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09-145CouncilFile# G'4^/`�J� Green Sheet # 3�66244 1 2 3 4 5 6 7 8 9 10 11 12 13 14 1� 16 17 18 19 20 21 22 23 24 25 26 27 2$ 29 30 31 32 33 34 35 36 37 38 34 10 tl 2 3 4 5 �� Preseated by RESOLUTfON PAUL, MINNESOTA WHEREAS, Minnesota Statutes 462.353, subd. 1, grants a municipality the authority to prepare a comprehensive plan, which is defined in Minnesota Stafutes 462.352, subd. 5 as "a compilation of policy sfafemenfs, goals, sfandards, and maps for guiding the physical, social and econom+c development, both private and public, of the municipality and its environs. ..." WHEREAS, Minnesota Statutes 473.856 requires that municipalities prepare comprehensive pians consistent with the development guide and the metropolitan system statements adopted by the Metropolitan Council; and WHEREAS, Minnesota Statutes 473.859 details the content of the comprehensive plan; and WHEREAS, Minnesota Statutes 473.864, su6d. 2, requires that municipalities review and update as appropriate their comprehensive plans every 10 years and submit them to the Metropolitan Council for review; and WliERFAS, Section 107.02 of the Ci!y of Saint Paul administrative code authorizes the Planning Commission to organize and facilitate the preparation of the Comprehensive Plan and any subsequent updates and to transmit its recommend to the Mayor and to the City Council; and WHEREAS, Section 1�7.04 of the City of Saint Paul administrative code authorizes the Planning Commission to appoint task forces as advisory bodies to study technical issues identified by the commission and to report their findings to the commission for its consideration; and WHEREAS, the Comprehensive Pianning Committee of the Pianning Commission in January 2006 began the coordination of tasks necessary to prepare the Comprehensrve P/an update; and WFIEREAS, the Planning Commission on September 13, 2006 initiated the preparation of the Transportation chapter, one of six chapters in the Saint Paul Comprehensive Plan update; and WHEREAS, the Planning Commissio� appointed representatives of Saint Paul residents, stakeholder groups, and people with knowledge and expertise in transportation to participate in the Transportation Comprehensive Plan Task Force, which was chaired by a member of the Planning Commission; and Uf1-�F�?FAS the Yask force met from February 2007 thrcug" Apri! 20�8 tc prepare th2 public hearing draft of the Transportation chapter; and WHEREAS, the Planning Commission held a public hearing on the Transportation Chapter on October 3, 2008, notice of which was duly given in the Saint Paui Legal Ledger on September 18, 2008; and WHEREAS, the Planning Commission recommended changes to the Transportation chapter, after considering public comment; and 46 47 48 49 50 51 S2 53 54 55 56 57 58 59 WHEREAS, the Planning Commission a�d the Mayor hereby recommend adoption by the City Council of the Transportation chapter of the Saint Paui Camprehensive Plan. NOW, THEREF4RE, BE 1T RESOLVED that fhe City Council adopt the Transportation chapter of the of the Saint Paul Comprehensive Plan, contingent on £urther review by adjacent communities and the Metropolitan Cou�cil; and BE tT FURTHER RESOLVED fhat fhis Transportation chapfer of the Saint Pau( Comprehensive Ptan replaces the existing Transportation Plan, adopted on January 9, 2002. Bastrom Z'eas Nays Absent qnested by eut of: ✓ Carter ,/ Harris ✓ B . Approved by the Office of Financial Services By: Approved by Ciry Attomey s . U�,►�..�. ��a 4— ati Approv by ayox ub s n to cII J •/� ,, �� Adoption Certified by Co cil Secretazy g B , _ Approve by ay : �[�, A �J3Q d� i� g�, e.�.� � � Green Sheet Green Sheet O 5 -/Y.� Green Sheet Green Sheet Green Sheet Green Sheet � pepartrnenUOffice/Council: Datelnitiated: GPee{7 S�P�et NO 3066244 PE - Planning 8 Economic 22-JAN-09 . � Development � I ConWct Person & Phone: Deoartment Sent To Person 1 itial! ate, I Christina Mortison � 0 launin & Ecunomic Devela me Chrisfina Morrison �� t 266-6546 1 ]anoin & Economic Devela me Director/C. Bedor � Assign 2 "tyAttorney I Ci Attorne 1—ZL� Must Be on Council Agenda dy (Datej: Number 3 vor's Offire Ma odASSismnt 04FE6-09 For Routing A ou¢cii Ci Council Dva Type: RESOLUTION jj !! Order 5 i Clerk Ci Ckck r• 77 E-Document Required: Y Document Contact: Chdstina Morrison �� {��p �5 r. J $�` �. ConWct Yhone: 6-G546 ToWI # of Signature Pages (Clip Aii locations for Signature) Action Requested: Approve resolution to adopt the citywide Transportation PLan following a public hearing. � �� Recommendations: Approve (A) or Reject (R): Personal Servite Contracts Must Answer the Following Questions: A Planning Gommission 1. Has this person/firm ever worked under a contract for this department? CIBCommittee Yes No Civil Service Commission 2. Has this personffirm ever been a city employee? , A PED and Publfc Works Dept. Yes No 3. Dces this person/firm possess a skill not normafly possessed by any current city employee? Yes No � Ezplai� ail yes answers on separate sheet and attach to green sheet. In(tiating Problem, Issues, Opportunity (Who, What, When, Where, Why): The citywide Transportarion Plan is one of six new and updated citywide chapters of [he Comprehensive Plan currently being prepared by the Planning Commission. Thz other chapters cover Land Use, Housing, Pazks and Recreation, Water Resowces, and Historic Presecvation. Separate pubiic heazings aze being soheduled for each chapter. State law requires al( muaicipa(ities in the Twin Cities metropolitan azea to update their comprehensive plans every ten years and snbmit them to the Metropolitan Council for review. Municipal plans must be consisten[ with the broader system plans of the Metropolitan Council. Advantages If Approved:' Existing plan is updated to comply with state law, and approved LCDA funding will be granted for ciry use. Disadvantages If Approved: None. Disadvantages IF Not Approved: LCDA funding is being withheld unti] the Comprehensive Plan update is complete and submitted to the Metropolitan Council. Total Amount of Transaction: CosURevenue Bud9eled: Funding Source: Activity Number: Financiai information: (Explain) January 22, 2009 2:36 PM Page 1 GS3066244 DEPARTMENT OF PUBLIC WORKB Bruce E. Beese, Drrector CITY OF SAINT PAUL rsooc�xarrAnnes ��/-/�.S Christopher B. Coteman, Mayor ?i [%s� Fourth Sneet SainlPaul, Minnesota 531D2 Fcu: 651-266-6222 , DATE: March 25, 2009 TO: Council President Kathy Lantry and members of the City Council FROM: Allen Lovejoy, PWD — x6-6226 SUBJECT: Transportation Chapter proposed amendments (March 25 agenda — Item #17) AMENDMENTS AGREED UPON AT THE FEBRUARY 18 COUNCIL MEETING: Appendix A: 2.4e. Ayd Miil Redevelopment Project, subject to a Suppiementai Environmental lmpact Statement (EIS) process involving a community task force Policy 4.5b. Reviewing Noise Abatement Operations Plan deve%ped by the Metropolitan Counci! and Metropofitan Airports Commission, and participating in fhe Downfown Airporf Advisory Commitfee, the Noise Oversight Committee, and the discussions at MSP airport conceming noise impacts on Saint Paul neighborhoods. Policy 4.5e. Notifying the Federa! Aviation Administration and the Metropolitan Airports Commission Airport Deve%pment Depa�tment of potentiai interference and obstructions, by directing any parties interested in building structures within the Zone C of either MSP or Nolman Fietd to the FAA website and directing them to frl! out FAA Form 7460-9 and submit it for FAA review. PROPOSED AMENDMENTS FOR DISCUSSION: Appendix A: 2.9a. Riverview Corridor serving the East Side, Downtown Saint Paul, and connecfing to Minneapolis-Saint Paul lnfernational Airport and Bloomington. Edit "Figure C: Preferred Transit Network" on page 11 by depicting all "Transitways" as wide corridors. (see attached map) � .� I �.� �� % i a m - i E `m Y � �' N � s s � � y a � � � c � R L N E � 5 �. : • N O � O �C 4N+yS � �.: _..._..._. ..:_.._ 1 � � �� .� �, �-- ---- - - - _ . ` �4"'` II � G � . . �� ' a�O .. Z ' �, � i � �� ;d i �k ��t� �'. g � � � � ..:��A wu. . . � A � 3 U � ry z N ry iy � y C {..� U 7 @ @ n L N O Oa U � N N C � �- " z � N L R O m � 6.. L N ¢ ° -° °� �, � � � � N a° �� - p n �ai °� L E°. 10 E vi `m — W oc �m dv �a � J Z � M �� N Q lj..� y N N J� j m d p a N ul p?� o y N- a K K� �o ^:u °`o d m � m � � � � '� Cj N � �n c�i` °o ° p- i.prn m O W _ J� N - p a y y 2 N C3 y� dQ yL aa "�E o.= �o �:� J a w `o F`- m �' � _ � ��a d9-i� CZ� �F S�� PA�. Chris:opher B. Cotem¢n, Mayor DATE: To: FROM: SUBJECT: AEPARTMENT OF PLANNWG & � ECONOMICDEVELOPMEn"C �„ �_ Cecite Bedar. Director 25WestFOUrthStreet Telephone.651-266b626 SaintP¢ut,MN55102 F¢csimit¢:657-228-3347 March 11, 2009 Council President Kathy Lantry and members of the City Council Christina Morrison, PED — x66546 Transportation Chapter proposed amendme�ts (March 17 agenda — Item #23) AMENDMENTS AGREED UPOP! AT THE FEBRUARY 18 COUNCIL MEETING: Appendix A: 2.4e. Ayd Mill Redeve%pment Project, subiect to a Supplemenfal Environmental lmoact Statemenf (EIS) process involvrnp a wmmunitv task force Policy 4.5b. Reviewing Noise Abafement Ope�ations Plan developed by the A9��eli#a�r6euas!l aad Metropolitan Airports Commission, and paRicipating in the Downtown Ai�port Advisory Committee, the Noise Oversiqht Committee and the discussions at MSP airport concerning noise impacts on Saint Pau! neighborhoods. Policy 4.5e. Nofifying the Federa/ Aviation Administrafion and the Metropolifan Airports Commissio� Airport Deve%pment Department of potential interference and obstructions, by direcfing any parties interested in building structures within the Zone C of either MSP o� Holman Fie/d to the FAA weBsite and directing them to frll out FAA Form 746Q-1 and submit rt lor FAA review. PROPOSED AMENOMENTS FOR DISCUSSION: Appendix A: 2.9a. Riverview Corcidor serving the East Side and East Seventh Street, Unron Depot, Downtown Sainf Paul, the Interstate 35E/West Seventh StreeUShepard Road studv area the Minneapolis-Sarnt Paul lnternational Airport, and Bloomrngton. Edit "Figure G: Preferred Transit Network" on page 11 by widening the shaded area to include Interstate 35E, West Seventh Street and Shepard Road and Iabei the entire shaded area as "Riverview Corridor." (see attached map) AN AFFIRMATiVE ACTION EQUAL OPPORTUNITY EMPLOYER � � 4 N �". I � l \ `: �� 0 � � G 4 � ��';.' Q" .. i i � i I i � �9- /�� ; , ; ; i i' �' �` / % - a j � ' i � � � Y � � �n cL � � =? y �' � � � �i C. N E � �N : N O y O9 C � W 3 N j V C N Z N N@ a Y C � �"-� C ry O � a V E (n N N C d` h � a3 y m �o C Z � ¢ $ t � °-' 4 0 li N N V �� r� � � � N � Q S] = N ` V L� V"� p d � � � C � " U � W y N d� J� j y � �� K O N ON o.0 C U O a �E 3a o�Z m_ U m � m � � �� N � W o y� N O m � � O� � � C 9 C N N m C N % (Q N � N !-I '� S � � 6 C � V � J� J'O W O F N � � � � - _ :...x.c..... . . . . - .. �;.�y _. ..`....e a � ' .. ,��, � :"` T ' .:� I e k 5 '. � ' .. _..._..._ �� v � ( � �;: t3" d �tir+ r' � � ,: _ M ; .p�Y�SN' d � . .' .4 � �.�e� s y � � +„�a� � �, PLANt�'LVG COMMISSION CTTY OF SAINT PAUL Christopher B. Coleman, Mayor Date: To: From: Subject: Ayd RAill Road �C? Sri¢n.4i[on, Cfiair 25 Wesr Founh Snee[ Sairzt Paul. MN 55102 Telepfione. 651-266-6700 Fautmile: 651-228-310 February 11, 2009 Council President Kathy Lantry and members oS the City Council Christina Morrison, PED — x66546 Comprehensive Plan update —Transportation Chspter changes Council agenda ot February 18, 2009 Change all references to the project to include the text °Subject to a Supplemental Environmental Impact Statement (EIS) process involving a community task force." MAC comments In response to comments from the Metropolitan Airporis Commission, dated January 30, 2009, change the following text: 4.5b. Reviewing Noise Abatement Ope�ations Plan deve%ped by the Metropolitan Airports Commission, and participating in the Downtown Airport Advisory Committee and the discussions at MSP airport concemrng noise impacts on Sarnt Pau! neighborhoods. 4.5 e. Notifying the Federal Aviatron Administration and fhe Metropolrtan Arrports Commission Airport Develooment Department ot potential inierte�ence and obst�uctions, by directing any partres interested in burlding structures w�thrn the Zone C of either MSP or Holman Field to the FAA website and directing them to till out FAA Form 7460-1 and submit it for FAA review. In regard to ihe comment on policy 4.5a, city staff has generally accepted the model ordinance, but the City has yet to adopt it as an amendment to the zoning code. Such consideration will fikely take place beginning in the second quarter of 2009. No change is necessary. Riverview Corridor References and maps showing the Riverview Corridor should be changed to illustrate and describe it as running in the Shepard Road corridor, raiher than on West Seventh Street. AN AF'PIRMATIVE ACTION EQUAL OPPORTUNITY EMPLOYER o s- ��S GS 3066244 CTI'Y OF SAINT PAUL s90 cu HQu re�epno„F: 6s�-z66-aslo Chrisropher B Coleman, Mayor IS WestKellogg Boulecard Facsrmile: 651-266-8519 Saant Paul. MN 55102 January 23, 2009 Council President Kathy Lantry and members of the City Council 320 C City Hal] 15 West Kellogg Boulevard Saint Paul, MN 55102 Dear Council President Lantry and Councilmembers: It is my pleasure to transmit to you the Transportation Chapter of the Saint Pau] Comprehensive Plan. The Transportation Chaptei is one of six tbat, along with the Introduction and Implementation sections, will comply with state law that the City update its comprehensive plan every 10 years. The Transportation Chapter was prepared by a task force appointed by the Planning Commission and chaired by Commissioner Jon Commars. Ten volunteer members served on the task force, including two Planning Commissioners and two District Councils repzesentatives, as well as people knowledgeable of transportation policy and advocacy issues in the ciry and region. The strategies in the Transportation Chapter aze: • Provide a Safe and Well-Maintained System. A successfu] system provides dependable and ongoing maintenance and convenient service to ensure year-round reliability. To create a more safe and weli-maintained system, pro}ects should also focus on improving accessibility, whiie accounting for the full range of weather conditions, situations, and surrounding land ases. • Enhance Balance and Choice. A more balanced system spurs new opportunities for infill housing and economic development that can be served predominantly by modes other than the single-occupancy automobile. Transportation choice can maximize the efficiency of the existing system by providing options tlaat betCer uYilize the existing raad infrastructure and transit investments. • Support Active Lifestyles and a Healthy Environment. By improving pedestrian and bicycle connections, wayfinding, and facilities, the built environment can better support active lifestyles and broader public health goals. Additionally, these enhancements bring environmentai benefits sueh as reducing greenhouse gas emissions and unproving air quality. • Enhance and Connect Neighborhoods. In order to ba competitive in the region, Saint Paul musY be well conneeted both locally and regiona]ly. At the local level, increasing neighborhood accessibiliry can both improve quality of life and create economic opportunities. AA-ADA-EEO Employer �.� a s-�� These strategies aze intended to accomplish the overarching goal of the Transportation Chapter, which is to maintain, expand, and enhance a balanced regional transportation system. By having a coordinated and flexible transportation system, Saint Paul has the opportunity to attract and accommodate growth and investment in the cemral city, and effectively distinguish our region as a vital place for people and economic development. Once adopted, the Comprehensive Plan will guide development and revitalization of Saint Paul for the next 10 yeus as the city grows while, at the same time, retains what has made it unique for approximately 150 years. The Planning Commission has reviewed the Transportation Chapter, held a public hearing and recommends adoption. I concur with the Commission's recommendation. Sincerely, C � � ��r '^'w.."�— Christopher B. Coleman Mayor Enclosure AA-ADA-EEO Empiayer 159-iYS city of saint paul planning commission resolution file number o9-08 date JanuaN 16. 2009 Saint Paul Comprehensive Plan RESOLUTION RECOMMENDATION TO ADOPT THE TRANSPORTATION CHAPTER OF THE COMPREHENSIVE PLAN WHEREAS, Minnesota Statutes 462.353, subd. 1, grants a municipality the authority to prepare a comprehensive plan, which is defined in Minnesota Statutes 462.352, subd. 5 as "a compilation of poficy statements, goals, standards, and maps for guiding the physical, sociai and economic development, both private and public, of the municipality and its environs. ..." WHEREAS, Minnesota Statutes 473.856 requires that municipalities prepare comprehensive plans consistent with the development guide and the metropolitan system statements adopted by the Metropolitan Council; and and WHEREAS, Minnesota Statutes 473.859 details the content of the comprehensive plan; WHEREAS, Minnesota Statutes 473.864, subd. 2, requires that municipalities review and update as appropriate their comprehensive plans every 10 years and submit them to the Metropotitan Council for review; and WHEREAS, 5ection 107.02 of the City of Saint Paul administrative code authorizes the Planning Commission to organize and facifitate the preparation of the Comprehensive P�an and any subsequent updates and to transmit its recommend to the Mayor a�d to the City Council; and WHEREAS, Section 107.04 of the City of Saint Paul administrative code authorizes the Pfanning Commission to appoint task forces as advisory bodies to study technical issues identified by the commission and to report their findings to the commission for its consideration; and moved by Commers seconded by Donnelfv-Cohen in fiavor Unanimous against Planning Commission Resolution Saint Pau! Comprehensive P/an — Transportation Chapter Page 2 WHEREAS, the Comprehensive Planning Committee of the Pianning Commission in January 2006 began the coordination of tasks necessary to prepare the Comprehensive Plan update; and WHEREAS, the Planning Commission on September 13, 2006, initiated the preparation of the Transportation chapter, one of six chapters in the Saint Paul Comprehensive Pian update; and WHEREAS, the Pfanning Commission appointed representatives of Saint Paul residents, stakeholdergroups, and people with knowledge and expertise in transportation to participate in the Transportation Comprehensive Plan Task Force, which was chaired by a member of the Planning Commission; and WHEREAS, the task force met from February 2007 and April 2008 to prepare the public hearing draft of the Transportation chapter; and WtiEREAS, fhe Pianning Commission held a public hearing on the Transportation Plan on October 3, 2008, notice of which was duly given in the Saint Paul Legal Ledger on September 18, 2008; and WNEREAS, the Planning Commission recommended changes to the Transportation Chapter after considering public comment. NOW, THEREFORE, BE IT RESOLVED, that the Planning Commission hereby recommends adoption by the City Council of the Transportation Chapter of the Saint Paut Comprehensive Plan update; and BE IT FURTHER RESOLVED, that the Planning Commission adoption is contingent on further review by adjacent communities and the Metropolitan Council; artd BE IT FURTNER RESOLVED that this Transportation chapter of the Saint Paul Comprehensive Plan replaces the existing Transportation Plan, adopted on January 9, 2002. 8 9- ��S Transportation Plan The Saint Paul Comprehensive Plan Public Hearing Draft The Transportation Plan is one ofi six chapters ofi the draft Saint Paul Comprehensive Plan, The draft poticies of the Transportation Pian were directed by a task force of Saint Paul citizens, psofessionals, and planning commissioners that convened monthly between Febnaary 2007 and April 2008. The Planning Commission heid a public hearing on October 3, 2008, and heid public hearings on other chapters of the Comprehensive Plan throughout the late summer and autumn of 2008. See http://www.stpaul.povindex. asp?NID=2528 to view the drafts of the other chapters of the plan. Questions on this draft can be directed to christina.morrisonaC2ci.stpaul.mn.us. January 9, 2009 Stafif: Christina Morrison Saint Paul Department of Planning and Economic DevefopmeM Ch ristina. morrison @ci. stpa ui. mn. us 651-266-6546 D 5- �� i Table of Contents Introduction 1 Strategy 1.0 Provide a Safe and Well-Maintained System. 4 Best practices Por design and maintenance Safer streets tfiroogh educatio� and enforcement Strategy 2.0 Enhance Balance and Choice. S Coordinated transportation and land use Increased transit ridership and management of single-occupancy vehicle use A well-managed parking system Strategy 3.0 Support Active Llfestyles and a Healthy Environment. 14 Opportu�ities for integrating physicat activity into daily rouYines as an alternative for driving Strategy 4.0 Enhance and Connect Neighborhoods. Connectivity to regional systems Community accessibility Implementatlon Key action steps fior the City and its partners Appendices 17 21 23 Appendix A: Prajects Appendix B:Types of Sikeways Appendix C: Reference Maps 0 5 - /�fS Introduction As the city faces redevelopmerrt and maintenance pressures, a historic investment in transit infrastructure, and a renewed interest in active ]iving, this chapYer of the Comprehensive Pian provides policy direction to maintain, expand, and enhance a balanced regional transportation system. By having a coordinated and flexibfe transportation system, Saint Paui has the opportunity to attract and accommodate growth and investmenY in the central city, and eifectively distinguish our region as a vital place for people and economic deve{opment. from iu beginning as a natural conFluence for rail and river traffic, Saint Paul's form and growth have been tied to i2nsportation. pver the years, urban develop- mert patterns in Saint Paul have evolved to reflect new transportation modes and transportation infrastructure. From streetcars to cars to traifs and light raif transit, Saint Pau1's past and present are shaped by transportation choices. As this plan is being written, the region is embarking on a new era in transporta- tion. Within the neut two years, construction wifl begin on the Centraf Corridor light rai! Iine.Th+s tremendous opportunity for the City will attract economit development, housing choices, improve streeucape and the public realm, and increase accessibility along the corridoc Due in part to success of the Hiawatha light rail line, Metro Transit finished 2007with 77 million rides, the highest annual ridership total since 1982. fn 2007, the region afso secured futl funding to complete the Northstar commuter rail line, and was granted 5133 million in federal funding to improve transit infrastructure and relieve congestion. in 2005, theTwin Cities were selected to receive 527 milfion to invest in non-mo- torized pitot projects to increase 6icycling and walking, while Ramsey County was given $50 million to resmre Saint Paul's historic Union Bepot to a bustling multi- modal hubfor the renaissance in transit 1n February2008, the state legis�ature passed a quarter-cent sales tax and gas taxfor transit, which will heip fund capital improvemems for transitways like Central Corridor, buY wilt noY provide assistance for cri8cal bus service operations. These improvements will be significant; however, the maintenance needs of exist- ing infrastrudure stifl outpace avaifable resources.On Augustl, 2007, the sudden mUapse of the 35W Bridge in Minneapolis brought atte�tion to inspections and maintenance.7he loss prompted an urgent national discussion and evaluations of bridges statewids, but brought littte long-term cammitment and resources to faciiitate repair and repiacement peferred maintenance corrtinues to be a prob- lem for Saint Paut in particular: the Lafayette Bridge is slated for rxonstruction in 2010, but is not yet fulty funded despite its structuratly deficient rating. Each year since2002, residents in the metro area have ranked transportation at ffie top of the Iist of regional problems? In 2005, it was reported that rush hour in the Twin Cities lasYS for seven and a haif hours each day, and that the averaqe person wastes 5790 and 43 hours per year stuck in traffic? The backlog of road projectr in the City indudes bridge reconstructions, interstate repaving, and connecting missing road iinks. Parts ot the ciry, espedalfy east and north ot Downtown, are afso underserved by transit, creating few aftematives for commuters. Meanwhi{e, �"Metto Residents Surveys 2002 - 2007; Metropolitan Council. �°PerFormance Measure Summary'Srn tfie Minneapotis-Saint Paut region,TexasTrznsportation Institute, 2005. 