13.08 miles, a differ- ence of only 0. Z5 miles. B. Traffic Warrants I A four -lane Interstate Freeway wi11 have an approximate "design capacity" of 38,000 vehicles per day. A six -lane facility will have an approximate design capacity of 57, 000 vehicles per day (A. D. T. ). A standard factor of 1. 33 would bring the highway to "possible capacity," the point of seri- ous congestion and danger which causes lowering of speed, stoppage, etc. For a four -lane freeway this would be 50.540 vehicles per day. For a six -lane freeway this would be 75,810 vehicles per day. 1 5 I � 1 I A Policy on Arterial Highways in Urban Areas, American Association tats ig way Officials# 1957, T ale C -3, i P. 126. assumes urban, 10% truck, 12% peak and 609% ¢ directional t I E -6- i I Source: Minnesota Highway Department, letter, May 6, 1958, those marked o not incIvAed in the letter. Major argument for alternative Routes II and III is that Minnesota would get two routes instead of one. However, careful study of Table III reveals that volumes increase with nearness to the down - town, and the capacity of Routes I, H or III, east of White Bear Avenue, is limited by the capacity of its weakest link, namely from White Bear Avenue into the downtown. The 1975 volume estimated for Hudson Road just west of White Bear is 47,310 mean- ing that the planned 4 -Inane facility will be over "design capacity" and under "possible capacity" from that point west. Just west of U. S. 61 the 1975 volume reaches 67,140 which is above the "posy+ Bible capacity" of a 4 -lane freeway, indicating that 6 lanes will be required. (The most recent plane received by this office indicate a four -lane freeway at this point). i The net effect of this analysis is that one freeway route built to four laneo east of U. S. 61 is all that can be fed into the freeway section through the City of St. Paul even if this latter is enlarged to 6 lanes. Development of Routes II or III will have the aamn effect as having two parallel pipe of "X" and "Y" diameter feeding single pipes of "X" diameter at either end. ! C Cost to the Statli i The cost to the State of Minnesota can be measured in terms of project costa alone, as shown in Table II in Chapter II, or in terms of project costa less; federal reimbursements, as shown in Table IV below, or in terms of project costs less reimbursement plus later costs of maintenance and avoidable projects,, as shown in Table V below. TABLE III- TRAFFIC VOLUMES FOR 1957 With 1975 Estimates by Bureau Public Roads Formula Locations '� Average Daily Traffic Along U. S. 12 J 1. St. Croix Bridge 7,700 25,240 2. W. of T. H. 95 7,400 24,080 3. W. of S.A. R. 3 7,250 23 , 820 4. W. of S.A. R. 5 7,300 24,100 5. A.T.R. #201 7,550 24, 000 6. W. of A.T.R. 201 7,700 24,,000 7. • Oakbury (approx.) 7,900 25 , 510 8. N. of Mud Lake 8,100 24,820 9. W. of T. H. 100 10,200 27,520 10. W. of McKnight Rd.' 36,320 11. W..,. of Ruth Ave. 39,460 12. W. of Whiff, •Bear 47,310 13. W. of U. S. 61 0 67,140 Source: Minnesota Highway Department, letter, May 6, 1958, those marked o not incIvAed in the letter. Major argument for alternative Routes II and III is that Minnesota would get two routes instead of one. However, careful study of Table III reveals that volumes increase with nearness to the down - town, and the capacity of Routes I, H or III, east of White Bear Avenue, is limited by the capacity of its weakest link, namely from White Bear Avenue into the downtown. The 1975 volume estimated for Hudson Road just west of White Bear is 47,310 mean- ing that the planned 4 -Inane facility will be over "design capacity" and under "possible capacity" from that point west. Just west of U. S. 61 the 1975 volume reaches 67,140 which is above the "posy+ Bible capacity" of a 4 -lane freeway, indicating that 6 lanes will be required. (The most recent plane received by this office indicate a four -lane freeway at this point). i The net effect of this analysis is that one freeway route built to four laneo east of U. S. 61 is all that can be fed into the freeway section through the City of St. Paul even if this latter is enlarged to 6 lanes. Development of Routes II or III will have the aamn effect as having two parallel pipe of "X" and "Y" diameter feeding single pipes of "X" diameter at either end. ! C Cost to the Statli i The cost to the State of Minnesota can be measured in terms of project costa alone, as shown in Table II in Chapter II, or in terms of project costa less; federal reimbursements, as shown in Table IV below, or in terms of project costs less reimbursement plus later costs of maintenance and avoidable projects,, as shown in Table V below. The federal government pays 90% of the cost of the Interstate Sys- tem. In addition, if a state- financed highway is utilized in the system, the staters to be reimbursed for, its creditable expenses. Consequently, the gross costs of the three alternative routes must be reduced 90% and the cost of Route I mast be reduced even further by the creditable expenses made by the State up to the date of ab- sorption into the Interstate system. For purposes of this analysis, we will take the Highway Depart- ment's highest cost estimates for Rout as I and II and the federal reimbursement for Route I as given at the hearing and later veri- fied by letter. Table Id - Net Coot to State of Minnesota Item 1. Right -of -way 2, Construction 3. Eat. Gross Cost State's Percentage 4, Gross Cost to State S. Est. Federal Reimb, 6. Net Cost to State Route I $1,075,000 8,375,980 $9,450,980 X .10 $ 945,098 1,450,980 Route II Route III $ 878v000 $ 820,000 8,008,285 $8,886,285 X .10 $ 888,629 0,000 8,221,038 $9,041,038 X .10 $ 904,104 0,000 Income of Outlay of Outlay of $ 505,882 888,629 904,104 It is apparent that if alternative Route I is selected, it will cost the State nothing since the estimated federal reimbursement will exceed the State's share of the cost by more than $500,000. This money would pay the State's share of $5.000,000 worth of interstate highway else- where in the State where needed, or it,would be available to finance badly needed improvements on the trunk highway system. If either Route II or III is selected, the out -of- pocket cost to the State will approximate $900, 000. A majdr cost factor not considered at the hearing is the avoidable later costs were Route I not selected. One such cost is due to the necessity of hawing an additional interchange at the junction of Hudson Road and the proposed Interstate Belt Highway #393 because of inter- state design standards. Another is the ultimate need for an interchange at Hudso n and McKnight Roads due to the anticipated daily 4, 000 car load fr6m the 3M Research Center and the additional volume resulting from the further development of the Sun Ray Shopping Center and the surrounding trade area. The Hudson- McKnight Road interchange will -8- have to be paid out of trunk highway funds if Route II or III is select- ed, but would be built under the Interstate Program if alternate Route I is selected. The Highway Department assumed the break -up of the pavement on Hudson Road in making its second estimate for Route I and II. If Route II or III is selected this break -up will still occur, and State monies will have to be expended to repair or replace the pavement on the portions of Hudson Road not incorporated into the Interstate system. If Route I is selected the 90 -10 money will be used. Maintenance, including snow removal, is still another coat to be con- sidered. The Minnesota Highway Department estimates annual main- tenance costs of the Urban Interstate at $10, 000 per mile and $6, 000 per interchange. These figures include roadside, surface, base, shoulders, structure, traffic service. snow and ice removal and sanding. Table V - Real Cost to State - with Reimbursement, and Avoidable .Later Costs Included Coat Item Route I Route iI Route III 1. Right -of -stay $1,075,000 $ 878,000 2. Construction 8, 375, 980 8, 008,285 3. Eat. Gross Cost 91450, 98D' ��� 4. State Percentage X .10 0-2�g X . 10 S. Initial Coot to State 945, 098 889, 6o Reimbursiement -1,450,980 p 7. Revised Cost to State 505 - 8. McKnight- Hudson 0 250,000 Interchange 9. Into 393 - Hudson 0 50.000 Into rchange 10. Repave Hudson Road 0 264,403 C-o a of ;os o'f 11. Real Cost to State $505,882 11,453.032 $ 820,000 8,221,038 X ..-10 904, l UZ 0 250,000 50,000 365,735 COW o $1,569v839 12. Miles to be Maintained 12.83 19.33 25.00 13. Yearly Maint. Cost $188,300 $253,300 $298,000 14. Ten -dear Maint. $1,883.000 $2,533,000 $2,980,000 Note: Line 6. If Route I is not selected, the reimbursement could be counted as ga cost of $1, 450, 980 instead of as "0" under Routes II and III. -9- Line 8. Est. cost of $500,000, State share is 50% by nor- mal aid formula Line 9. Est. cost of $500, 000, State share is 10% by Inter- state aid formula Line 10. Computed for repairing sections of Hudson Road not on Interstate by using highway Department figures on pages 4 and 5 Line 12. Mileage of Hudson Road plus additional length of Inte retarte . Line 13. Computed at $10,000 per smile of line 12 and at $6,000 per interchange on Table I, page 4, plus two additional interchanges chargeable against Routes II and III and less the Ruth Street inter- change on Route I. Line 14. Ten timers line 13 The real costs to the State for Routes U and III,, ae indicated in Table V. are conservative estimates. Not included are costs of additional service roads, separations and interchanges that will inevitably be required once ,development takes place in the outlying areas. The $1,450,980 Federal reimbursement if Route I is selected could be included as a lose or penalty against Routes II and III if either of these routes is selected. D. Portal to State and Ci The position taken at the hearing by the Minnesota Mining and Manufacturing Company against a route change is deserving of consideration. That company purchased its research center site with the understanding that Highway 12 had been designated as the interstate portal to the State and would be upgraded as such. The company then showed its good faith by not building factory type buildings to mar the approach to the State, and instead constructed buildings that were architecturally pleasing and a credit to the company, the State and the City. Having viewed the-plans for the proposed full development of the research center tract, and having viewed the adaul building to date, the Planning Board is convinced that the center will become increasingly more attractive and impressive to the view of the motorists entering or leaving the State on alternative Route I. Other area businesses including the modern Sun Ray Shopping Center have a strike in alternative Route I. They have located along that highway in good £frith, and have done so on the assumption that it -10- would continue to be the principle route between the Twin Cities and Chicago. Businesses all along Hudson Road to the St. Croix bridge will be benefitted by the 11 access points planned for Route I, while Routes II and M will by -pass most of them completely and will only have 8 and b access points respectively. A portal to a city is only as good as the numbers of persons that can uae it. Persons coming from Wisconsin may not be concerned with the access or egress points between the St. Croix and White Bear Avenue. However, a net 22,070 of the 47,310 vehicles crossing White Bear Avenue in a 1975 day will have origin or destination in the area between White Bear Avenue and the St. Croix River. (See Table M). The number of access and egress points will be of major importance to these local highway users. Eleven such points are planned for Route 1, eight for Route II and six for Route M. E. Economic Iampact - St. Paul Alternative Route I will have little negative effect on St. Paul since it follows an established route,, and the only additional right -o£ -way needed is in narrow strips along portions of the existing route. The basic ownership pattern and individual development plans will not be disrupted except for minor reductions in access. School, Park, Playground and Fire Station properties and private properties have been purchased and held or built upon with the understanding that Hudson Road would be the service area boundary. In contract, selection of Routes II or III would disrupt the owner- ship pattern, would take approximately 41 acres of real estate off St. Paul tax roiia, would slice several major parcels, including the Workhouse Farm site, into trianglee, would isolate a largo triangle of land between Hudson Road and the new diagonal freeway from schools and parks, and would hurt the present potential market for middle,, rather than low,, income housing on the Workhouse Farm site and adjacent area. The middle income market is expected to develop largely in response to the needs for housing of 3M Research Center professional - technical personnel. The net effect will be to take the 41 acres off the tax rolls completely, and to cause a loaner tax return from the lower value properties that will be developed in the adjacent area due to the triangulation caused by Routes iI or III while the cost of municipal service remains the same. The proposed development of the Workhouse Farm site prepared by the Planning Board and transmitted to the City Council in July 1957 provided for 272 housing sites, a 29 -acre park and a 24 -acre Junior High School site all within the corporate limits of St. Paul. Alternative Routee II and III would go through 17 of the home sites and take 14 acres out of the school and park sites. To replace this -11- 14 -acre loss would require taking 26 home sites. Routes II or In would take an additional 36 home sites on that part of the Workhouse Farm located outside the City. The privately owned land between White Rear Avenue and Ruth Street would suffer a similar loss of home sites. about 90 in nuinber. depending on the subdivision plane of the owners. The net effect is that St. Paul would lose yearly tax payments from at least 133 home sites with- in the city limits, and would lose the sale price of at least 79 home sites on its total Workhouse Farms site. (Less the raw land price the Highway Department would pay). F. Social Impact - St. Paul The standard method of evaluating highway impact is to consider only the abutting properties. But there is a real and important impact. both economic and social, for distances up to one mile or more on either side of the highway. The sociological impact o£ a freeway alignment is intangible but real. A freeway dictab is in part the attendance area of a school or church, and the neighbors, friends and shopping habits of a family. People and iinetitutions can adjust to one freeway, but when two. converge. on each other in a residential area the possibilities for adjustment are extremely limited. The Board of Education has adjusted its planning to the alignment of Hudson Road and has acquired three elementary school sites on the assumption that alternative Route I was fixed as the interstate alignment and would serve as a school district boundary. If Route II or III is selected, two of the three sites may have to be re- located. The site selection problem is complicated by the fact that the triangle that would be created by Hudson Road, McKnight Road and Route II or III would contain too small a population to warrant construction of a special elementary school to serve the children living there. The planned extension of Battle Creek Park was designed to pro- vide a continuous play area and beauty spot that would serve to draw the residents of the entire Battle Creek Area into outdoor activitites in a true neighborhood spirit. Selection of Route II or III would destroy this possibility for one - fourth of the potential residents. G. Two Routes Instead of One The Minnesota Highway Department has indicated that it favors Route III because of its interest in getting a maximum federal con- -12- tribution towards the construction of highways in Minnesota. The above analysis leads to serious doubts as to whether Route II or III represent a bargain to the State of Minnesota when traffic volume forecasts. initial costs, avoidable costs, maintenance costs, re- imbursements and probably economic and social impact to the locality are taken into consideration. If the principal objective is getting a second highway to the St. U-oix River, then the pattern of traffic demand and volume exist- ing and forecasted, should bq- studied and the second facility located where the traffic demand is or will be great enough to justify such a facility, and located on an alignment that will harmon- ize and improve the urban and suburban economic and social en- vironment. A location less than one -half mile from an existing expressway does not qualify by these criteria. H. Possible Route IV. The Minnesota Highway Department, tbs City's- Highway Co- ordin- ator, the City Engineer, the Traffic Engineer and the City Planning Board have considered the need for a Mgh- capacity highway re- placing the existing U. S. 212 from ctillwater to Downtown St. Paul. Even now the volumes appear to justify such a facility in St. Paul, and in th¢ future the need will be even greater, especially since this radial is on a direct line to newly developed suburban areas and to the vacation areas along the St. Croix River and in northern Wisconsin. In St. Paul, expert judgment is almost unanimous that the proper alignment would generally follow a line on the north or south side of the Chicago and Northwestern Railroad right -of -way as it passes northeasterly out of the City. It is suggested for further study as a possible al: gnment for Interstate Route 392. Most neighborhood and school district boundaries are fixed on this alignment due to the existence of the railroad tracks, so there are few sociological reasons against use of this line for a freeway or expressway. Within the City limits, this route would give valuable "prestige" frontage and nearby access to three major St. Paul firms: The St. Paul Warehouse Company at Hazel Street, this 3M plant at Arcade Street, and the Hamm Brewing Company at Payne Avenue. All generate heavy truck traffic. East of the city limits, if this were to be Interstate 392, this align- -13- ment could extend due east to Lake Elmo, and then southeasterly to croon the St. Croix River at Hudson. Route 212 from Lake Elmo to Stillwater could be improved at less cost to the State once the Interstate System had taken care of the high costs of the St. Paul section and the. section to Lake Elmo or vicinity. ,It appears inevitable that some day this radial highway will have to be built on or near thief: suggested alignment, and getting 90 96 federal participation now,., by giving this route the Interstate Route 392 designation, would represent a real economy to the State since it is an alignment for which there seems to be sub- stantial traffic volume justification. This suggested align ment is shown as alternative Route IV on the map. Its length from the St. Croix to White Bear Avenue is approximately one -half mile greater than Routes 1, II or III. The two and three- fourths mile section from White Bear Avenue to the Sixth Street bridges is additional and its 100/6 cost should be weighed against the 10% cost of improv- ing the corresponding section of Hudson Road, the 50% cost of a new 212 and the additional area, population and traffic served by such az northern alignment. A very important factor to St. Paul is the fact that this alignment through the City would postpone or possibly eliminate the need for extensive widening, repaving, channelization and signalization of the eastern segments of Maryland Avenue, East Minnehaha Avenue or East Seventh Street. .f ld_ CHAPTER Iii - CONCLUSION A. If consideration is given exclusively to the three alternative alignments for Interstate Route 392 as presented by the Minne- sota Highway Department at its hearing of April 23, 1958, then it is recommended that Route I, the alignment of the existing U. S. 12, should be selected for Interstate Route 392. Consider- ation of volume estimates, capacity, alignment, cost, social and economic impact on affected properties, and the expressed wishes of the people at the hearing all lead logically to the conclusion that Route I is "practicable, suitable and feasible." B. If in addition to Routes I, U and III, consideration is given to Toute IV, not considered at the heaving, then it is recommended that Route IV should be given detailed study as a possible align- ment for Interstate Route 392. Principal considerations are the existing and inevitable need for a radial highway in this general vicinity within the corporate limits of St. Paul, the evident growth trends in the northeast suburban area, the high coat of right -of -way in St. Paul and the advantage of 90% federasl participation, and the relatively favorable social and economic impact on the abutting industrial properties and ad- jacent urban and suburban residential areas. -15- F ' ' i3 Septcm;)er 21, 1460 REPORT ON THOROFARES I" COMO PARK ARVA This study was preciptated by the request of Commissioner Loss of the Department of Parks, Recreation, and Public Buildinvs and by plans of the Department of* Public Works for certain improvements to Lexington Parkway and Van Slyke Avenue w.Lthi)n and adjacent to Coro Park. Attached are four exhibits to which this report will frequently refer. Background As seen in Map # 1, the present major street pattern in the Como Park area is rather rigidly defined by existing factors. Snelling Avenue, Lexington Parkwq, and Dale Street are major north -south arteries by virtue of the fact that they are the only streets crossing the railroad, industrial, and cemetery barrier to the south of the Park and are the interchange points with Highway # 36 to the C. north. Como and Maryland Avenues connected by Van Slyke and 'Nest Como Boule- vard through the Park is the only continuous east -crest crosstown route in the City without going through Downtown. East Como Boulevard and Como Parkway carry a trunk highway designation and are a convenient diagonal route from the north into th9 Downtown area. Presently, four well travelled routes pass through Como Park, three bisecting the Park and one running along; the eastern edge. These are: Lexington Parkway running north and south through the ae nt erof the Park, East Como Boulevard running; roughly north and south along; the east edge of the Park between Lexington and Como Parkway., Midway Parkway -Van Slyke -West Como Boulevard running east and west through the Park from Hamlin to East Como Boulevard, and Como Avenue running roughly parallel to the Van Slyke-West Como Boulevard route between Iiamline and Como Parkway. The present system has three principal draw- backs. It splits the Park into a greater number of segments that would be necessary to provide Rood traffic flow; it mingles through traffic with interior Park traffic on roads that were conceived as, and should function as, means of interior circulation; ana it sets up several hazardous and poorly functioning intersections. One of these is a six -point affair involving East Como Boulevard, ?victoria Street, Wheelock Parkway, Maryland Avenue,, and West Como Boulevard. In addition to this, a fear hundred feet south, occurs a four -point intersection involving West Como Boulevard, Fast Como Boulevard, and Como Avenue. The latter is further complicat!d by a grade - crossing of the Northern Pacific Railroad at Como Avenue. A third bad intersection occurs north of the lake where Lexington Parkway, Arlington Avenue, and East Como Boulevard merge. The current average Daily Traffic Volumes on these streets are: Midway Parkway Van Slyke, about ttn100; Como Avenue, from Hamlin tc Lexington, about 8,600; Lexington, about 6,000; and East Como Boulevard about 7,0000 -1- .4 Future Outlook 14ap # 2 indicates that in the future the Como Park vicinity will likely be surrounded on three sides by high intensity uses of an industrial, commercial, and residential nature,, This would lead one to expect greatly increased traffic movement through the area., especially in the nprth -south direction,, Even with the Eustis Street expressway and the possible improvement of Snelling Avenue to expressway standards., a good alternate north south route will be needed to serve passenger car traffic. Lexington Avenue seems best suited to serve this pur- pose by virtue of its connection at Tiic--hway It 3e5, its crossing of the tracks south of Como Park, its relatively wide right -of -way, and its position roughly midway between the industrial belt to the west and the Downtown area. There is no good traffic volume forecast available but a rough one by the Minnesota Hienway Department made in 1955 and forecasted for 1970 is available. This forecast indicates that l exing on Avenue traffic through the Park will about double over the present volume. Other of the park area streets mentioned above are expected to remain relatively constant. Public :forks Plan Map # 3 shows the present Public works Department plans for the area. These plans are of a limited nature and are aimed orimarily at speeding up the traffic flog through the Park and providing more effective traffic control through signalizations channelization, and realignment. While this project would undoubtedly accomplish this short -range goal to a certain extent it does not, by itself, solve the basic problems set forth above under '}background." It does not reduce the conflict between through and interior Park traffic; it does not improve the continuity of the Park by removing any existing traffic barriers; it does not reduce the number of existing hazardous and inefficient intersections, although it does propose to improve them through channelization,, However, it is believed that this plan could be adapted with few modifications, and with a coordinated redesign of interior park circulation, to a long -range concept that would solve these problems. Alternative Traffic Patterns Map # 4 shows possible alternative patterns for thorofares in the Park area. Actually these are basically combinations of two east -west alternatives and three north -south alternatives. It would appear that alternatives # 3 and # to can almost immediately be disregarded. If the purpose here is to respect the functions and solve the problems arising between Park interests and traffic considerations, then these two arrangements cannot qualify since they favor Park interest to the detriment of traffic considerations. Also, if there were north -south continuity through the Park on Park roads., there would be a tendency to use these in preference to splitting off to Hamline or East Como Boulevard. Without the benefit of exterior save study of interior Park circulation, it appears that it would be difficult to provide interior circulation without, at the same time, providing better north -south continuity than is afforded by skirting the Park on the east and west as is indicated by alternatives # 4.And # 5. -2- Of the three remaining alternatives,# 1 is perhaps the best as a compromise between the two factdrse and # 5 11 likely the second most desirable solution but is also the least practical of the three.. While # 2 would work, it is less desirable from both the Park and the traffic standpoint than are the other two, Scheme # 1 would result in as near to an ideal traffic solution as would be possible $rom a long -range point of view. Equally important, the short -range oroject ordposed by the Department of Public Works would adapt it- self quite nicely to this long -range plan. The detrimental effect to the Park would be negligible and would be much less severe than the present arrangewnt. Since access to the Park road system from Lexington would ba at two points only, at the north and south edges of the Park, and since Lexington provides the desired through north -south continuity and would largely eliminate any tendency to "shortcut" on Pr Irk roads, an almost complete separation of interior Park traffic and through- traffic could easily be accomplished,, This would renuire relatively minor changes in the present interior road system,, Another feature of this scheme is that the hazardous intersections mentioned above would be neutralized simply by providing better routes than would be available on streets involved in these intersections. It would also enable some of the streets involved in these intersections to be closed. From the neighborhood standpoint this pattern presents no additional problems. Tile south neighbor- hood or the Como Park Community, as identified in Community Plan Report # 99 is split by the new Maryland Avenue but this is already split by a railroad on this alignment and it would seem that a major street would be more desirable than the railroad from the residents' uoint of -view, This is a relatively neighborhood and should not generate a great deal of interior traffic. Alsos the grade of the right-of-way is such that convenient and adequate grade separated connections between the two parts of the neighborhood could be easily provided. This scheme of course, is contingent upon the Northern Pacific Rail- road right -of -way being available for street purposes at some future'time� Scheme # 2 is basically the same as number 1 except that the east -west route is on the Public `works Department Cano-Van Slyke alignment. This scheme has basically the sawo advantages as # 1 but, would not provide as complete separation of interior park traffic and through traffic, would not do as good a job in correcting hazardous intersections and would cut up the Dark to a greater extent, although not to the extent to which it is presently dkvided. Scheme # 5 could be quite satisfactory since it almost completely excludes through traffic front the nark (this would again be contingent upon no north - south continuity of interior park roads), and would take care of most traffic considerations. It dbas, however, interrupt the mile pattern of major streets and would require a ,jog from liamline to Lexington at Larpenteur or at some point between Larpenteur and Highway # 36 in order to utilize the interchange at Lexington and Highway # 36. This scheme would also be quite expensive since it would require extensive bridging of Hamlin over the railroad track and shop area and if Hamlin were to be brought up to major street standards it would require extensive right-of-way acquistion. According to a study, by the Traffic Bureau of the Department of Public Works, of the traffic that presently uses Lexington through the parka about half would take an east alternative and half would take a west alternative if Lexington ware not available. This would mean -3- that at present volumes East Como Boulevard would carry about 10,000 vehicles per day and at future (1970) volumes would carry about 16,000 Vehicles per day. This would likely require major improvements on this route also. On the other hand Hamlin would only carry about 6,000 and 98000 vehicles pear day., figures which may not justify the expense required to develop Hamlin into a major street; From a neighborhood standpoints Hamlin would divide two neighLorhood_s not now divided by a major street. These are identified in Community Plan Report # 9 and are the Nest neighborhood of th® Como Park Community and the east neighborhood of the Hamlin Community. While this scheme is shown with a new Maryland east -466't route on the present N6 tharn Pacific right -of -ways it would also work with Co'mo=Van Slyke as the eadtairest connection. The new Maryland route is the more desirables hocfever., Recommendation; It is believed that the following recommendati&it should be made= l.• Accordinp, t6 Mr. Dean `Tenders City Traffic 'Engineers certain discussiond with the Northern' Pacific Railroad have taken place at the engineering level in regard to the possible abandonment of the Northern Pacific tracks and consolidation with the Great Northern tracks to the south. These dis= cussions were in connection with the proposed Snelling Avenue improvement project in that area. According to Mr. Wenger there seems little likely. hood that these tracks would be abandoned for some time. Nevertheless, the Planning; Board Staff feels that discussion should be undertaken between the highest executive levels of the City Government and the Northern Pacific Railroad to determine the feasibility of the abandonment of the Northern Pacific tracks at so-nie future time from their juction with the Minneapolis,, St. Paul and Sault Ste Marie tracks east of Rice Street to the west city limits. The City would accrue numerous benefits in the planning of public facilities, thorofares and in the integration of existing; neighborhoods and ca+^=ities, by such actiono This is urgent due to the number of immediate and 1ontaranre plans and project6b including the present ohbe that would be affected by clarification of this problem. It is felt that an opportune time for such discusoions would be upon completion of the proposed merger of the Northern Pacific and Great Northern Railway companiedb 2. It is recommended that alternative # 1 above be considered the long - range plan for thorofares in the Como Park area and that in connection with this a study should ba made of future park or- anization and interior circus lationo 3, Alternative # 2 should be considered to be the intermediate plan for the area since it would be adaptable to alternative # 1 if the Northern Pacific right -of -way should become available for a new Maryland Avenue continuation sometime in the future and at the same tims would serve as the best solution without the new Waryland extension. Alternative # 5 should be kept in mind but at present it could seem that economic and other considerations Would make such an arrangement impractical. -4- 4. it is recommended that,, since most satisfactory alternative thorofare arrange- ments considered would,, to a large extent; utilize currently proposed Public Works -p:ans9 they should proceed with the project as scheduledo However,, such modificEtions should be made to current plans as would be necessary to co- ordinate with a long -range plan for the area and as would be necessary to ure- serve fEatures of the parka such as outstanding plantings,, that would be difficult if not Impossible to replace, mho ;�k Fx ' /D STUDY AND PROPOSED PLAN FOR RECREATION SPACE IN THE SOUTHEAST SECTOR OF RAMSEY COUNTY o MINNESOTA March 210 1960 .J 4 CITY PLANNING BOARD OF ST. PAUL 1315 Courthouse St. Paulo Minn. March 210 1960 Joseph E. Dillon, Chsirmaa and Members of the Board of Ramsey County Commissioners Gentleman: Submitted herewith is the study and proposed plan for recreation space in the southeast sector of Ramsey County, Minnesota which has been prepared pursuant to the terms of the contract negotiated for this pur- pose. One of the great problems of today brought about by the rapid urbani- zation of land is to save some of our rapidly disappearing open land and countryside for the enjoyment of all our citizens. We must con - stantly strive to channel growth into less wasteful and more livable patterns. Time is running out, the land is vanishing and the states. counties, and their cities must act to save *t now. We commend the Ramsey County Commissioners for their foresight in adopting a policy of reserving adequate areas of open space while still available to serve the recreational needs of both our present citi- zens and the many thousand@ of future citizens who will shortly be a part of this metropolitan area, We are very happy to have taken z part in this joint City - County recreational planning venture. The City Planning Board reviewed this plan at its last regular meeting and passed a resolution approving that portion of the proposed plan which i'a located within the corporate limits of the City of St. Paul And agrees in principle with the extension of this project into the County. We urge the Ramsey County Board- to adopt this plan or some adaptation of tho plan and to carry out its effectuation while it is still passible to make the recommended acquisition. `fiery truly yours, Herbert C. Wieland Director of Planning HCW:FS ! St. Paul Planning Board CITY PLANNING BOARD OF ST. PAUL 1315 Courthouse March 210 1960 STUDY AND PROPOSED PLAN FOR RECREATION SPACE IN THE SOUTH- EAST SECTOR OF RAMSEY COUNTY o MINNESOTA 1. On July 1. 1953,, the County Board received the report "Proposed Enlargement of Battle Creek Park „” prepared by the Planning Board at the request of Mayor Dillon. Pursuant to the recommendations of this report,, the County Board is acquiring approximately thirty (30) acres of land to connect the existing Battle Creek Park with the proposed park area in the pending plat of the Workhouse Farm. If present nego- tiations with the Bisanz Construction Company are successful, this import- ant connection will be completed and the extension yf Battle Creeds Park in- to Maplewood will be assured. The acreage of the existing park will have been almost doubled when thine procedure is completed. Z. The .present report is the result of a study made pursuant to a con- tract between the City of St. Paul QCity Planning `bard) and Ramsey County. The purpose of the study is to provide the County Board with a land- acquisition plan which will provide for the recreation :-needs of that part of the County lying south of Hudson Road (T. H. 12) and east of Point Douglas Road QT. H.61). POLICY ASSUMPTIONS 3. The following assumptions of a policy nature have been made a) Ramsey County is responsible for the acquisition of large parks in the 100 to 1 ,,000 acre class. and for the acquisition of special purpose areas such as golf course,, swimming beaches. parkways. areas of unusual topography. and areas of natural beauty with usefulness for drainage,, nature study. hiking,, day camping,, group picnics and other activities requiring large forested areas. b8 Ramsey County is not responsible A tot lots,, neighborhood playgrounds,, athletic fields or community parks. the municipalities. -I- for the acquisition of lands for neighborhood parks,, community They are the responsibility of .4 c) The 1960 population of Ramsey County is astispated at 4300 000 and the 1980 population is expected to reach 585.000, 4 The National Re- creation Association recommends that there be one large park (over 100 acres) for every $0, 000 persons. Thus. Ramsey County should have nine. such parks now and should have twelve of them by 1980. At present, four parks within the county fall into this class (Como,, Phalan. Highland. and Riverside). The Keller and Poor Farm golf courses are on sites exceeding 100 acres in sire, but golf courses by themselves are not creditable against the large parks standard. Four other park areas are close to the 100 -acre sire (Battle Creek, Indian Mounds, Gervais- Keller - Phalan, and Island Lake Park). d) The principal growth of population will occur in the Sto Paul fringeso generally between the existing outer limits and along the alignment of the new Interstate Freeway beltliue route. As a matter of policy. as much of the large park acreage as possible should be acquired with- in this area of 1960 -1980 population growth so that the large park acre- age will be convenient for use and also preserve open spaces within the growth area. 4. The recreation problem to be solved under the terms of the present con- tract is one of providing a large park and recreation area in the southeast sector of Ramsey County. The problem is to identify the best land available In sufficient quantity to accommodate the several uses a large park is sup- posed to contain. Such uses frequently include, but are not limited to,, areas for both group and family picnics, game fields, ski hill,, golf course,, arbor- etums, hiking trails, day camp, overlookso scenic roadways,, wild life area. lake front,, and swimming facilitaea. A golf course requires 150 acres by itself and there should be one 18 -hole course for every 50,, 000 persons. The acreage needs of the other uses are larget especially for such uses as "hiking trail" and "wild life area. " A total of at least 300 acres is indicated as the minimum required to serve the recreation needs of the southeast sector of Ramsey County. An area up to 1, 000 acres in size would not be excessive in view of the accessibility the proposed freeways will give to residents from all over the metropolitan area, but financial limitations immediately remove such a pro- posal from consideration. S. Chart #1 shows the recreation acreage owned by Ramsey County. and Shows the five large St. Paul parka. The various parcels arc to scale to facilitate comparison, and the approximate acreage of each is indicated on the map. In view, of the fact that the Battle Creek park lands are along a narrow gorge. the need for useable acreage in the southeast sector is quite apparent. lForecast by Twin Cities Metropolitan Planning Commission -2- 6. Chart #2 shows the oxiating conditions in the study area. Existing, platted, and tentative streate are shown, as are the existing single - family homes., duplexes, apartements, churches, commercial, and public build- ings. Forested area@, etreameo private roads and some property lines are also shown. The amount of land available for residential development is large, and spectacular population growth is eagsscted over the next 5 -year period. 7. Chart #3 shows the topography in the study area. The western edge of the study area consists of rugged terrain and is of little use for most active types of recreation. The areas of severe topography lend themselves best to overlooks, reforestation, wild -life areas, hiking trails, and erosion control. The steep slopes have limited possibilities for residential or other intense use. Readers are urged to drive the two sections of the old Point Douglas Road on either side of the Battle Creek Park entrance to see the eye -sores and devastation caused by the cuts made into the steep hill to make way for houses. Readers are aloo urged to view the erosion in Battle Creek Park caused by overcrowding and by the fact that lack of public ownership of the uplands prevents adequate control measures for the graters before they reach the slopes. The areas of rugged topography should, wherever feasible, be acquired by the public as a method of preserving therm against erosion and abuse. How- ever, such areas, by themselves, are not adequate or suitable for most recreation purposes. Adjacent rolling or level terrain is required if a multi- ple-use large park is to be provided. The relationship of the various types of topography to each other is shown on Chart #3. THE PROPOSED PLAN S. Chart #4 shows the proposed City - County plan for a large park to serve the southeast sector of Ramsey County. Expansion of Battle Creek Park to the west and east is shown. The earlier proposal (Report of July I0 1958) for the extension of Battle Creek Park to the crest to connect with the Muni- cipal Forest and Indian Mounds Park is recommended for action by the City of St. Paul. Extension of the Park to the east is recommended for action by Ramsey County. 9. Four portion@ of the plan for extension by the County to the east are now fixed or in process. These are identified on Chart #4 as parcels A, B, C, and D. Parcel A is the existing Battle Crook Park (65A). Parcel B is the extension of tho Park along Battle Creek to the City limits, and this acqui- -3m sition is in process. -Parcel C is that lend now in process of being acquired by Ramsey County for right - of -wary for a now alignnnent of Lower Afton Road. The parcel is wide enough to establish and maintain a parkway which is similar in character to that of bUmehaha Parkway. Parcel D is a 20 -acre parcel of public land being cultivated in the summer by the Detention Auth- ority and used during Winter Carnival for ski -jump parking. 10. One TO -acre parcel of teas - forfeit land was recently transferred by the State Land Cohnrnission to Ramsey County for recreation use. This land is identified on Chart 04 as parcel E. This land is largely an open field and is not as well suited to park development as a forested area mould be.Con- versely, it is well suited to residential development, and lies between two large tracts owned by developers who plan to build single - family homes. Most of Parcel F is owned by Clapp Thomason Readty'Compaany, and Parcel G is owned by the Cardinal Constraction Company. It is recommended that Parcels E, F, and G be developed for single - family homes. An effort should be made to make it possible for the County to sell parcol E and nee the receipts for purchsee of the parcels of land recommended below for park use. 11. Completion of the plan shown on Chart 94 requires that Ramsay County purchase the land* identified as parcels H, I, and J. Parcel H is that land owned by 13 private parties and is required to connect the existing Battle Crack Park QParcel A) vrlth the lower Afton Parkway right -of -way now Wng acquired JParcal Cb. Parcel H Is well suited to development as a group ' picnic area and for other ease® not having large acreage requirement©. Par- cel I is that land east of McKnight Road and north of Upper Afton Road, part of which is in the old Workhouse Farm, and part of which Is owned by two private parties. Parcel I is large enough for as golf course or for a group of alternative onoce. It is rolling land. partially forested, and is bisected by Battle Creek. Parcel J io east of McKnight Road and south of Upper Afton and is owned entirely by two private parties. It is rolling and largely forested. It is a little larger than Parcel I and like Parcel I is sell suited to either a golf course or a group of alternative use©. Completion of the entire plan shown on Chart 04 would provide adequate acreage of sufficient variety for a large park containing both a golf course and a group of several other park uses. 12. One of the moot significant features of the plan Is that, in addition to providing needed acreage for the usual large park eases, it also providoo a circle route for a hiking and nature trail. If, in time, the park complex were eonanocted to the Municipal Forest, Indian Mounds Park, Mounds Park - way and Swede Hollow, the hiking trail could start at the foot of Payne Avenue and be on public park land all the way to and around the circle route. The circle trail itself could be about four miles long, a pleasant two or three -4- hour walk.. and the connection from Payne Avenue to the circle trail would be about 3.8 miles. The total distance for a round trip from the corner of Payne and Minnehaha would be 11.6 miles, and, with a short side trip, the standard Boy Scout 14 -agile hike might be accomplished by youngsters liv- ing in the central area of St. Paul - a possibility unheard of in most cities of St. Paul's sire. Another possibility is the extension of Mounds Boule- vard as a scenic roadway through most of the park area. However, details such as these are not recommended at this time. They have been identified to demonstrate the inherent development possibilities in the land proposed for acquisition. They identify the fact that the specific parcels and boundaries will permit the eventual development of a large park that will rank with the best in the entire metropolitan area. .FUTURE LAND USE AND POPON 13. The population base to be served by the proposed park will come from a larger area than that defined as the "study area" in this report. In view of the distribution of the large parks within Ramsey County. and the probabil- ity that the Battle Creep Park expansion will be one of the last large parks to be acquired or materially expanded south of Larpenteur Avenue, it has been determined that the north boundary of the area. for purposes of estimating population. should be Minnehaha Avenue instead of Hudson Road. East Minnehaha Avenue is approximately half -way between Phalen and Battle Creek Parks. It is expected that persons living north of East Minnehaha Avenue would normally go north to Phalen Park and that those living south of East Minnehaha Avenue would normal1V go south to the enlarged Battle Creek Park. Persons living as far west as Dayton's Bluff would, in all probability, use the enlarged Battle Creek Park instead of Phalan Park. Thus, for purposes of the population to be served,, the north boundary should be East Minnehaha Avenue and the west boundary - should be Mounds Boule- vard and Highway 61. Technically. the east and south boundaries are the County limits. Within this area there were 22, 000 persons in 1950, an esti- mated 28, 000 persons in 1958, and it is expected that there will be an excess of 65.000 persons when the area is fully developed. The park will serve these 65.000 persons as its primary function. However. persons from all over the metropolitan area will use it. The population estimate is based upon the assumption that the predominant use of the land will be for single - family resi- dence, .with a balanced proportion of commercial, semi - public, and public uses. Excopt for the 3M Research Ceatera no significant industrial develop - anent is expected to occur. 14. Residential in considered to be the highest and boot use of most of the lead in the atcidy area. The basic classifications of future land use are shown on Chart #4. The uses shown within St. Paul are consistent with the Land Use -5 and Public Facilities Plane of the City Planning Board. The use -areas within Maplewood are more Soneralized and tentative, and future shopping centers, schools, playgrounds, and other uses associated with and inciden- tal to residential development are not shown. The fact that the Interstate highway beltline route crosses Maplewood at the south near Carver Lake and ends north parallel to and just east of the County Una indicates that rapid residential development can be ex- pected in the lHighwood area of St. Paul and that print of Maplewood south of Lower Afton Road once the Interstate Highway is built. The Interstate lUghway Bridge over the Mlosissippi River, already completed, gives easy access to the west. Thin, there are two factors pointing to early de- velopment and to the need for immediate action to preserve park open space In the study area. one is the extension of newer service into the north and of the area Qdoane), and the other is the extension of highway service into the south and of the area Qin process). X 'LO ANA El, FECTBi LQN 15. It took 56 years and some 93 tra nsactiona before the present acreage of Cons Park was completely assembled. It took an even longer time for it to reach its prevent stage of development.. The first parcel of the prom Bent Rattle Crack Park was given to the City in 1922 by William McMurray. Another 40 acres was bought in 1925 with money obtained from the sale of loves lands. The St. Pawl Association had urged puarchase of 72 acres for $15, 000 &a early as July of 191 S. The present problems is to acquire existing vacant lands before housing is built. Sewere connecting the Battle Creek Trunk sewage with Maplewood housing at the headwaters of Battle Creels and with the now Workhouse have been constructed, so both parcels I and J are -mm servad by trunk cowers and are, therefore, ripe for residential development. It is, therefore, urgent that the County officially adopt the plan ae propoeed, or an adaptation thereof. The parcels should than be acquirod according to a priority sequence as soon as possible. Firat and second priority should go to parcels I and J since they are sewered; third priority ohould go to parcel H since a trunk sewer does not yet serve this area. Authorization of the present study represents a significant forward step by the Board of Commissioners of Ramsay County in providing recreation areas and open opacces. More significant. however. Will be the actions to be taken to effectuate the plan. It is recommended that immediate action be taken to acquire garners I, J, and H, in that order. ebo X16. Table I identifies the individual ownership of land to be acquired. There are three ownerships in parcel I totalling approximately 150.1 nacres. There are two ownerships in parcel J totalling approximately 159.1 acres. (Actually there are four tracts listed in the County Audi- tor's office, all of theca in the name of Earl J. Jordan). there are 14 ownerships in parcel H. totalling ?6.5 acres (four of them owned by two parties). The total acreage to be acquired by the County (H. I, and J) comas to approximately 385.7 acres. Most of this land is either level or rolling, and usable. Most of the 180.6 acres either owned or in process of acquisition is in creek bed, steep slopes, or narrow strips and is of limited use. The total acreage of that already owned,, in pro- cess and proposed comes to 566.3 acres. This is approximately equal to the total acreage of the Phalan Park - Kellar Golf Cource- Gervais Lake recreation complex. 