97-868� Metropolit,an Council
Working for the Region, Pkutrzing for the Future
August 13, 1997
Dear Counciimember,
97-YGfI
I am pleased to have this opporiunity to comment on the St. Paul Transportation Policy Plan.
My staff and I have reviewed the plan and we aze encoutaged by the strong support that the City,
through this plan, is showing for transit as a central element of the City's transportation
iufi�astructure.
Since my arrival in the Twin Cities earlier this yeaz, I have been impressed by the way in which
city leaders in St. Paul have championed a greater role for transit. Metro Transit is pleased to
work with the City on these efforts. The Commuter Action Team has been the most recent
opportunity for Meuo Transit to partner with the City to seek specific solutions to tough
transportation problems in downtown St. Paul.
While we have not had adequate time to analyze the plan in detail, it is clear that the City
understands the vital role that transit plays in an urban environment and the steps that are
necessary to increase transit's significance within the transportation system. The St. Paul
Transportation Policy Plan provides an excellent framework for parinership between the City and
Metro Transit, and we look forward to working with City staff to design improved transit service
and transit facilities for St. Paul. Our initial look at the plan suggests that there are specific
components that could be modified to help make transit more attractive and better able to
perform a key role in the future. We will be submitting more detailed comments on the plan
soon.
We agree that the key to real progress, however, is an adequate, stable source of funding for
transit in the region. I applaud the strong support from the City for increased funding far transit
service. Together we must convince the legislature and others of the importance of transit in
maintaining and revitalizing the urban core, advancing the economic development and properiy
of the region, and in maintaining the excellent quality of life we enjoy.
I believe that the Twin Cities has a solid transit system, and I welcome this opportunity to work
with the City to build on this foundation.
Sincerely,
� .`
Cf��x�
Arthur T. Leahy
General Manager
cc: James Solem, Regional Administrator, Metropolitan Council
Natalio Diaz, Transportation Director, Metropolitan Council
C'
560 �th Avenue North Minneapolis, Minnesota 55411-4398 (612) 349-7400 1Yansit Info 3733333 11Y 341A140
M FgialOpPorv�nib! ESnployer
� Metropolitaxi Council �t 7 - flb8
Working for the Region, Ptarzning for the Future
Metro Commuter Services
Aua st 12, 1997
Kirby Pitman, Policy Analyst
Council Investigation and Research Center
City of St. Paul
Office of the City Council
310 City Hall
St. Paul, MN 55102
Dear Kirby:
After reviewing the Saint Paul TransportaYion Policy Plan (Recommended by the Saint Paul Planning
Commission April 1997), I wish to submit the following comments:
Metro Commuter Services (MCS) strongly supports the City of St. Paul in its aggressive use of
trave] demand management (TDM) strategies to reduce the number of single occupancy vehicles
using transportation amenities in St. Paul.
In particular, Metro Commuter Services endorses the City's promotion of car and van pooling,
biking, transit, flexible hours and telecommuting as alternative solutions for reducing congestion.
MCS also encourages the City to identify and use enticements to encourage commuters to utilize
these modes. Enticements include free or significantly reduced rate parking for poolers, secure bike
racks or lockers and trails or lanes for cyclists, and better and more frequent transit services far bus
riders.
• Metro Commuter Services will support and assist the Commuter Action Team and any of its
successors in encouraging employers to promote travel demand management activities to their
employees. MCS also encourages the City to lead by example by promoting TDM altematives to its
employees.
• Metro CommuCer Services will offer its services to the City in promoting TDM activities, including
the Regional Guazanteed Ride Home Program, ridematching for pooi formation, collateral materials
on the benefits of not driving alone, preferential pool and bike parking program adminish
commuter transportation survey administration and analysis, and employer outreach.
As a part of the Metropolitan Council, Metro Commuter Services will assist the City, its employers,
workers, commuters and residents with identifying commuting strategies that will reduce congestion
and air pollution, save time and money, and enhance the livability of the community.
Sincerely,
��� ��
Trish Moga
Manager of Metro Commuter Services
Mears Park Centre 230 Eas[ FV3h Street Sa�nt Paul, MinneSOta 55101-1634 f612) 34&RIDE FAX 6024200 T1Y 349-SIGN
e-mail� commuterservices@metcstate.mn.us
Me�YO
1 '
SERVICES
An Equa( OpportunLLy Employer
08113/199� 11:02 6123301649
r�um, v+mce�c
P�aasmellen to 01, Paul C�N Counall
AUGSBURG COLLEGE
Why Traft'ic Caiming , NOW?
PAGE 63
97-�G8�
�l�c�-c�s �f�(
�t��q�l a'�Py/
1. Roadway Congestion--Commissioner Denn of MnD4T has
stated, "we can t build our way out of conges6on." The cast of
building new roads is exceeciing the pubiic benefit.
2. Citizens ars increasingly voicing concems about transportation
costs and are showing an interest transportation altema6ves. There
continues to be a strong public interest inpreserving the environment
and developing a"sense of communily."
3. Vehicle Miles Traveled jVMT) and vehicle Nips are increasing.
4. Single Occupancy Vehicles (SOV) relance is increasing.
5. Speed, traffic v�lume, traffic noise and other pohutants are
increasing as VMT and SOV increases.
6. Transit serv"sces and ridefship are decreasing.
7. Community Livabiiity is associated with speeding, trafif+c volume,
traffc noise an@ other pollutants.
6. As the p�rception of livabilty declines, residents pursue other
op6ons and the "sense of community" tends to dectine.
9. As tivalbity and the sense of community decline, cities have
experienced an increase in social and economic problems.
While transporfiation is not the sole cause, nor the sole soiution of a city's
social and economic problems or thepublic's perceived lost ofi
"comrrtuniry," transportation policies and programs have contributed to
these problems. Therefore, transpostation planning must also contribute
to tha solution.
Traffic Calming can encourage a"sense of communit}/' by tuming city
streets into rr�ore friendly pedestrian environments. This requires that
traffic calming techniques must be incorporated into cj��de traffic
management plans. 'fratfic calming cannot correct poor roadway design.
It is not just a� enhancement to be "added on."
p1�2DInd Lom �L�nina Paa Thn CIXm yy NeNNMNn R keMVOM�
68/13/1997 11:02 6123301649 AUG5BURG COLLEGE PAGE 07
Ppm ttsplc 91D
7�YGaMatlon to 91 Pau� LfN LDUnU7
Principles of Traffic Calming
M (C�l 4 L ° � �
97-�`f
Principle 1: Sfreets must be designed for al{ modes of trave{,
incVuding wafking and biking. Streets are also places for
soc"sal interaction among residents, neighbors and
children at play. No single func�on should dominate to
the exclusion of alt others. Streets are,�2 just for cars.
Principfe 2: Residents have a right to the best quality of life a cify can
provide as well as access to an environment that foste�s
a sense of community. No person or groups has the
right to increase their mobility or access at the expense
of another. This should create the recognition that a
transportation system which places its emphasis and
allocates m�st of its resource for automobile transport
discriminates against a large segment of society.
Principle 3: The implementation of a transportation pian shouid
ma�timize public accessibiiity whiie decreasing public
cost. It makes sense to min"smize the time, money,
energy and environmental affects of travet that the city
and its residents must pay to increase access to a wide
range of destina6ons. It means maximizing the efficiency
of the existing transportation system (streets and transit)
befiore buiiding new infrastructure. 1t atso means
reallocating resoutces to other modes of travei bes'sde
ttie automobile.
Q)artic Ca mina UY GNZSMAOvUClllnp P89poMlble Tl9�1BpOMtlon)
08/13l1997 11:02 6123301649 AUGSBURG COLLEGE PAGE 04
llnm Lah��sR �/�� D, �� /
P(ReeMeIIM ta dt Peil City CounG� ��-���
Techniques of Traffic Calming
t. Reduce Speed:
a. Slower traffic amits less noise and fumes.
b. There are less accidents at sloWer speeds.
t. Accidents that do happen are less damaging io persons and property.
d. The capacity of exisiing road space is increased.
2. Change Road Design:
a. Narrow traiffc idnes.
b. Interrupt driver's Une-of-slght.
c. Paved speed tables_
d. Protected sireet parking bays.
e. Neck downs at intersections.
f, Changes in ditaction.
3. Change Driver's Psychologica( "Feel of the StreeY'
a. increase driver awareoess through afterstions mentianed above.
b. increase pedesirian side walks and widen them.
c. Prov7de bicycle pafhs.
4. Increase Incenfives to Use Public Transportation.
a. Create a time adva�tage over cars.
b. Provide economic incentive via fare discaunts.
c. Offer timely, reliable and freguent tsansit services.
d. Institufe free and reduced fair zones.
e. Provide tliscounts and tax incer�Nes to empioyers who support
thsir amptoyeas use of transit.
5. Discourage Use of Single Occupancy Vehicles.
a. Restrict long-term parking.
b. increase park)ng fees.
c. Increase taxes on patking lofs.
d. Limd public funding of parktng faclllties.
e. Remove employer inceniNes to provide "Free" parking.
6. Optimize the number of people using each car.
a. Subsidize car pooling through parking discounts.
b. Locate car pool parking in ceniral¢ed, desired locations.
7. Op6mize choices of travel_
a. Rea! options io the singie occupancy vehicle mus! be providetl.
b, Improve public transit services and ttte public's perception of
lhat service,
c. fncrease the aitracfiveness and safety of walking and biking.
8. Create strong, viable local communities through the use of "new
urfian" design.
a. Trips prevlousy made by cars can be made by transft,
wafking or biking.
b. By using elternative travel, children and the elderly are prov�de
more mobilify and require Iess chauffeuring.
08/13/1997 11:02 6123301649 AUGSBURG COLLEGE PAGE 05
� Kir14e/ o �Me�/
ilmm �aR�cAlp
Gieee111lII9n l0 81 VBYi Cltr COLLOGI
Expected Results of Traffic Calming
g? - f�8'
.
Based on researcfe from Europe, Asia, Scandanavla, Canada,
Austrafia and selected citias in the United Slates where tratfic claming
prinieptes and tecfiniques have been impfemented, lhe foflowing resuNs
wera achieved:
Noiee end po{lution were reduced by up to 5096.
' Top speed of lraffic decresed by 5096, but journey fimes ony
increaseQ by 71%.
' Less heavy ira�c and tess "short-cutting thraugh residentai!
neighborhoods,
' Smatler roadways moved the same number of people. The
exlra space crealed by ariering andlor closing aulomobile lanes
was transformed into tree-Ilned avenues, bike-ways, walking
paths or open space. Thfs, in turn, Increased the fi�abilNy of
the area.
' Greafer safety for drivers, pedestriens, cyctists and ehitdren
at play.
• For ihose irnolved in aociderNs, there was a 4D-S096 ►ess
chance of befng ktlled or serlously i�ured.
' Traffic during peak hours decreased by 3096 l0 5096.
' lncreased travel options for everyone--part)culerly those w3lhout
access to a� automobife.
' Less stop/slarl dr'Ning.
' Enhanced neighbo�hood proQerty values and inc�eased
communtty vitafity.
Traffic Calming can resutt in the best of both �nrorlds—
increased accesslbllty and a better quatlty of Ilfe.
tPaaoted twm I�artn ca��im aaa �LU�(�
@8/13/1997 11:02 6123361649 AUGSBURG COLLEGE PAGE 06
ilsm LaNUqp
Pieganiatl0n 10 Si pHtl1 Pry LDU�p1
Myths af Traditional Trafflc Planning
and Aliernative Reatities
M,�� a'Ne
q?-P��
MYTFt 1: Current irafflc projecttons are important {n deciding vahat saads are needed.
Rea4ity 1: Such an appraach looks sensible, untii ane reatfzes it makes the assumption
ihat the present is the ideal.
AAY?H 2: Traftic planning is not responsible for how much peop�e went to use �heir cars.
Rea�tty 2: Tne volume oT tratttc In a cQy Is�! �nevrtiable. In every cny, trattic vo(ume Is a
resuft of ineasures adopted by government.
MYTH 3: Predicted tra�c growth musi be Qrovided fo�.
Reality 3: Tra�c simpiy eXpands to road space made available.
MYTH 4: Bigger raads are saFer roads.
Reafity 4: Buiiding bigger roads encourage greater speees and bear some of the
responsibilily for tising accident and dealh tolls.
M1AYTH 5: Bigger roads increase people's mobility.
Reality 5: The nef resulis of bigger roa�s is that we spend more and more time behind
Ihe wheei oF a car to reach (ewer and fewer desiinations.
MY7H 6: Bigger roads provide more advantages to more people.
Reatity 6: Cantrary to popular betief, bigger roads evecyone and advaniage no
one—except those who design and build them.
MYTH 7: Tra�c plenning simpty responds lo existfng demands.
Reallty 7: 7raffic plan�ing can create damand if it does not also consider the wiAer social,
environmental and pofilical concerns oi the cfty.
We cannot confinue to prepetuafe these myths. To do so woutd decrease the quality of
11Pe and livability of ihe cily. Trafflc Calm)ng provldes a mechanism to create an
alternative realify.
(T ak4n lmm T�af1�c [g�m�pq bY C��2en MMOq11Q0 Rq9on91o19 T�anSqonatwn )
DEPARTMENT OF PLANNING /3
& ECONOMIC DEVELOPMENT `7 7 — �� �
CTTY OF SAINT PAUL Divisiors of PZmv+ing
Norm Caieman, Mayor 25 West Fourth Streei Tekphane: 61&266-6565
Saint Pnul, MN 55102 Facsimile: 612-228-3314
November 12, 1997
TO: Kirby Pittman
FROM: Nancy Frick � �
RE: Transportation Po{icy Plan: Council Questions and Issues
The following are my responses to submitted comments and questions regarding the
Transportation Policy Plan.
Incorporation of fraffic calmi� into the plan.
Policy 22 (p. 12) states,
"The City should use a neighborhood traffic management process to
systematically address neighborhood issues to 'calm' or divert traffic, while
maintaining necessary access. This process should inc�ude residential,
business, service and pubfic safety interests and offer an array of techniques."
Policy 23 (p• 13) states,
"The City should explore a variety of traffic-calming road design options with
interested neighborhoods at the time that focal street construction is being
planned."
These policies are being carried out by Public Works. Among areas where the process has
been initiated are: Doswell/Chelmsford, MargaredArcade, Railroad island,
Bidweil/Congress, ThomaslMacKubin, MorganlEdgcumbe, LaFondlGrotto.
The Neighborhood Traffic Management Techniques described on pages 36-41 are intended
to represent the array of techniques for calming traffic — road design, traffic control, and
enforcement/education — and offer generalized information on the reiationship of each to
voiumes, speed, safety, pollution, and community reaction.
An earlier draft of the Transportation Policy Pian had proposed uniform instal{ation of
"chokers" or "bump-outs" as streets were reconstructed; reaction was negative. The
philosophy behind the current recommendation of a process tailored to and involving the
g 7 -�� �
Kirby Pitman
November 12, 1997
Pa�e 2
community, reflects an understanding that workable solutions to traffic problems are not
'one-size-fits-afl", but work best when devefoped to reflect the unique conditions of a
neighborhood, including the desires of affected residents and businesses. Each type of
technique requires careful consideration of its benefits and drawbacks, to ensure greatest
effectiveness.
And, of course, availabiliry of financiai resources wi11 determine the degree and speed at
which traffic calming techniques can be applied throughout the city. •
The array of techniques illustrated on pages 36-41 is not intended to be exclusive. It
reflects those thoroughly assessed in a 1994 report of the Institute of Transportation
Engineers, North Central Section. The City should certainly ezplore whatever traffic
ca4ming devices might apply. The School Safety Program, recently amended by the
Council to the 7ransportation Pfan, referenced some additional techniques. These will be
incorporated into the final draft of the P4an.
Comprehensive Plan Issues.
Attached is a question-and-answer sheet which describes:
1. The general requirements of Minnesota law regarding Saint Paul's comprehensive
plan.
2. Specific requirements the updated pfan must meet.
3. The approval role the Metropolitan Council has in Saint Paul's plan.
4. What is required by the end of 1998.
5. The approach the Saint Paui Planning Commission's is taking to the update task.
6. The relationship between the plan update and the Metropolitan Council's new
regionaf growth strategy.
7. The incentives offered by the Metropolitan Council for meeting the requirements.
There is aiso a diagram of the update process.
Priorities
Council comment included recommended additions to the short narratives that toilow the
listing of Si�nificant� Improve Transit, Enhance Neighborhood Environment, and
Rationally Mana�ement Traffic on City Streets as major priorities of the transportaYion
plan.
�17 -�f� �
Kirby Pitman
November 12, 1997
Page 3
The recommended Plan contains 89 policies, organized to serve objectives within three
broad community strategies. This is intended to provide comprehensive treatment of
surface transportation issues, but does not necessarily convey a sense of priority.
In its averview section, however, the plan highlights six overarching priorities on which to
focus most attention in the coming years. Each of the six priorities is followed by one
paragraph which discusses why the item is a prioriry and lists a few key plan
recommendation3 that support that priority. it was not intended that this section repeat a{{
of the plan policies that support each priority.
The additions suggested to the S�nificantly Improve Transit priority (smaller circulator
buses, reverse commute options, and working with Metro Transit) are indeed found in the
body of the plan.
Under Enhance Neighborhood Environment, there is a suggested addition to consider
vacating unnecessary streets, such as those platted and unpaved or those that create short
blocks, for housing and economic development opportunities. ft seems most appropriate
to consider doing so in reaction to specific proposals, rather than as a broad transportation
pol icy.
There is also a suggestion to create "bump-outs" to improve parking and safety. As noted
above, chokers or bump-outs, are among the array of neighborhood traffic management
techniques at the city's disposal when addressing traffic issues.
Finally, it has been suggested that Telecommunications be added as a major priority, with
a recommendation that communications conduit be installed when streets are open for
reconstruction or utility work. The commentary notes that a"weil-developed
communication system is imperative [for the city� to compete for new businesses", and
goes on to note that "such a system provides opportunities for tele-commuting thereby
reducing traffic and lessening the demand for parking."
The draft plan focuses on transportation (peopie-moving) and does not attempt to address
communications (information-moving�. lt does, however, support telecommuting as one of
the means to reduce the need for trans�ortation capacitv. (Specificaliy in Policies 5, 7 and
9; indirectly — as one of the identified TDM measures — in Policies 8 and 10.)
Other
Under Policy 23, it is suggested that examples of "traffic calming" design optio�s be
included. It will be clearer to the reader that those options are included in the plan, if a
reference to the Traffic Management Techniques illustrative section is included along with
Kirby Pitman
November 12, 1997
Pa�e 4
the text of Policies 22 and 23. This can be added.
�7 -���
It has been suggested that the phrase "The City shal/" rather than "The City should" be
used to characterize a particufar plan policy. The proposed plan uses a standard phrasing
throughout of "The City should ...". At one time, there was concern about the legal
obligation suggested by a"shall" wording; the Councif may wish to seek a legal
interpretation of such phrasing iE it approves changing it.
Attachment
�7 - ��S
Saint Paul City Plan Update for 2000
Questions and Answers About the Requirements and Saint Paul's Approach
What is needed fo meet the
requirements of Minnesota law?
An updated comprehensive plan for the City
must be submitted to the Metropolitan
Council by the end of 1998; thereafter, the
plan must be updated at least every 10 years.
What specific requireme�zts must the
updated pdan meet?
A table attached lists, in the 1eft-hand
column, the specific items that the City's
plan must include. Certain optional items
aze suggested for inclusion and the City may
include chapters addressing other subjects if
it chooses. The Metropolitan Council has
produced a handbook that details their
expectations for each of the required
elements.
What approval role does the
Mefropolitan Council have in,Saint
Paul's plan?
Under the law, the City Council cannot
finally adopt a comprehensive plan for the
city, or any amendment thereto, without the
Metropolitan Council's approval. The
Metropolitan Council is to review the p1an
for
• Conformity with metropolitan
system plans (Aviation, Recreation
Open Space, Transportation, Water
resources)
Consistency with other adopted plans
of the Metropolitan Council; and
Compatibility with plans of other
communities
In these area, the Metropolitan Council can
require changes in the plan before it can be
finally adopted.
What is required by fhe end of I998?
The end of 1998 is the deadline for
submission of the plan to the Metropolitan
Council for ttieir review. At the time of
submission:
• The Piamiing Commission must
have approved the draft plan.
• The City Council must have either
given the plan preliminary approval
or adopted a resolution to submit the
plan for review without pzeliminary
approvai.
• The draft-,-or a draft--must have been
reviewed by adjacent communities.
What is the Saint Paul Planning
Commission's Approach to the update
fask?
Saint Paul has, since before the Metcopolitan
Land Planning Act was originally adopted,
updated its plan incrementally. Each year,
some major area(s) where a need for updated
policy is clear, is addressed with
amendments ar a complete new chapter. As
a result, many of the requirements for the
updated plan aze met with recently
completed chapters, particularly the Parks
and Recreation Chapter a@opted in 1996,
and the Transportation Chapter presently
before the City Council. The right-hand
column o£ the table on requirements
attached notes the intended means for
meeting each of the requirements.
�7-S�Y
e
The Plamiiug Commission is placing most
of its effort in the update on three elements
that will play a central role in defining and
communicating development policy: 1) The
Land Use Chapter is a central component of
the City Plan. An update of flais
fundamental statement of development
policy was planned even before the update
requirement was adopted. 2) In discussions
with the City Council over the past year, as
in other forums, the need for significant
revision o£the Housing Chapter to meet the
realities of a market very different from that
of 1990 when the current chapter was
adopted has been noted. 3) A Summary
Chapter is planned to ensure provision of a
concise overall statement of Saint Paul
development policy.
What is the relationship between the
plan update and Metropolitan Council's
new regional growth strategy?
The Metropolitan Council intends that each
community's plan will identify targets and
means for accommodatang an appropziate
shaze of the region's anticipated growth.
They also expect each community's plan to
respond to other development policies
(transportation, housing, etc.) that will lead
to a more efficient and sustainable
development pattern for the region.
Influence over the local planning process is
a primary aspect of the Metropolitan
Council's p�rowth strategy.
The Metropolitan Council has suggested a
target of 9,000 additional households by
2020 for Saint Pau1 and 9,000 additional
jobs. The opportunity represented by
regional growth, and the portion of that
growth to be accomxnodated in the city, are
significant issues for a revised Saint Paul
Ciry Plan.
What does the Metropolitan Council say
about our incentives to meet the
requiremertts?
"Council gives priority to communities that
are consistent with and support regianal
goals when making decisions about
distribution of regional resources;
communities that do not have adopted
comprehensive plans may be ineligible for
Council incentives or non-competitive.
Council modafies System Plans and
Operations to accommodate comprehensive
plans that are consistent with regional
goals"
A diagram of the update process from the
Metropotitan Council's handbook is
attached.
q7-���
Saint Paul City Plan Update
Requirements and Options for 1998
Required Contents Saint Paul Fulfillment
Land I3se Chapter
a. Exstg & Proposed use of la�d 1. New Land Use Chapter, 1997
b. Protection for Historic Sites
c. Protection for Solar Energy
d. Water management 2. Policy will be surnmarized from plans
of individual wtershed mgt
orgatuzations after they are complete.
e. Housing Policy 3. Revise Housing Chapter
Public Facilities Plan
a. Transportation Plan 4. Adopt new chapter. Minor revisions
later if required by and new land use
chapter
b. Sewer Policy Plan 5. New shozt chapter developed by Public
Works
c. Parks and Open Space Plan 6. New chapter complete and adopted;
minor revisions will be made if
required for consistency with other
chapters
d. Water Supply Plan 7. Requirement met hy Ramsey County
plan already complete.
a7 -�� 8
Implementation 8. Chapter suuuuariziug items below
Official Controls
a. Zoning Ordinance 9. Zoning Ordinance Revision (including
river corridor ordinance)
MNRRA Tier II
SP on the M Development Frmwk
Land Use Plan
b. Private Sewers Controi 10. Revisions if required
c. Subdivision 11. No revision need anticipated
Capital Improvement Prograxn 12. CIP will �eet requirements
Housing Implementation 13. Housing Action plan will meet
requirements
Optional Contents Saint Paul k'ulfillment
a. Redevelopment Area Designation 14. Areas of change/redevelopment
designation under consideration for
land use chapter.
b. Intergovernmental Coordination 15. For further consaderation. New chapter
could address roles for:
Saint Paul Schools
Ramsey County
Sate o£Minnesota
Federal Godt °
c. Economic Development 16. Summary Policy Chapter
o7-�lP�
Notes to Chart
Step 1. Caundl amended the
Regionnl Blueprint to include a_
Regionai Grawth Strategy and revised
its system pians.
Siep 2. Zhe summary information
inclucles policy-based forecasts,
assumptior�s about new policy areas,
changes itt rystem pians and land �
demand
Step 5. After revuing the plan, the
community sends it to adjacent munio-
ipalities and to the Metropotitan
Council for review.
Step 6. Consistency with the
Metropolitan Development Guide
inctudes forecasts and resuitant iand
demnnd, and other Blueprint goats.
Conformity with metro system ptans
includu adequate informarion, sub-
stantiai impact on a system ptan or a
substantictt departure Jrom a system
plan. If a plan u incompaiible with
other jurisdicrions' ptans, the Countil
can mediate differences at parties'
request.
Step 7. Loca1 controls — zoning,
ordinances, capitai improvement pro-
grams — must be consisTent with
compreheruive plans.
Step &. Communities that do n4t iw.ve
adopted comprehensive pians may be
inetigible for Councii incrntives.
7.2
Comprehensive Plan Steps
� 0
Council rev�sed Council sends summary
Metropolitan Deve%pment information to afi local
Guide, govemmental units.
�
Locaf community decides
whether to revise its
iocal comprehensive plan.
�
Local community revises
its comprehensive plan.
0
Local community adopts
plan and puts it into
effect.
�
Councii staff and locat
community nego5ate
forecest and land use
assumptions for the
community.
Council reviews tfie p{an for:
- Consistency with MeMopolita�
Oevelopment Guide
- Conformity with metro system
plans
- Compatibiliry with other
jurisdictions' plans
- Compatibifity with other
state/federal reguiations.
�
Councii gives priority fot
regional resources to
communities that support
regional goals, and revises
system pians as necessary.
May 1997 local Pfanning Nand6oak
°�` � 9 � -8��
ST. PAUL POLICE DEPARTMENT
RESPONSE TO AND ANALYSIS OF
THE ST. PAUL TRANSPOI2TATION POL2CY PLAN
Dated: 10-13-97
Contact Person: Lt. Mike Morehead
St. Paul Police Departmeat
Traffic and Aceident Unit
292-3722
. , . q7-���
Thi"s document is a response to a request from the St. Paul City
Council for information pertaining to enforcement issues associated
with St. Paul's Long Range Transportation Policy Plan.
The SC. Paul Police Department was asked by City Council Research
to review a document titled "St. Paul Transportation Policy Plan".
The plan was developed by the Planning Commission pursuant to a
legislative mandate. The plan has been in development for at least
four years_ During those years no one in the Police Department
recalls anything more than dated requests for casual comments_ The
draft plan, upon receipt in Ju1y 1497, was sent by Chief Finneg to
Lt. Morehead in the Traffic and Accident Unit for review and
comment. °
The Police response was to generally support the goals of the
transportation plan. Some concerns and questions were raised with
a comment that these issues could be address.ed in the future. The
Council response, however, was to ask for more information about
enforcement in general before adopting the plan.
The Transportation Plan offers some explanation for the increase in
traffic congestion on page 4. The Police DeparCment concurs with
this analysis. The attached graph depicts the overall increase in
traffic. Over the last 20 years the miles of streets and alleys in
St. Paul has remained stable or, based on the number of street and
alley vacations seen lately, have actually declined. The net
result is that more vehicles are attempting to travel and park on
a diminishing amount of public thoroughfares.
When discussing the enforcement response one must remember that
enforcement is one part of the overall criminal justice system that
inc7,udes the courts and corrections. The criminal justice system,
over the past 20 years, has had to deal with a near tripling of
homicides, Che influx of major gangs and accompanying drug related
activity. As these non traffic problems were increasing, the
efforts of traffic engineers, vehicle manufacturers, and traffic
safety enforcement programs were paying diviclends in the form of
steadily decreasing accidents, injuries and deaths. See attached
data sheet #2. The rise in crime coupled with a decline in traffic
deaths caused realignment of personnel in most police departments.
In St. Paul the number of persons assigned to the Traffic and
Accident Unit went from 24 in 1980 to 14 in 1997. During those
same years the Homicide and Narcotics Units were expanded and the
Force and Gang Units were created.
Regularly assigned street officers responded to the changing crime
climate by devoting more time to gang and drug problems then to
traffic related problems. This has caused the zelatively small
number of Traffic and Accident personnel to become increasingly
responsible for the majority of the traffic enforcement programs in
the City. Improvements in productivity and efficiency have given
the modern officer the ability to maintain high levels of tra�fic
citations. However, City and County prosecutors, Court personnel
and Sudges, faced wiCh increasing cases and a tendency for
. , ,:
Page 2
increased litigation, are struggling to keep up with their
caseloads.
A close review of the data from sheet #2 shows that fatalities
dropped to single digits throughout much of the 1980's. Since then
fatalities have rebounded solidly into the teens. Demographically,
St. Paul has seen an increase in young children and the elderly.
Both of these groups are prone to higher accident, injury and death
rates. They are clearly represented in the 1990's statistics from
data sheet #2- There is also a belief that the cheapest and
easiest means for reducing accidents and injuries are alzeady in
place. Further reductions will be costlier and more difficult to
implement. Given the overall circumstances, the general belief is
that accidents, injuries, and deaths will continue to creep upwards
for the forseeable £uture and will not return to 1980's levels.
Unless a major outside factor(s) intervenes, such as a major fuel
crisis, there is no indication that drivers, vehicles or miles
driven per year will do anything but increase in the future. This
means that there is a strong likelihood that the system will see a
net increase in numbers of accidents even if the percentage rate of
accidents remains the same or even drops slightly.
ENFORCEMENT CONCERNS
Downtown Parking: During the Winter of 1996/1997 there were
several documented cases of people being overcome by carbon
monoxide while caught in traffic jams inside downtown parking
ramps. Both the inability of the ramps to have adequate staff
to handle outgoing traffic and traffic jams outside the ramps
caused these problems.
The City of St. Paul has little or no control over the freeway
ramp metering systems. When meters were first installed on
freeway entrance ramps adjacent to downtown, traffic started
backing up into the loop areas. The metered entrance ramps
constrict the outbound flow of traffic, trapping it in the
loop. When streets in the loop fill up cars in parking ramps
cannot exit. More loop ramps are projected in the near
future. The new Lawson Building is projected to have a
large parking ramp. Reportedly, the St. Paul Company's are
considering a large downtown ramp. Minnesota Mutual recently
announced plans to acquire the block west of their current
building in order to construct another office tower complete
with ramp parking. The new State Revenue building now under
construction will add to near loop parking as will the new
Science Museum complex.
The Police Traffic Unit is concerned that the addition of
thousands of loop parking ramp spots in the next few years
will create massive evening rush hour traffic jams.
Enforcement efforts will not be able to clear these jams.
�7-8�5
Page 3
1. RESIDSNTIAI� PARKING The St. Paul Police Department currently
deals with residential parking problems using a combination of
regular patrol officers and Parking Enforcement Officers
(PEO's). PEO's are considered civilian employees, but they
have some Cagging authority. The PEO's handle the vast
majority of parking related complaints. The tags they issue,
using highly efficient electronic ticket writers,
generate fine revenue that more than exceeds all costs
associated with the PEO program. In other words, the PEO's
pay for themselves and mak� money for the City.
Approximately 20-25% of all calls received by the St.Paul
Police Department on the day shift are parkingftraffic
related. An estimated 8% of annual ca11s for service to the
Police Department are parking/traffic related. The majority
of parking complaints come from residential areas. The
current PEO staf£ cannot effectively handle this volume of
ca11s. Demand is increasing for their services.
2. A major problem with residential parking involves the cga�an�
number of junk/abandoned cars on the streets. The City has
only limited resources and infrastructures to handle this
growing problem. In the past the City Impound L,ot only filled
up in the Winter in response to snow emergency tows. Now
routine Spring and Fall street sweeping, together with Summer
street sealing operations, keeps the Impound Lot full to the
point where tows must be restricted to emergency cases only on
a frequent basis. In addition to a shortage of storage
capacity, the City cannot hire adequate numbers of towing
contractors to remove cars, especially during the Winter
months.
3. Abandoned or inoperable cars litter the streets and alleys of
St. Paul largely due to oux changing culture. America's
growing affection for all things mechanical has caused people
to fill their yards and garages with everything but the cars
they use on a daily basis. Potential parking spaces in yards
are filled with boats, snowmobiles, ATV's and other
recreational vehicles. The growing street rod/collector car
craze has added thousands of hulks to peoples yards or
garages. A tour of any part of the City will quickly reveal
substantial numbers garages that have not seen a car inside of
them for years. When garages and yards are full people are
forced to rely on the street for the parking of the cars that
they use on a daily basis. As competition for street parking
increases there is increased demand for permit parking andJor
parking restrictions. This results in competition or friction
between various factors as residents vie against businesses
who via against students and others for the few remaining
parking spots. The establishment of each new permit parking
area creates substantial increases in requests for
g�-���
Page 4
enforcement. Current PEO staff are again strained to keep up
with citizen expectations for permit zone parking enforcement.
MAJOR TRAFFIC ROU`PS CONGESTIOI3 The smooth flow of traffic
in and out of tihe City depends on keeping major arterial
streets open to maximum use during rush hour traffic. Here
again, the City has inadequate resources to deal with the
existing problems. A single car left in a rush hour zone can
jam up traffic �or blocks. The City has not followed the
practice, in use in most major cities, of aggressively towing °
rush hour violators. In addition, £ine levels are inadequate
to discourage many parking offenses.
NEIGHBORIi00D TRAFFIC PROBLEMS All levels of government are
increasingly being asked to reduce traffic in neighborhoods,
slow down speeders and force people to stop at stop signs.
Simply put, the steady increase in vehicles over the past two
decades have turned quiet residential streets into busy
thoroughfares. Basketweave stop signs have largely failed to
calm neighborhoods. Current proposals to erect various forms
of barriers in neighborhoods have been tried in some other
cities. Their success at calming neighborhoods has been
questioned. These barriers create problems for street
maintenance and emergency service providers. The City does
not endorse the use of barriers at this time.
TRAFFIC ENFORCEMENT Traffic enforcement has declined.
As automobile use has grown and routine enforcement
capabilities have declined, the likelihood oE being tagged for
speeding or other minor violations has decreased. The
Legislature, in response to growing concerns about traffic
related problems, has steadily increased penalties for a
variety of traffic related offenses. Many traffic offenses
have increased from misdemeanors to gross misdemeanors or
fe7.onies. The enhanced penalties take officers off of the
streets as they book and process hold book cases which in the
past were handled as tag and re].ease cases. The resources of
the prosecutors, the courts and the corrections systems have
been badly strained as they try to keep up with the growth in
not only traffic related csaes, but growth in all other areas
of the criminal justice system. In addition, the legislature
has enacted a law that prohibits 1aw enforcement management
from suggesting or establishing traffic enforcement goals for
patrol officers. Patrol officers in turn are reluctant to
focus on traffic enforcement.
The traditional enforcement methods of using officers to
document traffic violations that result in tags or arrests
is ineffective. Technology is 6eing developed that will allow
cars to interact with roadside equipment to either actively or
g7 -8�8
Page 5
passively control speed andjor movement. This technology will
not be readily available until the Federal Government and
Detroit agree to its use. In the interim, the latest
available proven technology utilizes a combination of cameras,
computers and other technology to electronically capture
traffic violators. It is know by names such as Photo-cop,
Photo-radar, Photo red light and similiar names.
NEW TECHNOI,OGY The technology mentioned above is highly
effective at identifying Craffic of�enders, assessing and
colleating penalties, reducing violations and improving
traffic safety. These systems share the following:
1. High Tech cameras capture a still �r video image of the
offending vehicle and ofterstimes also get an image of the
driver.
2. The vehicle is not stopped at the time of the offense.
InsCead, information from the license plate number
generates a violation letter to the registered owner of
the car.
3. Regardless of who was driving the car, Che registered
owner of the car is responsible for the fines associated
with the violation. Like todays parking tickets.
4. The fines are treated as civil rather than criminal
matters. The� act much like todays parking tickets.
There is no right to a court hearing or trial. Contested
violations are handled by administrative hearing
officers.
5. The systems are high volume and are general7,y limited
' only by the design capacity of the equipment or its
operators. Most systems generate large profits and
pay for themselves in a few years.
6. The systems can be operated by trained technicians who
earn leas than peace officers.
7. Most systems have multiple site capabilities or are
mobile. Once introduced, significant violation reductions
can be achieved simply by posting a notice of the
presence of the enforcement equipment. A typical photo-
red light might have 20 sites but only 5 cameras that are
moved from site to site. Motorists cannot differentiate
between an active and an empty site. Compliance at empty
sites often equals compliance at active sites.
The unique nature of the system generally requires new
legislation on a State or Provincial level_
�7-���
Page 6
The above mentioned technology will improve traffic safety.
This technology is, however, controversial. Citizens objec�
to being monitored by cameras. Problems exist where owners o£
cars demand a means of transferring fines to the actual
drivers_ Opponents view the systems as new money making
schemes for government rather than legitimate traffic
enforcement tools. Law enforcement unions may object to the
systems if they are automated or operated by persons not in
their unions.
TRENDS The following trends exist in relation to traffic in
St. Paul and Minnesota in general:
1. The number of cars per capita, miles driven, and licensed
drivers are all on the increase. Also on the increase
are the number of boats, snowmobiles, ATVs and other
recreational and mechanized vehicles. St. Paul; with a
fixed land area and no growth in streets is finding
itself faced with increasing congestion in all areas.
2. Uninsured vehicles are on the rise. The last official
State survey was conducted a decade ago. It £ound that
about 10% of cars in Minnesota did not have insurance.
Todays estimates of the number of uninsured vehicles
range £rom 20� to 35%. Many people cannot afford
insurance so they choose to drive without it. These
people generally flee from accident scenes and account
for a substantial number of the hit and run accidents.
As uninsured vehicles increase, H&R accidents also
increase. Organized insurance card forgery is common and
is growing. �
3. ' Unlicensed drivers are increasing. Penalties for traffic
offenses have increased resulting in more drivers losing
their licenses. Urban sprawl and poor mass transit make
the alternatives Co driving unappealing. Most persons
without licenses think little of driving illegally. They
also contribute to an increasing hit & run rate. Forgery
of birth certificates used to obtain false legitimate
drivers ].icenses are on the rise.
4. Auto insurance rates for core cities like St. Paul are
rising steadil�. Man� if not most insurance companies
"red line" insurance by zip code or municipal boundary.
They look at loss rates in these areas and adjust rates
until they make a profit. The higher number of uninsured
cars and unlicensed drivers increases losses in a core
city. Families with teen drivers oftentimes can save
hundreds of dollars in insurance premiums simply by
moving a few miles outside of a core city. Some studies
,
97-�r��
Page 7
suggest, however, that accident rates for urbanites
versus suburbanites don't vary greatly. These studies
suggest that urbanites are being unfairly assessed for
higher rates. Unless this issue is resolved, insurance
rates will continue to either be higher or will climb in
core cities, making life in these cities less desirable.
5_ Orphaned cars are increasing. The current motor vehicle
transfer laws make it easy for people to hide ownership
in a car. They simply never transfer the title. They do
so because they have no drivers license, have no
insurance, both, they aren't old enough to own a car,
they intend to use the car for other illegal purposes or
they haven`t finished paying sotttsone informal monthly
payments, a form of poor mans lien_ Determining true
ownership and responsibility for these cars is a growing
problem for police departments everywhere.
6. Court cases are increasing. Because penalties are higher
and insurance rates are increasing, more people are
willing to contest traffic tags. This is tying up too
much of the criminal justice system time and personnel.
7. Fines are too low. St. Paul and Minnesota are not
keeping pace with some of the surrounding state and local
jurisdictions. When parking fines are cheaper than
parking ramp fees, parking violations will be common.
8. Cars are urban litter. Increasingly people simply
abandon cars. The City must tow these cars away and the
City cannot meet the current demand.
The City Council requested information about the highesr accident
intersections in the City. Traffic Engineering complied the
requested information and it is attached as an addendum.
RECOMMENDATSONS
Transporation problems in St.Paul are approaching crisis levels.
The Transportaion Policy Plan generally supports mass transit and
other forms of alternate transportation. The Police Department
wholeheartedly supports these concepts. In order to encourage
people to use mass transit, improve transportation and increase the
qualiCy of life in the City the Police Department offers the
following recommendations:
�7 -���
Page 8
l. Place a moratorium on additional permit parking. The permit
parking process needs to be restudied. Permit parking creates
significant work for PEOs, generates little income, and may
not always be in the best long term interests of the City,
2. E�and the Impound Lot. The Impound Lot is operated as an
enterprise fund and makes money_ Properly planned, it can
finance its own expansion while paying its own way or even
making a profit. It needs to be expanded to a single site of
at least 20 acres. The current use of two or three sites is
costly and cumbersome_ Concerns raised about the loss of
taxes on a twenty acre site should be balanced against the
devaluation of large portions of the City due to tens of
thousands of junk cars on the streets and in yards.
3. Increase the number of PEOs. PEOs are cheaper than sworn
officers, generate income sufficient to pay their overall
costs, and perform a valuable service. Essentially, they
solve problems for either no cost or at a slight profit to the
City.
4. Support State legislation that will allow implimentation of
new enforcement technology such as photo-radar, photo-cop,
photo-redlight. This teahnology will significantly enhance
traffic enforcement and improve traffic safety at either no
cost or a profit to local government. An association of city
managers is currently reviewing this technology with a view
towards asking the legislature to authorize it this
legislative session. At the same time, Minnesota Statute
169.985, which places a prohibiCion on establishing tagging
quotas, needs to be repealed.
a
5. Improve the technology in the Police Traffic and Accident Unit
and the Traffic Engineering Department. The current hardware
and software does not allow information shaxing, creating
labor intensive data entry of needed information.
6. Expand the use of electronic ticket writers by the Police
Department. This technology makes the officers and the entire
system much more e££ective. Ramsey County might share the
cost if savings are significant.
7. Support State legislation designed to decrease the number of
uninsured vehicles in the State. Finding a means to put
insurance information on line 24 hours per day would greatly
improve insurance compliance. Funding a study to determine
the validity o£ "red lining" might lead to a ban on such
practices. Insurance rates for core city dwellers might
decrease, making city life more appealing.
g 7-��g
Page 9
8. Support State legislation designed to toughen motor vehicle
transfer laws. Revoke the local auto dealer licenses of any
dealer which uses illegal "poor mans liens" to hide a sale of
a vehicle_
9. Night ban as much of the City as can reasonabl� be night
banned at this time_ Set a goal of eventually night banning
as much of the City as possible. Night banning will free up
streets for traffic, force people to deal with their
vehicles on their own property, slow or stop the growth of °
vehicles in the City, improve snowplowing and street
maintenance, reduce accident rates and generally improve the
quality of life.
10. Create an Ad Hoc committee to review all ordinances pertaining
to parking and zoning as it relates to parking. Require and
enforce rules that manda�e the development of year round
usable off street parking. Make the process of developing off
street parking cheap and simple.
11. Pave unimproved alleys and develop the means to assure that
they are plowed in the wintertime.
12. Increase selected fines. Create red curb rush hour tow away
zones in the downtown loop and selected arterial streets.
13. Require bump-ins on new buildings downtown and on bus routes.
14. Acid two officers to the Traffic and Accident Unit and one
attorney to the City Attorney`s Office. These officers
generally write enough tags to pay for their salaries and
perl�aps some of an attorney's salary.
�-S1�u�ui•_r;i��l
Traditional means of traffic enforcement have not kept pace with
the growth in traffic and traffic related problems. Many drivers
routinely violate traffic laws with little likelyhood of serious
consequences. Given the circumstances, there is little chance that
people will be attracted to the desired mass transit ideas
discussed in the Saint Paul Transportation Policy Plan. The
maintenance of any decent qualit� of life in the City will require
immediate actions to stem the growth of traffic and vehicles in the
City. The above anal�sis and recommendations should be studied
further in a larger forum in the not too distant future.
.. _ _ _ ::�.� . •°'.. . . ;� .. . -
� . �_ .
� �'� ��`�'�"'� se�
1996 CI7Y WID£ ACCFDEN7S - TOP�U INTEFSECTIONS 112/31l9b:
SYt`Ol'L
�RKWRIGSiT
I35E '
SNELLING
SNELLING
M!A RYLAN D
T�IRRYLAN D
��lNCORO I A
��NCOROIA
L�XINGSON
t�AMLTNE
PR8 NN EttASiA
-C�ALE
�E2CAOE
�CSLLOGG
�£XINGTON
�RANO
ARCADE
�IEYElANO
f2ICE
UNIVERSTTY
7
�IiVN �
PASCAI,
OLOHUOSOK
F7ARYLAND
A58URY
GRANO
7
HAZELW000
3
FAIRVIEW
SNELIING
SELHY
7
MCKNIGH7
AtBERT
SUBURBAN
foREST
SYNDIGATE
7
GRAND
flAIE
7
P�ATO
ADA
6
MAAY4ANp
ENERGYGARK
EDGERTON
�ONCORDTA
7
Cross 5LrQ�t
-------------.._.
MARYLAND -
MARYLAND
S3ANTHONY
UNIVERSITY
PAYN£
RICE
$NELLING
LEXING70N
UNTVERSI7Y
UNIVERSITY
�WtiTl'EBEAR
UNIVERSITY
MARYLANO
R08ERT .
STAN1'HONY
�EXINGTQN
MTNNEHAHA
FORO
uNIYER52TY
WESTERN
DAVERN
FORO
UNIVERSI7Y
WHI7EBEAR
WHI7EBEAR
UNIYERSITY
SNELIING
KEI.�OGG
MARYLANO
MOUNDS
GRAND
SPRUCETREE
SNELLING
tAPAYETTE
OLOHUD50N
UNIVERSFTY
WHI7E8EAR
'MARYIAND
UNIVERSITY
ARCAOE
NAMtINE
STANTHONY
CHESTNUT
ROe ER7
CONCQRD
MOUNDS
WESTMIhSTER
SNELLIT1Ca
MARYLANO ,
DA�E
WAI.L
t996
A�cident Rate
Accidents (YQar to Oeee)
65 ----r
63 4.90
56 2.53
53 2.42.
_ 52 5.12
k9 4.52
44 t.96
d3 3.2$.
b3 2.d8
43 3,54
41 ' 4,32
38 2,40
36 2.97
35 ' 2.54
3C _ 2.96
34 3.18
33 4.50 _
33 2.96
32 2.48
32 2.00 '
30 3.36
3o a.32
29 2.85
28 3.44
29 3.20
28 3.30
27 1.T7
2T 1.72
27 8.68
27 2.66
26 3.30
26 1.71
26 1,48
25 1.63
25 3.46
25 2.25
25 2.50
25 2,95
24 2.5t
24 3.00
24 3.47
23 . 1.31
23 2.56
23 2.10
22 5.�6
22 2.56
22 2.65
22 6.61
22 2.35
22 2.17
22 ' 2.37
..�...
�7-���
- 1995
Aacident
Rate
4.87
4.14
2.79
2.37
d.71
5.06
2.49
4.5�
2.01
3.36
4.52
2.64
3.24
1.65
3.97
2.80
4.63
1.96
2.01
1.3T
3.58
2.93
3,13
2.SA �
3.30
5.88
1.30
1.97
B.95
2.16
3.17
1.78
0.91
}.30
2.07
1.11
3.6fl
3.OT
z.ps
3.24
1.4d
1.20
2.56
2.D9
1.84
2.OS
2.16'
8.D8
2.2Q
2.1T
1.51
e
�
Minnesota: 1962 ta 1994
Motor Vehicles & Licensed Drivers (in Millions}
Number
4
3
�
1
�
<�o c``�o c�o c�c� ° ti r � n�- ° oa �`�m
a� rn w o� rn rn rn rn rn rn rn rn
r r r r r r r r r r r r
Year
Motor Vehicles Licensed Drivers
m � 0 m rn
rn rn rn rn rn
r r r r r
�7 -�bS
Number
50
m
30
T
10
U
{�linnesota: 19f2 to 1994
Vehicte Mites Trave(ec� (in Bit(ions}
�-
N c9 (O t0 O N '�t �D � O N d' CO � O N '�t'
co co cfl cfl n r- ti r- r�. co co m co co rn rn rn
rn rn rn rn rn rn rn w rn rn rn rn rn rn rn rn rn
T T T T Y" T Y T T T T T T f T T T
Year
. _
�7
Minnesota: 197� to 1994
DVtft Arrests
(Vumber
50,000
�� ���
30,000
20,000
11�P
�j'�
Year
r N M d' LC) CO 1`� C9 6> O�- CV C� 'd' � Cfl f� W� O r fV M'd'
I�- I`� i`� S`� I`+ (`� t`� P�- !`�- CO CO N CO CO W CO CO CO CO � O� ���
6� 6� 6� ���� Q� �� 6� O'i ��� 6� 6� 6� 6� � 6? 6� 6� �
T T T T T T T T T T T T T T l"' T T T T T T T T T
.
�7-868
t�tinnesota: � 962 to 1994
Fatal Crashes and People Killed
Number
1,200
0
1,000
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" . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . _ . . . . . . . . . .
" .................... ............. .................... ..................................................................................... .............................................................
� � � � � � � � � � � � � � � � �
� � � � � � � � � � � � � � � � �
T T T T Y T T T T T Y T T T T T T
Year '
Fatal Crashes Feop4e tGlled
. �
q 7-���
Ntinnesota: i 962 to 1994
Total Crashes
Number
140,OQ0
120,000
i 00, 000
:t �t�
.� ��t
�� 11�
20,000
U
� � � � � ti � � � W � � � � � � �
O� 6� � � 6� 07 � O� 6� � 6) O� � Q'! O� O� 07
T T T T Y T T T T T T T T Y T Y T
Year
e
n
YEAR
1968
1969
1970
1971
1972
1973
1974
1975
1976
1977
1978
1974
1980
1981
1982
1983
1984
1985
1986
1987
1988
1989
1990
� -�� ��' � �� � z,
TRAFFIC ACCIDENT STATISTICS, 1968 - 1990
FATALS I'NJURY ACC. PROP ACC.
14 4,816
74 4,334
�8 4,064
13 ° 3,607 "
13 3,946
10 3,650 _
10 3,618
12 4
8 3,650
11 3,b37
10 3,686
9 3,567
12 3,123
5 2,826
7 2,724
5 2,603
4 2
8 2,958
4 2,829 4,974
4 2,934 5,139
3 2,766 4,891
g 2 g�j 5,180
4 2,795 4,808
�'7
TOTAI
7,803
8,073
7,657
8,151
7,603
0
a
,'
� �
r • '
�-_�a,�,j�� � 5 c.��- � �.
,� _ ,
TRAPFIC ACCIDENT STATISTI.CS. 1991 — 1995
YEAR FATALS IN�TURY ACC.
1991 14 1,949
1992 8 2,641
1993 7 2,893
1994 . 14 2,673 —
1995 �S ------
t°�4 � ti2'
iqn� 5 xx .
* SourCe: T&A IInit statistics
X% n Qe �
'{G UF ��' f' `�!
PROP ACC.
5,58"9
5,589
4,814
5.065
TOTAL
7,552
8,238
7,714
7,752
S,.yp�
`1,��3
-�;i-�� xx .
CITY OF SAINT PAUL
Norne Coleman, Ma}�or
Date: November 19, 1997
From: Mike Klassen �
DEPARTMENT OF PUBLIC WORKS �� r J �
StacyM. Becker, Di�ector �dL�
Thomas I. Eggwn, Ciry Engineer
` Y
A1 Shetka. Traf�ic Engineer
80Q Ciry Ha!lArtnez {612) 266-6200
Saim Paid, MN 55102 FAX (612) 298-4559
Re: Transportation Policy/Plan Bike Questions
Listed beiow is my best estimate of bike trail / bike lane mile in the City.
Location
Mississippi River Bivd.
Summit Ave.
Crosby / Hidden Falis Parks
Shepard Rd.
I-35E Parkway Trai1
Liiydale / Harriet Isiand
Wabasha St.
Warner Rd.
Fish Hatchery Trail
Point Douglas Rd.
Battie Creek Trail
Lower Afton Rd.
McKnight Rd.
Mounds Bivd.
Phalen Creek Trail (oid Surlington Northern R/V+1}
Johnson Pkwy.
Phalen Park
Wheelock Pkwy.
Larpenteur
Como Park
Como Ave.
Prosperity Ave.
Gateway Trail - Arlington to Cauga (State}
TOTAL
Cost to complete ihe Grand Round System:
Responsive Services • Qua[iry Faci[ities
��
Mi{es
5.50
4.50
4.80
3.50
2.30
2.80
.90
1.30
1.30
.50
1.75
2.00
4.30
1.50
2.80
2.50
8.30
4.00 signed - 1.00 striped
2.30
1.75
.10
.10
2.00
60.80 Miles
Approx. $750,000. fior about 11 miles
• Ernployee Pride
_.� - - _. ...�._ _.._.� . - -- __. �.=-
� ' � � q� �BcG�
DEPART1�tE;�T O�' TI2ANSPORTATION
STATE AID FOR LOCAL TRA;VSPORTATION DIVISION
STATE AID OPERATIONS RULES
CHAPTER 8820
Extraded from Minnesota Rules 1995, including
amendments adopted through November 6, 1995
� 4
Printed: April, 1996
Text Provided By:
The O[Rce of Revisor of Statutes
7th Floor, State O�ce Suifding, St. Paut, MN 55155
Distributed By:
Minnes�ota Department of TransportaUon
Division of State Aid for Local Tnnsportation
MS 500, Room 420 Transportation BuBdin�
395 John Irel�nd Bou►evard
Saint Paui, MN 55155
Phoae:612-296-3011
TO OBTAIN A COPY, CALL OR SSOF AT:
THE MINNESOTA BOOKSTORE
1 17 Universiry Ave (Ford S)dg)
St Paul, MN 55155
Mecro: 612-247-3000, M!i To11 Free: 1-800-657-3757
COST 55.95---Specify Code No. 3-29
CHAPTER 8820
IIEPARTMENT OF TRANSPORTATION
DIVISION OF STATE AID FOR LOCAL TRANSPORTATION
STATE-AID OPERATIONS
Q�-8��
$$20.0100 DEFINITIONS.
Subpart 1. Scope. For purposes of this chapCer the following terms have
the meanings given them in this part.
Subp. la. ADT. "ADT" means average daily traffic, which is computed by
dividing the total number of vehicles traveling over a segment of roadway in
one year divided by 365.
Subp. 2. Advance. "Advance" means the authori2ed expenditure of local
funds or state-aid funds from another account, in lieu of state-aid funds from
a specified account, by a county or urban municipality for use on an approved
state-aid project. By agreement with the commissioner, the advanced funds
will be repaid to the county or urban municipality from future county or
municipal state-aid allotments or from future county or municipal turnback
funds.
Subp. 2a. Agency agreement. "Agepcy agreement^ means an agreement between
a city, county, or other governmental unit and the commissioner by which the
ciCy, county, oz other governmental unit may appoint the commissioner as the
agent, with respect to federally funded projects, to accept and receive
federal funds made available for projects and to let contracts in accordance
with law for the construction or improvement of 1oca1 streets or roads or
other conetruction projects. Subp.2b. Aanumbarad, subpart 2d
Subp. 2c. Bridga. ^Bridge" has the meaning given it in part 8810.8000,
subpart 2.
Subp. 2d. City. "City" means a statutory or home rule charter city.
Subp. 3. City enginaer. "City engineer" means a registered engineer
employed as the city engineer or the director of public works, city engineer
of each urban municipality.
Subp. 3a. City of th� first claea. "City of the first class�� has the
meaninq given it in Minnesota Statutes, section 410.01.
Subp. 3b. City streata. "City streets" are those streets under the
jurisdiction of an urban municipality, and do not include county highways or
trunk highways within the urban municipality.
Subp. 4. Commisaioner. "Commissioner�� means the commissioner of the
Minnesota Department of Transportation, or a designated representative.
Su}�p. 4a. Rapealed, 20 SR 1Q41
Subp. 5. County highway enginaer. "County highway engineer" means a
registered engineer employed as the county highway engineer, county engineer,
or the director of public works, county engineer of each county.
Subp. 6. County-municipal account. "County-municipal account" means a
separate record of that portion of the counCy state-aid highway funds
allocated for expenditure on county state-aid highways within cities having
less than 5,000 population.
Page 1
.`A'S _
R
Subp. 7. Disaeter account. '�Disaster account" means an accour.t provided
by law for use in aiding a county or urban municipality that has suffered a
serious damage to its county state-aid highway system or municipal state-aid
st:eec system from fire, flood, tornado, or other uncontrollable forces of
such oroportion that the cost of repairs �o that county state-aid highway
system or municipal state-aid street system is beyond the normal resources of
the county or urban municipality.
Subp. 8. Disaeter board. "Disaster board" means a board, appointed in
accordance with 1aw, to investigate and report its findings and
recommendations to the commissioner as to a county's or urban municipal,ity's
claim of a disasGer or unforeseen event affecting its county state-aid highway
or municipal state-aid street system and resulting in a financial hardship.
Subp. 9. Repealad, 20 SR 1041
Subp. 9a. Dietrict atate-aid engineer. ��District state-aid engineer"
means a registered engineer employed as the district state-aid engineer of the
Minnesota Department oP Transportation, or a designated representative.
Subp. 9b. Force account agreement. "Force account agreement" means an
agreement between the Minnesota Department of Transportation and an urban
municipality oz county for the urban�municipality or county to do state-aid
funded construction projects with loca2 forces, and for the urban municipality
or county to be reimbursed, based on agreed unit prices.
Subp, 10. Functional claeeification plan. ��FUnctional.classification
plan^ means a plan by which highways and streets are grouped into classes
according to the character of service they are intended to provide.
Subp, 10a. Loca2 forc�e. ^LOCal forces" means railroad forces when
working on a railroad crossing, utility forces when conducting utility work
eligible under a force account agreement, the employees of a local unit of
government, or contract forces for contracts not advertised for bids in
accordance with Minnesota Statutes, section 471.345, needed to perform a
specific project for reasons of e�cpertise or necessary expediency.
Subp. I1. Local highway or atr��t d�partmant. "LOCal highway or street
department�� means the highway or appropriate department of each county and
each urban municipaliGy. Subp. 12. Local road rasoarch board. "LOCal road
research board" means a board appointed in accordance with parG BB20.3200 to
recommend specific research projecCS to the commissioner.
Subp. I2a. Natura2 praeazvation routa. '�Natural preservation route" means
an existing or proposed roadway that has been designated as a natural
pzeservation route by the commissioner upon petition by a county board and
that possesses sensitive or unique scenic, environmental, pastoral, or
historical characteristics. E�camples may include, but are not limited to,
roads along lakes, rivers, wetlands, or floodplains or through fozests or
hi11y, rocky, or bluff terrain. Subp. 13. Na�da report. "Needs report"
means a report of the estimated construction cost required to improve a
state-aid system to standards adequate for fuCUre traffic on a uniform basis.
Subp. 13a. Project davolopmant costo. ^Project development costs" are any
costa (1) incurred before a contract is awarded and (2) attrikautable to the
development of a project on a designated state-aid route. These costs
include, but are not limited to, costs for pzeparation of environmental
documentation, special studies or reports, historical or archaeoZogical
reviews, project design, costs of obtaining permits, and public involvement,
but does not include costs for acquiring right-of-way.
Page 2
� 1 i
Subp. 14. Screening board. ��Screening board" means the county screening
board or municipal screening committee appointed in accordance with law and
authorized to recommend to the commissioner the size and money needs for each
of their state-aid systems.
Subp. 14a. Special reaurfncing project. "Special resurfacing project"
means a bicuminous or concrece resurfacing or concrete joint reoair project
that has been funded at leasc partially with money from the county or
municipal state-aid account, and for which a needs adjvstment bas been made.
Subp. 15. State-aid engineer. "State-aid engineer" means a registered
engineer employed as the state-aid engineer of the Minnesota Department of
Transportation, or a designated representative.
Subp. 15a. Repealed, 20 5R 1041
Subp. i5b. Town allotment. "Town allotment" means the county
apportionment of county state-aid highway funds for use in constructing and
maintaining town roads.
Subp. 16. Town bridge account. "Town bridge account" means the
apportionment o£ county state-aid turnback funds for use in the construction
or reconstruction of bridges on town roade.
Subp. 17. Town bridge need. "TOwn bridge need" means the estimated
construction cost required to improve or replace a town bridge to con£orm to
standards adequate for future traffic on a uniform basis.
Subp. l�a. Renumbered, eubpart 17c .
Subp. 17b. Town road. "TOwn road" means a road that is maintained by a
`own or any other local unit of government acting as a town and open to the
raveling public a minimum of eight monChs of the year as certified by the
county highway enqineer.
Subp. 17c. Town road account. "TOwn road account" means the apportionment
of county state-aid turnback funds for use in Che construction,
reconstruction, or gravel maintenance of town roads.
Subp. 18. Ranumbersd, subpart 15b
Subp. 19. Rapealad, 20 SR 1041
Subp. 20. Turnback account. "Turnback account" means the account provided
by law for payment to the county or urban municipality for the approved repair
and restoration or reconstruction and improvement of those former trunk
highways that have reverted to county or urban municipal jurisdiction and have
become part of the state-aid system.
Subp. 21. Urban municipality. "Urban municipality" means a city having
5,000 or more population, determined in accordance with the provisions of 1aw.
Subp. 22. variance co�ittae. "Variance committee" means a committee
appointed in accordance with part 6820.3900 to investigate and make
recommendations to the commissioner on requests for variances from this
chapter.
STAT AUTFI: MS s 161.082; 161.083; 162.02; 162.021; 162.09; 162.155; Laws
1983 c 17
HIST: H SR 2146; 15 SR 2596; 18 SR 32; 20 SR 1041
8820.0300 Repealed by amandmeat, 8 SR 2146
Page 3
��, --.. • - „
>
8820 0400 LOCAL ur[��Ay t�m '�RE T D R'ITF
Each county and each urban municipality shall establish and maintain a
highway or street department. These departments must be adequately organized,
staffed, and equipped to administer for the county or urban municipality
matters re2ating to the operations of the state-aid program and to exercise
a11 func�ions inciHental thereto, in accordance with law. Preparation of
plans and specifications and supervision of construction and maintenance must
be under the control and direction of a professional engineer, regis�ered in
the state of Minnesota and employed or retained for that purpose.
STAT AUTH: MS s 261.082; 161.083; 162.02; 162.09; 162.155; Laws 1983 c 17
HIST: 8 SR 2146
8820 0500 SELECTTnN AND DE r NA Tnu nu STATF nrn SYCTFAfc
The state-aid highways and streets designated to form the basis for a
long-range improvement program must be so selected as to £orm an integrated
network of highways and streets in accordance with parts 8820.0600 to
8820.0800.
STAT AUTH: MS s 161.082; 161.083; 162.02; 162.09; 262,155; Laws 1983 c I7
HIST: 8 SR 2146
8820 0600 SEI FnTIOh OF ROII'�'F�
Final selection of routes to be included in the respective county state-aid
and municipal state-aid systems are subject to the approval of the
commissioner. These routes may be established on new locations where no
exieting roadway exists or may be located upon or over an established roadway
or specified portion of a roadway. The highway and street systems to be
selected and designated in accordance with law are:
A, a county state-aid highway system of a size determined by the county
screeninq board, excluding the lengCh of former tzunk highways that have
reverted to the county pursuant to law on and after Suly 1, 1965, and the
length of former municipal state-aid streets in cities whose population fe11
below 5,000 under the 1980 or 1990 federal census; and
B, a municipal state-aid street system not exceeding 20 percent of the
total 2ength of city streets and county roads within the jurisdiction of an
urban municipa2ity plus the length of all trunk highways reverted or turned
back to the jurisdiction of the urban municipality pursuant to law on and
after July 1, 1965, plus the length of county highways reverted or turned back
to the juzisdiction of the urban municipality pursuant to law on or after May
11, 1994.
For an undivided, one-way street with a minimum width of 7.8 meters and
with no parking lane or with a maximum width of 14.7 meters with parking
available on one side of the street, the chargeable length a2lowed for
municipal state-aid street length purposes is one-half of the 2ength of the
one-way street.
STAT AUTH: MS s i61.0H2; 161.083; 162.02; 162.09; 162,155; Laws 1983 c 17
HIST: B SR 2146; 15 SR 2596; 20 SR 1041
Page 4
���:.�____ '
a�-���
&820.�7�� SELECTION CRITERZA.
Suboart 1. Basis. A state-aid :oute must be selecced on che hasis of all
criteria in eitlxer sw'�par� 2 or 3.
Subo. 2. County etate-aid highway. A county state-aid highway may be
selecte3 if it:
A. is projected to carry a relatively heavier traffic volume or is
functionally classified as collector or arterial as idencified on the county's
funccional classi:ication p1an;
B. connects toc.ms, communities, shipping points, and markets wi[hin a
county or in adjacent counties; provides access to rural churches, schools,
community meeting ha11s, industrial areas, state institutions, and
recreational areas; or, serves as a principal rural mail route and school 6us
zoute; and �
C. provides an integrated and coordinated highway system affording,
within practical limits, a state-aid highway network consistent with projected
traffic demands,
Subp. 3. Municipal atate-aid atreet. A municipal state-aid street may be
selected if it:
A, is projected to carry a relatively heavier traffic volume or is
functionally classified as collector or arterial as identified on the urban
municipality�s functional classification Qlan;
H. connects the points of major traffic interest, garks, parkways, or
recreational areas within an urban municipality; and
C. provides an integrated street system affording, within practical
limits, a state-aid street network consistent with projected traffic demands.
STAT AUTH: MS s 161.082; 161.083; 162.02; 162.09; 162.155; Laws 1983 c 17
HIST: 8 SR 2146; 15 SR 2596; 20 SR 1041
8820 OSOQ ROU'�'E DESIGNATTONG
Subpart 1. Resolution and certification. With regard to route
designations, county state-aid highways and municipal state-aid streets must
be selected by the respective boards of county commissioners or governing
bodies of urban municipalities. The highway or street selections must be
reviewed by the district state-aid engineer of that area and the engineer�s
recommendation must be filed with the commissioner. Upon preliminary approval
of the commissioner, the respective boards or governing bodies shall establish
the route by designation. After receipt of each board action, the
commissioner shall approve all or part of the highway or street designations
that comply wiCh the criteria set out in this chapter. The commissioner sha11
certify to the respective boards of county commissioners or governing bodies
of urban municipalities the approved portion of the highway or stzeet
designation. Highways or streets so approved become a part of the county
state-aid highway system or the municipal state-aid street system, subject to
additions or revisions as may be, from time to time, requesCed and approved.
Subp. la. Routa ravisione. Route revisions must be completed in
accordance with subpart 1, except that revisions may be made on the basis of a
construction plan without action of the respective governing body if the
designated route is relocated and the function of the designated route aC the
revious location is transferred to the new Location.
Page 5
.,.�. . _
Subp. 2. Turnback deeignationa. With regard to turnback designations,
prior to release of a former trunk highway to �he jurisdiction of a county or
urban municipality, the commissioner shall notify the 6oard of county
commissioners or the governing body of the urban municipality through its
county hignway or city engineer, which portions of the turnback are eligible
for designation as part of its state-aid system and whicri portzons are
eligible for restoration or reconstruction and improvement with turnback
funds. Upon a request for the designation of eligible portions of the
turnback from the board of county commissioners or the governing body of the
urban municipality, the rommissioner shall issue the official order for
designation and notify the county or municipal screening board of this action.
Subp. 3. Payback on revoked atate-Aid routea. I£ a 1oca1 unit of
government revokes a sCate-aid route for which state-aid construction money
has been spent, the district state-aid engineer shall determine the remaining
life of the project and compute the value of the items that were financed wiGh
state-aid money. This computed value must be subtracted from the next
state-aid contract let by the local unit of government. For this
determination, (1) the life of a construction project is z5 years, (2) the
life of a bzidge project is 35 years, and (3} the life of a surfacing praject
is ten years. Payback is not required if the state-aid construction was a
special resurfacing project.
STAT AUTH: MS s,161.082; 161.083; 162.02; 162.09; 162.155; Laws 1983 c 17
HIST: 8 SR 2146; 15 SR 2596; 20 SR 1041
8820.0900 Repaalad by am�ndmant, 8 9R Z146
8820. 3000 MONRY •.DG A�'� A PORTTON'•i N'^ DSTE �rr p,Trnf
SuFspart i. Construction cost astimatas. To provide data to implement the
formulas for sta�e-aid apportionment, each county highway engineer and city
engineer shall prepare cost estimates of construction required to improve the
county state-aid or municipal state-aid system to approved standards.
subp. 2. incidentel costa. in addition to the direct construction or
maintenance costs permitted under law, the cost of the following incidental
items is eligible for inclusion in the total estimate of needs:
A. righC-of-way;
B. automatic traffic control signals;
C. Iighting of roadways and bridges within approved standards; and
D. drainage costs.
Subp. 3. R�paal�d, 20 SR 1041
STAT AUTH: MS s 161.082; 161.083; 162.02; 162.09; 162.155; Laws 1983 c 17
HIST: 8 SR 2146; 15 SR 2596; 20 SR 1041
Subpart 1. Aanual reyorta. A detailed report of the length of the
state-aid systems and cost estimates must be tabulated and referred to the
respective screening boards appointed pursuant to law. These boards shall
investigate and review the length of the systems, cost estimates, and the
reports of those expenditures 2isted under deductible items, and shall, on or
before November 1 of each year, submit their findings and recommendations in
writing to the commissioner as to the length of the systems and adjusted money
needs £or each oE the governmental subdivisions represenied by the respective
Page 6
q� ��1��
boards.
SuHn. 2. Repealed by amendment, 8 SR 2146
STAT AUT:-I: MS s 161.082; 161.083; 162.02; 162.�9; 162.155; La-.rs 1983 c 17
:iiST: 8 SR 2146; 20 SR 1041
8820 1200 COMPILATION AND NOTICE OF APPORTIONMENT
Subpart 1. Compilation of data by co�ieaioner. The commissioner shall
determine the apportionment percentage due each county and urban municipality
in accordance wich the formulas established by law.
Subp. la. State-aid apportionmante. State-aid apportionments must be made
from the county state-aid highway fund and the municipal state-aid street fund
as provided by law.
Subp. 2. Notice of annual apportionment. Not later than Sanuary 25 of
each year, the commissioner shall certify the annual apportionment to each
respective county or urban municipality.
STAT AUTH: MS s 161,082; 161.083; 162.02; 162.09; 162.155; Laws 1983 c 17
HIST: 8 SR 2146; 20 SR 1041
8820.1300 Repealed by amendment, 8 SR 2146
882�.1400 MAINTENANCE. CONSTRUCTIQN. AND TURNBACR ACCOUNPS:
STATE-AID PAYMEIQTS.
Subpart 1. County maintenance apportionmente. As soon as the annual
county and urban municipal state-aid allotments have been determined, the
commissioner shall apportion and set aside the following amounts:
A. a0 percent of the regular county state-aid allotment for the general
maintenance of county state-aid highways;
B. 40 percent of the county-municipal account allotment for maintaining
the covnCy state-aid highways within municipalities of less than 5,000
population.
Subp. 2. Raviaiona of county maintananca apportionmants. The commissiOner
may, upon recommendation of the screening board or upon receipt of a
resolution from a county board and for good cause ahown, increase or decrease
the proportion to be used for maintenance under either subpart 1, item A or H.
Subp. 3. IIrban maintanance apgortionmant account. Twenty-five percent of
the total allocation, if requested by the urban municipality before December
16 preceding the annual allocation, or $1,000 per kilometer of improved
municipal state-aid streets, is the minimum allotment for the general
maintenance of the approved state-aid system. The commissioner may modify any
allotments to the urban maintenance account to finance the amount needed to
pay the interest due on municipal state-aid bonds and to accommodate the
screening board resolutions pertaining to trunk highway turnback maintenance
allowances.
Those municipalities desiring to receive an amount greater than the
established minimum, not to exceed 35 percent of the
total allocation, shall file a request with the commissioner before December
16 preceding the annual allocation and sha11 agree to file a detailed annual .
maintenance expenditure report at the end of the year.
Subp. 4. Rapealad by ameadmant, 8 SR 2146
Page 7
Subp. aa. Construction apportionmenta. The construction portion of the
annual allocation �o each county and urban municipality must be credited to
the respective accounts and retained by the commissioner for payment on
approved projects.
Subp. 4b. Town bridge account. The town bridge account portion of the
annual allocatzon of the county state-aid turnback accoun[ must be credited to
each respective county and retained by the commissioner for payment on
approved pro7ects.
Subp. 4c. To�.m road account. The town road account portion of the annual
allocation of the county state-aid turnback account must be set aside and
credited to each
respective county_
Subp, 4d. State-a3d paymante. Annual apportionments to the respective
counties and urban municipalities musc be released in the manner provided in
subparts 5 to 8 and parts 8820.1500 to 8820.2400.
Subp. 5. Paymeni echedula. At the earliest practical date, after the
allotments have been determined, the commissioner shall release the following
amounts to the respective counties and urban municipalities:
A. One hundred percent of the town road account.
B. Maintenance funds: �
(1) Fifty percent of the maintenance allotment from the regular account
of each county.
(2) Fifty percent of the maintenance allotment from the municipal
account of each county.
(3) Fifty percent of the maintenance allotment to each urban
municipality.
Subp. 6. Additional advanc�e. On or about July 1 of each year, the
commissioner shall release an additional advance from the respective
maintenance accounts 2isted above, in an amount not to exceed a0 percent of
the total maintenance allocations, except that the entire remaining amount may
be released to those urban municipalities receiving the minimum maintenance
allocahion specified in subpart 3.
Subp. 7. R�maining maint�nanco funde. The remaining main[enance funds
will be released to the counties and urban municipalities upon receipt of
their report of actual maintenance expenditures.
Subp. 8. IInobligated maintonanc� account balaac�. An unobligated balance
remaining in the sGate-aid maintenance account to the credik of a county or
urban municipality, after final settlement has been made for the annual
maintenance expenditures, must be automatically transferred to the
construction account of that county or urban municipality.
STAT AUTFi: MS s 161.082; 161.083; 162.02; 162.09; 162.155; Laws 1983 c 17
HIST: 8 SR 2146; 15 SR 2596; 20 SR 1041
8820 7500 CONSTRIICTTOxT FUIv*DS
Subpart i. Rap�aled by am�ndmant, 8 SR 2146
Subp. 2. Stat�-aid contracte. Upon receipt of an abstract of bids and a
certification as to the execution of a contract that includes a requirement
for bond, the commissioner shall promptly release from the funds available to
the county or urban municipality up to 95 percent of the state-aid portfan of
the contract. The commissioner shall keep the remaining percentage of the
state-aid share of the contract, provided funds are available, until the
Page 8
��-��a
project is 95 perceat or more completed as substanciated ar.d -equest<_d by the
county or city engineer, or until the final cost is determined and tne project
acceoted by che district state-aid engineer.
Subo. 3. Federal-aid contracts. Under authoricy of an agency agreement
with the governing body of a county or urban municipality and acti.^.g as its
agent in federal-aid opera[ions, the commissioner shall release from available
state-aid funds 95 percent of the county's or urban municipality's share of
che entire contract obligation for immediate transfer to the state-aid agency
account, co be used in paying the county's or urban municipality's eligible
share of the partial estimates and for advancing the federal share of those
escimate payments. The commissioner shall keep the remaining percencage of
che contract cost of the pro}ect until the final cost is determined and che
project accepted by the district staCe-aid engineer. When other than
state-aid funds are to be used for depositing in the state-aid agency account,
100 percent of the local governmental share of the contract amounts must be
deposited in the state-aid agency account before the contract is awarded.
Subp. 4. Force acoount ngreemente. Upon receipt of an approved force
account agreement and a report of state-aid concract, the commissioner shall
promptly release from funds available for these approved projects 95 percent
of the agreement amounc. The commissioner shall keep the remaining percentaqe
of the agreement amount until the project is 45 percent or more completed as
substantiated and requested by the county or city engineer, or until the final
cost is determined and the project accepted by the district state-aid
engineer.
Subp. 5. Payment limitationa. Approval of state-aid projects by the
commissioner does not imply that state-aid payments will be made in excess of
the construction funds available from current staCe-aid allotments. A county
or urban municipality having depleted its currently available funds during the
calendar year will not be eligible for reimbursement £rom future allotments
unless a request for an advance has been approved or a project is completed in
a subsequent year and funds are available.
Subp. 6. $ngin�aring coate. Requests for reimbursement of project
development costs may be submitted at any time after rhe costs have been
incurred. The commissioner, upon receipt of this request supplemented by
documentation as may be requested, shall authorize the reimbursemen[ for
actual documented project development costs. Requests for reimbursement must
be processed at least semiannually, except that payments requested with the
report of state-aid contract, report of final estimate, force account partial
payments, or force account final payments must be made at the time the reports
are processed.
Requests for payment of actual construction engineering costs must be
documenCed and submitted along with the final estimate report. The
commissioner, upon receipt of this request, shall authorize a construction
engineering payment. -
The sum of the project development and construction engineering charges
must be limited to 25 gercent of the eligible construction costs. Limitations
£or project development costs paid before a cantraC�.`is awarded must be based
upon the engineer's estimate of the eligible construction costs.
Subp. 7. Right-of-way. State-aid payments for right-of-way costs on
approved projects must be limited to 95 percent of the approved claim until
the acquisition of right-of-way required for the project is actually completed
Page 9
and the final costs established.
9ubp. 8. Advance £rom county funde. When �he commissioner approves a
request from the coun�y board for constructing an aporoved county state-aid
pro�ect reguiring county state-aid highway funds in excess of the county's
available balance, then, subject to limits of the law, the county may make
advances from any state-aid or 1oca1 funds avai2able to the county for the
conscruction of tha� project. The request for an advance must be in the form
of a resolution. advances repaid from the turnback accoun[ musC be processed
according Co part 8B20.2900, subpart 4. The commissioner shall repay the
advanced funds out of subsequent county construction account apportionments or
turnback account apportionments in accordance with the terms and conditions
specified in the approved request,
Subp. 4. Advance from county atate-aid highway fund. When the
commissioner approves a request from the county board for constructing an
approved county state-aid project zequiring county state-aid highway funds in
excess of the county's available balance, then, subjec[ to limits of the 1aw,
the county may request to advance funds from the county state-aid highway
fund. The request for an advance must be in the form of a resolution. The
commissioner shall restore the county state-aid fund out of subsequent county
construction account apportionments or turnback account apportionments in
accordance with the terms and conditions specified in the approved request.
The county screening board shall recommend to the commissioner procedures
for prioritizing requests for advance funding and a minimum balance for the
county state-aid highway account, below which no further advances may be
granted.
Subp. 9a, Advanc• from town bridg� account. when the commissioner
approves a request from the governing body of a county for the replacement or
reconstruction of a town bridge requiring funds in excess of the county's
available town bridge account, and thesa excess costs are initially paid for
from other sources, then the commissioner shall reimburse those locally
financed expenditures out of subsequent apportionments to the town bridge
account in accordance with the terms and conditions specified in the approved
request. The total of these advances to be reicabursed from the town bridge
account must not exceed 40 pezcent of the last town bridge apportionment.
Advances musC be repaid in accordance with the texms of the approved request
from money accruing to the respective town bridge accounts. The request for
advance encumbrance must be submitted with the report of state-aid contract.
5ubp. 10. Advanc• from urbaa municipal funde. When the commissioner
approves a request from the governing body of an eligible urban municipality
for constructing an approved municipal state-aid street project requiring
funds in excess of the urban municipa2ity's available baZance, then, subject
to limits of trie law, the urban municipality may make advances from any
state-aid or local funds available to the urban municipality for the
construction of that project. The request for an advance must be in the form
of a resolution. Advances repaid from the turnback account must be processed
according to part 8820,2900, subpart 4. The commissioner shall repay the
advanced funds out of subsequent urban municipal construction account
apportionments or turnback account apportionments in accordance with the terms
and conditions specified in the approved request.
Subp. 10a. Renumbered, aubpart 9a
Page 10
Subp. 105. Advance from municipal atate-aid etreet fund. when the
commissioner approves a request from th_ governing body o: aa eligible urban
municipality for construccing an apnroved municipal sta[e-aid nroject
requiring municipal state-aid street funds in excess of the urban
municioality's available balance, then, subject to limits of che law, the
urbaa munici�alicy may requesc to advance f��ds from the municipal state-aid
screet '_uad. The request for an advance must be in the form of a resolution.
The commissioner shall restore the municipal state-aid streec fund out of
subsequent urban municipal construction account apportionments or turnback
account apportionments in accordance with the terms and conditions specified
in Che approved request. The amount of the advance must not exceed $SOo,�Q�
or the last year's apportionmenc whichever is greater, except that in no case
may the advance exceed three times the last year's apportionment. The
municipal screening board shall recommend to the commissioner procedures for
prioritizing requests for advance funding and a minimum balance for the
municipal state-aid street account, below which no further advances may be
granted.
Subp. 11. County or municipal bond account. With regard to a county or
municipal bond account, a county or urban municipalicy that resolves to issue
bonds payable from the appropriate state-aid fund in accordance with 1aw for
the purpose of establishing, locating, relocating, conetructing,
reconstructinq, or improving state-aid streets or highways under its
jurisdiction shall certify to the commissioner within 30 days following
issuance of the bond, the amount of the total obligaeion and the amount of
principal and interest that wi11 be required annually to liquidate the bonded
debt. The commissioner sha11 set up a bond account, iCemizing the total
amount of principal and interest involved �zd shall annually certify to the
commiseioner of finance the amount needed _:om the appropriate state-aid
construction fund to pay the principal due on the obligation, and the amount
needed from the appropriate atate-aid maintenance fund to pay the cuzrent
interest. Proceeds from bond sales are to be expended only on approved
state-aid projects and for items determined to be eligible for state-aid
reimbursement. A county or urban municipality which intends to expend bond
funds on a specific state-aid project shall notify the commissioner of this
intent without delay upon awarding a contract or executing a force accounC
agreement. Upon completion of each such project, a statement of final
construction costs must be furnished to the commiesioner by the county or the
urban municipality.
Subg. 12. Divnicipal state-aid fundar county or trunk highway projacts.
The governing body of an urban municipality desiring to use a portion of its
state-aid funds for :mprov�nents within its boundaries on a state trunk
highway or county scate-aid highway, must have the plans approved by the
state-aid engineet before the contract is awazded for these purposes. The
extent of state-aid participat:.on mu�*_ be determined on the same basis as a
regular municipal state-aid highway project, including engineering and
right-of-way ceats. - �
STAT At7TH: M:? s 161.08�; 1e1.083; 162.02; 162.09; 162.155; Laws 1983 C 17
HIST: 8 SR 2146; �5 SR 259u; 20 SR 1041
Page 11
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8820 i600 ��JAL TATEMENTa
Within 30 days after the close of each year, the commissioner sha11 submit
to each county or urban municipa2ity annual statements as to the status of its
respective state-aid accounts.
STAT AUTH: MS s 262.082; 261.OB3; 262.02; 162.09; 162.155; Laws 1983 c 17
HZST: 8 SR 2146; 20 SR 1041
8820 7 700 OTHER ALr'T'HORTZ D PAYMEtQ'*'4
Certain specific allotments or transfers of state-aid funds have been
authorized by 1aw. These will be processed as provided in parts 8820.1800 to
8820.2400.
STAT AUTH: MS s 161.082; 161.083; 162.02; 262.09; 162.155; Laws I9B3 c I7
HIST: 8 SR 2146
9820 1800 TRANSgERS FOR IinRnggrn Q�rTIONS OR OTH R r nrar TTQF
Subgart 1. Rardehip, When the county board or governing body of an urban
municipaliGy desires to use a part of its state-aid allocation off an approved
state-aid system, it sha11 certify to the commissioner that it is e�cperiencing
a hardship condition in regard to financing its local roads or streets while
holding its current road and bridge levy or budget equal to or greater than
the Ievy or budget for previous years. Approval may be granted only if the
county board or governing body of an urban municipality demonstrates to the
commissioner that the request is made for good cause. Zf the requested
transfer is approved, the commissioner, without requiring progress reports and
within 30 days, shall authorize either immediate payment of aC least 50
percent of the total amount authorized, with the balance to be paid within 90
days, or schedule immediate payment of the entire amount authorized on
de[ermining that sufficient funds are available.
Subp. 2. Othar local ue�. when the county board or governing body of an
urban municipality desiras to use a part of its state-aid allocation on local
roads or streets not on an approved state-aid system, it shall certify to the
commissioner that its state-aid routes are improved to state-aid standards or
are in an adequate condition that does not have needs other than additiona2
surfacing or shouldering needs identified in its respective state-aid needs
report.
A cons[ruction plan for a 2oca1 road or street not on an approved state-aid
system and not designed to state-aid standards must not be given final
approval by the State Aid for Local Transportation Division unless the plan is
accompanied by a resolution from the respective couney board or urban
municipality that indemnifies, saves, and holds hanalens the state of
Minnesota and its agents and employees from clains, demaiiris, actions, or
causes of action arising out of or by reason o� a matter related to
constructing the local road or atreet as desi9ned. The reso2ution must be
approved by the respective county board or urban municipality and agree to
defend at the sole cost of the county or urba�. municipality aziy claim arising
as a result of constructing the local road or sLreet_
Payment for the project must be made in accordance wit4 part 8820.1500,
subparts 1 to 5. ,
STAT AUTH; MS s 261.082; 162.OB3; 162.02; 162.09; 162.155; Laws 1983 c 17
HIST: 8 SR 2146; 25 SR 2596
Page 12
q�-��a
8820.1900 TOWN ALLOTMENT$.
The commissioner shall au[horize pa}m.�ent of the amount requesced for
distribution by the councy for constructing town roads:
A. uoon receipt of a certified copy of a county board resolution
allocating a specific amount of the county state-aid construction funds for
aid to the county's towns;
B. uoon showing compliance with the 1aw governing these allocations; and
C. upon forwarding the resolution co the commissioner on or before the
second 'S�esday in Sanuary o£ each year.
STAT AUTH: MS 5 161.082; 161.083; 162.02; 162.09; 162.155; Laws 1963 c 17
HZST: 8 SR 2146; 15 SR 2596
8820 2000 CONSTRUCTI23G SELECTED STATE PI�RIC PROTFCTS
For constructing selected state park projects and as provided by law, a
portion of the coun[y state-aid highway funds must be set aside and used for
constructing, reconstructing, and improving councy state-aid highways, county
roads, city streets, and town roads providing acce5s to outdoor recreation
units as defined in Minnesota Statutes, section 86A.04. These funds set aside
must be spent for this purpose only on a request from the commissioner of
natural resources. Projects selected on county state-aid highways or
municipal state-aid streets must be approved by the commissioner of
transportation in accordance with the procedure established for other
state-aid operations, and muat also receive the approval of the appropriate
ecreening board.
STAT AUTH: MS s 161.082; 161.083; 162.02; 162.09; 162.155; Laws 1983 c 17
HIST: 8 SR 2146; 15 SR 2596; 20 SR 1041
$820.2100 DISASTER ACCOUNT.
A disaster appropriation approved by the commissioner for a county or urban
municipality in accordance with law, must be promptly paid to the county or
urban municipality for which the appropriation was authorized. The funds so
allotted and paid to the county or urban municipality may only be spent for
the purpose for which they were authorized, and within a reasonable time
specified by the commissioner. Immediately upon completion of the work for
whicri the disaeter payment was made or the expiration of the time specified
for doing the work, whichever occurs first, the county or urban municipality
shall file a report certifying the extent of the authorized work completed and
showing the total expenditure made. If the total disaster allotment was not
required or used for the purpose specified or if Eederal disaster aid is later
received, the remainder and an amount equal to the federal aid received must
be promptly reimbursed to the commissioner for redeposit in the county
state-aid highway £und or the municipal state-aid sCreet fund, as the case may
be, and apportioned by law. Damage estimates sutmitted by a county or urban
municipaliCy must exceed ten percent of the current annual state-aid allotment
to the county or urban municipality before the commiseioner sha11 authorize
the disaster board to inspect the disaster area. The disaster board shall
consider the availability of any available federal disaster relie£ funds
before making its recommendation.
STAT ALITH: MS s 161.082; 161.083; 162.02; 162.09; 162.155; Laws 1983 c 17
HIST: 8 SR 2146; 15 SR 2596; 20 SR 1041
Page 13
-�--- - ' - � - - . . - ,
$820.2200 R. FARrH ACCOUNT
County and municipal state-aid funds that may be annually allocated to the
research account must be used solely for those research projects recommended
by the local road research board and approved by the commissioner,
STAT AUTH: MS 5 161.082; 161.083; 162.02; 162.09; 162.155; LdwS 1983 c 17
FIIST: 8 SR 2146; 20 SR 1041
$820 2�00 TURNRACK TOWN BRIDGE IL*� TOWN RO A O y
Subpart 1. County and municipal turnback accounta. A percentage of the
net highway user tax distribution fund has been set aside by 1aw and
apportioned to separate accounLS in the county state-aid highway fund and the
municipal state-aid street fund, and respectively identified as the county
turnback account and the municipal turnback account.
Subp, la. Town bridge account. Further, a percentage of the county
turnback account has been set aside and must be used for replacement or
reconstruction of town bridges pursuant to the Iaw. This latter account is
known as the town bridge account.
Subp. ib. Town road account. Further, a percentage o£ the county turnback
account must be apportioned to the counties for the construction, �
reconstruction, and maintenance of town roads, This account is known as the
town road account.
Subp. 2. Town bridgo fund allocation. The funds set aside for town
bridges must be allocated to the eligible counties on the basis of town bridge
needs.
Subp. 2a. Town road account allocation. The amounts to be distributed to
the counties from the town road account must be determined according to the
formula prescribed by Minnesota StaCutes, section 162.081, subdivisions 2 and
4.
A. The funds apportioned Go a county from the town road account must be
distributed to the treasurer of each eligible town within 30 days of the
receipt of the funds by the county treasurer, according to a distzibution
formula adopted by the county board. The county board must consider each
town's levy for road and bridge purposes, its population, length of town
roads, and other factors considered advisable Co the interest of achieving
equity among the towns. The county treasurer is trie treasurer for eligible
unorganized towns.
B. Zf a county board does not adopt a distribution formuia, the funds
must be distributed to the town according to subitems (1) to (a}.
(i) The county auditor shall certify to the commissioner the name of
each town that has levied 0.04835 percent of taxable market value of the town
for road and bridge purposes in the year preceding the allocation year.
(2) 'i'he county auditor shall certify to the commissioner the name of
each unorganized town in which the county has levied O.Oa835 percent of
taxable market value of the unorganized town for town road and bridge purposes
in the year preceding the allocation year.
(3) FiEty percent of the funds apportioned to a county must be
distributed to an eligible town based upon the percentage that ita population
bears to the total population oP the eligible towns in the county.
(1) Fifty percent of the funds apportioned to a county must be
distributed to eligible towns based upon the percentage of the length of town
roads of each town to the Lotal length of town roads of eligible towns in the
Page 14
. .
��;:>.. .
cowzty.
Subp. 3. Surplus turnback funde. At any [ime the commissior.=_r determines
that either the county or municipal turnback accounts, notwithstanding the
town bridge accounts or che town road accounts, has accumulated a surplus not
r.eeded for curnback purposes, the commissioner sha11 properly notify the
commissicner of finance requesting the cransfer of the surplus to the
respective county state-aid highway fund or municipal state-aid street fund
for apportionment as provided by 1aw.
Subp. a. Repealed by amendment, 8 SR 2146
Subp. 5. Repealed by amendment, 8 SR 2146
Subp. 6. Release af turnback account Eunde. Upon receipt of an abstract
of bids and a certification as to the execution of a contracc and bond on an
eligible project, the commissioner shall release to a county or urban
municipality from turnback account funds up to 95 percent of the turnback
share of the contract. The commissioner shall keep the remaining percentage
of the turnback share of the concract until the final cost is de[ermined and
the project accepted by the district state-aid engineer.
On force account agreements, partial estimates must be accepted on turnback
projects approved for construction by local forces, using the agreed unit
prices for determining the value of the completed work.
The commissioner sha11 release from the respective turnback account 95
percent of trie value as reported by partial estimates on an eligible turnback
project.
Requests for reimbursement of preliminary and construction engineering
costs on an eligible turnback project must be submitted and payment must be
authorized in accordance with part 8820.1500, subpart 6.
Subp. 7. Releaee of town bridqa acaount funde. Upon receipt of an
absCract of bids and a certification as to the execution of a contract and
bond on an eligible project, the commissioner shall release to a county, from
town bridge account funds, up to 95 percenC of the town bridge account share
of the contract. The commissioner shall keep the remaining five percent until
the final cost is determined and the project is accepted by the district
state-aid engineer.
STAT AUTA: MS a 161.082; 161.083; 162.02; 162.�9; 162.155; Laws 19Et3 c 17
HIST: 8 SR 2146; 15 SR 2596; 17 SR 1279; 20 SR 1041
8824 2400 TRANSFER OF ACCUMIILATED COUNPY-MUNICIPAL ACCOUNT Fi�3
�Q COUNTY REGULAR ACCOUNT FUND.
Upon receipt of a certified copy of a county board resolution requesting
the transfer of part or a11 of the total accumulated amount in the county
municipal account fund, to the county regular account fund, the commissioner
shall transfer the funds, provided the county submits a written request to the
commissioner and holds a public hearing within 30 days of the request to
receive and consider objections by the governing body of a city within the
county, having a population of less tYian 5,000, and:
A. no written objection is filed with the commissioner within 14 days of
that hearing; or
B. within 14 days of the public hearing held by Che county, a city
having a population of less than 5,000 files a written objection with the
commissioner identifying a specific county state-aid highway within the city
which is requested for improvement and the commissioner investigates the
Page 15
.�� _ �
�wa�r�^ ' '... _ ' , _.'_'._""'.' .. ___` __"_ "' ' _ _ ' ' ' -'.'-
nature o£ the requested improvement and finds:
(1) the identified highway is not deficient in meeting minimum
state-aid street standards;
(2) the county has shown evidence that the identified highway has been
programmed for construc[ion in the county's five-year capital impzovement
budget in a manner consistent with the county�s transportation plan; or
(3) there are conditions created by or within the city beyond the
control of tne county that prohibit programming or reconstruction of the
identified highway.
STAT AUTH: MS s 162.082; 161.083; 162.02; 262.09; 162.155; Laws 1983 c 17
HIST: 8 SR 2146; 15 SR 2596
8820 2500 MINZMUM STATE-nTn cmnunnana,
Subpart 1. Applicability of etandarde. The standards in this part apply
to all new construction, reconstruction, rehabilitation, or resurfacing
projects approved by the state-aid engineer on and after the effective date of
this subpart, except as noted or otherwise provided for in law.
Subp. la. Geometric deaign aLandarde. The standards in part 8820.9920
apply to rural design undivided roadways, new or reconstruction. �
The standards in part 8820.9931 apply to suburban design roadways that meet
indicated conditions, new or reconstruction.
2'he standards in part 8820.9936 apply to ur6an design
roadwaye, new or reconstruction.
The requirements in parts 8820.9926 and 8820.9946 apply to resurfacing
projects.
The vertical clearances for underpasses in part 8820.9956 apply.
The standards in parts 8820.9981 and 8820.9986 apply to designated forest
highways within national forests and state park accesa roads within state
parks and to designated natural preservation routes.
The standards in part 8820.9995 apply to bicyc2e paths.
Subp. 2. Sp�cification�. Specifications for consGruction must be the
2atest approved Minnesota IIepartment of Transportation specifications, except
as modified by special provisions which set forth conditions or requirements
for work or materials not covered by the approved specifications, or which set
forth conditions or requirements to meet exigencies of construction peculiar
to the approved proje�t. � -
Subp. 3. Right-of-way. The minimum widths of right-of-way for state-aid
routes must be at least 18 meters within cities and 20 meters in rural areas,
except that the right-of-way may be less foz routes that are within a city,
that were constructed before the effective date of this subpart, and that can
be reconstructed to new construction standards within the previously existing
right-of-way. Before construction, the governing body shall acquire control
of the additional widths of right-of-way as may be necessaxy ta properly
mainLain the ditch section, drainage structures, and the recovery area.
Permanent easements for highway purposes are considered to be right-of-way for
the purposes of this subpart.
Subp. a. Pazking provieions. The criteria in part 8820.9960 must be used
in establishing diagonal parking. The criteria in parts 8820.9935, 8820.9940,
and 8820.9945 must be used where parallel parking is used.
STAT AUTH: MS s 161.082; 161.083; 162.02; 162.021; 162.09; 162.155; Ldws
1983 c 17 HIST: 8 SR 2146; 15 SR 2596; 18 SR 32; 20 SR 1041
Page 16
;�_..:; _ . _ . - .,.
8820.2600 SPENDING STATE-AID APPROPRIATIONS.
State-aid funds allocted co counties and urban municipalities must be
expended ia accordance with the provisions of parts 8820.2700 to 8820.2900.
STAT AL'L'?:: MS s 161.082; 161.083; 162.02; 162.09; 162.155; Laws 1983 c 17
?iIST: 9 SR 2146
8820 2700 MAINTENANCE REOUIREMENTS
Subpart 1. Standarde. The commissioner shall require a reasonable
standard of maintenance on state-aid routes within the county or ur6an
municipality, consistent with available funds, the existing street or road
condition, and the traffic being served. This maintenance must be considered
to include:
A. the maintenance of road sUrfaces, shoulders, ditches, and slopes and
the cutting o£ brush and weeds affecting Ghe respective state-aid systems;
S. the maintenance and inspection of bridges, culverts, and other
drainage structures pursuant to Minnesota Statutes, section 165.03;
C. the maintenance of regulatory and direction signs, markers, traPfic
control devices, and protective structures in conformance with the curzent
manual on uniform traffic contr�_ devices affecting the respective state-aid
sysCems;
D. the striping of pavements of 6.6 meters or more in width, consistent
with the current manual on uniform traffic control devices, and for which
there are no pending improvements;
E, the exclusion of advertising signs, billbcards, buildings, and other
ptivately owned installations other than utilities of public interest from the
right-of-way of an approved state-aid project; and
F. the installation of route markers on county state-aid highways as
follows:
(1) route markers must be a minimum of 405 millimeters by 405
millimeters square with black letters or numerals on a white background; or
(2) wherever county road authoritiea elect to establish and identify a
special system of important county roads, the route marker must be of a
pentagonal shape and must consist of a reflectorized yellow leqend with county
name, route letter, and number, and a border on a blue background of a size
compatible with other route markers.
Subp. 2. IIneat3efactory maintenance. On determining that the maintenance
of a county or municipal state-aid route is unsatisfactory, the commissioner
shall keep up to ten gercent of the current annual maintenance apportionment
to the responsible county or urban municipality. Funds kept must be held to
the credit of that county or urban municipality until the unsatisfactory
condition has been corrected and a reasonable standard of maintenance is
provided.
Subp. 3, Siennial report. The commissioner's biennial report to the
legislature shall enumerate such funds retained more than 90 days, together
with an explanation for this action.
STAT AUTH: MS s 161.082; 161.083; 162.02; 162.09; 162.155; Laws 1983 c 17
HIST: 8 SR 2146; 15 SR 2596; 20 SR 1041
8820.2800 CONSTRUCTION REOUIREMENTS.
Subpart 1. Sngineer's dutiee. Surveys, preparation of plans and
estimates, and construction inspection for state-aid projects must be
Page 17
,.
performed by or under Che supervision of the county highway or city engineer
in accordance with standards for form and arrangement prescribed by the
commissioner.
SubP• z. Plans and estimatee. Plans and estimates for each state-aid
construction project must be submitted for review. Each plan must show the
subsequent stages reguired for the completion of the improvement, portions of
which may be covered by later contracts or agreements. Only those projects
for which final plans are approved by the state-aid engineer before awarding a
contract or approving a force account agreement are eligible for state-aid
construction funds, except as provided in subpart 8.
Subp. 3. Project identification numbars. Projects must be assigned
state-aid project numbers and must be so identified in records of the
Minnesota Department of Transportation and the local governmental unit.
Subp. 4. Contract inforatation. Upon award of a state-aid contract by a
county or urban municipality, the county highway engineer or city engineer
shall furnish the commissioner with an abstract of bids and a certification as
to the specific contract and bond executed foz the approved canstruction work.
Subp. 5. Forca aceount. A county or urban municipaliCy desiring to use
funds credited to it on a force account basis must have its engineer file a
request with the commissioner for each construction project to be built by the
county or urban municipality at agreed unit prices. The unit prices must be
based upon estimated prices for contract work, less a reasonable percentage to
compensate for move-in, move-out, and contractor's profit. These requests
must contain a complete list of pay items and the unit prices at which it
proposes to do the work. Before approval by the commissioner, the district
state-aid engineer shall file recommendations with the commissioner concerniag
the request and the cost esGimate. Items of work other than those listed as a
pay item or approved by supplemental agreements musG be considered incidental
work not eligible for state-aid payment.
Subp. 6. Proj�ct r�ports. Prior to £inal acceptance of each construction
project by the commissioner, the county highway engineer or the city engineer
shall submit to the commissioner final project records aa the commissioner may
deem necessary or desirable.
Subp. 7. Projact paymanta. On state-aid construction projects payments
will be made in accordance with part 8820.1500, subparts 2 to 5.
Subp. 8, Certifiad acc�ptanc�. The commissioner may establish a certified
accep[ance program and establish qualifications for counties and urban
�.._.. .
municipalities to be eligible for participation in the program. Judgment of
qualifications must be based upon factors such as the existence of a peer
review program, the volume of state-aid contracts, avai2abi2ity of staff, and
completion of appropriate training or demonstration of sufficient competency,
or other similar factors. Certification may be granted in any or all of the
following functional areas: road design, bridge design, traffic signal
design, storm sewer design, right-of-way acguiaition, or construction
inspection and contract administration.
Counties and urban municipalities who request and are qua2ified may enter
into an agreement with the state-aid engineer certifying that they will comply
with all laws and sGate-aid rules and administrative policies in those
functional areas for which they are qualified. Projects certified in
- accordance with the terms o£ the agreement are considered approved for
purposes of suhpart 2 and, when apg2icable, parts 8620.1500, subparts Z(final
Page 18
q1
inspection) aad 12 (cor.struction plans); 8820.3000, subpart 3(bridges); ar.d
8820.3100, subpart 8 (hydraulics).
The certified acceptance agreement must authorize the state-aid engineer to
audit the •.rork performed under the agreement and must contain orovisions for
cancellation of the agreement by the commissioner and for reimbursement of
state-aid funds for cases of repeated noncompliance by the county or urban
municipalicy.
STAT AUTFI: MS s 161.082; 161.083; 162.02; 162.09; 162.155; Laws 1983 C 17
HIST: 8 SR 2146; 15 SR 2596; 20 SR 1041
8820 2900 TURNBACR AND TOWN BRIDGE ACCOL�'�' EXPENDITURES
Subpart 1. Sligibility; former Crunk highwaye. The funds in the county
and municipal turnback accounts must be spent only as payments to a county or
urban municipality for the approved repair and restoration or reconstruction
and improvement of those former trunk highways that have reverted to county or
urban municipal jurisdiction after July 1, 1965, and that are a part of the
county scate-aid highway or municipal state-aid street system.
Approval of plans for the initial construction of a turnback project is
limited to a period of five years £rom the date of reversion. After plan
approval for constructing the initial part of a turnback project, plans for
other portions of the same route must be approved within ten years fzom the
date of reversion to be eligible for turnback funds. Each approved project
must be advanced to construction status within one year after notification to
the county or urban municipality that sufficient funds are available for
conetrucring Che project. Paymenc for repair and restoration or
reconstruction and improvement of a section terminates eligibility for repair
and
restoration or reconstrUCtion and improvement of that section with turnback
funds,
Subp. la. R�paalad, 40 SR 1041
Subp. 2. Rapealad, 20 SR 1041
Subp. 2a. aligibiliCyj town bridgae. A town bridge is eligible for
replacement or reconstruction after the county board reviews the pertinent
data supplied by local citizenry, local unita of government, the regional
development commission, or the metropolitan council, and adopts a formal
resolution identifying the town bridge or bridqea to be replaced or
reconstructed. Payment to the counties is limited to 90 percent, except may
be l00 percent where provided by law, of the cost of the bridge, and must be
made in accordance with part 8820.2300, subparC 7.
Subp. 3. Plan approval and conatruction raquirementa. Plans for county or
municipal state-aid turnback or town bridge projects must be submitted to the
commissioner and be approved before reconstruction or improvement work is
undertaken. State-aid rules consistent with the turnback regulations apply to
projects to be financed from the county or municipal turnback accounts or the
town bridge account.
Subp. 4. ConstrucCion authorization. As soon as the plans for a state-aid
turnback or town bridge project are approved, the county or urban municipality
must be furnished either an authorization to proceed with construction or a
notice that sufficient funds are not available within the applicable turnback
account or town bridge account and that a priority has been established for
the project for construction authorization as soon as funds are available.
Page 19
_ _ - • . -' _
When funds are advanced by the county or urban municipality to construct an
approved pro�ect £or which sufficient funds are not available in the turnback
account or town bridge account, authorization to proceed with construction
will be notification that �he agreement for reimbursement of funds, in
accordance with part 8820.1500, subpart 8, ea, 9, 10, or lOb, has been
approved by the commissioner.
STAT AUTH: MS s 161.082; 161.083; 162.02; 162.09; 162.155; Ldws 1983 C 17
HZST: 8 SR 2146; 15 SR 2596; 20 SR 1041
8820 3000 ADDITIONAr �nrrrunr ON X Z'ATi7TTTTRFS
Subpart 1. Conformity. In addition to those provisions previously
mentioned, expenditures of state-aid funds by a county or urban municipality
must conform to the following rules in subparts 2 to 7.
Suhp. 2. Legal raquiremente. State-aid construction projects must comply
with federal, state, and local laNS, together with ordinances, rules, and
regulations applicable to the work. Responsibility for comp2iance rests
entirely with the local unit of government.
Subp. 3. Bridge plana. Plans for bridge construction or bridge
reconstruction projects must be approved by the bridge engineer of the,
Minnesota Department of Traasportation prior to the approval by the state-aid
engineer.
Subp. 4. Reports and racords. Annual reports, statue maps, and
maintenance and construction reports and records must be filed at the time and
in the form specifically requested by the commissioner or authorized
representatives of the �ommissioner.
Subp, 5. Noncompliano�. The commissioner, upon determination that a
county or urban municipality has failed to comply with the established
state-aid reguirements other than for unsatisfactory maintenance, or has
failed to fulfill an obligation entered into £or the maintenance or
improvement of a portion of a state trunk highway or interstate rouCe, shall
determine the extent of the fai2ure and the amount of the county's or urban
municipality's apportionment that must be retained until a time when suitable
compliance is accomplished or Ghe obligation fulfilled, as the case may be.
The amount withheld must reasonably approximate the extent of the
noncomp2iance or the value of the unfulfilled obligation.
Subp. 6. Defective work. When unsatisfactory conditions are found to
exist on an approved construction project, the district state-aid engineer
may, if necessary, order the suspension of all work affected until the
unsatisfactory condition is satisfactorily corrected. Failure to conform with
the suspension order must be considered willful noncompliance. work or
materials which fai2 to conform to the requirements of the contract or force
account agreement must be considered as defective. Unless the work is
satisfactorily remedied or repaired before final acceptance is requested, the
commissioner shall either withhold funds in accordance with subpart 5, or
sha21 establish the reasonable value of the defective work as the basis for
settlement with the county or urban municipality.
Subp. 7, Sngineeriag aad tachnical assiatsnc�. The coamtissioner may, as
authorized by law, execute agreements with a county or urban municipality or
other governmental unit foz technical assistance from the Department of
Transportation. These services, if furnished, must be paid for by the
governmental subdivision at the rates established by the Department of
Page 20
- _.:�_�"
TTdRSDOLCdCi01.
STAT e+UT?-I: MS s 161.082; 161.083; 162.02; 162.09; 162.155; Laws 1983 c 17
HIST: 8 SR 2i46; 17 SR 1279
8820 3100 GENERAL STATE-AID LIMITATZON5
Subpart i. sxtent of atate aid. The extent of state-aid participation on
special icems is limited as follows in subpar[s
to 10.
Subp. 2. Lighting hazardoue areas. The cost of roadway lighting of
locations at which accidents are likely to occur or are otherwise hazardous is
an eligible expense if that lighting:
A. meecs one or more of the following criteria:
(1) is intended for four or more lanes (complete cost eligible);
(2) is intended for lighting intersections;
(3) is a cost incidental to the necessary revision or relocation o£
existing lighting facilities on reconstruction projects; or
8. is within a city.
For the funding of additional locations, lighting expenses are eligible
only to the extent that the county or urban municipality has furnished traffic
information or other needed data to support its request. Ornamental light
poles will be 100 percent eligible for state-aid funds only if the ornamental
pole is required by an adopted city or county policy. 2n the absence of such
a policy, ornamental poles will be treated as a landscaping item according to
subpart 10.
Subp. 3. Repealed, 20 SR 1041
Subp. 4. Rapealed, 20 SR 1041
Subp. 5. Traffic control signala. The extent of sCaCe-aid participation
in signal installations must be determined by the proportion of Che number of
approachinq routes under the jurisdiction of the county or urban municipality
to the total number of approaching routes involved at each installation. When
at least one approach is eligible for state-aid participation for a county or
urban �nunicipality, then all other approaches under the same jurisdiceion are
also eligible.
Subp. 6. Right-of-way. The cost of lands and properties required foz
right-of-way to accommodate the design width of the street or highway as
governed by the state-aid standards, including necessary width for sidewalks
and bicycle paths, is considered an eligible expense. This cost includes
relocation and moving costs as provided by law and includes damages to other
lands if reasonably justified to the satisfaction of the commissioner. Costs
incurred by the county or urban municipality for title searches and costs
associated with condemnation proceedings are also an eligible expense.
Receipts from the rental or sale of excess properties paid for with state-aid
funds must be placed in the local agency's road and bridge account to be used
on the next state-aid project constructed.
Subp. 7. Rapaalad, �0 SR 1041
Subp. 7a. Bicycle patha. Payment for bicycle paths must be made when
reguested by urban municipalities, but only if the bicycle path is located
within the permanent righC-of-way of a'state-aid eligible route or within an
easement generally parallel with a state-aid route. County state-aid funds
may be spent on bicycle paths as a match to federal-aid funds or on paths thaC
are both a part of an adopted bicycle path plan and are located within the
Page 21
permanent right-of-way of a state-aid route or within an easement gerierally
parallel wi�h a state-aid route. '
Subp. 8. Storm sewers. Plans containing i�ems for storm sewer
construction must be reviewed by the hydraulics engineer for the Minr.esota
Deparcment of Transportation and the engineer�s recommendations obtained
concerning compliance with adopted state-aid storm sewer design requirements
and the proportionate share chargeable to the state-aid system. These
recommendations a2ong with those of the district state-aid engineer must be
considered in determining the maximum state-aid participation in this work.
Subp. 9. Repealed, 20 SR 1041
Subp. 9a. Flexible or rigid pavement. The use of state-aid construction
funds to finance the initial surfacing o£ rural roadways with flexible or
rigid pavement materials is limited to the following costs participation:
Projected ADT (a) Participation
80 and over 100 percent
50 to 79 75 percent
D to 49 (b)
(a) If the next traffic count scheduled by the Minnesota Department of
Transportation shows an increase in traffic, the percentage participation on
an approved project must be adjusted to reflect the revised projected ADT if
the county requests reimbursement at the increased percentage rate. (b)
Payment will be made up to the cost of a standard designed aggrega�e surface.
Subp. i0. Landecaping. The extent of state-aid participation:,lri
landscaping is limited to five percent of the total construction allocation in
any year. Landscaping includes, but is not limited to:
A. items such as trees when exceeding two-to-one replacement, shrubs,
ground covers, and mulch; and
B. retaining walls, fences, and other landscaping appurtenances when
only decorative in function.
The extent of participation also includes excess costs for functional buC
ornamental features such as, but not limited to, ornamenta2 fences and
railings, brick pavers, aesthetic surface treatments, and internally lit
street signs. Excess cost is the cost in excess of a func�ional, standard
item. Seeding, with mulch and fertilizer, and sodding are considered normal
grading items.
STAT AUTH: MS s 161.082; 161.083; 162.02; 162.09; 162.155; Laws 1983 c S7
AIST: 8 SR 2146; 15 SR 2596; 20 SR 1041
9820.3150 L•� sr. RO R. n.urH
WiGhin the law, the respective screening boards shall annually determine
and recommend the amount that the commissioner shall set aside from the county
state-aid highway fund or the municipal state-aid street £und, for the purpose
of local road research. These funds, along with federa2 funds as may be
provided, must be used £or conducting research as provided by law.
STAT AUTH: MS s 161.082; 161,083; 162.02; 162.09; Laws 1963 c 17 AIST: 8
SR 2146
Page 22
q�'���
8820.3200 LOCAL ROAD RESEARCH SOARD.
Subpart 1. Appointment. The commissioner shall appoint a local road
research boazd consisting of the following members:
A. four county highway engineers, only one of whom may be Prom a county
containing a city of the first class;
B. two city engineers, only one of whom may be from a city of the first
class;
C. two Deparcment of Transportation staff engineers;
D. one University of Minnesota representative; and
E. one ex officio secretary, who must be the department's research
coordination engineer.
Subp. 2. Texme. Appointments of county highway and city engineers, except
for unexpired terms, are for three years. The other members sha11 serve at
the will of the commissioner.
Subp. 3. Operating procedure. The board shall initially meec on call from
the commissioner, at which time they shall elect a chair and establish their
own procedure for the selection of research projects to be recommended to the
commissioner. Final determination on research projects must be made by the
commiseioner, and the cost must be paid out of the state-aid research accounts
provided for by law. If the board recommends a project covering research in
methods of and materials for the construction and maintenance of both the
county state-aid highway system and the municipal sta[e-aid street system, the
board shall also recommend to the commiesioner the proportionate share of the
cost of the project to be borne by the respective county state-aid highway
research account and the municipal state-aid street research account, based on
the benefits to be realized by each system from such research project.
STAT AUTH: MS s 161.082; 161.083; 162.02; 162.09; 162.155; Laws 1483 c 17
HIST: 8 SR 2146; 17 SR 1279; 20 SR 1041
8H2Q.3300 VARIANCE.
Subpart i. writt�n raqu�ste. A formal request by a political subdivision
for a variance from this chapter must:
A. be submitted to the commissioner in writing in the form of a
resolution;
B. identify the project by location and termini; and
C. cite the specific part or standard for which the variance is
requested and describe the modification proposed.
Subg. 1a. Additlonal information. Additional information needed:
A. index map;
B. typical section;
(1) inplace section;
(2) proposed section;
C, reasons for the request:
D. the economic, social, safety, and environmental impacts which may
result from the requested variance;
E. effectivenesa of the project in eliminating an existing and projected
deficiency in the transportation system;
F. effect on adjacent lands;
G. number of persons affected; and
Page 23
.
H. safety considerations as they apply to:
(1) pedestrians;
(2) bicyclists;
(3) motoring public; and
(a) fire, police, and emergency units.
Subo. 2. Notice of requeet. The commissioner shall publish notice of
variance request in the State Register and sha11 request comments from
interested parties be directed to the commissioner within 20 calendar days
from date of pub2ication.
Subp. 3. Decision, The commissioner sha11 base the decision on the
criteria in part 8820.3400, subpart 3 and sha11 notify the political
subdivision in writing of the decision. The commissioner may require a
resolution by the recipient of the variance that indemnifies, saves, and holds
harmless the state and its agents and emp2oyees of and from claims, demands,
actions, or causes of action arising out of or by reason of the granting of
the variance. The recipient of the variance shall furthar agree to defend at
its sole cost and expense any action or proceeding begun £or asserting any
claim of whatever character arisinq as a result of the granting of the
variance.
Subp. 4. Conteated caee hsaring. Any variance objected to in writing or
denied by the commissioner is subject to a contested case hearing as required
by 1aw.
STAT AUTH: MS s 161.082; 161.083; 162.02; 162.09; 162.155; Laws 1983 c 17
HIST: 8 SR 2246; 15 SR 2596; 20 SR 1041
$82� 34Q0 A�VTSORY C��TTTFF nN Va�TLNCF�
Subpart 1. Appointmant. The commissioner may appoint a committee to serve
ae required to investigate and deCermine a recommendation for each variance.
No elected or appointed official that represents a political subdivision
requesting a variance may serve on the committee.
5ubp. 2. Mamborehip, The committee shall consist of any five of the
following persons: not more than two county highway engineers, only one of
whom may be £rom a county containing a city of the first class; not more than
two city engineers, only one of whom may be from a city of the first class;
not more than two county officials, only one of whom may be from a county
containing a city of the first class; and not more than two officials of an
urban municipality, only one of whom may be from a city o£ the first class.
The committee must have at least two elected officials as members. The
committee sha11 have at least one member but not more than four members from a
metropolitan area, as defined in Minnesota Statutes, section 473.121,
subdivision 2, as well as cities with a population of over 50,000 according to
the most recent census.
Subp. 3, Op�rating procedure. The committee shall meet on call from the
commissioner at which time they must be instructed as to their
responsibilities by a designee of the commissioner, shall elect a chairperson,
and shall establish their own procedure to investigate Ghe requesGed variance.
The committee shall consider the:
A. economic, social, safety, and environmental impacts which may result
from the requested variance;
B. effectiveness of the project in eliminating an existing and projected
de£iciency in the transportation system;
Page 24
,. . } _
_ -� - . - - - -- -
C. e`.fec*_ on adjacent lands;
�. number of persons affected;
E. ef_°ecc on future maintenance;
F. safety considerations as they aooly to pedestrians, bicyclists,
motorir.g pub?_c, and fire, police, and emezgency units; and
.,. effecc tha� the rule and standards may have in imposing an undue
burdea on a political subdivision.
Subp. -l. Recoa�endation. The commit[ee after considering a11 data
pertinent to the requested variance shall recommend to the commissioner
approval or disapproval of the request.
STAT AUTH: MS s 161.082; 161.083; 162.02; 162.09; 162.155; Laws 1983 c 17
FIIST: 8 SR 2146; 15 SR 2596; 20 SR 1041
882Q 350� B01�R� OR CQMMITTEE MEMBER'S PERSONAL EXPENSES
The commissioner will authorize the payment of necessary personal expenses
in connection with meetings of board and committee members, appointed for
state-aid purposes. These expenses must be reporced on forms furnished by the
commissioner and paid from the state-aid administrative fund.
STAT AUTH: MS s 161.082; 161.083; 162.02; 162.09; 162.155; Laws 1983 c 17
HIST: 8 SR 2146; 17 SR 1279
NATURAL PRESERVATION ROUTES
882� 4004 REQUEST TQ DEGTCNATE NATL�nL• PRESERVATION ROi1'PE
Any person may make a written request to designate a county state-aid
highway as a natural preservation route. The request must be directed to the
county board having jurisdiction over the route. A county board is not
required to propose designation for the entire length of a county state-aid
highway. The county board shall act on the request within 60 days. in order
to designate a county state-aid highway as a natural preservation route, the
commissioner must receive a board resolution from the county having
jurisdiction over the road.
The county board shall use the descrip[ions in part 8820.4010 as a guide
for determining which designation type best fits a particular route. All of
the descriptors may be used in combination. No single descriptor, including
a.DT, may be used to eliminate a route type from consideration.
STAT AUTH: MS s 162.02; 162.021; 162.09 HIST: 18 SR 32
8820 40�0 CHARACTERISTICS OF NATURAL PRESERVATION ROUTE TYPES.
Subpart 1. SalecCion criteria generally. To be considered for designation
as a natural preservation route, a route must be on the county state-aid
highway system. It may be selected if it possesses particular scenic,
environmental, pastoral, or historical characteristics such as, but not
exclusively, routes along lakes, rivers, wetlands, or floodplains or through
forests or hi11y, rocky, or bluff terrain. Subp. 2. zyge Z natural
preeervation route. A type I natural preservation route is besC chaYacterized
as one in which the natural surroundings convey a feeling of intimacy with
nature. This type of route carries local passenger vehicles with occasional
commercial vehicles. This route has very low volumes with leisurely driving
speeds and may be used by pleasure drivers. The roadway alignment follows the
Page 25
terrain, which may be hi11y or curving around lakes and wetlands, and can be
described as Iying lightly on the land. Phere are few repor�ed accidents
related to the geometric design of the roadway or accidents can be minimized
without realignment. The operating speeds are generally 2ower than on regular
county state-aid highway routes.
Subo. 3. lype ZI natural predervation route. A type IZ natural
preservation route creates a feeling similar to the feeling created by a type
I natural preservation route, but the surroundings and vistas may be more
distant from the roadway. It carries local traffic with moderate amounts of
commercial vehicles. This route generally has low volumes but may have
seasonal peaks greater than 300 vehicles per day. Zt has leisurely driving
speeds and may be used by some commuters and pleasure drivers. The roadway
alignment follows the terrain, which may be hi11y or curving around lakes and
wetlands. Some modifications may be made to the land surface. There are few
reported accidents related to the geometric design of the roadway or accidents
can be minimized with mitigation as referred to in part 8820.4060. The
operating speeds may be 2ower than regular county state-aid highway routes.
Subp. 4. lype ZIZ naGural presarvation route. A type IZI natural
preservation route goes through an environment similar to the types I and II
natural preservation routes, but the surroundings and vistas may be more
distant from the roadway. It may function as a minor or major collector and
may be used by general commercial traffic. It generally has volumes less than
750 vehicles per day but may have seasonal peaks. This type of roadway passes
through diverse terrain £eatures and the alignment is consistent with the
traffic mix. Tt may have required some modifications to the land surface.
The safety problems that may exist are related to the traffic volumes and to
the geometric design of the roadway. The problems can be corrected with
mitigation as referzed to in part 8820.4060 or with reconstruction. The
operating speeds may be lower than a comparable county state-aid highway route
that is not on the natural preservation route system.
STAT AUTH: MS s 162.02; 162.021; 162.09
HIST: 18 SR 32
8820.4020 REOUTREMENTS FOR NA � Ai pRRQFRVATTOh ROT'rF DE T hATTOh*
PROPOSALS.
Subpart 1. County board rseolution. The county board shall submit a
formal request to the commissioner in the form of a resoluti.on.
SubP• 2. Requirad information. The request must be accompanied by:
A. an index map that identifies the proposed natural preservation route
by county state-aid highway number and termini;
B. a narrative describing the history of the route, any controversy
surrounding it, the inplace cross section, the particular scenic,
environmental, or historical characteristics considered desirable to preserve,
and which designation category (type 2, II, or III) of natural preservation
route being requested;
C. photographs of the route;
D. a 2isting of parks, rivers, or other designated natural or historical
resource areas that the highway corridor passes through or adjoins and that
are considered desirable to preserve;
E. a description of any safety hazards existing along the route and a
discussion of the accident record over the past five years;
Page 26
.. a trar.sportation plan that considers alternate routes, or traffic
management plan for the ars;a including compatibilicy uith the existir.g roadway
network, as well as the existing and projected ADT;
G. a description of the function of the route includir.g the functional
classification, the type of traffic using the route, and a discussion of
seasoaal variations and crip purposes;
A. a comparison of the current operating speed, the legal speed limit,
and the rationale for the selection of the planned design soeed;
I. a preliminary description of the planned design if construction or
reconstruction is proposed, including a discussion of:
(1) what natural or historical elements might be affected by different
construction alternatives;
(2) which safeGy features might be affected by different construction
alternatives; and
(3) how any changes in the continuity of design will be mitigated;
J. preliminary cost estimates of the various alternatives considered;
K. environmental documentation that may have been completed, including
public notices and public meetings that have occurred;
L. a description of existing and projected land uses, any zoning in
effect, and compatibility with the natural preservation rouce characteristics;
and
M. a description of
equestrians.
STAT AUTH: MS s 162.02;
HIST: 16 SR 32
any provisions to address bicycles, pedestrians, and
162.021; 162.09
88?0 4Q30 NATLTRnL PRESERVATTON ROt�'�'E ADVTSORY COMMITTRE
! Subpart 1. Appointmant and mambarehig. The commissioner shall appoint an
advisory committee for each construction district consisting of seven members:
one member from the department of natural resources, one county highway
engineer, one county commissioner, one representative of a recognized
environmental organization, and three members of the public. The commissioner
shall refer each county board submittal received to the advisory committee for
the construction district in which the county exists. No elected or appointed
official that represents a political subdivision requesting the designation or
any public member residing in that county may serve on the committee.
Subp. 2. OperaGing procedure. The advisory committee shall meet on call
from the commissioner at which time they must be instructed as to their
responsibilities by a designee of the commissioner, shall elect a chair, and
shall establish their own procedures to investigate the designation proposals.
The committee sha11 consider:
a. trie economic, social, safety, and environmental impacts that may
result from the designation or denial of the designation;
B. the magnitude of the ef£ects on ad}acent lands and the value of the
characteristics identified in part 8820.4020, subpart 2;
C. the number of persons, either residents or the traveling public,
affected by designation or denial of designation;
D. the present and future use of adjacent lands;
E. safety considerations as they apply to pedestrians; bicyclists;
motoring public; and fire, police, and emergency units; and
Page 27
��
F. other related issues as may be pertinen� to the roadway that have
been identified from information submitted in part 8820.4020, subpart 2.
Subp. 3. Reco�endation. After considering a11 data pertinent to the
requested designation, the committee sha22 recommend to the commissioner
aoproval or disapproval of the request.
STAT AUTH: MS s 162.02; 162.021; 162,09
HIST: 1B SR 32; 20 SR 2042
8820 4040 DF T NATTON OF NAT �AT PR GFRVAT ON Ro rrF gy
CdMMISSI6NER
Following receipt of the advisory committee recommendation, the
commissioner may designate the roadway as a natural preservation route. The
commissioner shall base the decision on the criteria in part 8820.4030,
subpart 2, and shall notify the political subdivision in writing o£ the
decision. If the request is denied, a written explanation wi11 be included
with this notification.
STAT AUTK: MS s 162.02; 162.021; 162.09
AIST: 18 SR 32
8820 4050 EXTENT OF STATF ATD FOR NA �7�r PR RVATTOZrT RO 7'�'�'
The extent of state aid participation for a construction project must be
determined on the same basis as a regular county state-aid highway project,
except that landscaping items are eligible for up to two percent of the total
construction allocation of the year in which any construction on the natural
preservation route is completed. This amount for landscaping is in addition
to the amount allowed in part 8820.3100, subpart 10.
STAT AqTH: MS s 162.02; 162.021; 162.09
HIST; 18 SR 32; 20 SR 1041
88Z� 4060 GF.OMET'RT�' �maNnnunG AC1R unmrmar ++n*�+ec�o��nmTnw
The standards in parts 8820.9980 and 8820.9986 apply to designated natural
preservation routes. In the case of reconstruction, the designer sha11
preserve, to the greatest extent possible, the existing profile, alignment,
and cross section. In doing so, the designer shall consider Che use of
guardrails, retaining walls, and curb sections to protect natural amenities.
To the extent practical, the designer shall include in the design landscaping,
including native species, curving alignments, variable back slopes, variable
ditch bottoms, limited clearing, and other means available to limit the
impacts on the environment while still addressing public safety.
STAT AUTH: MS s 162.02; 162.021; 162.09
HIST: 18 SR 32; 20 SR 1041
8820 4070 RSCONSTRUCTTON NOmrgTrn�rrON FOR hATLTQai pR SFRVA'�'Tpt
$OIITE•
A county proposing a project that requires removal of the entire surface of
a county state-aid highway that is a natural preservation route shall send to
owners of property abutting the highway a written notice that describes the
project. In addition, the county shall hold a public meeting to discuss
design and construction alternatives. Before project approval, the county
highway engineer shall provide evidence to the state aid engineer that the
Page 28
`�� -��?�b
concerns raised at the public meeting have beea addressed or incornorated into
the project. Spot maintenance projects, such as culvert zeplacements or
subgrade corrections, do not require notice.
STAT AUTH: MS 5 162.02; 162.D21; 162.09
HIST: 18 SR 32; 20 SR 1041
8820 4080 NATURAL PRESERVATION ROUTE SIGNS
Route markers must be posted at public road entry points to and at regular
intervals along natural preservation routes. Signs posted must conform to the
Minnesota Manual on Uniform Traffic Control Devices adopted under Minnesota
Statutes, section 169.06. Properly posted signs are prima facie evidence that
adequate notice o£ a natural preservation route has been given to the motoring
public. Signs must conform to the requirements in part 8820.9990.
STAT AUTH: MS s 162.02; 162.021; 162.09
HIST: 18 SR 32
8a�0 4090 REMOVAL OR DS3TGNATTON OF 23ATURAL PRESERVATZON ROLSTES.
A county board, after notice and a public hearing, may petition the
commissioner to remove the natural preservation route designation if the board
believes the characteristics on which the natural preservaeion route
designation was approved have substantially been loet. The petition foz'
removing the designation must be based on, and the advisory committee shall
consider, such items as loss of aesthetic qualities, changes in land use,
changes in road function, or significant increases in accidents. The
committee shall then make a recommendation to the commissioner. Following
receipt of the advisory committee's recommendation, the commissioner may
remove the natural preservation route designation from the roadway. The
commissioner shall base the decision on the criteria in part
8820.4030, subpart 2, notify the political subdivision in writing of the
decision, and include a written explanation with the notification.
STAT AUTH: MS s 162.02; 162.021; 162.09
HIST: 18 SR 32
8820.9910 Rapaalad, ]0 SR 1041
8820.9911 Rapealad, 15 SR 2596
8820.9912 Repealed, 15 SR 2596
BB20.9913 Ragealad, 15 SR 2596
8820.9914 Rapealad, 15 3R 2596
8820.9915 Repealed, 15 SR 2596
8820.9916 Repealad, 15 SR 2596
8820.9917 Repealed, 15 SR 2596
8820.9918 Repealed, 15 9R 2596
8820.9919 Repealed, 15 SR 2596
Page 29
EXHIBITS, FIGURES, AND TABLES
�
� � • � - - � � �-� � �� ' AP � � � � •
+ •� : •�
Projec[ed Lane Shoulde Inslope Recaver Desi9n Surfecin Structural Bridges to
ADT (6) Hidth r (c) y Speed g Design Remain (f)
Mia[h hrea (e) Strength Width
� Curb-CUrb
meters rise:run (Ian/h) Cmetric tons) (meters)
meters meters
0-49 3.3 0.3 1:3 2 50• Agg. ----- 6.6
100
50-149 3.3 0.9 1:4 3 60- Agg. ----- 6.6
100
(9)
150-399 3.6 1.2 1:4 5 60- Paved 6.4 8.4
�h� 100
400-749 3.6 1.2 1:4 6 60- Paved 8.2 8.4
100
750•1499 3.6 1.8 1:4 8 60- Paved 8.2 8.4
100
1500 and 3.6 2.4 1:4 9 60- Paved 9.1 9.0
Over 100
(a) For rural divided roadways, use the geometric design standards of the
Mn/DOT Road Design Manual, with a minimum 9.1 metzic tons structural de5ign and
minimum 60 kilometers per hour design speed.
(b) Use the existing traffic for highways not on Ghe state-aid or federal-aid
systems.
(c) Applies to slope within recovery area only.
(d) Obstacle-free area (measured from edge of traffic lane).Clilverts with less
than 675 millimeter vertical height allowed without protection in the recovery
area.
Guardrail is required to be installed at alI bridges where the design speed
exceeds 60 kilometers per hour, and either the ADT exceeds 400 or the bridge
width is less than the sum of the lane and shoulder widths.
Mailbox supports must be in accordance with the provisions of chapter 68i8.
(e) Subject to terrain.
(f) Znventory design rating M 13.5 required. Bridges narrower than these
widthis may remain in place provided that the bridge does not qualify for
federal-aid bridge funds.
Page 30
(g) Design speed of 50 kilometers per hour allowed off of the state-aid and
federal-aid systems.
(h) Initial roadbed width must be adequate to provide a finished roadbed width
for 8.2 metric tons design.
Aonroach sideslopes must be 1:4 or flatter when the ADT exceeds 400.
MS 22.5 loading or load and resistance factor design (LRFD) is required for
new bridges. MS �5 loading is required for all rehabilitated bridges. The
curb-to-curb minimum width for new or rehabilitated bridges is the sum of the
lane and shoulder widths plus 1.2 meters.
STAT AUTI-I: MS s 162.02; 162.09
HZST: 20 SR 1041
8820.9925 Repealed, 20 SR 1041
8fl2� 9926 GEQMETRIC DESIGN STANDARD5• RURAL UNDIVIDED•
$$SURFACINC.
Subpart 1. Minimum reaurfacing etandarda.
Prese�t A0T Proposed Struc2urat Pavement tlidth Shoutder - Design Speed
Oesign Strength Shoulder Yidth
(metrie tons) (meters) (meters) (kmlh)
Under 100 6.4 6.6 7.8 50
100 • 749 6.4 6.6 7.8 60
750 • 999 6.4 6.6 9.� 6�
1000 and 6.4 7.2 9.0 60
�ver
Widths of bridges to remain in place must equal roadway pavement
width.
Bridges narrower than these widths may remain
in place provided that the bridge does not qualify for federal-aid bridge funds.
M 13.5 loading is required. Any highway that was previously built to
state-aid or state standards or is a trunk highway turnback but does not meet
current standards for vertical or horizontal alignment, may be resurfaced and may
retain the existing vertical and horizontal alignment where safety considerations
do not warrant impiovements.
Subp. 2. Salectad improvemeata. Selected improvements that widen the
embankment or a1Cer the alignment or inslopes may be included in a resurfacing
project if the improvement does not require additional right-of-way or the
construction limits do not extend beyond the existing ditch bottoms, and the
improvement does not remove more than 20 percent of the length of the existing
bituminous or concrete surfacing over the length of the project.