1 7tansportation Plan toWl Vehicle Miles Traveled (VMif} has remained flat, both in Niinnesota and nationalYy, between 20(?3 anc! 2006, and declined 4.A5 iR 20Q7.This indicates that when considering the growth in population, VMT is actually dxiini�g' Additionaliy, irt Decerntrer 2007, MnDOT reduced its estimate for future VMT growth in the metropalitan area to 0.9%per year, down from an original projec- tion of2%. Saint Paul, l'ke other northem cities, faces the additiona! challenge of operaUng and maintainirtg a safe transporta8on system in a fuB range of aaeather condi- tions Motorists can encounter quickty changing road conditions in both wmmer and winter stortns, wfii(e ice can make streets unsafe even on clear days.The winter dimate can l� a deterrertt to many who would watk, trike, and take transit. Snow pushed from the roadway and icy s�dewalks can completely prevent mobi� ity for people who depend on these modes of transportation. KeyTrends The strategies, o6jectives, and po�icies of this plan are informed by a set of current environmentai, dernographic, and ecanomic trends facing local and regional planning. Ctimate change, �ising energy casts, and an unstabie supply of oil woHdwida While mexh research shows that the world may have already passed its �ak in oiI production, it is clear ffiat satisfaction offuture oil demand will be increasingly damaging and intrusive, especiatty in environmentalty sensitive areas. Addifionally, incmasing amounts of energy are being e�cpended to extract oil, while the rising demand for bio-fuels to repiace gasoline has already come at a price of higher food costs and foad shortages across the worid. Uncertaintyand growing concem over environmer��tal sustainability has already begun changing travel behavior and land development Driven by higher gas prices and tt�e increasing value of land 'm the centrai city, market dynamics wilt continue to push this region and others towards more compaci and mixed-use design, and away from the suburban low-intensity and segregated land uses of the automobfle era. Growing demand for e.dsting rait infrastruaure to provide cost-efFective cargo transfers will pui new pressure on urban boundaries between iadustrial and residential land, and chaltenge plans for passenger rail and recre- ational trails on land owned by the railways. Nearly every type of movement, from how children get to school, to how goods are transported aaoss the wodd, will experience ct�ange due to these wide-ranging energy issues.These cornerging environmental and energy trends wil! have major implicat'ans in short and long term transportation pianning and patterns. Changing demagraphics in Saint Paul andthe region. M the coming decades, therewill be significarrt increasing demand for vansportation choices from an aging populafion, chaffenging the capaciLy of our system. As Saint Pauf matures and deve(opment intensifies, issues that traditionatfy face larger cities wil! become more promirtent irt our regiort. Congestion wil! likely grow worse on neighbnrhood streets and at inYersections, and overaU vehicular mobility may continue to decline As property values rise in the central cities, land must be better utilized, with parking artd other automobile-oriertted uses becoming 3 IXsen, Oan.'Minnesotans driwe 6illions of vehide mi(es, butthegrowtfi has tevded off'November 78, 2007, Minnewta Pubiic Radio. min�resota.pubiiaadio.wgldisplay/web2007l17/14/vmt 2 Ciiyof5aintPaulComprehensivePla� � 9- iyS increasingiy difficuft to accommodate. Aging infrastructure of roads and bridges w8( also add p�essure m maintenance budgets. Quicldychanging demog2phics and the unknown geographic distribution of regionaf growth witl demand an extensive and fle�dble transportation system. Saint Paul will benefit from its cen- tral {ocation and fiaving thefoundation of a tcadiYiona4 street netwotk that altows good mnnedivity and access to neighborhoods, corridors, and the region. Unknown or inadeguate finandal resources. The instability of reliable funding from the State and Federal gwernment makes it di(ficu{t to plan and implement transportat[on projects, operations, and maintenance. Since the last update of the Comprehensive Plan, transit service in particular has been deeply cut in the central cities due to state budget shortfalls. Although Minnesotans passed the fiirst dedicated source of money for transit in 20�6, the operation ofeffective transit service wi(1 continue to svuggle with shrinking budgets. in 2008, the State Legislaturetofiowed by raising the gas tax for the firsttime in twenty years, and increased the sales tax in the seven-county metro area to pay for transitways and their capital costs. Although some money has �ow been dedicated, fluctuating resources from the City to the Federal level have raised questions about how new projects wil! be funded and how existing infrastructure will be maintained. fn addition, funding for road pro}ects has also declined, as aging roadway �etworks require ever-increasing funding for basic maintenance. The Minnesota Department ofTransportation (MnDOT} now estimates that basic maintenance needs in the state are greater than aff funding affocated for roads, leaving no money to e�cpand the rystem. The agency eupects that"to meet expected needs in the coming years, MnDOT wifl need to direct virtually afY availabte funds to preservation peojects...about $350 million more per year in preservation spending than is currentiy planned:' furthermore, funding to counties and cities for local projeds is at risk Strategies The Transportation Plan proposes four strategies to guide investment in the transportation system: - Prwide a Safe arn! Welf-Mairnained System. - Enfiance Balante and thoice. - Support Active Lifestyles and a Heakhy ErnironmeM. - Enhance and Connect Neighborhoods. ° "SWteHighwaysand&iclgetEvaluationRe.port,'OfCi<eaftheLegisla[iveAudiCOr,SWteofMihnesoW, february,2008. � Transportation Plan STRATEGY 1: Frovide a Safe and We1(-Maintained System A successful system provides dependable and ongang maintenance and convenient service to ensure year-round reliability.Transportation projects or improvements must consider, respect and respond Yo their contextTo create a more safe and wetl-mainrained system, projects shoutd alsa focus on imprwing accessitrFlity, while accountirtg for the full range afweather canditions, situations, and surrounding tand use. Additionaily, a functioning transportation system depends on the abiliiy of aIi users trr aperate in a safe manner. Sometimes the best solutions for safety conflicts come not from physically redesigning the street, but rather through proper enforcement of existing taws and furthering edumfion a6out how m safety coeuist in the public realm. CompkteStreefs is a national movement wpporteci by a broad coalition ot advocaies, govem- meotagencies, and transporta[ion professionals.Tfie Comptete Streets approach is founded on a compre- hertsive, integra[ed, arod connected netv✓oTk, using the Wtest arK! bert practices for design standards. Acmmmodations shou7d respec[ the �eed for fle�cibility, recogn¢ing that atl meets are d'�fferenk but that user needs should be balanced white respecting needs and ttavei priorities for each individual street. Best Practices for Design and Maintenance t.t Complete the streets Accommodate and balance the needs of alf users of tfie transportation system, induding pedestrians, cyclists, transit freight, and motor vehicte drivers, to the extent appropriate to the function and mntext of the street 7he public right of way must account for the safery and cottvenience of the mast vulnerabie popufations, including chiidren, seniors, persons with disabilities, and those who cannot or do not drive a motor vehicle Design should be sensitive to the conteut and community in which it is located. The policyappiies to boffi newand retrofit projects, induding design, planning, maintenance, and operations, for the entire right-of-way. Performance stan- dards should be established with measurable outcomes. According to the U.S. DepamnenTofTransportations, nxceptions to a complete streets policy should be atiowed by high-levet approval, but only in cases wfiere conditions create e?ccessively disproportionaTe msLS (e.g_ 2090 af the project) or on roads where pedestrians and bicyclists are prohbited by (aw. [insertphotosofexistingSLPaut completemeet°andstreetsrhatcoutdbeimproved. Should beamixofstreets-commercia4 �ndumial, and/orrasidenriatj 1.2 Examir�ealternativestoenhancesafetqthraughright-of-waydesign, irrciuding nartowi�g or removing lanes on roads. Used in the proper applications, "road diets"can be a too! to decrease automobile speed and actidents, maintain or increase automobile capacity, decrease ped�bian crossing times at irrtenections, or provide additionat space for Wm tan�, bicycie tanes, on-street partdng, or improved streetscape. 13 Eva(uate existing crosswalkstriping, design, and pedestrian-scale lighting standards. Study best pracbces and integrate practices that foster pedestrian safety 6y increasing their visibility to the motorist t.4 tmplementreconstructionprojectsforimprovedsafety.Projectsshoutd be safe, dependa6le, �fidenx accessible, and environmentaily responsible. (See Append'a A.) 15 Aggressively inspect and maintain bridges. Of the 331 bridges in Sairt Paul, 67 structures are over 50 years old. Bridges must tontinue to be thorougfify 5 'Design GuidarKe Accommodatifg Bicyde ard PedestrianTraveL-A Recommended Approadi; US. DepartrneniofTranspnrtation FMeral HighwayAdministraiiore. March2008. 4 CtyofSaintPaul ComprehensivePlan O 9- i�I S Saint Paul's bikeways are the m(lectian of on-mad bike lanes, sha�e-the-road faci{ities, off-road trails and paths, and bicycfe boulevarcls. In general, the Saint Paul Parks and Recreation Departmecrt is respons+ble foc off-road fai�l'Kies, whife the Department of Public Works maintains bicyde facilities within the public right-of-way. For more information, see Appendix B, and the Parks chapter oP ihe Comprehensive Pian. inspected annually for safety, in accordance with State and Federat laws. 1.b Design for improved accommodatron of pedestrians and bicycles on bridges. Design to accommodate boih bitydists and walkers a�ong motor vehide routes with adequate space between these asers based on safery, mobility, and comfort fncorporate pedesVian-scale fighting and treatrnents to reduce shared- use conflicts. Special attention should be given to 6icyding and walking whe�ever bridges, underpasses, and expressways are constructed or improved so these facilities do not become signficant barriers to pedestrian activiry. Work to increase crossing opportuniues over the Mississippi River, raiiroads and railyards, highways and interstates, and other major obstades that currently limit the practkality of walking and bicyding. Collaborate with regional partners and agencies to ensure that these components are implemented in capita� improvement or rxonstruction projects, not as dictated by avai{able funding for the accommodations, but as regional asseu that connect our communities. 1J Minimize and conwGdate dsiveway curb cutson commercial streets as opportunities arise. For pedestrian safery and comfort, and to maximize on-street parking, discourage curb cuu where alleys or side streets are accessible. Encourage shared actess to destinat+ons. 1.8 Support the compfetion of Residential Street Vitaiity program �RSVP), an angoing pmgram to reconstmd and improve the appearance, function, and safety of Saint Paul streets. Highlight the opportuniTy for neigfiborhood enhancements, implementation of traffic calming measures, and improved stormwater manageme�t as the streets and sidewalks are reconstructed (See policy 2.9 in Water P}an.} 1.9 Complete a bikeways safety audit to evaluate design, function, and connectivity of euisting facilities. Consider the availability and effectiveness of in(nrmation presented to the bicyclist and to mocorists on these routes. Safer Streets through EducaYion and Enforcement 7.9 Maintain sidewalks, street crossings, and bikeways year sound. Ensuring that people can watk bike, and access transit stops promotes health and mobility in the city. The public realm must supportthe Americans with Oisabili6es Act (ApA} accessibility guidHines in every season. a. Develop measures and procedures for snow removai of pedestrian facilities. b. Workwith MetroTransitto develop and implement po�icies for maintenance of bus stops, sheiters, major transit centers, and sidewalks/pedestrian approaches tA such facilities. Workwith Metro T�ansit, adjacent property owners and business associations Yo address snow shrnefing, debris and gra�ti removal, repairs, and replacements. c Respond, as quickty as possible, to road hazards wch as pothofes and broken glass that adversely impact safe travel. d. Actively educate property owners a6out their responsibifity to completely dear sidewalks and intersection areas within twenty-four hours of snowfall. Areas of higher use may requke more regufar maintenance. Provide ongoing messages through pubfic service announcements and news releases and aggressively enforce properties that are not in compliance with policies. 5 Tmnsportation Plan a Esrablish a pNority network for bikeway snow removal so winter bicycling is safe and viable. Bridges and river crossings should be high priorities as there are ofren few akematives to xhese connections !mplement a pilot project io study the feasibitity and fiscal impacts of snow removat on minor arteriais which are critica! to winTer bicycling. f. If current practices, policies, and enforcemeM regarding snow and ice remova! are not sufficient, seek innovative maintenance and funding solu- tions to support an urban transportation system that is trufy safe for year round use. t.i0 Rai� motorist awareness of pedestrians and bicycles, and raise bicydist awareness of traffic laws and pedestrian rights. Users must respect the presence and safety of all modes of travel sharirtg the space in the public right-oF way. Promote traffic laws and parking rules to increase tfie conxiousness o4 each individual's impad on safety a�d convenience in the transportation system. Signage, puG[ic service annnuncements, and ather educational efforts are vital to the success of projetts and safety of all �ople using streets, sidewalks, and trails but especiatiy for children, seniors, and persons with disahitities. 717 Partner with schools, nonprofits, other government agenaes, and businesses m educate people about bicyding and walking. a. Provide becyde maps to �e public, atlittle or no cost both in hard copy and oniine. Parsue opportu�ities to colla6orate with MnDOT, Ramsey County, tf�e City of Minneapolis, Metro Transit and otherz 6. Regutarty update infortnation on the CR3/s websim about bikeways, trails, newly opened transit facilities, cons[mction projects, detours, and events thaT may alter regular routes c. Work to increase bicyc(e and walking tfiroughout the City via a targeted marketing campaign with a strong emphasis on heahh and environmental benefits. ldentify barriers that may discourage bicycling and walking because of factors such as bcation, income, workplace, or lifestyle_ d. Suppwt ared fund a Public education campa+grt to make bicydinq and walk i�g safer_ Create and track measurable goats in ffie area of bityde education and awareness, such as the number of people (youth and adulis) atte�ding bicycte education dasses or exposed to pedestrian safety curricutum. Provide information on pedestrian laws to counter misinfo�mation and confusion about righu and responsibilities. e. Fund a fu0-fime positiqn at the Ciry of Saint Paul to coordinate bicycle and pedestrian iswes. 7.12 Esta6Hsh freight corridors to enabie the prompt detivery and transfer of orgo aml to reduce nase and air poliution in adjoining neighborhoods. Pro- mote aod entnrce existing commerciat truck routes to help relieve neighborhood streets. {See Appendix C, Fgure 7J i.13 tnuease pedestrian, biqde, and motorist safety through etfedive law e�orcemem, detailed vash analysis, a� ergineering improveme� m reduce the risk of creshes. 7.74 Workwith the Saint Paul Police Department to wbstaMially increase enforcemeM of speed limits and red leght wmplianoe. Educate those in the courcs system regarding public health and safety iswes, as well as community impacts, associated wirtt these violations. 6 QYyMSaintPaet! comprehensivePlan O 9- /�S 7 Transportation Plan STRATEGY 2: Provide Balance and Choice !n order to provide an excellent transportatior� system, there must be bafartce and choice Transit-ariented development is growing in popularity and considers a range fa travei modes, compact land use oriented towards the street, and a focus on watkabiGty. A more bafanced system spurs new opportunitfes for infitl hoasing and economic development that can be served predominantly by modes other than the single- occupancy automobile. Muced use development also helps to reduce overall trave! trips by bringing more desrinations to a compact, waikable area.Transportation cfioice can ma�amize the efficiency of the existing system by provid'+ng options that better utilize the existing road'mfrastructure and transit investments. tn addition, working to build seamless transitions between various types of transportation strengthens the fle�dbility of tfie system to best serve future demands. Coordinated Transportation and Land Use 21 G�te true transportatian dtokes for residenM, warkers, ar�d visitors in every part of the dty. A more ba(anced transportaYwn rystem should improve access to a range of iravel modes and facilities, as wei! as inoease the capac'rty of the regionai transportation system. Geate places to live, work, play, and conduct businxs that do not depend principally on Yhe automobile for access, but raiher accommodate alt modes aftransportation. 22 Support transit-or�ented design through mning and design guidelines. Emphasize com�act, street-oriented d�ign to promote waika6ility and transit use, especialty in commercial corridors. Enfprce and expand standards for building placement and desegn hased primarity on the needs of the pedestrian. 2.3 Promotecreativeimfilthousingneartransitcor�dorstoinveasetransit- supportive density and housing choices. This may indude the addition of accessory unifs and tive-work opportunities in fower-density neighborhoods near transit corridors. Z4 Devebp a strategy for inves[ing in a broad range of infrastructure projects, Person rnroughpue rs a mea- induding, but not timited tq sireet and traffx improvemerrts to sup�rt the suremenrofineetcapaciryand yrowthofe�cistingempbymenZservices,parks,andxhools.Tosupportthe ettect;verress thac wkes inro accounc devebpment of moced-um employment, study mnnections that would open tne caat number of peopte usin9 access to under-developed tar�d, artd integrate land use and transportation the road, rather than just ihe num- ber of vehicles. This measure more decisions. Coordinate with partner agencies to address shared goals of mitigating acc„rdteyrefiecumepoter�r�aios congestion,Fncreasir�gpenonthroughparandcost�-effectiveness,creating cmnstc improwemencs and rideshar- maintenance-frie�dly design, and improving pedestrian and bicycle acc�s (See ing to expand system capacity, pPP�d'oc A.) tncreased Transit Ridership and Management of Singte-�ccupancy Ve6ide Use ZS BuildterttralCarridarlRZ:Activelysupportandpartnerintheconstructiort of Central Corridor Light Rail transit on University Avenue and in the Dowrrtown on Cedar and 4th Streetr. (See Rgute B.) 8 Gryof5aliHPau7ComprehensirePtan . . Og-�y5 7ravei Demand Marwgement is a set of tools to reduce single-occu- par�cy-vehide travel and facilitate transportation choices for work and non-work trips. By promoting modes of travel such as rideshar ing, vaopooling, t2nsit, bicycling, and walking,TDM improves the effitiency and capacity of the exist- ing trdnsportation system.TDM also indudes strategies �ike staggered work schedufes and telemmmuti�g, which can shift and reduce ovesall demand on a system. 2.6 Focus on the improvemem and e�Rension of bus service and facilities on e�cisting transit routes, and on new routes to serve proposed light rail stations in collaboration uvith MetroTransit limited stop, express service, 6us rapid transit, or raif service shoufd be impiemented where ridership or future tand use potential warrants transit improvements, but should not replace local bus service. {See Figure C.) a. SuQport limited stop and exQress bus service to better connxt the East Metro to Downtown Saint Paul, Downtown Minneapolis, and Bloomington. b. Increase service on existing Iocal urban routes, including adding midday and weekend service nn lines that currendy have weekday peak hour service oniy. c Create 6etter north-south connectic3ns to the Central Corddor and realign or extend e�risting routes where appropriate. 2.7 F�cpand commuter optians with Travel Demand Martagement_ Effective TDM strategies can fiefp employers prwide a competitive benefit to their employees, mitigate congestion, and reduce the need for parking infrastructure or su6sidies. CoNeges and other institutions should likewise c�cpand travel options and incentives for students, staff, and visitors. a. Require a Travel Demand Management Pian as a part of the site plan review process for iarger developments or for large em{atoyers using city assistance or other city approvafs. Research best practices within the region to deter- mine at what size (measured in area, employees, and/or dwelting u�its) a 9 Transportation Pian Figure B. The Centtal Covidor Devebpment Strategyenvisions a corridor of walkability, ttansitoriented development and enhanced streetscape. This image sNows one possibie scenaria for an improved pedestriart cealm aloag Fourth Street in Downtown Sai�t Paul. development would be required to compiete a plan. b. E�cplore individual incentives, employer programs, and parking �licies that encourage aitematives to the singte-occupancy avtomobile. c Support the work of public agencies and the private sector to markettransit carpooling, bitd�g and walking, fte�dbte wark hoars, and tetecommuting. d. Support transpnrtation management organirations, such as St Paut Smart Tdps, in theit workto identiFy, develop, and support a variety of transportation options. e. Suppcxt programs that enmurage regular transit use, such as the Metropass program. 2S Greate irtcetttives for development in which off-street parking is volurttarily reduced, strucW red, pervious, or heavily landscaped. Provisions should be created and adopted in the Zoning Cade. For exampie, reductions in required parking may be granted iFthe development a. is in close proximity to transit b. provides bicycle facilities, including secure parldng and locker rooms fnr commuters c participat� in a shared park+ng agreement d. provides a space or subsidy for a car-sharing program e, completes a Trave! Demand Management t�i) plan f. parbcipat� in or subsidizes a transit pass program g. provides access to remote parking and shuitle senrices h. prioritizes parking spaces for ridesharing i. "unbundies" the price of parking for housing units� j, prqvides a parking cazh-out' 29 Workwith NletroTransit to study and implement possihle cortidws for new bus rapid transit, light rail, streetcars, or cammuter rait tines serving SaiM Paul. (See Rgure C and Appendix A.) 2.10 Study the feasibility artd possihle bcatxon of new streeKar lirres. To assist the City and community in understanding key issues associated with a new streetcar system, a feasibili#y study should be mnduded. Assess the costs and benefits of a streetcar network, as wel( as identiiy potemial short term and longer term priorities for implementation. 6 Whenthecostofparkingisautomatimlly'bundled°witlihousing(directlypassedontotfieresident tivagh the purchase pria ar rentfor a uniU, the resident must payforthe parkirg space(s) whe�her or rwt they uNizeparki�g. in transit-orimted neighborhoods,one way to x�pporthousing afforda6ility is m encourage the'unbun�ing"of this cosL allowing residents to buyor r�t pa'king spaces as desired, separarely from their Frousi�g unitihis techniqueueates a mom fav marketforparkin9 pri�ng and danand and is mottetfectivewhen combined with other P�^9 ��9�xtods. ' Accorcfi� to the Environmeniai Protecuon Agency, emplqers offertrg free w w6sitlized parltirg toemployees can implementparking tash out Under a parkirg msh out program, an employer gives 2111p10y2esd Chol[@ f0 kEPpd Pa/16(19 Sp2CC' at wo/k, ol toafcEpia oSh pdrlllEMand yiV2 Up tYte P�+S N�...Cash aut{xograms are� eflective mc�ns ofallocatirg scarceP a ma+�9+�9 a growi`g demand for more parldng...programs b�efit empioyees iseouse they allow emptoyees choose whetfier or'wtto continue drivf� atone. Empbyees perceive these programs asfafr since fwbody isfaced to stop driving a give up freeparldfg, butthose who do are rewarded finandaliy" Nnited StatesFPA, Office of Air and Radiation.'Parking Cash OuC Implemenung Canmuter Be�fits as Oae of tlie Nation's Best Workplaces fw Canmutets.°wwwlgcDrg/iteepub/PDF/Land_Usel preseniatlons/P3�k��92007�Pa+k��Cash.pdfJ 70 CityofSaintPaulGomprehensivePtan o �- i�s � --- � } � t e `s � � �¢d m � C .� � w d� l � { 1 I � I u � � Z m � � 0 � � ' � �` � � �� 1 �- I � � i `o 0 U m c U � ; . -; -� _ ; � � �,. a,_ _� , ; . _. - _ _ _ , ,- — _ , V � _ ! �- f — ' �� j _ '�. ' : .,, __.. y:✓;_' ,. ,t ' ,. ` p V _.�.,.. fr_ � _ / ' m �--� � � i � � � � m � � < �t: o = �, sm _ ,. 2i � s � E ¢ _ � _ o j V a m Z � v @ I Q R a `m _`7.; � � c � c _.` � � � x o a w �v''��'� Rodert Street � a '° �`o � o 'm . �: ' O R' c y �pi y=�;, � �� a.� �' g L� "�; i -� �� a::°.. w B � j m ,� r a o_ mR .-a �l � J tl �t .:: j_.... � a m d:° o a w � _.., W o oa �,� oa t a � c �� m_=o �N w m °' �� n `� � 4WUS �, m m' � w i'" ; � Q� o 0 o u, s f �' Y � m � � �� aa y �u�.. i � c m m � m c iO' cE ¢ e� !4 ` :".:i*g rL � a 3 a w o` r,r', r�"� ✓ �q. . 1 ....,��' � � ' -`� uq6uu6� � �. GP .