17. Opportunities are extremely rare to acquire undeveloped land ad- jacent to a central city in a metropolitan area such as the Twin Cities. The Ramsey County Hoard has exercised considerable foresight in identi- fying the problem and providing for a study to be made for the reservation of land as public open space. Immediate action is urgent! Land in the Twin City surrounding area which is suitable for residential development is practically unlimited. In con- trast, the availability of land close to the central cities and of suitable presence of such facilities as .highways and sewers intensifies the pressures for land development. Therefore, we urge Immediate action be taken by the Ramsey County Boat-d in initiating land acquisition procedures for the property recommended to be developed as a large park. Unless steps are taken now, the opportunity to acquire this property at undeveloped land prices may be lost. -7- n Table • 1 Properties Reeotnonended for Acquisition Ramsey..County, 1960 . Description PWnad or .'Recommend otr Owner 4 a�,ro�e4a A�,a�ofre Rattle Crack Park 63.o - Extension along Creek 57.3 Lower Afton Parkway 40� 3 - Public Parcel - County 20..0. - Sub -total MO. C a Status or'. • . " ' Priority of Acquisiti za, Owned by City In process -City & County In process - County' Use Estate- couaty, Connection of A to C & D 1. Raphael Juaire 14.7 6 2. Robert Juaire - 2.5 7 3. W. Kracklau - 2.7 8 4. E. Lind - .3 9 5. F. Heintz - 18.7 10 6. W. Heintz - 8.3 11 7. W. Heintz - 6.5 12 8. F. Yost a .9 13 9. L. Rylicki s 5.5 14 10. A. Engeler 2.7 15 11. R. Thomason 4.7 16 12. R. Sivinski a 6.1 17 13. A. Channaux 2.9 18 Sub -total QH) Maplewood -North 1. 3M Co. 10.1 3 2. Detention Auth. 82.8 2 4. Hackroth 57.2 1 Sub -total (1) e Maplewood -South 1. J. Jordan m 158.2 4 2. J. Swedenborg - .9 5 Subtotal (J) m Total Source: County Assessor, County Auditor, County Engineer, and St. Pawl City Planning Hoard a• a RAW LA" LAKE uRne 'LLASANT LANE KE PUMP NO.] 1 A LONG M rN/T£ eE' LAW[ � / O � �SUCRfR LAKE LAKE V - 3H IL LAN[ v ]• A. YALLNIIRL LAKE %P.W- PRITIAPO UILAND LA[C PARY scHrPlfr� fa /. ]7 A. LAKE JONA/tll I/` . V tLANE JOSEPHINE JOY PA 2[ A. of SR YEN LAKE N[LL[II. IKES [[L l[I1 PHAL[■ CHAIN 6" CURSE 0► LIK[f YC'CMROA7 LARL °° A. Iaf A. MR so LP COURSE [IE CT COUNTY . I. A. f[A0M 111. _!.. Yl11aPRO LAK[ I[ A. PHA " PIRK afT A. LAKE AYALfN eoro DIRK W10.0 A01 A. fCAV[R LAKE [ A. fArrLC cR[CK 10 A. II. I [Arne CRCC1f PARK fa A. n HIGHLAND PARK 254 A. CHART I RIVERSIDE PARK '_' A. EXISTING RECREATIONAL SITES. RAMSEY COUNTY, 1960 / COUNTY OWNED RECREATION AREAS\ MAJOR ST. PAUL PARKS ° ' 2 W2] ST PAUL PLANNING BOARD .......... _'v • 14 C. 9 L__ r F ----------- ------- '' ' fit`` '� \ , •Gr_ .. _ • I I ' I t (;• • F? \\ 4w 40\ Ic 1:0 wml .... ...... , ik CHART 2 EXISTING CONDITIONS IN STUDY AREA RAMSEY COUNTY, 1960 EXISTING STREETS (OPEN) STREETS,PLATTED OR PLANNED • SINGLE FAMILY RESIDENCE ( -- -FOR DUPLEX) • APARTMENTS (NO. DU'S GIVEN) MAJOR NON-RES. STRUCTURE (NAMED) o= c FORESTED AREA ---- PRIVATE ROAD MILC MARCH, 1960 ST PAUL PLANNING BOARD Ic 1:0 wml .... ...... , ik ........ . -7— P-oz -I G I j W, L_JLJL'' lib eft _,{.l REFMESTATM - - - - - - - ^ ♦ ♦\ \ n: uro �Yr�r. �' JJq'gl �� L I ii li �------ �i ,j ( -`S�j '� a R04 MEA Al' 10 1, 1 IF ') ''' r �\ r, J _ , art j:. t PG �s S CHART 4 PROPOSED RECREATION PLAN FOR STUDY AREA (THAT PART OF COUNTY SOUTH OF T.H. 12 AND EAST OF T.H. 61) RAMSEY COUNTY, 1960 RESIDENTIAL LAND USE (PLAN) NON-RESIDENTIAL LAND USE (PLAN) AREA FOR PUBLIC RECREATION USE (PLAN) SCHEMATIC SYMBOL FOR FOREST AREA EXISTING STREETS (OPEN) . .••.. .•. STREETS (PLATTED OR PLANNED) PARK ROADWAY (PLAN) ASSUMED FREEWAYS AND EXPRESSWAYS ESI ELEMENTARY SCHOOL (EXISTING OR PLANNED) S 1 JUNIOR HIGH SCHOOL (EXISTING OR PLANNED) NP 1 NEIGHBORHOOD PLAYGROUND (EXISTING OR PLANNED) AF j ATHLETIC FIELD (EXISTING OR PLANNED) PARCEL NUMBER (SEE TEXT) NORTH ST PAUL PLANNING BOARD MARCH, 1960 II ■■■�■■■■■■■■■■■■ ®■ ® ■■e■■■ ��o © ©o ©a ■00000■o■oon © © ■0000 0 Ex- ? CITY PLANNING BOARD OF ST, PAUL September 6, 1957 Memorandum: To the City Council of St. Paul Planning Board Report Relative to a Development Plan for the "Workhouse Farm Property " - August 1957 A. Background. Under a letter dated February 5, 1957, the City Council referred to the City Planning Board the Matter of the future development of the Workhouse Farm Site. This report covers the Planning Board's re- commendation in responses to this request. The Board has given consider- able study to the future development of the farm site and, during the course of its review of the development for the area, many agencies were con- sulted. The highest and best use of the land and the provisions for adequate community facility sites were major considerations in the study of the area. B. Description of the Area.. The b, orkhouse Farm property consists of approximately Z4.3-95 acres. The portion of the site within Saint Paul is bounded by Burns Avenue on the north, McKnig'1t Road extended (eastern corporate limits) on the east, Upper Afton Road on the south and Ruth Street extended on the west and totals approximately 162 acres. That portion of the farm outside the corporate limits is the 81.95 acres lying directly east of the eastern corporate liini'-s and north of Upper Afton Road and south of Burns Avenue if extended (See Map 1 - Locality Map) . A large portion of the site within the corporate limits is being used for gar- bage disposal and the balance is pasture, cropland, woods and brush. All of the I' orkhouse Farm buildings are located on the southeast portion of the site lying outside the corporate limits. The topography is rolling with Battle Creek bisecting the site. The creek is wooded on either side for the majority of its course within the corporate limits. .Although our information is limited as to the soil composition, to the best of our knowledge the soil is glacial drift and the area is not underlain with rock. In making recommendations for the future development of the farm site, the following major considerations were studied: (1) The general development of the site including the proposed land use and adequate provisions for circulation and drainage and the re- lationship of the proposed use of the farm site to the overall future 'development of the Battle Creek area. (2) The determination of the foreseeable need for community facilities which logically should be located within the farm site. -1- C. Recommended Land Use, _Circulation and. Drainage The study for the development of the site was related to a preliminary study of the north half of Planning District 20 which is bounded by Hudson Road, the eastern corporate limits, Lower Afton .Road and Highway 10 & 61. (See Map 1) . This area is one of the few xemani ing undeveloped portions of the City which appears admirably suited for residential development because of the terrain and its general location. 1. Land Use After considering a number of alternative types of land use, the Board proposes that the Workhouse farm property be developed residentially for single - family dwellings with the necessary pro- visions for community facilities as recommended in the discussion which follows. The following is a breakdown of the major types of land uses and acreages proposed: PROPOSED USE ACREAGE Residential Lots 130.83 sub -total 130.83 Street Acreage Perimeter streets including 13.41 McKnight Road Streets serving residential lots 33.20 Streets serving non - residential uses 4.60 sub -total 51.21 Park Area VJi thin City 29.07 Outside corporate limits 8.7 sub -total 37.77 Jr. High Site sub -total 24.14 sub -total 24.14 total acreage 243.95 243.95 As indicated ont '4ap 2, it is proposed that the area be subdivided into 459 residential lots of which 302 would be in that portion of the site lying with- in the City. As shown by the lot arrangement on Map 2, it is recommended that lots of approximately 120 foot depth have a minimum average width of 80 feet, and that lots of greater depth have a minimum average width of 75 feet. -2- 2. Circulation The street aligmnent is indicated on Map 2 and 3. The street lay- out has been designed to fit the topography. Through - traffic is discouraged within a neighborhood by locating the major and minor thoroughfares along the periphery. Residential lots are served by streets whose alignment does not invite traffic other than that destined for adjacent dwellings. The streets are designed so that the natural flow of pedestrian traffic is along the minor residential streets to the neighborhood or community focal points such as schools or recreational areas. It is recommended that the street right -of -way widths be as follows: McKnight Road - 100 feet with all vehicular access prohibited onto McKnight Road from lots abutting it. (This street is planned to be a major north -south thoroughfare) . Ruth Street and Upper rftort Road - 80 feet (These streets would serve as minor thoroughfares). Cul -de -sac streets - 50 feet with a 50 -foot turning radius. All other streets - 60 feet. (The cul -de -sac streets and all streets other than McKnight Road, Ruth Street and Upper Afton Road would function as minor streets serving the residential lots and public areas) 3. Drainage Attention is directed to the existing drainage easements on the Work- house Farm site as shown on Map 3. It is recommended that these easements within the NE 1/4 Section 2, Township 29, Range 22, which were condemned and taken pursuant to Council Resolution #170723, approved November 2, 1954, be vacated and that provision for drain- age be adjusted to the proposed street system. D. Recommended Community Facilities 1. Elementary Schools. The Planning Board is of the opinion that no elementary school site is needed within the U orkhouse Farm property. The staff has studied the elementary school needs of the area south of Hudson Road and north of Lower Afton Road. Two elementary school sites, as indicated on the attached Map 1, have been recommended for acquisition; one site of approximately 8 acres located on the north side of Upper .Afton Road west of Kennard atreet if extended, and a 10 acre site located south of Upper itfton Road and east of Ruth Street if extended. These two sites have been reviewed by the Board of Education and the Bureau of Field Studies of the University of -3- Minnesota. Both bodies agree that the sites are well located to serve the elementary school needs of the area. 2. Junior High School. The Board recommends that 24.14 acres of the Workhouse Farm, located north of Battle Creek and near Ruth Street, be retained as a junior high school site and community play - field. (See Map 2) . According to the Board's estimates, the area bounded by Hudson Road, the eastern and southern city limits and Highway 10 & 61 has a potential population of approximately 16,800 persons and a potential of approximately 550 to 575 public school children in grades 7 through 9. The Planning Board and the Bureau of Field Studies of the University of Minnesota estimate that the potential junior high enrollment of the Hazel Park Junior High School attendance area will exceed 1700 students. In the Bureau's Report Number 17, "Potential Enrollment and Sc hool Plant Needs in the Area South of Hudson Road, " it is stated that "although the possible enrollment of 556 junior high students for the area south of Hudson Road is somewhat small to consider build- ing a separate junior high school, it will be recalled that the estimated Hazel Park Junior High School enrollment would exceed 1700 students, which is too large for such a school. " The Bureau suggests that if 500 or 600 junior high pupils living in the present Hazel Park attendance area were sent to a junior high school south of Hudson Road, the latter school's enrollment would be in- creased enough to make the school economically justifiable, and by this move both schools would better serve their respective areas. Also both schools would be more nearly equal the recommended size (750 to 1, 000 pupils) for a junior high school. Attention is directed to the portion of the proposed junior high site which is being used for garbage disposal. It is proposed that this portion be used for the Junior High School's playground and playfield area. The Planning Board staff has checked the recommended use of sanitary land fill areas with several public agencies, including the Region 6 office of the U. S. Department of Health, zducation and V. elfare, Department of Public Works of San Diego Gounty and the Department of Sanitation of New York City. These agencies report that in general, sanitary land fills constructed with refuse containing garbage are not recommended for use as home building sites but that these sites have been successfully developed as play areas, athletic fields or parks. On the basis of current school site standards, the Board is of the opinion that the proposed junior high site is of a proper size and is well located to serve the area south of Hudson Road and the southern portion of the Hazel Park Junior High area. Staff members of the Board of Education have reviewed the recommended site and concur with the proposed location. -4- 3. Community Recreational Facilit ies a. Within the Work House Farm Site - An area of 37.77 acres within the Farm Site on either side of Battle Creek is recommended to be retained as a park area for the future expansion of the present Battle Greek Park. The major portion of this area along the Creek proposed for park use consists of rough terrain which is not suit- able for residential development. Because of its partially wooded character, it is recommended that the park be developed as a naturalistic area or green belt to serve the more passive forms of recreation such as hiking, nature study, picnicking, etc. In addition to the recreation requirements involved, it is of interest to note that because Battle Creek must function as a major storm water drainage facility, a substantial portion of the proposed park area must be held in public ownership for this purpose. As indicated on Map 1, additional acreage should be acquired ad- jacent to the west boundary of the Farm Site to connect the present Battle Greek Park to the 37.77 acres within the Workhouse Farm vvhich is recommended to be retained for park purposes. Although the following recommendation will have to be carried out by the Village of Maplewood, it appears desirable that 20 acres along the Creek to the east of the farm be acquired for recreational and drainage purposes. Battle Creek Park would thus be enlarged from its present size of 65. 3 acres to approximately 150 acres. Battle Creek Park (existing acreage) . . . . . . . . . 65.3 Proposed Park Acquisition within Workhouse Farm . 37.77 Proposed Park Acquisition to the west of Work- houseFarm .. . . . . . . . . . . . . . . . . . . .27.0 Recommended Park Acquisition to the east of Workhouse Farm .. . . . . . . . . . . . . . . . . .20.0 Total acreage 150.07 It is estimated that Battle Creek Park will serve a potential future population of over 54, 000 persons living in the Eastern Heights and Sheridan : lementary School Districts, the area within Saint Paul south of Hudson Road, and the area east of the City within Maplewood from Minnehaha to the south County line. The proposed size of the park in relationship to the estimated potential population appears justifiable in relation to minimum recreational standards presently under consideration (large parks a minimum of 100 acres to serve each 40,000 population) . b. Recreational - 'acilities outside the Workhouse Farm Site - - - - In order to document the necessary public facilities to be re- served within the-Workhouse Farm property, it was necessary to develop a preliminary plan for the north half of Planning District 20 (area bounded by Hudson Road, eastern corporate limits, , Lower Afton Road and Highway 10 & 61) . Subject to further re- view, the following recreational facilities are tentatively recom- mended in this study. -5- (1) Attention is invited to the proposed community playfield site of 20 acres located adjacent to Burns and White Bear Avenues. (See Map 1). This would be used to supplement the proposed Junior High site to serve the community play- field and including the Eastern Heights and Sheridan School districts. This area has a potential population of over 24, 000 and with the recommended minimum standard of 1 acre of community playfield per 800 population, 30 acres of playfield should be provided to meet this minimum. Thus it can be seen that the portion of the junor high site which can be devoted to playfields and the proposed 20 acre play- field site should adequately serve this type of recreational needs. (2) For the purpose of securing a continuity of public open space, it is also recommended that a 7 -acre tract be ac- quired south of the playfield which would connect it with the expanded Battle Creek Park. (3) An additional 17 -acre site to serve as a community park is recommended for acquisition. The site is located adjacent to the recommended extension of Battle Creek Part{ (west of Ruth Street extended and north of Upper Afton Road. (See Map 1). This park would serve the dual role of providing a community park for the area between Hudson Road and Lower Afton Road and also for providing an area suitable to active recreation activities in conjunction with the present Battle Greek Park which is limited in size and usable area. E. SUMMARY: The Board's recommendations pertaining to the de- velopment of the Workhouse Farah as shown on Map 2 are sum- marized as follows: 1. That the following acreage of the Workhouse Farm be re- served for these community facilities: Park Area 37. 77 acres Junior High School Site 24.14 acres 2. That the streets as indicated on Maps 2 and 3 be dedicated as public streets before the sale of the property with the following right -of -way widths: -6- McKnight Road 100 Upper Afton Road 80 It Ruth Street 80 " Cul -de -sac streets 50 Other streets 60 " feet " with a 50' turning radius 3. That as a means of implementing these recommendations con- sideration be given to the matter of the City causing to be platted the entire - :dorkhouse Farm site showing street align- ment and widths and lot arrangements and sizes which are in substantial agreement with the proposed development as in- dicated on Map 2, or that as an alternative, a legal investi- gation be made as to the advisability of selling the property subject to an agreement between the purchaser and the City of Saint Paul that the development of the property including the lot arrangement and sizes shall be substantially in accord with the proposed development of the area as indicated on Map 2. In making these recommendations the Board is mindful of the juris- diction and responsibilities of the Village of Maplewood in this particularly as they pertain to the provision of parks, circulation and drainage. The plan for the portion of the Workhouse Farm site lying within the Village of Maplewood is therefore recommended to the Village Council for its review and approval. -7- 9 f �� ��r �r� 1 l� 1 ti H I I Preliminary Draft SUBDIVISION CONTROL ORDINANCE f or St. Paula Minnesota (not to be released) J Prepared by The City Planning Board of Sto Paul Decembar 1960 PRELIMINARY D OT SUBDIVISION CONTROL ORDINANCE An Ordinance establishing rules and regulations for the design ment of new subdivisions and of re- subdivisions and procedures ary and final app�roVal of all subdivision plats, providing fo amendments hereto,• and providing for the enforcement of these THE COUNCIL, OF THE CITY OF ST. PAUL DOES ORDAIN; SECTION I - .PURPOSE AND DEFINITIONS and develop - for prelimin- r changes and regulations„ A. PURPOSE: It is deemed necessary to adopt certain minimum standards regu- latEng —I a design and development of now subdivisions so that existing and future development will be protected,, so that new subdivisions will conform to the Comprehensive City Plana will adequately provide water, sewer, streets, and other public improvemsnts9 and will otherwise promote the public health, safety and general welfare. B, DEFINITIONS: For the purpose of this Ordinance certain words used herein are dee `kneed as follows: 1. Subdivision: The division of a parcel of land into two (2) or more lots or parce s for the purpose of transNr of ownership or of building develoi?inente ors if a now street is involved, any division or develop- ment of a parcel of lands provided that a division of land into lots or parcele of more than five (5) acres in area for agricultural purposes shall not be deemed a subdivision. The term shall be construed to include re-subdivision or rearrangement of heretofore platted land,and where appropriate to context shall relate to the process of subdividing or to the land subdivided. 2. Streete,and Alle ss The term " atreet". shall mean a way for vehicular traffic,,wheEher designated as a street, highway, freeway, expressways thoroughfare;.parkway, throughway, road, avenue, boulevard, lanes plate', or however otherwise designated. A) Major streets and highw Ws_are those which are used primarily for fast or heavy through - traffic and include freeways, express - weyss trunk highways, arterial•and collector streets as designated on the Thoroughfare Plan. b) Feeder streets are minor streets which carry traffic from the system of minor streets to the system of arterial streets and include the principal entrance streets of a residential development knd important streets for circulation within such a development. c) Local streets are minor streets used primarily for access to abutting properties. d) Marginal access streets may be either major or minor streets which arc adjacent and roughly parallel to arterial strasts and highways, and which provide access to abutting properties while providing protection from through - traffic. -1= e) Alleys are minor vehicular ways which are used primarily for fservice accoss to the back or the side of properties otherwise abutting on a street. 3. Plat: A map, drawing or chart on which the Subdivider's plan for a subUMsion is presented, and which he submits for approval and intends in final form to record, and, when appropriate to context, relates to the land to which the map, drawing or chart refers. 4. Block: A numbered unit of a subdivision for purposes of land dasm cription and recording, and usually divided into two tiers of lots and bounded on all sides by streets. 5. Lots The smallest unit of a subdivision individually numbered or desTiRated on the plat for purposes of description, recording, con- veyance, and taxation. 6. Street Width: The fu13,Dernendicular distance of a street right-of- way a tween abutting property lines, 7. Roadway Width: The full perpendicular distance of the surfaced portion of a street between its curb lines, 8. Building Line: A line on a plat between which line and the nearest street or alley no building or structure may be erected or placed. It' 9. Planning Board: The City of St. Paul Planning Board loo Planning Board Staff: The professional staff of the Planning Board. llo City: The City of Sto Paul, Minnesota 12. Comprehensive City. Plans The current long-range plan, including all elements thereof, as prepared by the City Planning Board for the overall future development o.-T the City of St. Paul. 13. Plat Commissions The Ramsey County Plat Commission for review of plate in Ramsey County and the City of St. Paul as created by the Minnesota State Legislature in an Act of 18810 14o Subdivider: A person or persons who submits a plat for the division of a parce-3 of land for the purpose of building development or transfer of ownership. 15. City Councils The duly elected common council of the City of St, Paul„ 16. City Engineer: The Chief Engineer of the City of St. Paul -2- SECTION II - PROCEDURES f A. PRE_APPLICATION PROCRDURE= The purpose of the "Pre - Application Procedure" is to aff_orW the SuTcdfvv0er an opportunity to avail himself of the advice and assistance of the Planning Board, and to consult early and informally with the Planning Board staff before preparation of a Preliminary Plat and before formal application for its approval, in order that certain basic agreements may be reached, thereby effecting a savings of time and money at the later stages of the subdivision procedure. 1. Previous�to the making of a Preliminary Plat and the filing of an application for conditional approval thereof, the Subdivider shall submit to the City Planning Board plans and data as specified in Section V -A of $his Ordinance, for the purpose of review by and con- sultation with the Planning Board staff,, This procedure shall not require formal applications fee, or filing of a plat with the Planning Boardo 2. Upon receipt of said plans and data, the Planning Board staff shall review same and shall consult with the City Engineer in regard thereto; and shall within fifteen (15) days after receipt of such plane and data inform the Subdivider that said plans and data as submitted or as modified do or do not meet the objectives of these regulations and of the Comprehensive City Plan. When the Planning Board staff finds the plans and data do not meet said objectives, it shall express its re4sone therefor, and the Subdivider shall make the necessary modifications to said plans and data and shall incorporate such modification in the Preliminary Plat, B. PROCEDURE FOR CONDITIONAL APPROVAL OF PRELIMINARY PLATS 1. After reaching conclusions and agreement informally as set forth in Section 11-A above, regarding his general program and objectives, the Subdivider shall cause to be prepared a Preliminary Plat, together with improvement plans and other supplementary material of such form and containing such information as specified in Section V -B of this Ordinance,, 2,, The Subdivider shall submit to the Ramsey County Plat Commission six (6) copies of said Preliminary Plat and supplementary material specified, along with written application for Conditional Approval thereof. 3. The Ramsey County Plat Commission shall review said Preliminary Plat and other material submitted for conformity thereof to the Comprehensiva City Plan, to the engineering standards and specifications of the Citys and to these and other'regulations applicable thereto; and shall nego- tiate with the Subdivider on changes deemed advisable and the kind And extent of improvements to be made by said Subdivider. 030 4, The Plat Commission shall within forty-five (45) days after receipt of application for Conditional Approval of the Preliminary Plats act upon said Preliminary Plat as submitted,,'or modified; and shall certify its approval or disapproval thereof. In the event of disapproval, the Plat Commission shall give its reasons therefor, and in the case of f approval, it shall certify its approval ae Conditional Approval and t shall state the conditions, if any, of etch approval. In either case such reasons or conditions shall be furnished the Subdivider in writing. One certified copy of the Preliminary Plat'as approved shall be filed with each member of the Ramsey County Plat Commission, one with the St. Paul Water Deoartment, one with the County Auditor, and one with the Secretary of the Plat Commission,, 5. Conditional Approval of a Preliminary Plat shall not constitute approval of the Final Plat nor shall it constitute acceptance of the subdivision by,the City, Conditional Approval of a Preliminary Plat shall be deemed an expression of approval'to the proposals submitted on said Preliminary Plat and to which the Final Plat shall substantially conform. Said Final Plat shall be submitted for approval and for recording upon fulfillment of the requirements of these regulations and of the Conditional Approval, if any, C. PROCEDURE FOR APPROVAL OF FINAL PLAT, 1. The Subdivider shall cause two (2) copies of the Final Plat and other exhibits required for approval to be prepared in a manner as specified in Section V-0 of this Ordinance, except'where property is both Torrence and Abstract in which case four (4) copies shall be prepared, and such Final Plat and other exhibits shall be submitted to the Plat Commission within six (6) months after approval of the Preliminary Plat; otherwise such approval shall become null and void unless an extension of time is applied for and is granted by the Plat Commission. 2� Application.for approval of the Final Plat shall be submitted to the Plat Commission at least fifteen (15) days prior to the meeting of said Plat Commisaion'at which such Final Plat is to be considered, and shall ,.be accompanied by a fee of three (3) dollars for subdivisions of less than thirty (30 lots or parcels, and an additional tan (10) cents for the thirtieth tot or parcel and for each'additional lot or parcel there- after, 3, The Final .Plat shall conform substantially to the Preliminary Plat as approved, and, if the Subdivider so desires, it may constitute only that portion of the Preliminary Plat which said Subdivider proposes to record and develop at the time, provided that such portion conforms to all requirements of these and other regulations applicable thereto, and to the conditions of the Conditional Approval of the Preliminary Plat, if any, Provided further, that each successive portion of the Prelim- inary Plat shall be approved as a Final Plat, recorded, and developed in one or.more,.contiguous sections as approved by the Plat Commission, and that the entire Preliminary Plat shall'be approved and recorded as a Final Plat within three (3) years from "the date of Conditional Approval of the Preliminary Plat; otherwise such Conditional Approval shall be- come null and void as pertaining to such portions of the Plat as yet unrecorded upon expiration of said period of time. The Plat Commission -4- L shall then re- examine said unrecorded portions of the Preliminary Plat and the proposals shown thereon for continued validity in view of changing conditions, and if said Plat Commission finds said Preliminary Plat to be still valid, it shall recertify said Preliminary Plat for an additional three (3) year period, If the Plat Commission finds that the proposals for said unrecorded portions of the Preliminary Plat are no longer valid said Plat Commission may require the Subdivider to make such changes in said Preliminary Plat as deemed necessary by the Plat Commission, and when such changes are made the Plat Commission may then recertify said Preliminary Plat for an additional three (3) year periodo 4, It shall be the duty of the Plat Commission to check the Final Plat for conformity to the Preliminary Plat as approved, and to the condi- tions of the Conditional Approval of said Preliminary Plat, if any, and to these and other regulations, standards, and specifications applic- able thereto, 5. The Plat Commission shall then act on the Final Plat and -shall re- commend approval or disapproval of said Final Plat, and, in case of disapproval shall state its reasons therefor. The Plat Commission shall then forthwith submit the two (2) or four (4) copies (whichever is required) of said Final Plat to the City Council along with a signed statment of its recemmendationso -6o The City Council shall then vote its approval or disapproval of the Final Plat and in case of disapproval shall furnish the Subdivider with its reasons therefor in writing. In case of approval,'the City Council shall certify to one copy of said Final Plat as the Original Plat and shall certify its approval and acceptance of said Plat thereon and shall certify to th3 other copy or copies as a true copy or copies of said original plate 7. All plats and maps which have been accepted by the City Council, shall, after the same have been duly published in the official pro- ceedings of said Council, be delivered to the City Engineer, who shall make a truss copy thereof for filing in hie office, and shall see to the filing of said plate and maps for recording in the office of the Register of Deeds or Regietray of Titles of Ramsey Countyo �5= SECTION III - DESIGN STANDARDS A. STREETS 1. The arrangement, width,, grade, location, extent and character of all major streets shall conform in general to the Comprehensive Plan and shall be considered in their relation to existing and planned streets, to the public convenience and safety, to topographical conditions, and in their appropriate relation to the proposed uses of the land to be served by such streets. 2. Where such are not shown on the Comprehensive Plan the arrangement of major streets in a subdivision shall either: a) Provide for the continuation or appropriate extension of prin- cipal streets in the surrounding area; or b) Conform to a plan for the area approved or adopted by the City to meet a particular situation of topography or other conditions which make continuance or conformance to existing street patterns impracticable or undesirable. 3o Feeder streets and minor streets shall be so laid out that by virtue of their location, alignment, width, and degree of continuity, their use by through traffic will be discouraged. Such streets shall be so arranged that they lead local traffic toward neighborhood activity centers and the arterial street system. 4. Where a proposed subdivision abuts or contains an existing or pro- posed arterial street, the Plat Commission may require marginal access Streets, reverse frontage with screen planting contained in non - access reservation along the rear property line, deep lots with rear service alleys, or ouch other treatment as may be deemed necessary, for adequate protection of residential properties and to afford separation of through and local traffio. 7o Whore a proposed subdivision borders on or contains a railroad right. of -way, the Plat Commission may require a street approximately parallel to, and on each side of such right -of -way, at a distance from such right -of -gray suitable for the appropriate use of the intervening land, as for a park strip in residential districts, or for commercial or industrial use in appropriate districts. Such distances shall be deter- mined with due regard for the requirements of approach grades and future grade separationso 6o Reserve strips controlling access to streets shall be prohibited except where their control is definitely placed ins and under conditions approved by, the City, -6- 7o Street jogs at intersections with centerline offsets of less than one hundred twenty -five (125) feet shall be prohibited. 6. A tangent at least one hundred (100) feet long shall be introduced between reverse curves on major and feeder streets. 9. When connecting street center lines deflect from each other at aryi one point by more than ten (10) degrees, they shall be connected by a curve with a radius from the inner street line of at least seven hundred (700) feet for arterial streets, at least three hundred fifty (350) feet for collector streets, at least two hundred fifty (250) feet for feeder streets, and at least one hundred (100) feet for minor streets; or of such greater radii as determined by'the City Engineer, 10. Streets shall be laid out so as to intersect as nearly as possible at right angles, and in no case shall any street intersect any other street at an Angle of less than sixty (60) degrees. Exceptions to this standard may be made by the Plat Commission only in deference to con- siderations of topography or to the greater over -all design of the sub- division. 11. Where deemed necessary, the Plat Commission may require that pro- perty lines at street intersections be rounded with a radius of not less than ten (10)'feet, or may permit comparable cutoffs or chords in place of rounded corners. 12. Street-right-of-way widths shall be as shown in the Comprehensive Plan and where not shown therein sha11 normally be not less than as follows: Street RON Width in Peet 1Ir eeriaT- Feeder 70 Minor, for row -houae and multi- family residence areas 66 Minor, for other residence areas 60 (for permanent dead end streets 500) Minor, for industrial areas 80 Marginal access 40 13. Half streets shall be prohibited, except Where essential to the reasonable development of the subdivision in. conformity with other re- quirements of this Ordinance; and where it is practicable to require the dedication of the other half of such street when the adjoining property is subdivided. Whenever a half street is adjacent to a tract to be subdivided, the other half of said street shall be platted within ,such tract. -7- 14. Dead -end Streets, designed to be so permanently, (cul -de -sac), shall be not longer than five hundred (500) fact and shall provide at the closed end a turnaround area having an outside roadway diameter of not less than eighty (80) feet and a street property line diameter of not leas than one hundred (100) feet, 150 No street names shall be used which will duplicate or be confused,, either phonetically or by spelling, with names of existing streets, Street names shall be subject to the approval of the Cityo The name of an extension or continuation of an existing street shall be the same as that of the existing streeto 160 Street grades shall not exceed the following with due allowance for reasonable vertical curves as approved by the City Enginearo Street Type Maximum Grade (Per Cent) rter a 0 0 0 0 0 0 0 0 Collector 000....0 5% Feeder 7% Minor, Residential ........ a 8% Minor, Industrial 3 17, No street grade shall be less than five tenths (005) per cant, B. ALLEYS 1, Alleys shall be discouraged in single - family residential areas except in cacao wherb such are needed to provide service and garage access to lots fronting on arterial streets or where topography or other consider- ations make service and garage access from local streets impracticable. Alleys may be inquired in two - family residential areas as is deemed necesdary by the Plat Commission, 2. Multi - family residential£ commercial, and industrial areas shall have definite and adequate provision for service access., such as off - street parkifigg loading, and unloading,-whether by provision of alleys or by other approved devices. 3. All alleys shall be twenty, (20) feet in width in residential areas. Alleys in c6mm6rci.al or industrial areas shall be at least twenty (20) feet in width or of such greater width as may be deemed necessary for adequate handling of service functions. All alleys shall be paved to a width of at least 16 feet. 4. Alley intersections and sharp changes of alignment shall be avoided➢ but where such are unavoidable corners shall be cut with sufficient radius to permit safe and easy vehicular movement. 5. Generallys dead end alleys shall be prohibited, buts where unavoidable shall be provided With adequate turn around facilities as may be determined by the Plat Commission. -8- C„ EASEMENTS 1. Utility easements shall be provided where necessary and shall be centered on rear or side lot lines and shall be at least ten (10) feet in width. Utility easements across lots other than on the lot lines shall be prohibited. Except where unavoidable, overhead utilities shall be prohibited in street ROW and along front lot lines. 2. Where i proposed subdivision is traversed by a water course, drainage ° way, channel or stream, there shall be provided a atom-water easement or drainage right -of -way conforming substantially With the lines of such water course, and such further width'or construction, or both, as will be adequate for the purpoae, Parallel streets, parkways or park strips may be required in connection therewith, D, BLOCKS 1, The length, width, and shape of blocks shall be determined with due regard tot a) Provision of adequate building sit as suitable to the special needs of the type of use and development proposed, b) Requirements of this Ordinance and the Zoning Ordinance as to lot sizes and dimensions.. c) Needs for convenient access, circulation, control, and safety of vehicular and pedestrian traffic, d) Limitations and opportunities of topography. 2. Block lengths in residential areas shall not exceed one thousand three hundred twenty (1320) feet, nor be less than six hundred (600) feet, 3. Blocks in single - family residential areas shall in no case have an average width of less than two hundred forty (240) feet. Bloeke having a single tier of lots, suc'i as those backed on an arterial street,, shall have a minimum width of ore hundred forty (140) feet. 4. pedestrian crone-walks vay be required near the center of blocks aabr eight hundred (800) feet is length to provide access to schools, churches, parkas playgrounds, shopping canters, etc, Such cross -Walks shall be not leas than twelve (12) feeb (ride and shall be surfaced with concrete to a width of at least six (6) feet, and shall be constructed at the Subdividers expense, E, LOTS 1, The size, widths depth, shapo9 and orientation of subdivision lots,, and the ffi1nim= building setback lines shall be appropriate for the location of the proposed subdivision wad for tho typo of develop=nt and use conteplated. 2. Minimum lot dimensions and sizes shall be as follows: a) Lots for single- family detached dwellings shall be not less than sixty (60) feet wide at the building setback line nor less than six thousand (6,,000) equare feet in areas b) Lots for two - family residences shall be not less than sixty (60) feet wide at the building setback line nor less than seven thousand five hundred (7,500) square feet in area. c) Lots for multi - family residential use shall be of sufficient size to satisfy standards of building coverage and dwelling unit density ratios, and requirements for off-street parking as eet forth in the Zoning Ordinance. d) Dapth and width of properties to be used for comercial and indus- trial uses shall be adequate to provide for the off - street service and parking facilities required by the Zoning Ordinance for the type of use and development proposed. 3. Corner lots for residential use shall have extra width to permit appro- priate building set -back from and orientation to both streetso (The butt lot adjoining such corner lot on the rear shall also have extra width.) Rio The subdivision shall be so arranged as to provide each lot therein with satisfactory frontage on a public street, such .frontage to be of sufficient width as to provide a lot width of at least sixty (60) feet at the building setback lingo 5. Double front$gi and reverse frontage lots shall be avoided except where essential to provide separation of residential development from traffic arteries or to overcome specific disadvantages of topography and orientation; in which case a planting screen easement of at least ten (10) feet shall be provided along the lot line or lines abutting such traffic artery or other disadvantageous use or condition, 6. Side lot lines shall be perpendicular or radial to street lineso F. PUBLIC SITES AND OPEN SPACES 1. During the time of the pre - application procedure for a proposed sub• division, the City may require the reservation of lands for public use for schools, parks, playgrounds, or for other public purposes; such lands to be of a size and location as to be consistent with the contemplated public use or uses, °10- 2. The City shall have option,, by virtue of a condition to approval of the Preliminary Plats, to purchase said lands; such option to be effec- tive for a period not to exceed twelve (12) months from the date of filing for conditional approval of the Preliminary Plato Daring said period if the City exercises its options, it shall pay to the Subdivider the fair rats land price as determined by the City Bureau of Valuations, and said lands shall be conveyed to the City to be used for the public purpose or purposes intendedo 3o Tz the case of a subdivision subject to such option of the City, the Subdivider shall submit his Final Plat omitting such reserved lands from said Final Plato If the City decides not to exercise its option or fails to act thereon within said twelve (12) month period,, the Subdivider may proceed on the basis of the Preliminary Plat as approved and may submit his Final Plat for the reserved land consistent theretos, and under conditions for submission of successive portions of a plat as stated in Section II -C,, paragraph 3 of this Ordinance. -llm SECTION IV a REQUIRED IMPROVEMENTS A. XONUM c Iron monuments shall be placed at all corners, angle points, and points of curvature on all exterior and interior boundary lines, and ai such interrr:ediate points as may be required by the Plat Commission. Monuments shall be iron stakes at least fifteen (15) inches in length, and one and one-half (11) inches in diameter. B. ZONINGS If the zoning of all or part of the proposed subdivision is_not correspondent to the proposed use or uses, the Subdivider shall be required to take proper steps toward causing said subdivision, or parts thereof, to be rezoned properly for the contemplated use or uses. This shall apply when zoning is less restrictive than proposed use as well as when it is more restrictive. C. UTILITY AND STREET IMPROVEMENTS: Utility and street improvements shall be Droviaed in each new su v s on n accordance with standards and requirements set forth in the following schedules: 1. The Standards and Specifications for each general type of development shall be'as follows: a) For apartments row house,, and similar residential types With three (3) or more dwelling units per structure, improvements shall be in accord with STANDARD A. b) For one or two - family dwellings with typical lot widths of 80 feet or less, improvements shall be in accord with STANDARD B. c) For one - family detached dwellings with typical lot widths greater than "b" above, improvements shall be in accord with STANDARD C. d) For commercial, industrial, and other types, improvements shall be determined by the Ramsey County Plat Commission. R e12- , a Q1 D. SCITEWUS OF REQUIRED UTILTTIFS AND STREET IMPROVEMENTS Standard A B C om_ X X x 1. Public Water X x a# 2. Public Sewer X x x 3. Major Streets: Cross - sections in accordance with the Comprehensive City Plan and as determined by the Plat Commission. 4. Feeder Streetas x* a) 110 ft. R.O.W., two 26 ft. pavements, 25 ft, median strip, 6 ft. sidewalks. X a x b) 70 ft. R.O.W., 40 ft, pav- _ment, 6 ft. sidewalkso X414 c) 66 ft. R.O.W., 36 ft. pavement, 5 ft. sidewalks. 5. Local Streetas X a) 66 ft. R.O.W., 36 ft. pavp�ent, 5 fto sidewalks. X x b) 6o ft. R.O.W., 32 ft. pav"nent, 5 ft, sidewalks x a) 50 ft. R.O.W, ,i 32 ft, pavement., 6. Marginal access streets: x R* a) 50 ft. R.O.W., 36 ft, pavement, 5 ft. sidewalk X x b) 40 ft. R.O.W., 26 ft. pavement, 5 ft, sidewalk. x x a T. Streets along subdivision boundaries, and streets connecting subdivision with existing improved street system: crcesm sections as determined by the flat Commission. MM*X* 8. Alleys: paved to width of 16 or 18 ft. X z x 9. Grading and center -line gradients: per plans and profiles approved by the City Engineer X z x 10. Storm sewer system and other drainage improvementss per plans approved by the City Engineer. 11. Curb and Gutters X z* a) Integral, concrete, per City specifications. X z b) Rolled, concrete, per City specificatione =13_ Standard A B C x** 120 Valley gutters Concrete, per City specifications 13, Pavement Bases x x x a) tkavel, pdr City specifications x #x b) Crushed stone, per City specifications x *x* c) Concrete, per City, specifications 14. Wearing Surfqtce: x x x a) Asphaltic concrete plant mixed per City specifications, x# b) Double bitumunous surface treatment per City specifications xx* 15, Pavement: Concrete, per City specifications • x x 16o Driveway approaches: Concrete per City specifications • x x# 17, Sidewalks: Concrete, per City specifications • x x 18, Street Trees: li ® 2 in caliper,, 50 ft, to 60 ft, aparte 19, Planting Stripe: x a) Seeding • x b) Sodding • x x 206 Street name signs at all intersections x Usual required improvements x# May be required by City in certain cases x** May be allowed by City in certain cases Al1t= SECTION V m PLATS AND DATA A, PRE - APPLICATION PLANS AND DATA The Subdivider shall submit the following its or the purpose of pre - application procedures: 1, Qeneral Subdivision Information on standard form available at the off ce 57 tle GIV MmLing BoaFr. The Subdivider shall accomplish all preliminary investigation necessary to accurately complete said form and shall .submit ary information additional thereto needed to describe other factors or unusual conditions relating to the proposed sub- division. 