Selected improvements must improve roadway design elements where accidents or
other safety problems can be documented, or where benefits are clearly supported
by an economic analysis. written justification for these selected improvements
must be submitted to the state-aid engineer for concurrence before the plan is
approved. The state-aid engineer's concurrence must be based on the applicable
Page 31
criteria of part 8820.3300, subparts 1 and la, Resur£acing projects may include
spot subgrade corrections over a sma21 percentage of the project length without
written justification.
In addition to the standards in subpart 1, the inslopes must be 1:3 or flatter
and must be free of obstacles to at least three meters from the e3ge of the
driving lane or to the toe of the inslope.
STAT AUTA: MS 5 162.02; 162.09
HIST: 20 SR 1041
8820.9930 Repealed, 20 SR 1041
I • +e1 � � � Li� � .
+ •� •�
eridges to
Recovery Design Structurel Rarein.(d)
ProjecYed Lex Shpulder Ins(ope Area Speed Deaign Cur6 to
ADT Width Yidth (e) (b) (c) Strmgth Curb Nidth
(meters) (metersS (rise:rwy (meters) (km/h) (metrie ton> (meters)
Less 3.6 1.8 1:4 3 50-80 8.2 8.4
than
1000
Over 3.6 2.4 1:4 6(e) 50-80 8.2 9.0
1000
(a) Applies to slope within the recovery area only. Approach sideslopes must
be 1:4 or flatter.
(b) Obstacle-free area, measured from edge of traffic lane. Culverts with less
than 675-millimeter vertical height allowed without protection in the recovery
area.
Guardrail is required to be installed at all bridges where the design speed
exceeds 60 kilometers per hour, and either the ADT exceeds a00 or the bridge
width is less than the sum of the lane and shoulder widths.
Mailbox supports must be in accordance with the provisiona of chapter 8818.
(c) Subject to terrain.
(d) Inventory design rating M 13.5. Bridges narrower than these widtha may
remain in place provided that the bridge does not qualify for federal-aid bridge
funds.
(e) Where the posted speed limit is 60 kilometers per hour or less, the
minimum recovery area may be reduced to three meters.
Thie sCandard applies only when the project is both located in a subdivided
area or an area in a detailed development process, and physical restraints are
present that prevent reasonable application of the rural design standarda. This
standard may also be applied when the legal speed limit is 60 kilometers per hour
or less. MS 22.5 loading or LRFD design is required for new bridges. MS 16
Page 32
loading is :equired for all rehabilitated bridges. The curb-to-curb minimu�
width for new or rehabilita[ed bridges is the sum of the lane and shoulder widths
plus 1.2 meters.
STAT AUTH: MS s 162.02; 162.09
AIST: 20 SR 1041
8820.9935 Repealed, 20 SR 1041
� • � � '��"� •� !. •'
; •� C •�
Functionel Design Speed laru Yidth Curb Reection Parking Lane
Ctassification and (a> Distance 4idth
Projected Traffic (bn/h) (meters) (meters) (meters)
Yo l une
3a-35 m 4�
Collectors o� 50-60 km/�i 3.3 (b)��� 0.6 Z� 2.4 �'
Locals with ADT 3s M�ti
<10000* over 60 kmih 3.6 �z' 0.6 2' 3.0 �o'
Collectors or 50-60 km/h 3.3 (b) 1.2 (c) y � 3.0 ia �
Locals with ADT �O 3 S ��
> 10000 and over 60 kmlh 3.6 � 1.2 (c) y� 3.0 (d) �
Arteri al s � S „,�,�, i �
(a) One-way turn lanes must be at least three meters wide, except 3.3 meters
is required if the design speed is over 60 kilometers per hour.
(b) Wherever possible, lane widths of 3.6 meters, rather than 3.3 meters,
should be used.
(c) May be reduced to 0.6 meters if there are four or more traffic lanes and
on one-way streets.
(d) No parking is allowed for six or more traEfio lanes or when the posted
speed limit exceeds 70 kilometers per hour.
One-way streets must have at least two through-traf£ic lanes.
When a median is included in the design of the two-way roadway, a 0.3 meter
reaction distance to the median is required on either side of the median.
Minimum median width is 1.2 meters.
Urban design roadways muet be a minimum 8.2 metric ton structural design.
7a�new or rehabilitated bridge must have a curb-to-curb width equal to the
required street width. MS 22.5 loading or LRFD design is required for ne�
bridges and a minimum of MS 16 loading is required for rehabilitated bridges.
Clearance of 0.5 meter from the face of the curb to fixed objects must be
provided when the posted speed is 60 to 70 kilometers per hour. A three-metez'
clearance from the driving lane must be provided when the posted speed exceeds
70 kilometers per hour.
For volumes greater than 15,000 projected ADT*, at least four through-traffic
lanes are required.
Page 33
.
'Additional average daily traffic may be allowed if a caoacity analysis
demonstrates that level of service D or better is achieved at the higher traffic
volume. Zf [he capacity ana2ysis demonstrates that additional lanes are required
only during peak traffic hours, then each additional driving lane may be used as
a parking Iane during nonpeak hours. "Leve1 of service" has the meaning given
it in the Highway Capacity Manual, Special Report 209, as revised and published
by the Transportation Research Board of the National Research Council,
washington, D.C. The definition is incozporated by reference, is not subject to
frequent change, and is located at the Minnesota State Law Library, 25
Constitution Avenue, St. Paul, Minnesota 55155.
STAT AUTA: MS s 162.02; 162.09
HZST: 20 SR 1041
8820.9940 Repealed, 20 SR 1041
8620.9945 Repenled, 20 SR 1041
8820 9946 GFOMETRrr nacTrrr qmnunnunc Tronn� c nr
Subpart 2. 2wo-•.ray atreeta. In the following table, total
width is in meters, from face-to-face of curbs.
Nudxr of TArough Lanes, Total Yidth Total Yidth with Totat Vidth �ith Proposed
Functional Ciass, ard with Na Parking on One Parkinp on eoth Strutturat
Precent Treffic Yotuee Perking Side Sides Oesiyn Stre�th
CmeYric tons3
2-Lane Collector or 7.8 9.6 11.4 8.2(b)
Local with ADT < 10000
4-Lane Collector or 13.2 15.6 18.0 8.2(b)
Local with ADT < 10000
2-Lane Collector or 7.8 9.6 12.6 8.2
Local with ADT > 10000
or 2-Lane Arteriai (a)
4-Lane Collector or 13.2 16.2 19.2 8.2
Local with ADT > 10000
or 4-Lane Arterial
6-lane Collectors or 19.8 (c) (c) 8.2
Arterials
(a) Pezlnissible for present traffic volumes less than 15,000 ADT.
(b) When lwT is less than 5,000, 6.4 metric tons is allowable.
(c) No parking is allowed,
Minimum design speed is 50 kilometers per hour. When a median is included in
the design of the two-way roadway, a 0.3 meter reaction distance to the median
is required on either side of the median. Minimum median width is 1.2 meters.
Page 34
q� -���
Subp. 2. One-way etreets. In the following table, total width is in meters,
from face-to-face of curbs.
Nindxr of Through Present AOT Total Yid[h Tetal Vidth Toxal Yidth Pro¢osed
Lanes and FuncT�onal with No with Parking uiLh Parking Structural Design
Class Parking on One Side on Both Sides Strength
(metric tons)
2-Lane <5000 6.3 8.7 11.1 6.4
Collector or
Local with ADT 5000 - 6.9 9.3 11.7 8.2
< 10000 1000Q
2-Lane <15000 6.9 9.3 11.7 8.2
Collector or
Local with ADT
> 10000 or 2- '15000 7.2 9.6 12.0 8.2
Lane Arterial
3-Lane Arterial All 10.2 12.6 15.0 8.2
or Collector
Minimum design speed is 50 kilometers per hour.
Subp. 3. Hxcaptlon. Any atreet that was previousty built to state-aid or
state standards or is a trunk highway Curnback, which does not meet current
standards, may be resur£aced regardless of subparts 1 and 2.
STAT AUTFi: MS s 162.02; 162.09
HIST: 20 SR 1041
8820.9950 R�pealed, 20 SR 1041
8820.9955 Repsaled, 20 SR 1041
Ruret-Suburban Desiyn, Urben Design,
Yertitsl Cteararxe Yertital Cleerance
(meters> Cmetara)
Highway under roadway 5 4.4
bridge
Highway under railroad 5 4.4
bridge
Highway under pedestrian 5.3 4.4
bridge
Highway under sign 5.3 4.4
structure
Railroad under roadway 6.7 6.7
bridge*
Page 35
�,.,� ,
*variances to the required minimum may be granted by the Minnesota
Transnortation Regulation Board. That approval eliminates the need for a
state-aid variance.
STAT AUTH: MS s 162.02; 162,09
FiIST: 20 SR 1041
8820.9960 MR 1995 Obaolete
I .d 1.. a - � .�P ' � ' • � � � �
� • \ : ' i �
Varking Scall Statt Tratfic Length 1/2 PreseM Legal Speed
Angte Yidth Oepth Aiste Atong Roadyay Ap7 ����t
Widih Curb Yidth
Minimim
Cmeters (meten (meters (meters (meters
(kie/h)
) ) ) > )
45 2.7 6.0 4.0 3.9 IO.I Less than 50 km/h
Degrees 3000 or less
60 2.7 6.4 5.5 3.2 11.9 Less than 50 km/h
Degrees 3000 or less
45 2.7 6.0 7.7 3.9 13.7 3000 and 50 km/h
Degrees over or less
60 2.7 6.4 9.1 3.2 15.5 3000 and 50 km/h
Degrees over or less
Diagonal parking provisions must be established by cooperative agreement
between the local road authority and the commissioner.
The cooperative agreement must show the angle o£ parking, provide for pavement
marking of the parking lanes, and provide Ghat the road authority may alter
parking provisions if traffic volumes exceed the design criteria.
Minnesota Statutes, section 169.34, must be adhered to in determining diagonal
parking spacing. Provide a 0.6 meter clearance from the face of the curb to
fixed objects. Parking meters, wrien spaced so as to not interfere with vehicle
operatioa, are exempt.
STAT AUTH: MS s 162.02; 162.09
HIST: 20 SR 1041
8820.9965 Rap�alad, ]0 SR 1041
8820.9970 Repealed, 20 SR 1041
8820.9980 MR 1995 Obsolete
Page 36
�:�-=, . . _ . • _ -
� . � _ Yi2 •+� � � ' P zL� ' Yli� •
C• Y . � �4 � ♦.: •�• •; z Ye •
'�' � •� '�•� � •'
•
(a) If the route has scenic vistas that will require parking vehicles along
the shoulder, widening the shoulder at these locations is acceptable. The
designer will provide a 1.2 meter paved shoulder if the route is a popular
bicycle route.
(b) Applies to slope within recovery area only. Other design features, such
as guardraile or retaining walls, should be considered in particularly sensitive
areas in lieu of reconstructing the inslope in accordance with part 8820.4060.
(c) Obstacle-free area (measured from edge of traffic lane).
Guardrail is required to be installed at all bridges where the design speed
exceeds 60 kilometers per hour, and either the ADT exceeds 400 or the bridge
width is less than Che sum of the lane and shoulder widths.
Mailbox supports must be in accordance with the provisions of chapter 8818.
(d) Inventory design rating M 13.5. A bridge narrower than these widths may
remain in place if the bridge does not qualify for federal-aid bridge funds.
MS 18 loading or LRFD design is required for new bzidges. MS 16 loading is
required for all rehabilitated bridges. The curb-to-curb minimum width for new
or rehabilitated bridges is the sum of the lane and shoulder widths plus 1.2
meters. Ditch depths and widths must be kept to the minimum required to
function hydraulically and to provide for adequate snow storage when a standard
ditch would negatively impact the surroundings.
The designer shall specify in the plan and special provisions that the
clearing width is to be kept to the absolute minimum. In sensitive areas, the
normal clearance allowed to a contractor for working room is zero unless
otherwise required for special conditions.
Curb and gutter may be used in lieu of a ditch section under the paved option.
The lane width, shoulder width, and recovery area must be maintained.
For designated national forest highways within national forests, and state
park access roads within state parks, this eubpart applies only where the
projected AvT is less than 100, unless the route has been designated as a natural
preservation route.
Page 37
Subpart 1. Type I route.
(a) The designer wi11 provide a 1.8 meter paved shoulder if the route is a
popular bicycle route. If the route has scenic vistas that will require parking
vehicles along the shoulder, widening the shoulder at these locations is
acceptable.
{b) Applies to slope within recovery area only. Other design features, such
as guardrail or retaininq wa11s, should be considered in particularly sensitive
areas in lieu of reconstructing the inslope in accordance with part 8820.4060,
Approach sideslopes must be 1:4 or flatter within the recovery area when the AD'f
exceeds 400.
(c) Obstacle-free area (measured from edge of traffic lane).
Guardrail is required to be installed at all bridges where the design speed
exceeds 60 kilometers per hour, and either the ADT exceeds 400 or the bridge
width is less than the sum of [he lane and shoulder widths.
Mailbox supports must be in accordance with the provisions of chapter 8818.
(d) Inventory design rating M i3.5. A bridge narrower than these widths may
remain in place if the bridge does not qualify for federal-aid bridge funds.
MS 18 loading or LRFD design is required for new bridges. MS 16 loading is
required for a21 rehabilitated bridges. The curb-to-curb minimum width for new
or rehabilitated bridges is the sum of the lane and shoulder widths, but may not
be less than nine meters.
Ditch depths and widths must be kept to the minimum reguired to function
hydraulically, to be traversable if within the re�overy area, and to provide for
adequate snow storage when a sCandard ditch would negatively impact the
surroundings.
The designer shall specify in the p2an and special provisions that the
clearing width is to be kept to the absolute minimum. In sensitive areas the
normal cZearance a2lowed to a contractor for working room is zero unless required
for special conditions.
For designated national forest highways within national forests, and state
park access toads within state parks, this subparG may be applied only where the
projected ADT is less than 300, unless the route has been designated as a natural
preservation route.
Page 38
SubP, z. Type Ii route.
� �,�
Subo. 3. 2�pe IIZ route.
Surface Type Design larte Shoutder Inslope Recovery Desi9n Brid9e to
5peed Yidth 4idth (rise:run) Area 5trengch Remain
(km/h) Cmeters) (me[ers) (meters) (metric (me[ers)
(a) (b) (c) toos) (d}
Aggregate 50 3.6 0.9 1:4 3 7.2
Paved (e) 50 3.6 1.2 1:4 3 8.2 t 7.2
Paved 60 3.6 1.8 1:4 5 8.2 t 7.2
ia) The designer will provide a 1.8 meter paved shoulder if the route is a
popular bicycle route. If che route has scenic vistas which wi11 require parking
vehicles along the shoulder, widening the shoulder at these locations is
acceptable.
(b) Applies to slope within recovery area only. Other design features, such
as guardrail or retaining walls, should be considered in particularly sensitive
areas in lieu of reconetructing the inslope in accordance with part 8820.4060.
Approachsideslopes must be 1:4 or flatter within the recovery area when the ADT
exceeds 0.00.
(cl Obstacle-free area (measured from edge of traffic lane). Guardrail is
required to be installed at all bridges where the design speed exceeds 60
kilometers per hour, and either trie ADT exceeds 400 or the bridge width is less
than the sum of the lane and shoulder widths. Mailbox suppozts must be in
accordance with the provisions of chapter 8818.
(d) inventory design rating M 13.5. A bridge narrower than these widths may
remain in place if the bridge does not qualify for federal-aid 6ridge funds.
(e) This standard may be applied only when the project is located in a
subdivided area or an area in a detailed development process, and physical
restraints are present that prevent reasonable application of another level of
these standards.
MS 22.5 loading or LRFD design is required for new bridges. MS 16 loading is
required for all rehabilitated bridges. The curb-to-curb minimum width for.new
or rehabilitated bridges is the sum of the lane and shoulder widths, but may not
be less than 9.6 meters.
Ditch depths and widths must be kept to the minimum required to function
hydraulically, to be traversable if within the recovery area, and to provide for
adequate snow storage when a standard ditch would negatively affect the
surroundings. The designer shall specify in the plan and special provisions
that the clearing width is to be kept to the absolute minimum. In sensitive
areas the normal clearance allowed to a contractor for working room is zero
unless required for special conditions.
STAT AL7TH: MS s 162.02; 162.09
AIST: 20 SR 1041
8820.9985 Repealed, 20 SR 1641
Page 39
� 4. \ Y��Y • Y [ � � i_\P �_i� \ i 2i�
': : •� C• Y � �_ • �: •.� '�:.
L S L
�: •t:. '�� ��ti �'> >�•_� 4: �
�
•• •�
_ •_ _ _
6.4 6.6 7.8
Widths of bridges to remain in place must equal pavement width. A bridge
narrower than these widths may remain in place i£ the bridge does not qualify for
federal-aid bridge furids. M 23.5 loading is required.
STAT ADTH: MS s 162.02; 162.09 .
AIST: 20 SR 1041
8820.9990 ROU'�'E MARRER
8820.9990 T=1: 20 picas - Insert National Preservation Route
marker here
610 mm x 610 mm
Green legend; white reflectorized background
STAT AVTH: MS s 162.02; 162.021; 262.09
HIST: 18 SR 32; 20 SR 1041
8820.9995 MTNr3�L?M BSCYCL•E PATH GTA�v R
Minimum Bicycle Path Standards
Off-Road Design (a)
Minimum Surfacing width (two-way) 2.5 meters (b)
Shoulder/Clear Zone 0.5 meters (c)
Inslope 1:2 (rise:run)
Design Speed 30 km/h (d)
Vertical Clearance 3 meters
(a) For on-road bicycle facilities, the appropriate tables in the Minnesota
Bicycle Transportation Planning and Design Guidelines apply.
(b) Three meters is required for combined bicycle/pedestrian paths. 1.5
meters is required for one-way paths.
(c) The shoulder/clear zone should be carried across bridges and through
underpasses. Minimum bridge or underpass width is three meters,
(d) Use a 50-kilometer per hour design speed for grades longer than 150 meters
and greater than four percent, from the uphill point where the grade equals four
percent to 150 meters beyond the downhill point where the grade becomes less than
four percent. The maximum allowable grade is B.3 percent.
STAT AUTA: MS 5 162.02; 162.09
AIST: 20 SR 1041
Page 40
Q�_���'
��
FCRI�TIT
AhTD
977 West Nebraska Avenue • Samt Paul, Mi�esota • 55117-3328
Phoae &, Fas: (612) 488-8412 • E-mail: DanKrivit(n)�
Wednesday, August 20, 1997
TO: Saint Paul City Councii Members
CC: Honorable Mayor Norm Coleman
FROM: Dan Krivit (Representing the Saint Paul Bicycle Advisory Boazd)
RE: Saint Paul Transportation Policy Plan
Thank you for the opportunity to comment and participate in this sneeting today on the City's
Transportation Policy Plan. I am submitting these comments today on behalf of the Saint
Paul Bicycle Advisory Board (BAB). We appreciate being included in today's discussion.
The mission of BAB is "... to advocate for, and assist in creating a safe and attractive
environment for bicycling, both for transportation and for recreation, in Saint Paul." The
Boazd provides the Mayor, City Council, and City Staff with technical and educational advice
on bicyciing policy and facilities in Saint Paul.
As a general statement, we are supportive of the bicycling related policies within the draft
Policy Plan. It may be interesting to note that improved facilities for bicycling are not on]y
consistent with, but are integral to accomplishment of the Plan's stated priorities and goals.
However, we need to get beyond the mere policy debate stage and further into the hazd
choices of funding priorities and design commitments. We all need to be on the look out for
opportunities to improve bicycling faciliries as we refocus our time and resources on
downtown pazking needs, road access and riverfront redevelopment.
BAB believes that we often do NOT lack such opportunities or resources to implement safe
bicycling faciliries, but rather find bicycling advocates lack the political clout to counter some
of the more visible and parochiai concems such as businesses or residents adjacent to planned
road improvements. Specifically, bicyclists ofren loose out to on-street parking or wider,
faster automobile lanes. For example, we feel there were missed opportunities to cost-
effectively provide for adequate bike lanes, together with adequate automobile needs, on
recent improvements to Lexington Parkway and Dale Street.
Dan KriNiYs Comments
Transportation Policy Plan
Page 1 of 2
As one notable e�mple of the implementation steps necessary to make the bicycling portion
of Policy Plan vision a reality, we applaud the City Council's decision last week Yo stripe one
bicycle lane on Mississippi Boulevazd. While the BAB views this as an interim step, it does
represent positive progress and improvement to proYect the safety of all trail users. The drafr
Transportation Policy Plan states:
Combined bicycle-pedestrian paths generalIy should not be desi�axed as bike routes
because bicyclists and pedestrians do not mix well unless there onty a few of them on
the facility. Shazed paths tend to have built-in hazards, ..... Separate off-road paths or
on street bike lanes should be provided for most riders.
Your action last week begins to help mitigate these safety hazards along the Mississippi
Boulevazd combined path.
As additional examples, there are two Capital Improvement Projects that we feel deserve City
Council approvat this budget cycle: Como Avenue Bike Lanes (Log No. SU-5597083} and
Warner Road Trail Extension (Log. No. SU-5597084). A reduced form of the Como Bike
Lanes pmject was recommended by the CIB Committee and then the Mayor Iast week.
However, the Wamer Road project was not included.
BAB is dedicated to improving bicycling systems for both recreation and transportation. For
example, we are working to heip organize the annual Saint Paul Classic Bike Tour and
dedication of "The Cttand Round" parkway loop throughout the City (see attached registration
brochure). But we are also helping to develop commuter routes into downtown and improve
bike parking facilities. We haue met with a the Downtown District Community Council and
the Building Managers Association to solicit comments on a downtown bikeway plan. But
these efforts need greater recognition and support by City elected officials. We encourage
you to look for such detailed implemernarion steps as means of easing traffic congestion and
parking constraints.
We have made good progress towards a comprehensive bicycle system within the City of
Saint Paul. However, the infrastructure is currentiy a patchwork of notable bike facilities
(e.g., Summit Avenue, Crateway Trail, etc.}. To maximize the benefits ofthese past
investments, we need to continue and accelerate our development of new bike lanes and
storage lockers for both commuters and recrearional bicyclists.
As part of the original resolution that created the Bicycle Advisory Board (see attachment),
the City Councii in essence made a commitment to implement dedicated bicycle lanes on all
major road consduction projects on arterial and collector streets. Also, this resolution states
that all parkways shoutd have striping for separate bike lanes or off-road bicycle paths. As
you adopt the Transportation Policy Plan currently before you, we are asking that the City
Council renew these commitmerns as contained within this original 1991 resolution
establishing a comprehensive bicycle transportation policy for the City of Saint Paul.
Thank you for this opportunity to comment.
Attaclvnents: { 1) Saint Paul Classrc Bike Tour registration and informational brochure
(2) Resolution Establishin a Comprehensive Bicvcle Transoortation Policv for the
Citv of Saint Paul (Adopted by the City Council on December 19, 1991)
Dan Krivit's Comments
Transportation Policy Plan
Page 2 of 2
>seSVi1V/-�� Cenae_1 File � OI-I5�/�
�! �"� .
� 6cee : Sheet �
s RESOLtlTlON q � . �� r
'�1TY OF SA1NT PAUL, MiNNESOTA
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Preseated 3y
ze_°er:ed To
C�csittee: aate
?tESOLL'IION EST.�BLISHIl�G A COMPREHE?SSIVE BICYCLE TR�'�SPORT.�TION
POISCY FOR THE CI'I'I' OF SA�v'T PALZ
WHERE:�S, tne quality of our erban eaviro;�ment reqi:'u-es tt�.at the Citv address '�e
p:oblems zsociated «�ith pollutioa ,ro� autor,�obile emissionz such 2s c�sbon dioxide aad c2bon
:..or:oxide; and -�
STvHEREAS, i�e Citv is c��rrently developing a local tr�zs:t i�iria*�ve throuah develep �ent ci
tRe ir�ponation Policy PI2n, Tr2nsit Access S�dy, Downtown Trarsit Services Impro�enent
P: oe; am, and coordir.ation of trarsit service i-aprovemenu durin� the 1992 dowaiow3 hiaaw�y
corstn!ction; and
ST�T�REAS, Sint Paul znd �Vl�neapolis we:e :ecenfly selected one of twelve u.ban a*ezs in
the world to par'scipzte in a U.N. spo,sored "Urban CO2 Reduction Project" �ined at developir�
di�e:ent strate,g�.'es 2*�d proerans for reducin� c2rbon dioxide in u-bzn 2reas; and �
WI�REAS, u�cluding a birycle transpona�on policy in the comprehensive trz��po;�a*.ion
policy to encourage �he use oi birycles as an 2lteraative form of �anspor�arion would co�t,-ibute to
solcing uF e many environmental problems associated with auto�obile e�issions and sauc
congestion in the Ciry; and
W�iEREAS, bicyclin� is a very �opular recreational 2cti��ity ior r.�any residen�s of the Ciy of
Szint Paul; znd
Wf�i2EAS, inadequate numbers of properly desi�ed bikeways bas decreased the sa,ety of
bicycliss, pedesuiars, and motorists; and
W��REAS, there is an urgent need to review and, in some cases, amend the City's curent
trafnc and u�anspo�ation policies to encounee ,areater use of birycles within Yhe City of Saint Paul
and to make bicycling as safe as possible ihrough good desi� of roads, parkways, walldng paths;
NOW, TFiEREFORE, BE IT RESOLVED, that the Saint Paul City Council hereby adopu
the following policies as part of a birycle uarsportation safety poliry of the City of Saint Paui to
help promote safe birycling as an altern2tive r�eans of transportation such that:
1) A Bicycie Advisory Boazd {BAB) be established to provide ongoing technical and
educational advice to erlsure safe birycling in the City.
2) The BAB shail have a total of 11 members, seven citizen members representing each of
the City's seven districu, one member from the Parks Commission, and one member
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eacu from Public WorIs, FED, a�d P2ri� �d Recreatioa. .�ll members shail be
appointed by t�is .I�:ayor thrcue� �e ogea appointments process.
3) T�e B.AB s: alI work witi u3e A.a.m.iaisi22ion in considera�oa oi sireet and othe:
c=pital p:ojecs as u;ey a�e�; tae c��rr�� Dr: ft Bikeway Sys.er� map in the short ter,:..
In the lon� Lerm, tue B�3 ;�a3j �e lp deve?op tHe uItiumzie BiI.eway Syste� �s p�rt oi
the revised Par� and Rec:ea�:on P:ar far corsideration by the CounciL
4) T�e BAB shall work on park:a� iac�ity developmeat, a conn'nur.g biryc?e safery
educarion prosr�, prou:otion ef ciry-wide evears such as Bike zo Work Week a:,d
Citizens Bil:e Tour, a�d encou;agemeut of birycIe cor.uautino.
�) Tnat �he Cirv Ad�iristration be�:n the pIannSng and corsu�:c�on of a c:ty-wide n�s�e :7
of biteways, co�binir.g on- aud off-road �a wizh tke �u�ese oi incre2sir� �ie
nu:zber oi indi�,:cuas com�-:uzin� to work oa non-motorized venicies.
6) :�?1 �ew ,oad c�-�s��ction a:.d s zjor s�:.ee: :ep�ir on arte:,al u�d coLeaer :tree:� e�
tt1E C?i}' OI S2?IIL t�HL'1 lIlC�llL��, WI1C fe: sioIe and s�re, �iO��SiOR i07 2 D(7IOaIici�IV
u^.271 'oicyc:e i�es on bou SiC�ES 02 tS° S02Q O�, Wt127E 2�DIODLIc2E, Ou-i02d �72t .c.
i} .�I z.Yistin� pzs�,�-ays within the Ciry of Saint Paul have estzbIished aporopr:ate?y
Iiici�{�� bl� la*,es on both s;ces of u'�e road waere fezsiDl or w�e:e H7Di0Di72 �, OZ
an o:� rozd bicyc?e pa:h.
8) .AiI new bridee consu,*cron 2nd major bridge re�abilitz�on wor;t, where s2ie 2:Zd
`eas;ole, provide ior zpproor'ateiy marked bike lanes oa one or both s.'des oi suc:�
bric�Ps.
9)
?0)
a?t c�:r.ently co�aoined biryc?e/wzlldae �aths in the Ciy oi S�t PaLl be moci�e3 zc_
quic!dy as possiple so th2t �iryde trzu�c s in eiiher a sep2r;te ou-road bicyc.a u2i1 or
in a� approori2:e?y marke3 bixe l�ne on a roadway adjacent to a walle�g path.
.�ll Ciry-owned faciiiries provide ;or adequate safe storage ci bicyc:es :or e.uplcyees
w�o wisn to cor,�ute to work on bicycies, where s2fe and ie25fDle.
il) Tnat zonin� ordinz�ces and s:te pla_n review requiraments be reviewed and a,�eaded
whe:e necessary to require th2t cons« c�on or substantial rehabilitation of buildinss
within the Ciry of S2iat PauI provide for aa adequate storage of birycles for employees
working withia their particular building- -
r . -
�y
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u� 7 � .
�7 —rL�
1?) 'I�at prior to sub •�ission to the Ciry Councl of a speciFC p!2n, fundin� soi:rces. s�a11 be �
o idenrined. Equally, plans shail also show the impact on pa.-ldn� in :he proposed area
- incIudinQ, but not limited to, on-sseet and off-street par�,in;. Fin2lly, pIans shalt also
� ec�luate the impaa on bfluIevazd trees and usabie ; and bouleward space prior to
� st:bmission to the Ciry Council,
':0
:1 BE IT FTJRTHER 12ESOLVED, that the City continue to wor'{ with the Re� onal Transit
_2 Bo2;d, '_vletropolitan Transit Cer�nission, and Vletropolitaa Council in 3evelopment oi :e��onzl
:3 :.zs;t initiavves corLSistent wiLh the Cit}�s ener�ng local trznsit iniLa�ve work.
:�
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?bsez�
�ecuested bv De�artmer.t of:
Byc
;,donted by Council: Date
ada�tion Certi:2ed by.COUnc• Seczetary
�Y: _ ���-��/ 1 �'
:,pproved by !3ayor:;� Date^ �EC 2 4 194i
By:
�p t d/ILfI�-L� f
Form Agoroved by Ci:y attoraey
By:
Approved by Mayor £or Submission to
Couneil
By:
CITY O
,
P:eser.:ed By
Re:er:ed Sa
Poza
Sy: �
—.�,l � =
� � a1.
.:
WHER�AS, the Minnesota Department of Public Services is accepting
and��catiors for Cor;unity Enercy Council gr�nts from cities and counties;
k'HERE�S, Council Resolution No. 87-�08, set forth guic�=7ines and
established the City Council as the Cor,uouaity Energy Council for Saint
Paul; and
k'LEZE;S, Saint PauI has received approxir„ately 5175,000 fro� these
rU71C�S and is e7igibte to raceive an additionai anount oi S10,OOOt fro�
�?�is �und; and
WnEz�?.5, Eticible ex�enses af this rund ir,c7ude gr�nts ;or irproving
o;;pertunities for bicycling in Szint Paul; now therefore, be it
R�SOLVE], 7nat ��;e City of Saint Paul act as sponsoring unit o�
cov=_r;�,��=_r.t for the pr�ject titled Bicyc7e Advisory Taskfarc= to-be
co�duCted bei`.wc�n Fa17, 1591, znd SurL�er, 1992, and tha� Ro�ert ?. Pira;,�,
Superirtenc��nt of Pzrks znd Recreation, is hereby zuthoriz=_d to apoly to
the Minneso�a Depzr��zent of Public S-rv�ce for iunding o` this proj�ct on
behzlf o� the City o,' Saint Pzul; and further
RfSCLV=J, ihat �nz City of Saiat Paul will ent=_r into a grznt
zgr=_e„�ent witn the State of Minn_sota for the project naned abave ii �he
a��Iic=_tion is succ=_ssful, and tnzt Robert Piran is hereby zut6oriz=d �o
EXcCU�i.2 C2Y d5 rzquired and 2X�CUt2 SUCh agreenents cS cl'2
n�c=_ss�ry to i��p]=_ment the project naned above.
Rerves:ed by DegL �eat of:
Co�nunity Services �
'- — �> / -
P.Cort±ca CertiPie3 L^�• Ce�;�eiZ Secret�-y
3y:
Approved by Yayor:
By: -
Dat�
1 � ��L:��i :��� #
Creen Sheet �
AESOLUTlON
aitv i PAUL, M]NNESO�A
C:sti_tee: Date
by C ry ?�'t.cs
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A�roved by Yayor for
By:
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� • • �• � • • � • •• • •• •
August 20, 1997
City Council President Dave Thune
Members of the St. Paul Council
City Hall/Court House
Saint Paul, Minneso 55102
Dear Council P si Thune and Council Members:
This afternoori you wi11 be conducting a work session on Saint Paul
Transportation Policy Plan, A Chapter of the Comprehensive Plan.
Staff of Ramsey County Regional Railroad Authority will at your
request attend your meeting.
I am pleased to see that St. Paul and Ramsey County have a common
agenda on transit and are working hard together to achieve it.
The emphasis in your plan on:
* Better transit service and adequate funding for it
* Support for investments in alternative transit modes
* Control of sprawl
* Transportation investments that maintain linkages
betvaeen business, labor and markets
* Support for busways and light rail transit
* Targeting economic development around transit hubs
* Support for reverse commuting
Printed on Rerycied Paper
. �:....
City Council President
August 20, 1997
Page Two
and Members
We too support a11 of these initiatives and
the collaborative relationship we've had with
the Legislature, in washington where we've
funding for projects, and in planning for
with your staff.
REO/gb
Railroad Authority
cc: Mayor Norm Coleman
Ramsey County Board
Terry Schutten
Stacy Becker
Pam Wheelock
have benefitted from
St. Paul in 1997 at
both sought federal
transit improvements
a
In the Plan Overview and Priorities of the Saint Paul Transportation Policy Plan, the Q � �r W
three-part strategic vision focuses mainly on physical buiidings and infrastructure.
The Policy Plan needs to elevate the concept of Customer/Cultural
Service to an actual and equal strategic vision. Without recognizing customer
and cuitural aspects as an essential part of the plan, we will have built costly
infrastructures and buiidings that are doomed to underuse or failure. Without
inciuding service to the customer, we will have spent monies fruitiessiy for someone
else's profit.
What i am addressing is the transportation concerns of many bus riders. Many of
these Customer/Cultural Service issues I'm going to address are valid for other
priorities, policies, and objectives listed in the Policy Plan.
i believe that if the City of Saint Paul works closely with Metro Transit to promote and
provide better customer/cuitural service to our city, then more people wili come
downtown and to our neighborhoods on buses to shop, eat and be entertained. I
believe that the City of Saint Paul can make Metro 7ransit better aware of the needs of
our visitors and residents. As an individuai citizen, I cannot motivate Metro Transit to
incorporate Customer/Cultural Service as an essential underlying foundation to or
philosophy of their organization. i am here today, because because I would like the
Ciiy to work together with Metro Transit to create and elevate Customer/Cultural
Service as a prime strategy, objective, goal, starting point and end-result.
Tax doliars are limited
We all know that the public is concerned about how dollars are spent and whether
taxes will increase. And in terms of Metro Transit, tax pay�rs and bus riders are
concerned that Metro Transit is not focusing on increasing readership but instead is
focusing on auxiliary, less essential items like expensive hub stations and bus
shelters, name changes, new uniforms, new bus stop signs, and.new cars for
supervisors.
If the prime focus of Metro Transit, and if one of the strategies of the Saint Paul
Transportation Policy Pfan were CustomertCuiturai Service, then bus readership
would increase.
What do 1 mean by CusiomerlCultura{?
To provide service that is Customer/Cultural, the City of Saint Paui and Metro Transit
need to (1) Communicate in the language of the customers, both English and non-
Engiish speakers. (2) Meet the customers' actuai needs for service. (3) Promote the
service in ways that increase the customers' use of the service.
What do 1 mean by Service?
Service is getting the customer from one piace to another as efficientiy as possible.
Notice that I define "service" in terms of moving customers, not holding them.
Page 1
How can the Saint Paul Transportation Policy Plan incorporate the i`^ � t�' �
cultural and customer needs of the public?.
The fo(lowing suggestions tend to refer to the Metro Transit. However, l would suggest
that you incorporate some of these ideas when designing, educating, and promoting
other modes of transportation, whether for bike paths, carpooling, or street signs.
(a) Customers, residents and citizens are limited in English proficiency
On page v of the Plan the question is posed,"How will we break down the walis of
social and economic isolation that surround too many of us?" IVot ali of our residents
speak English. Not all of our visitors speak English. Many non-Engiish speaking
residents of Minnesota and outside visitors attempt to ride the bus within the
boundaries of Saint Paul. For them, riding the bus often becomes an awkward and
frustrating experience. Even educated pro-pubiic transportation visitors from other
states and countries are frustrated with Metro Transit.
Providing easily understandable information in other languages will help make their
experience more pieasant.
(1) I have never seen any Metro Transit materials posted that included
Spanish, Cambodian, Hmong or other languages. Information about bus connections,
costs, discounts, customer service, lost and found, etc. should be available and
prominently posted throughout the City of Saint Paui wherever there is information
about buses.
(2) The Metro Transit automated phone system does not provide information in
languages other than English. Anyone who has attempted to get information about a
new or even a familiar bus route, has discovered, as I have, that the automatic
information system and selection options are extremely confusing to native, fluent
speakers of English. Talking directly to a human being is not aiways an viable option.
(b) Customers, residents and citizens are off different cultures
In addition to the issue of English language proficiency, part of the problem with Metro
TransiYs written information and its automated phone service is cultural bias. Not all
citizens, residents and visitors of Saint Pau{ are native Minnesotans with a white
German-Scandinavian background.
(1) Some cultures living here are known to have difficuities with map reading
and directions because of their cultural background. This difference is apparent in our
classrooms, even if the children were born in this country. To understand the bus
system, the difficulty is greater for adults living here now who were actually raised in
the culture where map reading and directions are totally different or nonexistent in
their homeland; many of these adults need to use public transportation.
(2} In one of my English as a Second Language certification cfasses at
Hamline University, i learned that the culture here is to say north, south, east and west
when giving directions. ("Gulture here" refers to the dominant white culture in this area
Page 2
• of the country.) If you're not originally from here, as I am not, and if you're not part of
the white Midwestern culture, then the use of north, south, east and west is not really
meaningfui. It is very frustrating to use Metro TransiYs automated phone system, read �`�
' their pocket maps or posted schedules, or try to figure out where "north" is when your �
bus to work is suddeniy rerouted. a�
Since Saint Paui is often recognized as a major American and international city,
whoever provides written or verbal information to the general public should make
certain that regional language expressions are reduced to a minimum.
(c) Simple visuals (maps and diagrams) are internationally understood
(1) Other international and American cities frequentiy and prominently display
their entire transportation system. The large maps or diagrams for the entire system
are located inside each public transportation vehicie, allowing riders to view the maps
as they ride. The same maps or diagrams are conveniently posted outside and inside
waiting areas for everyone to admire. Peopie can figure out on their own what
streetcar or bus to take to go to their destination. They can aiso on their own figure out
where to board or exit the appropriate vehicle and where to transfer. The actual
departure times are aiso often posted at the individual locations or near the large
map/diagram. People like to figure out things on their own. For individuals with limited
English proficiency, visuaf aids such as maps and diagrams heip them sort out
language misunderstandings and reduce translation problems when a feliow rider
tries to explain how to get somewhere.
In addition to helping the actual customer find hislher ride quickly at that one
moment, the display of the entire transportation system educates the genera! public
that there is a convenient transportation system available. The public becomes aware
about how to get from one place to another, within and outside of the city. Directly and
indirectly the entire transportation system is being promoted as being accessible to ali.
In Saint Paul and for Metro Transit, iYs a different story. IYs impossible to find a
system-wide map on the buses. i found one large map posted in a transit station along
Minnesota Street in downtown Saint Paul. Inside the locked display, a promotionai
advertisement for the speciai Amtrak/iighi raii transit excursion this summer was
blockfng a large section of the Metro Transit map -- this poster was still blocking the
map over a week after the Amtrak excursion was held.
(2) Other internationai and American cities frequently and prominently display
the route of the individual bus or streetcar being boarded. The large display (a simple
diagram) is located inside each public transportation vehicle, allowing riders to view
the display as they ride. Riders then can figure out when to get ready to exit the
vehicle. Often they can also on their own figure out where to transfer.
In Saint Paul and for Metro Transit, iYs a different story. Maps or diagrams of
individual routes are sometimes posted in the bus sheiters, never on the buses. When
the individual routes are posted, usually iYs just the departure times. Everything is in
Engiish, including the explanation of different stops for the different lettered buses.
There is no simple diagram or sketch of the route, so if your English is limited or if you
don't know the route or neighborhood, then the posted information is confusing.
Page 3
(3) Other international and American cities frequentiy and prominently display �Y
the end destination or the direction of the individual bus or streetcar being boarded. ��l�
Usually the destination or direction is announced as a city or business area, rather
than just a street or "north."
In Saint Paul and for Metro Transit, it's a different story. On the individually
printed schedules and on the automated phone system, Metro Transit constantly refers
to directions, "going north/south/eastlwest." When I need information about
transferring, i often have no +dea what the end destination is {in terms of north/south/
east/west), and often I've gotten information for the opposite destination from what I
wanted. lmagine the fsUStration of someone tsying to go on an ear{y morning }ob
interview and not having private transportation availabie that morning!
{d) Not everyone has a pfione
Walking downtown, the most prominent printed message from Metro Transit is to calf
them for information. Aside from some visitors, residents and citizens of Saint Paul not
being fluent speakers of English, many don't have access to a tefephone. For
example, low income families and families living in high crime areas where the public
phones (if existent) are constantly broken. Finally, if you've ever wanted to make a
quick phone call downtown Saint Paul near a bus stop or bus shelter, you quickly
learned that finding a public phone on the street or easily identifiable from the street is
impossible.
So instead of referring people to phone numbers, it would be easier for Metro Transit
to just use the same space to display system and individual route information at
several convenient sites throughout the city and throughout ihe neighborhood. When
I've talked to Metro Transit staff, I was told they don't have adequate space to display
information downtown and in outlying areas. Hopefully the City of Saint Paul can help
find and negotiate more space for Metro Transit to educate its readership in a
customerlcultural way.
(e) Not everyone has an adequate knowledge base
In addition to the language barrier of English, not all visitors, residents, and citizens
are acquainted with Saint Paul nor do they all have a knowledge base about how a
transportation system works. Metro Transit and the City of Saint Paul need to work
together on this issue.
(1) Just as the snawplow regulations and Metro Transit snow reroutes are
confusing to people with limited English skills and to people with no knowledge about
snowp{owing, imagine the coniusion oS the same people when the buses are rerouted
for speciai events. Ali of a sudden, peopie are asked to go to streets they never knew
existed. 1've been riding the bus for 20 years, and f find the most of the reroute
information provided is inadequate.
Page 4
. an•�Y
For example, every year buses are rerouted during certain times for the Taste of
, Minnesota fireworks. Every year the handwritten reroute notices for the buses
stopping in front of Sears (going downtown) teil people to go °north" (??) or to to such-
and-such a street. Who carries a compass with them? This year, I didn't know where I
was to go to find Pennsyivania, and the security officer nearby joked about the state of
Pennsylvania. Apparently he didn't know where the street was either. Why couldn't
there have been some diagram showing where peopie were to walk to for the detour?
One summer I took the bus to the Farmers Market. Apparently the bus were going to
be rerouted for the Gus Maker tournament or some other event. There were no
announcements posted during the weekday, and none posted that morning. After
asking a few bus drivers, I thought I might have found the correct corner and street for
my return home. Fortunateiy, I rescued my neighbor from an even fonger frustrating
wait as I saw her standing for quite some time on the "wrong" corner waiting for her
bus right home from the market.
(2) if reroute information is posted ahead of time, free public street events in
Saint Paul would be better publicized. { And, of course, riders would be forewarned
about changes in bus stops.) For exampie, when booths were being erected afong
Kellogg Boulevard a few weeks ago this summer, everyone on the bus going home
from work was asking "WhaYs going on?" Nobody knew or recalied the Rivertront
fundraising event. Nothing was posted ahead of time, not even along Cedar or
Minnesota or other streets where lhere are many bus riders. People could have
planned on buying lunch and enjoying free entertainment on Kellogg the next few
days, but there were no obvious signs or banners advertising the event. 8oth the
fundraisers and the City lost out of free promotion. All they and Metro Tra�sit lost out of
additional riders (visitors with money) who would have traveled to downtown wfth their
children.
When streets were blocked off for the Shriners parades and buses were rerouted,
many bus riders didn't know what was going on. I didn't catch any advance
announcements in the Iocai newspapers. Perhaps the Shriners didn't want the
parades advertised via paid ads? However, if these events had been announced
sooner via advanced notice of bus reroutes, there would be more aduits and children
attending the free downtown events. Again, if the information is provided in non-
Engiish languages, many families with limited English proficiency would be abie to
take advantage of free downtown events.
(f} We alt have different cultural interests
(1 } tn addition to the State Fair, Metro Transit offers special deals on big sports
events in Minneapolis. These special deals are mentioned in the monthly "Take-OuY'
flyers hanging from the buses. First of a{I, not a4{ residents and citizens in Saint Paul
are interested in attending big sports events. I'm not certain about the actual amount
of increased readership due to the advertised specia{s; my guess is that the
readership increase is minimal. Those who ride the bus to big sports events in
Minneapolis probably did so before and after the special otferings, because they find
the bus more convenient than driving and parking.
Page 5
(2) Offering reduced fairs to sports and other events to reduce congestion and
to indirectly promote attendance at the events is, on the whole, a good idea. What I'd
like to see happen is that free pubiic Saint Paul events are promoted via Metro Transit.
We do have Winter Garnival, Gus Maker and ather free or (ow-cost cultural events in
downtown Saint Paul. Advertisements could be done via Metro Transit flyers, posters
inside the bus, and along the bus routes that service downtown Saint Paul. �^ ��
Wouldn't it be nice to have signs in Hmong, Cambodian and Spanish (and other
languages as necessary) saying "Bus to Winter Carnivai Parade on (date)"?
Wouldn't it be nice to increase the minority participation in downtown Winter Carnival
festivities as weli as other events?
Wouldn't it be nice to have families pay reduced fares if they boarded the bus at
cestain neighborhood stops, especially during low usage times and weekends?
(3) We aiso have sponsor cufturaf events such as the International Festivaf,
sports teams and state tournaments in the downtown area. Couldn't something be
worked out with Metro Transit, so even that people from the suburbs fearn about how
to get here and back (with discounted rates), including the weekends?
Note: Metro Transit had a speciai bus to and from the Saints baseball games.
Nobody knew about the speciai bus, and not surprisingly, the bus was cancefed. ft
was doomed to failure because it wasn't advertised outside of the "Take-ouY' flyers (if
the flyers existed at that time). lf communication isn't available to the public where they
tend to read notices, then they know that certain services exist.
(g) We all have different cultural and educational needs
(1) When visitors come to Saint Paul, they have different needs than most
residents. They want to know where can they get a bus to the museum, or theater,
shopping store, farmers market, or someplace outside of Saint Paul. I would suggest
that the City in cooperation with Metro Transit design some simple map for visitors
(and residents) with major sites, streets and bus stop locations ciearly noted. This map
could be displayed near the major sites too, for example, outside or inside the
Children's Museum.
We need something better displayed than the system used for the trolleys running
downtown. Many people didn't know what the trolley was, where and when it went,
and why it existed if we had a bus system serving the area.
(2) Residents need to know how to get to the private and public schools, for
parent visits, registration, or in case their children missed the bus. Especially low-
income people rely on the bus. People with limited English proficiency can't get
adequate information about the bus system in their native language. The City in
cooperation with Metro Transit, and possibly the Saint Paul Public Schools, could
make bus information more accessibfe to these families. !f and when city maps cross-
reference schools, it would be nice to have the bus route numbers mentioned.
Page 6
(h) Not everyone has a watch
, There are too few visibie clocks located near bus stops in Saint Paui. Not everyone
has a watch, much less has one following Metro Transit time. It would be nice if there �I
were more clocks visible, downtown and in the neighborhoods. �����Q
How can the Saint Paul Transportation Policy Plan incorporate the
service needs of the public?
Again, the definition of service is getting the customer from one place to another as
efficiently as possible. To improve service to customers, the prime focus of Metro
Transit shouid not be buildings. Buildings, whether hub stations or transit stations, are
extremely expensive and cannot be easily moved. Buildings themselves do not
increase readership, nor do the buildings themseives transport customers from one
piace to another.
If Metro Transit and the City of Saint Paul wish to increase readership, then monies
and efforts should be focused on informing the pubfic about riding the bus in ways that
would directl impact and improve their use of public transportation. "informing the
public" can be done by making essential information directiv avaifable in areas where
curreni and potential riders walk and congregate.
(a) The two most common questions asked by people standing at a bus stop is
"When is the next bus coming?" or "Did ! miss the bus?" What is more usefu4 for bus
riders standing outside? Posted departure schedules of the Iocai buses or a sign
saying cal! such-and-such a telephone number for information? Obvious�y, posting
the actual schedules on the metal poles holding the Metro Transit signs or inside
sheiters helps the individual rider who needs to take the bus. And the posted
schedule serves as a public advertisement Anyone in the neighborhood or downtown
wa4king past the poie or shelter wil{ quickiy see when and which buses run.
(b) There are too few places in the neighborhoods where the schedules are
posted. Yes, there are shelters in the neighborhoods where schedules are usuaily
posted. However, the reality is that people don't walk several blocks trying to locate
the nearest bus shelter in their neighborhoods. Peopie waik to the nearest corner
and/or Metro Transit sign and stand and wait there. Customer service is providing
service where the customer is.
Note: We do not have to build shelters just to post the schedules. People are capable
of reading schedules on poies. It is iess costiy to tape schedules on poles, than it is to
maintain a shelter.
Page 7
(c) How do we get neighborhood people to use the bus for shopping, going to �` f�
the movies or doctor? How do we increase readership during non-peak hours, a��
' especially the weekends? Let neighborhood people know about the destinations of -1
local buses by posting information in the neighborhood. Tailor the posted diagram
and schedule to match each individuai neighborhood and the bus route. For example,
if a shopping mail is located along the route of the neighborhood bus, then the
shopping mafYs name should appear in large ietters on the posted diagram or
schedule.
The pocket bus schedules usually have a diagram of the bus route, including names of
some schools, hospitais and shopping centers. These same pocket schedules couid
be taped to the poles. The information is availabie now. The communication glitch is
that the diagrams are not posted in the neighborhoods where they would be available
and used.
(d) What kind of "service" to we want? In addition to using public transportation
to get to work, many of us reiy on the neighborhood bus service during the evenings
and weekends; we want to see the ridership levels maintained ar increased; we want
buses to run frequently, so the wait is shortened; we are afraid of increased cutbacks
in service; we want to see Metro Transit help promote our individual neighborhood
routes.
We don't want to see increased fares; and not all of us want to have Metro Transit
constantly asking for state monies. When Metro Transit goes to the state for increased
funding, many of us riders want our public subsidies used to maintain or increase
ridership, not ho(ding stations. We want our subsidies and tares used to �et us where
we want to go, not to subsidize construction firms nor management and support staff
empioyed for the purpose of conceiving construction projects and sorting through
construction bids.
(e) Many of us bus riders want Metro 7ransit to cover costs by actually
increasing readership, especially in our neighborhoods, so that service is maintained
or increased. In addition to having essential information posted in the neighborhoods,
Metro Transit needs to actively promote existing neighbarhood service to encourage
usage. To increase readership from and within the neighborhoods in the evenings
and weekends, Metro Transit might consider offering special promotional bus passes -
- if the basic non-peak fares cannot be reduced. "Two for the price of one" fares, "Buy
two and get one free° fares, or other family discounts during the non-peak hours might
increase readership. Or fares could be 50 cents during non-peak hours if passengers
don't need transfers when they board and exit their local neighborhood bus.
(f) Promotional bus passes could be used when there are specia4 free public
events in downtown Saint Paul, during special annual sales or celebrations in the
neighborhoods, or to advertise the locai parks and recreation areas in the City. For
example, monthly promos could be "Take your family to Como Zoo in November,"
"Swim at Lake Phalen during July," "Visit the Children's Museum in January," "Shop
downtown in December," "See a movie in downtown Saint Pau{ in March," "Dig up the
snow in all parks during the Medallion Hunt," etc..
Page 8
(g) Not all bus riders work at businesses where they can get monthly passes, �� ��
so for many of us it is not easy to purchase monthly passes. First of all, Metro Transit �
does not conveniently post the locations where one can purchase passes. Secondly,
there are extremely fiew locations in downtown Saint Paul for the public to buy tickets.
And if one downtown store is out of a certain pass, then it is inconvenient and time
consuming for bus riders to go to alternate iocations. Thirdly, the hours when one can
purchase tickets are restrictive, especiaily in the evenings and weekends. Fourthly, I
live in a neighborhood where monthly passes are not easily purchased; it would take
me at least an hour or two hours on the bus during the weekend or evening to go to
the suburb or another Saint Paul neighborhood to purchase a pass.
I think the City should work with Metro Transit to encourage businesses to self monthly
passes, provide bus information and display a ciock so that times are readable from
the street near bus stops. Especiafly downtown, the City should work with Metro
Transit to have nearby sales locations posted, as well as having bus passes sold
somewhere after 6 or 7 pm on weekdays and during reasonable hours on weekends.
(h} At stops and shelters where many buses pick up and drop off passengers,
whether in the neighborhood or downtown Saint Paul, riders cannot identify the
busses from behind. We don't know whether to run up the street for 2 blocks or give
up and wait for another 15, 30 or 60 minutes, depending upon the time of day or night.
Likewise, where there is a long line of buses that we are approaching from behind, we
cannot tell if one of the buses is what we want, until we are in front of the bus.
To make bus riding less frustrating, especially for those of us transferring downtown,
we would appreciate the City and Metro Transit making it easier for us to identify the
busses from behind. This simple request is a complicated request, because the
buses were not designed nor purchased with this real customer need in mind. At this
point, bus drivers would have to manually insert (and manually change) the bus
number on the outside rear end of the bus. Doing this, however, would greatly help us
bus customers.
Obviously the current Metro Transit System is confusing to the pubiic
Bus riders don't always know where to catch buses or to transfer. I've even witnessed
Metro Transit drivers ask each other where they are to find their bus after they've stood
on the wrong corner or wrong street for 15 minutes. The system has to be simplified
for everyone, inciuding for visitors to our city as well as for people with limited English
proficiency.
Let's have Customer/Cultural Service as a prime focus, not buildings
Instead of focusing on hub and transit centers that are costly "holding" facilities, I think
the City of Saint Paul and Metro Transit should focus on heiping people get to where
they want to go as efficiently as possible. Stressing increased and improved
communication with the public regarding usage of Metro Transit will not only increase
bus readership but also meet many of the goais set out in Saint Paul's Transportation
Policy Plan.
Page 9
,� �� ��- ����� �" ! , �/� `� � ` ' �. - -(. �' y
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�ditor. Jt. Paul °ioneer Press
Re: St. Paul Transportation Plan vs. Pedestrian Safety.
F.fter promoting "pedestrian s2fety" for seven years, I was disappointed when T re�iewed
tl�e Saint Paul Planning Commission Comprehens� e Plan tided, "Saint Panl Transportation
Policy Plan" for the cominQ century.
There is a paucitv of planning on eoneccon overdue "pe�estrian safety" viz.
"7S —T6c Ciry shouid ;epair nazarcieus sidewalks as quickly as �ossible
and investi�ute alt�rnaCives To tt:e cu,rent repair ��olicy procedures and
financing in order to repair side»°�iks more systemat:cally and at a lower
overall cost to tax n�j`.ers.'
�:�d
� ��
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"81--Tile Ciry should use i[s �evelopment policies and �'esign standar�l� to
imJ Ihe qu.ilitv ��f [he pedem;an e�periei�ce throughout the City:'
��61!. �CI1�Y11 C:ll1 y'OU ��i� li 1 ��':1� IllA: ��C_! 't'tiVOi��IV_1��1�'C 07'C{ILtl�'ifi6Pa5 (I13:1d'1?Z i�iC CLi:i'!:`
st�te law requiring `str�p" (not yield; or. r.on-signalized crossings and imp;enienl
eXp��ditiously at signaiized c2ssin�s a calculated ctu�b ro curb "Waik" �imes three feet r�r
seco^.d und an eqcivalent time for "Do:;�t S�ialk" I�or n;ax�m�uri saFety and a corresponc:ira
Ior�ger:ime [hroii�h [he crossin�s for ��iam-li�e :rui�(ie fiov�. A review of tiie plac is
scheduled for the CiCy Council nearin� en 2�J Au��asL I hope to l;ave input. �
.
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Ph?d�p M. cL�c�.ald
208� Eleanor
S[. ?..�i, M�! �5 (16
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J<<f� i6, !997
Edito�, St. Paul Pioneer Press
Re: St. Paul Tr�msportation Pl1n vs. Pedestrian Safery.
;aiter gromotin� "pedesnian safety" for sev2n years, I was disappointed when I reviewed
the Samt Paul Planning Commission Comprehensive Plan titled, "Saint Panl Transportation
Poticy Plan" for the cornin� century.
There i� a paucity of planning �n correction overdue "pedestrian safety" ��iz.
"78 —The Ciry should repair hazardous sidewalks as quickly as possible
ai�d investigate alternatives to the cu�rent repau procedures and
financin� in order to repair sidewaiks �iiore systernatically and at a lower
overali cost to iax pa:�ers."
an�i
�"81—The City shoulci use its de��elopment laoficies and design scandards to
imprn�-e the qua':ity of the pedes;ci.m e�perience �nrou�ho�:t ihe City."
}i0A4' L>Ci1t:C7� C1i1 }/Otl °C��� I� t�i�:b li1V'fiFV'�Ci r 1SJQii�Q Ilitl�t:O7C�lI:�2i�CCS iYlilid�i?tC [�'.l= C:.l7i�'i:i
stare la�v requiring "stop" (not yielci; on non-signalized crossings and impiement
expzd'atiously �tt sig�lalized crossin�s a azlculated curb to curb "Watk" times ±hree fzet per
seconcl anci an eouivalent time for "Don't �lalk" ;or maximum safety and a corresponding
lu:i�er Ciiiie thtough ft�te cros�in�s foi mair-ti:ie trzffic tio��r`. A�eview of the plan ±5
scheduled for tliz City Cauncil he��i��g en 20 r'�ugust. I hope to huve in�ut ,�
� "> t µ `�/��.` �,, �� Z,'�i/` .F�
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Iuh io. !99%
Editur. St. Paul °ioneer Press
Re: S[. Paal Transportation Plan vs. Pedes,rian Safety.
A'iter promo�ing "pedestrian safety" for seven yea�s, I was d'asappointed when I reviewed
the 3aint Pau] Plannin� Commission Comprehensive Plan titled, "Saint Paul Transportation
Policy Plan" for the coming century.
Thei'e is a pauc�ty of planning on correction overdue "pedestrian safety" viz.
"78 —The City should �epaic' hazardous sidewalks as quickiy as possiUle
and investibate alt�rna[ives to the current repair policy procec�ures and
financin� in ordzr to regair sidetivalks more sysCematicall;� ai�d at a lower
overall cost to tax payers"
and
"S 1—TS�e C�ty should use its development policies and design standards to
iinprove thc �runl�ty �f the pedesn�i:tn experience :hroiighout the Ciiy."
�'�0�`� °CC�Iitl Cdt? y'011 `-'.Ci.' k� l`.t:la IllA' � D/Oid�6 �78��C 01'CIII1:iI1Ce5 i7]Ail/��:?e ��i� Ciii":GIt:
state law �e�luiring "stop" (i.ot yield} on r.on-signalized crossings and implement
expeditiously a[ signalized crossiags �i calculated curb to eurb "Wa1k" times three feet per
seco^d nnd an equi�ralent tiine ior "Don�t Walk° ior maximum safety and a correspondiny
� lunger time �h� ough the crossin�s for mair.-line truffic flovr. A review of t�ie pl�n is
scheduled for the Ciry Cas�cii tzeariE�g on 20 August. I hope Co have input. ,�C
,[ �
j ����;`/�/% !t;�� 2'1�
Phifiip M. ivlcD�inald � €
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St. Paui, 1tiTN 55116 ; � .f `i��'.,�%'`�,� ��"
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8 Rug 1997 9:41AM CapitolRiver Council FAX: 2210581 PAGE 1 OF 2
� p� 5`. � ��� r:�� Y
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CapitolRiver -#-
��� Council � �, Y,11 _. ^� .3;4:
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20AUgust1997 3���0�� SuireN7.50 SaintPauI,MN5S10! 6122Z10?88 F.4X:6122210552
4V�site wwcxcagimlxivew�q bmail: pprivexC..�piopeetplanetin5.net
Council Prasident Dave Thune
310 Ciry Ha11
15 Wc�st Kellogg Blvd.
Saint Paul, MN 55102
Dear CouncB President Thune,
The CapitolRiver Council Board of �ireetors met today and discussed the Saint Pard Tiansportation Policy PNan
recommended by the Planning Commission for adopTwn into the Saint Paul Comprehensive Plan_ After a lengthy
discussion the following resolution was introduced:
MOTION. "fhe CapiYolRiver Counci! 8oard of Directors suppocts the Saint Paa! Transportaiion Policy Plan with the
following recommendatans:
1• 'fhe Plan shou(d specificaqy iderrtf{y powntown SaiM Paul as the central mass transit tertninal. This transportation
termfnal must be safe, secure, organized and dean. Tha transportation tertninal should be at sVeet levet with
connections to the skyway and be part of a mixed use structure induding parking and retail. TMe P/an should
include a marketi�g strategy, that indudes ec{ixatlon, on the uses of mass transit.
2. Under, °Objective: DowMown Revitalization and Riverfront Developmerrt', an additional note to include a firtn
statement and commitmerrt to support the continuance of the Trolley System.
3. The Plan shou�d inciude spec�ic language supportiog a shutt(e service from satetlife parking to the downtown
business core and incentives for a park and ride program_
4. Note 48, regardi�g Light Rail Tra�sit ( LR'�, should specifically identiTy Downtown Saint Paul as a LRT Hub.
S. Note 52, regarding an adequate supply of automob�7e parking in downtown, should be a prioriiy of fhe P/an. �
6. Note 57, regarding bour�daries of future skyway e�ctension in downtown, there should be skyway connections to
the rrorth Wabasha area and connectans to new downtown d9velopments and Govemment facilities. There
stwald be unified rtqinteflance and enforcement ihrough-out tF�e skyway system.
7. Note 59, regarding strong connections between the merhont and fhedowntown, shoutd specifically identify tha
connections between LoweRown and the Lower Laruling and the Rice Park d"rstrict to the Upper Landing.
8. The Plan sfrould include language supporting the growth of the Downtown Saint Paul Airport and linkages from
downtown to the Saint Paul Ai�port.
9• The Ptan should encourage further mixed use of the Mississippi River as a transportation comdor, ie: River Shuttle
system, promoting recreatanal boating and the public dock" MSA
Thank you for your consideration.
Sincerery,
�l�.�1�_.___ �
N1ke Skwira, Chair
�8 qug 1997 9:41AH CapitolRiver Council FAX; 2218561
._�
1
Transportation Poticy Pian
Additiona! recommendations:
PHGE 2 OF' 2
�� i�� �
1. Note 73 recommends a network of interconnected bicycie paths, 6oth
on and off street, to tie neighbofioods together. The pian should be revised
to inciude a recommendation to connect-up all the bicycle pats in
downtown and estabtish a bicycie serviceCnformation cenier.
2. Note 85 recommends that the city shou(d comp(ete the retrofit of
the downtown skyway system. It should be revised to include the
recommendation that alt fhe skyway doors be retrofited for automatic
doors and that appropriate access to the skyway system is insured.
�
INTER-DEPARTMENTAL MEMORANDUM
DATE:
TO:
FROM:
SUBJECT:
November 17, 1997
City of Saint Paul
City Council Research Center
310 City Hali
Sairrt Paul, MN 55102 �
612 26&8588 �,(�
a �..
Councilmembers
Kirby Pitman '
Transportation Policy Plan: Council Members' Questions and Comments
Attached is the memo I send to PED, Public Works, and Police with your questions and concerns
about the proposed Transportation Policy Plan. Their responses are in item #33 of this weeks
agenda.
attactunents.
�
INTER-DEPARTMEN7AL MEMORANDUM
DATE:
TO:
FROM:
September 10, 1997
Nancy Frick
1Vfike Klassen
Allen Lovejoy
� Lt. Morehead
Kirby Pitman
City of Saint Paul
City Councii Research Center
310 City Hall �
Saint Paul, MN 55102
612 266-8588 t j
���
SUBJECT:
Transportation Policy Plan: Council Members' Questions and Comments
At the 8/20 Policy Session the City Council directed Council Research to compile a list ofthe
Council's questions about and comments on the Transportation Policy Plan and to submit these
questions and comments to the Administration for a response. Attached is the list of the
Council's questions and comments.
Please contact me by October 3 with your responses.
attachments.
cc: Gerry Strathman
Pam Wheelock
Stacy Becker
Chief Finney
�-��
a
Trcros�ortation Polic�Plcm: Council Questions cmd Issues
1) Encourage high school students to take public trcrosportation to school.
Is this being done?
How ccm this be incorporated into the plcm?
2) Provide more defcdl on MSA
3) How cm1 trc�fic calming be specificvlly incorporated into the plcm?
Comprehensive Pl�m Issues:
4) A description of the process.
5) What is the timeline?
6) Who mcmdates the Comprehensive Picm?
Trcrosit hub issues:
7) What does being a hub mecm?
8) How cu�e hub locations selected?
9) What is the community process for selecting hubs?
Bicycling Issues:
10) What is the cost of completing the Ground- Round?
11) How close is the Ground- Round from being completed?
12) How mcmy miles of dedicated bike lcmes cQe there in Scrint Paul (striped lrnles cmd
pathways)?
13) Ccm we establish a way to count the number of bike commuters?
Enforcement Issues:
14) List the top 20 accident locations in Scdnt Paul.
15) What ccm be done about speeding?
16) What devices cu�e avcdlable (i.e. photo-cop)?
In addition to this list, recommendations from Councilmember Collins cffe attached- in
your response, please address these as well.
TRANSPORTATION POLICY
Paee vii - Priorities
SignificanHy Improve Transit
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- promote the use of smaller buses to circulate through neighborhoods to enhance the
efficiency of the system;
- concentrate on reverse commute options to move city residents to suburban job growth; Q
- work with MCTO to make public transit improvements a high priority;
Enhance Neighborhood Environment
-r�
•��
- consider vacating unnecessary streets, such as those platted and unpaved or those that
create short blocks, for housing or economic development opporiunities;
- create "bump outs" at corners, especially in schooi zones, to improve parking and
safery;
Telecommunications
- The city recognizes that a well developed communication system is imperative if it is to
compete for new businesses. The city also recognizes that such a system provides
opportunities for tele-commuting thereby reducing traffic and lessening the demand for
parking. The Plan cails for:
- the required installation of conduit for fiber-optic or other types of communications
when streets aze open for reconstruction or utility work.
Paee viii
Rationally Manage Traffic on City Streets
:��
- improve public safety with increased traffic enforcement.
�,�.Y�•Y
�
#23 "'The City should explore a variety of traff'ic-calming road design options with interested
neighborhoods at the time local street construction is being planned."
•��
Bxampies of "traffiacalming" design options include
Paee 15
#32 "The City should require construction of new puking ramps to be compatible with the
neighborhood."
Comment: We should consider reducing the number of allowed "compacY' parking
spaces in ramps and lots to a minimum. Such spaces do not provide sufficient space for
vehicles, aze not enforced and force damage to car doors.
Page 16
#41 "The City should parCicipate in regional planning efforts to impzove Saint Paul's
connection with the metropolitan road system."
Comment: A very good point! This must be a priority.
Paee 18
#48 "The City should continue to participate in light rail transit (LRT) planning to ensure that,
when it is implemented, downtown Saint Paul will be weli served, with low-platform
boarding, and wieh stations located and designed as integral parts of their surroundings"
Comment: Another good point! Saint Paul must be served by rail transit if it is to be
competitive. Llnforiunately the Hiawatha Coiridor in Minneapolis will likely be the first
segment built.
a e 22
#68 "I'he city opposes any additional `opting ouY of the regional transit system."
Comment: A good policy. Public transportation must be planned on a regional basis.
#69 "The City should promote the focus of reverse commuting services on major suburban
employers and city neighborhoods with high unemployment and should work with region
transit providers and other stakeholders to identify these."
Comment: This point needs to be stronger. Try "The city shoul� shall promote ..."
�, s •
• �,
SAINT PAUL
h
�
�' 3
T.�'ANSPOR TATION
POLICY PLAN
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Recommended by the
Saint Paul Planning Commission
April 1997
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Saint Paul
Transportation Policy Plan
Certified by the
Saint Paul Planning Commission
April 11, 1997
Adopted by the
Saint Paul City Council
[date]
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Plan Overview and Priorities . . . . . . . . . . . . . . . . . . . . . . . . . . . v
Introduction ....................................... 1
The Setting ........................................ 2
Goals ............................................. 2
Premises For Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Strategy 1. Travel and System Management . . . . . . . . . . . . . . . . 7
� Objective: Travel Demand Management . . . . . . . . . . . . . . . . . . 7
Objective: Street Capaciry Management . . . . . . . . . . . . . . . . . . . 9
� Strategy 2. Neighborhood Quality and
- Economic Development . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
� Objective: Neighborhood Protection . . . . . . . . . . . . . . . . . . . .
Objective: Neighborhood Enhancement . . . . . . . . . . . . . . . . . .
Objective: Economic Development . . . . . . . . . . . . . . . . . . . . .
� Objective: Downtown Revitalization and
Riverfront Development . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Strategy 3. Trave{ Mode Choice . . . . . . . . . . . . . . . . . . . . . . .
Objective: Transit Improvement . . . . . . . . . . . . . . . . . . . . . . . .
Objective: Bicycle System Development . . . . . . . . . . . . . . . . .
Objective: Pedestrian Safety and Comfort . . . . . . . . . . . . . . . . .
Objective: Accessibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Objective: Sensible, Safe Automobile Use . . . . . . . . . . . . . . . .
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17
21
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23
24
25
26
PhysicalPlan ..................................... 29
Street Plan Classified by Function . . . . . . . . . . . . . . . . . . . . . . . 31
Truck Route and Parkways Map . . . . . . . . . . . . . . . . . . . . . . . . 33
Riverfront Development Framework — Concept Map . . . . . . . . 35
Neighborhood Traffic Management Techniques . . . . . . . . . . . . 36
Proposed Transit Corridors Map . . . . . . . . . . . . . . . . . . . . . . . . 43
Bikeway Plan ...................................... 45
Implementation (1997-1999) . . . . . . . . . . . . . . . . . . . . . . . . . . 46
I Policies by Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Streets and Traffic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
� Parking• .......................................... 51
Transit . . 52
Bicycles .......................................... 54
� Pedestrian Ways .................................... 55
Land Use and Deve{opment . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
i SAINT PAUL TRANSPORTATION POLICY PLAN Itl
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A new century approaches. What kind of future can we in the city of
Saint Paul expect? How will we sustain our economic viability in a
changing region? How wiil we preserve the traditional neighborhoods of
which we are so proud? Fiow wiii we retrieve those parts of the
community dangerously close to irreparable deterioration? How wili we
break down the walls of social and economic isolation that surround too
many of us? How will we foster the sense of community and civic
engagement essential to a healthy city future?
To a certain extent, these are questions of connections — how they are
made and how they are maintained. They are questions for which
transportation becomes part of the answer. Only if we understand the
impact — good and bad — that transportation decisions have on these
crucial concerns, can we make wise choices.
The City of Saint Paul Transportation Policy Plan has been developed to
provide guidance for future City decisions about streets and traffic,
parking, transit, bicycling, pedestrian ways, and, to a lesser extent, land
use and development. The plan presents a three-part strategic vision for
transportation:
Strategy 1, Travel and System Management, is to ensure that Saint Paul's
transportation system works technically, with better balance between
travel demand and street capacity, so that Saint Paul citizens may enjoy
reasonable mobiliry, access and safety. Strategy 1 recommends:
Travel Demand Management: Less growth in demand on the street
system, through better transit service and a variety of supports for less
travel and more use of a4ternatives to single-occupancy automobiles.
� SAINT PAUL TRANSPOR7A7ION POLICY PLAN V
Street Capacity Management: Best use of existing transportation
infrastructure through traffic management, judicious system
improvements in support of community objectives, and care to
alleviate the impacts of a busy system on residents and pedestrians.
Strategy 2, Neighborhood Quality and Economic Development, is to
ensure that Saint Paul's transportation system works for the community,
that it is integral, not intrusive, and that it protects and enhances
neighborhoods and supports economic development. Strategy 2
recommends:
. Neighborhood Protection: Easing of traffic intrusion, congestion,
misbehavior, and noise in neighborhoods; a neighborhood-based
traffic managemenT process.
. Neighborhood Enhancement: Design and management of
transportation infrastructure and services to strengthen neighborhood
integrity and character.
. Economic Development: Transportation investments in support of
business development and job creation and retention in Saint Paul.
. Downtown Revitalization and Riverfront Development: Focus on the
downtown, including the riverfront, as a complex and critical area
with special street, traffic, parkirtg, transit and pedestrian needs and
opportunities.
Strategy 3, 7ravel Mode Choice, is to ensure that Saint Paul's
transportation system works for individuals, so that different modes of
travel comfortably co-exist and individual modes of choice are wel(-
accommodated. Strategy 3 recommends:
. Transit Improvement: Recapture of transit ridership, with service to
transit-dependent as a first priority, through promotion of funding and
service delivery improvements.
. Bicycle System Development: A comprehensive system of routes and
facilities for biking.
. Pedestrian Safety and Comfort: Improvement of the pedestrian
experience through streetscape design, and sidewalk installation,
repair and maintenance.
. Accessibility: Removing barriers to mobility experienced by persons
with disabilities.
VI SAINT PAUL TRANSPORTATION POLICY PLAN
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Safe, Sensible Automobile Use: Keeping the most prevalent travel
choice — by automobile — a safe one and encouraging higher vehicle
occupancies.
The physical aspects of the City's transportation vision are presented in a
Physical Plan comprising a street plan, truck route map, riverfront
development concept map, illustrations of traffic management
techniques, proposed transit corridor map, and bikeway plan (pp. 29-45).
Priorities
� Each of the policies proposed in this Plan is intended to serve a strategic
' focus. Certain policies stand out as the highlights, however, because
they can do the most to achieve Pian objectives. 5ingling out these
� policies in no way suggests that the remaining policies should not be
fully implemented by the City, but rather gives guidance for assignment
of resources to Plan implementation.
The highest transportation priorities for Saint Paul are listed below.
Re{evant policies are referenced by number in parentheses.
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• Significantly Improve Transit. Transit service in Saint Paul has
deteriorated, does not compete well with the automobi4e as a tsavel
option for many who have a choice, and often fails to adequately serve
the critical travel needs of those who depend upon it. The system
demands serious restructuring and resource allocation if it is to fulfill
its potential. Making transit an attractive, viable travel option will
address growing demand for travel, extend the capacity of our existing
street system, conserve fossil fuels, support urban development
patterns, and improve access to employment and services for those
who most need it. Furthermore, a good transit system is absolutely
essential for Saint Paul to realize its competitive advantage as a quality
place to live and do business. The Pfan calls for:
. better transit funding�
. a redesign of the transit system with excellent service in transit
corridors, neighborhood transit hubs, and neighborhood
circulators�'
• Enhance the Neighborhood Environment. Physical improvement of
the street and pedestrian e�vironment i� Saint Paul neighborhoods,
including its downtown, results in greater investment (financial and
emotional) in the community by citizens, betters public safety, and
supports the business community. The Plan calls for:
. completion of the residential street repaving progratti
• streetscape design guidelines�
. additional sidewalks""
�� SAINT PAULTRANSPORTATION POLICY PLAN VII
. generai improvement ofthe pedestrian environment�
Traffic intrusion into neighborhoods and threat to pedestrian safety are
serious concerns for many Saint Paul residents. The Plan calls for:
. traffic `calming", or slowing, to discourage through-traffic and
enhance the sense of safety for the pedestrian.�ZZ• 23'
• Influence Regional Development Patterns. Transportation in Saint
Paul has become increasingly regional in nature in recent years as the
average distance between home and work has grown. The nature of
new development in the region — fow density, with uses segregated —
has furthered the reliance on the automobile. These regional land use
patterns have been supported by transportation decisions made at the
state and regional levef. For the City to effectively influence the future
of its own transportation system, it must work to effect change
regionally. The Plan calls for:
• regional development and transportation policies that support
alternative modes, reduce trips, and discourage sprawl; 6 "2�
• participation in regional road and transit planning to improve access
in support of economic devefopment �"'•
• Rationally Manage Traffic on City Streets. The City has made a huge
investment over the years to make its collector and arterial system
work as well as it can to move traffic while protecting neighborhoods
from unnecessary intrusion. So it may continue to do so, the Plan calls
for:
. use of traffic controis, design practices and land use policies to
protect the internal integrity of the system,�"'
. protection of the system from further regionalization.
Add to the System Where Critical, While the system is largely built,
some road capacity improvements are advised in order to support
economic development and/or to avoid or corred serious congestion.
Major projeds include:
. Shepard Road�
. Phalen Boulevard`
. infrastructure in support of riverfront development �
The Plan takes no position on Ayd Mill Road, other than to support
implementation of whatever decision results from the current study
process."'�
• Carefully Manage Neighborhood and Downtown Parking. Dealing
with automobile parking needs, without undermining the objective of
encouraging alternatives to automobile use, is a challenge. The Plan
ca(fs for:
. continued land use regulation to address parking issues`
VIII SAINT PAUL TRANSPORTATION POLICY PLAN
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. continued use of permit parking�
. management and marketing of existing downtown parking �5z�
. construdion of new downtown parking to meet demonstrated
demand in the west core.�
� SAINT PAUL TRANSPORTATION POLICY PLAN IX
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/t yo� don't know where you are going, you wiii
probably end up somewhere e/se. _Pete,�,u�ke�
Saint Paul is going somewhere as a city. Where it ends up depends, in
part, upon the public choices that are made about the roads, transit
services, bikeways, and pedestsian ways that make up the transportation
system, and how local and regional development determines and is
served by that system.
At this point in the journey, Saint Paul's competitive advantage in the
Twin Cities metropolitan region is found in the combination of its
neighborhood quality, natural features, institutions and vast potential for
economic development due to the existing critical mass of industry,
opportunity to recycle land, and large labor force. If this advantage is
maintained and built upon (in part through the design and operation of
the transportation system), it can sustain the city into the future.
But this advantage is being undermined by the disinvestment in the
transit system and continued pressures for low-density residentiai and
business growth in the suburbs. The city is also faced with aging
infrastructure, limited resources, and growing and competing needs.
With these challenges in mind, the City has developed this
Transportation Policy Plan to guide its choices as it enters the next
century. The Plan will be used by City officials to decide where to spend
public monies, how to best use City personnel, and how to promote
Saint Paul's interests in regionai transportation decisions.
Together, with other elements of the City's comprehensive plan, the Plan
will guide us to make wise public choices that wili lead Saint Paul to
where we want it to be for ourselves and our children.
SAINT PAUI TRANSPORTATION POLICY PLAN
Saint Paul is a city with over 900 miles of streets used by drivers, transit
riders, cyciists, and pedestrians. It is an oid city where most of the major
streets have been in place for over fifty years. It is a city mainly
developed for the pedestrian and streetcar lifestyle, now coping with the
present-day reality of auto dependence, highly-mobile lifestyles, regional
growtf�, socioeconomic division and isolation, and telecommunication
revolUtion.
It is a city where tarpayers feel pressured and for which federal and state
resources have diminished. It is a city wf�ere making public investment
decisions wisely has never been more important.
Goals
A safe, efficient and enjoyable journey begins with a destination. There
are, of course, countless individual hopes and expectations for the city.
However, public forums through time, and specific to this transportation
planning process, have revealed some sense of community vision held
by Saint Paul`s citizens. �thin this broad vision are goals of particular
importance for this Transportation Policy Plan.
1. Saint Paul will have safe, enjoyable neighborhoods. Our strength is
in our neighborhoods. The Plan sees a city where neighborhood
integrity is respected and where people feel secure and satisfied
where they live, work, shop, and play.
2. Saint Paul citizens will enjoy reasonable mobility. Our citizens not
only are accustomed to the pace and ease of travel, they often
depend upon it. The Plan recognizes the desire and need our
people have to maintain good mobility in support of their business
and personal lives.
3. There will be good accessibility to support economic development
of the city. Saint Paul must have a strong commercial/industrial
sector to provide jobs, goods, and services for residents and to
ensure a healthy, diversified tax base in support of schools and
community services. The Plan envisions a city with good access
between businesses and their customers, materials and workers.
4. Tf�e city`s system will fit well within the regionai system. Saint Pauf
is an old city in a large, expanding and complex metropoliYan region.
The Plan sees a city that has a strong individual identity, but that
contributes to, and benefits from, the viability of the region as a
whole.
5. Saint Paul citizens will have choices. People get around in many
2 SAINT PAUL TRANSPORTATION POLICY PLAN
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ways — on foot, by bicycle, using wheelchairs, on the bus, in
automobiles. The Plan imagines a city where these different modes
comfortably ccexist and where one's mode of choice is wel�-
accommodated.
Premises for Pianning
The point of departure for this Plan was a thorough study of traffic
volumes and patterns, street capacity, function and operations,
neighborhood safety and enjoyment, business and residential access
needs, transit issues, demand for and barriers to bicyciing, and pedestrian
concerns. We also took a look around the bend to forecast future
conditions.
The most key points of this study effort are presented here.
A certain incompatibility between the automobile and city life is a
given. Saint Paul is a mature city with a street system built largely for
a different age. The compactness and mix of land uses that define
our urban experience also serve to intensify the effect of automobile
noise, emissions, buik, and potential danger, at the same time as the
ciry's central location makes it a crossroads for regionai traffic.
We experience this conflict in the pervasive noise related to traffic,
especia!!y trucks, throughout the city, in the persistence of parking
congestion in many neighborhoods and parking inadequacy in
portions of the downtown, and in the need to be vigilant about focal
air quality, lest the carbon monoxide standard exceedances of the
1980s return. In a more qualitative way, we experience the negative
consequences of automobile-oriented infrastructure and lifestyle on
SAINT PAUI TRANSPOBTATION POLICY PLAN S
neighborhood social interaction.
The growth and regionalization of traffic on our built system has
resufted in streets operating at a higher function than originaiiy
anticipated and at higher volumes than that for which they were
originally designed.
2. Automobile traffic volumes on Saint Paul streets have increased
substantially, faster than tfie rate of local or regional population
growth and now exceed the street capacity to adequately
accommodate them in several parts of the system. Saint Paul
streets have seen a signi{icant increase in vehicular traffic over the
past several decades. In the 1980s, daily traffic volumes increased
an average of three percent a year.
Traffic volumes have increased faster than regional population for
several reasons. There are more fiouseholds with more than one
wage-earner, more households own more cars, the number of trips
people take per day has increased, vehicle occupancy is low (and, in
fact, has declined in recent years), fewer people take the bus, and
development patterns and public policy encourage automobile use.
Where volumes exceed capacity, motorists are more likely to seek
other routes through neighborhoods not suited for additional traffic,
the likelihood of accidents is higher, access is impeded, and the
potential for negative local environmental impact exacerbated.
3. Traffic growth will continue through this decade, though at a
slower rate. The automobile is expected to remain the dominant
travel mode in the region and tfie city in the next several years, if
only due to the sheer magnitude of existing investment in
automobiles, auto-oriented infrastructure, and auto-dependent
development patterns.
We project that traffic in Saint Pauf will increase at about half the
rate it did in the past decade. There is a logical limit to some of the
trends that drove the traffic increases of the recent past (the growth in
workers and vehicles per household and the decline in vehicle
occupancies), and suburbanization of jobs is expected to continue to
shift some travel away from the central cities.
However, the region, including its eastern part, will continue to
grow, and Saint Paul wili continue to be a destination and a through-
way for many. As a result, traffic levels will increase, albeit at a
slower pace than the past.
4 SAINT PAUL TRANSPORTATION POLICY PLAN
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Expected traffic volumes will result in peak hour congestion at a
variety of locations throughout the city.
4. While vehicular travel has become generaliy safer in recent years,
driver behavior has deteriorated. Even as traffic volumes have
increased in Saint Paul, the number of traffic accidents has declined.
Despite this quantifiable improvement in traffic safety, many city
residents perceive more danger in their neighborhoods due to
increased volumes and, in particular, to the increased incidence of
speeding and other traffic violations in neighborhoods.
5. There are limits to capital solutions. Past transportation plans have
usually addressed traffic congestion and access problems with capital
solutions — increasing the system's physical capacity. This Plan
recognizes that travel demands can no longer be met by adding
street capacity alone. The financial and political costs are too high,
a�d the potential for community disruption, particularly in a built
city fike Saint Paul, is too great.
While physical improvements are still important, especially where
access and congestion-relief benefits are significant and disruption is
limited, aiternative measures will be needed to adequately deal with
travel demand.
6. Transit, a travel option compatible witfi urban development forms,
has suffered significant disinvestment in the last several years. It
does not tulfill its potential as a travel choice for those who have
an economic and physical choice; mobility and accessibility for
persons who depend upon transit is getting worse. Bus ridership
has dropped significantly on Saint Paul-oriented bus routes since
1980. Cusrent bus service best serves work trips that stay in Saint
Paul, but is not well-matched to desire for travel between some
neighborhoods or to and from adjacent communities.
People are discouraged from taking the bus by the relative
infrequency and slowness of service, difficult schedules and
confusion about routes, fear for personal safety, and the desire to
make stops on the way home from work.
Those who depend upon transit for access to employment and
services are the ones who have been most hurt by disinvestment in
transit, both in the region generally and in tfie core service area
particularly, and by reductions in off-peak service.
Much more can be done to serve b+cyclists and pedestr+ans. The
availability of bike lanes and parking has a greater influence on how
� SAINT PAUL TRANSPORTATION POLICY PLAN $
popular biking is for transportation purposes than do other
considerations such as the weather. There are current(y few
exclusive on-street bike lanes or secure, element-protected parking
options for bicycles in Saint Paul.
qy��� i 5n r� �nr� n,�lPC of street frontage in Saint Paul do not have
sidewalks. This is a particular concern on routes to schools, parks
and playgrounds, and transit stops, and where it affects children and
persons with disabilities. Many property owners do not want
sidewalks for reasons of cost, maintenance responsibility, or
aesthetics. Where sidewalks do exist, poor snow and ice remova! is
a persistent problem. Even where safe pedestrian ways are provided,
the physical environment for walking is often uninviting.
8. Regional transportation patterns, policies and investment have
profound impact on Saint Paul's system. Saint Paul wili be directly
affected by where and how regional highway and transit investments
are made, as well as by regional land use decisions. In addition to
these broad systemic influences of regiona( poiicy on Saint Paul is
the explicit requirement that the City's plans conform with regional
plans. That currently means that, in order for this Plan to conform to
the metropoiitan transportation plan, it should provide for a minor
arterial system that will keep short trips off the metropolitan highway
system, provide for queuing of vehicles at meters and bypass ramps,
and plan for alternatives to private auto use.
(� SAIN7 PAU! TRANSPORTA710N POLICY PLAN
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A System that Works Technica/ly. The City of Saint Paul will work to better balance
travel demand and street capacity in order to provide reasonable mobility, access and
safety for its citizens.
Objective: Travel Demand Management
Encourage people to fulfill life's needs and wants with fewer and
shorter trips and to use alternatives to single-occupant automobiles for
travel. Stress cost-effectiveness in this effort, targeting actions to
accomplish the most in terms of congestion relief and provision of
choice to Saint Paul residents and workers.
This approach is known as "travel demand management" (TDM). TDM
measures include transit, carpooling, bicycling, walking, telecommuting,
and flexible work hours. The City should promote these measures at
both the local and regional level.
TDM should be pursued because:
. it is less costly than accommodating more traffic through capital
improvements,
. it has less impact on the environment,
. it supports Saint Paul's land use and economic development
objectives,
• it supports the goals adopted by the City for the Urban Carbon Dioxide
Reduction Program, and
. it contributes to regional transportation goals.
TDM must be applied strategically because:
. regardless of reasonable effosts to the contrary, strong preference for
auto travel will continue,
. the most important influences on travel behavior (fuel prices,
transportation funding, lifestyle choices) are beyond City control,
. cities with aggressive TDM programs created and sustained them in
�` SAINT PAUL TRANSPORTATION POLICY PLAN 7
response to serious traffic congestion and air quality problems; Saint
Paul's congestion is limited to relatively few locations and times of
day, and
lacking these critical problems, it is very difficult to sustain community
support for present hardship (short-term traffic congestion, higher taxes
on fuel, higher parking prices, mandates on local business) in hopes of
long-run reductions in singie-occupancytravel.
Policies
The City should work with regional transit agencies to secure transit
service, especially a redesigned and adequately funded bus service,
that better serves the needs of citizens in afl parts of the city.
2. The City supports expansion of the Metropolitan Council Transit
Operations (MCTO) Rideshare carpool/vanpooi rider matching and
preferential parking program and supports MCTO's Guaranteed Ride
Home program for transit riders.
3. The City should work with other agencies to invest in infrastrudure
and system management that support transit, carpooling, biking, and
walking.
4. The City should guide land use development of the city in ways that
reduce trips and promote use of alternative modes of travel.
5. The City should ensure that its land use controls and other
regulations do not unreasonably interfere with telecommuting.
6. The City should strongly promote regiona( development and
transportation investments that support alternative modes and reduce
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trips, in particular, a better regional jobs/housing balance, and
control of sprawl through restricted growth in transportation
capacities.
7. The City should work with other public agencies and the private
sector to market transit, carpooling, biking and walking, as weli as
flexibfe work hours and telecommuting.
8. The City should promote voluntary provision of TDM incentives by
private employers.
9. The City should iead by example, by promoting transit, carpooling,
� biking and walking, and flextime and telecommuting for its own
employees.
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10. The City should monitor the development of new technologies that
provide TDM opportunities.
Objective: Street Capacity Management
Design and operate the street system to channel through-traffic to parts
of the system best suited for it, by maintaining and reinforcing a
hierarchical street system of arterials, collectors and local streets. Add
capacity where critical. Alleviate threats to resident and pedestrian
safety, health, and accessibility on busy streets.
The system should continue to be managed using a hierarchy because:
. it is a rational way to deal with continued regional traffic pressure on
Saint Paul's limited system,
. it acknowledges that through-traffic belongs on arterials and that local
traffic belongs on local streets,
. it provides a basis for planning street design and operations, and
. it links land use and transportation planning.
Capacity improvements should continue to be made, but judiciously,
because:
. resources are (imited,
. critical congestion/safety problems cannot always be addressed with
operationai solutions, and
. system improvements can support other community objectives,
particularly, economic development.
Positive efforts to maintain a reasonable quality of life along streets which
carry through-traffic should be made because:
. street function and land use are sometimes a poor match in Saint Paul,
. it is important to acknowledge that the public decision to manage
SAINT PAUL TRANSPORTATION POLICY PL4N 9
traffic in a hierarchical fashion protects parts of some neighborhoods at
the expense of others, and
the health and welfare of all residents is valued, regardless of where in
the city they live.
Policies
11. The City should use traffic controls, enforcement, design practices,
and land use policies to maintain the current function of streets,
especially relative to one another, as designated and defined in the
functional classification map (p. 31), specifically ensuring use of
arterials (principal, minor A and minor B) for longest trips, collectors
(major and minor) for intermediate and local trips, and local streets
for local access.
12. The City should assemble, for internal agreement and extemal
communication, the set of traffic engineering and urban design
principles that guide the design and use of the street right-of-way as
determined by street classification, right-of-way availability, traffic
volumes, safety standards, and land use.
13. The City should empf�asize traffic system management (TSM) and
TDM policies, particularly at the regional level, to protect the
functional classification of streets in Saint Paul against further
upgrade overall.
14. The City should work with the State to minimize the negative effect
on Saint Pau! streets of freeway ramp metering. This should be done
1O SA(NT PAUC TRANSPORTATION POLICY PLAN
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through the use of Intelligent Transportation Infrastructure (ITp on
freeways and existing frontage roads.
� 15. The City should compare the trip generation potential of proposed
land use changes with the ability of area streets to handle those trips
and determine whether addition of street capacity or demand
� management techniques are the appropriate approach when existing
capacity is insufficient.
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16. The City should work with State and Federal agencies to implement
capital improvements to avoid or correct serious congestion, where
community disruption is not a major factor, and where operationai
capacity improvements cannot adequately address the needs.
17. The City should complete environmental assessment of alternatives
for the future of Ayd Mill Road and implement the resulting
recommendations.
� 18. The City should work with the Minnesota Department of
Transportation (MnDOn and other agencies to maintain and expand
the use of incident management systems to deal with the short-term
� traffic congestion that results from accidents or other single event
disruptions to normal traffic flow.
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19. The City should continue to explore and implement useful TSM and
TDM techniques in congested parts of the system, where capacity
improvement is not desirable, specificaily, the northwest quadrant of
the city.
� 20. The City should design streetscape and operations in ways that
alleviate the negative impact of major streets on their surroundings,
proteding pedestrian safety as the highest priority.
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21. The City should continue to work closely with Ramsey County to
ensure compatibility with county standards, particularly as it relates
to roads over which the county will have eventual jurisdiction.
,�' SAINT PAUL TRANSPORTATION POLICY PLAN 11
A System tfiat Works tor the Community. The City of Saint Paul will work to protect
and enhance neighborhoods and support economic development by designing and
operating rts transportation system in ways that are integral rather than intrusive to the
commun�ty.
Objective: Neighborhood Protection
Improve the behavior and mitigate the unpleasant consequences of
local traffic in neighborhoods, as well as keep through-traffic off of
local neighborhood streets. Make neighborhood traffic control a
priority, with an understandable and accessible process for achieving it.
This is important because:
. traffic levels affect the sense of belonging to one's neighborhood,
. congestion is causing through-traffic to divert off of arterials into
neighborhoods,
. there is more traffic-reiated danger being perceived in neighborhoods
than in the past,
. there were occasional air quality standard exceedances in Saint Paul in
the past,
. there are frequent exceedances of noise standards in some locations in
Saint Paul,
. some neighborhoods are experiencing serious parking congestion, and
. involvement in public decisions is an important part of residents' sense
of ownership of their neighborhoods.
Policies
22. The City should use a neighborhood traffic management process to
systematicaffy address neighborhood requests to "calm" or divert
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traffic, while maintaining necessary access. This process should
include residential, business, service and public safety interests and
offer an array of techniques.
23. The City should expiore a variety of traffic-calming road design
options with interested neighborhoods at the time that local street
construction is being planned.
24. The City should continue to only install ail-way stop signs at the
� intersection of two local streets when supported by technical
standards, a neighborhood petition, and a citizen approval process.
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25. The City should continue to review the resuits of State air quality
monitoring in Saint Paul and work with the State and Metropolitan
Council to devise stsategies as needed.
26. The City should make no comprehensive changes to the truck route
system at this time but rather review proposed changes to the system
with the objective of minimizing the noise and other impacts on
sensitive land uses while meeting the transport needs of business.
27. The City supports the use of smaller buses for neighborhood
circulators as part of the redesign of the transit system recommended
in Policy 64 (p. 22) of this Plan.
28. The City should limit negative impads on residential properties in
neighborhoods with the greatest parking spillover from commercial
strips by regulating land use and offering the option of residential
permit parking.
29. The City should work with developers to plan access points and
parking facilities for business areas with sensitivity to affected
residential neighborhoods.
SAINT PAUL TRANSPORTATION POLICY PLAN 13
Objective: Neighborhood Enhancement
Consider transportation infrastructure as part of neighborhood physical
fabric and as a physical way to create community, and give deliberate
attention to neighborhood character and the need for community
connections when designing transportation improvements, such as
transit stops, pedestrian ways, bikeways, parking lots and facilities,
bridges, signs, and lighting.
Design of transportation improvements is important because:
. it affects how people feel about their neighborhoods and is reflected in
private investment,
. it can set Saint Paul apart by capitalizing on the special qualities of its
neighborhoods, and
. the sense of community is built at the neighborhood level, with
physical design as a critical component.
Policies
30. The City should incorporate in the principles recommended in
Policy 12 (p. 10), streetscape guidelines which emphasize
enhancement of the neighborhood environment, particulariy its
pedestrian qualiry, in accordance with its historical development
patterns and current uses, and which maintain and improve a feeling
of personal safely among users.
31. The City should require parking lots to have a strong landscaped edge
along the street, and encourage landscaping within parking lots. The
City should find ways to encourage or require improvement of
existing parking lots, as well as newly constructed lots. landscaping
should be aesthetically pleasing and provide a sense of public safety.
14 SAINT PAUL TRANSPORTATION POLICY PLAN
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32. The City shouid require construction of new parking ramps to be
compatible with the neighborhood.
� 33. The City should complete its residential street paving program,
setting neighborhood priorities based on cost effectiveness and
economic and community development and public safety goals.
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34. The City supports the development of neighborhood bus hubs in the
recommended transit system design (Policy 64, p. 22) and should
use its land use and development regulatory powers to reinforce
these hubs as central neighborhood places. Likewise, when
transitways — busways or LRT — are built, the City should work with
planning and implementing agencies to ensure that they are
designed to support human scale, social fabric and neighborhood
identity.
35. The City should continue to work with other agencies to enhance the
design of transportation improvements (streets, lighting, bridges,
parking facilities, transit shelters, bike paths, walkways) in
accordance with community and neighborhood objectives. The City
should continue its practice of using a community-inclusive design
process for major transportation projects.
36. The City supports customizing of neighborhood circulator buses
(Policy 64, p. 22) to reflect the identity of the neighborhoods they
serve.
37. The City should ensure that fair and adequate capital, operating, and
maintenance funding is a condition of approving above-standard
design and materials in public improvements.
38. The City should continue to enhance its parkway system through
appropriate design and landscaping, limitations on uses within and
adjacent to parkways to ensure compatibility and preserve aesthetic
character, limitations on traffic speeds and vehicle access, and
provision of separate pedestrian and bikeways, where feasible.
Objective: Economic Development
Preserve and strengthen accessibility to the regional transportation
system and target the scale and type of commercial and industrial
development to locations with appropriate access and visibility, and
where there is adequate carrying capacity in the street system. Make
system improvements in support of business development and job
creation.
SAINT PAUL TRANSPORTATION POLICY PLAN 1$
It is important to (ink regional and locaf transportation infrastructure
planning with commercial and industrial development because:
. access to markets, goods, and labor is essential for Saint Paul to
mainYain and improve its economic competitiveness,
. specific redevelopment efforts are most likely to succeed when keyed
to today's access needs and opportunities,
. locating commercial/industrial activity where regional access is good
will also generally minimize conflicts with sensitive uses, and
. understanding the capacity of the system to handle Yhe demands of
commercial/industrial uses helps to minimize congestion and
attendant public capital expenditures.
Policies
39. The City should construct Phalen Boulevard as part of the industrial
redevelopment of the under-utilized railroad corridor on the city's
East Side.
40. The City should continue to use business development and job
creation as criteria for programming capital transportation
improvements.
41. The City should participate in regional planning efforts to improve
Saint Paul's connection with the metropolitan road system.
42. The City should strongly promote regional transportation policies
that discourage regional sprawl and subsequent disinvestment in the
metropolitan core.
1 C� SAINT PAU! TRANSPORTATION POLICY PLAN
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43. The City should promote regional transit investments and operations
that maintain good linkages between business and labor and
markets, including:
a. focus of high-frequency, large-bus, regular route service on areas
with high population and job density,
b. support of the central corridor between downtown Saint Paul
and downtown Minneapolis as the top priority for development
of transitways — busways and/or LRT — in the region, and
c. targeted reverse commuting.
44. The City should work to ensure targeting of public investment and
economic development incentives around transit hubs, including
LRT stations.
45. The City should ensure business and service interests are included in
the neighborhood traffic management process described in Policy 22
(p. 12).
46. The City should ensure that the transport needs of business are met
when reviewing change requests to the truck route map. (See Policy
26, p. 13.)
Objective: Downtown Revitalization and
Riverfront Development
Address the special transportation issues in the downtown that result
from its nature as the focus of economic activity, home for a growing
number of visitor attractions, unique residential neighborhaod, and
symbolic heart of the city and state. Invest in transportation
infrastructure to facilitate the redevelopment of the riverfront as a truly
remarkable urban place connected to and benefitting the entire city.
It is important to resolve the special transportation issues facing Saint
Paul's downtown because:
. downtown is Saint Paul's major traffic generator,
. access, parking, and circulation are critical factors in the downtown
business climate, the potential for new development, and the
attractiveness to visitors, and
� • pedestrian safety and enjoyment are very important to the quality of
the downtown experience for its visitors, workers and residents.
� It is important to focus on transportation improvements to Saint Paul's
riverfront because:
. rejuvenation of the riverfront offers a unique opportunity to remake an
� urban area with a strengthened sense of place and connection to the
outdoors, to counterbalance pressures for suburban expansion, to
� SAINT PAUL TRANSPORTATION POLICY PIAN 17
increase the critical mass of people living in and near downtown, and
to provide a psychological lift to the city as a whole, and
transportation infrastructure (streets, bridges, bikeways and pedestrian
ways) will frame and serve new riverfront development, make
connections within the riverfront and between the river and the rest of
the city, and set the standard through their aesthetic qualiry.
Policies
47. The City should continue to work with regional transit agencies to
ensure the transit system design in the downtown results in bus
travel that is an efficient and user-friendly, therefore attractive,
alternative to workers, shoppers, and visitors, while allowing smooth
traffic flow overall.
48. The City should continue to participate in light rail transit (LRn
planning to ensure that, when it is implemented, downtown Saint
Paul will be well served, with low-platform boarding, and with
stations iocated and designed as integral parts of their surroundings.
49. The City should make the downtown a more pleasant pedestrian
environment through sidewalk widening/street narrowing (where
street capacity exists in excess of expected development needs),
speciai paving materials, (andscaping, and signs.
50. The City should make capital or operational street capacity
improvements at those downtown locations where serious traffic
congestion is occurring and should support freeway capacity
18 SAINT PAUL TRANSPORTATION POLICY PLAN
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improvements that provide capacity to alleviate congestion at the
northbound ramps out of downtown.
51. The City should work to reduce the need for parking by working
with the downtown community and large employers to develop
specific employee incentives such as reduced-cost parking for
carpool and van pool in preferential Iocations, direct employee
incentives to use transit, and continued efforts to improve bus service
and creature comforts.
52. The City shoufd work to ensure an adequate supp{y of automobile
parking in the downtown by
a. increasing the parking supply where employee demand is not
being met through constructing more spaces in or near the west
core of downtown;
b. ensuring parking availability to attract new tenants downtown
through a parking clearinghouse/guarantee program;
c. and by working with others to market existing parking in the
downtown.
53. The City should continue to work with the downtown community to
handle the special traffic and parking demands generated by special
events and downtown attractions. ITI (like the recently installed
Advanced Parking Information System) should be explored and
implemented where appficabfe.
54. The City should support biking as a means of travel to the downtown
by providing bike route accommodation into downtown, working
with the downtown community to provide bicycle parking/storage at
assorted locations, especially serving downtown parks and
museums, and by encouraging employer amenities and marketing.
55. The City should improve pedestrian linkages between downtown
and adjacent neighborhoods, the Mississippi River, and the Capitol
area.
� 56. The City should incorporate the recommendations of the adopted
Lowertown Smali Area Plan, the forthcoming recommendations of
� the downtown portions of the riverfront development framework (in
progress) that improve the pedestrian realm, while ensuring
adequate vehicular access in support of downtown development.
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57. 7he City should determine the boundaries of future skyway
extension in the downtown, determine the parameters for design of
future skyways, add missing links to the skyway system within those
physical boundaries and design parametess, and work to ensure
# SAINT PAUL TRANSPORTATION POLICY PIAN 19
security, maintenance, uniform hours of operation, and uniform
signage and maintenance.
58. The City should work with the downtown business community to
develop adequate funding and operational mechanisms to ensure
maintenance of streetscape improvements.
59. The City should make transportation investments based upon a
riverfront development framework (in progress) that
a. emphasizes pedestrian activity (at grade and verticai),
b, directs that roads and bridges be carefully designed in order Yo
establish the context and set the standard for private
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development,
provides strong connections between individual riverfront
developments, and
provides strong connections between the riverfront and the
downtown and adjacent neighborhoods.
60. The City should develop streedsidewalk design and management
strategies that, in concert with land use and development, extend the
impact of the new Wabasha street bridge to create a pedestrian-
oriented Wabasha corridor that ties the Capitol with the
Concord/Robert commercial area. {See Riverfront Development
Framework — Concept Map, p. 35.)
61. The City should reconstruct Shepard Road between Randolph and
Jackson/Sibley in accordance with the recommendations of the
design concept process (in progress),
a. as a civic element,
b. in a series of transitional zones to calm traffFC and reflect the
changing character of the riverfront,
c. as a continuous road that implements the design philosophy of
the Great River Road system,
d. as a framework for public activity and future development,
e. with provision for continuous, safe pedestrianlbicycle movement
along the river corridor and connedion to existing and planned
pedestrian and bicycle facilities, and
f. with flexibility to accommodate future infrastructure changes
within the river corridor.
2O SAINT PAUI TRANSPORTATION POLICY PLAN
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A System that Works tor Individuais. The City of Saint Paul will work to ensure a
transportation system where different modes of travel — auto, public transit, bicycle,
wheelchair, or walking — more comfortably co-exist and wf�ere individual modes of
choice are well-accommodated.
Objective: Transit Improvement
Work witfi regional transit agencies to recapture ridership and serve
the transit-dependent by matching transit service with travel need.
� Better transit service is needed because:
. the accessibility of transit-dependent populations to jobs and services
is being limited,
� . in dense urban areas, transit is more cost-effective and better for
regional air qua{ity than building greater street capacity for the use of
(mainly single-occupant) automobiles, and
� . transit complements urban neighborhood development patterns that
support safe and cohesive communities and can spur economic
growth.
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62. The City supports a significant, long-term commitment by the State to
reinvest in the regional transit system, especially in ways that more
equitably serve the transit-dependent, the core service area and the
eastern portion of the Twin Cities region.
� SAINT PAUL TRANSPORTATION POLICY PLAN 21
63. The City supports adequate funding of both the bus system and LRT
as complementary parts of a multi-modal transit system.
64. The City suppoRs a redesign of the bus sysYem Yo provide excellent
service along major corridors (limited stop "spines") and better intra-
and inter-neighborhood service ("hubs" and neighborhood
circulators), with continued strong focus on regular route service to
the downtown and general concentration on regular-route weekday
service. Recommended corridors are illustrated in the proposed
Transit Corridor Map. (p. 43)
65. The City supports:
a. focus of bus system marketing on the occasional transit rider to
become regular rider,
b. the development of corridor service delivery and marketing
plans which consider, in depth, the needs of potential riders in
the corridor, and
c. deve(opment of route and system information which is easier to
understand than the current information.
66. The CiTy supports security measures at neighborhood and downtown
transit hubs and attention to security on buses.
67. The City supports regional policies that ensure, first and foremost,
good service for the transit-dependent. As the first priority for use of
resources, new service should be focused on lowest income
neighborhoods.
68. The City opposes any additionai "opting ouY' of the regional transit
system.
69. The City should promote the focus of reverse commuting services on
major suburban employers and city neighborhoods with high
unemployment and shoufd work with region transit providers and
other stakeholders to identify these.
70. The City supports the central corridor between downtow� Saint Paul
and downtown Minneapolis as the top priority for development of
transitways — busways and/or LRT— in the region.
71. The City should continue to fonvard Saint Paui interests in economic
development, support of neighborhoods, and serious improvement
of the bus service in future regional transirivay planning efforts in
order to produce a successful metropolitan transit system.
72. The City supports employer programs that encourage transit use by
their employees.
Y2 SAINT PAUL TRANSPORTATf6N POUCY PLAN
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� Objective: Bicycle System Development
Develop a convenient, safe and attractive system of bicycle routes and
facilities, integrated with other transportation systems, that serves the
� needs of commuting, utility, recreational and touring bicyclists of all
ages.
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More support of bicycling is needed because:
. it enhances the attractiveness, safety and livability of Saint Paul,
. it is desirable to have attractive alternatives to single-occupancy
vehicle travel,
. the availabiliry of bike lanes and parking is the major influence on
how attractive biking is for transportation purposes, and
. there are currently limited exclusive on-street bike lanes or secure bike
parking options in Saint Paui.
Policies
73. The City should develop a network of interconnected on and off-
street bike routes that:
a. provide safe and convenient access to work, schools and
shopping,
b. tie neighborhoods together,
c. link up with bike routes in surrounding mupicipalities,
d. help complete a regional bikeway system, and
e. create linear parks with scenic vistas, historic and cuftural
interpretive opportunities, and connections to regional open
space. (See Bikeway Plan, p. 45.)
� SAINT PAUL TRANSPORTATION POLICY PLAN 23
74. The City should work with private inferests to provide support
infrastructure for biking, including safe storage and personal
accommodations for cyclists at work places.
75. The City should work to improve education of drivers regarding
bicyclists' rights, and of bicyclists (especially children) regarding their
responsibilities, and to improve enforcement of the applicable laws.
76. The City should market use of the bikeway system through
distribution of informational materials and promotion of bicycling
events.
Objective: Pedestrian Safety and Comfort
Strengthen the quality of the pedestrian experience in neighborhoods
and business areas, with pedesfrian safety as a minimum requirement
for sidewalk installation and maintenance.
Attention To the pedestrian environment, with safety as a minimum guide,
is important because:
. it is ai the pedestrian level thaf people most closely relate to their
environment and to each other,
. the human, accessible scale of the city, though diminished by
pervasive preference for auto travel, contrasts it positively with
suburban locations, and
. safety provides clear public purpose to the often-controversial issue of
sidewalk installation.
Policies
77. The City should install new sidewalks where pedestrian safery,
particularly that of children and persons with disabilities, is at risk, to
provide access to popular pedestrian destinations, and, at a
minimum, on one side of every street which has a functional
classification above that of Iocal.
78. The City should repair hazardous sidewalks as quickly as possible
and investigate alternatives to the current repair policy (procedures
and financing� in order to repair sidewalks more systematically and
at a lower overal I cost to taYpayers.
79. The City should not remove sidewalks unless there is a compelling
reason to do so.
80. The City should improve the compliance with the existing sidewalk
snow removal ordinance by clarifying the responsibility for its
24 SAINT PAUL TRANSPORTATION POLICY PLAN
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enforcement within the City government and by initiating an
educational campaign/appeal to encourage voluntary compliance
with the ordinance.
81. The City should use its development policies and design standards to
improve the quality of the pedestrian experience throughout the city.
82. The City should continue to implement accident reduction
improvements at locations where pedestrian safety is at particular
risk.
Objective: Accessibility
Ensure that pedestrian ways, transit, and automobile parking are
designed to serve rather than frustrate the transportation needs of
persons with physical impairments to mobility and accessibility.
The Plan must recognize and correct where barriers to access and
� mo6ility exist because:
. the city belongs to all its citizens and benefits from their unfettered
� participation in community life, and
. barriers to accessibility will affect more and more people as our
population continues to age.
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83. The City should continue to install ramped sidewalk corners as part
of new sidewalk construction and through a program of annual
retrofit of the existing sidewalk system.
84. The City should work with other agencies to promote conformance
� with the requirements of the Americans with Disabilities Act of 1990
as they pertain to transportation facilities.
� SAINT PAUL TRANSPORTATION POLICY PLAN 25
85. The City should complete retrofit of the downtown skyway system so
that it will be fully accessible to persons with disabilities.
86. The City supports transit service that is accessible, convenient and
affordable for persons with disabilities, as weli as being cost-effective
for the system.
Objective: Sensible, Safe Automobile Use
Continue to emphasize automobile safety and reasonable access and
mobility while working to better rationalize auto use by encouraging
higher vehicle occupancy.
Higher automobile occupancy (carpooling) is desirable because:
. it extends the capacity of the system,
. it has less impact on the environment,
. it is cheaper for the traveler, and
. there are often no viable alternatives to single-occupant auto travel
Even as more emphasis is being placed on alternative modes, continued
care for safe and reasonable accommodation of the auto is necessary
because:
. for the foreseeable future, the automobile will be the preferred mode
of travel for most people in most circumstances.
Policies
87. The Ciry should continue to implement accident reduction
improvements in locations where motorist safety is at particular risk.
ZG SAINT PAUL TRANSPORTATION POLICY PLAN
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88. The City should monitor the development of new technologies that
provide opportunities to improve safety through traffic management.
89. The City should participate in the State's "Clean Fuels Minnesota
Initiative".
Policies found elsewhere in this Plan which support carpooling include:
2. The City supports expansion of the Metropolitan Council Transit
Operations (MCTO) Rideshare carpool/vanpool rider matching and
preferential parking program and supports MCTO's Guaranteed Ride
Home program for transit riders.
3. The City shouid work with other agencies to invest in infrastructure
and system management that support transit, carpooling, biking, and
walking.
� 7. The City should work with other public agencies and the private
sector to market transit, carpooling, biking and walking, as well as
flexible work hours and telecommuting.
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8. The City should promote voluntary provision of TDM incentives by
private employers.
9. The City should lead by example, by promoting transit, carpooling,
biking and walking, and flextime and telecommuting for its own
employees.
51. The City should work to reduce the need for parking by working
with the downtown community and large employers to develop
specific employee incentives such as reduced-cost parking for
carpool and van pool in preferential locations, direct employee
incentives to use transit, and continued efforts to improve bus
service and creature comforts.
� SAINT PAUL TRANSPORTATION POLICY PLAN 27
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The following figures make up the physical plan for transportation in
Saint Paul.
� . Street Plan Classified by Function
. Truck Route Map
• Riverfront Development Framework Concept Map
� . Neighborhood Traffic Management Techniques
• Proposed Transit Corridors Map
• Bikeway Plan
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streets.
peed. Moderate reduaion.
Safery. Improvement.
Noise. air oolfution. lffile or no impac[.
Access. Restric[ed. Emergency access a
concern.
CommuniN reac[ion. Oken nega[ive
concems abou[ visitors, deliveries,
neighborhood division.
9lherconsidera[ions. Drainage.
Closing a street either at one end or the
othep or at a midblock location, to
eliminate unwanted through-traffic.
Volumes. Drastic reduciion.
peed. Drastic reduction.
Sa�. Substantial improvement.
Noise. air oollution. Positive effecY.
Access. Restricted. Accommodationsfor
emergency access may be needed.
Communiri reac[ion. Positive resident
reaction; negativetravelingpublicreac[ion.
Traffic Circles
Volumes. Littleornoimpact.
Soeed. Reduaion near interseaion.
Possible increase mid-block.
Safetv. Improvement ro accident-prone
intersections.
Noise. air oollution. Negative effect.
Access. Little general effect. Negative effect
on emergency access.
Communitv reac[ion. Mized. Positive
reaction to aesthetics (if done well).
Concerns about obstruaions, hazard, loss of
parking.
Other mnsiderations. Snow removaf. Left
tums.
References: Neighborhood Traffic Control, North Central Settion Institute of Transporfation Engineers, january 1994, Traffic Calming, Cynth�a
� L Hoyles, American Planning Association, July 1995.
� SAINT PAUL TRANSPORTATION POLICY PLAN S7
Raised barrier placed diagonally across an
intereection that physically divides the
intersection and forces all traffic to make a
sharp turn.
Street Closure
Raised geometric conVOl island, frequently
circulaq typically about 20 feet in diameter,
in the center of an intersection of Iocal
streets.
� Neighborhood Traffic Management Techniques continued
�� ^���
� Road Design Techniques
,
�
�
�
�
�
�
u
�
�
�
�
Median Barriers
Volumes. Significant teduction.
SoePd. Some reduc[ion.
Safe . Improvementforvehiclesand
pedestrians.
Noise.air�ollution. Positiveeffec[where
volumes reduced; pollution could shift.
Ac�. Restric[ed. Emergency access
aHeded.
Communirv readion. Positive resident
reaaion.
Raised areas in the roadway surface with
extend acra;s the roadway perpendicular to
traffic flow.
Volumes. Volume reductions depend upon
space of humps/bumps, amount of cub
through traffic and availability of aiterna[ive
rou[es.
Soeed. Significant reduction.
Safe . Little effea.
Noise. air oollution. Negative air pollution
effects possibfe. Noise impacts vary.
Access. Little effect.
Communitv reaction. Positive resident
reacYion. Negative traveling public reaction.
Other considera[ions. Impacts on Iarge
irucks, buses. These users should be
involved in process,
Curvilinear Reconstruction
Volumes. Little or no effect if the same
number of travel lanes are retained.
Significant reductions if bartiers limit use of
section to one direction at a time.
Soeed. Little or no effect for uniform width
construction; reduction where barriers are
cons[ructed.
Safe . Mixed results.
Noise.airoollution. Littleornoeffec[.
Access. Little effect
Communitv reaRion. Mixed.
Other considerations. Landscaping
opportunities.
�
�
�
r
� 38 SAINT PAUL TRANSPORTAT10fV POL{CY PLP.N
Barrier in the median of the major street at
its intersection with a local street to prevent
left turns from the major street to the local
street, as well as through traffic on the local
street.
Speed Humps/Bumps
IMroduc[ion of curvatures on previously
straight alignmeM through recwntruction
of the street with a curved centerline
alignmeM and a uniform roadway width, or
introduction of chokers or other types of
barriers on alternate sides of the street to
create a serpentine trave! path.
� Neighborhood Traffic ManagementTechniques continued
�
�
�
�
�
�
,
�
�
�
�
�
�
�
�
�
,
�
Traffic Control Techniques
q� -���
Traffic control techniques involve low capital costs, although area wide or city wide application of
some controls can be a serious fisca! commitment.
Posting the roadway with specific load
limit requiremeMS and/or signing of truck
routes.
Turn Restrictions
NO
LEFT
TURN
7-9
4-6
Use of regulator signing to prohibit certain
traffic movemeMS generally where an
arterial and local street meet.
Basket Weave
Alternating two-way stop coMrol within an
area of local resideMial streets.
Volumes Heavy mmmercial traffic
reduced; shifted to other routes.
Sceed. Little or no eHect.
Safe . Little or no effect.
Noise. air oolluCion. Positrve effec[.
Access. Restricted. No effea on
emergency access.
Communitv readion. Generally positive,
where reshicted. Shifting can occur.
Businesses generating heavy truck vaffic
inconvenienced.
Otfier considerations. Street foad capacity.
Legal, pracYical considerations.
Yield
Signage assigning right�of-way at
intersections.
Volumes Littie or no effect.
Soeed. Reduced within 50 feet of the yield
5ign.
Safe . Mixed results.
Noise. air vollution. Negative effec[.
Access. Little effec[.
CommumN reaction. Generally positive.
Other considerations. Frequently generate
requests for stop signs aker accideots or
near misses.
Volumes. Reduaion on diverted streets;
increase on altemative routes.
Sceed. Reduction on the diverted street.
Safetv. Improvement on diverted streets.
Noise. air oollution. Shihed.
Access. Restricted.
Communitv reaction. Generally positive if
a reasonable alternate roure exists.
Do Not Enter
Signage prohibiting vehicles fram entering
a roadway.
Volumes Dramatic reduaion on
prohibited streec; +nc2ase on altemate
routes.
Sceed. Reduc[ion.
Safe . improvement on restric[ed street.
Noise. air oollution. Positive effect on
remiaed street; often shifted.
Access. Restricted.
CommuniN reac[ion. Generally positive if
alremate routes exists.
SAINT PAUL TRANSPORTATION POLICY PLAN
Vofumes. Minimal effect.
Soeed. Reduced within 200 feet of the stop
sign. Increase in speed between stop signs.
Safe . Significantimpro�emen[at
accident-prone interseaion.
Noise. air nollution. Negative effea.
Access. Little effect.
Communitv reaction, Usually positive.
Other considerations. Ice.
Speed Limit
SPEED
ZONE
AHEAD
Change to the legal speed limit, based
upon traffic 6ehavior, hazards,
obstrudions, access poi�s, pedestrian use,
and road alignment.
Volumes. Little or no effect.
Sceed. fnforcement required to achieve
reduction.
Safe . No documentation.
Noise, air pollution. Little or no effect.
Access. No change.
Communiri reattion. Residents support
significantly lower speeds.
Other considerations. Broader issue of how
limits are set.
39
Truck Restricfions
Neighborhood Traffic Management Techniques continued
Traffic Control Techniques
' WATCH
t��7;i
All
Watch for Children
CHILDREN
Legally restricting parking at near
iirtersections and cro�walks (Clearance
Zones) or along the length of the Wock
(4ctended Zones).
Stop sig� on all legs of tbe irKersection.
Signage that wams ot the presence nf
thildren.
Volumes. Little or no effect.
Sceed. Clearance zones: minimal effec[.
EMended zones: potential for increased
speeds.
Safery, tmprovemen[.
Noise. air oollu[ion. Little or no effeR.
Access. No effec[.
CommuniN reaction. Varied.
DivergenUconvergent one-
way streets
Volumes. Depends upon nature of tra�c.
Soeed. Little or no effect.
SafeN. Imprwement when war2nts are
met or where sight distances are poor.
Noise, air oollution. Negative impatts.
Access. Little effett.
Communitv reac[ion Mixed.
Other considerations. Concem about
misuse of stop signs.
Alternating one-way streets
Volumes. No effect.
Sceed. Little or no effect.
SafeN. Little or no effect.
Noise. air pollution. Little or no effect.
Access. No effec[.
Communiri reaction. Positive.
Other considerations. Traffic s[udies do not
demonstrate effectiveness of this rype of
signage.
One-way Pairs
�
�
Conversion of two-way local streets to Conversion of two-way sheets to o�re-way
oneway operation; the o're-way direction operation in an altunatu�g pattem.
changes at the arterial to "diverge" from k
or "converge" upon it,
Volames. Reduc[ion.
Soeed. Increase.
Safe . Improvement.
Noise. air oolluhon. Possible negative air
quality.
Access. Some restriction impacts.
Communirv reac[ion. Mixed.
Other tonsiderations. Parking. Bicyde
traffit.
Volumes Little or no effea.
Soeed. Increase.
Saferv. Improvement.
Noise. air oollution. Little or no effect.
Access. Some restriction.
Communiri reaRion. Mixed.
Other considerations. Parking. Bicycle
traffic.
Creating a one-way couplet by paring a
residential streei wifh a nenrby through
street to create a corridor far ffirough
traffic.
Volumes. Increase on one; reduction on
adjacent.
Speed. Increase.
Safe . Improvement.
No'�se. air oollution. Little or no effea.
Access. Some restriction.
Communitv reaction Mixed.
Other mnsiderations. Parking. Bicyde
traffic.
4O SAINT PAl1L TRANSPORTATION POLICY PLAN
Parking Restrictions
Neighborhood Traffic Management Techniques continued
Enforcement/Educational Techn
Enforcement techniques often involve increased operational costs.
Traditional Enforcement
Speed Watch
WARNING
EIGHBORHOOD
SPEED WATCH
� �( RADAR
SPEEDERS PROSECUTED
Volumes Little or no effea.
� Sceed. Appreciable reduaion during
period of enforcement.
Safe . Improved during period of
enforcement.
Noise, air oollution. Usually little effea.
, CommuniN reaction. Mixed.
Other considerations. Budget and staff
cons[raints.
'
�
.�
�
��
' ,
Neighborhood participation in radar
observation of speeds and communication
wkh violators.
Volumes. Little or no effect.
Soeed. Substantial reduction.
Safe . Possible.
Noise, air oollution. Little or no effea.
Access. Not restricted.
Communiri reattion. Positive.
Other considera[ions. Training.
"Vigilantism".
� : •��
Variable
um►r
30
Use of a portable speed display board
wired to radar to alert motorists of their
speed; educational campaign accompanies
use of the board.
Volumes. Little or no effect.
Sceed. Reduced while device is present.
Safe . Potential for sudden braking.
Noise, air oollution. Little or no effect.
Access. Not restricted.
Community reac[ion. Positive in the short
term.
Other considerations. Needs monitoring.
"Vigilan[ism -
A SAINT PAUL TRANSPORTATION POLICY PLAN 41
Usually involves the use of radar to
identify speeders and subsequent tickMing
of speed violators.
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� Because the City has these well-established, effective processes for
implementation, which allow for short-term flexibility while maintaining
connedion to long-range community vision and policy, this
, Transportation Policy Plan does not attempt to document implementation
steps in detail.
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instead, the adivities that will implement this Plan will continue to be
detailed in the transportation-related portions of the 10-year Program for
Capital lmprovements and bi-annual capital improvement budget and in
the operational planning and budgeting done annually by the City
administrative departments responsible for transportation, that is, the
Public Works Department and the Department of Planning and
Economic Development (PED).
Presented below are the most immediate capital and operational action
priorities for implementation of this Plan.
Capital Action Priorities
• Complete the design process for Shepard Road and begin
construction in 1998.
• Complete Phalen Boulevard EIS process; select preferred
alternative; begin design work.
• Complete Ayd Mill Road EIS process; select preferred alternative;
begin design work.
• Complete construction of the Wabasha Street Bridge.
• Complete construction of the Edgerton Street Bridge.
• Complete construction of the Ford Parkway Bridge.
• Complete infrastructure planning for Riverfront.
• Determine Administration recommendation on location of new
downtown parking facilities in or near the west core based upon the
August 1996 Downtown Saint Paul Parking Study; construct
downtown parking facilities per Administration recommendations.
• Continue residential street paving as scheduled; coordinate with
other neighborhood improvements.
• Continue development of the bikeway system by incorporating bike
plan-designated paths, lanes and signs with road and bridge
reconstruction and intersection redesigns at the time they are
programmed.
• Continue to identify and implement street and sidewalk safety
improvements as needed.
Operational Action Priorities
Continue neighborhood traffic management efforts.
Assemble traffic engineering/urban design principles for internal
agreement and external communication.
Continue work wifh neighborhoods to identify and resolve parking
� SAINT PAUL TRANSPORTATION POLICY PLAN 47
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issues.
• Develop comprehensive sidewalk plan in accordance with criteria
found in Plan Policy 77.
• Identify and implement operational safety improvements as
accident monitoring warrants.
, Legislative/Intergovernmental Action Priorities
• Support increased transit funding at legislature.
• Support transit redesign in concept and work to ensure service to
� Saint Paul.
• Forward the "limited growth option" in the metropolitan growth
options planning debate.
, • Continue to maintain and strengthen interagency relationships in
support of City transportation objectives.
• Participate in regional transportation planning and funding processes
' to better ensure funding for major projects; lobby legislature for
funding, as appropriate.
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, 4H SAINT PAUL TRANSPORTATION POLICY PLAN
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The policies presented on pages 8-27 of this Plan are organized according to which of the three major
planning strategies they serve. The following organizes those same policies within the traditional
transportation functions of streets and traffic, parking, transit, bicycles, and pedestrian ways, as well
as the related function of land use and development.
Streets and Traffic
6. The City should strongly promote regional development and transportation investments that support alternative
modes and reduce trips, in particular, a better regional jobs/housing balance, and control of sprawl through
restrided growth in transportation capacities.
11. The Ciry should use traffic controls, enforcement, design practices, and land use policies to maintain the current
function of streets, especially relative to one another, as designated and defined in the fundional classification
map (p. 31), specifically ensuring use of arterials (principal, minor A and minor B) for longest trips, collectors
(major and minor) for intermediate and local trips, and local streetr for local access.
12. The City should assemble, for internal agreement and external communication, the set of traffic engineering and
urban design principles that guide the design and use of the street right-of-way as determined by street
classification, right-of-way availability, traffic volumes, safety standards, and land use.
14. The City should work with the State to minimize the negative effect on Saint Paul streets of freeway ramp
metering. This should be done through the use of Intelligent Transportation Infrastructure (ITq on freeways and
existing frontage roads.
16. The City should work with State and Federal agencies to implement capital improvements to avoid or corred
serious congestion, where community disruption is not a major factor, and where operational capacity
improvements cannot adequately address the needs.
17. The City should complete environmental assessment of alternatives for the future of Ayd Mill Road and
implement the resulting recommendations.
18. The City should work with the Minnesota Department of Transportation (MnDO� and other agencies to
maintain and expand the use of incident management systems to deal with the short-term traffic congestion that
results from accidents or other single event disruptions to normal traffic flow.
20. The Ciry should design streetscape and operations in ways that alleviate the negative impact of major streets on
their surroundings, proteding pedestrian safety as the highest priority.
21. The City should continue to work closely with Ramsey County to ensure compatibility with county standards,
particularly as it relates to roads over which the county will have eventual jurisdiction.
22. The City should use a neighborhood traffic management process to systematically address neighborhood requests
to "calm" or divert traffic, while maintaining necessary access. This process should include residential, business,
service and public safety interests and offer an array of techniques.
23. The Ciry should explore a variety of traffio-calming road design options with interested neighborhoods at the
time that local street construction is being planned.
24. The City should continue to only install all-way stop signs at the intersedion of two local streets when supported
by technical standards, a neighborhood petition, and a citizen approval process.
25. The City should continue to review the results of State air quality monitoring in Saint Paul and work with the
State and Metropolitan Council to devise strategies as needed.
' SAINT PAUL TRANSPORTATION POLICY PLAN 49
26. The City should make no comprehensive changes to the truck route system at this time but rather review
proposed changes to the system with the objective of minimizing the noise and other impacLS on sensitive land
uses while meeting the transport needs of business.
33. The City should complete its residential street paving program, setting neighborhood priorities based on cost
effectiveness and economic and communiry development and public safety goals.
35. The City should continue to work with other agencies to enhance the design of transportation improvements
(streets, �ighting, bridges, parking facilities, transit shelters, bike paths, walkways) in accordance with community
and neighborhood objectives. The City should continue iu practice of using a community-inclusive design
process for major transportation projects.
37. The City should ensure that fair and adequate capital, operating, and maintenance funding is a condition of
approving above-standard design and materials in public improvements.
38. The City should continue to enhance iu parkway system through appropriate design and landscaping, limitations
on uses within and adjacent to parkways to ensure compatibility and preserve aesthetic charader, limitations on
traffic speeds and vehicle access, and provision of separate pedestrian and bikeways, where feasible.
39. The City should construd Phalen Boulevard as part of the industrial redevelopment of the under-utilized raiiroad
corridor on the city's East Side.
40. The City should continue to use business development and job creation as criteria for programming capital
transportation improvements.
41. The City should participate in regional planning efforts to improve Saint Paul's connection with the metropolitan
road system.
42. The City should strongly promote regional transportation policies that discourage regional sprawl and subsequent
disinvestment in the metropolitan core.
45. The City should ensure business and service interests are included in the neighborhood traffic management
process described in Policy 22 (p. 12).
46. The City should ensure that the transport needs of business are met when reviewing change requests to the truck
route map. (See Policy 26, p. 13.)
50. The Cify should make capital or operational street capacity improvementr at those downtown locations where
serious traffic congestion is occurring and should support freeway capacity improvements that provide capacity
to alleviate congestion at the northbound ramps out of downtown.
53. The City should continue to work with the downtown community to handle the special traffic and parking
demands generated by special events and downtown attradions. ITI (like the recently installed Advanced Parking
Information System) should be explore and implemented where applicable.
56. The City should incorporate the recommendations of the adopted Lowertown Small Area Plan, the forthcoming
recommendations of the downtown portions of the riverfront development framework (in progress) that improve
the pedestrian realm, while ensuring adequate vehicular access in support of downtown development.
59. The City should make transportation investments based upon a riverfront development framework (in progress)
that
a. emphasizes pedestrian activity (at-grade and verticap,
b. directs that roads and bridges be carefully designed in order to establish the context and set the standard for
5O SAINT PAUL TRANSPORTATION POLICY PLAN
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private development,
c. provides strong connections behveen individual riverfront developmentr, and
d. provides strong connedions behveen the riverfront and the downtown and adjacent neighborhoods.
60. The City should develop street/sidewalk design and management strategies that, in concert with land use and
development, extend the impact of the new Wabasha street bridge to create a pedestrian-oriented Wabasha
corridor that ties the Capitol with the Concord/Robert commercial area. (See Riverfront Development
framework — Concept Map, p. 35.)
61. The City should reconstrud Shepard Road betv✓een Randolph and Jackson/Sibley in accordance with the
recommendations of the design concept process (in progress),
a. as a civic element,
b. in a series of transitional zones to calm traffic and reflect the changi�g character of the riverfront,
c. as a continuous road that implementr the design philosophy of the Great River Road system,
d. as a framework for public adivity and future development,
e. with provision for continuous, safe pedestrian/bicycle movement alo�g the river corridor and connection to
existing and planned pedestrian and bicycle facilities, and
f. with flexibility to accommodate future infrastructure changes within the river corridor.
84. The City should work with other agencies to promote conformance with the requirements of the Americans with
Disabilities Act of 1990 as they pertain to transportation facilities.
87. The City should continue to implement accident redudion improvements in locations where motorist safety is at
particular risk.
88. The City should monitor the development of new technologies that provide opportunities to improve safety
through traffic management.
89. The City should participate in the State's "Clean Fuels Minnesota Initiative".
Parking
3. The City should work with other agencies to invest in infrastr�cture and system management that support transit,
carpooling, biking, and walking.
28. The City should limit negative impacts on residential properties in neighborhoods with the greatest parking
spillover from commercial strips by regulating land use and offering the option of residential permit parking.
31. The City should require parking lots to have a strong landscaped edge along the street, and encourage
landscaping within parking lotr. The City should find ways to encourage or require improvement of existing
parking lois, as well as newly construded lots. Landscape should be designed not only Yo be aesthetically
pleasing but also in a ways that maintain a sense of public safety.
32. The City should require construction of new parking ramps to be compatible with the neighborhood.
35. The City should continue to work with other agencies to enhance the design of transportation improvements
(streets, lighting, bridges, parking facilities, transit shelters, bike paths, walkways) in accordance with community
and neighborhood objedives. The City should continue its practice of using a community-inclusive design
process for major transportation projects.