�,,;�.. �' ., a . _�_ � % ,�� yl � � z � a � _, 1 iL ,.-�._ _. � 1 _-.�_�.�.- ,. 08Z NW ,. � . _.�__ . _. �� ..-.._..._.__..._.___ _.._ ._.__. - .__. �s!' u�,� :.� . 11 Transportation Plan I 2.11 Create more seamless connections between pedestrians, bicycles, transit, and automobiles. Regionai efforts mus# be made to enable more convenient and safe connections for all modes of transportation. a. WorkwithMetroTransitandotherstakeholderstoensurethaYsufficient bicyde facilities and pedestrian amenities are pmvided to and at transit stations. b. Ati majortransit stations shou(d be equfpped with secure bicyde storage and with racks, and atl regionai buses and trains equipped with bicyde racks. Edu�te the public about these opportunities and how to properly utilize them as an element of programs to raise awareness about bicyding in the CiTy. c Support bicyde-sharing programs near transitstations and major destinations to encourage daily bicycle use a�d minimize the need for parking atthese locations. d. In the context of surrounding land uses, design wider sidewalks to accom- modate peopie, tandscaping, street fumiture, and transit shet[ers. e. Discourage mnstruction o£ new Park & Ride facilities within the city limits in favor of inaeased feeder bus service, better bicyde and ped�trian acrom- modations, and carpooling facilities at major transit centers. A Wel!-Managed Parkirtg System 2.72 Simplify and reduce off-street parldng requiremeMS and use definitions. To promote investment in existing and historic commercial buildings, e�cplore the use of a baseline exemption, where buildings with smallerfootprints are not required to provide parking. Further reduce and restrid new off-street parking in cbse proximityto transit lines and in Downtown to support transit ridership. Z73 Expand the parking managementtootbox a Geate neighborhood Parking improvement Districts in which a pa of the funds collected from priced parking and enforcement is given backto the neighborhood for streetscape improvements or to fund a shared parking facility. b. UtilizeTravel Demand Management plans, parking maximums, shared park ing agreements, limited time oo-street parking, parking meters, and signage m better assess existing demattd and parking suppty. c ConsolidaYe e�sting parking lots, using more efficient design artd shared access to maximize usage. d. Evaluatethe residenUai permit parking system and process to ensure that it accomplishes the goals of hoth the neighborhoods and the City. e As a paK of redc�relopment or reinvestrnent, prohibit the demolition of viable fiousing units or historic buildings for new suriace parking fots. 2.74 Disclose the irue cost of parking. As land prices rise, parking is a rewurce that should oot continue to 6e subsidized by the city. Charge fair, market prices for on-street parking and off-street pubtic parking. Zi5 Encourage investment in new enforcement tecfinofogies that can hefp to expand parking enforcemern and reduce the Gty's costs. Enforcing parking is labor intensive for the City, and individua! meters consume valuable public realm space. a Use aUtomated litertse plat2 recognitiort technology to aide in accurate and efficienL ettforcemenL b. Invest in consolidated parking meters that serve multiplespaces. Cbosea 12 Gityof5aintPaultomprehensivePlan meter rystem that uses"smart"txhnologies, induding those that arewire- less and accept credit cards. 2.76 Cseate and enforce d�ign and tandscaping guidelines for parking lots. {See policy 220 in the WaYer Chapter.) a. Provide safe and attractive pedestrian pathways through surface parking lots and strudures. b. Evaluate the proposed fandscaping requirements for parking lots in tfie Mississippi River Critical Area and study the feasibility of appiying them citywide. 2.17 Reestablish a batanced and efficient downtown parkinq market Promote parking policies thatenmurage the tocation and intensificauon of retail, office and housing uses in our transportation-rich, multi-modat downtown. 6cpfore changes to existing State public parking subsidies Yhat currently deter efforts to encourage transit, walking, birycting, and carpooling among downtown users. Structured parking in multi-modal and muced-use facilities will be prioritized over singfe-use ramps or wrface parking lots. Z78 in cooperation with St Paul SmartTrips and tapitoiRiver Council, assemble stakehoiders from all major downtown sectors to revisit downtown parking poficies and project trends, and veate a long-term Parking Managemerrt Plan. The Parking Management Pian should make recommendations on individual parking priorities and pricing for each af severat user groups, including private- sector workers, government workers, retail customers, residents, event attendees, and Farmer's Market customers. Address issues such as ramp and meter operation. hours, and pricing; as wetl as motorcyde and bicyde parking facilities. Develop a plan to identify potential funding for downtown multi-modal transportation improvements, and to manage Iimited resources effectively to achieve a balanced system. 13 STRATEGY Support Active Lifestytes and a Nealthy Environment Streetscape design and the mntext oFthe pubiic realm can encourage or discourage opportunities far integrating physical activity into daily routines. By improving pedestrian and bicycle connections, way- finding, and faciGties, the buitt environment can better support active lifestyles and broader public heatth goals.lncreased physical activity has enortnous heatth benefits in combating obesity, reducing the risk of chronic disease, and improviag menra! health. Additionaily, these enhancements bring environmenta! benefits such as reducing greenhouse gas emissions and improving air quality. Opportunities for integrating physicat acYivity into daily routines as an alterreative to driving The Mayofs Bicyde Advaory Board (BABj is a citizen committee that meets monthly to: • advisetheMayorandCttyCouncil on safe bicycling • prorrroteasafeandconnected bicyde network in Saint Paut provide technical adv�ce on safe bicycling • e�courage and suppart bicyding as transpo2ation • assist in promotoon of Saini Pau! biking event5 sucfi as Saint Paui ClasSic BikeTour 31 Support cooperative efforts in sVeetsmpe design, Iandsraping, pedes- triare-scale I+ghting, and otheramenities fnr people. �bmnt and landscaped streetscapes promote walkable neighborhoods, benefiting businesses, residents, and visetors Use creative parmerships with volunteers, districtcouncils, block groups, insiitutions, or business assoaations to fund and maintain invesiments along corridws and in the dowmtown. Public-private parv�erships can provide op- portunities to implement abave-standard amenities and improve the public reatm. jPhoto ot a street with desirable landuaping, fumiture, Iighting, etc] 32 Formalize citywide standards and above-standard options for pedestrian oriented streetscapes. Update and coordinate the Gty's street lighting policy (adopted 1996). Manicipai Siate Aid street standards, sRe ptan requiremenu, and the City Foreste�'s boulevard planting guidelines 33 Strengthen pedemian pathways between housing, transit, and neighbor- hood services. Residential pedestrian routes must 6e safe, accessible, appropri- ately lit and designed and maintained to draw pedestrians to the space. Sidewalks, paths, and trails are also used for recreaUonal purposes, and should provide trenches or other comfortable places to rest 3.4 Develop and maiMain a cqmplete and co�nected bikeway system. Gener- aly, bikeways should be no more than a half-mile apart, artd arteriat striped bike lanes and/oroff-streetUails no more than one mile apart It is the desired goal of the C'rty to increase the bicycle made share frvm 2°�b fi 240Q to 596 in fifteen years, and increase the mode share of bicyding commuters from 0.6%to 25%during the same perwd, Saint Paul will become a wor�d-class bicy- cling cify that accommodates tyciists of varying skill levels riding bicyctes for bnth transpwtation and recreation, and enwurages bicycle use as a part of everyday iife. (See �igure DJ • promoce proviaing ti�cyde suµ 35 Support existlng off-street shared-use pathsand add fadliiSes and amenities pore such as siw'tand iong =erm supportirre of active �iving principtes. Good coordinatio� 6etween the Department bicycie parking and way finding of Public 1Norks and the Department of Parks and Rxreation wllt be required to integrate Saint Paul's system ofoff-road traiis andfacilities witfi on-street bicycfe facilities and the sidewalk system. (See Appe�dix B: Types of Bikeways and policy 6.73 in the Parks and Recreadon Chapter.) 3.6 Fill gaps in the bikeway system.The bikeway system includes both on-street and off-street routes. t� Appendix A, and poticy 72 in the Parks and Recreation Chapter,) 3J Geate a comprehertsive system of bicpcle network artd pedestrian path 74 CtyofSaiMPautComprehec�sivePlan O 9 - /�f� � � � -- ' �. ; .._ i � a .��s ��M � ." �� . app+tl i � j e ♦ auFed �9 � � � � e 5� v �� 0 n� <..�� W � J; t w I • � H � 9 J 0 � i �a I j �. .. �c;--1 1 I T __ Y � ;� : ; a. i ._..._.. _� j a P , i G°�� I � i y' 1 _ _.. _... UOSU(�p� 1 V�'i _i � � � uo�Gulxa7 h N r` Q 0� C � � O g. a 08Z NW 15 Transportation Plan f " UP9�zde � gddp I j� 1 � � vay 'a � / �� i _. 1 � �' i..._. a . e m � o i ` '� I s�J e y��S ; ' i'=. i �__ N' � m 7� �� t �� I i �i� � � 135E � 1 `• �_ � �ry��R°-ad _ P . ' 47 2 4+lln� 6 P3''° v . � � . � H 6tNpaV$ I a L 2' _..__ ; � i 0. � m' F.. a � O m rc s 4 � O m In s 'd m y � _ Q m o w W:� Y i 3 i { m v 3 W � � = m a � o � � � � o � o � Y y � Q m m � � � � � � LL si9nage and way finding. Inciudeway-finding for both the on and off-streei network wnsistent with the regionai system and systems of adjacent communities. In c�wntown Saint Paul, update and implement the 1994 Signage andWayfinding R�asterPlan. (See policy 5_i5 in the Parks and Recreation thapter.) 3.8 Promote "&icycle Boulevards"as a new ty� of bFkaway_ Ficplore implement- ing wch routes, particulariy to connect neighborhoods and major destinations, and io provide conveniani nearby altematives to bicyding on major streets. lJsed irt cities across North America and Europe, these routes typicaliy utilize bw- traffic largely residenfiai streeu to create safe corridors for bicyding. Routes shoufd be well-signed artd facilitate sa£e artd conve�ient crauings across major streets. Local traffic is allowed to access and parkon the streets to reach homes and local destinations, while through-traffic is discouraged with various catming methods. (See Ap�nd'a B.) 3.9 Adopt a dtywide bicycie parking requirement Develop an amendment to the Zoning Code to require bicycle parking at all new development and redevel- opment pro}ects. Require ffiat buitding owners clear bicycie parking of snow and de- bris year roand, and place bicycle parldng in a place ffiat is visible to the streei and is in dose proximity to the main buiiding entrance. 310 Ueate pub(icbicycle parking facilities to increase bicyc(ing trips dtywide_ Develop 6icycle parlcing facititi� as a paK of new or improved public faaliSes, particularly at hu6s of retaii and commercial activity, in pub(ic parking facifities, and at commurtity gatherirtg sRaces. Downtown ramps shoutd consider adding parking for bicydes in e�dsting secure fadlities, while publidy owned and controlled faciiities must provide bicycle parking accommodations. Roviding facilities for bicyclists'm not only park their bikes but also to shower, store gear, and get needed bike maintenance can help to make bicyding more corne- nient and attrad new cydists. Ma�y cities have aeated"bike stations,"parciculariy at high-destination bcations, to serve tfiese purposes. Exp{ore the creation of one or more of these facilities, pouibly in the Union Depot multi-modal transit center: 3.71 Provide safe citywide connertions to sd�ools Gbraries, parks, and reaeation centers, with improwed crossings and wmfortable pedestrian ern'r ronments at high demar�d destinations. ldentify safery issues on routes to these destinations and estabGsh as criteria in ranking priority projectr. (See policy 6.R in Parks and Recreation Plan.) 3.72 Support the work of planning initiatives tfiat promote public heakh and physiol activity, such as Active tiving Ramsey Conntyand Design forHeahh. 3.13 Support parMerships to establish a bicycle-sharing program in Saim Paul. Ensuring access to saf� affordahle hicycles for residentr and visitors is an effective way to increa5e bicycling mode share. 3d4 Collaborate with non-profi; volunteer, and busineu organizations to co- ordinate bicycle wunts at sample ickersections and on setected routes. Regular munts wilt help the City better u�derstand trends in bicyding citywide and priori- tize improvements and maintenance. 16 Gty of SaiM Paul Comprehensive pian 6 y- ��S STRATEGY G: Enhance and Connect the City In order to be competitive in the region, Saint Raul must be weli conneded both locally and regionaily. The central location and economic vitality ot the city are a good foundation to accommodate cantinued growth, but furCher strategic investments are needed in order to compete with gtobat economit forces. At the focal tevel, increasing neighborhood accessibitity can both improve quality of fife and create economic opportunities. Connectivity to regionai rystems 4.1 Deveiop Union Depot as a mufti-modal center of a regional trans�rtation system. The restored Depot will support the connections of many future transpor- tation investments, including Light Rail and Bus Rapid Transit, commuter rail, Iocal and e�cpress bus routes, long-distance bus service, long-distance rai{, and high- speed rail. (insertimages of the restored Union Deporfrom RamseyCounryl 4,2 Promote coliaboratioh for future high-speed rait service between the Union Depot and Chicago a4ong the Highway 67 Corridor. Participate in the Upper Midwest Planning for a regional high-speed rail network 43 Workwith the Port Authority, adjoining cities and counties, commerciat rnilroads, and logisticscompanies to add�ess the limited ability and growing demand for processing freight at the Burlington Northern Santa Fe Intermodal Yards in the Midway Area. a. Study possibilfties for consotidation of similar operations and expansion to other exist+ng rail yards in the city. b. Develop a truck route accessibility plan in cooperation with MnDOT. c. Part'scipate on NtinDOT's statewide freigfit management study, including an updating of its Freight Connector Study. Pursue funding by seeki�g to amend the Federaf fntermodal Freight Connector System, which links major freight faciliUes {+nduding Sarge Channel and Childs Road ports, and ihe BNSF fad4- ity) with the National Highway System (interRate and U.S, highways). A.4 Coordinate with surrounding commurtities and jurisdidions to enhance segionaf bicycle and pedestrian networks, recognizing tfie im�rtance of Saint Paui in regional and statewide connedivity. (See policies 7.6 and 3J, and poficy 6.77 in Parks and Recreation Ptan.} a. Support Hennepfn Counry and City of Minneapolis efforts to buitd a new bicy- de and pedestrian bridgeacross the river to e�ctend the Midtown Greenway. b. Cpmplete tfie Saint Paul extension af the Niidtown Greenway. c Provide a connectian from the Lafayette Bridge to the Bmce Yento Regional Trail. d. Parricipate in regional discussions about the imptementation of a standard- ized system of route identificaUon, signage, and diredional and destination information. e. Support the completion of the Trout Brook/Lower Phalen Creek Greenway trail wnnections and the extension of tfieTrout Brook Regional Trail through the Trillium Preserve. � Emphasize connections to regional destinaiions, incfuding Como, Battle Creek, and Phaien ftegional Parks. 77 � � � �, �.�-- � � � s,. � � � � ; , s „��t j � � � � : (: .� r �N �� f .1 . . J. ;� �� b ..1�'- � - i I'"'�F�'�'�"�= .,_ , . .. .SC--` <,;_.., t � �� .. . . ��..: �I .y � �.'. ,yY, r41 : , f .._ � �' ... ' .� � �K S . � + � l , �. E �� 0 9 - i�s 4S Workwith the Metropof'rtan Airports Commission to maintain a regional aviation system xhat balances mmmerdaf demand and capacity whi{e being compatible witfi the residentia4 community. incorparate tfie airport Long Tertn Comprehensive Plan (LTCP) by: a. Adopting land use & height zoning regulations for the Minneapolis-Saint Pau! tntemational Airport and Holman Field Airport that protects the citi- zenry from undue e�osure to airc2k operations, a�d to protect airc2ft from undue e�cposureto obstructions. Zoning code amendments wi{I be fashioned aftec the model ordinances developed 6y the Joint Airport Zoning Boards established for both MSP and Holman Field. (See Figure E) b. Reviewing Noise Abatement Operations Plan developed by the Metropolitan Council and Metropolitan Airports Commission, and participating in the Downtown Airport Advisory Committee and the discussions at MSP airport concerning noise impacts on 5aint Pauf neighborhoods. c. Coordinating airport and community infrashucture and service needs d. Contlnuing to participate in the planni�g for Holman Field, rewgnizing the Metropolitan Council's and Metropolitan Airport CommissionS desires to promote general aviation at Hofman Field. That work includes reviewing and commenting on MAG's capital improvements program for Nolman field and participating in long-range planning for Holman Field. e. Notifying the Fede21 Aviation Administration of potentiaf interference and obstructions, by directing any parties interested in building structures within the Zone C of either MSP or Holman Field to the FAA we6site and directing them to fiil out FAA Form 7A60-1 and submit it for fAA reNew. 4.6 E�cplore the role af transportaYion infrastrudure in the city's telecommuni- cations system. In 2007 the Saint Paul Broadband Advisory Lommittee recognized the importance of digita! connectiviry and the potential for high-capacity data transmission through a fiber optic cable system $ Community Accessibility 4.7 Connect neighborhaads that have poor sidewaiks or little actess to traifs and bike routes, especially east and nwth of Downtowrn. Ctase gaps in the sidewalk network in areas that create significant barriers to the largest numbers of pedestrians. Sidewalks shoutd be required on both sides of the street where possible. Property owners should not be able to completely opt out ofthis requirement where the new sidewalk would improve the pedesLrian connection to nearby services and amenitieg or compfete the ur6an neighborhood fabric (Also see policy 3.3.} 4.8 1Mhen redevelopment opportunities become avaifabte, reinstatethe traditional street grid pattern to increase neighborhood connectivity. Whece larger sites need to be maintained for commerdal, industrial, and institutional campuses, require mmfortable pedestrian pathways and good connectivity to existing and new streets. piscourage the cseation of supe�blocks tfiat increase walking distances to major destinations and transit, and Yhat isolate pedesuians and cydists. 4.9 Providebetteralternativesforaccessingcommunityevents.iSeepoticyi.l6 in the Parks and Recreation Chapter) a. If sReets are dosed to vehicies during speciat events, detours for bicycies $"Saint PaN: Ameri<a's Most Gonnected C+tyT The Broadbarxl Adviwry Committee on the future of &oadband in SaiM Paul. Septem6er 26, 2007. 74 TransportationPlan should be provided and ind"�cated on the Cty's web sfte. Bicydisss may also foltow the signed vehicutar detours uniess signed oiherwise. 8icydes and pedestrians should be aRowed on streets cbsect to vehicles during events if they do noY interfere with safety. b. Developanewpolicyfortheprwisionofbicycleandmotorcycle/scooter paridng at events over a certain size tmeasured in atten�nce) that require a City p�mit. c. ConSnuetoworkwiFhhAetraTransittoprovideadditionaltransitserviceto these events. d. Co�ti�ue vehide detours to nearest arterial or colfector streeu. 4.10 Create new connections and improve e�dsxing stairuvays and paths t�- tween neighborhoods, parkland, and the River, while protecting natural vegeta- tion and tfie integrity of the bluffline. jphotos ofstaircases orpathways up theWuKs orin the downtownl 4.ti To aeate tivabie neighbarhoods and mmpact commerciat areas, promote and fund traffic miming meawres. Determine the appropriate combination of techniques by the area's physrcal charackehstics the nature of the trafiic issu� artd the expected cos; effectiveness, and accepYance by ihe community. The tity and the commun'tty stwutd expbretraffic probtems and options togetfier, resutting in a recommendation thaiwitl be most likely to achieve the neighborhoad's objectives. (See poticy 1.45 in the Land Use Plan.j C+nsertFhofosofSt PauleramplesJ 4.i2 Fxplare the nse of neighborhoad cinvtators m serve gaps in community connectivity. M innwateve and successful model for transporting children to after-school and summer activities has been implemented on the West Side, and recreated in the Dayton's Bluff and Payne-Phalen neighborhoods. 20 GtyofSaintPaut Comprefien�ivePlan 0 5 - /5/ S Implementatian To hefp achieve the policy goafs set forth in this ptan, there are several key actions for the City and its partners to take as next steps: Complete projects that enhance the bcal and regianai transportation system. Appendix A lists projects for enhancing the safety and baiance of the t2nsportation system in Saint Paul. Appendix A is intended to be a list of psoposed improvements identified at the time this plan was written. The projects listed under Appendix A should therefore be studied to maximizetheir potential to help completethe streets, support future land uses, and contribute to a mulfl-modai ttansportation system. Accordingly, Appendix A may be periodically modified to reflect changing circum- rtances and new opportunities, especiaUy in light of the present circumstances of changing fegislative schemes at alf levels of government for financing capital improvements for trensportation purposes and uncertainty in projecting revenues needed to fund existing multi-modal transportation operations. Adequatefyfundabafanceoftransportationimprovements. Thefunding picture for transportation infrastructure is likely to bleak in the foreseeable future. City actions need to be balanced so as to meet the needs of atl modes, and within a responsible funding structure. In order to properly maintain and operate our transportation infrastructure, adequate funding needs to be provided. in recent years, iabor, materiaf and energy related costs for iofrastructure mai�tenance have increased substantially. Funding has not kept pace. Level of service for routine maintenance such as street sweeping, pavement striping, and street lighting maintenance has been reduced in order to keep cosCS in line with funding. ln addition, the City is falling behind on Iife cycle rep{acement of our aging infrastructure. With diminishing fundin9 for ongoing maintenance and safety, financing these new initiatives will be challenginq, requiring new sources of revenue, and new partnerships. Attho�gh the City should and wil{ seek maximum use of existing fundi�g, it is unlikely that major new initiatives can he funded without additionaY revenues. Implications for the capital budget indude specific project implementation, new multi-modal improvements, and enhanced streetscapes. The Motor Vehide Sales Tax (MVST), increased Gasl"ax, and �/n cent County sales tax fiofd longer-term promise, as short-term the fundi�g is already committed.ln addition, Congress is due to reau- thorize thefede2l funding program in 2009 (to repface the SAFETEA-LU legislation in place between 2005 and 20�4}. The purchasing power of the tax dollars colleded is also dwindling quickly. �th a redudion in mileagetraveled and in the number of automobiles purchased, neither MVST nor the Gas Ta�c wil! (ikely keep pace with inflation in the short-term. Additionally, the cost of labor and raw materials is rising more rapidlythan inflation, which compounds the funding shortfalls. Allocation of capital funding for prajects will be manifest in the City's biennial capital 6udget, budgeYS of MnDOT and MetroTransit, Metrapolitan Couocil'sTransportation Advisory Board a0ocations, and the federal tra�sportation bill reauthorization. Since mosY of the capiYal projects arefunded with non-local resources, the City will have to rely heavily on regional, state and federal tevels of govemment For the operationat and capital improvements otthis ptan, the City will corrtinue to seek new partnerships with the privata and non-profit sectors. For maintenance of streetscape improvements such as landscaping, the Ciry will continue to call on 21 Transportation Plan expanded volunteerism througfi adjacent property oNmers, business organizations, and neighborhood groups. Focus funding for bus service on the East Metro. frequent and refiabte bus service is criticai to the streng[h ofthe overali transi[ system. The East Metro area is under-�served and must be better connerted by effacient transit to doxmzown Saint Paul, iu neighborhoods, and regional high-employment destinations like downtown Nlinrteapolis and tt�e 1-494Gorridor in Sloomingtor�. Work with MetroTrartsit to focus improved bus service, not jost in areas of the region with the highest levels of traf- fic congestion, but in places with a deficiency in vansportation choices and a high dependency on transiL Pursue furtding M enhance safe roates to schao4ln