Draft Final TOD Plan For Arch Lacledes Landing and Stadium MetroLink Stations 7-31-13

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Tran Oriented Transit Tra De Development Plan

For the ARCH-LACLEDES and STADIUM METROLINK STATIONS
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prepared by H3 Studio
for the City of Saint Louis & the Saint Louis Development Corporation
Draft Final Report

July 2013
This is a DRAFT Document ONLY and shall be subject to further review and revision
Acknowledgements
CLIENT GROUP
The City of Saint Louis
Honorable Francis G. Slay Catherine Werner Don Roe
PLANNING TEAM
H3 Studio Lead Consultant
Mayor Director of Sustainability Director of Planning, Planning & Urban Design Agency
John Hoal, Ph.D., AICP Timothy Breihan, A.AIA Laura L. Lyon, VP, CNU Bryan Taylor Robinson, AICP Courtney Cushard, LEED AP Angie Hristova Jonathan Stitelman Christopher Liao Reed Miller Andrew Luy
Saint Louis Development Corporation

Otis Williams Amy Lampe
Executive Director Major Project Specialist
TECHNICAL ADVISORY COMMITTEE

Jeff Babinski Vice President & General Manager, Lumire Place Casino & Hotels (Pinnacle Entertainment, Inc.) Executive Director, CMT President, Lacledes Landing trict Community Improvement District and Lacledes Landing poration Redevelopment Corporation m Manager, CMT Grants / Program rector, ctor, Executive Director, hRiver ver 2015 201 CityArchRiver an Group The Koman Spinnaker Real eal Estate Partners Partne orks Owner, Loftworks Senior Manager er of Corridor and a Long Range Planning, lanning, East-West Gateway Council of G Governments Executive Director, Lacledes La Lan Landing Merchants Association Vice President of Economic Developm Development, Metro Transportation P Tran Planner, East-West Gateway Co Ga Council of Governments Pl Plannin & Program Manager Planning Boa Board of Public Service, City of Saint Louis Drury Development Corporation Vice President, McCormack Baron Salazar Major Project Manager, Major Projects Department, St. Louis Development Corp. General Manager, Hilton at the Ballpark Commercial District Manager, St. Louis Development Corp. President, Sandel & Associates Senior Manager of Community Development, Partnership for Downtown Saint Louis Executive Vice President Enhanced Value Strategies St. Louis Area Manager, Missouri Department of Transportation Director of Public Relations and Civic Affairs, St. Louis Cardinals Alderwoman, 7th Ward City of St. Louis
Bernardin, ernardin, Lochmueller chmueller & Associates Transportation Sub-Consultant Sub-Consult

Douglas Shatto, PE, PTO PTOE
Kim Cella John Clark
Leonora Fisher Maggie Hales Garrick Hamilton Amos Harris Craig Heller Paul Hubbman
han Emily Kochan ohn Langa John
y Grace Lewandowski ewand Mary ohler r John Kohler r Vince Miller l Stan Mulvihil Rob Orr Jayson Pollard
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Robert bert I Innis Katie Medlin
Christopher Beard, PE, PTOE Christopher Joannes Ryan Bu Bumb
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Principal Principal | Executive Vice President Senior Analyst
Principal Principal Partner Consultant
Principal-In-Charge Major Project Manager Project Manager Sustainability bility ty Planner Pla Pl Project ect t Manager Urban Designer Urban Res Researcher Urban n Designer Des Technical ical Staff S Technical cal Staff St Technical cal Staff Sta
Transportation Services Manager Project Engineer Trafc Planner Trafc Engineering Specialist Principal, Innis Consulting
Development Strategies Economic Sub-Consultant

Robert M. Lewis, AICP, CEcD Larry Marks
M3 Engineering Group Civil Engineering & Environmental Planning Sub-Consultant

Marjorie L. Melton, P.E., LEED AP Marc W. Eshelman, P.E.
Andrew Riganti David Sandel Matt Schindler Wendy Timm Deanna Venker Ron Watermon Phyllis Young
Vector Communications Corporation Public Outreach Sub-Consultant

Laurna Godwin Rachel Powers
The work that provided the basis of this publication was supported by funding under an award with the U.S. Department of Housing and Urban Development through EastWest Gateway Council of Governments. The substance and ndings of the work are dedicated to the public. The author and publisher are solely responsible for the accuracy of the statements and interpretations contained in this publication. Such interpretations do not necessarily reect the views of the Government or the East-West Gateway Council of Governments.
Table of Contents
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Executive Summary Introduction Station Area Plan Implementation Appendix
Transit Oriented Development Plan Appendix
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5 23 31 53 109 177
Project Background & Context Projec
The Following Project Files Are Located at the City of Saint Louis Planning and Urban Design Agency: Transit Oriented Development Plan for the Arch-Lacledes and Stadium MetroLink Stations
The Following Project Files Are Located at the East-West Gateway Council of Governments Website: Electronic les of this Plan and corresponding Appendix are available on the website of the East-West Gateway Council of Governments in adherence to the criteria for funding under an award with the U.S. Department of Housing and Urban Development through East-West Gateway Council of Governments.
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4 | Draft Transit Oriented Development Plan for the Arch-Lacledes and Stadium MetroLink Stations
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0 | Executive Summary
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PLAN OBJECTIVE
The Arch-Lacledes and Stadium MetroLink stations are two of the most important entertainment and cultural tourism stations in the entire MetroLink system. Both stations are located within and provide service to Downtown Saint Louis, as well as to regional destinations such as Busch Stadium and the Jefferson National Expansion Memorial & Gateway Arch. By targeting -based ased vision specic opportunities and linking existing assets to a community-based s partners possess po poss for Downtown development, the City of Saint Louis and its des es and Stadium Sta Statio a signicant opportunity to establish the Arch-Lacledes Station PROPOSED VIEW OF LACLEDES LANDING stricts in n Downtown Saint Louis. Areas as signicant new living and working districts ent t (TOD) Plan for the Arch-Lacledes Arch-Lacl The Transit Oriented Development and e Plan) establishes an actionable statio station area Stadium MetroLink Stations (the pment supported ted by access to transit. The Plan outlines o plan for new development evelopment programs supported by proforma analysis an market-based development for the ended station area development. development The Plan includes inclu recommended recommended provements to existing streets, parks, and infrastructure infra improvements that maximize access to the stations and achieve environmen environmental best management practices. The Plan describes the estimated costs of these public infrastructure improvements and outlines available me mechanisms to provide incentives and aid in implementation funding. Fin Finally, the Plan proposes regulatory tools for the City to pursue in the im imple implementation process. In total, the Plan sets forth a marketbased, commu community-supported vision for transit oriented development around the Arch ArchArch-Lacledes and Stadium MetroLink stations, and a roadmap for the Cit City of Saint Louis to make this vision reality. PLAN DEVELOPMENT & FUNDING This Plan is funded with a portion of the $4.7 million Sustainable Communities Regional Planning Grant from the joint U.S. Department of Housing and Urban Development (HUD)U.S. Department of Transportation (DOT) U.S. Environmental Protection Agency (EPA) Partnership for Sustainable Communities. This grant was awarded to and administered by the East-West Gateway Council of Governments as part of OneSTL (formerly the Regional Plan for Sustainable Development). This Plan builds upon the existing Saint Louis TOD Framework Plan, which was completed by Design Workshop for the entire MetroLink system. As a Consortium Partner for OneSTL, the City of Saint Louis is submitting both this Plan and the TOD Framework Plan to East-West Gateway as part of the OneSTL Plan. Strengthening existing neighborhoods and connecting residents to transit is a major component of sustainable neighborhood development and a stated requirement of this Plan. The project Study Area incorporates the 10-minute
The Plan lan n sets forth a market-based, arket-based, communityommunityuni supported pported rted vision ransit nsit ori orie for transit oriented development pm around the Arch-Lacledes and Stadium MetroLink stations, and a roadmap for the City of Saint Louis to make this vision reality.
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walk shed (half-mile) for the Arch-Lacledes and Stadium stations. This Study Area is home to approximately 14,000 residents and has seen over $5 billion in both public and private investment since the early 1990s. These areas offer a signicant opportunity for new development, which will enhance connectivity, mobility, and access to transit. PARTNERS & ADMINISTRATION The planning process is administered by the Saint Louis Development Corporation (SLDC). SLDC, in partnership with the City of Saint Louis Planning and Urban Design Agency, forms the Client Group (Client) for the Plan. The Project Team lead is H3 Studio, performing project direction, transit oriented artner development planning, and project management. Project Team partner am m analysis Development Strategies performs economic development program ciates (BLA) and funding plan development. Bernardin, Lochmueller & Associates ng, and ridership rship projecpr performs transportation, parking, connectivity planning, evelops the civil and environmental environmenta mendations. M3 Engineering Group (M3) develops h and communication efforts. ef cations leads public outreach t policy and operations ations recomreco tions. Innis Consulting assists BLA with transit
d cost estimates. Finally, Vector Communiengineering recommendations and
s Development evelopment Corporation (SLDC) is responsible respons The Saint Louis for the
ministration. inistration. Amy Lampe, Major Project Manager, Manage Manag is in charge as project administration.
ect coordinator. The Client Group team consists consis of o Amy Lampe, Catherine project Werner (City ity of Saint Louis Director of Sustain Sustai Sustainability), and Don Roe (City of nt Louis Planning and Urban Urb Design Agency Director. The project team Saint ) coordination and an review rev held four (4) meetings with the Client Group team als and nd work products. of materials PLANNING PROCESS out the e course of the th planning process for regular guidance and review throughout
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This planning process took place over the course of six months and involved regular interface between the Client Group and the Project Team. In addition, the Project Team met with an assembled Technical Advisory Committee (TAC) and conducted extensive public and stakeholder outreach. These efforts allowed the Project Team to collect a large amount of data and feedback from a wide cross-section of neighborhood residents, institutional and governmental staff, and community members. The public and stakeholder outreach initiatives have helped to enrich the recommendations of the study and have helped to build a broad base of consensus and support for the project.
SUMMARY OF EXISTING CONDITIONS

The Arch-Lacledes and Stadium MetroLink stations are both located within the formal boundaries of Downtown Saint Louis, to the north and south of the Citys core respectively. Both stations are located near regional destinations and unique cultural amenities such as Busch Stadium (visited by over three million fans a year) and the Jefferson National Expansion Memorial & en combining com Gateway Arch (visited by over four million tourists a year). When ch station with w the specic destinations and attractions offered at each the n the MetroLink MetroL System unique elevational positioning of the stations within System, nd identity. ity. each station area offers a unique character and DOWNTOWN SAINT LOUIS Arch-Lacledes Station
n is s an elevated single-platform station which whic The Arch-Lacledes Station Me M services Lacledes Landing, the Jefferson National Expansion Memorial ch, h, and Lumire Place. The station offers great views of the & Gateway Arch, s Landing ding National Historic District Distri to the north, which w Lacledes boasts a range neteenth century warehouse warehous and co of beautiful nineteenth commercial buildings along 1st Street and d 2nd Street. This MetroLink st stop is the rst and last stop on the Missouri side of the Mississippi Ri Riv River and is driven primarily by cultural tourism ridership within the Sta Statio Station Area.
When combining ombining the specifi pecifi fic destinations destination and nd attractions ttractions offered at each station with wi nique que elevational eleva elev the unique positioning nin of the stations within the MetroLink System, each station area offers a unique character and identity.
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following:
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Approximately 30 y yea years ago, many of the buildings in Lacledes Landing were renovated to h ho house restaurants, bars, ofces, and residential units. While the area thr thriv thrived initially, new development in the region, a perception of violence, an and other problems have deterred visitors to Lacledes Landing over the past decade. Despite the marked decline of Lacledes Landing in the past, recent announcements show that local developers have a renewed interest in opportunities at Lacledes Landing. To begin to redevelop the area, there must be a focus on creating a desirable residential neighborhood. Some key characteristics of the Arch-Lacledes Station Area include the
The Arch-Lacledes Station has 34,900 monthly boardings, which is considered average ridership for the MetroLink system; The Station Area is near 15 MetroBus routes (having 12 stops within a quarter-mile; though none are located within the Station Area); The Station Area has a mean WalkScore of 79.5, though it is highly disconnected from Downtown by Interstate 70 on the west; The Station Area is primarily an entertainment and tourism destination which includes the Jefferson National Expansion Memorial & Gateway Arch, Lacledes Landing, and Lumire Place; The Station Area contains a fair amount of under-utilized sites including surface parking lots and vacant sites, especially north of Lacledes Landing Boulevard;
The Station Area includes the Lacledes Landing National Historic District, which includes some basic regulation of building character and quality through the Secretary of the Interiors guidelines; The Station Area contains a number of elevated pedestrian barriers including Interstate 70 and the Eads & MLK Bridges. PHOTOGRAPH OF BUSCH STADIUM
Stadium Station The Stadium Station is a below-grade, double-sided platform station which serves the Cupples Station complex, Busch Stadium, and the future Ballpark Village development. The station offers convenient access during St. Louis Cardinals baseball games throughout the year, which is the primary driver of ridership within the Station Area. Over the past decade, the area surrounding the Stadium Station has changed nov dramatically. Many of the Cupples Station buildings were renovated to Stadiu was house hotels, ofce space, and residential units. A new Busch Stadium n 2006. The constructed immediately adjacent to the station and opened in ment and dining complex mplex located locat rst phase of Ballpark Village, an entertainment heduled eduled to open in spring 2014. While immediately north of the stadium, is scheduled Ballpa has been little investment in dense, new development aside from Ballpark Village.
e of the regions strongest attractions, there the station is located next to one
ey characteristics of the Stadium Station Area include inc Some key the following:
The Stadium tadium Station has 40,100 monthly b boardings, which is considered above average ridership for the Metro Metr MetroLink System; The Station ation Area is near nea 18 M MetroBus routes (having 25 stops within er-mile including includin C a quarter-mile Civic Center and the Gateway Transportation nter); Center); on Area has a mean WalkScore of 82; though much of it is highly The Station nect ec disconnected by Interstate 64 on the south; The Station Area is primarily a sports and entertainment destination driven by attendance at St. Louis Cardinals games (and other events) surrounding Busch Stadium throughout the year; The Station Area contains an abundance of under-utilized sites including surface parking lots and vacant sites, especially south of Interstate 64; Many blank structured parking garage walls and vehicular garage entrances disrupt otherwise pedestrian-friendly streets and street connectivity throughout the Station Area; The Station Area includes the Cupples National Historic District, which includes some basic regulation of building character and quality through the Secretary of the Interiors guidelines.
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PHOTOGRAPH OF 2ND STREET IN LACLEDES LANDING PHOTOGRAPH OF BALLPARK VILLAGE UNDER CONSTRUCTION
ARCH-LACLEDES STATION AREA PLAN 2043 20