51. The Ciry should work to reduce the need for parking by working with the downtown community and large
employers to develop specific employee incentives such as reduced-cost parking for carpool and van pool in
, SAINT PAUL TRANSPORTATION POLICY PL4N 51
preferential locations, dired employee incentives to use transit, and continued efforts to improve bus service and
creature comforts.
52. The City should work to ensure an adequate supply of automobile parking in the downtown by
a. increasing the parking supply where employee demand is not being met through constructing more spaces
in or near the west core of downtown;
b. ensuring parking availability to attract new tenants downtown through a parking clearinghouse/guarantee
program;
c. and by working with others to market existing parking in the downtown.
53. The City should continue to work with the downtown community to handle the special traffic and parking
demands generated by special evenu and downtown attractions. ITI (like the recently installed Advanced Parking
Information System) should be explored and impfemented where applicabfe.
84. The City should work with other agencies to promote conformance with the requirements of the Americans with
Disabilities Act of 1990 as they pertain to transportation facilities.
1. The City should work with regional transit agencies to secure transit service, especially a redesigned and
adequate�y funded bus service, that better serves the needs of citizens in all parts of the city.
2. The City supports expansion of the Metropolitan Council Transit Operations (MCTO) Rideshare carpool/vanpool
rider matching and preferential parking program and supports MCTO's Guaranteed Ride Home program for
transit riders.
3. The City should work with other agencies to invest in infrastructure and system management that support transit,
carpooling, biking, and walking.
6. The City should strongly promote regional development and transportation investments that support alternative
modes and reduce trips, in particular, a better regional jobs/housing balance, and control of sprawl through
restrided growth in transportation capacities.
7. The City should work with other public agencies and the private sector to market transit, carpooling, biking and
walking, as well as flexible work hours and telecommuting.
8. The City should promote voluntary provision of TDM incentives by private employers.
9. The City should lead by example, by promoting transit, carpooling, biking and walking, and flextime and
telecommuting for its own employees.
10. The City should monitor the development of new technologies that provide TDM opportunities.
13. The City should emphasize traffic system management (fSM) and TDM policies, particularly at the regional level,
to protect the fundional classification of streetr in Saint Paul against further upgrade overall.
19. The City should continue to explore and implement useful TSM and TDM techniques in congested parts of the
system, where capacity improvement is not desirable, specifically, the northwest quadrant of the city.
27. The City supports the use of smaller buses for neighborhood circulators as part of the redesign of the transit
system recommended in Policy b4 ip. 22) of ihis Plan.
$2 SAINT PAUL TRANSPORTATION POLICY PLAN
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34. The City supports the development of neighborhood bus hubs in the recommended transit system design (Policy
64, p. 22) and should use its land use and development regulatory powers to reinforce these hubs as central
neighborhood places. Likewise, when transitways—busways or LRT—are built, the City should work with
planning and implementing agencies to ensure that they are designed to support human scale, social fabric and
neighborhood identity.
35. The City should continue to work with other agencies to enhance the design of transportation improvements
� (streets, lighting, bridges, parking facilities, transit shelters, bike paths, walkways) in accordance with community
and neighborhood objedives. The City should continue its practice of using a community-inclusive design
process for major transportation projects.
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36. The City supports customizing of neighborhood circulator buses (Policy 64, p. 22) to reflect the identity of the
neighborhoods they serve.
42. The City should strongly promote regional transportation policies that discourage regional sprawl and subsequent
disinvestment in the metropolitan core.
, 43. The Ciry should promote regional transit investments and operations that maintain good linkages between
business and labor and markets, including:
a. focus of high-frequency, large-bus, regular route service on areas with high population and job density,
� b. support of the central corridor between downtown Saint Paul and downtown Minneapolis as the top priority
for development of transihvays — busways and/or LRT — in the region, and
c. targeted reverse commuting.
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47. The City should continue to work with regional transit agencies to ensure the transit system design in the
downtown results in bus travel that is an efficient and user-friendly, therefore attractive, alternative to workers,
shoppers, and visitors, while allowing smooth traffic flow overall.
48. The City should continue to participate in light rail transit (LR� planning to ensure that, when it is implemented,
downtown Salnt Paul will be well served, with low-platform boarding, and with stations located and designed as
integral parts of their surroundings.
62. The City supports a significant, long-term commitment by the State to reinvest in the regional transit system,
especially in ways that more equitably serve the transit-dependent, the core service area and the eastern portion
of the Twin Cities region.
63. The City supports adequate funding of both the bus system and LRT as complementary parts of a multi-modal
transit system.
64. The City supports a redesign of the bus system to provide excellent service along major corridors (limited stop
"spines") and better intra- and inter-neighborhood service ("hubs" and neighborhood circulators), with continued
strong focus on regular route service to the downtown and general concentration on regular-route weekday
service. Recommended corridors are illustrated in the proposed Transit Corridor Map. (p. 43)
65. The City supports:
a. focus of bus system marketing on the occasional transit rider to become regular rider,
b. the development of corridor service delivery and marketing plans which consider, in depth, the needs of
potential riders in the corridor, and
c. development of route and system information which is easier to understand than the current information.
66. The City supports security measures at neighborhood and downtown transit hubs and attention to security on
buses.
' SAINT PAUL TRANSPORTATION POLICY PLAN 53
67. The City supports regional policies that ensure, first and foremost, good service for the transit-dependent. As the
first priority for use of resources, new service should be focused on lowest income neighborhoods.
68. The City opposes any additional "opting ouY' of the regional transit system.
69. The City should promote the focus of reverse commuting services on major suburban employers and city
neighborhoods with high unemployment and should work with region transit providers and other stakeholders to
identify these.
70. The City supports the central corridor between downtown Saint Paul and downtown Minneapolis as the top
priority for development of transitways — busways and/or LRT— in the region.
71. The City should continue to fonvard Saint Paul interests in economic development, support of neighborhoods,
and serious improvement of the bus service in future regional transitway planning efforts in order to produce a
successful metropolitan transit system.
72. The City supports employer programs that encourage transit use by their employees.
86. The City supports transit service that is accessible, convenient and affordable for persons with disabilities, as well
as being cost-effective for the system.
Bicycles
3. The City should work with other agencies to invest in infrastructure and system management that support transit,
carpooling, biking, and walking.
7. The City should work with other public agencies and the private sector to market transit, carpooling, biking and
walking, as well as flexible work hours and telecommuting. '
8. The City should promote voluntary provision of TDM incentives by private employers.
9. The City should lead by example, by promoting transit, carpooling, biking and walking, and flextime and
telecommuting for its own employees.
13. The City should emphasize traffic system management (f5M) and TDM policies, particularly atThe regional level,
to protect the fundional classification of streets in Saint Paul against further upgrade overall.
19. The City should continue to explore and implement useful TSM and TDM techniques in congested parts of the
system, where capacity improvement is not desirable, specifically, the northwest quadrant of the city.
35. The City should continue to work with other agencies to enhance the design of transportation improvements
(streets, lighting, bridges, parking facilities, transit shelters, bike paths, wafkways) in accordance with community
and neighborhood objectives. The City should continue its practice of using a community-inclusive design
process for major transportation projects.
54. The City should support biking as a means of travel to the downtown by providing bike route accommodation
into downtown, working with the downtown community to provide bicycle parking/storage at assorted locations,
especially serving downtown parks and museums, and by encouraging employer amenities and marketing.
61. The City should reconstruct Shepard Road between Randolph and Jackson/Sibley in accordance with the
recommendations of the design concept process (in progress),
a. as a civic element,
54 SAINT PAUL TRANSPORTATION POLICY PLAN
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b. in a series of transitional zones to calm traffic and reflect the changing character of the riverfront,
c. as a continuous road that implements the design philosophy of the Great River Road system,
d. as a framework for public adivity and future development,
e. with provision for continuous, safe pedestrian/bicycle movement along the river corridor and connection to
existing and planned pedestrian and bicycle facilities, and
f. with flexibility to accommodate future infrastructure changes within the river corridor.
73. The City should develop a network of interconnected on and off-street bike routes that:
a. provide safe and convenient access to work, schools and shopping,
b. tie neighborhoods together,
c. link up with bike routes in surrounding municipalities,
d. help complete a regional bikeway system, and
e. create linear parks with scenic vistas, historic and cultural interpretive opportunities, and connections to
regional open space. (See Bikeway Plan, p. 45.)
74. The City should work with private interests to provide support infrastructure for biking, including safe storage and
personal accommodations for cyclists at work places.
75. The Ciry should work to improve education of drivers regarding bicyclists' rights, and of bicyclists (especially
children) regarding their responsibilities, and to improve enforcement of the applicable laws.
76. The City should market use of the bikeway system through distribution of informational materials and promotion
of bicycling events.
Pedestrians Ways
3. The City should work with other agencies to invest in infrastructure and system management that support transit,
carpooling, biking, and walking.
7. The City should work with other public agencies and the private sector to market transit, carpooling, biking and
walking, as well as flexible work hours and telecommuting.
8. The City should promote voluntary provision of TDM incentives by private employers.
9. The City should lead by example, by promoting transit, carpooling, biking and walking, and flextime and
telecommuting for its own employees.
13. The City should emphasize traffic system management (TSM) and TDM policies, particularly at the regional level,
to protect the functional classification of streets in Saint Paul against further upgrade overall.
19. The City should continue to explore and implement useful TSM and TDM techniques in congested parts of the
system, where capacity improvement is not desirable, specifically, the northwest quadrant of the city.
30. The City should incorporate in the principles recommended in Policy 12 (p. 10), streetscape guidelines which
emphasize enhancement of the neighborhood environment, particularly its pedestrian quality, in accordance
with its historical development patterns and current uses, and which maintain and improve a feeling of personal
safety among users.
35. The City should continue to work with other agencies to enhance the design of transportation improvements
(streets, lighting, bridges, parking facilities, transit shelters, bike paths, walkways) in accordance with community
and neighborhood objectives. The City should continue its practice of using a community-inclusive design
process for major transportation projec[s.
' SAINT PAUL TRANSPORTATION POLICY PLAN 55
49. The City should make the downtown a more pleasant pedestrian environment through sidewalk widening/street
narrowing (where street capacity exists in excess of expected development needs), special paving materials,
landscaping, and signs.
55. The City should improve pedestrian linkages between downtown and adjacent neighborhoods, the Mississippi
River, and the Capitol area.
56. The City should incorporate the recommendations of the adopted Lowertown Small Area Plan, the forthcoming
recommendations of the downtown portions of the riverfront development framework (in progress) that improve
the pedestrian realm, while ensuring adequate vehicular access in support of downtown development.
57. The City should determine the boundaries of future skyway extension in the downtown, determine the
parameters for design of future skyways, add missing links to the skyway system within those physical boundaries
and design parameters, and work to ensure securiry, maintenance, uniform hours of operation, and uniform
signage and maintenance.
58. The City should work with the downtown business community to develop adequate funding and operational
mechanisms to ensure maintenance of streetscape improvements.
59. The City should make transportation investments based upon a riverfront development framework (in progress)
that
a. emphasizes pedestrian adivity (at-grade and vertical),
b. directs that roads and bridges be carefully designed in order to establish the context and set the standard for
private development,
c. provides strong connections between individual riverfront developments, and
d. provides strong connections between the riverfront and the downtown and adjacent neighborhoods.
60. The City should develop streeUsidewalk design and management strategies that, in concert with land use and
development, extend the impact of the new Wabasha street bridge to create a pedestrian-oriented Wabasha
corridor that ties the Capitol with the Concord/Robert commercial area. (See Riverfront Development
Framework — Concept Map, p. 35J
61. The City should reconstruct Shepard Road between Randolph and Jackson/Sibley in accordance with the
recommendations of the design concept process (in progress),
a. as a civic element,
b. in a series of transitional zones to calm traffic and reflect the changing charader of the riverfront,
c. as a continuous road that implements the design philosophy of the Great River Road system,
d. as a framework for public activity and future devefopment,
e. with provision for continuous, safe pedestrian/bicycle movement along the river corridor and connedion to
existing and planned pedestrian and bicycle facilities, and
f. with flexibility to accommodate future infrastructure changes within the river corridor.
77. The City should install new sidewalks where pedestrian safety, particularly that of children and persons with
disabilities, is at risk, to provide access to popular pedestrian destinations, and, at a minimum, on one side of
every street which has a functional classification above that of Iocal.
78. The City should repair hazardous sidewalks as quickly as possible and investigate alternatives to the current
repair policy (procedures and financin� in order to repair sidewalks more systematically and at a lower overall
cost to taxpayers.
79. The City should not remove sidewalks unless there is a compelling reason to do so.
80. The City should improve the compliance with the existing sidewalk snow removal ordinance by clarifying the
56 SAINT PAUL TRANSPORTATION POLICY PLAN
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responsibility for its enforcement within the City government and by initiating an educational campaign/appeal to
encourage voluntary compliance with the ordinance.
81. The City should use its development policies and design standards to improve the quality of the pedestrian
experience throughout the city.
82. The City should continue to implement accident reduction improvements at locations where pedestrian safety is
at particular risk.
83. The City should continue to install ramped sidewalk corners as part of new sidewalk construction and through a
program of annual retrofit of the existing sidewalk system.
84. The City should work with other agencies to promote conformance with the requirements of the Americans with
Disabilities Ad of 1990 as they pertain to transportation facilities.
85. The City should complete retrofit of the downtown skyway system so that it will be fully accessible to persons
with disabilities.
Land Use and Development
4. The City should guide land use development of the city in ways that reduce trips and promote use of alternative
modes of travel.
5. The City should ensure that its land use controls and other regulations do not unreasonably interfere with
telecommuting.
6. The City should strongly promote regional development and transportation investments that support alternative
modes and reduce trips, in particular, a better regional jobs/housing balance, and control of spraw! through
restricted growth in transportation capacities.
11. The City should use traffic controls, enforcement, design practices, and land use policies to maintain the current
function of streets, especially relative to one another, as designated and defined in the fundional classification
map (p. 31), specifically ensuring use of arterials (principal, minor A and minor B) for longest trips, collectors
(major and minor) for intermediate and local trips, and local sYreets for local access.
12. The City should assemble, for internal agreement and external communication, fhe set of traffic engineering and
urban design principles that guide the design and use of the street right-of-way as determined by street
classification, right-of-way availability, traffic volumes, safety standards, and land use.
15. The City should compare the trip generation poteniia! of proposed land use changes with the ability of area
streets to handle those trips and determine whether addition of street capaciry or demand management
techniques are the appropriate approach when existing capacity is insufficient.
20. The City should design streetscape and operations in ways that alleviate the negative impact of major streets on
their surroundings, protecting pedestrian safety as the highest priority.
28. The City should limit negative impacts on residential properties in neighborhoods with the greatest parking
spillover from commercial strips by regulating land use and offering the option of residential permit parking.
29. The City should work with developers to plan access points and parking facilities for business areas with
sensitivity to affeded residential neighborhoods.
SAINT PAUL TRANSPORTATION POLICY PL4N 57
30. The City should incorporate in the principles recommended in Policy 12 (p. 10), streetscape guidelines which
emphasize enhancement of the neighborhood environment, particularly its pedestrian quality, in accordance
with its historical development patterns and current uses, and which maintain and improve a feeling of personal
safety among users.
44. The City should work to ensure targeting of public investment and economic development incentives around
transit hubs, including LRT stations.
60. The City should develop streebsidewalk design and management strategies that, in concert with land use and
development, extend the impact of the new Wabasha street bridge to create a pedestrian-oriented Wabasha
corridor that ties the Capitol with the Concord/Robert commercial area. (See Riverfront Development
Framework — Concept Map, p. 35.)
81. The City should use its development policies and design standards to improve the quality of the pedestrian
experience throughout the city.
$H SAINT PAUL TRANSPORTATION POLICY PLAN
T�`tc.h9��r'�`�c.��ON Po`i
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�, �, � �, � �. s ;�. • RESOLUTION
�' �; � CI�F—� PAUL, MINN
�a<� = { u r : __
Presented By
Referred To
� ""�ouncil File # ��`�
Green Sheet # .��
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Committee: Date
RESOLUTYON ADOPTING TIIE SAINT PAUL TR9NSPORT9ZLONPOLICYPLAN
AS A CHAPTER OF THE SAINT PAUL COMPREHENSIVE PLAN
WI the City of Saint Paul is authorized under Minnesota Statues, Section 462353 {o carry on
comprehensive municipal planning activities for guiding the future development and 'unprovement of the
City; and
10 WF3EREAS, the City of Saint Paul as a local governmental unit within the metropolitan area is required under
i l Minnesota Statutes, Sect9on 473.858, to prepaze a Comprehensive Plan in accordance with Laws of 1976,
12 Chapter 127; and
13
14 WHEREAS, the City of Saint Pau] as a local governmental unit within the metropolitan area is required under �
15 Minnesota Statutes, Section 473.864 to have updated its Comprehensive Plan by Decembez 31, 1998; and
16
1?
18
19
20
21
22
23
24
25
26
27
28
'4VHEREAS, the Council of the City of Saint Paul is authorized under Minnesota Statutes, Section 462.355, to
adopt or amend a Comprehensive Plan or portion thereof after a recommendation of the Planning
Commission; and
WHEREAS, the existing chapters of the Saint Paul Comprehensive Plan pertaining to streets and highways,
bicycles, and transit are dated and no longer useful for guidance on policy and investrnent issues; and
WHEREAS, a draft Transportation Policy Plan was prepared and published for community-wide review,
and a public hearing, notice of which was duly given in the Saint Paul Legal Ledger September 23, 1994 and
September 30, 1994, was jointly held by the Saint Paul City Council and the Saint Paul Planning Commission
on October 19, 1994;
29 WHEREAS, a revised plan, prepazed by the administrative staff in wnsultation with the Comprehensive
30 Planning and Economic Development Committee of the Planning Commission, was certified by the Saint
31
32
33
34
35
36
37
38
39
40
41
Paul Plamiing Commission as an amendment to the Comprehensive Plan and recommended for adoption by
the City Council April 11, 1997; and
WHEREAS, the Pla.miing Commission at the same time recommended decertification of the
following. the 1979 Streets and Highway Plan; the 1981 Transit Plan; the 1977 Transportation Control Plan;
and the 1978 Bicycle Plan.
NOW, THEREFORE, BE IT RESOLVED, that the City Council of the City of Saint Paul has reviewed The
Transportation Poliey Plan and hereby adopts it as a chapter of The Saint Paul Comprehensive Plan, subject
to such review by the Metropolitan Council as may be required by law; and
_
4 L f O �Y
42 BE IT FINALLY RESOLVED that The Transportation Policy Plan replaces the 1979 Streets and Highways
43 Plan; the 1981 Transit Plan; the 1977 Transportation Control Plan; and the 1978 Bicycle Plan.
7
Adopt' n Certified by Council Secretary
By:
Approved by Mayor: Date 4 �
BY� �1��--
Reguested Department of:
1 n'n c��nom'c Develo men
B : i�/- �' _ ,�
Form Apprav by City Att
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Approved by M or for Submission to Council
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p� Juhe la (9 RE N SH
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pt ('` DEPARTMENT DIflECTOR CITY GOUNCIL
�YJy T�YiC� b6 S A��GM CRYATT�RNEY 'Z �y CITYCIERK
NIIYBER FOH
MUST BE NCIL AGENDA BY tDAT� pOUTING BUDGEf DIRECTOR � FIN. & MGT. SERVICES Dlfl.
''� OROEH MqYOR (OP ASSISTANT� � � j,,�qp .�
TOTAL # OF SIGNATURE PAGES (CUP ALL LOCATIONS FOR SIGNATURE7
ACTON RE�UE3TED:
J'lCtO�� O� `�7 �YQ1'aS�YfGC'f')dY, f d�iC.G{ p�G(G�
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RECOMMENDnTIONS: npprove (A) or Reject (R) pERSONAL SERYICE CANTRACTS MUST ANSWER TNE POLLOWING QUESTIONS:
� PLANNING COMMISSION _ CIVIL SEflVICE CAMMISSION �� HdS this pelson/(irm ever worketl untler a ContreC[ for this tlep2rtRlent?
_ CIB cOMMRiEE _ YES NO
� STAFF _ 2. Has th�s personftirm ever been a ciry employee?
YES ND
_DIS7RICiCOUR7 _ 3. Daesthis r5on/firm
pe possess a skill not normally possessed by any current city employee?
SUPPORTS WHICN CqUNCIL OBJECTNE? YES NO
Explain eIi yes answera on separate sneet and attaeh to green shaet
INITIATING PROBIEM. ISSUE.OPPC)RTUN7TY (Who, What, When, Where, Why): � � J _ � r �� %
`The� �Cy� rs rec�u�re�! b y ��t�e luu� �o ha we � plan r�rY�.f6� � ar,. Y�
�KiSfin ��an is a!/mast o?o ears ofd ; Cnn u�la is �2 ui�ed �y /9�i8:
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e C'ur�reht �Jlar, rs �eeelec� y^�'-vr Succ�ssfu( �d:� �o�'
Q,1�(��,cs� c�r�e�ally � i��Facm Publ�c c�ec�s,ar-,s t���d�%cc
AWAMAGES If APPROVED:
��r,� ��,dah�e � pubi;� �le�,S,aY,S or ��„S .
r ��, �- �''- �y > � �3 i' i;'k
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DiSADVANTAGES IF APPpOVED: � • "
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DiSADVANTAGES IF NOTAPPROVED:
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TOTAL AMOUNT OF TRANSAC710N $ COSi/REVENUE BUDGETED (CIRCLE ONE) YES NO
FUNOIWG S�URCE ACTIYtTY NUMBER
FINANCIAL INFORMATION' (EXPLAIN)
DEPARTMENT OF PLANNID7G
& ECONOMIC DEVELOPMENT
CITY OF SAINT PAUL
Norm Co(eman, Mayor
December 17, 1997
TO: Sa+nt Paul City Councilmembers
Divisiorz ofPlannirsg
25 West Fourth Stree�
Saint Paut, MN55702
a�- �� �
Telephone: 672-266-6565
Facsimite: 612-228-3314
FROM: Nancy Frick, Mike Kiassen
RE: 7he Transportation Policy Plan — Staff Response to Proposed Amendments
At the last meeting, staff was directed to prepare responses to proposed amendments to the
Transportation Policy Plan. Please find these below. Items are generally listed in order of
how they appear in the Plan.
Reference: Priorities (pp. vii-ix)
Proposed Amendments (General) : Additions to the short narratives that follow the
listing of ��ificantly Improve Transit, Enhance Neighborhood Environment, and
Rationally Mana�e Traffic on Cit�Streets as major priorities of the transportation
p1an. (Councilmember Collins)
Staff Response (General): The recommended Pfan contains 89 policies, organized
to serve objectives within three broad community strategies. This format is
intended to provide comprehe�sive treatment of surface transportation issues, but
does not necessarily convey a sense of priority.
In its overview section, however, the plan highlights six overarching priorities on
which to focus most attention in the coming years. Each of the six priorities is
followed by one paragraph wh+ch discusses why the item is a priority and lists a few
key plan recommendations that support that priority. It was not intended that this
section repeat all of the plan policies that su_pport each �riorit�.
Some of the proposed amendments to this priority overview section already appear
in the body of the plan, though they are not highlighted in this short priority section.
Proposed Amendments (Specific):
a. Proposed additions to Significantfy Improve Transit:
Transportation Policy Plan
Response to proposed amendments
December 17, 1997
Page 2
q �.r�r
- "promote the use of smaller buses to circulate through neighborhoods
to enhance the efficiency of the system;
- concentrate on reverse commute options to move city residents to
suburban job growth;
- work with MCTO to make public transit improvements a high
priority."
Staff Response: All three of these topics are found in the body of the plan.
Smailer circulator buses: Policies 27 and 36; reverse commute options:
Policy 64; a�d working with Metro Transit and other agenc+es on transit
improvement: Policies 1, 3, 6, 7, 13, 19,34,35, 36, 42, 43, 47, 48, 62, 63,
64, 65, 66, 67, 68, 69, 70, 71, 72, 8b.
b. Proposed additions to Enhance Neighborhood Environment include:
- "consider vacating unnecessary streets, such as those platted and
unpaved or those that create short blocks, for housing or economic
deveiopment opportunities";
- "create "bump-outs" at corners, especially in , s ,, c , h�oo , l� �zonys, to _�
impro�;�par ing�d safety,� �rt�����rvr.�r7.CO � L-�m
U�.,��(�' ,,.o.P�.,,l
Staff Response: This street vacation concept is not currently found in the
body of the plan. it seems most appropriate to consider doing so in reaction
to specific proposals, rather than as a broad transportation policy.
The "bump-ouY' concept is currently addressed in the listing of
Neighborhood 7raffic Management Techniques (referred to as "chokers")
found on pages 36-41. These techniques are available to be used in the
neighborhood traffic management process discussed in Policies 22 and 23
(pp. 12-13). "Traffic calming" is noted in the paragraph supporting the
Enhance Nei�hborhood Environment priority on page viii.
Transportation Policy Plan a � _��iY
Response to proposed amendments
December 17, 1997
Page 3
c. The proposed addition to Rationall�Manage Traffic on City treet is:
- "improve pubfic safety with increased traffic enforcement."
Staff Res�onse: While the recommended 7ransportation Policy Plan does not
attempt to be a law enforcement plan; it does list some enforcement methods
among the neighborhood traffic management techniques. !f the Council
wants to commit to increased traffic enforcement in a comprehensive way in
the Transportation Policy Plan, the appropriate place for such a policy would
be under the Neighborhood Protection Objective, under Strategy 2(pp. 12-
13).
Possible new policy: The City should increase traffic enforcement to
improve public safety.
Based upon Council discussion at the last meeting, staff also recommends a
new poiicy under Strategy 2:
New Policy: The City should support State legis{ation tht wiil ailow
+mplementation of new enforcement technology such as photo-radar,
photo-cop, and photo-redlight, in order to enhance traffic
enforcement and improve safety.
d. Proposed also in this section is the addition of a new priority,
Telecommunications as follows :
- "The City recognizes that a well-developed communication system is
imperative if it is to compete for new businesses. The City also
recognizes that such a system provides opportunities for tele-
commuting thereby reducing traffic and lessening the demand for
parking. The P1an cails for:
- the required instailation of conduit for fiber-optic or other types of
communicat+ons when streets are open for reconstruction or utility
work."
Staff response: This recommendation is not found within the body of the
p{an. The recommended Transportation Poiicy Plan does not attempt to be a
communications pian. The Plan does support teiecommuting as one of the
Transportation Policy Plan
Response to proposed amendments
December 17, 7 997
Pase 4
A �-YGY
means to reduce the need for transportation ca�acitv, (specificaliy in Poficies
5, 7 and 9; indirectly — as one of the identified TDM measures — in Policies 8
and 10.), but in the context of the whole plan, teiecommuting does not
emerge as an overarching priority. The topie of infrastructure for
communications is outside the scope of the Plan.
2.
Reference: Policy 22. (p. 12) "The City shoufd use a neighborhood traffic
management process to systematically address neighborhood requests to 'calm' or
divert traffic, while maintaining necessary access. This process should include
residential, business, service and public safety interests and offer an array of
techniques."
Proposed Amendment: Amend Policy 22 to clarify how citizens can access the
neighborhood traffic management process. A1so give exampfes of "traffic calming"
design options. There is also concern about the commitment to this process, and
the adequacy of resources. (Councilmembers Blakey, Colfins, Megard and Harris)
Staff Response: Below is a recommended amended Policy 22:
Revised Policy 22. The City should use a neighborhood traffic management
process to systematicaily address neighborhood requests to "calm" or divert
traific, while maintaining necessary access. ThexGity will work.p or ac ively
wifh'the commun�ty,to p�o;cess and wo�k closely witkiLL�lie
community throught:each` neighkio�hood_ procesS;E �»s-�srseess Community
participants shouid include residential, service and public safery interests,
witlYparticipatian organized,th`rough the�appropnate dist�ict planning
council,' and offer an array of techniques, such as;�;but"not limited:to�,'�ose
iilustrated on pp 36-41°of this plan. 7he City:will work to
resources"to.this priority:
In addition, a paragraph could be added to the discussion of neighborhood traffic
management techniques presented on pages 36-41, as follows:
The neighborhood traffic management prQCess is underway is SaintiPaul:?
Among the areas invoived (at writing of this Plan) are:
- Doswell/Chelmsford
- Margaret/Arcade,
- Railroad isiand
Transportation Policy Plan
Response to proposed amendments
December 17, 1997
- , Bidweli/Congress
- ThomasJMacKubin
- Morgan%Edgcumbe
' � � � � �"LaFond/Grotto:
q�-���
As previously noted, the School Safety Program, recently amended by the Council
to the Transportation Plan, referenced some additional traffic ca{ming techniques.
These, afong with a policy commiting to the school safety program, will be
incorporated into the final draft of the Plan.
efere e: Policy 24 (p. 14) "The City should continue to only install all-way
stop signs at the intersection of two local streets when supported by technical
standards, a neighborhood petition, and a citizen approval process".
Proposed Amendment: Delete the phrase 'at the intersection of two local streets'
from the policy. (Councilmember Harris)
Staff Res.ponse: In many instances, the Transportation Plan is a compiiation
affirmation of individual transportation-related policies and ef{orts a{ready
committed to the City Council and Administration. Policy 24 is an example.
City Councif, after study and discussion, adopted a stop sign policy in 1993
(Council File 93-157}, which Policy 24 was intended to reflect. The policy
statements are attached to this memo.
and
The
However, Policy 24, as written, pooriy conveys the content of the City Council's
adopted stop sign policy. To do a better job, staff recommends this revised Policy
24.
Revised Policy 24. The City should continue iis current adopted policy with
regard to the installation of all-way stop sign controls. This policy directs
all-way signs on collector or arterial roadways must meet appropriate spacing
and traffic volume requirements and have district council approvai, and that
ail-way stop signs on iocal streets meet safety standards, are supported by a
neighborhood petition, and have district council approvai. �e
4. Reference: Policy 53 (p. 19) "The City should continue to work with the
Transportation Policy Plan
Response to proposed amendments
December 17, 1997
Paee 6
q�_�'6Y
downtown community to handle the special traffic and parking demands generated
by special events and downtown attractions. ITI (tnteractive Transportation
information) (like the recently installed Advanced Parking Information System)
should be explored and implemented where applicable."
Proposed Amendment: Add "Availabifity of alternate modes of transportation, such
as mass transit or taxi cabs, should be encouraged." (Councilmember Harris)
Staff Response: Staff concurs.
5. Reference: Policy 57 (p. 79-20) "The City should determine the boundaries of
future skyway extension in the downtown, determine the parameters for design of
future skyways, add missing links to the skyway system within those physical
boundaries and design parameters, and work to ensure security, maintenance,
uniform hours of operation, and uniform signage and maintenance.
PrQ�,osed Amendment: Recommendation to drop the reference to determining
the boundaries of future skyway expansion and design from the Policy.
(Councilmember Harris)
Staff Res�onse: Policy 57, as written, summarizes the Planning Commission's
recommendation on skyways, born out of a series of workshops and a public
hearing on the subject. This work taok place in the early part of 1997, the time that
the Planning Commission was also concluding work on the Transportation Policy
Plan.
On November 5, 1997, the City Council adopted a revised General Policy
Statement for the Construction of the Saint Paul Skyway System. This Statement
fiurther refines the issues and, basically, IS the city's skyway policy.
The Policy Statement is lengthy and it is not appropriate for the Transportation
Policy Plan to repeat it in its entirety. However, the P{an's treatment of downtown
transportation policy would be incomplete without reference to the devefopment of
new skyways, as well as the operation. Staff recommends language that summarizes
the broad policy implications of the revised General Policy Statement for the
Construction of the Saint Paui Skyway System, as follows:
Revised Policy 57. The City should work to ensure security, maintenance,
uniform hours of operation, artd uniform signage and maintenance in the
a� - �6�
Transportation Policy Plan
Res¢onse to proposed amendments
December 17, 1997
Page 7
skyway system. Continued development of the downtown skyway system
shall be in accordance with the General Policy Statement for the
Construction of the Saint Paul Skyway System. As stated in that policy,
extensions to the system should be evaluated on the basis of (a)the density of
new development to be served, (b) the architectural significance of the
buildings to be connected, (c) the impact on views of significant natural and
bui{t features, (d) the impact on at-grade pedestrian activity and vitality, (e)
the feasibility of alternative connections, and ifl the impact on system
continuity; additions the system should employ the present standard exterior
design. G ��
6. Reference: Poticy 61 (p�20). "The City should reconstruct Shepard Road between
Randolph and Jackson/Sibfey in accordance with the recommendations of the
design concept process (in progress), (a) as a civic element, (b) in a series of
transitional zones to calm traffic and reffect the changing character of the riverfront,
(c) as a continuous road that implements the design philosophy of the Great River
Road system, (d) as a framework for public activity and future development, (e) with
provision for continuous, safe pedestrian/bicycle movement along the river corridor
and connection to existing and planned pedestrian and bicycle facilities, and (�
with flexibility to accomodate future infrastructure changes within the river
corridor."
Proposed Amendment: Replace "(c)" with a recommendation that Shepard Road
be built "either as a linear park or a single-lane road between Chestnut and
Jackson". (Councilmember Harris) ,/
Staff Res.ponse: Between the time the Pian was written with the Planning
Commission and the present, the City Council adopted Design Concept "E" for
Shepard Road. Design Concept "E" was based on the principles fisted in Policy 61,
which were developed by the Shepard Road Design Task Force. As broad policy
guidance for design of this important element of the riverfront, these principles
represented city policy at the time the Plan was devised, and were felt to be
important to state in a Transportation Plan that intended to express transportation-
related policy for "DownYown and Riverfront Revitalization".
However, because Design Concept "E" is now moving fonvard, it may not be as
necessary to include these principles in the Plan. The Council may consider
dropping the policy altogether.
Transportation Policy Plan
Response to proposed amendments
December 17, 1997
Pa�e 8
a�.��'
However, if it is foreseen that an adopted design principle policy may be helpful as
the design details progress, the Council may wish to retain the existing Policy, with
slight rewording.
:�
Regard(ess, staff recommends against any change that would dilute the Shepard
Road Design Task Force Priniciples or call for a different design than that adopted
by City Council.
Reference: "Downtown Revitdlization" (pp. 17-20) �
Proposed Amendment: Add new policy: "The City shoufd seek to make
downtown businesses and events more accessible to visitors be encouraging greater
overall use of taxi cabs. (Councilmember Harris)
Staff Response: It is not cfear to staff what need this proposaf intends to address,
�or how the City might impiement it. Staff does not have a recommendation.
Reference: Po{icy 69 (p. 22) "The City should promote the focus of reverse
commuting services on major suburban employers and city neighborhoods with
high unemployment and should work with regionaf transit providers a�d other
stakehoiders to identify these." � n p
Use
revers2'commute
of such phrasing if it approves changing it.
nci I
rather than� City
Staff Response: The proposed plan uses a standard phrasing throughout of "The
City should ...". At one time, there was concern about the legal obligation
suggested by a"shall" wordin;; the Council may wish to seek a fegal interpretation
Reference: Strategy 3, Travel Mode Choice, under the Objective of
Pedestrian Safefy and Comfort. (p. 25}
a.
Pro,posed Amendments: Add New Policy 84. "The City should
implement a neighborhood traffic calming program that includes education,
enforcement, and engineering resources to address pedestrian safety on
Transportation Poiicy Plan
Response to proposed amendments
December 17, 1997
Pa�e 9
streets and alleys." (Councilmember Harris)
q � . 8'�"
Aiso, add New Policy 85. "The City should implement — at ihe request of
the City Council — cul-de-sacs, speed humps, and other physical changes to
slow traffic and protect pedestrians." (Councilmember Harris)
Staff Response: These proposed policies essentially reflect Poficies 22 and
23 In Strategy 2, Neighborhood Quality and Economic Development, under
the Objective of Neighborhood Protection (pp. 12-13), and the array of
techniques illustrated under the section on Neighborhood Traffic
Management Techniques, pp. 36-41. In order to reinforce the importance of
pedestrian protection, these policies could be referenced in the Pedest�ian
section as well, for example:
New policy: "As noted in Policy 22 and Poficy 23, (pp. 12-13), the
City should implement a neighborhood traffic calming program that
includes education, enforcement, and engineering resources to
address pedestrian safety on streets and alleys."
(Also note that previously in this memo, staff recommended a
strengthened Policy 22)
b. Proposed Amendment: The City should work with the State so that all
"walk" signals at signal controlled intersection will allow enough time for
persons traveling at 3 feet per second to cross the entire street from curb to
curb during the time that the "walk" signal is active. (Councilmember Harris)
Staff Res.�onse: Public Works is setting up a joint project with the U of M
Center for Transportation Studies, MnD07 and the Institute for Traffic
Engineers to conduct a comprehensive evaluation to determine the effect of
signa{ timing changes, for longer pedestrian crossing times, on pedestrian
safety and traffic conditions. Staff recommends the following::
New policy. "The City should, with the U of M Center for
Transportation Studies, MnDOT and the {nstitute for Traffic Engineers,
conduct a comprehensive evaluation to determine the effect of signa!
timing changes, for �onger pedestrian crossing times, on pedestrian
safety and traffic conditions, and implement the recommendation
resulting from this study, as appropriate."
Transportation Policy Plan
Response to proposed amendrrtents
December 17, 1997
Paae 10
��, �l�p'
c. Pr000sed Amendment: The City, through its Pubfic Works and Police
Departments, will install a"key mechanism" at signal controlled
intersections to assist school chifdren in safely crossing busy streets when
requested by a school and appropriate district council. (Councilmember
Harris)
Staff Response: It may be most appropriate to include this as a tooi in the
school safety program, earlier adopted by the City Council, to incorporated
into the Transportation Policy Plan.
Functional Classification and the Transportation Policy Plan
The foliowing is background for the response to recommendations regarding the
functional dassification street p{an.
What is the rofe of functional classification in the Transportation Policy Plan?
The first major strategy in the proposed Transportation Policy Plan aims at balance
between travel demand and street capacity in order to provide reasonabfe mobi{ity,
access and safety for Saint Paul cit+zens. This major strategy includes policies for:
influencing transportation demand in ways that stem the increase in travei,
especially by single-occupant vehicles (better transit, more use of bicycling
and walking, regional housing(jobs balance); and
managing the travel that is expected to occur on the system in a systematic
way, so that trips are on the facilities best able to handle them. To do so,
streets are class+fied according to how they function — for land access or
mobility.
Why are many classifications higher than in 1979?
The functional classification plan is based upon an professional study of how the
city's street system functions now, as well as on consultation with the County and
the Metropo`.itan Counci(. (It should be noted that, when the draft Plan was widely
distributed for community review and when the public hearing was held, the
functional class�fication of streets received no comments. )
��
Transportation Policy Plan
Response to proposed amendments
December 17, 1997
Page 11
q �. Y�?'
The results of this specific street use study confirmed what we know from related
research on travel behavior: travel has changed significantiv in the past two
decades. The most influential factor in the change in functional classification from
two decades ago is an overall shift in system function from land access to mobility.
Traffic has become "regionalized". The roadway system now carries many more
vehicles much longer distances.
Some reasons:
• regional population growth; in particular Dakota and Washington Counties, and
western Wisconsin
• growth in workers-per-household — basicaliy the prevalence of women in the
workforce
• greater distances between home and work; longer commutes (in 1990, over
100,000 non-Saint Pau1 residents were employed in Saint Paul; over 60,000 Saint
Paul residents were empioyed outside of Saint Paul)
• decline in vehicfe occupancies
As noted above, the street plan represents how the system operates todaX; Plan
Policies 11 and 13 commit to maintaining the current function of streets, protecting
them from Further regionalization with strong efforts in trave{ demand management.
What are the c{assifications, how do they fit with the regional transportation
system, and what is fheir relations to jurisdiction and funding?
Street classification and fand use are closely related. The function of the street
system is to safely serve the varied transportation needs of the public and this need
is largely determined by the type, density and growth of development. As the
desire andlor need to expand development grows, the street network generally
grows with it. The varied nature, density and iocation of development formed the
basis for the street functional classification system and the nature of the type of trip
served by the street that helps determine a streets jurisdiction and funding options.
In short, street functional classification is a tool developed to identify streets based
on their use and aides in determining jurisdiction and funding options.
Transportation Policy Plan
Response to proposed amendments
December 17, 1997
Pa�e 12
q �.�`P'
The foilowing is a brief description of the functional classifications, jurisdiction and
likely funding sources used in urban areas:
Principai Arterials serve the most regional function, have limited access and are
used to travel across town in larger c+ties, from city to city within the region and
allow travel through the region. Principal Arterials are generally under State
jurisdiction and are funded using State andlor Federaf funds.
Class A-Minor Arterials are the main access routes to the principa� arterial system for
persons with one trip end in the City and also provide access to the central business
districts and regional business concentrations. Class A-Minor Arterials are generally
under County jurisdiction and are funded using County State Aid and !or Federal
funds.
Class B-Minor Arterials provide access to and from neighborhoods and businesses to
the class A-Minor and Principal arterial street network and are also use to travel
beriveen several neighborhoods. Class 8-Minor streets may be under the
jurisdiction of the County or the City and therefore are funded using County State
Aid or Municipal State Aid funds.
Collector streets provide access to the arterial street network and are use to provide
access to and between neighborhoods and local businesses. Collector streets may
be under County jurisdiction but most are under City jurisdiction and therefore most
are funded using Municipal State Aid funds.
Minor Coifector streets are intended to provide travel within or ta an adjoining
neighborhood. Minor Collector streets are under the jurisdiction of the City and are
funded using Municipal State Aid and/or local funds.
Local Access streets provide access to residents, business and industry. Local
Access streets are under the jurisdiction of the City and are funded using Municipal
State Aid and/or local funds.
What are the effects of functionai ciassification on street design?
Street classification plays a role in how a street is designed. in the case of a
principal arterial the nature of the majority of trips are longer and tend to be more
regional in nature and therefore, establishing limited access and higher speed limits
are a common design element for these types of streets. The major effects for the
Transportation Policy Plan
Response to proposed amendments
December 17, 1997
Page 13
�,�.���'
Ciass A and B Minor Arteriais and Collector streets relates to the type of traffic
calming techniques that can be safely applied. Each ot these streets serves a
specific transportation function and therefore caiming elements such as diverters or
street ciosures shoufd not generally be considered as they do not allow the street to
serve it's intended need.
Great care must also be used in applying other traffic calming technics to assure
traffic isn't unintentionaily diverted ta a minor collector or local access street.
Street classification has minimal or no effect on Minor Collector and Local Access
street design.
While street classification plays a role in determining the design of a street, it is not
the major factor. The design of our streets is based on land use, pedestrian needs,
transit use, bicycle considerations, available right of way, traffic volume, and
parking demand. After reviewing these diverse uses a design is deveioped trying to
best ba{ance these varied uses showing sidewalks, traffic control, traffic calming,
the number of traffic 4anes, and parking and bicycfe lanes if applicable.
The street width is then determined by number of lanes (traveled and parking) and
the design speed of the street. On streets above 3,000 average daily traffic the
Public Works Department generally supports the recent (Nov. 1995)
recommendations listed on page 33, section 8820 9936 Geometric Desi�n
Standards Urban� new or reconstruction, entitled "Department of Transportation
State for Local Transportation Division Aid Operations Rules Chapter 8820" for lane
widths.
Prior to this recent change, the State Aid recommendations appiied regional
standards throughout the street system. The Saint Paul Public Works Department,
along with staff from the City of Minneapolis and Ramsey and Hennepin Counties,
worked with the State Aid Committee to finally establish these new reduced urban
standards and can now generally support their use. The net effect of this change is
that most streets reconstructed after this rule change can be narrowed to more
appropriately accommodate pedestrians and help calm our urban traffic. Since each
street circumstances is different, we expect that there will still be instances when a
variance from standard wi�l be required.
The Public Works Department does believe that on some streets with less than
3,000 average daily traffic than more flexibifity is still needed with these standards.
To that end we requested that the standards for these type of streets be revisited
during 1997. We were not successfuf with our first request but we wifl continue
Transportation Policy Plan
Response to proposed amendments
December 17, 1997
Pa�e 14
work with the committee to gain more fiexible standards. Until then we will
request variances when they warranted.
Staff recommends the Foilowing changes to the Transportation Poficy Plan:
��,�� �
a. Elim+nate minor collectors from the system; these will be change on the map
to local streets.
b. Add a New Policy: °The City will follow the new urban State Aid design
standards for appropriate parts of the system which will result in most streets
reconstructed to be narrowed to more appropriately accommodate
pedestrians and heip calm our urban traffic."
c. Add a fVew Policy: "The City wilf continue to work with the state to secure
State Aid rule changes that provide more flexibfe standards for streets with
less than 3,000 average daily traffic, so that street design may better meet the
pedestrian and neighborhood needs of the urban environment. "
10. Proposed Transit Corridors. There appears to be interest for more information in
the transit redesign process, including the proposed corridor map. Here are some
key points:
a. The proposed transit corridor map and related poiicy illustrate how Saint
Paul fits into the overail regional transit redesign plan, developed by the
Metropoiitan Council to make transit more attractive and better fit the needs
of the traveling public. The concept was developed in consuitation with the
Metropolitan Councii.
b. The transit corridor map shows ONLY major and secondary corridors. (Like
a principle and minor arterial system for transit). It is not intended to show
every route. While adjustments will be made as transit design progress, In
no way does transit redesign intend to decrease accessibility to transit—
rather it intends to make it more attractive, more competitive with auto
travel, by providing frequent, fast express service on routes with high
ridership potection which connect major destinations.
c. The areas on the maps described as hubslcentersldestinations, are iilustrative
of major intersections of corridors. The size and nature of transit transfer and
destination points wou{d depend upon numbers of people and buses to be
Transportation Policy Plan
Response to proposed amendments
December 17, 1997
Pa�e 15
�.,,��r
accomodated. But because "hub" has a specific connotation in the
implementation of transit redesi�n that was not intended in the con ept m�p
stafE recommends that this reference be dropped and replace with the a
more generic descriptor such as °transit destinationlsi�nificant transfer
points".
d. lt is expected that, if transit is aggressive(y improved in accordance with the
regionai transit redesigri effort, that the concentration of riders that will occur
at transit destinationitransfer points will indeed bring more economic
activity to the area.
11. Generai Comment on Transit v. Auto Orientation of the Transpartation Policy
Plan
In the 1970s, the City had separate plans for transit, streets and highways, and
bicycfing. This Pfan is intended to address the system as multi-modal and
encompass all major surface modes of transportation. it recognizes the need to
manage the hundreds of thousands of vehicular trips per day occur on the Saint Paui
system every day. It recognizes that the homes and businesses of Saint Paui are
generating a vast majority of these trips; it recognizes that as a central city, Saint
Paul is also at the crossroads of regional travel. The Plan tries to be realistic about
the forces determining travel and the areas where the City has ability to affect those
forces.
But mainly it recognizes the need for change. It is intended to present a plan for
making that cha�ge. lt does so in these ways:
a. lt presents "Significantly lmprovement TransiY" as the first of six overarching
priorities for transportation in Saint Paul. (p. vii)
Others are:
- "Enhance the Neighborhood EnvironmenY', focused on good design,
improving the pedestrian environment, and traffic calming.
"influence Regional Devefopment Patterns" to help reduce auto travel
"Rationally Manage Traffic on City Streets" to protect the integrity of
the system and avoid further "regionalization" of the system.
Transportation Policy Plan
Response to proposed amendments
December 17, 1997
Pa¢e 16
"Add to the System Where Critical" to support economic
devefopment and/or avoid or correct serious congestion.
a � � ���'
"Carefuily Manage Neighborhood and Downtown Parking" to deal
with auto parking needs without undermining the objective of
encouraging alternatives to auto use.
b. It states among its main Premises, (p. 5):
"Transit, a travel option compatibie with urban development forms,
has suFfered significant disinvestment in the last several years. It does
not fulfill its potential as a travel choice for those who have an
economic and physicai choice; mobility and accessibility for persons
who depend upon transit is getting worse."
"Much more can be done to serve bicyclists and pedestrians."
"Regional transportation patterns, policies and investment have
profound impact on Saint Paul's system."
c, it presents a three-part strategic vision for transportation focused on:
Strategy 1: better balance between travel demand and system
capacity—with several poficies aimed at reducing travel demand, and
the remai�ing policies aimed at managing the traffic we do have as
systematically as we can to avoid the need for capacity expansion.
Travel Demand Management (reducing single-occupancy vehicle
travel) is listed the first Objective under Strategy 1
Strategy 2: making transportation investments in support of
community objectives such as neighborhood protection and
enhancement and economic development — these poVicies cover .
traffic caiming, good design, and finkages between people and jobs.
Neighborhood Protection is listed as the first Objective under Strategy
2.
Strategy 3: creating a multi-modal system that allows the differe�t
modes of travel to more comfortable co-exist — transit, bicyciing,
pedestrian ways, as weil as auto. Transit Improvement is listed as the
first Objective under Strategy 3.
Transportation Policy P{an
Response to proposed amendments
December 17, 1997
Pa�e 17
q �.�dr
Many of the policies in the plan re(ate to more than mode of travel. Taken
together, the policies are intended to direct more emphasis on transit,
bicyciing and walking as modes of travel.
fhe traffic and parking-related policies are intended to focus on: managing
congestion, caiming traffic, improving design, ensuring air quality, finishing
residentia4 street repaving, working with the region to improve conditions in
Saint Paul, and promoting carpooling.
The downtown parking policy focuses on targeting more parking to where
employee demand is not being met; but is a companion to a policy to
improve transit in the downtown as wel{.
Attachment
cc: Chuck Armstrong
ClTY QF SAtNT PAUL, MINNESOTA (����""
DEPARTMENT OF PUBI{C WORKS
A Sta�ement of Policy
1NSTALLATION OFALL-WAYSTOP SIGIVS
AT THE INTERSECTION OF LOCAL STREETS
Policy:
The City of Saint Paul instalis alI-way stop sign control at the intersection of local
residential streets. Streets that are coilectors or arterials are identified in the current
approved City Transportation Plan. Streets not shown on this plan wili be consider "Iocal
streets".
A petition process is used to ensure a reasonably strong understanding among the
residents that the signs are desired.
Rationale:
Stop signs are perceived by the pub4ic as deterrents to speed and traffic through
neighborhoods to improve pubiic safety. There is no documentation that stop signs do, in
fact, lower speeds or traffic volume (other than very close to the stop sign). On the other
hand, there is no conciusive evidence that they are unsafe. However, there may well be
exceptions.
The effectiveness of the signs will be based on the receptivity of the motoring public,
and the probability of police enforcement. Pubiic Works will therefore react to the desires of
the public through the petition process.
Procedure:
The party requesting the signs should contact the Traffic Division at 266-6200, or at 800
City Ha14 Annex, 25 West 4th St., Saint Pau(, MN 55102. The Traffic Division will review the
request, including the intersection's accident history and any special characteristics, to
determine if installation of all-way stop control is unsafe or unwise. if such a determination
is made the request may be denied.
If the intersection is a goad candidate for ali-way stop signs, the Traffic Division wiil
send a petition to ihe requesting party. Petitioning instructions will be included, and will
indicate the area ta be petitioned, and the percentage of supporting signatures required.
Facts relating to the specific intersection will aiso be sent to the requester as well as the
district councii.
The completed petition with the required percentage of vafid signatures shall be
returned to the Traffic Division. The validity of the petition wiii be verified by the Traffic
Divisian. The petition, if valid, will be sent to the community council for approval. !f tha
community council approves, the ali-way stop signs wili be instaifed. ff the community
counci{ disappraves, a public hearing betore the City Council will be heid. The City Council
will decide if the signs should be installed.
Approved by the City Councii
Councii File 93157
Date : 3 i 23 / 93
2-11
�
CITY OF SAINT PAUL, MINNESOTA
DEPARTMENT OF PUBUG WORKS
�l�' � � �
A Statement of Policy
INSTALLATION OFALL-WAYSTOPSIGNS
ON COLLECTOR AND ARTER/AL ROADWAYS
Policy:
The City of Saint Paul insta(ls all-way stop sign control at the intersection of certain
coliecior or arterial roadways. The intersection must meei certain sign spacing and traffic
volume requirements. A listing of intersections that meet such requirements is maintained
by the Public Works Traffic Division, and is available at 800 Gity Hall Annex, 25 West 4th
St., Saint Paut, MN 55102.
Stop signs must be approved by the 4ocal district counci{ prior to installation.
vehicles per day.
Rationale:
Stop signs are parceived by the pubfic as speed and traffic volume reduction devices
that improve traffic safety. 7here is no documentation that stop signs do, in fact, lower
speeds or traffic volume (other than very ciose to the stop sign). On the other hand, there is
no conciusive evidence that they are unsafe. The exception may be where the traffic
volume is high. All-way stop signs will not be allowed where the traffic exceeds
approximately 10,000 vehicies per day on the collector or arteriai street. Signs may also be
denied where tha traffic engineer determines it is unsafe or unwise due to special
characteristics such as accidents, sight distance or steep grades.
Stop signs shouid also be spaced in such a manner as to minimize inconvenience to
tha traveling public. Signs must ba at a minimum quarter-mile spacing on collector streets
and half-mile spacing on arterial streets.
For purposes ofi stop sign controi, streets are classified as coilector or arterial on the
basis of average daily traffic volume. Coflectors have an average daily traffic of
approximately 1,000 to S,OOo. Arterial streets have approximately 5,00o and 10,000
Procedure:
The party requesting the all-way stop sign control should write to the Traffic Division, or
call 266 6200. The Traffic Division will determine if the intersection meets the criteria.
If the intersection meets the criteria, the Traffic Division will notify the locai community
council of the request. If the community council approves, the all way stop signs will be
instafled. ff the community council disapproves, a public hearing before the City Councif
will be heid. The City Council will decide if the signs should be installed.
Approved by the City Council
Council File 93157
Date : 3/23/93
2-12
DEPARTMENT OF PLANNING
& ECONOMIC DEVELOPMENT
PnmeZa Wheedocl� Ditector
CITY OF SAINT PAUL
Nnrm Co[eman, Mayor
a� ��� �
Telephone: 61 b266-6655
Facsimile: 6I�228-3261
DATE: June 16, 1997
TO: Mayor Norm Coleman
zs w� Founh se.e�s
Smnt Pau{ MN 55102
FROM: �amela Wheelock, Director PED Cf� ����a
Stacy Becker, D'uector of Public Wor
Si3B7ECT: Transportation Policy Plan
Attached aze:
1)
2)
a letter from you to the City Council transmitting the Transportation Policy Plan
a Council resolution of plan adoption
3) the April 11, 1997 Planning Commission resolution certifying the plan
4) a copy of Transportation Policy Plan.
This Plan was prepared by PED and Public Works in consultafion with the public, other city
departments, a variety of governmental agencies, and other transportation interest groups, as
well as the Saint Paul Planning Commission. We are conf'ident that the Plan's strategic focus
on careful management of resources, infrastructure investment to support communiry
development, and creation of a multi-modal system to meet diverse needs, will provide sound
policy basis to guide specific transportation-related decision-maldng for our city well into the
next century.
This Plan is a prime example of the successful collaboration between our two departments on
transportation issues. Our staff worked together with the pub7ic and other city departments and
agencies to prepare the draft plan that was circulated two years ago, and then to craft a final
recommendation that responds posiuvely to public reaction to that draft, as well as to changes
in regional glann,� direcrives, and that reflects recent area-specific transportation planniug
activiues, such as riverfronUdowntown infrastructure planning, Phalen Boulevazd and Ayd
Mill Road EIS wark, transit and bicycle planning, and the common transportation directions
surfaced in neighborhood plaiming and the community development agenda.
Q`� ��� �
Mayor Norm Coleman
7une 16, 1947
Page 2
The Plan takes a comprehensive approach to transportation, but identifies ffiese major
priorities:
• significant improvement in transit, with redesign based upon strong transit conidors and
increased system fund'mg
• neighborhood euhancement through traffic calming, and investment in and design of
transgortation infrastructure
• influence on regional development patterns to restrict growth in transportation
cagacities, improve regional jobslhousing balance and sugport viable transit in urban core
• rational traffic management on our city streets
• system additions where critical to relieve serious congestion andlor foster economic
development
• neighborhood and downtown parking management that balances the objectives of
improving residential and pedestrian quality, providing incentives for auto alternatives,
supporting business development, and alleviating congestion.
Whi1e designed to provide policy basis for the long term, the Transportation Policy Plan does
contain a two-year implementation section that is intended to be periodically updated over the
life of the Plan.
Of immediate interest, the Plan is supportive of the Administration's key autiatives for
revitalizing the downtown and riverfront, fostering citywide economic development, and
supporting neighborhood liveability through community development.
It is nnportaut that we adopt this Plan in order to supgort fiznding proposals for major projects
and to provide the basis for advocacy on behalf of the ciry in regional road and transit
decisions. The Plan also fulfills an unportant portion of the requirement to update the City's
comprehensive plan by 1998.
Nancy Frick (PED, 66554) and Mike Klassen (Public Works, 66209) are available for
briefings should you desire more infarmation.
Attachments
� Y ��� �
CITY OF SAINT PAUL svo cu x�i Teiephan¢: 612-2668510
NormCodem¢n,Mayor ISWest%IZoggBouZev¢rd Facsimile:672-228-8513
Saint Paul, MN SSIO2
June 30, 1997
Council President Da�e Thune
and Members of the Saint Paul City Council
310-B City Hall
Saint Paul, MN 55102
Dear Councii President Thune and Council members:
Enclosed is The Transportatfon Policy Plan, recommended by the Saint Paul Planning
Commission. I find that the strategic focus of this plan on careful management of
resources, infrasttucture investment to support community objectives, and creation of a
multi-modal system to meet diverse needs, serves well the plan's expressed vision of a
"transportation system that warks technically, that works for the community, and that
works for the individual". This is a vision we all share.
More particularly, the plan acknowledges the importance of revitalizing the downtown
and riverfront, foster9ng citywide economic development, and supporting neighborhood
liveability through community development, and articulates the role transportation
investment and management plays in accomplishing those goals.
The Plan takes a thorough approach to transportation issues, but identifies as major overall
long-term priorities the following:
• signi�cant improvement in transit, with redesign based upon strong transit
conidors and increased system funding
• neighborhood enhancement through trafFic calming, and invesrinent in and
design of transportation infrastructure
• influence on regional development patterns to restrict growth in transportation
capacities, nnprove regional jobslhousing balance and support viable transit in
urban core
• rational traffic management on our city streets
• system additaons where critical to relieve serious congestion andtor foster
economic development
• neighborhood and downtown parking management that balances the
objectives of improving residenfial and pedestrian quality, providing incentives
for auto alternatives, supporting business development, and alleviating
congestion
��_��`
Council President Dave Thune
Members ofthe Ciry Council
June 30, 1997
Page 2
The Transportation Policy Plan is one of the key updates to the Saint Paul's
Comprehensive Plan that must be completed by the end of 1998 in accordance with the
requirements of the Metropolitan Land Plauning Act. You will soon be hearing mare
about the Platming Commission and administrative staff efforts to develop plans for land
use, housing, and sewers; the Council adopted the Parks and Recreation Plan last year.
All together, the chapters of the updated Comprehensive Plan will provide a physicai
vision and integrated policy framework for development and infrasriucture that will serve
Saint Paul well into the next century.
I am pleased to recommend The Transportation Policy Plan to you for adoption as a
chapter of the Saint Paul Comprehensive Plan
Sincerely,
Norm Coleman
Mayor
9��845'
City of Saint Paul
City Councii Research Center
310 C+ty Ha8
Saint Paul, MN 55102
612 266-8558
INTER-DEPARTMENTAL MEMORANDUM
DATE: August 14, 1997
TO: Councilmembers
FROM: Kirby Pitman �]
� ��
SUBJECT: TransportationPolicySession
Attached aze documents for the Transportation Policy Plan Policy Session from several of the
presenters. The documents include:
■ Memo from Nancy Frick
RE: The Transportation Policy Plan - Functional Classification of Streets
■ Memo from Nancy Frick
RE: The Transportation Policy Plan - Changes from the 1994 Draft
■ Letter from Mark Filipi, Metropolitan Council
■ Letter from Art Leahy, Metro Transit
■ Letter from Trish Moga, Metro Commuter Services
■ Traffic Calming Documents from Michael O'Nea1, Augsburg College
A note about the policy session:
The l�finnesota Department of Transportation has chosen not to be present at the policy session
because they will review the document in the formal review process and at this point have no
major issues with the plan. They tend to align themselves with regional policy and generally
concur with the Metropolitan Council.
DEPARTMENT OF PLANNING
& ECONOMIC DEVFLOPMENT
CIT'I' OF SAINT PAUL
Norm Coleman, Mayo�
Division of Plmming
25 WestFourth Sbeet
Saitu Pau1, hLV SSIO2
9 7 - 8'� 8'
Telephone: 6I2-266-6565
Facsunile: 6i2-228-33I4
August 13, 1997
TO: Saint Paul Ciry Councii
FROM: Nancy Frick '7lF
RE: The Transportation Policy Plan — Functional Classification of Streets
A request was made at the July 9 City Council meeting for a comparison of the functional
classification of streets presented in the current proposed Transportation Policy Plan and
the ctassifications presented in the 1979 Street and Highway Plan. This is provided on the
attached table.
The first major strategy in the proposed Transportation Policy Plan aims at balance
between travel demand and street capacity in order to provide reasonable mobility, access
and safety for Saint Paul citizens. Policies are intended, first, to influence the demand side
of transportation in ways that stem the increase in travei, especialiy by single-occupant
vehicles, and, second, to address the "suppfy-side" task — to properly handle the trips that
are expected to use the system. functional classification involves determining what role
each roadway should perform in carrying those trips and is defined in terms of the degree
to which either of two functio�s — mobility or land access — is served by a street.
The classifications used in the Plan are consistent with County, Metropolitan, and State
transportation plan classifications (except for any "minor cotlector", which is a designation
we are making locally).
The classifications are:
Principal Arterial. Roadways on the metropolitan highway system.
Minor Arterials, Class A. The main access routes to Principal Arterials for people
beginning or ending their trip within Saint Paul. Also provide access to the central
business district (CBD) and to regionai business concentrations.
Minor Arterials, Class B. Provide access to class A Minor Arterials and the Principal
Arteriais from the neighborhoods.
Collectors. Provide access to the arterial network. Also allow inter-neighborhood
97 � 910�
Saint Paul City Council
August 13, 1997
Page 2
movement between adjacent neighborhoods to replace some function of the minor
arterials. Some through movement likely but should be small.
Minor Collectors. Provide access for neighborhoods and within neighborhoods.
The classifications developed for the Transportation Policy Plan are based upon technical
analysis of the road system and the travel patterns that result from trips generated by land
uses in and outside of the city, and reflect consultation with the County and Metropolitan
Council.
Some of the changes in classification between the two plans are due ta changes in the road
system itself; some are the result of specific land use changes in the city. But the most
inftuential factor in the change in functionai classification from two decades ago is an
overall shift in system function from land access to mobility. In short, the roadway system
now carries many more vehicles much longer d+stances. This "regionalization" of the
system is due to population growth, growth in workers-per-household, high per-capita rates
of personal travel, decline in vehicie occupancies, and growth in trip length due to spread
of development.
The street plan represents how the system operates today and how the City plans for it to
operate in the future. Plan Policies 11 and 13 commit to maintaining the current function
of streets and protecting them from upgrade overall. As noted, this will require strong
efforts in travel demand management to manage trip numbers and lengths and encourage
higher auto occupancy and more use of aiternatives to the auto, as well as prudent
management of the existing system.
Attachment
q�-�G8'
Functional Classification of Saint Paul Streets - Proposed Transportation Policy Plan;
1979 Streets and Highway Plan
Proposed Plan 1979 Plan
Street From/to Classification Classification
1-94 through city Principal Arterial Principal Arterial
MN 280 1-94 to city fimits Principal Arterial Intermediate Arterial*
1-35E through city Principal Arterial Principal Arterial north
of downtown; "to be
determined" south of
downtown"
MN 5 city limits (swJ to W. 7th Principal Arterial "A" Minor Arterial
Shepard Road 135E to Wamer Road Principal Arterial "A" Minor Arterial
Warner Road Shepard Rd to MN 61 Principal Arterial "A" Minor Arterial
MN 61 I-94 to city limits Principal Arterial Intermediate Arterial*
Lafa ette (MN 103) E. 7th to ci limits Princi al Arterial Princi al Arterial
Cleveland Hoyt to Raymond "A" Minor Arterial Collector
Cleveland Marshall to Ford "A" Minor Arterial Collector to Summit;
"B" Minor Summit to
Ford
Raymond Cleveland to University "A" Minor Arterial Collector
Cretin I-94 to Marshall "A" Minor Arterial "B" Minor Arterial
Fairview Ford to Edgcumbe "A" Minor Arterial Collector
Edgcumbe Fairview to WJth "A" Minor Arterial Collector
Snefling Hoyt to Montreal "A" Minor Arterial "A" Minor Hoyt to
Selby; "B" Minor
Selby to Montreal
Lexington Marshall to Selby "A" Minor Arterial "B" Minor Arterial
Dale Larpenteur to I-94 "A" Minor Arterial "B" Minor Arterial
Rice Larpenteur to 12th St. "A" Minor Arterial "A" Minor Larpenteur
to Pennsylvania;
Collector Pennsyfvania
to 12th St.
John Ireland Boulevard 12th St. to Selby "A" Minor Arterial "A" Minor Arterial
Smith W. 7th to Annapolis "A" Minor AReriaf "B" Minor Arterial
Chestnut W. 7th to Shepard "A" Minor Arterial "A" Minor Arterial
Robert Universlty to city limits (s.) "A" Mlnor Arterial "B" Minor Arterial
Page 1
y�- ���'
Proposed Plan 1974 Plan
Street From/to Classification Classification
Concord Robert to Annapolis "A" Minor Arterial 'B" Minor Arterial
Edgerton Larpenteurto Payne "A" MinorArterial CoHector
Payne E. Minnehaha to E. 7th "A" Minor Arterial Collector
Arcade city limits (n.) to 6th. "A" Minor Arterial "B" Minor Arterial
White Bear Avenue Larpenteur to I-94 "A" Minor Arterial "B" Minor Arterial
McKnight I-94 to Lower Afton "A" Minor Arterial "A" Minor Arterial
Larpenteur Hamline to Parkway "A" Minor Arterial "A"
Larpenteur White Bear to McKnight "A" Minor ARerial "A" Minor Arterial
Maryland Dale to White Bear "A° Minor Arterial "B" Minor Arterial
Lafayette University to Tedesco "A" Minor Arterial Collector
Tedesco Lafayette to Payne "A" Minor Arterial Colledor
Universiry city limits (w.) to Lafayette "A" Minor Arterial "B" Minor Arterial
Frankiin city fimits (wJ to University "A" Minor Arterial Collector
E. 7th downtown to E. Minnehaha "A" Minor Arterial "B" Minor Arterial
E. 6th St. I-94 to E Minnehaha "B" Minor Arterial
Marshall city limits {w.) to Lexington "A" Minor Arterial "B" Minor Arterial
Selby Lexington to John lreland "A" Minor Arterial Collector Lexington to
Vidoria, "B" Minor to
)ohn Ireland
Randolph Snelling to I-35E "A" Minor Arterial "B" Minor
Lower Afton MN 61 to city limits (e.} "A" Minor Arterial "A" Minor Arterial
Ford Parkway city limits (w.) to Snelling "A" Minor Arterial "B" Minor Arterial
Montreal Snelling to Elway "A" Minor Arterial "B" Minor Arterial
W. 7th MN 5 to downtown "A" Minor Arterial "B" Minor Arterial
Mario� St. Anthony to Kellogg "A" Minor Arterial "A" Minor Arterial
Kellogg Marion to Mounds "A" MinorArterial "A" MinorMarion to
W. 7th; "B" Minor W.
7th to Mou�ds
Mounds E. 7th to I-94 "A" Minor Arterial Collector
Page 2
g�-�'4�'
Proposed Plan 1979 Plan
Street From/to Classification Classification
Cretin Marshall to Ford "B" Minor Arterial "B" Minor Marshal to
Summit Co(lector
Summit to Ford
Vandalia University to I-94 "B" Minor Arterial "B" Minor Arterial
Transfer Pierce Butler to University "B" Minor Arterial "B" Minor Arterial
Cleveland Universiry to Marshall "B" Minor Arterial Collector
St. Paul Cleveland to Edgcumbe "B" Minor Arterial "B" Minor Arterial
Fairview Pierce Butler to Ford "B" Minor Arterial Collector
Hamline University to Marshall "B" Minor Arterial Collector
Lexington Larpenteur to Marshall "B" Minor Arterial "B" Minor Arterial
Lexington Selby to Montreal "B" Minor Arteriai "B" Minor Arterial
Como Gateway to Rice "B" Minor Arterial Collector Gateway to
Dale; "B" Minor �ale
to Pennsylvania
Elway Montreai to Shepard 'B Minor Arteriaf "B" Minor Arterial
Dale Concordia to Grand "B" Minor Arterial "B" Minor Arterial
Marion Lafond to Kellogg "B" Minor Arterial "A" Minor Arterial
Smith Grand to W. 7th "B" Minor Arterial "B" Minor Arterial
Jackson Larpenteur to Shepard "B" Minor Arterial Colledor Larpenteur
to Sycamore; "B"
Minor Sycamore to
Shepard
Wabasha 12th St. to Robert "B" Minor Arterial "B" Minor Arterial
Wacouta 10th St. to 7th "B" Minor Arterial "B" Minor Arterial
Broadway 6th St. to Sth St. "B" Minor Arterial Colledor
Sibley 7th St, to Shepard "B" Minor Arterial "B" Minor Arterial
Lafayette University to E. 7th "B" Minor Arterial Collector
Johnson Parkway Prosperity to e. 3rd "B" Minor Arterial "B" Minor Prosperity
to Minnehaha;
Collector Minnehaha
to I-94
Etna E. 3rd to I-94 "B" Minor Arterial Local
Page 3
9 � - �'� �'
Proposed Plan 1979 Ptan
Street From(to Classificatian Classification
Prosperity Larpenteur to )ohnson Parkway "B" Minor Arterial Colleaor Larpenteur
to Maryland; "B"
Minor Arterial
Maryland to )ohnson
Parkway
White Bear l-44 to Upper Afton "B" Minor Arterial "B" Minor Arterial
Ruth Ivy to Maryland "B" Minor ARerial Collector
Ruth E. Minnehaha to upper Afton "B" Minor Arterial Colledor
McKnight Larpenteur to I-94 "B" Minor Arterial "A" Minor Arterial
McKnight Lower Afton to Carver "B" Minor Arterial Collector
Como Avenue city limits (wJ to Snelling "B" Minor Arterial Collector
Horton Snelling to Gateway "B" Minor Arterial Collector
Gateway Horton to Como Boulevard "B" Minor Arterial Colledor
Como Blvd Lexington to Como Avenue "B" Minor Arterial Collector
E. Ivy Ruth to McKnight "B" Minor Arterial Collector
Kasota city limits (w.) to MN 280 "B" Minor Arterial "B" Minor Arterial
Energy Park MN 280 to Lexington "B" Minor Arterial to be constructed
Front Lexington to Como Avenue "B" Minor Arterial "B" Minor Arterial
Pierce Butler Transfer Rd. to Dale "B" Minor Arterial Collector
Minnehaha Dale to Como Avenue "B" Minor Arterial Collector
Pennsylvania Como to Mississippi "B" Minor Arterial "A" Minor Arteriai
E. 3rd Mounds Bivd to city limits (eJ "B" Minor Arterial Coliector
St. Anthony Marion to Rice "B" Minor Arteriai Collector
12th Street St. Peter to Universiry "B" Minor Arterial "B" Minor Arterial
1 �th Street St. Peter to )ackson "B" Minor Arterial "B" Minor Arterial
lOth Street Jackson to Wacouta "B" Minor Arterial Local
6th Street Main to Broadway "B" Minor Arterial Collector
Sth Street Main to Broadway "B" Minor Arterial Collector
Summit Cretin to )ohn Ireland Blvd. "B" Minor Arterial "B" Minor Arterial
Ramsey Summit to Grand "B" Minor Arterial "B" Minor Arterial
Grand Dale to w. 7th "B" Minor Arterial Collector
Page 4
9? - �'GP'
Proposed Plan 1479 Plan
Street Fromlto Classification Classification
Randolph Cretin to Snelling "B" Minor Arterial Collector Cretin to
Cleveland; "B" Minor
Cleveland to Snelling
Plato Wabasha to LaFayette "B" Minor Arterial "B" Minor Arterial
George Smith to Concord 'B" Minor Arterial Local
Bums MN 61 to Upper Ahon "B" Minor Arterial Collector
Upper Afton Burns to McKnight "B" Minor Arterial Collector
Carver MN 61 to McKnight "B" Minor Arterial Collertor
Shepard W. 7th to i-35E "B" Minor Arterial "A" Minor Arterial
Anna olis Smith to Concord "6" Minor Arterial Local
Hampden Raymond to University Collector Collector
Vandalia Ellis to University CoileMOr Collector
Pelham Franklin to Mississippi River Blvd Collector Collector
Mississippi River Blvd city limits {w.) to MN 5 Collector Collector
Cleveland St. Pauf to Mississippi River Blvd Colledor Collector
Prior Pierce Butfer to Marshall Colledor Collector
Davern St. Paul to Shepard Collector Collector
Snelling MoMreal to W. 7th Collector Local
Hamline Larpenteur to Horton Collector Collector
Hamline Pierce Butlerto University Colledor Collector
Hamline Marshall to Edgcumbe Collector Collector
Edgcumbe Jefferson to St. Pauui Collector Collector
Victoria Larpenteur to Gateway Collector Collector
Victoria Pierce Butler to St. Clair Collector Collector
Victoria PleasanttoOtto Collector Coiledor
Dale Grand to PleasaM Collector Collector
Westem Maryland ta Summit Colledor Collector
Mississippi CasetoBroadway Collector Local
Westminster Larpenteur to Case Colledor Collector Larpenteur
to Arlington; Local
south of Arlina on
Page 5
97 • PG P`
Proposed Plan 1979 Plan
Street Fram/to Classification Classification
Parkway city limits (n.) to Payne Collector Collector
Payne Parkway to E. Minnehaha Collector Collector
Burr Case to Tedesco Collector Colledor
Earl Maryland to Mounds Colledor Collector
East Shore Drive city limits (n.) to Wheelock Prkway Collector Colledor
English city limits (n.) to Arlington Collector Collector
Clarence Arlington to Prosperity Collector Collector
)ohnson Parkway E 3rd to Bums Colledor Collector E. 3rd to I-
94; Local south of I-
94
Hazelwood Maryland to Ames Collector Local
Ames Hazelwood to White Bear Collector Local
Edgewater Road ciry limits (esJ to Case Collector Collector
Nokomis Case to Stillwater Collector Collector
Battle Creek Upper Afton to Lower Afton Collector Collector
Winthrop Upper Afton to Lower Afton Collector Local
Burlinaton Lower Afton to McKnight Collector Collector
Bailey Carver to ciry limits (s.) Collector Collector
10th St. l-44 to Jackson Collector �ocal
Exchange 9th Stto Cedar Collector Local
9th St. Cedar to Broadway Collector "B" Minor Arterial
8th St. 7th to Wall Collector "B" Minor Arterial
4th St. Washing to Broadway Collector Local
Main t Oth to Exchange Collector Local
9th St Exchange to 7th Colledor Local
Washington 6th to Kellog Collector Local
Market 6th to Kellogg Colledor Local
Cedar Constitution to Kellogg Collector Local
Minnesota 12th to kellogg Collectar Colledor
Wacouta 7th to kellog Collector Local
Page 6
47-8'G�'
Proposed Plan 1979 Plan
Street Fromfto C{assification Classification
Walf 7th to Kellogg Collector Collector
Broadway Misslssippi to 9th Collector Local
Broadway Sth to Kellogg Collector Collector
Park UniversitytoConstitution Colledor Local
Cherokee Ohio to city limiu (s.) Callector Collector
Ohio Plato to George Collector Collector
Wabasha Concord to George Collector "B" Minor Arterial
Stryker George to city limits (sJ Collector Collector
Dodd Stryker to city limitr (sJ Collector Collector
State Concord to Robert Colledor Local
Oakdale State to city limits (sJ Collector Collector
Wheelock Parkway Victoria to Johnson Parkway Colledor Collector
Arlington Victoria to Payne Collector Collector
Arlington East Shore Drive to White Bear Colledor Collector
Midway SnellingtoHorton Colledor Collector
Ivy White Bear to Hazel Collector Local
Front Dale to Rice Collector Collector
Case Mississippi to Earl Collector Collector
Case Johnson to White Bear Collector Collector
Ellis Vandalia to Transfer Collector Collector
Territorial city limits tWJ to Raymond Collector Collector
W. Minnehaha Prior to Pierce Butler Collector Collector
Sycamore Rice to )ackson Collector Collector
Cayuga Jackson to Mississippi Collector Local
Stillwater White Bear to city limits (w.) Collector Collector
E. 7th E. Minnehaha to Hazel Collector Collector
Thomas Fairview to Marion Collector Collector
Como R+ce to )ackson Collector Local
E. Minnehaha Burrto Edgerton Collector Coflector
Page 7
9 ? -8'G�'
Proposed Plan 1979 Plan
Street From/to Classification Classification
St. Anthony Snelling to Marion Collector Colledor
Maria E. 7th to Hudson Colledor Local
Hudson Maria to Johnson Parkway Collector Local
Old Hudson Birmingham to McKnight Coilector Local
Birmingham E. 3rd to Old Hudson Colledor Local
Concordia Snelling to Kellogg Collector Collector
Sel6y Fairview to snelling Collector Collector
Selby Ayd Mill to Lexington Collector Collector
Burns Earl to MN 61 Colledor Collector
Bums Upper Afton to White Bear Collector Colledor
Bums Suburban to city limits (e.) Collector Collector
Suburban White Bear to Ruth Collector Collector
Mounds I-94 to Burns Collector Collector
Grand Cretin to Dale Collector Local
St Clair Mississippi River Bivd to Cliff Colledor Local Mississippi River
Blvd to Cleveland;
Colledor east of
Cleveland
Cliff St. Clair to Smith Collector Local
jefferson Sneliing to Lexington Collector Local
Water city limits (s.) to Wabasha Collector Collector
Fillmore Wabasha to terminus Collector Collector
Plato WatertoWabasha Collector Collector
Plato LafayettetoFillmore Colledor Collector
Randoiph Mississippi River Bivd to Cretin Coliector Local
Highland Cretin to Edgcumbe Collector Local Cretin to
Snelling; Colfedor
Snelling to Edgcumbe
Otto w. 7th to Shepard Coliector Collector
Montreal Cleveland to Snelling Collector Collector
Edgcumbe Fairview to Hamline Collector Collector
Page 8
� 7 - s�'��'
Proposed Plan 7979 Plan
Street Fromfto Classificatian Classification
St. Paul Edgcumbe to W. 7th Colledor Collector
AnnaQolis Cherokee to Smith Collector "B" Minor Arterial
Otis Pelham to Mississippi River Blvd Minor collector Local
Prior Marshall to Randolph Minor collector Local
Davern Edgcumbe to St. Paul Minor collector Collector
Pascal Hoyt to HoRon Minor collector Local
Rankin W. 7th to Shepard Minar colledor Local
Homer W. 7th to Shepard Mi�or collector Local
Cedar University to Constitution Minor colledor Local
John Ireland Constitution to 12th St. Minor colledor Local
Smith Grand to Kellogg Minor colledor Local
Ramsey W. 7th to Exchange Minor collector Colfector
Exchange Ramsey to Kellogg Minor collector Collector
Ohio George to city limits (s.) Minor collector Local
Forest Ivy to Hudson Minor collector Local
Earl Ivy to Maryland Minor collector Collector
Clarence city limits (n.) to Maryland Minor collector Collector
Ruth Larpenteur to Furness Minor collector Collector
Furness Ruth to Ivy Minor collector Collector
Hazel Case to Minnehaha Minor collector Collector
Ruth Case to Minnehaha? Minor collector Collector
Springside Burlington to MN 61 Minor collector Local
Highwood McKnight to MN 61 Minor collector Collector
Hoyt Snelling to Vidoria Minor colledor Collector
E. Ivy Arcade to Earl Minor collector Local
E. Ivy Prosperity to White Bear Minor collector Local
Case White Bear to Nokomis Minor collector Collector
Conway Ruth to McKnight Minor collector Local
Jefferson Mississippi River Blvd. to Snelling Minor colledor Local
Page 9
9� -8'GB'
Page 10
DEPAR"IMENT OF PLANNING
& ECONOMIC DEVELOPMENT
CITY OF SAINT PAUL
NormColeman, Mayor
Drvision nfPlanxing
25 West Fourth Saeet
Saint Paut, MN 55102
August 13, 1997
TO: Saint Paui City Council
FROM: Nancy Frick � F-
RE: The Transportation Po{icy Plan — Changes from the 1994 draft
7 7�d��
Telephone: 612-266-6565
Facsimile: 672-228-3314
A draft Transportation Policy Plan was released to the public nearly three years ago. A public
hearing was held October 1994. After numerous delays, a substantially complete redraft of the
Pian was considered and recommended by the Saint Paul Planning Commission April 11, 1997
and Mayor Norm Coleman June 30, 1997. The City Council will consider the Transportation
Policy Plan at its August 20, 1997 policy discussion. This memo outlines the changes that
have been made in the plan since the draft.
The Redraft of the Plan -
The Transportation Policy Plan was revised to:
• be shorter and easier to read than the community draft
• focus on a physical and philosophical vision for transportation and on sustainable policies
that can provide useful guidance over the long term
• replace the draft's lengthy, detailed implementation section — which was quickly dated and
therefore not useful — with a brief discussion of existing City mechanisms for operational,
capital and legislative implementation, and a two-year list of priority actions
• update the street, truck and bikeway pians and add a transit corridor map
• respond to community and internal reaction to the draft and refiect emergent City positions
that surfaced since the draft hearing. The most significant policy changes to the Plan
respond to the recent planning efforts in the downtown/riverfront and to broadened
support for and definition of transitways.
Redraft of 7ransportation Plan G� 7 py �
August 13, 1997
Page Z
Policy Change Detaifs
1. The following policies were ded to reflect important issues not recognized in the original
Draft. (Abbreviated description of policy content.)
• Policy 23. Support expansion of Rideshare. (lnput from Minnesota Rideshare. lnternal
staff recommendationJ
• Policy 5. Land use controis, etc., to allow for telecommuting. (Community input.)
• Policy 10. Monitor development of new technologies for TDM. (Response to public
comment re: PRT.)
• Policy 21. Continue working closely with Ramsey County. (Response to County
comments; reflect jurisdiction issuesJ
• Policy 38. Parkway system policy. (Parks Commission recommendation.)
• Policies 59-67. Transportation infrastructure for riverfront. (Mayor's recommendation at
pubiic hearing. Reflects Saint Paul on the Mississippi Development Framework. Rep/aces
previous references to the Downtown Urban Design Pian which was under discussion at
the time of the draft.)
• Policy 63. Funding for both bus and LRT. Policy 70. Support LRT in central corridor.
These and several reworded policies reflect a conscious shift in stated policy to focus
away from a"bus vs. LRT" debate toward recognizing buses and LRT as
complementary parts of a multi-modal system and focusing on transitways — which
could be busways or LRT — as a major transit strategy. (Community input. County.
Mayor.)
• Policy 79. Don't remove sidewalks unless good reason. (Community input. )
• Po�icy 86. Support transit service for disabled. (City Council recommendationJ
2. These policies were eleted due to lack of community or administrative support.
• Old policy 21. Parking "hot spoY' management. (Too staff intensive.)
• Oid policy 65. Limit handicapped parking spaces. (lssue had been resolved. )
Redraft of Transportation Plan
August 13, 1997
Page 3
97
3. These items were retained from the eliminated imolementation section a�d now appear as
Pian policies.
• Policy 12. Traffic engineering and urban design principles.
• Policy 17. Ayd Miil EIS.
• Policy 19. Use of demand management where capacity improvement not desirable.
• Policies 27 and 38. Use of small buses as neighborhood circulators.
• Policies 34 and 46. Bus hubs; LRT stations.
• Policy 39. Phalen Boulevard.
• Policy 40. Business development and job creation as criteria for capital improvements.
• Policy 43. Transit deve�opment as economic development.
• Policy 48
• Policy 65
• Policy 66
Downtow� LRT planning.
Transit marketing.
Transit security.
• Policy 67. Transit service for transit-dependent.
• Policy 69. Reverse commuting.
• Policy 76. Bicycling marketing.
4. The policies were revised based upon input to the draft and/or further internal
consideration of the issue.
• Policy 23. Traffic calming. The draft recommendation for "bump-out" intersections, as a
matter of course where residential street repaving is done (old policy 16), is replaced with
a policy to draw upon a variety of traffic calming techniques, tailored to the needs and
interests of individual neighborhoods. (At the time of the draft, there did not appear to be
community support for a universal physica( design solution to p�omote neighborhood
traffic calming, — aiso PCA and County concems about negative effects of bump-outs; in
working with neighborhoods and their traffic problems, staff has found the situations lend
themselves to a variety of traffic calming tools that can be taitored to the specific problem,
and that this responsive appraach tends to be more acceptable to neighborhoods, and sti(1
can offer effective means of addressing problems.)
Redraft of Transportation Plan
August 13, 1997
Page 4
�?� 8'�r�
• Policy 33. Residential street repaving program. The draft recommended that the program
be accelerated. The revised plan policy calls for completing it, setting priorities based
upon cost effectiveness, and economic development and public safety goals. (Mayor and
Public Works recommendation based upon budget constraints.)
• Policy 51. Downtown parking demand reduction. This policy presents a multi-pronged
approach to reducing the need for parking in the downtown, including a variety of
incentives and bus service improvements. It expands the singular reference to preferential
carpool parking in the draft. fBased upon further study of downtown parking issues in
light of downtown development.)
• Policy 52. Downtown parking adequacy. This policy maintains the elements of the draft
which called for management and marketing of existing parking, but elaborates upo� the
draft's vague reference to increasing supply where needed by specifying the west core of
downtown as the area of need. (Based upon further study of downtown parking issues in
light of downtown development.)
The remaining changes to draft Plan policies are rewordings designed to communicate more
ciearly and/or in more detail.
Map and Figure Changes.
• Changes to the Street Plan Classified by Function were made to reflect coordination with
the County and Metropolitan Council.
• The Riverfront Development Framework Concept Map was added to reflect the work
done on the Saint Paul on the Mississippi Development Framework as of the time of the
completion of the Plan.
• Neighborhood Traffic Management Techniques is a graphic and narrative elaboration
upon the one-page chart included in the draft. It is intended to illustrate the tools that are
available for "traffic calming" that can be drawn upon in consultation with interested
neighborhoods to address their traffic issues.
• The Proposed Transit Corridor Map is a specific recommendation for application of the
transit redesign model portrayed in the draft Plan and was developed in consultation with
Metro Transit and the County.
• Changes made to the Bikeway Plan have been worked out with the Public Works staff,
Parks staff, and the City's Bicycle Advisory Board.
� Metropolitan Council g � - ���
Working for the fZegion, Planning for the Future
August 12, 1997
Saint Paui City Council
Re: Metropolitan Council Staff Comments on Saint Paul Transportation Plan
The following comments are the result of a preliminary review of the Saint Paul
Transportation Plan by Metropolitan Council Transportation Planning staff. It does not
constitute official Metropolitan Council review. That review will be conducted when the
plan is of£cially submitted to the Metropolitan Council.
The Metropolitan Council's primary transportation policy directions are to:
• Reduce Vehicular Travel Demand;
• Increase transportation capacity through better system management;
• Maintain, replace and improve the existing highway system;
• Improve the transit system; and
• Selectively expand highway capacity.
The three strategies in Saint PauPs Transportation Policy Plan of
1. Travel and System Management
2. Neighborhood Quality and Economic Development; and
3. Travel Mode Choice
and their related policies closely fallow and support the policies of the Metropolitan
Councal.
Of particulaz importance is the recognition that capital improvements ean realistically
only be expected to do so much towards relieving congestion, and then only in the limited
area related_to the improvement. Travel demand management and the use of alternative
modes over a lazger area have greater potential for reducing the rate of increase in
congestion.
One of the policy azeas that seems to be missing from the Saint Paul Transportation
Policy Plan is that of preservation. The document does comment that "The city is also
faced with aging infrashucture, limited resources, and growing and competing needs."
However, there is no strategy or policy clearly addressing the preservazion of the cities'
streets and roads. The Metropolitan Council has included this in their third policy
230 East Flfth Street St. Paul, Nlinnesota 55101-1634 (612) 291-6359 Fas 291-6550 1DD/TPP 291-0904 Meko Info Line 229-3750
An Equal �PPOrtunihJ E^iP(oyer
��-���
direction. It is also a major element of the Minnesota Departrnent of Transportation's
Metro Division Transportation System Plan. Given that the majority of Saint Paul's
streets are e�sting, the preservation of those streets is paramount.
Another policy area that needs to be addressed is that of access management.
Recognizing that Saint Paul is a fu11y developed core city and that few opportunities
present themselves for the management of access points along arterials, still some
discussion needs to be provided of when and where the lunitation of access might be
considered. If policies are not adopted before the fact, staff has d�culty raising the issue
in the review of developments.
Finally, the Metropolitan Council has certain requirements for items to be included in
comprehensive plans. The document reviewed, the Saint Paul Transpartation Policy
Plan contains much of the policy discussion we would look for in a plan. However, the
teciuiical background data upon which the strategies and policies were drawn will need to
be attached and also submitted with the plan. A few such items are as follows:
• Information on current and proposed land uses
• Transportation Analysis Zones socio-economic data allocations
• Traffic forecast for the year 2020
• Data on the number of lanes on principal and "A" minor arterials in the city
• Current daily traffic counts; and
• Narrative analysis of existing and future traffic problems,
A more complete list and fiu•ther descriptions of these items can be found in the Public
Facilities section of the Local Planning Handbook, May, 1997.
If you have any questions, please feel free to contact me at 602-1725.
Cordially,
%� i�
Mark Filipi, AICP
Transportation ForecasUAnalyst
� Metropolit,an Council
Working for the Region, Pkutrzing for the Future
August 13, 1997
Dear Counciimember,
97-YGfI
I am pleased to have this opporiunity to comment on the St. Paul Transportation Policy Plan.
My staff and I have reviewed the plan and we aze encoutaged by the strong support that the City,
through this plan, is showing for transit as a central element of the City's transportation
iufi�astructure.
Since my arrival in the Twin Cities earlier this yeaz, I have been impressed by the way in which
city leaders in St. Paul have championed a greater role for transit. Metro Transit is pleased to
work with the City on these efforts. The Commuter Action Team has been the most recent
opportunity for Meuo Transit to partner with the City to seek specific solutions to tough
transportation problems in downtown St. Paul.
While we have not had adequate time to analyze the plan in detail, it is clear that the City
understands the vital role that transit plays in an urban environment and the steps that are
necessary to increase transit's significance within the transportation system. The St. Paul
Transportation Policy Plan provides an excellent framework for parinership between the City and
Metro Transit, and we look forward to working with City staff to design improved transit service
and transit facilities for St. Paul. Our initial look at the plan suggests that there are specific
components that could be modified to help make transit more attractive and better able to
perform a key role in the future. We will be submitting more detailed comments on the plan
soon.
We agree that the key to real progress, however, is an adequate, stable source of funding for
transit in the region. I applaud the strong support from the City for increased funding far transit
service. Together we must convince the legislature and others of the importance of transit in
maintaining and revitalizing the urban core, advancing the economic development and properiy
of the region, and in maintaining the excellent quality of life we enjoy.
I believe that the Twin Cities has a solid transit system, and I welcome this opportunity to work
with the City to build on this foundation.
Sincerely,
� .`
Cf��x�
Arthur T. Leahy
General Manager
cc: James Solem, Regional Administrator, Metropolitan Council
Natalio Diaz, Transportation Director, Metropolitan Council
C'
560 �th Avenue North Minneapolis, Minnesota 55411-4398 (612) 349-7400 1Yansit Info 3733333 11Y 341A140
M FgialOpPorv�nib! ESnployer
� Metropolitaxi Council �t 7 - flb8
Working for the Region, Ptarzning for the Future
Metro Commuter Services
Aua st 12, 1997
Kirby Pitman, Policy Analyst
Council Investigation and Research Center
City of St. Paul
Office of the City Council
310 City Hall
St. Paul, MN 55102
Dear Kirby:
After reviewing the Saint Paul TransportaYion Policy Plan (Recommended by the Saint Paul Planning
Commission April 1997), I wish to submit the following comments:
Metro Commuter Services (MCS) strongly supports the City of St. Paul in its aggressive use of
trave] demand management (TDM) strategies to reduce the number of single occupancy vehicles
using transportation amenities in St. Paul.
In particular, Metro Commuter Services endorses the City's promotion of car and van pooling,
biking, transit, flexible hours and telecommuting as alternative solutions for reducing congestion.
MCS also encourages the City to identify and use enticements to encourage commuters to utilize
these modes. Enticements include free or significantly reduced rate parking for poolers, secure bike
racks or lockers and trails or lanes for cyclists, and better and more frequent transit services far bus
riders.
• Metro Commuter Services will support and assist the Commuter Action Team and any of its
successors in encouraging employers to promote travel demand management activities to their
employees. MCS also encourages the City to lead by example by promoting TDM altematives to its
employees.
• Metro CommuCer Services will offer its services to the City in promoting TDM activities, including
the Regional Guazanteed Ride Home Program, ridematching for pooi formation, collateral materials
on the benefits of not driving alone, preferential pool and bike parking program adminish
commuter transportation survey administration and analysis, and employer outreach.
As a part of the Metropolitan Council, Metro Commuter Services will assist the City, its employers,
workers, commuters and residents with identifying commuting strategies that will reduce congestion
and air pollution, save time and money, and enhance the livability of the community.
Sincerely,
��� ��
Trish Moga
Manager of Metro Commuter Services
Mears Park Centre 230 Eas[ FV3h Street Sa�nt Paul, MinneSOta 55101-1634 f612) 34&RIDE FAX 6024200 T1Y 349-SIGN
e-mail� commuterservices@metcstate.mn.us
Me�YO
1 '
SERVICES
An Equa( OpportunLLy Employer
08113/199� 11:02 6123301649
r�um, v+mce�c
P�aasmellen to 01, Paul C�N Counall
AUGSBURG COLLEGE
Why Traft'ic Caiming , NOW?
PAGE 63
97-�G8�
�l�c�-c�s �f�(
�t��q�l a'�Py/
1. Roadway Congestion--Commissioner Denn of MnD4T has
stated, "we can t build our way out of conges6on." The cast of
building new roads is exceeciing the pubiic benefit.
2. Citizens ars increasingly voicing concems about transportation
costs and are showing an interest transportation altema6ves. There
continues to be a strong public interest inpreserving the environment
and developing a"sense of communily."
3. Vehicle Miles Traveled jVMT) and vehicle Nips are increasing.
4. Single Occupancy Vehicles (SOV) relance is increasing.
5. Speed, traffic v�lume, traffic noise and other pohutants are
increasing as VMT and SOV increases.
6. Transit serv"sces and ridefship are decreasing.
7. Community Livabiiity is associated with speeding, trafif+c volume,
traffc noise an@ other pollutants.
6. As the p�rception of livabilty declines, residents pursue other
op6ons and the "sense of community" tends to dectine.
9. As tivalbity and the sense of community decline, cities have
experienced an increase in social and economic problems.
While transporfiation is not the sole cause, nor the sole soiution of a city's
social and economic problems or thepublic's perceived lost ofi
"comrrtuniry," transportation policies and programs have contributed to
these problems. Therefore, transpostation planning must also contribute
to tha solution.
Traffic Calming can encourage a"sense of communit}/' by tuming city
streets into rr�ore friendly pedestrian environments. This requires that
traffic calming techniques must be incorporated into cj��de traffic
management plans. 'fratfic calming cannot correct poor roadway design.
It is not just a� enhancement to be "added on."
p1�2DInd Lom �L�nina Paa Thn CIXm yy NeNNMNn R keMVOM�
68/13/1997 11:02 6123301649 AUG5BURG COLLEGE PAGE 07
Ppm ttsplc 91D
7�YGaMatlon to 91 Pau� LfN LDUnU7
Principles of Traffic Calming
M (C�l 4 L ° � �
97-�`f
Principle 1: Sfreets must be designed for al{ modes of trave{,
incVuding wafking and biking. Streets are also places for
soc"sal interaction among residents, neighbors and
children at play. No single func�on should dominate to
the exclusion of alt others. Streets are,�2 just for cars.
Principfe 2: Residents have a right to the best quality of life a cify can
provide as well as access to an environment that foste�s
a sense of community. No person or groups has the
right to increase their mobility or access at the expense
of another. This should create the recognition that a
transportation system which places its emphasis and
allocates m�st of its resource for automobile transport
discriminates against a large segment of society.
Principle 3: The implementation of a transportation pian shouid
ma�timize public accessibiiity whiie decreasing public
cost. It makes sense to min"smize the time, money,
energy and environmental affects of travet that the city
and its residents must pay to increase access to a wide
range of destina6ons. It means maximizing the efficiency
of the existing transportation system (streets and transit)
befiore buiiding new infrastructure. 1t atso means
reallocating resoutces to other modes of travei bes'sde
ttie automobile.
Q)artic Ca mina UY GNZSMAOvUClllnp P89poMlble Tl9�1BpOMtlon)
08/13l1997 11:02 6123301649 AUGSBURG COLLEGE PAGE 04
llnm Lah��sR �/�� D, �� /
P(ReeMeIIM ta dt Peil City CounG� ��-���
Techniques of Traffic Calming
t. Reduce Speed:
a. Slower traffic amits less noise and fumes.
b. There are less accidents at sloWer speeds.
t. Accidents that do happen are less damaging io persons and property.
d. The capacity of exisiing road space is increased.
2. Change Road Design:
a. Narrow traiffc idnes.
b. Interrupt driver's Une-of-slght.
c. Paved speed tables_
d. Protected sireet parking bays.
e. Neck downs at intersections.
f, Changes in ditaction.
3. Change Driver's Psychologica( "Feel of the StreeY'
a. increase driver awareoess through afterstions mentianed above.
b. increase pedesirian side walks and widen them.
c. Prov7de bicycle pafhs.
4. Increase Incenfives to Use Public Transportation.
a. Create a time adva�tage over cars.
b. Provide economic incentive via fare discaunts.
c. Offer timely, reliable and freguent tsansit services.
d. Institufe free and reduced fair zones.
e. Provide tliscounts and tax incer�Nes to empioyers who support
thsir amptoyeas use of transit.
5. Discourage Use of Single Occupancy Vehicles.
a. Restrict long-term parking.
b. increase park)ng fees.
c. Increase taxes on patking lofs.
d. Limd public funding of parktng faclllties.
e. Remove employer inceniNes to provide "Free" parking.
6. Optimize the number of people using each car.
a. Subsidize car pooling through parking discounts.
b. Locate car pool parking in ceniral¢ed, desired locations.
7. Op6mize choices of travel_
a. Rea! options io the singie occupancy vehicle mus! be providetl.
b, Improve public transit services and ttte public's perception of
lhat service,
c. fncrease the aitracfiveness and safety of walking and biking.
8. Create strong, viable local communities through the use of "new
urfian" design.
a. Trips prevlousy made by cars can be made by transft,
wafking or biking.
b. By using elternative travel, children and the elderly are prov�de
more mobilify and require Iess chauffeuring.
08/13/1997 11:02 6123301649 AUGSBURG COLLEGE PAGE 05
� Kir14e/ o �Me�/
ilmm �aR�cAlp
Gieee111lII9n l0 81 VBYi Cltr COLLOGI
Expected Results of Traffic Calming
g? - f�8'
.
Based on researcfe from Europe, Asia, Scandanavla, Canada,
Austrafia and selected citias in the United Slates where tratfic claming
prinieptes and tecfiniques have been impfemented, lhe foflowing resuNs
wera achieved:
Noiee end po{lution were reduced by up to 5096.
' Top speed of lraffic decresed by 5096, but journey fimes ony
increaseQ by 71%.
' Less heavy ira�c and tess "short-cutting thraugh residentai!
neighborhoods,
' Smatler roadways moved the same number of people. The
exlra space crealed by ariering andlor closing aulomobile lanes
was transformed into tree-Ilned avenues, bike-ways, walking
paths or open space. Thfs, in turn, Increased the fi�abilNy of
the area.
' Greafer safety for drivers, pedestriens, cyctists and ehitdren
at play.
• For ihose irnolved in aociderNs, there was a 4D-S096 ►ess
chance of befng ktlled or serlously i�ured.
' Traffic during peak hours decreased by 3096 l0 5096.
' lncreased travel options for everyone--part)culerly those w3lhout
access to a� automobife.
' Less stop/slarl dr'Ning.
' Enhanced neighbo�hood proQerty values and inc�eased
communtty vitafity.
Traffic Calming can resutt in the best of both �nrorlds—
increased accesslbllty and a better quatlty of Ilfe.
tPaaoted twm I�artn ca��im aaa �LU�(�
@8/13/1997 11:02 6123361649 AUGSBURG COLLEGE PAGE 06
ilsm LaNUqp
Pieganiatl0n 10 Si pHtl1 Pry LDU�p1
Myths af Traditional Trafflc Planning
and Aliernative Reatities
M,�� a'Ne
q?-P��
MYTFt 1: Current irafflc projecttons are important {n deciding vahat saads are needed.
Rea4ity 1: Such an appraach looks sensible, untii ane reatfzes it makes the assumption
ihat the present is the ideal.
AAY?H 2: Traftic planning is not responsible for how much peop�e went to use �heir cars.
Rea�tty 2: Tne volume oT tratttc In a cQy Is�! �nevrtiable. In every cny, trattic vo(ume Is a
resuft of ineasures adopted by government.
MYTH 3: Predicted tra�c growth musi be Qrovided fo�.
Reality 3: Tra�c simpiy eXpands to road space made available.
MYTH 4: Bigger raads are saFer roads.
Reafity 4: Buiiding bigger roads encourage greater speees and bear some of the
responsibilily for tising accident and dealh tolls.
M1AYTH 5: Bigger roads increase people's mobility.
Reality 5: The nef resulis of bigger roa�s is that we spend more and more time behind
Ihe wheei oF a car to reach (ewer and fewer desiinations.
MY7H 6: Bigger roads provide more advantages to more people.
Reatity 6: Cantrary to popular betief, bigger roads evecyone and advaniage no
one—except those who design and build them.
MYTH 7: Tra�c plenning simpty responds lo existfng demands.
Reallty 7: 7raffic plan�ing can create damand if it does not also consider the wiAer social,
environmental and pofilical concerns oi the cfty.
We cannot confinue to prepetuafe these myths. To do so woutd decrease the quality of
11Pe and livability of ihe cily. Trafflc Calm)ng provldes a mechanism to create an
alternative realify.
(T ak4n lmm T�af1�c [g�m�pq bY C��2en MMOq11Q0 Rq9on91o19 T�anSqonatwn )
DEPARTMENT OF PLANNING /3
& ECONOMIC DEVELOPMENT `7 7 — �� �
CTTY OF SAINT PAUL Divisiors of PZmv+ing
Norm Caieman, Mayor 25 West Fourth Streei Tekphane: 61&266-6565
Saint Pnul, MN 55102 Facsimile: 612-228-3314
November 12, 1997
TO: Kirby Pittman
FROM: Nancy Frick � �
RE: Transportation Po{icy Plan: Council Questions and Issues
The following are my responses to submitted comments and questions regarding the
Transportation Policy Plan.
Incorporation of fraffic calmi� into the plan.
Policy 22 (p. 12) states,
"The City should use a neighborhood traffic management process to
systematically address neighborhood issues to 'calm' or divert traffic, while
maintaining necessary access. This process should inc�ude residential,
business, service and pubfic safety interests and offer an array of techniques."
Policy 23 (p• 13) states,
"The City should explore a variety of traffic-calming road design options with
interested neighborhoods at the time that focal street construction is being
planned."
These policies are being carried out by Public Works. Among areas where the process has
been initiated are: Doswell/Chelmsford, MargaredArcade, Railroad island,
Bidweil/Congress, ThomaslMacKubin, MorganlEdgcumbe, LaFondlGrotto.
The Neighborhood Traffic Management Techniques described on pages 36-41 are intended
to represent the array of techniques for calming traffic — road design, traffic control, and
enforcement/education — and offer generalized information on the reiationship of each to
voiumes, speed, safety, pollution, and community reaction.
An earlier draft of the Transportation Policy Pian had proposed uniform instal{ation of
"chokers" or "bump-outs" as streets were reconstructed; reaction was negative. The
philosophy behind the current recommendation of a process tailored to and involving the
g 7 -�� �
Kirby Pitman
November 12, 1997
Pa�e 2
community, reflects an understanding that workable solutions to traffic problems are not
'one-size-fits-afl", but work best when devefoped to reflect the unique conditions of a
neighborhood, including the desires of affected residents and businesses. Each type of
technique requires careful consideration of its benefits and drawbacks, to ensure greatest
effectiveness.
And, of course, availabiliry of financiai resources wi11 determine the degree and speed at
which traffic calming techniques can be applied throughout the city. •
The array of techniques illustrated on pages 36-41 is not intended to be exclusive. It
reflects those thoroughly assessed in a 1994 report of the Institute of Transportation
Engineers, North Central Section. The City should certainly ezplore whatever traffic
ca4ming devices might apply. The School Safety Program, recently amended by the
Council to the 7ransportation Pfan, referenced some additional techniques. These will be
incorporated into the final draft of the P4an.
Comprehensive Plan Issues.
Attached is a question-and-answer sheet which describes:
1. The general requirements of Minnesota law regarding Saint Paul's comprehensive
plan.
2. Specific requirements the updated pfan must meet.
3. The approval role the Metropolitan Council has in Saint Paul's plan.
4. What is required by the end of 1998.
5. The approach the Saint Paui Planning Commission's is taking to the update task.
6. The relationship between the plan update and the Metropolitan Council's new
regionaf growth strategy.
7. The incentives offered by the Metropolitan Council for meeting the requirements.
There is aiso a diagram of the update process.
Priorities
Council comment included recommended additions to the short narratives that toilow the
listing of Si�nificant� Improve Transit, Enhance Neighborhood Environment, and
Rationally Mana�ement Traffic on City Streets as major priorities of the transportaYion
plan.
�17 -�f� �
Kirby Pitman
November 12, 1997
Page 3
The recommended Plan contains 89 policies, organized to serve objectives within three
broad community strategies. This is intended to provide comprehensive treatment of
surface transportation issues, but does not necessarily convey a sense of priority.
In its averview section, however, the plan highlights six overarching priorities on which to
focus most attention in the coming years. Each of the six priorities is followed by one
paragraph which discusses why the item is a prioriry and lists a few key plan
recommendation3 that support that priority. it was not intended that this section repeat a{{
of the plan policies that support each priority.
The additions suggested to the S�nificantly Improve Transit priority (smaller circulator
buses, reverse commute options, and working with Metro Transit) are indeed found in the
body of the plan.
Under Enhance Neighborhood Environment, there is a suggested addition to consider
vacating unnecessary streets, such as those platted and unpaved or those that create short
blocks, for housing and economic development opportunities. ft seems most appropriate
to consider doing so in reaction to specific proposals, rather than as a broad transportation
pol icy.
There is also a suggestion to create "bump-outs" to improve parking and safety. As noted
above, chokers or bump-outs, are among the array of neighborhood traffic management
techniques at the city's disposal when addressing traffic issues.
Finally, it has been suggested that Telecommunications be added as a major priority, with
a recommendation that communications conduit be installed when streets are open for
reconstruction or utility work. The commentary notes that a"weil-developed
communication system is imperative [for the city� to compete for new businesses", and
goes on to note that "such a system provides opportunities for tele-commuting thereby
reducing traffic and lessening the demand for parking."
The draft plan focuses on transportation (peopie-moving) and does not attempt to address
communications (information-moving�. lt does, however, support telecommuting as one of
the means to reduce the need for trans�ortation capacitv. (Specificaliy in Policies 5, 7 and
9; indirectly — as one of the identified TDM measures — in Policies 8 and 10.)
Other
Under Policy 23, it is suggested that examples of "traffic calming" design optio�s be
included. It will be clearer to the reader that those options are included in the plan, if a
reference to the Traffic Management Techniques illustrative section is included along with
Kirby Pitman
November 12, 1997
Pa�e 4
the text of Policies 22 and 23. This can be added.
�7 -���
It has been suggested that the phrase "The City shal/" rather than "The City should" be
used to characterize a particufar plan policy. The proposed plan uses a standard phrasing
throughout of "The City should ...". At one time, there was concern about the legal
obligation suggested by a"shall" wording; the Councif may wish to seek a legal
interpretation of such phrasing iE it approves changing it.
Attachment
�7 - ��S
Saint Paul City Plan Update for 2000
Questions and Answers About the Requirements and Saint Paul's Approach
What is needed fo meet the
requirements of Minnesota law?
An updated comprehensive plan for the City
must be submitted to the Metropolitan
Council by the end of 1998; thereafter, the
plan must be updated at least every 10 years.
What specific requireme�zts must the
updated pdan meet?
A table attached lists, in the 1eft-hand
column, the specific items that the City's
plan must include. Certain optional items
aze suggested for inclusion and the City may
include chapters addressing other subjects if
it chooses. The Metropolitan Council has
produced a handbook that details their
expectations for each of the required
elements.
What approval role does the
Mefropolitan Council have in,Saint
Paul's plan?
Under the law, the City Council cannot
finally adopt a comprehensive plan for the
city, or any amendment thereto, without the
Metropolitan Council's approval. The
Metropolitan Council is to review the p1an
for
• Conformity with metropolitan
system plans (Aviation, Recreation
Open Space, Transportation, Water
resources)
Consistency with other adopted plans
of the Metropolitan Council; and
Compatibility with plans of other
communities
In these area, the Metropolitan Council can
require changes in the plan before it can be
finally adopted.
What is required by fhe end of I998?
The end of 1998 is the deadline for
submission of the plan to the Metropolitan
Council for ttieir review. At the time of
submission:
• The Piamiing Commission must
have approved the draft plan.
• The City Council must have either
given the plan preliminary approval
or adopted a resolution to submit the
plan for review without pzeliminary
approvai.
• The draft-,-or a draft--must have been
reviewed by adjacent communities.
What is the Saint Paul Planning
Commission's Approach to the update
fask?
Saint Paul has, since before the Metcopolitan
Land Planning Act was originally adopted,
updated its plan incrementally. Each year,
some major area(s) where a need for updated
policy is clear, is addressed with
amendments ar a complete new chapter. As
a result, many of the requirements for the
updated plan aze met with recently
completed chapters, particularly the Parks
and Recreation Chapter a@opted in 1996,
and the Transportation Chapter presently
before the City Council. The right-hand
column o£ the table on requirements
attached notes the intended means for
meeting each of the requirements.
�7-S�Y
e
The Plamiiug Commission is placing most
of its effort in the update on three elements
that will play a central role in defining and
communicating development policy: 1) The
Land Use Chapter is a central component of
the City Plan. An update of flais
fundamental statement of development
policy was planned even before the update
requirement was adopted. 2) In discussions
with the City Council over the past year, as
in other forums, the need for significant
revision o£the Housing Chapter to meet the
realities of a market very different from that
of 1990 when the current chapter was
adopted has been noted. 3) A Summary
Chapter is planned to ensure provision of a
concise overall statement of Saint Paul
development policy.
What is the relationship between the
plan update and Metropolitan Council's
new regional growth strategy?
The Metropolitan Council intends that each
community's plan will identify targets and
means for accommodatang an appropziate
shaze of the region's anticipated growth.
They also expect each community's plan to
respond to other development policies
(transportation, housing, etc.) that will lead
to a more efficient and sustainable
development pattern for the region.
Influence over the local planning process is
a primary aspect of the Metropolitan
Council's p�rowth strategy.
The Metropolitan Council has suggested a
target of 9,000 additional households by
2020 for Saint Pau1 and 9,000 additional
jobs. The opportunity represented by
regional growth, and the portion of that
growth to be accomxnodated in the city, are
significant issues for a revised Saint Paul
Ciry Plan.
What does the Metropolitan Council say
about our incentives to meet the
requiremertts?
"Council gives priority to communities that
are consistent with and support regianal
goals when making decisions about
distribution of regional resources;
communities that do not have adopted
comprehensive plans may be ineligible for
Council incentives or non-competitive.
Council modafies System Plans and
Operations to accommodate comprehensive
plans that are consistent with regional
goals"
A diagram of the update process from the
Metropotitan Council's handbook is
attached.
q7-���
Saint Paul City Plan Update
Requirements and Options for 1998
Required Contents Saint Paul Fulfillment
Land I3se Chapter
a. Exstg & Proposed use of la�d 1. New Land Use Chapter, 1997
b. Protection for Historic Sites
c. Protection for Solar Energy
d. Water management 2. Policy will be surnmarized from plans
of individual wtershed mgt
orgatuzations after they are complete.
e. Housing Policy 3. Revise Housing Chapter
Public Facilities Plan
a. Transportation Plan 4. Adopt new chapter. Minor revisions
later if required by and new land use
chapter
b. Sewer Policy Plan 5. New shozt chapter developed by Public
Works
c. Parks and Open Space Plan 6. New chapter complete and adopted;
minor revisions will be made if
required for consistency with other
chapters
d. Water Supply Plan 7. Requirement met hy Ramsey County
plan already complete.
a7 -�� 8
Implementation 8. Chapter suuuuariziug items below
Official Controls
a. Zoning Ordinance 9. Zoning Ordinance Revision (including
river corridor ordinance)
MNRRA Tier II
SP on the M Development Frmwk
Land Use Plan
b. Private Sewers Controi 10. Revisions if required
c. Subdivision 11. No revision need anticipated
Capital Improvement Prograxn 12. CIP will �eet requirements
Housing Implementation 13. Housing Action plan will meet
requirements
Optional Contents Saint Paul k'ulfillment
a. Redevelopment Area Designation 14. Areas of change/redevelopment
designation under consideration for
land use chapter.
b. Intergovernmental Coordination 15. For further consaderation. New chapter
could address roles for:
Saint Paul Schools
Ramsey County
Sate o£Minnesota
Federal Godt °
c. Economic Development 16. Summary Policy Chapter
o7-�lP�
Notes to Chart
Step 1. Caundl amended the
Regionnl Blueprint to include a_
Regionai Grawth Strategy and revised
its system pians.
Siep 2. Zhe summary information
inclucles policy-based forecasts,
assumptior�s about new policy areas,
changes itt rystem pians and land �
demand
Step 5. After revuing the plan, the
community sends it to adjacent munio-
ipalities and to the Metropotitan
Council for review.
Step 6. Consistency with the
Metropolitan Development Guide
inctudes forecasts and resuitant iand
demnnd, and other Blueprint goats.
Conformity with metro system ptans
includu adequate informarion, sub-
stantiai impact on a system ptan or a
substantictt departure Jrom a system
plan. If a plan u incompaiible with
other jurisdicrions' ptans, the Countil
can mediate differences at parties'
request.
Step 7. Loca1 controls — zoning,
ordinances, capitai improvement pro-
grams — must be consisTent with
compreheruive plans.
Step &. Communities that do n4t iw.ve
adopted comprehensive pians may be
inetigible for Councii incrntives.
7.2
Comprehensive Plan Steps
� 0
Council rev�sed Council sends summary
Metropolitan Deve%pment information to afi local
Guide, govemmental units.
�
Locaf community decides
whether to revise its
iocal comprehensive plan.
�
Local community revises
its comprehensive plan.
0
Local community adopts
plan and puts it into
effect.
�
Councii staff and locat
community nego5ate
forecest and land use
assumptions for the
community.
Council reviews tfie p{an for:
- Consistency with MeMopolita�
Oevelopment Guide
- Conformity with metro system
plans
- Compatibiliry with other
jurisdictions' plans
- Compatibifity with other
state/federal reguiations.
�
Councii gives priority fot
regional resources to
communities that support
regional goals, and revises
system pians as necessary.
May 1997 local Pfanning Nand6oak
°�` � 9 � -8��
ST. PAUL POLICE DEPARTMENT
RESPONSE TO AND ANALYSIS OF
THE ST. PAUL TRANSPOI2TATION POL2CY PLAN
Dated: 10-13-97
Contact Person: Lt. Mike Morehead
St. Paul Police Departmeat
Traffic and Aceident Unit
292-3722
. , . q7-���
Thi"s document is a response to a request from the St. Paul City
Council for information pertaining to enforcement issues associated
with St. Paul's Long Range Transportation Policy Plan.
The SC. Paul Police Department was asked by City Council Research
to review a document titled "St. Paul Transportation Policy Plan".
The plan was developed by the Planning Commission pursuant to a
legislative mandate. The plan has been in development for at least
four years_ During those years no one in the Police Department
recalls anything more than dated requests for casual comments_ The
draft plan, upon receipt in Ju1y 1497, was sent by Chief Finneg to
Lt. Morehead in the Traffic and Accident Unit for review and
comment. °
The Police response was to generally support the goals of the
transportation plan. Some concerns and questions were raised with
a comment that these issues could be address.ed in the future. The
Council response, however, was to ask for more information about
enforcement in general before adopting the plan.
The Transportation Plan offers some explanation for the increase in
traffic congestion on page 4. The Police DeparCment concurs with
this analysis. The attached graph depicts the overall increase in
traffic. Over the last 20 years the miles of streets and alleys in
St. Paul has remained stable or, based on the number of street and
alley vacations seen lately, have actually declined. The net
result is that more vehicles are attempting to travel and park on
a diminishing amount of public thoroughfares.
When discussing the enforcement response one must remember that
enforcement is one part of the overall criminal justice system that
inc7,udes the courts and corrections. The criminal justice system,
over the past 20 years, has had to deal with a near tripling of
homicides, Che influx of major gangs and accompanying drug related
activity. As these non traffic problems were increasing, the
efforts of traffic engineers, vehicle manufacturers, and traffic
safety enforcement programs were paying diviclends in the form of
steadily decreasing accidents, injuries and deaths. See attached
data sheet #2. The rise in crime coupled with a decline in traffic
deaths caused realignment of personnel in most police departments.
In St. Paul the number of persons assigned to the Traffic and
Accident Unit went from 24 in 1980 to 14 in 1997. During those
same years the Homicide and Narcotics Units were expanded and the
Force and Gang Units were created.
Regularly assigned street officers responded to the changing crime
climate by devoting more time to gang and drug problems then to
traffic related problems. This has caused the zelatively small
number of Traffic and Accident personnel to become increasingly
responsible for the majority of the traffic enforcement programs in
the City. Improvements in productivity and efficiency have given
the modern officer the ability to maintain high levels of tra�fic
citations. However, City and County prosecutors, Court personnel
and Sudges, faced wiCh increasing cases and a tendency for
. , ,:
Page 2
increased litigation, are struggling to keep up with their
caseloads.
A close review of the data from sheet #2 shows that fatalities
dropped to single digits throughout much of the 1980's. Since then
fatalities have rebounded solidly into the teens. Demographically,
St. Paul has seen an increase in young children and the elderly.
Both of these groups are prone to higher accident, injury and death
rates. They are clearly represented in the 1990's statistics from
data sheet #2- There is also a belief that the cheapest and
easiest means for reducing accidents and injuries are alzeady in
place. Further reductions will be costlier and more difficult to
implement. Given the overall circumstances, the general belief is
that accidents, injuries, and deaths will continue to creep upwards
for the forseeable £uture and will not return to 1980's levels.
Unless a major outside factor(s) intervenes, such as a major fuel
crisis, there is no indication that drivers, vehicles or miles
driven per year will do anything but increase in the future. This
means that there is a strong likelihood that the system will see a
net increase in numbers of accidents even if the percentage rate of
accidents remains the same or even drops slightly.
ENFORCEMENT CONCERNS
Downtown Parking: During the Winter of 1996/1997 there were
several documented cases of people being overcome by carbon
monoxide while caught in traffic jams inside downtown parking
ramps. Both the inability of the ramps to have adequate staff
to handle outgoing traffic and traffic jams outside the ramps
caused these problems.
The City of St. Paul has little or no control over the freeway
ramp metering systems. When meters were first installed on
freeway entrance ramps adjacent to downtown, traffic started
backing up into the loop areas. The metered entrance ramps
constrict the outbound flow of traffic, trapping it in the
loop. When streets in the loop fill up cars in parking ramps
cannot exit. More loop ramps are projected in the near
future. The new Lawson Building is projected to have a
large parking ramp. Reportedly, the St. Paul Company's are
considering a large downtown ramp. Minnesota Mutual recently
announced plans to acquire the block west of their current
building in order to construct another office tower complete
with ramp parking. The new State Revenue building now under
construction will add to near loop parking as will the new
Science Museum complex.
The Police Traffic Unit is concerned that the addition of
thousands of loop parking ramp spots in the next few years
will create massive evening rush hour traffic jams.
Enforcement efforts will not be able to clear these jams.
�7-8�5
Page 3
1. RESIDSNTIAI� PARKING The St. Paul Police Department currently
deals with residential parking problems using a combination of
regular patrol officers and Parking Enforcement Officers
(PEO's). PEO's are considered civilian employees, but they
have some Cagging authority. The PEO's handle the vast
majority of parking related complaints. The tags they issue,
using highly efficient electronic ticket writers,
generate fine revenue that more than exceeds all costs
associated with the PEO program. In other words, the PEO's
pay for themselves and mak� money for the City.
Approximately 20-25% of all calls received by the St.Paul
Police Department on the day shift are parkingftraffic
related. An estimated 8% of annual ca11s for service to the
Police Department are parking/traffic related. The majority
of parking complaints come from residential areas. The
current PEO staf£ cannot effectively handle this volume of
ca11s. Demand is increasing for their services.
2. A major problem with residential parking involves the cga�an�
number of junk/abandoned cars on the streets. The City has
only limited resources and infrastructures to handle this
growing problem. In the past the City Impound L,ot only filled
up in the Winter in response to snow emergency tows. Now
routine Spring and Fall street sweeping, together with Summer
street sealing operations, keeps the Impound Lot full to the
point where tows must be restricted to emergency cases only on
a frequent basis. In addition to a shortage of storage
capacity, the City cannot hire adequate numbers of towing
contractors to remove cars, especially during the Winter
months.
3. Abandoned or inoperable cars litter the streets and alleys of
St. Paul largely due to oux changing culture. America's
growing affection for all things mechanical has caused people
to fill their yards and garages with everything but the cars
they use on a daily basis. Potential parking spaces in yards
are filled with boats, snowmobiles, ATV's and other
recreational vehicles. The growing street rod/collector car
craze has added thousands of hulks to peoples yards or
garages. A tour of any part of the City will quickly reveal
substantial numbers garages that have not seen a car inside of
them for years. When garages and yards are full people are
forced to rely on the street for the parking of the cars that
they use on a daily basis. As competition for street parking
increases there is increased demand for permit parking andJor
parking restrictions. This results in competition or friction
between various factors as residents vie against businesses
who via against students and others for the few remaining
parking spots. The establishment of each new permit parking
area creates substantial increases in requests for
g�-���
Page 4
enforcement. Current PEO staff are again strained to keep up
with citizen expectations for permit zone parking enforcement.
MAJOR TRAFFIC ROU`PS CONGESTIOI3 The smooth flow of traffic
in and out of tihe City depends on keeping major arterial
streets open to maximum use during rush hour traffic. Here
again, the City has inadequate resources to deal with the
existing problems. A single car left in a rush hour zone can
jam up traffic �or blocks. The City has not followed the
practice, in use in most major cities, of aggressively towing °
rush hour violators. In addition, £ine levels are inadequate
to discourage many parking offenses.
NEIGHBORIi00D TRAFFIC PROBLEMS All levels of government are
increasingly being asked to reduce traffic in neighborhoods,
slow down speeders and force people to stop at stop signs.
Simply put, the steady increase in vehicles over the past two
decades have turned quiet residential streets into busy
thoroughfares. Basketweave stop signs have largely failed to
calm neighborhoods. Current proposals to erect various forms
of barriers in neighborhoods have been tried in some other
cities. Their success at calming neighborhoods has been
questioned. These barriers create problems for street
maintenance and emergency service providers. The City does
not endorse the use of barriers at this time.
TRAFFIC ENFORCEMENT Traffic enforcement has declined.
As automobile use has grown and routine enforcement
capabilities have declined, the likelihood oE being tagged for
speeding or other minor violations has decreased. The
Legislature, in response to growing concerns about traffic
related problems, has steadily increased penalties for a
variety of traffic related offenses. Many traffic offenses
have increased from misdemeanors to gross misdemeanors or
fe7.onies. The enhanced penalties take officers off of the
streets as they book and process hold book cases which in the
past were handled as tag and re].ease cases. The resources of
the prosecutors, the courts and the corrections systems have
been badly strained as they try to keep up with the growth in
not only traffic related csaes, but growth in all other areas
of the criminal justice system. In addition, the legislature
has enacted a law that prohibits 1aw enforcement management
from suggesting or establishing traffic enforcement goals for
patrol officers. Patrol officers in turn are reluctant to
focus on traffic enforcement.
The traditional enforcement methods of using officers to
document traffic violations that result in tags or arrests
is ineffective. Technology is 6eing developed that will allow
cars to interact with roadside equipment to either actively or
g7 -8�8
Page 5
passively control speed andjor movement. This technology will
not be readily available until the Federal Government and
Detroit agree to its use. In the interim, the latest
available proven technology utilizes a combination of cameras,
computers and other technology to electronically capture
traffic violators. It is know by names such as Photo-cop,
Photo-radar, Photo red light and similiar names.
NEW TECHNOI,OGY The technology mentioned above is highly
effective at identifying Craffic of�enders, assessing and
colleating penalties, reducing violations and improving
traffic safety. These systems share the following:
1. High Tech cameras capture a still �r video image of the
offending vehicle and ofterstimes also get an image of the
driver.
2. The vehicle is not stopped at the time of the offense.
InsCead, information from the license plate number
generates a violation letter to the registered owner of
the car.
3. Regardless of who was driving the car, Che registered
owner of the car is responsible for the fines associated
with the violation. Like todays parking tickets.
4. The fines are treated as civil rather than criminal
matters. The� act much like todays parking tickets.
There is no right to a court hearing or trial. Contested
violations are handled by administrative hearing
officers.
5. The systems are high volume and are general7,y limited
' only by the design capacity of the equipment or its
operators. Most systems generate large profits and
pay for themselves in a few years.
6. The systems can be operated by trained technicians who
earn leas than peace officers.
7. Most systems have multiple site capabilities or are
mobile. Once introduced, significant violation reductions
can be achieved simply by posting a notice of the
presence of the enforcement equipment. A typical photo-
red light might have 20 sites but only 5 cameras that are
moved from site to site. Motorists cannot differentiate
between an active and an empty site. Compliance at empty
sites often equals compliance at active sites.
The unique nature of the system generally requires new
legislation on a State or Provincial level_
�7-���
Page 6
The above mentioned technology will improve traffic safety.
This technology is, however, controversial. Citizens objec�
to being monitored by cameras. Problems exist where owners o£
cars demand a means of transferring fines to the actual
drivers_ Opponents view the systems as new money making
schemes for government rather than legitimate traffic
enforcement tools. Law enforcement unions may object to the
systems if they are automated or operated by persons not in
their unions.
TRENDS The following trends exist in relation to traffic in
St. Paul and Minnesota in general:
1. The number of cars per capita, miles driven, and licensed
drivers are all on the increase. Also on the increase
are the number of boats, snowmobiles, ATVs and other
recreational and mechanized vehicles. St. Paul; with a
fixed land area and no growth in streets is finding
itself faced with increasing congestion in all areas.
2. Uninsured vehicles are on the rise. The last official
State survey was conducted a decade ago. It £ound that
about 10% of cars in Minnesota did not have insurance.
Todays estimates of the number of uninsured vehicles
range £rom 20� to 35%. Many people cannot afford
insurance so they choose to drive without it. These
people generally flee from accident scenes and account
for a substantial number of the hit and run accidents.
As uninsured vehicles increase, H&R accidents also
increase. Organized insurance card forgery is common and
is growing. �
3. ' Unlicensed drivers are increasing. Penalties for traffic
offenses have increased resulting in more drivers losing
their licenses. Urban sprawl and poor mass transit make
the alternatives Co driving unappealing. Most persons
without licenses think little of driving illegally. They
also contribute to an increasing hit & run rate. Forgery
of birth certificates used to obtain false legitimate
drivers ].icenses are on the rise.
4. Auto insurance rates for core cities like St. Paul are
rising steadil�. Man� if not most insurance companies
"red line" insurance by zip code or municipal boundary.
They look at loss rates in these areas and adjust rates
until they make a profit. The higher number of uninsured
cars and unlicensed drivers increases losses in a core
city. Families with teen drivers oftentimes can save
hundreds of dollars in insurance premiums simply by
moving a few miles outside of a core city. Some studies
,
97-�r��
Page 7
suggest, however, that accident rates for urbanites
versus suburbanites don't vary greatly. These studies
suggest that urbanites are being unfairly assessed for
higher rates. Unless this issue is resolved, insurance
rates will continue to either be higher or will climb in
core cities, making life in these cities less desirable.
5_ Orphaned cars are increasing. The current motor vehicle
transfer laws make it easy for people to hide ownership
in a car. They simply never transfer the title. They do
so because they have no drivers license, have no
insurance, both, they aren't old enough to own a car,
they intend to use the car for other illegal purposes or
they haven`t finished paying sotttsone informal monthly
payments, a form of poor mans lien_ Determining true
ownership and responsibility for these cars is a growing
problem for police departments everywhere.
6. Court cases are increasing. Because penalties are higher
and insurance rates are increasing, more people are
willing to contest traffic tags. This is tying up too
much of the criminal justice system time and personnel.
7. Fines are too low. St. Paul and Minnesota are not
keeping pace with some of the surrounding state and local
jurisdictions. When parking fines are cheaper than
parking ramp fees, parking violations will be common.
8. Cars are urban litter. Increasingly people simply
abandon cars. The City must tow these cars away and the
City cannot meet the current demand.
The City Council requested information about the highesr accident
intersections in the City. Traffic Engineering complied the
requested information and it is attached as an addendum.
RECOMMENDATSONS
Transporation problems in St.Paul are approaching crisis levels.
The Transportaion Policy Plan generally supports mass transit and
other forms of alternate transportation. The Police Department
wholeheartedly supports these concepts. In order to encourage
people to use mass transit, improve transportation and increase the
qualiCy of life in the City the Police Department offers the
following recommendations:
�7 -���
Page 8
l. Place a moratorium on additional permit parking. The permit
parking process needs to be restudied. Permit parking creates
significant work for PEOs, generates little income, and may
not always be in the best long term interests of the City,
2. E�and the Impound Lot. The Impound Lot is operated as an
enterprise fund and makes money_ Properly planned, it can
finance its own expansion while paying its own way or even
making a profit. It needs to be expanded to a single site of
at least 20 acres. The current use of two or three sites is
costly and cumbersome_ Concerns raised about the loss of
taxes on a twenty acre site should be balanced against the
devaluation of large portions of the City due to tens of
thousands of junk cars on the streets and in yards.
3. Increase the number of PEOs. PEOs are cheaper than sworn
officers, generate income sufficient to pay their overall
costs, and perform a valuable service. Essentially, they
solve problems for either no cost or at a slight profit to the
City.
4. Support State legislation that will allow implimentation of
new enforcement technology such as photo-radar, photo-cop,
photo-redlight. This teahnology will significantly enhance
traffic enforcement and improve traffic safety at either no
cost or a profit to local government. An association of city
managers is currently reviewing this technology with a view
towards asking the legislature to authorize it this
legislative session. At the same time, Minnesota Statute
169.985, which places a prohibiCion on establishing tagging
quotas, needs to be repealed.
a
5. Improve the technology in the Police Traffic and Accident Unit
and the Traffic Engineering Department. The current hardware
and software does not allow information shaxing, creating
labor intensive data entry of needed information.
6. Expand the use of electronic ticket writers by the Police
Department. This technology makes the officers and the entire
system much more e££ective. Ramsey County might share the
cost if savings are significant.
7. Support State legislation designed to decrease the number of
uninsured vehicles in the State. Finding a means to put
insurance information on line 24 hours per day would greatly
improve insurance compliance. Funding a study to determine
the validity o£ "red lining" might lead to a ban on such
practices. Insurance rates for core city dwellers might
decrease, making city life more appealing.
g 7-��g
Page 9
8. Support State legislation designed to toughen motor vehicle
transfer laws. Revoke the local auto dealer licenses of any
dealer which uses illegal "poor mans liens" to hide a sale of
a vehicle_
9. Night ban as much of the City as can reasonabl� be night
banned at this time_ Set a goal of eventually night banning
as much of the City as possible. Night banning will free up
streets for traffic, force people to deal with their
vehicles on their own property, slow or stop the growth of °
vehicles in the City, improve snowplowing and street
maintenance, reduce accident rates and generally improve the
quality of life.
10. Create an Ad Hoc committee to review all ordinances pertaining
to parking and zoning as it relates to parking. Require and
enforce rules that manda�e the development of year round
usable off street parking. Make the process of developing off
street parking cheap and simple.
11. Pave unimproved alleys and develop the means to assure that
they are plowed in the wintertime.
12. Increase selected fines. Create red curb rush hour tow away
zones in the downtown loop and selected arterial streets.
13. Require bump-ins on new buildings downtown and on bus routes.
14. Acid two officers to the Traffic and Accident Unit and one
attorney to the City Attorney`s Office. These officers
generally write enough tags to pay for their salaries and
perl�aps some of an attorney's salary.
�-S1�u�ui•_r;i��l
Traditional means of traffic enforcement have not kept pace with
the growth in traffic and traffic related problems. Many drivers
routinely violate traffic laws with little likelyhood of serious
consequences. Given the circumstances, there is little chance that
people will be attracted to the desired mass transit ideas
discussed in the Saint Paul Transportation Policy Plan. The
maintenance of any decent qualit� of life in the City will require
immediate actions to stem the growth of traffic and vehicles in the
City. The above anal�sis and recommendations should be studied
further in a larger forum in the not too distant future.