cooperaUon wfth Saint Paul schools, activety pursue and implement Sate Routes ro Schoai (SR7'S) projects, which emphasize walking and bicyding as a safe and viable way to get children to neigfiborhoai schools. By buitding safer street infrastructure, designing 6etter cross- ings, and calmirtg traffi4 SRT'S projects promote increased physical activity and may reduce automobile traffic to a�d around schools. Co�rtinue to collect and share travel da�. l�ortning ptanners, decision makers, and users of the system is a prnverfiil way Yo increase safety, focus improvements, and stiift travel mode sfiara • fdentify the impad of regional artd local trips on traffic congestion • Work with MnDOT and Ra�ey County to collect and map pedestrian, bicycle, and vefiicotar crash dau to aid in planning design and maintenance • Work witfi the Metropolitan Council to improve and refine ihe Regional Transportation model to better account for alt modes of travei • Work wfth MetroTransiX Metropolitan tourtcil, and St Paul SmartTrips to add bicy- ding route information to the regional transit website • Share data on health impacts of various transpartation choices, espedally in neigh- borhoods with high populations with asthma, obesity, and heart conditions - Encaurage the7ransportation Advisory Board of tfie Metropolitan Councii to fund education and outreach projecu through TranspoKation Erthancement funds, as allowed'+n ihe federal crrteria - tmprove access tio regutariy �pdated informadon on the Ctty's website about 6+ke- ways, newiy o�ned facilities, construction and detours, events, etc 22 6ty of SaiM Pwi Comprehensive Plan a 9-- �s� s Credits Transportatiwn Comprehensive Plan Task Force JonCommers•(Chaic) MaryJackson Rob Barbosa Betsy Leach Sherman Eagles PaulSavage David Greene Bob Spaulding" DaveVanHattum AticeTibbetts * Planning Commission memher Bicycie Advisory Board Rob Barbosa (Chair) Ed Lehr Richartl Arey Doo Muske Chris Budel Kera Peterson MatthewCoVe KurtSchraeder Eric Haugee Jessica Treat Rob Vanasek Saint Paul Planning Commission Bar6ara A. Wencl Jim BeOus Bob Cudahy Jon Commers Bpb Spaulding Kathi DonnellyLohen Brian Alton (Chair) Kristina SmRten Carole Murphy Paricy Mari{yn Porter Dennis Rosemark Michae� Margulies EduardoBarrera RichardJFKramer Erick L Goodlow Stephen 0 Gardon Gaius Nelson Susan McCali George E. Johnson Yung-Kang Lu Gladys Morton Chris Coleman, Mayor City Counril lay Benanav (to 72f07) Dan Bostrom MeWin Car[er Pat Harris Lee Hetge� Kathy Lantry 6ebbie Montgomery {to 12/07) Russ Stark DaveThune Department of Planning and Economic Deve4opment Cecile Bedor, Direcror Larry Sodesho4m, Pfanninq Administrator Research and Pfanning Greta Alquist Monica Beeman Mike Klassen Allen Lovejoy John Maczko Christina Morrison Pau15t. Martin Staff to the Bicycle Advisory Board Paul lovino, Police David Kuebler, Publi[ Works Christina Morrison, Planning and Economit Devefopment EricThompson, Parksand Recreation Report Produdion Joan Chinn 23 Transportation Wan APPENDlX A: Projects Policy 7.4 Recommended Projects: a, tafayette Bridge Recons[ruction b_ Dale Street Bridge over I-94 c Reconstruction of I-35E from Dowotawn to South of Maryland Avenue d Green Siaircase (Channei Street Siain) Reconstruccion e. intersection Improvements wtth Maryland Avenue afi Arkwrighi, PaynetEdgerton and ClarencelProsperity f, Intersec[ion lmprovemeots with Maryland Avenue at Dale and Rice Streets g. Intersection Improvements with White BearAvenue at Seventh Street and Old Hudson Road h. Wamer Road Bridge Reconstruction 1. TrafficolmingelemenualongSne!lingAvenuetoimproveaesthetiu,reducespeeding,andiRCreasesafeiy. Focus on intersections with high accident retes, induding_ • SpruceTreeStreet , - UniversiiyAvenue • St Anthony Avenue • SelbyAvenue • Co�wrdia Avenue Policy2.4 Recommet+ded Rvjects: a. Ki[tson Extension b. Pierce Butier Route Extension. Extend Pierce Butler Route eastward to intersect with 1-35E and conneQ with Phalen Boulewrd c North»rest Quadrant Study d Reconstruction of I-35E from Downtown to South of Maryland Avenue, with ramps at Cayuga e. Ayd Mill RedevelopmeM Project f. Shepard & 1-35E Connection Environmental impact STatement g. fmprovements to McKnight Road and Rutfi Street at I-94 ForMebopolitan and regional highway invesiment prioritiu, also seeTables 49 through 412 of theMetropotitan CoundYs20307mnsportation Po(icyPlart. PoI"�cy 29 Recommended Corridore: a Riverview Corridw serving the East Side and East Seventh Streei, Union Depot, Dowrrcown Saint Paul, West SeveMh Street,the Minneapolis-Saint Paul Infemationat Airporc, and 8loomington b. SneliingAvenue&FordParkway c Rush Li�re Cortidor io Hinckiey serving Union Depot, Downtown SaiM Paul, the East Side, and Maplewood d. t-94 EasY Cor[idor serving Union DepoL the East Side, and western Wisconsin e, Red Rock Caridor serving ffie Hastings conido , llnion Depot aad Downtown Salnt Vaul, to Minneapnlis f Ro6ert Street �orridor Study Area serving South Robert and Dakota County g. F94 Corridor between downtown Saint Paul and downtown Minneapolis h. I-35 E Corridor soutb from Downtown Saint Paul to Dakota County Policy3.1 Recommended Projacts: a Creare a pedestrian pian for the Sun Ray-Suburban Ptannirtg Area h Develop a center median or boulevard in key areas along Concord and Robert Street, develop"gateway" tow ers to the District, and rei�orce nefgfibofiood pedestrian nodes with decorative paving, street fumishings, artd redevetopment opportunities c On Arcade, study and develop concept plans for curb, sidewalk, bump out, and street lighiing improvements where appropriate 24 QtyofSaintPaul ComprehensivePlan d. tmprove sid�valk and lighting afong RiceStreet between Atwatar and Mary{and and at the ivtaryland intersection e. Design and construct improvements forthe West Seventh streetuapeand pedestnan areas, rea�ignment of Edgcumbe 4arkway, and upgrades to Davern Street Policy 3.6 Reeommended Projects: a. Completethe5aintPaufextensionoftheMidtownGreenway b. Designate all parkways as bike routes, where elSgi6le, and complete the Saint Paul Grand Rounds that traverses many of the Cty's parkways and connecu to the established Minneapolis Grand Rounds c Make improvements to prob{em areas, incfuding the raifroad trestfe underpass on Raymond AvenUe and zhe University of Minnesota Transitway d. Create north-south routes in the westem half ofi the Ciry that mnnect across interstate 94 and raifways to Cenirai Corcidor Iight rail sTatians.These should include but not be limiied To: • A faciliry on Hamline Avenue that traverses Pierce Butler Route, the Burliogton Northern Santa Fe raifroad and Energy Park Drive. • A fadlity on Davern Street from Shepard Road to St. Paul Avenue. - Routes on roadways d�ned in theTransportation Plan as minorarterials/collectors. • °Quiet soutes°such as Aldine, Griggs, Chazsworth,Grotto and Mackubin. • Completion of the route on Prior Avenue south to Summit Avenue • Completion of the route on lackson street north to Larpenteur and south to downtown. e. integrate east west bicyde roates on or parallel to Universiiy Avenue that will accommodate connections to destinations along the light rait route.5trive to accommodate bicycles on University Avenue, bui in places where other modes take priority in the right ofway, provide accessibie altematives on parafle{ routes This accommodation should eactend east to tafayette Road. f. Create an east-west route on or nearArlington Avenue to connea the western end eastern halves of the City g. Create new or improved north-south and east-west bicyde routes an the Gty's easT side, induding but not limited to: • A north-south route on a near Johnson Parkway, Furness Parkway, Haze{ Street, Ruth Street, McKnight Road, Prosperity Avenue, and Point Douglas Road and uail. • East-west routes on or near East 3rd Street, East7th Street, Minnehaha Avenue, Oid Hudson Road, Upper and Lower Afton Raads, Bums hvenue, Carver Avenue, Wheelock Parkway; Arlington Avenue; Wilson Avenue� Margaret Street and Pacific Street to Plum Street. • fiil the tfiree btock 9ap in the shouf der of Larpenteur in the area near W hite Bear Avenue. h. Create new or improved connected bicyde routes on the West Side of Saint Paui, including but not limited to: • Filling the north-south gap on Wabasha Street between Water and Cesar Chavez, and on Smith Avenue, Stryker Avenue, or nearby streets • East-west routes on George Street and Annapolis or nearby streets Remmmended Projects for Dawntaam Saint Paui: a. Create a downtown bicycling netvaorkthat connects the many bikeways feading into downtown, as initiated by the Downtown Bicycle Plan b. E�hance the 5#. Peter, Wabasha and Cedar bridges over 1-9Afor improved pedestrian access, safety and convenience.This can 6e accomplfshed with landscaping, ornamentai lighting and raif+ngs, comforiable sidewalks and pubiic art c improvethe Fifth Street connection between Mears Park and Rice Park with trees, better pedestrian Iighting, and marked crosswalks d. Imprwe the Wacouta Street connection between Wacouta Commons and Mears Park with trees, better pedestr(an lighting, and marked crosswa{ks e. Connect pedestrians to the river by opening new poinu of riveraccess 25 TransporWtion Plan f. Gonsider making sidewalk improvements on Jackson Street 6etween Ffth Street and Shepard Road similar to those ort SFbley Strec�t 6etween Mears Park and Shepard Rnad g. Imprrne the pedestrian ernironment on streets where skyways exist Improve Ffth, Sixth, and SevenTh sYreets between Wabasha and Robert Street to re�estabtish the pedestrian environmeni h. Realign Nirril� Sireei tretween Robertand Minnesota Streets to provide an edge to it�e proposed tuli-bbck pa+ic and provide a larger redevelopmenx siie north o€ xhe former Northem Fumiiure baikiing 26 Gt7r af Saint Paul Gomprehensive Ptan 0 9- /YS APPEND{X B: Types of Bikeways On-StreetStriped lanes: The presence of striped bike lanes on sueets benefits aU �sers, by ca0ing attention to the likely presence of bicydisGS, slowing traffic down, and improving safety and the perception of safery for bicy- dists.5triped bike fanes are used on highertraffic roadwaysto give a cfear indication to motorists and cydists Yhat there is an exdusive area of the roadway designated for bicydes. Share-Tire-Road (ncitities: If bike lanes are deemed infeasible or unnecessary, other treaYments such as on-road stencils, bike chevrons, and bike route signage may be utiiized to indicate to both cyclists and motorists that bicycles may be presern on the roadway. Signs that are being incorporated by other communities into their bicyde infrastrudure, such as"6ikes Have Full Use of Lane"and'Change LanesTo Pass; should be reviewed for indusion in Saint Paul's bicycle infrastructure. BikeTrails and Paths: flff-road bike paths and traits can provide good bicycte facifities where there are few intersecting roadways, such as along the Mississippi river and in railroad corridors. Bike paths with too many inter- secting roadways are problematic in that too many conflicts are introduced between vehides and bicycies. "Sike Boulevards; 'Bicyde Streets,"orQuietRoutes: These facifities, which have been created in other cities in North America and in Europe, typica{ly uti{ize streets that have fow traffic volumes such as residential streets. Facilities are marked with some combination oPsigns and/or stencils. In some cases, bicydes are given priority on these types of facitities with through traffic not being aliowed. Streeu where bicyde traffic is given priority remain availabte to vehtdes for the purpose of accessing residences or tocal6usinesses. Saint Paul should consider experi- menting with such routes, particulariy on quiet streets neararterial roadways that make important connections. Deftnitions in State Statufe: Bicyc%: State Statute Chapter 169 Subd. 57. defines bicyde as every device propeffed solely by human power upon which any person may ride, having two tandem wheels except scooters and similar devices and inctuding any device generally recagnized as a bityde though equipped with iwo front or rear wheels. Bicyc(e Route: State Statute Chapter 159 Sabd.62 defines a bicycle route as a soadway or shoukier signed to encourage bicycle use. Bicycle Path:SWte Statuie Chapter 169 Subd. 69 defines a bicyt{e path as a faci{ity designed for exclusive or prefer- ential use by persons using bicydes and constructed or developed separately from the roadway or shoulder. BicycFe tane: State Statuta Chapter 169 SubdJO defines a bicyde tane as a portion of a roadway or shoulder designed fore�lusive or preferenual use by persons using bicydes. Bicyde fanes are to be distinguished ftom the portion of the roadway or shoulder used for motor vehide traffic by physical barrier, striping, marking, or other similar device. Bicycle Aai1: State Statute Chapter 169 Subd. 71 defines bicycle trails as a bicyde route or bicycle path developed by the commissioner of natural resources under section 85.016. Bikewcry: State Statute Chapter 769, Subd. 72 defines a bikeway as a bicycle lane, bicycle path, or bicycle route, regardless of whether it is designed for the exc{usive ase of bicydes or is to be shared with ather transportation modes. Sicycfe Faci}ities: See Bikeway Shoulder; State Statute Subd. Cfiapter 169, Subd73 defines a shoulder as that part of a highway wh+ch is contiguous to the regularly traveled portion of the highway and is on the same fevel as the highway. The shoutder may be pavement, gravef, ar earth. SPra�eTheRoad: As used in this P�an, ShareThe Road bicycle facilities are defined as facilities where bicyclisu and veh9cies use the soad equatty and w+th bicycle operation meeting the requirements of State Statute thapter169. 27 0 9- �yS Figure2 TrafficCounts&2030TrofficForecasts 29 7ransportation Plan [ _} f i f i � +�8 . 1 � L R j r � _ I 1 � ; I � I 1 »i l_ W � � � , i 3li! � � , , �-° �� r � �. _ 'i: d au-� :ay r .�� ,��` �;;; ,� �.. � m t � � � �'' i'Sn:,3' � k i I TF �.. k �� - '`'� , !` � i . . r ,. 1 I � ww�s w. \ .. - 4 O Q F' N W Q � 2 d go m d� a M�� a a` �� . T � LL O Q � � lJ�� o � � m �Q w a � i � 4� � � „ 30 [ity of Saint Paul Comprehensive Plan t39- ��15 Figure4 FutureRightafWayNeeds 31 32 Cityof5aintPau! Com�xehensivePlan O 5- i� S 33 Transportation Pian c �. � 6 �� e �� . V4M '��', w�> :.,: y _ _ ,� .4a, , ;,;.; a �n s4 r . , � ',,ai ,,r. �:nr� r�q. ,e;. ;;� '��. �x�� i �1 rty xk' ,�.. ; rm,' s t + 1 I Y � �.�9fi�� .,��, � �ql: r 4; ;�� m. � � W a � £ ...._...__ � � � ^ � N � '".'f�R`� � m LL � I .�..._..._...1 , , _. , �k / �� v„ WuuS E E � w �Ut�+S � Uga�� 1" m g ' 2 c � W J c � 0 ` J � � ^ � � � I1J LL � � � f. �Z � s LL n �y 4 , 4+ � r tJ � �$ - a ui � LL Y m � U Q � �c E OC � m �' V` � � ' � rit g'n m .� O u- t0 m S � \` o � \ W .Z. n� � � � �� 34 Cilyof5ainiPaul ComprehensivePlan DEPARTMENT OF PLANNING & ECONOMIC DEVELOPMENT Cerile Bedor. Direcfor CIT�' OF SAINT PAUL ChrtStoph2�B. Coleman, Mayor Qate: To: From: Subject: SACKGROUND 25 WesiFourth Sveet Samt Paul, MN SSIO2 69-�yS fl' Telephone� 6i7-266-6565 Facrzmile� 651-228-326I December 31, 20�8 Comprehensive Planning Committee Christina Morrison, christina.morrison@ci.stpaul.mn.us, 651-266-6546 Committee changes to the Transportation Plan Draft The Planning Commission held a public hearing on the Transportation Plan on October 3, 2008. The Comp Planning Committee met on Novem6er 18 to discuss the comments and changes to the plan. POLICY CHANGES BASED ON THE NOVEMBER 18 DISCUSSION On Page 1, to provide additional information on Vehicle Miles Traveled (VMT), add the following language on current projections from MnDOT: Meanwhile, fofa/ Vehicle Miles TraveJed (VMT) has remained flat, both in Minnesota and nationally, behveen 2d03 and 2006. and declined 4.7% in 2007. This indicates that when considering the growfh in population, VMT is actually declining Additionallv. in December 2007 MnDOT �educed its esfimate for future VMTgrowth in the metr000litan area to Q.9% per year down from an oripina! prolecfion of 2%. The Bicycle Advisory Board will discuss a change to the mode share goal for bicycling at their January 6th meeting to update the number through 2030 (currentiy the mode share goal is for 2Q10). Language will be added to double the transit mode share in the city by 2030, which is consistent with the Metropolitan CounciPs draft Transportation Policy Plan. A sidebar will be added near Policy 2.4 explaining "person throughput" as a measure: "Person Policy 2.8: Require a Travel Demand Management Plan as a part of the sife p/an review process for farger devetopments or for larqe emplovers usinq citv assistance or other city approvals. Research best p�actices within the region to determine at what size (measured in area, employees, and/or dwe!ling unitsJ a development would be requi�ed to complete a plan. Policy 2.9: (regarding unbundling of parking) will be deVeted and more simplified tanguage will be added to 2.10 as an incentive. Under Policy 2.10, add sidebar that savs: Whei supplement with a a Olsen, Dan. "Nfinnesotans dtiva billions of vehicle miles, buf the growth has leveled off." November 1$, 2007, Minnesota Public Radio. mvmesotapublicradio.ore/displaylweb/2007/11/14/vtnt Policy 2.13: Rsestablish a balanced and e�cient downfown parking market. Promofe parking policies fhat encourage the location and infensificafion of retail, o�ce and housing uses in our transportation-rich, mufti-modal downtown. Explore changes to existing Stafe public parking subsidies that curren2ly deter efforts fo encourage transit, wa/king, bicycling, and carpooling among downtown users. Saspead . Strucfured Parkina in mulfi-modal and mixed- use facilities will be prioritized over sinqle-use ramos or surface Aarkinq lots Policy 2.20: In cooperation with the Saint Paul Smarf Trips and CapitolRiver Council, assemble stakeholders from a!! major downtown sectors to revisit downfown parking policies and project trends, and creafe a(ong-ferm Parking Management Plan. The Parking Management Plan should make recommendations on individual parking priorities and pricing for each of several user groups, inGuding private-sector workers, govemment workers, retai! cusfomers, residents, event aftendees, and FarmeYs Ma�ket customers. Address issues such as ramp and meter operafion, hours, and pricing; as well as moforcyc/e and bicycle parking facilhies. . DeveloA a olan to idenfifv potenfial fundinq for downfown multi-modal fransporfation improvements and to manaqe limited resources effectivelv to achieve a 6alanced svsfem. Rewrite Policy 3.2 as: Formalize cirywide standaro's and above-standard opfions for pedestrian oriented sfreetscapes, updating and coordinating the following: the Cify's street lighting policy (adopted 1996); Municipal State Aid street standards; site plan requirements and the City Forester's boWevard planting guidelines. Policy 4,1; Develop Union Depof as a multi-modal center of a regional transportation system. The restored Depof will support the connections of many future transportation investments, induding Light Rai! and Bus Rapid Transit, commuferrail, local and express bus routes, long-distance bus service, long- distance rail, and hiph-speed rail. Policy 4.2: Promote col/a6oration forfufure high-speed rail service between the T-wir3-Gsties Union Deoot and Chicago along the Nighway 61 Corridor. Participate in the Upper Midwest Planning for a r�gional high-speed rail network. Policy 4.6: Explore the role of fransporfation infrastructure in the city's telecommunications system. In 2007 the Saint Pau! Broadband Advisory Commitfee recognized the importance of digifal connectivity and the potentiai for high-capacity data transmission through a fiber opfic cable sysfem. £�wiew-NaesurreR€ - '. Policy 4.7: Connecf neigh6orfioods that have poor sidewalks or little access to trails and brke roufes, especially east and north of Downtown. Clase gaps in the sidewalk network in areas that create significant barriers to the largest numbers of pedesfrians. Sidewalks should be requi�d on both sides of the sfreet where possiBle. Property owners should not be able to complete/v opt out of this requiremenf p Q— ts/S IMPLEMENTATION Staff has redrafted the implementation section to include parts of both the original text and the financing detaii from Public Works: To he/p achieve the policy goals set forth in this plan, there are several key actrons for the City and ifs pa�tners to take as next steps: Complete projects that enhance fhe Iocal and regional transportation system. Appendix A lists projects for enhancing the safety and balance of the transportation system in Saint Paul. Appendix A is intended to be a list of proposed improvements idenfified at the time this plan was written. The projects listed under Appendix A shou/d the�efore be studied to maximize their potential to help complete the streets, support future land uses, and confribute to a mulff-moda/ transportation system. Accordingly, Appendix A may be periodical/y modified to reflect changing circumstances and new opportunities, especiaUy in light of fhe presenf circumsfances of changing legislafive schemes af all levels of govemment for financing capitai improvements for transportafion purposes and unce�tainfy in projecting revenues needed to fund existing multr-moda/ transportation operations. Adequately fund fhe new ba/ance of transportation improvements. The funding picture for transpoRation infrastructure is likely fo bleak in fhe foreseeab/e future. Cify actions need to Be balanced so as to meef the needs of all modes, and within a responsible funding structure. In order to prope�ly maintain and operate ou� transportation infrastructure, adequate funding needs to be provided. !n recenf years, labor, material and energy related cosfs for infrastructure maintenance have increased substantiaily. Funding has not kept pace. Level of service for routine maintenance such as st�eet sweeprng, pavement striping, and street lighting maintenance has keen reduced in orde� to keep costs in /ine with funding. /n addition, fhe City is falling behind on /ife cycle replacement of our aging infiastructure. With diminishing funding for ongoing maintenance and safety, financing these new initiafives wi!l be cha/lenging, requiring new sources of revenue, and new partnerships. A/fhough the Cify should and will seek maximum use of existing funding, if is un/ikely that major new initiatives can be funded wifhout additional revenues. lmplications for the caprtal budgef include specific projecf implementation, new multi-modal improvements, and enhanced streetscapes, The Motor Vehicle Sa/es Tax (MVST), increased Gas Tax, and '< cent County sales tax hold %nger-term promise, as sho�t-term the funding is already commiited. ln addifion, Congress is due fo reaufhorize fhe federal funding program in 2009 (fo replace the SAFETEA- LU legislafion in p/ace befween 2005 and 2009). The purchasing power of the tax dollars coUected is also dwindiing quickly. With a reducfion in mileage t�aveled and in the number of automoBiles pu�chased, neither MVST nor the Gas Tax wil/ likely keep pace with inflation in fhe short-term. Additionally, the cost of labor and raw maferials is rising more rapidly than inflation, which compounds the funding shortfalls. Albcation of capital funding for projects wiU be manifest in the Crty's biennial capital budget, budgets of MnDOT and Metro Transit, Metropolitan Counci/'s Transportafion Advisory Board a//ocations, and the Federal fransportation bill reauthorization. Since most of the capitai projects are funded with non-�ocal resources, the City wil/ have to rely heavily on regional, state and federal levels of government. Fo� the operational and capital improvements of this plan, the City will continue to seek new partnerships with [he private and non-proff secfors. For maintenance of streetscape improvemenfs such as iandscaping, the City wili continue to call on expanded volunteerism thmugh adjacent properfy owners, business organizations, and neighbo�hood groups. Focus funding for bus service on fhe East Mefro. Frequent and reliable bus service is critical to the sfrengfh of fhe overall transit system. The East Mefro area is underserved and must be better connected by e�cient t�ansit to downtown Sainf Paul, ifs neighborhoods, and regional high-employment destinations like downtown Minneapolis and the 1-494 Corridor in 8loomington. Wo�k with Metro Transit to focus improved bus service, not jusf in areas of fhe region with the highest Ieve(s of traffrc congestion, but in places with a deficiency rn transportation choices. Pursue funding to enhance safe roufes to school. /n cooperation with Saint Paul schools, actively pursue and implemenf Safe Routes to School (SRTS) projecfs, which emphasize walking and bicycling as a safe and viable way fo gef children to neighborhood schoo/s. By building safer sfreef infrastrucfure, designing Better crossings, and calming tra�c, SRTS projects promote increased physical activity and may reduce automobile traffic fo and around schools, Continue to collect and share trave! data. Informing planners, decision makers, a�d users of the system is a powerful way to increase safety, focus improvements, and shrft frave! mode share. • Identrfy the impact of regionai and loca! frips on tra�c congestion • Work wdh MnDOT and Ramsey Counfy fo collect and map pedestrian, bicycle, and vehicular crash dafa fo aid in planning design and maintenance • Work with the Metropolftan Council to improve and reBne t6e Regional Transportation model to better account for all modes of travel • Work wifh MetroTransit, Metropolitan Co�ncil, and the Saint Paul Smart Trips to add bicycling roufe information to the transit "Trip Plannei" website • Share data on health impacts of various transportafion choices, especialfy in neighborhoods wifh I�igh populations with asthma, obesity, and heart conditions • Encourage the Transportation Advisory 8oard of the Metropolitan Counci! to fund education and outreach projecfs fhrough Transportafion Enhancement funds, as allowed in the federal criferia. • Improve access to regularly updated informa6on on the City's website about bikeways, newly opened facilifies, construcfion and defours, evenfs, etc. APPENDICES Appendix A: As requested, staff has reviewed the Small Area and District Plans for significant capital improvement projects that are not yet covered in the plan's policies or appendix. The appendix befow has been revised to include these recommendations. In addition, policy 4.10 will be updated to better reflect the language of the West Side Communiiy Plan: Po(icy 4.10: Create new connecfions and e� improve existino stairwavs and paths ve�#i�,al-ceaaeeEieas befween neighborhoods, parkland, and the Mississippi River, while o�otectina nafural veqetation and the inteqrftv of the bluffline. 