ARCH-LACLEDES EDES STATION AREA PLAN LAN AN SUMMARY
Perhaps one of the most important tant assets of this area and particular icular only to this his MetroLink Metro Station tion on the ouri i side, Missouri this area rea ea offers the unique possibility of establishing a new riverfront living district in Downtown Saint Louis.
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dis district.
The e Arch-Lacledes edes Station Area Plan was wa conceiv conceived in order to establish a singular, united d mixed-use district along the Saint Louis riverfront, which will connect the Jefferson National Expan Expansion Memorial & Gateway Arch to the Lacledes Landing National Hi Histo Historic District and Lumire Place. By focusing inll development around e existing assets within the Landing area and taking advantage of unde underunder-utilized areas to the north, a singular district can be established that will foster the addition of new businesses into the area while simultaneous taneously transforming a majority of the area into a unique, riverfront living
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Within this strategy, the Station Area Plan proposes to fortify the connections between the Central Business District and Columbus Square by strengthening both pedestrian and vehicular connections underneath and through Interstate 70. This action will build on the work of CityArchRiver 2015 and feed on the energy established by the westward march of Washington Avenue through the MX District. By reinforcing this relationship to Downtown and facilitating a greater level of access for pedestrians and cyclists, the perceptions of the area will be transformed, and a new identity will be borne. When combined with the proximity to the Gateway Arch grounds and St. Louis Riverfront Trail access, the opportunity to build new open spaces as a neighborhood framework is a realistic possibility. Imagine living in an area where the Jefferson National Expansion Memorial was your dog park. This unique positioning to Downtown Saint Louis and the riverfront further builds the argument that this station area is the foremost opportunity in the region for a new riverfront neighborhood. The images on the following pages briey summarize the Station Area Plan.
ARCH-LACLEDES LE STATION AREA PLAN

LEGEND
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Retail: 150,000 S.F. Ofce: 250,000 S.F. Hotels: None
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Proposed Development Program: Residential: 1000 Units (1,000 S.F./Unit)
NEW MIXED-USE DEVELOPMENT NEW RESIDENTIAL DEVELOPMENT NEW STOREFRONT RETAIL NEW PARKING GARAGE NEW SIGNATURE INTERSECTION NEW CROSSWALKS NEW MIXED-USE TRAIL NEW BIKE LANES NEW OPEN SPACE NEW PLAZA | PUBLIC SPACE RIVERFRONT | FUTURE PARKS EXISTING BUILDINGS RENOVATION OF EXISTING BUILDING FUTURE DEVELOPMENT
Structured Parking: 1,500 Spaces (South of Biddle Street) Parks & Plazas 300,000 S.F. Building Heights: 3 - 8 Stories (See Code for Range)
ARCH-LACLEDES STATION AREA PLAN 2043
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STADIUM STATION AREA PLAN 2043 20

STADIUM STATION TATION AREA PLAN LAN AN SUMMARY
When all of these areas s are filled out, out the he character aracter and identity ntity y of the Stadiu Stadium Sta oLink ink Stat MetroLink Station, and the first st e experience of the rider, will be transformed from vacancy and surface parking to an active, vibrant transit oriented district
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residents and hotel guests. vibrancy of Busch Stadium.
The e Stadium Station Area Plan was conceived conc in order to seam the historic buildings of the he Cupples Complex and the new developments in Ballpark Village into a singular, cohesive mixe mixed-use district which will frame Busch Stadium and reinvent the entr entryw entryways into this area of Downtown Saint Louis. Furthermore, the plan plac place places a signicant importance on the immediate station area and the rst i im impressions that the rider experiences when arriving to the Station Area. By focusing the transformation of the immediate station area with new development and streetscape improvements, this area can reach th the full aspirations and goals of the transit oriented district. Firstly, by conguring some of the infrastructure related to Interstate 64, the Station Area can take advantage of new opportunities for development and build on the existing assets of the Cupples Historic Complex. Inlling this area will insert a critical mass of residents that balance the mix of uses with the existing ofces and other hotels adjacent to the area. Forming the northern
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portion of the Station Area, the Ballpark Village site offers the unique opportunity to build an ofce, retail, and residential district near Busch Stadium. In what amounts to essentially a blank slate, the character of this development can build from the identity of the stadium while establishing a new character dened by walkable scaled blocks for workers and great views of the game for
When all of these areas are lled out, the character and identity of the Stadium MetroLink Station, and the rst experience of the rider, will be transformed from vacancy and surface parking to an active, vibrant transit oriented district that is built around the character of the Cupples Historic Complex and the
STADIUM STATION TA AREA PLAN

LEGEND
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Retail: 250,000 S.F. Ofce: 650,000 S.F.
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NEW MIXED-USE DEVELOPMENT NEW RESIDENTIAL DEVELOPMENT NEW OFFICE DEVELOPMENT NEW STOREFRONT RETAIL NEW HOTEL DEVELOPMENT NEW PARKING GARAGE NEW SIGNATURE INTERSECTION NEW CROSSWALKS NEW BIKE LANES NEW OPEN SPACE NEW PLAZA | PUBLIC SPACE EXISTING BUILDINGS FACADE IMPROVEMENTS FUTURE DEVELOPMENT POSSIBLE STREET CONNECTIONS POSSIBLE MIXED-USE TRAIL
Hotels: (1) Total (600,000 S.F. estimated) Structured Parking: 0 Spaces Parks & Plazas: 35,000 S.F. Building Heights: 3 - 10 Stories (See BES for Range)
STADIUM STATION AREA PLAN 2043
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IMPLEMENTATION SUMMARY
OVERALL DEVELOPMENT CONSIDERATIONS Successful implementaton of all the Station Area Plans will require taking the Plans on the road. The City of Saint Louis should make presentations to and have conversations with partner organizations, public and private, including state develprofessional associations that represent components of the real estate ealtors, American Amer Am opment industry (e.g., Urban Land Institute, Board of Realtors, tion, on, Associated Associa Gener Institute of Architects, American Planning Association, General PROPOSED VIEW OF SECOND STREET are presentation entation materials ma Contractors, and so on). The City should prepare along ed further below) and should shoul schedule with ideas for implementation (discussed en n as, possible. A result of this widespread w meetings as soon as, and as often uld, be creation of appropriate partnerships partnersh policy recognition will, and should, to h plan. Almost certainly, the City and Metro implement prioritized parts of each ners ers around both stations. should be partners
A result lt t of this widespread espread policy recognition ecognition ition will, a and should, uld, be creation creatio propriate opriate of appropriate partnerships rsh to rshi implement prioritized parts of each plan. Almost certainly, the City and Metro should be partners around both stations.
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commence in October 2013:
e City and Metro can take it upon themselves them to initiate formal partnership The discussions with ith others and to draft memora memor memoranda of understanding that will lead, as soon as possible, to formal dev deve development agreements and/or requests for proposals to developers an and m master developers.
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Especially for the Ci City and Metro, each should identify resources that will be offered to t the prioritized redevelopment projects. Money, access to and prepara preparati preparation of applications for various governmental and foundations grants, inc incentive programs and their creation/management, fast-track permitting, political advocacy, staff support and expedited reviews, etc., should all be offered as part of a package to entice the private market and land owners to move quickly toward plan implementation. ARCH-LACLEDES STATION AREA IMPLEMENTATION ACTION ITEMS While the Landing was redeveloped in the 1980s to much fanfare, the area has declined over the past decade. The development of Lumire Place Casino and Hotels has not brought a substantial increase in visitors to the area. Despite more recent positive trends, the MetroLink station has not yielded that dense, mixed-use development that would encourage increased use of transit and create a truly urban atmosphere. While some issues are beyond the Citys control, the City can play a key role in cleaning up the Landing and providing for future development in the area. We recommend that the following activities
1. 2.
3.
4.
5.
Focus initial efforts on achieving the market-supported development recommended in the BAE report; Work with the Metropolitan Police Department and business owners to curb violence or other undesirable activities. Similar to the recent issues on Washington Avenue, the City must show an immediate concerted effort to clean up the area. Police or other security should be visible at all times of day both in the Landing and at parking lots along Leonor K. Sullivan Boulevard. Bar or restaurant owners especially those with 3 a.m. liquor licensesmust be made responsible for violence or other issues with their patrons at closing; SLDC, the City Streets Department, MoDOT, and any other willing participant must invest in improving the pedestrian experience to the Landing from downtown. While the proposed infrastructure changes will reorient streets and provide better vehicular activity, it is crucial that serious consideration is given to lighting, noise reduction, and waynding to enhance the sense of safety at the front door to the Landing; While the National Parks Service has yet to make a decision regarding dedicated parking for the Gateway Arch grounds, the Lawrence wrence enc Group and Drury Hotels has proposed to construct a substantial bstantial al mixed-use mix building at the front door to the Landing. This represents a major new investment in the heart of the Landing, and d the City must nd way ways to support the project; While the CID and the business association ssociation ociation are a good start, there must mus be a dedicated group focused d on n the long-term vision for the Landing.
PHOTOGRAPH OF MORGAN STREET CONSTRUCTION
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PHOTOGRAPH OF STADIUM STATON PHOTOGRAPH OF BALLPARK VILLAGE UNDER CONSTRUCTION
STADIUM STATION AREA REA IMPLEMENTATION NTATION ACTION ITEMS Much of the e identi dentied redevelopment to occur in or around the Stadium Station will be however, certain e completed as part of the Ballpark Village development; de develop key addressed by the City to ensure ey issues s remain in the area and must be add that t future phases of Ballpark Village and other developments will occur in the future. beyond the Citys control, the City can play a e. While e some issues a are bey key role in the area. We recommend that the following e in kick-starting ck-starting activity activit act activities commence mence in October 2013: 1. 2. Focus initial efforts on achieving the market-supported development recommended in the BAE report; Discuss possible development or joint venture opportunities with the owners of the parking lot to the south of the Tums Building. Secure property if possible; SLDC must offer ongoing support for the Ballpark Village development.
3.
ARCH-LACLEDES STATION AREA PLAN ESTIMATED FUNDING GAP & FINANCIAL RETURN DEVELOPMENT COST $293.4 M DEVELOPMENT VALUE $197.2 M FUNDING GAP $96.2 M AVAILABLE PUBLIC SUBSIDY $59.8 M RETURN WITHOUT GAP FINANCING 7.4% RETURN WITH GAP FINANCING 10.8% LAND RESIDUAL VALUE @ 15% $27.2 M LAND RESIDUAL VALUE @ 20% $36.2 M
SUMMARY OF FUNDING CHALLENGES & STRATEGIES At this time, the City of Saint Louis has an array of development tools to help offset some costs. Tax Increment Financing, a tool that allows a developer to collect incremental real property and economic activity tax revenue, is a popular way to nance property acquisition, infrastructure improvements, and renovation costs in the city. Other tools, such as Community Improvement Districts, allow for a developer to generate funds for area amenities or other sh sho programs. Gap nancing can come from private sources as well. It should be at. Other potential po pote noted that competition for these limited resources is great. unity, Community-Based Community-Bas Comm sources of gap nancing include: the Business Community, ns, and nd Philanthropic Philanthro Organizations, Developers, Financial Institutions, Organids s property redevelopment, redevelopme the City zations. In addition to tools geared towards usiness siness owners in the form of grants, tax offers some assistance to small business ed programs. In order to entice businesses busine credits, and other specialized into toward towar the each station area, it is critical that these programs be marketed towards unity. business community.
STADIUM STATION AREA PLAN ESTIMATED FUNDING GAP AP & FINANCIAL RETURNS NS DEVELOPMENT ENT T COST $514.6 M DEVELOPMENT DE LOPMENT VALUE $ $422.3 M FUN NDING GAP $92.3 3M
AVAILAB ABLE PUBLIC SUBSIDY Y $145.0 M RETURN WITHOUT GAP FINANCING 5.8% RETURN WITH GAP FINANCING 6.7% LAND RESIDUAL VALUE @ 15% $70.9 M LAND RESIDUAL VALUE @ 20% $94.6 M
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described herein.
cialized Development evelopment Incentives: Specialized
Tax-Exempt mpt Bond Financing: This b bond incentive provides long-term capital nancing ancing for major projec project projects. Chapter 100 Bond Financin Finan Financing: This bond incentive provides long-term capital nancing for ma maj major projects. Chapter 100 Sale Sales Tax Exemption: Used in conjunction with Chapter 100 Bonds, nds, th the Chapter 100 Sales Tax Exemption reduces the costs of purchasi purchasin purchasing non-manufacturing equipment. The Small Business Association 7(a) Loan Guaranty: The SBA provides nancing to small businesses with reasonable terms. New Markets Tax Credits (NMTC): These credits are typically used to attract investments to low-income areas and offer tax credits for a portion of the investment. Typically, NMTC are utilized for large areas of redevelopment to increase return. Historic Tax Credits: Offers tax credits for owners of recognized historic structures.
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SUMMARY OF FORM-BASED CODE RECOMMENDATIONS Both stations half-mile transit sheds also serve as the boundaries of the Station Area Form-Based Districts. Within these areas, a form-based district will apply, as outlined in the Building Envelope Standards recommendations in the Implementation section of this document. Building Envelope Standards regulate the allowable placement of buildings, land uses, and types of buildings, as well as establish requirements for the placement of parking for a given area. The intent of the Building Envelope Standards is to regulate future development to be respectful of height, use, and historic resources. All new development within the Form-Based District will abide by the regulations
PROPOSED DR REGULATING PLAN FOR ARCH-LACLEDES STATION AREA & STADIUM STATION AREA
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LEGEND URBAN GENERAL TYPE 1 (UG1) URBAN GENERAL TYPE 2 (UG2) URBAN GENERAL TYPE 3 (UG3) CAMPUS TYPE 1 (CM1)
In the Arch-Lacledes Station Area Form-Based District, the goal is to concentrate the majority of the commercial activity along 2nd Street and 3rd Street and the majority of residential and neighborhood services along 1st Street, while respecting the historic nature, scale, and form of the Historic Lacledes Landing area. In the Stadium Station Area, the goal is to concentrate the majority of the residential uses within the Cupples Historic Complex, while also allowing a mixed-use area of ofce, residential, and hotels to develop within Ballpark Village and the areas surrounding Busch Stadium. The Regulating Plan, with the recommended Building Envelope Standards to achieve these goals, for both Station Area Plans, is shown above.
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1 | Introduction
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INTRODUCTION
The Arch-Lacledes and Stadium MetroLink stations are two of the most important entertainment and cultural tourism stations in the entire MetroLink system. Both stations are located within and provide service to Downtown Saint Louis, as well as to regional destinations such as Busch Stadium and the Jefferson National Expansion Memorial & Gateway Arch. These stations uis, s, including inc in are just two of the ve stations which serve Downtown Saint Louis, n Avenue / Garment Ga Garm areas such as the Central Business District, the Washington ar District, Columbus Square, and the Cupples Station / Ballpark area. CITY GARDEN IN DOWNTOWN SAINT LOUIS
her r three Downtown stations, statio These two stations, along with the other are all Arch-Laclede Station located within a one mile radius of each other. The Arch-Lacledes he MetroLink system between Missouri Missou and is the rst and last stop on the Je Illinois. To the south, the station offers immediate access to the Jefferson nsion ion Memorial & Gateway Arch. To the north, the station offers National Expansion nt transportation nsportation for the visitors and workers within w convenient the Lacledes nding area, as well as access to the Saint Louis Lou riverfront and Lumire Landing Place. The Stadium tadium Station is immediately adjacent to the new Busch Stadium, and the primary ridership is a attributable to attendees of Cardinals baseball games and a limited a am amount of employees working in the area.
The proximity oximity ximity of these t stations tations ons provides Downtown town Saint L Louis with th excellent xcellent access acc t to portation, rtation, as well transportation, as a framework am to build and establish a critical mass of activity through new living and working districts in Downtown.
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Despite the surrou surround surrounding assets and the 20-year history of MetroLink in Saint Louis, the dev development potential surrounding both of these stations has never been be b realized. Much of the areas surrounding both of these stations con contains an abundance of surface parking lots and vacant sites for new development. While historic assets and key destinations at both stations provide an excellent opportunity to build the character of transit oriented development, there have been limited new developments in either areas. The proximity of these stations provides Downtown Saint Louis with excellent access to transportation, as well as a framework to build and establish a critical mass of activity through new living and working districts in Downtown. The City of Saint Louis, Saint Louis Development Corporation, Metro, and their partners possess a signicant opportunity to establish the Arch-Lacledes and Stadium Station Areas as signicant new living and working districts in Downtown Saint Louis. By targeting specic opportunities and linking existing assets to a community-based vision for downtown development, the leadership can foster a place that supports transit oriented development through the creation of vibrant and active streets and public spaces. The Transit Oriented Development (TOD) Plan for the Arch-Lacledes and Stadium MetroLink Stations is a roadmap for the City of Saint Louis, its partners, and the development community to achieve the development promise of MetroLink light rail
EXISTING STATION AREA CONTEXT PLAN SHOWING DOWNTOWN SAINT LOUIS
PLAN OBJECTIVE
The Transit Oriented Development (TOD) Plan for the Arch-Lacledes and Stadium MetroLink Stations (the Plan) establishes an actionable 30-year plan for new development supported by access to transit. The Plan outlines market-based development programs supported by proforma analysis for the recommended Station Area development. The Plan includes recommended hat t maximize max ma improvements to existing streets, parks, and infrastructure that nagement gement practices. practi pra access to the stations and achieve environmental best management lic c infrastructure infrastruct improv The Plan describes the estimated costs of these public improveCURRENT CONSTRUCTION ON 2ND STREET IN THE LANDING o provide e incentives and aid in ments and outlines available mechanisms to n proposes regulatory tools for the City implementation funding. Finally, the Plan rocess. cess. In total, the Plan sets forth a marketto pursue in the implementation process. ed vision for transit oriented development around a based, community-supported nd Stadium MetroLink stations, and a roadmap for the the Arch-Lacledes and ouis is to make this vision reality. reality City of Saint Louis
The Plan lan n sets forth a market-based, arket-based, communityommunityuni supported pported rted vision ransit nsit ori orie for transit oriented development pm around the Arch-Lacledes and Stadium MetroLink stations, and a roadmap for the City of Saint Louis to make this vision reality.
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AN DEVELOPMENT OPMENT & FUNDING PLAN
This Plan is funded with a portion of t the $4.7 million Sustainable Communities Regional Planning Grant Gran from f the joint U.S. Department of Housing and Urban Development ( (H (HUD)U.S. Department of Transportation (DOT) U.S. Environmenta Environmental Protection Agency (EPA) Partnership for Sustainable Communities. This grant was awarded to and administered by the East-West Gatewa Council of Governments as part of OneSTL (formerly the Regional Gateway Pla Plan for Sustainable Development.) This plan builds upon the existing Saint Louis TOD Framework Plan, which was completed by Design Workshop for the entire MetroLink systems. As a Consortium Partner for OneSTL, the City of Saint Louis is submitting both this Plan and the TOD Framework Plan to East-West Gateway as part of the OneSTL Plan. The Transit Oriented Development Plan for the Arch-Lacledes and Stadium MetroLink Stations is closely aligned with the goals of the HUD-DOT-EPA Partnership for Sustainable Communities Livability Principles. The Principles are to: Provide More Transportation Choices; Promote Equitable, Affordable Housing; Enhance Economic Competitiveness; Support Existing Communities; Coordinate and Leverage Federal Policies and Investment; and Value Communities and Neighborhoods. In order to achieve these principles through actionable implementation initiatives, the Plan is comprised of the following components: 1) economic analysis and development proforma outlining the Station Area development program, projected costs, land values, and development gaps; 2) transportation analysis outlining street, sidewalk, and public space improvements,
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parking, and multi-modal transit access; 3) stormwater and environmental planning analysis outlining performance criteria and green infrastructure best management practices; 4) public improvement cost estimates and funding tools; and 5) a Form-Based District Regulating Plan, Building Envelope Standards, and recommended changes to the City of Saint Louis Strategic Land Use Plan. Strengthening existing neighborhoods and connecting residents to transit is a major component of sustainable neighborhood development and a stated requirement of this Plan. The project Study Area incorporates the 10-minute walk shed (half-mile) for the Arch-Lacledes and Stadium stations. This area extends from approximately one-half block north of Biddle Street to the north h; and to approximately one-half block south of Chouteau Avenue to the south; e-half h block from the Saint Louis riverfront to the east to approximately one-half e to approxia west of 14th Street to the west. Downtown Saint Louis is home on dollars in n both public p mately 14,000 residents, and has seen over $5 billion
r a signicant c and private investment since the early 1990s. These areas offer mobility opportunity for new development which will enhance connectivity, mobility, and access to transit. STRATION PARTNERS & ADMINISTRATION
ing g process is administered by the Saint Louis Development De D The planning Corpo-
on (SLDC). SLDC). SLDC, in partnership with the City C of Saint Louis Planning ration
nd Urban Design Agency, forms the Client Group G and (Client) for the Plan. The ject Team m lead is H3 Studio, Studi performing perform Project project direction, transit oriented opment t planning, and project proj development management. Project Team partner pment t Strategies performs per p Development economic development program analysis ng plan development. deve and funding Bernardin, Lochmueller & Associates (BLA) ansp performs transportation, parking, and connectivity planning and ridership projections. Innis Consulting assists BLA with transit policy and operations recommendations. M3 Engineering Group (M3) develops the civil and environmental engineering recommendations and cost estimates. Finally, and Vector Communications leads public outreach and communication efforts. The Saint Louis Development Corporation (SLDC) is responsible for the project administration. Amy Lampe, Major Project Manager, is in charge as
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project coordinator. The Client Group team consists of Amy Lampe, Catherine Werner (City of Saint Louis Director of Sustainability), and Don Roe (City of Saint Louis Planning and Urban Design Agency Director. The project team held four (4) coordination and review meetings with the Client Group team throughout the course of the planning process for regular guidance and review of materials and work products.
PLANNING PROCESS SCHEDULE Project Kick-Off Meeting