.. _ _ _ ::�.� . •°'.. . . ;� .. . -
� . �_ .
� �'� ��`�'�"'� se�
1996 CI7Y WID£ ACCFDEN7S - TOP�U INTEFSECTIONS 112/31l9b:
SYt`Ol'L
�RKWRIGSiT
I35E '
SNELLING
SNELLING
M!A RYLAN D
T�IRRYLAN D
��lNCORO I A
��NCOROIA
L�XINGSON
t�AMLTNE
PR8 NN EttASiA
-C�ALE
�E2CAOE
�CSLLOGG
�£XINGTON
�RANO
ARCADE
�IEYElANO
f2ICE
UNIVERSTTY
7
�IiVN �
PASCAI,
OLOHUOSOK
F7ARYLAND
A58URY
GRANO
7
HAZELW000
3
FAIRVIEW
SNELIING
SELHY
7
MCKNIGH7
AtBERT
SUBURBAN
foREST
SYNDIGATE
7
GRAND
flAIE
7
P�ATO
ADA
6
MAAY4ANp
ENERGYGARK
EDGERTON
�ONCORDTA
7
Cross 5LrQ�t
-------------.._.
MARYLAND -
MARYLAND
S3ANTHONY
UNIVERSITY
PAYN£
RICE
$NELLING
LEXING70N
UNTVERSI7Y
UNIVERSITY
�WtiTl'EBEAR
UNIVERSITY
MARYLANO
R08ERT .
STAN1'HONY
�EXINGTQN
MTNNEHAHA
FORO
uNIYER52TY
WESTERN
DAVERN
FORO
UNIVERSI7Y
WHI7EBEAR
WHI7EBEAR
UNIYERSITY
SNELIING
KEI.�OGG
MARYLANO
MOUNDS
GRAND
SPRUCETREE
SNELLING
tAPAYETTE
OLOHUD50N
UNIVERSFTY
WHI7E8EAR
'MARYIAND
UNIVERSITY
ARCAOE
NAMtINE
STANTHONY
CHESTNUT
ROe ER7
CONCQRD
MOUNDS
WESTMIhSTER
SNELLIT1Ca
MARYLANO ,
DA�E
WAI.L
t996
A�cident Rate
Accidents (YQar to Oeee)
65 ----r
63 4.90
56 2.53
53 2.42.
_ 52 5.12
k9 4.52
44 t.96
d3 3.2$.
b3 2.d8
43 3,54
41 ' 4,32
38 2,40
36 2.97
35 ' 2.54
3C _ 2.96
34 3.18
33 4.50 _
33 2.96
32 2.48
32 2.00 '
30 3.36
3o a.32
29 2.85
28 3.44
29 3.20
28 3.30
27 1.T7
2T 1.72
27 8.68
27 2.66
26 3.30
26 1.71
26 1,48
25 1.63
25 3.46
25 2.25
25 2.50
25 2,95
24 2.5t
24 3.00
24 3.47
23 . 1.31
23 2.56
23 2.10
22 5.�6
22 2.56
22 2.65
22 6.61
22 2.35
22 2.17
22 ' 2.37
..�...
�7-���
- 1995
Aacident
Rate
4.87
4.14
2.79
2.37
d.71
5.06
2.49
4.5�
2.01
3.36
4.52
2.64
3.24
1.65
3.97
2.80
4.63
1.96
2.01
1.3T
3.58
2.93
3,13
2.SA �
3.30
5.88
1.30
1.97
B.95
2.16
3.17
1.78
0.91
}.30
2.07
1.11
3.6fl
3.OT
z.ps
3.24
1.4d
1.20
2.56
2.D9
1.84
2.OS
2.16'
8.D8
2.2Q
2.1T
1.51
e
�
Minnesota: 1962 ta 1994
Motor Vehicles & Licensed Drivers (in Millions}
Number
4
3
�
1
�
<�o c``�o c�o c�c� ° ti r � n�- ° oa �`�m
a� rn w o� rn rn rn rn rn rn rn rn
r r r r r r r r r r r r
Year
Motor Vehicles Licensed Drivers
m � 0 m rn
rn rn rn rn rn
r r r r r
�7 -�bS
Number
50
m
30
T
10
U
{�linnesota: 19f2 to 1994
Vehicte Mites Trave(ec� (in Bit(ions}
�-
N c9 (O t0 O N '�t �D � O N d' CO � O N '�t'
co co cfl cfl n r- ti r- r�. co co m co co rn rn rn
rn rn rn rn rn rn rn w rn rn rn rn rn rn rn rn rn
T T T T Y" T Y T T T T T T f T T T
Year
. _
�7
Minnesota: 197� to 1994
DVtft Arrests
(Vumber
50,000
�� ���
30,000
20,000
11�P
�j'�
Year
r N M d' LC) CO 1`� C9 6> O�- CV C� 'd' � Cfl f� W� O r fV M'd'
I�- I`� i`� S`� I`+ (`� t`� P�- !`�- CO CO N CO CO W CO CO CO CO � O� ���
6� 6� 6� ���� Q� �� 6� O'i ��� 6� 6� 6� 6� � 6? 6� 6� �
T T T T T T T T T T T T T T l"' T T T T T T T T T
.
�7-868
t�tinnesota: � 962 to 1994
Fatal Crashes and People Killed
Number
1,200
0
1,000
i��
���
� � '
�'�
�
,� _
� L
i�� 1
� ...........................................
.._..._ ........................ i........�._.. F-..............�_...........................
,`, '
� 1 ��
! L � �
f 1 � � _
• � � � 1
I � ! �
/ , � �l
� � I {
� I 1
� . �. .....f..... 1 ...............................................................
..... � ........."' .... .............................................. . . �. .... ..... .......... .........................
�� �
� t
[ �
i �
t �
t
5
t /
.. .................. ............................................................................................... � ".............�.1............... �..�.n..........................� .......
♦ � � ♦
� I ♦ /♦ �
i ♦ � ♦ I \ J
\, ��
" . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . _ . . . . . . . . . .
" .................... ............. .................... ..................................................................................... .............................................................
� � � � � � � � � � � � � � � � �
� � � � � � � � � � � � � � � � �
T T T T Y T T T T T Y T T T T T T
Year '
Fatal Crashes Feop4e tGlled
. �
q 7-���
Ntinnesota: i 962 to 1994
Total Crashes
Number
140,OQ0
120,000
i 00, 000
:t �t�
.� ��t
�� 11�
20,000
U
� � � � � ti � � � W � � � � � � �
O� 6� � � 6� 07 � O� 6� � 6) O� � Q'! O� O� 07
T T T T Y T T T T T T T T Y T Y T
Year
e
n
YEAR
1968
1969
1970
1971
1972
1973
1974
1975
1976
1977
1978
1974
1980
1981
1982
1983
1984
1985
1986
1987
1988
1989
1990
� -�� ��' � �� � z,
TRAFFIC ACCIDENT STATISTICS, 1968 - 1990
FATALS I'NJURY ACC. PROP ACC.
14 4,816
74 4,334
�8 4,064
13 ° 3,607 "
13 3,946
10 3,650 _
10 3,618
12 4
8 3,650
11 3,b37
10 3,686
9 3,567
12 3,123
5 2,826
7 2,724
5 2,603
4 2
8 2,958
4 2,829 4,974
4 2,934 5,139
3 2,766 4,891
g 2 g�j 5,180
4 2,795 4,808
�'7
TOTAI
7,803
8,073
7,657
8,151
7,603
0
a
,'
� �
r • '
�-_�a,�,j�� � 5 c.��- � �.
,� _ ,
TRAPFIC ACCIDENT STATISTI.CS. 1991 — 1995
YEAR FATALS IN�TURY ACC.
1991 14 1,949
1992 8 2,641
1993 7 2,893
1994 . 14 2,673 —
1995 �S ------
t°�4 � ti2'
iqn� 5 xx .
* SourCe: T&A IInit statistics
X% n Qe �
'{G UF ��' f' `�!
PROP ACC.
5,58"9
5,589
4,814
5.065
TOTAL
7,552
8,238
7,714
7,752
S,.yp�
`1,��3
-�;i-�� xx .
CITY OF SAINT PAUL
Norne Coleman, Ma}�or
Date: November 19, 1997
From: Mike Klassen �
DEPARTMENT OF PUBLIC WORKS �� r J �
StacyM. Becker, Di�ector �dL�
Thomas I. Eggwn, Ciry Engineer
` Y
A1 Shetka. Traf�ic Engineer
80Q Ciry Ha!lArtnez {612) 266-6200
Saim Paid, MN 55102 FAX (612) 298-4559
Re: Transportation Policy/Plan Bike Questions
Listed beiow is my best estimate of bike trail / bike lane mile in the City.
Location
Mississippi River Bivd.
Summit Ave.
Crosby / Hidden Falis Parks
Shepard Rd.
I-35E Parkway Trai1
Liiydale / Harriet Isiand
Wabasha St.
Warner Rd.
Fish Hatchery Trail
Point Douglas Rd.
Battie Creek Trail
Lower Afton Rd.
McKnight Rd.
Mounds Bivd.
Phalen Creek Trail (oid Surlington Northern R/V+1}
Johnson Pkwy.
Phalen Park
Wheelock Pkwy.
Larpenteur
Como Park
Como Ave.
Prosperity Ave.
Gateway Trail - Arlington to Cauga (State}
TOTAL
Cost to complete ihe Grand Round System:
Responsive Services • Qua[iry Faci[ities
��
Mi{es
5.50
4.50
4.80
3.50
2.30
2.80
.90
1.30
1.30
.50
1.75
2.00
4.30
1.50
2.80
2.50
8.30
4.00 signed - 1.00 striped
2.30
1.75
.10
.10
2.00
60.80 Miles
Approx. $750,000. fior about 11 miles
• Ernployee Pride
_.� - - _. ...�._ _.._.� . - -- __. �.=-
� ' � � q� �BcG�
DEPART1�tE;�T O�' TI2ANSPORTATION
STATE AID FOR LOCAL TRA;VSPORTATION DIVISION
STATE AID OPERATIONS RULES
CHAPTER 8820
Extraded from Minnesota Rules 1995, including
amendments adopted through November 6, 1995
� 4
Printed: April, 1996
Text Provided By:
The O[Rce of Revisor of Statutes
7th Floor, State O�ce Suifding, St. Paut, MN 55155
Distributed By:
Minnes�ota Department of TransportaUon
Division of State Aid for Local Tnnsportation
MS 500, Room 420 Transportation BuBdin�
395 John Irel�nd Bou►evard
Saint Paui, MN 55155
Phoae:612-296-3011
TO OBTAIN A COPY, CALL OR SSOF AT:
THE MINNESOTA BOOKSTORE
1 17 Universiry Ave (Ford S)dg)
St Paul, MN 55155
Mecro: 612-247-3000, M!i To11 Free: 1-800-657-3757
COST 55.95---Specify Code No. 3-29
CHAPTER 8820
IIEPARTMENT OF TRANSPORTATION
DIVISION OF STATE AID FOR LOCAL TRANSPORTATION
STATE-AID OPERATIONS
Q�-8��
$$20.0100 DEFINITIONS.
Subpart 1. Scope. For purposes of this chapCer the following terms have
the meanings given them in this part.
Subp. la. ADT. "ADT" means average daily traffic, which is computed by
dividing the total number of vehicles traveling over a segment of roadway in
one year divided by 365.
Subp. 2. Advance. "Advance" means the authori2ed expenditure of local
funds or state-aid funds from another account, in lieu of state-aid funds from
a specified account, by a county or urban municipality for use on an approved
state-aid project. By agreement with the commissioner, the advanced funds
will be repaid to the county or urban municipality from future county or
municipal state-aid allotments or from future county or municipal turnback
funds.
Subp. 2a. Agency agreement. "Agepcy agreement^ means an agreement between
a city, county, or other governmental unit and the commissioner by which the
ciCy, county, oz other governmental unit may appoint the commissioner as the
agent, with respect to federally funded projects, to accept and receive
federal funds made available for projects and to let contracts in accordance
with law for the construction or improvement of 1oca1 streets or roads or
other conetruction projects. Subp.2b. Aanumbarad, subpart 2d
Subp. 2c. Bridga. ^Bridge" has the meaning given it in part 8810.8000,
subpart 2.
Subp. 2d. City. "City" means a statutory or home rule charter city.
Subp. 3. City enginaer. "City engineer" means a registered engineer
employed as the city engineer or the director of public works, city engineer
of each urban municipality.
Subp. 3a. City of th� first claea. "City of the first class�� has the
meaninq given it in Minnesota Statutes, section 410.01.
Subp. 3b. City streata. "City streets" are those streets under the
jurisdiction of an urban municipality, and do not include county highways or
trunk highways within the urban municipality.
Subp. 4. Commisaioner. "Commissioner�� means the commissioner of the
Minnesota Department of Transportation, or a designated representative.
Su}�p. 4a. Rapealed, 20 SR 1Q41
Subp. 5. County highway enginaer. "County highway engineer" means a
registered engineer employed as the county highway engineer, county engineer,
or the director of public works, county engineer of each county.
Subp. 6. County-municipal account. "County-municipal account" means a
separate record of that portion of the counCy state-aid highway funds
allocated for expenditure on county state-aid highways within cities having
less than 5,000 population.
Page 1
.`A'S _
R
Subp. 7. Disaeter account. '�Disaster account" means an accour.t provided
by law for use in aiding a county or urban municipality that has suffered a
serious damage to its county state-aid highway system or municipal state-aid
st:eec system from fire, flood, tornado, or other uncontrollable forces of
such oroportion that the cost of repairs �o that county state-aid highway
system or municipal state-aid street system is beyond the normal resources of
the county or urban municipality.
Subp. 8. Disaeter board. "Disaster board" means a board, appointed in
accordance with 1aw, to investigate and report its findings and
recommendations to the commissioner as to a county's or urban municipal,ity's
claim of a disasGer or unforeseen event affecting its county state-aid highway
or municipal state-aid street system and resulting in a financial hardship.
Subp. 9. Repealad, 20 SR 1041
Subp. 9a. Dietrict atate-aid engineer. ��District state-aid engineer"
means a registered engineer employed as the district state-aid engineer of the
Minnesota Department oP Transportation, or a designated representative.
Subp. 9b. Force account agreement. "Force account agreement" means an
agreement between the Minnesota Department of Transportation and an urban
municipality oz county for the urban�municipality or county to do state-aid
funded construction projects with loca2 forces, and for the urban municipality
or county to be reimbursed, based on agreed unit prices.
Subp, 10. Functional claeeification plan. ��FUnctional.classification
plan^ means a plan by which highways and streets are grouped into classes
according to the character of service they are intended to provide.
Subp, 10a. Loca2 forc�e. ^LOCal forces" means railroad forces when
working on a railroad crossing, utility forces when conducting utility work
eligible under a force account agreement, the employees of a local unit of
government, or contract forces for contracts not advertised for bids in
accordance with Minnesota Statutes, section 471.345, needed to perform a
specific project for reasons of e�cpertise or necessary expediency.
Subp. I1. Local highway or atr��t d�partmant. "LOCal highway or street
department�� means the highway or appropriate department of each county and
each urban municipaliGy. Subp. 12. Local road rasoarch board. "LOCal road
research board" means a board appointed in accordance with parG BB20.3200 to
recommend specific research projecCS to the commissioner.
Subp. I2a. Natura2 praeazvation routa. '�Natural preservation route" means
an existing or proposed roadway that has been designated as a natural
pzeservation route by the commissioner upon petition by a county board and
that possesses sensitive or unique scenic, environmental, pastoral, or
historical characteristics. E�camples may include, but are not limited to,
roads along lakes, rivers, wetlands, or floodplains or through fozests or
hi11y, rocky, or bluff terrain. Subp. 13. Na�da report. "Needs report"
means a report of the estimated construction cost required to improve a
state-aid system to standards adequate for fuCUre traffic on a uniform basis.
Subp. 13a. Project davolopmant costo. ^Project development costs" are any
costa (1) incurred before a contract is awarded and (2) attrikautable to the
development of a project on a designated state-aid route. These costs
include, but are not limited to, costs for pzeparation of environmental
documentation, special studies or reports, historical or archaeoZogical
reviews, project design, costs of obtaining permits, and public involvement,
but does not include costs for acquiring right-of-way.
Page 2
� 1 i
Subp. 14. Screening board. ��Screening board" means the county screening
board or municipal screening committee appointed in accordance with law and
authorized to recommend to the commissioner the size and money needs for each
of their state-aid systems.
Subp. 14a. Special reaurfncing project. "Special resurfacing project"
means a bicuminous or concrece resurfacing or concrete joint reoair project
that has been funded at leasc partially with money from the county or
municipal state-aid account, and for which a needs adjvstment bas been made.
Subp. 15. State-aid engineer. "State-aid engineer" means a registered
engineer employed as the state-aid engineer of the Minnesota Department of
Transportation, or a designated representative.
Subp. 15a. Repealed, 20 5R 1041
Subp. i5b. Town allotment. "Town allotment" means the county
apportionment of county state-aid highway funds for use in constructing and
maintaining town roads.
Subp. 16. Town bridge account. "Town bridge account" means the
apportionment o£ county state-aid turnback funds for use in the construction
or reconstruction of bridges on town roade.
Subp. 17. Town bridge need. "TOwn bridge need" means the estimated
construction cost required to improve or replace a town bridge to con£orm to
standards adequate for future traffic on a uniform basis.
Subp. l�a. Renumbered, eubpart 17c .
Subp. 17b. Town road. "TOwn road" means a road that is maintained by a
`own or any other local unit of government acting as a town and open to the
raveling public a minimum of eight monChs of the year as certified by the
county highway enqineer.
Subp. 17c. Town road account. "TOwn road account" means the apportionment
of county state-aid turnback funds for use in Che construction,
reconstruction, or gravel maintenance of town roads.
Subp. 18. Ranumbersd, subpart 15b
Subp. 19. Rapealad, 20 SR 1041
Subp. 20. Turnback account. "Turnback account" means the account provided
by law for payment to the county or urban municipality for the approved repair
and restoration or reconstruction and improvement of those former trunk
highways that have reverted to county or urban municipal jurisdiction and have
become part of the state-aid system.
Subp. 21. Urban municipality. "Urban municipality" means a city having
5,000 or more population, determined in accordance with the provisions of 1aw.
Subp. 22. variance co�ittae. "Variance committee" means a committee
appointed in accordance with part 6820.3900 to investigate and make
recommendations to the commissioner on requests for variances from this
chapter.
STAT AUTFI: MS s 161.082; 161.083; 162.02; 162.021; 162.09; 162.155; Laws
1983 c 17
HIST: H SR 2146; 15 SR 2596; 18 SR 32; 20 SR 1041
8820.0300 Repealed by amandmeat, 8 SR 2146
Page 3
��, --.. • - „
>
8820 0400 LOCAL ur[��Ay t�m '�RE T D R'ITF
Each county and each urban municipality shall establish and maintain a
highway or street department. These departments must be adequately organized,
staffed, and equipped to administer for the county or urban municipality
matters re2ating to the operations of the state-aid program and to exercise
a11 func�ions inciHental thereto, in accordance with law. Preparation of
plans and specifications and supervision of construction and maintenance must
be under the control and direction of a professional engineer, regis�ered in
the state of Minnesota and employed or retained for that purpose.
STAT AUTH: MS s 261.082; 161.083; 162.02; 162.09; 162.155; Laws 1983 c 17
HIST: 8 SR 2146
8820 0500 SELECTTnN AND DE r NA Tnu nu STATF nrn SYCTFAfc
The state-aid highways and streets designated to form the basis for a
long-range improvement program must be so selected as to £orm an integrated
network of highways and streets in accordance with parts 8820.0600 to
8820.0800.
STAT AUTH: MS s 161.082; 161.083; 162.02; 162.09; 262,155; Laws 1983 c I7
HIST: 8 SR 2146
8820 0600 SEI FnTIOh OF ROII'�'F�
Final selection of routes to be included in the respective county state-aid
and municipal state-aid systems are subject to the approval of the
commissioner. These routes may be established on new locations where no
exieting roadway exists or may be located upon or over an established roadway
or specified portion of a roadway. The highway and street systems to be
selected and designated in accordance with law are:
A, a county state-aid highway system of a size determined by the county
screeninq board, excluding the lengCh of former tzunk highways that have
reverted to the county pursuant to law on and after Suly 1, 1965, and the
length of former municipal state-aid streets in cities whose population fe11
below 5,000 under the 1980 or 1990 federal census; and
B, a municipal state-aid street system not exceeding 20 percent of the
total 2ength of city streets and county roads within the jurisdiction of an
urban municipa2ity plus the length of all trunk highways reverted or turned
back to the jurisdiction of the urban municipality pursuant to law on and
after July 1, 1965, plus the length of county highways reverted or turned back
to the juzisdiction of the urban municipality pursuant to law on or after May
11, 1994.
For an undivided, one-way street with a minimum width of 7.8 meters and
with no parking lane or with a maximum width of 14.7 meters with parking
available on one side of the street, the chargeable length a2lowed for
municipal state-aid street length purposes is one-half of the 2ength of the
one-way street.
STAT AUTH: MS s i61.0H2; 161.083; 162.02; 162.09; 162,155; Laws 1983 c 17
HIST: B SR 2146; 15 SR 2596; 20 SR 1041
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&820.�7�� SELECTION CRITERZA.
Suboart 1. Basis. A state-aid :oute must be selecced on che hasis of all
criteria in eitlxer sw'�par� 2 or 3.
Subo. 2. County etate-aid highway. A county state-aid highway may be
selecte3 if it:
A. is projected to carry a relatively heavier traffic volume or is
functionally classified as collector or arterial as idencified on the county's
funccional classi:ication p1an;
B. connects toc.ms, communities, shipping points, and markets wi[hin a
county or in adjacent counties; provides access to rural churches, schools,
community meeting ha11s, industrial areas, state institutions, and
recreational areas; or, serves as a principal rural mail route and school 6us
zoute; and �
C. provides an integrated and coordinated highway system affording,
within practical limits, a state-aid highway network consistent with projected
traffic demands,
Subp. 3. Municipal atate-aid atreet. A municipal state-aid street may be
selected if it:
A, is projected to carry a relatively heavier traffic volume or is
functionally classified as collector or arterial as identified on the urban
municipality�s functional classification Qlan;
H. connects the points of major traffic interest, garks, parkways, or
recreational areas within an urban municipality; and
C. provides an integrated street system affording, within practical
limits, a state-aid street network consistent with projected traffic demands.
STAT AUTH: MS s 161.082; 161.083; 162.02; 162.09; 162.155; Laws 1983 c 17
HIST: 8 SR 2146; 15 SR 2596; 20 SR 1041
8820 OSOQ ROU'�'E DESIGNATTONG
Subpart 1. Resolution and certification. With regard to route
designations, county state-aid highways and municipal state-aid streets must
be selected by the respective boards of county commissioners or governing
bodies of urban municipalities. The highway or street selections must be
reviewed by the district state-aid engineer of that area and the engineer�s
recommendation must be filed with the commissioner. Upon preliminary approval
of the commissioner, the respective boards or governing bodies shall establish
the route by designation. After receipt of each board action, the
commissioner shall approve all or part of the highway or street designations
that comply wiCh the criteria set out in this chapter. The commissioner sha11
certify to the respective boards of county commissioners or governing bodies
of urban municipalities the approved portion of the highway or stzeet
designation. Highways or streets so approved become a part of the county
state-aid highway system or the municipal state-aid street system, subject to
additions or revisions as may be, from time to time, requesCed and approved.
Subp. la. Routa ravisione. Route revisions must be completed in
accordance with subpart 1, except that revisions may be made on the basis of a
construction plan without action of the respective governing body if the
designated route is relocated and the function of the designated route aC the
revious location is transferred to the new Location.
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Subp. 2. Turnback deeignationa. With regard to turnback designations,
prior to release of a former trunk highway to �he jurisdiction of a county or
urban municipality, the commissioner shall notify the 6oard of county
commissioners or the governing body of the urban municipality through its
county hignway or city engineer, which portions of the turnback are eligible
for designation as part of its state-aid system and whicri portzons are
eligible for restoration or reconstruction and improvement with turnback
funds. Upon a request for the designation of eligible portions of the
turnback from the board of county commissioners or the governing body of the
urban municipality, the rommissioner shall issue the official order for
designation and notify the county or municipal screening board of this action.
Subp. 3. Payback on revoked atate-Aid routea. I£ a 1oca1 unit of
government revokes a sCate-aid route for which state-aid construction money
has been spent, the district state-aid engineer shall determine the remaining
life of the project and compute the value of the items that were financed wiGh
state-aid money. This computed value must be subtracted from the next
state-aid contract let by the local unit of government. For this
determination, (1) the life of a construction project is z5 years, (2) the
life of a bzidge project is 35 years, and (3} the life of a surfacing praject
is ten years. Payback is not required if the state-aid construction was a
special resurfacing project.
STAT AUTH: MS s,161.082; 161.083; 162.02; 162.09; 162.155; Laws 1983 c 17
HIST: 8 SR 2146; 15 SR 2596; 20 SR 1041
8820.0900 Repaalad by am�ndmant, 8 9R Z146
8820. 3000 MONRY •.DG A�'� A PORTTON'•i N'^ DSTE �rr p,Trnf
SuFspart i. Construction cost astimatas. To provide data to implement the
formulas for sta�e-aid apportionment, each county highway engineer and city
engineer shall prepare cost estimates of construction required to improve the
county state-aid or municipal state-aid system to approved standards.
subp. 2. incidentel costa. in addition to the direct construction or
maintenance costs permitted under law, the cost of the following incidental
items is eligible for inclusion in the total estimate of needs:
A. righC-of-way;
B. automatic traffic control signals;
C. Iighting of roadways and bridges within approved standards; and
D. drainage costs.
Subp. 3. R�paal�d, 20 SR 1041
STAT AUTH: MS s 161.082; 161.083; 162.02; 162.09; 162.155; Laws 1983 c 17
HIST: 8 SR 2146; 15 SR 2596; 20 SR 1041
Subpart 1. Aanual reyorta. A detailed report of the length of the
state-aid systems and cost estimates must be tabulated and referred to the
respective screening boards appointed pursuant to law. These boards shall
investigate and review the length of the systems, cost estimates, and the
reports of those expenditures 2isted under deductible items, and shall, on or
before November 1 of each year, submit their findings and recommendations in
writing to the commissioner as to the length of the systems and adjusted money
needs £or each oE the governmental subdivisions represenied by the respective
Page 6
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boards.
SuHn. 2. Repealed by amendment, 8 SR 2146
STAT AUT:-I: MS s 161.082; 161.083; 162.02; 162.�9; 162.155; La-.rs 1983 c 17
:iiST: 8 SR 2146; 20 SR 1041
8820 1200 COMPILATION AND NOTICE OF APPORTIONMENT
Subpart 1. Compilation of data by co�ieaioner. The commissioner shall
determine the apportionment percentage due each county and urban municipality
in accordance wich the formulas established by law.
Subp. la. State-aid apportionmante. State-aid apportionments must be made
from the county state-aid highway fund and the municipal state-aid street fund
as provided by law.
Subp. 2. Notice of annual apportionment. Not later than Sanuary 25 of
each year, the commissioner shall certify the annual apportionment to each
respective county or urban municipality.
STAT AUTH: MS s 161,082; 161.083; 162.02; 162.09; 162.155; Laws 1983 c 17
HIST: 8 SR 2146; 20 SR 1041
8820.1300 Repealed by amendment, 8 SR 2146
882�.1400 MAINTENANCE. CONSTRUCTIQN. AND TURNBACR ACCOUNPS:
STATE-AID PAYMEIQTS.
Subpart 1. County maintenance apportionmente. As soon as the annual
county and urban municipal state-aid allotments have been determined, the
commissioner shall apportion and set aside the following amounts:
A. a0 percent of the regular county state-aid allotment for the general
maintenance of county state-aid highways;
B. 40 percent of the county-municipal account allotment for maintaining
the covnCy state-aid highways within municipalities of less than 5,000
population.
Subp. 2. Raviaiona of county maintananca apportionmants. The commissiOner
may, upon recommendation of the screening board or upon receipt of a
resolution from a county board and for good cause ahown, increase or decrease
the proportion to be used for maintenance under either subpart 1, item A or H.
Subp. 3. IIrban maintanance apgortionmant account. Twenty-five percent of
the total allocation, if requested by the urban municipality before December
16 preceding the annual allocation, or $1,000 per kilometer of improved
municipal state-aid streets, is the minimum allotment for the general
maintenance of the approved state-aid system. The commissioner may modify any
allotments to the urban maintenance account to finance the amount needed to
pay the interest due on municipal state-aid bonds and to accommodate the
screening board resolutions pertaining to trunk highway turnback maintenance
allowances.
Those municipalities desiring to receive an amount greater than the
established minimum, not to exceed 35 percent of the
total allocation, shall file a request with the commissioner before December
16 preceding the annual allocation and sha11 agree to file a detailed annual .
maintenance expenditure report at the end of the year.
Subp. 4. Rapealad by ameadmant, 8 SR 2146
Page 7
Subp. aa. Construction apportionmenta. The construction portion of the
annual allocation �o each county and urban municipality must be credited to
the respective accounts and retained by the commissioner for payment on
approved projects.
Subp. 4b. Town bridge account. The town bridge account portion of the
annual allocatzon of the county state-aid turnback accoun[ must be credited to
each respective county and retained by the commissioner for payment on
approved pro7ects.
Subp. 4c. To�.m road account. The town road account portion of the annual
allocation of the county state-aid turnback account must be set aside and
credited to each
respective county_
Subp, 4d. State-a3d paymante. Annual apportionments to the respective
counties and urban municipalities musc be released in the manner provided in
subparts 5 to 8 and parts 8820.1500 to 8820.2400.
Subp. 5. Paymeni echedula. At the earliest practical date, after the
allotments have been determined, the commissioner shall release the following
amounts to the respective counties and urban municipalities:
A. One hundred percent of the town road account.
B. Maintenance funds: �
(1) Fifty percent of the maintenance allotment from the regular account
of each county.
(2) Fifty percent of the maintenance allotment from the municipal
account of each county.
(3) Fifty percent of the maintenance allotment to each urban
municipality.
Subp. 6. Additional advanc�e. On or about July 1 of each year, the
commissioner shall release an additional advance from the respective
maintenance accounts 2isted above, in an amount not to exceed a0 percent of
the total maintenance allocations, except that the entire remaining amount may
be released to those urban municipalities receiving the minimum maintenance
allocahion specified in subpart 3.
Subp. 7. R�maining maint�nanco funde. The remaining main[enance funds
will be released to the counties and urban municipalities upon receipt of
their report of actual maintenance expenditures.
Subp. 8. IInobligated maintonanc� account balaac�. An unobligated balance
remaining in the sGate-aid maintenance account to the credik of a county or
urban municipality, after final settlement has been made for the annual
maintenance expenditures, must be automatically transferred to the
construction account of that county or urban municipality.
STAT AUTFi: MS s 161.082; 161.083; 162.02; 162.09; 162.155; Laws 1983 c 17
HIST: 8 SR 2146; 15 SR 2596; 20 SR 1041
8820 7500 CONSTRIICTTOxT FUIv*DS
Subpart i. Rap�aled by am�ndmant, 8 SR 2146
Subp. 2. Stat�-aid contracte. Upon receipt of an abstract of bids and a
certification as to the execution of a contract that includes a requirement
for bond, the commissioner shall promptly release from the funds available to
the county or urban municipality up to 95 percent of the state-aid portfan of
the contract. The commissioner shall keep the remaining percentage of the
state-aid share of the contract, provided funds are available, until the
Page 8
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project is 95 perceat or more completed as substanciated ar.d -equest<_d by the
county or city engineer, or until the final cost is determined and tne project
acceoted by che district state-aid engineer.
Subo. 3. Federal-aid contracts. Under authoricy of an agency agreement
with the governing body of a county or urban municipality and acti.^.g as its
agent in federal-aid opera[ions, the commissioner shall release from available
state-aid funds 95 percent of the county's or urban municipality's share of
che entire contract obligation for immediate transfer to the state-aid agency
account, co be used in paying the county's or urban municipality's eligible
share of the partial estimates and for advancing the federal share of those
escimate payments. The commissioner shall keep the remaining percencage of
che contract cost of the pro}ect until the final cost is determined and che
project accepted by the district staCe-aid engineer. When other than
state-aid funds are to be used for depositing in the state-aid agency account,
100 percent of the local governmental share of the contract amounts must be
deposited in the state-aid agency account before the contract is awarded.
Subp. 4. Force acoount ngreemente. Upon receipt of an approved force
account agreement and a report of state-aid concract, the commissioner shall
promptly release from funds available for these approved projects 95 percent
of the agreement amounc. The commissioner shall keep the remaining percentaqe
of the agreement amount until the project is 45 percent or more completed as
substantiated and requested by the county or city engineer, or until the final
cost is determined and the project accepted by the district state-aid
engineer.
Subp. 5. Payment limitationa. Approval of state-aid projects by the
commissioner does not imply that state-aid payments will be made in excess of
the construction funds available from current staCe-aid allotments. A county
or urban municipality having depleted its currently available funds during the
calendar year will not be eligible for reimbursement £rom future allotments
unless a request for an advance has been approved or a project is completed in
a subsequent year and funds are available.
Subp. 6. $ngin�aring coate. Requests for reimbursement of project
development costs may be submitted at any time after rhe costs have been
incurred. The commissioner, upon receipt of this request supplemented by
documentation as may be requested, shall authorize the reimbursemen[ for
actual documented project development costs. Requests for reimbursement must
be processed at least semiannually, except that payments requested with the
report of state-aid contract, report of final estimate, force account partial
payments, or force account final payments must be made at the time the reports
are processed.
Requests for payment of actual construction engineering costs must be
documenCed and submitted along with the final estimate report. The
commissioner, upon receipt of this request, shall authorize a construction
engineering payment. -
The sum of the project development and construction engineering charges
must be limited to 25 gercent of the eligible construction costs. Limitations
£or project development costs paid before a cantraC�.`is awarded must be based
upon the engineer's estimate of the eligible construction costs.
Subp. 7. Right-of-way. State-aid payments for right-of-way costs on
approved projects must be limited to 95 percent of the approved claim until
the acquisition of right-of-way required for the project is actually completed
Page 9
and the final costs established.
9ubp. 8. Advance £rom county funde. When �he commissioner approves a
request from the coun�y board for constructing an aporoved county state-aid
pro�ect reguiring county state-aid highway funds in excess of the county's
available balance, then, subject to limits of the law, the county may make
advances from any state-aid or 1oca1 funds avai2able to the county for the
conscruction of tha� project. The request for an advance must be in the form
of a resolution. advances repaid from the turnback accoun[ musC be processed
according Co part 8B20.2900, subpart 4. The commissioner shall repay the
advanced funds out of subsequent county construction account apportionments or
turnback account apportionments in accordance with the terms and conditions
specified in the approved request,
Subp. 4. Advance from county atate-aid highway fund. When the
commissioner approves a request from the county board for constructing an
approved county state-aid project zequiring county state-aid highway funds in
excess of the county's available balance, then, subjec[ to limits of the 1aw,
the county may request to advance funds from the county state-aid highway
fund. The request for an advance must be in the form of a resolution. The
commissioner shall restore the county state-aid fund out of subsequent county
construction account apportionments or turnback account apportionments in
accordance with the terms and conditions specified in the approved request.
The county screening board shall recommend to the commissioner procedures
for prioritizing requests for advance funding and a minimum balance for the
county state-aid highway account, below which no further advances may be
granted.
Subp. 9a, Advanc• from town bridg� account. when the commissioner
approves a request from the governing body of a county for the replacement or
reconstruction of a town bridge requiring funds in excess of the county's
available town bridge account, and thesa excess costs are initially paid for
from other sources, then the commissioner shall reimburse those locally
financed expenditures out of subsequent apportionments to the town bridge
account in accordance with the terms and conditions specified in the approved
request. The total of these advances to be reicabursed from the town bridge
account must not exceed 40 pezcent of the last town bridge apportionment.
Advances musC be repaid in accordance with the texms of the approved request
from money accruing to the respective town bridge accounts. The request for
advance encumbrance must be submitted with the report of state-aid contract.
5ubp. 10. Advanc• from urbaa municipal funde. When the commissioner
approves a request from the governing body of an eligible urban municipality
for constructing an approved municipal state-aid street project requiring
funds in excess of the urban municipa2ity's available baZance, then, subject
to limits of trie law, the urban municipality may make advances from any
state-aid or local funds available to the urban municipality for the
construction of that project. The request for an advance must be in the form
of a resolution. Advances repaid from the turnback account must be processed
according to part 8820,2900, subpart 4. The commissioner shall repay the
advanced funds out of subsequent urban municipal construction account
apportionments or turnback account apportionments in accordance with the terms
and conditions specified in the approved request.
Subp. 10a. Renumbered, aubpart 9a
Page 10
Subp. 105. Advance from municipal atate-aid etreet fund. when the
commissioner approves a request from th_ governing body o: aa eligible urban
municipality for construccing an apnroved municipal sta[e-aid nroject
requiring municipal state-aid street funds in excess of the urban
municioality's available balance, then, subject to limits of che law, the
urbaa munici�alicy may requesc to advance f��ds from the municipal state-aid
screet '_uad. The request for an advance must be in the form of a resolution.
The commissioner shall restore the municipal state-aid streec fund out of
subsequent urban municipal construction account apportionments or turnback
account apportionments in accordance with the terms and conditions specified
in Che approved request. The amount of the advance must not exceed $SOo,�Q�
or the last year's apportionmenc whichever is greater, except that in no case
may the advance exceed three times the last year's apportionment. The
municipal screening board shall recommend to the commissioner procedures for
prioritizing requests for advance funding and a minimum balance for the
municipal state-aid street account, below which no further advances may be
granted.
Subp. 11. County or municipal bond account. With regard to a county or
municipal bond account, a county or urban municipalicy that resolves to issue
bonds payable from the appropriate state-aid fund in accordance with 1aw for
the purpose of establishing, locating, relocating, conetructing,
reconstructinq, or improving state-aid streets or highways under its
jurisdiction shall certify to the commissioner within 30 days following
issuance of the bond, the amount of the total obligaeion and the amount of
principal and interest that wi11 be required annually to liquidate the bonded
debt. The commissioner sha11 set up a bond account, iCemizing the total
amount of principal and interest involved �zd shall annually certify to the
commiseioner of finance the amount needed _:om the appropriate state-aid
construction fund to pay the principal due on the obligation, and the amount
needed from the appropriate atate-aid maintenance fund to pay the cuzrent
interest. Proceeds from bond sales are to be expended only on approved
state-aid projects and for items determined to be eligible for state-aid
reimbursement. A county or urban municipality which intends to expend bond
funds on a specific state-aid project shall notify the commissioner of this
intent without delay upon awarding a contract or executing a force accounC
agreement. Upon completion of each such project, a statement of final
construction costs must be furnished to the commiesioner by the county or the
urban municipality.
Subg. 12. Divnicipal state-aid fundar county or trunk highway projacts.
The governing body of an urban municipality desiring to use a portion of its
state-aid funds for :mprov�nents within its boundaries on a state trunk
highway or county scate-aid highway, must have the plans approved by the
state-aid engineet before the contract is awazded for these purposes. The
extent of state-aid participat:.on mu�*_ be determined on the same basis as a
regular municipal state-aid highway project, including engineering and
right-of-way ceats. - �
STAT At7TH: M:? s 161.08�; 1e1.083; 162.02; 162.09; 162.155; Laws 1983 C 17
HIST: 8 SR 2146; �5 SR 259u; 20 SR 1041
Page 11
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8820 i600 ��JAL TATEMENTa
Within 30 days after the close of each year, the commissioner sha11 submit
to each county or urban municipa2ity annual statements as to the status of its
respective state-aid accounts.
STAT AUTH: MS s 262.082; 261.OB3; 262.02; 162.09; 162.155; Laws 1983 c 17
HZST: 8 SR 2146; 20 SR 1041
8820 7 700 OTHER ALr'T'HORTZ D PAYMEtQ'*'4
Certain specific allotments or transfers of state-aid funds have been
authorized by 1aw. These will be processed as provided in parts 8820.1800 to
8820.2400.
STAT AUTH: MS s 161.082; 161.083; 162.02; 262.09; 162.155; Laws I9B3 c I7
HIST: 8 SR 2146
9820 1800 TRANSgERS FOR IinRnggrn Q�rTIONS OR OTH R r nrar TTQF
Subgart 1. Rardehip, When the county board or governing body of an urban
municipaliGy desires to use a part of its state-aid allocation off an approved
state-aid system, it sha11 certify to the commissioner that it is e�cperiencing
a hardship condition in regard to financing its local roads or streets while
holding its current road and bridge levy or budget equal to or greater than
the Ievy or budget for previous years. Approval may be granted only if the
county board or governing body of an urban municipality demonstrates to the
commissioner that the request is made for good cause. Zf the requested
transfer is approved, the commissioner, without requiring progress reports and
within 30 days, shall authorize either immediate payment of aC least 50
percent of the total amount authorized, with the balance to be paid within 90
days, or schedule immediate payment of the entire amount authorized on
de[ermining that sufficient funds are available.
Subp. 2. Othar local ue�. when the county board or governing body of an
urban municipality desiras to use a part of its state-aid allocation on local
roads or streets not on an approved state-aid system, it shall certify to the
commissioner that its state-aid routes are improved to state-aid standards or
are in an adequate condition that does not have needs other than additiona2
surfacing or shouldering needs identified in its respective state-aid needs
report.
A cons[ruction plan for a 2oca1 road or street not on an approved state-aid
system and not designed to state-aid standards must not be given final
approval by the State Aid for Local Transportation Division unless the plan is
accompanied by a resolution from the respective couney board or urban
municipality that indemnifies, saves, and holds hanalens the state of
Minnesota and its agents and employees from clains, demaiiris, actions, or
causes of action arising out of or by reason o� a matter related to
constructing the local road or atreet as desi9ned. The reso2ution must be
approved by the respective county board or urban municipality and agree to
defend at the sole cost of the county or urba�. municipality aziy claim arising
as a result of constructing the local road or sLreet_
Payment for the project must be made in accordance wit4 part 8820.1500,
subparts 1 to 5. ,
STAT AUTH; MS s 261.082; 162.OB3; 162.02; 162.09; 162.155; Laws 1983 c 17
HIST: 8 SR 2146; 25 SR 2596
Page 12
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8820.1900 TOWN ALLOTMENT$.
The commissioner shall au[horize pa}m.�ent of the amount requesced for
distribution by the councy for constructing town roads:
A. uoon receipt of a certified copy of a county board resolution
allocating a specific amount of the county state-aid construction funds for
aid to the county's towns;
B. uoon showing compliance with the 1aw governing these allocations; and
C. upon forwarding the resolution co the commissioner on or before the
second 'S�esday in Sanuary o£ each year.
STAT AUTH: MS 5 161.082; 161.083; 162.02; 162.09; 162.155; Laws 1963 c 17
HZST: 8 SR 2146; 15 SR 2596
8820 2000 CONSTRUCTI23G SELECTED STATE PI�RIC PROTFCTS
For constructing selected state park projects and as provided by law, a
portion of the coun[y state-aid highway funds must be set aside and used for
constructing, reconstructing, and improving councy state-aid highways, county
roads, city streets, and town roads providing acce5s to outdoor recreation
units as defined in Minnesota Statutes, section 86A.04. These funds set aside
must be spent for this purpose only on a request from the commissioner of
natural resources. Projects selected on county state-aid highways or
municipal state-aid streets must be approved by the commissioner of
transportation in accordance with the procedure established for other
state-aid operations, and muat also receive the approval of the appropriate
ecreening board.
STAT AUTH: MS s 161.082; 161.083; 162.02; 162.09; 162.155; Laws 1983 c 17
HIST: 8 SR 2146; 15 SR 2596; 20 SR 1041
$820.2100 DISASTER ACCOUNT.
A disaster appropriation approved by the commissioner for a county or urban
municipality in accordance with law, must be promptly paid to the county or
urban municipality for which the appropriation was authorized. The funds so
allotted and paid to the county or urban municipality may only be spent for
the purpose for which they were authorized, and within a reasonable time
specified by the commissioner. Immediately upon completion of the work for
whicri the disaeter payment was made or the expiration of the time specified
for doing the work, whichever occurs first, the county or urban municipality
shall file a report certifying the extent of the authorized work completed and
showing the total expenditure made. If the total disaster allotment was not
required or used for the purpose specified or if Eederal disaster aid is later
received, the remainder and an amount equal to the federal aid received must
be promptly reimbursed to the commissioner for redeposit in the county
state-aid highway £und or the municipal state-aid sCreet fund, as the case may
be, and apportioned by law. Damage estimates sutmitted by a county or urban
municipaliCy must exceed ten percent of the current annual state-aid allotment
to the county or urban municipality before the commiseioner sha11 authorize
the disaster board to inspect the disaster area. The disaster board shall
consider the availability of any available federal disaster relie£ funds
before making its recommendation.
STAT ALITH: MS s 161.082; 161.083; 162.02; 162.09; 162.155; Laws 1983 c 17
HIST: 8 SR 2146; 15 SR 2596; 20 SR 1041
Page 13
-�--- - ' - � - - . . - ,
$820.2200 R. FARrH ACCOUNT
County and municipal state-aid funds that may be annually allocated to the
research account must be used solely for those research projects recommended
by the local road research board and approved by the commissioner,
STAT AUTH: MS 5 161.082; 161.083; 162.02; 162.09; 162.155; LdwS 1983 c 17
FIIST: 8 SR 2146; 20 SR 1041
$820 2�00 TURNRACK TOWN BRIDGE IL*� TOWN RO A O y
Subpart 1. County and municipal turnback accounta. A percentage of the
net highway user tax distribution fund has been set aside by 1aw and
apportioned to separate accounLS in the county state-aid highway fund and the
municipal state-aid street fund, and respectively identified as the county
turnback account and the municipal turnback account.
Subp, la. Town bridge account. Further, a percentage of the county
turnback account has been set aside and must be used for replacement or
reconstruction of town bridges pursuant to the Iaw. This latter account is
known as the town bridge account.
Subp. ib. Town road account. Further, a percentage o£ the county turnback
account must be apportioned to the counties for the construction, �
reconstruction, and maintenance of town roads, This account is known as the
town road account.
Subp. 2. Town bridgo fund allocation. The funds set aside for town
bridges must be allocated to the eligible counties on the basis of town bridge
needs.
Subp. 2a. Town road account allocation. The amounts to be distributed to
the counties from the town road account must be determined according to the
formula prescribed by Minnesota StaCutes, section 162.081, subdivisions 2 and
4.
A. The funds apportioned Go a county from the town road account must be
distributed to the treasurer of each eligible town within 30 days of the
receipt of the funds by the county treasurer, according to a distzibution
formula adopted by the county board. The county board must consider each
town's levy for road and bridge purposes, its population, length of town
roads, and other factors considered advisable Co the interest of achieving
equity among the towns. The county treasurer is trie treasurer for eligible
unorganized towns.
B. Zf a county board does not adopt a distribution formuia, the funds
must be distributed to the town according to subitems (1) to (a}.
(i) The county auditor shall certify to the commissioner the name of
each town that has levied 0.04835 percent of taxable market value of the town
for road and bridge purposes in the year preceding the allocation year.
(2) 'i'he county auditor shall certify to the commissioner the name of
each unorganized town in which the county has levied O.Oa835 percent of
taxable market value of the unorganized town for town road and bridge purposes
in the year preceding the allocation year.
(3) FiEty percent of the funds apportioned to a county must be
distributed to an eligible town based upon the percentage that ita population
bears to the total population oP the eligible towns in the county.
(1) Fifty percent of the funds apportioned to a county must be
distributed to eligible towns based upon the percentage of the length of town
roads of each town to the Lotal length of town roads of eligible towns in the
Page 14
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cowzty.
Subp. 3. Surplus turnback funde. At any [ime the commissior.=_r determines
that either the county or municipal turnback accounts, notwithstanding the
town bridge accounts or che town road accounts, has accumulated a surplus not
r.eeded for curnback purposes, the commissioner sha11 properly notify the
commissicner of finance requesting the cransfer of the surplus to the
respective county state-aid highway fund or municipal state-aid street fund
for apportionment as provided by 1aw.
Subp. a. Repealed by amendment, 8 SR 2146
Subp. 5. Repealed by amendment, 8 SR 2146
Subp. 6. Release af turnback account Eunde. Upon receipt of an abstract
of bids and a certification as to the execution of a contracc and bond on an
eligible project, the commissioner shall release to a county or urban
municipality from turnback account funds up to 95 percent of the turnback
share of the contract. The commissioner shall keep the remaining percentage
of the turnback share of the concract until the final cost is de[ermined and
the project accepted by the district state-aid engineer.
On force account agreements, partial estimates must be accepted on turnback
projects approved for construction by local forces, using the agreed unit
prices for determining the value of the completed work.
The commissioner sha11 release from the respective turnback account 95
percent of trie value as reported by partial estimates on an eligible turnback
project.
Requests for reimbursement of preliminary and construction engineering
costs on an eligible turnback project must be submitted and payment must be
authorized in accordance with part 8820.1500, subpart 6.
Subp. 7. Releaee of town bridqa acaount funde. Upon receipt of an
absCract of bids and a certification as to the execution of a contract and
bond on an eligible project, the commissioner shall release to a county, from
town bridge account funds, up to 95 percenC of the town bridge account share
of the contract. The commissioner shall keep the remaining five percent until
the final cost is determined and the project is accepted by the district
state-aid engineer.
STAT AUTA: MS a 161.082; 161.083; 162.02; 162.�9; 162.155; Laws 19Et3 c 17
HIST: 8 SR 2146; 15 SR 2596; 17 SR 1279; 20 SR 1041
8824 2400 TRANSFER OF ACCUMIILATED COUNPY-MUNICIPAL ACCOUNT Fi�3
�Q COUNTY REGULAR ACCOUNT FUND.
Upon receipt of a certified copy of a county board resolution requesting
the transfer of part or a11 of the total accumulated amount in the county
municipal account fund, to the county regular account fund, the commissioner
shall transfer the funds, provided the county submits a written request to the
commissioner and holds a public hearing within 30 days of the request to
receive and consider objections by the governing body of a city within the
county, having a population of less tYian 5,000, and:
A. no written objection is filed with the commissioner within 14 days of
that hearing; or
B. within 14 days of the public hearing held by Che county, a city
having a population of less than 5,000 files a written objection with the
commissioner identifying a specific county state-aid highway within the city
which is requested for improvement and the commissioner investigates the
Page 15
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�wa�r�^ ' '... _ ' , _.'_'._""'.' .. ___` __"_ "' ' _ _ ' ' ' -'.'-
nature o£ the requested improvement and finds:
(1) the identified highway is not deficient in meeting minimum
state-aid street standards;
(2) the county has shown evidence that the identified highway has been
programmed for construc[ion in the county's five-year capital impzovement
budget in a manner consistent with the county�s transportation plan; or
(3) there are conditions created by or within the city beyond the
control of tne county that prohibit programming or reconstruction of the
identified highway.
STAT AUTH: MS s 162.082; 161.083; 162.02; 262.09; 162.155; Laws 1983 c 17
HIST: 8 SR 2146; 15 SR 2596
8820 2500 MINZMUM STATE-nTn cmnunnana,
Subpart 1. Applicability of etandarde. The standards in this part apply
to all new construction, reconstruction, rehabilitation, or resurfacing
projects approved by the state-aid engineer on and after the effective date of
this subpart, except as noted or otherwise provided for in law.
Subp. la. Geometric deaign aLandarde. The standards in part 8820.9920
apply to rural design undivided roadways, new or reconstruction. �
The standards in part 8820.9931 apply to suburban design roadways that meet
indicated conditions, new or reconstruction.
2'he standards in part 8820.9936 apply to ur6an design
roadwaye, new or reconstruction.
The requirements in parts 8820.9926 and 8820.9946 apply to resurfacing
projects.
The vertical clearances for underpasses in part 8820.9956 apply.
The standards in parts 8820.9981 and 8820.9986 apply to designated forest
highways within national forests and state park accesa roads within state
parks and to designated natural preservation routes.
The standards in part 8820.9995 apply to bicyc2e paths.
Subp. 2. Sp�cification�. Specifications for consGruction must be the
2atest approved Minnesota IIepartment of Transportation specifications, except
as modified by special provisions which set forth conditions or requirements
for work or materials not covered by the approved specifications, or which set
forth conditions or requirements to meet exigencies of construction peculiar
to the approved proje�t. � -
Subp. 3. Right-of-way. The minimum widths of right-of-way for state-aid
routes must be at least 18 meters within cities and 20 meters in rural areas,
except that the right-of-way may be less foz routes that are within a city,
that were constructed before the effective date of this subpart, and that can
be reconstructed to new construction standards within the previously existing
right-of-way. Before construction, the governing body shall acquire control
of the additional widths of right-of-way as may be necessaxy ta properly
mainLain the ditch section, drainage structures, and the recovery area.
Permanent easements for highway purposes are considered to be right-of-way for
the purposes of this subpart.
Subp. a. Pazking provieions. The criteria in part 8820.9960 must be used
in establishing diagonal parking. The criteria in parts 8820.9935, 8820.9940,
and 8820.9945 must be used where parallel parking is used.
STAT AUTH: MS s 161.082; 161.083; 162.02; 162.021; 162.09; 162.155; Ldws
1983 c 17 HIST: 8 SR 2146; 15 SR 2596; 18 SR 32; 20 SR 1041
Page 16
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8820.2600 SPENDING STATE-AID APPROPRIATIONS.
State-aid funds allocted co counties and urban municipalities must be
expended ia accordance with the provisions of parts 8820.2700 to 8820.2900.
STAT AL'L'?:: MS s 161.082; 161.083; 162.02; 162.09; 162.155; Laws 1983 c 17
?iIST: 9 SR 2146
8820 2700 MAINTENANCE REOUIREMENTS
Subpart 1. Standarde. The commissioner shall require a reasonable
standard of maintenance on state-aid routes within the county or ur6an
municipality, consistent with available funds, the existing street or road
condition, and the traffic being served. This maintenance must be considered
to include:
A. the maintenance of road sUrfaces, shoulders, ditches, and slopes and
the cutting o£ brush and weeds affecting Ghe respective state-aid systems;
S. the maintenance and inspection of bridges, culverts, and other
drainage structures pursuant to Minnesota Statutes, section 165.03;
C. the maintenance of regulatory and direction signs, markers, traPfic
control devices, and protective structures in conformance with the curzent
manual on uniform traffic contr�_ devices affecting the respective state-aid
sysCems;
D. the striping of pavements of 6.6 meters or more in width, consistent
with the current manual on uniform traffic control devices, and for which
there are no pending improvements;
E, the exclusion of advertising signs, billbcards, buildings, and other
ptivately owned installations other than utilities of public interest from the
right-of-way of an approved state-aid project; and
F. the installation of route markers on county state-aid highways as
follows:
(1) route markers must be a minimum of 405 millimeters by 405
millimeters square with black letters or numerals on a white background; or
(2) wherever county road authoritiea elect to establish and identify a
special system of important county roads, the route marker must be of a
pentagonal shape and must consist of a reflectorized yellow leqend with county
name, route letter, and number, and a border on a blue background of a size
compatible with other route markers.
Subp. 2. IIneat3efactory maintenance. On determining that the maintenance
of a county or municipal state-aid route is unsatisfactory, the commissioner
shall keep up to ten gercent of the current annual maintenance apportionment
to the responsible county or urban municipality. Funds kept must be held to
the credit of that county or urban municipality until the unsatisfactory
condition has been corrected and a reasonable standard of maintenance is
provided.
Subp. 3, Siennial report. The commissioner's biennial report to the
legislature shall enumerate such funds retained more than 90 days, together
with an explanation for this action.
STAT AUTH: MS s 161.082; 161.083; 162.02; 162.09; 162.155; Laws 1983 c 17
HIST: 8 SR 2146; 15 SR 2596; 20 SR 1041
8820.2800 CONSTRUCTION REOUIREMENTS.
Subpart 1. Sngineer's dutiee. Surveys, preparation of plans and
estimates, and construction inspection for state-aid projects must be
Page 17
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performed by or under Che supervision of the county highway or city engineer
in accordance with standards for form and arrangement prescribed by the
commissioner.
SubP• z. Plans and estimatee. Plans and estimates for each state-aid
construction project must be submitted for review. Each plan must show the
subsequent stages reguired for the completion of the improvement, portions of
which may be covered by later contracts or agreements. Only those projects
for which final plans are approved by the state-aid engineer before awarding a
contract or approving a force account agreement are eligible for state-aid
construction funds, except as provided in subpart 8.
Subp. 3. Project identification numbars. Projects must be assigned
state-aid project numbers and must be so identified in records of the
Minnesota Department of Transportation and the local governmental unit.
Subp. 4. Contract inforatation. Upon award of a state-aid contract by a
county or urban municipality, the county highway engineer or city engineer
shall furnish the commissioner with an abstract of bids and a certification as
to the specific contract and bond executed foz the approved canstruction work.
Subp. 5. Forca aceount. A county or urban municipaliCy desiring to use
funds credited to it on a force account basis must have its engineer file a
request with the commissioner for each construction project to be built by the
county or urban municipality at agreed unit prices. The unit prices must be
based upon estimated prices for contract work, less a reasonable percentage to
compensate for move-in, move-out, and contractor's profit. These requests
must contain a complete list of pay items and the unit prices at which it
proposes to do the work. Before approval by the commissioner, the district
state-aid engineer shall file recommendations with the commissioner concerniag
the request and the cost esGimate. Items of work other than those listed as a
pay item or approved by supplemental agreements musG be considered incidental
work not eligible for state-aid payment.
Subp. 6. Proj�ct r�ports. Prior to £inal acceptance of each construction
project by the commissioner, the county highway engineer or the city engineer
shall submit to the commissioner final project records aa the commissioner may
deem necessary or desirable.
Subp. 7. Projact paymanta. On state-aid construction projects payments
will be made in accordance with part 8820.1500, subparts 2 to 5.
Subp. 8, Certifiad acc�ptanc�. The commissioner may establish a certified
accep[ance program and establish qualifications for counties and urban
�.._.. .
municipalities to be eligible for participation in the program. Judgment of
qualifications must be based upon factors such as the existence of a peer
review program, the volume of state-aid contracts, avai2abi2ity of staff, and
completion of appropriate training or demonstration of sufficient competency,
or other similar factors. Certification may be granted in any or all of the
following functional areas: road design, bridge design, traffic signal
design, storm sewer design, right-of-way acguiaition, or construction
inspection and contract administration.
Counties and urban municipalities who request and are qua2ified may enter
into an agreement with the state-aid engineer certifying that they will comply
with all laws and sGate-aid rules and administrative policies in those
functional areas for which they are qualified. Projects certified in
- accordance with the terms o£ the agreement are considered approved for
purposes of suhpart 2 and, when apg2icable, parts 8620.1500, subparts Z(final
Page 18
q1
inspection) aad 12 (cor.struction plans); 8820.3000, subpart 3(bridges); ar.d
8820.3100, subpart 8 (hydraulics).
The certified acceptance agreement must authorize the state-aid engineer to
audit the •.rork performed under the agreement and must contain orovisions for
cancellation of the agreement by the commissioner and for reimbursement of
state-aid funds for cases of repeated noncompliance by the county or urban
municipalicy.
STAT AUTFI: MS s 161.082; 161.083; 162.02; 162.09; 162.155; Laws 1983 C 17
HIST: 8 SR 2146; 15 SR 2596; 20 SR 1041
8820 2900 TURNBACR AND TOWN BRIDGE ACCOL�'�' EXPENDITURES
Subpart 1. Sligibility; former Crunk highwaye. The funds in the county
and municipal turnback accounts must be spent only as payments to a county or
urban municipality for the approved repair and restoration or reconstruction
and improvement of those former trunk highways that have reverted to county or
urban municipal jurisdiction after July 1, 1965, and that are a part of the
county scate-aid highway or municipal state-aid street system.
Approval of plans for the initial construction of a turnback project is
limited to a period of five years £rom the date of reversion. After plan
approval for constructing the initial part of a turnback project, plans for
other portions of the same route must be approved within ten years fzom the
date of reversion to be eligible for turnback funds. Each approved project
must be advanced to construction status within one year after notification to
the county or urban municipality that sufficient funds are available for
conetrucring Che project. Paymenc for repair and restoration or
reconstruction and improvement of a section terminates eligibility for repair
and
restoration or reconstrUCtion and improvement of that section with turnback
funds,
Subp. la. R�paalad, 40 SR 1041
Subp. 2. Rapealad, 20 SR 1041
Subp. 2a. aligibiliCyj town bridgae. A town bridge is eligible for
replacement or reconstruction after the county board reviews the pertinent
data supplied by local citizenry, local unita of government, the regional
development commission, or the metropolitan council, and adopts a formal
resolution identifying the town bridge or bridqea to be replaced or
reconstructed. Payment to the counties is limited to 90 percent, except may
be l00 percent where provided by law, of the cost of the bridge, and must be
made in accordance with part 8820.2300, subparC 7.
Subp. 3. Plan approval and conatruction raquirementa. Plans for county or
municipal state-aid turnback or town bridge projects must be submitted to the
commissioner and be approved before reconstruction or improvement work is
undertaken. State-aid rules consistent with the turnback regulations apply to
projects to be financed from the county or municipal turnback accounts or the
town bridge account.
Subp. 4. ConstrucCion authorization. As soon as the plans for a state-aid
turnback or town bridge project are approved, the county or urban municipality
must be furnished either an authorization to proceed with construction or a
notice that sufficient funds are not available within the applicable turnback
account or town bridge account and that a priority has been established for
the project for construction authorization as soon as funds are available.
Page 19
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When funds are advanced by the county or urban municipality to construct an
approved pro�ect £or which sufficient funds are not available in the turnback
account or town bridge account, authorization to proceed with construction
will be notification that �he agreement for reimbursement of funds, in
accordance with part 8820.1500, subpart 8, ea, 9, 10, or lOb, has been
approved by the commissioner.
STAT AUTH: MS s 161.082; 161.083; 162.02; 162.09; 162.155; Ldws 1983 C 17
HZST: 8 SR 2146; 15 SR 2596; 20 SR 1041
8820 3000 ADDITIONAr �nrrrunr ON X Z'ATi7TTTTRFS
Subpart 1. Conformity. In addition to those provisions previously
mentioned, expenditures of state-aid funds by a county or urban municipality
must conform to the following rules in subparts 2 to 7.
Suhp. 2. Legal raquiremente. State-aid construction projects must comply
with federal, state, and local laNS, together with ordinances, rules, and
regulations applicable to the work. Responsibility for comp2iance rests
entirely with the local unit of government.
Subp. 3. Bridge plana. Plans for bridge construction or bridge
reconstruction projects must be approved by the bridge engineer of the,
Minnesota Department of Traasportation prior to the approval by the state-aid
engineer.
Subp. 4. Reports and racords. Annual reports, statue maps, and
maintenance and construction reports and records must be filed at the time and
in the form specifically requested by the commissioner or authorized
representatives of the �ommissioner.
Subp, 5. Noncompliano�. The commissioner, upon determination that a
county or urban municipality has failed to comply with the established
state-aid reguirements other than for unsatisfactory maintenance, or has
failed to fulfill an obligation entered into £or the maintenance or
improvement of a portion of a state trunk highway or interstate rouCe, shall
determine the extent of the fai2ure and the amount of the county's or urban
municipality's apportionment that must be retained until a time when suitable
compliance is accomplished or Ghe obligation fulfilled, as the case may be.
The amount withheld must reasonably approximate the extent of the
noncomp2iance or the value of the unfulfilled obligation.
Subp. 6. Defective work. When unsatisfactory conditions are found to
exist on an approved construction project, the district state-aid engineer
may, if necessary, order the suspension of all work affected until the
unsatisfactory condition is satisfactorily corrected. Failure to conform with
the suspension order must be considered willful noncompliance. work or
materials which fai2 to conform to the requirements of the contract or force
account agreement must be considered as defective. Unless the work is
satisfactorily remedied or repaired before final acceptance is requested, the
commissioner shall either withhold funds in accordance with subpart 5, or
sha21 establish the reasonable value of the defective work as the basis for
settlement with the county or urban municipality.
Subp. 7, Sngineeriag aad tachnical assiatsnc�. The coamtissioner may, as
authorized by law, execute agreements with a county or urban municipality or
other governmental unit foz technical assistance from the Department of
Transportation. These services, if furnished, must be paid for by the
governmental subdivision at the rates established by the Department of
Page 20
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TTdRSDOLCdCi01.
STAT e+UT?-I: MS s 161.082; 161.083; 162.02; 162.09; 162.155; Laws 1983 c 17
HIST: 8 SR 2i46; 17 SR 1279
8820 3100 GENERAL STATE-AID LIMITATZON5
Subpart i. sxtent of atate aid. The extent of state-aid participation on
special icems is limited as follows in subpar[s
to 10.
Subp. 2. Lighting hazardoue areas. The cost of roadway lighting of
locations at which accidents are likely to occur or are otherwise hazardous is
an eligible expense if that lighting:
A. meecs one or more of the following criteria:
(1) is intended for four or more lanes (complete cost eligible);
(2) is intended for lighting intersections;
(3) is a cost incidental to the necessary revision or relocation o£
existing lighting facilities on reconstruction projects; or
8. is within a city.
For the funding of additional locations, lighting expenses are eligible
only to the extent that the county or urban municipality has furnished traffic
information or other needed data to support its request. Ornamental light
poles will be 100 percent eligible for state-aid funds only if the ornamental
pole is required by an adopted city or county policy. 2n the absence of such
a policy, ornamental poles will be treated as a landscaping item according to
subpart 10.
Subp. 3. Repealed, 20 SR 1041
Subp. 4. Rapealed, 20 SR 1041
Subp. 5. Traffic control signala. The extent of sCaCe-aid participation
in signal installations must be determined by the proportion of Che number of
approachinq routes under the jurisdiction of the county or urban municipality
to the total number of approaching routes involved at each installation. When
at least one approach is eligible for state-aid participation for a county or
urban �nunicipality, then all other approaches under the same jurisdiceion are
also eligible.
Subp. 6. Right-of-way. The cost of lands and properties required foz
right-of-way to accommodate the design width of the street or highway as
governed by the state-aid standards, including necessary width for sidewalks
and bicycle paths, is considered an eligible expense. This cost includes
relocation and moving costs as provided by law and includes damages to other
lands if reasonably justified to the satisfaction of the commissioner. Costs
incurred by the county or urban municipality for title searches and costs
associated with condemnation proceedings are also an eligible expense.
Receipts from the rental or sale of excess properties paid for with state-aid
funds must be placed in the local agency's road and bridge account to be used
on the next state-aid project constructed.
Subp. 7. Rapaalad, �0 SR 1041
Subp. 7a. Bicycle patha. Payment for bicycle paths must be made when
reguested by urban municipalities, but only if the bicycle path is located
within the permanent righC-of-way of a'state-aid eligible route or within an
easement generally parallel with a state-aid route. County state-aid funds
may be spent on bicycle paths as a match to federal-aid funds or on paths thaC
are both a part of an adopted bicycle path plan and are located within the
Page 21
permanent right-of-way of a state-aid route or within an easement gerierally
parallel wi�h a state-aid route. '
Subp. 8. Storm sewers. Plans containing i�ems for storm sewer
construction must be reviewed by the hydraulics engineer for the Minr.esota
Deparcment of Transportation and the engineer�s recommendations obtained
concerning compliance with adopted state-aid storm sewer design requirements
and the proportionate share chargeable to the state-aid system. These
recommendations a2ong with those of the district state-aid engineer must be
considered in determining the maximum state-aid participation in this work.
Subp. 9. Repealed, 20 SR 1041
Subp. 9a. Flexible or rigid pavement. The use of state-aid construction
funds to finance the initial surfacing o£ rural roadways with flexible or
rigid pavement materials is limited to the following costs participation:
Projected ADT (a) Participation
80 and over 100 percent
50 to 79 75 percent
D to 49 (b)
(a) If the next traffic count scheduled by the Minnesota Department of
Transportation shows an increase in traffic, the percentage participation on
an approved project must be adjusted to reflect the revised projected ADT if
the county requests reimbursement at the increased percentage rate. (b)
Payment will be made up to the cost of a standard designed aggrega�e surface.
Subp. i0. Landecaping. The extent of state-aid participation:,lri
landscaping is limited to five percent of the total construction allocation in
any year. Landscaping includes, but is not limited to:
A. items such as trees when exceeding two-to-one replacement, shrubs,
ground covers, and mulch; and
B. retaining walls, fences, and other landscaping appurtenances when
only decorative in function.
The extent of participation also includes excess costs for functional buC
ornamental features such as, but not limited to, ornamenta2 fences and
railings, brick pavers, aesthetic surface treatments, and internally lit
street signs. Excess cost is the cost in excess of a func�ional, standard
item. Seeding, with mulch and fertilizer, and sodding are considered normal
grading items.
STAT AUTH: MS s 161.082; 161.083; 162.02; 162.09; 162.155; Laws 1983 c S7
AIST: 8 SR 2146; 15 SR 2596; 20 SR 1041
9820.3150 L•� sr. RO R. n.urH
WiGhin the law, the respective screening boards shall annually determine
and recommend the amount that the commissioner shall set aside from the county
state-aid highway fund or the municipal state-aid street £und, for the purpose
of local road research. These funds, along with federa2 funds as may be
provided, must be used £or conducting research as provided by law.
STAT AUTH: MS s 161.082; 161,083; 162.02; 162.09; Laws 1963 c 17 AIST: 8
SR 2146
Page 22
q�'���
8820.3200 LOCAL ROAD RESEARCH SOARD.
Subpart 1. Appointment. The commissioner shall appoint a local road
research boazd consisting of the following members:
A. four county highway engineers, only one of whom may be Prom a county
containing a city of the first class;
B. two city engineers, only one of whom may be from a city of the first
class;
C. two Deparcment of Transportation staff engineers;
D. one University of Minnesota representative; and
E. one ex officio secretary, who must be the department's research
coordination engineer.
Subp. 2. Texme. Appointments of county highway and city engineers, except
for unexpired terms, are for three years. The other members sha11 serve at
the will of the commissioner.
Subp. 3. Operating procedure. The board shall initially meec on call from
the commissioner, at which time they shall elect a chair and establish their
own procedure for the selection of research projects to be recommended to the
commissioner. Final determination on research projects must be made by the
commiseioner, and the cost must be paid out of the state-aid research accounts
provided for by law. If the board recommends a project covering research in
methods of and materials for the construction and maintenance of both the
county state-aid highway system and the municipal sta[e-aid street system, the
board shall also recommend to the commiesioner the proportionate share of the
cost of the project to be borne by the respective county state-aid highway
research account and the municipal state-aid street research account, based on
the benefits to be realized by each system from such research project.
STAT AUTH: MS s 161.082; 161.083; 162.02; 162.09; 162.155; Laws 1483 c 17
HIST: 8 SR 2146; 17 SR 1279; 20 SR 1041
8H2Q.3300 VARIANCE.
Subpart i. writt�n raqu�ste. A formal request by a political subdivision
for a variance from this chapter must:
A. be submitted to the commissioner in writing in the form of a
resolution;
B. identify the project by location and termini; and
C. cite the specific part or standard for which the variance is
requested and describe the modification proposed.
Subg. 1a. Additlonal information. Additional information needed:
A. index map;
B. typical section;
(1) inplace section;
(2) proposed section;
C, reasons for the request:
D. the economic, social, safety, and environmental impacts which may
result from the requested variance;
E. effectivenesa of the project in eliminating an existing and projected
deficiency in the transportation system;
F. effect on adjacent lands;
G. number of persons affected; and
Page 23
.
H. safety considerations as they apply to:
(1) pedestrians;
(2) bicyclists;
(3) motoring public; and
(a) fire, police, and emergency units.
Subo. 2. Notice of requeet. The commissioner shall publish notice of
variance request in the State Register and sha11 request comments from
interested parties be directed to the commissioner within 20 calendar days
from date of pub2ication.
Subp. 3. Decision, The commissioner sha11 base the decision on the
criteria in part 8820.3400, subpart 3 and sha11 notify the political
subdivision in writing of the decision. The commissioner may require a
resolution by the recipient of the variance that indemnifies, saves, and holds
harmless the state and its agents and emp2oyees of and from claims, demands,
actions, or causes of action arising out of or by reason of the granting of
the variance. The recipient of the variance shall furthar agree to defend at
its sole cost and expense any action or proceeding begun £or asserting any
claim of whatever character arisinq as a result of the granting of the
variance.
Subp. 4. Conteated caee hsaring. Any variance objected to in writing or
denied by the commissioner is subject to a contested case hearing as required
by 1aw.
STAT AUTH: MS s 161.082; 161.083; 162.02; 162.09; 162.155; Laws 1983 c 17
HIST: 8 SR 2246; 15 SR 2596; 20 SR 1041
$82� 34Q0 A�VTSORY C��TTTFF nN Va�TLNCF�
Subpart 1. Appointmant. The commissioner may appoint a committee to serve
ae required to investigate and deCermine a recommendation for each variance.
No elected or appointed official that represents a political subdivision
requesting a variance may serve on the committee.
5ubp. 2. Mamborehip, The committee shall consist of any five of the
following persons: not more than two county highway engineers, only one of
whom may be £rom a county containing a city of the first class; not more than
two city engineers, only one of whom may be from a city of the first class;
not more than two county officials, only one of whom may be from a county
containing a city of the first class; and not more than two officials of an
urban municipality, only one of whom may be from a city o£ the first class.
The committee must have at least two elected officials as members. The
committee sha11 have at least one member but not more than four members from a
metropolitan area, as defined in Minnesota Statutes, section 473.121,
subdivision 2, as well as cities with a population of over 50,000 according to
the most recent census.
Subp. 3, Op�rating procedure. The committee shall meet on call from the
commissioner at which time they must be instructed as to their
responsibilities by a designee of the commissioner, shall elect a chairperson,
and shall establish their own procedure to investigate Ghe requesGed variance.
The committee shall consider the:
A. economic, social, safety, and environmental impacts which may result
from the requested variance;
B. effectiveness of the project in eliminating an existing and projected
de£iciency in the transportation system;
Page 24
,. . } _
_ -� - . - - - -- -
C. e`.fec*_ on adjacent lands;
�. number of persons affected;
E. ef_°ecc on future maintenance;
F. safety considerations as they aooly to pedestrians, bicyclists,
motorir.g pub?_c, and fire, police, and emezgency units; and
.,. effecc tha� the rule and standards may have in imposing an undue
burdea on a political subdivision.
Subp. -l. Recoa�endation. The commit[ee after considering a11 data
pertinent to the requested variance shall recommend to the commissioner
approval or disapproval of the request.
STAT AUTH: MS s 161.082; 161.083; 162.02; 162.09; 162.155; Laws 1983 c 17
FIIST: 8 SR 2146; 15 SR 2596; 20 SR 1041
882Q 350� B01�R� OR CQMMITTEE MEMBER'S PERSONAL EXPENSES
The commissioner will authorize the payment of necessary personal expenses
in connection with meetings of board and committee members, appointed for
state-aid purposes. These expenses must be reporced on forms furnished by the
commissioner and paid from the state-aid administrative fund.
STAT AUTH: MS s 161.082; 161.083; 162.02; 162.09; 162.155; Laws 1983 c 17
HIST: 8 SR 2146; 17 SR 1279
NATURAL PRESERVATION ROUTES
882� 4004 REQUEST TQ DEGTCNATE NATL�nL• PRESERVATION ROi1'PE
Any person may make a written request to designate a county state-aid
highway as a natural preservation route. The request must be directed to the
county board having jurisdiction over the route. A county board is not
required to propose designation for the entire length of a county state-aid
highway. The county board shall act on the request within 60 days. in order
to designate a county state-aid highway as a natural preservation route, the
commissioner must receive a board resolution from the county having
jurisdiction over the road.
The county board shall use the descrip[ions in part 8820.4010 as a guide
for determining which designation type best fits a particular route. All of
the descriptors may be used in combination. No single descriptor, including
a.DT, may be used to eliminate a route type from consideration.
STAT AUTH: MS s 162.02; 162.021; 162.09 HIST: 18 SR 32
8820 40�0 CHARACTERISTICS OF NATURAL PRESERVATION ROUTE TYPES.
Subpart 1. SalecCion criteria generally. To be considered for designation
as a natural preservation route, a route must be on the county state-aid
highway system. It may be selected if it possesses particular scenic,
environmental, pastoral, or historical characteristics such as, but not
exclusively, routes along lakes, rivers, wetlands, or floodplains or through
forests or hi11y, rocky, or bluff terrain. Subp. 2. zyge Z natural
preeervation route. A type I natural preservation route is besC chaYacterized
as one in which the natural surroundings convey a feeling of intimacy with
nature. This type of route carries local passenger vehicles with occasional
commercial vehicles. This route has very low volumes with leisurely driving
speeds and may be used by pleasure drivers. The roadway alignment follows the
Page 25
terrain, which may be hi11y or curving around lakes and wetlands, and can be
described as Iying lightly on the land. Phere are few repor�ed accidents
related to the geometric design of the roadway or accidents can be minimized
without realignment. The operating speeds are generally 2ower than on regular
county state-aid highway routes.
Subo. 3. lype ZI natural predervation route. A type IZ natural
preservation route creates a feeling similar to the feeling created by a type
I natural preservation route, but the surroundings and vistas may be more
distant from the roadway. It carries local traffic with moderate amounts of
commercial vehicles. This route generally has low volumes but may have
seasonal peaks greater than 300 vehicles per day. Zt has leisurely driving
speeds and may be used by some commuters and pleasure drivers. The roadway
alignment follows the terrain, which may be hi11y or curving around lakes and
wetlands. Some modifications may be made to the land surface. There are few
reported accidents related to the geometric design of the roadway or accidents
can be minimized with mitigation as referred to in part 8820.4060. The
operating speeds may be 2ower than regular county state-aid highway routes.
Subp. 4. lype ZIZ naGural presarvation route. A type IZI natural
preservation route goes through an environment similar to the types I and II
natural preservation routes, but the surroundings and vistas may be more
distant from the roadway. It may function as a minor or major collector and
may be used by general commercial traffic. It generally has volumes less than
750 vehicles per day but may have seasonal peaks. This type of roadway passes
through diverse terrain £eatures and the alignment is consistent with the
traffic mix. Tt may have required some modifications to the land surface.
The safety problems that may exist are related to the traffic volumes and to
the geometric design of the roadway. The problems can be corrected with
mitigation as referzed to in part 8820.4060 or with reconstruction. The
operating speeds may be lower than a comparable county state-aid highway route
that is not on the natural preservation route system.
STAT AUTH: MS s 162.02; 162.021; 162.09
HIST: 18 SR 32
8820.4020 REOUTREMENTS FOR NA � Ai pRRQFRVATTOh ROT'rF DE T hATTOh*
PROPOSALS.
Subpart 1. County board rseolution. The county board shall submit a
formal request to the commissioner in the form of a resoluti.on.
SubP• 2. Requirad information. The request must be accompanied by:
A. an index map that identifies the proposed natural preservation route
by county state-aid highway number and termini;
B. a narrative describing the history of the route, any controversy
surrounding it, the inplace cross section, the particular scenic,
environmental, or historical characteristics considered desirable to preserve,
and which designation category (type 2, II, or III) of natural preservation
route being requested;
C. photographs of the route;
D. a 2isting of parks, rivers, or other designated natural or historical
resource areas that the highway corridor passes through or adjoins and that
are considered desirable to preserve;
E. a description of any safety hazards existing along the route and a
discussion of the accident record over the past five years;
Page 26
.. a trar.sportation plan that considers alternate routes, or traffic
management plan for the ars;a including compatibilicy uith the existir.g roadway
network, as well as the existing and projected ADT;
G. a description of the function of the route includir.g the functional
classification, the type of traffic using the route, and a discussion of
seasoaal variations and crip purposes;
A. a comparison of the current operating speed, the legal speed limit,
and the rationale for the selection of the planned design soeed;
I. a preliminary description of the planned design if construction or
reconstruction is proposed, including a discussion of:
(1) what natural or historical elements might be affected by different
construction alternatives;
(2) which safeGy features might be affected by different construction
alternatives; and
(3) how any changes in the continuity of design will be mitigated;
J. preliminary cost estimates of the various alternatives considered;
K. environmental documentation that may have been completed, including
public notices and public meetings that have occurred;
L. a description of existing and projected land uses, any zoning in
effect, and compatibility with the natural preservation rouce characteristics;
and
M. a description of
equestrians.
STAT AUTH: MS s 162.02;
HIST: 16 SR 32
any provisions to address bicycles, pedestrians, and
162.021; 162.09
88?0 4Q30 NATLTRnL PRESERVATTON ROt�'�'E ADVTSORY COMMITTRE
! Subpart 1. Appointmant and mambarehig. The commissioner shall appoint an
advisory committee for each construction district consisting of seven members:
one member from the department of natural resources, one county highway
engineer, one county commissioner, one representative of a recognized
environmental organization, and three members of the public. The commissioner
shall refer each county board submittal received to the advisory committee for
the construction district in which the county exists. No elected or appointed
official that represents a political subdivision requesting the designation or
any public member residing in that county may serve on the committee.
Subp. 2. OperaGing procedure. The advisory committee shall meet on call
from the commissioner at which time they must be instructed as to their
responsibilities by a designee of the commissioner, shall elect a chair, and
shall establish their own procedures to investigate the designation proposals.
The committee sha11 consider:
a. trie economic, social, safety, and environmental impacts that may
result from the designation or denial of the designation;
B. the magnitude of the ef£ects on ad}acent lands and the value of the
characteristics identified in part 8820.4020, subpart 2;
C. the number of persons, either residents or the traveling public,
affected by designation or denial of designation;
D. the present and future use of adjacent lands;
E. safety considerations as they apply to pedestrians; bicyclists;
motoring public; and fire, police, and emergency units; and
Page 27
��
F. other related issues as may be pertinen� to the roadway that have
been identified from information submitted in part 8820.4020, subpart 2.
Subp. 3. Reco�endation. After considering a11 data pertinent to the
requested designation, the committee sha22 recommend to the commissioner
aoproval or disapproval of the request.
STAT AUTH: MS s 162.02; 162.021; 162,09
HIST: 1B SR 32; 20 SR 2042
8820 4040 DF T NATTON OF NAT �AT PR GFRVAT ON Ro rrF gy
CdMMISSI6NER
Following receipt of the advisory committee recommendation, the
commissioner may designate the roadway as a natural preservation route. The
commissioner shall base the decision on the criteria in part 8820.4030,
subpart 2, and shall notify the political subdivision in writing o£ the
decision. If the request is denied, a written explanation wi11 be included
with this notification.
STAT AUTK: MS s 162.02; 162.021; 162.09
AIST: 18 SR 32
8820 4050 EXTENT OF STATF ATD FOR NA �7�r PR RVATTOZrT RO 7'�'�'
The extent of state aid participation for a construction project must be
determined on the same basis as a regular county state-aid highway project,
except that landscaping items are eligible for up to two percent of the total
construction allocation of the year in which any construction on the natural
preservation route is completed. This amount for landscaping is in addition
to the amount allowed in part 8820.3100, subpart 10.
STAT AqTH: MS s 162.02; 162.021; 162.09
HIST; 18 SR 32; 20 SR 1041
88Z� 4060 GF.OMET'RT�' �maNnnunG AC1R unmrmar ++n*�+ec�o��nmTnw
The standards in parts 8820.9980 and 8820.9986 apply to designated natural
preservation routes. In the case of reconstruction, the designer sha11
preserve, to the greatest extent possible, the existing profile, alignment,
and cross section. In doing so, the designer shall consider Che use of
guardrails, retaining walls, and curb sections to protect natural amenities.
To the extent practical, the designer shall include in the design landscaping,
including native species, curving alignments, variable back slopes, variable
ditch bottoms, limited clearing, and other means available to limit the
impacts on the environment while still addressing public safety.
STAT AUTH: MS s 162.02; 162.021; 162.09
HIST: 18 SR 32; 20 SR 1041
8820 4070 RSCONSTRUCTTON NOmrgTrn�rrON FOR hATLTQai pR SFRVA'�'Tpt
$OIITE•
A county proposing a project that requires removal of the entire surface of
a county state-aid highway that is a natural preservation route shall send to
owners of property abutting the highway a written notice that describes the
project. In addition, the county shall hold a public meeting to discuss
design and construction alternatives. Before project approval, the county
highway engineer shall provide evidence to the state aid engineer that the
Page 28
`�� -��?�b
concerns raised at the public meeting have beea addressed or incornorated into
the project. Spot maintenance projects, such as culvert zeplacements or
subgrade corrections, do not require notice.
STAT AUTH: MS 5 162.02; 162.D21; 162.09
HIST: 18 SR 32; 20 SR 1041
8820 4080 NATURAL PRESERVATION ROUTE SIGNS
Route markers must be posted at public road entry points to and at regular
intervals along natural preservation routes. Signs posted must conform to the
Minnesota Manual on Uniform Traffic Control Devices adopted under Minnesota
Statutes, section 169.06. Properly posted signs are prima facie evidence that
adequate notice o£ a natural preservation route has been given to the motoring
public. Signs must conform to the requirements in part 8820.9990.
STAT AUTH: MS s 162.02; 162.021; 162.09
HIST: 18 SR 32
8a�0 4090 REMOVAL OR DS3TGNATTON OF 23ATURAL PRESERVATZON ROLSTES.
A county board, after notice and a public hearing, may petition the
commissioner to remove the natural preservation route designation if the board
believes the characteristics on which the natural preservaeion route
designation was approved have substantially been loet. The petition foz'
removing the designation must be based on, and the advisory committee shall
consider, such items as loss of aesthetic qualities, changes in land use,
changes in road function, or significant increases in accidents. The
committee shall then make a recommendation to the commissioner. Following
receipt of the advisory committee's recommendation, the commissioner may
remove the natural preservation route designation from the roadway. The
commissioner shall base the decision on the criteria in part
8820.4030, subpart 2, notify the political subdivision in writing of the
decision, and include a written explanation with the notification.
STAT AUTH: MS s 162.02; 162.021; 162.09
HIST: 18 SR 32
8820.9910 Rapaalad, ]0 SR 1041
8820.9911 Rapealad, 15 SR 2596
8820.9912 Repealed, 15 SR 2596
BB20.9913 Ragealad, 15 SR 2596
8820.9914 Rapealad, 15 3R 2596
8820.9915 Repealed, 15 SR 2596
8820.9916 Repealad, 15 SR 2596
8820.9917 Repealed, 15 SR 2596
8820.9918 Repealed, 15 9R 2596
8820.9919 Repealed, 15 SR 2596
Page 29
EXHIBITS, FIGURES, AND TABLES
�
� � • � - - � � �-� � �� ' AP � � � � •
+ •� : •�
Projec[ed Lane Shoulde Inslope Recaver Desi9n Surfecin Structural Bridges to
ADT (6) Hidth r (c) y Speed g Design Remain (f)
Mia[h hrea (e) Strength Width
� Curb-CUrb
meters rise:run (Ian/h) Cmetric tons) (meters)
meters meters
0-49 3.3 0.3 1:3 2 50• Agg. ----- 6.6
100
50-149 3.3 0.9 1:4 3 60- Agg. ----- 6.6
100
(9)
150-399 3.6 1.2 1:4 5 60- Paved 6.4 8.4
�h� 100
400-749 3.6 1.2 1:4 6 60- Paved 8.2 8.4
100
750•1499 3.6 1.8 1:4 8 60- Paved 8.2 8.4
100
1500 and 3.6 2.4 1:4 9 60- Paved 9.1 9.0
Over 100
(a) For rural divided roadways, use the geometric design standards of the
Mn/DOT Road Design Manual, with a minimum 9.1 metzic tons structural de5ign and
minimum 60 kilometers per hour design speed.
(b) Use the existing traffic for highways not on Ghe state-aid or federal-aid
systems.
(c) Applies to slope within recovery area only.
(d) Obstacle-free area (measured from edge of traffic lane).Clilverts with less
than 675 millimeter vertical height allowed without protection in the recovery
area.
Guardrail is required to be installed at alI bridges where the design speed
exceeds 60 kilometers per hour, and either the ADT exceeds 400 or the bridge
width is less than the sum of the lane and shoulder widths.
Mailbox supports must be in accordance with the provisions of chapter 68i8.
(e) Subject to terrain.
(f) Znventory design rating M 13.5 required. Bridges narrower than these
widthis may remain in place provided that the bridge does not qualify for
federal-aid bridge funds.
Page 30
(g) Design speed of 50 kilometers per hour allowed off of the state-aid and
federal-aid systems.
(h) Initial roadbed width must be adequate to provide a finished roadbed width
for 8.2 metric tons design.
Aonroach sideslopes must be 1:4 or flatter when the ADT exceeds 400.
MS 22.5 loading or load and resistance factor design (LRFD) is required for
new bridges. MS �5 loading is required for all rehabilitated bridges. The
curb-to-curb minimum width for new or rehabilitated bridges is the sum of the
lane and shoulder widths plus 1.2 meters.
STAT AUTI-I: MS s 162.02; 162.09
HZST: 20 SR 1041
8820.9925 Repealed, 20 SR 1041
8fl2� 9926 GEQMETRIC DESIGN STANDARD5• RURAL UNDIVIDED•
$$SURFACINC.
Subpart 1. Minimum reaurfacing etandarda.
Prese�t A0T Proposed Struc2urat Pavement tlidth Shoutder - Design Speed
Oesign Strength Shoulder Yidth
(metrie tons) (meters) (meters) (kmlh)
Under 100 6.4 6.6 7.8 50
100 • 749 6.4 6.6 7.8 60
750 • 999 6.4 6.6 9.� 6�
1000 and 6.4 7.2 9.0 60
�ver
Widths of bridges to remain in place must equal roadway pavement
width.
Bridges narrower than these widths may remain
in place provided that the bridge does not qualify for federal-aid bridge funds.
M 13.5 loading is required. Any highway that was previously built to
state-aid or state standards or is a trunk highway turnback but does not meet
current standards for vertical or horizontal alignment, may be resurfaced and may
retain the existing vertical and horizontal alignment where safety considerations
do not warrant impiovements.
Subp. 2. Salectad improvemeata. Selected improvements that widen the
embankment or a1Cer the alignment or inslopes may be included in a resurfacing
project if the improvement does not require additional right-of-way or the
construction limits do not extend beyond the existing ditch bottoms, and the
improvement does not remove more than 20 percent of the length of the existing
bituminous or concrete surfacing over the length of the project.
Selected improvements must improve roadway design elements where accidents or
other safety problems can be documented, or where benefits are clearly supported
by an economic analysis. written justification for these selected improvements
must be submitted to the state-aid engineer for concurrence before the plan is
approved. The state-aid engineer's concurrence must be based on the applicable
Page 31
criteria of part 8820.3300, subparts 1 and la, Resur£acing projects may include
spot subgrade corrections over a sma21 percentage of the project length without
written justification.
In addition to the standards in subpart 1, the inslopes must be 1:3 or flatter
and must be free of obstacles to at least three meters from the e3ge of the
driving lane or to the toe of the inslope.
STAT AUTA: MS 5 162.02; 162.09
HIST: 20 SR 1041
8820.9930 Repealed, 20 SR 1041
I • +e1 � � � Li� � .
+ •� •�
eridges to
Recovery Design Structurel Rarein.(d)
ProjecYed Lex Shpulder Ins(ope Area Speed Deaign Cur6 to
ADT Width Yidth (e) (b) (c) Strmgth Curb Nidth
(meters) (metersS (rise:rwy (meters) (km/h) (metrie ton> (meters)
Less 3.6 1.8 1:4 3 50-80 8.2 8.4
than
1000
Over 3.6 2.4 1:4 6(e) 50-80 8.2 9.0
1000
(a) Applies to slope within the recovery area only. Approach sideslopes must
be 1:4 or flatter.
(b) Obstacle-free area, measured from edge of traffic lane. Culverts with less
than 675-millimeter vertical height allowed without protection in the recovery
area.
Guardrail is required to be installed at all bridges where the design speed
exceeds 60 kilometers per hour, and either the ADT exceeds a00 or the bridge
width is less than the sum of the lane and shoulder widths.
Mailbox supports must be in accordance with the provisiona of chapter 8818.
(c) Subject to terrain.
(d) Inventory design rating M 13.5. Bridges narrower than these widtha may
remain in place provided that the bridge does not qualify for federal-aid bridge
funds.
(e) Where the posted speed limit is 60 kilometers per hour or less, the
minimum recovery area may be reduced to three meters.
Thie sCandard applies only when the project is both located in a subdivided
area or an area in a detailed development process, and physical restraints are
present that prevent reasonable application of the rural design standarda. This
standard may also be applied when the legal speed limit is 60 kilometers per hour
or less. MS 22.5 loading or LRFD design is required for new bridges. MS 16
Page 32
loading is :equired for all rehabilitated bridges. The curb-to-curb minimu�
width for new or rehabilita[ed bridges is the sum of the lane and shoulder widths
plus 1.2 meters.
STAT AUTH: MS s 162.02; 162.09
AIST: 20 SR 1041
8820.9935 Repealed, 20 SR 1041
� • � � '��"� •� !. •'
; •� C •�
Functionel Design Speed laru Yidth Curb Reection Parking Lane
Ctassification and (a> Distance 4idth
Projected Traffic (bn/h) (meters) (meters) (meters)
Yo l une
3a-35 m 4�
Collectors o� 50-60 km/�i 3.3 (b)��� 0.6 Z� 2.4 �'
Locals with ADT 3s M�ti
<10000* over 60 kmih 3.6 �z' 0.6 2' 3.0 �o'
Collectors or 50-60 km/h 3.3 (b) 1.2 (c) y � 3.0 ia �
Locals with ADT �O 3 S ��
> 10000 and over 60 kmlh 3.6 � 1.2 (c) y� 3.0 (d) �
Arteri al s � S „,�,�, i �
(a) One-way turn lanes must be at least three meters wide, except 3.3 meters
is required if the design speed is over 60 kilometers per hour.
(b) Wherever possible, lane widths of 3.6 meters, rather than 3.3 meters,
should be used.
(c) May be reduced to 0.6 meters if there are four or more traffic lanes and
on one-way streets.
(d) No parking is allowed for six or more traEfio lanes or when the posted
speed limit exceeds 70 kilometers per hour.
One-way streets must have at least two through-traf£ic lanes.
When a median is included in the design of the two-way roadway, a 0.3 meter
reaction distance to the median is required on either side of the median.
Minimum median width is 1.2 meters.
Urban design roadways muet be a minimum 8.2 metric ton structural design.
7a�new or rehabilitated bridge must have a curb-to-curb width equal to the
required street width. MS 22.5 loading or LRFD design is required for ne�
bridges and a minimum of MS 16 loading is required for rehabilitated bridges.
Clearance of 0.5 meter from the face of the curb to fixed objects must be
provided when the posted speed is 60 to 70 kilometers per hour. A three-metez'
clearance from the driving lane must be provided when the posted speed exceeds
70 kilometers per hour.
For volumes greater than 15,000 projected ADT*, at least four through-traffic
lanes are required.
Page 33
.
'Additional average daily traffic may be allowed if a caoacity analysis
demonstrates that level of service D or better is achieved at the higher traffic
volume. Zf [he capacity ana2ysis demonstrates that additional lanes are required
only during peak traffic hours, then each additional driving lane may be used as
a parking Iane during nonpeak hours. "Leve1 of service" has the meaning given
it in the Highway Capacity Manual, Special Report 209, as revised and published
by the Transportation Research Board of the National Research Council,
washington, D.C. The definition is incozporated by reference, is not subject to
frequent change, and is located at the Minnesota State Law Library, 25
Constitution Avenue, St. Paul, Minnesota 55155.
STAT AUTA: MS s 162.02; 162.09
HZST: 20 SR 1041
8820.9940 Repealed, 20 SR 1041
8620.9945 Repenled, 20 SR 1041
8820 9946 GFOMETRrr nacTrrr qmnunnunc Tronn� c nr
Subpart 2. 2wo-•.ray atreeta. In the following table, total
width is in meters, from face-to-face of curbs.
Nudxr of TArough Lanes, Total Yidth Total Yidth with Totat Vidth �ith Proposed
Functional Ciass, ard with Na Parking on One Parkinp on eoth Strutturat
Precent Treffic Yotuee Perking Side Sides Oesiyn Stre�th
CmeYric tons3
2-Lane Collector or 7.8 9.6 11.4 8.2(b)
Local with ADT < 10000
4-Lane Collector or 13.2 15.6 18.0 8.2(b)
Local with ADT < 10000
2-Lane Collector or 7.8 9.6 12.6 8.2
Local with ADT > 10000
or 2-Lane Arteriai (a)
4-Lane Collector or 13.2 16.2 19.2 8.2
Local with ADT > 10000
or 4-Lane Arterial
6-lane Collectors or 19.8 (c) (c) 8.2
Arterials
(a) Pezlnissible for present traffic volumes less than 15,000 ADT.
(b) When lwT is less than 5,000, 6.4 metric tons is allowable.
(c) No parking is allowed,
Minimum design speed is 50 kilometers per hour. When a median is included in
the design of the two-way roadway, a 0.3 meter reaction distance to the median
is required on either side of the median. Minimum median width is 1.2 meters.
Page 34
q� -���
Subp. 2. One-way etreets. In the following table, total width is in meters,
from face-to-face of curbs.
Nindxr of Through Present AOT Total Yid[h Tetal Vidth Toxal Yidth Pro¢osed
Lanes and FuncT�onal with No with Parking uiLh Parking Structural Design
Class Parking on One Side on Both Sides Strength
(metric tons)
2-Lane <5000 6.3 8.7 11.1 6.4
Collector or
Local with ADT 5000 - 6.9 9.3 11.7 8.2
< 10000 1000Q
2-Lane <15000 6.9 9.3 11.7 8.2
Collector or
Local with ADT
> 10000 or 2- '15000 7.2 9.6 12.0 8.2
Lane Arterial
3-Lane Arterial All 10.2 12.6 15.0 8.2
or Collector
Minimum design speed is 50 kilometers per hour.
Subp. 3. Hxcaptlon. Any atreet that was previousty built to state-aid or
state standards or is a trunk highway Curnback, which does not meet current
standards, may be resur£aced regardless of subparts 1 and 2.
STAT AUTFi: MS s 162.02; 162.09
HIST: 20 SR 1041
8820.9950 R�pealed, 20 SR 1041
8820.9955 Repsaled, 20 SR 1041
Ruret-Suburban Desiyn, Urben Design,
Yertitsl Cteararxe Yertital Cleerance
(meters> Cmetara)
Highway under roadway 5 4.4
bridge
Highway under railroad 5 4.4
bridge
Highway under pedestrian 5.3 4.4
bridge
Highway under sign 5.3 4.4
structure
Railroad under roadway 6.7 6.7
bridge*
Page 35
�,.,� ,
*variances to the required minimum may be granted by the Minnesota
Transnortation Regulation Board. That approval eliminates the need for a
state-aid variance.
STAT AUTH: MS s 162.02; 162,09
FiIST: 20 SR 1041
8820.9960 MR 1995 Obaolete
I .d 1.. a - � .�P ' � ' • � � � �
� • \ : ' i �
Varking Scall Statt Tratfic Length 1/2 PreseM Legal Speed
Angte Yidth Oepth Aiste Atong Roadyay Ap7 ����t
Widih Curb Yidth
Minimim
Cmeters (meten (meters (meters (meters
(kie/h)
) ) ) > )
45 2.7 6.0 4.0 3.9 IO.I Less than 50 km/h
Degrees 3000 or less
60 2.7 6.4 5.5 3.2 11.9 Less than 50 km/h
Degrees 3000 or less
45 2.7 6.0 7.7 3.9 13.7 3000 and 50 km/h
Degrees over or less
60 2.7 6.4 9.1 3.2 15.5 3000 and 50 km/h
Degrees over or less
Diagonal parking provisions must be established by cooperative agreement
between the local road authority and the commissioner.
The cooperative agreement must show the angle o£ parking, provide for pavement
marking of the parking lanes, and provide Ghat the road authority may alter
parking provisions if traffic volumes exceed the design criteria.
Minnesota Statutes, section 169.34, must be adhered to in determining diagonal
parking spacing. Provide a 0.6 meter clearance from the face of the curb to
fixed objects. Parking meters, wrien spaced so as to not interfere with vehicle
operatioa, are exempt.
STAT AUTH: MS s 162.02; 162.09
HIST: 20 SR 1041
8820.9965 Rap�alad, ]0 SR 1041
8820.9970 Repealed, 20 SR 1041
8820.9980 MR 1995 Obsolete
Page 36
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(a) If the route has scenic vistas that will require parking vehicles along
the shoulder, widening the shoulder at these locations is acceptable. The
designer will provide a 1.2 meter paved shoulder if the route is a popular
bicycle route.
(b) Applies to slope within recovery area only. Other design features, such
as guardraile or retaining walls, should be considered in particularly sensitive
areas in lieu of reconstructing the inslope in accordance with part 8820.4060.
(c) Obstacle-free area (measured from edge of traffic lane).
Guardrail is required to be installed at all bridges where the design speed
exceeds 60 kilometers per hour, and either the ADT exceeds 400 or the bridge
width is less than Che sum of the lane and shoulder widths.
Mailbox supports must be in accordance with the provisions of chapter 8818.
(d) Inventory design rating M 13.5. A bridge narrower than these widths may
remain in place if the bridge does not qualify for federal-aid bridge funds.
MS 18 loading or LRFD design is required for new bzidges. MS 16 loading is
required for all rehabilitated bridges. The curb-to-curb minimum width for new
or rehabilitated bridges is the sum of the lane and shoulder widths plus 1.2
meters. Ditch depths and widths must be kept to the minimum required to
function hydraulically and to provide for adequate snow storage when a standard
ditch would negatively impact the surroundings.
The designer shall specify in the plan and special provisions that the
clearing width is to be kept to the absolute minimum. In sensitive areas, the
normal clearance allowed to a contractor for working room is zero unless
otherwise required for special conditions.
Curb and gutter may be used in lieu of a ditch section under the paved option.
The lane width, shoulder width, and recovery area must be maintained.
For designated national forest highways within national forests, and state
park access roads within state parks, this eubpart applies only where the
projected AvT is less than 100, unless the route has been designated as a natural
preservation route.
Page 37
Subpart 1. Type I route.
(a) The designer wi11 provide a 1.8 meter paved shoulder if the route is a
popular bicycle route. If the route has scenic vistas that will require parking
vehicles along the shoulder, widening the shoulder at these locations is
acceptable.
{b) Applies to slope within recovery area only. Other design features, such
as guardrail or retaininq wa11s, should be considered in particularly sensitive
areas in lieu of reconstructing the inslope in accordance with part 8820.4060,
Approach sideslopes must be 1:4 or flatter within the recovery area when the AD'f
exceeds 400.
(c) Obstacle-free area (measured from edge of traffic lane).
Guardrail is required to be installed at all bridges where the design speed
exceeds 60 kilometers per hour, and either the ADT exceeds 400 or the bridge
width is less than the sum of [he lane and shoulder widths.
Mailbox supports must be in accordance with the provisions of chapter 8818.
(d) Inventory design rating M i3.5. A bridge narrower than these widths may
remain in place if the bridge does not qualify for federal-aid bridge funds.
MS 18 loading or LRFD design is required for new bridges. MS 16 loading is
required for a21 rehabilitated bridges. The curb-to-curb minimum width for new
or rehabilitated bridges is the sum of the lane and shoulder widths, but may not
be less than nine meters.
Ditch depths and widths must be kept to the minimum reguired to function
hydraulically, to be traversable if within the re�overy area, and to provide for
adequate snow storage when a sCandard ditch would negatively impact the
surroundings.
The designer shall specify in the p2an and special provisions that the
clearing width is to be kept to the absolute minimum. In sensitive areas the
normal cZearance a2lowed to a contractor for working room is zero unless required
for special conditions.
For designated national forest highways within national forests, and state
park access toads within state parks, this subparG may be applied only where the
projected ADT is less than 300, unless the route has been designated as a natural
preservation route.
Page 38
SubP, z. Type Ii route.
� �,�
Subo. 3. 2�pe IIZ route.
Surface Type Design larte Shoutder Inslope Recovery Desi9n Brid9e to
5peed Yidth 4idth (rise:run) Area 5trengch Remain
(km/h) Cmeters) (me[ers) (meters) (metric (me[ers)
(a) (b) (c) toos) (d}
Aggregate 50 3.6 0.9 1:4 3 7.2
Paved (e) 50 3.6 1.2 1:4 3 8.2 t 7.2
Paved 60 3.6 1.8 1:4 5 8.2 t 7.2
ia) The designer will provide a 1.8 meter paved shoulder if the route is a
popular bicycle route. If che route has scenic vistas which wi11 require parking
vehicles along the shoulder, widening the shoulder at these locations is
acceptable.
(b) Applies to slope within recovery area only. Other design features, such
as guardrail or retaining walls, should be considered in particularly sensitive
areas in lieu of reconetructing the inslope in accordance with part 8820.4060.
Approachsideslopes must be 1:4 or flatter within the recovery area when the ADT
exceeds 0.00.
(cl Obstacle-free area (measured from edge of traffic lane). Guardrail is
required to be installed at all bridges where the design speed exceeds 60
kilometers per hour, and either trie ADT exceeds 400 or the bridge width is less
than the sum of the lane and shoulder widths. Mailbox suppozts must be in
accordance with the provisions of chapter 8818.
(d) inventory design rating M 13.5. A bridge narrower than these widths may
remain in place if the bridge does not qualify for federal-aid 6ridge funds.
(e) This standard may be applied only when the project is located in a
subdivided area or an area in a detailed development process, and physical
restraints are present that prevent reasonable application of another level of
these standards.
MS 22.5 loading or LRFD design is required for new bridges. MS 16 loading is
required for all rehabilitated bridges. The curb-to-curb minimum width for.new
or rehabilitated bridges is the sum of the lane and shoulder widths, but may not
be less than 9.6 meters.
Ditch depths and widths must be kept to the minimum required to function
hydraulically, to be traversable if within the recovery area, and to provide for
adequate snow storage when a standard ditch would negatively affect the
surroundings. The designer shall specify in the plan and special provisions
that the clearing width is to be kept to the absolute minimum. In sensitive
areas the normal clearance allowed to a contractor for working room is zero
unless required for special conditions.
STAT AL7TH: MS s 162.02; 162.09
AIST: 20 SR 1041
8820.9985 Repealed, 20 SR 1641
Page 39
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6.4 6.6 7.8
Widths of bridges to remain in place must equal pavement width. A bridge
narrower than these widths may remain in place i£ the bridge does not qualify for
federal-aid bridge furids. M 23.5 loading is required.
STAT ADTH: MS s 162.02; 162.09 .
AIST: 20 SR 1041
8820.9990 ROU'�'E MARRER
8820.9990 T=1: 20 picas - Insert National Preservation Route
marker here
610 mm x 610 mm
Green legend; white reflectorized background
STAT AVTH: MS s 162.02; 162.021; 262.09
HIST: 18 SR 32; 20 SR 1041
8820.9995 MTNr3�L?M BSCYCL•E PATH GTA�v R
Minimum Bicycle Path Standards
Off-Road Design (a)
Minimum Surfacing width (two-way) 2.5 meters (b)
Shoulder/Clear Zone 0.5 meters (c)
Inslope 1:2 (rise:run)
Design Speed 30 km/h (d)
Vertical Clearance 3 meters
(a) For on-road bicycle facilities, the appropriate tables in the Minnesota
Bicycle Transportation Planning and Design Guidelines apply.
(b) Three meters is required for combined bicycle/pedestrian paths. 1.5
meters is required for one-way paths.
(c) The shoulder/clear zone should be carried across bridges and through
underpasses. Minimum bridge or underpass width is three meters,
(d) Use a 50-kilometer per hour design speed for grades longer than 150 meters
and greater than four percent, from the uphill point where the grade equals four
percent to 150 meters beyond the downhill point where the grade becomes less than
four percent. The maximum allowable grade is B.3 percent.
STAT AUTA: MS 5 162.02; 162.09
AIST: 20 SR 1041
Page 40
Q�_���'
��
FCRI�TIT
AhTD
977 West Nebraska Avenue • Samt Paul, Mi�esota • 55117-3328
Phoae &, Fas: (612) 488-8412 • E-mail: DanKrivit(n)�
Wednesday, August 20, 1997
TO: Saint Paul City Councii Members
CC: Honorable Mayor Norm Coleman
FROM: Dan Krivit (Representing the Saint Paul Bicycle Advisory Boazd)
RE: Saint Paul Transportation Policy Plan
Thank you for the opportunity to comment and participate in this sneeting today on the City's
Transportation Policy Plan. I am submitting these comments today on behalf of the Saint
Paul Bicycle Advisory Board (BAB). We appreciate being included in today's discussion.
The mission of BAB is "... to advocate for, and assist in creating a safe and attractive
environment for bicycling, both for transportation and for recreation, in Saint Paul." The
Boazd provides the Mayor, City Council, and City Staff with technical and educational advice
on bicyciing policy and facilities in Saint Paul.
As a general statement, we are supportive of the bicycling related policies within the draft
Policy Plan. It may be interesting to note that improved facilities for bicycling are not on]y
consistent with, but are integral to accomplishment of the Plan's stated priorities and goals.
However, we need to get beyond the mere policy debate stage and further into the hazd
choices of funding priorities and design commitments. We all need to be on the look out for
opportunities to improve bicycling faciliries as we refocus our time and resources on
downtown pazking needs, road access and riverfront redevelopment.
BAB believes that we often do NOT lack such opportunities or resources to implement safe
bicycling faciliries, but rather find bicycling advocates lack the political clout to counter some
of the more visible and parochiai concems such as businesses or residents adjacent to planned
road improvements. Specifically, bicyclists ofren loose out to on-street parking or wider,
faster automobile lanes. For example, we feel there were missed opportunities to cost-
effectively provide for adequate bike lanes, together with adequate automobile needs, on
recent improvements to Lexington Parkway and Dale Street.
Dan KriNiYs Comments
Transportation Policy Plan
Page 1 of 2
As one notable e�mple of the implementation steps necessary to make the bicycling portion
of Policy Plan vision a reality, we applaud the City Council's decision last week Yo stripe one
bicycle lane on Mississippi Boulevazd. While the BAB views this as an interim step, it does
represent positive progress and improvement to proYect the safety of all trail users. The drafr
Transportation Policy Plan states:
Combined bicycle-pedestrian paths generalIy should not be desi�axed as bike routes
because bicyclists and pedestrians do not mix well unless there onty a few of them on
the facility. Shazed paths tend to have built-in hazards, ..... Separate off-road paths or
on street bike lanes should be provided for most riders.
Your action last week begins to help mitigate these safety hazards along the Mississippi
Boulevazd combined path.
As additional examples, there are two Capital Improvement Projects that we feel deserve City
Council approvat this budget cycle: Como Avenue Bike Lanes (Log No. SU-5597083} and
Warner Road Trail Extension (Log. No. SU-5597084). A reduced form of the Como Bike
Lanes pmject was recommended by the CIB Committee and then the Mayor Iast week.
However, the Wamer Road project was not included.
BAB is dedicated to improving bicycling systems for both recreation and transportation. For
example, we are working to heip organize the annual Saint Paul Classic Bike Tour and
dedication of "The Cttand Round" parkway loop throughout the City (see attached registration
brochure). But we are also helping to develop commuter routes into downtown and improve
bike parking facilities. We haue met with a the Downtown District Community Council and
the Building Managers Association to solicit comments on a downtown bikeway plan. But
these efforts need greater recognition and support by City elected officials. We encourage
you to look for such detailed implemernarion steps as means of easing traffic congestion and
parking constraints.
We have made good progress towards a comprehensive bicycle system within the City of
Saint Paul. However, the infrastructure is currentiy a patchwork of notable bike facilities
(e.g., Summit Avenue, Crateway Trail, etc.}. To maximize the benefits ofthese past
investments, we need to continue and accelerate our development of new bike lanes and
storage lockers for both commuters and recrearional bicyclists.
As part of the original resolution that created the Bicycle Advisory Board (see attachment),
the City Councii in essence made a commitment to implement dedicated bicycle lanes on all
major road consduction projects on arterial and collector streets. Also, this resolution states
that all parkways shoutd have striping for separate bike lanes or off-road bicycle paths. As
you adopt the Transportation Policy Plan currently before you, we are asking that the City
Council renew these commitmerns as contained within this original 1991 resolution
establishing a comprehensive bicycle transportation policy for the City of Saint Paul.
Thank you for this opportunity to comment.
Attaclvnents: { 1) Saint Paul Classrc Bike Tour registration and informational brochure
(2) Resolution Establishin a Comprehensive Bicvcle Transoortation Policv for the
Citv of Saint Paul (Adopted by the City Council on December 19, 1991)
Dan Krivit's Comments
Transportation Policy Plan
Page 2 of 2
>seSVi1V/-�� Cenae_1 File � OI-I5�/�
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� 6cee : Sheet �
s RESOLtlTlON q � . �� r
'�1TY OF SA1NT PAUL, MiNNESOTA
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Preseated 3y
ze_°er:ed To
C�csittee: aate
?tESOLL'IION EST.�BLISHIl�G A COMPREHE?SSIVE BICYCLE TR�'�SPORT.�TION
POISCY FOR THE CI'I'I' OF SA�v'T PALZ
WHERE:�S, tne quality of our erban eaviro;�ment reqi:'u-es tt�.at the Citv address '�e
p:oblems zsociated «�ith pollutioa ,ro� autor,�obile emissionz such 2s c�sbon dioxide aad c2bon
:..or:oxide; and -�
STvHEREAS, i�e Citv is c��rrently developing a local tr�zs:t i�iria*�ve throuah develep �ent ci
tRe ir�ponation Policy PI2n, Tr2nsit Access S�dy, Downtown Trarsit Services Impro�enent
P: oe; am, and coordir.ation of trarsit service i-aprovemenu durin� the 1992 dowaiow3 hiaaw�y
corstn!ction; and
ST�T�REAS, Sint Paul znd �Vl�neapolis we:e :ecenfly selected one of twelve u.ban a*ezs in
the world to par'scipzte in a U.N. spo,sored "Urban CO2 Reduction Project" �ined at developir�
di�e:ent strate,g�.'es 2*�d proerans for reducin� c2rbon dioxide in u-bzn 2reas; and �
WI�REAS, u�cluding a birycle transpona�on policy in the comprehensive trz��po;�a*.ion
policy to encourage �he use oi birycles as an 2lteraative form of �anspor�arion would co�t,-ibute to
solcing uF e many environmental problems associated with auto�obile e�issions and sauc
congestion in the Ciry; and
W�iEREAS, bicyclin� is a very �opular recreational 2cti��ity ior r.�any residen�s of the Ciy of
Szint Paul; znd
Wf�i2EAS, inadequate numbers of properly desi�ed bikeways bas decreased the sa,ety of
bicycliss, pedesuiars, and motorists; and
W��REAS, there is an urgent need to review and, in some cases, amend the City's curent
trafnc and u�anspo�ation policies to encounee ,areater use of birycles within Yhe City of Saint Paul
and to make bicycling as safe as possible ihrough good desi� of roads, parkways, walldng paths;
NOW, TFiEREFORE, BE IT RESOLVED, that the Saint Paul City Council hereby adopu
the following policies as part of a birycle uarsportation safety poliry of the City of Saint Paui to
help promote safe birycling as an altern2tive r�eans of transportation such that:
1) A Bicycie Advisory Boazd {BAB) be established to provide ongoing technical and
educational advice to erlsure safe birycling in the City.
2) The BAB shail have a total of 11 members, seven citizen members representing each of
the City's seven districu, one member from the Parks Commission, and one member
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eacu from Public WorIs, FED, a�d P2ri� �d Recreatioa. .�ll members shail be
appointed by t�is .I�:ayor thrcue� �e ogea appointments process.
3) T�e B.AB s: alI work witi u3e A.a.m.iaisi22ion in considera�oa oi sireet and othe:
c=pital p:ojecs as u;ey a�e�; tae c��rr�� Dr: ft Bikeway Sys.er� map in the short ter,:..
In the lon� Lerm, tue B�3 ;�a3j �e lp deve?op tHe uItiumzie BiI.eway Syste� �s p�rt oi
the revised Par� and Rec:ea�:on P:ar far corsideration by the CounciL
4) T�e BAB shall work on park:a� iac�ity developmeat, a conn'nur.g biryc?e safery
educarion prosr�, prou:otion ef ciry-wide evears such as Bike zo Work Week a:,d
Citizens Bil:e Tour, a�d encou;agemeut of birycIe cor.uautino.
�) Tnat �he Cirv Ad�iristration be�:n the pIannSng and corsu�:c�on of a c:ty-wide n�s�e :7
of biteways, co�binir.g on- aud off-road �a wizh tke �u�ese oi incre2sir� �ie
nu:zber oi indi�,:cuas com�-:uzin� to work oa non-motorized venicies.
6) :�?1 �ew ,oad c�-�s��ction a:.d s zjor s�:.ee: :ep�ir on arte:,al u�d coLeaer :tree:� e�
tt1E C?i}' OI S2?IIL t�HL'1 lIlC�llL��, WI1C fe: sioIe and s�re, �iO��SiOR i07 2 D(7IOaIici�IV
u^.271 'oicyc:e i�es on bou SiC�ES 02 tS° S02Q O�, Wt127E 2�DIODLIc2E, Ou-i02d �72t .c.
i} .�I z.Yistin� pzs�,�-ays within the Ciry of Saint Paul have estzbIished aporopr:ate?y
Iiici�{�� bl� la*,es on both s;ces of u'�e road waere fezsiDl or w�e:e H7Di0Di72 �, OZ
an o:� rozd bicyc?e pa:h.
8) .AiI new bridee consu,*cron 2nd major bridge re�abilitz�on wor;t, where s2ie 2:Zd
`eas;ole, provide ior zpproor'ateiy marked bike lanes oa one or both s.'des oi suc:�
bric�Ps.
9)
?0)
a?t c�:r.ently co�aoined biryc?e/wzlldae �aths in the Ciy oi S�t PaLl be moci�e3 zc_
quic!dy as possiple so th2t �iryde trzu�c s in eiiher a sep2r;te ou-road bicyc.a u2i1 or
in a� approori2:e?y marke3 bixe l�ne on a roadway adjacent to a walle�g path.
.�ll Ciry-owned faciiiries provide ;or adequate safe storage ci bicyc:es :or e.uplcyees
w�o wisn to cor,�ute to work on bicycies, where s2fe and ie25fDle.
il) Tnat zonin� ordinz�ces and s:te pla_n review requiraments be reviewed and a,�eaded
whe:e necessary to require th2t cons« c�on or substantial rehabilitation of buildinss
within the Ciry of S2iat PauI provide for aa adequate storage of birycles for employees
working withia their particular building- -
r . -
�y
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�7 —rL�
1?) 'I�at prior to sub •�ission to the Ciry Councl of a speciFC p!2n, fundin� soi:rces. s�a11 be �
o idenrined. Equally, plans shail also show the impact on pa.-ldn� in :he proposed area
- incIudinQ, but not limited to, on-sseet and off-street par�,in;. Fin2lly, pIans shalt also
� ec�luate the impaa on bfluIevazd trees and usabie ; and bouleward space prior to
� st:bmission to the Ciry Council,
':0
:1 BE IT FTJRTHER 12ESOLVED, that the City continue to wor'{ with the Re� onal Transit
_2 Bo2;d, '_vletropolitan Transit Cer�nission, and Vletropolitaa Council in 3evelopment oi :e��onzl
:3 :.zs;t initiavves corLSistent wiLh the Cit}�s ener�ng local trznsit iniLa�ve work.
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?bsez�
�ecuested bv De�artmer.t of:
Byc
;,donted by Council: Date
ada�tion Certi:2ed by.COUnc• Seczetary
�Y: _ ���-��/ 1 �'
:,pproved by !3ayor:;� Date^ �EC 2 4 194i
By:
�p t d/ILfI�-L� f
Form Agoroved by Ci:y attoraey
By:
Approved by Mayor £or Submission to
Couneil
By:
CITY O
,
P:eser.:ed By
Re:er:ed Sa
Poza
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.:
WHER�AS, the Minnesota Department of Public Services is accepting
and��catiors for Cor;unity Enercy Council gr�nts from cities and counties;
k'HERE�S, Council Resolution No. 87-�08, set forth guic�=7ines and
established the City Council as the Cor,uouaity Energy Council for Saint
Paul; and
k'LEZE;S, Saint PauI has received approxir„ately 5175,000 fro� these
rU71C�S and is e7igibte to raceive an additionai anount oi S10,OOOt fro�
�?�is �und; and
WnEz�?.5, Eticible ex�enses af this rund ir,c7ude gr�nts ;or irproving
o;;pertunities for bicycling in Szint Paul; now therefore, be it
R�SOLVE], 7nat ��;e City of Saint Paul act as sponsoring unit o�
cov=_r;�,��=_r.t for the pr�ject titled Bicyc7e Advisory Taskfarc= to-be
co�duCted bei`.wc�n Fa17, 1591, znd SurL�er, 1992, and tha� Ro�ert ?. Pira;,�,
Superirtenc��nt of Pzrks znd Recreation, is hereby zuthoriz=_d to apoly to
the Minneso�a Depzr��zent of Public S-rv�ce for iunding o` this proj�ct on
behzlf o� the City o,' Saint Pzul; and further
RfSCLV=J, ihat �nz City of Saiat Paul will ent=_r into a grznt
zgr=_e„�ent witn the State of Minn_sota for the project naned abave ii �he
a��Iic=_tion is succ=_ssful, and tnzt Robert Piran is hereby zut6oriz=d �o
EXcCU�i.2 C2Y d5 rzquired and 2X�CUt2 SUCh agreenents cS cl'2
n�c=_ss�ry to i��p]=_ment the project naned above.
Rerves:ed by DegL �eat of:
Co�nunity Services �
'- — �> / -
P.Cort±ca CertiPie3 L^�• Ce�;�eiZ Secret�-y
3y:
Approved by Yayor:
By: -
Dat�
1 � ��L:��i :��� #
Creen Sheet �
AESOLUTlON
aitv i PAUL, M]NNESO�A
C:sti_tee: Date
by C ry ?�'t.cs
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A�roved by Yayor for
By:
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� • • �• � • • � • •• • •• •
August 20, 1997
City Council President Dave Thune
Members of the St. Paul Council
City Hall/Court House
Saint Paul, Minneso 55102
Dear Council P si Thune and Council Members:
This afternoori you wi11 be conducting a work session on Saint Paul
Transportation Policy Plan, A Chapter of the Comprehensive Plan.
Staff of Ramsey County Regional Railroad Authority will at your
request attend your meeting.
I am pleased to see that St. Paul and Ramsey County have a common
agenda on transit and are working hard together to achieve it.
The emphasis in your plan on:
* Better transit service and adequate funding for it
* Support for investments in alternative transit modes
* Control of sprawl
* Transportation investments that maintain linkages
betvaeen business, labor and markets
* Support for busways and light rail transit
* Targeting economic development around transit hubs
* Support for reverse commuting
Printed on Rerycied Paper
. �:....
City Council President
August 20, 1997
Page Two
and Members
We too support a11 of these initiatives and
the collaborative relationship we've had with
the Legislature, in washington where we've
funding for projects, and in planning for
with your staff.
REO/gb
Railroad Authority
cc: Mayor Norm Coleman
Ramsey County Board
Terry Schutten
Stacy Becker
Pam Wheelock
have benefitted from
St. Paul in 1997 at
both sought federal
transit improvements
a
In the Plan Overview and Priorities of the Saint Paul Transportation Policy Plan, the Q � �r W
three-part strategic vision focuses mainly on physical buiidings and infrastructure.
The Policy Plan needs to elevate the concept of Customer/Cultural
Service to an actual and equal strategic vision. Without recognizing customer
and cuitural aspects as an essential part of the plan, we will have built costly
infrastructures and buiidings that are doomed to underuse or failure. Without
inciuding service to the customer, we will have spent monies fruitiessiy for someone
else's profit.
What i am addressing is the transportation concerns of many bus riders. Many of
these Customer/Cultural Service issues I'm going to address are valid for other
priorities, policies, and objectives listed in the Policy Plan.
i believe that if the City of Saint Paul works closely with Metro Transit to promote and
provide better customer/cuitural service to our city, then more people wili come
downtown and to our neighborhoods on buses to shop, eat and be entertained. I
believe that the City of Saint Paul can make Metro 7ransit better aware of the needs of
our visitors and residents. As an individuai citizen, I cannot motivate Metro Transit to
incorporate Customer/Cultural Service as an essential underlying foundation to or
philosophy of their organization. i am here today, because because I would like the
Ciiy to work together with Metro Transit to create and elevate Customer/Cultural
Service as a prime strategy, objective, goal, starting point and end-result.
Tax doliars are limited
We all know that the public is concerned about how dollars are spent and whether
taxes will increase. And in terms of Metro Transit, tax pay�rs and bus riders are
concerned that Metro Transit is not focusing on increasing readership but instead is
focusing on auxiliary, less essential items like expensive hub stations and bus
shelters, name changes, new uniforms, new bus stop signs, and.new cars for
supervisors.
If the prime focus of Metro Transit, and if one of the strategies of the Saint Paul
Transportation Policy Pfan were CustomertCuiturai Service, then bus readership
would increase.
What do 1 mean by CusiomerlCultura{?
To provide service that is Customer/Cultural, the City of Saint Paui and Metro Transit
need to (1) Communicate in the language of the customers, both English and non-
Engiish speakers. (2) Meet the customers' actuai needs for service. (3) Promote the
service in ways that increase the customers' use of the service.
What do 1 mean by Service?
Service is getting the customer from one piace to another as efficientiy as possible.
Notice that I define "service" in terms of moving customers, not holding them.
Page 1
How can the Saint Paul Transportation Policy Plan incorporate the i`^ � t�' �
cultural and customer needs of the public?.
The fo(lowing suggestions tend to refer to the Metro Transit. However, l would suggest
that you incorporate some of these ideas when designing, educating, and promoting
other modes of transportation, whether for bike paths, carpooling, or street signs.
(a) Customers, residents and citizens are limited in English proficiency
On page v of the Plan the question is posed,"How will we break down the walis of
social and economic isolation that surround too many of us?" IVot ali of our residents
speak English. Not all of our visitors speak English. Many non-Engiish speaking
residents of Minnesota and outside visitors attempt to ride the bus within the
boundaries of Saint Paul. For them, riding the bus often becomes an awkward and
frustrating experience. Even educated pro-pubiic transportation visitors from other
states and countries are frustrated with Metro Transit.
Providing easily understandable information in other languages will help make their
experience more pieasant.
(1) I have never seen any Metro Transit materials posted that included
Spanish, Cambodian, Hmong or other languages. Information about bus connections,
costs, discounts, customer service, lost and found, etc. should be available and
prominently posted throughout the City of Saint Paui wherever there is information
about buses.
(2) The Metro Transit automated phone system does not provide information in
languages other than English. Anyone who has attempted to get information about a
new or even a familiar bus route, has discovered, as I have, that the automatic
information system and selection options are extremely confusing to native, fluent
speakers of English. Talking directly to a human being is not aiways an viable option.
(b) Customers, residents and citizens are off different cultures
In addition to the issue of English language proficiency, part of the problem with Metro
TransiYs written information and its automated phone service is cultural bias. Not all
citizens, residents and visitors of Saint Pau{ are native Minnesotans with a white
German-Scandinavian background.
(1) Some cultures living here are known to have difficuities with map reading
and directions because of their cultural background. This difference is apparent in our
classrooms, even if the children were born in this country. To understand the bus
system, the difficulty is greater for adults living here now who were actually raised in
the culture where map reading and directions are totally different or nonexistent in
their homeland; many of these adults need to use public transportation.
(2} In one of my English as a Second Language certification cfasses at
Hamline University, i learned that the culture here is to say north, south, east and west
when giving directions. ("Gulture here" refers to the dominant white culture in this area
Page 2
• of the country.) If you're not originally from here, as I am not, and if you're not part of
the white Midwestern culture, then the use of north, south, east and west is not really
meaningfui. It is very frustrating to use Metro TransiYs automated phone system, read �`�
' their pocket maps or posted schedules, or try to figure out where "north" is when your �
bus to work is suddeniy rerouted. a�
Since Saint Paui is often recognized as a major American and international city,
whoever provides written or verbal information to the general public should make
certain that regional language expressions are reduced to a minimum.
(c) Simple visuals (maps and diagrams) are internationally understood
(1) Other international and American cities frequentiy and prominently display
their entire transportation system. The large maps or diagrams for the entire system
are located inside each public transportation vehicie, allowing riders to view the maps
as they ride. The same maps or diagrams are conveniently posted outside and inside
waiting areas for everyone to admire. Peopie can figure out on their own what
streetcar or bus to take to go to their destination. They can aiso on their own figure out
where to board or exit the appropriate vehicle and where to transfer. The actual
departure times are aiso often posted at the individual locations or near the large
map/diagram. People like to figure out things on their own. For individuals with limited
English proficiency, visuaf aids such as maps and diagrams heip them sort out
language misunderstandings and reduce translation problems when a feliow rider
tries to explain how to get somewhere.
In addition to helping the actual customer find hislher ride quickly at that one
moment, the display of the entire transportation system educates the genera! public
that there is a convenient transportation system available. The public becomes aware
about how to get from one place to another, within and outside of the city. Directly and
indirectly the entire transportation system is being promoted as being accessible to ali.
In Saint Paul and for Metro Transit, iYs a different story. IYs impossible to find a
system-wide map on the buses. i found one large map posted in a transit station along
Minnesota Street in downtown Saint Paul. Inside the locked display, a promotionai
advertisement for the speciai Amtrak/iighi raii transit excursion this summer was
blockfng a large section of the Metro Transit map -- this poster was still blocking the
map over a week after the Amtrak excursion was held.
(2) Other internationai and American cities frequently and prominently display
the route of the individual bus or streetcar being boarded. The large display (a simple
diagram) is located inside each public transportation vehicle, allowing riders to view
the display as they ride. Riders then can figure out when to get ready to exit the
vehicle. Often they can also on their own figure out where to transfer.
In Saint Paul and for Metro Transit, iYs a different story. Maps or diagrams of
individual routes are sometimes posted in the bus sheiters, never on the buses. When
the individual routes are posted, usually iYs just the departure times. Everything is in
Engiish, including the explanation of different stops for the different lettered buses.
There is no simple diagram or sketch of the route, so if your English is limited or if you
don't know the route or neighborhood, then the posted information is confusing.
Page 3
(3) Other international and American cities frequentiy and prominently display �Y
the end destination or the direction of the individual bus or streetcar being boarded. ��l�
Usually the destination or direction is announced as a city or business area, rather
than just a street or "north."
In Saint Paul and for Metro Transit, it's a different story. On the individually
printed schedules and on the automated phone system, Metro Transit constantly refers
to directions, "going north/south/eastlwest." When I need information about
transferring, i often have no +dea what the end destination is {in terms of north/south/
east/west), and often I've gotten information for the opposite destination from what I
wanted. lmagine the fsUStration of someone tsying to go on an ear{y morning }ob
interview and not having private transportation availabie that morning!
{d) Not everyone has a pfione
Walking downtown, the most prominent printed message from Metro Transit is to calf
them for information. Aside from some visitors, residents and citizens of Saint Paul not
being fluent speakers of English, many don't have access to a tefephone. For
example, low income families and families living in high crime areas where the public
phones (if existent) are constantly broken. Finally, if you've ever wanted to make a
quick phone call downtown Saint Paul near a bus stop or bus shelter, you quickly
learned that finding a public phone on the street or easily identifiable from the street is
impossible.
So instead of referring people to phone numbers, it would be easier for Metro Transit
to just use the same space to display system and individual route information at
several convenient sites throughout the city and throughout ihe neighborhood. When
I've talked to Metro Transit staff, I was told they don't have adequate space to display
information downtown and in outlying areas. Hopefully the City of Saint Paul can help
find and negotiate more space for Metro Transit to educate its readership in a
customerlcultural way.
(e) Not everyone has an adequate knowledge base
In addition to the language barrier of English, not all visitors, residents, and citizens
are acquainted with Saint Paul nor do they all have a knowledge base about how a
transportation system works. Metro Transit and the City of Saint Paul need to work
together on this issue.
(1) Just as the snawplow regulations and Metro Transit snow reroutes are
confusing to people with limited English skills and to people with no knowledge about
snowp{owing, imagine the coniusion oS the same people when the buses are rerouted
for speciai events. Ali of a sudden, peopie are asked to go to streets they never knew
existed. 1've been riding the bus for 20 years, and f find the most of the reroute
information provided is inadequate.
Page 4
. an•�Y
For example, every year buses are rerouted during certain times for the Taste of
, Minnesota fireworks. Every year the handwritten reroute notices for the buses
stopping in front of Sears (going downtown) teil people to go °north" (??) or to to such-
and-such a street. Who carries a compass with them? This year, I didn't know where I
was to go to find Pennsyivania, and the security officer nearby joked about the state of
Pennsylvania. Apparently he didn't know where the street was either. Why couldn't
there have been some diagram showing where peopie were to walk to for the detour?
One summer I took the bus to the Farmers Market. Apparently the bus were going to
be rerouted for the Gus Maker tournament or some other event. There were no
announcements posted during the weekday, and none posted that morning. After
asking a few bus drivers, I thought I might have found the correct corner and street for
my return home. Fortunateiy, I rescued my neighbor from an even fonger frustrating
wait as I saw her standing for quite some time on the "wrong" corner waiting for her
bus right home from the market.
(2) if reroute information is posted ahead of time, free public street events in
Saint Paul would be better publicized. { And, of course, riders would be forewarned
about changes in bus stops.) For exampie, when booths were being erected afong
Kellogg Boulevard a few weeks ago this summer, everyone on the bus going home
from work was asking "WhaYs going on?" Nobody knew or recalied the Rivertront
fundraising event. Nothing was posted ahead of time, not even along Cedar or
Minnesota or other streets where lhere are many bus riders. People could have
planned on buying lunch and enjoying free entertainment on Kellogg the next few
days, but there were no obvious signs or banners advertising the event. 8oth the
fundraisers and the City lost out of free promotion. All they and Metro Tra�sit lost out of
additional riders (visitors with money) who would have traveled to downtown wfth their
children.