20 A Location. Map shoaling the relationship of the proposed subdivision to Met g community facilities which serve or influence such proposed subdivision,. Such snap shall be at a readable scale but shall be at a scalo of at least one thousand (11000) feet to the inch, and shall show the Location of the proposed subdivision; existing main traffic arteries; puhlic transportation•routes; shopping centers; public schools, parka and playgrounds; principal places of employment; other commnndty feature such as railroad tracks, stations or yards, airports, hospitala, and churches-; development name; title; scale; north arrow; and dated 3. A*Sketch Flan of the proposed subdiviolon on a topographic survey whi-ch—sM e oow in simple sketch form the proposed layout of atroets, lots,, blocks, and other featnrea in relation to existing site conditionso Thm sketch plau-may bo a free hand pencil drawing made directly on a print of the topographic survey_ which survey shall be at a scale of not less than five hundred (500) feet to the inch and shall include the existing data listed in paragraph B-1 below Bo PLATS AND DATA FOR CONDITIONAL APPROVAL: The Subdivider shall submit the following iMSMTor consideratlon die procedure for Conditional Approval of the Preliminary Plat. 1. Data required as a basis for the Preliminary Flat, in paragraph B-2 - below, shall include the _e_xiis_t�inng conditions as follows except when otherwise specified by the M- f7ommission. a) Boundary Liness Show bearings and distances on all straight lines: angles at all angle points, and central angle and radii and•ara.length for all curves. • b) Easements: Show location, width,,and purpose. c) Streets on and adjacent to the tract: Show name, right-of-way width and location; type, widths and elevation of surfacing; any legally established center line elevations; Walks, curbs,, gutters, culverts, etc, d) Utilities on and adjacent to the tracts Show location,, size,, and invert elevations of eanitarya storm, and combined sewers; location and size of water mains; location of gas lines, fire hydrants, electric and telephone poles, and street lights, If water mains and sewers are not on or adjacent to the tract, the direction and distance to, and the size of the nearest such facilities, and invert elevations of setters shall be shoriino -15- e) Ground elevation on the tract: show contour intervals of two (2) feet,, except in cases where land had a slope of two (2) per cent or less, in which case contour intervals of no more than one (1) root shall be showao All elevations shall be based on a datum plans approved by the City Engineer, f) Subsurface conditions on the traot, if required by the Plat Commi.esiom show location and results of tests made to ascertaeif sub= , rfac® soil9; rocks and grouiad-�rat®r conditions; depth to ground *ter unlesp test. pits are dz.� to a depth of aix -(b) feet; location and results of soil peftolation tests if individual sewage disposal eptems are proposed. g) Other conditions on the tract: shay water courses, rivers; streams,. lakes, ponds,, swampa. ,,,mdrbbes, rock outcrop, wooded area®, isolated .preservable: trae s • ei& • (8) inches or more in diameter,, all buildings and structures, and other significant featureso h) dther,.;cpnditions on adjacent Land: show appro#mate direction and .graAdnt of ground slope,, Amebil ng arV embankmnts or retaining wall.,,; oha�actesr and location of 1,ti 3nPa, railroads, power linasD. to qad auy other rroarby ugripazs dential land uses or adveras i.hnusi yes) owwra of adjacent- urtpl:sited land; for adjacent plattad ]and. rafor:to subdirision plat. by nave, recordation dato,-.and nub ,r. ,.and shovr ppr�oximata peP r.Qnt bui].t=up9 typical lot si�e3$ end 'du+llifg unit typos. i) Photogr .phs9 if required by .the RV at Caodesion: show.vamsra locat3 omfi' direet3 on of views and Ipa y nu .bera. J) P.rgp.gnt soning an and adjacent to the tract. k) Rroposad public improvements: show highways or other major improve- Mots planned.by public authoritisa for future construction on or near the tiacto 1) Key map at a scale of not less than two thousand (29000) feet to the incht ahow•location of the tract. in rQlation to adjacent tracts and nearby-major streets, m) Sealat • north arrow, datum, bencbmarks, certification of registered surveyor and date of survey. 2. Preliminsa. Plat shall be at a scale. , of two hundred (200) feet. to the`�xi` c ar (preferred scale of. dnaa: hundred (100) feet to the inch). It may be drawn directly, on the topographic burvey9 B-1 above,,. or may be on a separate sheet whichever results in they clearer presentationo In either eas+o the Preliminary Plat shall show all proposals including the followings o� a) Str6ets, proposed names9 right-of-way widths; approximate grades and gradients; similar data for alleya9 if any. b) Other rights-of-way or easements, location,, width, and purpose of such rights- of-way or easementsb c) Location of utilities, including sanitary sewers, storm sowers,, cc mbiried aawers., ,cater maine, gas lines, electric and telephone lines if not shown on other exhibits. d) Lot lines,, lot numbers, and: block numberso e) Sites,• if ary9 to be definitely reserved or dedicated for parks, playgrounds9 schools, or other public useso f) Sitaal, if any, f6r multi - family dwellings., shopping centere9 churchesl, industry,.or other nor- public uses exclusive of single - family detached dw-ellingso g) 14inWM, building setback lines.. h) 8i�a data; including number-of residential lots, typical lot bizea and dimensions, smallest and largest lot size and dimnsions; And acres in parka, playgrounds and other public sites, and of all non - public sites exclusive of lots for single family detached dwellinga. i) Legal description of tract, title under which proposed sub• divibion it to be recorded, names and addresses of a,aners, state- ment of total acreage, certification of registered surveyor, title9 scale, north arrow,, and dateo 3. Other Preliminary Plana The following exhibits may be required at the ateor e ti. on of e Flat Commission, in cases of severe local relief on or adjacent to the tract, a contour map showing proposed finished topography for the property being platted which the Fiat Commission shall study with view toward preservation of steep slopes, bluffs, and other potentially dangerous erosion a reael profiles showing existing ground surface and proposed street grades, including extensions into undeveloped areas for a reasonable distance beyond the limits of the proposed subdivision; typical cross - sections of the proposed grading,, roadway, aidedalks., curbs and gutters; and preliminary plans of proposed sanitary and storm sewer®,, and Mater main,,, with grades and sizes indicafied 4. Draft of Protective Covehants whereby the subdivider proposes to protect the proposed development. m17� the}r Port Authority's roll in urban renewal participation, also the public housing and urban renewal plans and programs. Inliaddition to the benefits we are experiencing as the result of the Town Meeting series our governing body has also acted in a forth- right manner aft all the needs for our local program were establish- er The original allotment or plans formulated in 1949 called for th{e building of 2000 public housing units. Th,e• performance relative to the 2000 units were as follows: 1286 Units completed prior to June, 1960 (11 year period) 714 Unit locations approved by city governing body since x June, 1960. t This performance bsnce June, 1960 was not-without incident and de- cisive action. I Since June, 1960 the Mayor, two councilmen, the Chairman of the Housing Authority, and Director of Planning have had several infor- mal and productive meetings in an effort to give direction and lead- ership to the Urban Renewal Program in St. Paul. Lay groups, ministerial associations, League of Women Voters, rental associations and many other citizen and area resident groups were called to the Mayor's office to urge and request their support of this most important Program for Community Improvement. We met with many groups who presented formidable strength in oppos- ,ing the continuance of our new revitalized program. These groups fare diminishing in number and opposition. Continued united effort 5 1will continue to keep this opposition to a minimum. The citizens' committee which was appointed August 24, 1960, proved its effectiveness in a number of areas. Upon its findings and recommendations the Housing Authority, through c its definition of fiscal programming, made the determination to employ a full time staff council. } Self - appraisal and soul - searching resulted in a change in the hous- ing administrative personnel. IThe citizens' committee exerted a tremendous effort and spirit among It residence groups which resulted in a more favorable attitude among groups which evidenced considerable opposition to any and all pro- f gressive steps towards housing and urban renewal programs. As each succeeding community requirement becomes apparent, we are encouraged by the responsive action taken by important citizen groups. 2a C, PLATS AND DATA FOR FINAL APPROVAL 1, The Final Plat shall be on heavy white paper., such as produced by the Lithop r n Company of Now York,, and each sheet shall be twenty -two (22) inches wide by thirty (30) inches long and shall be at a scale of two hundred (200) feet to the inch or larger (preferred scale of one hundred (100) feet to the inch). Where necessary, such Final Flat may be on several sheets numbered consecutively., and accompanied by an index sheet at a smaller scale showing the entire subdivision. In case of large subdivisions to be developed in stages such Final Flat may be submitted for approval progressively in contiguous sections satisfactory to the Plat CoMmission and under conditions specified in Section IT-C of this Ordinance and each section showing only that portion of the subdivision to be recorded and developed at that time, The Final Plat shall clearly and accur- ately show the following. a) The location, name,, and right- of-way width of all thorough - ;aros; the location,, purpose and dimensions of all land dedicated for other public use, b) Indication that durable iron monu4aents have been set at each angle and.curve point on the outside boundary lines of the plat, and at all block corners and at all Interm3diate points on the block lines indicating a change in direction of such lines, c) The outside boundary lines of the plat correctly designated by a dashed:li.iie in red ink and showing bearings on all straight linen., or angles at all angle points,, and central angle and radii and are length for all curves; and showing all letters and figures needed to describe or having reference to said outside boundary lines, also in red inko The outside boundary lines of the plat shall close by latitude and departure with an error not to exceed one (1) foot in seven thousand five hundred (7,500) feet, and a copy of the computations of latitude and departure shall be furnished the Ramsey C,aunty, Plat Commission d) All dMaNibm and distances shod to the nearest hundredth (.01) of a•gooto Right- of-way lines of streets, easements and other rights-of!-way,, and property lines of residential lots and other sites$ with accurate dimsnsions,.bearings,;or deflection angles; and radii, are lengtbe., and central angles of.:a11 curves. e) All survey and mathematical infgmation and data necessary to locate:and .retrace any and all interior and exterior boundary lines on the plat. f) All lots shall be numbered progressively, by the block in which they are situated. All blocks shall be numbered progressively. 1 m18- g) All rivers, streams, creeks➢ lakes➢ ponds, swamps,, and all public highways and thoroughfares laid out, opened, or traveled (existing before the platting) shall be correctly located and plainly shorn and designated on the plat, h) The record name and adjacent boundary lines of adjacent platted lands shall be dotted on the plat and in case of a rearrangement or re-subdivision of heretofore platted land the original platting and name shall be dotted on the plat, (Names of record owners of adjacent unplatted land shall be indicated.) i) Ditto marks shall not be used on the plat for any purposed J) Certification by the surveyor certifying to the accuracy and correctness of the survey and Plato k) Instrument of dedication by owner containing a full and accurate description of the land platted and setting forth what parts of said land ig dedicated, and also to whom, and for what purpose such parts are dedicated, 1) Title, scale, north arrow, and date, 2. Detailed Construction Plans for required improvements as set forth in Section TV o this nce, approved by the City Engineer as being satis- factory to him and in accord with the standards and specifications of the J City of Sto Paul for such improvements. 3. A Certificate by the City Engineer certifying that the Subdivider has comp a wit t e following: a) A contract has been entered into between the City and the Sub- divider for his completion of all required improvements; such contract is secured to the City by a performance bond posted by the Subdivider and available to the City, and of such amount as to assure completion= of said improvements according to City standards and specifications. Ir Such improvements shall be completed within a specified length of tim3 as may be set by the City Council but which shall in no case exceed two (2) years from the date of approval of the Final Plato 4. Protective Covenants appearing on a separate instrument shall be made reference to on the-Final Plato 5. Other Dataa Such certificates, affidavits, endorsements, or deductions as may be required by the City in the enforcement of this Ordinanceo e190 SECTION VI - VARIANCES A. HARDSHIP: Where it is found that extraordinary hardships may result from strict compliance with this Ordinance, the City may vary, the regulations under recommendation of the Plat Commission, so that substantial justice may be done and'the public interest securad; provided that such variations shall not have the affect of nullifying the intent and purpose of the Comprehensive City Plan or of this Ordinance,, B. LARGE SCALE BEV 07VIENT: The standards and requirements of this Ordinance may 7e- moalfW by the C ty in case of a plan and program for the develop- ment of a complete community, a neighborhood unit, or a large urban redevelop- ment project, which in the judgment of the Plat Commission provides adequata public space and improvements, and for the circulation, recreation, light, air, and service needs of the tract when fully developed and populated; and which also provides such covenants or other legal provisions as will assure con - formity to and achievement of said large -scale plan and program, C. CONDITIONS: In granting variances and modifications to this Ordinance, the Uity mays ipulate such conditions as swill, in its judgment, secure substan- tially the objectives of the standards or requirements so varied or modified. SECTION VII - VALIDITI A. If any section, aub- section, paragraph, eentence, phrase, or clause of this Ordinance is held to be unconstitutional, such decision shall in no way affect the remaining portions of this Ordinance. B. It is not intended by this Ordinance to interfere with or abrogate or annual arV existing easements, covenants or other agreements between parties,; nor is it intended by this Ordinance to repeal,, abrogate, annul or in argy sway impair or interfere with any existing provision of laws or ordinance or ark► rules, regulations or permits previously issued; provided, however, that where such relate to the subdivision, platting, and development of land and are in conflict with this Ordinance, that the provisions-'of this Ordinance shall governo -20a SECTION VIII o ENFORMENT AND REVISION A. ENFORCEMENT: The penalties and provisions for enforcement of this OrdTnnce are as follows: 1. No plat shall be recorded unless it is accompanied by a certified copy of the resolution of the City Council approving such plat as being in accord with all plans or regulations of the City applicable thereto,, 2. No conveyance of land described by metes and bounds or by reference to an unapproved plat made after the effective date of this Ordinance shall be made or recorded if the parcel is less than five (5) acres in area unless such parcel is a separate parcel of record prior to adoption of this ordinance, or unless an agreement to convey a smaller parcel has been entered into prior to such time and the instrument showing the agree- ment to convey is recorded with the Ramsey Count Register of Doeda within one year thereafter,, 3. Any owner or owners' agent who conveys a lot or parcel in violation of these provisions shall forfeit and pay to the City a penalty of not less than One Hundred (9100) Dollars per lot or parcel so conveyed,, 4. No utility, municipal service, or improvement may ba constructed on any street, highway, alley, or other public way until Said public way has been approved by being designated on a duly approved plat as herein proms vided, or properly indicated on a map of the City as provided by law. No building permit shall be issued for construction of arr building unless it is located on a duly approved and officially mapped street or highway giving access thereto, and unless it conforms to a building line established on a street of the City as projected into the plat or to lines established within such plat. No building permit shall be issued for construction of a building on any lot or parcel conveyed in violation of Section VIII -A, paragraph 2 of this Ordinance,, B, REVISIORt Amendments and revisions to this Ordinance may be made by such amen and end or revisions being approved by a "twoa-thirda (2 /3) vots of the City Council; provided that such amendments and revisions have been studied and recommended upon by the City Planning Board, and that a public hearing has been held relating thereto prior to said vote of the City Council on such amendments or revisions,, m21® Ex 4 , s- CITY PLANNI�:G BOARD OF SAINT PAUL Draft of Zoning Amending Ordinance May 1;, 1961 An Ordinance amending Chapters 60 -64 of the Legislative Code: The Council of the City of Saint Paul does Ordain: SECTION 1 That Chapters 60 -64 of the Legislative Code, be and the same are hereby amended by deleting Section 60.019 and substituting in lieu thereof the following: "60001 USE DISTRICTS For the purpose of regulating the location of trades and indus- tries and the location of buildings for specified uses, the City of Saint Paul is hereby divided into seven (7) classes of districts: "A" residence district, "Bil residence district, 'C" residence district, parkin; district, commercial district, light industry district, and heavy industry district; as shown on the zoning map which accompanies the-Zoning. Code and is hereby declated to be part hereof. The use districts designated on said map are hereby established. No building or premises shall be erected or used for any purpose other than a purpose permitted in the use district in which such building or premises is located." SECTION 2 That Chapters 60 -64 of the Legislative Code, be and the same are hereby amended by adding after Section 60.04 the following, Section 60.04A Parking Districts "Section 60.04A Parking District (1) Purpose: In order to promote the public health, safety, order, convenience, and general welfare and for the purpose of minimizing traffic congestion and hazards on the public streets by the provision of off - street parking facilities in specified areas of the community, a parking district is hereby established. (2) Permitted Uses: In a parking district, no land or building shall be used, erected, altered or enlarged for other than the following uses: -1- Section 60.04A Parking District (con'td.) (a) Customer, employee, or visitor.off- street parking lot provided such off - street parking is not within a building. (b) Attendant's shelter located on the customer, employee, or visitor off - street parking lot to which it is accessory, but in no case shall repair work or service of any Yind be conducted upon the premises of said off-street parking lot. (c) Identification signs and traffic control signs such as entrance and exit signs within the off - street parkin lot provided that no sign shall exceed ten 10) square feet in area.-' SECTION 3 That Chapters 60 -64 of the Legislative Code, be and the same are hereby amended by deleting Section 60.23 and substituting in lieu thereof the following: 60.23 OFF - STREET PARKIYG The design standards and the schedule of off - street parking require- ments for the various uses in the use districts established in Chapter 60 -64; the licensing, operation, and maintenance- of off - street parking facilities; and the definitions pertaining to terms, words and phrases of off - street parking are set forth in Chapter 65 of the Legislative Code which Chapter may be commonly referred to as the Off- street Parking Regulations." SECTION 4 That Chapter 60 -64 of the Legislative Code, be and the same are hereby amended by deleting Sub- para;raph t of Section 64.03.and substituting in lieu thereof the followin: 1)64.03 MEETIPvG AND PROCEDURE OF THE BOARD...... ............... ..... a•• a 6. a ... 0 0 0.• 0. a 0. 0• a 0.•.• 0 0 0 a .. 0 0 0 0.. 6 .. a .. •. 0•.• 0• a 0.• ...... a 0 0 t: Relax or vary the provisions of Chapter 65 "Off - street Parking Regulations of the Legislative Code, upon submission of proof that the strict application of the provisions of Chapter 65 would work unreasonable hardship in any particular case; provided further that the Council shall expressly find in each such case that such relief shall be consistent with the public health and general welfare and in accordance with the purpose of said Chapter b5 and provided further that the Council shall expressly find that the anticipated demand for off-street parking space in any particular case is not greater than the amount of parking space provided as a result of the relaxation of said Off- street Parking Regulations.' -2- E-x I May 15, 1961 SAINT PAUL'S LEGISLATIVE CODE DRAFT OF CHAPTER 65 - OFF - STREET PARKING REGULATIONS Section No. INDEX Title Page No. 65.01 Purpose 65.02 Definitions 65.03 Authority to Require Off- street Parking Spaces 65.04 Schedule of Off- street Parking Requirements 65.05 Administrative Procedures for the Establish- ment of Off- street Parking Facilities (1) Administrative Use Permits 1 1 4 5 (2) Council Use Permits (3) Schedule of Fees for Administrative Use & Council Use Permits 65.06 Design Standards For Off- Street Parking Facilities 12 65.06A Requirements For Attendant -Type Off- street Parking Facilities 14 65.07 Annual Licenses 15 65.08 Renewal of Licenses 16 65.09 Schedule of Annual License Fees 17 65.10 Licensing and Compliance of Existing Off- street Parking Facilities 17 65.11 Maintenance and Operation Regulations 17 65.12 Appeals 19 65.13 Administration of This Chapter 19 65.14 Violations and Penalties 20 65.15 Repeal of Conflicting Ordinances 20 65.16 Serverability 20 65.17 Date of Effect 20 CITY PLANNING BOARD OF SAINT PAUL DRAFT OF - CRAPTER 65 SAINT PAUL LEGISLATIVE CODE OFF-STREET PARKING REGUL'ATION'S May 15, 1961 An Ordinance amending the Saint Paul Legislative Code by adding a chapter known as Chapter 65, Off- street Parking Regulationso The Council of the City of Saint Paul does ordain: SECTION 1 That the Saint Paul Legislative Code shall be amended by adding a chapter to be known as Chapter 65 which deals with the licensing, operation, maintenance, design standards, and schedule for off - street parking facilities. :t65 OFF- STREET PARKING REGULATIONS 65001 PURPOSE - These regulations are deemed essential in order to promote the public health, safety, order, convenience, and general welfare and for the ' � purpose of minimizing traffic con- gestion and hazards on the public streets by the provision of .off- street parking facilities in specified areas of the City. 65002 DEFINITIONS - For.the purpose of this Chapter, certain words and terms used herein are defined as follows. Words used in the present tense include the future; the singular number includes the plural and the plural the singular; the word "building" includes the word "structure "; the word "person" includes a corpor- ation or other organization, (1) Accessory Building, Alteration, Alley, .Building, Block, Building Line, Curb Level, Dwelling Unit, Family, Grade, height of Building, House m One Family, Two Family IIouse, Lot Line, 17on- conforming Use, Street, Convalescent home, Camp Car or Trailer, Sorority or Fraternity - These words and terms are defined in Chapter 63 of the 'Zoning Code of Saint Paul's Legislative Code, and for the purposes of this Chapter, said definitions shall apply. (2) Administrative Use Permit - A permit issued by a desig- nated administrative official pursuant to all applicable ordinances and regulations for the purpose of controlling and regulating the manner in which specified uses or activities are established. -1- (3) Council Use Permit - A permit issued by the City Council pursuant to all applicable ordinances and regulations for the purpose of controlling and regula- ting the manner in which specified uses or activities are established. (4) Clinic, Dental or I•iedical - A building occupied and used by two or more physicians, dentists or other licensed medical practitioners and their assistants for the purpose of carrying on their profession, provided that a physician, dentist or other licensed medical practitioner maintaininC an office in his home may employ not more than one assistant without qualifying as a clinic. (5) Club or Lodge - A non - profit association of persons meeting periodically for the promotion of a common objec- tive such as literature, science, politics, or similar cause. The use of the club's facilities are primarily restricted to members and their �uestsa (6) IIospital - «n institution providing health services Including surgical and medical care for the injured and sick and ir_cludin3 such related facilities as in- patient housin., staff housin39 laboratories, out -p -tient depart- ments, training facilities for central services gnu staff offices. (7) Motel - :. building containin3 guest rooms and other facilities devoted to the provision of lodin; for com- pensation for the convenience of either permanent or transient guests, whether with or without meals, for which a hotel license issued by the City is required. (8) Lodging or Rooming House m A dwelling where lodin accommodations are available for more than five (5 )u guests who are not members of the family there residing. (9) Notel - ;� motorist lodge consisting of ail individual buildir o.- a Mroup of attached or detached buildings contalnin,z ;uost rooms together with conveniently located -onx%ing spaces on the same lot to accommodate automobile transients. The term includes auto courts, motor lodges, =d tourist courts but Shall not be construed to include try filer courts. (10) Off- rstroet Farl_ii>t; Space - An are-, off e public street., highway, 'Iley, or other public thoroughfare of not less than nine (9) feet in width and not less than twenty (20) feet in leyk-;th exclusive of access, mca euveri1LJ care^, ramps, or obstructions, to be used exclusively as a temporary stora`;e SPaC.e of , motor vehicle. Howrover, in those Off - street ;.y- skin,, Facilities usi1 atter_da��tbnar'Lirz7 rather than reli'-p ^.ricir , an off street parkiji„ space she.1.1 ;aeon cn area off c, public street or alloy of riot loss the ..z eig;it (8) feet i? c.idth ar-c? riot lcs- th,: r eiChtecl: (11) Customer, Employee, or Visitor Off - street Parki � Lot - An open lot prepared and used for standing five �5} or more vehicles off the street or alley designed to be used by employees,customers, visitors, or tenants of the use to which s8id lot is accessory. For the purpose of this definition, said lot may include an attendant's shelter provided no repair work or automobile service of any kind is conducted upon the premises of said lot. (12) Employee, or Tenant Off - street Parking Garage - A structure above or under ground providing a place for standing five (5) or more vehicles off the public street or alley designed to be used by employees or tenants of the use to which said garage is accessory. Formally there is no outright fee charged therefor, but rather, if a charge is made, it is a part of the weekly, monthly, or yearly rent of the structure or use to v:hich the off - street parking garage is accessory. No-repair work or automobile service of any kind shall be conducted within said off,.- street parking garage. (13) Fee Off- street Parking Facility - A commercial enter - prise conducted for gain providing a place for standing five (5) or more vehicles off the public street or alley with a fee being charged therefor,, �. fee Off - street ParkinE; Facility may consist of an open lot, a storage garage, ramp, or other structures and accessory facilities, that may be surface facilities or facilities above or under ,,round. (14) Off- Street Parking Facility - This term shall mean customers Employee, or Visitor Off- street Parkin; Lots, Employee or Tenant Off-street Parking Garages and Fee Off street Parkin; Facilities. (15) Commercial Store - A shop or store in which commodi- ties or services are sold at retail to the ultimate consumer. (16) Office - Any private or public building or parts, thereof used primarily for the conduct of professional, administrative,-clerical, or similar activities as distin- guished from the sale, conveyance, processing or. storage of goods. (17) I•'miufacturing, Uses - tmy activity devoted to the making, fabrlcatin�g or processing of goods or the altering of the form or nature of goods. (13) Shoppinv Center - A commercial store or a group of commercial stores which have more than fifteen 15,000) thousand square feet of gross floor area. -3- (19) Storage Uses - An activity devoted to the storage of goods or equipment including warehouses, wholesale establishments, storage plants, freight terminals, and freight and baggage facilities within passenger terminals. 65.03 AUTHORITY TO REQUIRE OFF - STREET PARKING SPACES - On or after the effective date of this Chapter, all new structures or uses or all structures or uses which are expanded or enlarged shall be provided with off - street parking space to the extent required in Section 65.04 and in accordance with the requirements and procedures set forth herein. In those instances where an existing structure or use is expanded or enlarged on or after the effective date of this Chapter, off - street parking space shall be provided to the extent required in Section 65004 only as it per- tains to said expansion or enlargment. Provided, however, that in the event residential structures are converted or structurally altered after the effective date of this Chapter for the purpose of furnishing living quarters for a greater number of persons or providing additional dwelling units or providing retail business space, the entire structure shall be subject to the off - street parking space requirements of this Chapter. No building or work permit for a new structure or use.or for a structure or use which is expanded or enlarged shall be issued unless there is included in the application for said permit a plot plan showing the location, design and arrangement of the off - street parking spaces required in Section 65.04, and a finding that the require- ments of Section 65.05 have been complied with. An existing building or structure in use at the time of the adoption of this amendment may be reconstructed, or structurally altered, for the purpose of continuing said use without any extension or expansion thereof, without being subject to the off-street parking space requirements specified in Section 65.04. In cases where off - street parking facilities are permitted on land other than the lot on which the building or use is located, such facilities shall be in the same possession as the lot occupied by the building or use to which the off - street parking facilities are accessory. Such possession may be either by deed or lease, the term of such lease as approved by the City Council. The owner of the land on which the parking facilities are to be located shall be bound by covenants filed of record in the office of the Register of Deeds, requiring such ocmer, his or her heirs and assigns, to maintain the required number of off - street parking spaces and the off - street parking facilities for the duration of the use served. The authority to require off - street parking spaces shall.be held applicable in all zones and districts for uses cited in Section 65.04 and permitted by law with the excep- tion that the area bounded by Kellogg Boulevard, Interstate Freeway 35 -E (Pleasant Avenue leg of Freeway), Interstate Freeways 35 -E and 94 (leg of the Freeways south of the Capitol Approach Urea), Interstate Freeway 94 (Hudson Road leg of the freeway along Broadway), and Broadway as they intersect one another in the order named and except property abutting the southerly side of Kellogg Boulevard from Broadway to Interstate Freeway 35E (Pleasant Avenue leg of Freeway) shall be exempt from the provisions of Section 65.04 pertaining to the schedule of off - street parking requirements. -4- 65.04 SCHEWLE OF OFF- STREET PARKING REQUIREMENTS - For the purpose of computing parking spaces based on the number of employees for various uses listed in the following schedule .of off - street parking requirements, the number of employees shall mean the greatest number of persons regularly employed at any one period during the day or night. In determining the off-street parking requirements for any use or structure which generates the demand for parkin; and which use or structure is not specifically covered in the following schedule, these factors, among others, shall be considered; the number of employees driving; cars, the number of patrons or visitors who are likely to come by private vehicle, the size and frequency of use of the facility, the traffic characteristics of adjacent streets, and the land use characteristics of the neighborhood. Except as provided in paragraph (9). Section 65.04 pertaining to one and two family dwellings, the required off- street parking space accessory to structures or uses contained in the following schedule shall be located on the same lot or premises as the structure or use is located or immediately adjacent thereto. Immediately adjacent thereto shall mean adjoining or directly across a street or alley. Requirements for the provision of parking facilities contained In the following schedule with respect to two (2) or more property uses of the same or different types may be satisfied by the per - rnanent allocations of the requisite number of spaces for each use in a common parking facility, cooperatively established and operated; provided, that the total number of spaces designated is not less than the sum of the individual requirements. A minimum of off - street parking space shall be provided as follows: (1) Airports, railroad passenger stations, bus depots, or other passenger terminal facilities - Such parking space as the Council upon the recommendation of the Board of Zoni:1; shell deem to be adequate for employees, for the loading and unloading of passengers, and for spectators, visitors, and others, (2 ) Bowling; Alleys m Four (4 ) parkin ,7 spaces for each alley. (3; Churches - One (1) parking space for each ten (10) seats in the main chureb auditorium. (4)- C1inias;°rrtedical•'or dental - Three (3) parking spaces per . each.doator plus'one (1) space for each two (2) employees.other than doctors. (5) Commercial store other than those specifically listed herein One (1) parking space for each two hundred (200) square feet of floor space devoted to sales or display. (6) Community centers, libraries, museums, and art galleries - Such parking space as the Council upon the recommendation of the Board of Zoning shall deem to be adequate for employees, spectators, visitors, and others. (7) Convention halls gymnasiums, stadiums, and auditor- iums (except schools - One (1) parking space for each five (5) seats or seating spaces. (8) Dance Halls - One (1) space for each thirty -six square feet of dance floor plus one (1) additional space for each two (2) employees. (9) Dwelling Units - One (1) off - street parking space for each dwelling unit located in a structure erected after the effective date of this Chapter. One (1) off - street parking space for each dwelling unit located in a struc- ture which has been modified or converted to provide additional dwelling units after the effective date of this amendment. Required off-street parkin; space acces- sory to one and two - family residence shall be located on the sam.,-"5 lot or premises as the structure to which the parking space is accessory. (10) Fraternities, sororities and dormitories - One (1) arking space for each six (6) resident members, plus one 1) space for each two (2) employees, plus one (1) space for house mother or manager. (11) Hospitals - One (1) parking space for each three (3) patient beds (excluding bassinets), plus one (1) space for each staff or visitirZ doctor (average). (12) Hotels - One (1) guest rooms, plus one plus additional space generating activities like as determined by of the Board of Zonin., parking space for each three (3) (1) space for each two (2) employees, for any supplementary parking- such as bars, ball- rooms, and the the Council upon ono recommendation ro (13) Industrial or Manufacturing Uses - One (1) parking space for each three (3) employees, plus space to accom- modate all trucks and other vehicles used in connection with the operation. (14)Lodges or Clubs (private) _ Parking spaces equal ire number to not less than twenty (20) er cent of the active adult membership thereof plus one (13 additional space for each two (2) employees. (15 ) Lodgint; or Aoomin houses- - One (1) parking, space for each individual guest room or suite, plus one (1) additional space for the owner or manager if resident on the premises. �6- (16) Mortuaries or Funeral Parlors - One (1) parkin; space for each funeral home'vehicle, plus one (1) space for each four (4) seats provided in all rooms used as chapels, plus one (1) additional space for each two (2) employees. (17) I-Totel, Auto Court, Notor Lodge, Tourist Court - One (1) parkin; space for each.-guest room, sleeping room, or suite plus one (1) additional space for the owner or manager if resident on the premises. (18) Night Clubs, Bars, or Cocktail Lounges - One (1) parking space for each four (4) patron seats, plus one (1) additional space for each two (2) employees. (19) Offices - One (1) parking space for each two hundred (200) square feet of floor area devoted to office use. (20) Post Office - One (1) parking space for each two (2) employees thereof plus additional parking space to accommodate all trucks and other vehicles used in con- nection With the operation, (21) Hest Homes; convalescent homes; homes for the aged; and establishments or places of any kind or character (except hospitals) where old, infirm, sick, or diseased persons are cared for - One (1) space for each four (4) employees including nurses, lus one (1) space for each resident family, plus one (13 space for each si.: (6) patient beds. (22) Restaurants, tea rooms, and lunch counters - One (1) parking space for each four (4) patron seats, plus one (1) space for each two (2) employees. C (23) Schools, elementary - One (1) parking space for each ter_ (10) seats or seating spaces in the main auditorium. (24) Schools, junior and senior high - One (1) parking space for each ten (10) seats or seating spaces in the main auditorium. (25) shopping Centers - Parking area shall be provided as follows: Square Ft. of Gross Floor Area Required Size of Parkin- ;,Urea 15,001 to 20,000 Area equal to 150' of Gross Floor Area 209001 to 309000 Eirea equal Floor Area 30,001 to 40,000 a Area ev_ual Over Floor Arena. Over 40, 000 000000000000000000 Area equal Floor Area -07- to 200;' of Gross to 250; of Gross to 300," of Gross (26, Theaters., One .(1) parking space -%'2) or each five (5) seats plus one (,1) space for each two employees. 1 ..(27) Trailer Courts or Camps - One (1) parking space for each trailer space. (28) Storage Uses - One (1) spac6'.'for each three (3) employees, plus space to accommodate all-trucks and other vehicles used in-connection with the operation. (29) -In the case of mixed uses, the perking facilities required shall be the sum of the requirements for the various individual uses, computed separately in accordance with the schedule contained herein, provided that the total number of spaces designated is not less than the sum of the individual requirements. (30) For any use or structure which generates the demand for parkixiC mid which is-not specifically provided for in the forogoing schedule - such par:;ing space as the City Council upon the recommendation of the Board of "oning shall determine'to be necessary. 65.05 'ADMITdISTRATIVE PROCEDURES FOR TFIE ESTABLISIiI-1ENT OF' OFF - STREET PARING FACILITIESo - iro person, . firm, or corporation shall estab- lish, ;maintain, alter, or operate an off-street parking facility without first obtaining either an Administrative Use 2ermit or a Council Use Permit, Ian Administrative Use Permit or a Council Use Permit shall expire Of its otm limitations within six.(6) months of its date of issuance unless there is a written finding on the part of the enforcement officer, Commissioner of Parks, PlaygroLuids and Public Buildings, that there is substantial compliance trrith all applicable terms and conditions of said permits. (1) Processing of Administrative Use Permit (a) Except.as provided in Section 65.05 (2)9 Adminis- trative Jse Permit shall be obtained for all cus- tomer, employee, or visitor ofi- street parking lots' of less than thirty (30) spaces (b) The.apnliee.tiOn. for an Administrative Use Permit shall be filed in the office of the City Clerk together With a deposit of the amount of the permit fee as set forth in the Schedule of Permit Fees, section 65.05 (3). The City Clerk shall deliver to the annlican.t a receipt therefor, In dvplicutc, which receipt -§ha.11 contain a sta Lemont of the purpose for which tho deposit vacs mzd3. The City Clerk sh,J.1 refer the application o.nd -31,►n.s to the office of the Board Of Zoaiing. , The apnlication for s.-id permit shall con - tai_� n de%S3r3 -)tio« ^a_", l y -ont of the use to rrh = ch the ?00r'rill" lot 19 a3' cessory and shy Il 'set forth the rarme of the a. "rPlicr -X .t's the location of the premises to be used; the si me, 't- laturc, and 1.ocw*io_z of the use to �rhich the n����I.l_ ;u ldt chill be acccssory. The applicant sh all submit three (3i cOPiCs of .;, plan ..80 f drawn to scale showing the arrangement and design of the proposed parking lot; the location and number of vehicles to be parked; the location of the proposed driveways,.walls, curbs, lighting, fences, plantings, and other landscape features; and notations and explanations as to the proposed surfacing and provisions for drainage. (c) Upon receipt of the application and plans for an Administrative Use Permit by the office of the Hoard of 1oninC, the Traffic En3ineer and the Tanning Director shall review said application and plans to ascertain that all structural details and plans are in accordance with all applicable laws and ordinances, that the lay-out meets traffic engineering standerds and that the proposed development is in harmony with and not detrimental or injurious to the character of the development of the immediate neigh- borhood and ad jacon.t land use. (d) The Traffic B Mineer , and Planning; Lireetor ire grantin any permit may attach reasonable conditions thereto with reference to requiring walls, fences, hedges, or other features to facilitate traffic safety and to protect adjacent property and may limit the operation and use of said parking lot to the end that the development will comport with the character of the district in which it is located and that nuisances are prevented. (e) upon approval of the preliminary plans by said administrative officials, the applicant shall submit four (4) copies of final plans which shall include revisions and recommendations made by the administra- tive officials. These copies shall be filed in the office of the Board of :coning. (f) Favorable action by said administrative officials shall be recorded in writiro nod filed in the office of tho Board of ZoninC, which shall set forth any special llmitabions or conditions attached to the grantinS of the Administrativo Use Permit cnd which shall record the administrative officials favorable action to be pursuant to and contingent upon the faithful execution and compliance with all of the requirements and provisions set forth in the plans Submitted with the application and in accordance with the provisions-of all applicable ordinances. The permit may be revoked by the City Council at any time that the aforementioned requirements are not complied with, _gv (;) Upon favorable action by said administrative officials authorizing the establishment of the off - street parking lot, appropriate officials in the Building Department and the Department of Public ldorks are thereupon authorized to issue the necessary building permits for work on private land and construction permits for work in the public street. (h) If, after review of the application and plans by the Traffic Engineer and Planning Director, it is the opinion of either of said officials that the off - street parkin; lot because of its nature or unusual circumstances involves policy determinations, said application and plans shall be returned to the office of the City Clerk and shall be processed in accord- ante with Section 65.05 (2) as an application for a Council Use Permit. (2) Processing of Council Use Permits (a) Council Use Permits shall be obtained for: (i) Customer, employee, or visitor'off- street parking lot of less than thirty (30) parking spaces which, after review by the Traffic Engineer and Planning Director have been referred to the City Council by the Traffic Engineer or Planning Director. (ii) Customer, employee, or visitor off-street parking lot of thirty (30) or more parking spaces. (iii) Fee off - street parking facilities (iv) Employee or tenant off - street parking garages (b) The application for a Council Use.Permi.t shall be filed in the office of the City Clerk together with a deposit of the amount of the permit fee as set forth in the Schedule of Permit Fees,, Section 65-,,.,05 (3)-' The City Clerk. shall deliver to the applicant a receipt therefor,'in duplicate, which receipt shall contain a statement of the purpose for which the deposit was made. The application for said permit shall contain a des- cription and lay -out of the use to which the off - street parl,irng facility is accessory and shall set forth the name of the applicant; the location of the premises to be used; the type of facility; and the name, nature, and location of the use, if any, to which the off - street parking facility shall be accessory. The applicant shall submit three (3) copies of a plan drawn -�o scale showing the arrangement and desirm, of the proposed off - street parking facility; the - location and number of vehicles to be parked; the location of the proposed driveways,. walls, curbs, lighting, fences,•plantinGs, and other landscape features; asd notations and explan- ations as to the proposed surfacing and provisions for drainage. -3n- (c) Upon receipt of the application, plans, and fee for a Council Use Permit by the office of the City Clergy:, the matter shall be referred to the Board of Zoning for investigation, study, and report to the City Council concerning the advisability of the proposalb (d) Before the Board of Zoning submits its report and recommendation to the City Council, said Board shall hear the report of the Traffic Engineer and Planning Director concerning the applicant's plans. After the Board of Zoning has considered the appli- cation and plans, the applicant shall submit five (5) copies of the final plans including all revisions. These copies shall be filed in the office of the Board of Zoning. (e) Upon receipt of the report of the Board of Zoning the Council shall conduct a public hearing at least ten (10) days after the written notice to the owners of the several descriptions of all property within two hundred (200) feet of the borders of the site proposed to be used for an off - street parking facility. The council in granting any permit may attach reason- able conditions thereto with reference to requiring; walls, fences, hedges, or other features to facilitate traffic safety and to protect adjacent property and may limit the operation aaid use of said facilities to the end that the development will comfort with the character of the district in which it is located and that nuisances are prevented. (f) Favorable action of the Council on the application shall be recorded by the passage of a resolution which shall set forth any special limitations or conditions attached to the granting of said permit and which shall record the Council's favorable action to be pursuant to and contingent upon the faithful execution and compliance with all of the requirements and provisions set forth in the plans submitted with the application and in accordance with the provisions of all applicable ordinances. This permit may be revoked by the Council at any time that the afore- mentioned requirements are not complied with. (g) Upon receipt of a copy of the above - mentioned resolution authorizing the establishment of the off - street park.ing facility which is issued by the Council, appropriate officials in the Building Department end the Department of Public Works are thereupon authorized to issue the necessary building; permits for wor'_t on private land and construction permits for work in the public street. -11- (3) Schedule of Fees,for Administrative Use Permits and Council Use Permits. The permit fees shall be as follows: (a) For all off - street parking facilities with a capacity of less than thirty (30) parking spaces - One dollar (61.00) for each off - street parking space. (b) For all off - street parking facilities with a capacity of thirty (30) or more parking spaces - Thirty dollars (930.00). 