March 13, 2013
PLANNING PROCESS
This Study took place over the course of six months and involved regular interface between the Client Group and the Project Team. In addition, the Project Team met with an assembled Technical Advisory Committee (TAC) and conducted extensive public and stakeholder outreach. These efforts allowed the Project Team to collect a large amount of data and feedback from
Client Group Coordination Meeting 02

April 11, 2013
nd governgo g a wide cross-section of neighborhood residents, institutional and akeholder keholder outreach outre ou mental staff, and community members. The public and stakeholder ons ns of the study stu and have hav initiatives have helped to enrich the recommendations d support ort for the project. pr helped to build a broad base of consensus and
Technical Advisory Committee (TAC) Meeting 01

May 10, 2013
ITTEE TEE (TAC) TECHNICAL ADVISORY COMMITTEE
visory Committee was to provide directed d The purpose of the Technical Advisory he e Planning Team and review of in-progress work, public guidance to the ment materials and initiatives, and public work products. prod engagement The Advisory mmittee was as comprised of representatives representa Committee from key agencies and institutions involved ed in the Plan, including the Lacledes Landing Community Improvement District, the East-West Gateway Council of Governments, Metro, the Board of Public Service, Servic the St. Louis Cardinals, the Partnership Se for Downtown Saint Louis, the Missouri Department of Transportation, local developers, and the t City of Saint Louis. Refer to the Acknowledgements section on pag page 2 for a complete list. The Technical Advisory Committee was identied e by the Client Group, with assistance from the Project Team, to serve as a representative cross-section of project partners and stakeholders for decision-making and feedback. STAKEHOLDER INTERVIEWS Additionally, the Client Group and the Project Team identied 12 key project stakeholders to be interviewed initially as part of the planning process. Stakeholders included business and property owners, local developers, City staff, Alderpersons, institutional representatives, non-governmental organizations, and other interested parties. These stakeholders were invited to speak with the Project Team in one-on-one, condential work sessions. These Stakeholder Interviews were one of multiple key components in shaping the Project Teams understanding of the Station Area, surrounding neighborhoods, and transit use and accessibility. While comments provided by the stakeholders are condential and not attributed to any particular individual, information collected is compiled in the Consensus Issues and Consensus Ideas.
Public Workshop 01
May 23, 2013
Initial Stakeholder Interviews

June 2013
Technica nical ical Advisor Advisory Com Committee mmittee (TAC) M eting 02 Meeting
J June 6, , 2013 201
Clien ent Grou Group Coordination rdination nation M Meeting 03

July 10, , 2013
Additional Stakeholder Interviews

July 2013
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Client Group Coordination Meeting 04

August XX, 2013
In addition to these initial stakeholder interviews, and to be certain that the planning process would reach the maximum amount of vested individuals, Vector Communications conducted an additional set of six individual stakeholder interviews as part of the process. While comments provided by the stakeholders are condential and not attributed to any particular individual, information collected assisted the team to further develop the plan and form a strategy for plan implementation. A full list of all stakeholder interviewees conducted as part of this process is provided in the Appendix of this document. PUBLIC ENGAGEMENT In addition to the regular meetings with the Client Group team and Technical Advisory Committee, the Project Team and Client conducted one Public an deliverWorkshop. The purpose of this Workshop was to present the Plan ndees. s. The Public ables to date and collect input and feedback from the attendees. an with a presentation tation by the in Downtown Saint Louis. The Workshop began elopment opment of the Plan. This presenpresen Project Team outlining the current development utes. es. Following the presentation, attendees tation lasted approximately 45 minutes. esentation. Attendees ndees were encouraged to draw dr the content of the presentation. their k boards, which were collected by the Project Proje Team for ideas on these work d summation. This small group work session about abou lasted 45 minutes review and nds-on with work boards that summarized worked in a small group to work hands-on ce Preparatory ory Academy Acad Workshop was held on May 23, 2013, at Conuence
ncluded with a public report out of key ideas ide from the attendees. and concluded ollowing each Workshop, the Project Team rev re Following reviewed the comments selected d prepared ed summary documents docum th Client. and for the
imize community participation, pa p To maximize Vector Communications conducted a areness ess and outreach campaign. The approach involved a comprepublic awareness
mpai that aimed to touch target audiences at least seven times. mpaig hensive campaign These exposures occurred through: social media marketing, direct mail, posters, phone calls, media relations, email marketing, online calendar posts, and personal stakeholder invitations during interviews. A full report on the public outreach process is provided in the Appendix of this document.
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LIC MEETING PHOTOGRAPH PHOTO PUBLIC PUBLIC MEETING PHOTOGRAPH PUBLIC MEETING PHOTOGRAPH
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2 | Project Background & Context
2 | Project Background & Context | 31
SAINT LOUIS AS A TRANSIT CITY

The historic settlement patterns of Saint Louis have produced an urban morphology that is well suited for walkability and transit. Small blocks and tightly-knit residential neighborhoods are punctuated with numerous parks and street-corner commercial districts distributed evenly throughout the City. Over the past century, the Citys street grid has evolved with the introduction of ese e changes, cha ch boulevards, streetcar lines, and interstate highways. Despite these t Louis region. region the City has remained a nexus of transit in the larger Saint f Saint Louis early development d Once the countrys fourth largest city, much of IMAGE OF HISTORIC SAINT LOUIS orms of early transit. For Fo decades, and intensity was tied to the various forms borhoods orhoods ourished as traditional traditiona streetcar the Citys many distinctive neighborhoods uted to jobs Downtown or in the northside indusindus suburbs. Residents commuted re mostly otherwise erwise able to accommodate their everyday ev trial districts, they were ome. While the last streetcar in the Saint Louis region r needs close to home. ceased n in 1966, 966, today the City of Saint Louis is ready to re-embrace transit operation ented development opment to support connectivity connecti oriented of all residents to jobs, homes, shopping, and parks. THE POSITIVE IMPACTS OF TR TRANSIT ORIENTED DEVELOPMENT In 1993, Metro beg began operating MetroLink, the regions rst light rail system. Despite 20 ye yea years of service, MetroLink stations have not delivered on the promise of transit oriented development. Nevertheless, many of the neighbo borhoods retain a tight-knit residential base, and shifting demographic trends have resulted in new demand for these communities. The City must now capitalize on this momentum to foster new development and sustainable infrastructure to support these communities as they strive to grow and prosper.
Total l trackage ackage i in 1881 was 119.6 19.6 9.6 miles; the companies owned 2,280 horses and mules and 496 cars, employed more than a thousand workers, and carried 19.6 million passengers.
James Neal Primm Lion of the Valley
Transit oriented development is characterized by a variety of uses (residential, retail, ofce, and commercial) in mixed-use buildings with sidewalk or storefront access. TOD also supports increased density with multi-story buildings. Transit oriented development capitalizes on access to transit and the increased land value and greater numbers of pedestrians walking to the transit station. It most often occurs in cities around light rail transit stations. Rail lines are perceived as a more permanent type of transit infrastructure than bus routes or other rubber wheeled modes of transit. This permanence encourages and facilitates larger investments in development and, in turn, allows for more concentrated, compact, and intense development to occur. Increased development density is more efcient, requiring fewer resources and less infrastructure per capita. This efciency helps to preserve valuable land and resources.
TOD can be attractive when it is part of a complete community...

Because of this efciency, TOD is inherently more sustainable than other types of single-use and auto-dependent development. Transit oriented development has been shown to: Increase land and property values in the Station Area; Improve access to employment for citizens of all income levels; Reduce car trips and greenhouse gas emissions; Reduce costs for infrastructure upkeep and construction; Increase walkability within the transit shed by bringing needed services to the Station Area; Create opportunities for diverse housing at the Station Area and within the transit shed; rvice Assure developers, entrepreneurs, and residents that transit service will be sustained; and esidents, nts, workers, w Create a unique feature within the City to attract residents, and visitors.
A complete community is opportunity-rich; all people have access to quality housing, education, employment opportunities, open space and recreation, retail, places of worship, healthcare, and transportation. This is to encompass the needs for households with children, which may be overlooked verlo rlo in areas around transit plannin nning. ing.
Center for Transit ansit sit oriented Developme Develo Development
TOD AS A TOOL FOR SUSTAINABIITY
as adopted pted a comprehensive, triple-bottom-line The City of Saint Louis has ility planning. The e triple-bottom-line approach acknowlack a approach to sustainability rs of sustainabilityenvironmental stewardship, stewardsh improved edges the three pillars ity, y, and increased economic developmentas equal eq e social equity, in their impact
wing current generations to meet their needs nee on allowing while protecting the
bility of future uture generations to do the same. Furthermore, F ability it recognizes that en taken together, these three thr pillars can c be leveraged to increase positive when
mes on n multiple fronts. This is due to the fact that most sustainability outcomes
es occur cur in the sphere sphe of cities. Regardless of their specic focus, these initiatives ives ves is to increase property values or stimulate economic activity, of the initiatives the tax base may increase enough to fully offset the cost of the initiative or beyond. In addition, an increase in property value improves the investment of individual residents, makes the community more desirable, and may lead to an increase in other investments, both public and private. This has the effect of increasing social equity by improving each individual residents investment in their community and its return. This type of success can be illustrated with the development of public transit
uire some degree of investment of city funds. If one of the effects initiatives require
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COMPLE PLETE COMMUNITIES OMMUNITIES ARE ATT ATTRACTIVE TRACTIVE TO FAMILIES W WITH CHILDREN WHEN THEY OFF OFFER: A sense of community and pl place ace through rough investment in parks, libra libraries and community events; A neighborhood d wh where kids can run and bicycle e on streets through investment in st men streetscape and bicycle and pede pedes edestrian improvements; Transit-accessible schools which are integrated into the community, rather than separate from it; Access to regional amenities such as zoos and large parks; Convenient access to daily shopping such as groceries, clothing, or school supplies; and Access to regional employment opportunities via high-quality transit. THE BENEFITS OF COMPLETE COMMUNITIES FOR FAMILIES ARE BROAD AND INCLUDE: Reduced spending on transportation by owning fewer cars and driving less; Reduced childhood obesity through increased physical activity; Reduced household stress through shorter commute times and more time for family activities; and Improved educational outcomes through access to stable housing and a range of supportive and enriching activities.
and transit oriented development. Through increased efciency, mass transit lowers the per-capita carbon emissions when compared to transportation by car. This has a measurable impact on environmental sustainability. Proximity
HUD-DOT-EPA Partnership for Sustainable Communities Livability Principles