When streets were blocked off for the Shriners parades and buses were rerouted,
many bus riders didn't know what was going on. I didn't catch any advance
announcements in the Iocai newspapers. Perhaps the Shriners didn't want the
parades advertised via paid ads? However, if these events had been announced
sooner via advanced notice of bus reroutes, there would be more aduits and children
attending the free downtown events. Again, if the information is provided in non-
Engiish languages, many families with limited English proficiency would be abie to
take advantage of free downtown events.
(f} We alt have different cultural interests
(1 } tn addition to the State Fair, Metro Transit offers special deals on big sports
events in Minneapolis. These special deals are mentioned in the monthly "Take-OuY'
flyers hanging from the buses. First of a{I, not a4{ residents and citizens in Saint Paul
are interested in attending big sports events. I'm not certain about the actual amount
of increased readership due to the advertised specia{s; my guess is that the
readership increase is minimal. Those who ride the bus to big sports events in
Minneapolis probably did so before and after the special otferings, because they find
the bus more convenient than driving and parking.
Page 5
(2) Offering reduced fairs to sports and other events to reduce congestion and
to indirectly promote attendance at the events is, on the whole, a good idea. What I'd
like to see happen is that free pubiic Saint Paul events are promoted via Metro Transit.
We do have Winter Garnival, Gus Maker and ather free or (ow-cost cultural events in
downtown Saint Paul. Advertisements could be done via Metro Transit flyers, posters
inside the bus, and along the bus routes that service downtown Saint Paul. �^ ��
Wouldn't it be nice to have signs in Hmong, Cambodian and Spanish (and other
languages as necessary) saying "Bus to Winter Carnivai Parade on (date)"?
Wouldn't it be nice to increase the minority participation in downtown Winter Carnival
festivities as weli as other events?
Wouldn't it be nice to have families pay reduced fares if they boarded the bus at
cestain neighborhood stops, especially during low usage times and weekends?
(3) We aiso have sponsor cufturaf events such as the International Festivaf,
sports teams and state tournaments in the downtown area. Couldn't something be
worked out with Metro Transit, so even that people from the suburbs fearn about how
to get here and back (with discounted rates), including the weekends?
Note: Metro Transit had a speciai bus to and from the Saints baseball games.
Nobody knew about the speciai bus, and not surprisingly, the bus was cancefed. ft
was doomed to failure because it wasn't advertised outside of the "Take-ouY' flyers (if
the flyers existed at that time). lf communication isn't available to the public where they
tend to read notices, then they know that certain services exist.
(g) We all have different cultural and educational needs
(1) When visitors come to Saint Paul, they have different needs than most
residents. They want to know where can they get a bus to the museum, or theater,
shopping store, farmers market, or someplace outside of Saint Paul. I would suggest
that the City in cooperation with Metro Transit design some simple map for visitors
(and residents) with major sites, streets and bus stop locations ciearly noted. This map
could be displayed near the major sites too, for example, outside or inside the
Children's Museum.
We need something better displayed than the system used for the trolleys running
downtown. Many people didn't know what the trolley was, where and when it went,
and why it existed if we had a bus system serving the area.
(2) Residents need to know how to get to the private and public schools, for
parent visits, registration, or in case their children missed the bus. Especially low-
income people rely on the bus. People with limited English proficiency can't get
adequate information about the bus system in their native language. The City in
cooperation with Metro Transit, and possibly the Saint Paul Public Schools, could
make bus information more accessibfe to these families. !f and when city maps cross-
reference schools, it would be nice to have the bus route numbers mentioned.
Page 6
(h) Not everyone has a watch
, There are too few visibie clocks located near bus stops in Saint Paui. Not everyone
has a watch, much less has one following Metro Transit time. It would be nice if there �I
were more clocks visible, downtown and in the neighborhoods. �����Q
How can the Saint Paul Transportation Policy Plan incorporate the
service needs of the public?
Again, the definition of service is getting the customer from one place to another as
efficiently as possible. To improve service to customers, the prime focus of Metro
Transit shouid not be buildings. Buildings, whether hub stations or transit stations, are
extremely expensive and cannot be easily moved. Buildings themselves do not
increase readership, nor do the buildings themseives transport customers from one
piace to another.
If Metro Transit and the City of Saint Paul wish to increase readership, then monies
and efforts should be focused on informing the pubfic about riding the bus in ways that
would directl impact and improve their use of public transportation. "informing the
public" can be done by making essential information directiv avaifable in areas where
curreni and potential riders walk and congregate.
(a) The two most common questions asked by people standing at a bus stop is
"When is the next bus coming?" or "Did ! miss the bus?" What is more usefu4 for bus
riders standing outside? Posted departure schedules of the Iocai buses or a sign
saying cal! such-and-such a telephone number for information? Obvious�y, posting
the actual schedules on the metal poles holding the Metro Transit signs or inside
sheiters helps the individual rider who needs to take the bus. And the posted
schedule serves as a public advertisement Anyone in the neighborhood or downtown
wa4king past the poie or shelter wil{ quickiy see when and which buses run.
(b) There are too few places in the neighborhoods where the schedules are
posted. Yes, there are shelters in the neighborhoods where schedules are usuaily
posted. However, the reality is that people don't walk several blocks trying to locate
the nearest bus shelter in their neighborhoods. Peopie waik to the nearest corner
and/or Metro Transit sign and stand and wait there. Customer service is providing
service where the customer is.
Note: We do not have to build shelters just to post the schedules. People are capable
of reading schedules on poies. It is iess costiy to tape schedules on poles, than it is to
maintain a shelter.
Page 7
(c) How do we get neighborhood people to use the bus for shopping, going to �` f�
the movies or doctor? How do we increase readership during non-peak hours, a��
' especially the weekends? Let neighborhood people know about the destinations of -1
local buses by posting information in the neighborhood. Tailor the posted diagram
and schedule to match each individuai neighborhood and the bus route. For example,
if a shopping mail is located along the route of the neighborhood bus, then the
shopping mafYs name should appear in large ietters on the posted diagram or
schedule.
The pocket bus schedules usually have a diagram of the bus route, including names of
some schools, hospitais and shopping centers. These same pocket schedules couid
be taped to the poles. The information is availabie now. The communication glitch is
that the diagrams are not posted in the neighborhoods where they would be available
and used.
(d) What kind of "service" to we want? In addition to using public transportation
to get to work, many of us reiy on the neighborhood bus service during the evenings
and weekends; we want to see the ridership levels maintained ar increased; we want
buses to run frequently, so the wait is shortened; we are afraid of increased cutbacks
in service; we want to see Metro Transit help promote our individual neighborhood
routes.
We don't want to see increased fares; and not all of us want to have Metro Transit
constantly asking for state monies. When Metro Transit goes to the state for increased
funding, many of us riders want our public subsidies used to maintain or increase
ridership, not ho(ding stations. We want our subsidies and tares used to �et us where
we want to go, not to subsidize construction firms nor management and support staff
empioyed for the purpose of conceiving construction projects and sorting through
construction bids.
(e) Many of us bus riders want Metro 7ransit to cover costs by actually
increasing readership, especially in our neighborhoods, so that service is maintained
or increased. In addition to having essential information posted in the neighborhoods,
Metro Transit needs to actively promote existing neighbarhood service to encourage
usage. To increase readership from and within the neighborhoods in the evenings
and weekends, Metro Transit might consider offering special promotional bus passes -
- if the basic non-peak fares cannot be reduced. "Two for the price of one" fares, "Buy
two and get one free° fares, or other family discounts during the non-peak hours might
increase readership. Or fares could be 50 cents during non-peak hours if passengers
don't need transfers when they board and exit their local neighborhood bus.
(f) Promotional bus passes could be used when there are specia4 free public
events in downtown Saint Paul, during special annual sales or celebrations in the
neighborhoods, or to advertise the locai parks and recreation areas in the City. For
example, monthly promos could be "Take your family to Como Zoo in November,"
"Swim at Lake Phalen during July," "Visit the Children's Museum in January," "Shop
downtown in December," "See a movie in downtown Saint Pau{ in March," "Dig up the
snow in all parks during the Medallion Hunt," etc..
Page 8
(g) Not all bus riders work at businesses where they can get monthly passes, �� ��
so for many of us it is not easy to purchase monthly passes. First of all, Metro Transit �
does not conveniently post the locations where one can purchase passes. Secondly,
there are extremely fiew locations in downtown Saint Paul for the public to buy tickets.
And if one downtown store is out of a certain pass, then it is inconvenient and time
consuming for bus riders to go to alternate iocations. Thirdly, the hours when one can
purchase tickets are restrictive, especiaily in the evenings and weekends. Fourthly, I
live in a neighborhood where monthly passes are not easily purchased; it would take
me at least an hour or two hours on the bus during the weekend or evening to go to
the suburb or another Saint Paul neighborhood to purchase a pass.
I think the City should work with Metro Transit to encourage businesses to self monthly
passes, provide bus information and display a ciock so that times are readable from
the street near bus stops. Especiafly downtown, the City should work with Metro
Transit to have nearby sales locations posted, as well as having bus passes sold
somewhere after 6 or 7 pm on weekdays and during reasonable hours on weekends.
(h} At stops and shelters where many buses pick up and drop off passengers,
whether in the neighborhood or downtown Saint Paul, riders cannot identify the
busses from behind. We don't know whether to run up the street for 2 blocks or give
up and wait for another 15, 30 or 60 minutes, depending upon the time of day or night.
Likewise, where there is a long line of buses that we are approaching from behind, we
cannot tell if one of the buses is what we want, until we are in front of the bus.
To make bus riding less frustrating, especially for those of us transferring downtown,
we would appreciate the City and Metro Transit making it easier for us to identify the
busses from behind. This simple request is a complicated request, because the
buses were not designed nor purchased with this real customer need in mind. At this
point, bus drivers would have to manually insert (and manually change) the bus
number on the outside rear end of the bus. Doing this, however, would greatly help us
bus customers.
Obviously the current Metro Transit System is confusing to the pubiic
Bus riders don't always know where to catch buses or to transfer. I've even witnessed
Metro Transit drivers ask each other where they are to find their bus after they've stood
on the wrong corner or wrong street for 15 minutes. The system has to be simplified
for everyone, inciuding for visitors to our city as well as for people with limited English
proficiency.
Let's have Customer/Cultural Service as a prime focus, not buildings
Instead of focusing on hub and transit centers that are costly "holding" facilities, I think
the City of Saint Paul and Metro Transit should focus on heiping people get to where
they want to go as efficiently as possible. Stressing increased and improved
communication with the public regarding usage of Metro Transit will not only increase
bus readership but also meet many of the goais set out in Saint Paul's Transportation
Policy Plan.
Page 9
,� �� ��- ����� �" ! , �/� `� � ` ' �. - -(. �' y
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1tih lb. fi�i7
�ditor. Jt. Paul °ioneer Press
Re: St. Paul Transportation Plan vs. Pedestrian Safety.
F.fter promoting "pedestrian s2fety" for seven years, I was disappointed when T re�iewed
tl�e Saint Paul Planning Commission Comprehens� e Plan tided, "Saint Panl Transportation
Policy Plan" for the cominQ century.
There is a paucitv of planning on eoneccon overdue "pe�estrian safety" viz.
"7S —T6c Ciry shouid ;epair nazarcieus sidewalks as quickly as �ossible
and investi�ute alt�rnaCives To tt:e cu,rent repair ��olicy procedures and
financing in order to repair side»°�iks more systemat:cally and at a lower
overall cost to tax n�j`.ers.'
�:�d
� ��
� ;�
�=-
"81--Tile Ciry should use i[s �evelopment policies and �'esign standar�l� to
imJ Ihe qu.ilitv ��f [he pedem;an e�periei�ce throughout the City:'
��61!. �CI1�Y11 C:ll1 y'OU ��i� li 1 ��':1� IllA: ��C_! 't'tiVOi��IV_1��1�'C 07'C{ILtl�'ifi6Pa5 (I13:1d'1?Z i�iC CLi:i'!:`
st�te law requiring `str�p" (not yield; or. r.on-signalized crossings and imp;enienl
eXp��ditiously at signaiized c2ssin�s a calculated ctu�b ro curb "Waik" �imes three feet r�r
seco^.d und an eqcivalent time for "Do:;�t S�ialk" I�or n;ax�m�uri saFety and a corresponc:ira
Ior�ger:ime [hroii�h [he crossin�s for ��iam-li�e :rui�(ie fiov�. A review of tiie plac is
scheduled for the CiCy Council nearin� en 2�J Au��asL I hope to l;ave input. �
.
_ // �� � r
L L % L /� % I L , I'` � � i c � �� /
�' � �
Ph?d�p M. cL�c�.ald
208� Eleanor
S[. ?..�i, M�! �5 (16
599-�742 ? '
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J<<f� i6, !997
Edito�, St. Paul Pioneer Press
Re: St. Paul Tr�msportation Pl1n vs. Pedestrian Safery.
;aiter gromotin� "pedesnian safety" for sev2n years, I was disappointed when I reviewed
the Samt Paul Planning Commission Comprehensive Plan titled, "Saint Panl Transportation
Poticy Plan" for the cornin� century.
There i� a paucity of planning �n correction overdue "pedestrian safety" ��iz.
"78 —The Ciry should repair hazardous sidewalks as quickly as possible
ai�d investigate alternatives to the cu�rent repau procedures and
financin� in order to repair sidewaiks �iiore systernatically and at a lower
overali cost to iax pa:�ers."
an�i
�"81—The City shoulci use its de��elopment laoficies and design scandards to
imprn�-e the qua':ity of the pedes;ci.m e�perience �nrou�ho�:t ihe City."
}i0A4' L>Ci1t:C7� C1i1 }/Otl °C��� I� t�i�:b li1V'fiFV'�Ci r 1SJQii�Q Ilitl�t:O7C�lI:�2i�CCS iYlilid�i?tC [�'.l= C:.l7i�'i:i
stare la�v requiring "stop" (not yielci; on non-signalized crossings and impiement
expzd'atiously �tt sig�lalized crossin�s a azlculated curb to curb "Watk" times ±hree fzet per
seconcl anci an eouivalent time for "Don't �lalk" ;or maximum safety and a corresponding
lu:i�er Ciiiie thtough ft�te cros�in�s foi mair-ti:ie trzffic tio��r`. A�eview of the plan ±5
scheduled for tliz City Cauncil he��i��g en 20 r'�ugust. I hope to huve in�ut ,�
� "> t µ `�/��.` �,, �� Z,'�i/` .F�
Ph? id"p ?�4. f �cD6siald ! (� f" �
208� �leanor j 1 �� ( j��G� yl/ � 7 �
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Iuh io. !99%
Editur. St. Paul °ioneer Press
Re: S[. Paal Transportation Plan vs. Pedes,rian Safety.
A'iter promo�ing "pedestrian safety" for seven yea�s, I was d'asappointed when I reviewed
the 3aint Pau] Plannin� Commission Comprehensive Plan titled, "Saint Paul Transportation
Policy Plan" for the coming century.
Thei'e is a pauc�ty of planning on correction overdue "pedestrian safety" viz.
"78 —The City should �epaic' hazardous sidewalks as quickiy as possiUle
and investibate alt�rna[ives to the current repair policy procec�ures and
financin� in ordzr to regair sidetivalks more sysCematicall;� ai�d at a lower
overall cost to tax payers"
and
"S 1—TS�e C�ty should use its development policies and design standards to
iinprove thc �runl�ty �f the pedesn�i:tn experience :hroiighout the Ciiy."
�'�0�`� °CC�Iitl Cdt? y'011 `-'.Ci.' k� l`.t:la IllA' � D/Oid�6 �78��C 01'CIII1:iI1Ce5 i7]Ail/��:?e ��i� Ciii":GIt:
state law �e�luiring "stop" (i.ot yield} on r.on-signalized crossings and implement
expeditiously a[ signalized crossiags �i calculated curb to eurb "Wa1k" times three feet per
seco^d nnd an equi�ralent tiine ior "Don�t Walk° ior maximum safety and a correspondiny
� lunger time �h� ough the crossin�s for mair.-line truffic flovr. A review of t�ie pl�n is
scheduled for the Ciry Cas�cii tzeariE�g on 20 August. I hope Co have input. ,�C
,[ �
j ����;`/�/% !t;�� 2'1�
Phifiip M. ivlcD�inald � €
�
2QS5 EleanQr � •t� �` `
St. Paui, 1tiTN 55116 ; � .f `i��'.,�%'`�,� ��"
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8 Rug 1997 9:41AM CapitolRiver Council FAX: 2210581 PAGE 1 OF 2
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20AUgust1997 3���0�� SuireN7.50 SaintPauI,MN5S10! 6122Z10?88 F.4X:6122210552
4V�site wwcxcagimlxivew�q bmail: pprivexC..�piopeetplanetin5.net
Council Prasident Dave Thune
310 Ciry Ha11
15 Wc�st Kellogg Blvd.
Saint Paul, MN 55102
Dear CouncB President Thune,
The CapitolRiver Council Board of �ireetors met today and discussed the Saint Pard Tiansportation Policy PNan
recommended by the Planning Commission for adopTwn into the Saint Paul Comprehensive Plan_ After a lengthy
discussion the following resolution was introduced:
MOTION. "fhe CapiYolRiver Counci! 8oard of Directors suppocts the Saint Paa! Transportaiion Policy Plan with the
following recommendatans:
1• 'fhe Plan shou(d specificaqy iderrtf{y powntown SaiM Paul as the central mass transit tertninal. This transportation
termfnal must be safe, secure, organized and dean. Tha transportation tertninal should be at sVeet levet with
connections to the skyway and be part of a mixed use structure induding parking and retail. TMe P/an should
include a marketi�g strategy, that indudes ec{ixatlon, on the uses of mass transit.
2. Under, °Objective: DowMown Revitalization and Riverfront Developmerrt', an additional note to include a firtn
statement and commitmerrt to support the continuance of the Trolley System.
3. The Plan shou�d inciude spec�ic language supportiog a shutt(e service from satetlife parking to the downtown
business core and incentives for a park and ride program_
4. Note 48, regardi�g Light Rail Tra�sit ( LR'�, should specifically identiTy Downtown Saint Paul as a LRT Hub.
S. Note 52, regarding an adequate supply of automob�7e parking in downtown, should be a prioriiy of fhe P/an. �
6. Note 57, regarding bour�daries of future skyway e�ctension in downtown, there should be skyway connections to
the rrorth Wabasha area and connectans to new downtown d9velopments and Govemment facilities. There
stwald be unified rtqinteflance and enforcement ihrough-out tF�e skyway system.
7. Note 59, regarding strong connections between the merhont and fhedowntown, shoutd specifically identify tha
connections between LoweRown and the Lower Laruling and the Rice Park d"rstrict to the Upper Landing.
8. The Plan sfrould include language supporting the growth of the Downtown Saint Paul Airport and linkages from
downtown to the Saint Paul Ai�port.
9• The Ptan should encourage further mixed use of the Mississippi River as a transportation comdor, ie: River Shuttle
system, promoting recreatanal boating and the public dock" MSA
Thank you for your consideration.
Sincerery,
�l�.�1�_.___ �
N1ke Skwira, Chair
�8 qug 1997 9:41AH CapitolRiver Council FAX; 2218561
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Transportation Poticy Pian
Additiona! recommendations:
PHGE 2 OF' 2
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1. Note 73 recommends a network of interconnected bicycie paths, 6oth
on and off street, to tie neighbofioods together. The pian should be revised
to inciude a recommendation to connect-up all the bicycle pats in
downtown and estabtish a bicycie serviceCnformation cenier.
2. Note 85 recommends that the city shou(d comp(ete the retrofit of
the downtown skyway system. It should be revised to include the
recommendation that alt fhe skyway doors be retrofited for automatic
doors and that appropriate access to the skyway system is insured.
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INTER-DEPARTMENTAL MEMORANDUM
DATE:
TO:
FROM:
SUBJECT:
November 17, 1997
City of Saint Paul
City Council Research Center
310 City Hali
Sairrt Paul, MN 55102 �
612 26&8588 �,(�
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Councilmembers
Kirby Pitman '
Transportation Policy Plan: Council Members' Questions and Comments
Attached is the memo I send to PED, Public Works, and Police with your questions and concerns
about the proposed Transportation Policy Plan. Their responses are in item #33 of this weeks
agenda.
attactunents.
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INTER-DEPARTMEN7AL MEMORANDUM
DATE:
TO:
FROM:
September 10, 1997
Nancy Frick
1Vfike Klassen
Allen Lovejoy
� Lt. Morehead
Kirby Pitman
City of Saint Paul
City Councii Research Center
310 City Hall �
Saint Paul, MN 55102
612 266-8588 t j
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SUBJECT:
Transportation Policy Plan: Council Members' Questions and Comments
At the 8/20 Policy Session the City Council directed Council Research to compile a list ofthe
Council's questions about and comments on the Transportation Policy Plan and to submit these
questions and comments to the Administration for a response. Attached is the list of the
Council's questions and comments.
Please contact me by October 3 with your responses.
attachments.
cc: Gerry Strathman
Pam Wheelock
Stacy Becker
Chief Finney
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Trcros�ortation Polic�Plcm: Council Questions cmd Issues
1) Encourage high school students to take public trcrosportation to school.
Is this being done?
How ccm this be incorporated into the plcm?
2) Provide more defcdl on MSA
3) How cm1 trc�fic calming be specificvlly incorporated into the plcm?
Comprehensive Pl�m Issues:
4) A description of the process.
5) What is the timeline?
6) Who mcmdates the Comprehensive Picm?
Trcrosit hub issues:
7) What does being a hub mecm?
8) How cu�e hub locations selected?
9) What is the community process for selecting hubs?
Bicycling Issues:
10) What is the cost of completing the Ground- Round?
11) How close is the Ground- Round from being completed?
12) How mcmy miles of dedicated bike lcmes cQe there in Scrint Paul (striped lrnles cmd
pathways)?
13) Ccm we establish a way to count the number of bike commuters?
Enforcement Issues:
14) List the top 20 accident locations in Scdnt Paul.
15) What ccm be done about speeding?
16) What devices cu�e avcdlable (i.e. photo-cop)?
In addition to this list, recommendations from Councilmember Collins cffe attached- in
your response, please address these as well.
TRANSPORTATION POLICY
Paee vii - Priorities
SignificanHy Improve Transit
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- promote the use of smaller buses to circulate through neighborhoods to enhance the
efficiency of the system;
- concentrate on reverse commute options to move city residents to suburban job growth; Q
- work with MCTO to make public transit improvements a high priority;
Enhance Neighborhood Environment
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- consider vacating unnecessary streets, such as those platted and unpaved or those that
create short blocks, for housing or economic development opporiunities;
- create "bump outs" at corners, especially in schooi zones, to improve parking and
safery;
Telecommunications
- The city recognizes that a well developed communication system is imperative if it is to
compete for new businesses. The city also recognizes that such a system provides
opportunities for tele-commuting thereby reducing traffic and lessening the demand for
parking. The Plan cails for:
- the required installation of conduit for fiber-optic or other types of communications
when streets aze open for reconstruction or utility work.
Paee viii
Rationally Manage Traffic on City Streets
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- improve public safety with increased traffic enforcement.
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#23 "'The City should explore a variety of traff'ic-calming road design options with interested
neighborhoods at the time local street construction is being planned."
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Bxampies of "traffiacalming" design options include
Paee 15
#32 "The City should require construction of new puking ramps to be compatible with the
neighborhood."
Comment: We should consider reducing the number of allowed "compacY' parking
spaces in ramps and lots to a minimum. Such spaces do not provide sufficient space for
vehicles, aze not enforced and force damage to car doors.
Page 16
#41 "The City should parCicipate in regional planning efforts to impzove Saint Paul's
connection with the metropolitan road system."
Comment: A very good point! This must be a priority.
Paee 18
#48 "The City should continue to participate in light rail transit (LRT) planning to ensure that,
when it is implemented, downtown Saint Paul will be weli served, with low-platform
boarding, and wieh stations located and designed as integral parts of their surroundings"
Comment: Another good point! Saint Paul must be served by rail transit if it is to be
competitive. Llnforiunately the Hiawatha Coiridor in Minneapolis will likely be the first
segment built.
a e 22
#68 "I'he city opposes any additional `opting ouY of the regional transit system."
Comment: A good policy. Public transportation must be planned on a regional basis.
#69 "The City should promote the focus of reverse commuting services on major suburban
employers and city neighborhoods with high unemployment and should work with region
transit providers and other stakeholders to identify these."
Comment: This point needs to be stronger. Try "The city shoul� shall promote ..."
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SAINT PAUL
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T.�'ANSPOR TATION
POLICY PLAN
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Recommended by the
Saint Paul Planning Commission
April 1997
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Saint Paul
Transportation Policy Plan
Certified by the
Saint Paul Planning Commission
April 11, 1997
Adopted by the
Saint Paul City Council
[date]
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Plan Overview and Priorities . . . . . . . . . . . . . . . . . . . . . . . . . . . v
Introduction ....................................... 1
The Setting ........................................ 2
Goals ............................................. 2
Premises For Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Strategy 1. Travel and System Management . . . . . . . . . . . . . . . . 7
� Objective: Travel Demand Management . . . . . . . . . . . . . . . . . . 7
Objective: Street Capaciry Management . . . . . . . . . . . . . . . . . . . 9
� Strategy 2. Neighborhood Quality and
- Economic Development . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
� Objective: Neighborhood Protection . . . . . . . . . . . . . . . . . . . .
Objective: Neighborhood Enhancement . . . . . . . . . . . . . . . . . .
Objective: Economic Development . . . . . . . . . . . . . . . . . . . . .
� Objective: Downtown Revitalization and
Riverfront Development . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Strategy 3. Trave{ Mode Choice . . . . . . . . . . . . . . . . . . . . . . .
Objective: Transit Improvement . . . . . . . . . . . . . . . . . . . . . . . .
Objective: Bicycle System Development . . . . . . . . . . . . . . . . .
Objective: Pedestrian Safety and Comfort . . . . . . . . . . . . . . . . .
Objective: Accessibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Objective: Sensible, Safe Automobile Use . . . . . . . . . . . . . . . .
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PhysicalPlan ..................................... 29
Street Plan Classified by Function . . . . . . . . . . . . . . . . . . . . . . . 31
Truck Route and Parkways Map . . . . . . . . . . . . . . . . . . . . . . . . 33
Riverfront Development Framework — Concept Map . . . . . . . . 35
Neighborhood Traffic Management Techniques . . . . . . . . . . . . 36
Proposed Transit Corridors Map . . . . . . . . . . . . . . . . . . . . . . . . 43
Bikeway Plan ...................................... 45
Implementation (1997-1999) . . . . . . . . . . . . . . . . . . . . . . . . . . 46
I Policies by Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Streets and Traffic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
� Parking• .......................................... 51
Transit . . 52
Bicycles .......................................... 54
� Pedestrian Ways .................................... 55
Land Use and Deve{opment . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
i SAINT PAUL TRANSPORTATION POLICY PLAN Itl
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A new century approaches. What kind of future can we in the city of
Saint Paul expect? How will we sustain our economic viability in a
changing region? How wiil we preserve the traditional neighborhoods of
which we are so proud? Fiow wiii we retrieve those parts of the
community dangerously close to irreparable deterioration? How wili we
break down the walls of social and economic isolation that surround too
many of us? How will we foster the sense of community and civic
engagement essential to a healthy city future?
To a certain extent, these are questions of connections — how they are
made and how they are maintained. They are questions for which
transportation becomes part of the answer. Only if we understand the
impact — good and bad — that transportation decisions have on these
crucial concerns, can we make wise choices.
The City of Saint Paul Transportation Policy Plan has been developed to
provide guidance for future City decisions about streets and traffic,
parking, transit, bicycling, pedestrian ways, and, to a lesser extent, land
use and development. The plan presents a three-part strategic vision for
transportation:
Strategy 1, Travel and System Management, is to ensure that Saint Paul's
transportation system works technically, with better balance between
travel demand and street capacity, so that Saint Paul citizens may enjoy
reasonable mobiliry, access and safety. Strategy 1 recommends:
Travel Demand Management: Less growth in demand on the street
system, through better transit service and a variety of supports for less
travel and more use of a4ternatives to single-occupancy automobiles.
� SAINT PAUL TRANSPOR7A7ION POLICY PLAN V
Street Capacity Management: Best use of existing transportation
infrastructure through traffic management, judicious system
improvements in support of community objectives, and care to
alleviate the impacts of a busy system on residents and pedestrians.
Strategy 2, Neighborhood Quality and Economic Development, is to
ensure that Saint Paul's transportation system works for the community,
that it is integral, not intrusive, and that it protects and enhances
neighborhoods and supports economic development. Strategy 2
recommends:
. Neighborhood Protection: Easing of traffic intrusion, congestion,
misbehavior, and noise in neighborhoods; a neighborhood-based
traffic managemenT process.
. Neighborhood Enhancement: Design and management of
transportation infrastructure and services to strengthen neighborhood
integrity and character.
. Economic Development: Transportation investments in support of
business development and job creation and retention in Saint Paul.
. Downtown Revitalization and Riverfront Development: Focus on the
downtown, including the riverfront, as a complex and critical area
with special street, traffic, parkirtg, transit and pedestrian needs and
opportunities.
Strategy 3, 7ravel Mode Choice, is to ensure that Saint Paul's
transportation system works for individuals, so that different modes of
travel comfortably co-exist and individual modes of choice are wel(-
accommodated. Strategy 3 recommends:
. Transit Improvement: Recapture of transit ridership, with service to
transit-dependent as a first priority, through promotion of funding and
service delivery improvements.
. Bicycle System Development: A comprehensive system of routes and
facilities for biking.
. Pedestrian Safety and Comfort: Improvement of the pedestrian
experience through streetscape design, and sidewalk installation,
repair and maintenance.
. Accessibility: Removing barriers to mobility experienced by persons
with disabilities.
VI SAINT PAUL TRANSPORTATION POLICY PLAN
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Safe, Sensible Automobile Use: Keeping the most prevalent travel
choice — by automobile — a safe one and encouraging higher vehicle
occupancies.
The physical aspects of the City's transportation vision are presented in a
Physical Plan comprising a street plan, truck route map, riverfront
development concept map, illustrations of traffic management
techniques, proposed transit corridor map, and bikeway plan (pp. 29-45).
Priorities
� Each of the policies proposed in this Plan is intended to serve a strategic
' focus. Certain policies stand out as the highlights, however, because
they can do the most to achieve Pian objectives. 5ingling out these
� policies in no way suggests that the remaining policies should not be
fully implemented by the City, but rather gives guidance for assignment
of resources to Plan implementation.
The highest transportation priorities for Saint Paul are listed below.
Re{evant policies are referenced by number in parentheses.
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• Significantly Improve Transit. Transit service in Saint Paul has
deteriorated, does not compete well with the automobi4e as a tsavel
option for many who have a choice, and often fails to adequately serve
the critical travel needs of those who depend upon it. The system
demands serious restructuring and resource allocation if it is to fulfill
its potential. Making transit an attractive, viable travel option will
address growing demand for travel, extend the capacity of our existing
street system, conserve fossil fuels, support urban development
patterns, and improve access to employment and services for those
who most need it. Furthermore, a good transit system is absolutely
essential for Saint Paul to realize its competitive advantage as a quality
place to live and do business. The Pfan calls for:
. better transit funding�
. a redesign of the transit system with excellent service in transit
corridors, neighborhood transit hubs, and neighborhood
circulators�'
• Enhance the Neighborhood Environment. Physical improvement of
the street and pedestrian e�vironment i� Saint Paul neighborhoods,
including its downtown, results in greater investment (financial and
emotional) in the community by citizens, betters public safety, and
supports the business community. The Plan calls for:
. completion of the residential street repaving progratti
• streetscape design guidelines�
. additional sidewalks""
�� SAINT PAULTRANSPORTATION POLICY PLAN VII
. generai improvement ofthe pedestrian environment�
Traffic intrusion into neighborhoods and threat to pedestrian safety are
serious concerns for many Saint Paul residents. The Plan calls for:
. traffic `calming", or slowing, to discourage through-traffic and
enhance the sense of safety for the pedestrian.�ZZ• 23'
• Influence Regional Development Patterns. Transportation in Saint
Paul has become increasingly regional in nature in recent years as the
average distance between home and work has grown. The nature of
new development in the region — fow density, with uses segregated —
has furthered the reliance on the automobile. These regional land use
patterns have been supported by transportation decisions made at the
state and regional levef. For the City to effectively influence the future
of its own transportation system, it must work to effect change
regionally. The Plan calls for:
• regional development and transportation policies that support
alternative modes, reduce trips, and discourage sprawl; 6 "2�
• participation in regional road and transit planning to improve access
in support of economic devefopment �"'•
• Rationally Manage Traffic on City Streets. The City has made a huge
investment over the years to make its collector and arterial system
work as well as it can to move traffic while protecting neighborhoods
from unnecessary intrusion. So it may continue to do so, the Plan calls
for:
. use of traffic controis, design practices and land use policies to
protect the internal integrity of the system,�"'
. protection of the system from further regionalization.
Add to the System Where Critical, While the system is largely built,
some road capacity improvements are advised in order to support
economic development and/or to avoid or corred serious congestion.
Major projeds include:
. Shepard Road�
. Phalen Boulevard`
. infrastructure in support of riverfront development �
The Plan takes no position on Ayd Mill Road, other than to support
implementation of whatever decision results from the current study
process."'�
• Carefully Manage Neighborhood and Downtown Parking. Dealing
with automobile parking needs, without undermining the objective of
encouraging alternatives to automobile use, is a challenge. The Plan
ca(fs for:
. continued land use regulation to address parking issues`
VIII SAINT PAUL TRANSPORTATION POLICY PLAN
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. continued use of permit parking�
. management and marketing of existing downtown parking �5z�
. construdion of new downtown parking to meet demonstrated
demand in the west core.�
� SAINT PAUL TRANSPORTATION POLICY PLAN IX
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/t yo� don't know where you are going, you wiii
probably end up somewhere e/se. _Pete,�,u�ke�
Saint Paul is going somewhere as a city. Where it ends up depends, in
part, upon the public choices that are made about the roads, transit
services, bikeways, and pedestsian ways that make up the transportation
system, and how local and regional development determines and is
served by that system.
At this point in the journey, Saint Paul's competitive advantage in the
Twin Cities metropolitan region is found in the combination of its
neighborhood quality, natural features, institutions and vast potential for
economic development due to the existing critical mass of industry,
opportunity to recycle land, and large labor force. If this advantage is
maintained and built upon (in part through the design and operation of
the transportation system), it can sustain the city into the future.
But this advantage is being undermined by the disinvestment in the
transit system and continued pressures for low-density residentiai and
business growth in the suburbs. The city is also faced with aging
infrastructure, limited resources, and growing and competing needs.
With these challenges in mind, the City has developed this
Transportation Policy Plan to guide its choices as it enters the next
century. The Plan will be used by City officials to decide where to spend
public monies, how to best use City personnel, and how to promote
Saint Paul's interests in regionai transportation decisions.
Together, with other elements of the City's comprehensive plan, the Plan
will guide us to make wise public choices that wili lead Saint Paul to
where we want it to be for ourselves and our children.
SAINT PAUI TRANSPORTATION POLICY PLAN
Saint Paul is a city with over 900 miles of streets used by drivers, transit
riders, cyciists, and pedestrians. It is an oid city where most of the major
streets have been in place for over fifty years. It is a city mainly
developed for the pedestrian and streetcar lifestyle, now coping with the
present-day reality of auto dependence, highly-mobile lifestyles, regional
growtf�, socioeconomic division and isolation, and telecommunication
revolUtion.
It is a city where tarpayers feel pressured and for which federal and state
resources have diminished. It is a city wf�ere making public investment
decisions wisely has never been more important.
Goals
A safe, efficient and enjoyable journey begins with a destination. There
are, of course, countless individual hopes and expectations for the city.
However, public forums through time, and specific to this transportation
planning process, have revealed some sense of community vision held
by Saint Paul`s citizens. �thin this broad vision are goals of particular
importance for this Transportation Policy Plan.
1. Saint Paul will have safe, enjoyable neighborhoods. Our strength is
in our neighborhoods. The Plan sees a city where neighborhood
integrity is respected and where people feel secure and satisfied
where they live, work, shop, and play.
2. Saint Paul citizens will enjoy reasonable mobility. Our citizens not
only are accustomed to the pace and ease of travel, they often
depend upon it. The Plan recognizes the desire and need our
people have to maintain good mobility in support of their business
and personal lives.
3. There will be good accessibility to support economic development
of the city. Saint Paul must have a strong commercial/industrial
sector to provide jobs, goods, and services for residents and to
ensure a healthy, diversified tax base in support of schools and
community services. The Plan envisions a city with good access
between businesses and their customers, materials and workers.
4. Tf�e city`s system will fit well within the regionai system. Saint Pauf
is an old city in a large, expanding and complex metropoliYan region.
The Plan sees a city that has a strong individual identity, but that
contributes to, and benefits from, the viability of the region as a
whole.
5. Saint Paul citizens will have choices. People get around in many
2 SAINT PAUL TRANSPORTATION POLICY PLAN
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ways — on foot, by bicycle, using wheelchairs, on the bus, in
automobiles. The Plan imagines a city where these different modes
comfortably ccexist and where one's mode of choice is wel�-
accommodated.
Premises for Pianning
The point of departure for this Plan was a thorough study of traffic
volumes and patterns, street capacity, function and operations,
neighborhood safety and enjoyment, business and residential access
needs, transit issues, demand for and barriers to bicyciing, and pedestrian
concerns. We also took a look around the bend to forecast future
conditions.
The most key points of this study effort are presented here.
A certain incompatibility between the automobile and city life is a
given. Saint Paul is a mature city with a street system built largely for
a different age. The compactness and mix of land uses that define
our urban experience also serve to intensify the effect of automobile
noise, emissions, buik, and potential danger, at the same time as the
ciry's central location makes it a crossroads for regionai traffic.
We experience this conflict in the pervasive noise related to traffic,
especia!!y trucks, throughout the city, in the persistence of parking
congestion in many neighborhoods and parking inadequacy in
portions of the downtown, and in the need to be vigilant about focal
air quality, lest the carbon monoxide standard exceedances of the
1980s return. In a more qualitative way, we experience the negative
consequences of automobile-oriented infrastructure and lifestyle on
SAINT PAUI TRANSPOBTATION POLICY PLAN S
neighborhood social interaction.
The growth and regionalization of traffic on our built system has
resufted in streets operating at a higher function than originaiiy
anticipated and at higher volumes than that for which they were
originally designed.
2. Automobile traffic volumes on Saint Paul streets have increased
substantially, faster than tfie rate of local or regional population
growth and now exceed the street capacity to adequately
accommodate them in several parts of the system. Saint Paul
streets have seen a signi{icant increase in vehicular traffic over the
past several decades. In the 1980s, daily traffic volumes increased
an average of three percent a year.
Traffic volumes have increased faster than regional population for
several reasons. There are more fiouseholds with more than one
wage-earner, more households own more cars, the number of trips
people take per day has increased, vehicle occupancy is low (and, in
fact, has declined in recent years), fewer people take the bus, and
development patterns and public policy encourage automobile use.
Where volumes exceed capacity, motorists are more likely to seek
other routes through neighborhoods not suited for additional traffic,
the likelihood of accidents is higher, access is impeded, and the
potential for negative local environmental impact exacerbated.
3. Traffic growth will continue through this decade, though at a
slower rate. The automobile is expected to remain the dominant
travel mode in the region and tfie city in the next several years, if
only due to the sheer magnitude of existing investment in
automobiles, auto-oriented infrastructure, and auto-dependent
development patterns.
We project that traffic in Saint Pauf will increase at about half the
rate it did in the past decade. There is a logical limit to some of the
trends that drove the traffic increases of the recent past (the growth in
workers and vehicles per household and the decline in vehicle
occupancies), and suburbanization of jobs is expected to continue to
shift some travel away from the central cities.
However, the region, including its eastern part, will continue to
grow, and Saint Paul wili continue to be a destination and a through-
way for many. As a result, traffic levels will increase, albeit at a
slower pace than the past.
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Expected traffic volumes will result in peak hour congestion at a
variety of locations throughout the city.
4. While vehicular travel has become generaliy safer in recent years,
driver behavior has deteriorated. Even as traffic volumes have
increased in Saint Paul, the number of traffic accidents has declined.
Despite this quantifiable improvement in traffic safety, many city
residents perceive more danger in their neighborhoods due to
increased volumes and, in particular, to the increased incidence of
speeding and other traffic violations in neighborhoods.
5. There are limits to capital solutions. Past transportation plans have
usually addressed traffic congestion and access problems with capital
solutions — increasing the system's physical capacity. This Plan
recognizes that travel demands can no longer be met by adding
street capacity alone. The financial and political costs are too high,
a�d the potential for community disruption, particularly in a built
city fike Saint Paul, is too great.
While physical improvements are still important, especially where
access and congestion-relief benefits are significant and disruption is
limited, aiternative measures will be needed to adequately deal with
travel demand.
6. Transit, a travel option compatible witfi urban development forms,
has suffered significant disinvestment in the last several years. It
does not tulfill its potential as a travel choice for those who have
an economic and physical choice; mobility and accessibility for
persons who depend upon transit is getting worse. Bus ridership
has dropped significantly on Saint Paul-oriented bus routes since
1980. Cusrent bus service best serves work trips that stay in Saint
Paul, but is not well-matched to desire for travel between some
neighborhoods or to and from adjacent communities.
People are discouraged from taking the bus by the relative
infrequency and slowness of service, difficult schedules and
confusion about routes, fear for personal safety, and the desire to
make stops on the way home from work.
Those who depend upon transit for access to employment and
services are the ones who have been most hurt by disinvestment in
transit, both in the region generally and in tfie core service area
particularly, and by reductions in off-peak service.
Much more can be done to serve b+cyclists and pedestr+ans. The
availability of bike lanes and parking has a greater influence on how
� SAINT PAUL TRANSPORTATION POLICY PLAN $
popular biking is for transportation purposes than do other
considerations such as the weather. There are current(y few
exclusive on-street bike lanes or secure, element-protected parking
options for bicycles in Saint Paul.
qy��� i 5n r� �nr� n,�lPC of street frontage in Saint Paul do not have
sidewalks. This is a particular concern on routes to schools, parks
and playgrounds, and transit stops, and where it affects children and
persons with disabilities. Many property owners do not want
sidewalks for reasons of cost, maintenance responsibility, or
aesthetics. Where sidewalks do exist, poor snow and ice remova! is
a persistent problem. Even where safe pedestrian ways are provided,
the physical environment for walking is often uninviting.
8. Regional transportation patterns, policies and investment have
profound impact on Saint Paul's system. Saint Paul wili be directly
affected by where and how regional highway and transit investments
are made, as well as by regional land use decisions. In addition to
these broad systemic influences of regiona( poiicy on Saint Paul is
the explicit requirement that the City's plans conform with regional
plans. That currently means that, in order for this Plan to conform to
the metropoiitan transportation plan, it should provide for a minor
arterial system that will keep short trips off the metropolitan highway
system, provide for queuing of vehicles at meters and bypass ramps,
and plan for alternatives to private auto use.
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A System that Works Technica/ly. The City of Saint Paul will work to better balance
travel demand and street capacity in order to provide reasonable mobility, access and
safety for its citizens.
Objective: Travel Demand Management
Encourage people to fulfill life's needs and wants with fewer and
shorter trips and to use alternatives to single-occupant automobiles for
travel. Stress cost-effectiveness in this effort, targeting actions to
accomplish the most in terms of congestion relief and provision of
choice to Saint Paul residents and workers.
This approach is known as "travel demand management" (TDM). TDM
measures include transit, carpooling, bicycling, walking, telecommuting,
and flexible work hours. The City should promote these measures at
both the local and regional level.
TDM should be pursued because:
. it is less costly than accommodating more traffic through capital
improvements,
. it has less impact on the environment,
. it supports Saint Paul's land use and economic development
objectives,
• it supports the goals adopted by the City for the Urban Carbon Dioxide
Reduction Program, and
. it contributes to regional transportation goals.
TDM must be applied strategically because:
. regardless of reasonable effosts to the contrary, strong preference for
auto travel will continue,
. the most important influences on travel behavior (fuel prices,
transportation funding, lifestyle choices) are beyond City control,
. cities with aggressive TDM programs created and sustained them in
�` SAINT PAUL TRANSPORTATION POLICY PLAN 7
response to serious traffic congestion and air quality problems; Saint
Paul's congestion is limited to relatively few locations and times of
day, and
lacking these critical problems, it is very difficult to sustain community
support for present hardship (short-term traffic congestion, higher taxes
on fuel, higher parking prices, mandates on local business) in hopes of
long-run reductions in singie-occupancytravel.
Policies
The City should work with regional transit agencies to secure transit
service, especially a redesigned and adequately funded bus service,
that better serves the needs of citizens in afl parts of the city.
2. The City supports expansion of the Metropolitan Council Transit
Operations (MCTO) Rideshare carpool/vanpooi rider matching and
preferential parking program and supports MCTO's Guaranteed Ride
Home program for transit riders.
3. The City should work with other agencies to invest in infrastrudure
and system management that support transit, carpooling, biking, and
walking.
4. The City should guide land use development of the city in ways that
reduce trips and promote use of alternative modes of travel.
5. The City should ensure that its land use controls and other
regulations do not unreasonably interfere with telecommuting.
6. The City should strongly promote regiona( development and
transportation investments that support alternative modes and reduce
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trips, in particular, a better regional jobs/housing balance, and
control of sprawl through restricted growth in transportation
capacities.
7. The City should work with other public agencies and the private
sector to market transit, carpooling, biking and walking, as weli as
flexibfe work hours and telecommuting.
8. The City should promote voluntary provision of TDM incentives by
private employers.
9. The City should iead by example, by promoting transit, carpooling,
� biking and walking, and flextime and telecommuting for its own
employees.
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10. The City should monitor the development of new technologies that
provide TDM opportunities.
Objective: Street Capacity Management
Design and operate the street system to channel through-traffic to parts
of the system best suited for it, by maintaining and reinforcing a
hierarchical street system of arterials, collectors and local streets. Add
capacity where critical. Alleviate threats to resident and pedestrian
safety, health, and accessibility on busy streets.
The system should continue to be managed using a hierarchy because:
. it is a rational way to deal with continued regional traffic pressure on
Saint Paul's limited system,
. it acknowledges that through-traffic belongs on arterials and that local
traffic belongs on local streets,
. it provides a basis for planning street design and operations, and
. it links land use and transportation planning.
Capacity improvements should continue to be made, but judiciously,
because:
. resources are (imited,
. critical congestion/safety problems cannot always be addressed with
operationai solutions, and
. system improvements can support other community objectives,
particularly, economic development.
Positive efforts to maintain a reasonable quality of life along streets which
carry through-traffic should be made because:
. street function and land use are sometimes a poor match in Saint Paul,
. it is important to acknowledge that the public decision to manage
SAINT PAUL TRANSPORTATION POLICY PL4N 9
traffic in a hierarchical fashion protects parts of some neighborhoods at
the expense of others, and
the health and welfare of all residents is valued, regardless of where in
the city they live.
Policies
11. The City should use traffic controls, enforcement, design practices,
and land use policies to maintain the current function of streets,
especially relative to one another, as designated and defined in the
functional classification map (p. 31), specifically ensuring use of
arterials (principal, minor A and minor B) for longest trips, collectors
(major and minor) for intermediate and local trips, and local streets
for local access.
12. The City should assemble, for internal agreement and extemal
communication, the set of traffic engineering and urban design
principles that guide the design and use of the street right-of-way as
determined by street classification, right-of-way availability, traffic
volumes, safety standards, and land use.
13. The City should empf�asize traffic system management (TSM) and
TDM policies, particularly at the regional level, to protect the
functional classification of streets in Saint Paul against further
upgrade overall.
14. The City should work with the State to minimize the negative effect
on Saint Pau! streets of freeway ramp metering. This should be done
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through the use of Intelligent Transportation Infrastructure (ITp on
freeways and existing frontage roads.
� 15. The City should compare the trip generation potential of proposed
land use changes with the ability of area streets to handle those trips
and determine whether addition of street capacity or demand
� management techniques are the appropriate approach when existing
capacity is insufficient.
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16. The City should work with State and Federal agencies to implement
capital improvements to avoid or correct serious congestion, where
community disruption is not a major factor, and where operationai
capacity improvements cannot adequately address the needs.
17. The City should complete environmental assessment of alternatives
for the future of Ayd Mill Road and implement the resulting
recommendations.
� 18. The City should work with the Minnesota Department of
Transportation (MnDOn and other agencies to maintain and expand
the use of incident management systems to deal with the short-term
� traffic congestion that results from accidents or other single event
disruptions to normal traffic flow.
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19. The City should continue to explore and implement useful TSM and
TDM techniques in congested parts of the system, where capacity
improvement is not desirable, specificaily, the northwest quadrant of
the city.
� 20. The City should design streetscape and operations in ways that
alleviate the negative impact of major streets on their surroundings,
proteding pedestrian safety as the highest priority.
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21. The City should continue to work closely with Ramsey County to
ensure compatibility with county standards, particularly as it relates
to roads over which the county will have eventual jurisdiction.
,�' SAINT PAUL TRANSPORTATION POLICY PLAN 11
A System tfiat Works tor the Community. The City of Saint Paul will work to protect
and enhance neighborhoods and support economic development by designing and
operating rts transportation system in ways that are integral rather than intrusive to the
commun�ty.
Objective: Neighborhood Protection
Improve the behavior and mitigate the unpleasant consequences of
local traffic in neighborhoods, as well as keep through-traffic off of
local neighborhood streets. Make neighborhood traffic control a
priority, with an understandable and accessible process for achieving it.
This is important because:
. traffic levels affect the sense of belonging to one's neighborhood,
. congestion is causing through-traffic to divert off of arterials into
neighborhoods,
. there is more traffic-reiated danger being perceived in neighborhoods
than in the past,
. there were occasional air quality standard exceedances in Saint Paul in
the past,
. there are frequent exceedances of noise standards in some locations in
Saint Paul,
. some neighborhoods are experiencing serious parking congestion, and
. involvement in public decisions is an important part of residents' sense
of ownership of their neighborhoods.
Policies
22. The City should use a neighborhood traffic management process to
systematicaffy address neighborhood requests to "calm" or divert
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traffic, while maintaining necessary access. This process should
include residential, business, service and public safety interests and
offer an array of techniques.
23. The City should expiore a variety of traffic-calming road design
options with interested neighborhoods at the time that local street
construction is being planned.
24. The City should continue to only install ail-way stop signs at the
� intersection of two local streets when supported by technical
standards, a neighborhood petition, and a citizen approval process.
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25. The City should continue to review the resuits of State air quality
monitoring in Saint Paul and work with the State and Metropolitan
Council to devise stsategies as needed.
26. The City should make no comprehensive changes to the truck route
system at this time but rather review proposed changes to the system
with the objective of minimizing the noise and other impacts on
sensitive land uses while meeting the transport needs of business.
27. The City supports the use of smaller buses for neighborhood
circulators as part of the redesign of the transit system recommended
in Policy 64 (p. 22) of this Plan.
28. The City should limit negative impads on residential properties in
neighborhoods with the greatest parking spillover from commercial
strips by regulating land use and offering the option of residential
permit parking.
29. The City should work with developers to plan access points and
parking facilities for business areas with sensitivity to affected
residential neighborhoods.
SAINT PAUL TRANSPORTATION POLICY PLAN 13
Objective: Neighborhood Enhancement
Consider transportation infrastructure as part of neighborhood physical
fabric and as a physical way to create community, and give deliberate
attention to neighborhood character and the need for community
connections when designing transportation improvements, such as
transit stops, pedestrian ways, bikeways, parking lots and facilities,
bridges, signs, and lighting.
Design of transportation improvements is important because:
. it affects how people feel about their neighborhoods and is reflected in
private investment,
. it can set Saint Paul apart by capitalizing on the special qualities of its
neighborhoods, and
. the sense of community is built at the neighborhood level, with
physical design as a critical component.
Policies
30. The City should incorporate in the principles recommended in
Policy 12 (p. 10), streetscape guidelines which emphasize
enhancement of the neighborhood environment, particulariy its
pedestrian qualiry, in accordance with its historical development
patterns and current uses, and which maintain and improve a feeling
of personal safely among users.
31. The City should require parking lots to have a strong landscaped edge
along the street, and encourage landscaping within parking lots. The
City should find ways to encourage or require improvement of
existing parking lots, as well as newly constructed lots. landscaping
should be aesthetically pleasing and provide a sense of public safety.
14 SAINT PAUL TRANSPORTATION POLICY PLAN
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32. The City shouid require construction of new parking ramps to be
compatible with the neighborhood.
� 33. The City should complete its residential street paving program,
setting neighborhood priorities based on cost effectiveness and
economic and community development and public safety goals.
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34. The City supports the development of neighborhood bus hubs in the
recommended transit system design (Policy 64, p. 22) and should
use its land use and development regulatory powers to reinforce
these hubs as central neighborhood places. Likewise, when
transitways — busways or LRT — are built, the City should work with
planning and implementing agencies to ensure that they are
designed to support human scale, social fabric and neighborhood
identity.
35. The City should continue to work with other agencies to enhance the
design of transportation improvements (streets, lighting, bridges,
parking facilities, transit shelters, bike paths, walkways) in
accordance with community and neighborhood objectives. The City
should continue its practice of using a community-inclusive design
process for major transportation projects.
36. The City supports customizing of neighborhood circulator buses
(Policy 64, p. 22) to reflect the identity of the neighborhoods they
serve.
37. The City should ensure that fair and adequate capital, operating, and
maintenance funding is a condition of approving above-standard
design and materials in public improvements.
38. The City should continue to enhance its parkway system through
appropriate design and landscaping, limitations on uses within and
adjacent to parkways to ensure compatibility and preserve aesthetic
character, limitations on traffic speeds and vehicle access, and
provision of separate pedestrian and bikeways, where feasible.
Objective: Economic Development
Preserve and strengthen accessibility to the regional transportation
system and target the scale and type of commercial and industrial
development to locations with appropriate access and visibility, and
where there is adequate carrying capacity in the street system. Make
system improvements in support of business development and job
creation.
SAINT PAUL TRANSPORTATION POLICY PLAN 1$
It is important to (ink regional and locaf transportation infrastructure
planning with commercial and industrial development because:
. access to markets, goods, and labor is essential for Saint Paul to
mainYain and improve its economic competitiveness,
. specific redevelopment efforts are most likely to succeed when keyed
to today's access needs and opportunities,
. locating commercial/industrial activity where regional access is good
will also generally minimize conflicts with sensitive uses, and
. understanding the capacity of the system to handle Yhe demands of
commercial/industrial uses helps to minimize congestion and
attendant public capital expenditures.
Policies
39. The City should construct Phalen Boulevard as part of the industrial
redevelopment of the under-utilized railroad corridor on the city's
East Side.
40. The City should continue to use business development and job
creation as criteria for programming capital transportation
improvements.
41. The City should participate in regional planning efforts to improve
Saint Paul's connection with the metropolitan road system.
42. The City should strongly promote regional transportation policies
that discourage regional sprawl and subsequent disinvestment in the
metropolitan core.
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43. The City should promote regional transit investments and operations
that maintain good linkages between business and labor and
markets, including:
a. focus of high-frequency, large-bus, regular route service on areas
with high population and job density,
b. support of the central corridor between downtown Saint Paul
and downtown Minneapolis as the top priority for development
of transitways — busways and/or LRT — in the region, and
c. targeted reverse commuting.
44. The City should work to ensure targeting of public investment and
economic development incentives around transit hubs, including
LRT stations.
45. The City should ensure business and service interests are included in
the neighborhood traffic management process described in Policy 22
(p. 12).
46. The City should ensure that the transport needs of business are met
when reviewing change requests to the truck route map. (See Policy
26, p. 13.)
Objective: Downtown Revitalization and
Riverfront Development
Address the special transportation issues in the downtown that result
from its nature as the focus of economic activity, home for a growing
number of visitor attractions, unique residential neighborhaod, and
symbolic heart of the city and state. Invest in transportation
infrastructure to facilitate the redevelopment of the riverfront as a truly
remarkable urban place connected to and benefitting the entire city.
It is important to resolve the special transportation issues facing Saint
Paul's downtown because:
. downtown is Saint Paul's major traffic generator,
. access, parking, and circulation are critical factors in the downtown
business climate, the potential for new development, and the
attractiveness to visitors, and
� • pedestrian safety and enjoyment are very important to the quality of
the downtown experience for its visitors, workers and residents.
� It is important to focus on transportation improvements to Saint Paul's
riverfront because:
. rejuvenation of the riverfront offers a unique opportunity to remake an
� urban area with a strengthened sense of place and connection to the
outdoors, to counterbalance pressures for suburban expansion, to
� SAINT PAUL TRANSPORTATION POLICY PIAN 17
increase the critical mass of people living in and near downtown, and
to provide a psychological lift to the city as a whole, and
transportation infrastructure (streets, bridges, bikeways and pedestrian
ways) will frame and serve new riverfront development, make
connections within the riverfront and between the river and the rest of
the city, and set the standard through their aesthetic qualiry.
Policies
47. The City should continue to work with regional transit agencies to
ensure the transit system design in the downtown results in bus
travel that is an efficient and user-friendly, therefore attractive,
alternative to workers, shoppers, and visitors, while allowing smooth
traffic flow overall.
48. The City should continue to participate in light rail transit (LRn
planning to ensure that, when it is implemented, downtown Saint
Paul will be well served, with low-platform boarding, and with
stations iocated and designed as integral parts of their surroundings.
49. The City should make the downtown a more pleasant pedestrian
environment through sidewalk widening/street narrowing (where
street capacity exists in excess of expected development needs),
speciai paving materials, (andscaping, and signs.
50. The City should make capital or operational street capacity
improvements at those downtown locations where serious traffic
congestion is occurring and should support freeway capacity
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improvements that provide capacity to alleviate congestion at the
northbound ramps out of downtown.
51. The City should work to reduce the need for parking by working
with the downtown community and large employers to develop
specific employee incentives such as reduced-cost parking for
carpool and van pool in preferential Iocations, direct employee
incentives to use transit, and continued efforts to improve bus service
and creature comforts.
52. The City shoufd work to ensure an adequate supp{y of automobile
parking in the downtown by
a. increasing the parking supply where employee demand is not
being met through constructing more spaces in or near the west
core of downtown;
b. ensuring parking availability to attract new tenants downtown
through a parking clearinghouse/guarantee program;
c. and by working with others to market existing parking in the
downtown.
53. The City should continue to work with the downtown community to
handle the special traffic and parking demands generated by special
events and downtown attractions. ITI (like the recently installed
Advanced Parking Information System) should be explored and
implemented where appficabfe.
54. The City should support biking as a means of travel to the downtown
by providing bike route accommodation into downtown, working
with the downtown community to provide bicycle parking/storage at
assorted locations, especially serving downtown parks and
museums, and by encouraging employer amenities and marketing.
55. The City should improve pedestrian linkages between downtown
and adjacent neighborhoods, the Mississippi River, and the Capitol
area.
� 56. The City should incorporate the recommendations of the adopted
Lowertown Smali Area Plan, the forthcoming recommendations of
� the downtown portions of the riverfront development framework (in
progress) that improve the pedestrian realm, while ensuring
adequate vehicular access in support of downtown development.
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57. 7he City should determine the boundaries of future skyway
extension in the downtown, determine the parameters for design of
future skyways, add missing links to the skyway system within those
physical boundaries and design parametess, and work to ensure
# SAINT PAUL TRANSPORTATION POLICY PIAN 19
security, maintenance, uniform hours of operation, and uniform
signage and maintenance.
58. The City should work with the downtown business community to
develop adequate funding and operational mechanisms to ensure
maintenance of streetscape improvements.
59. The City should make transportation investments based upon a
riverfront development framework (in progress) that
a. emphasizes pedestrian activity (at grade and verticai),
b, directs that roads and bridges be carefully designed in order Yo
establish the context and set the standard for private
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development,
provides strong connections between individual riverfront
developments, and
provides strong connections between the riverfront and the
downtown and adjacent neighborhoods.
60. The City should develop streedsidewalk design and management
strategies that, in concert with land use and development, extend the
impact of the new Wabasha street bridge to create a pedestrian-
oriented Wabasha corridor that ties the Capitol with the
Concord/Robert commercial area. {See Riverfront Development
Framework — Concept Map, p. 35.)
61. The City should reconstruct Shepard Road between Randolph and
Jackson/Sibley in accordance with the recommendations of the
design concept process (in progress),
a. as a civic element,
b. in a series of transitional zones to calm traffFC and reflect the
changing character of the riverfront,
c. as a continuous road that implements the design philosophy of
the Great River Road system,
d. as a framework for public activity and future development,
e. with provision for continuous, safe pedestrianlbicycle movement
along the river corridor and connedion to existing and planned
pedestrian and bicycle facilities, and
f. with flexibility to accommodate future infrastructure changes
within the river corridor.
2O SAINT PAUI TRANSPORTATION POLICY PLAN
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A System that Works tor Individuais. The City of Saint Paul will work to ensure a
transportation system where different modes of travel — auto, public transit, bicycle,
wheelchair, or walking — more comfortably co-exist and wf�ere individual modes of
choice are well-accommodated.
Objective: Transit Improvement
Work witfi regional transit agencies to recapture ridership and serve
the transit-dependent by matching transit service with travel need.
� Better transit service is needed because:
. the accessibility of transit-dependent populations to jobs and services
is being limited,
� . in dense urban areas, transit is more cost-effective and better for
regional air qua{ity than building greater street capacity for the use of
(mainly single-occupant) automobiles, and
� . transit complements urban neighborhood development patterns that
support safe and cohesive communities and can spur economic
growth.
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62. The City supports a significant, long-term commitment by the State to
reinvest in the regional transit system, especially in ways that more
equitably serve the transit-dependent, the core service area and the
eastern portion of the Twin Cities region.
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63. The City supports adequate funding of both the bus system and LRT
as complementary parts of a multi-modal transit system.
64. The City suppoRs a redesign of the bus sysYem Yo provide excellent
service along major corridors (limited stop "spines") and better intra-
and inter-neighborhood service ("hubs" and neighborhood
circulators), with continued strong focus on regular route service to
the downtown and general concentration on regular-route weekday
service. Recommended corridors are illustrated in the proposed
Transit Corridor Map. (p. 43)
65. The City supports:
a. focus of bus system marketing on the occasional transit rider to
become regular rider,
b. the development of corridor service delivery and marketing
plans which consider, in depth, the needs of potential riders in
the corridor, and
c. deve(opment of route and system information which is easier to
understand than the current information.
66. The CiTy supports security measures at neighborhood and downtown
transit hubs and attention to security on buses.
67. The City supports regional policies that ensure, first and foremost,
good service for the transit-dependent. As the first priority for use of
resources, new service should be focused on lowest income
neighborhoods.
68. The City opposes any additionai "opting ouY' of the regional transit
system.
69. The City should promote the focus of reverse commuting services on
major suburban employers and city neighborhoods with high
unemployment and shoufd work with region transit providers and
other stakeholders to identify these.
70. The City supports the central corridor between downtow� Saint Paul
and downtown Minneapolis as the top priority for development of
transitways — busways and/or LRT— in the region.
71. The City should continue to fonvard Saint Paui interests in economic
development, support of neighborhoods, and serious improvement
of the bus service in future regional transirivay planning efforts in
order to produce a successful metropolitan transit system.
72. The City supports employer programs that encourage transit use by
their employees.
Y2 SAINT PAUL TRANSPORTATf6N POUCY PLAN
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� Objective: Bicycle System Development
Develop a convenient, safe and attractive system of bicycle routes and
facilities, integrated with other transportation systems, that serves the
� needs of commuting, utility, recreational and touring bicyclists of all
ages.
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More support of bicycling is needed because:
. it enhances the attractiveness, safety and livability of Saint Paul,
. it is desirable to have attractive alternatives to single-occupancy
vehicle travel,
. the availabiliry of bike lanes and parking is the major influence on
how attractive biking is for transportation purposes, and
. there are currently limited exclusive on-street bike lanes or secure bike
parking options in Saint Paui.
Policies
73. The City should develop a network of interconnected on and off-
street bike routes that:
a. provide safe and convenient access to work, schools and
shopping,
b. tie neighborhoods together,
c. link up with bike routes in surrounding mupicipalities,
d. help complete a regional bikeway system, and
e. create linear parks with scenic vistas, historic and cuftural
interpretive opportunities, and connections to regional open
space. (See Bikeway Plan, p. 45.)
� SAINT PAUL TRANSPORTATION POLICY PLAN 23
74. The City should work with private inferests to provide support
infrastructure for biking, including safe storage and personal
accommodations for cyclists at work places.
75. The City should work to improve education of drivers regarding
bicyclists' rights, and of bicyclists (especially children) regarding their
responsibilities, and to improve enforcement of the applicable laws.
76. The City should market use of the bikeway system through
distribution of informational materials and promotion of bicycling
events.
Objective: Pedestrian Safety and Comfort
Strengthen the quality of the pedestrian experience in neighborhoods
and business areas, with pedesfrian safety as a minimum requirement
for sidewalk installation and maintenance.
Attention To the pedestrian environment, with safety as a minimum guide,
is important because:
. it is ai the pedestrian level thaf people most closely relate to their
environment and to each other,
. the human, accessible scale of the city, though diminished by
pervasive preference for auto travel, contrasts it positively with
suburban locations, and
. safety provides clear public purpose to the often-controversial issue of
sidewalk installation.
Policies
77. The City should install new sidewalks where pedestrian safery,
particularly that of children and persons with disabilities, is at risk, to
provide access to popular pedestrian destinations, and, at a
minimum, on one side of every street which has a functional
classification above that of Iocal.
78. The City should repair hazardous sidewalks as quickly as possible
and investigate alternatives to the current repair policy (procedures
and financing� in order to repair sidewalks more systematically and
at a lower overal I cost to taYpayers.
79. The City should not remove sidewalks unless there is a compelling
reason to do so.
80. The City should improve the compliance with the existing sidewalk
snow removal ordinance by clarifying the responsibility for its
24 SAINT PAUL TRANSPORTATION POLICY PLAN
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enforcement within the City government and by initiating an
educational campaign/appeal to encourage voluntary compliance
with the ordinance.
81. The City should use its development policies and design standards to
improve the quality of the pedestrian experience throughout the city.
82. The City should continue to implement accident reduction
improvements at locations where pedestrian safety is at particular
risk.
Objective: Accessibility
Ensure that pedestrian ways, transit, and automobile parking are
designed to serve rather than frustrate the transportation needs of
persons with physical impairments to mobility and accessibility.
The Plan must recognize and correct where barriers to access and
� mo6ility exist because:
. the city belongs to all its citizens and benefits from their unfettered
� participation in community life, and
. barriers to accessibility will affect more and more people as our
population continues to age.
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Policies
83. The City should continue to install ramped sidewalk corners as part
of new sidewalk construction and through a program of annual
retrofit of the existing sidewalk system.
84. The City should work with other agencies to promote conformance
� with the requirements of the Americans with Disabilities Act of 1990
as they pertain to transportation facilities.
� SAINT PAUL TRANSPORTATION POLICY PLAN 25
85. The City should complete retrofit of the downtown skyway system so
that it will be fully accessible to persons with disabilities.
86. The City supports transit service that is accessible, convenient and
affordable for persons with disabilities, as weli as being cost-effective
for the system.
Objective: Sensible, Safe Automobile Use
Continue to emphasize automobile safety and reasonable access and
mobility while working to better rationalize auto use by encouraging
higher vehicle occupancy.
Higher automobile occupancy (carpooling) is desirable because:
. it extends the capacity of the system,
. it has less impact on the environment,
. it is cheaper for the traveler, and
. there are often no viable alternatives to single-occupant auto travel
Even as more emphasis is being placed on alternative modes, continued
care for safe and reasonable accommodation of the auto is necessary
because:
. for the foreseeable future, the automobile will be the preferred mode
of travel for most people in most circumstances.
Policies
87. The Ciry should continue to implement accident reduction
improvements in locations where motorist safety is at particular risk.
ZG SAINT PAUL TRANSPORTATION POLICY PLAN
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88. The City should monitor the development of new technologies that
provide opportunities to improve safety through traffic management.
89. The City should participate in the State's "Clean Fuels Minnesota
Initiative".
Policies found elsewhere in this Plan which support carpooling include:
2. The City supports expansion of the Metropolitan Council Transit
Operations (MCTO) Rideshare carpool/vanpool rider matching and
preferential parking program and supports MCTO's Guaranteed Ride
Home program for transit riders.
3. The City shouid work with other agencies to invest in infrastructure
and system management that support transit, carpooling, biking, and
walking.
� 7. The City should work with other public agencies and the private
sector to market transit, carpooling, biking and walking, as well as
flexible work hours and telecommuting.
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8. The City should promote voluntary provision of TDM incentives by
private employers.
9. The City should lead by example, by promoting transit, carpooling,
biking and walking, and flextime and telecommuting for its own
employees.
51. The City should work to reduce the need for parking by working
with the downtown community and large employers to develop
specific employee incentives such as reduced-cost parking for
carpool and van pool in preferential locations, direct employee
incentives to use transit, and continued efforts to improve bus
service and creature comforts.
� SAINT PAUL TRANSPORTATION POLICY PLAN 27
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The following figures make up the physical plan for transportation in
Saint Paul.
� . Street Plan Classified by Function
. Truck Route Map
• Riverfront Development Framework Concept Map
� . Neighborhood Traffic Management Techniques
• Proposed Transit Corridors Map
• Bikeway Plan
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� SAINT PAUL TRANSPORTATION POLICY PLAN 29
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Volumes. Reduction. Diverted to other
streets.
peed. Moderate reduaion.
Safery. Improvement.
Noise. air oolfution. lffile or no impac[.
Access. Restric[ed. Emergency access a
concern.
CommuniN reac[ion. Oken nega[ive
concems abou[ visitors, deliveries,
neighborhood division.
9lherconsidera[ions. Drainage.
Closing a street either at one end or the
othep or at a midblock location, to
eliminate unwanted through-traffic.
Volumes. Drastic reduciion.
peed. Drastic reduction.
Sa�. Substantial improvement.
Noise. air oollution. Positive effecY.
Access. Restricted. Accommodationsfor
emergency access may be needed.
Communiri reac[ion. Positive resident
reaction; negativetravelingpublicreac[ion.
Traffic Circles
Volumes. Littleornoimpact.
Soeed. Reduaion near interseaion.
Possible increase mid-block.
Safetv. Improvement ro accident-prone
intersections.
Noise. air oollution. Negative effect.
Access. Little general effect. Negative effect
on emergency access.
Communitv reac[ion. Mized. Positive
reaction to aesthetics (if done well).
Concerns about obstruaions, hazard, loss of
parking.
Other mnsiderations. Snow removaf. Left
tums.
References: Neighborhood Traffic Control, North Central Settion Institute of Transporfation Engineers, january 1994, Traffic Calming, Cynth�a
� L Hoyles, American Planning Association, July 1995.
� SAINT PAUL TRANSPORTATION POLICY PLAN S7
Raised barrier placed diagonally across an
intereection that physically divides the
intersection and forces all traffic to make a
sharp turn.
Street Closure
Raised geometric conVOl island, frequently
circulaq typically about 20 feet in diameter,
in the center of an intersection of Iocal
streets.
� Neighborhood Traffic Management Techniques continued
�� ^���
� Road Design Techniques
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Median Barriers
Volumes. Significant teduction.
SoePd. Some reduc[ion.
Safe . Improvementforvehiclesand
pedestrians.
Noise.air�ollution. Positiveeffec[where
volumes reduced; pollution could shift.
Ac�. Restric[ed. Emergency access
aHeded.
Communirv readion. Positive resident
reaaion.
Raised areas in the roadway surface with
extend acra;s the roadway perpendicular to
traffic flow.
Volumes. Volume reductions depend upon
space of humps/bumps, amount of cub
through traffic and availability of aiterna[ive
rou[es.
Soeed. Significant reduction.
Safe . Little effea.
Noise. air oollution. Negative air pollution
effects possibfe. Noise impacts vary.
Access. Little effect.
Communitv reaction. Positive resident
reacYion. Negative traveling public reaction.
Other considera[ions. Impacts on Iarge
irucks, buses. These users should be
involved in process,
Curvilinear Reconstruction
Volumes. Little or no effect if the same
number of travel lanes are retained.
Significant reductions if bartiers limit use of
section to one direction at a time.
Soeed. Little or no effect for uniform width
construction; reduction where barriers are
cons[ructed.
Safe . Mixed results.
Noise.airoollution. Littleornoeffec[.
Access. Little effect
Communitv reaRion. Mixed.
Other considerations. Landscaping
opportunities.
�
�
�
r
� 38 SAINT PAUL TRANSPORTAT10fV POL{CY PLP.N
Barrier in the median of the major street at
its intersection with a local street to prevent
left turns from the major street to the local
street, as well as through traffic on the local
street.
Speed Humps/Bumps
IMroduc[ion of curvatures on previously
straight alignmeM through recwntruction
of the street with a curved centerline
alignmeM and a uniform roadway width, or
introduction of chokers or other types of
barriers on alternate sides of the street to
create a serpentine trave! path.
� Neighborhood Traffic ManagementTechniques continued
�
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Traffic Control Techniques
q� -���
Traffic control techniques involve low capital costs, although area wide or city wide application of
some controls can be a serious fisca! commitment.
Posting the roadway with specific load
limit requiremeMS and/or signing of truck
routes.
Turn Restrictions
NO
LEFT
TURN
7-9
4-6
Use of regulator signing to prohibit certain
traffic movemeMS generally where an
arterial and local street meet.
Basket Weave
Alternating two-way stop coMrol within an
area of local resideMial streets.
Volumes Heavy mmmercial traffic
reduced; shifted to other routes.
Sceed. Little or no eHect.
Safe . Little or no effect.
Noise. air oolluCion. Positrve effec[.
Access. Restricted. No effea on
emergency access.
Communitv readion. Generally positive,
where reshicted. Shifting can occur.
Businesses generating heavy truck vaffic
inconvenienced.
Otfier considerations. Street foad capacity.
Legal, pracYical considerations.
Yield
Signage assigning right�of-way at
intersections.
Volumes Littie or no effect.
Soeed. Reduced within 50 feet of the yield
5ign.
Safe . Mixed results.
Noise. air vollution. Negative effec[.
Access. Little effec[.
CommumN reaction. Generally positive.
Other considerations. Frequently generate
requests for stop signs aker accideots or
near misses.
Volumes. Reduaion on diverted streets;
increase on altemative routes.
Sceed. Reduction on the diverted street.
Safetv. Improvement on diverted streets.
Noise. air oollution. Shihed.
Access. Restricted.
Communitv reaction. Generally positive if
a reasonable alternate roure exists.
Do Not Enter
Signage prohibiting vehicles fram entering
a roadway.
Volumes Dramatic reduaion on
prohibited streec; +nc2ase on altemate
routes.
Sceed. Reduc[ion.
Safe . improvement on restric[ed street.
Noise. air oollution. Positive effect on
remiaed street; often shifted.
Access. Restricted.
CommuniN reac[ion. Generally positive if
alremate routes exists.
SAINT PAUL TRANSPORTATION POLICY PLAN
Vofumes. Minimal effect.
Soeed. Reduced within 200 feet of the stop
sign. Increase in speed between stop signs.
Safe . Significantimpro�emen[at
accident-prone interseaion.
Noise. air nollution. Negative effea.
Access. Little effect.
Communitv reaction, Usually positive.
Other considerations. Ice.
Speed Limit
SPEED
ZONE
AHEAD
Change to the legal speed limit, based
upon traffic 6ehavior, hazards,
obstrudions, access poi�s, pedestrian use,
and road alignment.
Volumes. Little or no effect.
Sceed. fnforcement required to achieve
reduction.
Safe . No documentation.
Noise, air pollution. Little or no effect.
Access. No change.
Communiri reattion. Residents support
significantly lower speeds.
Other considerations. Broader issue of how
limits are set.
39
Truck Restricfions
Neighborhood Traffic Management Techniques continued
Traffic Control Techniques
' WATCH
t��7;i
All
Watch for Children
CHILDREN
Legally restricting parking at near
iirtersections and cro�walks (Clearance
Zones) or along the length of the Wock
(4ctended Zones).
Stop sig� on all legs of tbe irKersection.
Signage that wams ot the presence nf
thildren.
Volumes. Little or no effect.
Sceed. Clearance zones: minimal effec[.
EMended zones: potential for increased
speeds.
Safery, tmprovemen[.
Noise. air oollu[ion. Little or no effeR.
Access. No effec[.
CommuniN reaction. Varied.
DivergenUconvergent one-
way streets
Volumes. Depends upon nature of tra�c.
Soeed. Little or no effect.
SafeN. Imprwement when war2nts are
met or where sight distances are poor.
Noise, air oollution. Negative impatts.
Access. Little effett.
Communitv reac[ion Mixed.
Other considerations. Concem about
misuse of stop signs.
Alternating one-way streets
Volumes. No effect.
Sceed. Little or no effect.
SafeN. Little or no effect.
Noise. air pollution. Little or no effect.
Access. No effec[.
Communiri reaction. Positive.
Other considerations. Traffic s[udies do not
demonstrate effectiveness of this rype of
signage.
One-way Pairs
�
�
Conversion of two-way local streets to Conversion of two-way sheets to o�re-way
oneway operation; the o're-way direction operation in an altunatu�g pattem.
changes at the arterial to "diverge" from k
or "converge" upon it,
Volames. Reduc[ion.
Soeed. Increase.
Safe . Improvement.
Noise. air oolluhon. Possible negative air
quality.
Access. Some restriction impacts.
Communirv reac[ion. Mixed.
Other tonsiderations. Parking. Bicyde
traffit.
Volumes Little or no effea.
Soeed. Increase.
Saferv. Improvement.
Noise. air oollution. Little or no effect.
Access. Some restriction.
Communiri reaRion. Mixed.
Other considerations. Parking. Bicycle
traffic.
Creating a one-way couplet by paring a
residential streei wifh a nenrby through
street to create a corridor far ffirough
traffic.
Volumes. Increase on one; reduction on
adjacent.
Speed. Increase.
Safe . Improvement.
No'�se. air oollution. Little or no effea.
Access. Some restriction.
Communitv reaction Mixed.
Other mnsiderations. Parking. Bicyde
traffic.
4O SAINT PAl1L TRANSPORTATION POLICY PLAN
Parking Restrictions
Neighborhood Traffic Management Techniques continued
Enforcement/Educational Techn
Enforcement techniques often involve increased operational costs.
Traditional Enforcement
Speed Watch
WARNING
EIGHBORHOOD
SPEED WATCH
� �( RADAR
SPEEDERS PROSECUTED
Volumes Little or no effea.
� Sceed. Appreciable reduaion during
period of enforcement.
Safe . Improved during period of
enforcement.
Noise, air oollution. Usually little effea.
, CommuniN reaction. Mixed.
Other considerations. Budget and staff
cons[raints.
'
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Neighborhood participation in radar
observation of speeds and communication
wkh violators.
Volumes. Little or no effect.
Soeed. Substantial reduction.
Safe . Possible.
Noise, air oollution. Little or no effea.
Access. Not restricted.
Communiri reattion. Positive.
Other considera[ions. Training.
"Vigilantism".
� : •��
Variable
um►r
30
Use of a portable speed display board
wired to radar to alert motorists of their
speed; educational campaign accompanies
use of the board.
Volumes. Little or no effect.
Sceed. Reduced while device is present.
Safe . Potential for sudden braking.
Noise, air oollution. Little or no effect.
Access. Not restricted.
Community reac[ion. Positive in the short
term.
Other considerations. Needs monitoring.
"Vigilan[ism -
A SAINT PAUL TRANSPORTATION POLICY PLAN 41
Usually involves the use of radar to
identify speeders and subsequent tickMing
of speed violators.
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� Because the City has these well-established, effective processes for
implementation, which allow for short-term flexibility while maintaining
connedion to long-range community vision and policy, this
, Transportation Policy Plan does not attempt to document implementation
steps in detail.
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instead, the adivities that will implement this Plan will continue to be
detailed in the transportation-related portions of the 10-year Program for
Capital lmprovements and bi-annual capital improvement budget and in
the operational planning and budgeting done annually by the City
administrative departments responsible for transportation, that is, the
Public Works Department and the Department of Planning and
Economic Development (PED).
Presented below are the most immediate capital and operational action
priorities for implementation of this Plan.
Capital Action Priorities
• Complete the design process for Shepard Road and begin
construction in 1998.
• Complete Phalen Boulevard EIS process; select preferred
alternative; begin design work.
• Complete Ayd Mill Road EIS process; select preferred alternative;
begin design work.
• Complete construction of the Wabasha Street Bridge.
• Complete construction of the Edgerton Street Bridge.
• Complete construction of the Ford Parkway Bridge.
• Complete infrastructure planning for Riverfront.
• Determine Administration recommendation on location of new
downtown parking facilities in or near the west core based upon the
August 1996 Downtown Saint Paul Parking Study; construct
downtown parking facilities per Administration recommendations.
• Continue residential street paving as scheduled; coordinate with
other neighborhood improvements.
• Continue development of the bikeway system by incorporating bike
plan-designated paths, lanes and signs with road and bridge
reconstruction and intersection redesigns at the time they are
programmed.
• Continue to identify and implement street and sidewalk safety
improvements as needed.
Operational Action Priorities
Continue neighborhood traffic management efforts.
Assemble traffic engineering/urban design principles for internal
agreement and external communication.
Continue work wifh neighborhoods to identify and resolve parking
� SAINT PAUL TRANSPORTATION POLICY PLAN 47
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issues.
• Develop comprehensive sidewalk plan in accordance with criteria
found in Plan Policy 77.
• Identify and implement operational safety improvements as
accident monitoring warrants.
, Legislative/Intergovernmental Action Priorities
• Support increased transit funding at legislature.
• Support transit redesign in concept and work to ensure service to
� Saint Paul.
• Forward the "limited growth option" in the metropolitan growth
options planning debate.
, • Continue to maintain and strengthen interagency relationships in
support of City transportation objectives.
• Participate in regional transportation planning and funding processes
' to better ensure funding for major projects; lobby legislature for
funding, as appropriate.
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The policies presented on pages 8-27 of this Plan are organized according to which of the three major
planning strategies they serve. The following organizes those same policies within the traditional
transportation functions of streets and traffic, parking, transit, bicycles, and pedestrian ways, as well
as the related function of land use and development.
Streets and Traffic
6. The City should strongly promote regional development and transportation investments that support alternative
modes and reduce trips, in particular, a better regional jobs/housing balance, and control of sprawl through
restrided growth in transportation capacities.
11. The Ciry should use traffic controls, enforcement, design practices, and land use policies to maintain the current
function of streets, especially relative to one another, as designated and defined in the fundional classification
map (p. 31), specifically ensuring use of arterials (principal, minor A and minor B) for longest trips, collectors
(major and minor) for intermediate and local trips, and local streetr for local access.
12. The City should assemble, for internal agreement and external communication, the set of traffic engineering and
urban design principles that guide the design and use of the street right-of-way as determined by street
classification, right-of-way availability, traffic volumes, safety standards, and land use.
14. The City should work with the State to minimize the negative effect on Saint Paul streets of freeway ramp
metering. This should be done through the use of Intelligent Transportation Infrastructure (ITq on freeways and
existing frontage roads.
16. The City should work with State and Federal agencies to implement capital improvements to avoid or corred
serious congestion, where community disruption is not a major factor, and where operational capacity
improvements cannot adequately address the needs.
17. The City should complete environmental assessment of alternatives for the future of Ayd Mill Road and
implement the resulting recommendations.
18. The City should work with the Minnesota Department of Transportation (MnDO� and other agencies to
maintain and expand the use of incident management systems to deal with the short-term traffic congestion that
results from accidents or other single event disruptions to normal traffic flow.
20. The Ciry should design streetscape and operations in ways that alleviate the negative impact of major streets on
their surroundings, proteding pedestrian safety as the highest priority.
21. The City should continue to work closely with Ramsey County to ensure compatibility with county standards,
particularly as it relates to roads over which the county will have eventual jurisdiction.
22. The City should use a neighborhood traffic management process to systematically address neighborhood requests
to "calm" or divert traffic, while maintaining necessary access. This process should include residential, business,
service and public safety interests and offer an array of techniques.
23. The Ciry should explore a variety of traffio-calming road design options with interested neighborhoods at the
time that local street construction is being planned.
24. The City should continue to only install all-way stop signs at the intersedion of two local streets when supported
by technical standards, a neighborhood petition, and a citizen approval process.
25. The City should continue to review the results of State air quality monitoring in Saint Paul and work with the
State and Metropolitan Council to devise strategies as needed.
' SAINT PAUL TRANSPORTATION POLICY PLAN 49
26. The City should make no comprehensive changes to the truck route system at this time but rather review
proposed changes to the system with the objective of minimizing the noise and other impacLS on sensitive land
uses while meeting the transport needs of business.
33. The City should complete its residential street paving program, setting neighborhood priorities based on cost
effectiveness and economic and communiry development and public safety goals.
35. The City should continue to work with other agencies to enhance the design of transportation improvements
(streets, �ighting, bridges, parking facilities, transit shelters, bike paths, walkways) in accordance with community
and neighborhood objectives. The City should continue iu practice of using a community-inclusive design
process for major transportation projects.
37. The City should ensure that fair and adequate capital, operating, and maintenance funding is a condition of
approving above-standard design and materials in public improvements.
38. The City should continue to enhance iu parkway system through appropriate design and landscaping, limitations
on uses within and adjacent to parkways to ensure compatibility and preserve aesthetic charader, limitations on
traffic speeds and vehicle access, and provision of separate pedestrian and bikeways, where feasible.
39. The City should construd Phalen Boulevard as part of the industrial redevelopment of the under-utilized raiiroad
corridor on the city's East Side.
40. The City should continue to use business development and job creation as criteria for programming capital
transportation improvements.
41. The City should participate in regional planning efforts to improve Saint Paul's connection with the metropolitan
road system.
42. The City should strongly promote regional transportation policies that discourage regional sprawl and subsequent
disinvestment in the metropolitan core.
45. The City should ensure business and service interests are included in the neighborhood traffic management
process described in Policy 22 (p. 12).
46. The City should ensure that the transport needs of business are met when reviewing change requests to the truck
route map. (See Policy 26, p. 13.)
50. The Cify should make capital or operational street capacity improvementr at those downtown locations where
serious traffic congestion is occurring and should support freeway capacity improvements that provide capacity
to alleviate congestion at the northbound ramps out of downtown.
53. The City should continue to work with the downtown community to handle the special traffic and parking
demands generated by special events and downtown attradions. ITI (like the recently installed Advanced Parking
Information System) should be explore and implemented where applicable.
56. The City should incorporate the recommendations of the adopted Lowertown Small Area Plan, the forthcoming
recommendations of the downtown portions of the riverfront development framework (in progress) that improve
the pedestrian realm, while ensuring adequate vehicular access in support of downtown development.
59. The City should make transportation investments based upon a riverfront development framework (in progress)
that
a. emphasizes pedestrian activity (at-grade and verticap,
b. directs that roads and bridges be carefully designed in order to establish the context and set the standard for
5O SAINT PAUL TRANSPORTATION POLICY PLAN
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private development,
c. provides strong connections behveen individual riverfront developmentr, and
d. provides strong connedions behveen the riverfront and the downtown and adjacent neighborhoods.
60. The City should develop street/sidewalk design and management strategies that, in concert with land use and
development, extend the impact of the new Wabasha street bridge to create a pedestrian-oriented Wabasha
corridor that ties the Capitol with the Concord/Robert commercial area. (See Riverfront Development
framework — Concept Map, p. 35.)
61. The City should reconstrud Shepard Road betv✓een Randolph and Jackson/Sibley in accordance with the
recommendations of the design concept process (in progress),
a. as a civic element,
b. in a series of transitional zones to calm traffic and reflect the changi�g character of the riverfront,
c. as a continuous road that implementr the design philosophy of the Great River Road system,
d. as a framework for public adivity and future development,
e. with provision for continuous, safe pedestrian/bicycle movement alo�g the river corridor and connection to
existing and planned pedestrian and bicycle facilities, and
f. with flexibility to accommodate future infrastructure changes within the river corridor.
84. The City should work with other agencies to promote conformance with the requirements of the Americans with
Disabilities Act of 1990 as they pertain to transportation facilities.
87. The City should continue to implement accident redudion improvements in locations where motorist safety is at
particular risk.
88. The City should monitor the development of new technologies that provide opportunities to improve safety
through traffic management.
89. The City should participate in the State's "Clean Fuels Minnesota Initiative".
Parking
3. The City should work with other agencies to invest in infrastr�cture and system management that support transit,
carpooling, biking, and walking.
28. The City should limit negative impacts on residential properties in neighborhoods with the greatest parking
spillover from commercial strips by regulating land use and offering the option of residential permit parking.
31. The City should require parking lots to have a strong landscaped edge along the street, and encourage
landscaping within parking lotr. The City should find ways to encourage or require improvement of existing
parking lois, as well as newly construded lots. Landscape should be designed not only Yo be aesthetically
pleasing but also in a ways that maintain a sense of public safety.
32. The City should require construction of new parking ramps to be compatible with the neighborhood.
35. The City should continue to work with other agencies to enhance the design of transportation improvements
(streets, lighting, bridges, parking facilities, transit shelters, bike paths, walkways) in accordance with community
and neighborhood objedives. The City should continue its practice of using a community-inclusive design
process for major transportation projects.
51. The Ciry should work to reduce the need for parking by working with the downtown community and large
employers to develop specific employee incentives such as reduced-cost parking for carpool and van pool in
, SAINT PAUL TRANSPORTATION POLICY PL4N 51
preferential locations, dired employee incentives to use transit, and continued efforts to improve bus service and
creature comforts.
52. The City should work to ensure an adequate supply of automobile parking in the downtown by
a. increasing the parking supply where employee demand is not being met through constructing more spaces
in or near the west core of downtown;
b. ensuring parking availability to attract new tenants downtown through a parking clearinghouse/guarantee
program;
c. and by working with others to market existing parking in the downtown.
53. The City should continue to work with the downtown community to handle the special traffic and parking
demands generated by special evenu and downtown attractions. ITI (like the recently installed Advanced Parking
Information System) should be explored and impfemented where applicabfe.
84. The City should work with other agencies to promote conformance with the requirements of the Americans with
Disabilities Act of 1990 as they pertain to transportation facilities.
1. The City should work with regional transit agencies to secure transit service, especially a redesigned and
adequate�y funded bus service, that better serves the needs of citizens in all parts of the city.
2. The City supports expansion of the Metropolitan Council Transit Operations (MCTO) Rideshare carpool/vanpool
rider matching and preferential parking program and supports MCTO's Guaranteed Ride Home program for
transit riders.
3. The City should work with other agencies to invest in infrastructure and system management that support transit,
carpooling, biking, and walking.
6. The City should strongly promote regional development and transportation investments that support alternative
modes and reduce trips, in particular, a better regional jobs/housing balance, and control of sprawl through
restrided growth in transportation capacities.
7. The City should work with other public agencies and the private sector to market transit, carpooling, biking and
walking, as well as flexible work hours and telecommuting.
8. The City should promote voluntary provision of TDM incentives by private employers.
9. The City should lead by example, by promoting transit, carpooling, biking and walking, and flextime and
telecommuting for its own employees.
10. The City should monitor the development of new technologies that provide TDM opportunities.
13. The City should emphasize traffic system management (fSM) and TDM policies, particularly at the regional level,
to protect the fundional classification of streetr in Saint Paul against further upgrade overall.
19. The City should continue to explore and implement useful TSM and TDM techniques in congested parts of the
system, where capacity improvement is not desirable, specifically, the northwest quadrant of the city.
27. The City supports the use of smaller buses for neighborhood circulators as part of the redesign of the transit
system recommended in Policy b4 ip. 22) of ihis Plan.
$2 SAINT PAUL TRANSPORTATION POLICY PLAN
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34. The City supports the development of neighborhood bus hubs in the recommended transit system design (Policy
64, p. 22) and should use its land use and development regulatory powers to reinforce these hubs as central
neighborhood places. Likewise, when transitways—busways or LRT—are built, the City should work with
planning and implementing agencies to ensure that they are designed to support human scale, social fabric and
neighborhood identity.
35. The City should continue to work with other agencies to enhance the design of transportation improvements
� (streets, lighting, bridges, parking facilities, transit shelters, bike paths, walkways) in accordance with community
and neighborhood objedives. The City should continue its practice of using a community-inclusive design
process for major transportation projects.
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36. The City supports customizing of neighborhood circulator buses (Policy 64, p. 22) to reflect the identity of the
neighborhoods they serve.
42. The City should strongly promote regional transportation policies that discourage regional sprawl and subsequent
disinvestment in the metropolitan core.
, 43. The Ciry should promote regional transit investments and operations that maintain good linkages between
business and labor and markets, including:
a. focus of high-frequency, large-bus, regular route service on areas with high population and job density,
� b. support of the central corridor between downtown Saint Paul and downtown Minneapolis as the top priority
for development of transihvays — busways and/or LRT — in the region, and
c. targeted reverse commuting.
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47. The City should continue to work with regional transit agencies to ensure the transit system design in the
downtown results in bus travel that is an efficient and user-friendly, therefore attractive, alternative to workers,
shoppers, and visitors, while allowing smooth traffic flow overall.
48. The City should continue to participate in light rail transit (LR� planning to ensure that, when it is implemented,
downtown Salnt Paul will be well served, with low-platform boarding, and with stations located and designed as
integral parts of their surroundings.
62. The City supports a significant, long-term commitment by the State to reinvest in the regional transit system,
especially in ways that more equitably serve the transit-dependent, the core service area and the eastern portion
of the Twin Cities region.
63. The City supports adequate funding of both the bus system and LRT as complementary parts of a multi-modal
transit system.
64. The City supports a redesign of the bus system to provide excellent service along major corridors (limited stop
"spines") and better intra- and inter-neighborhood service ("hubs" and neighborhood circulators), with continued
strong focus on regular route service to the downtown and general concentration on regular-route weekday
service. Recommended corridors are illustrated in the proposed Transit Corridor Map. (p. 43)
65. The City supports:
a. focus of bus system marketing on the occasional transit rider to become regular rider,
b. the development of corridor service delivery and marketing plans which consider, in depth, the needs of
potential riders in the corridor, and
c. development of route and system information which is easier to understand than the current information.
66. The City supports security measures at neighborhood and downtown transit hubs and attention to security on
buses.
' SAINT PAUL TRANSPORTATION POLICY PLAN 53
67. The City supports regional policies that ensure, first and foremost, good service for the transit-dependent. As the
first priority for use of resources, new service should be focused on lowest income neighborhoods.
68. The City opposes any additional "opting ouY' of the regional transit system.
69. The City should promote the focus of reverse commuting services on major suburban employers and city
neighborhoods with high unemployment and should work with region transit providers and other stakeholders to
identify these.
70. The City supports the central corridor between downtown Saint Paul and downtown Minneapolis as the top
priority for development of transitways — busways and/or LRT— in the region.
71. The City should continue to fonvard Saint Paul interests in economic development, support of neighborhoods,
and serious improvement of the bus service in future regional transitway planning efforts in order to produce a
successful metropolitan transit system.
72. The City supports employer programs that encourage transit use by their employees.
86. The City supports transit service that is accessible, convenient and affordable for persons with disabilities, as well
as being cost-effective for the system.
Bicycles
3. The City should work with other agencies to invest in infrastructure and system management that support transit,
carpooling, biking, and walking.
7. The City should work with other public agencies and the private sector to market transit, carpooling, biking and
walking, as well as flexible work hours and telecommuting. '
8. The City should promote voluntary provision of TDM incentives by private employers.
9. The City should lead by example, by promoting transit, carpooling, biking and walking, and flextime and
telecommuting for its own employees.
13. The City should emphasize traffic system management (f5M) and TDM policies, particularly atThe regional level,
to protect the fundional classification of streets in Saint Paul against further upgrade overall.
19. The City should continue to explore and implement useful TSM and TDM techniques in congested parts of the
system, where capacity improvement is not desirable, specifically, the northwest quadrant of the city.
35. The City should continue to work with other agencies to enhance the design of transportation improvements
(streets, lighting, bridges, parking facilities, transit shelters, bike paths, wafkways) in accordance with community
and neighborhood objectives. The City should continue its practice of using a community-inclusive design
process for major transportation projects.
54. The City should support biking as a means of travel to the downtown by providing bike route accommodation
into downtown, working with the downtown community to provide bicycle parking/storage at assorted locations,
especially serving downtown parks and museums, and by encouraging employer amenities and marketing.
61. The City should reconstruct Shepard Road between Randolph and Jackson/Sibley in accordance with the
recommendations of the design concept process (in progress),
a. as a civic element,
54 SAINT PAUL TRANSPORTATION POLICY PLAN
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b. in a series of transitional zones to calm traffic and reflect the changing character of the riverfront,
c. as a continuous road that implements the design philosophy of the Great River Road system,
d. as a framework for public adivity and future development,
e. with provision for continuous, safe pedestrian/bicycle movement along the river corridor and connection to
existing and planned pedestrian and bicycle facilities, and
f. with flexibility to accommodate future infrastructure changes within the river corridor.
73. The City should develop a network of interconnected on and off-street bike routes that:
a. provide safe and convenient access to work, schools and shopping,
b. tie neighborhoods together,
c. link up with bike routes in surrounding municipalities,
d. help complete a regional bikeway system, and
e. create linear parks with scenic vistas, historic and cultural interpretive opportunities, and connections to
regional open space. (See Bikeway Plan, p. 45.)
74. The City should work with private interests to provide support infrastructure for biking, including safe storage and
personal accommodations for cyclists at work places.
75. The Ciry should work to improve education of drivers regarding bicyclists' rights, and of bicyclists (especially
children) regarding their responsibilities, and to improve enforcement of the applicable laws.
76. The City should market use of the bikeway system through distribution of informational materials and promotion
of bicycling events.
Pedestrians Ways
3. The City should work with other agencies to invest in infrastructure and system management that support transit,
carpooling, biking, and walking.
7. The City should work with other public agencies and the private sector to market transit, carpooling, biking and
walking, as well as flexible work hours and telecommuting.
8. The City should promote voluntary provision of TDM incentives by private employers.
9. The City should lead by example, by promoting transit, carpooling, biking and walking, and flextime and
telecommuting for its own employees.
13. The City should emphasize traffic system management (TSM) and TDM policies, particularly at the regional level,
to protect the functional classification of streets in Saint Paul against further upgrade overall.
19. The City should continue to explore and implement useful TSM and TDM techniques in congested parts of the
system, where capacity improvement is not desirable, specifically, the northwest quadrant of the city.
30. The City should incorporate in the principles recommended in Policy 12 (p. 10), streetscape guidelines which
emphasize enhancement of the neighborhood environment, particularly its pedestrian quality, in accordance
with its historical development patterns and current uses, and which maintain and improve a feeling of personal
safety among users.
35. The City should continue to work with other agencies to enhance the design of transportation improvements
(streets, lighting, bridges, parking facilities, transit shelters, bike paths, walkways) in accordance with community
and neighborhood objectives. The City should continue its practice of using a community-inclusive design
process for major transportation projec[s.
' SAINT PAUL TRANSPORTATION POLICY PLAN 55
49. The City should make the downtown a more pleasant pedestrian environment through sidewalk widening/street
narrowing (where street capacity exists in excess of expected development needs), special paving materials,
landscaping, and signs.
55. The City should improve pedestrian linkages between downtown and adjacent neighborhoods, the Mississippi
River, and the Capitol area.
56. The City should incorporate the recommendations of the adopted Lowertown Small Area Plan, the forthcoming
recommendations of the downtown portions of the riverfront development framework (in progress) that improve
the pedestrian realm, while ensuring adequate vehicular access in support of downtown development.
57. The City should determine the boundaries of future skyway extension in the downtown, determine the
parameters for design of future skyways, add missing links to the skyway system within those physical boundaries
and design parameters, and work to ensure securiry, maintenance, uniform hours of operation, and uniform
signage and maintenance.
58. The City should work with the downtown business community to develop adequate funding and operational
mechanisms to ensure maintenance of streetscape improvements.
59. The City should make transportation investments based upon a riverfront development framework (in progress)
that
a. emphasizes pedestrian adivity (at-grade and vertical),
b. directs that roads and bridges be carefully designed in order to establish the context and set the standard for
private development,
c. provides strong connections between individual riverfront developments, and
d. provides strong connections between the riverfront and the downtown and adjacent neighborhoods.
60. The City should develop streeUsidewalk design and management strategies that, in concert with land use and
development, extend the impact of the new Wabasha street bridge to create a pedestrian-oriented Wabasha
corridor that ties the Capitol with the Concord/Robert commercial area. (See Riverfront Development
Framework — Concept Map, p. 35J
61. The City should reconstruct Shepard Road between Randolph and Jackson/Sibley in accordance with the
recommendations of the design concept process (in progress),
a. as a civic element,
b. in a series of transitional zones to calm traffic and reflect the changing charader of the riverfront,
c. as a continuous road that implements the design philosophy of the Great River Road system,
d. as a framework for public activity and future devefopment,
e. with provision for continuous, safe pedestrian/bicycle movement along the river corridor and connedion to
existing and planned pedestrian and bicycle facilities, and
f. with flexibility to accommodate future infrastructure changes within the river corridor.
77. The City should install new sidewalks where pedestrian safety, particularly that of children and persons with
disabilities, is at risk, to provide access to popular pedestrian destinations, and, at a minimum, on one side of
every street which has a functional classification above that of Iocal.
78. The City should repair hazardous sidewalks as quickly as possible and investigate alternatives to the current
repair policy (procedures and financin� in order to repair sidewalks more systematically and at a lower overall
cost to taxpayers.
79. The City should not remove sidewalks unless there is a compelling reason to do so.
80. The City should improve the compliance with the existing sidewalk snow removal ordinance by clarifying the
56 SAINT PAUL TRANSPORTATION POLICY PLAN
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responsibility for its enforcement within the City government and by initiating an educational campaign/appeal to
encourage voluntary compliance with the ordinance.
81. The City should use its development policies and design standards to improve the quality of the pedestrian
experience throughout the city.
82. The City should continue to implement accident reduction improvements at locations where pedestrian safety is
at particular risk.
83. The City should continue to install ramped sidewalk corners as part of new sidewalk construction and through a
program of annual retrofit of the existing sidewalk system.
84. The City should work with other agencies to promote conformance with the requirements of the Americans with
Disabilities Ad of 1990 as they pertain to transportation facilities.
85. The City should complete retrofit of the downtown skyway system so that it will be fully accessible to persons
with disabilities.
Land Use and Development
4. The City should guide land use development of the city in ways that reduce trips and promote use of alternative
modes of travel.
5. The City should ensure that its land use controls and other regulations do not unreasonably interfere with
telecommuting.
6. The City should strongly promote regional development and transportation investments that support alternative
modes and reduce trips, in particular, a better regional jobs/housing balance, and control of spraw! through
restricted growth in transportation capacities.
11. The City should use traffic controls, enforcement, design practices, and land use policies to maintain the current
function of streets, especially relative to one another, as designated and defined in the fundional classification
map (p. 31), specifically ensuring use of arterials (principal, minor A and minor B) for longest trips, collectors
(major and minor) for intermediate and local trips, and local sYreets for local access.
12. The City should assemble, for internal agreement and external communication, fhe set of traffic engineering and
urban design principles that guide the design and use of the street right-of-way as determined by street
classification, right-of-way availability, traffic volumes, safety standards, and land use.
15. The City should compare the trip generation poteniia! of proposed land use changes with the ability of area
streets to handle those trips and determine whether addition of street capaciry or demand management
techniques are the appropriate approach when existing capacity is insufficient.
20. The City should design streetscape and operations in ways that alleviate the negative impact of major streets on
their surroundings, protecting pedestrian safety as the highest priority.
28. The City should limit negative impacts on residential properties in neighborhoods with the greatest parking
spillover from commercial strips by regulating land use and offering the option of residential permit parking.
29. The City should work with developers to plan access points and parking facilities for business areas with
sensitivity to affeded residential neighborhoods.
SAINT PAUL TRANSPORTATION POLICY PL4N 57
30. The City should incorporate in the principles recommended in Policy 12 (p. 10), streetscape guidelines which
emphasize enhancement of the neighborhood environment, particularly its pedestrian quality, in accordance
with its historical development patterns and current uses, and which maintain and improve a feeling of personal
safety among users.
44. The City should work to ensure targeting of public investment and economic development incentives around
transit hubs, including LRT stations.
60. The City should develop streebsidewalk design and management strategies that, in concert with land use and
development, extend the impact of the new Wabasha street bridge to create a pedestrian-oriented Wabasha
corridor that ties the Capitol with the Concord/Robert commercial area. (See Riverfront Development
Framework — Concept Map, p. 35.)
81. The City should use its development policies and design standards to improve the quality of the pedestrian
experience throughout the city.
$H SAINT PAUL TRANSPORTATION POLICY PLAN
T�`tc.h9��r'�`�c.��ON Po`i
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�, �, � �, � �. s ;�. • RESOLUTION
�' �; � CI�F—� PAUL, MINN
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Presented By
Referred To
� ""�ouncil File # ��`�
Green Sheet # .��
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Committee: Date
RESOLUTYON ADOPTING TIIE SAINT PAUL TR9NSPORT9ZLONPOLICYPLAN
AS A CHAPTER OF THE SAINT PAUL COMPREHENSIVE PLAN
WI the City of Saint Paul is authorized under Minnesota Statues, Section 462353 {o carry on
comprehensive municipal planning activities for guiding the future development and 'unprovement of the
City; and
10 WF3EREAS, the City of Saint Paul as a local governmental unit within the metropolitan area is required under
i l Minnesota Statutes, Sect9on 473.858, to prepaze a Comprehensive Plan in accordance with Laws of 1976,
12 Chapter 127; and
13
14 WHEREAS, the City of Saint Pau] as a local governmental unit within the metropolitan area is required under �
15 Minnesota Statutes, Section 473.864 to have updated its Comprehensive Plan by Decembez 31, 1998; and
16
1?
18
19
20
21
22
23
24
25
26
27
28
'4VHEREAS, the Council of the City of Saint Paul is authorized under Minnesota Statutes, Section 462.355, to
adopt or amend a Comprehensive Plan or portion thereof after a recommendation of the Planning
Commission; and
WHEREAS, the existing chapters of the Saint Paul Comprehensive Plan pertaining to streets and highways,
bicycles, and transit are dated and no longer useful for guidance on policy and investrnent issues; and
WHEREAS, a draft Transportation Policy Plan was prepared and published for community-wide review,
and a public hearing, notice of which was duly given in the Saint Paul Legal Ledger September 23, 1994 and
September 30, 1994, was jointly held by the Saint Paul City Council and the Saint Paul Planning Commission
on October 19, 1994;
29 WHEREAS, a revised plan, prepazed by the administrative staff in wnsultation with the Comprehensive
30 Planning and Economic Development Committee of the Planning Commission, was certified by the Saint
31
32
33
34
35
36
37
38
39
40
41
Paul Plamiing Commission as an amendment to the Comprehensive Plan and recommended for adoption by
the City Council April 11, 1997; and
WHEREAS, the Pla.miing Commission at the same time recommended decertification of the
following. the 1979 Streets and Highway Plan; the 1981 Transit Plan; the 1977 Transportation Control Plan;
and the 1978 Bicycle Plan.
NOW, THEREFORE, BE IT RESOLVED, that the City Council of the City of Saint Paul has reviewed The
Transportation Poliey Plan and hereby adopts it as a chapter of The Saint Paul Comprehensive Plan, subject
to such review by the Metropolitan Council as may be required by law; and
_
4 L f O �Y
42 BE IT FINALLY RESOLVED that The Transportation Policy Plan replaces the 1979 Streets and Highways
43 Plan; the 1981 Transit Plan; the 1977 Transportation Control Plan; and the 1978 Bicycle Plan.
7
Adopt' n Certified by Council Secretary
By:
Approved by Mayor: Date 4 �
BY� �1��--
Reguested Department of:
1 n'n c��nom'c Develo men
B : i�/- �' _ ,�
Form Apprav by City Att
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Approved by M or for Submission to Council
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''� OROEH MqYOR (OP ASSISTANT� � � j,,�qp .�
TOTAL # OF SIGNATURE PAGES (CUP ALL LOCATIONS FOR SIGNATURE7
ACTON RE�UE3TED:
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RECOMMENDnTIONS: npprove (A) or Reject (R) pERSONAL SERYICE CANTRACTS MUST ANSWER TNE POLLOWING QUESTIONS:
� PLANNING COMMISSION _ CIVIL SEflVICE CAMMISSION �� HdS this pelson/(irm ever worketl untler a ContreC[ for this tlep2rtRlent?
_ CIB cOMMRiEE _ YES NO
� STAFF _ 2. Has th�s personftirm ever been a ciry employee?
YES ND
_DIS7RICiCOUR7 _ 3. Daesthis r5on/firm
pe possess a skill not normally possessed by any current city employee?
SUPPORTS WHICN CqUNCIL OBJECTNE? YES NO
Explain eIi yes answera on separate sneet and attaeh to green shaet
INITIATING PROBIEM. ISSUE.OPPC)RTUN7TY (Who, What, When, Where, Why): � � J _ � r �� %
`The� �Cy� rs rec�u�re�! b y ��t�e luu� �o ha we � plan r�rY�.f6� � ar,. Y�
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AWAMAGES If APPROVED:
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DiSADVANTAGES IF NOTAPPROVED:
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TOTAL AMOUNT OF TRANSAC710N $ COSi/REVENUE BUDGETED (CIRCLE ONE) YES NO
FUNOIWG S�URCE ACTIYtTY NUMBER
FINANCIAL INFORMATION' (EXPLAIN)
DEPARTMENT OF PLANNID7G
& ECONOMIC DEVELOPMENT
CITY OF SAINT PAUL
Norm Co(eman, Mayor
December 17, 1997
TO: Sa+nt Paul City Councilmembers
Divisiorz ofPlannirsg
25 West Fourth Stree�
Saint Paut, MN55702
a�- �� �
Telephone: 672-266-6565
Facsimite: 612-228-3314
FROM: Nancy Frick, Mike Kiassen
RE: 7he Transportation Policy Plan — Staff Response to Proposed Amendments
At the last meeting, staff was directed to prepare responses to proposed amendments to the
Transportation Policy Plan. Please find these below. Items are generally listed in order of
how they appear in the Plan.
Reference: Priorities (pp. vii-ix)
Proposed Amendments (General) : Additions to the short narratives that follow the
listing of ��ificantly Improve Transit, Enhance Neighborhood Environment, and
Rationally Mana�e Traffic on Cit�Streets as major priorities of the transportation
p1an. (Councilmember Collins)
Staff Response (General): The recommended Pfan contains 89 policies, organized
to serve objectives within three broad community strategies. This format is
intended to provide comprehe�sive treatment of surface transportation issues, but
does not necessarily convey a sense of priority.
In its overview section, however, the plan highlights six overarching priorities on
which to focus most attention in the coming years. Each of the six priorities is
followed by one paragraph wh+ch discusses why the item is a priority and lists a few
key plan recommendations that support that priority. It was not intended that this
section repeat all of the plan policies that su_pport each �riorit�.
Some of the proposed amendments to this priority overview section already appear
in the body of the plan, though they are not highlighted in this short priority section.
Proposed Amendments (Specific):
a. Proposed additions to Significantfy Improve Transit:
Transportation Policy Plan
Response to proposed amendments
December 17, 1997
Page 2
q �.r�r
- "promote the use of smaller buses to circulate through neighborhoods
to enhance the efficiency of the system;
- concentrate on reverse commute options to move city residents to
suburban job growth;
- work with MCTO to make public transit improvements a high
priority."
Staff Response: All three of these topics are found in the body of the plan.
Smailer circulator buses: Policies 27 and 36; reverse commute options:
Policy 64; a�d working with Metro Transit and other agenc+es on transit
improvement: Policies 1, 3, 6, 7, 13, 19,34,35, 36, 42, 43, 47, 48, 62, 63,
64, 65, 66, 67, 68, 69, 70, 71, 72, 8b.
b. Proposed additions to Enhance Neighborhood Environment include:
- "consider vacating unnecessary streets, such as those platted and
unpaved or those that create short blocks, for housing or economic
deveiopment opportunities";
- "create "bump-outs" at corners, especially in , s ,, c , h�oo , l� �zonys, to _�
impro�;�par ing�d safety,� �rt�����rvr.�r7.CO � L-�m
U�.,��(�' ,,.o.P�.,,l
Staff Response: This street vacation concept is not currently found in the
body of the plan. it seems most appropriate to consider doing so in reaction
to specific proposals, rather than as a broad transportation policy.
The "bump-ouY' concept is currently addressed in the listing of
Neighborhood 7raffic Management Techniques (referred to as "chokers")
found on pages 36-41. These techniques are available to be used in the
neighborhood traffic management process discussed in Policies 22 and 23
(pp. 12-13). "Traffic calming" is noted in the paragraph supporting the
Enhance Nei�hborhood Environment priority on page viii.
Transportation Policy Plan a � _��iY
Response to proposed amendments
December 17, 1997
Page 3
c. The proposed addition to Rationall�Manage Traffic on City treet is:
- "improve pubfic safety with increased traffic enforcement."
Staff Res�onse: While the recommended 7ransportation Policy Plan does not
attempt to be a law enforcement plan; it does list some enforcement methods
among the neighborhood traffic management techniques. !f the Council
wants to commit to increased traffic enforcement in a comprehensive way in
the Transportation Policy Plan, the appropriate place for such a policy would
be under the Neighborhood Protection Objective, under Strategy 2(pp. 12-
13).
Possible new policy: The City should increase traffic enforcement to
improve public safety.
Based upon Council discussion at the last meeting, staff also recommends a
new poiicy under Strategy 2:
New Policy: The City should support State legis{ation tht wiil ailow
+mplementation of new enforcement technology such as photo-radar,
photo-cop, and photo-redlight, in order to enhance traffic
enforcement and improve safety.
d. Proposed also in this section is the addition of a new priority,
Telecommunications as follows :
- "The City recognizes that a well-developed communication system is
imperative if it is to compete for new businesses. The City also
recognizes that such a system provides opportunities for tele-
commuting thereby reducing traffic and lessening the demand for
parking. The P1an cails for:
- the required instailation of conduit for fiber-optic or other types of
communicat+ons when streets are open for reconstruction or utility
work."
Staff response: This recommendation is not found within the body of the
p{an. The recommended Transportation Poiicy Plan does not attempt to be a
communications pian. The Plan does support teiecommuting as one of the
Transportation Policy Plan
Response to proposed amendments
December 17, 7 997
Pase 4
A �-YGY
means to reduce the need for transportation ca�acitv, (specificaliy in Poficies
5, 7 and 9; indirectly — as one of the identified TDM measures — in Policies 8
and 10.), but in the context of the whole plan, teiecommuting does not
emerge as an overarching priority. The topie of infrastructure for
communications is outside the scope of the Plan.
2.
Reference: Policy 22. (p. 12) "The City shoufd use a neighborhood traffic
management process to systematically address neighborhood requests to 'calm' or
divert traffic, while maintaining necessary access. This process should include
residential, business, service and public safety interests and offer an array of
techniques."
Proposed Amendment: Amend Policy 22 to clarify how citizens can access the
neighborhood traffic management process. A1so give exampfes of "traffic calming"
design options. There is also concern about the commitment to this process, and
the adequacy of resources. (Councilmembers Blakey, Colfins, Megard and Harris)
Staff Response: Below is a recommended amended Policy 22:
Revised Policy 22. The City should use a neighborhood traffic management
process to systematicaily address neighborhood requests to "calm" or divert
traific, while maintaining necessary access. ThexGity will work.p or ac ively
wifh'the commun�ty,to p�o;cess and wo�k closely witkiLL�lie
community throught:each` neighkio�hood_ procesS;E �»s-�srseess Community
participants shouid include residential, service and public safery interests,
witlYparticipatian organized,th`rough the�appropnate dist�ict planning
council,' and offer an array of techniques, such as;�;but"not limited:to�,'�ose
iilustrated on pp 36-41°of this plan. 7he City:will work to
resources"to.this priority:
In addition, a paragraph could be added to the discussion of neighborhood traffic
management techniques presented on pages 36-41, as follows:
The neighborhood traffic management prQCess is underway is SaintiPaul:?
Among the areas invoived (at writing of this Plan) are:
- Doswell/Chelmsford
- Margaret/Arcade,
- Railroad isiand
Transportation Policy Plan
Response to proposed amendments
December 17, 1997
- , Bidweli/Congress
- ThomasJMacKubin
- Morgan%Edgcumbe
' � � � � �"LaFond/Grotto:
q�-���
As previously noted, the School Safety Program, recently amended by the Council
to the Transportation Plan, referenced some additional traffic ca{ming techniques.
These, afong with a policy commiting to the school safety program, will be
incorporated into the final draft of the Plan.
efere e: Policy 24 (p. 14) "The City should continue to only install all-way
stop signs at the intersection of two local streets when supported by technical
standards, a neighborhood petition, and a citizen approval process".
Proposed Amendment: Delete the phrase 'at the intersection of two local streets'
from the policy. (Councilmember Harris)
Staff Res.ponse: In many instances, the Transportation Plan is a compiiation
affirmation of individual transportation-related policies and ef{orts a{ready
committed to the City Council and Administration. Policy 24 is an example.
City Councif, after study and discussion, adopted a stop sign policy in 1993
(Council File 93-157}, which Policy 24 was intended to reflect. The policy
statements are attached to this memo.
and
The
However, Policy 24, as written, pooriy conveys the content of the City Council's
adopted stop sign policy. To do a better job, staff recommends this revised Policy
24.
Revised Policy 24. The City should continue iis current adopted policy with
regard to the installation of all-way stop sign controls. This policy directs
all-way signs on collector or arterial roadways must meet appropriate spacing
and traffic volume requirements and have district council approvai, and that
ail-way stop signs on iocal streets meet safety standards, are supported by a
neighborhood petition, and have district council approvai. �e
4. Reference: Policy 53 (p. 19) "The City should continue to work with the
Transportation Policy Plan
Response to proposed amendments
December 17, 1997
Paee 6
q�_�'6Y
downtown community to handle the special traffic and parking demands generated
by special events and downtown attractions. ITI (tnteractive Transportation
information) (like the recently installed Advanced Parking Information System)
should be explored and implemented where applicable."
Proposed Amendment: Add "Availabifity of alternate modes of transportation, such
as mass transit or taxi cabs, should be encouraged." (Councilmember Harris)
Staff Response: Staff concurs.
5. Reference: Policy 57 (p. 79-20) "The City should determine the boundaries of
future skyway extension in the downtown, determine the parameters for design of
future skyways, add missing links to the skyway system within those physical
boundaries and design parameters, and work to ensure security, maintenance,
uniform hours of operation, and uniform signage and maintenance.
PrQ�,osed Amendment: Recommendation to drop the reference to determining
the boundaries of future skyway expansion and design from the Policy.
(Councilmember Harris)
Staff Res�onse: Policy 57, as written, summarizes the Planning Commission's
recommendation on skyways, born out of a series of workshops and a public
hearing on the subject. This work taok place in the early part of 1997, the time that
the Planning Commission was also concluding work on the Transportation Policy
Plan.
On November 5, 1997, the City Council adopted a revised General Policy
Statement for the Construction of the Saint Paul Skyway System. This Statement
fiurther refines the issues and, basically, IS the city's skyway policy.
The Policy Statement is lengthy and it is not appropriate for the Transportation
Policy Plan to repeat it in its entirety. However, the P{an's treatment of downtown
transportation policy would be incomplete without reference to the devefopment of
new skyways, as well as the operation. Staff recommends language that summarizes
the broad policy implications of the revised General Policy Statement for the
Construction of the Saint Paui Skyway System, as follows:
Revised Policy 57. The City should work to ensure security, maintenance,
uniform hours of operation, artd uniform signage and maintenance in the
a� - �6�
Transportation Policy Plan
Res¢onse to proposed amendments
December 17, 1997
Page 7
skyway system. Continued development of the downtown skyway system
shall be in accordance with the General Policy Statement for the
Construction of the Saint Paul Skyway System. As stated in that policy,
extensions to the system should be evaluated on the basis of (a)the density of
new development to be served, (b) the architectural significance of the
buildings to be connected, (c) the impact on views of significant natural and
bui{t features, (d) the impact on at-grade pedestrian activity and vitality, (e)
the feasibility of alternative connections, and ifl the impact on system
continuity; additions the system should employ the present standard exterior
design. G ��
6. Reference: Poticy 61 (p�20). "The City should reconstruct Shepard Road between
Randolph and Jackson/Sibfey in accordance with the recommendations of the
design concept process (in progress), (a) as a civic element, (b) in a series of
transitional zones to calm traffic and reffect the changing character of the riverfront,
(c) as a continuous road that implements the design philosophy of the Great River
Road system, (d) as a framework for public activity and future development, (e) with
provision for continuous, safe pedestrian/bicycle movement along the river corridor
and connection to existing and planned pedestrian and bicycle facilities, and (�
with flexibility to accomodate future infrastructure changes within the river
corridor."
Proposed Amendment: Replace "(c)" with a recommendation that Shepard Road
be built "either as a linear park or a single-lane road between Chestnut and
Jackson". (Councilmember Harris) ,/
Staff Res.ponse: Between the time the Pian was written with the Planning
Commission and the present, the City Council adopted Design Concept "E" for
Shepard Road. Design Concept "E" was based on the principles fisted in Policy 61,
which were developed by the Shepard Road Design Task Force. As broad policy
guidance for design of this important element of the riverfront, these principles
represented city policy at the time the Plan was devised, and were felt to be
important to state in a Transportation Plan that intended to express transportation-
related policy for "DownYown and Riverfront Revitalization".
However, because Design Concept "E" is now moving fonvard, it may not be as
necessary to include these principles in the Plan. The Council may consider
dropping the policy altogether.
Transportation Policy Plan
Response to proposed amendments
December 17, 1997
Pa�e 8
a�.��'
However, if it is foreseen that an adopted design principle policy may be helpful as
the design details progress, the Council may wish to retain the existing Policy, with
slight rewording.
:�
Regard(ess, staff recommends against any change that would dilute the Shepard
Road Design Task Force Priniciples or call for a different design than that adopted
by City Council.
Reference: "Downtown Revitdlization" (pp. 17-20) �
Proposed Amendment: Add new policy: "The City shoufd seek to make
downtown businesses and events more accessible to visitors be encouraging greater
overall use of taxi cabs. (Councilmember Harris)
Staff Response: It is not cfear to staff what need this proposaf intends to address,
�or how the City might impiement it. Staff does not have a recommendation.
Reference: Po{icy 69 (p. 22) "The City should promote the focus of reverse
commuting services on major suburban employers and city neighborhoods with
high unemployment and should work with regionaf transit providers a�d other
stakehoiders to identify these." � n p
Use
revers2'commute
of such phrasing if it approves changing it.
nci I
rather than� City
Staff Response: The proposed plan uses a standard phrasing throughout of "The
City should ...". At one time, there was concern about the legal obligation
suggested by a"shall" wordin;; the Council may wish to seek a fegal interpretation
Reference: Strategy 3, Travel Mode Choice, under the Objective of
Pedestrian Safefy and Comfort. (p. 25}
a.
Pro,posed Amendments: Add New Policy 84. "The City should
implement a neighborhood traffic calming program that includes education,
enforcement, and engineering resources to address pedestrian safety on
Transportation Poiicy Plan
Response to proposed amendments
December 17, 1997
Pa�e 9
streets and alleys." (Councilmember Harris)
q � . 8'�"
Aiso, add New Policy 85. "The City should implement — at ihe request of
the City Council — cul-de-sacs, speed humps, and other physical changes to
slow traffic and protect pedestrians." (Councilmember Harris)
Staff Response: These proposed policies essentially reflect Poficies 22 and
23 In Strategy 2, Neighborhood Quality and Economic Development, under
the Objective of Neighborhood Protection (pp. 12-13), and the array of
techniques illustrated under the section on Neighborhood Traffic
Management Techniques, pp. 36-41. In order to reinforce the importance of
pedestrian protection, these policies could be referenced in the Pedest�ian
section as well, for example:
New policy: "As noted in Policy 22 and Poficy 23, (pp. 12-13), the
City should implement a neighborhood traffic calming program that
includes education, enforcement, and engineering resources to
address pedestrian safety on streets and alleys."
(Also note that previously in this memo, staff recommended a
strengthened Policy 22)
b. Proposed Amendment: The City should work with the State so that all
"walk" signals at signal controlled intersection will allow enough time for
persons traveling at 3 feet per second to cross the entire street from curb to
curb during the time that the "walk" signal is active. (Councilmember Harris)
Staff Res.�onse: Public Works is setting up a joint project with the U of M
Center for Transportation Studies, MnD07 and the Institute for Traffic
Engineers to conduct a comprehensive evaluation to determine the effect of
signa{ timing changes, for longer pedestrian crossing times, on pedestrian
safety and traffic conditions. Staff recommends the following::
New policy. "The City should, with the U of M Center for
Transportation Studies, MnDOT and the {nstitute for Traffic Engineers,
conduct a comprehensive evaluation to determine the effect of signa!
timing changes, for �onger pedestrian crossing times, on pedestrian
safety and traffic conditions, and implement the recommendation
resulting from this study, as appropriate."
Transportation Policy Plan
Response to proposed amendrrtents
December 17, 1997
Paae 10
��, �l�p'
c. Pr000sed Amendment: The City, through its Pubfic Works and Police
Departments, will install a"key mechanism" at signal controlled
intersections to assist school chifdren in safely crossing busy streets when
requested by a school and appropriate district council. (Councilmember
Harris)
Staff Response: It may be most appropriate to include this as a tooi in the
school safety program, earlier adopted by the City Council, to incorporated
into the Transportation Policy Plan.
Functional Classification and the Transportation Policy Plan
The foliowing is background for the response to recommendations regarding the
functional dassification street p{an.
What is the rofe of functional classification in the Transportation Policy Plan?
The first major strategy in the proposed Transportation Policy Plan aims at balance
between travel demand and street capacity in order to provide reasonabfe mobi{ity,
access and safety for Saint Paul cit+zens. This major strategy includes policies for:
influencing transportation demand in ways that stem the increase in travei,
especially by single-occupant vehicles (better transit, more use of bicycling
and walking, regional housing(jobs balance); and
managing the travel that is expected to occur on the system in a systematic
way, so that trips are on the facilities best able to handle them. To do so,
streets are class+fied according to how they function — for land access or
mobility.
Why are many classifications higher than in 1979?
The functional classification plan is based upon an professional study of how the
city's street system functions now, as well as on consultation with the County and
the Metropo`.itan Counci(. (It should be noted that, when the draft Plan was widely
distributed for community review and when the public hearing was held, the
functional class�fication of streets received no comments. )
��
Transportation Policy Plan
Response to proposed amendments
December 17, 1997
Page 11
q �. Y�?'
The results of this specific street use study confirmed what we know from related
research on travel behavior: travel has changed significantiv in the past two
decades. The most influential factor in the change in functional classification from
two decades ago is an overall shift in system function from land access to mobility.
Traffic has become "regionalized". The roadway system now carries many more
vehicles much longer distances.
Some reasons:
• regional population growth; in particular Dakota and Washington Counties, and
western Wisconsin
• growth in workers-per-household — basicaliy the prevalence of women in the
workforce
• greater distances between home and work; longer commutes (in 1990, over
100,000 non-Saint Pau1 residents were employed in Saint Paul; over 60,000 Saint
Paul residents were empioyed outside of Saint Paul)
• decline in vehicfe occupancies
As noted above, the street plan represents how the system operates todaX; Plan
Policies 11 and 13 commit to maintaining the current function of streets, protecting
them from Further regionalization with strong efforts in trave{ demand management.
What are the c{assifications, how do they fit with the regional transportation
system, and what is fheir relations to jurisdiction and funding?
Street classification and fand use are closely related. The function of the street
system is to safely serve the varied transportation needs of the public and this need
is largely determined by the type, density and growth of development. As the
desire andlor need to expand development grows, the street network generally
grows with it. The varied nature, density and iocation of development formed the
basis for the street functional classification system and the nature of the type of trip
served by the street that helps determine a streets jurisdiction and funding options.
In short, street functional classification is a tool developed to identify streets based
on their use and aides in determining jurisdiction and funding options.
Transportation Policy Plan
Response to proposed amendments
December 17, 1997
Pa�e 12
q �.�`P'
The foilowing is a brief description of the functional classifications, jurisdiction and
likely funding sources used in urban areas:
Principai Arterials serve the most regional function, have limited access and are
used to travel across town in larger c+ties, from city to city within the region and
allow travel through the region. Principal Arterials are generally under State
jurisdiction and are funded using State andlor Federaf funds.
Class A-Minor Arterials are the main access routes to the principa� arterial system for
persons with one trip end in the City and also provide access to the central business
districts and regional business concentrations. Class A-Minor Arterials are generally
under County jurisdiction and are funded using County State Aid and !or Federal
funds.
Class B-Minor Arterials provide access to and from neighborhoods and businesses to
the class A-Minor and Principal arterial street network and are also use to travel
beriveen several neighborhoods. Class 8-Minor streets may be under the
jurisdiction of the County or the City and therefore are funded using County State
Aid or Municipal State Aid funds.
Collector streets provide access to the arterial street network and are use to provide
access to and between neighborhoods and local businesses. Collector streets may
be under County jurisdiction but most are under City jurisdiction and therefore most
are funded using Municipal State Aid funds.
Minor Coifector streets are intended to provide travel within or ta an adjoining
neighborhood. Minor Collector streets are under the jurisdiction of the City and are
funded using Municipal State Aid and/or local funds.
Local Access streets provide access to residents, business and industry. Local
Access streets are under the jurisdiction of the City and are funded using Municipal
State Aid and/or local funds.
What are the effects of functionai ciassification on street design?
Street classification plays a role in how a street is designed. in the case of a
principal arterial the nature of the majority of trips are longer and tend to be more
regional in nature and therefore, establishing limited access and higher speed limits
are a common design element for these types of streets. The major effects for the
Transportation Policy Plan
Response to proposed amendments
December 17, 1997
Page 13
�,�.���'
Ciass A and B Minor Arteriais and Collector streets relates to the type of traffic
calming techniques that can be safely applied. Each ot these streets serves a
specific transportation function and therefore caiming elements such as diverters or
street ciosures shoufd not generally be considered as they do not allow the street to
serve it's intended need.
Great care must also be used in applying other traffic calming technics to assure
traffic isn't unintentionaily diverted ta a minor collector or local access street.
Street classification has minimal or no effect on Minor Collector and Local Access
street design.
While street classification plays a role in determining the design of a street, it is not
the major factor. The design of our streets is based on land use, pedestrian needs,
transit use, bicycle considerations, available right of way, traffic volume, and
parking demand. After reviewing these diverse uses a design is deveioped trying to
best ba{ance these varied uses showing sidewalks, traffic control, traffic calming,
the number of traffic 4anes, and parking and bicycfe lanes if applicable.
The street width is then determined by number of lanes (traveled and parking) and
the design speed of the street. On streets above 3,000 average daily traffic the
Public Works Department generally supports the recent (Nov. 1995)
recommendations listed on page 33, section 8820 9936 Geometric Desi�n
Standards Urban� new or reconstruction, entitled "Department of Transportation
State for Local Transportation Division Aid Operations Rules Chapter 8820" for lane
widths.
Prior to this recent change, the State Aid recommendations appiied regional
standards throughout the street system. The Saint Paul Public Works Department,
along with staff from the City of Minneapolis and Ramsey and Hennepin Counties,
worked with the State Aid Committee to finally establish these new reduced urban
standards and can now generally support their use. The net effect of this change is
that most streets reconstructed after this rule change can be narrowed to more
appropriately accommodate pedestrians and help calm our urban traffic. Since each
street circumstances is different, we expect that there will still be instances when a
variance from standard wi�l be required.
The Public Works Department does believe that on some streets with less than
3,000 average daily traffic than more flexibifity is still needed with these standards.
To that end we requested that the standards for these type of streets be revisited
during 1997. We were not successfuf with our first request but we wifl continue
Transportation Policy Plan
Response to proposed amendments
December 17, 1997
Pa�e 14
work with the committee to gain more fiexible standards. Until then we will
request variances when they warranted.
Staff recommends the Foilowing changes to the Transportation Poficy Plan:
��,�� �
a. Elim+nate minor collectors from the system; these will be change on the map
to local streets.
b. Add a New Policy: °The City will follow the new urban State Aid design
standards for appropriate parts of the system which will result in most streets
reconstructed to be narrowed to more appropriately accommodate
pedestrians and heip calm our urban traffic."
c. Add a fVew Policy: "The City wilf continue to work with the state to secure
State Aid rule changes that provide more flexibfe standards for streets with
less than 3,000 average daily traffic, so that street design may better meet the
pedestrian and neighborhood needs of the urban environment. "
10. Proposed Transit Corridors. There appears to be interest for more information in
the transit redesign process, including the proposed corridor map. Here are some
key points:
a. The proposed transit corridor map and related poiicy illustrate how Saint
Paul fits into the overail regional transit redesign plan, developed by the
Metropoiitan Council to make transit more attractive and better fit the needs
of the traveling public. The concept was developed in consuitation with the
Metropolitan Councii.
b. The transit corridor map shows ONLY major and secondary corridors. (Like
a principle and minor arterial system for transit). It is not intended to show
every route. While adjustments will be made as transit design progress, In
no way does transit redesign intend to decrease accessibility to transit—
rather it intends to make it more attractive, more competitive with auto
travel, by providing frequent, fast express service on routes with high
ridership potection which connect major destinations.
c. The areas on the maps described as hubslcentersldestinations, are iilustrative
of major intersections of corridors. The size and nature of transit transfer and
destination points wou{d depend upon numbers of people and buses to be
Transportation Policy Plan
Response to proposed amendments
December 17, 1997
Pa�e 15
�.,,��r
accomodated. But because "hub" has a specific connotation in the
implementation of transit redesi�n that was not intended in the con ept m�p
stafE recommends that this reference be dropped and replace with the a
more generic descriptor such as °transit destinationlsi�nificant transfer
points".
d. lt is expected that, if transit is aggressive(y improved in accordance with the
regionai transit redesigri effort, that the concentration of riders that will occur
at transit destinationitransfer points will indeed bring more economic
activity to the area.