4 G 9- /yS Appendix A Projects Policy 1.4 Recommended Projects: a. Lafayette Bridge Reconstruction b. Dale Street Bridge over I-94 c. Reconstruction of I-35E from Downtown to South of Maryland Avenue d. Green Staircase (Channei Street Stairs) Reconstruction e. Intersection Improvements with Maryland Avenue at Arkwright, Payne/Edgerton and Clarence/Prosperity f. Intersection Improvements with Marvland Avenue at Dale and Rice Streets g. Intersection Improvements with White Bear Avenue at Seventh Street and Old Hudson Road h. Warner Road Bridge Reconstruction i. TrafFic calminq elements alonq Snellinq Avenue to improve aesthetics reduce speedinp, and increase safety Focus on intersections with hiqh accident rates includinq: • Snruce Tree Street • University Avenue • St. Anthonv Avenue • Selbv Avenue • Concordia Avenue Policy 2.4 Recommended Projects: a. Kittson Extension b. Pierce Butler Route Extension. Extend Pierce Butler Route eastward to intersect with 1-35E and connect with Phalen Boulevard c. Northwest Quadrant Study d. Reccnstruction cf 1-35E from Downtown to South of Maryland Avenue, with ramps at Cayuga e. Ayd Mill Redevelopment Project f. Shepard & 135E Connection Environmental Impact Statement For Mefropolitan and regional highway investment priorifies, also see Tables 4-9 through 4-12 of the Metropo(itan Council's 2030 Transportation Policy Plan. � Policy 2.11 Recommended Corridors: a. Riverview Corridor serving the East Side and East Seventh Street, Union Depot, Downtown Saint Paui, West Sevenfh Street, the Minneapofis-Saint Paul International Airport, and Bloomington b. Snelling Avenue & Ford Parkway c. Rush Line Comidor to Hinckley serving Union Depot, Downtown Sainf Pau(, the Easf Side, and Maplewood d. I-94 East Corridor serving U�ion Depot, the East Side, and westem Wisconsin e. Red Rock Corridor serving the Hastings corrida Union Depot a�d Downtown Saint Paul, to Minneapolis f. Robert Street Corridor Study Area serving South Robert and Dakota County g. I-94 Corridor beiween downtown Saint Paul and downtown Minneapolis h. I-35 E Corridor south from Downtown Saint Paul to Dakota County Policv 3.1 Recommended Proiects: a. Create a oedestrian olan for the Sun Rav-Suburban Planninq Area b. Develoe a center median or boulevard in kev areas alonp Concord and Robert Street develop "qatewaV' towers to the District and reinforce neiqhborhood pedestrian nodes with decorative pavinq, street furnishinqs, and redevelopment opportunities c. Reconstruct Pavne Avenue from East Seventh Street to Phalen Boulevard incorporatinq recommendations of a neiqhborhood task force on streetscaoinq improvements such as a historic liqhtinq svsfem fraffic ca(minq features areenerv and pedestrian and bicvcle sateN features such as revised traffic siqnals new sidewalks bumpoufs and a ptanfed center median Pavne Avenue Bridae over the railroad tracks (Bridqe #62544) should also be improved fo incorporate historic stvle liqhtinq, decorative rails and visuallv-interestinfl piers and beams d. On Arcade. studv and develo� concept plans for curb sidewalk bumq out and street liqhtina improvements where approqriate e. Improve sidewalk and liohtinq alonq Rice Street beiween Atwater and Marvland and at the Marvland intersection f. Desi n and construct im rovements for the West Seventh streetsca e and edestrian areas , realignment of Edqcumbe Parkwav and uoqrades to Davern Street Policy 3.6 Recommended Projects: a. Complete the Saint Paul extension of the Midfown Greenway F� 0 9 — �s� S b. Designate ail parkways as bike routes, where eligib4e, and complete the Sa+nt Pau( Grand Rounds that traverses many of the City's parkways and connects to the established Minneapolis Grand Rounds c. Make improvements to problem areas, including the rai�road trestle underpass on Raymond Avenue and the University of Minnesota Transitway d. Create north-south routes in the westem half of the City that connect across Interstate 94 and railways to Centra! Corridor light rail stations. These should include but not be fimited to: • A facility on Hamline Avenue that traverses Pierce Butler Route, the Burlington Northern Santa Fe railroad and Energy Park Drive. • A facility on Davern Street from Shepard Road to St. Paul Avenue. � Routes on roadways defined in the Transportation Plan as minor arterialslcollectors. . "Quiet routes" such as Aldine, Griggs, Chatsworth, Grotto and Mackubin. • Completion of the route on Prior Avenue south to Summit Avenue • Completion of the route on Jackson street north to Larpe�teur and south to downtown. e. Integrate east-west bicycle routes on or parallel to University Avenue that wili accommodate connections to destinations along the light rail route, Strive to accommodate bicycles on University Avenue, but in pfaces where other modes take priority in the right of way, provide accessible alternatives on parallel routes. This accommodation should extend east to Lafayette Road. f. Create an east-west route on or near Arlington Ave�ue to connect the western and eastern halves of the City g. Create new or improved north-south and east-west bicycle routes on the City's east side, inciuding but not fimited to: • A north-south route on or near Johnson Parkway, Furness Parkway, Hazel Street, Ruth Street, McKnight Road, Prosperity Avenue, and Point Douglas Road and trail. • East-west routes on or near East 3rd Street, East 7th Street, Minnehaha Avenue, Ofd Hudson Road, Upper and Lower Afton Roads, Burns Avenue, Carver Avenue, W heelock Parkway; Ariington Avenue; Wiison Avenue, Margaret Street and Pacific Street to Plum Street. Consider a bikewav connection located on the former street riqht-of-wav between Marvland and Ivy Avenue. • FiN the three block gap in the shoulder of Larpenteur in the area near White Bear Avenue. h. Create new or improved connected bicycle routes on the West side of Saint Paul, including but not limited to: . Fiiling the north-south gap on Wabasha Street between Water and Cesar Chavez, and on Smith Avenue, Stryker Avenue, or nearby streets • East-west routes on George Stseet and Annapolis or nearby streets Recommended Projects for powntown Saint Paul: 1. Create a downtown bicycling nefwork that connects the many bikeways leading into downtown, as recommended by the Downtown Bicycle Plan 2. Enhance the St. Peter. Wabasha and Cedar bridqes over I-94 for imoroved pedestrian access, safetv and convenience. This can be accomplished witt� landscaoinq. omamental liahtina and raiiings, comforta6le sidewalks and pub(ic art 3. Improve the Fifth Street connection between Mears Park and Rice Park with trees. better pedestrian liqhtinq. and marked crosswalks 4. imorove the Wacouta Street connection between Wacouta Commons and Mears Park with trees, 6etter pedestrian liqhtinq and marked crosswalks 5. Connect pedestrians to the river bv openinq new ooints of river access 6. Consider maki�p sidewalk improvements on Jackson Street between Fifth Street and Shepard Road similar to those on Sibiev Street between Mears Park and Sheoard Road 7. imorove the pedestrian environment on streets where skywavs exist. Improve Fifth. Sixth. and Seventh streefs between Wabasha and Robert Sfreet fo re-estabfish the oedestrian environment 8. Realiq� Ninth Street between Robert and Minnesota SVeets to provide an edae to the proposed full-block park and provide a larqer redevelopment site north of the former Northem Furniture buildinq � C;ITY OF SAINT PAUL Christopher B. Coleman, Mayor Date: To: From: Subject: 6ACKGROUN� DEPARTMENT OF PLANNING & ECONOMIC DEVbLOPMENT CecileBedor, DzreUor 2� Wut Fourth Street Smnt Pau1, MN �5102 a �� iys 'Q Telephane�651-266-6565 Facstmile: 651-228-3261 November �3, 2008 Comprehensive Planning Committee Christina Marrison, christina.morrison@ci.stpaul.mn.us, 651-266-6546 Review of comments from the Public Works Department on the Transportation Pian Draft Public Works staff participated in the review of the task force draft, submitting comments in October 2008. The following items represent changes requested by Public Works (PW}, Generally, PW staff seemed very pleased with the content and comprehensiveness of the draft plan, 6ut was concemed with the tone of ihe plan which suggests that we are starting from the beginning on many eleme�ts that, in fact, the city has been doing for some time. PW staff is also concerned about unrealistically raising expectations about paying for new initiatives, and suggested some language in the lmplementation section of the Plan. 1. Poticy-specific comments PED staff recommends the following changes based on policy-specific comments. Policy 1.1: ezceptions to a complefe streets policy should be allowed ky high-level approval, but on�y in cases where condifions creafe excessively disproportionate costs (� 20% of the p�oject)... Policy 1.8: Suppo�f the completion of Residenfial Street Vitality Program (RSVP), an ongoing program to reconstrucf and improve the appearance, aad function and safetv of Saint Pau! streets. Policy 1.9b: Work wifh Metro Transrt fo 9develop and implemenf po/icies for maintenance of bus stops, shelte�s, a�s major transif centers, and sidewalks/pedestrian approaches to such facilities. Work with etke�ageaci�s Metro Transit. adiacent,propertv owners and busrness associations to address snow shoveting, debris and gra�ti... Policy 1.9e: Consider a replacement for e. Esfablish a priorify network for brkeway snow removal so winter bicycling is safe and viable. Bridges, and river crossings ^^�, -��,.�.�^^°-ah"ia;s should be high priorities as there are oRen few alterna#ives to these connections. !mplement a prlot proiect to studv the feasibility and fiscal impacts of snow removal on minor arterials which are critical fo winter bicvclrnp. Policy 1.10: Raise motorist awareness ofpedestrians and bicycles. !n addition, raise bicvciisf awa�eness of tra�c laws and pedestrian riphts. Users must respect... Policy 1.13: Supporf the use of-�hete-Ss,s#eK technoloqv for enforcement of#fa€(iGJaws speed zone and red (ight comp/iance (e.p. Photo-Cop). Poiicy 1.14: Replace with these violafions. Policy 2.15a; Create neigl�borhood Parking Improvemenf Disfricts in which a portion of funds collecfed... Policy 2.'19: Reestablish a balanced and e�cient downtown parking market...Suspend consfruction subsidies for new free-standirtq aarkinq ramps. Policy 220: Consider �ecommending implementafion of various downtown parking innovations, such as establishin a retail arkin incentive sfrate y;-+ ��^r,..�..,. Fh� r.��ri}v Vf ��nw::�f.:.,.. 9 P 9 9Y � r•�••••a a v Policy 32: Formalize citywide standards and above-standard options forpedestrian oriented streetscape includinv fhe Citv's Street Liqhtinq PoficV, MSA Policy 3.7: Create a comprehensive system of bicycle neiwork and pedestrian path signage and way-frnding. lnclude way-finding for both the on and off-street nefwork, consistent w8h the repiona! svsfem and systems of adiacenf communities. Poiicy 3.10: Create public bicycle parking facilities to increase bicycling trips citywide. Develop e '�^•^� ^� ��c; mo�'. bicycle parking facilities as a part of new or improved public facilities, particularly at hubs of retail and commercial activity, in public parking facilities, and at community gathering spaces. Po(icy 4.3c: Reword: Participafe on MnDOT's sfafewide freiphf manaqemenf studv. includinp an Policy 4.9a: !f streefs are closed fo vehicles during special evenfs, defours for bicycles sl�ould be provided and indicated on the Cifv's web site ^��*-,.�,�i�s��. Bicvclists mav also follow the sipned vehicular detours unless signed otherwise. 8icycles and pedestrians...° Policy 4.9: Provide betteralfematives foraccessing communrtyevents... b. Deve(op a new policy for the provision of bicycle and moforcvcle/scoofer parking af events...d. Continue vehicle detours to nearest arferial or collector streets. 2. Maps PW continues to review maps, particularly the Bikeways map, that appears in both the Transportation and Parks chapters. Additionally, PW will provide the missing maps that are required by the Metropolitan Councii system sfatemenf. Policy 4.5: Work with the Metronolitan Airporfs Commission fo maintarn a regiona! aviafion sysfem... �9-iys 3. Implementation Pubiic Works provided the foliow+ng ideas on Implementation. The entire text was included here because it varies from the current form, but may be a better approach. Adequately fund the new balance of ttansportation improvements. The funding picture for transportation infrastructure is likely to bleak in the foreseeable future. City actions need to be balanced so as to meet the needs of aIf modes, and within a responsible funding structure. This Plan fists the following initiatives, in addition to the exter�sive programs and projects already anticipated for funding. Implications for the Operatinq Budqet. In order to properly maintain and operate our transportation infrastructure, adequate funding needs to be provided. In recent years, labor, material and energy related costs for infrastructure maintenance have increased substantially. Funding has not kept pace. Level of service for routine maintenance such as street sweeping, sealcoating, mowing, pavement striping, and street lighting maintenance has been reduced in order to keep costs in line with funding. In addition, we are falling behind on life cycle replacement of our aging infrastructure. Poficies that have implications for the Operating Sudget include: enhanced educational efforls (Policies 1.9d, 1.10, and 1.11); maintenance efforts (Policies 1.3, 1.9e, and 3.7); planning efforts {Policies 2.11 and 2.12); and enforcement efforts (Policies 1.14 and 2.15a). Maintenance and enforcement efforts are likely to be particularly costly. With diminishing funding for ongoing maintenance and safety, funding for these new initiatives will be chalfenging, requiri�g new sources oF revenue, and not likely done within current funding levels. Potential sources of new revenues include assessments andlor properky taxes. Although the City should and will seek rraximum use of 2xisting funding, it is unlikely that major new initiatives can be funded wiihout additional revenues. Reallocation of staffing levels to meet these new initiatives wilf be very limited, and will take place as departmental operating budgets are developed over the coming decade. {malications for the Caoital Budqet include specific project implementatio� (Appe�dix A, 1.4, 2,4 and 3.6) new non-single auto occupa�cy travel improvements (Policies 2.1, 2.4, 3.3, 3.4, 3.10, and 3.11), parking improvements (Poiicies 2.15c, 2.17), improved streetscapes (Policies 3.1 and 3.2). Funding for capital projects may hold a bit more promise than operating budget items. The Motor Vehicle Sales Tax, increased Gas Tax, a�d Y< cettt County sales tax hold longer-term promise, as short-term the funding is already committed. In addition, Congress is due to reauthorize the federal funding program (SAFETEA- LU) in 2009. It is unclear as to the prospects for increased federal funding. In addition, the purchasing power of the taxes co0ected is dwindfing quickly. According to a recent MnDOT analysis, the purchasing power of current revenue has dropped 25°lo in the last five years — even with the increases in MVST and Gas Taxes. This is due to two factors. First, reduction in mileage traveled and in the num6er of auto purchases, neither MVST nor the Gas Tax is likely to keep pace with infilation in the short-term. Second, the cost of labor and raw materials is rising more rapidly than inflation, which compounds the funding shortfalls. Finally county, state and federai funding for capitaf projects is not a"zero-sum game" whereby funding can be reallocated at the local level to match the City's priorities. Funding for streets and highways will continue to be used predominantly for street reconstruction with limited funding for e�hancements such as streetscaping, pedestrian lighting, and pedestrian paths outside of the street ROW. Funding for bicycie improvements will be limited to bicycle improvements — and there will likely be some increased funding. But the prospects for major transit improvements seem particularly bleak. Aliocation of capitai funding for projects will be manifest in the City's bienniai capital budget, budgets of MnDOT and Metro Transit, MetropoVitan Council's Transportation Advisory Board allocations, MnDOT's capital budgets, and Federal SAFETEA-LU reauthorization. Since most of the capital projects are funded with non-local resources, the City will have to rely on the largess of regional, state and federal levels of government. For bofh the Operations and Capital Improvemenfs initiatives of this Plan, the City will continue to seek new partnerships with potential private and non-proft funders. In addition, the Cify will confinue fo call on adjacent property owners and expanded volunteerism for maintenance of appurtenant improvements, such as tandscaping and regular cleaning of sidewalk spaces. 4. Appendix B: Bikeway Definitions PW staff has suggested that the bikeway definitions suggested by the Bicycle Advisory Board be replaced with the descriptions defined by stafe stafute. PED staff believes that these are too complicated and are not informative for planning purposes, and that the BAB definitions should be refai�ed and amended slightly if needed to more accurately reflect state statute. Definitions recommended by PW; Bicvcle. State Sfatute Chapter 169 Subd. 51. defrnes bicycle as every device propelled solely by human power upon which any person may ride, having two tandem wheels except scooters and similar devices and including any device generally recognized as a bicycle though equipped with hvo front or rea� wheels. Bicvcle Route. State Statute Chapter 169 Subd. 62 defrnes a bicyde route as a roadway or shoulder signed fo encourage bicycfe use, Bicvcle Path. Sfate Statute Chapter 169 Su6d. 69 defines a bicycle pafh as a facilfty designed for exclusive o� preferential use by persons using bicycles and constructed or developed separafely from fhe roadN�ay orshoulder. Bicvc/e Iane. Sfafe Sfatute Chapter i69 Subd. 70 defines a bicycle lane as a po�tion of a roadway or shoulder designed for exclusive or preferenfial use by persons using bicycles. Bicycle lanes are to be distinguished from the porfion of fhe roadway orshoulder used for mofor vehicle fraffic by physical barrier, striping, marking, or other similar device. Bicvcle fraiL Sfafe Sfatute Chapfer 969 Subd. 71 defines bicycle trails as a bicycle route or bicycle path developed by the commissioner of natural resources under section 85.016. Bikewav. State Statute Chapter 169, Subd. 72 defrnes a bikeway as a bicycle lane, bicycle pafh, or bicycle route, regardless of whether it is designed for the exclusive use of bicycles or is to be shared wit6 ofher transportafion modes, Bicvcle Faci/ities: See Bikeway Shoulder. State Statute Subd. Chapter 169, Su6d73 defines a shoulder as thaf part of a higAway which is contiguous to the regularly traveled portion of the highway and is on the same level as fhe highway. The sl�oulder may be pavement, gravel, or earth. Share The Road. As used in fhis Plan, Share The Road bicycle facilifies are defrned as facilities where brcyGists and vehicles use the road equally and w8h bicycle operation meeting the requirements of Sfafe Statute Chapter169. Bicvcle Boulevard. There are no Sfate Sfatufes fhat define bicycle boulevards. However, a generally accepted defrnition defines a b)cycle boulevard as a shared roadway which has been opfimized forbicycle tra�c. ln contrast with othershared roadways, bicycle boulevards discourage cuf-fhrough motor vehicle tra�c, but typically allowlocal mofor vehicle tra�c. They are designed to give priorify fo cycfisfs as fhrough fra�c, BAB definitions recommended by PED: Ort-Streef Striped Bike Lanes: The presence of striped bike Ianes on streefs benefits all users, by cafling attention to the likely presence of bicyclists, slowing fra�c down, and improving safefy and the perception of safety for bicyclists. SfriAed bike lanes are used on higher tra�c roadways fo give a c/ear indication to motorists and cyclists that fhere is an exclusive area of the roadway designated for bicycles. Share-The-Road Facilifies: !f bike lanes are deemed infeasible or unnecessary, other treatments such as on-road stencils, bike chevrons, and bike route signage may be uti/rzed fo indicafe fo both cyclists and motorists that bicycles may be present on the roadway. Signs that 4 o s- ��s are being incorporated by other communrfies into thelr 6rcycle (nfrasfructure, such as "Bikes Have Full Use of Lane° and °Change Lanes To Pass'; should be �eviewed for inclusioR in Saint Pau!'s bicycle infrasfructure. Bike T�aifs and Pafhs: Off-road bike paths and treils can provrde good brcyc% facilities where the�e are few intersecting roadways, such as along the Mississippi rive� and in railroad corridors. Bike pafhs with foo many intersecfing roadways are problematic in that too many conflicts are introduced between vehic%s and bicyc%s. "Bike Boulevards'; "Bicycle Streefs," or Quiet Routes: These facilities, which have been created in othe� cities in Norfh America and in Europe, typically utilize streets that have low-traffic volumes such as �esidential sfreets. Facilities are marked with some combination of signs andfor stenci/s. ln some cases, bicycles are given priorify on these fypes of facilifies wifh fhrough traffic not being a!lowed. Streets where bicycle t�a�c is given prio�ity remain available to vehic%s for the purpose of accessing residences or local businesses. Saint Paui should consider experimenting with such routes, partrculady on quiet streefs near arteria/ roadways thaf make imporfant connections. DEPARTMENT OF PLAI�TNING & ECONOMIC DEVELOPMENT Ceci7e Bedor, Dirutor CTI`Y OF SAIN'C PAUL Chrzslopher B. Coteman, Mayor Date: To: From: Sub}ect: 25 Wesf Founh Street Saim Paul, MN 531 D2 o �-i�s Q Telephone. 6�1-266-6565 F¢csimde 637-218-3261 NovemBer 13, 2008 Comprehensive Planning Committee Christina Morrison, christina.morriso�@ci.stpaul.mn.us, 651-266-6546 Review of public hearing comments on the Transportation Pian Draft BACKGROUND The P{anning Commission held a public hearing on the Transportation Plan, one of six chapters of the Saint Paul Comprehensive Plan, on October 3, 2008. Two people spoke at the hearing, and seven letters and emails were received. This memo summarizes the issues raised and presents both PED and Public Works comments and recommendations for the Committee to consider as it fonvards the Transportation Plan to the full Planning Commission. OVERVIEW OF PUBLIC HEARING COMMENTS The comments focused on a �umber of issue areas: 1, Mode share and goals 2. TDM a�d parking 3. Bicycling and sidewafk infrastructure 4. Transit 5. Freight & Aviation 6. Implementation 7. Project Appendix 8. Maps There were also several comments that will be referred to the appropriate City staff. Additionally, PED staff received informal comments from Public Works on both the Public Hearing Draft and the public comments. 