Provide more transportation choices: Develop safe, reliable, and economical transportation choices to decrease household transportation costs, reduce our nations dependence on foreign oil, improve air quality, reduce greenhouse gas emissions, and promote public health. Promote equitable, affordable housing: Expand location- and energy-efcient housing choices for people of all ages, incomes, races, and ethnicities to increase mobility and lower the combined cost of housing and transportation. Enhance economic competitiveness: Improve economic competitiveness through reliable and timely access to employment centers, educational opportunities, services and other basic needs by workers, as well as expanded business access to o markets. Support existing commu mmunities: Target federal funding nding toward existing communitiesth through through strategies like transit sit to oriented, mixed-use mixeddevelop velopment, opment, and land recyclingto recyc inc ease community revitalization increase revitaliza and the efciency of public wo works investments ents and safeguard ru rural la landscapes. pes. Coordinate ordinate te and leverage federal fed policies cies and nd investmen investme investment: Align federal l policies cies and funding to remove barriers arrier to collaboration, leverage funding, f and increase the accountability and effectiveness of all levels of government to plan for future growth, including making smart energy choices such as locally generated renewable energy. Value communities and neighborhoods: Enhance the unique characteristics of all communities by investing in healthy, safe, and walkable neighborhoodsrural, urban, or suburban.
and access to public transit raises property values, which provides a positive economic impact to both the City (through an increased tax base) and individuals (through an increase in real estate value). Regular use of public transit reduces annual transportation costs to households, which increases individual wealth. This increase in wealth can have a positive effect on both e it t enhances enh en individual economic prosperity as well as social equity, because hoose oose to live closer clo individual empowerment within a community. People will choose . This spurs development, d developmen to convenient transit, increasing demand for housing. pport local cal businesses. business creates jobs, and encourages residents to support
on with successful implementation of capital These relationships, in combination eetscape cape and park development, transportation transpo improvement projects (streetscape provements) and ongoing policy, programming, programmin and and accessibility improvements) iatives, atives, support proposed TOD. They cause the economy to partnership initiatives, ulse at transit nodes as residents r continu to invest in their increase its pulse continue operty, community, munity, and social infrastructure. infrastruc property, The character and identity of the area will continue ontinue to grow and ourish, transforming tran it into a destination for friends, family, and visitors, who in turn join in the economy of placemaking.
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tives and studies include:
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CURRENT P PLANNING PL INITIATIVES & STUDIES INITIATIVE

There are a number of existing plans and current planning initiatives in and The around the Arch-Lacledes Station and Stadium Station Study Areas. These existing plans and planning efforts affect the future environment of transit oriented development in the Study Area. The Station Area Planning project coordinates with these plans to the extent possible. Current planning initia-
THE ST. LOUIS TRANSIT ORIENTED DEVELOPMENT (TOD) FRAMEWORK PLAN (2013) Commissioned by East-West Gateway and Metro as part of the $4.7 million OneSTL planning process, the St. Louis TOD Framework Plan establishes a framework for smart growth around existing Metro stations. The Framework Plan establishes station area typologies that are used to classify each MetroLink station based on ridership, population sheds, and adjacent land use patterns. The Framework Plan examines the potential for economic development around each station and provides recommendations for the existing regulatory environment and public and private nancing options.
CITYARCHRIVER 2015 (2015) CityArchRiver 2015 will make the Arch easier and safer for everyone to experience by connecting, invigorating and expanding the parks grounds and museums. There are several components to the project that, together, create a whole that is far greater than the sum of its parts: a safe, accessible, and enjoyable experience for residents and visitors that encompasses the energy of the region, the power of the riverfront, and the calm beauty of an urban national park. In addition to the renovations to the Gateway Arch grounds, the project includes a number of major improvements to the surrounding streets and riverfront area. Construction is expected to begin in 2013, and many of the components will be completed by October 2015. THE CITY OF SAINT LOUIS SUSTAINABILITY PLAN (2013) ely developing ng the Citys C The City of Saint Louis spent two years collaboratively ainable nable City of Saint Louis as being bein stakeholders that they envision a Sustainable on the solid foundation of the Citys neighthese characteristics being built upon tecture and built t environment; a better connection connectio connec borhoods; its rich architecture with es; and nd the talent, innovation, and knowledge of local lo natural resources; industry, ganizations, anizations, and higher educational institutions. The T City-wide plan cultural organizations, udes s hundreds of strategies to advance sustainability sustaina susta includes in the City and can ieve the applicable goals of o the City of o Saint Louis Sustainability Plan. achieve ARK VILLAGE PHA PH BALLPARK PHASE 1.0 (2013 - ONGOING)
ocess, the City learned arned from its rst sustainability plan. During the planning process, ntegrated, egrated, diverse, and a leader. They see vibrant, progressive, prosperous, integrated,
e found at http://www.stlouis-mo.gov/sustainability. http://www.stlouis-mo.gov/sustaina be This Plan is designed to
lage age is a mixed-use retail, entertainment, ofce, and residential Ballpark Village district being developed in partnership by the St. Louis Cardinals and the Cordish Companies. Spanning seven city blocks on the 10-acre site just north of Busch Stadium, Ballpark Village will be the countrys rst fully integrated mixed-use development designed to deliver the excitement and energy of the gameday experience to a new neighborhood outside the stadium walls. Phase 1.0 of Ballpark Village is currently under construction, and completion is expected in 2014.
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ST. LOU LOUIS TOD FRAMEWORK PLAN FRAME
OTHER STUDIES INCLUDE: The Northside Regeneration Project The St. Louis Gateway Mall Master Plan The River Landing Chouteaus Landing The Downtown Streetcar Study The Mercantile Exchange (MX) Retail District Plan Drury Renovations SLU Law School 7th & 8th Street Improvements The Multi-Modal Transportation Study The New Mississippi River Bridge Project Various Downtown Renovations
CONTEXT CONDITIONS
CHARACTER & LOCATION The Arch-Lacledes and Stadium MetroLink Stations are both located within the formal boundaries of Downtown Saint Louis, to the north and south of the Citys core respectively. These stations are two of the ve MetroLink stations re of the th t City which provide transit service for Downtown Saint Louis. The core e entire area, which w is traversed by both the Red and Blue Lines throughout the frequen headways. headway provides Downtown with consistent transit service and frequent PUBLIC ART ALONG THIRD STREET IN LACLEDES LANDING he MetroLink roLink transitions transi Both of these stations are positioned where the from a stem em (in the case of Stadium Stadiu Station) subterranean system to an at-grade system se of Arch-Lacledes Station). In both b or an elevated system (in the case cases, n enclosed, closed, dark underground tunnel to a naturally naturall na the train transitions from an a. Additionally, y, both stations are located near regional r lit, open station area. d unique cultural amenities such as Busch Stadium Stadiu (visited by destinations and e million on fans a year) and the Jefferson Jef E over three National Expansion Memorial ch (visited by over four millio million tourists a year). & Gateway Arch
There are e 25 residents res living and 4,073 employees working within a half-mile walking radius of the Arch-Lacledes Landing MetroLink Station.
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Arch-Laclede Arch-Laclede Arch-Lacledes Station the following pages. Stadium Station following pages:
When combining the specic destinations destinat and attractions offered at each station with the unique eleva elevatio elevational positioning of the stations within the MetroLink system, each sta station area offers a unique character and identity:
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The Arc Arch-Lacledes Station is an elevated single-platform station which ser services Lacledes Landing, the Jefferson National Expansion Memorial & Gateway Arch, and Lumire Place. The station offers great views of the Lacledes Landing National Historic District to the north, which boasts a range of beautiful nineteenth century warehouse and commercial buildings along 1st Street and 2nd Street. This MetroLink stop is the rst and last stop on
the Missouri side of the Mississippi River and is driven primarily by cultural tourism ridership within the Station Area. Further details on this station are on
The Stadium Station is a below-grade, double-sided platform station which serves the Cupples Station complex, Busch Stadium, and the future Ballpark Village development. The station offers convenient access during Saint Louis Cardinals baseball games throughout the year, which is the primary driver of ridership within the Station Area. Further details on this station are on the
EXISTING STATION AREA CONTEXT PLAN SHOWING METROLINK STATIONS & WALKING RADII
LEGEND EXISTING STATIONS QUARTER-MILE WALKING RADIUS HALF-MILE WALKING RADIUS ABOVE-GRADE TRACK AT-GRADE TRACK BELOW-GRADE TRACK
ECONOMIC CONDITIONS
ARCH-LACLEDES STATION AREA The Arch-Lacledes Station is located within the Eads Bridge structure immediately north of the Gateway Arch grounds. To the north of the station, Lacledes Landing features historic warehouse buildings and cobblestone streets. The g. The MissisM Lumire Place Casino is located to the north of Lacledes Landing. anding. Interstate Inters Inte sippi River is located immediately to the east of Lacledes Landing. LEONOR K. SULLIVAN BOULEVARD IN LACLEDES LANDING ding, ing, creates a signica 70, located immediately to the west of Lacledes Landing, cant ntown Saint aint Louis to the west. physical and visual barrier to the rest of Downtown ny of the buildings in Lacledes Landing Lan Approximately 30 years ago, many were ants, s, bars, ofces, and residential units. While Wh the renovated to house restaurants, ment in the region, a perception of violence, vi area thrived initially, new development lems ms have deterred visitors to Lacledes Landing over the past and other problems CityAr sp decade. Over the past few years, CityArchRiver 2015 spearheaded an initive to improve ve the Gateway Arch grounds ground and the neighborhoods immediative ately adjacent to the grounds. Lacledes Land Landing will play a signicant role as a nearby dining and entertainment opti option as well as a location for dedicated parking for the Gateway Arch. Despite the marked d decline of Lacledes Landing in the past, recent announcements show th tha that local developers have a renewed interest in opportunities at Lacledes Landing. One proposed project includes a mixed-use residential Laclede tow tower with both retail and parking garage components. Other developers have expressed a wish to redevelop key buildings into residential multi-family development. The local merchants association has expressed a desire to
Despite spite the marke marked ne of Lacledes Lacle decline Landing ng gi in the past, recent announcements show that local developers have a renewed interest in opportunities at Lacledes Landing.
transition the neighborhood to more residential uses and is actively investigating the creation of a redevelopment corporation to help foster residential development in the area. To begin to redevelop the area, there must be a focus on creating a desirable residential neighborhood. The negative consequences of conicting uses namely 3 a.m. liquor licenses must be minimized or eliminated to attract new residents to the area. Efforts to improve the pedestrian and vehicular access to Lacledes Landing from both Downtown Saint Louis and the Gateway Arch grounds must occur to change the general perception of Lacledes Landing as a dangerous, out-of-the way area. While much of the issues with development in Lacledes Landing relate to existing impressions of the area, there are key opportunities for redevelopment that must be addressed. A redevelopment project that would include residential units, retail, and structured parking has been announced for the
Drury-owned parcel located at 3rd Street and the Eads Bridge. This project would represent the rst signicant investment in Lacledes Landing in many decades and would likely spur additional development. It should be noted, however, that no formal market study was conducted to verify the suggested development programs, though they are consistent with broader urban neighborhood improvements taking place in Ssint Louis and similar cities. STADIUM STATION AREA The Stadium Station is located immediately adjacent to Busch Stadium and the Cupples Station Complex near the southern edge of Downtown Saint Louis. While the station is located near some signicant ofce development, it is primarily used for transportation to and from baseball games in the spring and summer. um Station has changed cha Over the past decade, the area surrounding the Stadium dramatically. Many of the Cupples Station buildings were renovated to o the station and opened in 2006. The constructed immediately adjacent to e, an entertainment and dining complex located rst phase of Ballpark Village, he stadium, is scheduled heduled to open in spring 2014. 201 immediately north of the
ial l units. A new Busch Stadium was wa house hotels, ofce space, and residential
tation is located next to one of the regions strongest stro st While the station attractions, e has as been little investment in dense, new development develop deve there aside from Ballpark illage. Many any large surface parking lots are with Village. within a quarter-mile of the station. erate during the baseb that only operate baseball season. To build on the viability of the
e area to o the south of Interstate Inte 64 c The contains many bars and restaurants
he redevelopment development must mu m area, the focus on signicant, dense, multi-use develmme properties immediately adjacent to the MetroLink line, the Cupples 7 building, and the parking lot immediately east of the ballpark as prime opportunities for development. While the area is well-known as a baseball destination, it is assumed that the opening of Ballpark Village will attract visitors outside of baseball game days. It should be noted, however, that no formal market study was conducted to verify the suggested development programs, though they are consistent with broader urban neighborhood improvements taking place in Saint Louis and similar cities.
quarte opment within a quarter-mile of the station. To that end, we have identied the
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LP LL S IT TE BALLPARK VILLAGE SITE
To build on the viability of the area, the redevelopment must focus on significant, dense, multi-use development within a quarter mile of the station.
CONTEXT CONDITIONS
ARCH-LACLEDES STATION AREA The Arch-Lacledes Station Area is located just north of the Jefferson National Expansion Memorial & Gateway Arch grounds on the Mississippi Riverfront. It is separated from Downtown Saint Louis and the Bottle District area by the iddle Street elevated lanes of Interstate 70 from Eads Bridge on the south to Biddle d vehicular access acc a on the north. The Station Area has limited pedestrian and ne-way street stre grid within with due to the fragmented street network and narrow, one-way 2ND STREET IN LACLEDES LANDING n area slopes lopes down in elevation the Lacledes Landing area. The entire station ough gh a major, elevated north-south nort providing excellent riverfront access, though rail ns of the area from the riverfront. corridor visually separates portions
pproximately 66 acres, which consists primarily of surface s The Station Area is approximately ew key vacant sites, multiple historic buildings, buildings a couple of parking lots, a few , and a major regional casino. casin And though the th area is patterned upscale hotels, h vacancy, the he Lacledes Landing Nation with National Historic District offers the unique historic identity y of the once great Saint Louis riverfront area with cobblestone streets and brick paved sidewalks. This historic character and vacancy, when combined with transit adjacen adjacency and riverfront access, offer a great opportunity to build the residentia residential population in Downtown through transit oriented development.
This Th is historic character charac and nd vacancy, acancy, when combined mbined ned with it adjacen adjacenc transit adjacency and riverfront ont nt access, offer a great opportunity to build the residential population in Downtown through transit oriented development.
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Key Ch Cha Characteristics of the Arch-Lacledes Station Area: The Arch-Lacledes Station has 34,900 monthly boardings, which is considered average ridership for the MetroLink system; quarter-mile; though none are located within the Station Area); The Station Area has a mean WalkScore of 79.5, though it is highly disconnected from Downtown by Interstate 70 on the west; The Station Area is primarily an entertainment and tourism destination, which includes the Jefferson National Expansion Memorial & Gateway Arch, Lacledes Landing, and Lumire Place; The Station Area contains a fair amount of under-utilized sites including surface parking lots and vacant sites, especially north of Lacledes The Station Area includes the Lacledes Landing National Historic District, which includes some basic regulation of building character and quality through the Secretary of the Interiors guidelines; The Station Area contains a number of elevated pedestrian barriers including Interstate 70, and the Eads & MLK Bridges. The Station Area is near 15 MetroBus routes (having 12 stops within a
ZONING
LAND USE
SPECIAL USE DISTRICTS
TOPOGRAPHY
BUILDINGS
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STREETS BUS ROUTES SIDEWALKS
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BLO BLOCKS STREET HIERARCHY AMENITIES
PARKING
ARCH-LACLEDES STATION
CONSENSUS ISSUES
1. Interstate 70 is a major barrier to pedestrian connectivity from the Station Area to Downtown Saint Louis; 2. The elevated single-platform station limits physical connections and pedestrian access to the Station Area via 1st & 2nd Streets; 3. There is limited vehicular access to Lacledes Landing and Lumire Place from Downtown via Lacledes Landing Boulevard, Leonor K. Sullivan Boulevard, and Biddle Street; 4. Lumire Casino is isolated from other developments in the Station Area; 5.
1 4 1 3 8 8
There is an abundance of under-
on utilized sites throughout the Station and vacant sites; 6.
king g lots Area, including surface parking
e The elevated north-south rail line eparates the Station Area visually separates om m the Mississippi Riverfront; Rive from
7.
There is a limited circulation circulati pattern for vehicles icles within the Station Sta Area;
8.
he area a north of Carr Street S The is conered a future development develo deve sidered area;
9.
operty values within the StaHigh property tion Area encourage taller & more dense development;
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5 6 7 7 7 2 3
CONSENSUS ISSUES MAP CONSE