11. Generai Comment on Transit v. Auto Orientation of the Transpartation Policy
Plan
In the 1970s, the City had separate plans for transit, streets and highways, and
bicycfing. This Pfan is intended to address the system as multi-modal and
encompass all major surface modes of transportation. it recognizes the need to
manage the hundreds of thousands of vehicular trips per day occur on the Saint Paui
system every day. It recognizes that the homes and businesses of Saint Paui are
generating a vast majority of these trips; it recognizes that as a central city, Saint
Paul is also at the crossroads of regional travel. The Plan tries to be realistic about
the forces determining travel and the areas where the City has ability to affect those
forces.
But mainly it recognizes the need for change. It is intended to present a plan for
making that cha�ge. lt does so in these ways:
a. lt presents "Significantly lmprovement TransiY" as the first of six overarching
priorities for transportation in Saint Paul. (p. vii)
Others are:
- "Enhance the Neighborhood EnvironmenY', focused on good design,
improving the pedestrian environment, and traffic calming.
"influence Regional Devefopment Patterns" to help reduce auto travel
"Rationally Manage Traffic on City Streets" to protect the integrity of
the system and avoid further "regionalization" of the system.
Transportation Policy Plan
Response to proposed amendments
December 17, 1997
Pa¢e 16
"Add to the System Where Critical" to support economic
devefopment and/or avoid or correct serious congestion.
a � � ���'
"Carefuily Manage Neighborhood and Downtown Parking" to deal
with auto parking needs without undermining the objective of
encouraging alternatives to auto use.
b. It states among its main Premises, (p. 5):
"Transit, a travel option compatibie with urban development forms,
has suFfered significant disinvestment in the last several years. It does
not fulfill its potential as a travel choice for those who have an
economic and physicai choice; mobility and accessibility for persons
who depend upon transit is getting worse."
"Much more can be done to serve bicyclists and pedestrians."
"Regional transportation patterns, policies and investment have
profound impact on Saint Paul's system."
c, it presents a three-part strategic vision for transportation focused on:
Strategy 1: better balance between travel demand and system
capacity—with several poficies aimed at reducing travel demand, and
the remai�ing policies aimed at managing the traffic we do have as
systematically as we can to avoid the need for capacity expansion.
Travel Demand Management (reducing single-occupancy vehicle
travel) is listed the first Objective under Strategy 1
Strategy 2: making transportation investments in support of
community objectives such as neighborhood protection and
enhancement and economic development — these poVicies cover .
traffic caiming, good design, and finkages between people and jobs.
Neighborhood Protection is listed as the first Objective under Strategy
2.
Strategy 3: creating a multi-modal system that allows the differe�t
modes of travel to more comfortable co-exist — transit, bicyciing,
pedestrian ways, as weil as auto. Transit Improvement is listed as the
first Objective under Strategy 3.
Transportation Policy P{an
Response to proposed amendments
December 17, 1997
Pa�e 17
q �.�dr
Many of the policies in the plan re(ate to more than mode of travel. Taken
together, the policies are intended to direct more emphasis on transit,
bicyciing and walking as modes of travel.
fhe traffic and parking-related policies are intended to focus on: managing
congestion, caiming traffic, improving design, ensuring air quality, finishing
residentia4 street repaving, working with the region to improve conditions in
Saint Paul, and promoting carpooling.
The downtown parking policy focuses on targeting more parking to where
employee demand is not being met; but is a companion to a policy to
improve transit in the downtown as wel{.
Attachment
cc: Chuck Armstrong
ClTY QF SAtNT PAUL, MINNESOTA (����""
DEPARTMENT OF PUBI{C WORKS
A Sta�ement of Policy
1NSTALLATION OFALL-WAYSTOP SIGIVS
AT THE INTERSECTION OF LOCAL STREETS
Policy:
The City of Saint Paul instalis alI-way stop sign control at the intersection of local
residential streets. Streets that are coilectors or arterials are identified in the current
approved City Transportation Plan. Streets not shown on this plan wili be consider "Iocal
streets".
A petition process is used to ensure a reasonably strong understanding among the
residents that the signs are desired.
Rationale:
Stop signs are perceived by the pub4ic as deterrents to speed and traffic through
neighborhoods to improve pubiic safety. There is no documentation that stop signs do, in
fact, lower speeds or traffic volume (other than very close to the stop sign). On the other
hand, there is no conciusive evidence that they are unsafe. However, there may well be
exceptions.
The effectiveness of the signs will be based on the receptivity of the motoring public,
and the probability of police enforcement. Pubiic Works will therefore react to the desires of
the public through the petition process.
Procedure:
The party requesting the signs should contact the Traffic Division at 266-6200, or at 800
City Ha14 Annex, 25 West 4th St., Saint Pau(, MN 55102. The Traffic Division will review the
request, including the intersection's accident history and any special characteristics, to
determine if installation of all-way stop control is unsafe or unwise. if such a determination
is made the request may be denied.
If the intersection is a goad candidate for ali-way stop signs, the Traffic Division wiil
send a petition to ihe requesting party. Petitioning instructions will be included, and will
indicate the area ta be petitioned, and the percentage of supporting signatures required.
Facts relating to the specific intersection will aiso be sent to the requester as well as the
district councii.
The completed petition with the required percentage of vafid signatures shall be
returned to the Traffic Division. The validity of the petition wiii be verified by the Traffic
Divisian. The petition, if valid, will be sent to the community council for approval. !f tha
community council approves, the ali-way stop signs wili be instaifed. ff the community
counci{ disappraves, a public hearing betore the City Council will be heid. The City Council
will decide if the signs should be installed.
Approved by the City Councii
Councii File 93157
Date : 3 i 23 / 93
2-11
�
CITY OF SAINT PAUL, MINNESOTA
DEPARTMENT OF PUBUG WORKS
�l�' � � �
A Statement of Policy
INSTALLATION OFALL-WAYSTOPSIGNS
ON COLLECTOR AND ARTER/AL ROADWAYS
Policy:
The City of Saint Paul insta(ls all-way stop sign control at the intersection of certain
coliecior or arterial roadways. The intersection must meei certain sign spacing and traffic
volume requirements. A listing of intersections that meet such requirements is maintained
by the Public Works Traffic Division, and is available at 800 Gity Hall Annex, 25 West 4th
St., Saint Paut, MN 55102.
Stop signs must be approved by the 4ocal district counci{ prior to installation.
vehicles per day.
Rationale:
Stop signs are parceived by the pubfic as speed and traffic volume reduction devices
that improve traffic safety. 7here is no documentation that stop signs do, in fact, lower
speeds or traffic volume (other than very ciose to the stop sign). On the other hand, there is
no conciusive evidence that they are unsafe. The exception may be where the traffic
volume is high. All-way stop signs will not be allowed where the traffic exceeds
approximately 10,000 vehicies per day on the collector or arteriai street. Signs may also be
denied where tha traffic engineer determines it is unsafe or unwise due to special
characteristics such as accidents, sight distance or steep grades.
Stop signs shouid also be spaced in such a manner as to minimize inconvenience to
tha traveling public. Signs must ba at a minimum quarter-mile spacing on collector streets
and half-mile spacing on arterial streets.
For purposes ofi stop sign controi, streets are classified as coilector or arterial on the
basis of average daily traffic volume. Coflectors have an average daily traffic of
approximately 1,000 to S,OOo. Arterial streets have approximately 5,00o and 10,000
Procedure:
The party requesting the all-way stop sign control should write to the Traffic Division, or
call 266 6200. The Traffic Division will determine if the intersection meets the criteria.
If the intersection meets the criteria, the Traffic Division will notify the locai community
council of the request. If the community council approves, the all way stop signs will be
instafled. ff the community council disapproves, a public hearing before the City Councif
will be heid. The City Council will decide if the signs should be installed.
Approved by the City Council
Council File 93157
Date : 3/23/93
2-12
DEPARTMENT OF PLANNING
& ECONOMIC DEVELOPMENT
PnmeZa Wheedocl� Ditector
CITY OF SAINT PAUL
Nnrm Co[eman, Mayor
a� ��� �
Telephone: 61 b266-6655
Facsimile: 6I�228-3261
DATE: June 16, 1997
TO: Mayor Norm Coleman
zs w� Founh se.e�s
Smnt Pau{ MN 55102
FROM: �amela Wheelock, Director PED Cf� ����a
Stacy Becker, D'uector of Public Wor
Si3B7ECT: Transportation Policy Plan
Attached aze:
1)
2)
a letter from you to the City Council transmitting the Transportation Policy Plan
a Council resolution of plan adoption
3) the April 11, 1997 Planning Commission resolution certifying the plan
4) a copy of Transportation Policy Plan.
This Plan was prepared by PED and Public Works in consultafion with the public, other city
departments, a variety of governmental agencies, and other transportation interest groups, as
well as the Saint Paul Planning Commission. We are conf'ident that the Plan's strategic focus
on careful management of resources, infrastructure investment to support communiry
development, and creation of a multi-modal system to meet diverse needs, will provide sound
policy basis to guide specific transportation-related decision-maldng for our city well into the
next century.
This Plan is a prime example of the successful collaboration between our two departments on
transportation issues. Our staff worked together with the pub7ic and other city departments and
agencies to prepare the draft plan that was circulated two years ago, and then to craft a final
recommendation that responds posiuvely to public reaction to that draft, as well as to changes
in regional glann,� direcrives, and that reflects recent area-specific transportation planniug
activiues, such as riverfronUdowntown infrastructure planning, Phalen Boulevazd and Ayd
Mill Road EIS wark, transit and bicycle planning, and the common transportation directions
surfaced in neighborhood plaiming and the community development agenda.
Q`� ��� �
Mayor Norm Coleman
7une 16, 1947
Page 2
The Plan takes a comprehensive approach to transportation, but identifies ffiese major
priorities:
• significant improvement in transit, with redesign based upon strong transit conidors and
increased system fund'mg
• neighborhood euhancement through traffic calming, and investment in and design of
transgortation infrastructure
• influence on regional development patterns to restrict growth in transportation
cagacities, improve regional jobslhousing balance and sugport viable transit in urban core
• rational traffic management on our city streets
• system additions where critical to relieve serious congestion andlor foster economic
development
• neighborhood and downtown parking management that balances the objectives of
improving residential and pedestrian quality, providing incentives for auto alternatives,
supporting business development, and alleviating congestion.
Whi1e designed to provide policy basis for the long term, the Transportation Policy Plan does
contain a two-year implementation section that is intended to be periodically updated over the
life of the Plan.
Of immediate interest, the Plan is supportive of the Administration's key autiatives for
revitalizing the downtown and riverfront, fostering citywide economic development, and
supporting neighborhood liveability through community development.
It is nnportaut that we adopt this Plan in order to supgort fiznding proposals for major projects
and to provide the basis for advocacy on behalf of the ciry in regional road and transit
decisions. The Plan also fulfills an unportant portion of the requirement to update the City's
comprehensive plan by 1998.
Nancy Frick (PED, 66554) and Mike Klassen (Public Works, 66209) are available for
briefings should you desire more infarmation.
Attachments
� Y ��� �
CITY OF SAINT PAUL svo cu x�i Teiephan¢: 612-2668510
NormCodem¢n,Mayor ISWest%IZoggBouZev¢rd Facsimile:672-228-8513
Saint Paul, MN SSIO2
June 30, 1997
Council President Da�e Thune
and Members of the Saint Paul City Council
310-B City Hall
Saint Paul, MN 55102
Dear Councii President Thune and Council members:
Enclosed is The Transportatfon Policy Plan, recommended by the Saint Paul Planning
Commission. I find that the strategic focus of this plan on careful management of
resources, infrasttucture investment to support community objectives, and creation of a
multi-modal system to meet diverse needs, serves well the plan's expressed vision of a
"transportation system that warks technically, that works for the community, and that
works for the individual". This is a vision we all share.
More particularly, the plan acknowledges the importance of revitalizing the downtown
and riverfront, foster9ng citywide economic development, and supporting neighborhood
liveability through community development, and articulates the role transportation
investment and management plays in accomplishing those goals.
The Plan takes a thorough approach to transportation issues, but identifies as major overall
long-term priorities the following:
• signi�cant improvement in transit, with redesign based upon strong transit
conidors and increased system funding
• neighborhood enhancement through trafFic calming, and invesrinent in and
design of transportation infrastructure
• influence on regional development patterns to restrict growth in transportation
capacities, nnprove regional jobslhousing balance and support viable transit in
urban core
• rational traffic management on our city streets
• system additaons where critical to relieve serious congestion andtor foster
economic development
• neighborhood and downtown parking management that balances the
objectives of improving residenfial and pedestrian quality, providing incentives
for auto alternatives, supporting business development, and alleviating
congestion
��_��`
Council President Dave Thune
Members ofthe Ciry Council
June 30, 1997
Page 2
The Transportation Policy Plan is one of the key updates to the Saint Paul's
Comprehensive Plan that must be completed by the end of 1998 in accordance with the
requirements of the Metropolitan Land Plauning Act. You will soon be hearing mare
about the Platming Commission and administrative staff efforts to develop plans for land
use, housing, and sewers; the Council adopted the Parks and Recreation Plan last year.
All together, the chapters of the updated Comprehensive Plan will provide a physicai
vision and integrated policy framework for development and infrasriucture that will serve
Saint Paul well into the next century.
I am pleased to recommend The Transportation Policy Plan to you for adoption as a
chapter of the Saint Paul Comprehensive Plan
Sincerely,
Norm Coleman
Mayor
9��845'
City of Saint Paul
City Councii Research Center
310 C+ty Ha8
Saint Paul, MN 55102
612 266-8558
INTER-DEPARTMENTAL MEMORANDUM
DATE: August 14, 1997
TO: Councilmembers
FROM: Kirby Pitman �]
� ��
SUBJECT: TransportationPolicySession
Attached aze documents for the Transportation Policy Plan Policy Session from several of the
presenters. The documents include:
■ Memo from Nancy Frick
RE: The Transportation Policy Plan - Functional Classification of Streets
■ Memo from Nancy Frick
RE: The Transportation Policy Plan - Changes from the 1994 Draft
■ Letter from Mark Filipi, Metropolitan Council
■ Letter from Art Leahy, Metro Transit
■ Letter from Trish Moga, Metro Commuter Services
■ Traffic Calming Documents from Michael O'Nea1, Augsburg College
A note about the policy session:
The l�finnesota Department of Transportation has chosen not to be present at the policy session
because they will review the document in the formal review process and at this point have no
major issues with the plan. They tend to align themselves with regional policy and generally
concur with the Metropolitan Council.
DEPARTMENT OF PLANNING
& ECONOMIC DEVFLOPMENT
CIT'I' OF SAINT PAUL
Norm Coleman, Mayo�
Division of Plmming
25 WestFourth Sbeet
Saitu Pau1, hLV SSIO2
9 7 - 8'� 8'
Telephone: 6I2-266-6565
Facsunile: 6i2-228-33I4
August 13, 1997
TO: Saint Paul Ciry Councii
FROM: Nancy Frick '7lF
RE: The Transportation Policy Plan — Functional Classification of Streets
A request was made at the July 9 City Council meeting for a comparison of the functional
classification of streets presented in the current proposed Transportation Policy Plan and
the ctassifications presented in the 1979 Street and Highway Plan. This is provided on the
attached table.
The first major strategy in the proposed Transportation Policy Plan aims at balance
between travel demand and street capacity in order to provide reasonable mobility, access
and safety for Saint Paul citizens. Policies are intended, first, to influence the demand side
of transportation in ways that stem the increase in travei, especialiy by single-occupant
vehicles, and, second, to address the "suppfy-side" task — to properly handle the trips that
are expected to use the system. functional classification involves determining what role
each roadway should perform in carrying those trips and is defined in terms of the degree
to which either of two functio�s — mobility or land access — is served by a street.
The classifications used in the Plan are consistent with County, Metropolitan, and State
transportation plan classifications (except for any "minor cotlector", which is a designation
we are making locally).
The classifications are:
Principal Arterial. Roadways on the metropolitan highway system.
Minor Arterials, Class A. The main access routes to Principal Arterials for people
beginning or ending their trip within Saint Paul. Also provide access to the central
business district (CBD) and to regionai business concentrations.
Minor Arterials, Class B. Provide access to class A Minor Arterials and the Principal
Arteriais from the neighborhoods.
Collectors. Provide access to the arterial network. Also allow inter-neighborhood
97 � 910�
Saint Paul City Council
August 13, 1997
Page 2
movement between adjacent neighborhoods to replace some function of the minor
arterials. Some through movement likely but should be small.
Minor Collectors. Provide access for neighborhoods and within neighborhoods.
The classifications developed for the Transportation Policy Plan are based upon technical
analysis of the road system and the travel patterns that result from trips generated by land
uses in and outside of the city, and reflect consultation with the County and Metropolitan
Council.
Some of the changes in classification between the two plans are due ta changes in the road
system itself; some are the result of specific land use changes in the city. But the most
inftuential factor in the change in functionai classification from two decades ago is an
overall shift in system function from land access to mobility. In short, the roadway system
now carries many more vehicles much longer d+stances. This "regionalization" of the
system is due to population growth, growth in workers-per-household, high per-capita rates
of personal travel, decline in vehicie occupancies, and growth in trip length due to spread
of development.
The street plan represents how the system operates today and how the City plans for it to
operate in the future. Plan Policies 11 and 13 commit to maintaining the current function
of streets and protecting them from upgrade overall. As noted, this will require strong
efforts in travel demand management to manage trip numbers and lengths and encourage
higher auto occupancy and more use of aiternatives to the auto, as well as prudent
management of the existing system.
Attachment
q�-�G8'
Functional Classification of Saint Paul Streets - Proposed Transportation Policy Plan;
1979 Streets and Highway Plan
Proposed Plan 1979 Plan
Street From/to Classification Classification
1-94 through city Principal Arterial Principal Arterial
MN 280 1-94 to city fimits Principal Arterial Intermediate Arterial*
1-35E through city Principal Arterial Principal Arterial north
of downtown; "to be
determined" south of
downtown"
MN 5 city limits (swJ to W. 7th Principal Arterial "A" Minor Arterial
Shepard Road 135E to Wamer Road Principal Arterial "A" Minor Arterial
Warner Road Shepard Rd to MN 61 Principal Arterial "A" Minor Arterial
MN 61 I-94 to city limits Principal Arterial Intermediate Arterial*
Lafa ette (MN 103) E. 7th to ci limits Princi al Arterial Princi al Arterial
Cleveland Hoyt to Raymond "A" Minor Arterial Collector
Cleveland Marshall to Ford "A" Minor Arterial Collector to Summit;
"B" Minor Summit to
Ford
Raymond Cleveland to University "A" Minor Arterial Collector
Cretin I-94 to Marshall "A" Minor Arterial "B" Minor Arterial
Fairview Ford to Edgcumbe "A" Minor Arterial Collector
Edgcumbe Fairview to WJth "A" Minor Arterial Collector
Snefling Hoyt to Montreal "A" Minor Arterial "A" Minor Hoyt to
Selby; "B" Minor
Selby to Montreal
Lexington Marshall to Selby "A" Minor Arterial "B" Minor Arterial
Dale Larpenteur to I-94 "A" Minor Arterial "B" Minor Arterial
Rice Larpenteur to 12th St. "A" Minor Arterial "A" Minor Larpenteur
to Pennsylvania;
Collector Pennsyfvania
to 12th St.
John Ireland Boulevard 12th St. to Selby "A" Minor Arterial "A" Minor Arterial
Smith W. 7th to Annapolis "A" Minor AReriaf "B" Minor Arterial
Chestnut W. 7th to Shepard "A" Minor Arterial "A" Minor Arterial
Robert Universlty to city limits (s.) "A" Mlnor Arterial "B" Minor Arterial
Page 1
y�- ���'
Proposed Plan 1974 Plan
Street From/to Classification Classification
Concord Robert to Annapolis "A" Minor Arterial 'B" Minor Arterial
Edgerton Larpenteurto Payne "A" MinorArterial CoHector
Payne E. Minnehaha to E. 7th "A" Minor Arterial Collector
Arcade city limits (n.) to 6th. "A" Minor Arterial "B" Minor Arterial
White Bear Avenue Larpenteur to I-94 "A" Minor Arterial "B" Minor Arterial
McKnight I-94 to Lower Afton "A" Minor Arterial "A" Minor Arterial
Larpenteur Hamline to Parkway "A" Minor Arterial "A"
Larpenteur White Bear to McKnight "A" Minor ARerial "A" Minor Arterial
Maryland Dale to White Bear "A° Minor Arterial "B" Minor Arterial
Lafayette University to Tedesco "A" Minor Arterial Collector
Tedesco Lafayette to Payne "A" Minor Arterial Colledor
Universiry city limits (w.) to Lafayette "A" Minor Arterial "B" Minor Arterial
Frankiin city fimits (wJ to University "A" Minor Arterial Collector
E. 7th downtown to E. Minnehaha "A" Minor Arterial "B" Minor Arterial
E. 6th St. I-94 to E Minnehaha "B" Minor Arterial
Marshall city limits {w.) to Lexington "A" Minor Arterial "B" Minor Arterial
Selby Lexington to John lreland "A" Minor Arterial Collector Lexington to
Vidoria, "B" Minor to
)ohn Ireland
Randolph Snelling to I-35E "A" Minor Arterial "B" Minor
Lower Afton MN 61 to city limits (e.} "A" Minor Arterial "A" Minor Arterial
Ford Parkway city limits (w.) to Snelling "A" Minor Arterial "B" Minor Arterial
Montreal Snelling to Elway "A" Minor Arterial "B" Minor Arterial
W. 7th MN 5 to downtown "A" Minor Arterial "B" Minor Arterial
Mario� St. Anthony to Kellogg "A" Minor Arterial "A" Minor Arterial
Kellogg Marion to Mounds "A" MinorArterial "A" MinorMarion to
W. 7th; "B" Minor W.
7th to Mou�ds
Mounds E. 7th to I-94 "A" Minor Arterial Collector
Page 2
g�-�'4�'
Proposed Plan 1979 Plan
Street From/to Classification Classification
Cretin Marshall to Ford "B" Minor Arterial "B" Minor Marshal to
Summit Co(lector
Summit to Ford
Vandalia University to I-94 "B" Minor Arterial "B" Minor Arterial
Transfer Pierce Butler to University "B" Minor Arterial "B" Minor Arterial
Cleveland Universiry to Marshall "B" Minor Arterial Collector
St. Paul Cleveland to Edgcumbe "B" Minor Arterial "B" Minor Arterial
Fairview Pierce Butler to Ford "B" Minor Arterial Collector
Hamline University to Marshall "B" Minor Arterial Collector
Lexington Larpenteur to Marshall "B" Minor Arterial "B" Minor Arterial
Lexington Selby to Montreal "B" Minor Arteriai "B" Minor Arterial
Como Gateway to Rice "B" Minor Arterial Collector Gateway to
Dale; "B" Minor �ale
to Pennsylvania
Elway Montreai to Shepard 'B Minor Arteriaf "B" Minor Arterial
Dale Concordia to Grand "B" Minor Arterial "B" Minor Arterial
Marion Lafond to Kellogg "B" Minor Arterial "A" Minor Arterial
Smith Grand to W. 7th "B" Minor Arterial "B" Minor Arterial
Jackson Larpenteur to Shepard "B" Minor Arterial Colledor Larpenteur
to Sycamore; "B"
Minor Sycamore to
Shepard
Wabasha 12th St. to Robert "B" Minor Arterial "B" Minor Arterial
Wacouta 10th St. to 7th "B" Minor Arterial "B" Minor Arterial
Broadway 6th St. to Sth St. "B" Minor Arterial Colledor
Sibley 7th St, to Shepard "B" Minor Arterial "B" Minor Arterial
Lafayette University to E. 7th "B" Minor Arterial Collector
Johnson Parkway Prosperity to e. 3rd "B" Minor Arterial "B" Minor Prosperity
to Minnehaha;
Collector Minnehaha
to I-94
Etna E. 3rd to I-94 "B" Minor Arterial Local
Page 3
9 � - �'� �'
Proposed Plan 1979 Ptan
Street From(to Classificatian Classification
Prosperity Larpenteur to )ohnson Parkway "B" Minor Arterial Colleaor Larpenteur
to Maryland; "B"
Minor Arterial
Maryland to )ohnson
Parkway
White Bear l-44 to Upper Afton "B" Minor Arterial "B" Minor Arterial
Ruth Ivy to Maryland "B" Minor ARerial Collector
Ruth E. Minnehaha to upper Afton "B" Minor Arterial Colledor
McKnight Larpenteur to I-94 "B" Minor Arterial "A" Minor Arterial
McKnight Lower Afton to Carver "B" Minor Arterial Collector
Como Avenue city limits (wJ to Snelling "B" Minor Arterial Collector
Horton Snelling to Gateway "B" Minor Arterial Collector
Gateway Horton to Como Boulevard "B" Minor Arterial Colledor
Como Blvd Lexington to Como Avenue "B" Minor Arterial Collector
E. Ivy Ruth to McKnight "B" Minor Arterial Collector
Kasota city limits (w.) to MN 280 "B" Minor Arterial "B" Minor Arterial
Energy Park MN 280 to Lexington "B" Minor Arterial to be constructed
Front Lexington to Como Avenue "B" Minor Arterial "B" Minor Arterial
Pierce Butler Transfer Rd. to Dale "B" Minor Arterial Collector
Minnehaha Dale to Como Avenue "B" Minor Arterial Collector
Pennsylvania Como to Mississippi "B" Minor Arterial "A" Minor Arteriai
E. 3rd Mounds Bivd to city limits (eJ "B" Minor Arterial Coliector
St. Anthony Marion to Rice "B" Minor Arteriai Collector
12th Street St. Peter to Universiry "B" Minor Arterial "B" Minor Arterial
1 �th Street St. Peter to )ackson "B" Minor Arterial "B" Minor Arterial
lOth Street Jackson to Wacouta "B" Minor Arterial Local
6th Street Main to Broadway "B" Minor Arterial Collector
Sth Street Main to Broadway "B" Minor Arterial Collector
Summit Cretin to )ohn Ireland Blvd. "B" Minor Arterial "B" Minor Arterial
Ramsey Summit to Grand "B" Minor Arterial "B" Minor Arterial
Grand Dale to w. 7th "B" Minor Arterial Collector
Page 4
9? - �'GP'
Proposed Plan 1479 Plan
Street Fromlto Classification Classification
Randolph Cretin to Snelling "B" Minor Arterial Collector Cretin to
Cleveland; "B" Minor
Cleveland to Snelling
Plato Wabasha to LaFayette "B" Minor Arterial "B" Minor Arterial
George Smith to Concord 'B" Minor Arterial Local
Bums MN 61 to Upper Ahon "B" Minor Arterial Collector
Upper Afton Burns to McKnight "B" Minor Arterial Collector
Carver MN 61 to McKnight "B" Minor Arterial Collertor
Shepard W. 7th to i-35E "B" Minor Arterial "A" Minor Arterial
Anna olis Smith to Concord "6" Minor Arterial Local
Hampden Raymond to University Collector Collector
Vandalia Ellis to University CoileMOr Collector
Pelham Franklin to Mississippi River Blvd Collector Collector
Mississippi River Blvd city limits {w.) to MN 5 Collector Collector
Cleveland St. Pauf to Mississippi River Blvd Colledor Collector
Prior Pierce Butfer to Marshall Colledor Collector
Davern St. Paul to Shepard Collector Collector
Snelling MoMreal to W. 7th Collector Local
Hamline Larpenteur to Horton Collector Collector
Hamline Pierce Butlerto University Colledor Collector
Hamline Marshall to Edgcumbe Collector Collector
Edgcumbe Jefferson to St. Pauui Collector Collector
Victoria Larpenteur to Gateway Collector Collector
Victoria Pierce Butler to St. Clair Collector Collector
Victoria PleasanttoOtto Collector Coiledor
Dale Grand to PleasaM Collector Collector
Westem Maryland ta Summit Colledor Collector
Mississippi CasetoBroadway Collector Local
Westminster Larpenteur to Case Colledor Collector Larpenteur
to Arlington; Local
south of Arlina on
Page 5
97 • PG P`
Proposed Plan 1979 Plan
Street Fram/to Classification Classification
Parkway city limits (n.) to Payne Collector Collector
Payne Parkway to E. Minnehaha Collector Collector
Burr Case to Tedesco Collector Colledor
Earl Maryland to Mounds Colledor Collector
East Shore Drive city limits (n.) to Wheelock Prkway Collector Colledor
English city limits (n.) to Arlington Collector Collector
Clarence Arlington to Prosperity Collector Collector
)ohnson Parkway E 3rd to Bums Colledor Collector E. 3rd to I-
94; Local south of I-
94
Hazelwood Maryland to Ames Collector Local
Ames Hazelwood to White Bear Collector Local
Edgewater Road ciry limits (esJ to Case Collector Collector
Nokomis Case to Stillwater Collector Collector
Battle Creek Upper Afton to Lower Afton Collector Collector
Winthrop Upper Afton to Lower Afton Collector Local
Burlinaton Lower Afton to McKnight Collector Collector
Bailey Carver to ciry limits (s.) Collector Collector
10th St. l-44 to Jackson Collector �ocal
Exchange 9th Stto Cedar Collector Local
9th St. Cedar to Broadway Collector "B" Minor Arterial
8th St. 7th to Wall Collector "B" Minor Arterial
4th St. Washing to Broadway Collector Local
Main t Oth to Exchange Collector Local
9th St Exchange to 7th Colledor Local
Washington 6th to Kellog Collector Local
Market 6th to Kellogg Colledor Local
Cedar Constitution to Kellogg Collector Local
Minnesota 12th to kellogg Collectar Colledor
Wacouta 7th to kellog Collector Local
Page 6
47-8'G�'
Proposed Plan 1979 Plan
Street Fromfto C{assification Classification
Walf 7th to Kellogg Collector Collector
Broadway Misslssippi to 9th Collector Local
Broadway Sth to Kellogg Collector Collector
Park UniversitytoConstitution Colledor Local
Cherokee Ohio to city limiu (s.) Callector Collector
Ohio Plato to George Collector Collector
Wabasha Concord to George Collector "B" Minor Arterial
Stryker George to city limits (sJ Collector Collector
Dodd Stryker to city limitr (sJ Collector Collector
State Concord to Robert Colledor Local
Oakdale State to city limits (sJ Collector Collector
Wheelock Parkway Victoria to Johnson Parkway Colledor Collector
Arlington Victoria to Payne Collector Collector
Arlington East Shore Drive to White Bear Colledor Collector
Midway SnellingtoHorton Colledor Collector
Ivy White Bear to Hazel Collector Local
Front Dale to Rice Collector Collector
Case Mississippi to Earl Collector Collector
Case Johnson to White Bear Collector Collector
Ellis Vandalia to Transfer Collector Collector
Territorial city limits tWJ to Raymond Collector Collector
W. Minnehaha Prior to Pierce Butler Collector Collector
Sycamore Rice to )ackson Collector Collector
Cayuga Jackson to Mississippi Collector Local
Stillwater White Bear to city limits (w.) Collector Collector
E. 7th E. Minnehaha to Hazel Collector Collector
Thomas Fairview to Marion Collector Collector
Como R+ce to )ackson Collector Local
E. Minnehaha Burrto Edgerton Collector Coflector
Page 7
9 ? -8'G�'
Proposed Plan 1979 Plan
Street From/to Classification Classification
St. Anthony Snelling to Marion Collector Colledor
Maria E. 7th to Hudson Colledor Local
Hudson Maria to Johnson Parkway Collector Local
Old Hudson Birmingham to McKnight Coilector Local
Birmingham E. 3rd to Old Hudson Colledor Local
Concordia Snelling to Kellogg Collector Collector
Sel6y Fairview to snelling Collector Collector
Selby Ayd Mill to Lexington Collector Collector
Burns Earl to MN 61 Colledor Collector
Bums Upper Afton to White Bear Collector Colledor
Bums Suburban to city limits (e.) Collector Collector
Suburban White Bear to Ruth Collector Collector
Mounds I-94 to Burns Collector Collector
Grand Cretin to Dale Collector Local
St Clair Mississippi River Bivd to Cliff Colledor Local Mississippi River
Blvd to Cleveland;
Colledor east of
Cleveland
Cliff St. Clair to Smith Collector Local
jefferson Sneliing to Lexington Collector Local
Water city limits (s.) to Wabasha Collector Collector
Fillmore Wabasha to terminus Collector Collector
Plato WatertoWabasha Collector Collector
Plato LafayettetoFillmore Colledor Collector
Randoiph Mississippi River Bivd to Cretin Coliector Local
Highland Cretin to Edgcumbe Collector Local Cretin to
Snelling; Colfedor
Snelling to Edgcumbe
Otto w. 7th to Shepard Coliector Collector
Montreal Cleveland to Snelling Collector Collector
Edgcumbe Fairview to Hamline Collector Collector
Page 8
� 7 - s�'��'
Proposed Plan 7979 Plan
Street Fromfto Classificatian Classification
St. Paul Edgcumbe to W. 7th Colledor Collector
AnnaQolis Cherokee to Smith Collector "B" Minor Arterial
Otis Pelham to Mississippi River Blvd Minor collector Local
Prior Marshall to Randolph Minor collector Local
Davern Edgcumbe to St. Paul Minor collector Collector
Pascal Hoyt to HoRon Minor collector Local
Rankin W. 7th to Shepard Minar colledor Local
Homer W. 7th to Shepard Mi�or collector Local
Cedar University to Constitution Minor colledor Local
John Ireland Constitution to 12th St. Minor colledor Local
Smith Grand to Kellogg Minor colledor Local
Ramsey W. 7th to Exchange Minor collector Colfector
Exchange Ramsey to Kellogg Minor collector Collector
Ohio George to city limits (s.) Minor collector Local
Forest Ivy to Hudson Minor collector Local
Earl Ivy to Maryland Minor collector Collector
Clarence city limits (n.) to Maryland Minor collector Collector
Ruth Larpenteur to Furness Minor collector Collector
Furness Ruth to Ivy Minor collector Collector
Hazel Case to Minnehaha Minor collector Collector
Ruth Case to Minnehaha? Minor collector Collector
Springside Burlington to MN 61 Minor collector Local
Highwood McKnight to MN 61 Minor collector Collector
Hoyt Snelling to Vidoria Minor colledor Collector
E. Ivy Arcade to Earl Minor collector Local
E. Ivy Prosperity to White Bear Minor collector Local
Case White Bear to Nokomis Minor collector Collector
Conway Ruth to McKnight Minor collector Local
Jefferson Mississippi River Blvd. to Snelling Minor colledor Local
Page 9
9� -8'GB'
Page 10
DEPAR"IMENT OF PLANNING
& ECONOMIC DEVELOPMENT
CITY OF SAINT PAUL
NormColeman, Mayor
Drvision nfPlanxing
25 West Fourth Saeet
Saint Paut, MN 55102
August 13, 1997
TO: Saint Paui City Council
FROM: Nancy Frick � F-
RE: The Transportation Po{icy Plan — Changes from the 1994 draft
7 7�d��
Telephone: 612-266-6565
Facsimile: 672-228-3314
A draft Transportation Policy Plan was released to the public nearly three years ago. A public
hearing was held October 1994. After numerous delays, a substantially complete redraft of the
Pian was considered and recommended by the Saint Paul Planning Commission April 11, 1997
and Mayor Norm Coleman June 30, 1997. The City Council will consider the Transportation
Policy Plan at its August 20, 1997 policy discussion. This memo outlines the changes that
have been made in the plan since the draft.
The Redraft of the Plan -
The Transportation Policy Plan was revised to:
• be shorter and easier to read than the community draft
• focus on a physical and philosophical vision for transportation and on sustainable policies
that can provide useful guidance over the long term
• replace the draft's lengthy, detailed implementation section — which was quickly dated and
therefore not useful — with a brief discussion of existing City mechanisms for operational,
capital and legislative implementation, and a two-year list of priority actions
• update the street, truck and bikeway pians and add a transit corridor map
• respond to community and internal reaction to the draft and refiect emergent City positions
that surfaced since the draft hearing. The most significant policy changes to the Plan
respond to the recent planning efforts in the downtown/riverfront and to broadened
support for and definition of transitways.
Redraft of 7ransportation Plan G� 7 py �
August 13, 1997
Page Z
Policy Change Detaifs
1. The following policies were ded to reflect important issues not recognized in the original
Draft. (Abbreviated description of policy content.)
• Policy 23. Support expansion of Rideshare. (lnput from Minnesota Rideshare. lnternal
staff recommendationJ
• Policy 5. Land use controis, etc., to allow for telecommuting. (Community input.)
• Policy 10. Monitor development of new technologies for TDM. (Response to public
comment re: PRT.)
• Policy 21. Continue working closely with Ramsey County. (Response to County
comments; reflect jurisdiction issuesJ
• Policy 38. Parkway system policy. (Parks Commission recommendation.)
• Policies 59-67. Transportation infrastructure for riverfront. (Mayor's recommendation at
pubiic hearing. Reflects Saint Paul on the Mississippi Development Framework. Rep/aces
previous references to the Downtown Urban Design Pian which was under discussion at
the time of the draft.)
• Policy 63. Funding for both bus and LRT. Policy 70. Support LRT in central corridor.
These and several reworded policies reflect a conscious shift in stated policy to focus
away from a"bus vs. LRT" debate toward recognizing buses and LRT as
complementary parts of a multi-modal system and focusing on transitways — which
could be busways or LRT — as a major transit strategy. (Community input. County.
Mayor.)
• Policy 79. Don't remove sidewalks unless good reason. (Community input. )
• Po�icy 86. Support transit service for disabled. (City Council recommendationJ
2. These policies were eleted due to lack of community or administrative support.
• Old policy 21. Parking "hot spoY' management. (Too staff intensive.)
• Oid policy 65. Limit handicapped parking spaces. (lssue had been resolved. )
Redraft of Transportation Plan
August 13, 1997
Page 3
97
3. These items were retained from the eliminated imolementation section a�d now appear as
Pian policies.
• Policy 12. Traffic engineering and urban design principles.
• Policy 17. Ayd Miil EIS.
• Policy 19. Use of demand management where capacity improvement not desirable.
• Policies 27 and 38. Use of small buses as neighborhood circulators.
• Policies 34 and 46. Bus hubs; LRT stations.
• Policy 39. Phalen Boulevard.
• Policy 40. Business development and job creation as criteria for capital improvements.
• Policy 43. Transit deve�opment as economic development.
• Policy 48
• Policy 65
• Policy 66
Downtow� LRT planning.
Transit marketing.
Transit security.
• Policy 67. Transit service for transit-dependent.
• Policy 69. Reverse commuting.
• Policy 76. Bicycling marketing.
4. The policies were revised based upon input to the draft and/or further internal
consideration of the issue.
• Policy 23. Traffic calming. The draft recommendation for "bump-out" intersections, as a
matter of course where residential street repaving is done (old policy 16), is replaced with
a policy to draw upon a variety of traffic calming techniques, tailored to the needs and
interests of individual neighborhoods. (At the time of the draft, there did not appear to be
community support for a universal physica( design solution to p�omote neighborhood
traffic calming, — aiso PCA and County concems about negative effects of bump-outs; in
working with neighborhoods and their traffic problems, staff has found the situations lend
themselves to a variety of traffic calming tools that can be taitored to the specific problem,
and that this responsive appraach tends to be more acceptable to neighborhoods, and sti(1
can offer effective means of addressing problems.)
Redraft of Transportation Plan
August 13, 1997
Page 4
�?� 8'�r�
• Policy 33. Residential street repaving program. The draft recommended that the program
be accelerated. The revised plan policy calls for completing it, setting priorities based
upon cost effectiveness, and economic development and public safety goals. (Mayor and
Public Works recommendation based upon budget constraints.)
• Policy 51. Downtown parking demand reduction. This policy presents a multi-pronged
approach to reducing the need for parking in the downtown, including a variety of
incentives and bus service improvements. It expands the singular reference to preferential
carpool parking in the draft. fBased upon further study of downtown parking issues in
light of downtown development.)
• Policy 52. Downtown parking adequacy. This policy maintains the elements of the draft
which called for management and marketing of existing parking, but elaborates upo� the
draft's vague reference to increasing supply where needed by specifying the west core of
downtown as the area of need. (Based upon further study of downtown parking issues in
light of downtown development.)
The remaining changes to draft Plan policies are rewordings designed to communicate more
ciearly and/or in more detail.
Map and Figure Changes.
• Changes to the Street Plan Classified by Function were made to reflect coordination with
the County and Metropolitan Council.
• The Riverfront Development Framework Concept Map was added to reflect the work
done on the Saint Paul on the Mississippi Development Framework as of the time of the
completion of the Plan.
• Neighborhood Traffic Management Techniques is a graphic and narrative elaboration
upon the one-page chart included in the draft. It is intended to illustrate the tools that are
available for "traffic calming" that can be drawn upon in consultation with interested
neighborhoods to address their traffic issues.
• The Proposed Transit Corridor Map is a specific recommendation for application of the
transit redesign model portrayed in the draft Plan and was developed in consultation with
Metro Transit and the County.
• Changes made to the Bikeway Plan have been worked out with the Public Works staff,
Parks staff, and the City's Bicycle Advisory Board.
� Metropolitan Council g � - ���
Working for the fZegion, Planning for the Future
August 12, 1997
Saint Paui City Council
Re: Metropolitan Council Staff Comments on Saint Paul Transportation Plan
The following comments are the result of a preliminary review of the Saint Paul
Transportation Plan by Metropolitan Council Transportation Planning staff. It does not
constitute official Metropolitan Council review. That review will be conducted when the
plan is of£cially submitted to the Metropolitan Council.
The Metropolitan Council's primary transportation policy directions are to:
• Reduce Vehicular Travel Demand;
• Increase transportation capacity through better system management;
• Maintain, replace and improve the existing highway system;
• Improve the transit system; and
• Selectively expand highway capacity.
The three strategies in Saint PauPs Transportation Policy Plan of
1. Travel and System Management
2. Neighborhood Quality and Economic Development; and
3. Travel Mode Choice
and their related policies closely fallow and support the policies of the Metropolitan
Councal.
Of particulaz importance is the recognition that capital improvements ean realistically
only be expected to do so much towards relieving congestion, and then only in the limited
area related_to the improvement. Travel demand management and the use of alternative
modes over a lazger area have greater potential for reducing the rate of increase in
congestion.
One of the policy azeas that seems to be missing from the Saint Paul Transportation
Policy Plan is that of preservation. The document does comment that "The city is also
faced with aging infrashucture, limited resources, and growing and competing needs."
However, there is no strategy or policy clearly addressing the preservazion of the cities'
streets and roads. The Metropolitan Council has included this in their third policy
230 East Flfth Street St. Paul, Nlinnesota 55101-1634 (612) 291-6359 Fas 291-6550 1DD/TPP 291-0904 Meko Info Line 229-3750
An Equal �PPOrtunihJ E^iP(oyer
��-���
direction. It is also a major element of the Minnesota Departrnent of Transportation's
Metro Division Transportation System Plan. Given that the majority of Saint Paul's
streets are e�sting, the preservation of those streets is paramount.
Another policy area that needs to be addressed is that of access management.
Recognizing that Saint Paul is a fu11y developed core city and that few opportunities
present themselves for the management of access points along arterials, still some
discussion needs to be provided of when and where the lunitation of access might be
considered. If policies are not adopted before the fact, staff has d�culty raising the issue
in the review of developments.
Finally, the Metropolitan Council has certain requirements for items to be included in
comprehensive plans. The document reviewed, the Saint Paul Transpartation Policy
Plan contains much of the policy discussion we would look for in a plan. However, the
teciuiical background data upon which the strategies and policies were drawn will need to
be attached and also submitted with the plan. A few such items are as follows:
• Information on current and proposed land uses
• Transportation Analysis Zones socio-economic data allocations
• Traffic forecast for the year 2020
• Data on the number of lanes on principal and "A" minor arterials in the city
• Current daily traffic counts; and
• Narrative analysis of existing and future traffic problems,
A more complete list and fiu•ther descriptions of these items can be found in the Public
Facilities section of the Local Planning Handbook, May, 1997.
If you have any questions, please feel free to contact me at 602-1725.
Cordially,
%� i�
Mark Filipi, AICP
Transportation ForecasUAnalyst
� Metropolit,an Council
Working for the Region, Pkutrzing for the Future
August 13, 1997
Dear Counciimember,
97-YGfI
I am pleased to have this opporiunity to comment on the St. Paul Transportation Policy Plan.
My staff and I have reviewed the plan and we aze encoutaged by the strong support that the City,
through this plan, is showing for transit as a central element of the City's transportation
iufi�astructure.
Since my arrival in the Twin Cities earlier this yeaz, I have been impressed by the way in which
city leaders in St. Paul have championed a greater role for transit. Metro Transit is pleased to
work with the City on these efforts. The Commuter Action Team has been the most recent
opportunity for Meuo Transit to partner with the City to seek specific solutions to tough
transportation problems in downtown St. Paul.
While we have not had adequate time to analyze the plan in detail, it is clear that the City
understands the vital role that transit plays in an urban environment and the steps that are
necessary to increase transit's significance within the transportation system. The St. Paul
Transportation Policy Plan provides an excellent framework for parinership between the City and
Metro Transit, and we look forward to working with City staff to design improved transit service
and transit facilities for St. Paul. Our initial look at the plan suggests that there are specific
components that could be modified to help make transit more attractive and better able to
perform a key role in the future. We will be submitting more detailed comments on the plan
soon.
We agree that the key to real progress, however, is an adequate, stable source of funding for
transit in the region. I applaud the strong support from the City for increased funding far transit
service. Together we must convince the legislature and others of the importance of transit in
maintaining and revitalizing the urban core, advancing the economic development and properiy
of the region, and in maintaining the excellent quality of life we enjoy.
I believe that the Twin Cities has a solid transit system, and I welcome this opportunity to work
with the City to build on this foundation.
Sincerely,
� .`
Cf��x�
Arthur T. Leahy
General Manager
cc: James Solem, Regional Administrator, Metropolitan Council
Natalio Diaz, Transportation Director, Metropolitan Council
C'
560 �th Avenue North Minneapolis, Minnesota 55411-4398 (612) 349-7400 1Yansit Info 3733333 11Y 341A140
M FgialOpPorv�nib! ESnployer
� Metropolitaxi Council �t 7 - flb8
Working for the Region, Ptarzning for the Future
Metro Commuter Services
Aua st 12, 1997
Kirby Pitman, Policy Analyst
Council Investigation and Research Center
City of St. Paul
Office of the City Council
310 City Hall
St. Paul, MN 55102
Dear Kirby:
After reviewing the Saint Paul TransportaYion Policy Plan (Recommended by the Saint Paul Planning
Commission April 1997), I wish to submit the following comments:
Metro Commuter Services (MCS) strongly supports the City of St. Paul in its aggressive use of
trave] demand management (TDM) strategies to reduce the number of single occupancy vehicles
using transportation amenities in St. Paul.
In particular, Metro Commuter Services endorses the City's promotion of car and van pooling,
biking, transit, flexible hours and telecommuting as alternative solutions for reducing congestion.
MCS also encourages the City to identify and use enticements to encourage commuters to utilize
these modes. Enticements include free or significantly reduced rate parking for poolers, secure bike
racks or lockers and trails or lanes for cyclists, and better and more frequent transit services far bus
riders.
• Metro Commuter Services will support and assist the Commuter Action Team and any of its
successors in encouraging employers to promote travel demand management activities to their
employees. MCS also encourages the City to lead by example by promoting TDM altematives to its
employees.
• Metro CommuCer Services will offer its services to the City in promoting TDM activities, including
the Regional Guazanteed Ride Home Program, ridematching for pooi formation, collateral materials
on the benefits of not driving alone, preferential pool and bike parking program adminish
commuter transportation survey administration and analysis, and employer outreach.
As a part of the Metropolitan Council, Metro Commuter Services will assist the City, its employers,
workers, commuters and residents with identifying commuting strategies that will reduce congestion
and air pollution, save time and money, and enhance the livability of the community.
Sincerely,
��� ��
Trish Moga
Manager of Metro Commuter Services
Mears Park Centre 230 Eas[ FV3h Street Sa�nt Paul, MinneSOta 55101-1634 f612) 34&RIDE FAX 6024200 T1Y 349-SIGN
e-mail� commuterservices@metcstate.mn.us
Me�YO
1 '
SERVICES
An Equa( OpportunLLy Employer
08113/199� 11:02 6123301649
r�um, v+mce�c
P�aasmellen to 01, Paul C�N Counall
AUGSBURG COLLEGE
Why Traft'ic Caiming , NOW?
PAGE 63
97-�G8�
�l�c�-c�s �f�(
�t��q�l a'�Py/
1. Roadway Congestion--Commissioner Denn of MnD4T has
stated, "we can t build our way out of conges6on." The cast of
building new roads is exceeciing the pubiic benefit.
2. Citizens ars increasingly voicing concems about transportation
costs and are showing an interest transportation altema6ves. There
continues to be a strong public interest inpreserving the environment
and developing a"sense of communily."
3. Vehicle Miles Traveled jVMT) and vehicle Nips are increasing.
4. Single Occupancy Vehicles (SOV) relance is increasing.
5. Speed, traffic v�lume, traffic noise and other pohutants are
increasing as VMT and SOV increases.
6. Transit serv"sces and ridefship are decreasing.
7. Community Livabiiity is associated with speeding, trafif+c volume,
traffc noise an@ other pollutants.
6. As the p�rception of livabilty declines, residents pursue other
op6ons and the "sense of community" tends to dectine.
9. As tivalbity and the sense of community decline, cities have
experienced an increase in social and economic problems.
While transporfiation is not the sole cause, nor the sole soiution of a city's
social and economic problems or thepublic's perceived lost ofi
"comrrtuniry," transportation policies and programs have contributed to
these problems. Therefore, transpostation planning must also contribute
to tha solution.
Traffic Calming can encourage a"sense of communit}/' by tuming city
streets into rr�ore friendly pedestrian environments. This requires that
traffic calming techniques must be incorporated into cj��de traffic
management plans. 'fratfic calming cannot correct poor roadway design.
It is not just a� enhancement to be "added on."
p1�2DInd Lom �L�nina Paa Thn CIXm yy NeNNMNn R keMVOM�
68/13/1997 11:02 6123301649 AUG5BURG COLLEGE PAGE 07
Ppm ttsplc 91D
7�YGaMatlon to 91 Pau� LfN LDUnU7
Principles of Traffic Calming
M (C�l 4 L ° � �
97-�`f
Principle 1: Sfreets must be designed for al{ modes of trave{,
incVuding wafking and biking. Streets are also places for
soc"sal interaction among residents, neighbors and
children at play. No single func�on should dominate to
the exclusion of alt others. Streets are,�2 just for cars.
Principfe 2: Residents have a right to the best quality of life a cify can
provide as well as access to an environment that foste�s
a sense of community. No person or groups has the
right to increase their mobility or access at the expense
of another. This should create the recognition that a
transportation system which places its emphasis and
allocates m�st of its resource for automobile transport
discriminates against a large segment of society.
Principle 3: The implementation of a transportation pian shouid
ma�timize public accessibiiity whiie decreasing public
cost. It makes sense to min"smize the time, money,
energy and environmental affects of travet that the city
and its residents must pay to increase access to a wide
range of destina6ons. It means maximizing the efficiency
of the existing transportation system (streets and transit)
befiore buiiding new infrastructure. 1t atso means
reallocating resoutces to other modes of travei bes'sde
ttie automobile.
Q)artic Ca mina UY GNZSMAOvUClllnp P89poMlble Tl9�1BpOMtlon)
08/13l1997 11:02 6123301649 AUGSBURG COLLEGE PAGE 04
llnm Lah��sR �/�� D, �� /
P(ReeMeIIM ta dt Peil City CounG� ��-���
Techniques of Traffic Calming
t. Reduce Speed:
a. Slower traffic amits less noise and fumes.
b. There are less accidents at sloWer speeds.
t. Accidents that do happen are less damaging io persons and property.
d. The capacity of exisiing road space is increased.
2. Change Road Design:
a. Narrow traiffc idnes.
b. Interrupt driver's Une-of-slght.
c. Paved speed tables_
d. Protected sireet parking bays.
e. Neck downs at intersections.
f, Changes in ditaction.
3. Change Driver's Psychologica( "Feel of the StreeY'
a. increase driver awareoess through afterstions mentianed above.
b. increase pedesirian side walks and widen them.
c. Prov7de bicycle pafhs.
4. Increase Incenfives to Use Public Transportation.
a. Create a time adva�tage over cars.
b. Provide economic incentive via fare discaunts.
c. Offer timely, reliable and freguent tsansit services.
d. Institufe free and reduced fair zones.
e. Provide tliscounts and tax incer�Nes to empioyers who support
thsir amptoyeas use of transit.
5. Discourage Use of Single Occupancy Vehicles.
a. Restrict long-term parking.
b. increase park)ng fees.
c. Increase taxes on patking lofs.
d. Limd public funding of parktng faclllties.
e. Remove employer inceniNes to provide "Free" parking.
6. Optimize the number of people using each car.
a. Subsidize car pooling through parking discounts.
b. Locate car pool parking in ceniral¢ed, desired locations.
7. Op6mize choices of travel_
a. Rea! options io the singie occupancy vehicle mus! be providetl.
b, Improve public transit services and ttte public's perception of
lhat service,
c. fncrease the aitracfiveness and safety of walking and biking.
8. Create strong, viable local communities through the use of "new
urfian" design.
a. Trips prevlousy made by cars can be made by transft,
wafking or biking.
b. By using elternative travel, children and the elderly are prov�de
more mobilify and require Iess chauffeuring.
08/13/1997 11:02 6123301649 AUGSBURG COLLEGE PAGE 05
� Kir14e/ o �Me�/
ilmm �aR�cAlp
Gieee111lII9n l0 81 VBYi Cltr COLLOGI
Expected Results of Traffic Calming
g? - f�8'
.
Based on researcfe from Europe, Asia, Scandanavla, Canada,
Austrafia and selected citias in the United Slates where tratfic claming
prinieptes and tecfiniques have been impfemented, lhe foflowing resuNs
wera achieved:
Noiee end po{lution were reduced by up to 5096.
' Top speed of lraffic decresed by 5096, but journey fimes ony
increaseQ by 71%.
' Less heavy ira�c and tess "short-cutting thraugh residentai!
neighborhoods,
' Smatler roadways moved the same number of people. The
exlra space crealed by ariering andlor closing aulomobile lanes
was transformed into tree-Ilned avenues, bike-ways, walking
paths or open space. Thfs, in turn, Increased the fi�abilNy of
the area.
' Greafer safety for drivers, pedestriens, cyctists and ehitdren
at play.
• For ihose irnolved in aociderNs, there was a 4D-S096 ►ess
chance of befng ktlled or serlously i�ured.
' Traffic during peak hours decreased by 3096 l0 5096.
' lncreased travel options for everyone--part)culerly those w3lhout
access to a� automobife.
' Less stop/slarl dr'Ning.
' Enhanced neighbo�hood proQerty values and inc�eased
communtty vitafity.
Traffic Calming can resutt in the best of both �nrorlds—
increased accesslbllty and a better quatlty of Ilfe.
tPaaoted twm I�artn ca��im aaa �LU�(�
@8/13/1997 11:02 6123361649 AUGSBURG COLLEGE PAGE 06
ilsm LaNUqp
Pieganiatl0n 10 Si pHtl1 Pry LDU�p1
Myths af Traditional Trafflc Planning
and Aliernative Reatities
M,�� a'Ne
q?-P��
MYTFt 1: Current irafflc projecttons are important {n deciding vahat saads are needed.
Rea4ity 1: Such an appraach looks sensible, untii ane reatfzes it makes the assumption
ihat the present is the ideal.
AAY?H 2: Traftic planning is not responsible for how much peop�e went to use �heir cars.
Rea�tty 2: Tne volume oT tratttc In a cQy Is�! �nevrtiable. In every cny, trattic vo(ume Is a
resuft of ineasures adopted by government.
MYTH 3: Predicted tra�c growth musi be Qrovided fo�.
Reality 3: Tra�c simpiy eXpands to road space made available.
MYTH 4: Bigger raads are saFer roads.
Reafity 4: Buiiding bigger roads encourage greater speees and bear some of the
responsibilily for tising accident and dealh tolls.
M1AYTH 5: Bigger roads increase people's mobility.
Reality 5: The nef resulis of bigger roa�s is that we spend more and more time behind
Ihe wheei oF a car to reach (ewer and fewer desiinations.
MY7H 6: Bigger roads provide more advantages to more people.
Reatity 6: Cantrary to popular betief, bigger roads evecyone and advaniage no
one—except those who design and build them.
MYTH 7: Tra�c plenning simpty responds lo existfng demands.
Reallty 7: 7raffic plan�ing can create damand if it does not also consider the wiAer social,
environmental and pofilical concerns oi the cfty.
We cannot confinue to prepetuafe these myths. To do so woutd decrease the quality of
11Pe and livability of ihe cily. Trafflc Calm)ng provldes a mechanism to create an
alternative realify.
(T ak4n lmm T�af1�c [g�m�pq bY C��2en MMOq11Q0 Rq9on91o19 T�anSqonatwn )
DEPARTMENT OF PLANNING /3
& ECONOMIC DEVELOPMENT `7 7 — �� �
CTTY OF SAINT PAUL Divisiors of PZmv+ing
Norm Caieman, Mayor 25 West Fourth Streei Tekphane: 61&266-6565
Saint Pnul, MN 55102 Facsimile: 612-228-3314
November 12, 1997
TO: Kirby Pittman
FROM: Nancy Frick � �
RE: Transportation Po{icy Plan: Council Questions and Issues
The following are my responses to submitted comments and questions regarding the
Transportation Policy Plan.
Incorporation of fraffic calmi� into the plan.
Policy 22 (p. 12) states,
"The City should use a neighborhood traffic management process to
systematically address neighborhood issues to 'calm' or divert traffic, while
maintaining necessary access. This process should inc�ude residential,
business, service and pubfic safety interests and offer an array of techniques."
Policy 23 (p• 13) states,
"The City should explore a variety of traffic-calming road design options with
interested neighborhoods at the time that focal street construction is being
planned."
These policies are being carried out by Public Works. Among areas where the process has
been initiated are: Doswell/Chelmsford, MargaredArcade, Railroad island,
Bidweil/Congress, ThomaslMacKubin, MorganlEdgcumbe, LaFondlGrotto.
The Neighborhood Traffic Management Techniques described on pages 36-41 are intended
to represent the array of techniques for calming traffic — road design, traffic control, and
enforcement/education — and offer generalized information on the reiationship of each to
voiumes, speed, safety, pollution, and community reaction.
An earlier draft of the Transportation Policy Pian had proposed uniform instal{ation of
"chokers" or "bump-outs" as streets were reconstructed; reaction was negative. The
philosophy behind the current recommendation of a process tailored to and involving the
g 7 -�� �
Kirby Pitman
November 12, 1997
Pa�e 2
community, reflects an understanding that workable solutions to traffic problems are not
'one-size-fits-afl", but work best when devefoped to reflect the unique conditions of a
neighborhood, including the desires of affected residents and businesses. Each type of
technique requires careful consideration of its benefits and drawbacks, to ensure greatest
effectiveness.
And, of course, availabiliry of financiai resources wi11 determine the degree and speed at
which traffic calming techniques can be applied throughout the city. •
The array of techniques illustrated on pages 36-41 is not intended to be exclusive. It
reflects those thoroughly assessed in a 1994 report of the Institute of Transportation
Engineers, North Central Section. The City should certainly ezplore whatever traffic
ca4ming devices might apply. The School Safety Program, recently amended by the
Council to the 7ransportation Pfan, referenced some additional techniques. These will be
incorporated into the final draft of the P4an.
Comprehensive Plan Issues.
Attached is a question-and-answer sheet which describes:
1. The general requirements of Minnesota law regarding Saint Paul's comprehensive
plan.
2. Specific requirements the updated pfan must meet.
3. The approval role the Metropolitan Council has in Saint Paul's plan.
4. What is required by the end of 1998.
5. The approach the Saint Paui Planning Commission's is taking to the update task.
6. The relationship between the plan update and the Metropolitan Council's new
regionaf growth strategy.
7. The incentives offered by the Metropolitan Council for meeting the requirements.
There is aiso a diagram of the update process.
Priorities
Council comment included recommended additions to the short narratives that toilow the
listing of Si�nificant� Improve Transit, Enhance Neighborhood Environment, and
Rationally Mana�ement Traffic on City Streets as major priorities of the transportaYion
plan.
�17 -�f� �
Kirby Pitman
November 12, 1997
Page 3
The recommended Plan contains 89 policies, organized to serve objectives within three
broad community strategies. This is intended to provide comprehensive treatment of
surface transportation issues, but does not necessarily convey a sense of priority.
In its averview section, however, the plan highlights six overarching priorities on which to
focus most attention in the coming years. Each of the six priorities is followed by one
paragraph which discusses why the item is a prioriry and lists a few key plan
recommendation3 that support that priority. it was not intended that this section repeat a{{
of the plan policies that support each priority.
The additions suggested to the S�nificantly Improve Transit priority (smaller circulator
buses, reverse commute options, and working with Metro Transit) are indeed found in the
body of the plan.
Under Enhance Neighborhood Environment, there is a suggested addition to consider
vacating unnecessary streets, such as those platted and unpaved or those that create short
blocks, for housing and economic development opportunities. ft seems most appropriate
to consider doing so in reaction to specific proposals, rather than as a broad transportation
pol icy.
There is also a suggestion to create "bump-outs" to improve parking and safety. As noted
above, chokers or bump-outs, are among the array of neighborhood traffic management
techniques at the city's disposal when addressing traffic issues.
Finally, it has been suggested that Telecommunications be added as a major priority, with
a recommendation that communications conduit be installed when streets are open for
reconstruction or utility work. The commentary notes that a"weil-developed
communication system is imperative [for the city� to compete for new businesses", and
goes on to note that "such a system provides opportunities for tele-commuting thereby
reducing traffic and lessening the demand for parking."
The draft plan focuses on transportation (peopie-moving) and does not attempt to address
communications (information-moving�. lt does, however, support telecommuting as one of
the means to reduce the need for trans�ortation capacitv. (Specificaliy in Policies 5, 7 and
9; indirectly — as one of the identified TDM measures — in Policies 8 and 10.)
Other
Under Policy 23, it is suggested that examples of "traffic calming" design optio�s be
included. It will be clearer to the reader that those options are included in the plan, if a
reference to the Traffic Management Techniques illustrative section is included along with
Kirby Pitman
November 12, 1997
Pa�e 4
the text of Policies 22 and 23. This can be added.
�7 -���
It has been suggested that the phrase "The City shal/" rather than "The City should" be
used to characterize a particufar plan policy. The proposed plan uses a standard phrasing
throughout of "The City should ...". At one time, there was concern about the legal
obligation suggested by a"shall" wording; the Councif may wish to seek a legal
interpretation of such phrasing iE it approves changing it.
Attachment
�7 - ��S
Saint Paul City Plan Update for 2000
Questions and Answers About the Requirements and Saint Paul's Approach
What is needed fo meet the
requirements of Minnesota law?
An updated comprehensive plan for the City
must be submitted to the Metropolitan
Council by the end of 1998; thereafter, the
plan must be updated at least every 10 years.
What specific requireme�zts must the
updated pdan meet?
A table attached lists, in the 1eft-hand
column, the specific items that the City's
plan must include. Certain optional items
aze suggested for inclusion and the City may
include chapters addressing other subjects if
it chooses. The Metropolitan Council has
produced a handbook that details their
expectations for each of the required
elements.
What approval role does the
Mefropolitan Council have in,Saint
Paul's plan?
Under the law, the City Council cannot
finally adopt a comprehensive plan for the
city, or any amendment thereto, without the
Metropolitan Council's approval. The
Metropolitan Council is to review the p1an
for
• Conformity with metropolitan
system plans (Aviation, Recreation
Open Space, Transportation, Water
resources)
Consistency with other adopted plans
of the Metropolitan Council; and
Compatibility with plans of other
communities
In these area, the Metropolitan Council can
require changes in the plan before it can be
finally adopted.
What is required by fhe end of I998?
The end of 1998 is the deadline for
submission of the plan to the Metropolitan
Council for ttieir review. At the time of
submission:
• The Piamiing Commission must
have approved the draft plan.
• The City Council must have either
given the plan preliminary approval
or adopted a resolution to submit the
plan for review without pzeliminary
approvai.
• The draft-,-or a draft--must have been
reviewed by adjacent communities.
What is the Saint Paul Planning
Commission's Approach to the update
fask?
Saint Paul has, since before the Metcopolitan
Land Planning Act was originally adopted,
updated its plan incrementally. Each year,
some major area(s) where a need for updated
policy is clear, is addressed with
amendments ar a complete new chapter. As
a result, many of the requirements for the
updated plan aze met with recently
completed chapters, particularly the Parks
and Recreation Chapter a@opted in 1996,
and the Transportation Chapter presently
before the City Council. The right-hand
column o£ the table on requirements
attached notes the intended means for
meeting each of the requirements.
�7-S�Y
e
The Plamiiug Commission is placing most
of its effort in the update on three elements
that will play a central role in defining and
communicating development policy: 1) The
Land Use Chapter is a central component of
the City Plan. An update of flais
fundamental statement of development
policy was planned even before the update
requirement was adopted. 2) In discussions
with the City Council over the past year, as
in other forums, the need for significant
revision o£the Housing Chapter to meet the
realities of a market very different from that
of 1990 when the current chapter was
adopted has been noted. 3) A Summary
Chapter is planned to ensure provision of a
concise overall statement of Saint Paul
development policy.
What is the relationship between the
plan update and Metropolitan Council's
new regional growth strategy?
The Metropolitan Council intends that each
community's plan will identify targets and
means for accommodatang an appropziate
shaze of the region's anticipated growth.
They also expect each community's plan to
respond to other development policies
(transportation, housing, etc.) that will lead
to a more efficient and sustainable
development pattern for the region.
Influence over the local planning process is
a primary aspect of the Metropolitan
Council's p�rowth strategy.
The Metropolitan Council has suggested a
target of 9,000 additional households by
2020 for Saint Pau1 and 9,000 additional
jobs. The opportunity represented by
regional growth, and the portion of that
growth to be accomxnodated in the city, are
significant issues for a revised Saint Paul
Ciry Plan.
What does the Metropolitan Council say
about our incentives to meet the
requiremertts?
"Council gives priority to communities that
are consistent with and support regianal
goals when making decisions about
distribution of regional resources;
communities that do not have adopted
comprehensive plans may be ineligible for
Council incentives or non-competitive.
Council modafies System Plans and
Operations to accommodate comprehensive
plans that are consistent with regional
goals"
A diagram of the update process from the
Metropotitan Council's handbook is
attached.
q7-���
Saint Paul City Plan Update
Requirements and Options for 1998
Required Contents Saint Paul Fulfillment
Land I3se Chapter
a. Exstg & Proposed use of la�d 1. New Land Use Chapter, 1997
b. Protection for Historic Sites
c. Protection for Solar Energy
d. Water management 2. Policy will be surnmarized from plans
of individual wtershed mgt
orgatuzations after they are complete.
e. Housing Policy 3. Revise Housing Chapter
Public Facilities Plan
a. Transportation Plan 4. Adopt new chapter. Minor revisions
later if required by and new land use
chapter
b. Sewer Policy Plan 5. New shozt chapter developed by Public
Works
c. Parks and Open Space Plan 6. New chapter complete and adopted;
minor revisions will be made if
required for consistency with other
chapters
d. Water Supply Plan 7. Requirement met hy Ramsey County
plan already complete.
a7 -�� 8
Implementation 8. Chapter suuuuariziug items below
Official Controls
a. Zoning Ordinance 9. Zoning Ordinance Revision (including
river corridor ordinance)
MNRRA Tier II
SP on the M Development Frmwk
Land Use Plan
b. Private Sewers Controi 10. Revisions if required
c. Subdivision 11. No revision need anticipated
Capital Improvement Prograxn 12. CIP will �eet requirements
Housing Implementation 13. Housing Action plan will meet
requirements
Optional Contents Saint Paul k'ulfillment
a. Redevelopment Area Designation 14. Areas of change/redevelopment
designation under consideration for
land use chapter.
b. Intergovernmental Coordination 15. For further consaderation. New chapter
could address roles for:
Saint Paul Schools
Ramsey County
Sate o£Minnesota
Federal Godt °
c. Economic Development 16. Summary Policy Chapter
o7-�lP�
Notes to Chart
Step 1. Caundl amended the
Regionnl Blueprint to include a_
Regionai Grawth Strategy and revised
its system pians.
Siep 2. Zhe summary information
inclucles policy-based forecasts,
assumptior�s about new policy areas,
changes itt rystem pians and land �
demand
Step 5. After revuing the plan, the
community sends it to adjacent munio-
ipalities and to the Metropotitan
Council for review.
Step 6. Consistency with the
Metropolitan Development Guide
inctudes forecasts and resuitant iand
demnnd, and other Blueprint goats.
Conformity with metro system ptans
includu adequate informarion, sub-
stantiai impact on a system ptan or a
substantictt departure Jrom a system
plan. If a plan u incompaiible with
other jurisdicrions' ptans, the Countil
can mediate differences at parties'
request.
Step 7. Loca1 controls — zoning,
ordinances, capitai improvement pro-
grams — must be consisTent with
compreheruive plans.
Step &. Communities that do n4t iw.ve
adopted comprehensive pians may be
inetigible for Councii incrntives.
7.2
Comprehensive Plan Steps
� 0
Council rev�sed Council sends summary
Metropolitan Deve%pment information to afi local
Guide, govemmental units.
�
Locaf community decides
whether to revise its
iocal comprehensive plan.
�
Local community revises
its comprehensive plan.
0
Local community adopts
plan and puts it into
effect.
�
Councii staff and locat
community nego5ate
forecest and land use
assumptions for the
community.
Council reviews tfie p{an for:
- Consistency with MeMopolita�
Oevelopment Guide
- Conformity with metro system
plans
- Compatibiliry with other
jurisdictions' plans
- Compatibifity with other
state/federal reguiations.
�
Councii gives priority fot
regional resources to
communities that support
regional goals, and revises
system pians as necessary.
May 1997 local Pfanning Nand6oak
°�` � 9 � -8��
ST. PAUL POLICE DEPARTMENT
RESPONSE TO AND ANALYSIS OF
THE ST. PAUL TRANSPOI2TATION POL2CY PLAN
Dated: 10-13-97
Contact Person: Lt. Mike Morehead
St. Paul Police Departmeat
Traffic and Aceident Unit
292-3722
. , . q7-���
Thi"s document is a response to a request from the St. Paul City
Council for information pertaining to enforcement issues associated
with St. Paul's Long Range Transportation Policy Plan.
The SC. Paul Police Department was asked by City Council Research
to review a document titled "St. Paul Transportation Policy Plan".
The plan was developed by the Planning Commission pursuant to a
legislative mandate. The plan has been in development for at least
four years_ During those years no one in the Police Department
recalls anything more than dated requests for casual comments_ The
draft plan, upon receipt in Ju1y 1497, was sent by Chief Finneg to
Lt. Morehead in the Traffic and Accident Unit for review and
comment. °
The Police response was to generally support the goals of the
transportation plan. Some concerns and questions were raised with
a comment that these issues could be address.ed in the future. The
Council response, however, was to ask for more information about
enforcement in general before adopting the plan.
The Transportation Plan offers some explanation for the increase in
traffic congestion on page 4. The Police DeparCment concurs with
this analysis. The attached graph depicts the overall increase in
traffic. Over the last 20 years the miles of streets and alleys in
St. Paul has remained stable or, based on the number of street and
alley vacations seen lately, have actually declined. The net
result is that more vehicles are attempting to travel and park on
a diminishing amount of public thoroughfares.
When discussing the enforcement response one must remember that
enforcement is one part of the overall criminal justice system that
inc7,udes the courts and corrections. The criminal justice system,
over the past 20 years, has had to deal with a near tripling of
homicides, Che influx of major gangs and accompanying drug related
activity. As these non traffic problems were increasing, the
efforts of traffic engineers, vehicle manufacturers, and traffic
safety enforcement programs were paying diviclends in the form of
steadily decreasing accidents, injuries and deaths. See attached
data sheet #2. The rise in crime coupled with a decline in traffic
deaths caused realignment of personnel in most police departments.
In St. Paul the number of persons assigned to the Traffic and
Accident Unit went from 24 in 1980 to 14 in 1997. During those
same years the Homicide and Narcotics Units were expanded and the
Force and Gang Units were created.
Regularly assigned street officers responded to the changing crime
climate by devoting more time to gang and drug problems then to
traffic related problems. This has caused the zelatively small
number of Traffic and Accident personnel to become increasingly
responsible for the majority of the traffic enforcement programs in
the City. Improvements in productivity and efficiency have given
the modern officer the ability to maintain high levels of tra�fic
citations. However, City and County prosecutors, Court personnel
and Sudges, faced wiCh increasing cases and a tendency for
. , ,:
Page 2
increased litigation, are struggling to keep up with their
caseloads.
A close review of the data from sheet #2 shows that fatalities
dropped to single digits throughout much of the 1980's. Since then
fatalities have rebounded solidly into the teens. Demographically,
St. Paul has seen an increase in young children and the elderly.
Both of these groups are prone to higher accident, injury and death
rates. They are clearly represented in the 1990's statistics from
data sheet #2- There is also a belief that the cheapest and
easiest means for reducing accidents and injuries are alzeady in
place. Further reductions will be costlier and more difficult to
implement. Given the overall circumstances, the general belief is
that accidents, injuries, and deaths will continue to creep upwards
for the forseeable £uture and will not return to 1980's levels.
Unless a major outside factor(s) intervenes, such as a major fuel
crisis, there is no indication that drivers, vehicles or miles
driven per year will do anything but increase in the future. This
means that there is a strong likelihood that the system will see a
net increase in numbers of accidents even if the percentage rate of
accidents remains the same or even drops slightly.
ENFORCEMENT CONCERNS
Downtown Parking: During the Winter of 1996/1997 there were
several documented cases of people being overcome by carbon
monoxide while caught in traffic jams inside downtown parking
ramps. Both the inability of the ramps to have adequate staff
to handle outgoing traffic and traffic jams outside the ramps
caused these problems.
The City of St. Paul has little or no control over the freeway
ramp metering systems. When meters were first installed on
freeway entrance ramps adjacent to downtown, traffic started
backing up into the loop areas. The metered entrance ramps
constrict the outbound flow of traffic, trapping it in the
loop. When streets in the loop fill up cars in parking ramps
cannot exit. More loop ramps are projected in the near
future. The new Lawson Building is projected to have a
large parking ramp. Reportedly, the St. Paul Company's are
considering a large downtown ramp. Minnesota Mutual recently
announced plans to acquire the block west of their current
building in order to construct another office tower complete
with ramp parking. The new State Revenue building now under
construction will add to near loop parking as will the new
Science Museum complex.
The Police Traffic Unit is concerned that the addition of
thousands of loop parking ramp spots in the next few years
will create massive evening rush hour traffic jams.
Enforcement efforts will not be able to clear these jams.
�7-8�5
Page 3
1. RESIDSNTIAI� PARKING The St. Paul Police Department currently
deals with residential parking problems using a combination of
regular patrol officers and Parking Enforcement Officers
(PEO's). PEO's are considered civilian employees, but they
have some Cagging authority. The PEO's handle the vast
majority of parking related complaints. The tags they issue,
using highly efficient electronic ticket writers,
generate fine revenue that more than exceeds all costs
associated with the PEO program. In other words, the PEO's
pay for themselves and mak� money for the City.
Approximately 20-25% of all calls received by the St.Paul
Police Department on the day shift are parkingftraffic
related. An estimated 8% of annual ca11s for service to the
Police Department are parking/traffic related. The majority
of parking complaints come from residential areas. The
current PEO staf£ cannot effectively handle this volume of
ca11s. Demand is increasing for their services.
2. A major problem with residential parking involves the cga�an�
number of junk/abandoned cars on the streets. The City has
only limited resources and infrastructures to handle this
growing problem. In the past the City Impound L,ot only filled
up in the Winter in response to snow emergency tows. Now
routine Spring and Fall street sweeping, together with Summer
street sealing operations, keeps the Impound Lot full to the
point where tows must be restricted to emergency cases only on
a frequent basis. In addition to a shortage of storage
capacity, the City cannot hire adequate numbers of towing
contractors to remove cars, especially during the Winter
months.
3. Abandoned or inoperable cars litter the streets and alleys of
St. Paul largely due to oux changing culture. America's
growing affection for all things mechanical has caused people
to fill their yards and garages with everything but the cars
they use on a daily basis. Potential parking spaces in yards
are filled with boats, snowmobiles, ATV's and other
recreational vehicles. The growing street rod/collector car
craze has added thousands of hulks to peoples yards or
garages. A tour of any part of the City will quickly reveal
substantial numbers garages that have not seen a car inside of
them for years. When garages and yards are full people are
forced to rely on the street for the parking of the cars that
they use on a daily basis. As competition for street parking
increases there is increased demand for permit parking andJor
parking restrictions. This results in competition or friction
between various factors as residents vie against businesses
who via against students and others for the few remaining
parking spots. The establishment of each new permit parking
area creates substantial increases in requests for
g�-���
Page 4
enforcement. Current PEO staff are again strained to keep up
with citizen expectations for permit zone parking enforcement.
MAJOR TRAFFIC ROU`PS CONGESTIOI3 The smooth flow of traffic
in and out of tihe City depends on keeping major arterial
streets open to maximum use during rush hour traffic. Here
again, the City has inadequate resources to deal with the
existing problems. A single car left in a rush hour zone can
jam up traffic �or blocks. The City has not followed the
practice, in use in most major cities, of aggressively towing °
rush hour violators. In addition, £ine levels are inadequate
to discourage many parking offenses.
NEIGHBORIi00D TRAFFIC PROBLEMS All levels of government are
increasingly being asked to reduce traffic in neighborhoods,
slow down speeders and force people to stop at stop signs.
Simply put, the steady increase in vehicles over the past two
decades have turned quiet residential streets into busy
thoroughfares. Basketweave stop signs have largely failed to
calm neighborhoods. Current proposals to erect various forms
of barriers in neighborhoods have been tried in some other
cities. Their success at calming neighborhoods has been
questioned. These barriers create problems for street
maintenance and emergency service providers. The City does
not endorse the use of barriers at this time.
TRAFFIC ENFORCEMENT Traffic enforcement has declined.
As automobile use has grown and routine enforcement
capabilities have declined, the likelihood oE being tagged for
speeding or other minor violations has decreased. The
Legislature, in response to growing concerns about traffic
related problems, has steadily increased penalties for a
variety of traffic related offenses. Many traffic offenses
have increased from misdemeanors to gross misdemeanors or
fe7.onies. The enhanced penalties take officers off of the
streets as they book and process hold book cases which in the
past were handled as tag and re].ease cases. The resources of
the prosecutors, the courts and the corrections systems have
been badly strained as they try to keep up with the growth in
not only traffic related csaes, but growth in all other areas
of the criminal justice system. In addition, the legislature
has enacted a law that prohibits 1aw enforcement management
from suggesting or establishing traffic enforcement goals for
patrol officers. Patrol officers in turn are reluctant to
focus on traffic enforcement.
The traditional enforcement methods of using officers to
document traffic violations that result in tags or arrests
is ineffective. Technology is 6eing developed that will allow
cars to interact with roadside equipment to either actively or
g7 -8�8
Page 5
passively control speed andjor movement. This technology will
not be readily available until the Federal Government and
Detroit agree to its use. In the interim, the latest
available proven technology utilizes a combination of cameras,
computers and other technology to electronically capture
traffic violators. It is know by names such as Photo-cop,
Photo-radar, Photo red light and similiar names.
NEW TECHNOI,OGY The technology mentioned above is highly
effective at identifying Craffic of�enders, assessing and
colleating penalties, reducing violations and improving
traffic safety. These systems share the following:
1. High Tech cameras capture a still �r video image of the
offending vehicle and ofterstimes also get an image of the
driver.
2. The vehicle is not stopped at the time of the offense.
InsCead, information from the license plate number
generates a violation letter to the registered owner of
the car.
3. Regardless of who was driving the car, Che registered
owner of the car is responsible for the fines associated
with the violation. Like todays parking tickets.
4. The fines are treated as civil rather than criminal
matters. The� act much like todays parking tickets.
There is no right to a court hearing or trial. Contested
violations are handled by administrative hearing
officers.
5. The systems are high volume and are general7,y limited
' only by the design capacity of the equipment or its
operators. Most systems generate large profits and
pay for themselves in a few years.
6. The systems can be operated by trained technicians who
earn leas than peace officers.
7. Most systems have multiple site capabilities or are
mobile. Once introduced, significant violation reductions
can be achieved simply by posting a notice of the
presence of the enforcement equipment. A typical photo-
red light might have 20 sites but only 5 cameras that are
moved from site to site. Motorists cannot differentiate
between an active and an empty site. Compliance at empty
sites often equals compliance at active sites.
The unique nature of the system generally requires new
legislation on a State or Provincial level_
�7-���
Page 6
The above mentioned technology will improve traffic safety.
This technology is, however, controversial. Citizens objec�
to being monitored by cameras. Problems exist where owners o£
cars demand a means of transferring fines to the actual
drivers_ Opponents view the systems as new money making
schemes for government rather than legitimate traffic
enforcement tools. Law enforcement unions may object to the
systems if they are automated or operated by persons not in
their unions.
TRENDS The following trends exist in relation to traffic in
St. Paul and Minnesota in general:
1. The number of cars per capita, miles driven, and licensed
drivers are all on the increase. Also on the increase
are the number of boats, snowmobiles, ATVs and other
recreational and mechanized vehicles. St. Paul; with a
fixed land area and no growth in streets is finding
itself faced with increasing congestion in all areas.
2. Uninsured vehicles are on the rise. The last official
State survey was conducted a decade ago. It £ound that
about 10% of cars in Minnesota did not have insurance.
Todays estimates of the number of uninsured vehicles
range £rom 20� to 35%. Many people cannot afford
insurance so they choose to drive without it. These
people generally flee from accident scenes and account
for a substantial number of the hit and run accidents.
As uninsured vehicles increase, H&R accidents also
increase. Organized insurance card forgery is common and
is growing. �
3. ' Unlicensed drivers are increasing. Penalties for traffic
offenses have increased resulting in more drivers losing
their licenses. Urban sprawl and poor mass transit make
the alternatives Co driving unappealing. Most persons
without licenses think little of driving illegally. They
also contribute to an increasing hit & run rate. Forgery
of birth certificates used to obtain false legitimate
drivers ].icenses are on the rise.
4. Auto insurance rates for core cities like St. Paul are
rising steadil�. Man� if not most insurance companies
"red line" insurance by zip code or municipal boundary.
They look at loss rates in these areas and adjust rates
until they make a profit. The higher number of uninsured
cars and unlicensed drivers increases losses in a core
city. Families with teen drivers oftentimes can save
hundreds of dollars in insurance premiums simply by
moving a few miles outside of a core city. Some studies
,
97-�r��
Page 7
suggest, however, that accident rates for urbanites
versus suburbanites don't vary greatly. These studies
suggest that urbanites are being unfairly assessed for
higher rates. Unless this issue is resolved, insurance
rates will continue to either be higher or will climb in
core cities, making life in these cities less desirable.
5_ Orphaned cars are increasing. The current motor vehicle
transfer laws make it easy for people to hide ownership
in a car. They simply never transfer the title. They do
so because they have no drivers license, have no
insurance, both, they aren't old enough to own a car,
they intend to use the car for other illegal purposes or
they haven`t finished paying sotttsone informal monthly
payments, a form of poor mans lien_ Determining true
ownership and responsibility for these cars is a growing
problem for police departments everywhere.
6. Court cases are increasing. Because penalties are higher
and insurance rates are increasing, more people are
willing to contest traffic tags. This is tying up too
much of the criminal justice system time and personnel.
7. Fines are too low. St. Paul and Minnesota are not
keeping pace with some of the surrounding state and local
jurisdictions. When parking fines are cheaper than
parking ramp fees, parking violations will be common.
8. Cars are urban litter. Increasingly people simply
abandon cars. The City must tow these cars away and the
City cannot meet the current demand.
The City Council requested information about the highesr accident
intersections in the City. Traffic Engineering complied the
requested information and it is attached as an addendum.
RECOMMENDATSONS
Transporation problems in St.Paul are approaching crisis levels.
The Transportaion Policy Plan generally supports mass transit and
other forms of alternate transportation. The Police Department
wholeheartedly supports these concepts. In order to encourage
people to use mass transit, improve transportation and increase the
qualiCy of life in the City the Police Department offers the
following recommendations:
�7 -���
Page 8
l. Place a moratorium on additional permit parking. The permit
parking process needs to be restudied. Permit parking creates
significant work for PEOs, generates little income, and may
not always be in the best long term interests of the City,
2. E�and the Impound Lot. The Impound Lot is operated as an
enterprise fund and makes money_ Properly planned, it can
finance its own expansion while paying its own way or even
making a profit. It needs to be expanded to a single site of
at least 20 acres. The current use of two or three sites is
costly and cumbersome_ Concerns raised about the loss of
taxes on a twenty acre site should be balanced against the
devaluation of large portions of the City due to tens of
thousands of junk cars on the streets and in yards.
3. Increase the number of PEOs. PEOs are cheaper than sworn
officers, generate income sufficient to pay their overall
costs, and perform a valuable service. Essentially, they
solve problems for either no cost or at a slight profit to the
City.
4. Support State legislation that will allow implimentation of
new enforcement technology such as photo-radar, photo-cop,
photo-redlight. This teahnology will significantly enhance
traffic enforcement and improve traffic safety at either no
cost or a profit to local government. An association of city
managers is currently reviewing this technology with a view
towards asking the legislature to authorize it this
legislative session. At the same time, Minnesota Statute
169.985, which places a prohibiCion on establishing tagging
quotas, needs to be repealed.
a
5. Improve the technology in the Police Traffic and Accident Unit
and the Traffic Engineering Department. The current hardware
and software does not allow information shaxing, creating
labor intensive data entry of needed information.
6. Expand the use of electronic ticket writers by the Police
Department. This technology makes the officers and the entire
system much more e££ective. Ramsey County might share the
cost if savings are significant.
7. Support State legislation designed to decrease the number of
uninsured vehicles in the State. Finding a means to put
insurance information on line 24 hours per day would greatly
improve insurance compliance. Funding a study to determine
the validity o£ "red lining" might lead to a ban on such
practices. Insurance rates for core city dwellers might
decrease, making city life more appealing.
g 7-��g
Page 9
8. Support State legislation designed to toughen motor vehicle
transfer laws. Revoke the local auto dealer licenses of any
dealer which uses illegal "poor mans liens" to hide a sale of
a vehicle_
9. Night ban as much of the City as can reasonabl� be night
banned at this time_ Set a goal of eventually night banning
as much of the City as possible. Night banning will free up
streets for traffic, force people to deal with their
vehicles on their own property, slow or stop the growth of °
vehicles in the City, improve snowplowing and street
maintenance, reduce accident rates and generally improve the
quality of life.
10. Create an Ad Hoc committee to review all ordinances pertaining
to parking and zoning as it relates to parking. Require and
enforce rules that manda�e the development of year round
usable off street parking. Make the process of developing off
street parking cheap and simple.
11. Pave unimproved alleys and develop the means to assure that
they are plowed in the wintertime.
12. Increase selected fines. Create red curb rush hour tow away
zones in the downtown loop and selected arterial streets.
13. Require bump-ins on new buildings downtown and on bus routes.
14. Acid two officers to the Traffic and Accident Unit and one
attorney to the City Attorney`s Office. These officers
generally write enough tags to pay for their salaries and
perl�aps some of an attorney's salary.
�-S1�u�ui•_r;i��l
Traditional means of traffic enforcement have not kept pace with
the growth in traffic and traffic related problems. Many drivers
routinely violate traffic laws with little likelyhood of serious
consequences. Given the circumstances, there is little chance that
people will be attracted to the desired mass transit ideas
discussed in the Saint Paul Transportation Policy Plan. The
maintenance of any decent qualit� of life in the City will require
immediate actions to stem the growth of traffic and vehicles in the
City. The above anal�sis and recommendations should be studied
further in a larger forum in the not too distant future.
.. _ _ _ ::�.� . •°'.. . . ;� .. . -
� . �_ .
� �'� ��`�'�"'� se�
1996 CI7Y WID£ ACCFDEN7S - TOP�U INTEFSECTIONS 112/31l9b:
SYt`Ol'L
�RKWRIGSiT
I35E '
SNELLING
SNELLING
M!A RYLAN D
T�IRRYLAN D
��lNCORO I A
��NCOROIA
L�XINGSON
t�AMLTNE
PR8 NN EttASiA
-C�ALE
�E2CAOE
�CSLLOGG
�£XINGTON
�RANO
ARCADE
�IEYElANO
f2ICE
UNIVERSTTY
7
�IiVN �
PASCAI,
OLOHUOSOK
F7ARYLAND
A58URY
GRANO
7
HAZELW000
3
FAIRVIEW
SNELIING
SELHY
7
MCKNIGH7
AtBERT
SUBURBAN
foREST
SYNDIGATE
7
GRAND
flAIE
7
P�ATO
ADA
6
MAAY4ANp
ENERGYGARK
EDGERTON
�ONCORDTA
7
Cross 5LrQ�t
-------------.._.
MARYLAND -
MARYLAND
S3ANTHONY
UNIVERSITY
PAYN£
RICE
$NELLING
LEXING70N
UNTVERSI7Y
UNIVERSITY
�WtiTl'EBEAR
UNIVERSITY
MARYLANO
R08ERT .
STAN1'HONY
�EXINGTQN
MTNNEHAHA
FORO
uNIYER52TY
WESTERN
DAVERN
FORO
UNIVERSI7Y
WHI7EBEAR
WHI7EBEAR
UNIYERSITY
SNELIING
KEI.�OGG
MARYLANO
MOUNDS
GRAND
SPRUCETREE
SNELLING
tAPAYETTE
OLOHUD50N
UNIVERSFTY
WHI7E8EAR
'MARYIAND
UNIVERSITY
ARCAOE
NAMtINE
STANTHONY
CHESTNUT
ROe ER7
CONCQRD
MOUNDS
WESTMIhSTER
SNELLIT1Ca
MARYLANO ,
DA�E
WAI.L
t996
A�cident Rate
Accidents (YQar to Oeee)
65 ----r
63 4.90
56 2.53
53 2.42.
_ 52 5.12
k9 4.52
44 t.96
d3 3.2$.
b3 2.d8
43 3,54
41 ' 4,32
38 2,40
36 2.97
35 ' 2.54
3C _ 2.96
34 3.18
33 4.50 _
33 2.96
32 2.48
32 2.00 '
30 3.36
3o a.32
29 2.85
28 3.44
29 3.20
28 3.30
27 1.T7
2T 1.72
27 8.68
27 2.66
26 3.30
26 1.71
26 1,48
25 1.63
25 3.46
25 2.25
25 2.50
25 2,95
24 2.5t
24 3.00
24 3.47
23 . 1.31
23 2.56
23 2.10
22 5.�6
22 2.56
22 2.65
22 6.61
22 2.35
22 2.17
22 ' 2.37
..�...
�7-���
- 1995
Aacident
Rate
4.87
4.14
2.79
2.37
d.71
5.06
2.49
4.5�
2.01
3.36
4.52
2.64
3.24
1.65
3.97
2.80
4.63
1.96
2.01
1.3T
3.58
2.93
3,13
2.SA �
3.30
5.88
1.30
1.97
B.95
2.16
3.17
1.78
0.91
}.30
2.07
1.11
3.6fl
3.OT
z.ps
3.24
1.4d
1.20
2.56
2.D9
1.84
2.OS
2.16'
8.D8
2.2Q
2.1T
1.51
e
�
Minnesota: 1962 ta 1994
Motor Vehicles & Licensed Drivers (in Millions}
Number
4
3
�
1
�
<�o c``�o c�o c�c� ° ti r � n�- ° oa �`�m
a� rn w o� rn rn rn rn rn rn rn rn
r r r r r r r r r r r r
Year
Motor Vehicles Licensed Drivers
m � 0 m rn
rn rn rn rn rn
r r r r r
�7 -�bS
Number
50
m
30
T
10
U
{�linnesota: 19f2 to 1994
Vehicte Mites Trave(ec� (in Bit(ions}
�-
N c9 (O t0 O N '�t �D � O N d' CO � O N '�t'
co co cfl cfl n r- ti r- r�. co co m co co rn rn rn
rn rn rn rn rn rn rn w rn rn rn rn rn rn rn rn rn
T T T T Y" T Y T T T T T T f T T T
Year
. _
�7
Minnesota: 197� to 1994
DVtft Arrests
(Vumber
50,000
�� ���
30,000
20,000
11�P
�j'�
Year
r N M d' LC) CO 1`� C9 6> O�- CV C� 'd' � Cfl f� W� O r fV M'd'
I�- I`� i`� S`� I`+ (`� t`� P�- !`�- CO CO N CO CO W CO CO CO CO � O� ���
6� 6� 6� ���� Q� �� 6� O'i ��� 6� 6� 6� 6� � 6? 6� 6� �
T T T T T T T T T T T T T T l"' T T T T T T T T T
.
�7-868
t�tinnesota: � 962 to 1994
Fatal Crashes and People Killed
Number
1,200
0
1,000
i��
���
� � '
�'�
�
,� _
� L
i�� 1
� ...........................................
.._..._ ........................ i........�._.. F-..............�_...........................
,`, '
� 1 ��
! L � �
f 1 � � _
• � � � 1
I � ! �
/ , � �l
� � I {
� I 1
� . �. .....f..... 1 ...............................................................
..... � ........."' .... .............................................. . . �. .... ..... .......... .........................
�� �
� t
[ �
i �
t �
t
5
t /
.. .................. ............................................................................................... � ".............�.1............... �..�.n..........................� .......
♦ � � ♦
� I ♦ /♦ �
i ♦ � ♦ I \ J
\, ��
" . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . _ . . . . . . . . . .
" .................... ............. .................... ..................................................................................... .............................................................
� � � � � � � � � � � � � � � � �
� � � � � � � � � � � � � � � � �
T T T T Y T T T T T Y T T T T T T
Year '
Fatal Crashes Feop4e tGlled
. �
q 7-���
Ntinnesota: i 962 to 1994
Total Crashes
Number
140,OQ0
120,000
i 00, 000
:t �t�
.� ��t
�� 11�
20,000
U
� � � � � ti � � � W � � � � � � �
O� 6� � � 6� 07 � O� 6� � 6) O� � Q'! O� O� 07
T T T T Y T T T T T T T T Y T Y T
Year
e
n
YEAR
1968
1969
1970
1971
1972
1973
1974
1975
1976
1977
1978
1974
1980
1981
1982
1983
1984
1985
1986
1987
1988
1989
1990
� -�� ��' � �� � z,
TRAFFIC ACCIDENT STATISTICS, 1968 - 1990
FATALS I'NJURY ACC. PROP ACC.
14 4,816
74 4,334
�8 4,064
13 ° 3,607 "
13 3,946
10 3,650 _
10 3,618
12 4
8 3,650
11 3,b37
10 3,686
9 3,567
12 3,123
5 2,826
7 2,724
5 2,603
4 2
8 2,958
4 2,829 4,974
4 2,934 5,139
3 2,766 4,891
g 2 g�j 5,180
4 2,795 4,808
�'7
TOTAI
7,803
8,073
7,657
8,151
7,603
0
a
,'
� �
r • '
�-_�a,�,j�� � 5 c.��- � �.
,� _ ,
TRAPFIC ACCIDENT STATISTI.CS. 1991 — 1995
YEAR FATALS IN�TURY ACC.
1991 14 1,949
1992 8 2,641
1993 7 2,893
1994 . 14 2,673 —
1995 �S ------
t°�4 � ti2'
iqn� 5 xx .
* SourCe: T&A IInit statistics
X% n Qe �
'{G UF ��' f' `�!
PROP ACC.
5,58"9
5,589
4,814
5.065
TOTAL
7,552
8,238
7,714
7,752
S,.yp�
`1,��3
-�;i-�� xx .
CITY OF SAINT PAUL
Norne Coleman, Ma}�or
Date: November 19, 1997
From: Mike Klassen �
DEPARTMENT OF PUBLIC WORKS �� r J �
StacyM. Becker, Di�ector �dL�
Thomas I. Eggwn, Ciry Engineer
` Y
A1 Shetka. Traf�ic Engineer
80Q Ciry Ha!lArtnez {612) 266-6200
Saim Paid, MN 55102 FAX (612) 298-4559
Re: Transportation Policy/Plan Bike Questions
Listed beiow is my best estimate of bike trail / bike lane mile in the City.
Location
Mississippi River Bivd.
Summit Ave.
Crosby / Hidden Falis Parks
Shepard Rd.
I-35E Parkway Trai1
Liiydale / Harriet Isiand
Wabasha St.
Warner Rd.
Fish Hatchery Trail
Point Douglas Rd.
Battie Creek Trail
Lower Afton Rd.
McKnight Rd.
Mounds Bivd.
Phalen Creek Trail (oid Surlington Northern R/V+1}
Johnson Pkwy.
Phalen Park
Wheelock Pkwy.
Larpenteur
Como Park
Como Ave.
Prosperity Ave.
Gateway Trail - Arlington to Cauga (State}
TOTAL
Cost to complete ihe Grand Round System:
Responsive Services • Qua[iry Faci[ities
��
Mi{es
5.50
4.50
4.80
3.50
2.30
2.80
.90
1.30
1.30
.50
1.75
2.00
4.30
1.50
2.80
2.50
8.30
4.00 signed - 1.00 striped
2.30
1.75
.10
.10
2.00
60.80 Miles
Approx. $750,000. fior about 11 miles
• Ernployee Pride
_.� - - _. ...�._ _.._.� . - -- __. �.=-
� ' � � q� �BcG�
DEPART1�tE;�T O�' TI2ANSPORTATION
STATE AID FOR LOCAL TRA;VSPORTATION DIVISION
STATE AID OPERATIONS RULES
CHAPTER 8820
Extraded from Minnesota Rules 1995, including
amendments adopted through November 6, 1995
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Printed: April, 1996
Text Provided By:
The O[Rce of Revisor of Statutes
7th Floor, State O�ce Suifding, St. Paut, MN 55155
Distributed By:
Minnes�ota Department of TransportaUon
Division of State Aid for Local Tnnsportation
MS 500, Room 420 Transportation BuBdin�
395 John Irel�nd Bou►evard
Saint Paui, MN 55155
Phoae:612-296-3011
TO OBTAIN A COPY, CALL OR SSOF AT:
THE MINNESOTA BOOKSTORE
1 17 Universiry Ave (Ford S)dg)
St Paul, MN 55155
Mecro: 612-247-3000, M!i To11 Free: 1-800-657-3757
COST 55.95---Specify Code No. 3-29
CHAPTER 8820
IIEPARTMENT OF TRANSPORTATION
DIVISION OF STATE AID FOR LOCAL TRANSPORTATION
STATE-AID OPERATIONS
Q�-8��
$$20.0100 DEFINITIONS.
Subpart 1. Scope. For purposes of this chapCer the following terms have
the meanings given them in this part.
Subp. la. ADT. "ADT" means average daily traffic, which is computed by
dividing the total number of vehicles traveling over a segment of roadway in
one year divided by 365.
Subp. 2. Advance. "Advance" means the authori2ed expenditure of local
funds or state-aid funds from another account, in lieu of state-aid funds from
a specified account, by a county or urban municipality for use on an approved
state-aid project. By agreement with the commissioner, the advanced funds
will be repaid to the county or urban municipality from future county or
municipal state-aid allotments or from future county or municipal turnback
funds.
Subp. 2a. Agency agreement. "Agepcy agreement^ means an agreement between
a city, county, or other governmental unit and the commissioner by which the
ciCy, county, oz other governmental unit may appoint the commissioner as the
agent, with respect to federally funded projects, to accept and receive
federal funds made available for projects and to let contracts in accordance
with law for the construction or improvement of 1oca1 streets or roads or
other conetruction projects. Subp.2b. Aanumbarad, subpart 2d
Subp. 2c. Bridga. ^Bridge" has the meaning given it in part 8810.8000,
subpart 2.
Subp. 2d. City. "City" means a statutory or home rule charter city.
Subp. 3. City enginaer. "City engineer" means a registered engineer
employed as the city engineer or the director of public works, city engineer
of each urban municipality.
Subp. 3a. City of th� first claea. "City of the first class�� has the
meaninq given it in Minnesota Statutes, section 410.01.
Subp. 3b. City streata. "City streets" are those streets under the
jurisdiction of an urban municipality, and do not include county highways or
trunk highways within the urban municipality.
Subp. 4. Commisaioner. "Commissioner�� means the commissioner of the
Minnesota Department of Transportation, or a designated representative.
Su}�p. 4a. Rapealed, 20 SR 1Q41
Subp. 5. County highway enginaer. "County highway engineer" means a
registered engineer employed as the county highway engineer, county engineer,
or the director of public works, county engineer of each county.
Subp. 6. County-municipal account. "County-municipal account" means a
separate record of that portion of the counCy state-aid highway funds
allocated for expenditure on county state-aid highways within cities having
less than 5,000 population.
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Subp. 7. Disaeter account. '�Disaster account" means an accour.t provided
by law for use in aiding a county or urban municipality that has suffered a
serious damage to its county state-aid highway system or municipal state-aid
st:eec system from fire, flood, tornado, or other uncontrollable forces of
such oroportion that the cost of repairs �o that county state-aid highway
system or municipal state-aid street system is beyond the normal resources of
the county or urban municipality.
Subp. 8. Disaeter board. "Disaster board" means a board, appointed in
accordance with 1aw, to investigate and report its findings and
recommendations to the commissioner as to a county's or urban municipal,ity's
claim of a disasGer or unforeseen event affecting its county state-aid highway
or municipal state-aid street system and resulting in a financial hardship.
Subp. 9. Repealad, 20 SR 1041
Subp. 9a. Dietrict atate-aid engineer. ��District state-aid engineer"
means a registered engineer employed as the district state-aid engineer of the
Minnesota Department oP Transportation, or a designated representative.
Subp. 9b. Force account agreement. "Force account agreement" means an
agreement between the Minnesota Department of Transportation and an urban
municipality oz county for the urban�municipality or county to do state-aid
funded construction projects with loca2 forces, and for the urban municipality
or county to be reimbursed, based on agreed unit prices.
Subp, 10. Functional claeeification plan. ��FUnctional.classification
plan^ means a plan by which highways and streets are grouped into classes
according to the character of service they are intended to provide.
Subp, 10a. Loca2 forc�e. ^LOCal forces" means railroad forces when
working on a railroad crossing, utility forces when conducting utility work
eligible under a force account agreement, the employees of a local unit of
government, or contract forces for contracts not advertised for bids in
accordance with Minnesota Statutes, section 471.345, needed to perform a
specific project for reasons of e�cpertise or necessary expediency.
Subp. I1. Local highway or atr��t d�partmant. "LOCal highway or street
department�� means the highway or appropriate department of each county and
each urban municipaliGy. Subp. 12. Local road rasoarch board. "LOCal road
research board" means a board appointed in accordance with parG BB20.3200 to
recommend specific research projecCS to the commissioner.
Subp. I2a. Natura2 praeazvation routa. '�Natural preservation route" means
an existing or proposed roadway that has been designated as a natural
pzeservation route by the commissioner upon petition by a county board and
that possesses sensitive or unique scenic, environmental, pastoral, or
historical characteristics. E�camples may include, but are not limited to,
roads along lakes, rivers, wetlands, or floodplains or through fozests or
hi11y, rocky, or bluff terrain. Subp. 13. Na�da report. "Needs report"
means a report of the estimated construction cost required to improve a
state-aid system to standards adequate for fuCUre traffic on a uniform basis.
Subp. 13a. Project davolopmant costo. ^Project development costs" are any
costa (1) incurred before a contract is awarded and (2) attrikautable to the
development of a project on a designated state-aid route. These costs
include, but are not limited to, costs for pzeparation of environmental
documentation, special studies or reports, historical or archaeoZogical
reviews, project design, costs of obtaining permits, and public involvement,
but does not include costs for acquiring right-of-way.
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Subp. 14. Screening board. ��Screening board" means the county screening
board or municipal screening committee appointed in accordance with law and
authorized to recommend to the commissioner the size and money needs for each
of their state-aid systems.
Subp. 14a. Special reaurfncing project. "Special resurfacing project"
means a bicuminous or concrece resurfacing or concrete joint reoair project
that has been funded at leasc partially with money from the county or
municipal state-aid account, and for which a needs adjvstment bas been made.
Subp. 15. State-aid engineer. "State-aid engineer" means a registered
engineer employed as the state-aid engineer of the Minnesota Department of
Transportation, or a designated representative.
Subp. 15a. Repealed, 20 5R 1041
Subp. i5b. Town allotment. "Town allotment" means the county
apportionment of county state-aid highway funds for use in constructing and
maintaining town roads.
Subp. 16. Town bridge account. "Town bridge account" means the
apportionment o£ county state-aid turnback funds for use in the construction
or reconstruction of bridges on town roade.
Subp. 17. Town bridge need. "TOwn bridge need" means the estimated
construction cost required to improve or replace a town bridge to con£orm to
standards adequate for future traffic on a uniform basis.
Subp. l�a. Renumbered, eubpart 17c .
Subp. 17b. Town road. "TOwn road" means a road that is maintained by a
`own or any other local unit of government acting as a town and open to the
raveling public a minimum of eight monChs of the year as certified by the
county highway enqineer.
Subp. 17c. Town road account. "TOwn road account" means the apportionment
of county state-aid turnback funds for use in Che construction,
reconstruction, or gravel maintenance of town roads.
Subp. 18. Ranumbersd, subpart 15b
Subp. 19. Rapealad, 20 SR 1041
Subp. 20. Turnback account. "Turnback account" means the account provided
by law for payment to the county or urban municipality for the approved repair
and restoration or reconstruction and improvement of those former trunk
highways that have reverted to county or urban municipal jurisdiction and have
become part of the state-aid system.
Subp. 21. Urban municipality. "Urban municipality" means a city having
5,000 or more population, determined in accordance with the provisions of 1aw.
Subp. 22. variance co�ittae. "Variance committee" means a committee
appointed in accordance with part 6820.3900 to investigate and make
recommendations to the commissioner on requests for variances from this
chapter.
STAT AUTFI: MS s 161.082; 161.083; 162.02; 162.021; 162.09; 162.155; Laws
1983 c 17
HIST: H SR 2146; 15 SR 2596; 18 SR 32; 20 SR 1041
8820.0300 Repealed by amandmeat, 8 SR 2146
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8820 0400 LOCAL ur[��Ay t�m '�RE T D R'ITF
Each county and each urban municipality shall establish and maintain a
highway or street department. These departments must be adequately organized,
staffed, and equipped to administer for the county or urban municipality
matters re2ating to the operations of the state-aid program and to exercise
a11 func�ions inciHental thereto, in accordance with law. Preparation of
plans and specifications and supervision of construction and maintenance must
be under the control and direction of a professional engineer, regis�ered in
the state of Minnesota and employed or retained for that purpose.
STAT AUTH: MS s 261.082; 161.083; 162.02; 162.09; 162.155; Laws 1983 c 17
HIST: 8 SR 2146
8820 0500 SELECTTnN AND DE r NA Tnu nu STATF nrn SYCTFAfc
The state-aid highways and streets designated to form the basis for a
long-range improvement program must be so selected as to £orm an integrated
network of highways and streets in accordance with parts 8820.0600 to
8820.0800.
STAT AUTH: MS s 161.082; 161.083; 162.02; 162.09; 262,155; Laws 1983 c I7
HIST: 8 SR 2146
8820 0600 SEI FnTIOh OF ROII'�'F�
Final selection of routes to be included in the respective county state-aid
and municipal state-aid systems are subject to the approval of the
commissioner. These routes may be established on new locations where no
exieting roadway exists or may be located upon or over an established roadway
or specified portion of a roadway. The highway and street systems to be
selected and designated in accordance with law are:
A, a county state-aid highway system of a size determined by the county
screeninq board, excluding the lengCh of former tzunk highways that have
reverted to the county pursuant to law on and after Suly 1, 1965, and the
length of former municipal state-aid streets in cities whose population fe11
below 5,000 under the 1980 or 1990 federal census; and
B, a municipal state-aid street system not exceeding 20 percent of the
total 2ength of city streets and county roads within the jurisdiction of an
urban municipa2ity plus the length of all trunk highways reverted or turned
back to the jurisdiction of the urban municipality pursuant to law on and
after July 1, 1965, plus the length of county highways reverted or turned back
to the juzisdiction of the urban municipality pursuant to law on or after May
11, 1994.
For an undivided, one-way street with a minimum width of 7.8 meters and
with no parking lane or with a maximum width of 14.7 meters with parking
available on one side of the street, the chargeable length a2lowed for
municipal state-aid street length purposes is one-half of the 2ength of the
one-way street.
STAT AUTH: MS s i61.0H2; 161.083; 162.02; 162.09; 162,155; Laws 1983 c 17
HIST: B SR 2146; 15 SR 2596; 20 SR 1041
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&820.�7�� SELECTION CRITERZA.
Suboart 1. Basis. A state-aid :oute must be selecced on che hasis of all
criteria in eitlxer sw'�par� 2 or 3.
Subo. 2. County etate-aid highway. A county state-aid highway may be
selecte3 if it:
A. is projected to carry a relatively heavier traffic volume or is
functionally classified as collector or arterial as idencified on the county's
funccional classi:ication p1an;
B. connects toc.ms, communities, shipping points, and markets wi[hin a
county or in adjacent counties; provides access to rural churches, schools,
community meeting ha11s, industrial areas, state institutions, and
recreational areas; or, serves as a principal rural mail route and school 6us
zoute; and �
C. provides an integrated and coordinated highway system affording,
within practical limits, a state-aid highway network consistent with projected
traffic demands,
Subp. 3. Municipal atate-aid atreet. A municipal state-aid street may be
selected if it:
A, is projected to carry a relatively heavier traffic volume or is
functionally classified as collector or arterial as identified on the urban
municipality�s functional classification Qlan;
H. connects the points of major traffic interest, garks, parkways, or
recreational areas within an urban municipality; and
C. provides an integrated street system affording, within practical
limits, a state-aid street network consistent with projected traffic demands.
STAT AUTH: MS s 161.082; 161.083; 162.02; 162.09; 162.155; Laws 1983 c 17
HIST: 8 SR 2146; 15 SR 2596; 20 SR 1041
8820 OSOQ ROU'�'E DESIGNATTONG
Subpart 1. Resolution and certification. With regard to route
designations, county state-aid highways and municipal state-aid streets must
be selected by the respective boards of county commissioners or governing
bodies of urban municipalities. The highway or street selections must be
reviewed by the district state-aid engineer of that area and the engineer�s
recommendation must be filed with the commissioner. Upon preliminary approval
of the commissioner, the respective boards or governing bodies shall establish
the route by designation. After receipt of each board action, the
commissioner shall approve all or part of the highway or street designations
that comply wiCh the criteria set out in this chapter. The commissioner sha11
certify to the respective boards of county commissioners or governing bodies
of urban municipalities the approved portion of the highway or stzeet
designation. Highways or streets so approved become a part of the county
state-aid highway system or the municipal state-aid street system, subject to
additions or revisions as may be, from time to time, requesCed and approved.
Subp. la. Routa ravisione. Route revisions must be completed in
accordance with subpart 1, except that revisions may be made on the basis of a
construction plan without action of the respective governing body if the
designated route is relocated and the function of the designated route aC the
revious location is transferred to the new Location.
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Subp. 2. Turnback deeignationa. With regard to turnback designations,
prior to release of a former trunk highway to �he jurisdiction of a county or
urban municipality, the commissioner shall notify the 6oard of county
commissioners or the governing body of the urban municipality through its
county hignway or city engineer, which portions of the turnback are eligible
for designation as part of its state-aid system and whicri portzons are
eligible for restoration or reconstruction and improvement with turnback
funds. Upon a request for the designation of eligible portions of the
turnback from the board of county commissioners or the governing body of the
urban municipality, the rommissioner shall issue the official order for
designation and notify the county or municipal screening board of this action.
Subp. 3. Payback on revoked atate-Aid routea. I£ a 1oca1 unit of
government revokes a sCate-aid route for which state-aid construction money
has been spent, the district state-aid engineer shall determine the remaining
life of the project and compute the value of the items that were financed wiGh
state-aid money. This computed value must be subtracted from the next
state-aid contract let by the local unit of government. For this
determination, (1) the life of a construction project is z5 years, (2) the
life of a bzidge project is 35 years, and (3} the life of a surfacing praject
is ten years. Payback is not required if the state-aid construction was a
special resurfacing project.
STAT AUTH: MS s,161.082; 161.083; 162.02; 162.09; 162.155; Laws 1983 c 17
HIST: 8 SR 2146; 15 SR 2596; 20 SR 1041
8820.0900 Repaalad by am�ndmant, 8 9R Z146
8820. 3000 MONRY •.DG A�'� A PORTTON'•i N'^ DSTE �rr p,Trnf
SuFspart i. Construction cost astimatas. To provide data to implement the
formulas for sta�e-aid apportionment, each county highway engineer and city
engineer shall prepare cost estimates of construction required to improve the
county state-aid or municipal state-aid system to approved standards.
subp. 2. incidentel costa. in addition to the direct construction or
maintenance costs permitted under law, the cost of the following incidental
items is eligible for inclusion in the total estimate of needs:
A. righC-of-way;
B. automatic traffic control signals;
C. Iighting of roadways and bridges within approved standards; and
D. drainage costs.
Subp. 3. R�paal�d, 20 SR 1041
STAT AUTH: MS s 161.082; 161.083; 162.02; 162.09; 162.155; Laws 1983 c 17
HIST: 8 SR 2146; 15 SR 2596; 20 SR 1041
Subpart 1. Aanual reyorta. A detailed report of the length of the
state-aid systems and cost estimates must be tabulated and referred to the
respective screening boards appointed pursuant to law. These boards shall
investigate and review the length of the systems, cost estimates, and the
reports of those expenditures 2isted under deductible items, and shall, on or
before November 1 of each year, submit their findings and recommendations in
writing to the commissioner as to the length of the systems and adjusted money
needs £or each oE the governmental subdivisions represenied by the respective
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boards.
SuHn. 2. Repealed by amendment, 8 SR 2146
STAT AUT:-I: MS s 161.082; 161.083; 162.02; 162.�9; 162.155; La-.rs 1983 c 17
:iiST: 8 SR 2146; 20 SR 1041
8820 1200 COMPILATION AND NOTICE OF APPORTIONMENT
Subpart 1. Compilation of data by co�ieaioner. The commissioner shall
determine the apportionment percentage due each county and urban municipality
in accordance wich the formulas established by law.
Subp. la. State-aid apportionmante. State-aid apportionments must be made
from the county state-aid highway fund and the municipal state-aid street fund
as provided by law.
Subp. 2. Notice of annual apportionment. Not later than Sanuary 25 of
each year, the commissioner shall certify the annual apportionment to each
respective county or urban municipality.
STAT AUTH: MS s 161,082; 161.083; 162.02; 162.09; 162.155; Laws 1983 c 17
HIST: 8 SR 2146; 20 SR 1041
8820.1300 Repealed by amendment, 8 SR 2146
882�.1400 MAINTENANCE. CONSTRUCTIQN. AND TURNBACR ACCOUNPS:
STATE-AID PAYMEIQTS.
Subpart 1. County maintenance apportionmente. As soon as the annual
county and urban municipal state-aid allotments have been determined, the
commissioner shall apportion and set aside the following amounts:
A. a0 percent of the regular county state-aid allotment for the general
maintenance of county state-aid highways;
B. 40 percent of the county-municipal account allotment for maintaining
the covnCy state-aid highways within municipalities of less than 5,000
population.
Subp. 2. Raviaiona of county maintananca apportionmants. The commissiOner
may, upon recommendation of the screening board or upon receipt of a
resolution from a county board and for good cause ahown, increase or decrease
the proportion to be used for maintenance under either subpart 1, item A or H.
Subp. 3. IIrban maintanance apgortionmant account. Twenty-five percent of
the total allocation, if requested by the urban municipality before December
16 preceding the annual allocation, or $1,000 per kilometer of improved
municipal state-aid streets, is the minimum allotment for the general
maintenance of the approved state-aid system. The commissioner may modify any
allotments to the urban maintenance account to finance the amount needed to
pay the interest due on municipal state-aid bonds and to accommodate the
screening board resolutions pertaining to trunk highway turnback maintenance
allowances.
Those municipalities desiring to receive an amount greater than the
established minimum, not to exceed 35 percent of the
total allocation, shall file a request with the commissioner before December
16 preceding the annual allocation and sha11 agree to file a detailed annual .
maintenance expenditure report at the end of the year.
Subp. 4. Rapealad by ameadmant, 8 SR 2146
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Subp. aa. Construction apportionmenta. The construction portion of the
annual allocation �o each county and urban municipality must be credited to
the respective accounts and retained by the commissioner for payment on
approved projects.
Subp. 4b. Town bridge account. The town bridge account portion of the
annual allocatzon of the county state-aid turnback accoun[ must be credited to
each respective county and retained by the commissioner for payment on
approved pro7ects.
Subp. 4c. To�.m road account. The town road account portion of the annual
allocation of the county state-aid turnback account must be set aside and
credited to each
respective county_
Subp, 4d. State-a3d paymante. Annual apportionments to the respective
counties and urban municipalities musc be released in the manner provided in
subparts 5 to 8 and parts 8820.1500 to 8820.2400.
Subp. 5. Paymeni echedula. At the earliest practical date, after the
allotments have been determined, the commissioner shall release the following
amounts to the respective counties and urban municipalities:
A. One hundred percent of the town road account.
B. Maintenance funds: �
(1) Fifty percent of the maintenance allotment from the regular account
of each county.
(2) Fifty percent of the maintenance allotment from the municipal
account of each county.
(3) Fifty percent of the maintenance allotment to each urban
municipality.
Subp. 6. Additional advanc�e. On or about July 1 of each year, the
commissioner shall release an additional advance from the respective
maintenance accounts 2isted above, in an amount not to exceed a0 percent of
the total maintenance allocations, except that the entire remaining amount may
be released to those urban municipalities receiving the minimum maintenance
allocahion specified in subpart 3.
Subp. 7. R�maining maint�nanco funde. The remaining main[enance funds
will be released to the counties and urban municipalities upon receipt of
their report of actual maintenance expenditures.
Subp. 8. IInobligated maintonanc� account balaac�. An unobligated balance
remaining in the sGate-aid maintenance account to the credik of a county or
urban municipality, after final settlement has been made for the annual
maintenance expenditures, must be automatically transferred to the
construction account of that county or urban municipality.
STAT AUTFi: MS s 161.082; 161.083; 162.02; 162.09; 162.155; Laws 1983 c 17
HIST: 8 SR 2146; 15 SR 2596; 20 SR 1041
8820 7500 CONSTRIICTTOxT FUIv*DS
Subpart i. Rap�aled by am�ndmant, 8 SR 2146
Subp. 2. Stat�-aid contracte. Upon receipt of an abstract of bids and a
certification as to the execution of a contract that includes a requirement
for bond, the commissioner shall promptly release from the funds available to
the county or urban municipality up to 95 percent of the state-aid portfan of
the contract. The commissioner shall keep the remaining percentage of the
state-aid share of the contract, provided funds are available, until the
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project is 95 perceat or more completed as substanciated ar.d -equest<_d by the
county or city engineer, or until the final cost is determined and tne project
acceoted by che district state-aid engineer.
Subo. 3. Federal-aid contracts. Under authoricy of an agency agreement
with the governing body of a county or urban municipality and acti.^.g as its
agent in federal-aid opera[ions, the commissioner shall release from available
state-aid funds 95 percent of the county's or urban municipality's share of
che entire contract obligation for immediate transfer to the state-aid agency
account, co be used in paying the county's or urban municipality's eligible
share of the partial estimates and for advancing the federal share of those
escimate payments. The commissioner shall keep the remaining percencage of
che contract cost of the pro}ect until the final cost is determined and che
project accepted by the district staCe-aid engineer. When other than
state-aid funds are to be used for depositing in the state-aid agency account,
100 percent of the local governmental share of the contract amounts must be
deposited in the state-aid agency account before the contract is awarded.
Subp. 4. Force acoount ngreemente. Upon receipt of an approved force
account agreement and a report of state-aid concract, the commissioner shall
promptly release from funds available for these approved projects 95 percent
of the agreement amounc. The commissioner shall keep the remaining percentaqe
of the agreement amount until the project is 45 percent or more completed as
substantiated and requested by the county or city engineer, or until the final
cost is determined and the project accepted by the district state-aid
engineer.
Subp. 5. Payment limitationa. Approval of state-aid projects by the
commissioner does not imply that state-aid payments will be made in excess of
the construction funds available from current staCe-aid allotments. A county
or urban municipality having depleted its currently available funds during the
calendar year will not be eligible for reimbursement £rom future allotments
unless a request for an advance has been approved or a project is completed in
a subsequent year and funds are available.
Subp. 6. $ngin�aring coate. Requests for reimbursement of project
development costs may be submitted at any time after rhe costs have been
incurred. The commissioner, upon receipt of this request supplemented by
documentation as may be requested, shall authorize the reimbursemen[ for
actual documented project development costs. Requests for reimbursement must
be processed at least semiannually, except that payments requested with the
report of state-aid contract, report of final estimate, force account partial
payments, or force account final payments must be made at the time the reports
are processed.
Requests for payment of actual construction engineering costs must be
documenCed and submitted along with the final estimate report. The
commissioner, upon receipt of this request, shall authorize a construction
engineering payment. -
The sum of the project development and construction engineering charges
must be limited to 25 gercent of the eligible construction costs. Limitations
£or project development costs paid before a cantraC�.`is awarded must be based
upon the engineer's estimate of the eligible construction costs.
Subp. 7. Right-of-way. State-aid payments for right-of-way costs on
approved projects must be limited to 95 percent of the approved claim until
the acquisition of right-of-way required for the project is actually completed
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and the final costs established.
9ubp. 8. Advance £rom county funde. When �he commissioner approves a
request from the coun�y board for constructing an aporoved county state-aid
pro�ect reguiring county state-aid highway funds in excess of the county's
available balance, then, subject to limits of the law, the county may make
advances from any state-aid or 1oca1 funds avai2able to the county for the
conscruction of tha� project. The request for an advance must be in the form
of a resolution. advances repaid from the turnback accoun[ musC be processed
according Co part 8B20.2900, subpart 4. The commissioner shall repay the
advanced funds out of subsequent county construction account apportionments or
turnback account apportionments in accordance with the terms and conditions
specified in the approved request,
Subp. 4. Advance from county atate-aid highway fund. When the
commissioner approves a request from the county board for constructing an
approved county state-aid project zequiring county state-aid highway funds in
excess of the county's available balance, then, subjec[ to limits of the 1aw,
the county may request to advance funds from the county state-aid highway
fund. The request for an advance must be in the form of a resolution. The
commissioner shall restore the county state-aid fund out of subsequent county
construction account apportionments or turnback account apportionments in
accordance with the terms and conditions specified in the approved request.
The county screening board shall recommend to the commissioner procedures
for prioritizing requests for advance funding and a minimum balance for the
county state-aid highway account, below which no further advances may be
granted.
Subp. 9a, Advanc• from town bridg� account. when the commissioner
approves a request from the governing body of a county for the replacement or
reconstruction of a town bridge requiring funds in excess of the county's
available town bridge account, and thesa excess costs are initially paid for
from other sources, then the commissioner shall reimburse those locally
financed expenditures out of subsequent apportionments to the town bridge
account in accordance with the terms and conditions specified in the approved
request. The total of these advances to be reicabursed from the town bridge
account must not exceed 40 pezcent of the last town bridge apportionment.
Advances musC be repaid in accordance with the texms of the approved request
from money accruing to the respective town bridge accounts. The request for
advance encumbrance must be submitted with the report of state-aid contract.
5ubp. 10. Advanc• from urbaa municipal funde. When the commissioner
approves a request from the governing body of an eligible urban municipality
for constructing an approved municipal state-aid street project requiring
funds in excess of the urban municipa2ity's available baZance, then, subject
to limits of trie law, the urban municipality may make advances from any
state-aid or local funds available to the urban municipality for the
construction of that project. The request for an advance must be in the form
of a resolution. Advances repaid from the turnback account must be processed
according to part 8820,2900, subpart 4. The commissioner shall repay the
advanced funds out of subsequent urban municipal construction account
apportionments or turnback account apportionments in accordance with the terms
and conditions specified in the approved request.
Subp. 10a. Renumbered, aubpart 9a
Page 10
Subp. 105. Advance from municipal atate-aid etreet fund. when the
commissioner approves a request from th_ governing body o: aa eligible urban
municipality for construccing an apnroved municipal sta[e-aid nroject
requiring municipal state-aid street funds in excess of the urban
municioality's available balance, then, subject to limits of che law, the
urbaa munici�alicy may requesc to advance f��ds from the municipal state-aid
screet '_uad. The request for an advance must be in the form of a resolution.
The commissioner shall restore the municipal state-aid streec fund out of
subsequent urban municipal construction account apportionments or turnback
account apportionments in accordance with the terms and conditions specified
in Che approved request. The amount of the advance must not exceed $SOo,�Q�
or the last year's apportionmenc whichever is greater, except that in no case
may the advance exceed three times the last year's apportionment. The
municipal screening board shall recommend to the commissioner procedures for
prioritizing requests for advance funding and a minimum balance for the
municipal state-aid street account, below which no further advances may be
granted.
Subp. 11. County or municipal bond account. With regard to a county or
municipal bond account, a county or urban municipalicy that resolves to issue
bonds payable from the appropriate state-aid fund in accordance with 1aw for
the purpose of establishing, locating, relocating, conetructing,
reconstructinq, or improving state-aid streets or highways under its
jurisdiction shall certify to the commissioner within 30 days following
issuance of the bond, the amount of the total obligaeion and the amount of
principal and interest that wi11 be required annually to liquidate the bonded
debt. The commissioner sha11 set up a bond account, iCemizing the total
amount of principal and interest involved �zd shall annually certify to the
commiseioner of finance the amount needed _:om the appropriate state-aid
construction fund to pay the principal due on the obligation, and the amount
needed from the appropriate atate-aid maintenance fund to pay the cuzrent
interest. Proceeds from bond sales are to be expended only on approved
state-aid projects and for items determined to be eligible for state-aid
reimbursement. A county or urban municipality which intends to expend bond
funds on a specific state-aid project shall notify the commissioner of this
intent without delay upon awarding a contract or executing a force accounC
agreement. Upon completion of each such project, a statement of final
construction costs must be furnished to the commiesioner by the county or the
urban municipality.
Subg. 12. Divnicipal state-aid fundar county or trunk highway projacts.
The governing body of an urban municipality desiring to use a portion of its
state-aid funds for :mprov�nents within its boundaries on a state trunk
highway or county scate-aid highway, must have the plans approved by the
state-aid engineet before the contract is awazded for these purposes. The
extent of state-aid participat:.on mu�*_ be determined on the same basis as a
regular municipal state-aid highway project, including engineering and
right-of-way ceats. - �
STAT At7TH: M:? s 161.08�; 1e1.083; 162.02; 162.09; 162.155; Laws 1983 C 17
HIST: 8 SR 2146; �5 SR 259u; 20 SR 1041
Page 11
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8820 i600 ��JAL TATEMENTa
Within 30 days after the close of each year, the commissioner sha11 submit
to each county or urban municipa2ity annual statements as to the status of its
respective state-aid accounts.
STAT AUTH: MS s 262.082; 261.OB3; 262.02; 162.09; 162.155; Laws 1983 c 17
HZST: 8 SR 2146; 20 SR 1041
8820 7 700 OTHER ALr'T'HORTZ D PAYMEtQ'*'4
Certain specific allotments or transfers of state-aid funds have been
authorized by 1aw. These will be processed as provided in parts 8820.1800 to
8820.2400.
STAT AUTH: MS s 161.082; 161.083; 162.02; 262.09; 162.155; Laws I9B3 c I7
HIST: 8 SR 2146
9820 1800 TRANSgERS FOR IinRnggrn Q�rTIONS OR OTH R r nrar TTQF
Subgart 1. Rardehip, When the county board or governing body of an urban
municipaliGy desires to use a part of its state-aid allocation off an approved
state-aid system, it sha11 certify to the commissioner that it is e�cperiencing
a hardship condition in regard to financing its local roads or streets while
holding its current road and bridge levy or budget equal to or greater than
the Ievy or budget for previous years. Approval may be granted only if the
county board or governing body of an urban municipality demonstrates to the
commissioner that the request is made for good cause. Zf the requested
transfer is approved, the commissioner, without requiring progress reports and
within 30 days, shall authorize either immediate payment of aC least 50
percent of the total amount authorized, with the balance to be paid within 90
days, or schedule immediate payment of the entire amount authorized on
de[ermining that sufficient funds are available.
Subp. 2. Othar local ue�. when the county board or governing body of an
urban municipality desiras to use a part of its state-aid allocation on local
roads or streets not on an approved state-aid system, it shall certify to the
commissioner that its state-aid routes are improved to state-aid standards or
are in an adequate condition that does not have needs other than additiona2
surfacing or shouldering needs identified in its respective state-aid needs
report.
A cons[ruction plan for a 2oca1 road or street not on an approved state-aid
system and not designed to state-aid standards must not be given final
approval by the State Aid for Local Transportation Division unless the plan is
accompanied by a resolution from the respective couney board or urban
municipality that indemnifies, saves, and holds hanalens the state of
Minnesota and its agents and employees from clains, demaiiris, actions, or
causes of action arising out of or by reason o� a matter related to
constructing the local road or atreet as desi9ned. The reso2ution must be
approved by the respective county board or urban municipality and agree to
defend at the sole cost of the county or urba�. municipality aziy claim arising
as a result of constructing the local road or sLreet_
Payment for the project must be made in accordance wit4 part 8820.1500,
subparts 1 to 5. ,
STAT AUTH; MS s 261.082; 162.OB3; 162.02; 162.09; 162.155; Laws 1983 c 17
HIST: 8 SR 2146; 25 SR 2596
Page 12
q�-��a
8820.1900 TOWN ALLOTMENT$.
The commissioner shall au[horize pa}m.�ent of the amount requesced for
distribution by the councy for constructing town roads:
A. uoon receipt of a certified copy of a county board resolution
allocating a specific amount of the county state-aid construction funds for
aid to the county's towns;
B. uoon showing compliance with the 1aw governing these allocations; and
C. upon forwarding the resolution co the commissioner on or before the
second 'S�esday in Sanuary o£ each year.
STAT AUTH: MS 5 161.082; 161.083; 162.02; 162.09; 162.155; Laws 1963 c 17
HZST: 8 SR 2146; 15 SR 2596
8820 2000 CONSTRUCTI23G SELECTED STATE PI�RIC PROTFCTS
For constructing selected state park projects and as provided by law, a
portion of the coun[y state-aid highway funds must be set aside and used for
constructing, reconstructing, and improving councy state-aid highways, county
roads, city streets, and town roads providing acce5s to outdoor recreation
units as defined in Minnesota Statutes, section 86A.04. These funds set aside
must be spent for this purpose only on a request from the commissioner of
natural resources. Projects selected on county state-aid highways or
municipal state-aid streets must be approved by the commissioner of
transportation in accordance with the procedure established for other
state-aid operations, and muat also receive the approval of the appropriate
ecreening board.
STAT AUTH: MS s 161.082; 161.083; 162.02; 162.09; 162.155; Laws 1983 c 17
HIST: 8 SR 2146; 15 SR 2596; 20 SR 1041
$820.2100 DISASTER ACCOUNT.
A disaster appropriation approved by the commissioner for a county or urban
municipality in accordance with law, must be promptly paid to the county or
urban municipality for which the appropriation was authorized. The funds so
allotted and paid to the county or urban municipality may only be spent for
the purpose for which they were authorized, and within a reasonable time
specified by the commissioner. Immediately upon completion of the work for
whicri the disaeter payment was made or the expiration of the time specified
for doing the work, whichever occurs first, the county or urban municipality
shall file a report certifying the extent of the authorized work completed and
showing the total expenditure made. If the total disaster allotment was not
required or used for the purpose specified or if Eederal disaster aid is later
received, the remainder and an amount equal to the federal aid received must
be promptly reimbursed to the commissioner for redeposit in the county
state-aid highway £und or the municipal state-aid sCreet fund, as the case may
be, and apportioned by law. Damage estimates sutmitted by a county or urban
municipaliCy must exceed ten percent of the current annual state-aid allotment
to the county or urban municipality before the commiseioner sha11 authorize
the disaster board to inspect the disaster area. The disaster board shall
consider the availability of any available federal disaster relie£ funds
before making its recommendation.
STAT ALITH: MS s 161.082; 161.083; 162.02; 162.09; 162.155; Laws 1983 c 17
HIST: 8 SR 2146; 15 SR 2596; 20 SR 1041
Page 13
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$820.2200 R. FARrH ACCOUNT
County and municipal state-aid funds that may be annually allocated to the
research account must be used solely for those research projects recommended
by the local road research board and approved by the commissioner,
STAT AUTH: MS 5 161.082; 161.083; 162.02; 162.09; 162.155; LdwS 1983 c 17
FIIST: 8 SR 2146; 20 SR 1041
$820 2�00 TURNRACK TOWN BRIDGE IL*� TOWN RO A O y
Subpart 1. County and municipal turnback accounta. A percentage of the
net highway user tax distribution fund has been set aside by 1aw and
apportioned to separate accounLS in the county state-aid highway fund and the
municipal state-aid street fund, and respectively identified as the county
turnback account and the municipal turnback account.