1. MODE SHARE AND GOAIS Comments. Many references were made to the need for current mode share data and for setting goals related to modai split. Among these comments, the following items were specificaily requested: • Provide data on the current modal split in Saint Paul, including accurate annua! bicycle counts • Develop mode share goais for bicycling, walking, and transit use • Establish a city goal of reducing Vehicle Miles Traveled (VMT) � Measure progress, and changing metrics to measure "person-through puY' rather than automobile level of service • Provide reports of progress to the citizens • Publish 2008 expenditures in dollars and staff time speni on each mode Staff Recommendation. The Bicycle Advisory Board provided staff with goals for bicyciing on page �4, however this projection is only for 2010 and numbers for other modes wouid stiN need to be discussed. Staff will ask the BAB to revise their goal for 2030. It would be reasonable to project that we will double transit ridership in Saint Paul by the 2030, because this is consistent with the Met Council's draft 2030 Transportation Policy Pian (TPP) to double transit ridership regionaily. Current quantitative data for modai splif should be included in the plan, although that research still needs to be completed. Staff will research current mode shares and produce charts and goals to be included graphically in ihe introduction, In this section, there should also be some discussion of the importance of VMT trends, which have been declining in Saint Paul in recent years. On page 1, edit text to read: Parts of the city, especia!!y east and north of Downtown, are also underserved By fransif, creafing few alfernafives for commuters. Meanwhile. total Vehicfe Miles Staff will discuss and project a reasonable goal for reduced VMT by 2030 based on these trends. Bicycle counts have been requested in the past, and have proven in Minneapolis to be helpful in planning and maintenance acYivities. Minneapolis Public Works, with Yhe assistance of Transit for Livabie Communities (TLC), coliects bicycle and pedesfrian counfs at selecfed in[ersections annually, while TLC does counts in both cities approximately four times a year. A new policy wili be added to recommend bicycle counts: 3.14 Collaborate with non-drofrt. volunteer. and business oroanizations to coordinate annual bicvcle counts at samAle intersections and on selected routes. Reqular counts will helb the Citv betfer understand trends rn bicvclina citvwide and prioritize improvements and maintenance. Additionaliy, the Met Council's draft TPP describes "person-though puY' as a measure of capacity, which will be important for the city to adopt in order fo fully understand capacity on streefs with higfi-frequency transit service. Policy 2.4 will be edited to read: Coordinate with partner agencies fo address shared goals of congestion mitigation, person fhrouqh-put, cost-effectiveness, maintenance-friendly design, and improved pedestrian and bicycle access. (See Appendix A.) In fieu of producing annual reports, city staff will continue to strive for transparency in processes and make both organized and informal public input a priority in a!I plantting projects. 2. TDM AND PARKING Comments. Many comments were received on the topics of travei demand managemenf (TDM) and parking, where many of the policies were new to the Comprehensive Plan. • Require, rather than consider, TDM requirements for larger developmenfs • Add a"parking cash ouY' as an incentive tool • No new parking fees downYown • Ensure carefui considerafion of impacts to businesses and residents when reducing citywide parking requirements, as to not shift the parking burden from commercial districts onto residential streets and permit parking Staff Recommendation. Staff sfrongly agrees that site plan review is a key part of accomplishing many goals of this chapter. In addition, TDM requirements are already in place in Minneapolis and Bloomington, Amend policy 2.8a to read: fs�sidex-Feqitiricxf Re uire a Travel Demand Management Plan as a part of fhe site plan review process forlarger developments or employers. Research best a Olsen, Dan. "Minnesotans drive billions of velucle miies, but the growth has leveled off:" November 18, 2007, Minnesota PubIic Radio. minnesota.publiccadio.or�/displav/web/2007/11/14/vmt 2 ay-f�s practices wifhin the reqion to determine at what size (measured in area. employees. and/or dwelli�4 units) a develooment would be required to complete a olan. The parking cash out concept often allows the employer to reduce parking s�pply, and create a financial incentive for walking, biking, transit, and ridesharing. To poficy 2.10, add provides a parkinp cash out as a new bulfet point. Add a footnote explaining that accordinq to the Environmental Protection Aqencv. "emplovers offerinq free orsubsidized parkinq to emplovees can implement parkinq cash ouf. Under a parkinq cash out Aroqram. an e�lover qives emp/ovees a choice to keep a parkinq space at work. or to accept a cash pavment and qive up the pa�kinq space...Cash out proqrams are an effective means of aUocatinq scarce parkinq or manaqinq a arowinq demand for more Aarkinq...proprams benefit emplovees because thev allow emplovees choose whethe� o� not to continue drivinq alone. Employees perceive these proprams as fair since nobodv is forced to sfop drivinq or qive up free parkrnq, but fhose who do are rewarded frnancrallV.' Language calling for a possible new parking fee downtown is too specific for this level of planning and discussion. Strike language in poiicy 220: Consider recommending implementation of varrous downtow� parking innovafions, such as esfa8lishing a retail parking incenfive sfrategy,-N�e �sibili�j�e# , and explorinp the me�its of estab/ishing a permanent downtown parkrng policy advisory commrttee. Regarding the reduction of parking requirements, comprehensive management systems should be put into place to ensure that a reduction in surtace parking does not unduly burden mixed-use neighborhoods. Policy 2.15 offers some neighborhood-based solutions that can be tailored to avoid these conflicts. 3. BICYCLING AND SIDEWALK INFRASTRUCTURE Comments. Improving safety and snow clearance was a main theme of comments related to bicycle and pedestrian infrastructure. • Make bicycling safer, including physical improvements, signage, and a route safety audit • Compete the sidewalk infrastructure • Do not allow residential "opt outs" from sidewalk improvements • Replace street corners that have a single diagonal pedestrian ramp be replaced with two perpendicular ramps • Snow removal is critical and must conforms to ADA standards • Allow bicyclists to ride on the sidewalks except where posted, including downtown • The "Paint the PavemenY' traffic calming program is a distraction to motorists • Due to the diversity of Saint Paul, international symbols should be used on signage • Complete the Trout Brook/Lower Phalen Creek Greenway trail connections; connect to Como Park and Lake Phafen Some comments, from both residents and the Chamber of Commerce, indicated the relationship between bicycling infrastructure, programs, and business. • Tax-paying businesses should be given preference and assistance in implementing bicycle sharing programs b United States EPA, Offace of Air and Radiation. "Parking Cash Out Implementing Commuter Benefits as One of the Nahon's Best Workplaces for Commuters." www lec or2lfreepub/PDFlLand Usel�resentationslpazldng20071pazkm cashpdf • Bikes could be "captured" at neighborhood cleanups for refurbishment at neighborhood bicycling shops Other comments addressed policies that could provide convenience for bicyclists. • Encourage employers to allow their employees to park their bikes in their offices • Indoor bike parking should be a condition for granting a certificate of occupancy for multi-family buildings • No new sYop signs should be allowed on designated bike routes Staff Recommendation. Staff strongiy agrees with increased measures to make bicyciing and walking safer in Saint Pa�l. These should be the short-term priority of the plan, in addition to a more long-term vision of additional bicyc(e and pedestrian amenities. Staff feets that the list of comments (from Ed Lehr) on bike safety and proper design of bike facilities are more ciosely related to engineering and operational choices than is appropriate for a long-term visioning plan. ThaY said, the list highlights many questions about current pracfices in design ot these facilities, and staff recommends that the city should pursue a Bikeways Safety Audit in 2009 to address these existing issues, as well as the implementation of future bikeways. in addition, the safety of all of users in all modes is a vital part of this plan, and a strong commitment to bicycle safety is made in many policies throughout the plan. Insert a new policy in under Provide a Safe and Welf-Maintained System: Comolete a Brkewavs Staff completely agrees that residents should not be able to opt out of having sidewalks, and that sidewalks should be provided on both sides of every street. Strengthen language in policy 4.7: Sidewalks should be SFe�ed required on bofh sides of fhe street when at a!! possible, and Aropertv owners should not be able to opt out of this reauirement. (Also see policy 3.3.) City policy is to replace singie diagonal street corner ramps with tfie two perpendicu(ar ramps during all street or sidewalk reconstruction. Riding bikes on the sidewalk anywhere outside of the central business district is allowed by State Statue 169. The City defers to the statute on this issue. Paint the Pavement is a popular, inexpensive tool that has been successfully impleme�ted at several intersections. There is no evidence that traffic calming signs and paints intersections are distracting to motorists. For signage, Saint Paul is required to adhere to Minnesota Manual of Uniform Tra�c Control Devices (MUTCD} as ifs guide fo fraffic control. The manual utilizes international symbols to the extent possible. Language should be added to highlight regional connections reflected in the comments. Add two bullets to policy 4.4 to Trillium Preserve and Er Creek. and Lake Phalen For bicycle-sharing and bicycle refurbishment, language in policy 3.13 is sufficiently broad and does not favor non-profit over private or for-profit organizations for implementation of these programs. 4 0 9-l5�5 A well-known deterrent to bicycling in Saint Paul is fhe lack of parking facilities at destinations. Staff would favor and prioritize publicly-accessible and secure parking that couid be shared amongst residents, employees, and customers that provides visibility and public access. fn response to stop signs on bike routes, staff feels that the safety of the intersection and function of the streets must dictate location of stop signs, not its designation as a bike route. 4. TRANSIT Comments. Transit comments generally addressed bus service, including neighborhood circuiation. • Use buses of various sizes within neighborhoods, not just on arterial streets • Accommodate the reverse commute with transit service • Emphasize circulator service, especiaf{y where underserved by transit Staff Recommendation. Transit routes and the fleet used may take different forms depending on the ridership counts, transit market (commuter, express, or local), presence of supportive land use, and funding for bus operations. Metro Transit has been an excellent partner in this effort as they develop a 2030 bus service plan. Reverse commute options from St. Paul are limited, and often scattered ridership does not warrant regular bus service. Some areas are served in peak hours, or through connections to larger regional centers, such as downtown Minneapolis, Rosedale Center, or Mall of America. Policies 2.6 and 2.11 stress the importance of connecting Saint Paui's neighborhoods to these transfer poinfs via improved bus service and dedicated transifivays. Mayor Goleman's office, working with the School District and a task force, is currently looking to replicate the youth circulator program (of Dayton's Bluff, Payne-Phalen, and the West Side) in other parts of the city. The task force is also studying the expansion of the program to serve families and seniors. Staff is participating in this project and feels that po4icy 4.12 appropriately addresses neighborhood circulators. 5. FREIGHT&AVIATION Public comment. The importance of rail and trucking and their relationship to other land uses were stressed in the public hearing comment. • Show Delivery/Freight Corridors to heighten the importance of this piece of the larger transportation system • Expand key intersections for truck tuming movements • Neighborhoods should be a partner in planning truck routes • Clearly marked routes and enforcement for semi trucks are needed to prevent shortcuts Comments were also made about the Holman Field airport. • Work with the Downtown Airport Advisory Council in order to monitor the amount of air trafific utilizing Holman Field, review the noise levels generated by those aircraft and their impact upon Gity neighborhoods • Have transparency, accountability, and oversight in pianning processes and project development Staff Recommendation. Staff will continue to work with the Chamber of Commerce on language to address their comments and to better highlight the importance of rail and truck freight in Sa{nt Paul's economy. A draft Freighi Corridor map will be distributed at the Comp Planning Committee meeting on 11/18/08. The Staff will need to continue to work more closely with Public Works to refine language about truck routes and intersection design based on the public comment, and will ret�rn to the committee with any recommendations. Coordinatio� with the Downtown Airport Advisory Council is being done through Anne Hunt in the Mayor's Office. Edit policy 4.5b: Reviewing Noise Abatement Operations Plan developed by the Mefropolifan Counci! and Metropolitan Airports Commission, and particiAatinq in the Downtown Aimort 6.IMPLEMENTATION Comments. • Promote bicycling and walking • The city should use its own funds to fund transit, similar to the City of Portland • Describe parking policy implementation and how much will be invested in this effort • Describe implementation process for bicycfe projects Staff Recommendation. This section does not currently deal with implementation equally across all modes, but rather, highlights some of the task force's priorities. In that way, it is more of "Next Steps" than a thorough implementation section. Public Works has provided a different approach for the section (see comments from Public Works attached.) 7. APPENDIX A: PROJECTS Comments. Various comments were received proposing changes to the project appendix. General comments and clarification: • Describe locations and objectives of each project in Appendix A • Add estimates of cost, number of lanes, increase in capacity, and peak hour volumes for all road projects • Add agencies that share the lead for each project • Have the same commitrnent for transit projects as road projects — transit is oniy "for study' Bicycle and pedestrian projects: • Pface a high priority on bridges thaf cross PBR, BNSF yard, and Energy Park drive due to safety concems • PAake bike improvements on Sneiling Avenue between Pierce Butler and Larpenteur • Do not create a bicycle route on Hamline Avenue between Pierce Butler Route and I-94; the Pascal Street Route exists for this purpose • Compfete the Prior Avenue route between University Avenue and Summit Avenue Staff Recommendations. Appendix A is inYended to be a basic list, capturing potential and planned projects at the time this plan was written. Project costs and design will not be specified as a part of this plan, buf rather current understanding will be used by the staff to describe the project locations and objectives, and to cite the agencies. The list should be updated annually by Public Works and PED siaff to reflect capital and maintenance priorities. � 69-/�S In order to promote fhese projects without precluding changes to design, mode, or treatment, and to hefter suit a long-term plan, change the appendix name to Projects for lmo%mentatron or FurtherStudv and change the headings to: • Policy 1.4 Recommended Projects �ist . Policy 2.4 Recommended Projects L-isE • Po(icy 2.19 Recommended Corridors €e�-Sta�y • Policy 3.6 Recommended Projects N's€ Gomments on the bicycle and pedestrian pro}ects are covered between the project list and the "corridors for study' in the bikeways map. Hamline Ave�ue has been consistently supported by both Public W orks and the Bicycle Advisory Board as a desirable route for bicycling. 8. Ms�s Revised maps wil! be handed out at the Cemp planning Committea ? 1/18(OH shcwing additions and corrections raised during the hearing. Several maps required by the Metropolitan Council system statement are still missing from the plan, and will be completed by Public Works staff before the pian is sent to the City Council. 9. OTHER COMMENTS Staff received a number of comments that are more effectively addressed in other chapters or by other city staff. These comments are summarized below, and will be referred for further consideration. Land Use Chapter. • Transit-Oriented Development should be built only where appropriate and supported by community • Seize opportunities to integrate development, green space, job creation, and trails Public Works Department. • Some types of street lighting cause shadows and "dark zones" along sidewalks creating an unwelcome/unsafe pedestrian environment. Depending on the light used, it can be difficuit to identify colors, especially when needed to descri6e a vehicle, clothing, etc for purposes of reporting a crime. • Add bicycle lanes to the new Lafayette Bridge • Add lefit turn arrows to intersections with traffic lights • Provide informatio� to seniors and persons with disabilities about assistance with snow removal, and use the Sentence to Se�ve and community restitution programs to clear snow • Paint crosswalks around schoois, on safe routes, and main corridors leading to schools, parks, and recreation centers • Contrary to CiYy Ordinance, freight trains continue to regularly sound homs/whistles even though no unmarked at-grade crossings are i� the area • 1n Appendix A: Road projects: c 1-35E `rom downtown to Maryfand shou4d not irclude addirg additioral road capacity, rather bus service should be expanded and the Rush Line transitway should be implemented o Reconstruction of the Cayuga Bridge should be added o Do not connect Ayd Mill Road to I-94 o Qo not remove the Pascal Street Bridge over I-94, it is an important neighborhood connection o There is no direct connection at the west end of Pierce Butler Route, improve Energy Park Drive instead Central Corridor Staff. • The LRT project is cutting important elements from the project due to di�culty in meeting Federal Cost Effectiveness Index • There are some areas along University Avenue where free on-street parking is Iimited and very important to small businesses. • More work needs to be done to study the relationship and distribution of on- and ofF-street parking in Saint Pau! and to retain the small businesses on University Avenue • We will need more off-street parking to accommodate LRT • Agencies should pay the permit parking fees for residents witfiin Y. mile of an LRT sfafion fhaf does not have a park and ride • Do not allow buildings to be buift without any parking . Put bike lanes on University Avenue • Bicycle parking should be credited to the Floor-Area Ratio (FAR) of the parcel. o `!- t�l� Saint Paul Planning Commission City Hall Conference Center 15 Kellogg Boulevard West Minutes October 3, 2008 A meeting of the Planning Comtnission of the City of Saint Paul was held Friday, October 3, 2008, at 830 a.m. in the Conference Center of City Hall. Commissioners Mmes. Donnelly-Cohen, Faricy, Lu, Morton; Porter, Smitten, Wencl; and Present: Messrs. Alton, Bazrera, Bellus, Commers, Goodlow, Gordon, Johnson, Kramer, Margulies, Nelson, Spaulding, and Ward. Comnaissioners Absent: None Also Present: Larry Soderholm, Planning Administrator, Anne Hunt, Mayor's Office, Allan Torstenson, Allen Love}oy, Lucy Thompson, Donna Drummond, Patricia James, Penny Simison, Jessica Rosenfeld, Christina Morrison, Crreta Alquist, Emily Goodman, and Sonja Butler, Department of Planning and Economic Development staff. I. ApQroval of minutes September 19, 2Q08. MOTION: Commissioner ponnelly-Cohen moved approval of fhe minutes of September 19, 2008. Commissioner Johnsan seconded the motion. The motion carried unanimously on a voice vnte. II. Chair's Announcements Chair Alton had no announcements. III. Planning Administrator's Announcements Larry Soderholm reported on planning-related business at the City Council far last week and their agenda for next week. IV. PUSLIC HEARING: Transnortation Plan — Item from the Comprehensive Planning Comrruttee. (Christina Mo�-ison, 657/Z66-6546) Chair Aiton announced that the Saint Paul Planning Commission is holding a public hearing on the Tzansportation Plan, Notice of the public hearing was published in the Legal Ledger on September 1&, 2008, and was mailed to the citywide Early Notification System list of recipients and other interested parties. Christina Morrison gave a brief overview of the task force process, main strategies, and new policies that emerged in this update of the Transportation chapter. Additionally, Mrs. Momson noted several issues of particulaz interest, including snow removal, future East Metro bus and rail service, and the growing demand for rail freight in the city. Chair Alton read the rules of procedure for the pubfic hearing. The following people spoke. Karri Plowmazi, Director of Central Corridor Paztnership at the Saint Paul Area Chamber of Commerce. Mr. Plowman read from a letter he distributed stating that they aze of two minds about the proposal. They believe that in some ways this plan fails to offer balance and choice for future Saint Paul transporta5on needs. They agree too many of the bicycle proposaIs but recotntnend that the City of Saint Paul conduct a yeazly bicycle-use census to detemune the number of riders using this mode. Involuntary requirements placed on developers ox properry owners concenxing bicycle amenities should be voluntary and be credited to their Floor Area Ratio. Mr. Plowman said that they would support developments close to transit or developments that voluntarily choose to promote bicycle and altemative transportation. He said that they aIso believe that policies for sound tnzcldng and delivery logistics are missing from this plan. Plauuing for delivery corridois designed to allow trucks access to busy business areas save neighborhoods, pedesffians, and matorist the problems of mixing in fraffic with lazge trucks. Also, we should be doing more planning now for a resurgence in rail freight due to rising energy costs. With regard to pazking, they aze willing Yo support a pazldng coaunittee to detenuine the best practices for downtown, but would not support any additional fees on azea businesses. Re-densification whether in downtown or in other azeas of fhe City cviil occur with clusters of jobs and housing in places that are accessible by several modes of h�ansportation. This plan--wlule enhaucing and connecting our neighborhoods--is missing a few key components that aze necessary to provide a balanced, safe, and well-maintained system for Saint Paul. 2. Chip Welling, 2157 Roblyn Avenue, Saint Paul, MN, 55104. He is a representative from the Union Pazk Dist[ict Councii to the Ceniral Corridor Community Advisory Committee. Mr. Welling said that he bikes to work two ot three rimes a week and also rides the bus; he came here this morning on the bus. Mr. Welling supports lots of azeas in the plan; nevertheless he also finds azeas where the plan can be improved by the addition of more descriptions of current situations in Saint Paul. He said that most trips in Saint Paul aze made bq car. According to the Met Council approacimately 89 percent of trips are made in a caz; 6 percent aze made by walldng; 2 percent by bicycle; and 2 percent by transit. This information should be included in the plan. Mr. Welling is concemed that there is too much driving in Saint Paul. People in cars injure and kill other drivers as well as pedestrians and bicycfists. He wouId like to see the plan include tazgets far future perceatages of trips by the diffetent modes, and also to see the City move to improve life by reducing traf£tc, taming the traffic that e�sts, and improving the environment for walking, bil�ng, and transit MOTION: Commissioner Commers moved to close the public hearing, leave the record open fnr written testimony uniil noox nn Monday, Octoher 6, 2008, and to refer the matter back to tke Comprehensive Planning Committee for review and recommendatioa Commissioner Donnelly-Cohen seconded the motion. The motion carried unanimously on a voice vote. . �. o �- �4�5 � `�� .'hINT �A113. � CHAMBP.R OF COMMERCP Nfi•. Cliair and members of the Conm�ission; Good Morning. My name is Kari7 Plowma��, Director of Central Cort•idor Parttlersl�ip at the Saint Pau1 Area Cha�nber of Commerce, aud I am here this mornizig to testify regarcting die `t'ransportatioai Comk� Plan. I would like to tIiank Planning �u7d Econoinic Development stflff for woskii�g with the ChamUei• ciosely on our recointnendations. We are oF two minds nbout this pro�osal. First, we concur witl� the Task Force reconunendati�ns that climate change, �ising cost of euergy, aaad clianging demobeapl3ics will change tixe way people move about Snit�t Paul for work and leisure. And we reco�iize that inadequate or inconsistent fundiisg at t1�e State aud Federal levels Iias resulted i�i the City having to do more wifli less. However we believe ehat in sonle ways tliis plan £ails to offer balance and choice for fitture Saint Pnul trans�ortatiou needs. We would agree to many of the bicycle pr•ol�osals in this plaal Uut would recomujend the City of Snint I'aul conducteci a yeaz'ly Uicycle-use census to detezmine the xzunlber of ridez•s using tlus niode atzci t�end lines about future use so tliat over the next teS7 yea��s pt•ojects cau clevelop ak a iz�cremez�ta.i pace as funding is avlilaUle aiid priorities surface. Invalantary requirements placecl on deve3opers or properiy owners conceriutig bicycic amea�ities sl�oulti be voluntary a�id bc creciited to their Floor