LEGEND
10. The area lacks residential uses and sizeable ofce spaces; 11. The residential and employment densities are well below ideal for transit oriented development; 12. The station is primarily used for tourism & entertainment purposes.
ONE-WAY STREET INTERSTATE 70 (ELEVATED) LIMITED PEDESTRIAN ACCESS LIMITED VEHICULAR ACCESS STATION (ELEVATED) VACANT LOTS SURFACE PARKING LOTS VACANT OFFICE SPACE VACANT COMMERCIAL SPACE VACATED STREET DISTINCT DISTRICT(S) SLOPING AREA RAIL LINE EXISTING BUILDINGS
PROJECT ASSUMPTIONS
1. The Metro facilities at the station will be upgraded and improved, including ADA accessibility; 2. The CityArchRiver 2015 Project will d along be completed as planned, ents nts including incl in with all improvements
5
str the removal of the parking struc-
PROJECT CT ASSUMPTIONS MAP

LEGEND EGEND
EXISTING TING METROLINK STATION STATI CITYARCHRIVER RCHRIVER 2015 IMPRO IMPROVEMENTS CURRENT ENT IMPROVEMENTS TO 2N 2ND STREET AREA IN N NEED OF STRUC STRUCTURED PARKING STRUCTUR EXISTING NG STATION QUARTER-MILE UARTER-MILE ER-MILE WALK WAL WALKING RADIUS F-MILE LE WALK HALF-MILE WALKING RADIUS
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4 1 2
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rial Dr Drive); 3. continue and be completed; 4. Gateway Arch; 5.
e north, streetscape stre im ture on the imovements underneath Interstate provements 70, the improvements to Leonor K. Sullivan llivan Boulevard from the t Arch to Biddle ddle Street, and the removal remo of Washington Avenue (east o of Memo-
The improve improvements to 2nd Street (from Morgan Street to the Eads B Bridge), currently underway, will
There is an anticipated need for
structured parking (with approximately 660 spaces or more) within the Lacledes Landing National Historic District to serve the Jefferson National Expansion Memorial &
The quarter-mile and half-mile walking radii will be modied based on accessibility and concentrations of likely transit users in order to determine the transit shed of the station.
CONTEXT CONDITIONS
STADIUM STATION AREA The Stadium Station is located just to the west of Busch Stadium on 8th Street in the Cupples Station | Ballpark area of Downtown Saint Louis. The MetroLink station offers both eastbound and westbound service. The Station allpark park Village V Area is approximately 62 acres and contains Busch Stadium, Ballpark ny of the associated asso associa (Phase 1 of which is currently under construction), and many ion on of this Station St structured parking garages. The residential population Area is CUPPLES HISTORIC COMPLEX AND THE STADIUM STATION storic Complex, located loc primarily living within the Cupples Station Historic just to adium and Tucker Boulevard. Boul the west of the station between Busch Stadium This istoric warehouse buildings that tha foster its area has a number of renovated historic authentic early Saint Louis rail yard character and identity.
f the station, Interstate 64 acts as both a bound To the south of boundary to devel-
There are re 860 residents living and 8,546 employees working within a half mile walking radius of the Stadium MetroLink Station.
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in th the area. Center);
Downtow Saint Louis. Much M opment and a major entrance to Downtown of the vehicular fc during St. t. Louis Cardinals baseball g games ent traf enters into Downtown at this point from the elevated off-ramps and on-ram on-ramps into the area; thus, the area contains a number of large surface par parking lots utilized during game events. When combined with the adjac adjacen adjacency of Busch Stadium and the Cupples area, the abundance of surface p parking lots offers the opportunity to, both, build on the residential popu popula population of Downtown and to increase the number of workers
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Ke Key Characteristics of the Stadium Station Area: The Stadium Station has 40,100 monthly boardings, which is considered above average ridership for the MetroLink system; The Station Area is near 18 MetroBus routes (having 25 stops within a quarter-mile including Civic Center and the Gateway Transportation The Station Area has a mean WalkScore of 82, though much of it is highly disconnected by Interstate 64 on the south; The Station Area is primarily a sports and entertainment destination driven by attendance at St. Louis Cardinals games (and other events) surrounding Busch Stadium throughout the year; The Station Area contains an abundance of under-utilized sites including surface parking lots and vacant sites, especially south of Interstate 64; Many blank structured parking garage walls and vehicular garage entrances disrupt otherwise pedestrian-friendly streets and street connectivity throughout the Station Area; The Station Area includes the Cupples National Historic District, which includes some basic regulation of building character and quality through the Secretary of the Interiors guidelines.
ZONING
LAND USE
SPECIAL USE DISTRICTS
TOPOGRAPHY
BUILDINGS
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STREETS BUS ROUTES SIDEWALKS
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BLO BLOCKS STREET HIERARCHY AMENITIES
PARKING
STADIUM STATION
CONSENSUS ISSUES
1. Interstate 64 is a major barrier to pedestrian connectivity to all of the areas to the south; 2. There is limited east-west circulation south of Busch Stadium; 3. There are limited north-south pedestrian connections near Busch Stadium; 4. Road infrastructure limits development near Busch Stadium; 5. There is an anticipated need for structured parking; 6. The area lacks residential uses throughout; 7.
The residential and employment densities are well below ideal for transit oriented development;
8.
rily used for The station is primarily gameday). special events (gameday).
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CONSENSUS ISSUES MAP CONSE
LEGEND
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ONE-WAY STREET INTERSTATE 70 (ELEVATED) LIMITED PEDESTRIAN ACCESS LIMITED VEHICULAR ACCESS STATION (ELEVATED) VACANT LOTS SURFACE PARKING LOTS VACANT OFFICE SPACE VACANT COMMERCIAL SPACE VACATED STREET DISTINCT DISTRICT(S) RAIL LINE SLOPING AREA EXISTING BUILDINGS
STADIUM STATION
PROJECT ASSUMPTIONS
2
1.
The Metro facilities at the station will be upgraded and improved, including ADA accessibility;
2.
The CityArchRiver 2015 Project will d along be completed as planned, ts including includ includin the with all improvements ate e 70, the re-routing re-r re-rout lid over Interstate
1 4
PROJECT CT ASSUMPTIONS MAP

LEGEND EGEND
EXISTING TING METROLINK STATION STATI CITYARCHRIVER RCHRIVER 2015 IMPRO IMPROVEMENTS BALLPARK ARK VILLAGE PHASE 1.0 BALLPARK ARK VILLAGE SITE IMPR IMPROVEMENTS CUPPLES ES BUILDING #9 EXISTING XISTING G STATION ARTER-MILE R-MILE W QUARTER-MILE WALKING RADIUS HALF-MILE -MILE MILE WALKING W RADIUS
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Kien Kiener Plaza; 3. Street and Clark Avenue; 4. be demolished in the near future; 5.
om Memoria Memorial Drive ont of trafc from onto h Street, and the impro improvements to 4th
The e rst phase of Ballpa Ballpark Village will l be completed, as planned planne and is under construction t today. This also involves the remainder of the Ballpark Villa Village site improvements whic includes the removal of the which f former International Bowling Museum and Hall of Fame, and the vacation of 8th Street between Walnut
The Cupples 7 building in the Cupples Station Historic Complex will
The quarter-mile and half-mile walking radii will be modied based on accessibility and concentrations of likely transit users in order to determine the transit shed of the station.
TRANSIT SHEDS
As there are ve MetroLink Stations which service Downtown Saint Louis, the Arch-Lacledes Station and Stadium Station will compete with the others for increased ridership generated by transit oriented development. The other three stations servicing Downtown Saint Louis include the Civic Center Station (located near the Scottrade Center), and the 8th & Pine and Convention ness ss District). Di D Center Stations (both located within the core of the Central Business orth rth of the Edward Edw E As an example, a resident living or employee working north ation, tion, rather than t crossin Jones Dome will likely use the Convention Center Station, crossing EXISTING ENTRANCE TO STADIUM STATION ledes Station. Similarly, Simi underneath Interstate 70 to use the Arch-Lacledes a rider ulevard is much more likely like to utilize that is living or working west of Tucker Boulevard tionships onships between the stations can ca play can the Civic Center Station. The relationships on of the transit shed. sh important role in the denition
ng factor is the walking radii of the Metro Station. As a general Another dening
Capture ure rates a are primarily rily ily a function of distance from the proposed station, but they are also influenced by connectivity, safety & quality of the walking environment.
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for each particular station.
umb, the maximum distance that tha a person is likely lik rule of thumb, to walk in order s approximately one half of a mile; w to use transit is while the ideal distance is course these distances are not usually more around one-quarter of a mile. Of course, dened as the crow ies or in a beelin beeline but, rather, are based on the varia-
disper tions in these distances dispersed through the street grid and compound with t urban environment. For example, areas without other factors at play within the area of great vacancy and surface parking can be a great a street lighting or areas wa deterrent to walkability; if people do not feel comfortable on the street, they will ano an seek another means of transportation or an alternate route. Also given that all tra transit stations are surrounded by different geographic conditions, pedestrian barriers, and transportation amenities, these distances will vary based on the unique conditions and challenges within each individual Station Area. Proximity to the station and its particular challenges also assist the team in dening the capture rates for the Station Area. Capture rates are dened as the
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level (or percentage) of expected workers and residents which would choose to utilize the station to access transit. These rates may vary based on the form of transportation, density of the surrounding areas, and ease of access to the station. The quarter-mile and half-mile transit sheds and capture rates (which are described for both station areas in further detail on the following pages) have been modied based on the unique accessibility and access challenges
EXISTING STATION AREA CONTEXT PLAN SHOWING TRANSIT SHEDS
LEGEND EXISTING STATIONS QUARTER-MILE TRANSIT SHED HALF-MILE TRANSIT SHED
Quarter Mile Transit Shed Characteristics: Heavily inuenced by the existing street layout and pedestrian conditions and barriers (For instance, Interstate 70 is a pedestrian barrier to the west); Partially inuenced by the proximity to the Convention Center MetroLink Station (to the west); Higher transit capture rate relative to surrounding area; Population within the transit shed is approximately 25 persons; Employment within the transit shed is approximately 3,990 jobs; Use Mix for the transit shed is approximately 160; The transit Catchment Rate for the quarter-mile transit shed is 15%.
TRANSIT SHED
Half Mile Transit Shed Characteristics:
nsit capThis area has a lower transit sit shed;
arter-mile trannture rate than the quarter-mile
f-mile mile transit shed is about The half-mile he farthest distance a person p will the walk to o a MetroLink station; statio
Population tion within the transit tran shed is pproximately mately 25 persons person (which (w approximately is e as the quarte quart the same quarter-mile);
oyment ment within w Employment the transit shed is approximately 4,073 jobs (which is nearly the same as the quartermile);
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TRANSIT SHED MAP TRANS
LEGEND
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EXISTING STATION QUARTER MILE TRANSIT SHED HALF MILE TRANSIT SHED
Use Mix for the transit shed is approximately 163 (which is slightly greater than the quarter-mile).
The transit catchment rate for the half-mile transit shed is 10%.
Quarter Mile Transit Shed Characteristics: Heavily inuenced by the existing street layout and pedestrian conditions and barriers (For instance, Interstate 64 is a pedestrian barrier to the south). Partially inuenced by the proximity to the Convention Center MetroLink Station (to the north). Higher transit capture rate relative to surrounding area. n the he transit shed s she is Population within tely ely 852 persons. pers approximately mployment t within the transit shed Employment is approximately 6,022 jo jobs.
STADIUM STATION
TRANSIT SHED
TRANSIT T SHED MAP

LEGEND EGEND
EXISTING TING STATION S QUARTER TER MILE TRANSIT SHED SH HALF MILE TRANSIT SHED
R D
F A
sit shed. mile).
Use e Mix for the transit shed sh is approximately oxi 7. The transit Catchment Rate for the quarter-mile trans transit shed is 15%.
Half M Mile Transit Shed C Ch Characteristics: This area has a lower transit capture rate than the quarter-mile tran-
The half-mile transit shed is about the farthest distance a person will walk to a MetroLink station. Population within the transit shed is approximately 860 persons (which is the same as the quarter-mile).
Employment within the transit shed is approximately 8,546 jobs (which is nearly the same as the quarter-
Use Mix for the transit shed is approximately 10 (which is slightly greater than the quarter-mile). The transit catchment rate for the half-mile transit shed is 10%.
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3 | Station Area Plan
3 | Station Area Plan | 53
ARCH-LACLEDES STATION AREA PLAN

The Arch-Lacledes Station Area Plan establishes a singular, united mixed-use district along the Saint Louis riverfront which will connect the Jefferson National Expansion Memorial & Gateway Arch to the Lacledes Landing National Historic District and Lumire Place. By focusing inll development around existing assets within the Landing area and taking advantages of ablishe blish under-utilized areas to the north, a singular district can be established that hile le simultaneously simultaneo simultan will foster the addition of new businesses into the area while verfront rfront living district. transforming a majority of the area into a unique, riverfront PHOTOGRAPH OF SIGNAGE IN LACLEDES LANDING
an n proposes to fortify the connections c Within this strategy, the Station Area Plan trict ct and Columbus Square by strengthening stre between the Central Business District lar connections underneath and through Interstate Interstat Inte both pedestrian and vehicular uild on the work ork of CityArchRiver 2015 and feed on the 70. This action will build shed ed by the westward march of Washington Avenue Ave Av energy established through t. By reinforcing this relationship relatio to Downto the MX District. Downtown and facilitating a cyclis a greater level of access for pedestrians and cyclists, the perceptions of the area will be transformed, ansformed, and a new identity w will be born.
Perhaps one of the most important tant assets of this area, and particular icular only to this his MetroLink Metro Station tion on the ouri i side, Missouri is the unique un uni possibility of establishing a new riverfront living district in Downtown Saint Louis.
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Perhaps one of the most impo importa important assets of this area, and particular only to this MetroLink Station on th the Missouri side, is the unique possibility of establishing a new river riverfro riverfront living district in Downtown Saint Louis. The doublesided station with w two entrances provides the mechanism to establish one type of c character along 1st Street and another along 2nd Street. The new res residential area with neighborhood services should be established along 1st Street, where vacancy and under-utilized lots are abundant, and where the topography will allow for the staggering of building heights to create tremendous views of the Mississippi River. Conversely, 2nd Street is an active retail and entertainment street today, and this Plan proposes to build on that character by inlling and strengthening the vibrancy of the street. The adjacency of the streets will allow for the mixing of uses within the area, while also allowing each street to develop its own particular character. As discussed in greater detail in the Development Framework Plan, open space and the connectivity of the street network plays a great role in the future of the Station Area. When combined with the proximity to the Gateway Arch grounds and riverfront trail access, the opportunity to build new open spaces as a neighborhood framework is a realistic possibility. Imagine living in an area where the Jefferson National Expansion Memorial was your dog park. This unique positioning to Downtown Saint Louis and the riverfront further builds the argument that this station area is the foremost opportunity in the region for a new riverfront neighborhood.
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LEGEND
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Retail: 150,000 S.F. Ofce: 250,000 S.F. Hotels: None
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Structured Parking: 1,500 Spaces (South of Biddle Street) Parks & Plazas 300,000 S.F. Building Heights: 3 - 8 Stories (See Code for Range)
AERIAL PERSPECTIVE VIEW OF THE ARCH-LACLEDES STATION AREA (LOOKING NORTHWEST)
EXISTING VIEW
D
PROPOSED VIEW
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AERIAL PERSPECTIVE VIEW OF THE ARCH-LACLEDES STATION AREA (LOOKING SOUTHEAST)
EXISTING VIEW
D
PROPOSED VIEW
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ARCH-LACLEDES STATION DEVELOPMENT FRAMEWORK PLAN