Subp, la. Town bridge account. Further, a percentage of the county
turnback account has been set aside and must be used for replacement or
reconstruction of town bridges pursuant to the Iaw. This latter account is
known as the town bridge account.
Subp. ib. Town road account. Further, a percentage o£ the county turnback
account must be apportioned to the counties for the construction, �
reconstruction, and maintenance of town roads, This account is known as the
town road account.
Subp. 2. Town bridgo fund allocation. The funds set aside for town
bridges must be allocated to the eligible counties on the basis of town bridge
needs.
Subp. 2a. Town road account allocation. The amounts to be distributed to
the counties from the town road account must be determined according to the
formula prescribed by Minnesota StaCutes, section 162.081, subdivisions 2 and
4.
A. The funds apportioned Go a county from the town road account must be
distributed to the treasurer of each eligible town within 30 days of the
receipt of the funds by the county treasurer, according to a distzibution
formula adopted by the county board. The county board must consider each
town's levy for road and bridge purposes, its population, length of town
roads, and other factors considered advisable Co the interest of achieving
equity among the towns. The county treasurer is trie treasurer for eligible
unorganized towns.
B. Zf a county board does not adopt a distribution formuia, the funds
must be distributed to the town according to subitems (1) to (a}.
(i) The county auditor shall certify to the commissioner the name of
each town that has levied 0.04835 percent of taxable market value of the town
for road and bridge purposes in the year preceding the allocation year.
(2) 'i'he county auditor shall certify to the commissioner the name of
each unorganized town in which the county has levied O.Oa835 percent of
taxable market value of the unorganized town for town road and bridge purposes
in the year preceding the allocation year.
(3) FiEty percent of the funds apportioned to a county must be
distributed to an eligible town based upon the percentage that ita population
bears to the total population oP the eligible towns in the county.
(1) Fifty percent of the funds apportioned to a county must be
distributed to eligible towns based upon the percentage of the length of town
roads of each town to the Lotal length of town roads of eligible towns in the
Page 14
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��;:>.. .
cowzty.
Subp. 3. Surplus turnback funde. At any [ime the commissior.=_r determines
that either the county or municipal turnback accounts, notwithstanding the
town bridge accounts or che town road accounts, has accumulated a surplus not
r.eeded for curnback purposes, the commissioner sha11 properly notify the
commissicner of finance requesting the cransfer of the surplus to the
respective county state-aid highway fund or municipal state-aid street fund
for apportionment as provided by 1aw.
Subp. a. Repealed by amendment, 8 SR 2146
Subp. 5. Repealed by amendment, 8 SR 2146
Subp. 6. Release af turnback account Eunde. Upon receipt of an abstract
of bids and a certification as to the execution of a contracc and bond on an
eligible project, the commissioner shall release to a county or urban
municipality from turnback account funds up to 95 percent of the turnback
share of the contract. The commissioner shall keep the remaining percentage
of the turnback share of the concract until the final cost is de[ermined and
the project accepted by the district state-aid engineer.
On force account agreements, partial estimates must be accepted on turnback
projects approved for construction by local forces, using the agreed unit
prices for determining the value of the completed work.
The commissioner sha11 release from the respective turnback account 95
percent of trie value as reported by partial estimates on an eligible turnback
project.
Requests for reimbursement of preliminary and construction engineering
costs on an eligible turnback project must be submitted and payment must be
authorized in accordance with part 8820.1500, subpart 6.
Subp. 7. Releaee of town bridqa acaount funde. Upon receipt of an
absCract of bids and a certification as to the execution of a contract and
bond on an eligible project, the commissioner shall release to a county, from
town bridge account funds, up to 95 percenC of the town bridge account share
of the contract. The commissioner shall keep the remaining five percent until
the final cost is determined and the project is accepted by the district
state-aid engineer.
STAT AUTA: MS a 161.082; 161.083; 162.02; 162.�9; 162.155; Laws 19Et3 c 17
HIST: 8 SR 2146; 15 SR 2596; 17 SR 1279; 20 SR 1041
8824 2400 TRANSFER OF ACCUMIILATED COUNPY-MUNICIPAL ACCOUNT Fi�3
�Q COUNTY REGULAR ACCOUNT FUND.
Upon receipt of a certified copy of a county board resolution requesting
the transfer of part or a11 of the total accumulated amount in the county
municipal account fund, to the county regular account fund, the commissioner
shall transfer the funds, provided the county submits a written request to the
commissioner and holds a public hearing within 30 days of the request to
receive and consider objections by the governing body of a city within the
county, having a population of less tYian 5,000, and:
A. no written objection is filed with the commissioner within 14 days of
that hearing; or
B. within 14 days of the public hearing held by Che county, a city
having a population of less than 5,000 files a written objection with the
commissioner identifying a specific county state-aid highway within the city
which is requested for improvement and the commissioner investigates the
Page 15
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�wa�r�^ ' '... _ ' , _.'_'._""'.' .. ___` __"_ "' ' _ _ ' ' ' -'.'-
nature o£ the requested improvement and finds:
(1) the identified highway is not deficient in meeting minimum
state-aid street standards;
(2) the county has shown evidence that the identified highway has been
programmed for construc[ion in the county's five-year capital impzovement
budget in a manner consistent with the county�s transportation plan; or
(3) there are conditions created by or within the city beyond the
control of tne county that prohibit programming or reconstruction of the
identified highway.
STAT AUTH: MS s 162.082; 161.083; 162.02; 262.09; 162.155; Laws 1983 c 17
HIST: 8 SR 2146; 15 SR 2596
8820 2500 MINZMUM STATE-nTn cmnunnana,
Subpart 1. Applicability of etandarde. The standards in this part apply
to all new construction, reconstruction, rehabilitation, or resurfacing
projects approved by the state-aid engineer on and after the effective date of
this subpart, except as noted or otherwise provided for in law.
Subp. la. Geometric deaign aLandarde. The standards in part 8820.9920
apply to rural design undivided roadways, new or reconstruction. �
The standards in part 8820.9931 apply to suburban design roadways that meet
indicated conditions, new or reconstruction.
2'he standards in part 8820.9936 apply to ur6an design
roadwaye, new or reconstruction.
The requirements in parts 8820.9926 and 8820.9946 apply to resurfacing
projects.
The vertical clearances for underpasses in part 8820.9956 apply.
The standards in parts 8820.9981 and 8820.9986 apply to designated forest
highways within national forests and state park accesa roads within state
parks and to designated natural preservation routes.
The standards in part 8820.9995 apply to bicyc2e paths.
Subp. 2. Sp�cification�. Specifications for consGruction must be the
2atest approved Minnesota IIepartment of Transportation specifications, except
as modified by special provisions which set forth conditions or requirements
for work or materials not covered by the approved specifications, or which set
forth conditions or requirements to meet exigencies of construction peculiar
to the approved proje�t. � -
Subp. 3. Right-of-way. The minimum widths of right-of-way for state-aid
routes must be at least 18 meters within cities and 20 meters in rural areas,
except that the right-of-way may be less foz routes that are within a city,
that were constructed before the effective date of this subpart, and that can
be reconstructed to new construction standards within the previously existing
right-of-way. Before construction, the governing body shall acquire control
of the additional widths of right-of-way as may be necessaxy ta properly
mainLain the ditch section, drainage structures, and the recovery area.
Permanent easements for highway purposes are considered to be right-of-way for
the purposes of this subpart.
Subp. a. Pazking provieions. The criteria in part 8820.9960 must be used
in establishing diagonal parking. The criteria in parts 8820.9935, 8820.9940,
and 8820.9945 must be used where parallel parking is used.
STAT AUTH: MS s 161.082; 161.083; 162.02; 162.021; 162.09; 162.155; Ldws
1983 c 17 HIST: 8 SR 2146; 15 SR 2596; 18 SR 32; 20 SR 1041
Page 16
;�_..:; _ . _ . - .,.
8820.2600 SPENDING STATE-AID APPROPRIATIONS.
State-aid funds allocted co counties and urban municipalities must be
expended ia accordance with the provisions of parts 8820.2700 to 8820.2900.
STAT AL'L'?:: MS s 161.082; 161.083; 162.02; 162.09; 162.155; Laws 1983 c 17
?iIST: 9 SR 2146
8820 2700 MAINTENANCE REOUIREMENTS
Subpart 1. Standarde. The commissioner shall require a reasonable
standard of maintenance on state-aid routes within the county or ur6an
municipality, consistent with available funds, the existing street or road
condition, and the traffic being served. This maintenance must be considered
to include:
A. the maintenance of road sUrfaces, shoulders, ditches, and slopes and
the cutting o£ brush and weeds affecting Ghe respective state-aid systems;
S. the maintenance and inspection of bridges, culverts, and other
drainage structures pursuant to Minnesota Statutes, section 165.03;
C. the maintenance of regulatory and direction signs, markers, traPfic
control devices, and protective structures in conformance with the curzent
manual on uniform traffic contr�_ devices affecting the respective state-aid
sysCems;
D. the striping of pavements of 6.6 meters or more in width, consistent
with the current manual on uniform traffic control devices, and for which
there are no pending improvements;
E, the exclusion of advertising signs, billbcards, buildings, and other
ptivately owned installations other than utilities of public interest from the
right-of-way of an approved state-aid project; and
F. the installation of route markers on county state-aid highways as
follows:
(1) route markers must be a minimum of 405 millimeters by 405
millimeters square with black letters or numerals on a white background; or
(2) wherever county road authoritiea elect to establish and identify a
special system of important county roads, the route marker must be of a
pentagonal shape and must consist of a reflectorized yellow leqend with county
name, route letter, and number, and a border on a blue background of a size
compatible with other route markers.
Subp. 2. IIneat3efactory maintenance. On determining that the maintenance
of a county or municipal state-aid route is unsatisfactory, the commissioner
shall keep up to ten gercent of the current annual maintenance apportionment
to the responsible county or urban municipality. Funds kept must be held to
the credit of that county or urban municipality until the unsatisfactory
condition has been corrected and a reasonable standard of maintenance is
provided.
Subp. 3, Siennial report. The commissioner's biennial report to the
legislature shall enumerate such funds retained more than 90 days, together
with an explanation for this action.
STAT AUTH: MS s 161.082; 161.083; 162.02; 162.09; 162.155; Laws 1983 c 17
HIST: 8 SR 2146; 15 SR 2596; 20 SR 1041
8820.2800 CONSTRUCTION REOUIREMENTS.
Subpart 1. Sngineer's dutiee. Surveys, preparation of plans and
estimates, and construction inspection for state-aid projects must be
Page 17
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performed by or under Che supervision of the county highway or city engineer
in accordance with standards for form and arrangement prescribed by the
commissioner.
SubP• z. Plans and estimatee. Plans and estimates for each state-aid
construction project must be submitted for review. Each plan must show the
subsequent stages reguired for the completion of the improvement, portions of
which may be covered by later contracts or agreements. Only those projects
for which final plans are approved by the state-aid engineer before awarding a
contract or approving a force account agreement are eligible for state-aid
construction funds, except as provided in subpart 8.
Subp. 3. Project identification numbars. Projects must be assigned
state-aid project numbers and must be so identified in records of the
Minnesota Department of Transportation and the local governmental unit.
Subp. 4. Contract inforatation. Upon award of a state-aid contract by a
county or urban municipality, the county highway engineer or city engineer
shall furnish the commissioner with an abstract of bids and a certification as
to the specific contract and bond executed foz the approved canstruction work.
Subp. 5. Forca aceount. A county or urban municipaliCy desiring to use
funds credited to it on a force account basis must have its engineer file a
request with the commissioner for each construction project to be built by the
county or urban municipality at agreed unit prices. The unit prices must be
based upon estimated prices for contract work, less a reasonable percentage to
compensate for move-in, move-out, and contractor's profit. These requests
must contain a complete list of pay items and the unit prices at which it
proposes to do the work. Before approval by the commissioner, the district
state-aid engineer shall file recommendations with the commissioner concerniag
the request and the cost esGimate. Items of work other than those listed as a
pay item or approved by supplemental agreements musG be considered incidental
work not eligible for state-aid payment.
Subp. 6. Proj�ct r�ports. Prior to £inal acceptance of each construction
project by the commissioner, the county highway engineer or the city engineer
shall submit to the commissioner final project records aa the commissioner may
deem necessary or desirable.
Subp. 7. Projact paymanta. On state-aid construction projects payments
will be made in accordance with part 8820.1500, subparts 2 to 5.
Subp. 8, Certifiad acc�ptanc�. The commissioner may establish a certified
accep[ance program and establish qualifications for counties and urban
�.._.. .
municipalities to be eligible for participation in the program. Judgment of
qualifications must be based upon factors such as the existence of a peer
review program, the volume of state-aid contracts, avai2abi2ity of staff, and
completion of appropriate training or demonstration of sufficient competency,
or other similar factors. Certification may be granted in any or all of the
following functional areas: road design, bridge design, traffic signal
design, storm sewer design, right-of-way acguiaition, or construction
inspection and contract administration.
Counties and urban municipalities who request and are qua2ified may enter
into an agreement with the state-aid engineer certifying that they will comply
with all laws and sGate-aid rules and administrative policies in those
functional areas for which they are qualified. Projects certified in
- accordance with the terms o£ the agreement are considered approved for
purposes of suhpart 2 and, when apg2icable, parts 8620.1500, subparts Z(final
Page 18
q1
inspection) aad 12 (cor.struction plans); 8820.3000, subpart 3(bridges); ar.d
8820.3100, subpart 8 (hydraulics).
The certified acceptance agreement must authorize the state-aid engineer to
audit the •.rork performed under the agreement and must contain orovisions for
cancellation of the agreement by the commissioner and for reimbursement of
state-aid funds for cases of repeated noncompliance by the county or urban
municipalicy.
STAT AUTFI: MS s 161.082; 161.083; 162.02; 162.09; 162.155; Laws 1983 C 17
HIST: 8 SR 2146; 15 SR 2596; 20 SR 1041
8820 2900 TURNBACR AND TOWN BRIDGE ACCOL�'�' EXPENDITURES
Subpart 1. Sligibility; former Crunk highwaye. The funds in the county
and municipal turnback accounts must be spent only as payments to a county or
urban municipality for the approved repair and restoration or reconstruction
and improvement of those former trunk highways that have reverted to county or
urban municipal jurisdiction after July 1, 1965, and that are a part of the
county scate-aid highway or municipal state-aid street system.
Approval of plans for the initial construction of a turnback project is
limited to a period of five years £rom the date of reversion. After plan
approval for constructing the initial part of a turnback project, plans for
other portions of the same route must be approved within ten years fzom the
date of reversion to be eligible for turnback funds. Each approved project
must be advanced to construction status within one year after notification to
the county or urban municipality that sufficient funds are available for
conetrucring Che project. Paymenc for repair and restoration or
reconstruction and improvement of a section terminates eligibility for repair
and
restoration or reconstrUCtion and improvement of that section with turnback
funds,
Subp. la. R�paalad, 40 SR 1041
Subp. 2. Rapealad, 20 SR 1041
Subp. 2a. aligibiliCyj town bridgae. A town bridge is eligible for
replacement or reconstruction after the county board reviews the pertinent
data supplied by local citizenry, local unita of government, the regional
development commission, or the metropolitan council, and adopts a formal
resolution identifying the town bridge or bridqea to be replaced or
reconstructed. Payment to the counties is limited to 90 percent, except may
be l00 percent where provided by law, of the cost of the bridge, and must be
made in accordance with part 8820.2300, subparC 7.
Subp. 3. Plan approval and conatruction raquirementa. Plans for county or
municipal state-aid turnback or town bridge projects must be submitted to the
commissioner and be approved before reconstruction or improvement work is
undertaken. State-aid rules consistent with the turnback regulations apply to
projects to be financed from the county or municipal turnback accounts or the
town bridge account.
Subp. 4. ConstrucCion authorization. As soon as the plans for a state-aid
turnback or town bridge project are approved, the county or urban municipality
must be furnished either an authorization to proceed with construction or a
notice that sufficient funds are not available within the applicable turnback
account or town bridge account and that a priority has been established for
the project for construction authorization as soon as funds are available.
Page 19
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When funds are advanced by the county or urban municipality to construct an
approved pro�ect £or which sufficient funds are not available in the turnback
account or town bridge account, authorization to proceed with construction
will be notification that �he agreement for reimbursement of funds, in
accordance with part 8820.1500, subpart 8, ea, 9, 10, or lOb, has been
approved by the commissioner.
STAT AUTH: MS s 161.082; 161.083; 162.02; 162.09; 162.155; Ldws 1983 C 17
HZST: 8 SR 2146; 15 SR 2596; 20 SR 1041
8820 3000 ADDITIONAr �nrrrunr ON X Z'ATi7TTTTRFS
Subpart 1. Conformity. In addition to those provisions previously
mentioned, expenditures of state-aid funds by a county or urban municipality
must conform to the following rules in subparts 2 to 7.
Suhp. 2. Legal raquiremente. State-aid construction projects must comply
with federal, state, and local laNS, together with ordinances, rules, and
regulations applicable to the work. Responsibility for comp2iance rests
entirely with the local unit of government.
Subp. 3. Bridge plana. Plans for bridge construction or bridge
reconstruction projects must be approved by the bridge engineer of the,
Minnesota Department of Traasportation prior to the approval by the state-aid
engineer.
Subp. 4. Reports and racords. Annual reports, statue maps, and
maintenance and construction reports and records must be filed at the time and
in the form specifically requested by the commissioner or authorized
representatives of the �ommissioner.
Subp, 5. Noncompliano�. The commissioner, upon determination that a
county or urban municipality has failed to comply with the established
state-aid reguirements other than for unsatisfactory maintenance, or has
failed to fulfill an obligation entered into £or the maintenance or
improvement of a portion of a state trunk highway or interstate rouCe, shall
determine the extent of the fai2ure and the amount of the county's or urban
municipality's apportionment that must be retained until a time when suitable
compliance is accomplished or Ghe obligation fulfilled, as the case may be.
The amount withheld must reasonably approximate the extent of the
noncomp2iance or the value of the unfulfilled obligation.
Subp. 6. Defective work. When unsatisfactory conditions are found to
exist on an approved construction project, the district state-aid engineer
may, if necessary, order the suspension of all work affected until the
unsatisfactory condition is satisfactorily corrected. Failure to conform with
the suspension order must be considered willful noncompliance. work or
materials which fai2 to conform to the requirements of the contract or force
account agreement must be considered as defective. Unless the work is
satisfactorily remedied or repaired before final acceptance is requested, the
commissioner shall either withhold funds in accordance with subpart 5, or
sha21 establish the reasonable value of the defective work as the basis for
settlement with the county or urban municipality.
Subp. 7, Sngineeriag aad tachnical assiatsnc�. The coamtissioner may, as
authorized by law, execute agreements with a county or urban municipality or
other governmental unit foz technical assistance from the Department of
Transportation. These services, if furnished, must be paid for by the
governmental subdivision at the rates established by the Department of
Page 20
- _.:�_�"
TTdRSDOLCdCi01.
STAT e+UT?-I: MS s 161.082; 161.083; 162.02; 162.09; 162.155; Laws 1983 c 17
HIST: 8 SR 2i46; 17 SR 1279
8820 3100 GENERAL STATE-AID LIMITATZON5
Subpart i. sxtent of atate aid. The extent of state-aid participation on
special icems is limited as follows in subpar[s
to 10.
Subp. 2. Lighting hazardoue areas. The cost of roadway lighting of
locations at which accidents are likely to occur or are otherwise hazardous is
an eligible expense if that lighting:
A. meecs one or more of the following criteria:
(1) is intended for four or more lanes (complete cost eligible);
(2) is intended for lighting intersections;
(3) is a cost incidental to the necessary revision or relocation o£
existing lighting facilities on reconstruction projects; or
8. is within a city.
For the funding of additional locations, lighting expenses are eligible
only to the extent that the county or urban municipality has furnished traffic
information or other needed data to support its request. Ornamental light
poles will be 100 percent eligible for state-aid funds only if the ornamental
pole is required by an adopted city or county policy. 2n the absence of such
a policy, ornamental poles will be treated as a landscaping item according to
subpart 10.
Subp. 3. Repealed, 20 SR 1041
Subp. 4. Rapealed, 20 SR 1041
Subp. 5. Traffic control signala. The extent of sCaCe-aid participation
in signal installations must be determined by the proportion of Che number of
approachinq routes under the jurisdiction of the county or urban municipality
to the total number of approaching routes involved at each installation. When
at least one approach is eligible for state-aid participation for a county or
urban �nunicipality, then all other approaches under the same jurisdiceion are
also eligible.
Subp. 6. Right-of-way. The cost of lands and properties required foz
right-of-way to accommodate the design width of the street or highway as
governed by the state-aid standards, including necessary width for sidewalks
and bicycle paths, is considered an eligible expense. This cost includes
relocation and moving costs as provided by law and includes damages to other
lands if reasonably justified to the satisfaction of the commissioner. Costs
incurred by the county or urban municipality for title searches and costs
associated with condemnation proceedings are also an eligible expense.
Receipts from the rental or sale of excess properties paid for with state-aid
funds must be placed in the local agency's road and bridge account to be used
on the next state-aid project constructed.
Subp. 7. Rapaalad, �0 SR 1041
Subp. 7a. Bicycle patha. Payment for bicycle paths must be made when
reguested by urban municipalities, but only if the bicycle path is located
within the permanent righC-of-way of a'state-aid eligible route or within an
easement generally parallel with a state-aid route. County state-aid funds
may be spent on bicycle paths as a match to federal-aid funds or on paths thaC
are both a part of an adopted bicycle path plan and are located within the
Page 21
permanent right-of-way of a state-aid route or within an easement gerierally
parallel wi�h a state-aid route. '
Subp. 8. Storm sewers. Plans containing i�ems for storm sewer
construction must be reviewed by the hydraulics engineer for the Minr.esota
Deparcment of Transportation and the engineer�s recommendations obtained
concerning compliance with adopted state-aid storm sewer design requirements
and the proportionate share chargeable to the state-aid system. These
recommendations a2ong with those of the district state-aid engineer must be
considered in determining the maximum state-aid participation in this work.
Subp. 9. Repealed, 20 SR 1041
Subp. 9a. Flexible or rigid pavement. The use of state-aid construction
funds to finance the initial surfacing o£ rural roadways with flexible or
rigid pavement materials is limited to the following costs participation:
Projected ADT (a) Participation
80 and over 100 percent
50 to 79 75 percent
D to 49 (b)
(a) If the next traffic count scheduled by the Minnesota Department of
Transportation shows an increase in traffic, the percentage participation on
an approved project must be adjusted to reflect the revised projected ADT if
the county requests reimbursement at the increased percentage rate. (b)
Payment will be made up to the cost of a standard designed aggrega�e surface.
Subp. i0. Landecaping. The extent of state-aid participation:,lri
landscaping is limited to five percent of the total construction allocation in
any year. Landscaping includes, but is not limited to:
A. items such as trees when exceeding two-to-one replacement, shrubs,
ground covers, and mulch; and
B. retaining walls, fences, and other landscaping appurtenances when
only decorative in function.
The extent of participation also includes excess costs for functional buC
ornamental features such as, but not limited to, ornamenta2 fences and
railings, brick pavers, aesthetic surface treatments, and internally lit
street signs. Excess cost is the cost in excess of a func�ional, standard
item. Seeding, with mulch and fertilizer, and sodding are considered normal
grading items.
STAT AUTH: MS s 161.082; 161.083; 162.02; 162.09; 162.155; Laws 1983 c S7
AIST: 8 SR 2146; 15 SR 2596; 20 SR 1041
9820.3150 L•� sr. RO R. n.urH
WiGhin the law, the respective screening boards shall annually determine
and recommend the amount that the commissioner shall set aside from the county
state-aid highway fund or the municipal state-aid street £und, for the purpose
of local road research. These funds, along with federa2 funds as may be
provided, must be used £or conducting research as provided by law.
STAT AUTH: MS s 161.082; 161,083; 162.02; 162.09; Laws 1963 c 17 AIST: 8
SR 2146
Page 22
q�'���
8820.3200 LOCAL ROAD RESEARCH SOARD.
Subpart 1. Appointment. The commissioner shall appoint a local road
research boazd consisting of the following members:
A. four county highway engineers, only one of whom may be Prom a county
containing a city of the first class;
B. two city engineers, only one of whom may be from a city of the first
class;
C. two Deparcment of Transportation staff engineers;
D. one University of Minnesota representative; and
E. one ex officio secretary, who must be the department's research
coordination engineer.
Subp. 2. Texme. Appointments of county highway and city engineers, except
for unexpired terms, are for three years. The other members sha11 serve at
the will of the commissioner.
Subp. 3. Operating procedure. The board shall initially meec on call from
the commissioner, at which time they shall elect a chair and establish their
own procedure for the selection of research projects to be recommended to the
commissioner. Final determination on research projects must be made by the
commiseioner, and the cost must be paid out of the state-aid research accounts
provided for by law. If the board recommends a project covering research in
methods of and materials for the construction and maintenance of both the
county state-aid highway system and the municipal sta[e-aid street system, the
board shall also recommend to the commiesioner the proportionate share of the
cost of the project to be borne by the respective county state-aid highway
research account and the municipal state-aid street research account, based on
the benefits to be realized by each system from such research project.
STAT AUTH: MS s 161.082; 161.083; 162.02; 162.09; 162.155; Laws 1483 c 17
HIST: 8 SR 2146; 17 SR 1279; 20 SR 1041
8H2Q.3300 VARIANCE.
Subpart i. writt�n raqu�ste. A formal request by a political subdivision
for a variance from this chapter must:
A. be submitted to the commissioner in writing in the form of a
resolution;
B. identify the project by location and termini; and
C. cite the specific part or standard for which the variance is
requested and describe the modification proposed.
Subg. 1a. Additlonal information. Additional information needed:
A. index map;
B. typical section;
(1) inplace section;
(2) proposed section;
C, reasons for the request:
D. the economic, social, safety, and environmental impacts which may
result from the requested variance;
E. effectivenesa of the project in eliminating an existing and projected
deficiency in the transportation system;
F. effect on adjacent lands;
G. number of persons affected; and
Page 23
.
H. safety considerations as they apply to:
(1) pedestrians;
(2) bicyclists;
(3) motoring public; and
(a) fire, police, and emergency units.
Subo. 2. Notice of requeet. The commissioner shall publish notice of
variance request in the State Register and sha11 request comments from
interested parties be directed to the commissioner within 20 calendar days
from date of pub2ication.
Subp. 3. Decision, The commissioner sha11 base the decision on the
criteria in part 8820.3400, subpart 3 and sha11 notify the political
subdivision in writing of the decision. The commissioner may require a
resolution by the recipient of the variance that indemnifies, saves, and holds
harmless the state and its agents and emp2oyees of and from claims, demands,
actions, or causes of action arising out of or by reason of the granting of
the variance. The recipient of the variance shall furthar agree to defend at
its sole cost and expense any action or proceeding begun £or asserting any
claim of whatever character arisinq as a result of the granting of the
variance.
Subp. 4. Conteated caee hsaring. Any variance objected to in writing or
denied by the commissioner is subject to a contested case hearing as required
by 1aw.
STAT AUTH: MS s 161.082; 161.083; 162.02; 162.09; 162.155; Laws 1983 c 17
HIST: 8 SR 2246; 15 SR 2596; 20 SR 1041
$82� 34Q0 A�VTSORY C��TTTFF nN Va�TLNCF�
Subpart 1. Appointmant. The commissioner may appoint a committee to serve
ae required to investigate and deCermine a recommendation for each variance.
No elected or appointed official that represents a political subdivision
requesting a variance may serve on the committee.
5ubp. 2. Mamborehip, The committee shall consist of any five of the
following persons: not more than two county highway engineers, only one of
whom may be £rom a county containing a city of the first class; not more than
two city engineers, only one of whom may be from a city of the first class;
not more than two county officials, only one of whom may be from a county
containing a city of the first class; and not more than two officials of an
urban municipality, only one of whom may be from a city o£ the first class.
The committee must have at least two elected officials as members. The
committee sha11 have at least one member but not more than four members from a
metropolitan area, as defined in Minnesota Statutes, section 473.121,
subdivision 2, as well as cities with a population of over 50,000 according to
the most recent census.
Subp. 3, Op�rating procedure. The committee shall meet on call from the
commissioner at which time they must be instructed as to their
responsibilities by a designee of the commissioner, shall elect a chairperson,
and shall establish their own procedure to investigate Ghe requesGed variance.
The committee shall consider the:
A. economic, social, safety, and environmental impacts which may result
from the requested variance;
B. effectiveness of the project in eliminating an existing and projected
de£iciency in the transportation system;
Page 24
,. . } _
_ -� - . - - - -- -
C. e`.fec*_ on adjacent lands;
�. number of persons affected;
E. ef_°ecc on future maintenance;
F. safety considerations as they aooly to pedestrians, bicyclists,
motorir.g pub?_c, and fire, police, and emezgency units; and
.,. effecc tha� the rule and standards may have in imposing an undue
burdea on a political subdivision.
Subp. -l. Recoa�endation. The commit[ee after considering a11 data
pertinent to the requested variance shall recommend to the commissioner
approval or disapproval of the request.
STAT AUTH: MS s 161.082; 161.083; 162.02; 162.09; 162.155; Laws 1983 c 17
FIIST: 8 SR 2146; 15 SR 2596; 20 SR 1041
882Q 350� B01�R� OR CQMMITTEE MEMBER'S PERSONAL EXPENSES
The commissioner will authorize the payment of necessary personal expenses
in connection with meetings of board and committee members, appointed for
state-aid purposes. These expenses must be reporced on forms furnished by the
commissioner and paid from the state-aid administrative fund.
STAT AUTH: MS s 161.082; 161.083; 162.02; 162.09; 162.155; Laws 1983 c 17
HIST: 8 SR 2146; 17 SR 1279
NATURAL PRESERVATION ROUTES
882� 4004 REQUEST TQ DEGTCNATE NATL�nL• PRESERVATION ROi1'PE
Any person may make a written request to designate a county state-aid
highway as a natural preservation route. The request must be directed to the
county board having jurisdiction over the route. A county board is not
required to propose designation for the entire length of a county state-aid
highway. The county board shall act on the request within 60 days. in order
to designate a county state-aid highway as a natural preservation route, the
commissioner must receive a board resolution from the county having
jurisdiction over the road.
The county board shall use the descrip[ions in part 8820.4010 as a guide
for determining which designation type best fits a particular route. All of
the descriptors may be used in combination. No single descriptor, including
a.DT, may be used to eliminate a route type from consideration.
STAT AUTH: MS s 162.02; 162.021; 162.09 HIST: 18 SR 32
8820 40�0 CHARACTERISTICS OF NATURAL PRESERVATION ROUTE TYPES.
Subpart 1. SalecCion criteria generally. To be considered for designation
as a natural preservation route, a route must be on the county state-aid
highway system. It may be selected if it possesses particular scenic,
environmental, pastoral, or historical characteristics such as, but not
exclusively, routes along lakes, rivers, wetlands, or floodplains or through
forests or hi11y, rocky, or bluff terrain. Subp. 2. zyge Z natural
preeervation route. A type I natural preservation route is besC chaYacterized
as one in which the natural surroundings convey a feeling of intimacy with
nature. This type of route carries local passenger vehicles with occasional
commercial vehicles. This route has very low volumes with leisurely driving
speeds and may be used by pleasure drivers. The roadway alignment follows the
Page 25
terrain, which may be hi11y or curving around lakes and wetlands, and can be
described as Iying lightly on the land. Phere are few repor�ed accidents
related to the geometric design of the roadway or accidents can be minimized
without realignment. The operating speeds are generally 2ower than on regular
county state-aid highway routes.
Subo. 3. lype ZI natural predervation route. A type IZ natural
preservation route creates a feeling similar to the feeling created by a type
I natural preservation route, but the surroundings and vistas may be more
distant from the roadway. It carries local traffic with moderate amounts of
commercial vehicles. This route generally has low volumes but may have
seasonal peaks greater than 300 vehicles per day. Zt has leisurely driving
speeds and may be used by some commuters and pleasure drivers. The roadway
alignment follows the terrain, which may be hi11y or curving around lakes and
wetlands. Some modifications may be made to the land surface. There are few
reported accidents related to the geometric design of the roadway or accidents
can be minimized with mitigation as referred to in part 8820.4060. The
operating speeds may be 2ower than regular county state-aid highway routes.
Subp. 4. lype ZIZ naGural presarvation route. A type IZI natural
preservation route goes through an environment similar to the types I and II
natural preservation routes, but the surroundings and vistas may be more
distant from the roadway. It may function as a minor or major collector and
may be used by general commercial traffic. It generally has volumes less than
750 vehicles per day but may have seasonal peaks. This type of roadway passes
through diverse terrain £eatures and the alignment is consistent with the
traffic mix. Tt may have required some modifications to the land surface.
The safety problems that may exist are related to the traffic volumes and to
the geometric design of the roadway. The problems can be corrected with
mitigation as referzed to in part 8820.4060 or with reconstruction. The
operating speeds may be lower than a comparable county state-aid highway route
that is not on the natural preservation route system.
STAT AUTH: MS s 162.02; 162.021; 162.09
HIST: 18 SR 32
8820.4020 REOUTREMENTS FOR NA � Ai pRRQFRVATTOh ROT'rF DE T hATTOh*
PROPOSALS.
Subpart 1. County board rseolution. The county board shall submit a
formal request to the commissioner in the form of a resoluti.on.
SubP• 2. Requirad information. The request must be accompanied by:
A. an index map that identifies the proposed natural preservation route
by county state-aid highway number and termini;
B. a narrative describing the history of the route, any controversy
surrounding it, the inplace cross section, the particular scenic,
environmental, or historical characteristics considered desirable to preserve,
and which designation category (type 2, II, or III) of natural preservation
route being requested;
C. photographs of the route;
D. a 2isting of parks, rivers, or other designated natural or historical
resource areas that the highway corridor passes through or adjoins and that
are considered desirable to preserve;
E. a description of any safety hazards existing along the route and a
discussion of the accident record over the past five years;
Page 26
.. a trar.sportation plan that considers alternate routes, or traffic
management plan for the ars;a including compatibilicy uith the existir.g roadway
network, as well as the existing and projected ADT;
G. a description of the function of the route includir.g the functional
classification, the type of traffic using the route, and a discussion of
seasoaal variations and crip purposes;
A. a comparison of the current operating speed, the legal speed limit,
and the rationale for the selection of the planned design soeed;
I. a preliminary description of the planned design if construction or
reconstruction is proposed, including a discussion of:
(1) what natural or historical elements might be affected by different
construction alternatives;
(2) which safeGy features might be affected by different construction
alternatives; and
(3) how any changes in the continuity of design will be mitigated;
J. preliminary cost estimates of the various alternatives considered;
K. environmental documentation that may have been completed, including
public notices and public meetings that have occurred;
L. a description of existing and projected land uses, any zoning in
effect, and compatibility with the natural preservation rouce characteristics;
and
M. a description of
equestrians.
STAT AUTH: MS s 162.02;
HIST: 16 SR 32
any provisions to address bicycles, pedestrians, and
162.021; 162.09
88?0 4Q30 NATLTRnL PRESERVATTON ROt�'�'E ADVTSORY COMMITTRE
! Subpart 1. Appointmant and mambarehig. The commissioner shall appoint an
advisory committee for each construction district consisting of seven members:
one member from the department of natural resources, one county highway
engineer, one county commissioner, one representative of a recognized
environmental organization, and three members of the public. The commissioner
shall refer each county board submittal received to the advisory committee for
the construction district in which the county exists. No elected or appointed
official that represents a political subdivision requesting the designation or
any public member residing in that county may serve on the committee.
Subp. 2. OperaGing procedure. The advisory committee shall meet on call
from the commissioner at which time they must be instructed as to their
responsibilities by a designee of the commissioner, shall elect a chair, and
shall establish their own procedures to investigate the designation proposals.
The committee sha11 consider:
a. trie economic, social, safety, and environmental impacts that may
result from the designation or denial of the designation;
B. the magnitude of the ef£ects on ad}acent lands and the value of the
characteristics identified in part 8820.4020, subpart 2;
C. the number of persons, either residents or the traveling public,
affected by designation or denial of designation;
D. the present and future use of adjacent lands;
E. safety considerations as they apply to pedestrians; bicyclists;
motoring public; and fire, police, and emergency units; and
Page 27
��
F. other related issues as may be pertinen� to the roadway that have
been identified from information submitted in part 8820.4020, subpart 2.
Subp. 3. Reco�endation. After considering a11 data pertinent to the
requested designation, the committee sha22 recommend to the commissioner
aoproval or disapproval of the request.
STAT AUTH: MS s 162.02; 162.021; 162,09
HIST: 1B SR 32; 20 SR 2042
8820 4040 DF T NATTON OF NAT �AT PR GFRVAT ON Ro rrF gy
CdMMISSI6NER
Following receipt of the advisory committee recommendation, the
commissioner may designate the roadway as a natural preservation route. The
commissioner shall base the decision on the criteria in part 8820.4030,
subpart 2, and shall notify the political subdivision in writing o£ the
decision. If the request is denied, a written explanation wi11 be included
with this notification.
STAT AUTK: MS s 162.02; 162.021; 162.09
AIST: 18 SR 32
8820 4050 EXTENT OF STATF ATD FOR NA �7�r PR RVATTOZrT RO 7'�'�'
The extent of state aid participation for a construction project must be
determined on the same basis as a regular county state-aid highway project,
except that landscaping items are eligible for up to two percent of the total
construction allocation of the year in which any construction on the natural
preservation route is completed. This amount for landscaping is in addition
to the amount allowed in part 8820.3100, subpart 10.
STAT AqTH: MS s 162.02; 162.021; 162.09
HIST; 18 SR 32; 20 SR 1041
88Z� 4060 GF.OMET'RT�' �maNnnunG AC1R unmrmar ++n*�+ec�o��nmTnw
The standards in parts 8820.9980 and 8820.9986 apply to designated natural
preservation routes. In the case of reconstruction, the designer sha11
preserve, to the greatest extent possible, the existing profile, alignment,
and cross section. In doing so, the designer shall consider Che use of
guardrails, retaining walls, and curb sections to protect natural amenities.
To the extent practical, the designer shall include in the design landscaping,
including native species, curving alignments, variable back slopes, variable
ditch bottoms, limited clearing, and other means available to limit the
impacts on the environment while still addressing public safety.
STAT AUTH: MS s 162.02; 162.021; 162.09
HIST: 18 SR 32; 20 SR 1041
8820 4070 RSCONSTRUCTTON NOmrgTrn�rrON FOR hATLTQai pR SFRVA'�'Tpt
$OIITE•
A county proposing a project that requires removal of the entire surface of
a county state-aid highway that is a natural preservation route shall send to
owners of property abutting the highway a written notice that describes the
project. In addition, the county shall hold a public meeting to discuss
design and construction alternatives. Before project approval, the county
highway engineer shall provide evidence to the state aid engineer that the
Page 28
`�� -��?�b
concerns raised at the public meeting have beea addressed or incornorated into
the project. Spot maintenance projects, such as culvert zeplacements or
subgrade corrections, do not require notice.
STAT AUTH: MS 5 162.02; 162.D21; 162.09
HIST: 18 SR 32; 20 SR 1041
8820 4080 NATURAL PRESERVATION ROUTE SIGNS
Route markers must be posted at public road entry points to and at regular
intervals along natural preservation routes. Signs posted must conform to the
Minnesota Manual on Uniform Traffic Control Devices adopted under Minnesota
Statutes, section 169.06. Properly posted signs are prima facie evidence that
adequate notice o£ a natural preservation route has been given to the motoring
public. Signs must conform to the requirements in part 8820.9990.
STAT AUTH: MS s 162.02; 162.021; 162.09
HIST: 18 SR 32
8a�0 4090 REMOVAL OR DS3TGNATTON OF 23ATURAL PRESERVATZON ROLSTES.
A county board, after notice and a public hearing, may petition the
commissioner to remove the natural preservation route designation if the board
believes the characteristics on which the natural preservaeion route
designation was approved have substantially been loet. The petition foz'
removing the designation must be based on, and the advisory committee shall
consider, such items as loss of aesthetic qualities, changes in land use,
changes in road function, or significant increases in accidents. The
committee shall then make a recommendation to the commissioner. Following
receipt of the advisory committee's recommendation, the commissioner may
remove the natural preservation route designation from the roadway. The
commissioner shall base the decision on the criteria in part
8820.4030, subpart 2, notify the political subdivision in writing of the
decision, and include a written explanation with the notification.
STAT AUTH: MS s 162.02; 162.021; 162.09
HIST: 18 SR 32
8820.9910 Rapaalad, ]0 SR 1041
8820.9911 Rapealad, 15 SR 2596
8820.9912 Repealed, 15 SR 2596
BB20.9913 Ragealad, 15 SR 2596
8820.9914 Rapealad, 15 3R 2596
8820.9915 Repealed, 15 SR 2596
8820.9916 Repealad, 15 SR 2596
8820.9917 Repealed, 15 SR 2596
8820.9918 Repealed, 15 9R 2596
8820.9919 Repealed, 15 SR 2596
Page 29
EXHIBITS, FIGURES, AND TABLES
�
� � • � - - � � �-� � �� ' AP � � � � •
+ •� : •�
Projec[ed Lane Shoulde Inslope Recaver Desi9n Surfecin Structural Bridges to
ADT (6) Hidth r (c) y Speed g Design Remain (f)
Mia[h hrea (e) Strength Width
� Curb-CUrb
meters rise:run (Ian/h) Cmetric tons) (meters)
meters meters
0-49 3.3 0.3 1:3 2 50• Agg. ----- 6.6
100
50-149 3.3 0.9 1:4 3 60- Agg. ----- 6.6
100
(9)
150-399 3.6 1.2 1:4 5 60- Paved 6.4 8.4
�h� 100
400-749 3.6 1.2 1:4 6 60- Paved 8.2 8.4
100
750•1499 3.6 1.8 1:4 8 60- Paved 8.2 8.4
100
1500 and 3.6 2.4 1:4 9 60- Paved 9.1 9.0
Over 100
(a) For rural divided roadways, use the geometric design standards of the
Mn/DOT Road Design Manual, with a minimum 9.1 metzic tons structural de5ign and
minimum 60 kilometers per hour design speed.
(b) Use the existing traffic for highways not on Ghe state-aid or federal-aid
systems.
(c) Applies to slope within recovery area only.
(d) Obstacle-free area (measured from edge of traffic lane).Clilverts with less
than 675 millimeter vertical height allowed without protection in the recovery
area.
Guardrail is required to be installed at alI bridges where the design speed
exceeds 60 kilometers per hour, and either the ADT exceeds 400 or the bridge
width is less than the sum of the lane and shoulder widths.
Mailbox supports must be in accordance with the provisions of chapter 68i8.
(e) Subject to terrain.
(f) Znventory design rating M 13.5 required. Bridges narrower than these
widthis may remain in place provided that the bridge does not qualify for
federal-aid bridge funds.
Page 30
(g) Design speed of 50 kilometers per hour allowed off of the state-aid and
federal-aid systems.
(h) Initial roadbed width must be adequate to provide a finished roadbed width
for 8.2 metric tons design.
Aonroach sideslopes must be 1:4 or flatter when the ADT exceeds 400.
MS 22.5 loading or load and resistance factor design (LRFD) is required for
new bridges. MS �5 loading is required for all rehabilitated bridges. The
curb-to-curb minimum width for new or rehabilitated bridges is the sum of the
lane and shoulder widths plus 1.2 meters.
STAT AUTI-I: MS s 162.02; 162.09
HZST: 20 SR 1041
8820.9925 Repealed, 20 SR 1041
8fl2� 9926 GEQMETRIC DESIGN STANDARD5• RURAL UNDIVIDED•
$$SURFACINC.
Subpart 1. Minimum reaurfacing etandarda.
Prese�t A0T Proposed Struc2urat Pavement tlidth Shoutder - Design Speed
Oesign Strength Shoulder Yidth
(metrie tons) (meters) (meters) (kmlh)
Under 100 6.4 6.6 7.8 50
100 • 749 6.4 6.6 7.8 60
750 • 999 6.4 6.6 9.� 6�
1000 and 6.4 7.2 9.0 60
�ver
Widths of bridges to remain in place must equal roadway pavement
width.
Bridges narrower than these widths may remain
in place provided that the bridge does not qualify for federal-aid bridge funds.
M 13.5 loading is required. Any highway that was previously built to
state-aid or state standards or is a trunk highway turnback but does not meet
current standards for vertical or horizontal alignment, may be resurfaced and may
retain the existing vertical and horizontal alignment where safety considerations
do not warrant impiovements.
Subp. 2. Salectad improvemeata. Selected improvements that widen the
embankment or a1Cer the alignment or inslopes may be included in a resurfacing
project if the improvement does not require additional right-of-way or the
construction limits do not extend beyond the existing ditch bottoms, and the
improvement does not remove more than 20 percent of the length of the existing
bituminous or concrete surfacing over the length of the project.
Selected improvements must improve roadway design elements where accidents or
other safety problems can be documented, or where benefits are clearly supported
by an economic analysis. written justification for these selected improvements
must be submitted to the state-aid engineer for concurrence before the plan is
approved. The state-aid engineer's concurrence must be based on the applicable
Page 31
criteria of part 8820.3300, subparts 1 and la, Resur£acing projects may include
spot subgrade corrections over a sma21 percentage of the project length without
written justification.
In addition to the standards in subpart 1, the inslopes must be 1:3 or flatter
and must be free of obstacles to at least three meters from the e3ge of the
driving lane or to the toe of the inslope.
STAT AUTA: MS 5 162.02; 162.09
HIST: 20 SR 1041
8820.9930 Repealed, 20 SR 1041
I • +e1 � � � Li� � .
+ •� •�
eridges to
Recovery Design Structurel Rarein.(d)
ProjecYed Lex Shpulder Ins(ope Area Speed Deaign Cur6 to
ADT Width Yidth (e) (b) (c) Strmgth Curb Nidth
(meters) (metersS (rise:rwy (meters) (km/h) (metrie ton> (meters)
Less 3.6 1.8 1:4 3 50-80 8.2 8.4
than
1000
Over 3.6 2.4 1:4 6(e) 50-80 8.2 9.0
1000
(a) Applies to slope within the recovery area only. Approach sideslopes must
be 1:4 or flatter.
(b) Obstacle-free area, measured from edge of traffic lane. Culverts with less
than 675-millimeter vertical height allowed without protection in the recovery
area.
Guardrail is required to be installed at all bridges where the design speed
exceeds 60 kilometers per hour, and either the ADT exceeds a00 or the bridge
width is less than the sum of the lane and shoulder widths.
Mailbox supports must be in accordance with the provisiona of chapter 8818.
(c) Subject to terrain.
(d) Inventory design rating M 13.5. Bridges narrower than these widtha may
remain in place provided that the bridge does not qualify for federal-aid bridge
funds.
(e) Where the posted speed limit is 60 kilometers per hour or less, the
minimum recovery area may be reduced to three meters.
Thie sCandard applies only when the project is both located in a subdivided
area or an area in a detailed development process, and physical restraints are
present that prevent reasonable application of the rural design standarda. This
standard may also be applied when the legal speed limit is 60 kilometers per hour
or less. MS 22.5 loading or LRFD design is required for new bridges. MS 16
Page 32
loading is :equired for all rehabilitated bridges. The curb-to-curb minimu�
width for new or rehabilita[ed bridges is the sum of the lane and shoulder widths
plus 1.2 meters.
STAT AUTH: MS s 162.02; 162.09
AIST: 20 SR 1041
8820.9935 Repealed, 20 SR 1041
� • � � '��"� •� !. •'
; •� C •�
Functionel Design Speed laru Yidth Curb Reection Parking Lane
Ctassification and (a> Distance 4idth
Projected Traffic (bn/h) (meters) (meters) (meters)
Yo l une
3a-35 m 4�
Collectors o� 50-60 km/�i 3.3 (b)��� 0.6 Z� 2.4 �'
Locals with ADT 3s M�ti
<10000* over 60 kmih 3.6 �z' 0.6 2' 3.0 �o'
Collectors or 50-60 km/h 3.3 (b) 1.2 (c) y � 3.0 ia �
Locals with ADT �O 3 S ��
> 10000 and over 60 kmlh 3.6 � 1.2 (c) y� 3.0 (d) �
Arteri al s � S „,�,�, i �
(a) One-way turn lanes must be at least three meters wide, except 3.3 meters
is required if the design speed is over 60 kilometers per hour.
(b) Wherever possible, lane widths of 3.6 meters, rather than 3.3 meters,
should be used.
(c) May be reduced to 0.6 meters if there are four or more traffic lanes and
on one-way streets.
(d) No parking is allowed for six or more traEfio lanes or when the posted
speed limit exceeds 70 kilometers per hour.
One-way streets must have at least two through-traf£ic lanes.
When a median is included in the design of the two-way roadway, a 0.3 meter
reaction distance to the median is required on either side of the median.
Minimum median width is 1.2 meters.
Urban design roadways muet be a minimum 8.2 metric ton structural design.
7a�new or rehabilitated bridge must have a curb-to-curb width equal to the
required street width. MS 22.5 loading or LRFD design is required for ne�
bridges and a minimum of MS 16 loading is required for rehabilitated bridges.
Clearance of 0.5 meter from the face of the curb to fixed objects must be
provided when the posted speed is 60 to 70 kilometers per hour. A three-metez'
clearance from the driving lane must be provided when the posted speed exceeds
70 kilometers per hour.
For volumes greater than 15,000 projected ADT*, at least four through-traffic
lanes are required.
Page 33
.
'Additional average daily traffic may be allowed if a caoacity analysis
demonstrates that level of service D or better is achieved at the higher traffic
volume. Zf [he capacity ana2ysis demonstrates that additional lanes are required
only during peak traffic hours, then each additional driving lane may be used as
a parking Iane during nonpeak hours. "Leve1 of service" has the meaning given
it in the Highway Capacity Manual, Special Report 209, as revised and published
by the Transportation Research Board of the National Research Council,
washington, D.C. The definition is incozporated by reference, is not subject to
frequent change, and is located at the Minnesota State Law Library, 25
Constitution Avenue, St. Paul, Minnesota 55155.
STAT AUTA: MS s 162.02; 162.09
HZST: 20 SR 1041
8820.9940 Repealed, 20 SR 1041
8620.9945 Repenled, 20 SR 1041
8820 9946 GFOMETRrr nacTrrr qmnunnunc Tronn� c nr
Subpart 2. 2wo-•.ray atreeta. In the following table, total
width is in meters, from face-to-face of curbs.
Nudxr of TArough Lanes, Total Yidth Total Yidth with Totat Vidth �ith Proposed
Functional Ciass, ard with Na Parking on One Parkinp on eoth Strutturat
Precent Treffic Yotuee Perking Side Sides Oesiyn Stre�th
CmeYric tons3
2-Lane Collector or 7.8 9.6 11.4 8.2(b)
Local with ADT < 10000
4-Lane Collector or 13.2 15.6 18.0 8.2(b)
Local with ADT < 10000
2-Lane Collector or 7.8 9.6 12.6 8.2
Local with ADT > 10000
or 2-Lane Arteriai (a)
4-Lane Collector or 13.2 16.2 19.2 8.2
Local with ADT > 10000
or 4-Lane Arterial
6-lane Collectors or 19.8 (c) (c) 8.2
Arterials
(a) Pezlnissible for present traffic volumes less than 15,000 ADT.
(b) When lwT is less than 5,000, 6.4 metric tons is allowable.
(c) No parking is allowed,
Minimum design speed is 50 kilometers per hour. When a median is included in
the design of the two-way roadway, a 0.3 meter reaction distance to the median
is required on either side of the median. Minimum median width is 1.2 meters.
Page 34
q� -���
Subp. 2. One-way etreets. In the following table, total width is in meters,
from face-to-face of curbs.
Nindxr of Through Present AOT Total Yid[h Tetal Vidth Toxal Yidth Pro¢osed
Lanes and FuncT�onal with No with Parking uiLh Parking Structural Design
Class Parking on One Side on Both Sides Strength
(metric tons)
2-Lane <5000 6.3 8.7 11.1 6.4
Collector or
Local with ADT 5000 - 6.9 9.3 11.7 8.2
< 10000 1000Q
2-Lane <15000 6.9 9.3 11.7 8.2
Collector or
Local with ADT
> 10000 or 2- '15000 7.2 9.6 12.0 8.2
Lane Arterial
3-Lane Arterial All 10.2 12.6 15.0 8.2
or Collector
Minimum design speed is 50 kilometers per hour.
Subp. 3. Hxcaptlon. Any atreet that was previousty built to state-aid or
state standards or is a trunk highway Curnback, which does not meet current
standards, may be resur£aced regardless of subparts 1 and 2.
STAT AUTFi: MS s 162.02; 162.09
HIST: 20 SR 1041
8820.9950 R�pealed, 20 SR 1041
8820.9955 Repsaled, 20 SR 1041
Ruret-Suburban Desiyn, Urben Design,
Yertitsl Cteararxe Yertital Cleerance
(meters> Cmetara)
Highway under roadway 5 4.4
bridge
Highway under railroad 5 4.4
bridge
Highway under pedestrian 5.3 4.4
bridge
Highway under sign 5.3 4.4
structure
Railroad under roadway 6.7 6.7
bridge*
Page 35
�,.,� ,
*variances to the required minimum may be granted by the Minnesota
Transnortation Regulation Board. That approval eliminates the need for a
state-aid variance.
STAT AUTH: MS s 162.02; 162,09
FiIST: 20 SR 1041
8820.9960 MR 1995 Obaolete
I .d 1.. a - � .�P ' � ' • � � � �
� • \ : ' i �
Varking Scall Statt Tratfic Length 1/2 PreseM Legal Speed
Angte Yidth Oepth Aiste Atong Roadyay Ap7 ����t
Widih Curb Yidth
Minimim
Cmeters (meten (meters (meters (meters
(kie/h)
) ) ) > )
45 2.7 6.0 4.0 3.9 IO.I Less than 50 km/h
Degrees 3000 or less
60 2.7 6.4 5.5 3.2 11.9 Less than 50 km/h
Degrees 3000 or less
45 2.7 6.0 7.7 3.9 13.7 3000 and 50 km/h
Degrees over or less
60 2.7 6.4 9.1 3.2 15.5 3000 and 50 km/h
Degrees over or less
Diagonal parking provisions must be established by cooperative agreement
between the local road authority and the commissioner.
The cooperative agreement must show the angle o£ parking, provide for pavement
marking of the parking lanes, and provide Ghat the road authority may alter
parking provisions if traffic volumes exceed the design criteria.
Minnesota Statutes, section 169.34, must be adhered to in determining diagonal
parking spacing. Provide a 0.6 meter clearance from the face of the curb to
fixed objects. Parking meters, wrien spaced so as to not interfere with vehicle
operatioa, are exempt.
STAT AUTH: MS s 162.02; 162.09
HIST: 20 SR 1041
8820.9965 Rap�alad, ]0 SR 1041
8820.9970 Repealed, 20 SR 1041
8820.9980 MR 1995 Obsolete
Page 36
�:�-=, . . _ . • _ -
� . � _ Yi2 •+� � � ' P zL� ' Yli� •
C• Y . � �4 � ♦.: •�• •; z Ye •
'�' � •� '�•� � •'
•
(a) If the route has scenic vistas that will require parking vehicles along
the shoulder, widening the shoulder at these locations is acceptable. The
designer will provide a 1.2 meter paved shoulder if the route is a popular
bicycle route.
(b) Applies to slope within recovery area only. Other design features, such
as guardraile or retaining walls, should be considered in particularly sensitive
areas in lieu of reconstructing the inslope in accordance with part 8820.4060.
(c) Obstacle-free area (measured from edge of traffic lane).
Guardrail is required to be installed at all bridges where the design speed
exceeds 60 kilometers per hour, and either the ADT exceeds 400 or the bridge
width is less than Che sum of the lane and shoulder widths.
Mailbox supports must be in accordance with the provisions of chapter 8818.
(d) Inventory design rating M 13.5. A bridge narrower than these widths may
remain in place if the bridge does not qualify for federal-aid bridge funds.
MS 18 loading or LRFD design is required for new bzidges. MS 16 loading is
required for all rehabilitated bridges. The curb-to-curb minimum width for new
or rehabilitated bridges is the sum of the lane and shoulder widths plus 1.2
meters. Ditch depths and widths must be kept to the minimum required to
function hydraulically and to provide for adequate snow storage when a standard
ditch would negatively impact the surroundings.
The designer shall specify in the plan and special provisions that the
clearing width is to be kept to the absolute minimum. In sensitive areas, the
normal clearance allowed to a contractor for working room is zero unless
otherwise required for special conditions.
Curb and gutter may be used in lieu of a ditch section under the paved option.
The lane width, shoulder width, and recovery area must be maintained.
For designated national forest highways within national forests, and state
park access roads within state parks, this eubpart applies only where the
projected AvT is less than 100, unless the route has been designated as a natural
preservation route.
Page 37
Subpart 1. Type I route.
(a) The designer wi11 provide a 1.8 meter paved shoulder if the route is a
popular bicycle route. If the route has scenic vistas that will require parking
vehicles along the shoulder, widening the shoulder at these locations is
acceptable.
{b) Applies to slope within recovery area only. Other design features, such
as guardrail or retaininq wa11s, should be considered in particularly sensitive
areas in lieu of reconstructing the inslope in accordance with part 8820.4060,
Approach sideslopes must be 1:4 or flatter within the recovery area when the AD'f
exceeds 400.
(c) Obstacle-free area (measured from edge of traffic lane).
Guardrail is required to be installed at all bridges where the design speed
exceeds 60 kilometers per hour, and either the ADT exceeds 400 or the bridge
width is less than the sum of [he lane and shoulder widths.
Mailbox supports must be in accordance with the provisions of chapter 8818.
(d) Inventory design rating M i3.5. A bridge narrower than these widths may
remain in place if the bridge does not qualify for federal-aid bridge funds.
MS 18 loading or LRFD design is required for new bridges. MS 16 loading is
required for a21 rehabilitated bridges. The curb-to-curb minimum width for new
or rehabilitated bridges is the sum of the lane and shoulder widths, but may not
be less than nine meters.
Ditch depths and widths must be kept to the minimum reguired to function
hydraulically, to be traversable if within the re�overy area, and to provide for
adequate snow storage when a sCandard ditch would negatively impact the
surroundings.
The designer shall specify in the p2an and special provisions that the
clearing width is to be kept to the absolute minimum. In sensitive areas the
normal cZearance a2lowed to a contractor for working room is zero unless required
for special conditions.
For designated national forest highways within national forests, and state
park access toads within state parks, this subparG may be applied only where the
projected ADT is less than 300, unless the route has been designated as a natural
preservation route.
Page 38
SubP, z. Type Ii route.
� �,�
Subo. 3. 2�pe IIZ route.
Surface Type Design larte Shoutder Inslope Recovery Desi9n Brid9e to
5peed Yidth 4idth (rise:run) Area 5trengch Remain
(km/h) Cmeters) (me[ers) (meters) (metric (me[ers)
(a) (b) (c) toos) (d}
Aggregate 50 3.6 0.9 1:4 3 7.2
Paved (e) 50 3.6 1.2 1:4 3 8.2 t 7.2
Paved 60 3.6 1.8 1:4 5 8.2 t 7.2
ia) The designer will provide a 1.8 meter paved shoulder if the route is a
popular bicycle route. If che route has scenic vistas which wi11 require parking
vehicles along the shoulder, widening the shoulder at these locations is
acceptable.
(b) Applies to slope within recovery area only. Other design features, such
as guardrail or retaining walls, should be considered in particularly sensitive
areas in lieu of reconetructing the inslope in accordance with part 8820.4060.
Approachsideslopes must be 1:4 or flatter within the recovery area when the ADT
exceeds 0.00.
(cl Obstacle-free area (measured from edge of traffic lane). Guardrail is
required to be installed at all bridges where the design speed exceeds 60
kilometers per hour, and either trie ADT exceeds 400 or the bridge width is less
than the sum of the lane and shoulder widths. Mailbox suppozts must be in
accordance with the provisions of chapter 8818.
(d) inventory design rating M 13.5. A bridge narrower than these widths may
remain in place if the bridge does not qualify for federal-aid 6ridge funds.
(e) This standard may be applied only when the project is located in a
subdivided area or an area in a detailed development process, and physical
restraints are present that prevent reasonable application of another level of
these standards.
MS 22.5 loading or LRFD design is required for new bridges. MS 16 loading is
required for all rehabilitated bridges. The curb-to-curb minimum width for.new
or rehabilitated bridges is the sum of the lane and shoulder widths, but may not
be less than 9.6 meters.
Ditch depths and widths must be kept to the minimum required to function
hydraulically, to be traversable if within the recovery area, and to provide for
adequate snow storage when a standard ditch would negatively affect the
surroundings. The designer shall specify in the plan and special provisions
that the clearing width is to be kept to the absolute minimum. In sensitive
areas the normal clearance allowed to a contractor for working room is zero
unless required for special conditions.
STAT AL7TH: MS s 162.02; 162.09
AIST: 20 SR 1041
8820.9985 Repealed, 20 SR 1641
Page 39
� 4. \ Y��Y • Y [ � � i_\P �_i� \ i 2i�
': : •� C• Y � �_ • �: •.� '�:.
L S L
�: •t:. '�� ��ti �'> >�•_� 4: �
�
•• •�
_ •_ _ _
6.4 6.6 7.8
Widths of bridges to remain in place must equal pavement width. A bridge
narrower than these widths may remain in place i£ the bridge does not qualify for
federal-aid bridge furids. M 23.5 loading is required.
STAT ADTH: MS s 162.02; 162.09 .
AIST: 20 SR 1041
8820.9990 ROU'�'E MARRER
8820.9990 T=1: 20 picas - Insert National Preservation Route
marker here
610 mm x 610 mm
Green legend; white reflectorized background
STAT AVTH: MS s 162.02; 162.021; 262.09
HIST: 18 SR 32; 20 SR 1041
8820.9995 MTNr3�L?M BSCYCL•E PATH GTA�v R
Minimum Bicycle Path Standards
Off-Road Design (a)
Minimum Surfacing width (two-way) 2.5 meters (b)
Shoulder/Clear Zone 0.5 meters (c)
Inslope 1:2 (rise:run)
Design Speed 30 km/h (d)
Vertical Clearance 3 meters
(a) For on-road bicycle facilities, the appropriate tables in the Minnesota
Bicycle Transportation Planning and Design Guidelines apply.
(b) Three meters is required for combined bicycle/pedestrian paths. 1.5
meters is required for one-way paths.
(c) The shoulder/clear zone should be carried across bridges and through
underpasses. Minimum bridge or underpass width is three meters,
(d) Use a 50-kilometer per hour design speed for grades longer than 150 meters
and greater than four percent, from the uphill point where the grade equals four
percent to 150 meters beyond the downhill point where the grade becomes less than
four percent. The maximum allowable grade is B.3 percent.
STAT AUTA: MS 5 162.02; 162.09
AIST: 20 SR 1041
Page 40
Q�_���'
��
FCRI�TIT
AhTD
977 West Nebraska Avenue • Samt Paul, Mi�esota • 55117-3328
Phoae &, Fas: (612) 488-8412 • E-mail: DanKrivit(n)�
Wednesday, August 20, 1997
TO: Saint Paul City Councii Members
CC: Honorable Mayor Norm Coleman
FROM: Dan Krivit (Representing the Saint Paul Bicycle Advisory Boazd)
RE: Saint Paul Transportation Policy Plan
Thank you for the opportunity to comment and participate in this sneeting today on the City's
Transportation Policy Plan. I am submitting these comments today on behalf of the Saint
Paul Bicycle Advisory Board (BAB). We appreciate being included in today's discussion.
The mission of BAB is "... to advocate for, and assist in creating a safe and attractive
environment for bicycling, both for transportation and for recreation, in Saint Paul." The
Boazd provides the Mayor, City Council, and City Staff with technical and educational advice
on bicyciing policy and facilities in Saint Paul.
As a general statement, we are supportive of the bicycling related policies within the draft
Policy Plan. It may be interesting to note that improved facilities for bicycling are not on]y
consistent with, but are integral to accomplishment of the Plan's stated priorities and goals.
However, we need to get beyond the mere policy debate stage and further into the hazd
choices of funding priorities and design commitments. We all need to be on the look out for
opportunities to improve bicycling faciliries as we refocus our time and resources on
downtown pazking needs, road access and riverfront redevelopment.
BAB believes that we often do NOT lack such opportunities or resources to implement safe
bicycling faciliries, but rather find bicycling advocates lack the political clout to counter some
of the more visible and parochiai concems such as businesses or residents adjacent to planned
road improvements. Specifically, bicyclists ofren loose out to on-street parking or wider,
faster automobile lanes. For example, we feel there were missed opportunities to cost-
effectively provide for adequate bike lanes, together with adequate automobile needs, on
recent improvements to Lexington Parkway and Dale Street.
Dan KriNiYs Comments
Transportation Policy Plan
Page 1 of 2
As one notable e�mple of the implementation steps necessary to make the bicycling portion
of Policy Plan vision a reality, we applaud the City Council's decision last week Yo stripe one
bicycle lane on Mississippi Boulevazd. While the BAB views this as an interim step, it does
represent positive progress and improvement to proYect the safety of all trail users. The drafr
Transportation Policy Plan states:
Combined bicycle-pedestrian paths generalIy should not be desi�axed as bike routes
because bicyclists and pedestrians do not mix well unless there onty a few of them on
the facility. Shazed paths tend to have built-in hazards, ..... Separate off-road paths or
on street bike lanes should be provided for most riders.
Your action last week begins to help mitigate these safety hazards along the Mississippi
Boulevazd combined path.
As additional examples, there are two Capital Improvement Projects that we feel deserve City
Council approvat this budget cycle: Como Avenue Bike Lanes (Log No. SU-5597083} and
Warner Road Trail Extension (Log. No. SU-5597084). A reduced form of the Como Bike
Lanes pmject was recommended by the CIB Committee and then the Mayor Iast week.
However, the Wamer Road project was not included.
BAB is dedicated to improving bicycling systems for both recreation and transportation. For
example, we are working to heip organize the annual Saint Paul Classic Bike Tour and
dedication of "The Cttand Round" parkway loop throughout the City (see attached registration
brochure). But we are also helping to develop commuter routes into downtown and improve
bike parking facilities. We haue met with a the Downtown District Community Council and
the Building Managers Association to solicit comments on a downtown bikeway plan. But
these efforts need greater recognition and support by City elected officials. We encourage
you to look for such detailed implemernarion steps as means of easing traffic congestion and
parking constraints.
We have made good progress towards a comprehensive bicycle system within the City of
Saint Paul. However, the infrastructure is currentiy a patchwork of notable bike facilities
(e.g., Summit Avenue, Crateway Trail, etc.}. To maximize the benefits ofthese past
investments, we need to continue and accelerate our development of new bike lanes and
storage lockers for both commuters and recrearional bicyclists.
As part of the original resolution that created the Bicycle Advisory Board (see attachment),
the City Councii in essence made a commitment to implement dedicated bicycle lanes on all
major road consduction projects on arterial and collector streets. Also, this resolution states
that all parkways shoutd have striping for separate bike lanes or off-road bicycle paths. As
you adopt the Transportation Policy Plan currently before you, we are asking that the City
Council renew these commitmerns as contained within this original 1991 resolution
establishing a comprehensive bicycle transportation policy for the City of Saint Paul.
Thank you for this opportunity to comment.
Attaclvnents: { 1) Saint Paul Classrc Bike Tour registration and informational brochure
(2) Resolution Establishin a Comprehensive Bicvcle Transoortation Policv for the
Citv of Saint Paul (Adopted by the City Council on December 19, 1991)
Dan Krivit's Comments
Transportation Policy Plan
Page 2 of 2
>seSVi1V/-�� Cenae_1 File � OI-I5�/�
�! �"� .
� 6cee : Sheet �
s RESOLtlTlON q � . �� r
'�1TY OF SA1NT PAUL, MiNNESOTA
: �)
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:;
:3
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38
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44
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Preseated 3y
ze_°er:ed To
C�csittee: aate
?tESOLL'IION EST.�BLISHIl�G A COMPREHE?SSIVE BICYCLE TR�'�SPORT.�TION
POISCY FOR THE CI'I'I' OF SA�v'T PALZ
WHERE:�S, tne quality of our erban eaviro;�ment reqi:'u-es tt�.at the Citv address '�e
p:oblems zsociated «�ith pollutioa ,ro� autor,�obile emissionz such 2s c�sbon dioxide aad c2bon
:..or:oxide; and -�
STvHEREAS, i�e Citv is c��rrently developing a local tr�zs:t i�iria*�ve throuah develep �ent ci
tRe ir�ponation Policy PI2n, Tr2nsit Access S�dy, Downtown Trarsit Services Impro�enent
P: oe; am, and coordir.ation of trarsit service i-aprovemenu durin� the 1992 dowaiow3 hiaaw�y
corstn!ction; and
ST�T�REAS, Sint Paul znd �Vl�neapolis we:e :ecenfly selected one of twelve u.ban a*ezs in
the world to par'scipzte in a U.N. spo,sored "Urban CO2 Reduction Project" �ined at developir�
di�e:ent strate,g�.'es 2*�d proerans for reducin� c2rbon dioxide in u-bzn 2reas; and �
WI�REAS, u�cluding a birycle transpona�on policy in the comprehensive trz��po;�a*.ion
policy to encourage �he use oi birycles as an 2lteraative form of �anspor�arion would co�t,-ibute to
solcing uF e many environmental problems associated with auto�obile e�issions and sauc
congestion in the Ciry; and
W�iEREAS, bicyclin� is a very �opular recreational 2cti��ity ior r.�any residen�s of the Ciy of
Szint Paul; znd
Wf�i2EAS, inadequate numbers of properly desi�ed bikeways bas decreased the sa,ety of
bicycliss, pedesuiars, and motorists; and
W��REAS, there is an urgent need to review and, in some cases, amend the City's curent
trafnc and u�anspo�ation policies to encounee ,areater use of birycles within Yhe City of Saint Paul
and to make bicycling as safe as possible ihrough good desi� of roads, parkways, walldng paths;
NOW, TFiEREFORE, BE IT RESOLVED, that the Saint Paul City Council hereby adopu
the following policies as part of a birycle uarsportation safety poliry of the City of Saint Paui to
help promote safe birycling as an altern2tive r�eans of transportation such that:
1) A Bicycie Advisory Boazd {BAB) be established to provide ongoing technical and
educational advice to erlsure safe birycling in the City.
2) The BAB shail have a total of 11 members, seven citizen members representing each of
the City's seven districu, one member from the Parks Commission, and one member
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eacu from Public WorIs, FED, a�d P2ri� �d Recreatioa. .�ll members shail be
appointed by t�is .I�:ayor thrcue� �e ogea appointments process.
3) T�e B.AB s: alI work witi u3e A.a.m.iaisi22ion in considera�oa oi sireet and othe:
c=pital p:ojecs as u;ey a�e�; tae c��rr�� Dr: ft Bikeway Sys.er� map in the short ter,:..
In the lon� Lerm, tue B�3 ;�a3j �e lp deve?op tHe uItiumzie BiI.eway Syste� �s p�rt oi
the revised Par� and Rec:ea�:on P:ar far corsideration by the CounciL
4) T�e BAB shall work on park:a� iac�ity developmeat, a conn'nur.g biryc?e safery
educarion prosr�, prou:otion ef ciry-wide evears such as Bike zo Work Week a:,d
Citizens Bil:e Tour, a�d encou;agemeut of birycIe cor.uautino.
�) Tnat �he Cirv Ad�iristration be�:n the pIannSng and corsu�:c�on of a c:ty-wide n�s�e :7
of biteways, co�binir.g on- aud off-road �a wizh tke �u�ese oi incre2sir� �ie
nu:zber oi indi�,:cuas com�-:uzin� to work oa non-motorized venicies.
6) :�?1 �ew ,oad c�-�s��ction a:.d s zjor s�:.ee: :ep�ir on arte:,al u�d coLeaer :tree:� e�
tt1E C?i}' OI S2?IIL t�HL'1 lIlC�llL��, WI1C fe: sioIe and s�re, �iO��SiOR i07 2 D(7IOaIici�IV
u^.271 'oicyc:e i�es on bou SiC�ES 02 tS° S02Q O�, Wt127E 2�DIODLIc2E, Ou-i02d �72t .c.
i} .�I z.Yistin� pzs�,�-ays within the Ciry of Saint Paul have estzbIished aporopr:ate?y
Iiici�{�� bl� la*,es on both s;ces of u'�e road waere fezsiDl or w�e:e H7Di0Di72 �, OZ
an o:� rozd bicyc?e pa:h.
8) .AiI new bridee consu,*cron 2nd major bridge re�abilitz�on wor;t, where s2ie 2:Zd
`eas;ole, provide ior zpproor'ateiy marked bike lanes oa one or both s.'des oi suc:�
bric�Ps.
9)
?0)
a?t c�:r.ently co�aoined biryc?e/wzlldae �aths in the Ciy oi S�t PaLl be moci�e3 zc_
quic!dy as possiple so th2t �iryde trzu�c s in eiiher a sep2r;te ou-road bicyc.a u2i1 or
in a� approori2:e?y marke3 bixe l�ne on a roadway adjacent to a walle�g path.
.�ll Ciry-owned faciiiries provide ;or adequate safe storage ci bicyc:es :or e.uplcyees
w�o wisn to cor,�ute to work on bicycies, where s2fe and ie25fDle.
il) Tnat zonin� ordinz�ces and s:te pla_n review requiraments be reviewed and a,�eaded
whe:e necessary to require th2t cons« c�on or substantial rehabilitation of buildinss
within the Ciry of S2iat PauI provide for aa adequate storage of birycles for employees
working withia their particular building- -
r . -
�y
-3 of 3-
u� 7 � .
�7 —rL�
1?) 'I�at prior to sub •�ission to the Ciry Councl of a speciFC p!2n, fundin� soi:rces. s�a11 be �
o idenrined. Equally, plans shail also show the impact on pa.-ldn� in :he proposed area
- incIudinQ, but not limited to, on-sseet and off-street par�,in;. Fin2lly, pIans shalt also
� ec�luate the impaa on bfluIevazd trees and usabie ; and bouleward space prior to
� st:bmission to the Ciry Council,
':0
:1 BE IT FTJRTHER 12ESOLVED, that the City continue to wor'{ with the Re� onal Transit
_2 Bo2;d, '_vletropolitan Transit Cer�nission, and Vletropolitaa Council in 3evelopment oi :e��onzl
:3 :.zs;t initiavves corLSistent wiLh the Cit}�s ener�ng local trznsit iniLa�ve work.
:�
a
T
?bsez�
�ecuested bv De�artmer.t of:
Byc
;,donted by Council: Date
ada�tion Certi:2ed by.COUnc• Seczetary
�Y: _ ���-��/ 1 �'
:,pproved by !3ayor:;� Date^ �EC 2 4 194i
By:
�p t d/ILfI�-L� f
Form Agoroved by Ci:y attoraey
By:
Approved by Mayor £or Submission to
Couneil
By:
CITY O
,
P:eser.:ed By
Re:er:ed Sa
Poza
Sy: �
—.�,l � =
� � a1.
.:
WHER�AS, the Minnesota Department of Public Services is accepting
and��catiors for Cor;unity Enercy Council gr�nts from cities and counties;
k'HERE�S, Council Resolution No. 87-�08, set forth guic�=7ines and
established the City Council as the Cor,uouaity Energy Council for Saint
Paul; and
k'LEZE;S, Saint PauI has received approxir„ately 5175,000 fro� these
rU71C�S and is e7igibte to raceive an additionai anount oi S10,OOOt fro�
�?�is �und; and
WnEz�?.5, Eticible ex�enses af this rund ir,c7ude gr�nts ;or irproving
o;;pertunities for bicycling in Szint Paul; now therefore, be it
R�SOLVE], 7nat ��;e City of Saint Paul act as sponsoring unit o�
cov=_r;�,��=_r.t for the pr�ject titled Bicyc7e Advisory Taskfarc= to-be
co�duCted bei`.wc�n Fa17, 1591, znd SurL�er, 1992, and tha� Ro�ert ?. Pira;,�,
Superirtenc��nt of Pzrks znd Recreation, is hereby zuthoriz=_d to apoly to
the Minneso�a Depzr��zent of Public S-rv�ce for iunding o` this proj�ct on
behzlf o� the City o,' Saint Pzul; and further
RfSCLV=J, ihat �nz City of Saiat Paul will ent=_r into a grznt
zgr=_e„�ent witn the State of Minn_sota for the project naned abave ii �he
a��Iic=_tion is succ=_ssful, and tnzt Robert Piran is hereby zut6oriz=d �o
EXcCU�i.2 C2Y d5 rzquired and 2X�CUt2 SUCh agreenents cS cl'2
n�c=_ss�ry to i��p]=_ment the project naned above.
Rerves:ed by DegL �eat of:
Co�nunity Services �
'- — �> / -
P.Cort±ca CertiPie3 L^�• Ce�;�eiZ Secret�-y
3y:
Approved by Yayor:
By: -
Dat�
1 � ��L:��i :��� #
Creen Sheet �
AESOLUTlON
aitv i PAUL, M]NNESO�A
C:sti_tee: Date
by C ry ?�'t.cs
� i _-!! -
A�roved by Yayor for
By:
:o
Ado�ed by Cauaei2: Data
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August 20, 1997
City Council President Dave Thune
Members of the St. Paul Council
City Hall/Court House
Saint Paul, Minneso 55102
Dear Council P si Thune and Council Members:
This afternoori you wi11 be conducting a work session on Saint Paul
Transportation Policy Plan, A Chapter of the Comprehensive Plan.
Staff of Ramsey County Regional Railroad Authority will at your
request attend your meeting.
I am pleased to see that St. Paul and Ramsey County have a common
agenda on transit and are working hard together to achieve it.
The emphasis in your plan on:
* Better transit service and adequate funding for it
* Support for investments in alternative transit modes
* Control of sprawl
* Transportation investments that maintain linkages
betvaeen business, labor and markets
* Support for busways and light rail transit
* Targeting economic development around transit hubs
* Support for reverse commuting
Printed on Rerycied Paper
. �:....
City Council President
August 20, 1997
Page Two
and Members
We too support a11 of these initiatives and
the collaborative relationship we've had with
the Legislature, in washington where we've
funding for projects, and in planning for
with your staff.
REO/gb
Railroad Authority
cc: Mayor Norm Coleman
Ramsey County Board
Terry Schutten
Stacy Becker
Pam Wheelock
have benefitted from
St. Paul in 1997 at
both sought federal
transit improvements
a
In the Plan Overview and Priorities of the Saint Paul Transportation Policy Plan, the Q � �r W
three-part strategic vision focuses mainly on physical buiidings and infrastructure.
The Policy Plan needs to elevate the concept of Customer/Cultural
Service to an actual and equal strategic vision. Without recognizing customer
and cuitural aspects as an essential part of the plan, we will have built costly
infrastructures and buiidings that are doomed to underuse or failure. Without
inciuding service to the customer, we will have spent monies fruitiessiy for someone
else's profit.
What i am addressing is the transportation concerns of many bus riders. Many of
these Customer/Cultural Service issues I'm going to address are valid for other
priorities, policies, and objectives listed in the Policy Plan.
i believe that if the City of Saint Paul works closely with Metro Transit to promote and
provide better customer/cuitural service to our city, then more people wili come
downtown and to our neighborhoods on buses to shop, eat and be entertained. I
believe that the City of Saint Paul can make Metro 7ransit better aware of the needs of
our visitors and residents. As an individuai citizen, I cannot motivate Metro Transit to
incorporate Customer/Cultural Service as an essential underlying foundation to or
philosophy of their organization. i am here today, because because I would like the
Ciiy to work together with Metro Transit to create and elevate Customer/Cultural
Service as a prime strategy, objective, goal, starting point and end-result.
Tax doliars are limited
We all know that the public is concerned about how dollars are spent and whether
taxes will increase. And in terms of Metro Transit, tax pay�rs and bus riders are
concerned that Metro Transit is not focusing on increasing readership but instead is
focusing on auxiliary, less essential items like expensive hub stations and bus
shelters, name changes, new uniforms, new bus stop signs, and.new cars for
supervisors.
If the prime focus of Metro Transit, and if one of the strategies of the Saint Paul
Transportation Policy Pfan were CustomertCuiturai Service, then bus readership
would increase.
What do 1 mean by CusiomerlCultura{?
To provide service that is Customer/Cultural, the City of Saint Paui and Metro Transit
need to (1) Communicate in the language of the customers, both English and non-
Engiish speakers. (2) Meet the customers' actuai needs for service. (3) Promote the
service in ways that increase the customers' use of the service.
What do 1 mean by Service?
Service is getting the customer from one piace to another as efficientiy as possible.
Notice that I define "service" in terms of moving customers, not holding them.
Page 1
How can the Saint Paul Transportation Policy Plan incorporate the i`^ � t�' �
cultural and customer needs of the public?.
The fo(lowing suggestions tend to refer to the Metro Transit. However, l would suggest
that you incorporate some of these ideas when designing, educating, and promoting
other modes of transportation, whether for bike paths, carpooling, or street signs.
(a) Customers, residents and citizens are limited in English proficiency
On page v of the Plan the question is posed,"How will we break down the walis of
social and economic isolation that surround too many of us?" IVot ali of our residents
speak English. Not all of our visitors speak English. Many non-Engiish speaking
residents of Minnesota and outside visitors attempt to ride the bus within the
boundaries of Saint Paul. For them, riding the bus often becomes an awkward and
frustrating experience. Even educated pro-pubiic transportation visitors from other
states and countries are frustrated with Metro Transit.
Providing easily understandable information in other languages will help make their
experience more pieasant.
(1) I have never seen any Metro Transit materials posted that included
Spanish, Cambodian, Hmong or other languages. Information about bus connections,
costs, discounts, customer service, lost and found, etc. should be available and
prominently posted throughout the City of Saint Paui wherever there is information
about buses.
(2) The Metro Transit automated phone system does not provide information in
languages other than English. Anyone who has attempted to get information about a
new or even a familiar bus route, has discovered, as I have, that the automatic
information system and selection options are extremely confusing to native, fluent
speakers of English. Talking directly to a human being is not aiways an viable option.
(b) Customers, residents and citizens are off different cultures
In addition to the issue of English language proficiency, part of the problem with Metro
TransiYs written information and its automated phone service is cultural bias. Not all
citizens, residents and visitors of Saint Pau{ are native Minnesotans with a white
German-Scandinavian background.
(1) Some cultures living here are known to have difficuities with map reading
and directions because of their cultural background. This difference is apparent in our
classrooms, even if the children were born in this country. To understand the bus
system, the difficulty is greater for adults living here now who were actually raised in
the culture where map reading and directions are totally different or nonexistent in
their homeland; many of these adults need to use public transportation.
(2} In one of my English as a Second Language certification cfasses at
Hamline University, i learned that the culture here is to say north, south, east and west
when giving directions. ("Gulture here" refers to the dominant white culture in this area
Page 2
• of the country.) If you're not originally from here, as I am not, and if you're not part of
the white Midwestern culture, then the use of north, south, east and west is not really
meaningfui. It is very frustrating to use Metro TransiYs automated phone system, read �`�
' their pocket maps or posted schedules, or try to figure out where "north" is when your �
bus to work is suddeniy rerouted. a�
Since Saint Paui is often recognized as a major American and international city,
whoever provides written or verbal information to the general public should make
certain that regional language expressions are reduced to a minimum.
(c) Simple visuals (maps and diagrams) are internationally understood
(1) Other international and American cities frequentiy and prominently display
their entire transportation system. The large maps or diagrams for the entire system
are located inside each public transportation vehicie, allowing riders to view the maps
as they ride. The same maps or diagrams are conveniently posted outside and inside
waiting areas for everyone to admire. Peopie can figure out on their own what
streetcar or bus to take to go to their destination. They can aiso on their own figure out
where to board or exit the appropriate vehicle and where to transfer. The actual
departure times are aiso often posted at the individual locations or near the large
map/diagram. People like to figure out things on their own. For individuals with limited
English proficiency, visuaf aids such as maps and diagrams heip them sort out
language misunderstandings and reduce translation problems when a feliow rider
tries to explain how to get somewhere.
In addition to helping the actual customer find hislher ride quickly at that one
moment, the display of the entire transportation system educates the genera! public
that there is a convenient transportation system available. The public becomes aware
about how to get from one place to another, within and outside of the city. Directly and
indirectly the entire transportation system is being promoted as being accessible to ali.
In Saint Paul and for Metro Transit, iYs a different story. IYs impossible to find a
system-wide map on the buses. i found one large map posted in a transit station along
Minnesota Street in downtown Saint Paul. Inside the locked display, a promotionai
advertisement for the speciai Amtrak/iighi raii transit excursion this summer was
blockfng a large section of the Metro Transit map -- this poster was still blocking the
map over a week after the Amtrak excursion was held.
(2) Other internationai and American cities frequently and prominently display
the route of the individual bus or streetcar being boarded. The large display (a simple
diagram) is located inside each public transportation vehicle, allowing riders to view
the display as they ride. Riders then can figure out when to get ready to exit the
vehicle. Often they can also on their own figure out where to transfer.
In Saint Paul and for Metro Transit, iYs a different story. Maps or diagrams of
individual routes are sometimes posted in the bus sheiters, never on the buses. When
the individual routes are posted, usually iYs just the departure times. Everything is in
Engiish, including the explanation of different stops for the different lettered buses.
There is no simple diagram or sketch of the route, so if your English is limited or if you
don't know the route or neighborhood, then the posted information is confusing.
Page 3
(3) Other international and American cities frequentiy and prominently display �Y
the end destination or the direction of the individual bus or streetcar being boarded. ��l�
Usually the destination or direction is announced as a city or business area, rather
than just a street or "north."
In Saint Paul and for Metro Transit, it's a different story. On the individually
printed schedules and on the automated phone system, Metro Transit constantly refers
to directions, "going north/south/eastlwest." When I need information about
transferring, i often have no +dea what the end destination is {in terms of north/south/
east/west), and often I've gotten information for the opposite destination from what I
wanted. lmagine the fsUStration of someone tsying to go on an ear{y morning }ob
interview and not having private transportation availabie that morning!
{d) Not everyone has a pfione
Walking downtown, the most prominent printed message from Metro Transit is to calf
them for information. Aside from some visitors, residents and citizens of Saint Paul not
being fluent speakers of English, many don't have access to a tefephone. For
example, low income families and families living in high crime areas where the public
phones (if existent) are constantly broken. Finally, if you've ever wanted to make a
quick phone call downtown Saint Paul near a bus stop or bus shelter, you quickly
learned that finding a public phone on the street or easily identifiable from the street is
impossible.
So instead of referring people to phone numbers, it would be easier for Metro Transit
to just use the same space to display system and individual route information at
several convenient sites throughout the city and throughout ihe neighborhood. When
I've talked to Metro Transit staff, I was told they don't have adequate space to display
information downtown and in outlying areas. Hopefully the City of Saint Paul can help
find and negotiate more space for Metro Transit to educate its readership in a
customerlcultural way.
(e) Not everyone has an adequate knowledge base
In addition to the language barrier of English, not all visitors, residents, and citizens
are acquainted with Saint Paul nor do they all have a knowledge base about how a
transportation system works. Metro Transit and the City of Saint Paul need to work
together on this issue.
(1) Just as the snawplow regulations and Metro Transit snow reroutes are
confusing to people with limited English skills and to people with no knowledge about
snowp{owing, imagine the coniusion oS the same people when the buses are rerouted
for speciai events. Ali of a sudden, peopie are asked to go to streets they never knew
existed. 1've been riding the bus for 20 years, and f find the most of the reroute
information provided is inadequate.
Page 4
. an•�Y
For example, every year buses are rerouted during certain times for the Taste of
, Minnesota fireworks. Every year the handwritten reroute notices for the buses
stopping in front of Sears (going downtown) teil people to go °north" (??) or to to such-
and-such a street. Who carries a compass with them? This year, I didn't know where I
was to go to find Pennsyivania, and the security officer nearby joked about the state of
Pennsylvania. Apparently he didn't know where the street was either. Why couldn't
there have been some diagram showing where peopie were to walk to for the detour?
One summer I took the bus to the Farmers Market. Apparently the bus were going to
be rerouted for the Gus Maker tournament or some other event. There were no
announcements posted during the weekday, and none posted that morning. After
asking a few bus drivers, I thought I might have found the correct corner and street for
my return home. Fortunateiy, I rescued my neighbor from an even fonger frustrating
wait as I saw her standing for quite some time on the "wrong" corner waiting for her
bus right home from the market.
(2) if reroute information is posted ahead of time, free public street events in
Saint Paul would be better publicized. { And, of course, riders would be forewarned
about changes in bus stops.) For exampie, when booths were being erected afong
Kellogg Boulevard a few weeks ago this summer, everyone on the bus going home
from work was asking "WhaYs going on?" Nobody knew or recalied the Rivertront
fundraising event. Nothing was posted ahead of time, not even along Cedar or
Minnesota or other streets where lhere are many bus riders. People could have
planned on buying lunch and enjoying free entertainment on Kellogg the next few
days, but there were no obvious signs or banners advertising the event. 8oth the
fundraisers and the City lost out of free promotion. All they and Metro Tra�sit lost out of
additional riders (visitors with money) who would have traveled to downtown wfth their
children.
When streets were blocked off for the Shriners parades and buses were rerouted,
many bus riders didn't know what was going on. I didn't catch any advance
announcements in the Iocai newspapers. Perhaps the Shriners didn't want the
parades advertised via paid ads? However, if these events had been announced
sooner via advanced notice of bus reroutes, there would be more aduits and children
attending the free downtown events. Again, if the information is provided in non-
Engiish languages, many families with limited English proficiency would be abie to
take advantage of free downtown events.
(f} We alt have different cultural interests
(1 } tn addition to the State Fair, Metro Transit offers special deals on big sports
events in Minneapolis. These special deals are mentioned in the monthly "Take-OuY'
flyers hanging from the buses. First of a{I, not a4{ residents and citizens in Saint Paul
are interested in attending big sports events. I'm not certain about the actual amount
of increased readership due to the advertised specia{s; my guess is that the
readership increase is minimal. Those who ride the bus to big sports events in
Minneapolis probably did so before and after the special otferings, because they find
the bus more convenient than driving and parking.
Page 5
(2) Offering reduced fairs to sports and other events to reduce congestion and
to indirectly promote attendance at the events is, on the whole, a good idea. What I'd
like to see happen is that free pubiic Saint Paul events are promoted via Metro Transit.
We do have Winter Garnival, Gus Maker and ather free or (ow-cost cultural events in
downtown Saint Paul. Advertisements could be done via Metro Transit flyers, posters
inside the bus, and along the bus routes that service downtown Saint Paul. �^ ��
Wouldn't it be nice to have signs in Hmong, Cambodian and Spanish (and other
languages as necessary) saying "Bus to Winter Carnivai Parade on (date)"?
Wouldn't it be nice to increase the minority participation in downtown Winter Carnival
festivities as weli as other events?
Wouldn't it be nice to have families pay reduced fares if they boarded the bus at
cestain neighborhood stops, especially during low usage times and weekends?
(3) We aiso have sponsor cufturaf events such as the International Festivaf,
sports teams and state tournaments in the downtown area. Couldn't something be
worked out with Metro Transit, so even that people from the suburbs fearn about how
to get here and back (with discounted rates), including the weekends?
Note: Metro Transit had a speciai bus to and from the Saints baseball games.
Nobody knew about the speciai bus, and not surprisingly, the bus was cancefed. ft
was doomed to failure because it wasn't advertised outside of the "Take-ouY' flyers (if
the flyers existed at that time). lf communication isn't available to the public where they
tend to read notices, then they know that certain services exist.
(g) We all have different cultural and educational needs
(1) When visitors come to Saint Paul, they have different needs than most
residents. They want to know where can they get a bus to the museum, or theater,
shopping store, farmers market, or someplace outside of Saint Paul. I would suggest
that the City in cooperation with Metro Transit design some simple map for visitors
(and residents) with major sites, streets and bus stop locations ciearly noted. This map
could be displayed near the major sites too, for example, outside or inside the
Children's Museum.
We need something better displayed than the system used for the trolleys running
downtown. Many people didn't know what the trolley was, where and when it went,
and why it existed if we had a bus system serving the area.
(2) Residents need to know how to get to the private and public schools, for
parent visits, registration, or in case their children missed the bus. Especially low-
income people rely on the bus. People with limited English proficiency can't get
adequate information about the bus system in their native language. The City in
cooperation with Metro Transit, and possibly the Saint Paul Public Schools, could
make bus information more accessibfe to these families. !f and when city maps cross-
reference schools, it would be nice to have the bus route numbers mentioned.
Page 6
(h) Not everyone has a watch
, There are too few visibie clocks located near bus stops in Saint Paui. Not everyone
has a watch, much less has one following Metro Transit time. It would be nice if there �I
were more clocks visible, downtown and in the neighborhoods. �����Q
How can the Saint Paul Transportation Policy Plan incorporate the
service needs of the public?
Again, the definition of service is getting the customer from one place to another as
efficiently as possible. To improve service to customers, the prime focus of Metro
Transit shouid not be buildings. Buildings, whether hub stations or transit stations, are
extremely expensive and cannot be easily moved. Buildings themselves do not
increase readership, nor do the buildings themseives transport customers from one
piace to another.
If Metro Transit and the City of Saint Paul wish to increase readership, then monies
and efforts should be focused on informing the pubfic about riding the bus in ways that
would directl impact and improve their use of public transportation. "informing the
public" can be done by making essential information directiv avaifable in areas where
curreni and potential riders walk and congregate.
(a) The two most common questions asked by people standing at a bus stop is
"When is the next bus coming?" or "Did ! miss the bus?" What is more usefu4 for bus
riders standing outside? Posted departure schedules of the Iocai buses or a sign
saying cal! such-and-such a telephone number for information? Obvious�y, posting
the actual schedules on the metal poles holding the Metro Transit signs or inside
sheiters helps the individual rider who needs to take the bus. And the posted
schedule serves as a public advertisement Anyone in the neighborhood or downtown
wa4king past the poie or shelter wil{ quickiy see when and which buses run.
(b) There are too few places in the neighborhoods where the schedules are
posted. Yes, there are shelters in the neighborhoods where schedules are usuaily
posted. However, the reality is that people don't walk several blocks trying to locate
the nearest bus shelter in their neighborhoods. Peopie waik to the nearest corner
and/or Metro Transit sign and stand and wait there. Customer service is providing
service where the customer is.
Note: We do not have to build shelters just to post the schedules. People are capable
of reading schedules on poies. It is iess costiy to tape schedules on poles, than it is to
maintain a shelter.
Page 7
(c) How do we get neighborhood people to use the bus for shopping, going to �` f�
the movies or doctor? How do we increase readership during non-peak hours, a��
' especially the weekends? Let neighborhood people know about the destinations of -1
local buses by posting information in the neighborhood. Tailor the posted diagram
and schedule to match each individuai neighborhood and the bus route. For example,
if a shopping mail is located along the route of the neighborhood bus, then the
shopping mafYs name should appear in large ietters on the posted diagram or
schedule.
The pocket bus schedules usually have a diagram of the bus route, including names of
some schools, hospitais and shopping centers. These same pocket schedules couid
be taped to the poles. The information is availabie now. The communication glitch is
that the diagrams are not posted in the neighborhoods where they would be available
and used.
(d) What kind of "service" to we want? In addition to using public transportation
to get to work, many of us reiy on the neighborhood bus service during the evenings
and weekends; we want to see the ridership levels maintained ar increased; we want
buses to run frequently, so the wait is shortened; we are afraid of increased cutbacks
in service; we want to see Metro Transit help promote our individual neighborhood
routes.
We don't want to see increased fares; and not all of us want to have Metro Transit
constantly asking for state monies. When Metro Transit goes to the state for increased
funding, many of us riders want our public subsidies used to maintain or increase
ridership, not ho(ding stations. We want our subsidies and tares used to �et us where
we want to go, not to subsidize construction firms nor management and support staff
empioyed for the purpose of conceiving construction projects and sorting through
construction bids.
(e) Many of us bus riders want Metro 7ransit to cover costs by actually
increasing readership, especially in our neighborhoods, so that service is maintained
or increased. In addition to having essential information posted in the neighborhoods,
Metro Transit needs to actively promote existing neighbarhood service to encourage
usage. To increase readership from and within the neighborhoods in the evenings
and weekends, Metro Transit might consider offering special promotional bus passes -
- if the basic non-peak fares cannot be reduced. "Two for the price of one" fares, "Buy
two and get one free° fares, or other family discounts during the non-peak hours might
increase readership. Or fares could be 50 cents during non-peak hours if passengers
don't need transfers when they board and exit their local neighborhood bus.
(f) Promotional bus passes could be used when there are specia4 free public
events in downtown Saint Paul, during special annual sales or celebrations in the
neighborhoods, or to advertise the locai parks and recreation areas in the City. For
example, monthly promos could be "Take your family to Como Zoo in November,"
"Swim at Lake Phalen during July," "Visit the Children's Museum in January," "Shop
downtown in December," "See a movie in downtown Saint Pau{ in March," "Dig up the
snow in all parks during the Medallion Hunt," etc..
Page 8
(g) Not all bus riders work at businesses where they can get monthly passes, �� ��
so for many of us it is not easy to purchase monthly passes. First of all, Metro Transit �
does not conveniently post the locations where one can purchase passes. Secondly,
there are extremely fiew locations in downtown Saint Paul for the public to buy tickets.
And if one downtown store is out of a certain pass, then it is inconvenient and time
consuming for bus riders to go to alternate iocations. Thirdly, the hours when one can
purchase tickets are restrictive, especiaily in the evenings and weekends. Fourthly, I
live in a neighborhood where monthly passes are not easily purchased; it would take
me at least an hour or two hours on the bus during the weekend or evening to go to
the suburb or another Saint Paul neighborhood to purchase a pass.
I think the City should work with Metro Transit to encourage businesses to self monthly
passes, provide bus information and display a ciock so that times are readable from
the street near bus stops. Especiafly downtown, the City should work with Metro
Transit to have nearby sales locations posted, as well as having bus passes sold
somewhere after 6 or 7 pm on weekdays and during reasonable hours on weekends.
(h} At stops and shelters where many buses pick up and drop off passengers,
whether in the neighborhood or downtown Saint Paul, riders cannot identify the
busses from behind. We don't know whether to run up the street for 2 blocks or give
up and wait for another 15, 30 or 60 minutes, depending upon the time of day or night.
Likewise, where there is a long line of buses that we are approaching from behind, we
cannot tell if one of the buses is what we want, until we are in front of the bus.
To make bus riding less frustrating, especially for those of us transferring downtown,
we would appreciate the City and Metro Transit making it easier for us to identify the
busses from behind. This simple request is a complicated request, because the
buses were not designed nor purchased with this real customer need in mind. At this
point, bus drivers would have to manually insert (and manually change) the bus
number on the outside rear end of the bus. Doing this, however, would greatly help us
bus customers.
Obviously the current Metro Transit System is confusing to the pubiic
Bus riders don't always know where to catch buses or to transfer. I've even witnessed
Metro Transit drivers ask each other where they are to find their bus after they've stood
on the wrong corner or wrong street for 15 minutes. The system has to be simplified
for everyone, inciuding for visitors to our city as well as for people with limited English
proficiency.
Let's have Customer/Cultural Service as a prime focus, not buildings
Instead of focusing on hub and transit centers that are costly "holding" facilities, I think
the City of Saint Paul and Metro Transit should focus on heiping people get to where
they want to go as efficiently as possible. Stressing increased and improved
communication with the public regarding usage of Metro Transit will not only increase
bus readership but also meet many of the goais set out in Saint Paul's Transportation
Policy Plan.
Page 9
,� �� ��- ����� �" ! , �/� `� � ` ' �. - -(. �' y
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1tih lb. fi�i7
�ditor. Jt. Paul °ioneer Press
Re: St. Paul Transportation Plan vs. Pedestrian Safety.
F.fter promoting "pedestrian s2fety" for seven years, I was disappointed when T re�iewed
tl�e Saint Paul Planning Commission Comprehens� e Plan tided, "Saint Panl Transportation
Policy Plan" for the cominQ century.
There is a paucitv of planning on eoneccon overdue "pe�estrian safety" viz.
"7S —T6c Ciry shouid ;epair nazarcieus sidewalks as quickly as �ossible
and investi�ute alt�rnaCives To tt:e cu,rent repair ��olicy procedures and
financing in order to repair side»°�iks more systemat:cally and at a lower
overall cost to tax n�j`.ers.'
�:�d
� ��
� ;�
�=-
"81--Tile Ciry should use i[s �evelopment policies and �'esign standar�l� to
imJ Ihe qu.ilitv ��f [he pedem;an e�periei�ce throughout the City:'
��61!. �CI1�Y11 C:ll1 y'OU ��i� li 1 ��':1� IllA: ��C_! 't'tiVOi��IV_1��1�'C 07'C{ILtl�'ifi6Pa5 (I13:1d'1?Z i�iC CLi:i'!:`
st�te law requiring `str�p" (not yield; or. r.on-signalized crossings and imp;enienl
eXp��ditiously at signaiized c2ssin�s a calculated ctu�b ro curb "Waik" �imes three feet r�r
seco^.d und an eqcivalent time for "Do:;�t S�ialk" I�or n;ax�m�uri saFety and a corresponc:ira
Ior�ger:ime [hroii�h [he crossin�s for ��iam-li�e :rui�(ie fiov�. A review of tiie plac is
scheduled for the CiCy Council nearin� en 2�J Au��asL I hope to l;ave input. �
.
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208� Eleanor
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J<<f� i6, !997
Edito�, St. Paul Pioneer Press
Re: St. Paul Tr�msportation Pl1n vs. Pedestrian Safery.
;aiter gromotin� "pedesnian safety" for sev2n years, I was disappointed when I reviewed
the Samt Paul Planning Commission Comprehensive Plan titled, "Saint Panl Transportation
Poticy Plan" for the cornin� century.
There i� a paucity of planning �n correction overdue "pedestrian safety" ��iz.
"78 —The Ciry should repair hazardous sidewalks as quickly as possible
ai�d investigate alternatives to the cu�rent repau procedures and
financin� in order to repair sidewaiks �iiore systernatically and at a lower
overali cost to iax pa:�ers."
an�i
�"81—The City shoulci use its de��elopment laoficies and design scandards to
imprn�-e the qua':ity of the pedes;ci.m e�perience �nrou�ho�:t ihe City."
}i0A4' L>Ci1t:C7� C1i1 }/Otl °C��� I� t�i�:b li1V'fiFV'�Ci r 1SJQii�Q Ilitl�t:O7C�lI:�2i�CCS iYlilid�i?tC [�'.l= C:.l7i�'i:i
stare la�v requiring "stop" (not yielci; on non-signalized crossings and impiement
expzd'atiously �tt sig�lalized crossin�s a azlculated curb to curb "Watk" times ±hree fzet per
seconcl anci an eouivalent time for "Don't �lalk" ;or maximum safety and a corresponding
lu:i�er Ciiiie thtough ft�te cros�in�s foi mair-ti:ie trzffic tio��r`. A�eview of the plan ±5
scheduled for tliz City Cauncil he��i��g en 20 r'�ugust. I hope to huve in�ut ,�
� "> t µ `�/��.` �,, �� Z,'�i/` .F�
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Editur. St. Paul °ioneer Press
Re: S[. Paal Transportation Plan vs. Pedes,rian Safety.
A'iter promo�ing "pedestrian safety" for seven yea�s, I was d'asappointed when I reviewed
the 3aint Pau] Plannin� Commission Comprehensive Plan titled, "Saint Paul Transportation
Policy Plan" for the coming century.
Thei'e is a pauc�ty of planning on correction overdue "pedestrian safety" viz.
"78 —The City should �epaic' hazardous sidewalks as quickiy as possiUle
and investibate alt�rna[ives to the current repair policy procec�ures and
financin� in ordzr to regair sidetivalks more sysCematicall;� ai�d at a lower
overall cost to tax payers"
and
"S 1—TS�e C�ty should use its development policies and design standards to
iinprove thc �runl�ty �f the pedesn�i:tn experience :hroiighout the Ciiy."
�'�0�`� °CC�Iitl Cdt? y'011 `-'.Ci.' k� l`.t:la IllA' � D/Oid�6 �78��C 01'CIII1:iI1Ce5 i7]Ail/��:?e ��i� Ciii":GIt:
state law �e�luiring "stop" (i.ot yield} on r.on-signalized crossings and implement
expeditiously a[ signalized crossiags �i calculated curb to eurb "Wa1k" times three feet per
seco^d nnd an equi�ralent tiine ior "Don�t Walk° ior maximum safety and a correspondiny
� lunger time �h� ough the crossin�s for mair.-line truffic flovr. A review of t�ie pl�n is
scheduled for the Ciry Cas�cii tzeariE�g on 20 August. I hope Co have input. ,�C
,[ �
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Phifiip M. ivlcD�inald � €
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St. Paui, 1tiTN 55116 ; � .f `i��'.,�%'`�,� ��"
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8 Rug 1997 9:41AM CapitolRiver Council FAX: 2210581 PAGE 1 OF 2
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CapitolRiver -#-
��� Council � �, Y,11 _. ^� .3;4:
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20AUgust1997 3���0�� SuireN7.50 SaintPauI,MN5S10! 6122Z10?88 F.4X:6122210552
4V�site wwcxcagimlxivew�q bmail: pprivexC..�piopeetplanetin5.net
Council Prasident Dave Thune
310 Ciry Ha11
15 Wc�st Kellogg Blvd.
Saint Paul, MN 55102
Dear CouncB President Thune,
The CapitolRiver Council Board of �ireetors met today and discussed the Saint Pard Tiansportation Policy PNan
recommended by the Planning Commission for adopTwn into the Saint Paul Comprehensive Plan_ After a lengthy
discussion the following resolution was introduced:
MOTION. "fhe CapiYolRiver Counci! 8oard of Directors suppocts the Saint Paa! Transportaiion Policy Plan with the
following recommendatans:
1• 'fhe Plan shou(d specificaqy iderrtf{y powntown SaiM Paul as the central mass transit tertninal. This transportation
termfnal must be safe, secure, organized and dean. Tha transportation tertninal should be at sVeet levet with
connections to the skyway and be part of a mixed use structure induding parking and retail. TMe P/an should
include a marketi�g strategy, that indudes ec{ixatlon, on the uses of mass transit.
2. Under, °Objective: DowMown Revitalization and Riverfront Developmerrt', an additional note to include a firtn
statement and commitmerrt to support the continuance of the Trolley System.
3. The Plan shou�d inciude spec�ic language supportiog a shutt(e service from satetlife parking to the downtown
business core and incentives for a park and ride program_
4. Note 48, regardi�g Light Rail Tra�sit ( LR'�, should specifically identiTy Downtown Saint Paul as a LRT Hub.
S. Note 52, regarding an adequate supply of automob�7e parking in downtown, should be a prioriiy of fhe P/an. �
6. Note 57, regarding bour�daries of future skyway e�ctension in downtown, there should be skyway connections to
the rrorth Wabasha area and connectans to new downtown d9velopments and Govemment facilities. There
stwald be unified rtqinteflance and enforcement ihrough-out tF�e skyway system.
7. Note 59, regarding strong connections between the merhont and fhedowntown, shoutd specifically identify tha
connections between LoweRown and the Lower Laruling and the Rice Park d"rstrict to the Upper Landing.
8. The Plan sfrould include language supporting the growth of the Downtown Saint Paul Airport and linkages from
downtown to the Saint Paul Ai�port.
9• The Ptan should encourage further mixed use of the Mississippi River as a transportation comdor, ie: River Shuttle
system, promoting recreatanal boating and the public dock" MSA
Thank you for your consideration.
Sincerery,
�l�.�1�_.___ �
N1ke Skwira, Chair
�8 qug 1997 9:41AH CapitolRiver Council FAX; 2218561
._�
1
Transportation Poticy Pian
Additiona! recommendations:
PHGE 2 OF' 2
�� i�� �
1. Note 73 recommends a network of interconnected bicycie paths, 6oth
on and off street, to tie neighbofioods together. The pian should be revised
to inciude a recommendation to connect-up all the bicycle pats in
downtown and estabtish a bicycie serviceCnformation cenier.
2. Note 85 recommends that the city shou(d comp(ete the retrofit of
the downtown skyway system. It should be revised to include the
recommendation that alt fhe skyway doors be retrofited for automatic
doors and that appropriate access to the skyway system is insured.
�
INTER-DEPARTMENTAL MEMORANDUM
DATE:
TO:
FROM:
SUBJECT:
November 17, 1997
City of Saint Paul
City Council Research Center
310 City Hali
Sairrt Paul, MN 55102 �
612 26&8588 �,(�
a �..
Councilmembers
Kirby Pitman '
Transportation Policy Plan: Council Members' Questions and Comments
Attached is the memo I send to PED, Public Works, and Police with your questions and concerns
about the proposed Transportation Policy Plan. Their responses are in item #33 of this weeks
agenda.
attactunents.
�
INTER-DEPARTMEN7AL MEMORANDUM
DATE:
TO:
FROM:
September 10, 1997
Nancy Frick
1Vfike Klassen
Allen Lovejoy
� Lt. Morehead
Kirby Pitman
City of Saint Paul
City Councii Research Center
310 City Hall �
Saint Paul, MN 55102
612 266-8588 t j
���
SUBJECT:
Transportation Policy Plan: Council Members' Questions and Comments
At the 8/20 Policy Session the City Council directed Council Research to compile a list ofthe
Council's questions about and comments on the Transportation Policy Plan and to submit these
questions and comments to the Administration for a response. Attached is the list of the
Council's questions and comments.
Please contact me by October 3 with your responses.
attachments.
cc: Gerry Strathman
Pam Wheelock
Stacy Becker
Chief Finney
�-��
a
Trcros�ortation Polic�Plcm: Council Questions cmd Issues
1) Encourage high school students to take public trcrosportation to school.
Is this being done?
How ccm this be incorporated into the plcm?
2) Provide more defcdl on MSA
3) How cm1 trc�fic calming be specificvlly incorporated into the plcm?
Comprehensive Pl�m Issues:
4) A description of the process.
5) What is the timeline?
6) Who mcmdates the Comprehensive Picm?
Trcrosit hub issues:
7) What does being a hub mecm?
8) How cu�e hub locations selected?
9) What is the community process for selecting hubs?
Bicycling Issues:
10) What is the cost of completing the Ground- Round?
11) How close is the Ground- Round from being completed?
12) How mcmy miles of dedicated bike lcmes cQe there in Scrint Paul (striped lrnles cmd
pathways)?
13) Ccm we establish a way to count the number of bike commuters?
Enforcement Issues:
14) List the top 20 accident locations in Scdnt Paul.
15) What ccm be done about speeding?
16) What devices cu�e avcdlable (i.e. photo-cop)?
In addition to this list, recommendations from Councilmember Collins cffe attached- in
your response, please address these as well.
TRANSPORTATION POLICY
Paee vii - Priorities
SignificanHy Improve Transit
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- promote the use of smaller buses to circulate through neighborhoods to enhance the
efficiency of the system;
- concentrate on reverse commute options to move city residents to suburban job growth; Q
- work with MCTO to make public transit improvements a high priority;
Enhance Neighborhood Environment
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- consider vacating unnecessary streets, such as those platted and unpaved or those that
create short blocks, for housing or economic development opporiunities;
- create "bump outs" at corners, especially in schooi zones, to improve parking and
safery;
Telecommunications
- The city recognizes that a well developed communication system is imperative if it is to
compete for new businesses. The city also recognizes that such a system provides
opportunities for tele-commuting thereby reducing traffic and lessening the demand for
parking. The Plan cails for:
- the required installation of conduit for fiber-optic or other types of communications
when streets aze open for reconstruction or utility work.
Paee viii
Rationally Manage Traffic on City Streets
:��
- improve public safety with increased traffic enforcement.
�,�.Y�•Y
�
#23 "'The City should explore a variety of traff'ic-calming road design options with interested
neighborhoods at the time local street construction is being planned."
•��
Bxampies of "traffiacalming" design options include
Paee 15
#32 "The City should require construction of new puking ramps to be compatible with the
neighborhood."
Comment: We should consider reducing the number of allowed "compacY' parking
spaces in ramps and lots to a minimum. Such spaces do not provide sufficient space for
vehicles, aze not enforced and force damage to car doors.
Page 16
#41 "The City should parCicipate in regional planning efforts to impzove Saint Paul's
connection with the metropolitan road system."
Comment: A very good point! This must be a priority.
Paee 18
#48 "The City should continue to participate in light rail transit (LRT) planning to ensure that,
when it is implemented, downtown Saint Paul will be weli served, with low-platform
boarding, and wieh stations located and designed as integral parts of their surroundings"
Comment: Another good point! Saint Paul must be served by rail transit if it is to be
competitive. Llnforiunately the Hiawatha Coiridor in Minneapolis will likely be the first
segment built.
a e 22
#68 "I'he city opposes any additional `opting ouY of the regional transit system."
Comment: A good policy. Public transportation must be planned on a regional basis.
#69 "The City should promote the focus of reverse commuting services on major suburban
employers and city neighborhoods with high unemployment and should work with region
transit providers and other stakeholders to identify these."
Comment: This point needs to be stronger. Try "The city shoul� shall promote ..."
�, s •
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SAINT PAUL
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T.�'ANSPOR TATION
POLICY PLAN
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Recommended by the
Saint Paul Planning Commission
April 1997
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Saint Paul
Transportation Policy Plan
Certified by the
Saint Paul Planning Commission
April 11, 1997
Adopted by the
Saint Paul City Council
[date]
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Plan Overview and Priorities . . . . . . . . . . . . . . . . . . . . . . . . . . . v
Introduction ....................................... 1
The Setting ........................................ 2
Goals ............................................. 2
Premises For Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Strategy 1. Travel and System Management . . . . . . . . . . . . . . . . 7
� Objective: Travel Demand Management . . . . . . . . . . . . . . . . . . 7
Objective: Street Capaciry Management . . . . . . . . . . . . . . . . . . . 9
� Strategy 2. Neighborhood Quality and
- Economic Development . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
� Objective: Neighborhood Protection . . . . . . . . . . . . . . . . . . . .
Objective: Neighborhood Enhancement . . . . . . . . . . . . . . . . . .
Objective: Economic Development . . . . . . . . . . . . . . . . . . . . .
� Objective: Downtown Revitalization and
Riverfront Development . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Strategy 3. Trave{ Mode Choice . . . . . . . . . . . . . . . . . . . . . . .
Objective: Transit Improvement . . . . . . . . . . . . . . . . . . . . . . . .
Objective: Bicycle System Development . . . . . . . . . . . . . . . . .
Objective: Pedestrian Safety and Comfort . . . . . . . . . . . . . . . . .
Objective: Accessibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Objective: Sensible, Safe Automobile Use . . . . . . . . . . . . . . . .
12
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21
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25
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PhysicalPlan ..................................... 29
Street Plan Classified by Function . . . . . . . . . . . . . . . . . . . . . . . 31
Truck Route and Parkways Map . . . . . . . . . . . . . . . . . . . . . . . . 33
Riverfront Development Framework — Concept Map . . . . . . . . 35
Neighborhood Traffic Management Techniques . . . . . . . . . . . . 36
Proposed Transit Corridors Map . . . . . . . . . . . . . . . . . . . . . . . . 43
Bikeway Plan ...................................... 45
Implementation (1997-1999) . . . . . . . . . . . . . . . . . . . . . . . . . . 46
I Policies by Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Streets and Traffic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
� Parking• .......................................... 51
Transit . . 52
Bicycles .......................................... 54
� Pedestrian Ways .................................... 55
Land Use and Deve{opment . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
i SAINT PAUL TRANSPORTATION POLICY PLAN Itl
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A new century approaches. What kind of future can we in the city of
Saint Paul expect? How will we sustain our economic viability in a
changing region? How wiil we preserve the traditional neighborhoods of
which we are so proud? Fiow wiii we retrieve those parts of the
community dangerously close to irreparable deterioration? How wili we
break down the walls of social and economic isolation that surround too
many of us? How will we foster the sense of community and civic
engagement essential to a healthy city future?
To a certain extent, these are questions of connections — how they are
made and how they are maintained. They are questions for which
transportation becomes part of the answer. Only if we understand the
impact — good and bad — that transportation decisions have on these
crucial concerns, can we make wise choices.
The City of Saint Paul Transportation Policy Plan has been developed to
provide guidance for future City decisions about streets and traffic,
parking, transit, bicycling, pedestrian ways, and, to a lesser extent, land
use and development. The plan presents a three-part strategic vision for
transportation:
Strategy 1, Travel and System Management, is to ensure that Saint Paul's
transportation system works technically, with better balance between
travel demand and street capacity, so that Saint Paul citizens may enjoy
reasonable mobiliry, access and safety. Strategy 1 recommends:
Travel Demand Management: Less growth in demand on the street
system, through better transit service and a variety of supports for less
travel and more use of a4ternatives to single-occupancy automobiles.
� SAINT PAUL TRANSPOR7A7ION POLICY PLAN V
Street Capacity Management: Best use of existing transportation
infrastructure through traffic management, judicious system
improvements in support of community objectives, and care to
alleviate the impacts of a busy system on residents and pedestrians.
Strategy 2, Neighborhood Quality and Economic Development, is to
ensure that Saint Paul's transportation system works for the community,
that it is integral, not intrusive, and that it protects and enhances
neighborhoods and supports economic development. Strategy 2
recommends:
. Neighborhood Protection: Easing of traffic intrusion, congestion,
misbehavior, and noise in neighborhoods; a neighborhood-based
traffic managemenT process.
. Neighborhood Enhancement: Design and management of
transportation infrastructure and services to strengthen neighborhood
integrity and character.
. Economic Development: Transportation investments in support of
business development and job creation and retention in Saint Paul.
. Downtown Revitalization and Riverfront Development: Focus on the
downtown, including the riverfront, as a complex and critical area
with special street, traffic, parkirtg, transit and pedestrian needs and
opportunities.
Strategy 3, 7ravel Mode Choice, is to ensure that Saint Paul's
transportation system works for individuals, so that different modes of
travel comfortably co-exist and individual modes of choice are wel(-
accommodated. Strategy 3 recommends:
. Transit Improvement: Recapture of transit ridership, with service to
transit-dependent as a first priority, through promotion of funding and
service delivery improvements.
. Bicycle System Development: A comprehensive system of routes and
facilities for biking.
. Pedestrian Safety and Comfort: Improvement of the pedestrian
experience through streetscape design, and sidewalk installation,
repair and maintenance.
. Accessibility: Removing barriers to mobility experienced by persons
with disabilities.
VI SAINT PAUL TRANSPORTATION POLICY PLAN
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Safe, Sensible Automobile Use: Keeping the most prevalent travel
choice — by automobile — a safe one and encouraging higher vehicle
occupancies.
The physical aspects of the City's transportation vision are presented in a
Physical Plan comprising a street plan, truck route map, riverfront
development concept map, illustrations of traffic management
techniques, proposed transit corridor map, and bikeway plan (pp. 29-45).
Priorities
� Each of the policies proposed in this Plan is intended to serve a strategic
' focus. Certain policies stand out as the highlights, however, because
they can do the most to achieve Pian objectives. 5ingling out these
� policies in no way suggests that the remaining policies should not be
fully implemented by the City, but rather gives guidance for assignment
of resources to Plan implementation.
The highest transportation priorities for Saint Paul are listed below.
Re{evant policies are referenced by number in parentheses.
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• Significantly Improve Transit. Transit service in Saint Paul has
deteriorated, does not compete well with the automobi4e as a tsavel
option for many who have a choice, and often fails to adequately serve
the critical travel needs of those who depend upon it. The system
demands serious restructuring and resource allocation if it is to fulfill
its potential. Making transit an attractive, viable travel option will
address growing demand for travel, extend the capacity of our existing
street system, conserve fossil fuels, support urban development
patterns, and improve access to employment and services for those
who most need it. Furthermore, a good transit system is absolutely
essential for Saint Paul to realize its competitive advantage as a quality
place to live and do business. The Pfan calls for:
. better transit funding�
. a redesign of the transit system with excellent service in transit
corridors, neighborhood transit hubs, and neighborhood
circulators�'
• Enhance the Neighborhood Environment. Physical improvement of
the street and pedestrian e�vironment i� Saint Paul neighborhoods,
including its downtown, results in greater investment (financial and
emotional) in the community by citizens, betters public safety, and
supports the business community. The Plan calls for:
. completion of the residential street repaving progratti
• streetscape design guidelines�
. additional sidewalks""
�� SAINT PAULTRANSPORTATION POLICY PLAN VII
. generai improvement ofthe pedestrian environment�
Traffic intrusion into neighborhoods and threat to pedestrian safety are
serious concerns for many Saint Paul residents. The Plan calls for:
. traffic `calming", or slowing, to discourage through-traffic and
enhance the sense of safety for the pedestrian.�ZZ• 23'
• Influence Regional Development Patterns. Transportation in Saint
Paul has become increasingly regional in nature in recent years as the
average distance between home and work has grown. The nature of
new development in the region — fow density, with uses segregated —
has furthered the reliance on the automobile. These regional land use
patterns have been supported by transportation decisions made at the
state and regional levef. For the City to effectively influence the future
of its own transportation system, it must work to effect change
regionally. The Plan calls for:
• regional development and transportation policies that support
alternative modes, reduce trips, and discourage sprawl; 6 "2�
• participation in regional road and transit planning to improve access
in support of economic devefopment �"'•
• Rationally Manage Traffic on City Streets. The City has made a huge
investment over the years to make its collector and arterial system
work as well as it can to move traffic while protecting neighborhoods
from unnecessary intrusion. So it may continue to do so, the Plan calls
for:
. use of traffic controis, design practices and land use policies to
protect the internal integrity of the system,�"'
. protection of the system from further regionalization.
Add to the System Where Critical, While the system is largely built,
some road capacity improvements are advised in order to support
economic development and/or to avoid or corred serious congestion.
Major projeds include:
. Shepard Road�
. Phalen Boulevard`
. infrastructure in support of riverfront development �
The Plan takes no position on Ayd Mill Road, other than to support
implementation of whatever decision results from the current study
process."'�
• Carefully Manage Neighborhood and Downtown Parking. Dealing
with automobile parking needs, without undermining the objective of
encouraging alternatives to automobile use, is a challenge. The Plan
ca(fs for:
. continued land use regulation to address parking issues`
VIII SAINT PAUL TRANSPORTATION POLICY PLAN
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. continued use of permit parking�
. management and marketing of existing downtown parking �5z�
. construdion of new downtown parking to meet demonstrated
demand in the west core.�
� SAINT PAUL TRANSPORTATION POLICY PLAN IX
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/t yo� don't know where you are going, you wiii
probably end up somewhere e/se. _Pete,�,u�ke�
Saint Paul is going somewhere as a city. Where it ends up depends, in
part, upon the public choices that are made about the roads, transit
services, bikeways, and pedestsian ways that make up the transportation
system, and how local and regional development determines and is
served by that system.
At this point in the journey, Saint Paul's competitive advantage in the
Twin Cities metropolitan region is found in the combination of its
neighborhood quality, natural features, institutions and vast potential for
economic development due to the existing critical mass of industry,
opportunity to recycle land, and large labor force. If this advantage is
maintained and built upon (in part through the design and operation of
the transportation system), it can sustain the city into the future.
But this advantage is being undermined by the disinvestment in the
transit system and continued pressures for low-density residentiai and
business growth in the suburbs. The city is also faced with aging
infrastructure, limited resources, and growing and competing needs.
With these challenges in mind, the City has developed this
Transportation Policy Plan to guide its choices as it enters the next
century. The Plan will be used by City officials to decide where to spend
public monies, how to best use City personnel, and how to promote
Saint Paul's interests in regionai transportation decisions.
Together, with other elements of the City's comprehensive plan, the Plan
will guide us to make wise public choices that wili lead Saint Paul to
where we want it to be for ourselves and our children.
SAINT PAUI TRANSPORTATION POLICY PLAN
Saint Paul is a city with over 900 miles of streets used by drivers, transit
riders, cyciists, and pedestrians. It is an oid city where most of the major
streets have been in place for over fifty years. It is a city mainly
developed for the pedestrian and streetcar lifestyle, now coping with the
present-day reality of auto dependence, highly-mobile lifestyles, regional
growtf�, socioeconomic division and isolation, and telecommunication
revolUtion.
It is a city where tarpayers feel pressured and for which federal and state
resources have diminished. It is a city wf�ere making public investment
decisions wisely has never been more important.
Goals
A safe, efficient and enjoyable journey begins with a destination. There
are, of course, countless individual hopes and expectations for the city.
However, public forums through time, and specific to this transportation
planning process, have revealed some sense of community vision held
by Saint Paul`s citizens. �thin this broad vision are goals of particular
importance for this Transportation Policy Plan.
1. Saint Paul will have safe, enjoyable neighborhoods. Our strength is
in our neighborhoods. The Plan sees a city where neighborhood
integrity is respected and where people feel secure and satisfied
where they live, work, shop, and play.
2. Saint Paul citizens will enjoy reasonable mobility. Our citizens not
only are accustomed to the pace and ease of travel, they often
depend upon it. The Plan recognizes the desire and need our
people have to maintain good mobility in support of their business
and personal lives.
3. There will be good accessibility to support economic development
of the city. Saint Paul must have a strong commercial/industrial
sector to provide jobs, goods, and services for residents and to
ensure a healthy, diversified tax base in support of schools and
community services. The Plan envisions a city with good access
between businesses and their customers, materials and workers.
4. Tf�e city`s system will fit well within the regionai system. Saint Pauf
is an old city in a large, expanding and complex metropoliYan region.
The Plan sees a city that has a strong individual identity, but that
contributes to, and benefits from, the viability of the region as a
whole.
5. Saint Paul citizens will have choices. People get around in many
2 SAINT PAUL TRANSPORTATION POLICY PLAN
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ways — on foot, by bicycle, using wheelchairs, on the bus, in
automobiles. The Plan imagines a city where these different modes
comfortably ccexist and where one's mode of choice is wel�-
accommodated.
Premises for Pianning
The point of departure for this Plan was a thorough study of traffic
volumes and patterns, street capacity, function and operations,
neighborhood safety and enjoyment, business and residential access
needs, transit issues, demand for and barriers to bicyciing, and pedestrian
concerns. We also took a look around the bend to forecast future
conditions.
The most key points of this study effort are presented here.
A certain incompatibility between the automobile and city life is a
given. Saint Paul is a mature city with a street system built largely for
a different age. The compactness and mix of land uses that define
our urban experience also serve to intensify the effect of automobile
noise, emissions, buik, and potential danger, at the same time as the
ciry's central location makes it a crossroads for regionai traffic.
We experience this conflict in the pervasive noise related to traffic,
especia!!y trucks, throughout the city, in the persistence of parking
congestion in many neighborhoods and parking inadequacy in
portions of the downtown, and in the need to be vigilant about focal
air quality, lest the carbon monoxide standard exceedances of the
1980s return. In a more qualitative way, we experience the negative
consequences of automobile-oriented infrastructure and lifestyle on
SAINT PAUI TRANSPOBTATION POLICY PLAN S
neighborhood social interaction.
The growth and regionalization of traffic on our built system has
resufted in streets operating at a higher function than originaiiy
anticipated and at higher volumes than that for which they were
originally designed.
2. Automobile traffic volumes on Saint Paul streets have increased
substantially, faster than tfie rate of local or regional population
growth and now exceed the street capacity to adequately
accommodate them in several parts of the system. Saint Paul
streets have seen a signi{icant increase in vehicular traffic over the
past several decades. In the 1980s, daily traffic volumes increased
an average of three percent a year.
Traffic volumes have increased faster than regional population for
several reasons. There are more fiouseholds with more than one
wage-earner, more households own more cars, the number of trips
people take per day has increased, vehicle occupancy is low (and, in
fact, has declined in recent years), fewer people take the bus, and
development patterns and public policy encourage automobile use.
Where volumes exceed capacity, motorists are more likely to seek
other routes through neighborhoods not suited for additional traffic,
the likelihood of accidents is higher, access is impeded, and the
potential for negative local environmental impact exacerbated.
3. Traffic growth will continue through this decade, though at a
slower rate. The automobile is expected to remain the dominant
travel mode in the region and tfie city in the next several years, if
only due to the sheer magnitude of existing investment in
automobiles, auto-oriented infrastructure, and auto-dependent
development patterns.
We project that traffic in Saint Pauf will increase at about half the
rate it did in the past decade. There is a logical limit to some of the
trends that drove the traffic increases of the recent past (the growth in
workers and vehicles per household and the decline in vehicle
occupancies), and suburbanization of jobs is expected to continue to
shift some travel away from the central cities.
However, the region, including its eastern part, will continue to
grow, and Saint Paul wili continue to be a destination and a through-
way for many. As a result, traffic levels will increase, albeit at a
slower pace than the past.
4 SAINT PAUL TRANSPORTATION POLICY PLAN
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Expected traffic volumes will result in peak hour congestion at a
variety of locations throughout the city.
4. While vehicular travel has become generaliy safer in recent years,
driver behavior has deteriorated. Even as traffic volumes have
increased in Saint Paul, the number of traffic accidents has declined.
Despite this quantifiable improvement in traffic safety, many city
residents perceive more danger in their neighborhoods due to
increased volumes and, in particular, to the increased incidence of
speeding and other traffic violations in neighborhoods.
5. There are limits to capital solutions. Past transportation plans have
usually addressed traffic congestion and access problems with capital
solutions — increasing the system's physical capacity. This Plan
recognizes that travel demands can no longer be met by adding
street capacity alone. The financial and political costs are too high,
a�d the potential for community disruption, particularly in a built
city fike Saint Paul, is too great.
While physical improvements are still important, especially where
access and congestion-relief benefits are significant and disruption is
limited, aiternative measures will be needed to adequately deal with
travel demand.
6. Transit, a travel option compatible witfi urban development forms,
has suffered significant disinvestment in the last several years. It
does not tulfill its potential as a travel choice for those who have
an economic and physical choice; mobility and accessibility for
persons who depend upon transit is getting worse. Bus ridership
has dropped significantly on Saint Paul-oriented bus routes since
1980. Cusrent bus service best serves work trips that stay in Saint
Paul, but is not well-matched to desire for travel between some
neighborhoods or to and from adjacent communities.
People are discouraged from taking the bus by the relative
infrequency and slowness of service, difficult schedules and
confusion about routes, fear for personal safety, and the desire to
make stops on the way home from work.
Those who depend upon transit for access to employment and
services are the ones who have been most hurt by disinvestment in
transit, both in the region generally and in tfie core service area
particularly, and by reductions in off-peak service.
Much more can be done to serve b+cyclists and pedestr+ans. The
availability of bike lanes and parking has a greater influence on how
� SAINT PAUL TRANSPORTATION POLICY PLAN $
popular biking is for transportation purposes than do other
considerations such as the weather. There are current(y few
exclusive on-street bike lanes or secure, element-protected parking
options for bicycles in Saint Paul.
qy��� i 5n r� �nr� n,�lPC of street frontage in Saint Paul do not have
sidewalks. This is a particular concern on routes to schools, parks
and playgrounds, and transit stops, and where it affects children and
persons with disabilities. Many property owners do not want
sidewalks for reasons of cost, maintenance responsibility, or
aesthetics. Where sidewalks do exist, poor snow and ice remova! is
a persistent problem. Even where safe pedestrian ways are provided,
the physical environment for walking is often uninviting.
8. Regional transportation patterns, policies and investment have
profound impact on Saint Paul's system. Saint Paul wili be directly
affected by where and how regional highway and transit investments
are made, as well as by regional land use decisions. In addition to
these broad systemic influences of regiona( poiicy on Saint Paul is
the explicit requirement that the City's plans conform with regional
plans. That currently means that, in order for this Plan to conform to
the metropoiitan transportation plan, it should provide for a minor
arterial system that will keep short trips off the metropolitan highway
system, provide for queuing of vehicles at meters and bypass ramps,
and plan for alternatives to private auto use.
(� SAIN7 PAU! TRANSPORTA710N POLICY PLAN
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A System that Works Technica/ly. The City of Saint Paul will work to better balance
travel demand and street capacity in order to provide reasonable mobility, access and
safety for its citizens.
Objective: Travel Demand Management
Encourage people to fulfill life's needs and wants with fewer and
shorter trips and to use alternatives to single-occupant automobiles for
travel. Stress cost-effectiveness in this effort, targeting actions to
accomplish the most in terms of congestion relief and provision of
choice to Saint Paul residents and workers.
This approach is known as "travel demand management" (TDM). TDM
measures include transit, carpooling, bicycling, walking, telecommuting,
and flexible work hours. The City should promote these measures at
both the local and regional level.
TDM should be pursued because:
. it is less costly than accommodating more traffic through capital
improvements,
. it has less impact on the environment,
. it supports Saint Paul's land use and economic development
objectives,
• it supports the goals adopted by the City for the Urban Carbon Dioxide
Reduction Program, and
. it contributes to regional transportation goals.
TDM must be applied strategically because:
. regardless of reasonable effosts to the contrary, strong preference for
auto travel will continue,
. the most important influences on travel behavior (fuel prices,
transportation funding, lifestyle choices) are beyond City control,
. cities with aggressive TDM programs created and sustained them in
�` SAINT PAUL TRANSPORTATION POLICY PLAN 7
response to serious traffic congestion and air quality problems; Saint
Paul's congestion is limited to relatively few locations and times of
day, and
lacking these critical problems, it is very difficult to sustain community
support for present hardship (short-term traffic congestion, higher taxes
on fuel, higher parking prices, mandates on local business) in hopes of
long-run reductions in singie-occupancytravel.
Policies
The City should work with regional transit agencies to secure transit
service, especially a redesigned and adequately funded bus service,
that better serves the needs of citizens in afl parts of the city.
2. The City supports expansion of the Metropolitan Council Transit
Operations (MCTO) Rideshare carpool/vanpooi rider matching and
preferential parking program and supports MCTO's Guaranteed Ride
Home program for transit riders.