65.06 DESIGN STANDARDS FOR OFF - STREET PARKING FACILITIES (1) All off - street parking facilities shall be provided with appropriate means of vehicular access to a public street or alley as well as maneuvering area as determined by the Traffic Engineer and Planning Director. (2) ,W off- street parking facility located on an open lot shall be graded and drained to dispose of all water in a manner approved by the City Architect and Department of Public Works. In addition it shall be surfaced in such a manner as to provide a durable all- weather, dust- less surface and shall be constructed and maintained in a manner approved by the City Architect and the Department of Public Works. (3) Except as provided in Section 65.06 (4) and (5), all off - street parkin; spaces and off- street parkin; facilities established pursuant to the requirements of Chapter 65 shall be situated on the site so as not to encroach on the minimum front and side yard areas established under the Zoning Code and the Building Code. (4) No part of an off - street parkin; facility located on an oven lot shall extend closer to a street than one-half of the set -baek which would be required for a building on the premises on which the facility is located. However, buildings accessory to the off - street parkin; facility such as an attendant's shelter shall be set back the full required set -back distance. (5) Off-street parking facilities which are open lots having a capacity of ten (10) or more vehicles shall not be located nearer than eight (8) feet to the side yard or nearer than eight (8) feet to the rear yard of any adjacent ;property which is located in a residence district or which contains a structure the ground floor of which is used for residential purposes. -12- (6) Lighting facilities provided for any off - street parl�ing facility shall be arranged so as not to reflect directly on occupied portions of adjacent residential property in such a manner as to detract from the use and enjoyment of the adjacent property. The lighting facilities shall be arranged and shielded so that the source of light is not directed or focused on a public street in such a manner which 'would interfere with traffic movement by proving hazardous to a driver of a motor vehicle. (7) All off-street parking facilities located on an open mot shall be enclosed in such a manner as to comply with the following standards: (a) Along the street sides of an off - street parking. facility where the property on the opposite side of. the street or alley is zoned or developed residen- tially and /or upon all boundaries abutting property which is zoned or developed residentially. (i) A solid wall or solid fence at least two and one -half (2') feet and not more than five (5) feet in height of sufficient strength to engage the bumper of an automobile or (ii) 'in approved wire fence at least two and-one- half (2'-) feet -.,rid not more than five (5) feet in height in conjunction with a wheel barrier and a suitable screen planting of shrubs or (iii) A bumper - height fence of sufficient height and strength to engage the bumper of an automobile and a suitable screen_ planting of shrubs or (iv) A decorative fence or wall at least two and one -half (2?;) feet and not more than five (5) feet in height in which the openings between materiels of which the fence or wall is constructed do not exceed four (4) inches and said o enings do not represent more than forty per cent Mr) of the total fence area, and a wheel barrier or (v) A decorative fence or mall at least two and one -half (2ti;) feet and not core thou five (5) feet in height in which the openings between materials of which the fen-ce or wall is constructed do exceed four (4) inches or said openings do represent more than forty per cent (40),� of the total fence area, a TYheel boxrier rued a suitable screen planting of shrubs. -13- (b) Along the street side of an off - street par' .ing facility where the property on the opposite side of the street or alley is not zoned or developed resi- dentially and /or along all boundaries abutting properties which are not zoned or developed residen- tially. (i) A fence or wall of sufficient height and strength to engage the bumper of an automobile or (ii) A wheel barrier (8) No wall, screen planting of shrubs, or fence other than a chain Ili-Lc fence-within thirty (30) feet of a point established by the intersection of two street ri ht -of -way lines shall, exceed a height of two and one -half M) feet. (9) No wall, screen planting of shrubs, or fence other than a chain link fence within twenty (20) feet of the inter- section of a street or alley right -of -way line and the edge of an off- street parking facility driveway shall exceed a height of tcro and one -half ( 2.. ) feet. 65-06A Requirements for :attendant -Type Off- street Parking Facilities. (1) Definition - An Attendant -Type Off- street Parking. Facility shall neon an Off - street ParkirZ Facility where a motorist drives an automobile within the facility and leaves the automobile to be pa,rkled and unpacked by an employee of the facility. (2) At least two entrance lanes to the facility from the street shall be provided, exclusive of exit lanes. (3) t_t least one exit lane from the facility to the street shall be provided, exclusive of entrance lanes. (4) In any attendant -type off - street parking facility con- structed after the effective date of this Chapter, the ratio of storage spaces to reservoir spaces shell be no greater than 20 to 1. Example: If a ramp is to have 200 storage spaces - at least 10 reservoir spaces shall be provided." (5) The*design of the reservoir space, maneuver area, and storage space shall be such that -all maneuvering required to transfer a vehicle from the reservoir space to the storage space or from storage space to reservoir space will be accomplished within the confines of the lot or garage. (6) Sufficient attendants shall be provided by the manage- ment of the off - street parking facility to insure that at no time will customers' vehicles be backed up onto the adjacent street (7) Reservoir space may be utilized for storage only when the rest of the ramp or lot is full. (8) When the parking facility is filled to capacity, it shall be the responsibility of the management of the facility to provide a person-or persons at the entrance or entrances to'the facility who will inform intended customers of the facility that it is filled. The person or persons will indicate this fact with a si3n stating that the facility is filled and also directing the intended customers on past the facility. 65.07 ANNUAL LICENSES (1) No person, firm, or corporation shall engage in the business of keeping, conducting, or operating any off - street parking facility in the City of Saint Paul without first obtaining a license therefor from the City Council. (2) An annual license fee for any off - street parking facility is required for the basic purpose of insuring the continued operation and maintenance of said facility in accordance with the regulations prescribed in Section 65.11 hereof. (3) Whenever any person operates more than one of the aforementioned facilities, a separate license must be obtained for each facility. No licenses issued hereunder shall be transferable from person to person or place to place. (4) Application for License - Any person desiring a license to operate an off - street parking facility shall deposit with the City Clerk the amount of the license fee as spealfied in the Schedule of Annual License Fees, Section 65.09 hereof. The City Clerk shall deliver to applicant a receipt therefor, in duplicate, which receipt shall contain a statement of the purpose for which such deposit was made. The applicant shall present the dupli- cate receipt to the City License Inspector who shall thereupon take the application upon forms provided by him. These forms shall afford information relative to the owner, address, size of facility, number of off - street parking spaces, type of surfacing for open -air facilities and such other information deemed necessary for the License Inspector. Said Inspector shell refer such application to the Chief of Police, Chief of the Fire Department, and the City Architect. It is hereby made the duty of the Chief of Police to inquire into the character of the applicant and report the results of such inquiry to the License Inspector, together with his opinion whether such applicant is a proper person to receive such a licnese. ml[- tt is hertb� made thg du y of the Chief o the Fire partmen o nspec an examine, or to nave inspected and examined, the premises described in the application, and report the result of such inspection to the License Inspector, together with his opinion whether the premises are proper for•the,eonduct of such a business. It is hereby made the duty of the'City Architect to inspect and examine, or to have inspected and examined, the premises described in the application, and report to the License Inspector whether the premises conform to the Design Standards contained in Sections 65o06.and 65.06A, and the Maintenance and Operation Regulations contained in Section 65.110 Upon the receipt of such reports, and opinions, the License Inspector shall transmit the same, together with his own opinion of the premises and applicant, to the Chairman of the License Committee of the City Council, and such Com- mittee shall consider the same and make its recommenda- tion to-the City Council whether such license should be' granted or denied, and the City Council shall then by resolution, grant or deny the application. Such license shall expire one (1) year after the date of issuance. 65.08 RENEWAL OF LICENSES (1) Licenses for all off - street parking facilities shall be obtained each year after the date of passage of this Chapter. (2) Any person desiring a license renewal shall deposit with the City Clerk the amount of the license fee as specified in the Schedule of Annual License Fees, Section 65.09 hereof. The City Clerk shall deliver to the appli- cant a receipt therefor, in duplicate, which receipt shall contain a statement of the purpose for which such deposit was made. The applicant shall present the duplicate receipt to the City License Inspector who shall thereupon take the application upon forms provided by him. These forms shall afford information relative to the owner, address, size of facility, type of surfacing for open - air facilities and such other information deemed necessary by the License Inspector. Said Inspector shall refer such application to the City Architect. It is hereby made the duty of the City Architect to inspect and examine, or to have inspected and examined, the premises described in the application, and report to the License Inspector whether the premises conform to the Maintenance and Opera- tion Regulation contained in Section 65.11 hereof. Upon receipt of such report and opinion, the License Inspector shall transmit the same together with his own opinion of the premises and applicant, to the Chairman of the License Committee of the City Council, and such Committee shall consider the same and make its recommendation to- the City Council whether such license renewal should be granted or denied, and the City Council shall then by resolution, grant or deny the application. Such license renewal shall expire one (1) year after the date of issuance. -16- 65.09 SCHEDULE OF ANNUAL LICENSE FEES - The annual license fees shall be as follows: (1) Any off - street parking facility accessory to residences (other than hotels and motels), schools, churches, community centers and other public and quasi- public institutional uses of a non - profit character - no fee. (2) Any off-street parking facility accessory to any use other than those described in aragraph (1), Section 65.09 hereof - Five Dollars 05.003. 65.10 - LICENSING AND COMPLIANCE OF EXISTING OFF - STREET PARKING FACILITIES (1) Persons operating off - street parking facilities shall obtain a license therefor in accordance with the provi- sions of Sections 65.07, and 65.09 hereof within one (1) year of the date of passage of this Chapter and shall renew said license each year thereafter in accordance with the provisions of Sections 65.08 and 65.09 hereof. (2) All existing off-street parking facilities shall be exempt from the Schedule of Off-street Parking Require- ments contained in Section 65,04. However, all existing off - street parking facilities shall comply with the applicable Design Standards contained in Sections 65.06 and 65.06A, and the Maintenance and Operation Regulations contained in Section 65.11 hereof,, At the time of the adoption of this Chapter, persons operating off - street parking facilities for which no Council Use Permit or Administrative Use Permit has been obtained, shall obtain a Council Use or Administrative Use Permit in accordance with the provision of Section 65405 within one (1) year of the date of passage of this Chapter. (3) Off- street parking effective date of this structure or use shall schedule of off - street new building or use as Section 65004 hereof. facilities in existence on the Chapter which are accessory to a not hereafter be reduced below the parking requirements for a similar set forth in the provisions of Likewise, those existing off - street parking facilities accessory to a structure or use which are less than the requirements set forth in the schedule of Section 65.04, shall -(,ot be further reduced. 65.11 MAINTENANCE AND -OPERATION REGULATIONS (1) Off - street parking facilities shall be maintained in a clean and sanitary manner and kept reasonably free from trash, rubbish and wind -blown dust or dirt. It is hereby made the duty of the licensee to keep the parking facil- ity in accordance with the design standards under which the permit was originally granted. No license shall be renewed until the off - street parking facility is brought up to standard. - �7- (2) The charge, if any is to be made for parking , motor vehicle, shall be posted at the entrances to eny such parking facility, provided, however, that weekly or monthly charges need not be posted. The price posted at the time of entry shall govern the charge for the period of parking. A violation of this or any other provision of this Chapter shall be deemed suffi- cient cause for revocation_ of any license granted here- under. (3) No operator or employee of any off - street parking facility shall operate or drive an automobile on, over or along any sidewalk other than on driveways provided therefor. (4) No licensee shall permit cars' to encroach upon any sidewalk., street or alley, nor upon the property of any other person unless permission of'such person has been given. No licensee shall permit more cars to be parked or stored in his parking facility than the number author- ized and approved by the Administrative Use Permit or the Council Use Permit. (5) No licensee or other person herein permitted to operate shall solicit business for any parking facility while or. the street or sidewalk. (6) Licensees shall at all times keep all driveways leading to their parkin; facility and sidewalks and curbs along the parking facility free and clear of all accumu- lations of snow, ice and rubbish. (7) Every licensee shall at.all times keep such parking facility thoroughly treated with oil or other substances so that dust will not be raised or blown about upon public streets and adjoining property. (a) Every licensee shall keep posted in a conspicuous place in or upon the premises, a. legibly written or printed sign bearing the following words: 'This parking space operated under City License No. .1 and shall insert therein the'number of his license. Every licensee shall keep posted in a conspicuous place in or upon the premises, a legibly written or printed sign stating the capacity (number of off - street parkin; spaces) for which the off - street parking facility has been approved. No licensee shall permit more cars. to be parked than the capacity for which the off - street parking facility has been approved. _18- (9) It is hereby made the duty of every licensee to notify the Chief of Police whenever any automobile remains in any such parking facility for a period of time exceeding forty-eight (48) continuous hours unless prior indication of intent for long duration storage is made. (10) In parking facilities which require or allow patrons to leave keys in parked cars, the attendant in charge shall, before leaving the lot at the closing hour, lock all unlocked cars remaining on the lot. This shall include the locking of all doors of cars equipped to be so locked, as well as locking the ignition or dash lock. The keys shall then promptly be delivered by said atten- dant to a responsible party within two blocks of said lot, who shall deliver the keys to the owner upon proper iden- tification and presentation of the claim check, and with- out any additional charge to the owner. (11) There shall be posted in a prominent place in each parking facility coming within the provisions of this section, a sign or signs notifying patrons of the time of closing; that the lot will be unattended after closing time; and the address where patrons may pick up the keys to their cars. (12) No person, firm or corporation operating a parking facility shwli require, as a condition for permitting any person to park a car in such a facility, any customer to purchase gasoline, oil, or any,other substance from the operator of said parking facility unless in lieu of a parking fee or reduction in fees. (13) Signs for the identification of an off - street parking facility and for the direction of traffic within said facility shall be permitted. 65.12 APPEALS - Any person dissatisfied with the decision or application of the provisions of this Chapter or with the deter- minations made by the duly authorized administrative officials may appeal to the Council pursuant to the provisions,of Section 64.03 of the Zoning Code of Saint Paul's Legislative Code. 65.13 ADMIT:ISTRATION OF THIS . CHAPTER' - This, Chapter shall be enforced by the.Commissioner of Parks, Recreation and Public Buildings. It is the intent of this provision to empower said Commissioner to administer this Chapter in conjunction with the Administration of the Building and Zoning Codes in such a manner as to facilitate, if desired, their joint administration. For the purpose of enforcing the regulations and provisions of this Chapter, the authority vested in him under the Building Code and Zoning Code is hereby declared to be vested in him under this Chanter. m19- 65.14 VIOLATIONS AND PENALTIES (1) The provisions, management, and utilization of off - street parking facilities as required in this Chapter shall be a continuous obligation of the owner or sponsor of a given use or structure as long as the use or struc- ture is in existence and so long as-off- street parking facilities are required hereunder and in connection there- with, and it shall be unlawful to discontinue or dispense with such parkin; facilities without establishing alter- nate parking facilities that meet the requirements of this Chapter. (2) For the purposes of enforcing this ordinance, failure to comply with the conditions, terms, and requirements set forth in the Administrative Use Permit or the Council Use Permit authorizing the establishment and operation of an off - street parking facility required under the provisions of Section 65.04, shall be deemed effectual to suspend the rights granted under said Administrative Use Permit or Council Use Permit until such time as the proprietors of the off - street parking facility have caused the design and use of the premises to comply in all respects to the con- ditions under which the said Administrative Use Permit or Council Use Permit was issued. (3) In addition to all other penalties provided in the Legislative Code, at any such time'as the off-street parking facility required hereunder shall fail to continue to be available for the purposes, the Building Permit for the Structure to which the parking facility is adjunct, and the Administrative Use Permit or Council Use Permit required under Section 65.05 shall be suspended until such time as the premises are placed in conformance with this Chapter. 65.15 RE -PEAL OF CONFLICTING �OBDILANCES - The provisions of all City Ordinances and all Chapters. of Saint Paul's Legislative Code which are in conflict with the provisions of this Chapter are hereby repealed. 65.16 SEVERABILITY - The various provisions of this Chapter shall be severable, and if any part or provision shall be held to be invalid, it shall not be held to invalidate any other part or provision thereof. 65.17 DATE OF EFFECT - This Chapter shall be in full force and effect from and after its passage, approval, and publication as provided by law.", m20- Proposed PLAN FOR THOROFARES O�SGJ� .a�.�G .off O Q` FOB Np'C Ex ' ' I rgi ,l i community plan report city planning board of st. paul PROPOSED PLAN FOR THOROUGHFARES FOR SAINT PAULO MINNESOTA Community Plan Report Number 11 DRAFT COPY Not to be Re leaoad) The City Planning Board of Saint Paul Saint Paul, Minnesota December, 1960 0 CITY PLANNING BOARD OF SAINT PAUL9 MINN. 1315 Courthouse December 30, 1960 Gentlemen: Forwarded herewith in a draft of tho Report and Propoeed Plan for Thoroughfares for the City of Saint Paula The final report and Plan will be one of the elemento of the Comprohenaive flan for the City of Saint Paul. The staff prepared this report and Plan and this material was studied carefully and reviewed by the Planning Board over a period of several months. This review resulted in a number of changes and additions which have been in- corporated in this draft. The PlauWng Board,, by resolution. approved this draft with the recommendation that copies be made available to City,, County,, and State officials and departments whose operations are directly concerned with tb* provision,, operation,, and maintenance of the area's thoroughfare net- work. We respectfully request that your forward any comments . corrections,, and suggestion@ for improving this report to the Planning Board by February 1. 1961. Any neceaeary revisions or additions@ will then b0 made prior to publication of the final report. We appreciate your co- operation and interest in making this review. Sincerely your@,, Judson Do Hilton JDH :FS Chairman -i- ABOUT THIS REPORT • ' The Preliminary Thoroughfare Rem whhj prep,%red for tho purpose of locating the future ra,jor traffic-ways which are needed to handle j the Steadily growing traffic in the City. t hz a zUbHohment of a i .i;ystern edcqu.%te for tomorrow's need° in importaut for two major roazonw. it provides the necessary framework into which the high - way end 3trcot projects mc� %t be fitted; p:abltcation of the Thorough- fare Plan will provide a raaconable guide for the future for those indivfdeAs and firms planning new coustwvxtion or improvements to existing atructurea. The report contalas informikOon on such vital j conf4ideratcion-i as access to thoroughfares. anticipatad traffic volumes,, t and locations of right -of -.gay needs for future thoroughfare facilities. Although this to a proliminary draft,, the policies and ®ftndarda sections of this report reflect the boot currew thinking of the Planning Board and ettff and only Minor changa s are anticip ,4teda Tho major portion of this Prehintuary Report which will be refined and amendod is the Plan itself The Plan will ba Paused aftor the Twin Citlea Area Transportation St °.ady traffic floc, projection!® become available. These electronically computed traffic volume forecasts for 1"0. should b: available from the Twin City Aron Transportation Study coon. Those foracafsO� baud on tho most recently devoioped tech- nique© will bo by far tho bast and moo2 reliable traffic forocacts ever devrelopod for the Twln Cities, and will bo invaluable in ±she do— volop- Mont of the fin+.l Thoroughfa.xre Plan for Saint Paul. No special effort was made _�n the Pvclianinary Plan to develop refined traffic estimates becaaae thscac new data vial soon be availabta, Con - saquentlyQ the Plou at this atagea ie baeod more upon the other city planning objectivoc mach as tbz existing and future land -aces require - ment!),, public factli,tien and eervicos,, and the neighborhood and com- munity "Idtaa This rapport is a part of the Comprchanoivo CommuWty Plan for Saint Paul. Preparation of tlds report,, as well as all othere in thin series,, was made possible through the regular City Covmcil appropriation for th$ City Planning Board,, supplemented by v.;m-levy fuude made avail- able by the Saint Pail HouMug and Redevolopment Authority. The Planning Board wichos to oxprosa its appreciction and thanks to the following agencies for tho tzoistauca they gave in the preparation of than report. The Saint Paul Housing Yaad Redevelopment Authority,, a the City Pablic Worhs Department,, the City TrAffic Enginoering • Burenuo the County Ezgincers° office, the Minuesota Htghway Depart - ment, tho Twin City A ree, Tt ana^ortot,ion Study,, tho Twin City Metro- - ft, - �liEsarn Plate ni S Commission, the Twin City Rapid Traanait • Company, and agenciee of saarrounding mmicipalities. 1 W e the entire off of the Flanni ng Daaral cautribaated to the preparation of eWs repack. ®pecial menUon should be given to the fbUovd ag. The study was prep€amd tmdeo the general direction of Herbawt C. Wield, Pia>alug Director and Baardefte R. Teig, Assicatan.0 Dir®ct ®r. In charge of the preparation of the report wa® William R. Butz, Senior City Pier, Mop staff rnembars pa rticipraUng in rho preparation wave: Kenneth E. Betz, JaanioP City Pleamr; Advian T. Brown, Ergene F. Barlow, and Fran; J. Hogrefe, Sai ®r Flaming Technicians; Philip B. Ana and John W. Cminghaw, Tracers; Frances D. Schirmer, Senior Clerk- Stenographer; and Mary F. MacDonald, Clerk- Typlat. ' Ha uk H. T arhan, Senior City PIlannar and gormarly of Oho staff pavticlpated in the early stagee of tho Steady. HCWsFS -iii- He rbe rst C. Wieland Director of Cfty Plawling i . 1 TABLE OF CONTENTS E ' Letter of Transmittal . . . . . . . . 0 • • ; E About Thi(i` report . . • • • i i Table of Conteiafs . . . . . ... . . . . . . . . . . . . • i v Liipt of Charts • . . . o ' . . . . 0 • • • Appendices . `. ` . o ` o 0 o • • ... . . . . . • . . . . o . . 8 122 1. INTRODUCTION AND SUMMARY`—. o 0 o 0 0 1: A. History of;�Stli cet Develojs,&� ent . . .•.. . . . . o . .. 1 Bo C�rreaat'PPO`bleaa3 o a • •.�' s' • • •' • '`o o • • o 0 0 „o /.., � 3 C. Pwir', of s Thoroughfa. Plan . .. • . • . . o 2 ' .... I D. Methbddl®g r. . • . . . ' t; °;" : . . . • . . o . . �:: E. SC ®gas . ` ;:i:` ,• . . . . • .`:� ,:, . . . . . . . . •. pug' ••`• ^Q' 5)�t yuj ,.,v �.•�� -: F. Glossa yf ••O i e,.c`hn cal T0" 5 b ®. o o 04,6 o a 0 0 0 c• 7 h IIo THOROUGHFARE POLICY • o ' . . . . . . • $ E f A. Miy Pla"I'.1g Hoardle R61a' in Developing the `Y'hor6ug i& Plan • . . '. . 0 . • . •r 9 I o Minn '®dta Highway D:e Ttmcnt ` . . . . • .: 9 2.' City Aakic Works Da "'Ou- zmet38 . 9. 3o City �'r ffic E s gia ee s g Bu. reaa . Q 4 , 4e• Saint Street as4 Highway Engineering iaato ;: Cr rPa g - 6 • . . . . . o . . • . 9 S." City Planning Board . . . . . . . . 0 . 9 6o City Council • . . • . . . • 0 0 • o o . 0 10 f B. Foct9ra to be Weighed in Planning tl4e Thorough far System e o o 10 o o• o o e o 0 0• o• 0 1. Traffic Service • o : o . • • • o • o o • • 10 i a. �',�affic Capacity . . . • . . • . • • o . • 10 bo Debign Speed . . . . . . . • . . . o o • . 10 r 1 C • sa ety o 0 o . • o 'e e • • • o • • • • o o • 11 d. As'eignment of Functioias by Thoroughfare Classification o e • • • • 0 • . •' . 11 eo 13Y'iver Nerve Sprain • . . . 12 Z. Driver Compreheiaeion of System. o • 12 S. Effect of Design ®in Driving Habits . o • 13 20 Effect of Thoroughfare® on Other Element© of the City Plan • . . • o . . . . o . . . . . . 0 14 Co Location of ArteiW Routes in Relation tb Land -Use 13oukdaries . o o . . o • . . 14 b• hand -Use Integrity . . . . . . o o • • . 14 c. Reciprocal Adjustments in Planning •t 'Thoroughfares and Other Elements . 14 d. E06ct of Land Use on Traffic Volume . 0 13 -iv- 0 tI �1 "IV - �a 2 ect$ of Acces8ibmty on a R6 ga ZzteS 0 &DS PAk.,naAmS %2 Thov�oghfaves MdUg%ff-VAR@ wal000aoaa0ao0o 30 EOholbgv 0 0 O O O o o o O O O 0 o o 0 0 0 O O tab A9 ao Waftoo AUv &cdou o a 0 o a a a a a a 0 0 20 Offec8 OVA PmDpa g y .�gaq/po a o a o2® 9�,b(�j �f}i€ �i C. for `{'a�Fpp����ih3��pptugvv���{✓Q�,SC��4�,eQ Bmsi6'diisoea O o O O b0 Ajj W® ��d EstiMOel:LSgs 64G�u r.SfgacQ Sagdtya O OO O O O O 2 AAdo :70 5 5®d1�MV $OR d�g -mgge FLI- mra cm,"mace O an ao AVOWMge W Changas �m I t bak Toner° ma��p@a &ad A�{��a o o o o o o. o o o o 29 Coo bo d'1.8lowamc fpoL- Changes � ri'eS1c�.��aLomy a o b L.?. hyc6Eap,�ges �Yt�18o� mee gor b'cQmt © ChM-30 op o ^tl�.L�i+S @��'���+Q�'S C. ,,/�aa����....,,��c }}�o Aso �:dWdl�A��.Q Q� o '1.91iE' ®�3 i6 °ba�i�hc&S�a WY mafic? 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Stand}a��rdb Crr m-soction C ®mpmonuo a 43 o�ffor QU O �./ dada Rk O n o O o O Op��o o� O O a O o o o 43 po bo B®C114iVmev=4 or ®ateOyr S�V�.i�Qp�pi @Wr O o O O O O 43 i o b0 So�%RJ@@ l`1L3'p Right of B C affi i LKV e@ o O O o O 44 do i wgWc L@zes o o o o o o o o o o o o o o 49 on meam Strip 0 0 0 0 0 0 a 0 0 0 0 0 0 0 0 s0 2. AAppUc@aat��,�poff Cry+ @e °ScscAdau Campam ®xQe a a 53 Stree7,��pStHudard® \s ®rt�wMaia o o 0 o o o o o o Sg3 { Co C ��d000 Cora@ °Secigam DABgram ` mp2m vim o o o o o o o 54 E 10 r ireeway 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 o 54 E to ireimogyo o o o o 0 a o o o o o o 0 o o a o 54 So Augerpi�ll Sh-ast a a a a a 0 0 a a a a a a a a 59 40 q Canece ®�rpS a a,7y o 0 o O 0 a o o U o o o 9Q6� . i SO c'ft$���et (�o ResAdent6Cgan r @adov S reafib a a a a a d o a o a 37 acd Stiraet, a a a o o o a o o a a 57 E� o6�a �gReMden�,Sa�A 1mdustrW Mlaor Street. o o o o o o a o o 0 0 s®® So so �� ' a� . o 0 o 0 0 o 0 0 0 0 0 0 0 0 0 0 0 0 o 7 90 Away o o o v e o D o o o o 0 o o o D o o o o o o 39 Do Sp®cial SUndard@ for CommereW S4r ®e4 a 0 O o O 60 to Cantr 1 Bm@ino @@ Dietrict o 0 o o 0 o o o o o 60 a0 Sidsw@lk Space o 0 o 0 o o 0 0 0 o o o o o 60 • ba a� Law® a a a a o o a 61 F •A�ag�(�flUgpx�p�Veeblea co + tlN�ijbY @ LL!•�1V5 @ o ono O O o O O o O o O O O 62 2. ®unyimmg �° ®fR��Sfarc Aram • • • C O • o 62 E 1S3o at �'hamaghfare f pia bZ0®ei®g6 o o o o o o o 0 o o o o o o u o o 63 ba Mriip Dowenaped CommmmercM StgeeU o O 64 t i ' EO bzWre ctlou S2=darela O O O O O O O 0 O o 0 0 O O R to freeways ammd Expressway® 0 0 0 0 0 0 0 0 0 0 20 ArteAca soreeU 0 0 0 0 0 0 0 '0 0 0 0 0 0 0 0 0 RA g8 e- @f- Way. 00 00 0000000000 3. Resflezdfla51 &scan 69A Fender atrai 0s0 • o 0 0 0 • 40 W'8-,rA@l Minor ruses. 0 0 0 0 0 0 0 0 0 0 0 FO +`+ OAUE 6iIB afft O O o 0 b O O 0 0 0 O O + aGCOM021AC + o o 0 0 0 0 0 0 0 0 0 0 a o 0 o 0 So gbvpagaajo�P�straeta 20 Misr S�re ®�s 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 o 30 0 0 0 0 0 0 0 0 0 0 0 0 0 ! go an Doan Ragdvays 0 So OW@Aan D@ ®flgnafl ®mms 0 0 0 0 0 0 0 0 0 0 0 0 0 0 bo D681gn G @Ueda" 0 0 0 0 0 0 0 0 0 0 0 0 Go Tvmo t SM&dardo a 0 0• u 0 0 0 0 0 0 0 0 0 0 0 0 0 t fl o Bas S%oP .arda o' • 0 0 0 0 0 o a o 0 0 0 0 antez?@apatt Highway 57s�®- .. 0 0 0 0 0 0 &. sj�aOlag of Bas', � 5 0 0 0 0 0 0 0 0 0 0, o bo '.L 3c@ Sup Lawi o 0 0 0 o a o 0 0 0 0 0 0 0 0 r @ima�v&per,B s R @QAe�(Lq@ Jas 0 0 0 0 0 0 0 0 0 �f YSp sZo %$� fl; R® Stmdardia 0 0 0 0 0 0 0 0 0 0 0 0 0 0 L Emerge' S@amdarde o a o_ 0 0 0 0 0 0 0 0 0 0 0 0 0 R O Emavga ucy VeW@fly , sq 0 0 0' 0 0 0 0 0 0 0 0 C@)unV Road® 0 0 0 0 0 0 0 0 0 0 0 0 0 and O o O O 0 0 0 Fw(Raw,4 6EnpregawAye pa• �yoQ O O O O O o O O O o . A"(Sg���k(s�M2?@tI6p @�{�, OQ o { p,O b0 ���,dAiS�6i� ®p�id��FS� �VFZ+�S 4StiVos 0 O O O O O O O O Trnck R ®mMs @md Fark ays 0 0 0 0 0 0 0 0 9 4. a riE @ Rlp e 0 0 0 0 0 0 0 0 0 30 �Mteen7t'SIiilOa ".0A,�0 A. ViWLiLSp�Dafen@e 6' ®a@ n Routs 0 0 0 0 0 0 0 0 ' .. fto N ®secglveo 0 0 0 0 0 0 0 0 0 0 0 0 0 IV. El+CibSTBNC STREETS AND COMMONS 0 0 0 0 0 0 0 0 A. Fbv@leall Condflioag . .. 0 O O 0 0 O O 0 O 0 O O 0 to Topography.. 00000O000000O0O 0 2. RA g8 e- @f- Way. 00 00 0000000000 3. ead ConeM ®o o O o O 40 P3ppp®A MOW) O -0 O O 0 0 o o O o O O o So Bridge @nd R na-@&d GQ€de- Cvo paflmmgs O O O o [[[[ 60 FAI?e ROOD 5@1-wk0 &MOD 0 0 0 0 0 0 0 0 0 0 So OW@Aan D@ ®flgnafl ®mms 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 R. RanU Do@A"iono by Swrl@ffice®mms 0 0 0 0 0 antez?@apatt Highway 57s�®- .. 0 0 0 0 0 0 0 ygo X10 tS Sr�f�1 Jlk�+ Highway ►��7Oem 0 c o 0 0 0 0 LStg",a Po LY�lYSR1+ CAPWS °A®lSSoal�eR�BLLS'@1,..System 0 0 0 0 0 0 0 k do COMT 7 -eSlOs �YS�fd eSV OUM. 0 0 0 0 0 0 0 0 ieo C@)unV Road® 0 0 0 0 0 0 0 0 0 0 0 0 0 0 g0 SMMa MY S4s66t8 0 0 0 0 0 0 0 0 0 0 0 0 20 Trnck R ®mMs @md Fark ays 0 0 0 0 0 0 0 0 0 30 Oze- W&V S%rea4s o 0 0 0 0 0 0 0 0 0 0 0 0 0 0 • 80 M7 PrgQ@98 0 0 0 0 0 0 0 0 0 0 0 0 0 0 bo COMtV P",, &WOCU 0 0 0 0 0 0 0 0 0 0 0 0 0 @0 r +� SiZ3tk H ghway Proje 0 0 0 o, 0 if ( (c® A0 gS���y�®.,!T� ao Mag@bata leghwage fn saw p6Q6 0 0 0 00 -vil- 64 64 64 65 66 ,66 66 66 67 67 6� 60 66 60 69 69 69 69® 67 69 80 7 fi. 71 73 73 73 73 76 77 To 79 so 00 so so 01 0l 82 ®2 33 04 06 ®6 87 87 so V1. BACKGROUND ANALYSES ARID PROPOSED PLAN FOR 8 K34✓ 6/0�3i�S J''Dd'l�^ S o 0 0 0 0 0 . 0 0 0 0 0 0 0 0 • e e e S. Metropolitan Area Interstate System . . . . . 90 *. e 1. Accident Locations e' o o • o 0 0 o o o 0 o o 0 6. Ud $. Interstate Highway System . . . . . . . 91 • V. CIRCULATION NEEDS . . . . . . . . . . . . . . . . . 91 4. Neigisbas&"1s and Comammdties . . . . . . . t A. Factors luftencing Gewration of Traffic . . . . .. 92 C. Details of PrelimEnarey Proposals . . . . . . . . . 1. Generalised I nd Use - 1960 . 0 . 0 . . 0 0 0 02 a. RaW ratate Highways . . . . . . . . . . .. 2. Employment Distribu llon . . . . . . . . . . . .94 co Trunk Highway 010 and 961 South of 3. Truck Tar&anal Tommge -1958 . . . . o . . . 95 2. Expreeaways . . . . o . . . . o . . 0 0 0 0 M B. Traffic Can&tionw . . . . . . . . . . V . . . . . . 96 b. Snelling Avenue -Short -Paine Expressway 1. Regioml Traffic Volume - 1958 . . . . . . . 96 d. Trunk Highway 0212 Expressway . o . .. 2. Tripe to SahA Paul from Region . . . . . . o 97 ao Iarpenteurr Avenu® . . . . . . . . . . 0 I 3. Saimt Paul Traffic fic Voles . . . . . . . . . . 108 c. University Avenue . . . . . . o o o . . 4. Trip Origins by District - 1958 . . . . . . o . 99 e. Summit - Oakland Avenue o . . . . . . S. Wovk Trips to Employment Centere . . . . . 100 g. Randolph Avenue . . . o . . o . . . . . 0 6. briving Time Zones . . . . . 0 . . . 0 0 0 0 101 V1. BACKGROUND ANALYSES ARID PROPOSED PLAN FOR 8 K34✓ 6/0�3i�S J''Dd'l�^ S o 0 0 0 0 0 . 0 0 0 0 0 0 0 0 • e e e 102 A. Andysee o . . . . . ... . . . . . 0 0 0 0 0 0 0 102 *. e 1. Accident Locations e' o o • o 0 0 o o o 0 o o 0 102 2. Accident Rate Comparison an Selected Street Sections . . . 0 . 0 0 . 0 . . . . . 0 0 . 0 . 103 3o Accident Ratee at Major Intersecti®nso o 0 0. 104 4. Neigisbas&"1s and Comammdties . . . . . . . los B. Propoead 1990 Plan for Thoroughfares �,PreiiminaryD 106 C. Details of PrelimEnarey Proposals . . . . . . . . . 106 10 + Freeways o. o e o o o. o o u o o o o o o o. 106- a. RaW ratate Highways . . . . . . . . . . .. 106 b. tafuyette Street Bridge & Highway . . . 107 co Trunk Highway 010 and 961 South of Madison Road . . . . . . . . . o . . . . . 107 2. Expreeaways . . . . o . . . . o . . 0 0 0 0 107 a. IEastis Street Highway �T. H. 02808 . o . 107 b. Snelling Avenue -Short -Paine Expressway 107 c. West Seventh Street 1Exprecaway . . o . 108 d. Trunk Highway 0212 Expressway . o . .. 108 3. Arterial Streets o . . . . . . . . . o . . . . o 108 ao Iarpenteurr Avenu® . . . . . . . . . . 0 108 bo Cgmo- Maryland Avrenuo . . . . . . . . . 108 c. University Avenue . . . . . . o o o . . 108 d. Mar eh&H Avenue . . . . . . o . . . . . 109 e. Summit - Oakland Avenue o . . . . . . 109 f. Summit Avenue - Mississippi River bridge 109 g. Randolph Avenue . . . o . . o . . . . . 0 109 h. West Savonth Street . . . . 0 0 0 . 0 0 0 . 110 i. Eighth and Ninth Streets u Downtown . .. 110 J. Shepard Road o . . 0 0 0 . . . • . . o o . 110 'V -viii- 0 k. Tidnk Highvaay • #•1.3 . . . a . . . o . o o . 110 I., 1 •wer Afton Road o o a. o 0 0 o. o . 0 111 tn. North Clevrelaad' Pwlor Ave. Route ire i.�sciagton Avenue . . . . . . . . . . . . 11'1 ©. Dale Street . a, o . . o . . 0 0 0 0 . a . 0 111 P. 1,46is- masion Street a u o . a 0 .. 0 0 0 112 qo Street liou�''e a a. a a a a a o a o 112 gJa,�,,.ckson J1 ro &YettO StTO t o 0 0 0 0' o 0 o d o 0 0 0 112 eo Mound@ Boulevard-Payno Ave. Casmection 112 to Aircade Street u 0 . . 0 . . a 0 a . . a .. 113 no English -Etna Street Route . a . a . a . . 113 ir. McKnight Road a .• : o . .• . . . . . a a . 113 40 C01104c2 ? Streets o 0 0 0 0 0 0 0 0 0 0 o 0 o d 11.3 a. Nd,w Street, Paralleling Great Northern 1• Chic/�ago(,o�p& Atorth Western Trucks . a 113 • ba SeIby Avenue a o . . . . a . . o . o . O 114 co GPiaid Avenue : a o 0 o a: o o 0 0 o a . 114 do St. Clair Avem4d e . d 'o o a o 0 o a o : 114 a. karzond AvPenOte- Pellxam Boulevard a . a 114 f. Prsoeparity Aveiaae' a d . a o a . a o . a 115 So Paikwave a a. a u o: 0 o a o o. a o a. 115 a. St. Anthony -Como Route . . . . . . . . 115 b. EAgcn%abe -JobA Ireland Route . o o . . . 118 co unde- Battle Creo' k Route . . . . . . . i1S do Cherokee Parkway a . . . . . 0 . . a . 0 116 @. O rent luver PAikway : . . o . . . o o . 116 VHS. EtaFECTU TEXwoo...o....o.00aaaoo -. 117 A. Coate ®1e Enable Effectuation . . . a 0 . . . . a 1a Re®ik�vation Lammd for Future Might lli 117 of ® -of -Way a. Mappod Street 1,OiP�nce a . a . . . . .. 117 ba *R'pilding Permit WlQholding . . . . . . . 117 c. S,Obdivivion Oi&uaAce . . . . . o . o . . 118 do T "- fforffeited Pkopertr . . . . . . . . . 11S 6'. • 3Exchange of Pion n tips s. o a o. a o a a 11$ f. • l ,6d Racnamadi6 . •. . o a a . o o . o a 118 go _ 6ordzation ofliajwovemeats on Pro- posed %tight- of -Wey Lsad . . . . . . . . 118 2. Right +of -Jay AcquiBition . . . a a . . a . a 118 3. Coni I of Acceas -•. -. ;. . . . . o . . 0 0 0 0 119 4o Coiatr®la Affecting'Future Traffic Generation 119 So Finanang and Co -®rd nation . '•. . a a . . . 1. 119 B. Staging of PPOjectw 0 0 . - 0 ' a o . a a a . . o 120 C. Detailed C66mmmity Plate® . o o . . . . . . . .. 120 -1c- LIST OF CHARTS E Chart Following Number Page 1 Suggestion for Re- orientation of Residences which Front on a. Major Street . . o o . o . . . o o . o o . 18 2 Two Superimposed Street Grids with Comparative Number of Intersections . o 0 o 0 0 0. o.. o. 24 3 Land -Use Density Pattern Enabling Efficient Trau- sit Opo rotiou . o . . . . . . . . . . .. . . . . o . 31 i 4 Functional Types of Thoroughfares Applied to a Neighborhood . . . o . . . . . . . . . . . . . . . . 41 S Treatments for Local Streets . . . . . . . . . . . . 41 f 6 Freeway Cross - Section .. . . . . . . . .. . . .. 54 7 Expressway Cross - Section. . . . . . 0 . . . 0 0 . . 54 [ 8 Arterial Street Cross - Section . . . . . . . . . . SS € 9 Collector Street Cross- Section . 0 0 0 0 0 0 0 0 0. S6 10 Residential Feeder Street Cross - Section . . . . .. Si 11 Residential Local Street Croce- Section . . . . . . . B7. 12 Industrial Minor Street Cross - Section . . . . . .. S8 ' 13 Parkway Cross - Section . . . . . . . 0 . . 0 . . . . 59 14 Alley Cross- Section . . . . . . . . . . . . . 0 0 0 59 is Possible Development Design for Shopping District at Major Intersection . . . . . . . . . o . . . . . . 63 16 Intersection of Arterial and Feeder Streets without Siignalisatiou, with Direct Crossing Shelter Space in Median o 0 0 0 0 0 0 0 0 . o . o . 0 0 0 0 o e o 0 65 17 Utilisation of Vehicle Platoon Spacing to Provide Direct Crossing of Feeder Street . . . . . . . . . 65 18 Intersection of Two Arterial Streets with Optimum Right -of -way. . . . ... . . . . . . . . . . . o e o . 65 19 Intersection of Two Arterial Streets with Limited Right -of -Tray o . . . . . . . . . . . . . . . . .. . 0 65 20 Intersection of Arterial Street with Collector Street MgnaliaedD . . . . . . . . . . . . . . . . . .. .0 6S 21 Treatments to Avoid Wrong Turns into Dead -end Local Streets and Courts o . . o . . . . . . . . . . 66 22 "Three Radius" Curve for Curb at Intersection of Two Industrial Streets Where Traffic Lanes are Adjacent to Curb . . . . . . . . . . . . o . . . . . 66 23 Due Stop Spacing. . . . . . . . . . . . 0 . . . . . . 68 24 Grid System for Convenient Detours. o . . . . . . 70 25 Topography, Saint Paul, 1960. . 0 0 . . . . . 0 . 0 73 26 Street Right -of -way Widths, Saint Paul, 1960. o . 0 74 27 Streets Graded, Paved, and Condition, Saint Paul, 19590 . . . . . . . c . . 0 . . . . . . . 0 . 0 . . . 76 Chart Number Following Page -xi- 28 Street Pavement Widths, Saint Paul, 1960. 0 0 . 77 29 Bridges, Saint Paulo 1960 .. 0 0 0 0 0 0 0 0 0. 78 30 Fire Station Service Zones, Saint Paulo 1960 . .. 79 31 Official Route Designations, Saint Paul, 1960 . .. 80 • 32 Truck Routes and Parkwaye, Saint Paul, 1960... 83 33 One -Way Streets o Saint Paul, 1960. . . . . . . 0 84 34 Planned Street and Highway Constructiono Saint Paul, aul, 1960 0 ♦ . o 0 0 0 • o . • . . . . . 0 0 0 0 0 89 35 Metropolitan Interstate System, Saint Paul, 1960 90 36 U. So Interstate System, 1960 . . 0 . 0 . . 0 0 0 0 90 f 37 Generalized Land Use, Swint Paul and Adjacent 6 Area, 1959 . 0 . . . 0 0 0 . . . . . . 0 . . . . 0 . 92 38 Employment Distribution, Saint Paul, 1960 0 0 0 0 94 39 • ` Truck Terminal Tonnage o Saint Paul and Vicinity,, 1958.........00..00.000.... . 95� 40 Trips to Saint Paul from Region, Saint Paulo 1960 97 41 Regional Traffic Volumeo Minnevota and Western Wisconsino 1958 0 0 0 0 0 0. o 0 0 0 0 0.. o 0 0 96 42 Traffic Volume o Saint Paulo 1960 . o . 0 0 0 0 43 Trip Origins by Districts, Saint Paul, 1960. . 0 99 F 44 Work Trips to Employment Centerso TCATS r Cordon Area, 1958 0 0 0. 0 .. .. 0 0 0. c. 0 100 45 Driving Time Zones, Saint Paul Ares,, 1959. . . 101 46 Accident Locations, Saint Paul, 19'34 -1958 . . . 102 47 Accident Rate Comparisons - Selected Street f Sectiona o Saint Paul, 1960 . . . . . . 0 0 . 0 . 0 0 103 48 Accident Rates at Major Intersections o Solut EPaul o 196 0 0 0 0 . o 0 0 0 0 . . 0 0 0 0 0 0 0 . 0 104 49 Proposed Neighborhoods and Communities, Saint ' Paulo 1960 0 . 0 cc o c 0 0 0 . o . 0 0 0 0 *a 0 . 105 50 Proposed Plan for Thoroughfares QPreliminary) Saint Paul, 1980 . o . . . . . . . . . . 0 . . 0 .. 106 51 Proposed Plan for Central Area Thoroughfares BPreliminary)o Saint Paul, 1980 . . . . . . o . 0 106 { 52 Pre }iaminary jT ruck Route Plan, Saint Paulo 1980. 106 53 Suggested Street Improvements, Dale Street - Summit Avenue Area . . . . 0 0 0 0 . 0 0 a . 0 .. 116 54 Suggested Pleasant Avenue - Snort -Line Freeway Connection. . o . . 0 . a . . . 0 . . . . . . 116 55 Suggested Street Arrangement, Highland Shopping tCenter .. o 0 0 0 0 0 0 0 0 0 0... 0 o c n o 0 0 116 r 56 Suggested Snelling- Short -Line Expressway Con- section and Snelling Avenue Improvements . . o . 116 57 Arcade Street Widening - Wheelock Parkway to Sims . . . . . . . c . . o . o . . . . 0 0 e . 0 . . 116 • 58 Maryland Ave. Extension - Ruth Street to City Limits . . . . . . 0 . . 0 . . . 0 . 0 0 0 0 0 0 0 0 116 59 Proposed Plan of Right -of -Way Acquisition r i (Preliminary) . o . c . . . . . . . . 0 0 . . . .. 118 -xi- li", APPENDICES A. Expia=tion of 'twin Cities Area Transportation Study . . . . . . . . . . . . . . . . . . . . . . . . . 121 S. Accident Rates at Igor Entersectionso Saint Papal 1934 -195° Q . 0 0 0 0 0 0 0 0.. o. .. 0 0 0 0 0 0 0 . .p 123 C. Malenge of "Sei®cted Streete" by Pavemaang Width SMM Paul, 19+9 0 . . . . . . .. . . . . . . . . . . 124 D. Chavacteristic® of Bridges in Saint Paul . . . . . . . 125 E. One - Way Streets o Saint PBpafl o 1960 . 0 0 0 0 0 . 0 . 0 131 F. grip ®rigisn® by Districto Saint. Paulo 1958 . . . • 133 G. Moth" of Calculating Accident Rates for street sections . 0 . 0 0 0 0 0 0 0 0 0 0 . 0 0 0 0 0 0 0 0 . 0 /� 13`� H. Selection Street Sections foe Accident Analywee o B. of ut Paul 0 0 .. 0 0 0 0 . 0 • 0 . 0 0 0 0 0 0 0 0 . 0 133 1. Street Border Characteristic Indem o o o o o o o 0 o 136 .Y. Method of Calculating Accident Rates at Major Mer- ®ePoN o 9Yo . 0 0 0 0 0 0 0 0 0 O 0 0 . 0 0 0 0 0 0 0 0 0 137 - xii- • CHAPTER I - INTRODUCTION AND SUMMARY A, HISTORY OF STREET DEVELOPMENT Sant Paul is andowed with a street system which grew in res- ponse to a combination of natured and man -made influences. The configuration of bluffs, hills, and the Mississippi River created both barriers and opportunities in the development of the City street pattern. The first stsasts in the City, when platted, were oriented to tho River. This n►as natural because of the importance the River hold for the early economic life of the community. Then, in the late 1850's, as the torn began to grow beyond what is now the Downtown, the decision was made to orient all future streete to the compass points by subdividing on the basis of the section -line grid of the United States federal land survey. The streets which form the transition betueen this syetom and the original downtown grid,, along With the bluffs and hills around the Downtotm causs problems such as driver - confusion, poor intersections, and small oddly shaped land par - cele. Since most of the City streets were platted before the automobile age, no distinction was made between most major and minor streets, with the result that many streets which are no wider than minor residential streets are required to fulfill the role of major traffic arteries. And, to mak© matters gorse, many of thee® major streets, once streetcar routes, have developed into strip commercial streets which create additional congestion. The street eyetem today is �noach the same as in the original layout except for several notable exceptions such as the diagonal exten- sions of Seventh Street and of Como Avenue, and the widening .of University Avenue, and of Kellogg Boulevard. It was not until the 1920's that the automobile's effect on urban life was studied seri- ously. In 1922, the first City plan, prepared by consultants for the newly established City Planning Board, was published. It con- tained *treat improvement proposals suited for its day, but it was not revised through the years, and became obsolet ®a Few of the propocale ever were carried out. More recently, as the automobile has been a*sarting greater in- fluence, the need for major improvements to the thoroughfare system has become incr(,, ingly important. Several street and highway projects of major proportions have been carried out in relatively recent yearegand more are in the construction and pro - posal stage. The United States interstate highway program, approved -1- in 1936, is to provide the backbone of the traffic - circulation system for Saint Paul. The basic location of the several legs • of the interstate freeway systerA in the City are determined, and construction on thwart has started. This system, along with ! several other expressway projects to be built soon, will re- make the circulation system to an extent not considered possible Just a few years ago. It vriU be the most basic change in the E thoroughfare system since the original ®treat -grid was first laid F out. B. CURRENT PROBLEM When the now freeways are built, they will do much to relieve the traffic overload on many existing major streets, but by no means will they solve all th* traffic problemo in the City. 'These freeways ure intended to be used only for trips of several mites or more while shorter trips will continue to utilise the existing street system. Most existing major streets will continue to carry Increasing traffic volumes. Most of these major streets are now performing a complete mixtare of functions; traffic service, land service, and parking. This is true especially along the streets with commercial strip development. Due to the congestion thus created, excess traffic filters through once quiet realdential minor'streets to the detriment of living conditions and properly values. C. PURPOSE OF A THOROUGHFARE PLAN The purpose of the thoroughfare plan is to guide the location and programming of all forthcoming thoroughfare improvement projects so t hey will each become part of a co- ordinated and balanced circu- lation system which, in turn, will be properly co- ordinated with all other elements of Saint Paul, and will serve her citizens beat. A comprehensive approach which involves the integration of the com- plex circulation problems with the numerous other problems of the City is ecsoutial to proper guidance of the great sums of money to be spent on the various street and highway projects which are to be built over the years ahead. Among the vrarions public facilities of the City, streets and highways involve the greatest eupenditures. The most comprehensive approach posetble must be taken to avoid tremendous unnecessary waste of resources and money by building expensive facilities which are in conflict with ea&�h other or with other parts of the physical structure of the City. • This plan presents a Thoroughfare system Which is intended to be adequate for circulation needs by 1980. But since this date is an arbitrary one,, and actually will be only one stage in a continuum of development over time, the plan also gives due consideration to development of thoronghfares so as not to block such further improve- ments beyond 1980 are can be foreseen. -2- A plan which will be used as a guide for development of future street widenings and openings will provide for stabilisation of •, land -use values and patterns. The present uncertainty a pro- ( perty owner or developer has in not knowing from one week to the next whether his laud will be taken for a freeway, or whether he will find that the street in front of hie home is gradually be- coming a MaJor traffic artery, can be avoided in the great majority of cases by, ai plan oZ development which is known by the public. The policies: and 'standaards in this report, aside from being used to develop the thorroughfarp plea as shown in Chapter VI, are Intended for use by the soverral other agencies responsible for developing streets and highways as a guide to desirable city planning objectives in street and highway design. It complements the epeciaarlized skills and knowledge of these various agencies in order that their skills may be co-ordinated with over -all community objectives vad desires. These other agencies include the City Pub- lic Works Department and tho Traffic Engineering Bureau; the Minnesota Highway Depaasr Mart along with their technical consult - amto, including the Twin City Area Transportation Study; the Metro- politan Plaaaning Commission; and tho responsible agencies in Minneapolis, Ramsey County, and otherLsurrounding governmental jurisdictions. #p. Among other purposes, this plan is intended to provide a general guide for the development of priorities for the various thoroughfare improves" sq'ts. It pr-opoases to general program for land acquisition and for the construction of the various street and highway improve- ments. This staging plan is nocessasrily general and somewhat tentative at, this time, and is subject to revision from time to time as conditions change and as more detailed programming is, developed. However, one of the functions of this plan necessarily is to provide a staarting.pofnt for am impgovement program which best fits. the traffic needs a® they develop. D. METH(5DOLOGY r The method used for developing a thoroughfare plan for any given city must be geared to its particular local conditions. The pro- cedure molt consider the type and amount of information available; the local sociological and political organizational -setup; and studies being conducted by other groups or agencies which have a bearing on E Ube thoroughfare planning procedure. The general outline of the pro- f cedure used in the development of this plan includes: 1. An inventory of existing conditions relating to thoroughfare planning. This information was presented graphically on a series of reproducible maps at a scale of one inch = 1, 000 feet. The gen- eralized charts in Chapters IV and V of this report are based on -3- the ®e asps. This inventory includes phyai cal thoroughfare con - E ditions ,such as street widthe and topography; traffic conditions, : such ae traffic volume. and accidents; and factore which influence the generation of traffic, which inclede the various types of land uses. Z. A series of policies and standards to guide the planning pro- cedure. The ae policies and etandeards are eat forth in this report in Chapters 11 and M reQpectiveiy. The inventory reflects the emletiug conditions, whereas the policy and standards cot desir- able goals. The policy items in Chapter III are based on city planning objectives which are in the beet Intere€►t of Saint Paul citisens as a whole. The standards in Chapter 111 are based on the recommend- ations of the involved anginecaring prmfesgiona, along with their be- ing fitted to city planning pginiplea and objectives. , 3. A- de8ailed anaysio of traffic data. The Turin City Area Trrans- porMfloaa Sturdy is now in the process of analysing data which it acquired in its 1958 surway of traffics In the Metropolitan area. Thi@ anal-Yale Involves the use off eMpeUSITO hflgh -®peed electronic com- putors along with many tie seas of Man -hem &@ of preparation of material, co&ng, and decipbayIng of ra @ulaao A@ We large a2wady moves toward completion, it will provide pvgactaon of Metropoli- tan traffic itr 1980 a® @ig"d is various @tract @y @tars proposals. I This Wormation is enpacted Wbe ®wail €ble soma after.this prelim- inary report is publishad. In view of We, the plan is this report to of a preliminary nature end, as each, expre ® ®es City planning objective® which can 160' of a9d to the deer @ioao by the To Co A. To S. and biinnecota Highway Dapartment pasoaanel in developing the thoroughfare s ysteme om which they will as @ign traffic by compaloro A final thoroughfare plan io to be published at a laftr date, and necessarily is delayed Mace the traffic projections to 1980 are an important and integral part of the thoroughfare planning procedure. Certain-other analy "s are being staff and othtisr city departments, planning of the syetem. , done by the City Planning Board which are to be m®ed in the 4.5 The development of the Thoroughfare Flan by integrating the above_ -- mmentioned AnfoSrmatiosa� The esdating con&tions are analysed and projected to the basic nods expected by 1980. The policies and standards in this report am then applied to the pattorn of do- sime and needs for 1980. From these guides the plan is evolved by the profewslonal @taff in the City Planning offiee. This plan is then. reviewed by the citisen- membare of the City Planning, Board. So The development of a ataging program W' Mch determine@ a priority Hating for various acquisition and construction projects. See, Apposdin A for euplsantion of the TwAn City Area Trans- portation Staciy operations. E. SCOPE �. Tine preliminary thoroughfare plan ie the firat element to be published of the transportation plan. The final thoroughfare plan along with the several remaining elements of the trans- portation plan are to be published later. These other elements are: the transit plan; terminal facilities plan; and the pail, water, and air facilities plan. The thoroughfare plan is by far the biggest and most complex prat of the transportation plan p because of the present statue and stage of growth of the motor vehicle, and the magnitude and complexity of the needed facili- F ties, and their inadequacy in their present state in the City. This report covers the relationship between thoroughfares and all other parts of the city plan. It, along with the other trans- portation plan elemeeute, the land -ease plan, the urban Renewal program, capital Improvements program, the Zoning ordinance, and the commwifty facilities plan, combinesto form the over -all =r community plan" This report In basically general in scope. Except to suggest general engineering design features, as in the staudPardee chapter and in specific problem intersection designs, these detail@ are touched upon only a® they necessarily affect city plsuring object- ives. Wheere theme engineering considesra8ions are shown, they result from discussion with members of the re@pactive engineer- ing fields,, and thug to the extent shown, conform to engineering standards. Any engineering stewards @howrn An this report are intended only ae general golden for orientation of the actual de- tail engineering design necessary on all specific projects. This report basically is oriented to the long -range Qtventy yeearp plan of the thoroughfare system. However, the accomplishment of this 1980 goal requires that the Immediate constructgou pro - jects, which ere of a permanent nature, be designed to avoid con - flicts with the later goals. F. GLOSSARY OF TECi3l1TICAL TERMS 1. Thoroughfare - Ace used in this report, it As any form of pub- lic vehicular way. lit includes any type route from a freeway to an alley. 