t�•ea Ratio. We wou}�} suppoz't developinet�ts ciose to transit or developtnents that voluntarily choose ko �ro�note bicycle aitd alternative trzais�orkation such as TDM s4rategies Z�id they be given parking space credits kh�t tio uot require as nnicl� �arking per Uuilding. We believe QZat so�tnd truckiiig and ciclivery logistics are missii�gfi•azn this plazt. As gas prices increase the use of rail fi•eighf and conseq�iently tiuck s1u��j�ing will also increase. We believe that }�la�wuig now for resm•ge��ce in rail fright wouid help future piamling ancl fhese detaiIs �re missing fi�oi�Z tllis plai�. Fm�thcrmore, pilnning for delivery coz•ridors ciesigiied to allow tcucks access to F�usy Uusiness areas save �leighborhoods, pedesfa�ilus, a�ad u�otorist the problcros �nd pains of tz�aveli�lg with iarge irucics. Odier recomn�enclatioils u�ould include the exp�sasion of key inteisectiovs wliere ueed�d as Lhis czeates a safer interaction Uetween large tAiicks, bicycle, pedestrians, and automoUiles. Fizially ii� reSation to pa�king, wa m�y be willialg to support a parking cominittee fo deteruiine tiie hest prlclices for downtown, but would uot suppork atly additional fees on �2"'�,ovo�. oF Cinc-t.e�`i-. C�s�.s'�'�-- area businesses. As part of the Cities Economic Development Planning the Chamber is working with the City of Saint Paul and several downtown organizations to revitalize the downtown area. Addifional fees do nat help in this regard. Re-densificafion whether in downtown or in other areas of the City will occur with clusters of jobs and housing options in one place with several modes of travel to accessing thezn. This plan while enhancing and connecting our tteighbors is missing a few key components that will provide a safe and welI maintained system for Saint Paul. For these reasons we respectfully reques# that the Trans Comp Plan be sent back to eommittee for fiuther evalua�ion and we pledge to work with #he committee to address the few ateas of coneem that we have. We wouid appreciate your favorable consideration of our request. Thank yoiT. ��_------.. , � � d 9- /y5 October 6, 2008 Comprehensive PIanning Commission Saint Paul Planning Commission Transit for Livable Communities (TLC ) supports the direction of and most aspects of the Saint Paul Draft Transportation Plan. The plan's emphasis on a safe and balanced transportation system that promotes active lifestyles, broader transportation choices and conneets neighborhood is very appropriate, particularly given flie trends, climate change, demographic change and anadequate financial resources, identifted (pgs 2-3). TLC is encouraged to see reference to specific sri•ategies including: . Complete the streets (pg 4) • Road diets (pg 4) • Photocop enforcement (pg b) • Provision of free bicycte maps (pg b) • Bicycle and pedestrian coordinator (pg b) • Build Ceuh•al Corridor {pg 8) • Expanding bus service (pg 9} • SpacesJsubsidies for carsharing {pg 10) • Unbundling of pazking fees (pg i fl) • Remoeing State public parking subsidies (pg 12) • Bicycle Boulevards (pg 14) • Bicycle parking requirement for new development (pg 16} At the same time, TLC believes the Draft plan is not aggressive enough in a couple of severai key respects. First, we recommend a comprehensive goaI, and outcome measure, thaf will provide the foundation for tracking progress toward the above referenced goals and the efficacy of the strategies suggested. We suggest a goal of reducing travel (VMT) per capita by city residents. We also suggest masiinizing "petson ttuough-put" as a carridor-specific and city-wide outcome melsure. An inorease in person throughput at the coiridor Ievel is measurad by an increase in average vehicle occupancy and an increase in the share of non-motorized traffic, while an increase at the city level is measured by a shift towazd a greater share of total trips being made by public transit, bicycling, wallcin� and carpooling. t This goal would nicely complement the Metropoiitan Councif's Draft Transportation Policy Plan which suggests "person ttuough-put" as a key measurable outcome. Secondly, we believe that the list of recommended projects should be modified as foilows: Creating (nof just considering) a Travel Demand Manageinent {TDIvI� requirement for tfie site review process for larger developments (pg 4). Miuneapolis, Edan Prairie and Bloomington kave a!I adopted snccessful TDM requireinents that kave been generaI2y accepted by the development community and have proved very effeoflve in getting developers and property managers to take ownership of their properties contribution to h�affic congestion an@ cosUy publicly-provided transpoifiztion infrastructure. Further, the "reconstruction of I-35E from downtown to South of Maryland" (pg 23) should not include adding additional road capacity. Rather, the priority should be expanding bus seivice and fully exploring the potential of the Rush Line Transitway. Finally, we suggest modifying the implementation recommendation following "disclosing thc true costs of parking"(pg 12). The Draft plan acknowledges that parking is priced below what the market will bear. Thus, it is crirical that pazking prices be market determined and/or atigned with the strategic goals of proruoting a balanced and healthy (for individuafs and the planet) transportatiou system that connects neighborhoods. Sincerely, Dave Van I3attum Transit for Livable Commuuities Draft Transportation Pian Advisory Committee a s� �ys To: St. Paul Planning Commission C{a Christina Morrason From: Tri Area Block Club C/o 1111 f�bell St. St. Paul, MN 55117 Re: October 3, 2048 Public Hearing for Transportation PIan chapter of the St. Paul Comprehensive Plan Date: October 1, 20d8 The members of the 14-square-block Tri Area Block Ciub, located in St. Paul's Nort,h End neighborhood, wish to submit comment on the Transportation Plan chapter of the City Comprehensive Plan and to commend the efforts of staff and task force members in compiling the document. Oiu• comments are based on recognitioil of the need to bring infi�astruclux�e up to standazds and to provide for an aging, as well as an economicalty and culturaliy diverse, population that will be dependant on convenient, accessibie public transit and will need opportun(ties for an active, health lifestyle. ➢ SU•ategy 1: Provide a Safe and WeII Maintained System 1.2 Narrowing traffic lanes on streets with designated bike lanes may be contrary to providing a safe environment for bikexs. 1,3 Some types of street lighting cause shadows and "dark zones" along sidewalks creating an unwelcomelunsafe pedestrian environment. * Depending on the "color" of the light used, it can be difficult to identify eolars, especially when needed to describe a vehicle, clothing, etc for purposes of reporting a crime. * Crosswalks at intersections bordering schools and rec centers should ALL be cleat•ly painted and have signage. Create "safe routes" along streets where school ranks travel by also painting crosswalks along those. As an example, for North End Elementary School, the bordering intersections would be GeraniumlSylvan, GeraniumlAbell, RoselAbell, and RoseiSyivan. A"safe route" from the school to Rice Street would include the intersection at Geranium/Park. 1.4 References Appendix A, Figure i on page 18. Item (c) should also include reconst�•uction of the deficient Cayuga Bridge. This sagment of I35 B, Yhe bridge, and the interchange connectzon to Phaien Blvd. did receive project specific funds in 2006 tluough a Federal appropriation. 1.9 (a} Snow removaI is ct7tical at ramped corners and at bus stops and must be wide enough for ADA access. 19 {d) Establish a list of resources for seniors and disabled homeowners to reference for assistance with snow removal. 2.9 (fl Utilize Sentence to Serve and community resfitution programs to clear snow, 1.10 In light of the diversify of our City, incorporate signs that use internatioual symbols instead of words so language and llteracy are not a factor. 1.12 Semi trucks taking "short cuts" through residential nei�hborhoods, especially those neaz commexcial/indusriYal areas, is all too common, unsafe, and damaging to the roadway infrastructure. Clearly inarked routes and enforcement are needed. Additionally, contrary to City Ordinance, freight trains continue to regularIy sound horns(whistles even though no unmarked at-grade crossings are in the area. ➢ 3�ategy Z: Provide Batance and Choice 2.1 Transportation choices should incIude buses of various sizes that circulate within neighborhoods and not jtist ott major arterial streets. 2.2 & 2.3 TOD shonld only be applied where appropriate and when supported by the community for which it is being proposed. 2.4 It is important to seize opportunities to integrate brownfield reclamation and redevelopment, jobs creafion, greenspace, and trail connections. For example, previously extending L'Orient St. fiom Maryland Avenue to Arlington Avenue created greater opporiunities for redeveiopment of that project. Additional opportunities for completion of that project are possible by extending the greenway and traiIs north of the TrilIium Praseive and incorporating them into the redevelopment. 2.6 We strongly agree that any future transit improvements should NOT xeplace iocal bus service. Different modes serve different needs. 2.6 (a) Change East Side (in 1�` sentence) to East Meh�o. 2.6 {b&c) We strongly agree with enhancing existing IocaI routes and increasing connections, but need to expand an this. Lower economic neighborhoods have a greater dependence on public transit and thus, a greater need far convenience and accessibility. Since many jobs are located outside the City of St. Paut, there is also a need to accommodate flie reverse commute. * Neighborhoods can be better served and connected by circulator service * Buses along shared routes should be staggered to provide better service. For example, cun�enfly multiple routes use Rice St but are scheduled within minutes o£eaeh other at the stops. If you miss one, you Iikely wilt miss all, resulting in a lengthy wait between buses. We understand that the current concept provides for better connection times downtown (if that is your des&nation) but with more enhanced and frequent service and U9-/YS the proposed 7 minute headway far LRT, this should be chviged to reduce wait time. 2. I O Caution must be used when considering a reduction in aff-street parking requirements so as to prevent intrusion onto nearby residential streets and a cost-shiHing burden for any subsequent parking peimit to those same residents. 2,14 Same comment as for 2.1Q. ➢ Strategy 3: Suppoi�t Active Lifestyles and a Healthy Environment 33 Changes to lighting in residential neighboi•hoods are needed to improve safety. Some types create daugerous shadow areas, do not provide enough light to discourage crime, and distort colors of objects. 3.4 We agree with a complete and connected trail system, as we have advocated for the Trout Brook trail extensionlconnections for some years now. 3. S There is a preference for off-street trails and bike Ianes as they are safer for ALL. Roadways, especialIy those with high traffic volumes, are not safe for children. Efforts should be made to fiud off-street routeslconnections wherever possible. Any on-street routes need to be considered in terms of traffic, sh•eet width, congestion, etc. On-street lanes of'ten do not have a safe "feel." Any coordination effoi�ts should include the community in addition ta Public Works and Parks & Rec. 3.6 Appendix A, Pigure 4(& subsequently policy 1.2 in the Parks & Rec Chapter) needs an addition to the recommended project Iist: CompleEe the Txout Brook/I,ower Ph�len Creek Greenway trail connections and the extension of the Trout Brook Regional Trail through the Trillium Preserve. The Midtown Greenway and Grand Rounds may be more "high profile" but they are not the only incomplete projects. Completing the connection in the North End neighborhood with an off-road connection to the Eastside nea�• Cayuga SU•eet to allow for Eastside access to the Trillium Preserve and would address a social justice inequity. 3.7 Again, utilize international symbols on signage, 3.1 I Paint crQSSwalks at intersections surrounding schools and rec centers, along established "safe routes" and main corridors Ieading to schools, pazks, and rec centers. ➢ Strategy 4: Enhance and Connect the Caty We agree that "inereasing neighborhood accessibility can both improve quality of life and create economic oppoi4unities." To be consistent with that stance, the City must add to the priority iist the completion of the traiI connections within and to the Trout BrookfLawer Phalen Creek Greenway which also runs tt�rough Invest St, Paul neighborhoods. 41 Add "ri•ail systein" to the list of future transportafion investments. 4.3 Add "and adjoining cities and counties" to sentence. Do not over concentrate freight processing hubs in St. Paal. 4.4 (a,b,c) Again, add as a separate item: Complete the Trout Brook/Lower Pha3en C�eek Greenway h•aiI connections and extension of the Trout Brook Regional Trail through the TriIlivm Preserve. This wotald provide connectivity to surrounding cities/jm7sdictions, i.e.: * The Mtuiger/Gateway Trail connects to the northeasY (eventuallp to the MAIfCanadian border). '" The Trflut Brook Trail connects to the north and northwest suburbs. * Both traiis connect soutii to Downtown, the Mississippi River, the Union Depot multi modal hub, Vento Trail, and Sain Morgan Trail. 4.5 (b} The City should continue working with the Bowntown Airport Advisary Cauncil in order to monitor the amomrt of air tr�c utilizing Ho�rnan Fie1d, review the noise levels generated by those aa•craCt and [heir impact upon City neighborhoods including the North End {portions of which lie direetly under the #light path for arrivais). Additionatiy, the City shouid assist in educating the public concerning aucraft noise complaint procedures and work to balance the needs of airport users with those of the neighborhoods particuIarly as it concerns noise leveIs generated between 1Q PM and 7 AM. 4.S (d) There is a need for transpazency, accountability, and oversight in planning processes and project development. 4.7 In this item, the City acknowleclges that the North End neighborhood is among those with poor access to h�ails. Not tisting the Trout Brook/Lower Phalen Creek Greenway hail connections and extension of the Trout Brook Regional Trail as a recommended priority for completion is contraiy to this ifem. There£ore, it needs to be added as a separate item to Appendix A, Figure 4. 4.12 Neigkborhood circulator buses should enhance convenience and connectiviry for ALL, not just to take chi3c3ren to activities. Besides, having chiIdren ride instead of walking or biking is contrary to active tiving principles. ➢ Implementation (page 16) - Comptete projects that enhance fhe local and regionaI transportation system * Ssnce this would also serve as a commuter roate, tiie completion of the Trout BrooklLower Phalen Creek Greenway trail connecfions and extensions must be included as a priority item in Appendix A. - Increase funding for East Metro bus seivice * Add: "North metroJI694 Corridor" as an employment destination. * Add to the end of last sentence, "and high dependency" � 9- ��S - Enhance safe routes to schooi * The school district should consider reverting to the concept of "neighborhood" schoois. This would result in more walkinglbiking and less busing, thereby saving on fuel costs, �•educing poilution from buses, and encouraging an active Iifestyle for students. ➢ Appendix A, pages 1 S& 19: Figure 1 (c) This should also mention replacement of the defcient Cayuga Bridge since this project actually did receive 3 project specific Federal appropriations in 20d6. This money must not be lost as a resuit of project deIay/"push back," Figure 2 (d) See comment for previaus item. Pigure 4 Add to recommended project list; Complete the Trout BrookJLower Phalen Creek Greenway t��ail connections and the extension of the Trout Brook Regional Trail through the Trillium Preserve. (g) Tnclude connections to Como Pazic and Phalen Park ➢ Appendix B, page 20: On-street Striped Bike Lanes Bike Ianes on highei• volume roadways u•e not safe for children. Benita B. Warns 1440 Lafond Avenue St. Paul, NfN 55104-2438 S51-S47-1037 September 30, 2QQ8 To the St. Pau! Planning Commission: Please inciude this letter as a parf of the official record for the October 3, 2008 St. Pau! Planning Commission Public Hearing on fhe Transportation Chapter of the St. Paul Comprehensive Plan, Overall I support this plan, but there are a number of specific areas where I either disagree with whaf is proposed or have ideas that wifl enhance a proposal. To aid the reader in following this document, I have numbered each idea with the number of the proposal found in the Transportation Chapter draft. This letfer is divided into sections that correspand to the four strategies found in the draft. Strategy 1— Provide a Safe and Well-Maintained System 1.6 — Place a high priority on improving bicycle and pedestrian accx�ss on the Snelling Avenue bridges that cross Pierce But(er Roufe, fhe BNSF yard, and Energy Park Drive. The sidewraiks on each side of the bridge are so narrow that two bicycles cannot pass each other without one stopping and leaning sideways to let the other pass. The handicap curb cuts are placed such that motorized traffic cannot see pedestrians and bicyclists who are crossing, and pedestrians and bicyclists do not have clear sight lines to know when tra�c is clear. !n short, the area is dangerous and this should be the highest priority for a major facility improvement in St. Paul. 1.8 — During residentiaf street reconstruction, do not allow properfy owners to opt out of having sidewalks, even if it means tree loss. There are a number of streets in the Hamline Midway neighborhood where there are no sidewalks on either side of the street for an entire block. Sidewalks should be required on a!! residentiat streets in St. Paul, period. 1.9 — Pass an ordinance in 5t. Paul to atlow bicyctists to ride bicyc(es on al1 sidewalks except where posted. Currently state law prohibits bicycle riding on sidewalks in business districts. This is a throw-back to the 1950s in smail towns to keep kids from riding fast in downtown areas. Local govemments have the right to permit bicycle riding in business districfs. If we want our children to use bicycles to go more piaces, iike schoo# or the store, they shoufd be able to legally ride on the sidewalk. 1.� a and f— The biggest snow removal problerri is at the corners where the p{ows deposit a large mound in the street at the base of the handicap ramps. Even when owners of corner prQperties clear the ramps, it is the City's responsibility to ensure that p(ow drivers don`t leave these ice mountains that create barriers for peopfe in wheeichairs, people with limited mobility, or people pushing strotlers. Also, afl new b�f�/'�5 corner ramps fior sidewalks should be the double kind. 7he single kind, that force users out ir�to the intersection, should be permanently banned. Strategy 2— Provide Batancs and Choice 2.5 and 2.6 — Do not reduce the frequency of the #16 bus. LRT doesn'f serva the peopie who need to get on or off at places between stations, many of whom are low- income and transit-dependant. 7heir needs must not be sacrificed to ailow wealthier people ta ride LRT. 2.9 — Repeal the provision in the Qverlay District that allows new housing to be built with no parking required. This is foofish. People will continue to own cars and wil! need to park them. The parking on University Avenue is going away, and the new residents wili be competing for parking with business patrons and peopis coming in to park and then ride LRT. Residents of nearby streets wil{ adopt permit parking to keep away this intrusion. Whet kind of people wi41 want to buy a unit without a parking place? Even if they don't own a car, their visitors — such as friends, service providers, or out-of-town relatives - wili need places to park. The ownership market will be limited for such housing. Whife not inc(uding parking piaces for rental units may keep them "affordable," it wilf bring about concentrations of poverty, rather than attracting a mixture of incomes. 2.1fl — Just because housing is close to transit doesn't eliminate the need for mator vehicle parking. Transit cannot be used by everyone for all trips. Peopfe bringing home bulky items — like toifet paper, diapers, cat litter, dog food, construction materials, or water softener salt — need vehicles to transport this stuff. People also won't be abie to take their k'sds to bail practice or lessons on transit, they wili need cars because transit doesn't go everywhere. We �eed to provsde adequate parking for automobile owners. Owning and using a car is just as valid a choice as using transit, riding a bicycle, or waiking, and a"balanced" system wiil not unfairly penalize motor vehicle drivers. 2.13 c— Bicycle sharing facilities are a good idea, but local tax-paying businesses who wish to provide this service shoufd be given preference and assistance rather than giaing grants of tax money to non-psofits. 2.13 c—"Capture" bicycles being brought to neighborhood cleanups and designate them for refurbishment and use at bicycle sharing facilities. 2.13 e— It is foolish and short-sighted to ban park-and-ride facilities in St. Paul. We wi{I need more parking to accommodate LRT users, not less. It is well documented that people are biased toward rail and against the bus. These people won't take feeder buses to reach LRT, they wiil drive. Give them a piace to park so they don't clog our neighborhood streets. 2,'14 — Do not a(low buildings fo be built without any parking for afl the reasons I have aiready stated. 2.15d —The Met Council, City of St. Paul, and the Ramsey County Regional Raii Authority should pay the permit parking fees for residents of any street within'/ mile of an LRT station that does not have a park and ride facility, 2.19 — Encaurage businesses to allow their employees to park their commuter bicyctes in their offices. Sfrategy 3— Support Active Lifestyles and a Healthy Environment 3.3 — Sidewalks should be mandatory. Do not al3ow residentiai property owners to opf out of sidewalks. All carner handicap ramps should be mandated to be the dou6le kind, perpendicular to each other. The single ones are unsafe because the user enters the intersection outside where a normal crosswalk should be in arder ta cross the street. 3.6 -- One of the biggest gaps in the bicycle system is Snelting Avenue between Pierce Butler Route and Larpenteur Avenue. This should be the highest priority for bicycle infrastructure improvement in St. Paul. Bicyclists want ta use University Avenue, not nearby paralEe! streets. Provide bicycle lanes on University Avenue and give b�cycle traff'rc the highest preference. The Midtown Greenway connection is impartant, but the proposed connection across I- 94 at Pascal Street is awkward south of Marshall. Provide a direct connection directly south from Marshalf, past Dayton, and purchase a narrow strip of land to get to the trail, This is much safer and cost-effective than 4he circuitous street connection that is proposed. 3.7 — C'sty policy should nat permit new stop signs on designated bicycle routes. 3.8 — Bicycie boulevards are a bad idea. 8icycle lanes are the appropriate on-street treatment. On quieter streets, share-the-road signs are sufficient. 3.9 — Require all fandlordslbuilding owners to provide sacure, heated, indoor bicycle parking for tenants. Those that do not provide it must expressly permit their tenants to bring bicyctes into their apartments. There are many buifdings in St. Paul where residents are not aliowed to bring bicycles into their own dwellings, so they chain them ap outside where they are su�ject to weather damage, theft, or vandaiism. indoor bicycle parking should be a condition for granting a certificate of occupancy. 3.13 —As stated earlier, give preference and assistance to tax-paying businesses who wisf� to provide bicycle sharing facilities rather than giving tax doilsr grants to non- profits. Strategy 4— Enhance and Connect the City 4.3 — The noise generated by the BNSF rai! facility in the Midway is a public nuisance. It is so Joud at night that it interteres with sieep for hundreds of nearby residents. This facifity sf�oufd be re(ocatsd. If this is impossib2a, the BNSF yard should be required to ctose between 11 PM and 6 AM so residents can sfeep. In this time of high energy prices, it is especiaily important to remove fhis noise source from the area so residents don't needlessly use air-conditioners because it is tao noisy fo open the windows. 0 9- /yS 4.4 b—As stated previously, provide a direct connection via Pasca! Street to the firlidtown Greenway extension. 4.4 c— When the Lafayette Bridge is rebuilt, add bicycle fanes. 4.7 — As previousiy stated, do not aliow any residential property owner to opt-out of sidewalks, period. 4.11 — Stop wasting tax money on silly traffic ssgns or p�int-the-pavemenf. Rather than calming traffic, these distractions create safiety hazards for drivers. As for paint-the- pavement, where does fhe paint go when it washes away? 1 don't think we should be adding unnecessary paint to our roadways that ends up paifuting the Mississippi River. Appendix A 1.4 a— Lafayette Bridge — add bicycle lanes 2.4 b— No direct connection at the west end of Pierce Butier Route, improve Energy Park Drive instead 2.4 e— Do not connect Ayd iVlili Road to I-94, Do not remove the Pascal Street Bridge over I-94, it is an important neighborhood connecfion. 