3. The City should work with other agencies to invest in infrastrudure
and system management that support transit, carpooling, biking, and
walking.
4. The City should guide land use development of the city in ways that
reduce trips and promote use of alternative modes of travel.
5. The City should ensure that its land use controls and other
regulations do not unreasonably interfere with telecommuting.
6. The City should strongly promote regiona( development and
transportation investments that support alternative modes and reduce
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trips, in particular, a better regional jobs/housing balance, and
control of sprawl through restricted growth in transportation
capacities.
7. The City should work with other public agencies and the private
sector to market transit, carpooling, biking and walking, as weli as
flexibfe work hours and telecommuting.
8. The City should promote voluntary provision of TDM incentives by
private employers.
9. The City should iead by example, by promoting transit, carpooling,
� biking and walking, and flextime and telecommuting for its own
employees.
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10. The City should monitor the development of new technologies that
provide TDM opportunities.
Objective: Street Capacity Management
Design and operate the street system to channel through-traffic to parts
of the system best suited for it, by maintaining and reinforcing a
hierarchical street system of arterials, collectors and local streets. Add
capacity where critical. Alleviate threats to resident and pedestrian
safety, health, and accessibility on busy streets.
The system should continue to be managed using a hierarchy because:
. it is a rational way to deal with continued regional traffic pressure on
Saint Paul's limited system,
. it acknowledges that through-traffic belongs on arterials and that local
traffic belongs on local streets,
. it provides a basis for planning street design and operations, and
. it links land use and transportation planning.
Capacity improvements should continue to be made, but judiciously,
because:
. resources are (imited,
. critical congestion/safety problems cannot always be addressed with
operationai solutions, and
. system improvements can support other community objectives,
particularly, economic development.
Positive efforts to maintain a reasonable quality of life along streets which
carry through-traffic should be made because:
. street function and land use are sometimes a poor match in Saint Paul,
. it is important to acknowledge that the public decision to manage
SAINT PAUL TRANSPORTATION POLICY PL4N 9
traffic in a hierarchical fashion protects parts of some neighborhoods at
the expense of others, and
the health and welfare of all residents is valued, regardless of where in
the city they live.
Policies
11. The City should use traffic controls, enforcement, design practices,
and land use policies to maintain the current function of streets,
especially relative to one another, as designated and defined in the
functional classification map (p. 31), specifically ensuring use of
arterials (principal, minor A and minor B) for longest trips, collectors
(major and minor) for intermediate and local trips, and local streets
for local access.
12. The City should assemble, for internal agreement and extemal
communication, the set of traffic engineering and urban design
principles that guide the design and use of the street right-of-way as
determined by street classification, right-of-way availability, traffic
volumes, safety standards, and land use.
13. The City should empf�asize traffic system management (TSM) and
TDM policies, particularly at the regional level, to protect the
functional classification of streets in Saint Paul against further
upgrade overall.
14. The City should work with the State to minimize the negative effect
on Saint Pau! streets of freeway ramp metering. This should be done
1O SA(NT PAUC TRANSPORTATION POLICY PLAN
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through the use of Intelligent Transportation Infrastructure (ITp on
freeways and existing frontage roads.
� 15. The City should compare the trip generation potential of proposed
land use changes with the ability of area streets to handle those trips
and determine whether addition of street capacity or demand
� management techniques are the appropriate approach when existing
capacity is insufficient.
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16. The City should work with State and Federal agencies to implement
capital improvements to avoid or correct serious congestion, where
community disruption is not a major factor, and where operationai
capacity improvements cannot adequately address the needs.
17. The City should complete environmental assessment of alternatives
for the future of Ayd Mill Road and implement the resulting
recommendations.
� 18. The City should work with the Minnesota Department of
Transportation (MnDOn and other agencies to maintain and expand
the use of incident management systems to deal with the short-term
� traffic congestion that results from accidents or other single event
disruptions to normal traffic flow.
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19. The City should continue to explore and implement useful TSM and
TDM techniques in congested parts of the system, where capacity
improvement is not desirable, specificaily, the northwest quadrant of
the city.
� 20. The City should design streetscape and operations in ways that
alleviate the negative impact of major streets on their surroundings,
proteding pedestrian safety as the highest priority.
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21. The City should continue to work closely with Ramsey County to
ensure compatibility with county standards, particularly as it relates
to roads over which the county will have eventual jurisdiction.
,�' SAINT PAUL TRANSPORTATION POLICY PLAN 11
A System tfiat Works tor the Community. The City of Saint Paul will work to protect
and enhance neighborhoods and support economic development by designing and
operating rts transportation system in ways that are integral rather than intrusive to the
commun�ty.
Objective: Neighborhood Protection
Improve the behavior and mitigate the unpleasant consequences of
local traffic in neighborhoods, as well as keep through-traffic off of
local neighborhood streets. Make neighborhood traffic control a
priority, with an understandable and accessible process for achieving it.
This is important because:
. traffic levels affect the sense of belonging to one's neighborhood,
. congestion is causing through-traffic to divert off of arterials into
neighborhoods,
. there is more traffic-reiated danger being perceived in neighborhoods
than in the past,
. there were occasional air quality standard exceedances in Saint Paul in
the past,
. there are frequent exceedances of noise standards in some locations in
Saint Paul,
. some neighborhoods are experiencing serious parking congestion, and
. involvement in public decisions is an important part of residents' sense
of ownership of their neighborhoods.
Policies
22. The City should use a neighborhood traffic management process to
systematicaffy address neighborhood requests to "calm" or divert
�2 SAINT PAULTRANSPORTATION POLICY PLAN
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traffic, while maintaining necessary access. This process should
include residential, business, service and public safety interests and
offer an array of techniques.
23. The City should expiore a variety of traffic-calming road design
options with interested neighborhoods at the time that local street
construction is being planned.
24. The City should continue to only install ail-way stop signs at the
� intersection of two local streets when supported by technical
standards, a neighborhood petition, and a citizen approval process.
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25. The City should continue to review the resuits of State air quality
monitoring in Saint Paul and work with the State and Metropolitan
Council to devise stsategies as needed.
26. The City should make no comprehensive changes to the truck route
system at this time but rather review proposed changes to the system
with the objective of minimizing the noise and other impacts on
sensitive land uses while meeting the transport needs of business.
27. The City supports the use of smaller buses for neighborhood
circulators as part of the redesign of the transit system recommended
in Policy 64 (p. 22) of this Plan.
28. The City should limit negative impads on residential properties in
neighborhoods with the greatest parking spillover from commercial
strips by regulating land use and offering the option of residential
permit parking.
29. The City should work with developers to plan access points and
parking facilities for business areas with sensitivity to affected
residential neighborhoods.
SAINT PAUL TRANSPORTATION POLICY PLAN 13
Objective: Neighborhood Enhancement
Consider transportation infrastructure as part of neighborhood physical
fabric and as a physical way to create community, and give deliberate
attention to neighborhood character and the need for community
connections when designing transportation improvements, such as
transit stops, pedestrian ways, bikeways, parking lots and facilities,
bridges, signs, and lighting.
Design of transportation improvements is important because:
. it affects how people feel about their neighborhoods and is reflected in
private investment,
. it can set Saint Paul apart by capitalizing on the special qualities of its
neighborhoods, and
. the sense of community is built at the neighborhood level, with
physical design as a critical component.
Policies
30. The City should incorporate in the principles recommended in
Policy 12 (p. 10), streetscape guidelines which emphasize
enhancement of the neighborhood environment, particulariy its
pedestrian qualiry, in accordance with its historical development
patterns and current uses, and which maintain and improve a feeling
of personal safely among users.
31. The City should require parking lots to have a strong landscaped edge
along the street, and encourage landscaping within parking lots. The
City should find ways to encourage or require improvement of
existing parking lots, as well as newly constructed lots. landscaping
should be aesthetically pleasing and provide a sense of public safety.
14 SAINT PAUL TRANSPORTATION POLICY PLAN
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32. The City shouid require construction of new parking ramps to be
compatible with the neighborhood.
� 33. The City should complete its residential street paving program,
setting neighborhood priorities based on cost effectiveness and
economic and community development and public safety goals.
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34. The City supports the development of neighborhood bus hubs in the
recommended transit system design (Policy 64, p. 22) and should
use its land use and development regulatory powers to reinforce
these hubs as central neighborhood places. Likewise, when
transitways — busways or LRT — are built, the City should work with
planning and implementing agencies to ensure that they are
designed to support human scale, social fabric and neighborhood
identity.
35. The City should continue to work with other agencies to enhance the
design of transportation improvements (streets, lighting, bridges,
parking facilities, transit shelters, bike paths, walkways) in
accordance with community and neighborhood objectives. The City
should continue its practice of using a community-inclusive design
process for major transportation projects.
36. The City supports customizing of neighborhood circulator buses
(Policy 64, p. 22) to reflect the identity of the neighborhoods they
serve.
37. The City should ensure that fair and adequate capital, operating, and
maintenance funding is a condition of approving above-standard
design and materials in public improvements.
38. The City should continue to enhance its parkway system through
appropriate design and landscaping, limitations on uses within and
adjacent to parkways to ensure compatibility and preserve aesthetic
character, limitations on traffic speeds and vehicle access, and
provision of separate pedestrian and bikeways, where feasible.
Objective: Economic Development
Preserve and strengthen accessibility to the regional transportation
system and target the scale and type of commercial and industrial
development to locations with appropriate access and visibility, and
where there is adequate carrying capacity in the street system. Make
system improvements in support of business development and job
creation.
SAINT PAUL TRANSPORTATION POLICY PLAN 1$
It is important to (ink regional and locaf transportation infrastructure
planning with commercial and industrial development because:
. access to markets, goods, and labor is essential for Saint Paul to
mainYain and improve its economic competitiveness,
. specific redevelopment efforts are most likely to succeed when keyed
to today's access needs and opportunities,
. locating commercial/industrial activity where regional access is good
will also generally minimize conflicts with sensitive uses, and
. understanding the capacity of the system to handle Yhe demands of
commercial/industrial uses helps to minimize congestion and
attendant public capital expenditures.
Policies
39. The City should construct Phalen Boulevard as part of the industrial
redevelopment of the under-utilized railroad corridor on the city's
East Side.
40. The City should continue to use business development and job
creation as criteria for programming capital transportation
improvements.
41. The City should participate in regional planning efforts to improve
Saint Paul's connection with the metropolitan road system.
42. The City should strongly promote regional transportation policies
that discourage regional sprawl and subsequent disinvestment in the
metropolitan core.
1 C� SAINT PAU! TRANSPORTATION POLICY PLAN
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43. The City should promote regional transit investments and operations
that maintain good linkages between business and labor and
markets, including:
a. focus of high-frequency, large-bus, regular route service on areas
with high population and job density,
b. support of the central corridor between downtown Saint Paul
and downtown Minneapolis as the top priority for development
of transitways — busways and/or LRT — in the region, and
c. targeted reverse commuting.
44. The City should work to ensure targeting of public investment and
economic development incentives around transit hubs, including
LRT stations.
45. The City should ensure business and service interests are included in
the neighborhood traffic management process described in Policy 22
(p. 12).
46. The City should ensure that the transport needs of business are met
when reviewing change requests to the truck route map. (See Policy
26, p. 13.)
Objective: Downtown Revitalization and
Riverfront Development
Address the special transportation issues in the downtown that result
from its nature as the focus of economic activity, home for a growing
number of visitor attractions, unique residential neighborhaod, and
symbolic heart of the city and state. Invest in transportation
infrastructure to facilitate the redevelopment of the riverfront as a truly
remarkable urban place connected to and benefitting the entire city.
It is important to resolve the special transportation issues facing Saint
Paul's downtown because:
. downtown is Saint Paul's major traffic generator,
. access, parking, and circulation are critical factors in the downtown
business climate, the potential for new development, and the
attractiveness to visitors, and
� • pedestrian safety and enjoyment are very important to the quality of
the downtown experience for its visitors, workers and residents.
� It is important to focus on transportation improvements to Saint Paul's
riverfront because:
. rejuvenation of the riverfront offers a unique opportunity to remake an
� urban area with a strengthened sense of place and connection to the
outdoors, to counterbalance pressures for suburban expansion, to
� SAINT PAUL TRANSPORTATION POLICY PIAN 17
increase the critical mass of people living in and near downtown, and
to provide a psychological lift to the city as a whole, and
transportation infrastructure (streets, bridges, bikeways and pedestrian
ways) will frame and serve new riverfront development, make
connections within the riverfront and between the river and the rest of
the city, and set the standard through their aesthetic qualiry.
Policies
47. The City should continue to work with regional transit agencies to
ensure the transit system design in the downtown results in bus
travel that is an efficient and user-friendly, therefore attractive,
alternative to workers, shoppers, and visitors, while allowing smooth
traffic flow overall.
48. The City should continue to participate in light rail transit (LRn
planning to ensure that, when it is implemented, downtown Saint
Paul will be well served, with low-platform boarding, and with
stations iocated and designed as integral parts of their surroundings.
49. The City should make the downtown a more pleasant pedestrian
environment through sidewalk widening/street narrowing (where
street capacity exists in excess of expected development needs),
speciai paving materials, (andscaping, and signs.
50. The City should make capital or operational street capacity
improvements at those downtown locations where serious traffic
congestion is occurring and should support freeway capacity
18 SAINT PAUL TRANSPORTATION POLICY PLAN
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improvements that provide capacity to alleviate congestion at the
northbound ramps out of downtown.
51. The City should work to reduce the need for parking by working
with the downtown community and large employers to develop
specific employee incentives such as reduced-cost parking for
carpool and van pool in preferential Iocations, direct employee
incentives to use transit, and continued efforts to improve bus service
and creature comforts.
52. The City shoufd work to ensure an adequate supp{y of automobile
parking in the downtown by
a. increasing the parking supply where employee demand is not
being met through constructing more spaces in or near the west
core of downtown;
b. ensuring parking availability to attract new tenants downtown
through a parking clearinghouse/guarantee program;
c. and by working with others to market existing parking in the
downtown.
53. The City should continue to work with the downtown community to
handle the special traffic and parking demands generated by special
events and downtown attractions. ITI (like the recently installed
Advanced Parking Information System) should be explored and
implemented where appficabfe.
54. The City should support biking as a means of travel to the downtown
by providing bike route accommodation into downtown, working
with the downtown community to provide bicycle parking/storage at
assorted locations, especially serving downtown parks and
museums, and by encouraging employer amenities and marketing.
55. The City should improve pedestrian linkages between downtown
and adjacent neighborhoods, the Mississippi River, and the Capitol
area.
� 56. The City should incorporate the recommendations of the adopted
Lowertown Smali Area Plan, the forthcoming recommendations of
� the downtown portions of the riverfront development framework (in
progress) that improve the pedestrian realm, while ensuring
adequate vehicular access in support of downtown development.
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57. 7he City should determine the boundaries of future skyway
extension in the downtown, determine the parameters for design of
future skyways, add missing links to the skyway system within those
physical boundaries and design parametess, and work to ensure
# SAINT PAUL TRANSPORTATION POLICY PIAN 19
security, maintenance, uniform hours of operation, and uniform
signage and maintenance.
58. The City should work with the downtown business community to
develop adequate funding and operational mechanisms to ensure
maintenance of streetscape improvements.
59. The City should make transportation investments based upon a
riverfront development framework (in progress) that
a. emphasizes pedestrian activity (at grade and verticai),
b, directs that roads and bridges be carefully designed in order Yo
establish the context and set the standard for private
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development,
provides strong connections between individual riverfront
developments, and
provides strong connections between the riverfront and the
downtown and adjacent neighborhoods.
60. The City should develop streedsidewalk design and management
strategies that, in concert with land use and development, extend the
impact of the new Wabasha street bridge to create a pedestrian-
oriented Wabasha corridor that ties the Capitol with the
Concord/Robert commercial area. {See Riverfront Development
Framework — Concept Map, p. 35.)
61. The City should reconstruct Shepard Road between Randolph and
Jackson/Sibley in accordance with the recommendations of the
design concept process (in progress),
a. as a civic element,
b. in a series of transitional zones to calm traffFC and reflect the
changing character of the riverfront,
c. as a continuous road that implements the design philosophy of
the Great River Road system,
d. as a framework for public activity and future development,
e. with provision for continuous, safe pedestrianlbicycle movement
along the river corridor and connedion to existing and planned
pedestrian and bicycle facilities, and
f. with flexibility to accommodate future infrastructure changes
within the river corridor.
2O SAINT PAUI TRANSPORTATION POLICY PLAN
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A System that Works tor Individuais. The City of Saint Paul will work to ensure a
transportation system where different modes of travel — auto, public transit, bicycle,
wheelchair, or walking — more comfortably co-exist and wf�ere individual modes of
choice are well-accommodated.
Objective: Transit Improvement
Work witfi regional transit agencies to recapture ridership and serve
the transit-dependent by matching transit service with travel need.
� Better transit service is needed because:
. the accessibility of transit-dependent populations to jobs and services
is being limited,
� . in dense urban areas, transit is more cost-effective and better for
regional air qua{ity than building greater street capacity for the use of
(mainly single-occupant) automobiles, and
� . transit complements urban neighborhood development patterns that
support safe and cohesive communities and can spur economic
growth.
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62. The City supports a significant, long-term commitment by the State to
reinvest in the regional transit system, especially in ways that more
equitably serve the transit-dependent, the core service area and the
eastern portion of the Twin Cities region.
� SAINT PAUL TRANSPORTATION POLICY PLAN 21
63. The City supports adequate funding of both the bus system and LRT
as complementary parts of a multi-modal transit system.
64. The City suppoRs a redesign of the bus sysYem Yo provide excellent
service along major corridors (limited stop "spines") and better intra-
and inter-neighborhood service ("hubs" and neighborhood
circulators), with continued strong focus on regular route service to
the downtown and general concentration on regular-route weekday
service. Recommended corridors are illustrated in the proposed
Transit Corridor Map. (p. 43)
65. The City supports:
a. focus of bus system marketing on the occasional transit rider to
become regular rider,
b. the development of corridor service delivery and marketing
plans which consider, in depth, the needs of potential riders in
the corridor, and
c. deve(opment of route and system information which is easier to
understand than the current information.
66. The CiTy supports security measures at neighborhood and downtown
transit hubs and attention to security on buses.
67. The City supports regional policies that ensure, first and foremost,
good service for the transit-dependent. As the first priority for use of
resources, new service should be focused on lowest income
neighborhoods.
68. The City opposes any additionai "opting ouY' of the regional transit
system.
69. The City should promote the focus of reverse commuting services on
major suburban employers and city neighborhoods with high
unemployment and shoufd work with region transit providers and
other stakeholders to identify these.
70. The City supports the central corridor between downtow� Saint Paul
and downtown Minneapolis as the top priority for development of
transitways — busways and/or LRT— in the region.
71. The City should continue to fonvard Saint Paui interests in economic
development, support of neighborhoods, and serious improvement
of the bus service in future regional transirivay planning efforts in
order to produce a successful metropolitan transit system.
72. The City supports employer programs that encourage transit use by
their employees.
Y2 SAINT PAUL TRANSPORTATf6N POUCY PLAN
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� Objective: Bicycle System Development
Develop a convenient, safe and attractive system of bicycle routes and
facilities, integrated with other transportation systems, that serves the
� needs of commuting, utility, recreational and touring bicyclists of all
ages.
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More support of bicycling is needed because:
. it enhances the attractiveness, safety and livability of Saint Paul,
. it is desirable to have attractive alternatives to single-occupancy
vehicle travel,
. the availabiliry of bike lanes and parking is the major influence on
how attractive biking is for transportation purposes, and
. there are currently limited exclusive on-street bike lanes or secure bike
parking options in Saint Paui.
Policies
73. The City should develop a network of interconnected on and off-
street bike routes that:
a. provide safe and convenient access to work, schools and
shopping,
b. tie neighborhoods together,
c. link up with bike routes in surrounding mupicipalities,
d. help complete a regional bikeway system, and
e. create linear parks with scenic vistas, historic and cuftural
interpretive opportunities, and connections to regional open
space. (See Bikeway Plan, p. 45.)
� SAINT PAUL TRANSPORTATION POLICY PLAN 23
74. The City should work with private inferests to provide support
infrastructure for biking, including safe storage and personal
accommodations for cyclists at work places.
75. The City should work to improve education of drivers regarding
bicyclists' rights, and of bicyclists (especially children) regarding their
responsibilities, and to improve enforcement of the applicable laws.
76. The City should market use of the bikeway system through
distribution of informational materials and promotion of bicycling
events.
Objective: Pedestrian Safety and Comfort
Strengthen the quality of the pedestrian experience in neighborhoods
and business areas, with pedesfrian safety as a minimum requirement
for sidewalk installation and maintenance.
Attention To the pedestrian environment, with safety as a minimum guide,
is important because:
. it is ai the pedestrian level thaf people most closely relate to their
environment and to each other,
. the human, accessible scale of the city, though diminished by
pervasive preference for auto travel, contrasts it positively with
suburban locations, and
. safety provides clear public purpose to the often-controversial issue of
sidewalk installation.
Policies
77. The City should install new sidewalks where pedestrian safery,
particularly that of children and persons with disabilities, is at risk, to
provide access to popular pedestrian destinations, and, at a
minimum, on one side of every street which has a functional
classification above that of Iocal.
78. The City should repair hazardous sidewalks as quickly as possible
and investigate alternatives to the current repair policy (procedures
and financing� in order to repair sidewalks more systematically and
at a lower overal I cost to taYpayers.
79. The City should not remove sidewalks unless there is a compelling
reason to do so.
80. The City should improve the compliance with the existing sidewalk
snow removal ordinance by clarifying the responsibility for its
24 SAINT PAUL TRANSPORTATION POLICY PLAN
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enforcement within the City government and by initiating an
educational campaign/appeal to encourage voluntary compliance
with the ordinance.
81. The City should use its development policies and design standards to
improve the quality of the pedestrian experience throughout the city.
82. The City should continue to implement accident reduction
improvements at locations where pedestrian safety is at particular
risk.
Objective: Accessibility
Ensure that pedestrian ways, transit, and automobile parking are
designed to serve rather than frustrate the transportation needs of
persons with physical impairments to mobility and accessibility.
The Plan must recognize and correct where barriers to access and
� mo6ility exist because:
. the city belongs to all its citizens and benefits from their unfettered
� participation in community life, and
. barriers to accessibility will affect more and more people as our
population continues to age.
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83. The City should continue to install ramped sidewalk corners as part
of new sidewalk construction and through a program of annual
retrofit of the existing sidewalk system.
84. The City should work with other agencies to promote conformance
� with the requirements of the Americans with Disabilities Act of 1990
as they pertain to transportation facilities.
� SAINT PAUL TRANSPORTATION POLICY PLAN 25
85. The City should complete retrofit of the downtown skyway system so
that it will be fully accessible to persons with disabilities.
86. The City supports transit service that is accessible, convenient and
affordable for persons with disabilities, as weli as being cost-effective
for the system.
Objective: Sensible, Safe Automobile Use
Continue to emphasize automobile safety and reasonable access and
mobility while working to better rationalize auto use by encouraging
higher vehicle occupancy.
Higher automobile occupancy (carpooling) is desirable because:
. it extends the capacity of the system,
. it has less impact on the environment,
. it is cheaper for the traveler, and
. there are often no viable alternatives to single-occupant auto travel
Even as more emphasis is being placed on alternative modes, continued
care for safe and reasonable accommodation of the auto is necessary
because:
. for the foreseeable future, the automobile will be the preferred mode
of travel for most people in most circumstances.
Policies
87. The Ciry should continue to implement accident reduction
improvements in locations where motorist safety is at particular risk.
ZG SAINT PAUL TRANSPORTATION POLICY PLAN
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88. The City should monitor the development of new technologies that
provide opportunities to improve safety through traffic management.
89. The City should participate in the State's "Clean Fuels Minnesota
Initiative".
Policies found elsewhere in this Plan which support carpooling include:
2. The City supports expansion of the Metropolitan Council Transit
Operations (MCTO) Rideshare carpool/vanpool rider matching and
preferential parking program and supports MCTO's Guaranteed Ride
Home program for transit riders.
3. The City shouid work with other agencies to invest in infrastructure
and system management that support transit, carpooling, biking, and
walking.
� 7. The City should work with other public agencies and the private
sector to market transit, carpooling, biking and walking, as well as
flexible work hours and telecommuting.
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8. The City should promote voluntary provision of TDM incentives by
private employers.
9. The City should lead by example, by promoting transit, carpooling,
biking and walking, and flextime and telecommuting for its own
employees.
51. The City should work to reduce the need for parking by working
with the downtown community and large employers to develop
specific employee incentives such as reduced-cost parking for
carpool and van pool in preferential locations, direct employee
incentives to use transit, and continued efforts to improve bus
service and creature comforts.
� SAINT PAUL TRANSPORTATION POLICY PLAN 27
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The following figures make up the physical plan for transportation in
Saint Paul.
� . Street Plan Classified by Function
. Truck Route Map
• Riverfront Development Framework Concept Map
� . Neighborhood Traffic Management Techniques
• Proposed Transit Corridors Map
• Bikeway Plan
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Volumes. Reduction. Diverted to other
streets.
peed. Moderate reduaion.
Safery. Improvement.
Noise. air oolfution. lffile or no impac[.
Access. Restric[ed. Emergency access a
concern.
CommuniN reac[ion. Oken nega[ive
concems abou[ visitors, deliveries,
neighborhood division.
9lherconsidera[ions. Drainage.
Closing a street either at one end or the
othep or at a midblock location, to
eliminate unwanted through-traffic.
Volumes. Drastic reduciion.
peed. Drastic reduction.
Sa�. Substantial improvement.
Noise. air oollution. Positive effecY.
Access. Restricted. Accommodationsfor
emergency access may be needed.
Communiri reac[ion. Positive resident
reaction; negativetravelingpublicreac[ion.
Traffic Circles
Volumes. Littleornoimpact.
Soeed. Reduaion near interseaion.
Possible increase mid-block.
Safetv. Improvement ro accident-prone
intersections.
Noise. air oollution. Negative effect.
Access. Little general effect. Negative effect
on emergency access.
Communitv reac[ion. Mized. Positive
reaction to aesthetics (if done well).
Concerns about obstruaions, hazard, loss of
parking.
Other mnsiderations. Snow removaf. Left
tums.
References: Neighborhood Traffic Control, North Central Settion Institute of Transporfation Engineers, january 1994, Traffic Calming, Cynth�a
� L Hoyles, American Planning Association, July 1995.
� SAINT PAUL TRANSPORTATION POLICY PLAN S7
Raised barrier placed diagonally across an
intereection that physically divides the
intersection and forces all traffic to make a
sharp turn.
Street Closure
Raised geometric conVOl island, frequently
circulaq typically about 20 feet in diameter,
in the center of an intersection of Iocal
streets.
� Neighborhood Traffic Management Techniques continued
�� ^���
� Road Design Techniques
,
�
�
�
�
�
�
u
�
�
�
�
Median Barriers
Volumes. Significant teduction.
SoePd. Some reduc[ion.
Safe . Improvementforvehiclesand
pedestrians.
Noise.air�ollution. Positiveeffec[where
volumes reduced; pollution could shift.
Ac�. Restric[ed. Emergency access
aHeded.
Communirv readion. Positive resident
reaaion.
Raised areas in the roadway surface with
extend acra;s the roadway perpendicular to
traffic flow.
Volumes. Volume reductions depend upon
space of humps/bumps, amount of cub
through traffic and availability of aiterna[ive
rou[es.
Soeed. Significant reduction.
Safe . Little effea.
Noise. air oollution. Negative air pollution
effects possibfe. Noise impacts vary.
Access. Little effect.
Communitv reaction. Positive resident
reacYion. Negative traveling public reaction.
Other considera[ions. Impacts on Iarge
irucks, buses. These users should be
involved in process,
Curvilinear Reconstruction
Volumes. Little or no effect if the same
number of travel lanes are retained.
Significant reductions if bartiers limit use of
section to one direction at a time.
Soeed. Little or no effect for uniform width
construction; reduction where barriers are
cons[ructed.
Safe . Mixed results.
Noise.airoollution. Littleornoeffec[.
Access. Little effect
Communitv reaRion. Mixed.
Other considerations. Landscaping
opportunities.
�
�
�
r
� 38 SAINT PAUL TRANSPORTAT10fV POL{CY PLP.N
Barrier in the median of the major street at
its intersection with a local street to prevent
left turns from the major street to the local
street, as well as through traffic on the local
street.
Speed Humps/Bumps
IMroduc[ion of curvatures on previously
straight alignmeM through recwntruction
of the street with a curved centerline
alignmeM and a uniform roadway width, or
introduction of chokers or other types of
barriers on alternate sides of the street to
create a serpentine trave! path.
� Neighborhood Traffic ManagementTechniques continued
�
�
�
�
�
�
,
�
�
�
�
�
�
�
�
�
,
�
Traffic Control Techniques
q� -���
Traffic control techniques involve low capital costs, although area wide or city wide application of
some controls can be a serious fisca! commitment.
Posting the roadway with specific load
limit requiremeMS and/or signing of truck
routes.
Turn Restrictions
NO
LEFT
TURN
7-9
4-6
Use of regulator signing to prohibit certain
traffic movemeMS generally where an
arterial and local street meet.
Basket Weave
Alternating two-way stop coMrol within an
area of local resideMial streets.
Volumes Heavy mmmercial traffic
reduced; shifted to other routes.
Sceed. Little or no eHect.
Safe . Little or no effect.
Noise. air oolluCion. Positrve effec[.
Access. Restricted. No effea on
emergency access.
Communitv readion. Generally positive,
where reshicted. Shifting can occur.
Businesses generating heavy truck vaffic
inconvenienced.
Otfier considerations. Street foad capacity.
Legal, pracYical considerations.
Yield
Signage assigning right�of-way at
intersections.
Volumes Littie or no effect.
Soeed. Reduced within 50 feet of the yield
5ign.
Safe . Mixed results.
Noise. air vollution. Negative effec[.
Access. Little effec[.
CommumN reaction. Generally positive.
Other considerations. Frequently generate
requests for stop signs aker accideots or
near misses.
Volumes. Reduaion on diverted streets;
increase on altemative routes.
Sceed. Reduction on the diverted street.
Safetv. Improvement on diverted streets.
Noise. air oollution. Shihed.
Access. Restricted.
Communitv reaction. Generally positive if
a reasonable alternate roure exists.
Do Not Enter
Signage prohibiting vehicles fram entering
a roadway.
Volumes Dramatic reduaion on
prohibited streec; +nc2ase on altemate
routes.
Sceed. Reduc[ion.
Safe . improvement on restric[ed street.
Noise. air oollution. Positive effect on
remiaed street; often shifted.
Access. Restricted.
CommuniN reac[ion. Generally positive if
alremate routes exists.
SAINT PAUL TRANSPORTATION POLICY PLAN
Vofumes. Minimal effect.
Soeed. Reduced within 200 feet of the stop
sign. Increase in speed between stop signs.
Safe . Significantimpro�emen[at
accident-prone interseaion.
Noise. air nollution. Negative effea.
Access. Little effect.
Communitv reaction, Usually positive.
Other considerations. Ice.
Speed Limit
SPEED
ZONE
AHEAD
Change to the legal speed limit, based
upon traffic 6ehavior, hazards,
obstrudions, access poi�s, pedestrian use,
and road alignment.
Volumes. Little or no effect.
Sceed. fnforcement required to achieve
reduction.
Safe . No documentation.
Noise, air pollution. Little or no effect.
Access. No change.
Communiri reattion. Residents support
significantly lower speeds.
Other considerations. Broader issue of how
limits are set.
39
Truck Restricfions
Neighborhood Traffic Management Techniques continued
Traffic Control Techniques
' WATCH
t��7;i
All
Watch for Children
CHILDREN
Legally restricting parking at near
iirtersections and cro�walks (Clearance
Zones) or along the length of the Wock
(4ctended Zones).
Stop sig� on all legs of tbe irKersection.
Signage that wams ot the presence nf
thildren.
Volumes. Little or no effect.
Sceed. Clearance zones: minimal effec[.
EMended zones: potential for increased
speeds.
Safery, tmprovemen[.
Noise. air oollu[ion. Little or no effeR.
Access. No effec[.
CommuniN reaction. Varied.
DivergenUconvergent one-
way streets
Volumes. Depends upon nature of tra�c.
Soeed. Little or no effect.
SafeN. Imprwement when war2nts are
met or where sight distances are poor.
Noise, air oollution. Negative impatts.
Access. Little effett.
Communitv reac[ion Mixed.
Other considerations. Concem about
misuse of stop signs.
Alternating one-way streets
Volumes. No effect.
Sceed. Little or no effect.
SafeN. Little or no effect.
Noise. air pollution. Little or no effect.
Access. No effec[.
Communiri reaction. Positive.
Other considerations. Traffic s[udies do not
demonstrate effectiveness of this rype of
signage.
One-way Pairs
�
�
Conversion of two-way local streets to Conversion of two-way sheets to o�re-way
oneway operation; the o're-way direction operation in an altunatu�g pattem.
changes at the arterial to "diverge" from k
or "converge" upon it,
Volames. Reduc[ion.
Soeed. Increase.
Safe . Improvement.
Noise. air oolluhon. Possible negative air
quality.
Access. Some restriction impacts.
Communirv reac[ion. Mixed.
Other tonsiderations. Parking. Bicyde
traffit.
Volumes Little or no effea.
Soeed. Increase.
Saferv. Improvement.
Noise. air oollution. Little or no effect.
Access. Some restriction.
Communiri reaRion. Mixed.
Other considerations. Parking. Bicycle
traffic.
Creating a one-way couplet by paring a
residential streei wifh a nenrby through
street to create a corridor far ffirough
traffic.
Volumes. Increase on one; reduction on
adjacent.
Speed. Increase.
Safe . Improvement.
No'�se. air oollution. Little or no effea.
Access. Some restriction.
Communitv reaction Mixed.
Other mnsiderations. Parking. Bicyde
traffic.
4O SAINT PAl1L TRANSPORTATION POLICY PLAN
Parking Restrictions
Neighborhood Traffic Management Techniques continued
Enforcement/Educational Techn
Enforcement techniques often involve increased operational costs.
Traditional Enforcement
Speed Watch
WARNING
EIGHBORHOOD
SPEED WATCH
� �( RADAR
SPEEDERS PROSECUTED
Volumes Little or no effea.
� Sceed. Appreciable reduaion during
period of enforcement.
Safe . Improved during period of
enforcement.
Noise, air oollution. Usually little effea.
, CommuniN reaction. Mixed.
Other considerations. Budget and staff
cons[raints.
'
�
.�
�
��
' ,
Neighborhood participation in radar
observation of speeds and communication
wkh violators.
Volumes. Little or no effect.
Soeed. Substantial reduction.
Safe . Possible.
Noise, air oollution. Little or no effea.
Access. Not restricted.
Communiri reattion. Positive.
Other considera[ions. Training.
"Vigilantism".
� : •��
Variable
um►r
30
Use of a portable speed display board
wired to radar to alert motorists of their
speed; educational campaign accompanies
use of the board.
Volumes. Little or no effect.
Sceed. Reduced while device is present.
Safe . Potential for sudden braking.
Noise, air oollution. Little or no effect.
Access. Not restricted.
Community reac[ion. Positive in the short
term.
Other considerations. Needs monitoring.
"Vigilan[ism -
A SAINT PAUL TRANSPORTATION POLICY PLAN 41
Usually involves the use of radar to
identify speeders and subsequent tickMing
of speed violators.
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� Because the City has these well-established, effective processes for
implementation, which allow for short-term flexibility while maintaining
connedion to long-range community vision and policy, this
, Transportation Policy Plan does not attempt to document implementation
steps in detail.
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instead, the adivities that will implement this Plan will continue to be
detailed in the transportation-related portions of the 10-year Program for
Capital lmprovements and bi-annual capital improvement budget and in
the operational planning and budgeting done annually by the City
administrative departments responsible for transportation, that is, the
Public Works Department and the Department of Planning and
Economic Development (PED).
Presented below are the most immediate capital and operational action
priorities for implementation of this Plan.
Capital Action Priorities
• Complete the design process for Shepard Road and begin
construction in 1998.
• Complete Phalen Boulevard EIS process; select preferred
alternative; begin design work.
• Complete Ayd Mill Road EIS process; select preferred alternative;
begin design work.
• Complete construction of the Wabasha Street Bridge.
• Complete construction of the Edgerton Street Bridge.
• Complete construction of the Ford Parkway Bridge.
• Complete infrastructure planning for Riverfront.
• Determine Administration recommendation on location of new
downtown parking facilities in or near the west core based upon the
August 1996 Downtown Saint Paul Parking Study; construct
downtown parking facilities per Administration recommendations.
• Continue residential street paving as scheduled; coordinate with
other neighborhood improvements.
• Continue development of the bikeway system by incorporating bike
plan-designated paths, lanes and signs with road and bridge
reconstruction and intersection redesigns at the time they are
programmed.
• Continue to identify and implement street and sidewalk safety
improvements as needed.
Operational Action Priorities
Continue neighborhood traffic management efforts.
Assemble traffic engineering/urban design principles for internal
agreement and external communication.
Continue work wifh neighborhoods to identify and resolve parking
� SAINT PAUL TRANSPORTATION POLICY PLAN 47
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issues.
• Develop comprehensive sidewalk plan in accordance with criteria
found in Plan Policy 77.
• Identify and implement operational safety improvements as
accident monitoring warrants.
, Legislative/Intergovernmental Action Priorities
• Support increased transit funding at legislature.
• Support transit redesign in concept and work to ensure service to
� Saint Paul.
• Forward the "limited growth option" in the metropolitan growth
options planning debate.
, • Continue to maintain and strengthen interagency relationships in
support of City transportation objectives.
• Participate in regional transportation planning and funding processes
' to better ensure funding for major projects; lobby legislature for
funding, as appropriate.
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The policies presented on pages 8-27 of this Plan are organized according to which of the three major
planning strategies they serve. The following organizes those same policies within the traditional
transportation functions of streets and traffic, parking, transit, bicycles, and pedestrian ways, as well
as the related function of land use and development.
Streets and Traffic
6. The City should strongly promote regional development and transportation investments that support alternative
modes and reduce trips, in particular, a better regional jobs/housing balance, and control of sprawl through
restrided growth in transportation capacities.
11. The Ciry should use traffic controls, enforcement, design practices, and land use policies to maintain the current
function of streets, especially relative to one another, as designated and defined in the fundional classification
map (p. 31), specifically ensuring use of arterials (principal, minor A and minor B) for longest trips, collectors
(major and minor) for intermediate and local trips, and local streetr for local access.
12. The City should assemble, for internal agreement and external communication, the set of traffic engineering and
urban design principles that guide the design and use of the street right-of-way as determined by street
classification, right-of-way availability, traffic volumes, safety standards, and land use.
14. The City should work with the State to minimize the negative effect on Saint Paul streets of freeway ramp
metering. This should be done through the use of Intelligent Transportation Infrastructure (ITq on freeways and
existing frontage roads.
16. The City should work with State and Federal agencies to implement capital improvements to avoid or corred
serious congestion, where community disruption is not a major factor, and where operational capacity
improvements cannot adequately address the needs.
17. The City should complete environmental assessment of alternatives for the future of Ayd Mill Road and
implement the resulting recommendations.
18. The City should work with the Minnesota Department of Transportation (MnDO� and other agencies to
maintain and expand the use of incident management systems to deal with the short-term traffic congestion that
results from accidents or other single event disruptions to normal traffic flow.
20. The Ciry should design streetscape and operations in ways that alleviate the negative impact of major streets on
their surroundings, proteding pedestrian safety as the highest priority.
21. The City should continue to work closely with Ramsey County to ensure compatibility with county standards,
particularly as it relates to roads over which the county will have eventual jurisdiction.
22. The City should use a neighborhood traffic management process to systematically address neighborhood requests
to "calm" or divert traffic, while maintaining necessary access. This process should include residential, business,
service and public safety interests and offer an array of techniques.
23. The Ciry should explore a variety of traffio-calming road design options with interested neighborhoods at the
time that local street construction is being planned.
24. The City should continue to only install all-way stop signs at the intersedion of two local streets when supported
by technical standards, a neighborhood petition, and a citizen approval process.
25. The City should continue to review the results of State air quality monitoring in Saint Paul and work with the
State and Metropolitan Council to devise strategies as needed.
' SAINT PAUL TRANSPORTATION POLICY PLAN 49
26. The City should make no comprehensive changes to the truck route system at this time but rather review
proposed changes to the system with the objective of minimizing the noise and other impacLS on sensitive land
uses while meeting the transport needs of business.
33. The City should complete its residential street paving program, setting neighborhood priorities based on cost
effectiveness and economic and communiry development and public safety goals.
35. The City should continue to work with other agencies to enhance the design of transportation improvements
(streets, �ighting, bridges, parking facilities, transit shelters, bike paths, walkways) in accordance with community
and neighborhood objectives. The City should continue iu practice of using a community-inclusive design
process for major transportation projects.
37. The City should ensure that fair and adequate capital, operating, and maintenance funding is a condition of
approving above-standard design and materials in public improvements.
38. The City should continue to enhance iu parkway system through appropriate design and landscaping, limitations
on uses within and adjacent to parkways to ensure compatibility and preserve aesthetic charader, limitations on
traffic speeds and vehicle access, and provision of separate pedestrian and bikeways, where feasible.
39. The City should construd Phalen Boulevard as part of the industrial redevelopment of the under-utilized raiiroad
corridor on the city's East Side.
40. The City should continue to use business development and job creation as criteria for programming capital
transportation improvements.
41. The City should participate in regional planning efforts to improve Saint Paul's connection with the metropolitan
road system.
42. The City should strongly promote regional transportation policies that discourage regional sprawl and subsequent
disinvestment in the metropolitan core.
45. The City should ensure business and service interests are included in the neighborhood traffic management
process described in Policy 22 (p. 12).
46. The City should ensure that the transport needs of business are met when reviewing change requests to the truck
route map. (See Policy 26, p. 13.)
50. The Cify should make capital or operational street capacity improvementr at those downtown locations where
serious traffic congestion is occurring and should support freeway capacity improvements that provide capacity
to alleviate congestion at the northbound ramps out of downtown.
53. The City should continue to work with the downtown community to handle the special traffic and parking
demands generated by special events and downtown attradions. ITI (like the recently installed Advanced Parking
Information System) should be explore and implemented where applicable.
56. The City should incorporate the recommendations of the adopted Lowertown Small Area Plan, the forthcoming
recommendations of the downtown portions of the riverfront development framework (in progress) that improve
the pedestrian realm, while ensuring adequate vehicular access in support of downtown development.
59. The City should make transportation investments based upon a riverfront development framework (in progress)
that
a. emphasizes pedestrian activity (at-grade and verticap,
b. directs that roads and bridges be carefully designed in order to establish the context and set the standard for
5O SAINT PAUL TRANSPORTATION POLICY PLAN
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private development,
c. provides strong connections behveen individual riverfront developmentr, and
d. provides strong connedions behveen the riverfront and the downtown and adjacent neighborhoods.
60. The City should develop street/sidewalk design and management strategies that, in concert with land use and
development, extend the impact of the new Wabasha street bridge to create a pedestrian-oriented Wabasha
corridor that ties the Capitol with the Concord/Robert commercial area. (See Riverfront Development
framework — Concept Map, p. 35.)
61. The City should reconstrud Shepard Road betv✓een Randolph and Jackson/Sibley in accordance with the
recommendations of the design concept process (in progress),
a. as a civic element,
b. in a series of transitional zones to calm traffic and reflect the changi�g character of the riverfront,
c. as a continuous road that implementr the design philosophy of the Great River Road system,
d. as a framework for public adivity and future development,
e. with provision for continuous, safe pedestrian/bicycle movement alo�g the river corridor and connection to
existing and planned pedestrian and bicycle facilities, and
f. with flexibility to accommodate future infrastructure changes within the river corridor.
84. The City should work with other agencies to promote conformance with the requirements of the Americans with
Disabilities Act of 1990 as they pertain to transportation facilities.
87. The City should continue to implement accident redudion improvements in locations where motorist safety is at
particular risk.
88. The City should monitor the development of new technologies that provide opportunities to improve safety
through traffic management.
89. The City should participate in the State's "Clean Fuels Minnesota Initiative".
Parking
3. The City should work with other agencies to invest in infrastr�cture and system management that support transit,
carpooling, biking, and walking.
28. The City should limit negative impacts on residential properties in neighborhoods with the greatest parking
spillover from commercial strips by regulating land use and offering the option of residential permit parking.
31. The City should require parking lots to have a strong landscaped edge along the street, and encourage
landscaping within parking lotr. The City should find ways to encourage or require improvement of existing
parking lois, as well as newly construded lots. Landscape should be designed not only Yo be aesthetically
pleasing but also in a ways that maintain a sense of public safety.
32. The City should require construction of new parking ramps to be compatible with the neighborhood.
35. The City should continue to work with other agencies to enhance the design of transportation improvements
(streets, lighting, bridges, parking facilities, transit shelters, bike paths, walkways) in accordance with community
and neighborhood objedives. The City should continue its practice of using a community-inclusive design
process for major transportation projects.
51. The Ciry should work to reduce the need for parking by working with the downtown community and large
employers to develop specific employee incentives such as reduced-cost parking for carpool and van pool in
, SAINT PAUL TRANSPORTATION POLICY PL4N 51
preferential locations, dired employee incentives to use transit, and continued efforts to improve bus service and
creature comforts.
52. The City should work to ensure an adequate supply of automobile parking in the downtown by
a. increasing the parking supply where employee demand is not being met through constructing more spaces
in or near the west core of downtown;
b. ensuring parking availability to attract new tenants downtown through a parking clearinghouse/guarantee
program;
c. and by working with others to market existing parking in the downtown.
53. The City should continue to work with the downtown community to handle the special traffic and parking
demands generated by special evenu and downtown attractions. ITI (like the recently installed Advanced Parking
Information System) should be explored and impfemented where applicabfe.
84. The City should work with other agencies to promote conformance with the requirements of the Americans with
Disabilities Act of 1990 as they pertain to transportation facilities.
1. The City should work with regional transit agencies to secure transit service, especially a redesigned and
adequate�y funded bus service, that better serves the needs of citizens in all parts of the city.
2. The City supports expansion of the Metropolitan Council Transit Operations (MCTO) Rideshare carpool/vanpool
rider matching and preferential parking program and supports MCTO's Guaranteed Ride Home program for
transit riders.
3. The City should work with other agencies to invest in infrastructure and system management that support transit,
carpooling, biking, and walking.
6. The City should strongly promote regional development and transportation investments that support alternative
modes and reduce trips, in particular, a better regional jobs/housing balance, and control of sprawl through
restrided growth in transportation capacities.
7. The City should work with other public agencies and the private sector to market transit, carpooling, biking and
walking, as well as flexible work hours and telecommuting.
8. The City should promote voluntary provision of TDM incentives by private employers.
9. The City should lead by example, by promoting transit, carpooling, biking and walking, and flextime and
telecommuting for its own employees.
10. The City should monitor the development of new technologies that provide TDM opportunities.
13. The City should emphasize traffic system management (fSM) and TDM policies, particularly at the regional level,
to protect the fundional classification of streetr in Saint Paul against further upgrade overall.
19. The City should continue to explore and implement useful TSM and TDM techniques in congested parts of the
system, where capacity improvement is not desirable, specifically, the northwest quadrant of the city.
27. The City supports the use of smaller buses for neighborhood circulators as part of the redesign of the transit
system recommended in Policy b4 ip. 22) of ihis Plan.
$2 SAINT PAUL TRANSPORTATION POLICY PLAN
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34. The City supports the development of neighborhood bus hubs in the recommended transit system design (Policy
64, p. 22) and should use its land use and development regulatory powers to reinforce these hubs as central
neighborhood places. Likewise, when transitways—busways or LRT—are built, the City should work with
planning and implementing agencies to ensure that they are designed to support human scale, social fabric and
neighborhood identity.
35. The City should continue to work with other agencies to enhance the design of transportation improvements
� (streets, lighting, bridges, parking facilities, transit shelters, bike paths, walkways) in accordance with community
and neighborhood objedives. The City should continue its practice of using a community-inclusive design
process for major transportation projects.
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36. The City supports customizing of neighborhood circulator buses (Policy 64, p. 22) to reflect the identity of the
neighborhoods they serve.
42. The City should strongly promote regional transportation policies that discourage regional sprawl and subsequent
disinvestment in the metropolitan core.
, 43. The Ciry should promote regional transit investments and operations that maintain good linkages between
business and labor and markets, including:
a. focus of high-frequency, large-bus, regular route service on areas with high population and job density,
� b. support of the central corridor between downtown Saint Paul and downtown Minneapolis as the top priority
for development of transihvays — busways and/or LRT — in the region, and
c. targeted reverse commuting.
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47. The City should continue to work with regional transit agencies to ensure the transit system design in the
downtown results in bus travel that is an efficient and user-friendly, therefore attractive, alternative to workers,
shoppers, and visitors, while allowing smooth traffic flow overall.
48. The City should continue to participate in light rail transit (LR� planning to ensure that, when it is implemented,
downtown Salnt Paul will be well served, with low-platform boarding, and with stations located and designed as
integral parts of their surroundings.
62. The City supports a significant, long-term commitment by the State to reinvest in the regional transit system,
especially in ways that more equitably serve the transit-dependent, the core service area and the eastern portion
of the Twin Cities region.
63. The City supports adequate funding of both the bus system and LRT as complementary parts of a multi-modal
transit system.
64. The City supports a redesign of the bus system to provide excellent service along major corridors (limited stop
"spines") and better intra- and inter-neighborhood service ("hubs" and neighborhood circulators), with continued
strong focus on regular route service to the downtown and general concentration on regular-route weekday
service. Recommended corridors are illustrated in the proposed Transit Corridor Map. (p. 43)
65. The City supports:
a. focus of bus system marketing on the occasional transit rider to become regular rider,
b. the development of corridor service delivery and marketing plans which consider, in depth, the needs of
potential riders in the corridor, and
c. development of route and system information which is easier to understand than the current information.
66. The City supports security measures at neighborhood and downtown transit hubs and attention to security on
buses.
' SAINT PAUL TRANSPORTATION POLICY PLAN 53
67. The City supports regional policies that ensure, first and foremost, good service for the transit-dependent. As the
first priority for use of resources, new service should be focused on lowest income neighborhoods.
68. The City opposes any additional "opting ouY' of the regional transit system.
69. The City should promote the focus of reverse commuting services on major suburban employers and city
neighborhoods with high unemployment and should work with region transit providers and other stakeholders to
identify these.
70. The City supports the central corridor between downtown Saint Paul and downtown Minneapolis as the top
priority for development of transitways — busways and/or LRT— in the region.
71. The City should continue to fonvard Saint Paul interests in economic development, support of neighborhoods,
and serious improvement of the bus service in future regional transitway planning efforts in order to produce a
successful metropolitan transit system.
72. The City supports employer programs that encourage transit use by their employees.
86. The City supports transit service that is accessible, convenient and affordable for persons with disabilities, as well
as being cost-effective for the system.
Bicycles
3. The City should work with other agencies to invest in infrastructure and system management that support transit,
carpooling, biking, and walking.
7. The City should work with other public agencies and the private sector to market transit, carpooling, biking and
walking, as well as flexible work hours and telecommuting. '
8. The City should promote voluntary provision of TDM incentives by private employers.
9. The City should lead by example, by promoting transit, carpooling, biking and walking, and flextime and
telecommuting for its own employees.
13. The City should emphasize traffic system management (f5M) and TDM policies, particularly atThe regional level,
to protect the fundional classification of streets in Saint Paul against further upgrade overall.
19. The City should continue to explore and implement useful TSM and TDM techniques in congested parts of the
system, where capacity improvement is not desirable, specifically, the northwest quadrant of the city.
35. The City should continue to work with other agencies to enhance the design of transportation improvements
(streets, lighting, bridges, parking facilities, transit shelters, bike paths, wafkways) in accordance with community
and neighborhood objectives. The City should continue its practice of using a community-inclusive design
process for major transportation projects.
54. The City should support biking as a means of travel to the downtown by providing bike route accommodation
into downtown, working with the downtown community to provide bicycle parking/storage at assorted locations,
especially serving downtown parks and museums, and by encouraging employer amenities and marketing.
61. The City should reconstruct Shepard Road between Randolph and Jackson/Sibley in accordance with the
recommendations of the design concept process (in progress),
a. as a civic element,
54 SAINT PAUL TRANSPORTATION POLICY PLAN
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b. in a series of transitional zones to calm traffic and reflect the changing character of the riverfront,
c. as a continuous road that implements the design philosophy of the Great River Road system,
d. as a framework for public adivity and future development,
e. with provision for continuous, safe pedestrian/bicycle movement along the river corridor and connection to
existing and planned pedestrian and bicycle facilities, and
f. with flexibility to accommodate future infrastructure changes within the river corridor.
73. The City should develop a network of interconnected on and off-street bike routes that:
a. provide safe and convenient access to work, schools and shopping,
b. tie neighborhoods together,
c. link up with bike routes in surrounding municipalities,
d. help complete a regional bikeway system, and
e. create linear parks with scenic vistas, historic and cultural interpretive opportunities, and connections to
regional open space. (See Bikeway Plan, p. 45.)
74. The City should work with private interests to provide support infrastructure for biking, including safe storage and
personal accommodations for cyclists at work places.
75. The Ciry should work to improve education of drivers regarding bicyclists' rights, and of bicyclists (especially
children) regarding their responsibilities, and to improve enforcement of the applicable laws.
76. The City should market use of the bikeway system through distribution of informational materials and promotion
of bicycling events.
Pedestrians Ways
3. The City should work with other agencies to invest in infrastructure and system management that support transit,
carpooling, biking, and walking.
7. The City should work with other public agencies and the private sector to market transit, carpooling, biking and
walking, as well as flexible work hours and telecommuting.
8. The City should promote voluntary provision of TDM incentives by private employers.
9. The City should lead by example, by promoting transit, carpooling, biking and walking, and flextime and
telecommuting for its own employees.
13. The City should emphasize traffic system management (TSM) and TDM policies, particularly at the regional level,
to protect the functional classification of streets in Saint Paul against further upgrade overall.
19. The City should continue to explore and implement useful TSM and TDM techniques in congested parts of the
system, where capacity improvement is not desirable, specifically, the northwest quadrant of the city.
30. The City should incorporate in the principles recommended in Policy 12 (p. 10), streetscape guidelines which
emphasize enhancement of the neighborhood environment, particularly its pedestrian quality, in accordance
with its historical development patterns and current uses, and which maintain and improve a feeling of personal
safety among users.
35. The City should continue to work with other agencies to enhance the design of transportation improvements
(streets, lighting, bridges, parking facilities, transit shelters, bike paths, walkways) in accordance with community
and neighborhood objectives. The City should continue its practice of using a community-inclusive design
process for major transportation projec[s.
' SAINT PAUL TRANSPORTATION POLICY PLAN 55
49. The City should make the downtown a more pleasant pedestrian environment through sidewalk widening/street
narrowing (where street capacity exists in excess of expected development needs), special paving materials,
landscaping, and signs.
55. The City should improve pedestrian linkages between downtown and adjacent neighborhoods, the Mississippi
River, and the Capitol area.
56. The City should incorporate the recommendations of the adopted Lowertown Small Area Plan, the forthcoming
recommendations of the downtown portions of the riverfront development framework (in progress) that improve
the pedestrian realm, while ensuring adequate vehicular access in support of downtown development.
57. The City should determine the boundaries of future skyway extension in the downtown, determine the
parameters for design of future skyways, add missing links to the skyway system within those physical boundaries
and design parameters, and work to ensure securiry, maintenance, uniform hours of operation, and uniform
signage and maintenance.
58. The City should work with the downtown business community to develop adequate funding and operational
mechanisms to ensure maintenance of streetscape improvements.
59. The City should make transportation investments based upon a riverfront development framework (in progress)
that
a. emphasizes pedestrian adivity (at-grade and vertical),
b. directs that roads and bridges be carefully designed in order to establish the context and set the standard for
private development,
c. provides strong connections between individual riverfront developments, and
d. provides strong connections between the riverfront and the downtown and adjacent neighborhoods.
60. The City should develop streeUsidewalk design and management strategies that, in concert with land use and
development, extend the impact of the new Wabasha street bridge to create a pedestrian-oriented Wabasha
corridor that ties the Capitol with the Concord/Robert commercial area. (See Riverfront Development
Framework — Concept Map, p. 35J
61. The City should reconstruct Shepard Road between Randolph and Jackson/Sibley in accordance with the
recommendations of the design concept process (in progress),
a. as a civic element,
b. in a series of transitional zones to calm traffic and reflect the changing charader of the riverfront,
c. as a continuous road that implements the design philosophy of the Great River Road system,
d. as a framework for public activity and future devefopment,
e. with provision for continuous, safe pedestrian/bicycle movement along the river corridor and connedion to
existing and planned pedestrian and bicycle facilities, and
f. with flexibility to accommodate future infrastructure changes within the river corridor.
77. The City should install new sidewalks where pedestrian safety, particularly that of children and persons with
disabilities, is at risk, to provide access to popular pedestrian destinations, and, at a minimum, on one side of
every street which has a functional classification above that of Iocal.
78. The City should repair hazardous sidewalks as quickly as possible and investigate alternatives to the current
repair policy (procedures and financin� in order to repair sidewalks more systematically and at a lower overall
cost to taxpayers.
79. The City should not remove sidewalks unless there is a compelling reason to do so.
80. The City should improve the compliance with the existing sidewalk snow removal ordinance by clarifying the
56 SAINT PAUL TRANSPORTATION POLICY PLAN
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responsibility for its enforcement within the City government and by initiating an educational campaign/appeal to
encourage voluntary compliance with the ordinance.
81. The City should use its development policies and design standards to improve the quality of the pedestrian
experience throughout the city.
82. The City should continue to implement accident reduction improvements at locations where pedestrian safety is
at particular risk.
83. The City should continue to install ramped sidewalk corners as part of new sidewalk construction and through a
program of annual retrofit of the existing sidewalk system.
84. The City should work with other agencies to promote conformance with the requirements of the Americans with
Disabilities Ad of 1990 as they pertain to transportation facilities.
85. The City should complete retrofit of the downtown skyway system so that it will be fully accessible to persons
with disabilities.
Land Use and Development
4. The City should guide land use development of the city in ways that reduce trips and promote use of alternative
modes of travel.
5. The City should ensure that its land use controls and other regulations do not unreasonably interfere with
telecommuting.
6. The City should strongly promote regional development and transportation investments that support alternative
modes and reduce trips, in particular, a better regional jobs/housing balance, and control of spraw! through
restricted growth in transportation capacities.
11. The City should use traffic controls, enforcement, design practices, and land use policies to maintain the current
function of streets, especially relative to one another, as designated and defined in the fundional classification
map (p. 31), specifically ensuring use of arterials (principal, minor A and minor B) for longest trips, collectors
(major and minor) for intermediate and local trips, and local sYreets for local access.
12. The City should assemble, for internal agreement and external communication, fhe set of traffic engineering and
urban design principles that guide the design and use of the street right-of-way as determined by street
classification, right-of-way availability, traffic volumes, safety standards, and land use.
15. The City should compare the trip generation poteniia! of proposed land use changes with the ability of area
streets to handle those trips and determine whether addition of street capaciry or demand management
techniques are the appropriate approach when existing capacity is insufficient.
20. The City should design streetscape and operations in ways that alleviate the negative impact of major streets on
their surroundings, protecting pedestrian safety as the highest priority.
28. The City should limit negative impacts on residential properties in neighborhoods with the greatest parking
spillover from commercial strips by regulating land use and offering the option of residential permit parking.
29. The City should work with developers to plan access points and parking facilities for business areas with
sensitivity to affeded residential neighborhoods.
SAINT PAUL TRANSPORTATION POLICY PL4N 57
30. The City should incorporate in the principles recommended in Policy 12 (p. 10), streetscape guidelines which
emphasize enhancement of the neighborhood environment, particularly its pedestrian quality, in accordance
with its historical development patterns and current uses, and which maintain and improve a feeling of personal
safety among users.
44. The City should work to ensure targeting of public investment and economic development incentives around
transit hubs, including LRT stations.
60. The City should develop streebsidewalk design and management strategies that, in concert with land use and
development, extend the impact of the new Wabasha street bridge to create a pedestrian-oriented Wabasha
corridor that ties the Capitol with the Concord/Robert commercial area. (See Riverfront Development
Framework — Concept Map, p. 35.)
81. The City should use its development policies and design standards to improve the quality of the pedestrian
experience throughout the city.
$H SAINT PAUL TRANSPORTATION POLICY PLAN
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�, �, � �, � �. s ;�. • RESOLUTION
�' �; � CI�F—� PAUL, MINN
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Presented By
Referred To
� ""�ouncil File # ��`�
Green Sheet # .��
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Committee: Date
RESOLUTYON ADOPTING TIIE SAINT PAUL TR9NSPORT9ZLONPOLICYPLAN
AS A CHAPTER OF THE SAINT PAUL COMPREHENSIVE PLAN
WI the City of Saint Paul is authorized under Minnesota Statues, Section 462353 {o carry on
comprehensive municipal planning activities for guiding the future development and 'unprovement of the
City; and
10 WF3EREAS, the City of Saint Paul as a local governmental unit within the metropolitan area is required under
i l Minnesota Statutes, Sect9on 473.858, to prepaze a Comprehensive Plan in accordance with Laws of 1976,
12 Chapter 127; and
13
14 WHEREAS, the City of Saint Pau] as a local governmental unit within the metropolitan area is required under �
15 Minnesota Statutes, Section 473.864 to have updated its Comprehensive Plan by Decembez 31, 1998; and
16
1?
18
19
20
21
22
23
24
25
26
27
28
'4VHEREAS, the Council of the City of Saint Paul is authorized under Minnesota Statutes, Section 462.355, to
adopt or amend a Comprehensive Plan or portion thereof after a recommendation of the Planning
Commission; and
WHEREAS, the existing chapters of the Saint Paul Comprehensive Plan pertaining to streets and highways,
bicycles, and transit are dated and no longer useful for guidance on policy and investrnent issues; and
WHEREAS, a draft Transportation Policy Plan was prepared and published for community-wide review,
and a public hearing, notice of which was duly given in the Saint Paul Legal Ledger September 23, 1994 and
September 30, 1994, was jointly held by the Saint Paul City Council and the Saint Paul Planning Commission
on October 19, 1994;
29 WHEREAS, a revised plan, prepazed by the administrative staff in wnsultation with the Comprehensive
30 Planning and Economic Development Committee of the Planning Commission, was certified by the Saint
31
32
33
34
35
36
37
38
39
40
41
Paul Plamiing Commission as an amendment to the Comprehensive Plan and recommended for adoption by
the City Council April 11, 1997; and
WHEREAS, the Pla.miing Commission at the same time recommended decertification of the
following. the 1979 Streets and Highway Plan; the 1981 Transit Plan; the 1977 Transportation Control Plan;
and the 1978 Bicycle Plan.
NOW, THEREFORE, BE IT RESOLVED, that the City Council of the City of Saint Paul has reviewed The
Transportation Poliey Plan and hereby adopts it as a chapter of The Saint Paul Comprehensive Plan, subject
to such review by the Metropolitan Council as may be required by law; and
_
4 L f O �Y
42 BE IT FINALLY RESOLVED that The Transportation Policy Plan replaces the 1979 Streets and Highways
43 Plan; the 1981 Transit Plan; the 1977 Transportation Control Plan; and the 1978 Bicycle Plan.
7
Adopt' n Certified by Council Secretary
By:
Approved by Mayor: Date 4 �
BY� �1��--
Reguested Department of:
1 n'n c��nom'c Develo men
B : i�/- �' _ ,�
Form Apprav by City Att
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Approved by M or for Submission to Council
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�YJy T�YiC� b6 S A��GM CRYATT�RNEY 'Z �y CITYCIERK
NIIYBER FOH
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''� OROEH MqYOR (OP ASSISTANT� � � j,,�qp .�
TOTAL # OF SIGNATURE PAGES (CUP ALL LOCATIONS FOR SIGNATURE7
ACTON RE�UE3TED:
J'lCtO�� O� `�7 �YQ1'aS�YfGC'f')dY, f d�iC.G{ p�G(G�
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RECOMMENDnTIONS: npprove (A) or Reject (R) pERSONAL SERYICE CANTRACTS MUST ANSWER TNE POLLOWING QUESTIONS:
� PLANNING COMMISSION _ CIVIL SEflVICE CAMMISSION �� HdS this pelson/(irm ever worketl untler a ContreC[ for this tlep2rtRlent?
_ CIB cOMMRiEE _ YES NO
� STAFF _ 2. Has th�s personftirm ever been a ciry employee?
YES ND
_DIS7RICiCOUR7 _ 3. Daesthis r5on/firm
pe possess a skill not normally possessed by any current city employee?
SUPPORTS WHICN CqUNCIL OBJECTNE? YES NO
Explain eIi yes answera on separate sneet and attaeh to green shaet
INITIATING PROBIEM. ISSUE.OPPC)RTUN7TY (Who, What, When, Where, Why): � � J _ � r �� %
`The� �Cy� rs rec�u�re�! b y ��t�e luu� �o ha we � plan r�rY�.f6� � ar,. Y�
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AWAMAGES If APPROVED:
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DiSADVANTAGES IF NOTAPPROVED:
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TOTAL AMOUNT OF TRANSAC710N $ COSi/REVENUE BUDGETED (CIRCLE ONE) YES NO
FUNOIWG S�URCE ACTIYtTY NUMBER
FINANCIAL INFORMATION' (EXPLAIN)
DEPARTMENT OF PLANNID7G
& ECONOMIC DEVELOPMENT
CITY OF SAINT PAUL
Norm Co(eman, Mayor
December 17, 1997
TO: Sa+nt Paul City Councilmembers
Divisiorz ofPlannirsg
25 West Fourth Stree�
Saint Paut, MN55702
a�- �� �
Telephone: 672-266-6565
Facsimite: 612-228-3314
FROM: Nancy Frick, Mike Kiassen
RE: 7he Transportation Policy Plan — Staff Response to Proposed Amendments
At the last meeting, staff was directed to prepare responses to proposed amendments to the
Transportation Policy Plan. Please find these below. Items are generally listed in order of
how they appear in the Plan.
Reference: Priorities (pp. vii-ix)
Proposed Amendments (General) : Additions to the short narratives that follow the
listing of ��ificantly Improve Transit, Enhance Neighborhood Environment, and
Rationally Mana�e Traffic on Cit�Streets as major priorities of the transportation
p1an. (Councilmember Collins)
Staff Response (General): The recommended Pfan contains 89 policies, organized
to serve objectives within three broad community strategies. This format is
intended to provide comprehe�sive treatment of surface transportation issues, but
does not necessarily convey a sense of priority.
In its overview section, however, the plan highlights six overarching priorities on
which to focus most attention in the coming years. Each of the six priorities is
followed by one paragraph wh+ch discusses why the item is a priority and lists a few
key plan recommendations that support that priority. It was not intended that this
section repeat all of the plan policies that su_pport each �riorit�.
Some of the proposed amendments to this priority overview section already appear
in the body of the plan, though they are not highlighted in this short priority section.
Proposed Amendments (Specific):
a. Proposed additions to Significantfy Improve Transit:
Transportation Policy Plan
Response to proposed amendments
December 17, 1997
Page 2
q �.r�r
- "promote the use of smaller buses to circulate through neighborhoods
to enhance the efficiency of the system;
- concentrate on reverse commute options to move city residents to
suburban job growth;
- work with MCTO to make public transit improvements a high
priority."
Staff Response: All three of these topics are found in the body of the plan.
Smailer circulator buses: Policies 27 and 36; reverse commute options:
Policy 64; a�d working with Metro Transit and other agenc+es on transit
improvement: Policies 1, 3, 6, 7, 13, 19,34,35, 36, 42, 43, 47, 48, 62, 63,
64, 65, 66, 67, 68, 69, 70, 71, 72, 8b.
b. Proposed additions to Enhance Neighborhood Environment include:
- "consider vacating unnecessary streets, such as those platted and
unpaved or those that create short blocks, for housing or economic
deveiopment opportunities";
- "create "bump-outs" at corners, especially in , s ,, c , h�oo , l� �zonys, to _�
impro�;�par ing�d safety,� �rt�����rvr.�r7.CO � L-�m
U�.,��(�' ,,.o.P�.,,l
Staff Response: This street vacation concept is not currently found in the
body of the plan. it seems most appropriate to consider doing so in reaction
to specific proposals, rather than as a broad transportation policy.
The "bump-ouY' concept is currently addressed in the listing of
Neighborhood 7raffic Management Techniques (referred to as "chokers")
found on pages 36-41. These techniques are available to be used in the
neighborhood traffic management process discussed in Policies 22 and 23
(pp. 12-13). "Traffic calming" is noted in the paragraph supporting the
Enhance Nei�hborhood Environment priority on page viii.
Transportation Policy Plan a � _��iY
Response to proposed amendments
December 17, 1997
Page 3
c. The proposed addition to Rationall�Manage Traffic on City treet is:
- "improve pubfic safety with increased traffic enforcement."
Staff Res�onse: While the recommended 7ransportation Policy Plan does not
attempt to be a law enforcement plan; it does list some enforcement methods
among the neighborhood traffic management techniques. !f the Council
wants to commit to increased traffic enforcement in a comprehensive way in
the Transportation Policy Plan, the appropriate place for such a policy would
be under the Neighborhood Protection Objective, under Strategy 2(pp. 12-
13).
Possible new policy: The City should increase traffic enforcement to
improve public safety.
Based upon Council discussion at the last meeting, staff also recommends a
new poiicy under Strategy 2:
New Policy: The City should support State legis{ation tht wiil ailow
+mplementation of new enforcement technology such as photo-radar,
photo-cop, and photo-redlight, in order to enhance traffic
enforcement and improve safety.
d. Proposed also in this section is the addition of a new priority,
Telecommunications as follows :
- "The City recognizes that a well-developed communication system is
imperative if it is to compete for new businesses. The City also
recognizes that such a system provides opportunities for tele-
commuting thereby reducing traffic and lessening the demand for
parking. The P1an cails for:
- the required instailation of conduit for fiber-optic or other types of
communicat+ons when streets are open for reconstruction or utility
work."
Staff response: This recommendation is not found within the body of the
p{an. The recommended Transportation Poiicy Plan does not attempt to be a
communications pian. The Plan does support teiecommuting as one of the
Transportation Policy Plan
Response to proposed amendments
December 17, 7 997
Pase 4
A �-YGY
means to reduce the need for transportation ca�acitv, (specificaliy in Poficies
5, 7 and 9; indirectly — as one of the identified TDM measures — in Policies 8
and 10.), but in the context of the whole plan, teiecommuting does not
emerge as an overarching priority. The topie of infrastructure for
communications is outside the scope of the Plan.
2.
Reference: Policy 22. (p. 12) "The City shoufd use a neighborhood traffic
management process to systematically address neighborhood requests to 'calm' or
divert traffic, while maintaining necessary access. This process should include
residential, business, service and public safety interests and offer an array of
techniques."
Proposed Amendment: Amend Policy 22 to clarify how citizens can access the
neighborhood traffic management process. A1so give exampfes of "traffic calming"
design options. There is also concern about the commitment to this process, and
the adequacy of resources. (Councilmembers Blakey, Colfins, Megard and Harris)
Staff Response: Below is a recommended amended Policy 22:
Revised Policy 22. The City should use a neighborhood traffic management
process to systematicaily address neighborhood requests to "calm" or divert
traific, while maintaining necessary access. ThexGity will work.p or ac ively
wifh'the commun�ty,to p�o;cess and wo�k closely witkiLL�lie
community throught:each` neighkio�hood_ procesS;E �»s-�srseess Community
participants shouid include residential, service and public safery interests,
witlYparticipatian organized,th`rough the�appropnate dist�ict planning
council,' and offer an array of techniques, such as;�;but"not limited:to�,'�ose
iilustrated on pp 36-41°of this plan. 7he City:will work to
resources"to.this priority:
In addition, a paragraph could be added to the discussion of neighborhood traffic
management techniques presented on pages 36-41, as follows:
The neighborhood traffic management prQCess is underway is SaintiPaul:?
Among the areas invoived (at writing of this Plan) are:
- Doswell/Chelmsford
- Margaret/Arcade,
- Railroad isiand
Transportation Policy Plan
Response to proposed amendments
December 17, 1997
- , Bidweli/Congress
- ThomasJMacKubin
- Morgan%Edgcumbe
' � � � � �"LaFond/Grotto:
q�-���
As previously noted, the School Safety Program, recently amended by the Council
to the Transportation Plan, referenced some additional traffic ca{ming techniques.
These, afong with a policy commiting to the school safety program, will be
incorporated into the final draft of the Plan.
efere e: Policy 24 (p. 14) "The City should continue to only install all-way
stop signs at the intersection of two local streets when supported by technical
standards, a neighborhood petition, and a citizen approval process".
Proposed Amendment: Delete the phrase 'at the intersection of two local streets'
from the policy. (Councilmember Harris)
Staff Res.ponse: In many instances, the Transportation Plan is a compiiation
affirmation of individual transportation-related policies and ef{orts a{ready
committed to the City Council and Administration. Policy 24 is an example.
City Councif, after study and discussion, adopted a stop sign policy in 1993
(Council File 93-157}, which Policy 24 was intended to reflect. The policy
statements are attached to this memo.
and
The
However, Policy 24, as written, pooriy conveys the content of the City Council's
adopted stop sign policy. To do a better job, staff recommends this revised Policy
24.
Revised Policy 24. The City should continue iis current adopted policy with
regard to the installation of all-way stop sign controls. This policy directs
all-way signs on collector or arterial roadways must meet appropriate spacing
and traffic volume requirements and have district council approvai, and that
ail-way stop signs on iocal streets meet safety standards, are supported by a
neighborhood petition, and have district council approvai. �e
4. Reference: Policy 53 (p. 19) "The City should continue to work with the
Transportation Policy Plan
Response to proposed amendments
December 17, 1997
Paee 6
q�_�'6Y
downtown community to handle the special traffic and parking demands generated
by special events and downtown attractions. ITI (tnteractive Transportation
information) (like the recently installed Advanced Parking Information System)
should be explored and implemented where applicable."
Proposed Amendment: Add "Availabifity of alternate modes of transportation, such
as mass transit or taxi cabs, should be encouraged." (Councilmember Harris)
Staff Response: Staff concurs.
5. Reference: Policy 57 (p. 79-20) "The City should determine the boundaries of
future skyway extension in the downtown, determine the parameters for design of
future skyways, add missing links to the skyway system within those physical
boundaries and design parameters, and work to ensure security, maintenance,
uniform hours of operation, and uniform signage and maintenance.
PrQ�,osed Amendment: Recommendation to drop the reference to determining
the boundaries of future skyway expansion and design from the Policy.
(Councilmember Harris)
Staff Res�onse: Policy 57, as written, summarizes the Planning Commission's
recommendation on skyways, born out of a series of workshops and a public
hearing on the subject. This work taok place in the early part of 1997, the time that
the Planning Commission was also concluding work on the Transportation Policy
Plan.
On November 5, 1997, the City Council adopted a revised General Policy
Statement for the Construction of the Saint Paul Skyway System. This Statement
fiurther refines the issues and, basically, IS the city's skyway policy.
The Policy Statement is lengthy and it is not appropriate for the Transportation
Policy Plan to repeat it in its entirety. However, the P{an's treatment of downtown
transportation policy would be incomplete without reference to the devefopment of
new skyways, as well as the operation. Staff recommends language that summarizes
the broad policy implications of the revised General Policy Statement for the
Construction of the Saint Paui Skyway System, as follows:
Revised Policy 57. The City should work to ensure security, maintenance,
uniform hours of operation, artd uniform signage and maintenance in the
a� - �6�
Transportation Policy Plan
Res¢onse to proposed amendments
December 17, 1997
Page 7
skyway system. Continued development of the downtown skyway system
shall be in accordance with the General Policy Statement for the
Construction of the Saint Paul Skyway System. As stated in that policy,
extensions to the system should be evaluated on the basis of (a)the density of
new development to be served, (b) the architectural significance of the
buildings to be connected, (c) the impact on views of significant natural and
bui{t features, (d) the impact on at-grade pedestrian activity and vitality, (e)
the feasibility of alternative connections, and ifl the impact on system
continuity; additions the system should employ the present standard exterior
design. G ��
6. Reference: Poticy 61 (p�20). "The City should reconstruct Shepard Road between
Randolph and Jackson/Sibfey in accordance with the recommendations of the
design concept process (in progress), (a) as a civic element, (b) in a series of
transitional zones to calm traffic and reffect the changing character of the riverfront,
(c) as a continuous road that implements the design philosophy of the Great River
Road system, (d) as a framework for public activity and future development, (e) with
provision for continuous, safe pedestrian/bicycle movement along the river corridor
and connection to existing and planned pedestrian and bicycle facilities, and (�
with flexibility to accomodate future infrastructure changes within the river
corridor."
Proposed Amendment: Replace "(c)" with a recommendation that Shepard Road
be built "either as a linear park or a single-lane road between Chestnut and
Jackson". (Councilmember Harris) ,/
Staff Res.ponse: Between the time the Pian was written with the Planning
Commission and the present, the City Council adopted Design Concept "E" for
Shepard Road. Design Concept "E" was based on the principles fisted in Policy 61,
which were developed by the Shepard Road Design Task Force. As broad policy
guidance for design of this important element of the riverfront, these principles
represented city policy at the time the Plan was devised, and were felt to be
important to state in a Transportation Plan that intended to express transportation-
related policy for "DownYown and Riverfront Revitalization".
However, because Design Concept "E" is now moving fonvard, it may not be as
necessary to include these principles in the Plan. The Council may consider
dropping the policy altogether.
Transportation Policy Plan
Response to proposed amendments
December 17, 1997
Pa�e 8
a�.��'
However, if it is foreseen that an adopted design principle policy may be helpful as
the design details progress, the Council may wish to retain the existing Policy, with
slight rewording.
:�
Regard(ess, staff recommends against any change that would dilute the Shepard
Road Design Task Force Priniciples or call for a different design than that adopted
by City Council.
Reference: "Downtown Revitdlization" (pp. 17-20) �
Proposed Amendment: Add new policy: "The City shoufd seek to make
downtown businesses and events more accessible to visitors be encouraging greater
overall use of taxi cabs. (Councilmember Harris)
Staff Response: It is not cfear to staff what need this proposaf intends to address,
�or how the City might impiement it. Staff does not have a recommendation.
Reference: Po{icy 69 (p. 22) "The City should promote the focus of reverse
commuting services on major suburban employers and city neighborhoods with
high unemployment and should work with regionaf transit providers a�d other
stakehoiders to identify these." � n p
Use
revers2'commute
of such phrasing if it approves changing it.
nci I
rather than� City
Staff Response: The proposed plan uses a standard phrasing throughout of "The
City should ...". At one time, there was concern about the legal obligation
suggested by a"shall" wordin;; the Council may wish to seek a fegal interpretation
Reference: Strategy 3, Travel Mode Choice, under the Objective of
Pedestrian Safefy and Comfort. (p. 25}
a.
Pro,posed Amendments: Add New Policy 84. "The City should
implement a neighborhood traffic calming program that includes education,
enforcement, and engineering resources to address pedestrian safety on
Transportation Poiicy Plan
Response to proposed amendments
December 17, 1997
Pa�e 9
streets and alleys." (Councilmember Harris)
q � . 8'�"
Aiso, add New Policy 85. "The City should implement — at ihe request of
the City Council — cul-de-sacs, speed humps, and other physical changes to
slow traffic and protect pedestrians." (Councilmember Harris)
Staff Response: These proposed policies essentially reflect Poficies 22 and
23 In Strategy 2, Neighborhood Quality and Economic Development, under
the Objective of Neighborhood Protection (pp. 12-13), and the array of
techniques illustrated under the section on Neighborhood Traffic
Management Techniques, pp. 36-41. In order to reinforce the importance of
pedestrian protection, these policies could be referenced in the Pedest�ian
section as well, for example:
New policy: "As noted in Policy 22 and Poficy 23, (pp. 12-13), the
City should implement a neighborhood traffic calming program that
includes education, enforcement, and engineering resources to
address pedestrian safety on streets and alleys."
(Also note that previously in this memo, staff recommended a
strengthened Policy 22)
b. Proposed Amendment: The City should work with the State so that all
"walk" signals at signal controlled intersection will allow enough time for
persons traveling at 3 feet per second to cross the entire street from curb to
curb during the time that the "walk" signal is active. (Councilmember Harris)
Staff Res.�onse: Public Works is setting up a joint project with the U of M
Center for Transportation Studies, MnD07 and the Institute for Traffic
Engineers to conduct a comprehensive evaluation to determine the effect of
signa{ timing changes, for longer pedestrian crossing times, on pedestrian
safety and traffic conditions. Staff recommends the following::
New policy. "The City should, with the U of M Center for
Transportation Studies, MnDOT and the {nstitute for Traffic Engineers,
conduct a comprehensive evaluation to determine the effect of signa!
timing changes, for �onger pedestrian crossing times, on pedestrian
safety and traffic conditions, and implement the recommendation
resulting from this study, as appropriate."
Transportation Policy Plan
Response to proposed amendrrtents
December 17, 1997
Paae 10
��, �l�p'
c. Pr000sed Amendment: The City, through its Pubfic Works and Police
Departments, will install a"key mechanism" at signal controlled
intersections to assist school chifdren in safely crossing busy streets when
requested by a school and appropriate district council. (Councilmember
Harris)
Staff Response: It may be most appropriate to include this as a tooi in the
school safety program, earlier adopted by the City Council, to incorporated
into the Transportation Policy Plan.
Functional Classification and the Transportation Policy Plan
The foliowing is background for the response to recommendations regarding the
functional dassification street p{an.
What is the rofe of functional classification in the Transportation Policy Plan?
The first major strategy in the proposed Transportation Policy Plan aims at balance
between travel demand and street capacity in order to provide reasonabfe mobi{ity,
access and safety for Saint Paul cit+zens. This major strategy includes policies for:
influencing transportation demand in ways that stem the increase in travei,
especially by single-occupant vehicles (better transit, more use of bicycling
and walking, regional housing(jobs balance); and
managing the travel that is expected to occur on the system in a systematic
way, so that trips are on the facilities best able to handle them. To do so,
streets are class+fied according to how they function — for land access or
mobility.
Why are many classifications higher than in 1979?
The functional classification plan is based upon an professional study of how the
city's street system functions now, as well as on consultation with the County and
the Metropo`.itan Counci(. (It should be noted that, when the draft Plan was widely
distributed for community review and when the public hearing was held, the
functional class�fication of streets received no comments. )
��
Transportation Policy Plan
Response to proposed amendments
December 17, 1997
Page 11
q �. Y�?'
The results of this specific street use study confirmed what we know from related
research on travel behavior: travel has changed significantiv in the past two
decades. The most influential factor in the change in functional classification from
two decades ago is an overall shift in system function from land access to mobility.
Traffic has become "regionalized". The roadway system now carries many more
vehicles much longer distances.
Some reasons:
• regional population growth; in particular Dakota and Washington Counties, and
western Wisconsin
• growth in workers-per-household — basicaliy the prevalence of women in the
workforce
• greater distances between home and work; longer commutes (in 1990, over
100,000 non-Saint Pau1 residents were employed in Saint Paul; over 60,000 Saint
Paul residents were empioyed outside of Saint Paul)
• decline in vehicfe occupancies
As noted above, the street plan represents how the system operates todaX; Plan
Policies 11 and 13 commit to maintaining the current function of streets, protecting
them from Further regionalization with strong efforts in trave{ demand management.
What are the c{assifications, how do they fit with the regional transportation
system, and what is fheir relations to jurisdiction and funding?
Street classification and fand use are closely related. The function of the street
system is to safely serve the varied transportation needs of the public and this need
is largely determined by the type, density and growth of development. As the
desire andlor need to expand development grows, the street network generally
grows with it. The varied nature, density and iocation of development formed the
basis for the street functional classification system and the nature of the type of trip
served by the street that helps determine a streets jurisdiction and funding options.
In short, street functional classification is a tool developed to identify streets based
on their use and aides in determining jurisdiction and funding options.
Transportation Policy Plan
Response to proposed amendments
December 17, 1997
Pa�e 12
q �.�`P'
The foilowing is a brief description of the functional classifications, jurisdiction and
likely funding sources used in urban areas:
Principai Arterials serve the most regional function, have limited access and are
used to travel across town in larger c+ties, from city to city within the region and
allow travel through the region. Principal Arterials are generally under State
jurisdiction and are funded using State andlor Federaf funds.
Class A-Minor Arterials are the main access routes to the principa� arterial system for
persons with one trip end in the City and also provide access to the central business
districts and regional business concentrations. Class A-Minor Arterials are generally
under County jurisdiction and are funded using County State Aid and !or Federal
funds.
Class B-Minor Arterials provide access to and from neighborhoods and businesses to
the class A-Minor and Principal arterial street network and are also use to travel
beriveen several neighborhoods. Class 8-Minor streets may be under the
jurisdiction of the County or the City and therefore are funded using County State
Aid or Municipal State Aid funds.
Collector streets provide access to the arterial street network and are use to provide
access to and between neighborhoods and local businesses. Collector streets may
be under County jurisdiction but most are under City jurisdiction and therefore most
are funded using Municipal State Aid funds.
Minor Coifector streets are intended to provide travel within or ta an adjoining
neighborhood. Minor Collector streets are under the jurisdiction of the City and are
funded using Municipal State Aid and/or local funds.
Local Access streets provide access to residents, business and industry. Local
Access streets are under the jurisdiction of the City and are funded using Municipal
State Aid and/or local funds.
What are the effects of functionai ciassification on street design?
Street classification plays a role in how a street is designed. in the case of a
principal arterial the nature of the majority of trips are longer and tend to be more
regional in nature and therefore, establishing limited access and higher speed limits
are a common design element for these types of streets. The major effects for the
Transportation Policy Plan
Response to proposed amendments
December 17, 1997
Page 13
�,�.���'
Ciass A and B Minor Arteriais and Collector streets relates to the type of traffic
calming techniques that can be safely applied. Each ot these streets serves a
specific transportation function and therefore caiming elements such as diverters or
street ciosures shoufd not generally be considered as they do not allow the street to
serve it's intended need.
Great care must also be used in applying other traffic calming technics to assure
traffic isn't unintentionaily diverted ta a minor collector or local access street.
Street classification has minimal or no effect on Minor Collector and Local Access
street design.
While street classification plays a role in determining the design of a street, it is not
the major factor. The design of our streets is based on land use, pedestrian needs,
transit use, bicycle considerations, available right of way, traffic volume, and
parking demand. After reviewing these diverse uses a design is deveioped trying to
best ba{ance these varied uses showing sidewalks, traffic control, traffic calming,
the number of traffic 4anes, and parking and bicycfe lanes if applicable.
The street width is then determined by number of lanes (traveled and parking) and
the design speed of the street. On streets above 3,000 average daily traffic the
Public Works Department generally supports the recent (Nov. 1995)
recommendations listed on page 33, section 8820 9936 Geometric Desi�n
Standards Urban� new or reconstruction, entitled "Department of Transportation
State for Local Transportation Division Aid Operations Rules Chapter 8820" for lane
widths.
Prior to this recent change, the State Aid recommendations appiied regional
standards throughout the street system. The Saint Paul Public Works Department,
along with staff from the City of Minneapolis and Ramsey and Hennepin Counties,
worked with the State Aid Committee to finally establish these new reduced urban
standards and can now generally support their use. The net effect of this change is
that most streets reconstructed after this rule change can be narrowed to more
appropriately accommodate pedestrians and help calm our urban traffic. Since each
street circumstances is different, we expect that there will still be instances when a
variance from standard wi�l be required.
The Public Works Department does believe that on some streets with less than
3,000 average daily traffic than more flexibifity is still needed with these standards.
To that end we requested that the standards for these type of streets be revisited
during 1997. We were not successfuf with our first request but we wifl continue
Transportation Policy Plan
Response to proposed amendments
December 17, 1997
Pa�e 14
work with the committee to gain more fiexible standards. Until then we will
request variances when they warranted.
Staff recommends the Foilowing changes to the Transportation Poficy Plan:
��,�� �
a. Elim+nate minor collectors from the system; these will be change on the map
to local streets.
b. Add a New Policy: °The City will follow the new urban State Aid design
standards for appropriate parts of the system which will result in most streets
reconstructed to be narrowed to more appropriately accommodate
pedestrians and heip calm our urban traffic."
c. Add a fVew Policy: "The City wilf continue to work with the state to secure
State Aid rule changes that provide more flexibfe standards for streets with
less than 3,000 average daily traffic, so that street design may better meet the
pedestrian and neighborhood needs of the urban environment. "
10. Proposed Transit Corridors. There appears to be interest for more information in
the transit redesign process, including the proposed corridor map. Here are some
key points:
a. The proposed transit corridor map and related poiicy illustrate how Saint
Paul fits into the overail regional transit redesign plan, developed by the
Metropoiitan Council to make transit more attractive and better fit the needs
of the traveling public. The concept was developed in consuitation with the
Metropolitan Councii.
b. The transit corridor map shows ONLY major and secondary corridors. (Like
a principle and minor arterial system for transit). It is not intended to show
every route. While adjustments will be made as transit design progress, In
no way does transit redesign intend to decrease accessibility to transit—
rather it intends to make it more attractive, more competitive with auto
travel, by providing frequent, fast express service on routes with high
ridership potection which connect major destinations.
c. The areas on the maps described as hubslcentersldestinations, are iilustrative
of major intersections of corridors. The size and nature of transit transfer and
destination points wou{d depend upon numbers of people and buses to be
Transportation Policy Plan
Response to proposed amendments
December 17, 1997
Pa�e 15
�.,,��r
accomodated. But because "hub" has a specific connotation in the
implementation of transit redesi�n that was not intended in the con ept m�p
stafE recommends that this reference be dropped and replace with the a
more generic descriptor such as °transit destinationlsi�nificant transfer
points".
d. lt is expected that, if transit is aggressive(y improved in accordance with the
regionai transit redesigri effort, that the concentration of riders that will occur
at transit destinationitransfer points will indeed bring more economic
activity to the area.
11. Generai Comment on Transit v. Auto Orientation of the Transpartation Policy
Plan
In the 1970s, the City had separate plans for transit, streets and highways, and
bicycfing. This Pfan is intended to address the system as multi-modal and
encompass all major surface modes of transportation. it recognizes the need to
manage the hundreds of thousands of vehicular trips per day occur on the Saint Paui
system every day. It recognizes that the homes and businesses of Saint Paui are
generating a vast majority of these trips; it recognizes that as a central city, Saint
Paul is also at the crossroads of regional travel. The Plan tries to be realistic about
the forces determining travel and the areas where the City has ability to affect those
forces.
But mainly it recognizes the need for change. It is intended to present a plan for
making that cha�ge. lt does so in these ways:
a. lt presents "Significantly lmprovement TransiY" as the first of six overarching
priorities for transportation in Saint Paul. (p. vii)
Others are:
- "Enhance the Neighborhood EnvironmenY', focused on good design,
improving the pedestrian environment, and traffic calming.
"influence Regional Devefopment Patterns" to help reduce auto travel
"Rationally Manage Traffic on City Streets" to protect the integrity of
the system and avoid further "regionalization" of the system.
Transportation Policy Plan
Response to proposed amendments
December 17, 1997
Pa¢e 16
"Add to the System Where Critical" to support economic
devefopment and/or avoid or correct serious congestion.
a � � ���'
"Carefuily Manage Neighborhood and Downtown Parking" to deal
with auto parking needs without undermining the objective of
encouraging alternatives to auto use.
b. It states among its main Premises, (p. 5):
"Transit, a travel option compatibie with urban development forms,
has suFfered significant disinvestment in the last several years. It does
not fulfill its potential as a travel choice for those who have an
economic and physicai choice; mobility and accessibility for persons
who depend upon transit is getting worse."
"Much more can be done to serve bicyclists and pedestrians."
"Regional transportation patterns, policies and investment have
profound impact on Saint Paul's system."
c, it presents a three-part strategic vision for transportation focused on:
Strategy 1: better balance between travel demand and system
capacity—with several poficies aimed at reducing travel demand, and
the remai�ing policies aimed at managing the traffic we do have as
systematically as we can to avoid the need for capacity expansion.
Travel Demand Management (reducing single-occupancy vehicle
travel) is listed the first Objective under Strategy 1
Strategy 2: making transportation investments in support of
community objectives such as neighborhood protection and
enhancement and economic development — these poVicies cover .
traffic caiming, good design, and finkages between people and jobs.
Neighborhood Protection is listed as the first Objective under Strategy
2.
Strategy 3: creating a multi-modal system that allows the differe�t
modes of travel to more comfortable co-exist — transit, bicyciing,
pedestrian ways, as weil as auto. Transit Improvement is listed as the
first Objective under Strategy 3.
Transportation Policy P{an
Response to proposed amendments
December 17, 1997
Pa�e 17
q �.�dr
Many of the policies in the plan re(ate to more than mode of travel. Taken
together, the policies are intended to direct more emphasis on transit,
bicyciing and walking as modes of travel.
fhe traffic and parking-related policies are intended to focus on: managing
congestion, caiming traffic, improving design, ensuring air quality, finishing
residentia4 street repaving, working with the region to improve conditions in
Saint Paul, and promoting carpooling.
The downtown parking policy focuses on targeting more parking to where
employee demand is not being met; but is a companion to a policy to
improve transit in the downtown as wel{.
Attachment
cc: Chuck Armstrong
ClTY QF SAtNT PAUL, MINNESOTA (����""
DEPARTMENT OF PUBI{C WORKS
A Sta�ement of Policy
1NSTALLATION OFALL-WAYSTOP SIGIVS
AT THE INTERSECTION OF LOCAL STREETS
Policy:
The City of Saint Paul instalis alI-way stop sign control at the intersection of local
residential streets. Streets that are coilectors or arterials are identified in the current
approved City Transportation Plan. Streets not shown on this plan wili be consider "Iocal
streets".
A petition process is used to ensure a reasonably strong understanding among the
residents that the signs are desired.
Rationale:
Stop signs are perceived by the pub4ic as deterrents to speed and traffic through
neighborhoods to improve pubiic safety. There is no documentation that stop signs do, in
fact, lower speeds or traffic volume (other than very close to the stop sign). On the other
hand, there is no conciusive evidence that they are unsafe. However, there may well be
exceptions.
The effectiveness of the signs will be based on the receptivity of the motoring public,
and the probability of police enforcement. Pubiic Works will therefore react to the desires of
the public through the petition process.
Procedure:
The party requesting the signs should contact the Traffic Division at 266-6200, or at 800
City Ha14 Annex, 25 West 4th St., Saint Pau(, MN 55102. The Traffic Division will review the
request, including the intersection's accident history and any special characteristics, to
determine if installation of all-way stop control is unsafe or unwise. if such a determination
is made the request may be denied.
If the intersection is a goad candidate for ali-way stop signs, the Traffic Division wiil
send a petition to ihe requesting party. Petitioning instructions will be included, and will
indicate the area ta be petitioned, and the percentage of supporting signatures required.
Facts relating to the specific intersection will aiso be sent to the requester as well as the
district councii.
The completed petition with the required percentage of vafid signatures shall be
returned to the Traffic Division. The validity of the petition wiii be verified by the Traffic
Divisian. The petition, if valid, will be sent to the community council for approval. !f tha
community council approves, the ali-way stop signs wili be instaifed. ff the community
counci{ disappraves, a public hearing betore the City Council will be heid. The City Council
will decide if the signs should be installed.
Approved by the City Councii
Councii File 93157
Date : 3 i 23 / 93
2-11
�
CITY OF SAINT PAUL, MINNESOTA
DEPARTMENT OF PUBUG WORKS
�l�' � � �
A Statement of Policy
INSTALLATION OFALL-WAYSTOPSIGNS
ON COLLECTOR AND ARTER/AL ROADWAYS
Policy:
The City of Saint Paul insta(ls all-way stop sign control at the intersection of certain
coliecior or arterial roadways. The intersection must meei certain sign spacing and traffic
volume requirements. A listing of intersections that meet such requirements is maintained
by the Public Works Traffic Division, and is available at 800 Gity Hall Annex, 25 West 4th
St., Saint Paut, MN 55102.
Stop signs must be approved by the 4ocal district counci{ prior to installation.
vehicles per day.
Rationale:
Stop signs are parceived by the pubfic as speed and traffic volume reduction devices
that improve traffic safety. 7here is no documentation that stop signs do, in fact, lower
speeds or traffic volume (other than very ciose to the stop sign). On the other hand, there is
no conciusive evidence that they are unsafe. The exception may be where the traffic
volume is high. All-way stop signs will not be allowed where the traffic exceeds
approximately 10,000 vehicies per day on the collector or arteriai street. Signs may also be
denied where tha traffic engineer determines it is unsafe or unwise due to special
characteristics such as accidents, sight distance or steep grades.
Stop signs shouid also be spaced in such a manner as to minimize inconvenience to
tha traveling public. Signs must ba at a minimum quarter-mile spacing on collector streets
and half-mile spacing on arterial streets.
For purposes ofi stop sign controi, streets are classified as coilector or arterial on the
basis of average daily traffic volume. Coflectors have an average daily traffic of
approximately 1,000 to S,OOo. Arterial streets have approximately 5,00o and 10,000
Procedure:
The party requesting the all-way stop sign control should write to the Traffic Division, or
call 266 6200. The Traffic Division will determine if the intersection meets the criteria.
If the intersection meets the criteria, the Traffic Division will notify the locai community
council of the request. If the community council approves, the all way stop signs will be
instafled. ff the community council disapproves, a public hearing before the City Councif
will be heid. The City Council will decide if the signs should be installed.
Approved by the City Council
Council File 93157
Date : 3/23/93
2-12
DEPARTMENT OF PLANNING
& ECONOMIC DEVELOPMENT
PnmeZa Wheedocl� Ditector
CITY OF SAINT PAUL
Nnrm Co[eman, Mayor
a� ��� �
Telephone: 61 b266-6655
Facsimile: 6I�228-3261
DATE: June 16, 1997
TO: Mayor Norm Coleman
zs w� Founh se.e�s
Smnt Pau{ MN 55102
FROM: �amela Wheelock, Director PED Cf� ����a
Stacy Becker, D'uector of Public Wor
Si3B7ECT: Transportation Policy Plan
Attached aze:
1)
2)
a letter from you to the City Council transmitting the Transportation Policy Plan
a Council resolution of plan adoption
3) the April 11, 1997 Planning Commission resolution certifying the plan
4) a copy of Transportation Policy Plan.
This Plan was prepared by PED and Public Works in consultafion with the public, other city
departments, a variety of governmental agencies, and other transportation interest groups, as
well as the Saint Paul Planning Commission. We are conf'ident that the Plan's strategic focus
on careful management of resources, infrastructure investment to support communiry
development, and creation of a multi-modal system to meet diverse needs, will provide sound
policy basis to guide specific transportation-related decision-maldng for our city well into the
next century.
This Plan is a prime example of the successful collaboration between our two departments on
transportation issues. Our staff worked together with the pub7ic and other city departments and
agencies to prepare the draft plan that was circulated two years ago, and then to craft a final
recommendation that responds posiuvely to public reaction to that draft, as well as to changes
in regional glann,� direcrives, and that reflects recent area-specific transportation planniug
activiues, such as riverfronUdowntown infrastructure planning, Phalen Boulevazd and Ayd
Mill Road EIS wark, transit and bicycle planning, and the common transportation directions
surfaced in neighborhood plaiming and the community development agenda.
Q`� ��� �
Mayor Norm Coleman
7une 16, 1947
Page 2
The Plan takes a comprehensive approach to transportation, but identifies ffiese major
priorities:
• significant improvement in transit, with redesign based upon strong transit conidors and
increased system fund'mg
• neighborhood euhancement through traffic calming, and investment in and design of
transgortation infrastructure
• influence on regional development patterns to restrict growth in transportation
cagacities, improve regional jobslhousing balance and sugport viable transit in urban core
• rational traffic management on our city streets
• system additions where critical to relieve serious congestion andlor foster economic
development
• neighborhood and downtown parking management that balances the objectives of
improving residential and pedestrian quality, providing incentives for auto alternatives,
supporting business development, and alleviating congestion.
Whi1e designed to provide policy basis for the long term, the Transportation Policy Plan does
contain a two-year implementation section that is intended to be periodically updated over the
life of the Plan.
Of immediate interest, the Plan is supportive of the Administration's key autiatives for
revitalizing the downtown and riverfront, fostering citywide economic development, and
supporting neighborhood liveability through community development.
It is nnportaut that we adopt this Plan in order to supgort fiznding proposals for major projects
and to provide the basis for advocacy on behalf of the ciry in regional road and transit
decisions. The Plan also fulfills an unportant portion of the requirement to update the City's
comprehensive plan by 1998.
Nancy Frick (PED, 66554) and Mike Klassen (Public Works, 66209) are available for
briefings should you desire more infarmation.
Attachments
� Y ��� �
CITY OF SAINT PAUL svo cu x�i Teiephan¢: 612-2668510
NormCodem¢n,Mayor ISWest%IZoggBouZev¢rd Facsimile:672-228-8513
Saint Paul, MN SSIO2
June 30, 1997
Council President Da�e Thune
and Members of the Saint Paul City Council
310-B City Hall
Saint Paul, MN 55102
Dear Councii President Thune and Council members:
Enclosed is The Transportatfon Policy Plan, recommended by the Saint Paul Planning
Commission. I find that the strategic focus of this plan on careful management of
resources, infrasttucture investment to support community objectives, and creation of a
multi-modal system to meet diverse needs, serves well the plan's expressed vision of a
"transportation system that warks technically, that works for the community, and that
works for the individual". This is a vision we all share.
More particularly, the plan acknowledges the importance of revitalizing the downtown
and riverfront, foster9ng citywide economic development, and supporting neighborhood
liveability through community development, and articulates the role transportation
investment and management plays in accomplishing those goals.
The Plan takes a thorough approach to transportation issues, but identifies as major overall
long-term priorities the following:
• signi�cant improvement in transit, with redesign based upon strong transit
conidors and increased system funding
• neighborhood enhancement through trafFic calming, and invesrinent in and
design of transportation infrastructure
• influence on regional development patterns to restrict growth in transportation
capacities, nnprove regional jobslhousing balance and support viable transit in
urban core
• rational traffic management on our city streets
• system additaons where critical to relieve serious congestion andtor foster
economic development
• neighborhood and downtown parking management that balances the
objectives of improving residenfial and pedestrian quality, providing incentives
for auto alternatives, supporting business development, and alleviating
congestion
��_��`
Council President Dave Thune
Members ofthe Ciry Council
June 30, 1997
Page 2
The Transportation Policy Plan is one of the key updates to the Saint Paul's
Comprehensive Plan that must be completed by the end of 1998 in accordance with the
requirements of the Metropolitan Land Plauning Act. You will soon be hearing mare
about the Platming Commission and administrative staff efforts to develop plans for land
use, housing, and sewers; the Council adopted the Parks and Recreation Plan last year.
All together, the chapters of the updated Comprehensive Plan will provide a physicai
vision and integrated policy framework for development and infrasriucture that will serve
Saint Paul well into the next century.
I am pleased to recommend The Transportation Policy Plan to you for adoption as a
chapter of the Saint Paul Comprehensive Plan
Sincerely,
Norm Coleman
Mayor
9��845'
City of Saint Paul
City Councii Research Center
310 C+ty Ha8
Saint Paul, MN 55102
612 266-8558
INTER-DEPARTMENTAL MEMORANDUM
DATE: August 14, 1997
TO: Councilmembers
FROM: Kirby Pitman �]
� ��
SUBJECT: TransportationPolicySession
Attached aze documents for the Transportation Policy Plan Policy Session from several of the
presenters. The documents include:
■ Memo from Nancy Frick
RE: The Transportation Policy Plan - Functional Classification of Streets
■ Memo from Nancy Frick
RE: The Transportation Policy Plan - Changes from the 1994 Draft
■ Letter from Mark Filipi, Metropolitan Council
■ Letter from Art Leahy, Metro Transit
■ Letter from Trish Moga, Metro Commuter Services
■ Traffic Calming Documents from Michael O'Nea1, Augsburg College
A note about the policy session:
The l�finnesota Department of Transportation has chosen not to be present at the policy session
because they will review the document in the formal review process and at this point have no
major issues with the plan. They tend to align themselves with regional policy and generally
concur with the Metropolitan Council.
DEPARTMENT OF PLANNING
& ECONOMIC DEVFLOPMENT
CIT'I' OF SAINT PAUL
Norm Coleman, Mayo�
Division of Plmming
25 WestFourth Sbeet
Saitu Pau1, hLV SSIO2
9 7 - 8'� 8'
Telephone: 6I2-266-6565
Facsunile: 6i2-228-33I4
August 13, 1997
TO: Saint Paul Ciry Councii
FROM: Nancy Frick '7lF
RE: The Transportation Policy Plan — Functional Classification of Streets
A request was made at the July 9 City Council meeting for a comparison of the functional
classification of streets presented in the current proposed Transportation Policy Plan and
the ctassifications presented in the 1979 Street and Highway Plan. This is provided on the
attached table.
The first major strategy in the proposed Transportation Policy Plan aims at balance
between travel demand and street capacity in order to provide reasonable mobility, access
and safety for Saint Paul citizens. Policies are intended, first, to influence the demand side
of transportation in ways that stem the increase in travei, especialiy by single-occupant
vehicles, and, second, to address the "suppfy-side" task — to properly handle the trips that
are expected to use the system. functional classification involves determining what role
each roadway should perform in carrying those trips and is defined in terms of the degree
to which either of two functio�s — mobility or land access — is served by a street.
The classifications used in the Plan are consistent with County, Metropolitan, and State
transportation plan classifications (except for any "minor cotlector", which is a designation
we are making locally).
The classifications are:
Principal Arterial. Roadways on the metropolitan highway system.
Minor Arterials, Class A. The main access routes to Principal Arterials for people
beginning or ending their trip within Saint Paul. Also provide access to the central
business district (CBD) and to regionai business concentrations.
Minor Arterials, Class B. Provide access to class A Minor Arterials and the Principal
Arteriais from the neighborhoods.
Collectors. Provide access to the arterial network. Also allow inter-neighborhood
97 � 910�
Saint Paul City Council
August 13, 1997
Page 2
movement between adjacent neighborhoods to replace some function of the minor
arterials. Some through movement likely but should be small.
Minor Collectors. Provide access for neighborhoods and within neighborhoods.
The classifications developed for the Transportation Policy Plan are based upon technical
analysis of the road system and the travel patterns that result from trips generated by land
uses in and outside of the city, and reflect consultation with the County and Metropolitan
Council.
Some of the changes in classification between the two plans are due ta changes in the road
system itself; some are the result of specific land use changes in the city. But the most
inftuential factor in the change in functionai classification from two decades ago is an
overall shift in system function from land access to mobility. In short, the roadway system
now carries many more vehicles much longer d+stances. This "regionalization" of the
system is due to population growth, growth in workers-per-household, high per-capita rates
of personal travel, decline in vehicie occupancies, and growth in trip length due to spread
of development.
The street plan represents how the system operates today and how the City plans for it to
operate in the future. Plan Policies 11 and 13 commit to maintaining the current function
of streets and protecting them from upgrade overall. As noted, this will require strong
efforts in travel demand management to manage trip numbers and lengths and encourage
higher auto occupancy and more use of aiternatives to the auto, as well as prudent
management of the existing system.
Attachment
q�-�G8'
Functional Classification of Saint Paul Streets - Proposed Transportation Policy Plan;
1979 Streets and Highway Plan
Proposed Plan 1979 Plan
Street From/to Classification Classification
1-94 through city Principal Arterial Principal Arterial
MN 280 1-94 to city fimits Principal Arterial Intermediate Arterial*
1-35E through city Principal Arterial Principal Arterial north
of downtown; "to be
determined" south of
downtown"
MN 5 city limits (swJ to W. 7th Principal Arterial "A" Minor Arterial
Shepard Road 135E to Wamer Road Principal Arterial "A" Minor Arterial
Warner Road Shepard Rd to MN 61 Principal Arterial "A" Minor Arterial
MN 61 I-94 to city limits Principal Arterial Intermediate Arterial*
Lafa ette (MN 103) E. 7th to ci limits Princi al Arterial Princi al Arterial
Cleveland Hoyt to Raymond "A" Minor Arterial Collector
Cleveland Marshall to Ford "A" Minor Arterial Collector to Summit;
"B" Minor Summit to
Ford
Raymond Cleveland to University "A" Minor Arterial Collector
Cretin I-94 to Marshall "A" Minor Arterial "B" Minor Arterial
Fairview Ford to Edgcumbe "A" Minor Arterial Collector
Edgcumbe Fairview to WJth "A" Minor Arterial Collector
Snefling Hoyt to Montreal "A" Minor Arterial "A" Minor Hoyt to
Selby; "B" Minor
Selby to Montreal
Lexington Marshall to Selby "A" Minor Arterial "B" Minor Arterial
Dale Larpenteur to I-94 "A" Minor Arterial "B" Minor Arterial
Rice Larpenteur to 12th St. "A" Minor Arterial "A" Minor Larpenteur
to Pennsylvania;
Collector Pennsyfvania
to 12th St.
John Ireland Boulevard 12th St. to Selby "A" Minor Arterial "A" Minor Arterial
Smith W. 7th to Annapolis "A" Minor AReriaf "B" Minor Arterial
Chestnut W. 7th to Shepard "A" Minor Arterial "A" Minor Arterial
Robert Universlty to city limits (s.) "A" Mlnor Arterial "B" Minor Arterial
Page 1
y�- ���'
Proposed Plan 1974 Plan
Street From/to Classification Classification
Concord Robert to Annapolis "A" Minor Arterial 'B" Minor Arterial
Edgerton Larpenteurto Payne "A" MinorArterial CoHector
Payne E. Minnehaha to E. 7th "A" Minor Arterial Collector
Arcade city limits (n.) to 6th. "A" Minor Arterial "B" Minor Arterial
White Bear Avenue Larpenteur to I-94 "A" Minor Arterial "B" Minor Arterial
McKnight I-94 to Lower Afton "A" Minor Arterial "A" Minor Arterial
Larpenteur Hamline to Parkway "A" Minor Arterial "A"
Larpenteur White Bear to McKnight "A" Minor ARerial "A" Minor Arterial
Maryland Dale to White Bear "A° Minor Arterial "B" Minor Arterial
Lafayette University to Tedesco "A" Minor Arterial Collector
Tedesco Lafayette to Payne "A" Minor Arterial Colledor
Universiry city limits (w.) to Lafayette "A" Minor Arterial "B" Minor Arterial
Frankiin city fimits (wJ to University "A" Minor Arterial Collector
E. 7th downtown to E. Minnehaha "A" Minor Arterial "B" Minor Arterial
E. 6th St. I-94 to E Minnehaha "B" Minor Arterial
Marshall city limits {w.) to Lexington "A" Minor Arterial "B" Minor Arterial
Selby Lexington to John lreland "A" Minor Arterial Collector Lexington to
Vidoria, "B" Minor to
)ohn Ireland
Randolph Snelling to I-35E "A" Minor Arterial "B" Minor
Lower Afton MN 61 to city limits (e.} "A" Minor Arterial "A" Minor Arterial
Ford Parkway city limits (w.) to Snelling "A" Minor Arterial "B" Minor Arterial
Montreal Snelling to Elway "A" Minor Arterial "B" Minor Arterial
W. 7th MN 5 to downtown "A" Minor Arterial "B" Minor Arterial
Mario� St. Anthony to Kellogg "A" Minor Arterial "A" Minor Arterial
Kellogg Marion to Mounds "A" MinorArterial "A" MinorMarion to
W. 7th; "B" Minor W.
7th to Mou�ds
Mounds E. 7th to I-94 "A" Minor Arterial Collector
Page 2
g�-�'4�'
Proposed Plan 1979 Plan
Street From/to Classification Classification
Cretin Marshall to Ford "B" Minor Arterial "B" Minor Marshal to
Summit Co(lector
Summit to Ford
Vandalia University to I-94 "B" Minor Arterial "B" Minor Arterial
Transfer Pierce Butler to University "B" Minor Arterial "B" Minor Arterial
Cleveland Universiry to Marshall "B" Minor Arterial Collector
St. Paul Cleveland to Edgcumbe "B" Minor Arterial "B" Minor Arterial
Fairview Pierce Butler to Ford "B" Minor Arterial Collector
Hamline University to Marshall "B" Minor Arterial Collector
Lexington Larpenteur to Marshall "B" Minor Arterial "B" Minor Arterial
Lexington Selby to Montreal "B" Minor Arteriai "B" Minor Arterial
Como Gateway to Rice "B" Minor Arterial Collector Gateway to
Dale; "B" Minor �ale
to Pennsylvania
Elway Montreai to Shepard 'B Minor Arteriaf "B" Minor Arterial
Dale Concordia to Grand "B" Minor Arterial "B" Minor Arterial
Marion Lafond to Kellogg "B" Minor Arterial "A" Minor Arterial
Smith Grand to W. 7th "B" Minor Arterial "B" Minor Arterial
Jackson Larpenteur to Shepard "B" Minor Arterial Colledor Larpenteur
to Sycamore; "B"
Minor Sycamore to
Shepard
Wabasha 12th St. to Robert "B" Minor Arterial "B" Minor Arterial
Wacouta 10th St. to 7th "B" Minor Arterial "B" Minor Arterial
Broadway 6th St. to Sth St. "B" Minor Arterial Colledor
Sibley 7th St, to Shepard "B" Minor Arterial "B" Minor Arterial
Lafayette University to E. 7th "B" Minor Arterial Collector
Johnson Parkway Prosperity to e. 3rd "B" Minor Arterial "B" Minor Prosperity
to Minnehaha;
Collector Minnehaha
to I-94
Etna E. 3rd to I-94 "B" Minor Arterial Local
Page 3
9 � - �'� �'
Proposed Plan 1979 Ptan
Street From(to Classificatian Classification
Prosperity Larpenteur to )ohnson Parkway "B" Minor Arterial Colleaor Larpenteur
to Maryland; "B"
Minor Arterial
Maryland to )ohnson
Parkway
White Bear l-44 to Upper Afton "B" Minor Arterial "B" Minor Arterial
Ruth Ivy to Maryland "B" Minor ARerial Collector
Ruth E. Minnehaha to upper Afton "B" Minor Arterial Colledor
McKnight Larpenteur to I-94 "B" Minor Arterial "A" Minor Arterial
McKnight Lower Afton to Carver "B" Minor Arterial Collector
Como Avenue city limits (wJ to Snelling "B" Minor Arterial Collector
Horton Snelling to Gateway "B" Minor Arterial Collector
Gateway Horton to Como Boulevard "B" Minor Arterial Colledor
Como Blvd Lexington to Como Avenue "B" Minor Arterial Collector
E. Ivy Ruth to McKnight "B" Minor Arterial Collector
Kasota city limits (w.) to MN 280 "B" Minor Arterial "B" Minor Arterial
Energy Park MN 280 to Lexington "B" Minor Arterial to be constructed
Front Lexington to Como Avenue "B" Minor Arterial "B" Minor Arterial
Pierce Butler Transfer Rd. to Dale "B" Minor Arterial Collector
Minnehaha Dale to Como Avenue "B" Minor Arterial Collector
Pennsylvania Como to Mississippi "B" Minor Arterial "A" Minor Arteriai
E. 3rd Mounds Bivd to city limits (eJ "B" Minor Arterial Coliector
St. Anthony Marion to Rice "B" Minor Arteriai Collector
12th Street St. Peter to Universiry "B" Minor Arterial "B" Minor Arterial
1 �th Street St. Peter to )ackson "B" Minor Arterial "B" Minor Arterial
lOth Street Jackson to Wacouta "B" Minor Arterial Local
6th Street Main to Broadway "B" Minor Arterial Collector
Sth Street Main to Broadway "B" Minor Arterial Collector
Summit Cretin to )ohn Ireland Blvd. "B" Minor Arterial "B" Minor Arterial
Ramsey Summit to Grand "B" Minor Arterial "B" Minor Arterial
Grand Dale to w. 7th "B" Minor Arterial Collector
Page 4
9? - �'GP'
Proposed Plan 1479 Plan
Street Fromlto Classification Classification
Randolph Cretin to Snelling "B" Minor Arterial Collector Cretin to
Cleveland; "B" Minor
Cleveland to Snelling
Plato Wabasha to LaFayette "B" Minor Arterial "B" Minor Arterial
George Smith to Concord 'B" Minor Arterial Local
Bums MN 61 to Upper Ahon "B" Minor Arterial Collector
Upper Afton Burns to McKnight "B" Minor Arterial Collector
Carver MN 61 to McKnight "B" Minor Arterial Collertor
Shepard W. 7th to i-35E "B" Minor Arterial "A" Minor Arterial
Anna olis Smith to Concord "6" Minor Arterial Local
Hampden Raymond to University Collector Collector
Vandalia Ellis to University CoileMOr Collector
Pelham Franklin to Mississippi River Blvd Collector Collector
Mississippi River Blvd city limits {w.) to MN 5 Collector Collector
Cleveland St. Pauf to Mississippi River Blvd Colledor Collector
Prior Pierce Butfer to Marshall Colledor Collector
Davern St. Paul to Shepard Collector Collector
Snelling MoMreal to W. 7th Collector Local
Hamline Larpenteur to Horton Collector Collector
Hamline Pierce Butlerto University Colledor Collector
Hamline Marshall to Edgcumbe Collector Collector
Edgcumbe Jefferson to St. Pauui Collector Collector
Victoria Larpenteur to Gateway Collector Collector
Victoria Pierce Butler to St. Clair Collector Collector
Victoria PleasanttoOtto Collector Coiledor
Dale Grand to PleasaM Collector Collector
Westem Maryland ta Summit Colledor Collector
Mississippi CasetoBroadway Collector Local
Westminster Larpenteur to Case Colledor Collector Larpenteur
to Arlington; Local
south of Arlina on
Page 5
97 • PG P`
Proposed Plan 1979 Plan
Street Fram/to Classification Classification
Parkway city limits (n.) to Payne Collector Collector
Payne Parkway to E. Minnehaha Collector Collector
Burr Case to Tedesco Collector Colledor
Earl Maryland to Mounds Colledor Collector
East Shore Drive city limits (n.) to Wheelock Prkway Collector Colledor
English city limits (n.) to Arlington Collector Collector
Clarence Arlington to Prosperity Collector Collector
)ohnson Parkway E 3rd to Bums Colledor Collector E. 3rd to I-
94; Local south of I-
94
Hazelwood Maryland to Ames Collector Local
Ames Hazelwood to White Bear Collector Local
Edgewater Road ciry limits (esJ to Case Collector Collector
Nokomis Case to Stillwater Collector Collector
Battle Creek Upper Afton to Lower Afton Collector Collector
Winthrop Upper Afton to Lower Afton Collector Local
Burlinaton Lower Afton to McKnight Collector Collector
Bailey Carver to ciry limits (s.) Collector Collector
10th St. l-44 to Jackson Collector �ocal
Exchange 9th Stto Cedar Collector Local
9th St. Cedar to Broadway Collector "B" Minor Arterial
8th St. 7th to Wall Collector "B" Minor Arterial
4th St. Washing to Broadway Collector Local
Main t Oth to Exchange Collector Local
9th St Exchange to 7th Colledor Local
Washington 6th to Kellog Collector Local
Market 6th to Kellogg Colledor Local
Cedar Constitution to Kellogg Collector Local
Minnesota 12th to kellogg Collectar Colledor
Wacouta 7th to kellog Collector Local
Page 6
47-8'G�'
Proposed Plan 1979 Plan
Street Fromfto C{assification Classification
Walf 7th to Kellogg Collector Collector
Broadway Misslssippi to 9th Collector Local
Broadway Sth to Kellogg Collector Collector
Park UniversitytoConstitution Colledor Local
Cherokee Ohio to city limiu (s.) Callector Collector
Ohio Plato to George Collector Collector
Wabasha Concord to George Collector "B" Minor Arterial
Stryker George to city limits (sJ Collector Collector
Dodd Stryker to city limitr (sJ Collector Collector
State Concord to Robert Colledor Local
Oakdale State to city limits (sJ Collector Collector
Wheelock Parkway Victoria to Johnson Parkway Colledor Collector
Arlington Victoria to Payne Collector Collector
Arlington East Shore Drive to White Bear Colledor Collector
Midway SnellingtoHorton Colledor Collector
Ivy White Bear to Hazel Collector Local
Front Dale to Rice Collector Collector
Case Mississippi to Earl Collector Collector
Case Johnson to White Bear Collector Collector
Ellis Vandalia to Transfer Collector Collector
Territorial city limits tWJ to Raymond Collector Collector
W. Minnehaha Prior to Pierce Butler Collector Collector
Sycamore Rice to )ackson Collector Collector
Cayuga Jackson to Mississippi Collector Local
Stillwater White Bear to city limits (w.) Collector Collector
E. 7th E. Minnehaha to Hazel Collector Collector
Thomas Fairview to Marion Collector Collector
Como R+ce to )ackson Collector Local
E. Minnehaha Burrto Edgerton Collector Coflector
Page 7
9 ? -8'G�'
Proposed Plan 1979 Plan
Street From/to Classification Classification
St. Anthony Snelling to Marion Collector Colledor
Maria E. 7th to Hudson Colledor Local
Hudson Maria to Johnson Parkway Collector Local
Old Hudson Birmingham to McKnight Coilector Local
Birmingham E. 3rd to Old Hudson Colledor Local
Concordia Snelling to Kellogg Collector Collector
Sel6y Fairview to snelling Collector Collector
Selby Ayd Mill to Lexington Collector Collector
Burns Earl to MN 61 Colledor Collector
Bums Upper Afton to White Bear Collector Colledor
Bums Suburban to city limits (e.) Collector Collector
Suburban White Bear to Ruth Collector Collector
Mounds I-94 to Burns Collector Collector
Grand Cretin to Dale Collector Local
St Clair Mississippi River Bivd to Cliff Colledor Local Mississippi River
Blvd to Cleveland;
Colledor east of
Cleveland
Cliff St. Clair to Smith Collector Local
jefferson Sneliing to Lexington Collector Local
Water city limits (s.) to Wabasha Collector Collector
Fillmore Wabasha to terminus Collector Collector
Plato WatertoWabasha Collector Collector
Plato LafayettetoFillmore Colledor Collector
Randoiph Mississippi River Bivd to Cretin Coliector Local
Highland Cretin to Edgcumbe Collector Local Cretin to
Snelling; Colfedor
Snelling to Edgcumbe
Otto w. 7th to Shepard Coliector Collector
Montreal Cleveland to Snelling Collector Collector
Edgcumbe Fairview to Hamline Collector Collector
Page 8
� 7 - s�'��'
Proposed Plan 7979 Plan
Street Fromfto Classificatian Classification
St. Paul Edgcumbe to W. 7th Colledor Collector
AnnaQolis Cherokee to Smith Collector "B" Minor Arterial
Otis Pelham to Mississippi River Blvd Minor collector Local
Prior Marshall to Randolph Minor collector Local
Davern Edgcumbe to St. Paul Minor collector Collector
Pascal Hoyt to HoRon Minor collector Local
Rankin W. 7th to Shepard Minar colledor Local
Homer W. 7th to Shepard Mi�or collector Local
Cedar University to Constitution Minor colledor Local
John Ireland Constitution to 12th St. Minor colledor Local
Smith Grand to Kellogg Minor colledor Local
Ramsey W. 7th to Exchange Minor collector Colfector
Exchange Ramsey to Kellogg Minor collector Collector
Ohio George to city limits (s.) Minor collector Local
Forest Ivy to Hudson Minor collector Local
Earl Ivy to Maryland Minor collector Collector
Clarence city limits (n.) to Maryland Minor collector Collector
Ruth Larpenteur to Furness Minor collector Collector
Furness Ruth to Ivy Minor collector Collector
Hazel Case to Minnehaha Minor collector Collector
Ruth Case to Minnehaha? Minor collector Collector
Springside Burlington to MN 61 Minor collector Local
Highwood McKnight to MN 61 Minor collector Collector
Hoyt Snelling to Vidoria Minor colledor Collector
E. Ivy Arcade to Earl Minor collector Local
E. Ivy Prosperity to White Bear Minor collector Local
Case White Bear to Nokomis Minor collector Collector
Conway Ruth to McKnight Minor collector Local
Jefferson Mississippi River Blvd. to Snelling Minor colledor Local
Page 9
9� -8'GB'
Page 10
DEPAR"IMENT OF PLANNING
& ECONOMIC DEVELOPMENT
CITY OF SAINT PAUL
NormColeman, Mayor
Drvision nfPlanxing
25 West Fourth Saeet
Saint Paut, MN 55102
August 13, 1997
TO: Saint Paui City Council
FROM: Nancy Frick � F-
RE: The Transportation Po{icy Plan — Changes from the 1994 draft
7 7�d��
Telephone: 612-266-6565
Facsimile: 672-228-3314
A draft Transportation Policy Plan was released to the public nearly three years ago. A public
hearing was held October 1994. After numerous delays, a substantially complete redraft of the
Pian was considered and recommended by the Saint Paul Planning Commission April 11, 1997
and Mayor Norm Coleman June 30, 1997. The City Council will consider the Transportation
Policy Plan at its August 20, 1997 policy discussion. This memo outlines the changes that
have been made in the plan since the draft.
The Redraft of the Plan -
The Transportation Policy Plan was revised to:
• be shorter and easier to read than the community draft
• focus on a physical and philosophical vision for transportation and on sustainable policies
that can provide useful guidance over the long term
• replace the draft's lengthy, detailed implementation section — which was quickly dated and
therefore not useful — with a brief discussion of existing City mechanisms for operational,
capital and legislative implementation, and a two-year list of priority actions
• update the street, truck and bikeway pians and add a transit corridor map
• respond to community and internal reaction to the draft and refiect emergent City positions
that surfaced since the draft hearing. The most significant policy changes to the Plan
respond to the recent planning efforts in the downtown/riverfront and to broadened
support for and definition of transitways.
Redraft of 7ransportation Plan G� 7 py �
August 13, 1997
Page Z
Policy Change Detaifs
1. The following policies were ded to reflect important issues not recognized in the original
Draft. (Abbreviated description of policy content.)
• Policy 23. Support expansion of Rideshare. (lnput from Minnesota Rideshare. lnternal
staff recommendationJ
• Policy 5. Land use controis, etc., to allow for telecommuting. (Community input.)
• Policy 10. Monitor development of new technologies for TDM. (Response to public
comment re: PRT.)
• Policy 21. Continue working closely with Ramsey County. (Response to County
comments; reflect jurisdiction issuesJ
• Policy 38. Parkway system policy. (Parks Commission recommendation.)
• Policies 59-67. Transportation infrastructure for riverfront. (Mayor's recommendation at
pubiic hearing. Reflects Saint Paul on the Mississippi Development Framework. Rep/aces
previous references to the Downtown Urban Design Pian which was under discussion at
the time of the draft.)
• Policy 63. Funding for both bus and LRT. Policy 70. Support LRT in central corridor.
These and several reworded policies reflect a conscious shift in stated policy to focus
away from a"bus vs. LRT" debate toward recognizing buses and LRT as
complementary parts of a multi-modal system and focusing on transitways — which
could be busways or LRT — as a major transit strategy. (Community input. County.
Mayor.)
• Policy 79. Don't remove sidewalks unless good reason. (Community input. )
• Po�icy 86. Support transit service for disabled. (City Council recommendationJ
2. These policies were eleted due to lack of community or administrative support.
• Old policy 21. Parking "hot spoY' management. (Too staff intensive.)
• Oid policy 65. Limit handicapped parking spaces. (lssue had been resolved. )
Redraft of Transportation Plan
August 13, 1997
Page 3
97
3. These items were retained from the eliminated imolementation section a�d now appear as
Pian policies.
• Policy 12. Traffic engineering and urban design principles.
• Policy 17. Ayd Miil EIS.
• Policy 19. Use of demand management where capacity improvement not desirable.
• Policies 27 and 38. Use of small buses as neighborhood circulators.
• Policies 34 and 46. Bus hubs; LRT stations.
• Policy 39. Phalen Boulevard.
• Policy 40. Business development and job creation as criteria for capital improvements.
• Policy 43. Transit deve�opment as economic development.
• Policy 48
• Policy 65
• Policy 66
Downtow� LRT planning.
Transit marketing.
Transit security.
• Policy 67. Transit service for transit-dependent.
• Policy 69. Reverse commuting.
• Policy 76. Bicycling marketing.
4. The policies were revised based upon input to the draft and/or further internal
consideration of the issue.
• Policy 23. Traffic calming. The draft recommendation for "bump-out" intersections, as a
matter of course where residential street repaving is done (old policy 16), is replaced with
a policy to draw upon a variety of traffic calming techniques, tailored to the needs and
interests of individual neighborhoods. (At the time of the draft, there did not appear to be
community support for a universal physica( design solution to p�omote neighborhood
traffic calming, — aiso PCA and County concems about negative effects of bump-outs; in
working with neighborhoods and their traffic problems, staff has found the situations lend
themselves to a variety of traffic calming tools that can be taitored to the specific problem,
and that this responsive appraach tends to be more acceptable to neighborhoods, and sti(1
can offer effective means of addressing problems.)
Redraft of Transportation Plan
August 13, 1997
Page 4
�?� 8'�r�
• Policy 33. Residential street repaving program. The draft recommended that the program
be accelerated. The revised plan policy calls for completing it, setting priorities based
upon cost effectiveness, and economic development and public safety goals. (Mayor and
Public Works recommendation based upon budget constraints.)
• Policy 51. Downtown parking demand reduction. This policy presents a multi-pronged
approach to reducing the need for parking in the downtown, including a variety of
incentives and bus service improvements. It expands the singular reference to preferential
carpool parking in the draft. fBased upon further study of downtown parking issues in
light of downtown development.)
• Policy 52. Downtown parking adequacy. This policy maintains the elements of the draft
which called for management and marketing of existing parking, but elaborates upo� the
draft's vague reference to increasing supply where needed by specifying the west core of
downtown as the area of need. (Based upon further study of downtown parking issues in
light of downtown development.)
The remaining changes to draft Plan policies are rewordings designed to communicate more
ciearly and/or in more detail.
Map and Figure Changes.
• Changes to the Street Plan Classified by Function were made to reflect coordination with
the County and Metropolitan Council.
• The Riverfront Development Framework Concept Map was added to reflect the work
done on the Saint Paul on the Mississippi Development Framework as of the time of the
completion of the Plan.
• Neighborhood Traffic Management Techniques is a graphic and narrative elaboration
upon the one-page chart included in the draft. It is intended to illustrate the tools that are
available for "traffic calming" that can be drawn upon in consultation with interested
neighborhoods to address their traffic issues.
• The Proposed Transit Corridor Map is a specific recommendation for application of the
transit redesign model portrayed in the draft Plan and was developed in consultation with
Metro Transit and the County.
• Changes made to the Bikeway Plan have been worked out with the Public Works staff,
Parks staff, and the City's Bicycle Advisory Board.
� Metropolitan Council g � - ���
Working for the fZegion, Planning for the Future
August 12, 1997
Saint Paui City Council
Re: Metropolitan Council Staff Comments on Saint Paul Transportation Plan
The following comments are the result of a preliminary review of the Saint Paul
Transportation Plan by Metropolitan Council Transportation Planning staff. It does not
constitute official Metropolitan Council review. That review will be conducted when the
plan is of£cially submitted to the Metropolitan Council.
The Metropolitan Council's primary transportation policy directions are to:
• Reduce Vehicular Travel Demand;
• Increase transportation capacity through better system management;
• Maintain, replace and improve the existing highway system;
• Improve the transit system; and
• Selectively expand highway capacity.
The three strategies in Saint PauPs Transportation Policy Plan of
1. Travel and System Management
2. Neighborhood Quality and Economic Development; and
3. Travel Mode Choice
and their related policies closely fallow and support the policies of the Metropolitan
Councal.
Of particulaz importance is the recognition that capital improvements ean realistically
only be expected to do so much towards relieving congestion, and then only in the limited
area related_to the improvement. Travel demand management and the use of alternative
modes over a lazger area have greater potential for reducing the rate of increase in
congestion.
One of the policy azeas that seems to be missing from the Saint Paul Transportation
Policy Plan is that of preservation. The document does comment that "The city is also
faced with aging infrashucture, limited resources, and growing and competing needs."
However, there is no strategy or policy clearly addressing the preservazion of the cities'
streets and roads. The Metropolitan Council has included this in their third policy
230 East Flfth Street St. Paul, Nlinnesota 55101-1634 (612) 291-6359 Fas 291-6550 1DD/TPP 291-0904 Meko Info Line 229-3750
An Equal �PPOrtunihJ E^iP(oyer
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direction. It is also a major element of the Minnesota Departrnent of Transportation's
Metro Division Transportation System Plan. Given that the majority of Saint Paul's
streets are e�sting, the preservation of those streets is paramount.
Another policy area that needs to be addressed is that of access management.
Recognizing that Saint Paul is a fu11y developed core city and that few opportunities
present themselves for the management of access points along arterials, still some
discussion needs to be provided of when and where the lunitation of access might be
considered. If policies are not adopted before the fact, staff has d�culty raising the issue
in the review of developments.
Finally, the Metropolitan Council has certain requirements for items to be included in
comprehensive plans. The document reviewed, the Saint Paul Transpartation Policy
Plan contains much of the policy discussion we would look for in a plan. However, the
teciuiical background data upon which the strategies and policies were drawn will need to
be attached and also submitted with the plan. A few such items are as follows:
• Information on current and proposed land uses
• Transportation Analysis Zones socio-economic data allocations
• Traffic forecast for the year 2020
• Data on the number of lanes on principal and "A" minor arterials in the city
• Current daily traffic counts; and
• Narrative analysis of existing and future traffic problems,
A more complete list and fiu•ther descriptions of these items can be found in the Public
Facilities section of the Local Planning Handbook, May, 1997.
If you have any questions, please feel free to contact me at 602-1725.
Cordially,
%� i�
Mark Filipi, AICP
Transportation ForecasUAnalyst