2. Grade . Intersection - The junction of two or more thorough- fares, pe es an ways, or rail lines where all routes join or cross at the came level. 3. Grade Separation - A crossing of two or snore thoroughfares, pedss r an waye, or rail lines at different level@ so that one pauses over the ,other by means of a bridges, or bridges. -5- 4. Werchan e - A grade - separated intersection where pro - v ision is m e for exchange of traffic between the separate • E routes by paeans of connecting ramp sroadwaye. A highway "cloverleaf" is a common type of interchange. E S. Interehsa a Ram - A sho2t roadway, usually one -way and t one ' a e w eo but sold m more then two lanes, doeigned to provide for movement of traffic from one main roadway to an- other as part of an "interchange. 6. Cul -de -sac - A shore local street open at one end only, and. hav ng spec a pro`►i ®ion for *vehicles to turn around with ease. This type atreet i® used fregmently is newer residential sub - divvi ®ions o 7. iioriaoand Curve - A curve in a roadway, which canoes a ch&_n`g_oU_arr_e_c_11_o_n751 travel from one compass direction to another. S. D® res of Curvature - A weaeuremant of the aharpneas of a horls-b-in-W curve n a roadway. It is expreo®ed as the uumber of degrees of a circle that a roadway changes in direction in a 100 -foot length. 9. Per Cest of Grade - A measurement 6f the steepness of a row way o t s expreoaed as the atamber of feet of rice or fall in a 100 -foot length of .roadway. 10. Vertical Curve - A curve in a roadway which connects two sectionMS are at different per cants of grade. 110 g er- Elevation -The banking of a roadway along a hori- sona [ reaulta in the outoide edge baiug higher than the inside edge. This is to reduce the tendency for vehicles to slide outward while rounding a curve at high speed. lie Traffic Volume - The number of vehicles passing a given point ong a street or highway over a apecified period of time. 13. Origin and Destination QAbbreviated - O, h D.) - A deter- mine on o neon— er o tripo, by vehicles or by individmg per- sona, which go from one specified zone or district to another. 14. Design Volume - An hourly traffic volume determined for use for design pca poaos. It is the volume expected to use a facility under mormal conditions. J� 1 15. Critical Dour - This is the design volume of a thoroughfare as baseTonaffic voles as during that hour of the year when • there is only a specified number of hours vdtb higher volume. In practice, the h ®oar memlly chosen is the one with thus 30th highest volume of the year The reason n facility is designed to accommo- date less than the highest traffic volume that it is ever expected to carry is that the cost to do so could not be justified. The large Increment in cost regs4red just to serve traffic efficiently during those certain hours of the year would be too extravagant. 16. Pro restive Signal Tim - This £® the timing of a series of traffic signale along a street so that n driver vrill arrive at each - suttee ®iv® sigmaafl while it is gre ®m, without Mapping to wait. Saach l signal sestinas are eat for specified speeds of travel. 17. Platoon - The grouping inft clusters, of vehicles traveling in one rect o`n on a major ctreat. caused by progressive sigma timing. These vehicles clusU2 to travel An the grain phases of the signals. and any driver who to not in the as platoons will hit a red light and will haw@ to wait urAil the next platoon arrives which makes him become part of that platoon. 180 Ri ht -of -Wa - Ao need in We roport, it reefers to the area of land in public ownership for case for street or highway purpooe@. The right -of -way wAdth an a-city street normally includes the side- walk® and all tho ap =e baSweaw, 19. Comp rehensivve Pl@n - T1aa compreh©n®ive City plan I@ a group of maps,, rasa► agso NO othws doea ments which together show the general objective@ of comnmaamity development for a period of years into the future Qaapproximatoly twentyb. It Amcludes pleas for the physical development oS all the various functions of tba City. The ®omprehenmive plan identifiso wW imaprove@ the various relation- ships that exist, or should wdat, between these rase® and functions. It proposes a way by wMch all tho efforts of private and public in- terests can result in a more efficient sad livable City. The plan I@ designed to erase conflicts which might ari @e H the various groups In the City were to co>aMderr each development as a single element unrelated to *therso 20. Trace !rtation Plan - It is a part of the comprehensive plan. It cans og ®o the thorougmare plan; the transit plan; the terminal facili- ties plan; and the rail, water, avid air plan. It show® the proposed locations of the several transportation facilities, their relationships • to each other, and recommends atandardls for their development. 21. Thoroughfare Plan - This plan is a part of the transportation plaano it sows me proposed location of the several functional caate- -7- gories of thoroughfares as defined in this report,, and recommends • stand ®rd® for the general physical character of their development. 22. Neighborhood - A-re sidential area normally having a population of ffro�o Q x,,000 "rooms. Generally,, It gill cower about one square mile of residential land. The naighborhood should be con- sidered as a .unit for residential planning purpose@ aad as a logical service district. It In not noceasarlly a cultural,, eoeial,, or ethWc entity. 23. Community - A grouping of Sgom three to five neighborhoods for pupoeo® anning and providing manicipal servricee excopt ashen,, appropriate to the caatext,, it refers to the City as a whole. -8- • 40 CHAPTER 11 - THOROUGHFARE POLICY A. CITY PLANNING BOARD °S ROLE IN DEVELOPING THE .W The Thoroughfare Plan is being developed by the City Planning Board in co- operation with the several anther agencies concerned with future traffic circulation in Saint Paul. Each agency has a somewhat specialized funcion in connection with the development of the street system. The agencies which are concerned primarily with the thoroughfare system in Saint Pact are the Minnesota High- way Department,, Saint Paul Public Works Department,, Traffic Engineering Bureau,, the City's Street and Highway Co-ordinator, the City Council. and the City Planning Board. The division of their dirties is generally ass follovara: 1. Minnesota Highway Department - Make studies of highwaay location and capa,city needi4 asp to periods of two decades in advance. Design and build they highways in accordance with these studies in co- operation with other aagancies iavolvedo Z. City Public Vorks Department - Make engineering studies W aatreat and ay need for the immediate future and long- range needs up to twenty years in the future. Review and make recommendations on Minnecota Highway Department plans and proposals for the City. Design and build those streets and high- ways which are within ita jurisdiction. Co- operate with other agencies involved. 3. City Tradfic Engineering Bur*&& - Make studies partaininp to trUUc coAd t ons on the city street system. Make proposals for improvements to traffic flow,, traffic safety,, ate.; design. instalg,, and maintain traffic - control devices and meaasurea. Re- view street 4nd highway proposal* of other agencies for quality of traffic servico,, and make recommendations regarding such proposals. Co- operate with other.aageac[ds involved. 4� Saint Paul's Street and Hi h Ya En ineeriA Co-ordinator - Serves as s a on between the City aiganc es anti the lEnneaM Highway Department in all maattero relating to state highway pro- posals in the City. This office is a branch of the Public Works Department. S. City Plaannin Boaard - Study and review street and highway proposal s and data by other agencies - Collect and study data pertaining to relationship of streets and highways to other elements -9- of the City such as staeQt pavement, and Fight- of-way wldthe, curb- parking conditions,, dwelling -unit and emplayment &v- tribution, bus and truck zoutes, fire- truck routes, track tree= mfieals 0 Hand Mae o and community facilities. Develop j01i1t1 , .: . with the Public Forks Department a tharo ugtr are plan bleed" upon integration of traffic needo with all other elemangs of city life. Cc-operate with other agencies iavalved. b, City Coescil - Reoresout Saint Paul ciQlreaa in ad apttag the os -°` g are Plan preceaftd to it for its appwoval.- Once adopted by .the Conncllo the Flan become@ an official city document~ to be fallowed in its basic paiaats. This Thos!oagbfare Plan is a vacommendation, and when adopted by the City•it is intended as a gulde for use by all other agencie ®o The Plan is subject to consto tt review aad revision over the yeayry as new canditions and problems develop. 3. VAC`EORS TO BE WEIGHED IN PIANNMG THE THOROUGHFARE -"Y The benefice and costo of all possible alternative proposals for the tthorooag are syete stall be weighed by Shag proper and adequate considerajt:ian to each of the following factors. 1. Traffic Service a. Traffic Capacity - This is one of the more easily measured, and perbaps o »osatt immediately apparent, requirements in tho design and plaaning of a thoroughfare system. The capacity of each parts of the aysttem affects each other part and mash be romghiy intograt ed to create a functioning oyatem in which all pares have adequate ttaaffic capacity and no parts have un- necessaray encessive capacity. b. ��D__8__®__i__e� Speed - A atandardt design speed for each level of moromeware should be dettormiwd so that a system 0f conaslettent, posted speed limits can be set and appbiedi to each of the sevoral functional tlaoroeagMare types. `here should be a conalslent and co-ordinated graadesation of speed limits in several steps from freeway@ to local dtrsae ta. The esdsting 30 MPH speed limit impoeed on tthe majority of eft -eetie in the swim C#p area is out- moded; It is too }nigh for minor r €sidentiian etreets and too low for expreaswayss and even for many current primary attrGets. By having a standard speed limit for each basic hype of facility, drivers can become accustomed to following 2a suet spood, and the confusion of coaflzaally changing speed limits is avoided. For this reason, it is Important that aflong say given t route -10- ararf€atilcaas €amd speciag opeed conos be held to an absolcCe med&aiMMM. The speed Umit standards which am agreed upon sh®V3d racagaigse.tlke proseat tmdd in wban speed deefres md needed - The standards which are set now will 's built into the now thomnghfares by hoAzamtel alignment of rights- of-way,, € and this if; eu8remely COGUy to change mn@e it is set. U design speeds are a*% Cto lawn ft will ba dMcult to cor- rect this in Ow future. Therefore,, whosro present had acguiiaitioz cost ie not p-,mbibf ivoo it $s preferable to err on the gQnerous sade in fim desired dosfl-P c. Safety - St -•net and hlghwaV design is one of 6e majOr fsc�r akfeeting traffic accident rates. Since traffic acci- den2e are vopy costly in manoy as wall as ses livoo agd human ff ..sueriaago traffic safety meet r�mk high ae a prime require- ' went im thoroughfare planziug and dooigno do Assignment of Faw�t!Qne by Thorrgbfare Claeeagacation - The Mills Ggwaelt zysteM•fS dfVmd -Od ivtQ WC.40 ol funcGiozal clase�fl��ca?fos�+ ®each as freeway" awterian stree to collector streato etc., Each of these type® ohall perf®rm diffel'eat speci- fic functions within the over -all thoroughfare .®yrete®. Sisca the 8dwant of the atatomobilep tbarte have been draatic changes -in the basic comcapta of the function the various types of nsbaac otreeta and highwaye should perform. Those chstagee are still is psrocese and coMpfle66 adjustment to the autom abile is still is the distant fe ure. This Is borne oat by the lagge e WMEI Of money earmarked for major improv efflents eneh as the itgw' � ?OaWays. At presdat the ttypical•- Ogr►et f® performing several tapes of function.,•, many of whkN ®ge in conflict with each- other and eaease iakii1efency awojag all t% fmctfons. The thoroughUre eyetem, should be ref d aad improved by allocating di. fer- eat functi®ne to the vaaP1008- types of rouges. A few examples are: the local street °e traffic service: fe con - fined to p,rovrision of f na 4ediate access to abutstlug propmrtiee and to'pse�vlslon of pag'ifingo The freeway's fanctiou is to pro - vide e0E ®1� fforr trrafflic eiremiation between major diotricto of • the idPban aaea and to aveas beyond, wher eas parking service and access to abutting propeveies &To extRuded from its funct- ions. *qat artorian streato are perform Ang every function -In- with result anne inefficiency and daiager. `%'Pais incladee access, to abuning progeetyj parking, circulation between major dia- • ! tvicts of the city and shos"t distance circulation. A► det es— minati6a waeot be am de off the ff nctiono which are moot suitably pee, ?mad bV each tT;z of steact. These ff metions wnuat be recognized acid adequate provioi®ns for them must be made 14 V6 standards. e. Dhdver Nerve Strain - Thoroughffaro design standards, when applied .. to Mprovements ®ff r�qtins streets can have a con- siderable effect on reducing the serve ®train to which drivers aira subjected. Some emamples of dgficiencles which need cow - rectioa a's©: 1 D Ialarrow tsa lic lanes which force ve&9cles to be driven too eioeely to ®fir vehiclas. 2) Davy curb - parking aleng major streets where drivers are ha srassed can nuansI by the iahare•= dangers of drivine closely aloDg rows Of Parked Caro. 3) Numerous dwivewabs leading to baaeinces parking loteo auto service prates o etc. with the tarring in and out type of congestion it eaasoa. 9D A cure of bright and flashing advertioiug signs which make it make difficult to notice traffic ®igM-ls. 5D Lack of median strips ap islands on heavily tpagvaled mufti-lane streets which haserase the driavar in the left - hand lane bocause he Is ander the ttanegan of avoiding baad- on colaision and eideewiping with the vahiclee on hie Tight. The effect that each design ffeatwe of a has an M970 Strain is considerable. The e8rain a driver is enbJected go enrante to and from hie daily wea-h certainly has a very real effect on his atato of well -being mwh beyvn:d the Lune he is drivft -� ffa 7�!_Vz. o�preh�aasia __ S aB�a�u�? - iz b ©r�a�ghffsr© �c Bc�s is to be s� pgax��a8 a d�ave"��e to start a trap came with gem ease, vi ®UMIjue gene beat rouge to his degtLaaU6 ao The geographical 962= of the '-maJor street pattern should ba a 10gicalo easily audea-s2oad system off simple Soametric ff®rm. As an ex- ample, a 14rge past of Saint Paul °s area is a one -MUe ansl ons- WE male riactangular grids "off Major streato to which.a delver easily can 6rlalat himeanff.. _. -;12- There are several regesfremento to be ob®avvvea in planning the basic geographical form of the major street systea k: 1D The most desirable romft to any destination. should • be determined easily bV reading a wasp. 2) It should be easy for any one to describe orally the E best sroeBe to any desUnation. t 3) The rouft chosen by .a driver because it is "easy to ffsd" sfl ®o should be the beat rooks from 8he standpoint of fsvcgable time, dietance, and traffic conditions. S. Effect of Design ®U Driving Habits - Good design of k th®roeag are® such ae lane markings and intersect9o9a design, can encourage good driving habits. The Wideepr ®ad nee of the private automobile means there ara a great number of individwA divers with Berge variation in powsonaUty, teraperament, reopect for tboAaw, and attite de toward eho.righte of ®these. Th©re alway* p will be a cerWn am*=% of such VaXisdona In spite of efficleat 4rivek training progranie, good Ificensiaag Ireaulations, and good drAvring in- centive programs. If moot of the- streets In the City -le thoroughfare system are d6signed to encourage good driving habits, Arivers wilt be- come Aces awned to this amaw wr of driving, even wba n the drives dogs travral on ®�a ®f the fow "pocirly designed" streets. Much steady Is needed t,6 determime what p®yehologfical effect variona �elemsats of doeigm upold have on a driver. To en- courage glad driving habit®, the be ®t f udgmart available newt be used to pplau and design street facilities. Examples of foatrares which can be expected to improve driver- habits are: 1 D Channaliantion at integoectsioa®, ®each as left -town- shelter lames. The n ®real warssnts for such left -turn Lanes are this vole ms of left -te ruing, traffic and the re- coi-d 'of accident ®. However,, a desirable 6bjective -16 -to pr9wide leach lance as a matter of polfiey on now eriar- it street Improvements. The left - tearing vehicles would have bettor protection from aide- ewipfihg or roar -sand collielops, thus pastdag the driver more at ease end .making him less prone to turn hastily in front & on- conning vehicnees. 2) Parking base® on zmaj®p streets should encourage more care. b j drivers in obasrv�mce of caffety proca4mone o Drivers -13- F will tend to become numbed to the inhee rent . dangers of • the situation when, day after day, they area forced to drive too closely along eontinnoues lanes of parked cars. ,r 3D Traffic lanes should have proper vridth and should be ` clearly designated. Haphazard and conflicting uses of the space are bowed- to occur when the ussbio traveled e way of a major street is of such width that there is not a clear understanding on the part of all drivers as to whether there are one or two lanes in each direction. Z. Effect of Thoroughfare® on aches Elements of the Ciey Plan The thoroughfare system is tsasa integral part of the over -aU City Plan. The location and deeias of the city streets and highways are closely asooclated with, and directly affect, all ether elements of thwPflaan and vice veerea. Some important examples of this re- lationship are an follows: a. Location of Arterial Roatee in Relation to Land- UseBoand- &Pies - A freeway or major etreeesa is well suited as a boundary Mweeeesn incompatibnee; land uses such as residential and heavy indaetrial areas. Et not only provide@ good phyelcgl saparatlon but also a dependable and fisrm barrier to avoid conflicting land U8080 b. Land -Ussee Yntegri - Umisceersesery !splitting of integrated areas of use by- TUrial :routes should be avoided. Such iritegrateed areas usually are areso of similar or interdependent land usse much as the centpal business di ®trivet commercial areas,, or a residential neighborhood with eachool, playgrouand, shopping district, and re;8ated facilities. Tho same principle holds true for each unified areas an a college a ampus, golf course, ate. Arterial city traffic should lead to integrated land-use areas, not thsroogh them. e. Recio"cal Ad3u0ment in Plasnnine ThorouiW are s and Other Elements - In the c ty planning psroceesa, proposals or to thoroughfare system, land use, and peiablic facilities all muat be adjusted to complement oath other. A thoroughfare system 6hould bs planned to creates sea desirable fratnework within which to fit the land uses for the City. Llkevi ®e, when the land -uoe plan is being developed, this pattern mu@t be compatible with a suitable thoroughfare eeyetem. There most bee► a continuous pro- cess of adjistmi!nt and compromise during the planning pro- cedure. -14- d. Effect of Land Use an Traffic Volume - It is the uses of the I-53d WFA3 generate tr$ c; the- amaate of traffic ge neg.- • f aced dopende upon the typa and density of land coo in the vaaioas parts of the City. Great var inUous in generating power esist between different "85 of laud use md evan I w1dAn genoraUy sindlas3 tMa of land use. For eyzampleo a t large department stare generatee considerably wore traffic than a wholesale warehoum banding, and a high -wise apart - ment area generates much move traffic per acre of land !F than a sub:arban Single- family s;esidentaal area. Metbzde have been developed by the Twin City Ama Trans- portation Steady, for determining ths. aw®nmt of 22affic ganer- atctd by various categories of land use. These traffic- generating valuss are being usod to determine the traffic volume expected on the tho- maghffare system in 1980. The capacity of the street eg®tam in any given sectal? of the City shoWd be ralate4 tee, ih6 density of land -nom dovcalggment &are. ran agpreeiable•ilacrease of land- 020 dansity.ls Planned f ®r a rmctar ,61the City in vRich streets alwea0k, "'are aperagisag sear capaclt�o any aautiowa demand may 2'qq0re ©xpensiv-6 nowwidealsis, SZA vgradiaz of artavisal reuteb:- Once tbi9' is dono o the ..screw ShoTeMhffaseo v auld ha®e the capa- city tea'66FP02t much &Qaator land -ago denafty. F"M the Gtan4oO t of efficiency of teaaranghffare nee,, thae higb doll ®ityy ehould.bQ doveloped igyo , � 3d�md -dse and traffic g ®paration am cl only Mated, ever land ageo changee'i•,tae teaff c which is generated wdl change 'mccos: di ly. eo Astciii,Al Street B®td®i- ChasaeterlsOce - A cauffict dff iei $e ®te re�uon¢ y► awe ps , tweam a ®rest and its iab6Wng land aa6i sas to the uGes or ffunc4ione a "i"' ago or aacmbe their cows an beid adarye ID Abutting prapqwtias may desire curb- parki4S where- as W.8 space alac,,'is waded for moving tnesffic, T ZD Abutting prapaki6s aft n have drAvoways entering the etrzat which caamee ` traf c c®nfificts; bug,, at the eaMe titre, G%Cc 1 eirivaways MOT have been "Toloped as an Integral paset, of the lot or b04ing and,, ghe refo re o are diffictlt t® el,ieainats o 3D Abutting use may geiarata appreciable ehort- terrh'c orb- pa►rldng which sreaults in above normal p ask - ins manosaver ®p Iloworing ¢gas mt?aet traffic cap c$y.and -is- i ismcreazing traffic hazards. t Q Boulevard teraea often are conaiderad by a4jacents � residents as being of fimp®28ant esthetic and economic value whereas at the same tune they are in tba path of ` a aeaded stueet widening. 5D Residents commonly object to heavy traffic an the arteriafl street an which their property abuts bec€ ace of noise,, faimeso hazard to their children,, ate.; but either their street or someone c-alia s's ®tweet is needed to move the traffic. All of thews® conflicting claims are valid and each um* must be reopected and c®nsldermd in the development off tM thorn s fares plan. £. Eftet of Acce.a sibili y on lid tine - Tho various land MAte or paarcae in a city ;%go.,.rclated to eaA other by varying degrees of eccoosibility. A downtown parcel is more readily accessible from tla entire City than is a pascal fln Sun -Ray Shopping Cen- ter which has sFapariav accessibility from the east aisle of Saint Paul. but,omly fair accoa6ibility from other areas. Talus accessibility variations depend on the poeMon of the various parcele in relation to tho circulation system. A shopping cea= ter near a freeway interchange is highly accessible from a large €map wheyea s a house located in the middle of a neighbor - hoodo and away from any-thoraughfgareo is less easily accessible but it has no =ad for the same degree of acce©sibiiity as the shopping center. A mews and drastically Tavised pattern of land-use values and davelopment potenati®1 will be created when a now freeway is opened which creates genera F.a: now traffic caapadly t® araaa which PrOVIO a®ly were short of capacity. g. We' Patina P8aMLn for Thoroughfares and Urban Rene'aal - The Gityua ov -all Urban anew egram P es many OgoAnnitles to aid in Carrying out the actmA development of the proposed ThoroeagMare Plan. Close co -opw raUan between tborougH are plying and renewal can baring about a bettor plan and at lower coat than atbarwfiea would be possible. The Urban Renewal Program is divided into three basic types of area in the City: ID Redevelopment areas which involve complete clearance and rebuilding. ..lb_ f 2) Renew a8 ar as which iaalve geaerr®1 rehabilitation t of dateriorati bait sound structures, along with select- . ive demolition f the worst structures. . y) Caa®erva areas which are in good , or flair con - dition', but nee certain measures taken to prevent the ataet of deters ration. Following are po ®o bilities for co-operation between ®tract planning and urban Irenewal planning in these three categories: 1 D ltedevelo ent Areas - Where a eiseable tract of land io se n'c r completely and existing lot lines and owur ®hip pa eras are being wiped oast, the opgortwity i® €appaseat for deniug, relocating, or laying out now streets, or, In genet , the complete changing of She street pattern. Saint Paul offf s® go" ®nanapiee of what already has been dare, in eh® spitol Approach saes; and what is plannade in the Weate and Eastern Redevelopment aareaa►e. The now wide stra to of the Capitol Approach are along azw alignm eanto o former building sites. The eonth portion of tho Weele Redevelopment area is allied to the inter- city fse ®way. The now Scare store will be ®uarromWed by good acce s - fla►nking it an the east is Dice Street widened into he redevelopmout area, and on the weaat io the complete y now Louis- Marion Street, a broad boulevard to be oaten= in facture davelopmente. Whom the lano to acquired for urban highways, usually there are o0d -she d fragments of parcels left which are not aeoa'lei for a highwaag� right- of -waay, whereas if this land acquiciti ©n a oins a redovelopmeant area, a new boundary line coz be Pawn at the eimct most favorable location. 2) Re:habili tiou Areas - The selective clearance or thorough rem6Re g f structuree provides valuable opportunity for street: Amp Vamente at a great coat- eavinge to the local govenment ecause the Federal Government VAU pay up to two- thirde f the Bose of ouch projects. A majur et et e�th restricted right -of -way is affected greaaUl- ii c pacity by the donalty and character of the land rance fr -'anti g on it. Throaagh- traffic is aaff' acted by ouch frsactore : as vement in and out of driveways, amount of iemawl forr curb- parhing, fragaaency of care pulling in and out of t.-urrb Oarking spacco, volume and nature of pedestrian traffic:, etc Urban Ronewal can Improve greatly such atn- Uv oraicle c nditicas in Gevesraal. wave. -1T- E off- street par!dagi Tong a major surest can be provided • by the rem oval OR roperly selected deteriorated buildings. This would enzbie curb - ,aching ban@ to increase sttrea% capacity. Thus, y the removal of occaeflonal paasreelae, € The effective stye t width woe3d be incrreasad. By rmorionting bas dirrsge, or their accoso, is eonneetion with psi$ gC,zd ' "!dings or remodeling, traffic conflicto can be redmc ©ci g ady. This would include Oho oliminMion of private resid nth drivewaye onto the major street on which they fiat. it also could include the restriction of the number or of driveways at commercial pmper- tiee, ®r the shi ing of such driveways to a side otreet. It may menu ©i ply widening and improving eau ontrance dtlyaway to red ce the likeliboad of entering cams block- ing the street. H®8®PS®ctione, spaeia►lly a u jor ones, are normally the botaleneek $a tr ffic capacity of major streets. By en- larging, charm Siang, Or Widening the apprrO&che® to tan intersection, a eient capacity frequently can be added wiuQ the n ®c ®qty of ,widening the right-of-way for the ! 1 ®aah of a street. Here again,, osB renewal can be very usef is the ® ®i ®c�tive' removal or revrrio tion of buildings aand sra�pegHaa at theso critical pointa. 3'�'-'Cenaaev vats n Areas - % a wane that are not appreciably blflgM—arc) 11 r s eiw r®ntly lose opportunity to are Urban R4 tae a acid to improving major @treats. Wherever feasible, cam, gaaa_tw Oath aneighboshoode which could mater- iOlyb improve tr e- conditions in the future should be developed to hate, aerr entent possible. One conedwition device is the rodk(ag of the continuity of selected ffiieor stroeee fib g a grid pattern in'& residential neighborhood t®,moat th ough' tsraffic on interior streate. These cloy flange would t m loops stwesto, coal -de- ©ace, etc. Sam* of them. 1lbreak 11 miSM .4 located to eliminate thm infre®cticn of a. dos rest with a major street. This would gilimasinsto coafficts re salting, fr*MM minor streets inters ®ctiog major strette at Into too near major intersectiona, or An those IastO ces w eye a. minor street crosses a major @tr®et by means of an undesirable jog. Where a m r street has maidential froz2age, the conear- vation or r habilitation device of reorienting hoarue acce ®s, In whole or in pall, could reat&V, iacseaso -traffic capacity, safot+y, an amenity. This could call for either minor or major ch gee. ens a MiYdigi3 mea5urs, It could mean no -Is- 6 &I t� I IN Iit BEFORE 1. -- • - AFTER p 16 .7 A' et SUGGESTION FOR REORIENTATION OF RESIDENCES WHICH, FRONT ON A MAJOR STREET CHART I p • more than banning of curb- parking or the closing of private drivoways from the front street. A more ex- tensive revision could mean Improving the rear allay to create a suitable minor street along with the re- modeling and reorientation of the houses for proper access and the closing of access from what had been the front street. U this eras done frith ingenuity and as a well- conceived design, it not only could save the need to remove the house® for new rights -of -way. but could increase property values appreciably. This two- fold economic and social gain makes the possibility of thie arrangement worth investigating,( Seca Chart 1) 3. Esthetics Yin this economically and technologically oriented era, esthetic factors in street and highway design tend to be given only passing recognition. This io largely because beauty and ugliness do not respond to precise measurement as do traffic volmiwoo acc`fdent statistics, and economic figured. As a result,, there is much varying opinion as to ghat is or is not attractive. Since beauty is not readily measurable,, it to not easily justified; the tendency to to feel we can do without esthetics in the face of tight budgets and high street construction coats. However, the fact that W auly cannot be measured easily does not mean that it is necessarily any leas important than the more pre- cisely measurable fa►ctore; in fact, there is much reason to believe esthetics is fully as important in city design as any other factor. It must be remembered that economic development to not the pur- pose of the City's existence; it ie only one of several means to the true purpoos of providing the regaairements by which alf t e people way adequately and properly live their daily lives. A city which provides only the economic wherewithal for people to liven, and nothing more,, would be a aad place indeed. Wherever people are,, there is real need for beauty in the places in which they live and work, just as mail a seed as for economic and engineering functions. An Important part of this need for beauty extends to the City's streets aired highways. Every one would agree than parkways should be beautiful and well landscaped for the enjoyment of those on pleasure drives. But arterial routes should not be neglected in their esthetic quality either. The streets receiving the highest usage in terms of person -hours are those which are used for rush - hour work trips. In spite of the difficulty of measuring esthetics,, it can produce certain definitely tangible economic benefits: -19- a. Visitor Attraction - Saint Paul is a stopping place for many of the large and growing number of tourists bound for northern Minnesota recreational areas. These visitors will be encouraged to spend more time and money in Saint Paul if it proves to be at plesaoant place in which to drive i around and "see the sights," shop, eat, and spend the night. b. Effect on Abutting Prop_eM - Property values are af- fected W Ee esthetic quality of the street or highway on which the land abuts. A wall landscaped expreseway with a parkway -like appearance undoubtedly would cause nearby homes to be considered more desirable for purchase than If they border immediately on a3 noisy highway pavement. c. Advertising Value for Buaineemes - A recent trend is for bus nese and industrii! concerns to prefer building locations in attractive settings where for the advertising value they will be seen by a maximum number ofpaople. This usually means a landscaped site along a major artery of travel. The Ford plant and the 3M Research Center are examples. If the street or highway in attractively built, its beauty will complement the design of the adjacent buildings, -and thus good prestige business sites are created. Any such business that decides to locate in the area it, of course, a great economic asset to the community from every standpoint, so anything that can encourage their location here +should be given due consider- ation. Desirable concerns which are looking over prospective communities for location, will review carefully all features of the area, not the least of which are living conditions and evidence of concern for esthetic quality. d. Esthetics Can Affect Safety - The driver is an emotional being an there s no quest on that his moods and attitudes are affected in varying degrees by stimuli from his surround- ings. With a feeling of well- being, the driver is less likely to react with anger and irritation in certain traffic situations, with a resultant effect on safety. Esthetics should be given a good dead of weight in the early stages of thoroughfare planning as well as in the final construction and "landscaping or embellishment" stages. It should rate as as con- sideration in planning the location of thoroughfares and in deter - mining their alignments. Vistas that will be created by alternative alignments should be considered. In the case of the now John Ire- land Boulevard, the vistas of the Capitol and Cathedral dotes are the prime determinants of its location. Of course, most thorough- fares should not be located with this much weight given to vistas, but this extreme in mentioned by way of illustration. In many cases ;, -Z0- ► minor adjustments in proposed slignmente can make a great difference in route attractivene ®s. The tangents and curves • on the Mississippi River Drive were designed to provide a series of varying vistas of the River sari one drives along. Any changes in this alignment should be considered carefully so as not to destroy these features unnecessarily. In considering alternative plans for the thoroughfare system, the eathetico factor should be given s good deal of weight where - ever a reasonable coac©usas exieta o arnong those trained in such matte:re, that various alternatives would make an appreci- able difference in esthetic quiity. d. Flexibility for Long-range Future Changes a. Allowance for Changes in Public Tolerance and Attitudes - it is well Known that a great deiTof money WIH be expen a on streets and highways to solve the growing traffic problems to even a minimum satisitiction. While wider streets and high - vays are being built, traffic is growing heavier all the time, and we oometimee wonder if any ground is being gained toward solving the problems. Sooner or later we can expect to reach the point where' current minimum design standards have been embodied in these facilities. Meanwhile, It is good judgment to spend only enough money on each part of the street system to bring that part up to a minimum standard because, in many inatances, to build it to a more ggenerone standard would re- sult in delay in bringing other parts to this same standard. When traffic conditions are sub©tandard for a long period of time, drivers tend to develop a tolerance to such conditions. When current minimum standards are achieved, the public will demand streets and highways that are better than bare mini- ,MUM. Therefore, in recognition of this trend, if we are to plan pro- perly for future facilities, we muot design to pormait raising them above these minimum standards. In most cases such allowance can be provided with very small, if any,, additional immediate coast. This is, perhaps, best exemplified by the question of how much right -of -way should be acquired for a now street in un- developed areas. A right -of -way adequate for our current minimum standard is all that is justified unless the planning policy includes the allowance that the future standard will almost surely be higher. A generous right -of -way which would ' allow for such upgrading of the standard could be acquired for only nominal additional immediate cost. -21- 0 Our thoroughfare planning policy, therefore, is to err on the generous side in planning and design standards because it can mean the difference between retaining our current problems 20 years into the future or eliminating them entire- ly for the foreseeable future. We can be excused for fail- ing to allow for what cannot be foreseen but to make often repeated past mistakes again is inexcusable. b. Allowance for Changes in Econom - The eco" mic ability of a Nation and the community to carry out the construction of thoroughfare improvements is not stationary. In the his - tory of our Country, it has been increasing steadily. The current interetate highway program would have been a Mauch greeter tax on the economy 30 years ago than it io today. And so we can expect, in all likelihood, a continued general grow- ing trend in our economy's capacity to support undertakings of this magnitude. In this expectation we must make allowance, as a matter of policy in our current planning, for a higher future level of design standards than might presently be considered economi- cally feasible. c. Allowance for Technological Change - The last century has seen more tecKnRoTo—g1cal progress and change than all previous centuries combined. It is in the metropolitan areas where this change is physically most apparent. The rapid change is exemplified most vividly by the arrival of the automobile and the far - reaching and revolutionary effect it is having on the physical and social growth and development pattern of our cities. The automobile has changed the travel habit® of every one. More people travel with much greater ease, more frequently, and for more reasons than ever before. The automobile has been instrumental in causing the growing urban sprawl of today. It has enabled not only great reductions in density of land de- velopment, but has forced these redactions. Two character - istics of the Motor vehicle cause reduction of density: 1 ) Mobility - enables the various city functions to be separated bV many timee more distance than tome ever before feasible and vtiil be accessible. E 2' Storage and Operating Space - The automobile re- -quires more space to operate and more space for ter- n. minal stowage than any othar type of intra- uarban trans - k -portation. One car, pro -emptm over 300 square feet of land at both origin and destination of the user. This characteristic of the automobile forrcea seduction in density of most land noes. _$g_ Today we still have along way to go to adjust properly o- to the automobile. Since there to no precedent for this phenomenon in all history,, we can't fully foresee the out- come. We build freeways,, we need much more off - street parking, and we need to revise the Downtown. It is appar- ent also that the auto is growing steadily more demanding. Technologically, the automobile has by no means arrived at is ultimate development. Several examples of important developments on the horizon which prosxmiae to further revolu- tionize motor transportation are: 1D The Radar Brake - An automatic brake which elmi- nates time possibility of collisions caused by failure of driver's judgment. A radar device "sees" objects ahead and automatically applies the brake in ample time to prevent o collision. gD The Radio Control Guidance Device - This to comparable to the automatic pilot in airplanes. It involves equipping highways and major streets,, as well as all vehicles, with the necessary electronic devices. As tho driver enters an electronically con- ' trolled route,, he owitchso over to automatic drive and he need no longer pay attention to the road except to selecte the desired route. Even route selection eventually may become partially or wholly automatic. These devices are now in the development and testing stage. Another development which can be foreseen as a possi- bility is some form of automatic taxi system which would be a refinement resulting from the above - mentioned systems. 3) Service Station Needs - Now fuel consumption pat - terns resulting from now developments in automobile power-plant technology may revise the need for ser- vice stations, both in their number and their design. In view of the changeable nature of the context within which we are design- ing and building our street® and highways today, good planning and design,, In the true sense, regeaire than we plan theca with maximum flexibility to allow for evon those requirements which can be foreoeoable only in a more • general sense. -23- s C. CONFINEMENT OF THROUGH-TRAFFIC TO MAJOR STREETS Through- traffic should be confined to a well- defined major street system of limited mileage -and good traffic capacity. By directing the balk of • traffic onto relatively few major atweets of good quality design and con- struction, rather than a uecessa'sily and indiscriminately diffusing traf- fic onto numerous streets, the following important objectives will be I achieved: 1. Economy in Constructlon and Maintenance A major part of street construction cost in in its pavement. The @Mauerr the mileage of zmajor streets, the fewer mllcS of heavy - duty pavvemant wUl be needed in the City. fit ie true that these fewer major ettreats will geed more width than they would if move mileage of streets were pat into heavy traffic service. However, In moot cases, the traffic capacity of the existing major streets can be increased greatly by only small addition® to pavement width. This can be done by more efficient use of the wffdth by using parking bans, right and left- tearning 16nes, flaring of intersections, the use of varfioeas device® for the reduction of traffic friction along the street border', and by partial limitation of access. By applying these relatively lnexp®nsiwd troatm*nte to carefully selected and somewhat fet➢dr arterial streetrs the optimeam ratio of traffic capacity to construction cost can be achieved. Thin is especi i true in Saint Paul where, although moot of the arterial streets are already pn *ed, there ar®'many collector streetel with only oiled dirt surfaceswhich would need more costly new pavements. WAntenance cdats also will'be lower if the heavier traffic is con - fined to fewer `streets becau®® this would increase the percentage needing only light de?aty mai�enanee. 2. Fewer YA,Or Wereactioas Along M%Jor Streets The wimber otimtersections in a rec%ngoflar grid of street's is dependent capon the distance'betsseen croee- streets. For example, In a rectangielAr grid system with streets one - quarter mile apart, there are four, thanes the number of intersections than In a grid system with 'streets one -half mile apart. QSee Chart tD This means far fewer stop signs and traffic signals will be encountered by•'vehicles In the system.' Currently, four -way stop signs are all that are justified at many of the collector street Intersections, but the 'some- what greater' concentration of traffic on the suggested fewer arterlaa streets would alloys a larger portion of the remaining major iniar- ®ectlons to have sigmas along with more elaborate and efficient intersection design. The reduced number of stops will Mallow saving@ An travel -time "and vehicle operating costs. Huereased construction costs at the eaaggened more elaborate intersections should be cow - pensaated by the sevezM other aavings. 1 Arterial and Collector streets defined in Chap. 111, pp. 37-38. -24- INTERSECTIONS CREATED BY 1/2 MILE GRID STREETS IPdYEi2SECilOP1S CREATED BY ADDITION OF 1/4 MILE GRID STREETS i i i 1 i I I I l i LEGEND, STREET ON 1/2 MILE GRID -- °°-° STREET ON 1/4 MILE GRID i f I I I I I 1 i t i i i TWO SUPERIMPOSED STREET GRIDS WITH COMPARATIVE NUMBER OF INTERSECTIONS CHART 2 0 3. Neighborhood Concept The principle of dividing the city into communities and neigh- borhoods generally is recognized among city planneris through- out the Country an a highly desirable objective. Z The proposal for such divisions in Saint Pawl Is set forth in Community Plan Reports No. S Q "Proposed Planning YDistricts "D,, No. 8 ( "Land Uwe Plan";, and No. 9 Q"Education al,, Recreation,, and Cultur- al Facilities Plana "D. The application of tMs principle to Saint Paul resmlt& in 16 resi- dential "communities" each of which is divided Into ®evreral neigh - borhoods which spprozdmatdly coincide with the elementary school dWricts. The -neighborhood is planned as the smallest geographic Unit of a residential area in which adequate public facilities and services can be provided for residents without unnecessary incon- veniences and hazards. In order that the residential' - ` -neighborhood may be allowed to develop into its full potential s+trtangth as a bnaic emit of living in the City,, the divisive infimitce of non-conforming non - residential land u ses and through- trFaf€ic arteries most be olimiusted from Its interior wherever pooeiblo -. The major street eystmm,, along with major railroads and topographic barrier® gemorelly should form Saint Paut's neighborh6d or community boundaria ®. This provides the important safety factor that children enroute to school and recreation areas need nat croas any major traffic route. The interior atreot isystem of the deighborhoods ahould be so patterned that insofar as it is feasible o the only traffic entering the area will be that which has as origin or destination within. This will permit neighborhood c©hesivenaes,, amanity. and safety,, as well me stability of propo2t7 va?tdes so Important for the health of Saint Poknt. This wooket mane available as 2 the advankeges of small town liming with the advFantege s of the big city. All of the more Impoaft»t traffic generators in the roulelential areas such au shopping districte,, churches,, secondary schools and collegas,, ,and the larger multi- family dwellings should not be located on minor streets in the niaighborhood iatoriorso but should be on or clone to the major ®treetsa Neighborhood interiors should contain only low den- sity residential lees and similar light traffic- generators wherever possible. This planning principle is important for achievement of neighborhood objectives ao X11 as tnsancimum economies in street construction and maintonancad Furthermore,, the neighborhood shopping districts can do the best business if located accrasoibly near the ciossing of two or more traffficways. i International City Managers' Association,, "Local manning Adminis- tration,, " 3rd edition,, 1959,, p. 111 and American Public Health Ansoci- ation,, "Planning the Neighborhood,, " 1948, P. 1. -g5- D. POLICY ON MINOR RESIDENTIAL STREET PATTERN • � The existing minor streets of the neighborhood interior®, as currently E developed in most area®, preaeat several opportaidties as well as problems worthy off. consideration. 