3.6 a— Provide a direct connection to the Midtown Greenway Extension via Pascat Sfreet 3.6 e— Do not create a bicycle route on Hamline Rvenue befween Pierce Butler Roufe and I-94. The Pascal Strest Route exists for this purpose. 3.6 e— Complete fhe Prior Avenue route between University Avenue and Summit Auenue — the sooner the better 3.6 f— Provide bicycle lanes on University Avenue, do not create a route on a parallel s4reef because none ofi them go all the way through. 3.6 I— Create a designated bicycie route on George Street as soon as possible, As we move into the next decade with transportation pfanning and implementafion, we must never fose sight of how peopfe live and want to live. People do not wanf #o be concentrated in high-rise "people warehouses" with no place to park their cars. People want to be able to wa{k, ride bicycles, and take fransit when they can, but stii( wili need their cars. We must not make it virtual(y impossibie ta own and operate a car in St. Pauf due to lack ofi parking, and we must not assume fhat everyone who wii! move to newly built housing on University Avenue wiil nat have cars, We need to �e realisfic and recognize fhat owning and operating a motor vehicle is just as valid a"choice" as any ofher transportation mode. This plan has a lot of good things in it, but needs to do a better job at addressing the needs of motor vehicle owners, especially those who live, work, or patronize businesses on or near University Avenue. Benifa Warns Map Eirors on Transportation Plan Draft Page 1 of 1 Christina Morrison - Map �rrors on Transporfation Plan DrTft From: "Wazns, Benita B- Fagan, MN" To: DaEe: 9127/2008 1:44 AM Subject: Map Errors on Transportation Plan Draft ! want to caif to your atYention some errors on the Bikeways and Traiis map. First, it is missing fhe designated bicycle route alang the entire length of Fierce Bufier Roufe, Second, the map shows a designated route on Pascal Street narth of Minnehaha Rvenue. 7he Pascat Streef route currently sfops at Minnehaha Avenue, Sometime yet this year, a new route is supposed fo be instaffed on Albert Streef beiween Minnehaha Rvenue and Pierce Butler Ftoute, with a connec#ion #o Hamiine Avenue via Taylor Streef. This route was approved through fhe most recent CfB process and funds were approved in the 2008 budgeF. The map should be correcfed prior to retease of fhe final version of this plan. Thanks. Benita Wams fiie:IIC:1Documents and Settings\morrisoclLocal Settings\Temp�XPgrpwiset48DD8FF6ma._. I017l2008 � y- �ys 5T, PAUL Stp3I'{ TI'Ip5 October 1, 20Q8 Brian Aiton, Chair Saint Paul Pfanning Commission 25 West FouRh Street, Suite 1400 St. Paui, MN 55102 Dear Mr. Alton, 55 E 5TH 5T, SUITL 202 5T. PAUL, MN 55101 I'm writing on behalf of fhe St. Paul Transportation Managemenf Organizafion (TMOj, d/b!a St. Paul Smart Trips, to provide comments regarding the Transportation Plan draft of the Citys Camprehensive Flan. Si. Paul Smart Trips is a non-proflt organizafion that works to reduce vehicie miles and improve air quaiiiy in the City of St. Paui by promofing aiternatives to driving alone and advocating for a balanced transportation network. Our 15-member board of directors represents local governmenf, 6usinesses, and residents. First of a�l, we'd like to express our gratitude fo the members of the transportation comp plan #ask force for their efforts in drafting this plan. Additionaf(y, we thank the city staff for fheir dedicated work, The plan ref4ects a solid undersfanding of fhe key trends facing St. Paul's transportation system and fays out a comprehensive set of stra}egies fo ensure that we develop a multi-modal system that offers real choices and positions St. Paul to thrive as a vibrant, acflve and healthy cify into the fufure. St. Paul Smaft Trips supports this pian with the following recommendations: Strateay 2: Provide Ba}ance and Choice Under su6-strategy 2.10, we recomme�d listing parking cash auf as a program ihat wou{d enable a developmenf to receive a reduction in required parking. If a company typical3y subsidizes parking for their empioyees, offering parking cash out allows employees who ride fhe bus, walk or bike to receive the cash equivalent pf what the empioyer would have paid to provide their parking. This is a great incentive for reduciog congestion and vehicle miles. Strateqy 3: Support Active Lifestvles and a Healihv Environment We recommend making the mode share goals proposed by the Bicycle Advisory Board into a sub-straYegy as opposed to a mere side6ar note, Including clear goals by which to measure progress will strengthen the pian. Skrafeqy 4: Enhance and ConnecY the Ci4v Under sub-strategy 4,3, we'd like to see neighborhoods specifical[y mentioned as a pact�er in planning truck routes and connections to National Highways as these routes may have signifrcant impacts on St. Paul neighborhoods. Imolementation We recommend listing social markefing programs specificaily as a rype ofi education and ou#reach program that fhe TAB and Met Council should support. Finally, we recommend ini4iating a listserv as a tool that the ciYy can use io regulady and affordabiy inform the interested pubfic about bicycle and pedestrian issues. Thank you for your consideration, Jessica Treat Executive Director TO: Chris#ina Morrison St. Paul Dept, of Planning and Economic Development C.C. Pafrick Harris FROhA: Ann T. Kirn, residenf of Macalester Groveland neighbarhood (St. Paul} DATE: October 4, 20d8 RE; Transportation Comprehensive Plan As a resident of Saint Pauf for 92 years, k recenfly reviewed the Transportation 'chapter' of fhe city's Comprehensive P(an. I was very pfeasanfly surprised to learn thaf many of the things that originally broughf ine to St, Raul — and the improvements 1've hoped for -- are addressed in the Transportafion chapter of the plan. I choose to live in #he city of St. Paul because of the convenience to commerce, the beaufy of the mature trees, uniqueness of eaoh of the homes and other buildings, and the transpartation infrastructure. 1 am impressed by #he continued development of the infrastrucfure to meet the needs of all forms of transportation, in an era of widespread obesity and increasing energy costs, it is key to provide convenienf, complete options for peopie to get around the city. For ihe first time in my life, this year I have commuted fo work by bike three times a week, April to November. I have never enjoyed a Spring, Summer and Autumn more than this past year when I've had the opportunify to enjoy many more hours ou#side. I wish the same enjoyment to be availabfe to my fellow neighbors in St. Paul. After reviewing the Transportation chapfer, I wanf to regisfer my support for ful) implementation of the plan. It addresses the importance of the Compiete Sfreets design scheme so that residents and visifors may navigate St. Paul with a greater variety of transportation choices such as biking, wallcing, and combining bus wifh either nonmotorized modes. I am atso impressed by fhe intuitive nature of certain aspecfs of the plan. Examples of this include: 9) the acknowledgement that segregated bike paths are not always the answer for bicycle commuters because of ihe shared use of the path, and the many intersections that sfow bike speed #o a fevei that will not facilitate commuter use (you can't go iDmph and make it to work on time}; 2} the importance of seamless connections between safe routes and paths, and 3} fhe importance of year round maintenance. My 76 year o!d neighbor would like to remain active and healthy and to stay in her home as long as she is safely able to do so. Because our neighborhood offers a nice mix of residential areas wifh sporadfe comers of commerce, she is able to walk fo fhe neighborhood grocery store, drugstore, and for exercise. This becomes more difficult for her in the winter when sidewalks are not shoveted and enforcemenf of sidewalk clearing is nof taken seriously, yet it seriousiy impacts her quality of life and further erodes the choices avaTable to residents and �� (10/7l20b8) Christina Morrison - TranpPlan08.kirnat � Pa e 2 _ __....,_ . _._._..__..�__ _.,, . _ , __.. __ _9 � y- �ys visitors. Unfike many suburbs, we are fortunate to have sidewalks. We just need to keep them free of ice and snow in fhe winter. I applaud those involved in the development of fhe transportation chapier of the Comprehensive Pian, and fui4y suppoYc its implementation. 5 October 2008 Ms. Christina Morrison City Hal! Ant�ex 25 W 4th St Saint Paut, MIV 55104 Dear Ms. Morrison: I am writing to offer comments on the Transportation Plan, a chapter of the comprehensive plan for Saint Peul. Thank you for the opportunity to comment on the draft transportation plan [date of draft] I found some encouraging words in the plan: For example, on p. 4 under the heading "Complete the streets," the city states that they pfan to accommodate and balance the needs of all users - inciuding pedestrians and [bi?]cyclists ... the public right-of-way must account for the safety and convenience of the most vulnerable among us - such as chiidran and seNors .., And on p. 6 u�der the heading "Safer streets through education and enforcement;' the city states that they plan to Support the use of Photo EnPorcement for enforcement of traffic taws, presumably including red light running. I have had the experlinec of riding my bicycie an Summit Rve from the East and approach(ng the intersection with Snelling, seeing the light for Summit turn green, after which a seml truck or tractor traifer went through the itersection. Is this sort of red-Iight running acceptbaie to the city? It ceretirtly is threatening to bicyc(ists, pedestrians and other drivers, And on p. 12 under the heading "A well-managed parking system," the city states that they plan to simplify and reduce requirements for off-street parking. And on p. 21 under the heading'�Impteme�tation," the city states that they p{an to work with Metro Tranbsit to tncrease funding for bus service in the east metro. Nevertheless, I am disappointed in the plan for several reasons. My intent is not to crticize the staff who prepared the plan. I think the prob7ems lie with the system within which the pfan was prepared, and the assumptions upon which it is based. C: �DOCUME�1 �morrfsoc�LOCALS�1 kTemp�XPgrpw+seSTran Plan 2008 Oct 05 Cmmnts CW.doc p, 1 of 6 0 9- i�s One of the shortcomings of tfie plan is that it lacks a descripYion of current conditions in Saint Paul. In Saint Paul, as in the Twin Cities generally, most trips are made by car {see Table 1 below), Tabel 1. Estimate of moda( spfit for Saint Paul. Percentage of Mode Trips Car Walk eike Transit 89 6 2 2 [The percentages above werz taken from tfle Travel Behavior Inventory for 2000 by the Met Councif] This pattem of travet is probably the result of our choice of how much to invest in different modes {Table 2). Table 2. Estimates of costs of transportatlon in 2008 for Saint Paui, Dolfars Mode [miliions] Cars 870 Highways & Roads 190 Private parking 200 Transit 26 Pedestrian faci(ities � Bicyde facilities _7 jBased on resuts of presented by: Anderson, D, and G. McCullough. 2000. The fulf cost of transportation in the Twin Cities region. ReporC number 5 in the series: Transprtation and regionai growth study, Center for Transpor[ation Studies, University of Minnesota, 511 Washington Ave. SE, Minneapolis, MN 55455-0375. (CTS 00-04J}, T am concerned about current conditions in Saint Paul because T think we have too much driving in our town. 1. People in cars injure, maim, and kill other drivers, bicyciists, and pedestrians. 2. People in cars create a significant amount of air pollution, as weil as noise pollution. 3. Cars cost us more money than we need to spend on transportation. 4. Accommodating cars tends to make devetopment in Saint Pau! unattractive, expensive, and often unfriendly to pedestrians and bicyclists. C: �DOCUME�1 �morrisoc�LOCALS�i �Temp`XPgrpwise�Tran Plan 2008 Oct 05 Cmmnts CW.doc p.2of6 I woWd like to sae in the plan the foUowing: 1, a quantftative report on current percentages of trips 6y car, walk, bike , and transEt, Z. targets set for reductions in driving and incresaes in other modes in the future, 3. measurement of progress, and 4. reports on progress to the citizens. The meat of the current plan is in Appendix A, which consists primarily of highway and road projects which are recommended for construction. Unfartunately, the plan does not revea! the extent ta which these projects increase capacity and so increase driving, The projects are couched in language abouY safety and improvements, Some of the projects are extensions, i.e, construction of new segments of the road system, The reconstructian projects can safely be assumed to inciude significant widenings and other measures to increase capaclty to atcommodate Yraffic - that is, to increase dr'tving. When the plan considers Yransit in Policy 2.12 or Appendix A under policy 2.11, there are recommendatfons for study, but not the support and cammitment that tfte clty gives to the road projects. I believe that the City of Saint Paui continues to support very high levels af driving in order to compete for business, entertainment, and resfdentaif devetopment with the suburbs. In the suburbs, auto-oriented develapment is less expensive and easier to do. I would like to Salnt Paut play to its strengths - the characteristics that distinguish our town from the suburbs, in Saint Paul, we stil! have lots of sidewalks, though they are under-utifized. Let's promote walking as an altemative to driving for every trip. In Saint Paul we have a comparatively better environment for bicycling because we have fewer arterials with high speed limits than one finds in the suburbs. Also, I would liice to see Saint Pauf fatlow the example of cities that have decided to use their own funds to improve transit, rather than waiting for athers to do this. For example, in Oregon, the City of Partland built a modern street car line, more than half Yhe cost of which came fram revenues from parking, In Seattle, property owners cantributed nearty half of the cost of a modarn street car line rn that city. C: �DOC(JME�Z�morrisoc�LOCRLS�1 �Temp�XPgrpwiselTran Plan 200$ Oct O5 Cmmnts CW.doc p, 3 of6 G9-�yS Overall, I would like the city move in a more serious and substantial way to improve life in SainY Paul by reducing driving and taming traffic, while improving the environment for wafking, biking, and riding transit. Some specific comments: Strategy 1: Provide a safe and wei!-maintained sysYem p. 4 Now does the City define "accessibflity?" [Po{icy?] 1,4 Implement reconstruction for improved safety (Ref to Appe�dix A) How much expansion of capacity is included in the current designs for the projects listed? Appendix A, Policy 1.4, Recommended Project fist What exackly fs intended to be included in "improvements" of the named intersections? If Yhe City means that it intends to wEden the roads to move more vehicles through tnem, then please speciFically and accurately describe these propsals as expansions. T also would be curfous to know how khe city may have evaluated the effects of expansion on the safety of pedestrinas who might want to traverse the intersections. Please add estimates, however appoximate they might be, of the costs for each of the road pro}ects listed. Please add to the lists the name(s} of the a9ency(ies) that is(are) khe lead{s} for each recommended road project. For each road project, please add the number of lanes to 6e added in each case and the traffc engineers' estimates of the increass ln capacity, inciuding peak hour volumes, expected to result from each project. For safety, I woa3d Iske to see more left turn arrows added to intersection w(th traffic lights. The fack of such arrows at many intersections means that drivers often end up waiting unti! the light turns red to make a left turn at an intersectfon. I expect that this resuits in crashes that coald be avoided, Strategy 2: Provide balance and choice Increas transit ridershio What is it now? poes the city have a target or objective Chat we wouid like to achfeve? What are the numbers of trips we make by transit, car, bike, and walk? How can we know where we are gong if we don't know current ievels of ridership? Policy Z,li: Why isn't the Central Corridor LRT project inciuded as a recommended project? The road projects are a!f tisted as "Recommended Project," but the transit projects are listed as "Recommended Corridors for Study." Why the difference? A well-mar�ayed parkina system Policies 2.14-2.20 Many af these sound good. What are khe City`s pfans for implementation? How much funding does the City plan to invest in impiementation? C; �DOCUME�1 �morrisoc�LOCALS�1 �TemplXPgrpwise�Tran PJan 2008 Oct Ob Cmmnts CW,doc p. 4 of& Policy 2,14: Please explain precisely and thoroughly the subsi8ies provided by the State for public parking. Have you considered constructio� by the Port R�thority of the downtown ramp between Fourth & Kellog, plus the very targe new one built for Regions Hospital? Are khese actions of a city agency intended to be consistent with the Transportation Plan? Please add a discussion of the City's pfanned apporach to parking along University Ave as we anticipate the construction and operation of I.RT. I understand that the city is concerned about reductions Jn on-street parking due to LRT, A study by staff of Ramsey Caunty and the Clty found that there are 1,445 spaces on-street parking spaces on tha avenue, of which 403 are in use on average (Morris and Spoonheim 2002j, There is na doubt that there are some areas afong University Avenue where free on-street parkiRg is limited and very important ko small businesses. I share the concem expressed by some peopie-abouE retaining smali businesses on Universihy Avenue. As City Staff have doeumented there are well over 20,000 and perhaps nearfy 30,000 off-street parking spaces atong the LRT Central Cor(dor, Nevertheless, do we know haw many trusinesses might be affected by a reduction in the amount of free on-street parking? Accarcling to the presentation at the meeting oF the Central Corridor Cammunity Advisory Comrnittee on 21 August 2008, current informatton indicates that there are four "critical areas° in relatlon to on-street parking in the corridor. Thts number is less than the nine criticat areas under consideratlon in June 2008, which is less than the 15 cr)tical areas under cansideration in March 2008. Further, iY has been determined that there is a totaf of Y44 on-street parking spaces in the four critical areas, which is quite a bit less than the totat of four khousand off- street spacesin these areas (Ta61e 1). I believe Yhat l.RT is transit service that would benefit Saint Paul. Rs is well known, Saint Paul does not invest in transit, particularly noh at the level of $900 milllon. To bring LRT to Saint Paul, the Met Council and legislators have generated support for $450 millfon in Federal funds, plus $450 miil(on in local match from the State aiong with Ransey and Hennepin counties. Further, the LRT project is cutting important elements from the project due to difficulty irt meeting Federal Cost EFfectiveness Index. Lastly, there seems to be a fot of off-street parking in the areas where a reduction in on-street parking is considered to be critical. Given aii of this, does it seem reasonable for SainT Paul to ask thaE the LRT project pay for additionaE off-street parking along Untversity pvenue? Beports cited Morris, S., and ]. Spoonheim. 2Q02. University Avenue parking inventory: Analysis af potential impacts of LRTjBRT on on-street parking, Hand-out dated March. Ramsey County Rail Authority and Department of Planning and Ecpnomic DevelopmenC, City of Saint Paut, 25 W. Fourth St., SainY Paul, MN S5Z02. C: �DOCUNIE�1 �morrisoctLOCAt5�1 �Temp�XPgrpwise�Tran Pian 2008 Oct O5 Cmmnts CW.dac p. 5 of 6 TabEe t. Numbers of on-street and oH-street parking spaces in four critical segments along UnivErsfty Avenae. 0 9-iy� Strategy 3: Support active tifestyle and heaFYhy envir I strongly support efforts to improve the environment in Saint Pauf for blcycling. What are the City's plans for implementation? How much funding does the City plan to invest in imp4ementation? Str2tegy 4: Enbance and connect the City In order to give citizens an idea of the patterns of the city's investments in transportation, please add summary table of the expenditures by the city on transporttaion for 2008 and a second summary table of the numbes of staff working on: 1. highways, streets, and roads, 2. parking 3. Pedstrian issues 4. Support for bicyciing 5. Public transit I checked the copy of the plan on the web on 3 Ocotber - when it still facked Figures 1-6 in Appendix C. Is it reasonable to take comments on a plan that is this incompiete? To Appendix C, Fig 7 on "existing transit service," please add information on the levels of service, i,e., frequencies of the buses, and levels of rldership. Thank you for considering these comments. Sincerely, Chip Weliing 2157 Roblyn Av. Saint Paul, MN SS104 C: �DOCUME�1 �mor�isoc�LOCqLS�1 �Temp�XPgrpwrse�Tran Pfan 2008 Oct OS Cmmnts CW, doc p, 6 of b Page 1 of I Cbristina Morrison - Transportation Plan comments re�isited e- �rom: To: "Christina Moirison" Date: ldl7t200$ 1 I:dB AM Subject: Transportation Plan comments revisited Hi Chrisfina, Here is my scrambled comme»t list from yesterday presented in a mora coherenf version: Transportation Plan comments; 1. Safety wi11 be the primaiy focus of bicycle lane or route eonstruction, marking and maintenance. Bicycle innes and routes will enable safe biking in Saint Paul for bicyclists at all skill levels. 2. A11 motor vehicle raadway construction wilI plan for bzcyciin$ and pedeskrian safety, and will include signage that indicates bicycling or walking routes are present. 3. Tn emphasizing safety, bicycle Ianes or routes will be easily identified, and will not end abruptly without providing a bicyclist a safe, identifred egress. Signage will wam moforists of a biking route's beginnings, continuance, and ends. Motorists will not be directed across a bicycle lane as a default condition if safer alteinatives can be found. 4. Bicycle laues will be constructed so that if a bicyclist were to stop on the bicyc2e lane no harm fibm a motor vahicle would occur. 5. Bicyclists wi11 always be offered a safe detour for a bicycie lane which becomes obstructeil. The detour will be signed so that aII vehicles and bicyclists can understand. A detour into a inotor vehicle roadway should not cause competition far the troad between bicycles and motor vehicies. 6. Safety of bicycle routes will be audited on a regulaz basis, Bicyclists will be queried to identify non-safe conditions. Repair of such conditions will take hi�h priority in City of Saint Paul roadway projects. Ed Lehr ejlehr@usfamily.net 659-739-4769 --- Get PR�E High Speed Internet fi•om USFamity.Net! --- fi1e:11C:1Documents and Settingstmorrzsoc\Local Settings\fiemp\XPgrpwise\48EB4328mai... 10!?12008 � 9- iyS Transportation Plan comments from Ed Lel�r: 1. Safety will be the primaiy focus of bicycle lane or route construction, marking and maintenance. 2. Bicycle lanes and routes will enable safe biking in Saint Paui for all skilis of bicyclists. 3. All biking projects wIlI emphasize safety by clearly identifying where a bicycle lane or route starts. 4. A bicycle lane ar route wiil not end abniptly without safely and clearly providing any bicyclist a safe egress from the lane or r•oute. 5, A lane or route's signage will assisf warning motorists of the bilcing lane or route's beginnings, the biking lane or route's continuance, and the bike lane or route's ends. b. Safety in entering, riding and exiting a bicycIe Iane or route will be demonstrated in aIl planning before any biking project is approved and will begin consts�xction. 7. AIo biking project wilI be ailowed to be built which will cause safety problems to bicyclists. 8. No motor vehicle zQadway wiil be consh•ucted without, first, considering and plaruiing for bicycling and pedestrian safety. 9. No biking praject will begin construction without first demonsVatnig the bikiiag route will be obvious to motorists at all motorist points that would eause conflict along or in the route, or at the end. 10. Motorists will be able to avoid unsafe bicycle route crossings as a default condition. i l. No bicycte lane or bike path will be conshveted that would cause harm to a bicyclist by a motor vehicle if a bicycle were to stop in place on the bicycle Iane or path. 12. A ny use of a bicycle lane which causes it to be btocked or obsh•ucted will require the user to offer a safe detour around the blockage. 13. Any bike lane ar path detour will be signed in such a maniier that vehicles and bicyclists understand because of signage and ma2•kers. 14. If a dedicated bicycle lane is blocked, bicyclists shoutd ba able navigate tluough a detour without causing the bicycie to be in conflict with motor vehicies, and this should be cleai• and obvious to the motorists. 15, Safety maintenance of bicycle lanes and paths when non-maintenance could cause motor vehicle- bicycle caitision will take precedence over any other roadway maintenance.