The Development Framework for the Arch-Lacledes Station Area aims to stitch the distinct parts of the Station Area into a singular, riverfront district by using new public spaces, street improvements, and strategically positioned developments. By integrating the new residential developments and the sissippi ssipp River, topography of the area with the unique views offered by the Mississippi ving experiences, experien experi this area can position itself within a new market for quality living nt. t. In a sense, sens the develdeve not offered by any other location along the riverfront. PHOTOGRAPH OF THE SAINT LOUIS RIVERFRONT age and build bu upon the opment strategy of the Station Area Plan is to leverage he Mississippi River. R oldest asset in the Saint Louis region, the
OWNTOWN SAINT SA LOUIS: By strength strengthenin SEAM THE DISTRICT TO DOWNTOWN strengthening ycle, and vehicular icular connections across Interstate Interstat 70 at both pedestrian, bicycle, nvention vention Plaza, and Washington Avenue, the area are will become Carr Street, Convention cessible, le, more easily navigable, and better connected conne more accessible, to the vibrant as of Downtown town Saint Sa Louis. areas
In a sense, se, the development pme m strategy of the Station Area Plan is to leverage and build upon the oldest asset in the Saint Louis region, the Mississippi River.
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Louis riverfront. Area.
INFILL THE LACLEDES LANDING A AREA: By using under-utilized surface parking lots, strategically pla placin placing structured parking garages, and taking advantage of specic oppo opportunity sites, the area can be inlled to its fullest
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wil transform tr potential, which will perceptions of the area while offering new views t Saint Louis riverfront. and access to the ES ESTABLISH A NEW RESIDENTIAL AREA: By establishing a new residential area (between Lumire Place and the riverfront) anchored around public spaces along 1st Street, a new neighborhood center will be established that will strengthen the existing relationships between Lumire Place and the Saint
FOSTER A NORTH-SOUTH RELATIONSHIP: By utilizing the spaces underneath the Martin Luther King Bridge for open spaces and safe, pedestrian connections; the Lacledes Landing area and proposed residential area can be joined into a singular riverfront living district with unequalled access to the riverfront and open space amenities. GROW THE SAINT LOUIS RIVERFRONT: By expanding the open space and trails network north along the Saint Louis riverfront, the CityArchRiver 2015 improvements will be a signicant armature for new development. No other MetroLink Station offers this as a possibility. Leveraging the efforts underway will be critical to redening the perceptions and marketability of the Station
ARCH-LACLEDES LE STATION DEVELOPMENT FRAMEWORK PLAN

LEGEND
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MAJOR PEDESTRIAN CONNECTION SAFE BICYCLE & PEDESTRIAN CROSSINGS SIGNIFICANT FRONTAGE PRIMARILY RESIDENTIAL STREET PRIMARILY RETAIL / ENTERTAINMENT STREET MAJOR VEHICULAR CIRCULATION LOOP SECONDARY VEHICULAR CIRCULATION LOOP PARKS & OPEN SPACE FRAMEWORK MAJOR OPEN SPACE CONNECTION RIVERFRONT VIEWS UNITED RIVERFRONT DISTRICT FUTURE DEVELOPMENT AREA
URBAN DESIGN & PLANNING

The following urban design and planning strategies dene the Station Area Plan for the Arch-Lacledes MetroLink Station: INCREASED INTENSITIES OF RESIDENTS AND EMPLOYEES: The Station Area Plan should increase ridership by adding a critical mass of new nd redevelre r residents within the area associated with the new developments and m opments along 1st Street. Increases in workers would be minimal and more nd retail spaces sp on 2n associated with the renovations of existing ofces and 2nd PHOTOGRAPH OF 2ND STREET IN LACLEDES LANDING g. Street and throughout the Historic area of the Landing.
RAIN, DIVERSE BLEND OF LAN LAND-USES: USE MIX REFLECTING A FINE GRAIN, ould focus primarily on the addition of new and The Station Area Plan should l units (minimum mum of 1000) into the area, while offering o renovated residential
Fine Grain & Diversity Use Mix Reflecting a Fin
d renovated ofce (250,000K S.F.) and retail (1 some new and (150,000 S.F.)
Intensities of Residents dents & Employees
sirable rable Features Other Highly Desirable
gy Parking Strategy
Connectivity
D
+++++ +++++ +++++
rm & Quali Quality Urban Form
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M & QUALITY: QUAL URBAN FORM
t spaces. ces. See implementation for fo further details. storefront
The Station Area Plan should build from the existing character of the Lacledes intro in Landing Historic District by introducing compatible new development with for a range of heights and forms structured to leverage the view sheds to the Fu Mississippi River. Furthermore, the Station Area Plan should build on the a clarity of the Lacledes Landing Historic District by utilizing image-ability and building types and material qualities compatible with the characteristics of the early nineteenth century brick structures, streets, and public spaces. This approach will establish a coherent riverfront district with strong branding, unique character, and a comfortable sense of place. CONNECTIVITY: The Station Area Plan should increase vehicular and pedestrian connectivity between the Landing Area and Downtown Saint Louis, as well as provide a new greater level of connectivity for bicycles and pedestrians to the riverfront from the district. Access and circulation should be coordinated with parking structures and surface parking areas in order to provide for efciency and intelligible circulation through the district. PARKING STRATEGY: The Station Area Plan should allocate structured parking areas close to Interstate 70 in order to allow areas along the riverfront to be utilized for higher and best uses, such as residential. Surface parking lots should be minimized, and additional on-street parking should be increased where possible, including along Leonor K. Sullivan Boulevard. Additionally, individual developments that can utilize the topography to conceal underground parking should do so when possible and ensure that entrances and exits are located along side streets.
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+++++
+++++
+++++
PERSPECTIVE VIEW OF THE WASHINGTON AVENUE CONNECTION TO LACLEDES LANDING
EXISTING VIEW
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PROPOSED VIEW
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CROSS-SECTION OF 2ND STREET (BETWEEN LUCAS AVENUE & THE EADS BRIDGE)
WEST EAST
EXISTING CROSS-SECTION
A
NEW RESIDENTIAL TOWER WITH UNDERGROUND PARKING GARAGE AGE & LINER RETAIL ON 1ST STREET & 3RD STREET
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RENOVATED RESIDENTIAL BUILDING EAST
PROPOSED CROSS-SECTION
WEST
CROSS-SECTION OF LACLEDES LANDING BOULEVARD (BETWEEN 1ST & 2ND STREET)

SOUTH NORTH
A
URBAN GARDEN | PARK SPACE
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NEW RESIDENTIAL BUILDING WITH SURFACE PARKING IN THE REAR NORTH
SOUTH
CROSS-SECTION OF LUCAS AVENUE (BETWEEN 1ST & 2ND STREET)

SOUTH NORTH
A
NEW RESIDENTIAL BUILDING WITH SETBACKS
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RENOVATED RESIDENTIAL BUILDING NORTH
SOUTH
CROSS-SECTION OF 1ST STREET (BETWEEN LACLEDES LANDING BOULEVARD & CARR STREET)
EAST WEST
A
NEW RESIDENTIAL BUILDING WITH UNDERGROUND PARKING AND EXTERIOR COMMON SPACES
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NEW RESIDENTIAL BUILDING WITH STRUCTURED PARKING GARAGE STRUCTURED PARKING GARAGE WEST
EAST
TRANSPORTATION CONNECTIVITY IMPROVEMENTS

1. Re-open Lucas Avenue between 2nd Street and 3rd Street to allow for vehicular and pedestrian circulation into Lacledes Landing; 2. Complete the street and streetscape improvements on 2nd Street which are currently underway; 3. Establish a clear circulation route on Lucas Avenue, into Lacledes Landing, and out onto Morgan Street; 4. Complete upgrades and improvements to 1st Street between Lacledes Landing Boulevard and Carr Street in order to assist in establishing a new residential area; 5. Complete pedestrian and vehicular improvements on Carr Street to further connect Lumire Place to Downtown Saint Louis and provide easy access and circulation to parking areas to the north; 6. Recongure the short street to open up space for new development and form vibrant public spaces to connect Lumire Place to the riverfront;
7. Complete improvements to Leonor K. Sullivan Boulevard as part of the walk lk CityArchRiver 2015 Project, including a new mixed-use trail and sidewalk and roadway improvements.
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7 6 4 3 1 2 3
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TRANSPORTATION CONNECTIVITY IMPROVEMENTS PLAN
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CROSS-SECTION OF NORTH 1ST STREET (BETWEEN LUCAS AVENUE & MORGAN STREET)
EAST WEST
A
NEW RESIDENTIAL BUILDING WITH UNDERGROUND PARKING
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RENOVATED BUILDING WEST
EAST
PERSPECTIVE VIEW OF 2ND STREET METRO CONNECTION
EXISTING VIEW
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PROPOSED VIEW
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PEDESTRIAN & BICYCLE ACCESS, SAFETY & CONNECTIVITY

1. Improve the conditions along 3rd Street north of Eads Bridge by supporting the recommendations of the Multi-Modal Transportation Study and the improvements as part of the CityArchRiver 2015 Project; 2. Develop a dedicated, separated multi-purpose trail along the Saint Louis riverfront from the Gateway Arch grounds to the Laclede Power Building as part of the CityArchRiver 2015 Project; 3. Increase pedestrian and bicycle access to the Lacledes Landing Historic District by establishing a safe, well-lit, and comfortable pedestrian alley space along the north side of the Eads Bridge adjacent to the new development site; 4. Increase pedestrian and bicycle access to the Jefferson National Expansion Memorial and Gateway Arch by establishing a safe crossing from Washington Avenue; 5. Include dedicated bicycle lanes along Carr Street from the Broadway Street & 4th Street area to the St. Louis Riverfront Trail;
capes pes p 6. Encourage walkability by providing nice sidewalks and streetscapes where possible along 1st Street, 2nd Street, Lucas Avenue, Morgan Street, and Leonor K. Sullivan Boulevard; 7. Increase pedestrian connectivity from Morgan Street to Convention Plaza underneath Interstate 70.
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7 1 3
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5 6 6 2 6 6 6 4
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PEDESTRIAN ACCESS, SAFETY & CONNECTIVITY PLAN
D
PEDESTRIAN CONNECTIVITY PLAN be subject to further review
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This is a DRAFT Document ONLY and shall and revision
CROSS-SECTION OF LEONOR K. SULLIVAN BOULEVARD (BETWEEN LUCAS AVENUE & MORGAN STREET)
WEST EAST
A
NEW RESIDENTIAL BUILDING WITH UNDERGROUND PARKING AND EXTERIOR COMMON SPACES
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EAST
WEST
CROSS-SECTION OF CARR STREET (BETWEEN 1ST & 2ND STREET)

SOUTH NORTH
A
STRUCTURED PARKING GARAGE ARAGE WITH LINER RETAIL WHEN POSSIBLE OSSIBLE
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NEW RESIDENTIAL BUILDING WITH SURFACE PARKING IN THE REAR NORTH
SOUTH
AERIAL PERSPECTIVE VIEW OF THE ARCH-LACLEDES STATION AREA (LOOKING NORTHEAST)
EXISTING VIEW
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PROPOSED VIEW
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PERSPECTIVE VIEW OF THE NEW RESIDENTIAL AREA ON SECOND STREET
EXISTING VIEW
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PROPOSED VIEW
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PUBLIC SPACE
1. Support the redevelopment of the Jefferson National Memorial and Gateway Arch grounds through the CityArchRiver 2015 Project, including improvements to the Saint Louis riverfront on Leonor K. Sullivan Boulevard; 2. Establish a safe, well-lit, and comfortable pedestrian alley space along the north side of the Eads Bridge adjacent to the new development site to allow access to 2nd Street, the MetroLink Station, and the Lacledes Landing area; 3. Create small plaza spaces and wide sidewalk areas along 3rd Street near Interstate 70 in order help activate the building facades and provide relief from the elevated highway system; 4. Provide a new parks space along the Saint Louis riverfront west of Leonor K. Sullivan Boulevard which will act as an anchor for new residential development and provide additional programming opportunities for active and passive recreation in the area; 5. Create small open spaces and plazas adjacent to Lumire Casino which will foster the relationship between the Casino and the riverfront through outdoor activities such as dining, retail, and casual seating areas;
er King g 6. Develop a new well-lit, park space underneath the Martin Luther etween ween the th Bridge to facilitate the creation of a singular riverfront district between Lacledes Landing Historic District and Lumire Place;
on Authority y property p p perty y 7. Consider a new park space on the Land Reutilization al development and pasnorth of Carr Street to facilitate future residential sive recreation.
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3
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7 5 4 6 1 2 1
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PUBLIC SPACE PLAN
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GREEN INFRASTRUCTURE
GENERAL RECOMMENDATIONS:
Utilize permeable pavement where possible in parking lots, sidewalks, driveways, and alleys; Integrate bioretention facilities into curb bumpouts, providing additional greenery as part of the street level stormwater management strategy; Install buffer strips adjacent to new and existing streets and parking los to reduce stormwater runoff and increase comfort on the sidewalk; Install aesthetically pleasing rainwater harvesting facilities on new and existing buildings, including rainbarrels and green roofs; Consider a water feature along Jefferson to create interest and refresh users of the area; Provide additional seating and activate street edges using planters; Screen outdoor seating and gathering spaces from the train and vehicular right-of-ways using planters; Use Natural plantings & perennials where possible; Plant street trees and specialty trees along all streets and public spaces; Develop neighborhood volunteer group for planting and maintenance.
STATION AREA RECOMMENDATIONS:
1. 2. 3. 4.
Include green roofs on new developments; Utilize permeable pavements or pavers on surface parking ing areas; Provide street trees and streetscape landscaping; Ensure new open space includes bioretention areas. eas. s.
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GREEN INFRASTRUCTURE PLAN
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PARKING
1. Incorporate a structured parking garage (with a minimum of 660 public parking spaces) on 3rd Street to provide parking for the Lacledes Landing Historic District and the Jefferson National Expansion Memorial; 2. Incorporate on-street parking where possible on 1st Street and 2nd Street in the Lacledes Landing Historic District, where possible; 3. Include a multi-purpose public parking area along the Saint Louis riverfront at the intersection of Leonor K. Sullivan and Morgan Street, which can act as trailhead parking or parking for the Lacledes Landing Historic District; 4. Add on-street parking along Lacledes Landing Boulevard, which can act as parking for the new park space (under the Martin Luther King Bridge), for the Lacledes Landing Historic District, or Lumire Place; 5. Include on-street parking along 1st Street between Lacledes Landing Boulevard and Carr Street as part of the new riverfront residential area;
6. Establish a new structured parking garage to primarily serve Lumire Place and the new riverfront residential area;
r Street 7. Establish zoning requirements for the developments north of Carr arcels, els, and an that will regulate parking lots to the center of development parcels, avoid establishing surface lots in sight of the street; p g with new w de8. (Not pictured) Encourage underground structured parking arking ng and visible parking velopments when possible to reduce surface parking garages.
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STADIUM STATION AREA PLAN