1. Exiatln&, Problems as Accident Rates at Minor Croas- atreet© - There are over 2,000 minor resident M In-tersections In SiGi which ate uncontrolled by any form of traffic eign@l, stop or yield signs. Over one -half of these intersection@ in the City are of the straight- c roe sing type, ane -third are "T" type intosseetions, and the remainder are vari- ous other typos. A study was made of the comparative accident rates at several type@ of sancta intersection @. 3 The accident rate over a five-year period at controlled $intersection® i® four and one -half time® greater at the average atraight- crossing ty e than it is at the average "T"*typao This is a highly significant difference which clearly indicates that the number of accidents* at minor residential intersections could lea reduced greatly if these crossings were appropria141y changed, signed, or redesigued. b,, Narrow Minor Ra ®idan%W Streets - Most existing minor resi- dentiR streets In SUnt a ave either W or 32 -foot width be- tween curbs. This width is giinerally satisfactory in purely @ingle- family districts whore there is normally only m occasional car parked at the' curb. However, in areas wft even a reWively few multi- family dwellings and with street sections of heavy curb - parking, thie'width is too narrow. With the modern snide cars . two drivesr@ cannot pa @s with ease and safety between rows of parked cars ou a 32 -foot street; some drivers frequently will stop at an opening in the sour of parked care, to wait for an on- coming car to paisso co Unpaved and Uncuxbed Minor Streets - The majority of minor restUn-flil streets n NaWave not considered to be in the "paved" classification. These street* are constructed with a flexible base in contraat to the rigid base conAraction used on higher -type street @. The wearing surface on the older @treats of this type was achieved through the application of a penetrating - type road oil.' ThIs types warfare requires an annuM treatment with some tj pe of seal- coating mixture. Newer streets of this type are now being finished with a bitaminoans graval surface. These methods of ecasrfacing have the advantage of looser initW costs but have the following dickdTantageso 1 b Tend to be rougher and mago Irregular in shape and require a higher cyawn than a pared surface. 2h Have tw adency to breach tip from frost action in the spring - tima, requiring emergaucy patching, 3 See Appendix B. -26- 3D They have a higher continuing aasaWOnacs cost than do paved streets. 4) Tkey are not clean. The generally irregular and soft gutter MArfaea cannot be cleaned es well ss the pw.cise and durable jRQVCd-etraeet gutter resulting in a lees thorough street- clea►ming job. 5) The necousa+ry yea713 ail *nd sand appiicatuon is a nuisance. For several weeks after applieatlono these materials stick to vehicles and pedestrians alike and are tracked onto sidewalks 0 driveways, and even into homes. bD When the stroesat is built with permaanant pavement, tho general vriaew of street, yards, and houses achiev ®s ,&touch of neatness and cleaniiness which never can quite be achieved with as oiled Durvratce. ]Probably more serioue than unpaved streets fe the problem of the many streets in Saint Pavd withiut curbing. Its reMG of the n9wer are ®e without curbing, the condition is not seri®ns at presento boat in large parte of the City there Are streets with irregular muddy edge ®. Caro are frequently parked in an ir- regular and haphazard manner, often resulting in damage to lawns. Tarf gets washed out and lawn maintenance and pride of ownership deteriorate becauee of dimcouraagemcsent in the general untidy appearanCe of the neighborhood. Some more arnibitious prOPOrty owners on such street® frequently Will resort to building makeshift Wooden curbs or use other in- genious atin should b® ivrenito the adoption place. abroad policy of in consider- ation s g stalling curbs on all streets. d. Sidewalks - W05t of Smut tai tkdt' �aue���� ea�e�rAa�mo �ltbclan "tji a pare some *actions where they haw* been omitted, par cuisriy In some of the lower- density easideE lal &"Q@- It is often asrgued that pedestrian traffic 1 not ST tr ii9c i® jas+tuy the cost of sidewa�cs. However, p os onIy one of three basic wasirrants which chovId be need to detsr- =lne n=h need. The other twe era o r 1 D Vehicular Traff$c - All major @treat@ "Ould have sidewalks even though pedestrian traffic waysk cold light. roz obavious rea+�s of safety • ever bo required to walk in the traffic IMOO Of 4Ba Grbso F major street. gD Discouragement of Childr ®n from P"'ag in the Street - A sidewalk will have this effect by providing a paved amen, s6par®3ed fromts vehicles � on which they may r9lier- skate, ride tricycles, plsay hopscotch" etc. 1 -ZY - 0 This is an important consideration on residential streets which are straight and long enough to en- courage excessive speeds. Sidewalks are of least Importance in a cul -de -sac. All three of these warrants should be considered in deter- mining the need for sidewalks. e. Straai htness and Throw hness of Minor Residential Streets - In too many nstances, Wie m nor residenEW streets of of Saint Pawl are long and straight with almost the sense through -route continuity as the arterial streets. Thin is a result of the straight grid pattern on which the City was platted. The most desirable residential property and living conditions today are generally found on streets platted in a curved pattern such as the neighborhood lo- cated between Macalester College and Fairview Avenue. The desirable residential character which is achieved here should be part and parcel of all neighborhoods in the City. 14 is the pattern by �w►hich a residential district can thrive best and can most effectively maintain its quality against the forces of deterioration. The inherent amenity,, safety, and stability of property• values thus created add up to the kind of good living conditions to which every resident in the City should have a right. The City'® long -range street planning policy should include the effort to achieve this 31 ®wherever possible and to whatever extent feasible. 2. Policy for Solution The existence of the above- mentioned problems implies the poeisi- bility as mwell as the desirability of their solution. The following elements of policy are suggested for such solutions a. Articulation of Neighborhood Interior Streets - The neigh- bor Interior street system should e planned to discour- age through - traffic,, and yet permit easy internal circulation along with reasonably direct movement to and from all places in the largor community. This should be done by the develop- ment of two distinct types of interior streets - the "Feeder Street" and the "Local Street. 114 By this aystema,, the majority of homes in the neighborhood will front on local streets on which only very short tripo and low spoeds are feasible. Adequate vehicular access is still maintained; increased safety to children,, and amenity to residents results. The problem of high accident rates at 4 See "Street Classification Standards" - Chap. III, Charts A and B. -25- present uncontrolled minor street- croesings is solved largely by ha several techniques suggested in the street standards. The standards also suggest certain solutions • to the problemaoe created by heavy parking on narrow i streets. b. Paving and Installation of Curbing and Sidewalks. - Care- ful study should a made of the comparative economics of the various alternativea involved., taking into consider- ation all of the factor® mentioned in the "problems" section. Also, any improvements installed should be co- ordinated and fitted into a neighborhood plan which recognizes the principles mentioned in this neighborhood policy. The policy on assessing for improvements should be examined for possible noed of revision where necessary to make these improvements feasible. c. Community and Neiehborhood- Level Citisen Partici- ation -The c t sens of-th-e-neig4borhoods affected y such pro eme must express a desire to have these improvements accomplished and actively participate in neighborhood or- ganisations established to achieve these goals. The organi- sation of neighborhood and community groups should be.en - couraged. It is through these orgaanizatione that the citizens can be made aware of the nature of the problems as well as the possibilities for their solution. and of the degree to which they, through co- operative action, can better their conditions and those of the City as a wholes. E. POLICY ON PUBLIC TRANSIT The Saint Paul public transit plan will be published in Part II of the Transportation Report QCommunity Plan Report No. 12) in 1961. This Plan will deal with specific proposals for public transit as well as policy, but it is necessary at this time to develop a policy item which will have x great effect on the Thoroughfare Plan: One policy to be determined is the desired relative dominance between pri- vate autos and public transit in the aver -all Metropolitan system for trans- porting people. Among the cities throughout the Country, there are con- sidered to be three basic types of system for transporting people: "private auto dominant, " "public transit dominant, " and "balanced. " The Twin City Metropolitan area is private auto dominant, as evidenced by pre- liminary estimates that in 1955, out of over 3 million average daily person - trips, less than one -half million were by public transit. 5 See "Street Classification Standards" - Chap. III, Charts A and B. -29- E A policy on the dominance between private auto and pulblic transit is needed for proper development of the Thoroughfare Plana. In order to determine the future spacing and traffic capacity requirements for the arterial street system, the apportionment of person -trips for 1980 to be assigned io transit vehicles, as against assignment to pri- vate cars, moot be decided. If the metropolitan system for moving people is to be weighted rather heavily toward improved transit, the future traffic - capacity requirements will grow less rapidly than if no transit traffic improvement or growth is foreseen. 1. Reasons for a More "Balanced" Public Transit System It is felt that, on a long -term basis, the metropolitan transport- ation system should move in the direction of a "balanced system" with increased emphasis on public transit for the following reasons: a. Public Transit is More Economical - It is more eco- nomicil in eco- nomic street space as we sae a over -aU operating costs. The private cars that carry the number of people who nor- mally ride one bus take up several times as much etreet space as the bus. The two rapid transit track® built in the median strip of the Congress Street Expressway in Chicago can carry four times as many passengers per hour as the eight lanes of the exgresawwy, and require less than 25% of the right -of -gray. b. The Metro Titan Po ulation Will Grow Too Large for Private Auto Dominance- - The larger a metropolis, the more likely it is to be transit - dominant because in very largo cities the difficulties of moving the majority of people by private care become enormous. New York, for example, could hardly be expected to handle its great numbers of daily porson- trips without its well developed public - transit system. The sire and complexity of the freeway system required to par - form this function by itself would be enormous, exhorbitant in cost, and of very doubtful feasibility. The Twin "City area has,, up to the present, managed to handle the movement of people b'y its present street system without s thorough breakdown. However, by 1980, the metropolitan population will have increased by an estimated 5096 from 1960, and these people will be served by an estimated increase of 75% in rardlotered motor vehicles. Further,, in determining 6 "Public Transportation in Five Great Metropolitan Areas - Part 1, " The American City, Vol. LXXV, No. 6, June 1960, p. 125. - 3a- a policy' for preparation -for future transit needs, con - sideration should go well beyond a 20 -year period because • of land -use and right -of -way consideration* necessary. It 6 is apparent on this basis that the size of the Metropolitan Area for which we must plan will be truly large and good E public transit will grotr increasingly necessary for relief of future traffic problems. The proposed thoroughfare f systenci "is to be adequate for 1980 traffic: but in the follow- ! ing - yeses, will it be necessary to repeat the freeway con - struction program all over again to double the traffic cap - acity of the system? This question must be faced. 2. Policies for a More "Balanced" Public Transit System_ The proposed policy for a more "balanced" system of transit and private anatos should be carried out with the aid of the policies and actions set forth in the paragraphs which follow: ao Make Allowance for Needed Transit Right-of -wa - A well-deve ope tran ®t system would use more de an one mo of tran6it, each mode complementing the others. Among these m4y be included some of the following possibilities: express bus on freeways, regular bus, downtown shuttle bus, helicopter, and in the more distant future, possibly some type of automontic or semi- automatic bus trains.' Rail- transit may be possible also in the future,.' The right - of -way requirement for such facilities must be planned and reserved to avoid wwecesmasy large additional cost in the future. b. Poliic for Land-%@e Density Pattern to�S_2Rp_ort Transit - Yn view or tfe exist ng rQl&LIva y low den® ti of - dev�menti in the Twin Cities, the greatest basic need to support h healthy and efficient future transit- system is a land -use density pattern which will put a greatly increased number of person - trip origins and destinations into convenient relationship with major transit stops. Without large numbers of pzople having close access to good express -type transit, any major impPovements in the present system can hardly be justified. Therefore, to gain other objectives of land use and traffic efficiency, as well as transit efficiency, the following policy is proposed: Within the existing land -use density patterns, a concentration of higher density land uses should be encouraged to locate in closi proximity to proposed express transit stops and trans- fer points. Generilly, tbie should be in the form of clusters 7Ey�pperiments are being made on a system of coupling several bases to- gether, to be driven as a train on a separate one -lane express roadway, and to be guided by an electronic control device. -31- LAND -USE DENSITY PATTERN ENABLING EFFICIENT TRANSIT OPERATION CHART 3 • �• CROSS TOWN' • :: ' `'' �► 4 y �::: • : • '. • ° . f . s . t • . BUS LINES :� '.• f , �4 'rte • .M� � � ..� LLJ .' • :. ;•;' . EXPRESS TRANSIT STOPS • • Lu . • ' • • • APPROXIMATE SCALE 5"= ONE MILE LAND -USE DENSITY PATTERN ENABLING EFFICIENT TRANSIT OPERATION CHART 3 E of higher density residential structure** increasing in density the nearer they are located to the transit stops; shopping facilities and other important traffic - generators also should be located at these transit stops. QSee Chart 3) Conversely, the vocation of thee* transit stops should be determined, to a large degree, by the existing land -use pattern and the location of traffic- generator®. Such as pattera also would be beneficial to the efficiency of truck and private auto traffic as well as for most other public services. Such a policy on land -use patterns is by nature a long term one. Its benefits will accrue over as period of years which is in keeping with the time range of the pro- posed transit policy. Since it does require yearns of gradu- al change, the estaabliahment of such a policy is necessary at this time. c. Aacistaauce for Transit - Rapid traana It in the Twin Citle s", typical of traaaa t Une e all over the country, in being caught in the spiral of higher fares, lower profits, and curtailed service which result from the stiff competition of the private automobile. Transit in, in effect,& public utility just as the telephone companies are. It provides a necessary urban service. It must be permitted to provide proper service and'to remain solvent. Thus, additional aids me becoming necessary. Help may be forthcoming before too many year® in the forma of Federal assistance of one type or anothar.. A bill was introduced in the United States Congress to provide aid to municipalities. This indicates Washington is beginning to consider this problem of public welfare which is national in scope. It indicates a trend of thinking which promises the likelihood that a turning point for improved transit conditions i® approaching. Meanwhile, various forams of local assistance could be con- tide reds including the allocation of some street and highway building funds to transit faacilitieaa. This is well juatified by the fact that improved transit service could reduce the funds needed for new highway and street building. F. POLICY FOR PARKWAYS The primary purpose of as parkway is for pleasure driving although it may in some instances be combined also to serve as an arterial route. 8Williams Rill which waaaa supported by American Municipal Association. This bill passed the Senate but died in Houaae Committee. A new and broader version of this bill will be submitted in the upcoming session of Congress which would include aid for mass transportation systems. -32- A parkway should have good continuity as a route, and should connect with other parkways to form a system by which a tour can be made of many of the major points of interest in the Metropolitan Area. Park- ways should take advantage of the most spectacular and interesting ► scenery, both natural and man -made and connect important City feat- ures ouch as large parks, important civic buildings. and points of his - toric interest. On many routes the right -of -way also could include hiking trails,, bike paths, and bridle paths. There should be facilities for frequent stopping to view scenery. take pictures,, etc. and generally permit pleasant driving in as leisurely manner. A well- planned city parkway system in the automobile age, is like the front lawn and landscaping of a house. It provides an important first impreission of aati city to a visitor just as the lawn provides the setting for the house. It is one of the best public relation devices the City can have as well as having great value for the enjoyment of the citizens. " The Groat River Road" - This is a 2.000 -mite scenic highway being developed along the Mississippi River from the Gulf of Mexico to the headwaters at Lake Itasca and extending into Canada. As this parkway goo@ through Saint Paul. it should be integrated into the Saint Paean park- way system. Since this should be the "Main Street Parkway" for the City,, its route should be carefully selected from the standpoint of both the City and of the scenery to be emphasized in its function as a scenic Mississippi River route. Saint Paul originated as as river- oriented City with an interesting history. and this parkway route should bring this laact out visually. G. CO- ORDINATION WITH SURROUNDING JURISDICTIONS Saint Paul's Community Plan should be co- ordinated with the plans of all the a 4lacent and nearby municipalities and with all the metropolitan counties, townships, school districts, and other various governmental jurisdictions. For some elements of the Plan,, close co- ordination is more important than with other elements. Probably the most important element to be closely co-ordinated over the entire Metropolitan Area is the Transportation Plan. Any restrictions in free flow of commerce from lack of thorough co- ordination of this element will be reflected directly and severely by the economic health of the area. The following is as list of major items to be co-ordinated: 1. Nomenclature Street definitions must be understood and agreed upon by the street planners if a system of co- ordinated streets is to be developed. -33- t, Thoroughfare Classification and Design Standards A street of given design should not change characteristics at every municipal boundary. The design should be continuous to avoid driver - confusion. 3. Speeds . It is important that the design and posted speeds for each type street classification be standardized throughout the Metropolitan Area. 4. Driver Comprehension Traffic regulation and information signs, signals, and markings should be standardized to avoid confusion. within the Metropolitan Area, the ®tareet layout@ in adjoining municipalities and communities should be co- ordinated. S. Street Naming and Numbering There should be a unified, or co- ordinated, street - naming and house - numbering system for the entire Metropolitan Area. 6. Esthetics Various parts of Metropolitan Area thoroughfares can be treated individually, but all should harmonize. H. CONSIDERATIONS FOR A POSSIBLE STREET - NAMING AND Consideration should be given to the benefits and savings of develop- ing a good street - naming and numbering system as weighed against the costs and problems involved. it is difficult to determine the amount of time lost and money wasted as a result of difficulties in finding addresses. When the street - naming pattern is such that it causes inconvenience and annoyance in finding addresses, it can affect the decisions of businesses to locate where such conditions are more favorable, when other conditions are nearly equal. The ease of finding locations within a City is as much a part of accessi- bility of such locations as the traffic capacity of streets leading to them. • �ij These factors should be considered its determining the importance of a good syetem of naming: -34- ' 1. Metropolitan -wide Co- ordination All through - streets continuing acroae municipal boundaries with direct continuity should have n single name to reflect this continuity. No two streets in the Metropolitan Area should have the ease name. Due to the manner in which the i Twin aties and suburbs have grown into one metropolitan unit, any good street - naming system must have appropriate continuity across the entire Metropolitan Area. Z. Provision for Odck Address Location Any address in the City should have incorporated into it. its identification of location by a grid co- ordinate system which is simple to learn. 3. Co- ordination With Street's Functional Classification System The naming system should recognize the major street -grid as an entity having a set of names which, by their character, would distinguish them from the minor streets and freeways. d. Clarity of Street -name Sins The signs used to identify street names should be standardized in their size and shaped and should be consistent in their pattern of location on street corners. They should be located for easy readability at night, Although the renaming of the City streets is not being proposed at this time as a necessary part of the Thoroughfare Plan, ad policy should be observed which recognizes that renaming may be desired at some future date. This possibility does exist because other cities have renamod their streets when they were larger than Saint Paul is today. -35- CHAPTER III - THOROUGHFARE STANDARDS A. CLASSIFICATION OF THOROUGHFARES The streets comprising the Sit Paul Thoroughfare system Brill ovary widely in their fumtions. Some serve as loc@a streets to pro- vide access to abutting propertie3so come act as collectors of traffic within the neighborhood to feed this traffic into arterl@19; others serve am a networl of major rose across the City,, to the Doim- town,, and,, in mme instance®,, into the outlying areas to connect Saint Pans with other urban and metropolitan centers. The Thoroughfare Plan was developed by the folloyAng proeedureo First,, a classification of streets was developed based %pan the functions that each are to perform. Thaw,, this system of functional classification was superimposed on the existing street system,, &ud the osrieting streets,, together with re- aligmmont® a" now Wgnmants,, were assiged to the proper claassi- ficatflon based upon the fumctlons that they are to perform. The Thoroughfares are grouped Into the following f%utiong type ®o 1. Freeway This type of facility forms the backbone of the matropoliten Thoroughfare system and has the highest design standards of any type of road. Within metropolitan areas,, the amain function of freeways i® the safe and rapid maovement of great volomea of Wra- urban and Inter-urban traffic. The freeway has controlled access and perform@ no &rest land-service function. The en- tire interstate highway system in populono areas is of the freeway category,, and most freeway@ in Saint Paul will be on the Anter- stae system. In addition to the norail automobile traffic,, track@ and express bases will use the freeways. General Dsie Characteristics - All freeways have controlled access,, and uo grade Intersections of any sort are permitted,- The amedUn strip is never broken to allow vehicne® to cro ®s it; all crossings whether vehicular,, pedestrian,, or railroad are by over - pass or wWerpass. All &cease and agree® is by interchange ramps and there are no stop sign® or signals. Pedestrians,, bicycles,, and slow - moving vehiclea are not allowed on freeways; the right - of -way is protected by chain -link fencing to prevent pedestrians,, children,, or animal@ from wandering onto the roadway. Ems- Interstate Route 35-W in Bloomington and Richfield. -36- 0 i� W a CO 0 a 'Q VJ Z O U CO Q J U W W CO) wo : • Q • 10 Ow iii Y r■tiq� ��qii� •� K a~ V � � � � Y 13 I V� :1 :o 41 .9 s o - � �Opq'p� �yyM a81. .8 0 •� 0� ;� °p W°.IC ppp� �� O� M V. o� cli 42 W LA .7 � N 9 oil g n" 43 .d •T2,� a L •+ o+ c a�Ts a p w p r4 o y� b 1{0 , CY b bg _ CO • 0 a 41 {gpo o +R o C +� � is � F� 4124 � �I o N a�`N i� g w88 �" WS �z`• E F • 5A a qQ p � .t.0 8 �y 0 A F F M oti g gy �o A m• ,O O bo o O p f0+ b M C pppO O F F� ��� F � divaosds� �••x}s oagy 'C*T9QOPToo�t unak J090 •d4L LsTOSU 2. Expressway The expreeavray is next in importance to the freeway dud is of aimilar character,, bat the rigid freeway design mU dards are relaxed somewhat in the interest of economy. Its parpose Is similar to that of the freeway,, but the traffic capacity and safety are appreciably lower. The initial construction cost is lower,, E but prov iaions should be wade to allow for its altimaate upgrading to a freeway. General Design Characteristics - An expressway is similar to a freeway; the major erance is that coma grade Intersections with street@ of secondary importance are allow ®d. Access is still limited,, bat pedestrians Are permitted to cross at the grade intersectio:ne. Examgge - Trunk highway 036 in Ito®eville. 3. Arterial Street The freeways and exprevowaye,, forming the back bone of the metropolitan, thoroughfare nystema,, together with the arterial @treat@ provide than frame or sksleton upon which the City's Thoroughfare Flan is devenapod. The arterial streets provide route@ to move large vrolume@ of traffic to major ®etropolit@n and city -wide destinations as well as to feed traffic of a local mature or origin to the froeway systems. U t®rchgogea of traffic from freeways to loc@ l streets occur via the arterial streets. Although arterial street@ may perform selective limited land - sorvice functions,, they @houid have partia UmAfttion of access. Oa- street parking should be minimized. Arterial streets,, ex- pre ®sway@,, end freeways generally form tho major land -use boundaries,, including those of the residentflal neighborhoods. Generally,, all types of vehicles are permitted an arterial@. General Desie Characteristics - Wb*reas most freemoray@ are t on new alignments, artarTal streets aasmally follow existing major street route& Thi@ necessitates frequent widening and some re- alignment. Opposing traffic lanes are separated by undian strip@ and intersections are ehannelired to provide left - and- right - turning largo @,, thus encouraging smoother traffic flow. Examples - Univera$ty Avenue,, Kellogg Boulevard,, and Summit Avenue west of "3dngton Parkway are imperfect examples because cevtaln changes would be needed to bring theca to the proper stan- dards. 1 "Controlling the Use of Acce@a „” Trends in Land Acquisition,, Highway Research Board Bulletin #101,, 19SSo pp. 70 -50. -37- 4. Collector Street This to an "in- between" type of street which performs several functions: a. At to an important supplement to than arterial street system which reduce@ the traffic load on that sy"eem, provide@ auxili- ary capacity for special traffic overload conditions on arteries wo and provides good detour route® or emergency by- paosea. In general, it adds flexibility to the arterial traffic system. b. The collector street frequently pa sse@ through naei abbor- hoode, collecting traffic from the local street@ and distribtd- ing this traffic to the arterials, expressway and freeways. c. It also functions an the main streets of the neighborhood interior@, ammd serve@ major neighborhood facilities oench as the neighborhood shopping center, churches, etc. Traffic service is the primary area of the street. Laud access is secondary; @cme recxtrictione to access Ore desirable to prevent undue interference Evith traffic flow. Parking service in of least consideration and should be banned as required to improve traffic service. General Desie Characteriztica - Usually collector street@ can be Kned satisfactorily within a sting rights-of-way. In come W- stades, a small increase in width of the existing pavement is re- q%dred to permit the ®treat to function adequately as a colloct®ro Collector streets seldom have n madian strip. Their general design consists of four traffic flares or two traffic lance and two parking lames. latost collector atreets have moderate traaffac volume@ and are not deaigneted as truck rootes. Exam 1 ®9 - Fairview Avenue() Western Avrenua, St. Clair Avon=, Md belby Avenue. S. Residential Feeder Street The raoidentiatl minor streets are subdivided into two categories; the "feeder streets" and the "local street, " The feeder enable® the raMential local street to perform strictly as land- accese function. The feeder street provide@ both traffic nervice and land access. It geed@ traffic from the local streets to the collector and arterial rovatesa Parking is secondary in importance and io unrestricted,, `traffic volumes are light, and track@ are restricted as they currexly are on minor street ®. General Design Characteristics - Long - distance through- trips on ee er streets anoula be ono seouraged by the use of any of theme devices- -38- a. Shift the feeder street location to mother block at inteivala of about a mile or less • i b. Use of cearvata re in street alignment,, c. Enforce low opted limit. d. Avoid an alignment which competes with a mgjor street for through -traffic service. ELv _ l__o__F__s__- Presently, therm are few good examples of clearly e ned der streets. Some atresta with general characteristic@ of a feeder are: Macalastor Street between Summit and St. Clair Avenue @,, Aldine Street between University and MAnnehaha Avenuea, CURAsworth Street between Front and Van Slyke Avenue @,, Otto Street between west Seventh Street and Lexington Avenue. Sher - burim and AurorZ Avenues are comparabne to a feeder street. 6. Ramidontiat Local Street Thi@ is the lower traffic capacity type street of the two types of reesidanctial minor streets. This type of @tree% provides access is iadivvidug homes. It is to haw* as local a character as posalbleo aced vehicular movements are to be slow and very light. These feature@ are necessary to m&ke the antomobile compatible with peo�le °s living areas. Gongral Domija Characteristics - Tree streets @hould be made disco news by any of a uUm e4r of dovvices which may vary,, dependent awn whether theme areotm are in a new subdivision or in =established residential neighborhood. Several examples are: a. Coed atkreat b. Looped street c.. Cuff -de -sae d. Conversion to block -park parking courts o. Conversion of four -way intersection to ftv right -angle terms Exam las - Vernon Street and Amherst Street in the neighborhood WON Of acalester College are good example@ of desirable local @treats. T. gndee @trial Minor Street This type of street form@ the minor block- pattern of industrial di@trict ifteP%rs. 10 purpose is to provide access to abutting properties,, and,, as an adjunct,, it may servve a parking function. It is not intended for through- traffic service,, and its alignment should &&couragee this. -39- General Dasi&E Characteristics - Theae streets should be do- irij_md r heavy truck use , w eh require@ extra Ilan widtho wide curb radii, minimum grades,) iad haawy -duty pavemento • Track - loading operations Including maneuvering should be Callroly off - street. Exam 1Qs - Terrltorial Road and HrAmpden Avenue in the Mid - Way ustriali urea. 8. Commercial Street This type of street generally is found in the Downtown. The commercial street does not submit to the development of cross- oection standard@ in the aame way as the other types bacause it consi@te of a combiw5ifAon of arterials, collectors, and minor streeta. Its foram may wary with each street, and therofore a separate section is met up An the standard@ Which describes the cross - section compox@nts. The remaining da @ign coasideration@ are to be determined by the requirements of each indivcidwal street. The concentration of traffic in the Dovntown makes it important that the various traffic circulation and land - service fanctiong bo defizad separated as much as pos ®ible. Thal, it I@ desir- able to separate pedestrian and vehicular traffic, tank- loading and general traffic @ @rwica, bus and twi loading from gonaral traffic service,, short -term parking from long -term parking, passenger pick-up u ®s from traffic service and parking, through- traffic from trade wgth trip ends in the Downtown, and other almilar eombiaation @. Pam A parkway is a route for pleasure drivvflng along which landscap- ing and other eathatic features are given more than casual emphasis. Hts route follows areas of @conic or ,historic interest and often sonnets major park@, scenic aream, or historic sites. its main paVosoa are to provvido attractive route@ for ploasure drivvHng and for trips to recreational areas, and to create ffgworabla public relatoans from the vii @itorsl and tourists' point of dew in addition to attracting desirable bueina ®ses to the City. A property planned parkway should recogniue and exploit topographic@1 feature@ €mod prowide well - dens %ned routes to the boot @conic areas of the City. The parkway category i@ to be eonsidorad a @pecial fummcfBional d ® @ignatfoa which,) is some ca ®es, ie to be applied to a route also designated a® a collector,) arterial, expreogway, or freeway. In some Instance@ the parkway will function only a® saach. A park- way is not to be combined with minor streets because the parkway egnival®al of a minor street is the t°park drive" which prides -40- only interior circulation within a park. Normoaly, trusts@ are banned from parkways. Where a parkway combines with an aatterial.or expres @way where truck roufAng is neededo this ro@9ricdon may be realgmed. Gancrel Design Characteristics - The design of a parkway mil vary considerably ftponifing on whethe =r ig doubleo ao a collector ®treat or a freeway. H[owaver, sa veral characteristics are common to each a rouse. Spacial effort must be mad® to select tho most scenic or intareacting route. Esthetic Wereat can be created by recognising changes In character of landscape And views along the routes. grades and curvvature@ ca u wary from formally deigned bouaevards to carving and meandering drives. To avoid traffic congestion which defeats the purpo@e @f a pleasure drives, parkway@ should have generous. design capacity in relation to anticipated truffle. The design should consider slow- moving traffic carrying oight -sears by providing ade gtwte roadway for era @y passing of such traffic. Along the route o facilities @hould ba provided for turn -off spaces,) overlook@, and each types of racreaBion as bicycling, hiking, riding, and aature study. Eaear,�d 1®®: Mis @is @ipp1 River Driv*,) WheeaRack Parkway, S®bu r( ®ilbandBoulevard. 10. M= An alloy i@ a supplementary a►ccoaa to propertiea. In residential areas,) it generally provides access to garage @. An alley also provides a routes for wraote disposal and other "s of aarvffe® vehicles. Thsarea are many miles of a11eys in asiste:nce in Saint Maui. ®rdinarllyo fature platting of residential, commercial, or indus- trial areas Will not include sillcya. Their use should be permitted in special cases such a@ wharea residential properties, for some special reaeon, front an a primary street. G@ucrally, alleys ' era not to be used, for the following rea @aus: a. Economy - Anley@ are ordinarily an axtravaagance because they provade double frontage to properfles which is seldom asee ®nary. They requir6 surfacing and mainteummea a@ do the streets which serve the properties. f b. Access to Garage - Todatiy, most garage@ boing built area •serwe a r wow►ay from the front or side Areaat. t e. Service Vehicles - In view of its cost, an alley is hardly jan a or reaa e:_a tai service vehicles. Modern carwic• vehicnes are cl@Aner, and fewer are needed due to modern waste disposal facilities in the hone. -41- 0 PROPOSED STREET CLASSIFICATION LAND -USE EXPRESSWAY OR COLLECTOR ®COMMERCIAL FREEWAY RESIDENTIAL FEEDER MARKS ARTERIAL. m -_ o RESIDENTIAL_ LOCAL FUNCTIONAL TYPES OF THOROFARES APPLIED TO A NEIGHBORHOOD CHART .4 AL. BLOCK PARK LOCAL' STREET FEEDER STREET W w cr w a w W LOCAL or-- TREATMENTS FOR LOCAL STREE i S CHART 5 do S e Ssvin - Alleys occupy land otherwise usable for reoldeaftal yard®. 0o Shoppin Center - Now commercial ee�bilshments nor- • a ma y provide vervice access to the buDdings as part of the plot plan within the property line. This makes public case- ments for thin purpose unnecessary. G inaral Deei Characteristics - Grades and curvatures should e suc a$ a ee ce or re- suck can negotiate the alley with reasonable ease. Chart 4 Illustrates the relationship of the oever&l type@ of thorough- fare® with such other and with the land -use area&. The grid layout Is typical of subdivision patterns found In Saint Zul. Chart g illustrates possibne treatments of minor and fecder @treat intersections In revidentlafl areas. The purposes of there treatments are tow Q reduce acciden4@ at minor street crossinga,, b4 discourage unnece @@ary traffic on mAnor @treats,, cDreduce speeds on minor streets and create a more InfAmatte,, pleasant,, and safe atmosphere within re@idential blocka. The changos shoem can be initiated at the request of neighborhood gioeups and organizations. B. CROSS - SECTION STANDARDS The right -of -way for a now or substantially widened thoroughfare i.® determined by the ram of the width® of the dos$red components. The sight - ®f -way of =my esdsting thoroughfare@ is Eked and the croes- saction components most be fitted isle a set @pace. However,, there are many case@ where po @ @1bil1t1es,, present or potenRial,, oxi@t for wideming of right-al-way vAthin the built-up areas: Residential Setbacks - In certain inutsncea,, a pcy�ion of front yar o ca .a ntiliaed for additional right -01 -gray. Urban Renewal - WI-are a. major street is bordered by blighted bZ31n go,, r g t -of -way widening can be considered is connection with redevelopment of the area. M @Jor HIS!Iv }r Fro act@ - Often,, when an interchange la built to corm ace t major street with a high capacity highway,, the inter - cbange and its approaches along the street may require the acqui- oition of several blacks. -42- Often,, after a street right -of -way has been widened in segment@ r @long its length by one method or another,, there may be a fern short and narrow @egmazta remaining. These remaining portion@ may be widened by acquiring the property nt reasonable over-all cost. Amortisation - If the construction of now baildings can be dis- cAa' g d—along one side of a major street,, the right -of -way can be widened by later acq%atsitlan of the property at lower coat. Where infer® %ate highway @tamdarda are higher than shorn here,, the interstate highway standards sh@11 control. go Sta®dards for Cross - Section Componenu a. Sidewalk 1) Pumos a) __S__a__f__e__t��r - This Is the most important reason for the need oTsuewiulksa All pedestrians should be kept off vehicalar ways. by Convenience to Pedestrians 2) Standards a) Warrae - Needed at least an one side of ail uarban @trem s and thoroughfares except on controlled access high - ways where pedestrians are prohtbtted. bD width - No get standard; varies according to pedestrian VOROM 880 Generally 5-foot minimums Where sidewalk &boat@ curb and traffic lane of a major street,, it should be at l ®a @t 8 feet video Sidewalk widths should be standardized so mechanical snow ramov&l equipment efficiency will not be hindered. b� Boulevard or Outer Separator E 1 Peam!@@ L E aj PedeOrien Safetl and Comfort - this grassed area acts as a @pacer Sitween sidewalk and veWcular traffic lanes. t It gives pedestrians some protectAon from being splashed by passing vehicles- b) Underground Utilitq Location - Uttliflos can be main- Italned and rep res w t i o@@ cost when digging involve@ only breaking through cod rather than expensive pavement. delso,, traffic disruption is miulmiced� -43- c) Boulevard Treee - In many case @, thi@ spice is u@aSTe-fo—r-t-re-a-@7S-aT consideration should be given to the follon►Ang questions when tree plaantAng i@ proposed. (1) WM the treea somt day be in the way of fetuRre straaet widening? (2' Can they be placed so root@ wAll not interfere With underground otilities? (3) Will they Interfere with intersection sight Tangle @ ? (4) Is the @pace of adequate width? (5) Woald trey @ be better pAaced AnsAde th@ sldawalk? (b) Are boulevard tree@ oathetfically appropriate for this par4AcURar street? d) tow- Piling Space - This Is an Amportant consideration in MInneeotau'@ sustained cold wAnters where snow aecumu.- lates and oftou covers the ground for a considerable portion of the year. The justification for @now -pWng apace cm be determined by weighing thcx combined coat of prowMing It and plowing the @now directly onto such ®pace again ®t loading the snow on tru ck@ and hauling it gwayo ey Esthetics - Serves to break app a "see" of pavement and-a-dUln—terest to the street cross- ®ectAono 2) Strandard@ Q Width - A boulevard should be wide enough to allow a *now ""p ow to push snow onto it wAthomt covering the side - vraAko Thin @, the width will vary in proportion to the srldth of the street pavement. Ceuerally, 8 to 15 feet is desirabne. If the baaae v and As too narrow, the @Adewalk could be widened to most the curb. co Space to Right of Traffic Lanes - There are soveral varying f, Tonacular needs for a� @%irftced space between the boulevard or sAde- w@lk and the traffic lanes. Therese needs wary with the type of thosoogh- ggreo day @Agee sapeed @, traffic va lvame @o and at different portion@ @Aong •a melee FallovIng area the Aanportan% uses: E -44- 19 Shoulder n� (1 ) Stopping and Emergency Parkin - This is important on high-spoed high-speed thorataghfaroso A car Stopping an Duch t traffic lane is a serious accident hasasd. R) Safety Swerving Space - This W the allowance of spaca driver to aw9ng off the traffic lane to avoid an accident situation such a@ may be caused by an unexpected maneaver of another vehicl e, b) Standards (1) Full Width 100 - The standard for interstate high7waif s —and e p e aeways is 10 feet. Major street@ should have a full vAdth @ho alder where there i@ sagffici@nt space. The shoulder should be controlled or deeigned to avoid OR umecoseary curb park ng. full (Z) EdII ,a1 width 12 to- 40 - Where a vidth Aounder is deemed either unnecessary,, undosisrabfle,, or aan- attainabl@,, a small curb set -back from traffic lames is desirable. The width depend@ on width of traffic lanes,, traffic volaurges,, speeds,, and space available in right -of -way. Moanatable curbs,, where used,, way be placed directly on the edge of a traffic lane. (3) Color and Texture - The shoulder color should contrast at of e traffic lances. The texture should be rough onough to discoaarage the use of the shoulder as an additional traffic 1gne. 14) U@G of Caerb - A barrier curb i® used to prevent vahl -cl TP®rn eaving the pavement where it would b@ dangerous to do so,, such as where the danger of bond -on collisions is great,, or on a bridge,, or when 3 Amer$ean Association of Suite Highway Officials,, " A Policy on Grbometric Design of Rural Highways „” 1954,, p. 200. 4 W. P. Walker,, 'Influence of Bridge Width@ on Transverse Positions of `►ehiclee „” Highway Research Board Proceeding@,, 1941. American Association of State Highway Officials,, " A Policy on Geo- metric Design of Rural Highways,, " 1954,, p, 193. -45- approaching obstructions ouch ae brli lge abut- _ ments,, or where pedeetrians need protection. It ie alao useful for controlling certain traffic •movemente'such as where a medlan is used on t a moor street to prevent cross- traffic at the interaccOone of certain minor streets A mountable curb discoureage@ vehtcla@ from normaUr crossing,, but it can be crossed in emergencies or for special maneuvers. Shwlder@ or grace space should be substituted for cerbs along the traveled way@ of high -speed arterflal routea whore there is sufficient room. This providers the best dra rage for malting ®near,, minimizes the formation of ice from alternate t5zwivag and freening,, and it amide the accumu- lation of @and and diiat on the pavement which is a sMghtly and which raduc" effective lane width@ U not cfl® @med frequently. Z� Pa Lane - Curb - parking ehoeuld be banned wherever f ®as a on ZU thoroughfares of "secondary street" category or highor. eD Peurpo @e and Justifica$ ion@ for Bangng - (1) Space Needed for Traffic Ser vk - Most thorooughfaree have insufficWnt right -cif -way and need maximum ®pace to handRa mowing traffic. (2) Obviate or Minimise Payement Wideuin - Curb. park ng norm My occ-u ee pawomc o e rinse gnMity that serves moving traffic. In many ca ®e@ ire WAa . traffic lane@ can be broaugbt to adegeuate width y merely banning parking. This is not only aconomfleM but very helpful in saxes where property owner@ oppose widening@ that regnire removal of @treat trees. Q3D Safcty and Traffic Efficient' - Lines of parked car® or�rm an undesirable bo P er for a lane of raaoTiaag traffic. - Safe speeds are graatfly reduced because of Inherent dangers resulting from. (a� Chilldren running from behind parked cars. (b)) Passengers opening car door @. -46- ;(cy Cars backing into or leaving parking spaces. Mhese block traffic and canoe approaching drivero E 'ooaddenly to cut across lance, • E (d) Obstructions to visibility at driveways and intersections. (o) Drivers Aying from care parked at the edge t of a traffic lane" thus causing it to lose @ome of its effective width. F ' (4� Psycholo ical Effect - A row of parked care cam@c@ constant driver ten®, on ffor fear of the danger* maen0anod above. (S) Street Maintenance - Parking ban facilitates street e ng an snow resaomal. (fib Off- Street Parke- Fri district@ where ragoira- snouts or par ng serve adjacent land ease@ are heavy,, the comparatives cost and benefits @hould be m® @Aghed of providing off - street parking a® against cirb- parking. i 1 b) SBandasd® - � f (1 D New Thoroughfare@ - IIn no ca @e chall a now arUrA@a street or expressway on new right-of-way be de@flSued t® accommodate curb- parking (except emergency 'topping). [ (2) Parking lanne Planned - bend use and thoroughfare development sball be "pmned with a view toward e�mnto- a banning of all curb- parking on arterial street@. E (3) Width of Parkin Inane - Where curb parking is peces@aryo -the lame shoudd be as wide as possible to p",Ade maximum space between parked cars and moving traffic,, or separated frontage street@ should to used whom feasible. The minimum clearance from the edge of a traffic lam to parked cars should be 3 to 5 feet. The desired standard for the combined width Pf the right -hand traffic lane and the parking lane ashould be 22 feet. Where commercial vehicle parking is heavy,, o the parking lane should be 12 to 14 feet v4de. 5 I i F f € 5 American Associs'flon of State Highway Officials, "A Policy on ArterW highway@ in Urbsn Areas,," 1957o o p. 2060 z f -47- f } 3) Right Turn Lane - � aD P�ar�s® • F Q1 D Decelleration for Ri ll ht- Tunrn® -The Importance ®f s eature crease s $ncrea ®e of speed and traffic volume on a thoroughfare, and with the E number of towing movements at a given Antervacti ®n4 i r by St4i ndarda (1) Streets with Curb - Parkin - H ®re a right -tare i'iane can Ve prow'ded W b g parking in the area approaching as Intersection. i QZD Streets '%lthout Curb-Parking -The right -torn flan® norm y n e t e same width as the traffic Imes, Where apace is so restricted that at least an 8, -foot width cauot be rcatainod,, then the turning lane should be eliminated and a taper could be prowAded� Where now construction i® being designed or plgnned,, turning and awdUary Imes should be of e color or tenture which contrasts with through - traffic I=aoo Q Bus Sto ' Lum a� I' so 11) On bees routes,, bu @e@ should be able to atop well outsMe the traffic stream to eliminate interference �F th rune 'dng traffic° k bD Standards fQY� Width 151 Where Feasible - U a boa staps close io the edge of a traflIc eneo rivers shy from fit. The ®x9ra space also gives same protection to a padastrian staffing across the street from in front ®f the beso ► QZ� Icon - This should ba sufficient to accommodate She nemab®r of bu ®ego likely to arrives at one time. The approach should have a taper long enough so bas drivers S; *Ul not leave the rear and of the ban projecting into the traffic lane. For one bu ®,, 100 feet of total length,, f including taper,, is recommended.6 6 Conversation with Offficiafls of the Twin City Rapid Transit Company z -48- f Q3) On a Free or E rs ® ®wa -Here tae 1jus stop Meet :':c®p�p ete y aepar fte throush- traffic Rmap, -pipd p ded with deceleration said acceleratioa,lame which meet the standerde fOr each a highw y. The minimum width of th® loafing area is 0 f6tet o ®tae bus pWRAng oat from Oahe Curb may pasa r omme parked in frommg of it, coo TrafsU Demmew Opes#$fimmg space for ehroasgh- modmmg traffic. t . �D mad ®rcls �D '_Lana Mdth -. Rn'the pint, the tendenci► has been to Y 'LAddthso Car width and A peeds eve been along with'the seeadp: ire!d toward higher surds, atad theme to every season to beHe-r . this traVA toward WSher etandarde Vilf. cowncea s r6,for ®o i$ is recommended th@A thi® ®flemeut should mot be =der- dasffgnedo 11) The atandard witty for flan@ on ataorw route® i® 12 feet. "Als is normally the =hAmwn for es�re® ®wag ®o QED Where tiack evolma@ are heavy on arteri@lso 13 -foot Imes are 002no flmea preferred, 06POcffalfly the ceiftrr labs of a three -Ram one -way msdwayo Q3D Whom apeed® are low ammd troths are $estrrZctedo mrUrlan or collector atroets may have 11 -foot laneao (4D The mffnImum width for any lava on an arterA@l or connector street is 10 footD and this ahat ld be Q@ed only whare space r®stricMoae abwlutely demand It.'