The Stadium Station Area Plan was conceived in order to seam the historic buildings of the Cupples Complex and the new developments in Ballpark Village into a singular, cohesive mixed-use district which will frame Busch Stadium and reinvent the entryways into this area of Downtown Saint Louis. Furthermore, the plan places a signicant importance on the immediate station riving to the area and the rst impressions that the rider experiences when arriving ediate diate station statio area a Station Area. By focusing the transformation of the immediate ents, nts, this area are can reach reac with new development and streetscape improvements, PHOTOGRAPH OF STADIUM STATION ted district. rict the full aspirations and goals of a transit oriented e infrastructure related to Interstate Inte Firstly, by conguring some of the 64, antage of new opportunities for development developmen develo the Station Area can take advantage sting assets of f the Cupples Historic Complex. This Th area and build on the existing mber ber of signicant historic renovations of early S Sa contains a number Saint Louis rail dings into new residences and ofces; however, the th area is scattered yard buildings h under-utilized zed surface parking lots and infrastructure, infrastruc with a character which is e former industrial areas of Downtown Dow common to the Saint Louis. Inlling this t a critical mass of residents residen into the area and balance the mix of area will insert a other hotels adjacent to the area. uses with the existing ofces and po Forming the north portion of the Station Area, the Ballpark Village site offers opp the unique opportunity to build an ofce, retail, and residential district near
When n all of these areas s are filled out, out he character aracter and the identity ntity y of the Stadi Stadium Sta MetroLink oLink nk Sta Station and the first experience of the rider will be transformed from vacancy and surface parking to an active, vibrant transit oriented district.
St S Busch Stadium. In what amounts to essentially a blank slate, the character of this development can build from the identity of the stadium while establishing a new character dened by walkable scaled blocks for workers and great views of the game for residents and hotel guests. Land uses can transition to more ofce and other service uses as the development proceeds north to Walnut Street, while major opportunities for residential and hotel uses are located immediately adjacent to the stadium along Clark Avenue and Broadway Street. Finally, to the west of Busch Stadium, the last opportunity site remains vacant today, just south of the Tums building. By inlling this site and activating South Broadway with new storefront retail and services, the stadium will be framed in new development that will continue to activate the spaces, rather than purely offering a game night activity. When all of these areas are lled out, the character and identity of the Stadium MetroLink Station and the rst experience of the rider will be transformed from vacancy and surface parking to an active, vibrant, transit oriented district which is built around the character of the Cupples Historic Complex and the vibrancy of Busch Stadium.

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Retail: 250,000 S.F. Ofce: 650,000 S.F.
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Hotels: (1) Total (600,000 S.F. estimated) Structured Parking: 0 Spaces Parks & Plazas: 35,000 S.F. Building Heights: 3 - 10 Stories (See BES for Range)
AERIAL PERSPECTIVE VIEW OF THE STADIUM STATION AREA (LOOKING NORTHEAST)
EXISTING VIEW
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AERIAL PERSPECTIVE VIEW OF THE STADIUM STATION AREA (LOOKING SOUTHWEST)
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STADIUM STATION DEVELOPMENT FRAMEWORK

The Development Framework for the Stadium Station is to envelop Busch Stadium on all sides with active, new development in order to transform the riders rst experience and perceptions upon arrival to the Station Area. By reconguring infrastructure, inlling historic areas with residential development, targeting some opportunity sites, and encouraging a mixed-use ofce e achieved, ach ac district in the area, the urban wall surrounding the stadium can be nsit t oriented district dis which will increase ridership and result in a vibrant transit driven by new residents and workers in the area. INTERSTATE 64 RAMPS INTO CUPPLES COMPLEX
OPEN UP OPPORTUNITIES IN THE CUPPLES COMPLEX: By making rastructure structure in the Cupples Historic Complex modications to the interstate infrastructure ps to Interstate 64, the Station Area can offe offer new and reconguring the ramps g immediately y adjacent to Busch Stadium. opportunities for living
The basic intent ntent of evelopment the Development Framework mework for the tadium m Station is Stadium to envelop nvelop lop Busch ium m on all a sides Stadium with active, new development in order to transform the riders first experience and perceptions upon arrival to the Station Area.
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and active storefront retail.
SH A MIXED-USE DISTRICT I IN BALLPARK V ESTABLISH VILLAGE: By estab-
hing a walkable able grid of streets and building build on the destination character of lishing
Busch Stadium, m, Ballpark Village can transform the vacant surface parking lot into a vibrant, mixed-use district with n ne new ofce, hotels, and residential uses
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TAKE ADVANTAG ADVANTAGE OF OPPORTUNITY SITES EAST OF THE STADIUM: By establishing new development on the under-utilized surface parking lot to the east of Busch Stadium, a continuous urban wall can be achieved, which wil will contain active storefronts and vibrant facades. REDEFINE THE DOWNTOWN ENTRYWAY TO THE STADIUM AREA: By focusing streetscape improvements along Clark Avenue and 8th Street, the Station Area Plan will redene the entryway into the Stadium area for MetroLink, vehicle, and bicycle. LINK THE STATION AREA TO THE GATEWAY MALL & THE CENTRAL BUSINESS DISTRICT: By encouraging walkable streets and new pedestrian connections on 8th Street, 7th Street, and South Broadway; the area can be linked to the Gateway Mall area, including City Garden and the CityArchRiver 2015 improvements to Kiener Plaza. FOSTER LINKS TO THE AREA SOUTH OF INTERSTATE 64: By creating safe, well-lit pedestrian connections and streetscapes underneath Interstate 64, the Station Area can connect to future development areas and areas of existing vibrancy, such as the lower Broadway area and Paddy OReillys.
STADIUM STATION TA DEVELOPMENT FRAMEWORK PLAN

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FUTURE TRAIL & GREENWAY CONNECTION SAFE BICYCLE & PEDESTRIAN CROSSINGS SIGNIFICANT FRONTAGE ENHANCED PEDESTRIAN CONNECTIONS MAJOR VEHICULAR CIRCULATION LOOP TRANSIT STATION IMPROVEMENTS MAJOR OPEN SPACE CONNECTION VIEWS TO BUSCH STADIUM CUPPLES | STADIUM DISTRICT FUTURE DEVELOPMENT AREA
STADIUM STATION URBAN DESIGN & PLANNING

The following urban design and planning strategies dene the Station Area Plan for the Stadium MetroLink Station: INCREASED INTENSITIES OF RESIDENTS AND EMPLOYEES: The ritica mass Station Area Plan should increase ridership by adding both a critical e uses sho should be of new residents and more workers into the area. Ofce e of Ballpark Village, V whi focused more on Walnut Street along the north side while SURFACE PARKING UNDER INTERSTATE 64 ghout the e Cupples Complex C residential uses should be concentrated throughout and o utilize views of Busch Stadium. St in Ballpark Village along Clark Avenue to
E GRAIN, DIVERSE BLEND OF LAND-U LAND-USES USE MIX REFLECTING A FINE LAND-USES: n should introduce duce a good mix of land uses within the th t area The Station Area Plan
Fine Grain & Diversity Use Mix Reflecting a Fin
nd renovated ofce spaces (650,000 S.F.), ne including new and new residential
Intensities of Residents dents & Employees
sirable rable Features Other Highly Desirable
gy Parking Strategy
Connectivity
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rm & Quali Quality Urban Form
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details. URBAN FORM & QUALIT QUALITY QUALITY: of place.
nimum m of 800) within the Cupples Cupple Complex and in Ballpark Village, units (minimum ore retail (250,000 0,000 s.f) throughout the area, ar more and a major hotel (600,000 S.F.
estimated) with h views of the Stadium. See Im Implementation section for further
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The Station Area P Plan should build from the character of the Cupples Historic Complex and Busch Stadium by introducing compatible new development with a r ra range of heights and forms that allow new developments to utilize vie viewsheds into Busch Stadium while also being respectful of the character of the historic buildings. Furthermore, the Station Area Plan should build on the image-ability and clarity of the Cupples Complex by utilizing building types and material qualities compatible with the characteristics of the early brick rail yard structures throughout the area. This approach will establish a coherent mixed-use district with strong branding, unique character, and a unique sense
CONNECTIVITY: The Station Area Plan should increase vehicular and pedestrian connectivity between the Cupples Historic Complex, Busch Stadium, and Ballpark Village, as well as provide a new greater level of connectivity for bicycles and pedestrians to the areas south of Interstate 64. Access and circulation should be coordinated with parking structures and surface parking areas in order to maintain an urban building wall and vibrant character. PARKING STRATEGY: The Station Area Plan should utilize parking areas south of Interstate 64 to allow areas surrounding Busch Stadium to be used for higher and best uses such as hotels, mixed-uses, and residential development. Surface parking lots should be minimized, and additional on-street parking should be increased where possible along all streets. Additionally, no
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PERSPECTIVE VIEW OF THE CUPPLES COMPLEX | BUSCH STADIUM CONNECTION
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CROSS-SECTION OF SPRUCE STREET (BETWEEN 8TH STREET & 9TH STREET)

SOUTH NORTH
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NEW RESIDENTIAL BUILDING ING WITH GROUND FLOOR RETAIL AIL
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EXISTING HOTEL NORTH
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CROSS-SECTION OF 8TH STREET (BETWEEN WALNUT STREET & CLARK AVENUE)

WEST EAST
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NEW HOTEL DEVELOPMENT WITH PODIUM BUILDING, EXTERIOR TERRACE, AND INTERNAL STRUCTURED PARKING GARAGE
WEST
EXISTING STADIUM WEST PARKING GARAGE WI WITH NEW EMENTS FACADE IMPROVEMENTS
EAST
TRANSPORTATION CONNECTIVITY IMPROVEMENTS

1. Recongure the westbound ramps to / from interstate 64 to open up some key transit oriented development sites in the Station Area; 2. Enhance the streetscapes and entrance into the Station Area from Interstate 64 by improving the streetscape along Clark Street; 3. Increase pedestrian and bicycle safety and connectivity from the Station Area to the area south of Interstate 64; 4. Improve vehicular circulation north of the Station Area by converting some of the one-way streets to two-way streets, including 8th Street, 9th Street, 10th Street, and Walnut Street; 5. Increase bicycle and pedestrian connectivity along Broadway Street and 4th Street by adding dedicated bicycle lanes and improved streetscape amenities; 6. Consider increasing east-west pedestrian and bicycle connectivity from 8th Street to South Broadway through the inclusion of a tunnel or bridge (over the eastbound off / on-ramps to Interstate 64) along Cerre Street to provide for the future Chouteau Greenway;
ea a and 7. Consider a round-about as part of the entryway into the Station Area state te 64 at a Downtown near the landing of the westbound ramps to Interstate Gratiot Street; treet into Chouteaus eaus 8. Consider improvements to Gratiot Street from 8th Street amlining mlining of the intersecLanding, including the reconguration and streamlining tion of Gratiot Street and 4th Street.
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TRANSPORTATION CONNECTIVITY IMPROVEMENTS PLAN
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CROSS-SECTION OF WALNUT STREET (BETWEEN 7TH STREET & SOUTH BROADWAY)

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EXISTING HILTON AT THE BALLPARK PODIUM BUILDING
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NEW MIXED-USE OFFICE BUILDING AS PART OF THE BALLPARK VILLAGE DEVELOPMENT SOUTH
NORTH
AERIAL PERSPECTIVE VIEW OF THE STADIUM STATION AREA (LOOKING NORTHWEST)
EXISTING VIEW
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PEDESTRIAN ACCESS & BICYCLE ACCESS, SAFETY & CONNECTIVITY

1. Make improvements to and incorporate a road diet on Clark Avenue from Tucker Boulevard to Busch Stadium in order to establish a new gateway into the Stadium area, provide a safe pedestrian experience, and link the Cupples Station Complex to Ballpark Village; 2. Incorporate share-the-road signage and pedestrian improvements along 8th Street to encourage walkability and access between the Station Area and Downtown Saint Louis; 3. Consider the conversion of Walnut Street to two-way trafc with streetscape improvements from Tucker Boulevard to Memorial Drive (as part of the CityArchRiver 2015 improvements); 4. Consider improvements to Spruce Street from the Westin to Tucker Boulevard in order to connect the Cupples Historic area directly and safely to Busch Stadium;
5. Build connections between Ballpark Village and Downtown Saint Louis th through the integration of 8th Street into the new development and with street improvements and easy access to the Stadium; state 64 6. Provide for pedestrian safety and more lighting underneath Interstate y; in order to facilitate pedestrian movement and walkability; he e eastbound ramps to 7. Consider a tunnel or bridge along Cerre Street at the ion and future trail; Interstate 64 to facilitate an east-west connection
ments to both oth 9th Street and 10th 8. Consider safe crossings and improvements derneath Interstate rstate 64. 64 Street across the MetroLink lines underneath
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PUBLIC SPACE
1. Increase plaza spaces and transit amenities related to the immediate MetroLink Station along the west side of 8th Street in order to transform the immediate station area and the riders rst experience from MetroLink; 2. Establish small plaza spaces to the north of Busch Stadium along Clark Avenue in Ballpark Village in order to pull pedestrians, cyclists, and gameday (and gamenight) attendees into Ballpark Village and north to the Gateway Mall via 8th Street, 7th Street, and Broadway Street; 3. Frame the entirety of Busch Stadium in expanded plaza spaces by reducing roadway width and providing wider sidewalks with public amenities. This approach, when combined with new development framing the area, will highlight the importance of Busch Stadium as an anchor to the area and provide relief to the urban wall; 4. Consider a future greenway connection from the railyards south of Interstate 64, east to west on Cerre Street, and a possible connection through the Cupples Historic Complex via the recongured highway ramps and existing green spaces to City Garden and the future cycle track along Market Street.
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GREEN INFRASTRUCTURE
GENERAL RECOMMENDATIONS:
Utilize permeable pavement where possible in parking lots, sidewalks, driveways, and alleys; Integrate bioretention facilities into curb bumpouts, providing additional greenery as part of the street-level stormwater management strategy; Install buffer strips adjacent to new and existing streets and parking lots to reduce stormwater runoff and increase comfort on the sidewalk; Install aesthetically pleasing rainwater harvesting facilities on new and existing buildings, including rainbarrels and green roofs; Consider a water feature along Jefferson to create interest and refresh users of the area; Provide additional seating, and activate street edges using planters; Screen outdoor seating and gathering spaces from the train and vehicular right-of-ways using planters; Use natural plantings & perennials where possible; Plant street trees and specialty trees along all streets and public spaces; Develop a neighborhood volunteer group for planting and maintenance.
STATION AREA RECOMMENDATIONS:
1. 2. 3. 4.
Include green roofs on new developments; Utilize permeable pavements or pavers on surface parking ing areas; Provide street trees and streetscape landscaping; Ensure new open spaces include bioretention areas. eas. s.
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GREEN INFRASTRUCTURE PLAN
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CROSS-SECTION OF SOUTH BROADWAY (BETWEEN CLARK AVENUE AND WALNUT STREET)