? Where liarries curbs border tr c peso one foot of width ahould be adda& Q See Section "Shoulders" tMs Chapter. D bD Number of Traffic Lww® - The design capacity for 4 rdnic lane w s o be: Q1) F'reewa Lww - 10 500 mehiclea per hour An urban area® 7 American Aseociation of State Highway Officials, "A Policy on Arterial glighwgay ® in Urban Areas,, " 1957 o pp. 153 -154. 8 American Aesociation of State Highway Offgcialso "A Policy on Geo- me$ric Deal= of Rural Highway s o " 1954o P. 90. -49- ` Q2� City Street Lane -X400 vehicles per hour �th�a° ®'oPg a ee gn eowdit�on ®. The number of lanes on a frseev ,%y should not exceed k four in each direction. Additiond weed for capacity r should be assigned to other routes A primary E street should have two traffic lases in each diracq on,, bat ordinarily should not exceed three is each &roct.- E ion. The use of reversible lan;,as should be consffdeered where heavvy one - directional traffic warrranu its u8e. CoMctor streets should hawee either one or two lases f In each direction dopendiag upon traffic: volume, F t ®o MCCUaU Strrlg Perpose 1� - E 8) Separation of Opposing Traffic Streams - Q1) Avoid or 'Reduces Daageek of Bead -on Collision@ (2) Redneee Headlight t___�lara - This ha® its main ` Talmo on u g ate��gEw __ gs. A planting strip or other means can be used to elimAneate such glare R where desired. 13) Reduce Staalu an Driveer - As important safety advNAage in t M drWer an the left-hand or eides" lm@ is freed from the need to cc mtisuelly wQtCh the d4jacent opposing lane of traffic. This permits the .driver to give more of his attention to the veehieleas'iu the lane® of his direction of travel. This is a @peecisiiy importwa at higher speeds and valam@s. i bj Pedestraan Saf ®tq Island - This @ary as as a refuge for Wadet'sam crossing &T wide pawamenu, which is E eOOe;ially ImPOKUM to elderly yadeeUrAaa so eD8 "ft -Turn Lance - On aril Oroeets,, left-turn she oI$ r'Mine@ should be provided wherever sufficient kspace can be obtaimd. Aside from this policy,, the ► WarrAst0 for such turning lanes should Include the following.. E Q19 Traffic Volume - Both leeft- turning sad through - tr care a 600 by vehicles waltisg to make Heft turns. -S0- 12) _S_a_f_e_t_y - There in danger of rear -end collisions and sine. wipes resulting from vehicles standing r in left -hand lane® while the driver waits to turn, r • (3) Encouragement of Good Driving Habits - If a driver making as let turn can get into a shelter late, he will bra more at ease and less prone to E turn hastily in front of on- coming vehicles. This F will encourage better and more orderly driving habits (Q Free Flow in Deft -Band Through -Lane - If Vehicle waiting to -left turns along a given arterial street are out of the path of vehicles in the left -hand through -lane, the traffic capacity, as well as safety and smooth traffic -flow, will be considerably increased. I5) Utinity - If left -turns are made easily, more of the s rest a potential capacity will be used thus easing traffic loads on other streets. d) Barrier to Cross- Traffic - In certain instances it is des ra a to prevent traffic on minor streets from crossing major streets with heavy volumes. Where right -turns on and off are acceptable, a barrier median is a con- venient enforcement device. e) Shelter for Croes- Traffic - The median strip allows vehicles cross ng a lie-& y- raveled thoroughfare at on- signalized intersections to cross in two steps. It makes crossing much easier because a driver does not have to wait for openings in the traffic streams in both directions to occur simultaneously. f) S ace for Snow, Drainage, Utilitiesf, etc. If a median to of sufficient t , space for such ac es can be pro= vided in the median. This permits maintenance operations without nudue obstruction to traffic flogs g) Provrielon for U -Turns - The need for this should be min m ae o I%) Space for Possible Future Rapid Trsmalt Track® or Lanes. i) Space to Add reture Lanes -51- 0 j) esthetics - A wide parkway type median is attract - i�re �educe�t by 50% the traffic volume of which a per @on is aware. Where a median of varying width is practic@l,) a@ on a parkway,) there is increased visual interest. 2) Standards a) Components of Medians (l ) Barrier Curb - This is used in narrow median® to prevent rkea=-On collisiong to prevent crone- traffic, and to serve as a pedestrian refuge. Such pedestrian refuge should be provided when the street is snider than 55 feet. Whenever such curb is used,) it should be spaced from the edge of the traffic lane as mentioned An the @ecdon entitled "Shoulders. " A guard pail should be used in certain instances to prevent out- of- controt vehicles from crossing the median. _ (2) Left -hand Shoulder - This is a ewa*Ang space similar in Banc an an2l requirements to shoulders mentioned in Section B - 1 -c -1) this Chapter. b) Types of Medians to be U@ed (1) Narrow Raised Barrier - A minimum of five feet A@ req r® a ere p® est ran refuge i@ needed; other - wise the minimum width is four feet. 12) Fainted Median - The painted median serves more as a gWae to g very than as a barrier. Its two main pearposes are tiw provision of @pace for left -turn lanes and the separation of opponAng traffic atre€ ms. It weed be only 10 to 12 feet in vridth. It is best suited to lower traffic speeds a@ it doom not provide pedes- trian refuge at channelised intersections. A vari- ation is the use of Mountable curb@ and /or textured pavement in the median. Warrant: - To be provided in lies of Barrier Median with Left -Tarn Shelter. , (3) Barrier Median With Left -Turn Shelter - Minimum width s @set,) - oot torning Ime 4n -foot pedestrian refugey. Thia is @uitable where left -turn truck movements are light. An 18-foot width is the most desirable Q12 -foot lane pins 6 -foot pedestrian refuge). By adding 7 more feet,) a suitable width for -52- cross- traffic shelter is provided as indicated in the next paragraph. • It Warrant - Provide where there i@ mo need for cross- traffic shelter. (4) Barrier Median With Cross - Traffic Shelter - As a ongeest-passeenger care+ are approximately 20 feeet,the cross - traffic shelter median should have A minimwn width of 25 feet with 30 fact being the optimum. Where large trucks cross frequent- ly, a aaedian width of 60 feet may be needed to shelter them properly. Because this is not practical in many cases. a traffic actuated signal or similar memsure may be required. This type crossing - shelter median should be provided an all arterial streets or expressways where @ufficiaut right -of- way is availgable . Whams no cros @ -traffic is per - mitted, thAs type median is, of course, not needed, QS� Euterstate Hi lawn rse:dian - In urbAn areas $he normal mIntmownwidth ® 16 feet,, but a four -foot barrier type is the absolutes minimum. These medians are never to be broken for crossings. These types apply also for other expreo @ways. 16p Optiznaj= Median - On arterials and ezpres @wayeo where @URcient rig -of -way can be provided with - out excessive cost, a median of 40 feet or more $s preferred. L Application of Cross - Section Components The cross- section components listed above are applied to the funetionafl thoroughfare categories according to the needs for each type. This deter - minas the right -of -way width required for each typo of street. Deciaion@ tthcu are ride: on selecting the location of the needed major street• based upon the existing *treat p4ittern, the neighborhood, community and city - wide neeeft, the anticipated coat*, and the required measures which cm or most be taken to effectuate these decision @o The Public Work@ Department intends to use theme oUndards as a guide for street paying and improvement projects. 3, Street Standards Committee The ®e standards were developed by a committee eonAct ing of reprerentA- tives from oath of the following agencies.- The City Public Work* Depart- ment, the Traffic Bureau, the City Planning B ®_,4rd, and the Minnesota Highway Department. -53- Co CROSS - SECTION DIAGRAM EXPLANATION • 1i 1. 'Fra ®Way 0 The standards for the cross - section of interstate highway® are set by the Uu ted States Bureau of Public Roads, and othsrwise by the Miumaota Highway Department. Access - F'uUy controlled Traffic Volume - High, Urban freeways are designed for tr3mc CAPACW of 1, 500 vrehiclee per lava per hour which is considerably greater lane capacity th= on any others type route. Per Cent Trucks - Moderate p� Speed - Ma3dmum speed 50 to 70 MPH, Probably a minimum speed of 40 MPH. 2 Erepressway Acces® - Controlled Traffic Volume - High, Law capacity 600 to 1,200 vehicles psr our, epeadeet upon degroo of restriction of cross - traffic. For Cent Trucks - Moderate OperRMM Speed - 40 or 50 MPH speed limit Median - The median strip should be a® wide as po ®sable vherm- Me amovray crosscs other street* at grade and whore the isaternaaction is not signalised, This is to provide shelter for Tahicyles cr®s ®ing the expressxsay M right anglee An order to per - mit their crossing one roadway at a time. -54- is C 14A PTT G - FREE�T1 -�Y NORMAL CROSS- SECTION IN ULAN AREAS CROSS- SECTION WITI-I PROVISION FOR FUTURE Lla.NZ. 5 • \� FUTURE TRAFFIC LANES 1 R - -� �.ti : Ir q,= • 2 MIN. 12' 12 / (2' I2� P'214 VARIABLE 10' 40' 1 2q 1 10'� VARIABLE 1 RIGHT -AF -WAY FYt I��Ii�1lf SFDVIfC <TD Fwi< I [ MINIMUM CROSS- SECTIOM ON LO]QG 13PIDGE, OIL FOR VERY COSTLY Y'UG14T --OF -WAY SAFETY WALK FOR EMERGENCY 2' I 2, 3 r 64' IF 4 LANES �— 88' IF 6 LANES CHART 7 - FXPTRF,Sz"-)wAy_ ' NOPMAL CROSSS-SECTIOIJ SNOW PILING SPACE 514OULDER CHAIN -LINK FENCE Ir ta I �"'�a�•- _may SWALE —•-T —f 12' 12' 4 4 12 12' I SERVICE NEEDED R T 1 25 lo' 1 24' 24' I lo' IS' 1 14T- F- WAY X L E SERVICE ST EEiS I RIGHT -OF -WAY D PEA ON TRAFFIC USE 16 MEDIAN DESIRABLE, 16' MINIMUM MINIMUM CROSS-SECTION OLMOUNTABLE CURB 6 GUARD RAIL 1 12' 12' 12' 12' I 1 1 1 10' 10 4' 2�4' 10' 10 1 I 9G ' ntruT _ nw_ Ww MEDIAN GROSS - ,SECTION AT SIGI.IALIZE.D IMTERSE4TION PCDESTRIAN 2 ____7jG 12' REFUGE LCFT-TURN LANE 20' MEDIAN MAIN -LINK FENCE 1 MEDIAN CP055- SECTION AT UN5IGkVUZED CROSS STI -MET LEFT -HAND SMOULDER-� MB PROVIDES CJ SHELTER. W B-5-8 , I 12 --EERY -TURN LANE \N 55- TRAFFIC '.E CECTION CHAPTER ) 0 0 3. Arterial Street Accese - PnrU&a control wherever feasible. Where the street g laid out in now residential asreaso platting should be arranged Aso " residential lots will have serericep including drive wayso entering directly onto an arterial street., Traffic Volume - Approximately S o 000 vehicle@ per day and ewer, Lane et gn- capacity is normally about 400 to 600 vehicle@ per hoar. Pal Cont Tramck@ - Light to heavy. Operatic Seed - Normally 40 MPH speed Rimitp 30 mhere necessary; 50 In outlying areas. Right-of-Way A�dde�gg_aacy - The proposed avteri?A street@ frege@vftfly wUl requires apprelabile widening of rights -of -way. In some came@ where an existing right -of -way is a few fact short of the requirement. the possibility should be cox @idered of uaicg a sm@11 portion of residential front yards if the remabdug @at -backs will @tUl be adequate o Trace -Lane Width@ - Des to the generally heavy traffic on arterial streestsp optimum an@ vAdthe should be ea @ejdo QSee land width stan- dards a nde :r section B -1 -d of this Chspter for Ilan -width recors mend - €&tlonso b Left -Turn Lanes@ - These shmaufld be proedded at &H median break@ on arterSK sheets as a matter of policy. QSee @ action B -5 o this Chapter, @aab- section "c"o "Left -Turn Dens" under heading of "purposes. 11 Curb- Parking - Parking ultimately should be bmued on arterial Rrets®ver po @ @ibleao See @action B- 1 -c -2)p this Chapter, wider heading of "Parking Laneao"j -55- CHART 8 - ART.ZRIAL 5TRE.E "I' CRO55.5ECTION FOR LOVIT C05T -P.-O. -W 1%I UNDEVELOPED AREAS 1 1 12' 12' I40' MEDIAN FUTURE LANES i 1 6' 12' IO' 2 4' 10 E RIGHT - OF - WAY I 4 LANES _ ' 1144 6 LANES 68' NORMAL CR055 -SECTION FOP, DEVELOPED AREA5 /-LEFT -TURN LANE 12' IP BUSIN ESS RESIDENTIAL Ft' FRONTAGE 12 FRONTAGE 3' 12' 12' �1. /• 12' 12' 3 13' 61 RIGUT -TURN AND i 1_ 19' 2g' 1 MEDIAN 28' 19' BUS -STOP LANE . R1914T. -OF- WAY 4 LANES - 122' 6 BANES - 146' MINIMUM CROSS-5ECTION WI4EPE PEDE3TRIIAN SIIE.LTEP IS NEEDED PEDESTRIA14 ISLAND -5'� //—LEFr -TURN LANE -11' 1� rr BUSINESS I II RESIDENTIAL ' FRONTAGE I 17 I' FRONTAGE 1' U' ❑' r r� n' I 8'_ 6' 8 24' a4' 14' RIGHT- OF -WAY BUS:14LSS FRONTAGE - 79' RESDL14TI AL FRONTAGE - 91' MINIMUM CROS5- 5ECTION Z} HERE, PEDESTRIAN 51 -MLTER 15 NOT NEEDED LEFT -TURN LANE — MOUNTADLE CURB BUSINESS I RESIDENTIAL FRONTAGE I' FRONTAGE E rA1.9 - 4e Collector Street Access - Partial access limitation to desirable0 bat it used only • a o e a) in mv platting where it can be built into the street p b) where there is some special land -use interference with traffic Clow,, c) where reduction of abutting accesses would be easy to achieve at a loves cost. 'traffic Volume - Generally -a zmWdmum of 9ppr®rAmately 120000 de c es per average day. Por Cent _Trasck% - Large variations depen&ng on location. Opting Speed - 30 miles per hours Nwmber of Lanes - Generally tw design of the collector street is -PIMMO to ova operation with one traffic lane in each direcsdon with light curb-parking,, When traffic volume requires,, It miry be converted to two full -width lanes in each dig"flon by banning curb - parking, Curb-Perking - Any peace along a collector street share curb- paikingTrErewavy, effort should be made to provide for Its removal by such moans as providing off- street parking. -56- Al C I4AR T J - COLLECTOR STREET NORMAL CRO'=)S - SEC.TIOM BUS -STOP LANE WHERE NEEDED I' 21' _ HOTEi WHERE TRUCK TP.AFFIG 90' I:IIiHT- OF- WAY IS HEAVY USE 1rT CURB SETBACK (50 FT, PAVEMENT) 11 FT LANES ARE SATISFACTORY WHER TRUCK OR BUS TRAFFIC IS VERY LIGHT � RIGHT -OF -WAY IS THCN 86' MINIMUM CROSS SECTION FOR T- 1Z5TRICTED RIGHT -OF -WAY S. Residential Feeder Street Access - Unrestricted • J�` Traffic Volume - Light Per Cent Trucks - Low - Thro- tracks are banned gyration Speed - 25 MPH speed-limit Number of Lanes - One traffic lane is edch direction. Since traMe Is El g Wt —and is slower than on major streets, lane -width regniremoeatas are relaxed. 6. Re @idenial Local Street Access - Unrostricted Traffic Volame - Very light Per Cent Truck@ - Low, thhru- tracks are banned. ®pera4ing Speed - 15 or 20 MPH speed- litrnit. Pavement Width - Wherever curb - parking is expected to be mao orate to avy as is multi -family or four -plea districtso the pavement shound be 36 feet wide. This wfidth accomm adatss two le =s of slow-moving traffic and two parking flame. Where curb - parking is very light,, 8a 32 -foot pavement is adequate. _S?_ 0 C 14AR T 10 - RF-51DENTIAL FEF.DF.R ,STREE T NORMAL CROSS — SE.CTION PARKING LANE SIDEWALK 15' 40' IS' C14A,RT 11- RE5IDENTJAL LOCAL STREET I ,I :.5. 10'_36' 10'15' 66'RiG14T OF_WAY r_ CROSS- SE.CTTOl\T FOR MUL'TT- FAMILY AREA5 Istet The intent of the 32 ft. pavement width standard shorn,is that it may be used oc' 7 where, me far as can be seen, curb parking will curbs be normally very light. Where- ever curb parking L heavy or acderatedly / heavy as in aulti- family or I1 -plex districts L without off - street parking provisions, the - ft. pavement is necessary. I I � I t 5' 9' 32 9 5' I 60' RIGHT- OF- WAY CROSS -SECTION FOR ONE � 7WO- FAMILY ARE.A3 7. Industrial Minor Street • PE Access - Unrestricted Traffic Volume - Light,, except during rush hours, Per Cent Trucks - Very high ®peaatias Speed - 20 MPH Pavement Width Ec®nom - In the now "industrial park" type waricEs with owes m` ty development and deep ®et- back@ and where complete off - street parking and track - loading facilities are provided,, it is feasible to provide only enough pavement width to accommodate the two moving traffic lanes by banning curb - parking. This can result In con®Ideraible economy lu heavy -duty street pawing. Curb -Radii - All curb radii at intereection® and driveways *sod by ergo TRacks are to have a minimum cwrb radius of 30 feet (for 900 turns),, to avoid the necessity of truck® swingffng into left-hand lame to make right -hand turns. If curb- parking is banned as .in the Industrial park -type street mentioned aboveo then a much larger "3- ceiatexd" curb radius Is needed as shown in Chant 226 this Chapter. 4 -35- f C I- lART 12 - INDU3TR UL MINOR 5TRF -F T CURB PARKING SIDC WALK 10' 6 I 80' RIGHT- OF -WAY CRO55- 3ECTION WI4F.RF. OFF- STREET TRUCK DOCI-z%5 APP_ USED .-LARGE CURB RADII NECESSARY (SEE CHART 22) I 16'1 19 30 19' 16'11 80' RIGUT- OF -WAY CROSS - SECTION FOR AF�F_A5 WIT14 AMPLE, OFD'- STREET PARJ -,JNIG � DOCK FACILITIES. -NO CUR13 PARKLNC S. Parkway J"E` Acceac - Restriction varies Traffic Volume - Varies widely Per Cent Trucks - Low - Commercial vehicles prohibited where o35 e. .satin S sed - Varies from 30 MPH app dependent upon what at her function the parkway is to ®ewe. Median Strip - Where two traffic lanes in each direction are justi- fied,, in attractive median of the maanimum width practical should be used. In the case of Informal type parkways o this median should be of varying width, and the roadway@ should be at vvarong grades for added interest. Parking - Frequent parking turnonto along scenic and other park - use areas should be built, and curb- parking normally banned to Improve safety and to avoid unattractive cluttering of the roefe. 9. Alley Access - Unrestricted Traffic Volume - Very night Per Cent Trucks - Variable Operafing Speed - 10 to 15 MPH -59- CPART 1S-- I ARXWAY CURE- PARKING CANNED BUT —28 FT. PAVEMENT PROVIDES SAFE • '� •�'� TRAFFIC FLOW PAST OCASrOWAL STOPPED CAR r�''Mry� I 4 12' 1 i I VARY 6' VARY 28' VARY ( MINIMUM NORMALLY 30• ) j 28' V4RY 6' VARY __. WIDE BUT VARIA15LE RIGHT -OF -WAY I NORMAL CROSS-SECTION FOR WIDE RIGHT -OF -WAY f W14ERE FOUR LANES 1S JUSTIFIED �V• a i 1 1 1 6' 12' 12' 12' 12' 6' I VARY ( 49' VARY IVARIABLE RIGHT -OF- WAY CROSS - SECTION FOR LIMITED RIGHT OF -WAY WHERE FOUR LA►NI✓S IS JUSTIFIED i >6 VARY 2 VARY VARIABLE RIGHT -OF• WAY CROSS - SECTION Uli -lERE AVERAGE. DAILY TRAFFIC VOLUME WILL BE WELL UNDER TWO LANE CAPACITY C 14A.F�T 14 - ALLEY NORMAL CROSS-SECTION (RESIDENTIAL AREA) I r IG' *o IB' 20' 1 OF—WAY € Do SPECIAL STANDARDS FOR COMMERCIAL STREET The cross- section standards in this Chapter (,which appear in Section "B ") are applicable to the majority of the city strests. Howevero • special considerations are required in com morcialfiy developed areas because of the concentrated traffic volume and heavy tarning move- ments , as well as heavy pedestrian traffic. Of the commercial districts in Sit Paulo the Central Business Dis- trict is different in size, character,, and compl®2dty from the rest, &nd therefore, is consid ®red separately. As in Section "B", the components for thra street cross- sectlons are listed and described. However, crrora®- eections for downtown streets are not shown, as they are to be determined in the downtown plan. This appears desirables be- cause of the many variable conditions and the intricately inter - related nature of the design problems in each block. 1. Central Businese District Following is a list and description of downtown street cross - soctlon componetatE . a. Sidewalk Space 1) Pedestrian Traffic Volume - Pedestrian volumes on most ilowntown Zlewalks are the highe at by far in the City. Most sidewalk® in downtown Saint Paul are tea feet wide This width sidewalk is now accommodating over 8,000 persons in a six -hour period on iLhe west side of Wabash& batween Fifth and Sixth Streets.7 This side - walk width ff s not adequate for all downtown sidewalks. There is no hard and fast rule as to how many feet of walkway width is needed for certain pedestrian volume ®, best the space shoold be ample to &vwoid forcing pedestrflans to step off the curb to pass each other. Consideration also must be given to the presence of objects =d interest@ on the sidewallk which further reduce space for pedestrian movement, These include signs,, trash containers, news- paper vendors, and potted fraes. These are needed and desirable feateareo, but this further emphgsizes the used for more sidewalk space. In planning for the more heavily aged sidewalk® in the Downtown. and the space that can be :made available should be provided. Where pedestrian m@11s are practical and desirable,, this may mean this full right -of -way. 9 Traffic Bureau of the Saint Paul Dept. of Public Works, "Downtown Traffic - Analysis & Inventory." 1959, ppo 52-53. -60- 2) Methods to Cain More Space for Either Pedestrians or o isles • i %) Widen right -of -way by setting back now building i lines. b) Build arcaded sidewalks in buildings. This arrange - rment will also allow curb linos to be placed close to building line. c) S,%crifice vehicular street space to widon sidewallk@. 3) Selected Considerations a) Vehicular turning radios - Where the curb lines of two later ®ectiag streets meet at a point very close to the corner of a building and where turning move - ments are permitted,, the corner of the building trust be sot back in order to provide a reasonAble radius. b) Visibility - Under the name conditions as above e but where turning movement@ are prohibited,, pro- visions must be made for adequate visibility. c) Protective railings - Where a traffic lane is immedi- ately adjacent to a aidewa►lko especially if the sidew@lk is narrows a railing may be desirable to prevent pedes- trians from inadvertently stepping off the curb. Such railings al ®o can serve to control pedestrian croosingoa bo •Aw liary Vehicular Lanes Those are lanes which border the through- traffic lanes. They are the c%arb- side lane s4 ' Typical use a are: 1) Parking 2) Deceleration and acceleration lanes for vehicles turn- ing at intersections. 3) Deceleration and storage l *nes for entrance@ to park - ing ramp ®,, terminals,, and loading areas. 4) Bns Stop Lanes 5) Passenger car pick -up Lanes 6) Taal Stands -61- 0 0 c. Traffic Lane 13 Ma jar Downtown Street@ - All such streets are to be one -way except In @paw cases such as Kellogg Boule- vard. The number of traffic lane@ will vary between two and three depending on apace available and traffic demand. Operating speeds are flow,, therefore, eleven - foot lases are generally adequate; ten -foot loves may be an acceptable minimum. However, 12 -foof lane width@ should be used for determining new right -of -way width@ in those cases which do not Impose tight physical re- striction& 2) Minor Downtovm Street@ - Certain short or medium lonjEs of street In e oWatown core will be excluded from the major one -way grid pattern. These streets will serve primarily as access to abutting land uses,, and ,,nay contain short -term parking, pars @eager pick -up areas,, or loadfing facilitie8. They may be either one -way or tiro -way @treats. Width requirements will vary, but ads - gmate space should be provided for slow- moving vehicle@ avA for necessary mnaaecveriug. These component@ most be considered when decis$ one are made concerning the desired downtown street rights -of -way. The above standards are to be a basic guide for development of the dovmtown circulation system. However, since the downtown Plan is highly complex and involved, numerous specific problem@ w411 require special consideration. 2. Outlying Commercial Areas There are basically four types of outlying commercial centers in Saint PaRl with which the problems and requiremeno of circulation are concerned: ab The large regional center,, bA the newer type community center of unified development,, c9 the typical street - crossing center with @tore@ on all four corners,, and Q the strip- developed commercial street. Of the first type, there are just two In Saint Paul - Highland Village, and the Midway commercial area at University and Smelling Avenues. The circulation patterns at the@® regional censers are to receive individual treatment in the Thoroughfare flan. The nearer unified development -typo community centers such as Sawn Ray,, Hillcrest,, and Sibley Plama are generally on a singlo unbroken tract separated from the accp @s street@. The adjustments required to improve access and traffic flow ordinarily Present no special difficulties beyond the considerations in the regular cross- section standards. However, it is the latter two type @B the street intersection type and the strip- developed type, which present the main circulat$on problems. -62- ae Commercial Centers at Thoroughfare Croa®ings 1) Vehicular Traffic Flow - The intersection often in- cludes primary Rrest-a—virTih heavy traffic volumes. The problem i® intensified as a result of heavy parking de- mands, major boo stops. and heaver pedestrian -cro ®sing volumes. The possibilities available to improve traffic- s hoer include ehannalizatian to reduce turning eonSiets,, elimination of curb- parking, and provision of off - street f parking with access driveways set a mmdmum distance i from the major intersection. The provision of separate { right-turn lanes and radii at the major intersection also may help. 2) Pedestrian - Vehicular Confbicts - Where storee occupy dRI four corners of as tersection,, considerable pedestrian- croasing traffic is geanarate& Some combin- ations of commercial enterprises are more closely re- lated by pedestrian use than others. The pedestrian volanaes cro ®sing the intersection can be reduced by grouping all the pede®trian- oriented stores on one. or not more than two corners. The other comers can then be occupied by commercial u@es which are not pedestrian- orianted, such as service statlons or drive - in establishmantso Examples of this pattern are in the shopping corners at Cleveland and Grand Avenues,, and at Cleveland and Marshall Av@nueso The :rain off - street parking area to serve the pedestrian oriented stores should be located an the same corner to eliminate the Seed of pedeetriarns crossing the street to get from the parking area to the store group. Land -use controns ®mould be set up to encourages the de- velopment of this pattern at existing commercial inter- sections. 3) Possibne Done -Range Solution for Community Center@ - Where a @1zeable shopping district straddPos U1 15ur F corners of an inter @ection. and where the 'existing invest - mant is large, this ultimate solution may be in the form shown in Chart 15. In the intervening years,, the several elements of a plan of this type can be developed gradually so that when the time comes to close off the crossing street® as shown,, the parking areas behind the stores and the circumferential street will already be in operation. 6 This type of arrangement would evolve only with the co- operation of an organized merchant 's group and the pub - lic agencies which are involved. -63- f RINIG W PARKING Q F d 1 EO SHOPPING STORES �S i 1 6 f 4 a-rum STORES MALLS } viii /A1I rl m Vo PARKING POSSIBLE REDEVELOPMENT DESIGN FOR SHOPPING DISTRICT AT MAJOR INTERSECTION CHART 15 ET F bo Strip- Developed Commercial Streets t 1) Arrangement of Land Uses Along Streets - Along • most strip developed commercial street@ there is a tendency for the more pedestrian- oriented stores to be grouped at or near m@ jor street cro@ @hags. This tendency to clu ®ter should be encouraged. Other type@ of strip development land uses sech as auto - oriented commercial,, @ffices light industrial, in@ltutional,, high denoity residential,, and public uses @hould be encouraged to fi11 the intervening spaces on such streets , consistent with an aan abliehed devenopment plan. As the develop- ment of these other wee® gradually pr®gressos,, they should conform to certain requirements and restrictions which will Improve vehicular traffic flow. These features would include standards for the location and design of driveways, building set -back and off - street parking requirement ®8 and advertising sign restrictions E E. INTERSECTION STANDARDS The design of each intersection most be treated individually,, based up- on ite physical limitations and traffic conditions. For each function" type of street, clearly defined and uniform standards should be followed. It is Important that the pattern of intersection designs for each function- al street type be kept as consistent and uniform ae poseffble, which will result in greater traffic efficiency and safety. Design principles are shown for the following intersection types where change@ am needed in the existing pattern. Other types are generally considered adequate from a city planning standpoAnta to Freeways and Exgres @w"a ' Interchanges for this type facility are normdly designed to fit the specific traffic volume and Marling movement demands. They usually involve complex engineering and planning decisions. The design of these Interchanges must most the standards of the United States Bureau of Public Roads and the Minnesota Highway Depart- ment. Z. Arterial Streets The most important part of an arterial street Is its intersection@ because the street's capacity is determined by this element more • 111 than by any other. The arterial intersections should include: -64- ao Signialization at all intersections with collector Oreets or other arterial streets. ba Stop oigns for all intersecting minor streets. co Left-turn slots or their equivalent should ultimately be provided in the median stripe do Wherever practicable, minor street crossings should be closed by use of an unbroken median. ea Except where speed limits will be 30 MPH or under,, short right -turn deceleration tones or wide curb radii ahould be provided to permit easier turning movements. fo Signalized intersection* should be so @paced a@ to per- mit good progressive tUning of signals. go At unsigna Hied minor street cro @singo, the arteri@sl street shoaild have a median strip 30 feet or more in width to allow vehicle@ to cross ono main traffic streams at a time. QSee Chart' 16j ho The wl-de median care be ignored if the minor cross- street is located midway between two signalized intersection@ as shown on Chart 17. Traffic timing to @uch that ope*lgs in opposing arterial traffic streams occur sffmultaneously which permits &n easy evossing, ij Charts 180 M and 20 show do sirable design standards for major intersection @o These charts are intended only as gen- eral guides; each individual intersection must be designed to :meet particular conditions. 3. Residential Local and Feeder Street@ There a residentiglocat street crosses a residential feeder streeto the intersection shown -d be dooigned to favor movement of vehicle@ on the feeder street. Ths two main reasons are: aj Saf® - The development of the feeder and local @treat alli vs the revision of the present large number of uncontrolled four -way minor @treat Intersection@ in residential areas. These Intersections are unnecessarily hazardous as indicated in Chapter U.10 bj Prevent gong Turns by Unfamiliar Drivers - Local re @iden- tial streets are to be short and ndiscontinuous; n many case@ 10 Also see Appsndiu B -65- 0 INTERSECTION OF ARTERIALOa FEEDER STREETS WITHOUT SIGNALIZATION, WITH DIRECT CROSSING SHELTER SPACE IN MEDIAN FEEDER STREET ARTERIAL =215P Cy CHART 16 STREET '••• t ....: i.;? : •..:'. �I °J�,r•.,� {•.._r �%.' is 3. -SHELTERED gg�� pp�� CAR, WAITING TO CONTINUED UTILIZATION OF VEHICLE PLATOON SPACING TO PROVIDE DIRECT CROSSING ON FEEDER STREET 11w A i ARTERIAL J k STREET EQUIDISTANT It w w w w CHART 17 "NTERSECTION OF TWO ARTERIAL STREETS I WITH OPTIMUM RIGHT-OF-WAY INTERSECTION OF TWO ARTERIAL STREETS WITH LIMITED RIGHT-OF-WAY MEDIANS - EITHER CURBED OR PAINTED AS CONDI- TIONS DICTATE. 7 II Jill � �a � si CHART 19 OPTIMUM DESIGN WHERE j T- RIGHOF-WAY IS . LOW OW IN COSTS a PEDESTRIAN j TRAFEIC Is - 7 7777 7577 SIDEWALK CHART 18 INTERSECTION OF TWO ARTERIAL STREETS WITH LIMITED RIGHT-OF-WAY MEDIANS - EITHER CURBED OR PAINTED AS CONDI- TIONS DICTATE. 7 II Jill � �a � si CHART 19 , INTERSECTION OF ARTERIAL STREET WITH COLLECTOR STREET (SIGNALIZED) �' • s�® armo amsr vm ti +•�� o �m .as �.�� .s .rte �� �.�• �� CHART 20 ARTERIAL Yo J e O C� ti +•�� o �m .as �.�� .s .rte �� �.�• �� CHART 20 they away take the form of loops and coal -de -sacs. A driver,, i unfamiliar with a certain neighborhood,, could repeatedly take wrong tetras in his efforts to find a house address or in • E taring to find hia gray out of the neighborhood. Sach a driver needs to know whether ho is on a feeder street and if the r street he is about to tam into i@ a local street. These two objectives can be achieved by the use of treatments similar to thews shown on Chart 21. Yield- signs,, "dead end,, " or similar directional t signs aloo may be needed. 4. Industrial Minor Street@ Where there is appreciable was by large treack@,, the one special requirement in industrial atreet intersections is the provision of generous curb -radii for treacly- turning movementao A minimum 30 -foot ' radius shoeald be used at normal right -angle intersections whore both **repots have curb parking lanes. A OP�eee centered" radius curb with 120 feet,, 40 feet,, 120 feet radii is needed where the main traffic lane* are adjacent to the curb. Chart 22 show@ these curb radii arrangemontso F. GEOMETRIC DESIGN STANDARDS 'these are standards for the alignment of stree U. They include lim atgon@ on horizontal and vertical curves,, maximum grade* and super-elevation ((the being of the roadway inward on a curve). , 1, Mjor Streets The American As @oclatiou of State Highway Officials has developed a set of goomeWc standards for urb@a street@ &nd highways which whould be followed in planing the layout of our m @jor streets. 12 These standards must be interpreted and applied to the local syetem by the appropriate engincering agencies. 2, Minor Streets Geometric ctmdards for local streets where low design speeds wM pre vail,, are to be as follows: 18 American Association of State Highway Official@,, " A Policy on Arterial Highways in Urban Areeaa o " 1957 ,, pa 167. 12 Mid,, p, 145, -66- • TREATMENTS TO AVOID WRONG TURNS INTO DEAD-END LOCAL. STREETS AND COURTS ��� tom• � ��1: r. PLANTERS AND ORNAMENTAL POSTS TO ►I • 1 M AI. FORM VISUAL "GATEWAY" INTO �� '"►-. • , . LOCAL STREET OR COURT. ALSO, NARROWING OF ENTRANCE. (PARKING BANNED IN THE ENTRANCE) ORNAMENTAL SIGNS AND LOW SHRUBS OR FLT Bm.% PLUS NARROWING OF;ENTRANCE AS ABOVE. USE OF BRICK OR OTHER DIFFERENTIATED PAVEMENT TEXTURE TO VISUALLY SET - ASIDE ENTRANCE TO LOCAL STREET.,THIS TO BE USED IN CONJUNCTION WITH DRAINAGE DEPRESSION OR GUTTER EXTENSION ACROSS THE MINOR STREET ENTRANCF,. CHART 21 4' "THREE - RADIUS" CURVE FOR CURD AT INTERSECTION OF INDUSTRIAL STREETS HERE TRAFFIC LANES ARE AID JACENT TO CURD I FOOT O ET TO ATU 40 FOOT I. FOOT O ET TO ATU 40 FOOT CHART 22 FOOTS OMET " W c am toa 0 ti CHART 22 FOOTS OMET " W c am toa 0 s o "Sag" vertical carve 'm ay be increased to 5% change per 1001 where sit�set has adegtmte lighting. *0 Should normally be kep; as flat as possible. not to exceed 2% grado ouept whore spacW difficulties require steep grades. 3. Other Considerations In addition to the above - mentioned standards,, consideration should be given to the ,following Vaintst a. Variation of Grades on Dual Roadnca s - On auY type of Throng are aW a s' ro® ways separated by a wida landscaped type medium, consideration should be given to the selective separatio>d" of grades and alignments of the road - ways. Sash separation of roadways is desirable whore there is safficient @pace av@11able9 and where the topography is satch that the roadways could bo fitted into the landscape more eco- nomically and esthetically. These separation@ should occur where a break in monotony of roadway wooAd be welcome and where it is appropriate. b. Desile Generosit - The street curvature and grade standards relerred to in the several sources above are mini- mum@. However,, where higher standards can be used without appreciable cost difference or with@at any other wdesirable effects,, they should be used. This @Il ®a® a margin for possible future upgradflng of design standards,, the need for which may not be forseeable at this time. QSee Chapter II) G. TRANSIT STANDARDS The Plan for Public Transit and the other remaining elements of the Transportation Flan will be published later by the City Planning Board. However,, public transit service is ao closely associated with the require- ments of the thoroughfare system that brief mention is important. 13 Ibid pp. 150 -151 _67- 1311am Wade@ MEMO Street Tn" Horizontal ' Mwvgture Ma—z-7--Min. Vortical C urv&taAre Residential-Ve ®der 2501 Radius on 8% 0� S% 3% Change per 1001 but 1001 Min.* Residential ]Local 1001 is it to 8% 0.5% it Indu ®trial Minor 25100 it to " Wo 0.5% If Ailey L h f�'tracks 8� 0.5% Enough to avoid and re rig noe scraping track over• hen Exceftions anif FloMe-affons: o "Sag" vertical carve 'm ay be increased to 5% change per 1001 where sit�set has adegtmte lighting. *0 Should normally be kep; as flat as possible. not to exceed 2% grado ouept whore spacW difficulties require steep grades. 3. Other Considerations In addition to the above - mentioned standards,, consideration should be given to the ,following Vaintst a. Variation of Grades on Dual Roadnca s - On auY type of Throng are aW a s' ro® ways separated by a wida landscaped type medium, consideration should be given to the selective separatio>d" of grades and alignments of the road - ways. Sash separation of roadways is desirable whore there is safficient @pace av@11able9 and where the topography is satch that the roadways could bo fitted into the landscape more eco- nomically and esthetically. These separation@ should occur where a break in monotony of roadway wooAd be welcome and where it is appropriate. b. Desile Generosit - The street curvature and grade standards relerred to in the several sources above are mini- mum@. However,, where higher standards can be used without appreciable cost difference or with@at any other wdesirable effects,, they should be used. This @Il ®a® a margin for possible future upgradflng of design standards,, the need for which may not be forseeable at this time. QSee Chapter II) G. TRANSIT STANDARDS The Plan for Public Transit and the other remaining elements of the Transportation Flan will be published later by the City Planning Board. However,, public transit service is ao closely associated with the require- ments of the thoroughfare system that brief mention is important. 13 Ibid pp. 150 -151 _67- In long -range planning for public transito several a of transit vve hiclea or methods of conveyance are likely to be wed such as rapid rail transit, mono -rail, downtown shuttle bue or conveyor belts, subway, and ordinary ba oes. The buses which operate on the City thoroueghfare@ will surely be the mainstay of the public transit operation for a good many years and will, for the foreseeable feature, be of ms3or importance in the transit picture. The bus operation is woven into the thoroughfare system in each a way that the design of the later W much affected by it. The frequency of bus stops is a critical item that affects thoroughfare traffic. When a bue stops and starts at frequent Intervals along a roeate, the effective street space it takes increases considerably over that taken by an express bus which moves along uninterruptedly with the traffic stream. For this reacon, the following bus -stop standards are propoas ®do 1. Brae Stop Standards a. §pac!ag of Bus Stogy - Bus stops should be spaced as far apart as practical without seriously increasing the average and maximum distance that patrons nnu o walk. It is suggested that generally bus stops be located one- gaaarter exile apart. This would Increase the maximum walking distance to a bus stop from the most distunt residence by approximately 330 fact as shown in Chart 23. The improved spacd and comfort of service should more than offeet the small increase in walking distance. Improved efficiency of operation and lower costs to the transit company as well as genearafl improvement in patron servvice should resolt. b. Bus Stop Lanes - To minimize the effect which the stopping and starting of es havice on traffic, adegwite bus -stop lanes are important. it is desirable that this lane be wide to permit the bus to poll ®® far as possible from the traffic stream. Refer to "Bus Stop L"ea" in the Cros ®- Ssction Standards of this Chapter. 2. General Bus Route Locations Expressways and freeways will carry only express bus rotates be- cause of the limited access nature of these facilities. Most regular bas routes will operate on arterial and collector streets. In come cases, btus lines will utilize short sections of residential feeder streets, and minor industrial and commercial streets in order to reach certain major destinaation® of riders. -68- 0 AREA "MMi WMKING DISTANCE WILL BE f �' GREATM THAN ANY AT PRESI3JT alSTING BUS STOP PROPOSED BUS STOP BUS STOP SPACING CHART 23 K TRUCK ROUTING STANDARDS Dace to the special operational characteristics of trucks,, namely greater • weight,, greater width,, uoiae,, fumes, groaftr turning radinso and low acceleration rate,, the route® to which they are a ®signed require more E stringent standards than other roams. Where trccka are permitted and ! especially where their volume is high,, the follovftg standards should be maintained on major streete where poacibles 1. a+ wdmum Grade - 3% 2. Lane Width - 12 feet 3. Curb radii at intersection or driveways should be extra large where track- turning movements ara appreciable. The American Assoc" It an of State Highway Official® provvfldea standards for their design. Y, EMERGENCY STANDARDS There are three major types of emergencies for which public streets and highways may be called upon to serve: 1. Emergency Vehicle Ueo Emergency vehicles must make use of all types of streets,, from freeways to allays. Some of the thoroughfare cnaesification types require special consideration for emergency vehicles: a. Freeways aad Esreaswaa o - The location and frequency of bridge cross ngs of Mesa McInnes mm@t be considered in the light of established and proposed fire ®Rations and thaair fire raan routes. b. Arterial Streets - The median strip must be broken where it His In root o a xe- station exit,, a policeotation,, or an ambulance entrance,, to allow the emergency vehicles to cross it directly. c. Residential Local Street - The recommendation is made in t9lo report ffirt DOW type atreet be made a® diocontinuous as possible to di ®comrage through- tr@ffic. Several methods are proposed for breaking the continuity of the long lengths of exieting streets in We category. However,, adequate pro - vision must be made to permit fire-fighting equipment to get into such streets with eaao and to get out again without undue difficulty. Such prov{iaions area 14Ibid,, p. 168 -69- t 1 D Cul -de -sac® - They should be short enough to ollow a fire truck to back out easily. • Z) Loop street or right -angle turn - The roadway and curb radiva snag ®t be wide enough to permit the longest fire truck which woold be needed in such areas to negati- ato withant undue difficulty. 3) Block -Park parking courts - This type arrangenieot, as suggested in Chart S of this Chapter, should be designed, so that fare traack@ can be driven through the block to Eliminate the necessity for backing oat. .This may be done by removing a chain or other barrier which normally would prevent vehicle® from driving through. to Alternate Traffic Routes The possibility always e3dsto that a street,, highway, or bridge may break down or become unusable from such causes a ®o Natural diva ®tier - tornado, flood,, Hand ®Hide, or severe ®now stormso Ilan -made disaster - such as conflagr8tion or explosion Failure of utilitles - @ach &@ water-main break@,, electric res Slow& own, gas -pipe leaks. Severe traffic congestion - caeaeed by accidents or any on- avaU occurrences Street Constra ct9Son Blockage by train crossinge Special events - parades, street carnivgis. r The basic street system should be ptanned w th sufficient flexibility to Wmole. adequately the antieiWed traffic loads on alternate rotten in case of loss of the nee of one or even several parallel major r0402o The street systems Is to have four sate of superimposed grid® vvtthin grids in which each lower level of functional type thorough- fare would provide detour® for the next higher level. Thece types are, as illustrated In Chart td, in the following order: Freeway and Expressway Arterial Street -70- i GRID SYSTEM FOR CONVENIENT DETOURS a- freeway or .expressway b- arterial c-- collector d - feeder CHART 24 Collector Street Feeder Street - Thia is ordinarily the lowest level of the categories- mended for coo as an emergency glternite route. I 3o Civil Defenoe Evacn!%tion Route@ In the event of ourprise enemy attack on our citioo,, *no of the savearol posvible c®iar @e® of action is mass evacuation. How - ewer,, In view of the rapid technological developments occurring In modern warfare,, the warning perlod of ouch a surprise attack may be as little as IS minutes o which woold be tco short to allow ouch an evacuation to even got started. Naverthele ®so the po®gi- bility does easisto depending on futare developments wad civil defenoo policies,, that an evacuation might be attempted. This might, for example,, be the case if this City was not hit by bombe E but was in the path of fallout; sad /or the danger of being reattacked. In order that such an evacuskion could be reasonably successful@ aside from a high degree of civil defenpe organisation and train - Ing,, the major need Is a gra4tly increased traffic capacity on evacuation route @. In the developmaont of the Taoroughfare Plaw, consideration was given to posaible evacuation routes and an attempt was made to arrange a system of potential ev @cuation routes with maax1mvan capacity for the porpose. In W@ regard,, the following was considerods a. ®bjectiveas 1 D Continuous Ca act - An evacuation route most have great capacity gal am way out of the City until it split* or fans out into snare numerous country roads. 2D Use of Traffic Lana@ - An evacuation route mnt be plansee en e0 gn® so all lame (both directions) can be utilised for trafe mowing in one direction radially outward from the City. 3) Dii®ctftnal Evacuation - In the event that evacuation is for fmout r ®aeons,, t rrnay be desired that all vehicle@ move out of that City in one genesrel direction toward a region of minimum ftllout. This requires that evacuation mating pos @lbillties from variou@ ovetors of the City be flexible. 4) Avoid Tr@ffic Stoppage - The roadways must be designed to Minimize '' the li' ck* of traffic stoppage: rah Uphill grades should be minimixed and so placed that icy road conditions would be unlikely to stop vehicles. -il- bj Where trains are likely to block routes at Jr� cros®ingao alternate routes should be available or grade -aeparations provided. c➢ Shoulders can provide extra space for routing traffic streams aroand staked vehicles or other road blockages. This function of the shoulder moat be considered in its design. d) A network of alternate routes by which traffic can be detoured around blockage® an the m @4n route array be valuable. This feature is covered In the emergency standards of this section. The design and plan of evacuation Pouges mu@t be as flexible as possible to allow for contingencies. This approach is necessary because of the rapidly changing nature of war technology and governmental policies on the conditions under which evacuation® would be attempted. -72- CHAPTER IN - EXISTING STREETS AND CONDITIONS R L RY H R L A. PHYSICAL COM ITIONS 1. Topography Chart 25 sholai the topography of Saint Paul and,, as is evident,, the land has many variations of form. For instance,, south of the River, there are three topographic areas: the flood- plain,, an intermodiste shelf -like area,, and the upper Cherokee bluff area. The Highland area is a plateau which is separated from the West Seventh Street area by bluffs. In both the St. Anthony Park and Como areas,, the laud is quite high and gently rolling In nature. Bluaffr again are found along Wheelock Parkway. Mounds Bomlevard,, Oakland Avenue,, Pleasant Avenuo,, and the Highwood- Battlo Crook areas. The bluffs have interrupted tho grid - pattern of the streets. To extend the streets over the bluffs would result in excessive grades. The western part of tho City has developed more rapidly than the eastevn portion due to the relative flatness of the topo- graphy and nearness to the downtown areas of both Saint Paul and Minneapolis. The River al ©o has played a very important role in the develop- ment of Saint Paul's streeta. The streets in the Downtown have been oriented parallel to the River. and the remaining streets have been developed on a north- south,, east -west basis. Problem® In tho street system have developed due to the clashing of the two differently oriented patterns+ within the hilly area which borders the downtown sectba. The topographic chart also indicate® the 1952 flood -level line and marsh areas within which 'any future street development should be undertaken with caution and thought of protection against possible future floods. 2. Righto -cf -Way Chart 26 and Tatrle 1 indicate the various street right -cf -way width® in Saint Paul. Forty-eight gar cent of tha total street mileage in Saint Paul is located on 60 -foot right -of -way width while the second moot preva- lent right -of -Way width is 66 feat accounting for 260% of the total street mileage. Historically, the 661 right -of -way came about through convenience, in that one surveyor's chain Efour rods) happened to equal 661. This width was ample for the country roads of that day but it was not intended to serve modern arterial street traffic. -73- Table 1 ` STREET MILEAGE IN SAINT PAUL BY RIGHT -OF-WAY WIDTH* E Right-of -Way in Feet Miles 110 of Total Lose than 60 70.87 8.22 60 411.66 47.78 61 to 65 8.80 1.0? 66 225.83 26.21 67 to 79 14.27 1.66 80 48.62 5.64 81 to 99 11.64 1.35 100 18.79 2.18 101 to 119 5.18 .60 120 13.24 1.54 Over 126' ,32.59 3.80 Total 861,S4 100.00 Source: St. Paul City Planning Board - 1960 *Include® all plattod streets in the City The standard of nine feet for each traffic lane was used three or four decades ago in establishing major street pavement and right -of -way widths. Many variations were planned fitting the different functional uses within the then exiating rights -of -way of 60 and 66 feet rather than fitting the right -of -array width to its function. For example, a typical reeialential street had the same right -of -way width as a commercial street with heavy traffic, double street -car tracks, and parking. The fact that there often wa m no functioul differentiation made for determination of street right-of-way widths has resulted in tho utilization of massy 60 and 66 foot rights -of -way for arterial routed. However, there are a number of streets in the City which have been given wide righta� of -way but, as the chart ®howe, these width® often are is ran - dom section, which fact means the extra width of theise sections largely is wasted because a stu®et is only as goad an its most re- strictive element. In determining the right -of -way width to serve the various function- al uses of streets, the following factore must be considered: -74- • • E i 10 What type of traffic is the road to serve? 20 Doer many moving lanes are needed in each direction? F 3. What lane width is needed? d. Are parking lanes desired and,, if so, are they needed on only one side or on both sides of the road? So to there a need for aidavyalks? 6. glow will the water be carried off the roadway; by storm sewers or drainage swales? These,, and nanny more factors must be considered in the deter - mination of the right -of -way width. The right -of -way neap is a very important source of information because the emisting rights- off -way will carry u lot of weight in the determination and assignment of functional uses to streets. After applying modern standards and assigning, functional use® to the streets as they fit into a planned system and,, at the same time,, recognizing community and neighborhood boundaries, the right - of -Quay neap will become even amore important as it will indicates which rights -of-way are adequate and which will need expanding. Chart 39 shows the right-of-way acquisition requirements for the Thoroughfaro Llano -aS- a 3. Streets Graded, Paved,, and Condition F The snap in Chart 29 shows the quality of pavement or sur- facing on a limited number of streets. The information P covers only a list of "Selected Streets" which were chosen F by combining streets on the state -raid system, trunk high - way system, truck routes, and streeta with over x,0000 vehicles per average dayl according to 1958 traffic counts from the City Traffic Fngineerring Bureau. Certain modifications were then arcade to evolve a reasonable system. The streets i included are not an intended major street system but merely those streets judged as candidates for possible inclusion in such a eystem. The "paved" Streets are shown in three categories of condition good, fair, and poor. This condition indication is based upon judgments from the maintenance office in the Public Works Department of the City of Saint Paul. The purpose of this chart It to show, in a very general manner, the current amount of investment value in streets which are potentially major streets in the 1980 plane. It provides a gen- eral idea of the amount of improvement necessary and the ap- proximate time ouch improvements would be vaedesd. This is of some valuo in planning the 198r Thoroughfare eyatem, but it is of greatest vaalvA in developing the Ran for staging those improvements in the near future which would complement the plgn. 1 -City Traffic Engineering Bureau. 1958 traffic counts. -76- 0 t 4. Pavement Widths t Chart 28 shows the width of ctreete In Saint Paul, This chart does not include all streets, but again is a list of "Selected Streets" chosen on the same basis as the streets E in section (3) above. The street width of 40 feet is the most common,, with 58 miles of the "Selected Streets" being of this width. If all streets had been included,, the 30- and 32 -foot pavement widths would account for a larger portion of the total mileage. The street widths affect the street system in that increasing widths would result in an incroaas in traffic capacity. Nation- al standards and relatiouships hetwoen widths and volumes can be studied and modified to local experiences and con- ditions to earve as a basis for prediction of capacities. ex- pected volumes, and effects of contemplated changes. The present widths also will be studled in their currout ionctional adequacy to determine 'the need of changes is the street eyetema. The existing street widths and corARtions,, combined with other factors, are important in setting up the programming of the improvements indicated by the Thoroughfare Plana They also - may serve the purpose of making rough estimates of improve - ment costa indicated by the Thoroughfare Plan, thud serving a very important function. F ides vs naE: -u:L}u by pavement widths ire in Appendix Co -77- • 0 S. Bridge acted Railroad Grade -croe sings The railroad grade - crossings constitute four general types: . i 1) a .ninon street- crossing spur railroad track,, Z) ae major street- crosatisg spur track, 3) a minor street - crossing r main-Una -track, 4) m major street-crossing main -line track. No grade- crdssing between a freeway and any railroad track is per matte& Type 4 above, ultimately should be eliminated k Types all caveaa ypas 1 and 2 are of lea® danger and not as important to eliminate. Type 3 is liotentially a serious safety hazard. Chart 29 shovm only those railroad grade separations on the previously 44fined "Selected Strad System. It The bridge data shown is from the Annual Report of the Public Works DepartmeAt and from field surveys. Doge to their charactesisticso bridges are very expensive istructuree to improve, alter,, or replace. Therefore,, if the need Sariee'Q to change the phVvical and functional character - iatice of ii bgidga these queotibne arise and must be taken into consirlerastioat 1. Ia the bridge functionally obsolete? g) Can it handle adequately the weight load& requfirrd? b) In the case of an underpass, does it provide enough overhead clearance for trucks? e) Is it side Gidbugh to handle: projected traffic volumaa? 2. Caen it be wide n"'ed within its existing stractuare ? In it feasible Lo widen the roadway by eliminating the eidewalkis ? 3. What is the refaaining useful life -span of the bridge? 4. fid the bridge 1h the proper location at present and, if not-, how important end difficult is Its relocation? These questibns must be taken into consideration when planning the thoroughfare mysterm which, of necessity, is affected by e3datimg Midges representing a considerable part of the total thoroughfaft investment. See Appendix D for bridge Data. -?8- 6, Fire Station Service Zones The chart of fire station service zones shows two important • relationships, The first is the 3/4 and 1-1/2 mile driving E distance cones from each ex£ating fire station,, and the second io the barriers that may be created to traffic by the proposed i freeway system. 0 The freeways will be somewhat of a now type of barrier to fire trucks in that freeway crossings will be limited in number. This new barrier will change the shape of the service zones to -some extent, but in Saint Paul no carious problem between the freeways and existing fire statism locations to anticipated. However, fire station locations must be taken into consider- ation when locating the freeway crossings,, and,, conversely, any proposals for new fire stations must take the freeway crossings into consideration. Location of fire stations at major intereections should be avoided whenever feasible due to the possibility of traffic backing up at traffic lights and blocking the station exists. Location on second- ary streets provides advantages of access,, egress, and speed of travel on the loess congested streets. The preliminary fine station plan prepared by this office after consulting with the Fire Chief and Board of Fire Underwriters hae been co-ordinated with the current freeway proposals and most remain subject to change dose to possible freeway changes, -T9- • • no " La G U V) uJ w IIII'''i;ll' W Ld z •'iii � N O Z m O _ ? ...•.. > ir o g 3 ti w z z w F w a > ,r o LL p > � n _ � M W Z z .- 3 .... :... :.:.:. J U) � w W a Q w Z iiiii = d J w a J L O r Q O S � N U' D z I Z K In O > C W W Q J O N J w w Q V / f W w :z z, z f m m = o U LL I I I I z O N 3 LL ¢ o I N Q g z 0 wzWn o a no B. OFFICIAL DESIGNATIONS € 1. Route Designations by Jurisdictions. Chart 31 essentially shows two amain item a of information i which are: so All street® in the City which are designated officially for financial aid by the various government agencies involved. b. Route numbers for the federal and state track high - ways and for the interstate highway route@ in Saint Paul. The route designations shown an the chart determine tho sources of financing need to construct and mainta3in them. There are six different route designations and types of financing which are listed here and described in general in the following text. Q Unterstate Highway Syatomo b9 State Trunk highway Sys4em, CD municipal- State Aid System, dD Country -State Aid System, eD County Roada, and fD Other City Streets. a. Interstate hi hwa S stem - In Joan 1956, the United States Coagzreas passe e Federal mghway Act which aautboriced con- struction of a 41,000 mile network of highways to connect all major cities in the comtrryt. 1 The Federal Government is fiin- ancing 90% and the individual States will finance the remaining 10°l� of the total coat of the interstate route ®. The State them assumes rsopousibility for their maintenance. b. State Trunk fii hwa System - The trunk highway system in SaixFraul la sabdivided rRo-permament and temporary routes which are so designated by. the State. A temporary trunk route may be relocated by the State highway Department, but once it Is designated as permanent it is necessary for an act of the Le islatare to change the route. Trunk highways are financed SR by the Federal Governments and 90% by the State, and the State maintains. and holds title to them. 2 The man coerce of money for the tr=% highways by the State is provided by sUo- cating 62% of the highway User Tax Distribution Fund for that specific Qas ©.3 1 Public Law 0627 passed by 84th Seasion of United States Congress suthorffsed Federal expenditaares for 13 years of $25 billion. 2 1957 Minnesota Statute@ - Section 160.441 3 1957 Minnesota Statutes - Sections 160.411 -gO- 0 c. Munici sl -State Aid System - The Minnesota Statutes of 1957 provioq for the tentative selection of a system of MuWci- pal -State Aid streets by resolution of the respective boards of county commissioners 'and the governing bodies of urban municipalities of 50000 population or more. The tentative selectiona then need the approval of the commissioner who can approve any part or all.of the system aao that the eyetern is not in excess of 1,200 miles in extent within urban muni- cipalities. The system 10 to carry relatively heavy traffic volumes, connect points of major traffic interest within the City, connect with rural roads or urban routes of conmmwaity Interest, form a system of streets to serve traffic effectively in the City and have a minimum right -of -way width of 60 feet ,within municipalities except for conditions which, in the opinion of the commissioner, warrant modification. All etate- mid apportionments are to be made by the commiaacioner from the Municipal -State Aid Street Fund which receives 9% of the Highway User Tax Distribution Fund. The streets are to be maintained by the municipalities involved and, if the commissioner determines that the streets are receiving un- satisfactory maintenance, be has the power to withhold 10% of the apportionment to the particular municipality until the street is brought up to the proper standards. d. County -State Aid System - The county -etate aid system is determined in the same manner as the municipal state -aid saystern, and is not to exceed 30, 000 miles in extent with mini - mum rights -of -way of 66 feet and 60 feet in rural and municipal areas reopectively. The county -state aid roads are to be selected on the basis of the following trite vin: 1) Carry relatively heavy traffic volumes. 2) Comect towns, communitie:e, shopping points, and markets within a county or in adjacent counties. 3D Provide access to rural churches, schools, com- munity meeting halls, industrial plants, state Institutions,, and recreational areas. 4) Serve as principal arteries of rural snail routes and school bus routes. S) Act as collectors of major traffic from eevoraatil roads of local interest. 6) Occur at reneonable intervaal@ consistent with the density of population. 7) Provide an integrated and co- ordinated highway system, affording within practical limitaa aa< state -said highway network consistent with local traffic demands. 4 Rules and Regulations for State Aid Operations under Chap. 943, Laws of 2957 Minnesots Department of Highways - January 9, 1959 -81- t � i I The county-state system -state aid � operates under the same mainten- ance C ante regulations as does the municipal state -aid system and is ( financed through the county- aataate aid highway fund. Twenty- nine per cent of the highway user tans distribution fund Is paid into the county -stage aid highway fund. t ? eo CouM Roads - In the 1957 Minnesota Statutes, the county comE ao onera are authorized to declare the public hlghwaye in their particular county at county rondo and to appropriate such sums of money grouts the county treasury for maintenance. The county board is also authorized to include is its annual levy an amount for the county road and bridge fund not to ex- ceed the mount aye set forth in section 16 amount 01 oubdo S of the 1957 Minnesota Statutes. fa Other City Streets - The remaining City streete not included in the above designations are constructed and maintained by the City with City funds'. which are obtained in one or more of the following ways: assessments, bonde, or general tax rovenueo The construction and maintenance is either done by the City or contracts are let through the Public Works Department. f i i -82- , E i i 2. Truck Routes and Pa'rkwaa f { Truck routes and parkw *ya for Saint Paul are designated by • the City Council and are incorporated into the City Charter by description and designation. The official description of these routes may be found in Cha►ptere 125 wad 125 of the City Charter. Truck routes are tUnoae meatas on which commercigi weMcles aver 100000 Pounlft gross weight, 1weight of trxck pros its maxl- mwn possible loads may travel In the City. Troack@ way operate t on the designated truck ;routes, in the diatricts In the Clty whleh are sonad for light and �eavy industry and and streets In the Con - tral Bu@inums District bounded by,, and lacle lv,e of,, Pleasant Avenue feast of Ramsey StreetD, Sixth Street,, Smath Street,, ColleSe Avenue, Cedar'Street, East Seventh Street,, Jackson Street, Kellogg Roulevord,, West Seventh Street and Ramsey Str at t Parkways, as duflued it, the City Charter. azo thabe listed otreete upon which zo commercial vehicle designed for the purpose of carrying goods, waresb rnerchandieae0 or material may be driven. 'Vehicles which are used for the purpose of transporting persona are excluded in the restriction®, thus allowing the public tran ®it systemic to operate on these streets. Thero are two basic r�uaons for the designation and restriction of truck routes to specific streets. The first is to minimize the noise and danger factors of the trucks. The second is for the Purpose of minimizing the clear and tear on City streets caused by heavy venicler. The parkway ay ®tam in Saint Paul originally was planned as a single co- ordinated system of streets to connect the major parks and acenic areas of the City for the enjoyment of all people residing and visiting here. However, through the years the system has not developed entirely an had boon intended and today the parkway system consists of routes, part of which are parkway® by desig- nation only. In certain cases, short segments should be con- structed to being together separated segments. i -83- • • i i f I I 1HWNM5 0 W O g O U p p N J+J Q Z J W J O U >e J o! LL 'IJ w a Y J > F W a N g $ z w h1 -' i i 'm m s � I I I i ....�. •�151lSNIX�• \•_. � I a gl of i I .I NI l N6 ■ wl i n I 13■ �I z 21 LL■ \ V O~ U 3. One -way Streets 5 i r In most large urban centers such ao Saint Paulo traffic volumes • in the central area have become so great that certain measure® are needed to satisfy traffic needs more easily and adequately. F The widening of streets is a very expensive proposition becotutse of high land values and the one -way street is a natural solution. f The one -may street is moot readily adaptable to the central area. The advantagee and disadvantages of one -moray streets are listed below: Advantages a. Can move more traffic in congested central area, inc' real- � ing street capacity and average speedo b. Can sometimes make better use of existing pavement. For example, with three- or five -lane pavements. all lanes would be in use whereas with two -way movement an odd flan may remain, or lanes of Improper vAdth may rasult. c. Safer in congested traffic areas. 1 i Easier for both vehicular and pedestrian csr000ings be- cause pedestrians and drivers need be concerned only with traffic from one direction. 2) More convenient for left turns because there is no opposing traffic. 3) Eliminates hosed -on collision and headlight glacrs. Disadvantages a. Sometimes makes access to a particular destination incon- venient and more distant, particularly for those unaccustomed to the one-way pattern. b. One -way signs must ba erected at every intervection, and it takes the motorist a certain amount of time to become accustomed to the one -way system. c. % using a one -way street pattern in a reoidential area, the creation of two heavily traveled streets instead of one results, thereby doubling tho number of houses exposed to traffic blight. In the central area, one -way streets may be considered Jac a perman- ent arrangement, whereas outside the central area, they should, as a general rude, be conidered an interim expedient until something better may be obtained. The Maerahall- Dayton pair of one -ways 5 -6e Appendi= E for hating of rail one-way streets, -84- 0 n H �O 'emu II 'mII InI g� I z� 6 1 FE _r W uj 1 eJ _ Q � D V3 U —0 O N 8 �� o° F W a a WL N 2 F1 c� pS �0 •'' J 'I a CIE 1 �t I i 5 v V�� J� b a 6 aui Z Z w w NJlwi � N N I LO d +HRH Q z p < 1I 'm � 'J C V N z= SNM t = Z rIA a oc a p u %> I I I NOlA\Vl IN W w O O 2 LL W w w M W W U. IE 0 a Q a W a J �, m a IU❑❑ � L Cl) V' cr N a O WLLI U y J Q a Z I R T ZLLI —0 O N 8 �� o° F W a a WL N 2 F1 c� pS �0 •'' J 'I a CIE 1 �t I i 5 v V�� J� b a 6 aui Z Z w w NJlwi � N N I LO d +HRH Q z p < 1I 'm � 'J C V N z= SNM t = Z rIA a oc a p u %> I I I NOlA\Vl IN in Saint Paull is a good ezamOle where it may he desirable to Ereplace this arrangement with a new etreet in the ultimate thoroughfare system. � The one-way street ayste'sn $a the central area of Saint g'en3, with certain reeieions, s411 remain in the `thoroughfare Pisan. However, cadre mast he taken is designing the ®n® -way system for the Saint Paul central area because the freeway interchanges can have the affect of "freezing" the one -moray system once ramps and exits are built feeding traffic from the freeway to the ono- way etre ©t ©o I -g5- 4. Planned Street and Hiehwav Construction Chart 34 indicates the planned street and highway construction • in Saint Paulo The planned construction shown involves four levels of government: city, county, state, and federal. The general locations of all projecte shown are set but the details concerning ramps, bridges, and interchangeo have not been fully determined in all cages. L Presented here in outline form is a description of the planned street and highway construction sshown on the chart. a. City Pgo acts Q Constructed or contracted by the Saint E a�ublic Works Department) 1 g Northern Route - This route is intended to relieve tr&HIFTFORMYIJVersity Avenue and Minsnehaha Avenue which has origin or devanation in the Midway industrial area. The highway will form a good boundary between the residential neighborhoods on the south and the indus- trial area on the north. It is to be a four -lane undivided highway with some natural limited- access characteristics. 2) Shoat -Line Route - This is to be an expressway, in- teiaa ma y as a now access from the Midway area to points south, and it will provide a much improved truck route over what exists today. The Short -Lins Route will crone no streets at grade, will be depressed along with the Chicago, Milwaukee, St. Paul and Pacific Railroad and, thus, will create no now barriers to cross- traffic. The project -will include construction of a bridge to carry Hamline over the short -line track@ and highway. Most of the land has been acquired and con©truction in scheduled to be finished in 1964. This route will be a four -imse divided highway and, by its characteriotics, will havo limited access. 3) Shepard Road - This ie the western extension of Warner Road and is completed to Randolph Avenue. It is scheduled to be completed to the West Seventh Street interchange by 1962 or 1963 and will nerve both as a radial access route to and as a good by -pass of the Downtown. From the propoaead Interstate Highway 035 -E, to the West Seventh Street con- nection, Shepard Road will be on top of the bluff. It will be a four -lane roadway and will have semi - limited access due to its location along the River and on the bluff. It is recommended that consideration be given to the poseibility of incorporating Shepard Road as a segment of the Missieeippi River Parkway planned to be built from New Orleans north along the River to its source and extended northward into' Canada -86- 0 0 4) Arch -Pena B ri ee - TRW a t will be the northern lag of the Outer Ring Route and b) it will be a link in the now east -crest thoroughfare across the City, connecting the Northern Route to 'T. H. Z12 byway of Como Avenue and West Minuehahs Avenue. Some of the right -of -way has been acquired and con - struction may be expected to start within five yearn. 5) Rice Street Widening - The widening of Rice Street is to be extended so to Interstate Route #94. b) John Ireland Boulevard - The lewd has been acquired and construction is awaiting completion of the freeway plazas in this area. 7) Louis-Marion Street - This is a new dual- roadway boule= vard whic sec t a Western Redevelopment area, separating the new commercial area on the east from the proposed residential development to the west. This boule- vard in to be extended later to Como Avenue and the Arch - Pennsylvania route to form the western leg of the 'Oute r Ring Route. 8) Ramsey and Exchange Street® Connection - This project involves the realignment of the connection b etween Ramsey and Exchange Streets. 9) Cliff Street Widening - The widening of Cliff Street per - mits tee developen— eat -ofa good connection from the High Bridge to St. Clair Avenue. 10) Kasota Avenue - Kasota Avenue is to be extended to join w t m Street in southeast Minneapolis. b. County Projects 1) L.arpenteur Avenue - This street which is on the north City�i n-ee' -being - improved year by year along its length by the County Engineering Department. It is baring developed Into a major east -west four -lane street. The major part remaining to be improved is that portion lying east of Rice Street. c. State Trunk Highway Projects 1) Eustis Street Expressway - This is also referred to as T. Ff_._ZWand at the present is completed as far south as the south side of Kasota Aveaua interchange. The bridge is now under construction to carry the route over the Great -87- T Northern Railroad to make connection to University Avenue via existing Eustis Street. The route later will continue south as a depressed expressway to tie', • late the St. Anthony Freeway. It will provide a much needed expressway route from the Midway area to the E north. 2) Pleat Seventh Street Bridge Approach - 2his bridge now under construction will cross the Missiesippi River to tie in with Highway #S leading to the main entrance of Wold Chamberlain Airport. The interchange on the north end of the bridge will involve Seventh Street, Shepard Road,) and Edgcumbe Road. Construction to to be completed its 1962. 3) I.s►fayette Street tB�Br�idgLe - This bridge will provide an important access route the south to the east leg of Inteerstate Route 94 at Lafayette Street. It will function as a much needed by -pass route for downtown Saint Paul. It will be deeignated as Trunk Highway 052, and construction should start in two or three years. d. Interstate Highw. Me in Saint Paul 1) East Le - The east leg of the interstate eyetorra in Saint Paurwil follow the existing Hudson Road route. From Mounds Boulevard eastward, the road is already an expreas- wsay with controlled access, and only needs to be brought up to freeway standards by addition of bridges,) reduction of some grades. and acquisition of some new rights -of -way to provide for frontage streets. iWeat of Mounds Boulevard,) the right -of -way has been acquired and construction has begun an the Sixth Street bridges over the railroad tracks east of the Downtown. Since the east leg,) as a whole, is currently the most nearly adequate of all the legs, it will be the last segment of the Interstate system to be completed in Saint Fatal. 2D We3at % - TbAs gag of the interatato Syst ®m 10 knOTM as the TZE n ny Freeway" or "Imear -City Frsawayo 01 It aces the frill b9ack width between St. Anthony and Rondo Aveanaa & The route will be depressed most of the way and will have Aree Rams@ in each direction with prov lsffons for = additlonal Am which may be btall% later. - Street Cras ®sags geuaraUy will be t at one -half mile intervala and pedestrian cro @winge gonergUy at one- quarter mile intervals. The east and roost logo of the •c freeway will be designaatod as Interetate Route 094. Bias ` the western and of the interchange with the Euetie Street Expresswayp 094 will continue on to downtown Minneapoli@. It also will tale in with the proposed 2fitth Street higisway in Minneapolls. The St. Anthony leg w1U be the c3ocand major portion to be eonetructed In Saint Pael. 3) Northern Ise - This portion of the interstate system € is common y c ed the "Mississippi Street Route. " It is presently under construction from Cayuga Street north- • ward to a point several miles beyond the City Iimit4. From € Cayuga Street south. this right -of -way has been acquired. This freeway will provide a direct access into the City from Duluth, and will be the first leg to be completed in Saint Paul. 4) Southwest Diagonal Leg - This portion of the interstate is commonly knowu as the "Pleasant Avenue Freeway. " It follows the general route of Pleasant Avenue along the base of the bluff. It will connect with the Short -Nine Route and will cross the Mississippi River by a new span known as the "Lexington Avenue Bridge" on which construction has started. The Northern and Southwestern leg* of the interstate system in Saint Paul will be designated as Route 35E. The two leg® Q35E and 94) will join for about one-half mile o passing north of the downtown area and directly south of the Capitol area. This segment.will be depressed and landscaped,, and most of the intercepted streets are to cross over the freeway. 5) Kelloga Mill Route - This win be a short section of trunk hig way connect ng Buis - Marion Street and the St. Anthony Freeway with the south portion of downtown Saint Paul. and will serve turning movements from the St. Anthony Freeway to the Pleasant Avenue leg. It will become past of a large interchange complex in the vicinity of the Cathedral and the Capitol Approach. -59- S. Metropolitan .P ran Interstate Syotem Minnesota has been authorized 898 miles of Interstate Highways, •of which about 200 miles will be in the Twin Citiee Metropolitan p area. Saint Paul will have a total of 17 miles of Interstate Free- ( way. Since the Federal Government is financing 90% of the colt, Saint Paul and Minneapolis are being provided with a system of high - capacity freeways which they could not otherwise afford, -The interstate esystam in the Twin Cities Metropolitan area is made up of three parts and is formed basically by the crossing of the North -South Route and the East-West Route. The North -South Route is designated as Interstate 35 and runs from Texas to Duluth, splitting in the Twin Cities Metropolitan area creating 35 -E which goes through Saint Paul and 3S -W which runs through Minneapolis. The East -West Route is designated as Interstate 094 and runs in a northwest direction from Chicago to Fargo. This route enters Saint Paul from.Hudson Wisconsin, connects the two downtown areas of Saint Paul and Minneapolis, and exits from Minneapolis in the northwest corner of the City into Brooklyn Center. The third part of the Metropolitan interstate system consists of a belt or circumferential route which completely surrounds Saint Paul and Minneapolis. The belt freeway provides motorists with a by -paso of the Twin Cities if they so desire, but another import- ant purpose is that it provides a valuable alternate national defense route . -90- CHART 36 U. S. INTERSTATE SYSTEM 1960 0 u a 6, U. S. Interstate Highway Systems In June 1956, Congress authorized financing for the construction of as 41, 000 mile interstate highway network to connect all major cities in the country. Thia system is officially knovm as the "National System of Interstate and Defense Highways" and,, as the name implies, the oystem is to serve both as good high - speedo high - capacity,, and safe interstate connectors for cities of 50,000 population or over and as an important spoke of national defence. The Federal Government is Financing 90 per cent of the total cost. Of the total cost of the interstate system, about 55 per cent will be spent in urban areas, where very little basic thoroughfare improvement has taken place since the routes were establishedo The freeway system must be co- ordinated properly with the City street system in order to exploit the full potentian. —91— E CHAPTER `i - CIRCULATION NEEDS PRELIMINA" THOROUGHFARE N A. FACTORS INFLUENCING GENERATION OF TRAFFIC 1. GENERALIZED LAND USE - 1960 Chart 37 graphically presents the location and extent of the areas devoted to the various land uses,, especially as they affect trafiic.generation. Traffic in generated by land uses, and traffic volume is related directly to the type of land use and its density. For example, a large manufacturing plant or food store draws large volumes of persona and quite obviously will create much larger volumes of traffic than a tank farm or fuoiture store. St. Paul has traffic generators of variouta categories. Some of the principal traffic generators are the commercial, light and heavy industrial, and residential areas. The peak traffic volume@ of any city are created by persons traveling between their places of residence and employment. The two most important traffic -gone rating areus'of Saint Paull are the Central area and the Midway District. The Central area is the largest generator due to its density of commercial u *e (per®ons going to work,, shoppers, and through - traffic), and the Midway Dis- trict due to its commercial and industrial apses. Some of the re- maining major traffic ,generators of Saint Paull traffic are the High- land area, East and West Seventh Street industrial districts, the University of Minnesota,, the Minneapolis central area,, Wold Chamber- lain Airport and Fort Snelling, and the strip - commercial areas along Mice,, Arcade,, and Seventh Street* and along University, Snelling, Payne, Selby,, and Grand Avenues. Many current traffic problems have arisen from the arrangement of land urea and their conflicting relationships. For example,, in- dustry located in a predominantly residential area creates heavy traffic on streets designed for much lesser volumes, and uncon- trolled strip - commercial uses ofton create traffic congestion and confusion. The land -use map is useful not only is defining the exieting traffic generator® which indicate where improved streets are needed, but also it sho0b where such improvemonta and widenings are possible. Some land uses would involve too much expense to acquire or re- -92- locate foT the sake of a now etreet or v ideuing of an existing street. The land -use map also is a va1wable tool in defining community and neighborhood boundarie L; within the City. The • map, in turn, indicates- twhere eertair) functional types of 6 street@ should, or should not, be located in order to preserve the community and neighborhood identity. 0 -93- '07 NOIOMHSVIA SLMn AlIO ASl3 ® ci t • � N f ®GD N \" N m rw N M Za Z m ® _ 0 ® U) Ir Ld V ' N \ M ® n l � J � a � w I ® o 0 0 v v a Sri J � � o i z� of � t z O On M z C z= z <d dS co Y V � L ti 2. EMPLOYMENT DISTRIBUTION r The general distribution of employment in Swint Paul for • 1958 is shown in Chart 38. The data is from the 1958 Twin City Area Transportation Study QTCATS) which is being f made for the Minnesota Highway Department. The district® shown are TCATS Study Area districts. The snap shows the number of work -trip destinations in each district on an aver- age week -day in 1958. The area of the circle, as indicated on the =matp, is proportional to tbm total number of trip destin- ations to each specific district. The trip totals (shown in f numbera under the circles) are the total® of all trips with E destination within each district including those with origin® either outside or inside of the same district. The two districts with the highest number of work -trip desti- nations art the Central Busineoo District and the Midway Dis- trict. Thirty -seven thousand twenty -eight work -trips or 43% of all work -trip destinations in Saint Paul were in these two district®. It is significant than the third and fourth largest number of work trips were in districts between the Coutr@1 Business District and the Midway. Certain other Important employment districts are located throughout the City, with the majority of the work -trips being located in the western half. These large employment zones generate the peak -hour traffic flows and, necessarily, have a great effect on the street- capacity design. These every day peak - traffic flows crQuetitute the major determining factor in the capacity design of t6 streatso -94- 0 0 3. TRUCK TERMINAL. TONNAGE - 1958 Chart Noe 39 shows the distribution of truck terminals in Saint Paul and vicinity, by their general size of tonnage handled during 1958. This information it from the Twin City Metropolitan Planning Commission. The map shows the concentration of truck traffic - generation in the Midway di®tricto and in the rapidly growing terminal area in Roseville B. TRAFFIC CONDITIONS 1. REGIONAL TRAFFIC VOLUME - 1988 Chart 41 shows the 1958 Tama Cities regional traffic volumes E which cover most of Minnesota and the western section of Wis- consin. The average annul 24 -hour traffic volumes are shown. As the chart indicates, the Tana Cities are the main focal point of traffic in tho region with Duluth,, Saint Cloud, Rochester,, Owatonna,, Mankato. LaCrosse, and Eau Claire as lesser focal points. Dui highways generally have been built where the higher volumes of traffic are found. Thcygenerally are on radi- als from the Twin Cities to other main cities In the State. The State Highway Department each year collects traffic - volume data on a state -wide basis for tho purpose of estimating traffic demands. From future traffic projections, and other factors, decisions are made as to which highways shall be improved and up- graded to accommodate adequately the growing volumes of traffic. As a very general rule, interstate freowasy routes will either follow or parallel the existing main traffic - volume carriers. For example, HvA@on Road will be up- graded to freeway stan- dards and become a part of tho intarstate system and the inter - state freeway will parallel Route 61 to Duluth and Routes 10 and 32 to Saint Cloud. A major portion of the traffic volumes on these and other routes near tho interstate system may bo expected to shift to the Interstate system. -96- • DNANT f REGIOL TRAFFIC NA VOLUME MINNESOTA AND WESTERN WISCONSIN t9ee LEGEND TOWNS I.GH.M 40001e H.393 0 3R[RSTArz I1gRE Q ROEML I10Urz DO, a00 W o/G O GTATE 11gRE CITY PLANNING BOARD aI SAINT PAUL 1313 C O U IT HOU3I, SAINT IAVI MINNE30TA 2. TRIPS TO SAINT PAUL FROM REGION Chart 40 shoe® the number of trips to Saint Paul from out - ®id« -the Twin City Area Tra neportaation Steady cordon line is as 24 -hour period in 1955. The areas of the circles repre- sent the number of trips of passenger care by county of origin to destinations In Swint Ptel by six major areas within the City Esee ineet map of Saint Paul). Only those trips that totaled toss or move from each county to Swint Paul are shown on thin Chart. Than greatest majority of tripe shade to Saint Paul from out - side the TCA`PS cordon line are made from Washington, Daakotaaa Scott, and Chicago counties in iMinneectaa and St. Croin county in Wieeonsin. Undoubtedly, there are a cocaaiderable number of trips: to Saint Paasl from i3eram apin County which are not shown since most of the Coaanty lies within the cordon liaas. Thus, It aapPOaara most of the trips are made from the south and east of Saint Paul. Trips made to Area I lithe Central Businese District) primarily originated from the ea®2 and South of Salt Paul with 71% of tho Central Bulginess District tripe originating in Wasashiangtoa, Dakota,, and Sts Croix counties. although trips Ynaade to Area 2 have more diversified origins than do Central Busine®aa District trips, 54% originates in Wa ®hington and Dinkotaa counties. Origin • of tripa to Area 3 are quite scattered with equal nombers coming from W%sh- ington and Dakota counties. `a'ha remaining coumtiea geaneraate fewer trips with each county bavrirag about an equal number. As may be expected, the aaumber of tripe originating groan the differ- ent coanties vaarioas In proportion to the dimaance and aaccease to the destination. For example,, the nwnbe r of origin@ from counties to the east of Salt Paul to deatinatioas in Areas 1, 2, and 3 decrea@ea a® the distance lengthens and Om aaccesasibility iaa restricted. One exception to this is Area 4 which has more origins in the eastern and southern coaaaties th,a a does Area S. Prrobaably this Is due to Area 4 Qthe Midway District) generating more work and shopping trips thaw doe® Area 5 gwhich ie predominantly reaaidentiel in charac- terD. Caaaaeraally, the origin of trips to the six areas in Saint Paul indi- t caatea desire -line patterns of travel. Many of the grips now carried by exiaating routes will be carried into Saint Pa3a_al by the proposed Interstate highways and other now route improvements. The weetern • counties also will have much better aacc©sm to Salt Pawl through F the are of new freeways. _97- 4 q • y f b I j i I —A BELTRAN — i CLEARKPTEA ! i ffA54 i I. � I J I I I I I y � 1 I I I 1 ((( I sr. LOIE I ! I e 4 I DEDCER I EAR i I 4 I I.— ._.__.T._J J 1 J i I i I i rARLTa i r s 6 i I i am WNO i I iI II I i + j L-- ---- -• —• —y ! SAYPELO ! OTTER TAL L.�1,.— 6 I I Ig I ! -- - - - - -I - - - - - -- T o I I ME j I GRANT °OUM AS I I 6 I J I I KANABEC 4 f Oa I cr j IKIR NE I WAamEr, SAwrEA L. _._._._ _. t eTEYENS POPE 4 srEARNS i aAxn oAVm !-- •- I I �— •- -- •- - -• - -- �_� -- ! I I I I � BARRON SWFr MILE I b j YELLOW IE, CIN: I I LYON I T I I b �i NoBEy CITY PLANNING ]If COUAI OYII v 6 KANcnv. — 1 r DMLE r_y , ___.1. " scow I a SHEY I ! ON(OTA ----- - - - - -- �— --( b ! _ NCOLLEf LE sELn �il��la +16 BROWN i I I b i b I OOTTONA'OCp I WATOIWAN 7 e.uE EARTH I wag4 f sTmE i DODGE i! ,4O60N MARTIN FAb IT I I i PrEmorN �{' I 0 i O LIONEfl ONART AO TRIPS TO ST. PAUL FROM REGION ST PAUL 1960 NAM DESTINATION AREA sOU00ES LEA uAlrn oEeTrunoll AAw • AREA I Sr. CRO« II i6 II b ! I � OUNN ,L —•T 1J EAU MAIRE ; PEACE _ PEPN _ 1 - -' __ —• —• i - -� r —� - -- \ IIFPALO TPilPEALM I WA b S OLAISTEO wwu LA arossE I I FIl. I WATON 7 • L (ri °rii 3. SAINT PAUL TRAFFIC VOLUME The traffic - volume chart indicates the average daily traffic voluM*3 in Saint Paul in 1960. The Width of the black bamd Indicates the number of vehicles using the particular rules shown, University Avenue is the most heavily traveled street in SaIn►t Paul as is shown in the traffic volume chart. There are mmy reacons for this large volume o some of which are: Wide pave- ment width,, the use of the street as a connector between down - tosm Sainrt Paul and Minneapolis,, and the coax morcial mud in- dustrial nature of the land uses along the street, Similar ex- planations for heavy traffic volumes may be given for nearly all the major streets in Saint Paul. -98- millMills MOLIME mml w an �■mill �llli�� ;IIIII IIII ■�� � 11 II 111! W 11011 r■�■ =11MENNIS 0 4. TRIP ORIGINS BY DISTRICT - 1958 Chart 43 shown,, by rrmeaso of pie charts, the total number of tripe originating from each district in Saint Pawl on an aver- age day in 1958 for a 24 -hour period. The data used is from the 1958 Twin Cities Area Transportation Study. Table An Appendix F. The area of each circle,, or pie chart, is proportional to the total number of trips originating in each district. The size of the pie alices indicates the proportion between intea- district trips 4ripe that have destination within the same districth the inter-district trips Qtr=ipo that have a destination in any of the other district@ within the TCATS cordon line), and external trips (tripe with destinations outside the cordon Hue). The TCATS cordon line is not shown on Chart 43 but may be aeon on Chart 44 gwork trip@ to employment districtego They largest number of tripo, 63,771, originating from the dis- tricts in Saint Paul started from District 18, or the Midway area. Of these tripe, 75% were lat er - district with 24% of the trips as infra- districts end only 1% as external tripe. Tho Central Business District 00 has than accond largest number of trips with 58,846. Of District 00 total trip origins, 96% are of an inter - district nature. Thus, as few people have residences establi ®had within the district, the trips originating in th© Can -' tral Busincea District which are work-to-home,, or shopping -to- home tripeH must have their deetination outside of the district. Districts 00 and 11 have the highest percentage of external trip @. This probably i@ dare to the large number of businesses and State offices which are located In the two districts , thus attracting more persons from outside the cordon line for matters of bu @irao@ and state government affairs. It is the return trips of then* per- sons that create the larger proportion of external tripe originat- ing from the two districts. District 16,, or the Highland area,, displays the lowest percentage of inter - district trip@ and the highest percentage of intrad- dWrict trip @. This, apparently,, is due to the large number of pareens who live,, work, shop, and recreate all within the same district. -99- • j i r .m NOLMlIHSVM .m A3SFM sLrm wo isv3 ii) C Sri N � N Cli _ Of 10 �_ a 5 U) o v N (O M N m Z 10 Z a, a c (p N O M 7 N a O u �= �o z_ z= e� o� z R z 'o z. z� do V } V � W t S. WORIK TRIPS TO EMPLOYLMHT CENTERS f The nine maps am Chat 444 pictorially illmstrato £hey movement • Off work-owe 970M their paint, of arigin within the Twila Cities Area x ransgortation Study cordon ling to major? employ eat 0aft9ces WtMn Saint Paul. The civeles raprasmt 2hq aumbo5 ®£ work trips deriag an aveTage Week -day in 1958 in a 24 -hour ponied. TI—m number cff raoa% erips ebow a , makes tap the major Farti®a of p3ah -homer traffic vogue. As tUe cioclas tas saw+'es of was!k- traps from each district to dine major emplayment centers o they also are Mdicl- eav6 of tbm warke s° places a£ -residence. Of couraa p tba majority of W. tripa oslsasaated i2 Saint Paul but a eigawx -caw nVMbner of Word traps ovigisaated CrAssde Same Paulo prismay1ty from ghca Raigh apA nor east of the MV. R is sisa ffac€ut mat tho cork tripo aRAZAnating in Minnoapogis are de s4 gued ff®r 2M CosatraIl Bus- Moos District aVA the district immodiataly W06e of the CGVZT& . BrAQiso as Distrlct of Saint Paul rather &- an to tha MdWay dfle2rice or Highland dist2act which 820 closer to Minne- ap*flis. For 6o = *99. pas.10 the wow% trip avigino c�m bo soon to ohift as the omploymant cent -as sk-ifft winch indicat ®'3; the majority of warkers arc "t wifllia,3 to travel much more than (Aght or tan miles 8o z-ark. Thore am 00ma" havevero who arc %VAIling to travel op to 20 miloa peg° work tplp. The distance people arcs will - ing W to a ®el to vos% may vary well iacrease in the ffatesr© when tho AMC?Staw fraow :y sye2om is completed thlae F"Mitting a sTeater dtistancc to be trduale d in tho same -nensth of time. -10©- 0 0 W H Z W U F— oo LO = LV }- w = O � p J Q n- Z w a L O Q c� o L w it J c O O U 'o J N d O W cn CL E H Y w O cc z� _y J 4 P- W� J U < o d= Z= o� s= u° z � _ o z= z0 V - 6. DRIVING TIME ZONES r Chart 45 shown the dist$aaces one can drive in a given length • of time from Sixth and Cedar Street* in downtown Saint Paul during two separate perioda of an average creek -day. The two i cepaaratte periods of the day were mid -day and the evening rush hour,, and are shown on the chart as a solid line and dash line respectively. Tho five shaded belts shown represent the distance one can drivo in t,, S,, 7,, 10,, and 13 minutes from i Sixth and Cedar Street*. Ths lines were plotted from points along radial streets which were reached in the given time - intervrala. The data was gathered by the Traffic Engineering Bureau of Saint Paul by driving a car at the average speed of all other vehicles on the masse street. As the chart in&cates,, in most caves the test vehicle traveled farther during the mid -day traffic than during the evening rush - hoar traffic. This,, undoubtedly,, is due to the increased volume of traffic carrying people bath home after work which results in a lower average speed. The only exeept$ous to this occur on Univerelty Avenue,, Went Seventh Street,, and Trunk Highway 56. Thero Is no apparent reason for the greater distance traveled daring the evening rush -hour traffic although the greater die, taance doesn't amount to more than two block@, -101- I 'if. : 1pill"Almlimp Ai: 7 CHAPTER YE - BACKGROUND ANALYSES AND PROPOSED PLAN f f A. ANALYSES 1. Accident Locations Chart 46 eta the general pattern of accident distribution over a fiv© -year gsrlod in Saint Paul. The data for this neap origi- nated from the Saint Patsl Police Department. The clusters of dote generally sha vre whera heavy traffic volume exists, and the largeot clusters are found where honvy volwme streets interseeto such ae at Univerelty and Smalling Avea wa. The relatively large numbsr of dote at minor intersections in the Selby -Date area is an indication of the high population donoity of this area and tho relative -thro€agh character of eome of those streets. This map, when compared to the traffic-volume map QChart 48)0 indicates cortain streets with similar traffic volumes but with cornaiderable differenceo in accident- frequency rages. For ex- ample, Rice Street has about the . as me traffic volume as nearby Como Avawm,, but many more aaccidonte. ,thatrtis 47 and 48 iUub- trate the accident rates. -102- j Z. Accident Rate Comparison on Selected Street Sections On major streets in Saint ]Paul, significant relationships e5dat between accident ratea and! other factors. In this atedy, acci- dent Yates aro compared with traffic volume, volume as re- laced to capacity, and street border e1mraeterietfco. For thie compari©an, a grasp of 35 major street sections were chosen which reprep ent a crone- eecuon of typical major street typos € in the City. Can Chart 47p Fart 1, the volqmoe of the 35 atreat sections are shown In decrea9ing order rased are compared with their corree- ponding accident rates. As the chart indicates, very high volumes result in high accident rates. As tho volumes decaenee, the acci- dent rates decragwo, but at a certain point on theca streets with the lower traffic volumes, the accident rate increaees. A possible explanation for thin is the driver's sense of faalee aecarit3 -. How - ever, where the volume i© very low, the accident rate is'low be- canoe there are fewer patentud accident aituatione. In Part 11, the 35 selected street sections and thgAr correspond- ing ratio of traffic volume to capacity have boon graphed in do- creaeing order to establish to ralationehip with accident rates. Although there iv one exceptional etreet segment CSelby between Lexington and AaleD, a definite tread io shown. &9 the traffic overloading of etrooto docroamp,the accident Pate decreases steadily. Thio indicatee the need for deeigning major thorough- fares with genorone capacity, in relation to the anticipated traffic volume. Part III shows the effect street - boarder characterri ®tics have on accident sate®. The ch€aracteriatica for each street section were based Wn the factorre of land rase and aaccea s character of properties along the otreet and general curb- parking density, 3 `I+ho left aide of the graph is chasracteslsed by strip - commercial streets with hoaavy curb- parking, md the sight aide by limited access with no curb- parizing. Ao tine 1%ordo r characteristIca" carve wovee opwaard, traffic eafety rocs asaaae. The difference in accident has arrd is pronounced. This shows the value of some access limitation along major thoroughfares. i See Appendix G for method of calculating accident mates for street lengths. 2 See Appendix H for a list of sail acted street sectione and the imthod of their selection. 3 See Appendix I for method of determining tho border charactesriaAce Index. -103- to I CHART 47 I ACCIDENT RATE COMPARISONS -- SELECTED STREET SECTIONS - ST. PAUL 1960 PART I 3,000 N J f 2,500 w J _U S w > 2,000 z O J J � 1,500 °O m I 1,000 a N z 500 o� c°o a 0 DECREASING VOLUME AND ITS AFFECT ON ACCIDENT RATES Q • VOLUME ACCIDENT RATE -- ACCIDENT RATE CURVE 35 STREET SECTIONS LISTED IN DECREASING ORDER OF VOLUME* PART II I 3,000 DECREASING VOLUME PER CAPACITY AND ITS AFFECT ON ACCIDENT RATES w PART III ff J_ w 2,500 Q • VOLUME PER CAPACITY j v • ACCIDENT RATE f • ACCIDENT RATE CURVE > z 2,000 Q. ACCIDENT RATE E 1 J y 1,500 ` • BORDER CHARACTERISTIC / A I �l w � O -- • BORDER CHARACTERISTIC CURVE -ftli�A,,J O w A. 1,000 z o _ W 500 a 0 — 35 STREET SECTIONS LISTED IN DECREASING ORDER OF RATIO — VOLUME PER CAPACITY• PART III 3,000 DECREASING ACCIDENT RATES AS CORRELATED WITH PARKING a w J_ AND BORDER CHARACTERISTICS f w 2,500 Q. ACCIDENT RATE 2 ` • BORDER CHARACTERISTIC / A I �l w -- • BORDER CHARACTERISTIC CURVE > 2,000 z o ` n A J J � 1.500 — 00 w w a 1,000 \ Z ti "1 w U 500 • U a 0 35 STREET SECTIONS LISTED IN DECREASING ORDER OF ACCIDENT RATES' *SEE APPENDIX _ FOR STREET SECTIONS • *SEE APPENDIX _ FOR DETERMINATION OF SCALE CITY PLANNING BOARD er SAINT PAUL SOURCE' ST. PAUL CITY PLANNING BOARD — 1860 1315 COURT HOUSE, SAINT PAUL, MINNESOTA