EAST WEST
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NEW MIXED-USE RESIDENTIAL S DEVELOPMENT WITH H INTERNAL STRUCTURED PARKING RKING NEW RESIDENTIAL BUILDING WITH SETBACKS
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EXISTING BUSCH STADIUM WEST
EAST
PERSPECTIVE VIEW OF THE SOUTH BROADWAY IMPROVEMENTS
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PARKING
1. Consider restricted parking along both Clark Avenue and 8th Street throughout the Station Area to allow for contraow during gameday trafc; 2. Utilize surface parking areas to the south of Interstate 64 to provide parking for new development in the Cupples Historic Complex; 3. Incorporate on-street parking where possible throughout the district, including throughout the Cupples Historic Complex, along South Broadway, along Walnut Street, and the streets west of Broadway; 4. Further utilize both the Stadium East and Stadium West garages, which currently have an availability of under-utilized parking spaces; 5. Consider using the existing garage within the Cupples Historic Complex to a greater extent, such as a shared day-night parking strategy.
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PERSPECTIVE VIEW OF THE RECONFIGURED CUPPLES COMPLEX
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NORTH
NORTH
NEW RESIDENTIAL ESI E ES SI S IDEN DENT D NT N TI IAL IA AL A L DEVELOPMENT ENT EN E NT N TO ON NO OPEN PEN P PE EN E N VACANT OPEN EN SPACE EN SPAC SPA S SP PAC P PA AC A CE SOUTH
CROSS-SECTION OF CLARK AVENUE (BETWEEN 9TH STREET & 10TH STREET)
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NEW RESIDENTIAL DEVELOPMENT ON THE NEW SITE ESTABLISHED BY RECONFIGURING THE WESTBOUND RAMPS TO INTERSTATE 64
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4 | Implementation
4 | Implementation | 109
STATION AREA IMPLEMENTATION RECOMMENDATIONS

OVERALL IMPLEMENTATION CONSIDERATIONS Successful implementaton of all the Station Area Plans will require taking the Plans on the road. The City of Saint Louis should make presentations to and PROPOSED VIEW OF SECOND STREET have conversations with partner organizations, public and private, including state develprofessional associations that represent components of the real estate ealtors, American Amer Am opment industry (e.g., Urban Land Institute, Board of Realtors, tion, on, Associated Associa Gener Institute of Architects, American Planning Association, General are presentation entation materials ma Contractors, and so on). The City should prepare along ed further below) and should shoul schedule with ideas for implementation (discussed en n as, possible. A result of this widespread w meetings as soon as, and as often uld, be creation of appropriate partnerships partnersh policy recognition will, and should, to h plan. Almost certainly, the City and Metro implement prioritized parts of each ners ers around both stations. should be partners
A result sult t of this thi widespread pre policy recognition will, and should, be creation of appropriate partnerships to implement prioritized parts of each plan.
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e City and Metro can take it upon themselves them to initiate formal partnership The discussions with ith others and to draft memora memor memoranda of understanding that will lead, as soon as possible, to formal dev deve development agreements and/or requests for proposals to developers an and m master developers.
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Especially for the Ci City and Metro, each should identify resources that will be offered to t the prioritized redevelopment projects. Money, access to and prepara preparati preparation of applications for various governmental and foundations grants, inc incentive programs and their creation/management, fast-track permitting, political advocacy, staff support and expedited reviews, etc., should all be offered as part of a package to entice the private market and land owners to move quickly toward plan implementation.
ARCH-LACLEDES LANDING STATION AREA

IMPLEMENTATION OBSERVATIONS While the Landing was redeveloped in the 1980s to much fanfare, the area has declined over the past decade. The development of the Lumire Place Casino and Hotels has not brought a substantial increase in visitors to the area. Despite more recent positive trends, the MetroLink station has not yielded that dense, mixed-use development that would encourage increased use of transit and create a truly urban atmosphere. The consulting team has had multiple discussions with key partiesMetro, local business owners, and local developersto uncover opportunities and
barriers to redevelopment within each station area and understand possible solutions to those problems. The following list details the key outcomes of those conversations: 1. 2. There has been an uptick in violence in the area that deters out-of-town and local visitors; The 3 a.m. liquor license that applies to many bars and restaurants in the area effectively prohibits the construction of any signicant residential development due to the noise created by bar patrons early in the morning; The highway overpass presents a signicant barrier to pedestrians who would otherwise come to the Landing from Downtown due to the noise, exhaust fumes, and darkness of the area; The parking requirements for the Gateway Arch grounds are not yet resolved. The National Parks Service is currently holding a design competition for approximately 480 parking spaces to be located in the Landing. Three developers have submitted plans, and a project will be selected in July 2013; While the Landing has a CID and a business association, there is no cohesive group that is actively promoting redevelopment or other her improvements in the area; Recently, it was announced that the Lawrence Group and Drury ru Hotels were considering the construction of a mixed-use building ding to go on the corner of Memorial Drive and the Eads Bridge. The he development pment would include residential units, ground-oor retail space, pace, and parking king garages. gara The developers have submitted a parking ng garage design to o the NPS for consideration as part of their competition etition tion process. proc
3.
PROPOSED VIEW OF THIRD STREET
4.
5.
6.
STATION AREA ACTION ITEMS EMS
While some of these hese e issues are beyond the Citys control, the City Cit Ci can play a key role in in the n cleaning up the Landing and providing for future development d area. in October 2013: a. We recommend that the following activities commence c com 1. 2.
3.
4.
5.
Focus initial efforts on achieving the market-supported development th t recommended mended in the BAE report; report Work with Police Department and business owners to th the Metropolitan Metropo curb b violence ence or other othe undesirable activities. Similar to the recent issues on Washington the City must show an immediate concerted ington Avenue, A effort to clean up the area. Police or other security should be visible at o clea all times of day both in the Landing and at parking lots along Leonor K. Sullivan Boulevard. Bar or restaurant owners especially those with 3 a.m. liquor licensesmust be made responsible for violence or other issues with their patrons at closing; SLDC, the City Streets Department, MoDOT, and any other willing participant must invest in improving the pedestrian experience to the Landing from downtown. While the proposed infrastructure changes will reorient streets and provide better vehicular activity, it is crucial that serious consideration is given to lighting, noise reduction, and waynding to enhance the sense of safety at the front door to the Landing; While the National Parks Service has yet to make a decision regarding dedicated parking for the Gateway Arch grounds, the Lawrence Group and Drury Hotels has proposed to construct a substantial mixed-use building at this front door. This represents a major new investment in the heart of the Landing, and the City must nd ways to support the project; While the CID and the business association are a good start, there must be a dedicated group focused on the long-term vision for the Landing.
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LONG-TERM ACTION LONG-T ON PLAN 1. If the City supports the goal to transform the Landing t from an entertainment area neighborhood, safety to a mixed-use residential and nuisance issues must be addressed. Again, the City must engage in an ongoing effort to curb violence in the area. 2. In addition to this, the City should consider modifying or eliminating the use of 3 a.m. liquor licenses so that the area becomes attractive to additional residents over time. This may take the form of 3 a.m. liquor licenses being granted to business owners in certain areas or a requirement that certain noise, safety and other considerations be addressed at all times.
ARCH-LACLEDES STATION FINANCIAL ANALYSIS

DEVELOPMENT PROGRAM Given feedback from the Technical Advisory Committee and the public, the consultant team developed the nalized Station Area Plan for the ArchPROPOSED IMAGE OF FIRST STREET Lacledes MetroLink station. This plan assumes that the CityArchRiver 2015 des es Landing La L Project will complete improvements along the riverfront, Lacledes t of new residential resi reside will be inlled, and that there will be a signicant amout he e development developm progra development along the riverfront. The following is the program for the Arch-Lacledes Station Area Plan: Market Rate Residential: Retail: Ofce: Hotels: ed Parking: king: Structured ts 1000 Units
,000 Square Feet Fe 150,000 0 Rooms
250,000 0 Square Feet Fe 1,500 Spaces
ARCH-LACLEDES AR -LACLEDES STATION TATION ON AREA PL PLAN GENERAL NERAL AL PHASIN PHASING PHAS
STAGE E1 1.0 New Residential Renovated Residential Retail STAGE 2.0 Ofce STAGE 3.0 New Residential Retail
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and other facto factors. zation rate. ofce or retail space.
DEVELOPMENT NT PLAN COST & PHASING
An econometric model was dev develo developed to analyze the Station Area Plan for the Arch-Lacledes station. The table on the opposite page contains detailed key assumptions in the d development model regarding rents, construction costs,
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A full listing of the development assumptions for the Arch-Lacledes Station Area Plan is available in the Appendix. An ination rate of 2.5% was applied to rents, operating costs, and devel-
opments costs. For the sake of comparison, it is assumed that all development will be sold in year 30 and priced using an appropriate capitali-
Generally, it was assumed that one or more signicant residential properties would be developed prior to the construction of additional
GENERAL PUBLIC ASSISTANCE FOR REDEVELOPMENT At this time, the City of Saint Louis has an array of development tools to help offset some costs. Tax Increment Financing, a tool that allows a developer to collect incremental real property and economic activity tax revenue, is a popular way to nance property acquisition, infrastructure improvements, and renovation costs in the city. Other tools, such as Community Improvement PROPOSED IMAGE OF SECOND STREET Districts, allow for a developer to generate funds for area amenities or other uded ed in the programs. A complete listing of possible incentive tools is included Appendix. . It should be b noted that Gap nancing can come from private sources as well. competition for these limited resources is great. Other potential sources of s community, community-based organizagap nancing include: the business nstitutions, tutions, and philanthropic organizations. organizatio tions, developers, nancial institutions,
ols geared towards s property redevelopment, the City offers In addition to tools stance ce to small business owners owne in the form of grants, g some assistance tax credits,
ARCH-LACLEDES ARC CH-LACLEDES S STATION ON AREA PLA PLAN ES ESTIMATED ATE FUN UNDING NG GAP G
DEVELOPMENT ELOPME OPME COST $293.4 M DEVELOPMENT VALUE $197.2 M FUNDING GAP $96.2 M AVAILABLE PUBLIC SUBSIDY $59.8 M
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community.
ialized programs. In order to entice busi and other specialized businesses into each station
area, it is critical ical that these programs be m ma marketed towards the business
SUBSIDIES & DEVELOPME DEVELOPMENT GAPS
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The Arch-Lacled Arch-Lacledes Station offers a unique opportunity for signicant new residential mixed-use development to occur over the next ve years and for resident addi dd additional development to occur in years six through thirty. However, it is likely that a gap between the development cost and the actual value of the development post-development will exist. Therefore, it is necessary to nd some sort of nancingbe it public or privateto ll the gap and entice development. The sidebar on this page and the facing page details the estimated funding gap and the amount of public nancing available for the nalized development scenario. In general, the available public subsidies would ll any nancing gaps. However, developers should be encouraged to seek a diversity of public and private gap nancing sources.
FINANCIAL MODEL OUTCOMES It should be noted that while the economic projections below estimate the potential returns of the suggested redevelopment plan, no signicant market analysis has been performed to estimate the actual demand for these development congurations. The table on this page indicates the estimated nancial returns for the Arch-Lacledes Station Area Plan. While the overall return for the proposed development plan in the nalized plan is within an acceptable range for a developer both with and without nancing, due to the high risk inherent to real estate development, it is highly likely that some sort of public incentive or other private gap nancing will be necessary to attract developers to a long-ignored area of the City. For the full economic analysis of each alternative, please see the Appendix. GENERAL PUBLIC SUBSIDY DESCRIPTIONS General Development Incentives: pro Tax Increment Financing: A TIF collects a portion of net new real property, hen used to nance de earnings, and sales taxes. These funds are then devele TIF district. opment and other improvements within the D): : A CID can levy real property and/ and Community Improvement District (CID): sed ed for certain improvements or services or additional sales taxes to be used e CID. D. Sales tax CIDs are capped at 1.0%. within the boundaries of the pment District rict (TDD): A TDD can be funded through throug Transportation Development ent, real property tax, or sales tax. Sales tax TDDs TDD T special assessment, are 0%. Funds are used to o support transportation improvement im capped at 1.0%. ke signage, road conditions, or other transport-related transpo trans projects like needs in the districts of the TDD. within apter 353 Redevelopment: This program progra allows for full or partial Chapter ment of real property taxes for up to 25 years. abatement er 99 Redevelopment: This program p Chapter allows for full or partial ent of real property propert taxes for up to 10 years. abatement PROPOSED IMAGE OF FIRST STREET
Specialized zed Development Developmen Incentives: Tax-Exempt Financing: This bond incentive provides long-term xempt mpt Bond Bo capital na nancing for major projects. Chapter 100 Bond Financing: This bond incentive provides long-term capital nancing for major projects. Chapter 100 Sales Tax Exemption: Used in conjunction with Chapter 100 Bonds, the Chapter 100 Sales Tax Exemption reduces the costs of purchasing non-manufacturing equipment. The Small Business Association 7(a) Loan Guaranty: The SBA provides nancing to small businesses with reasonable terms. New Markets Tax Credits (NMTC): These credits are typically used to attract investments to low-income areas and offer tax credits for a portion of the investment. Typically, NMTC are utilized for large areas of redevelopment to increase return. Historic Tax Credits: Offers tax credits for owners of recognized historic structures.
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ARCH-LACLEDES STATION AREA PLAN ESTIMATED FINANCIAL RETURNS RETURN WITHOUT GAP FINANCING 7.4% RETURN WITH GAP FINANCING 10.8% LAND RESIDUAL VALUE @ 15% $27.2 M LAND RESIDUAL VALUE @ 20% $36.2 M
ARCH-LACLEDES STATION AREA PUBLIC IMPROVEMENTS

PEDESTRIAN RECOMMENDATIONS A (Tier 1) Add a high-quality pedestrian connection between Memorial and rial al Drive Driv Dr SECTION OF SECOND STREET acledes Landing Land La 2nd Street. Currently the pedestrian conditions between Lacledes an and Downtown are fairly poor due to the Interstate 70 viaduct. A strong and onnect the popular Washington inviting pedestrian connection is needed to connect . By creating a recognizable recogniza Avenue corridor to Lacledes Landing. pedesrea, a, more pedestrians will feel comfortable co trian entryway into the Station Area, rier. Currently, since only a parking lot exists exist crossing the Interstate 70 barrier. ood opportunity to create this connection con on the desired site, there is a good ure. re. Once development takes place on the site, site creating the in the near future. on will be very difcult, if even po possible at all. connection Create a wide and inviting pedestrian entra en entrance to the Landing along the north side e of the Eads Bridge betwee between Memorial Drive and 2nd Street Provide a lot of streetscape elemen elements such as lighting, signage, decorative pavement, t, and seating to cre create an inviting gateway to the area. Add a high gh quality pede pedestrian crossing at both sides of Memorial Drive along the e north side sid of Washington Avenue to draw pedestrians under Interstate te 70 a and into the Landing.
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(Tier 1) Make pedestrian and streetscape enhancements to the internal Lacledes Landing streets to provide a good pedestrian experience. While the Landing currently provides a unique pedestrian experience, there are many locations where there is not adequate handicap accessibility, the sidewalks get very narrow or are encroached upon by outdoor dining, and crosswalks are not provided. Tier 1 design standards should be used to enhance the pedestrian facilities and ensure that people of all abilities are able to move through the area without difculty.
By creating eating ing a recognizable niza iza pedestrian entryway into the Station Area, more pedestrians will feel comfortable crossing the Interstate 70 barrier.
Ensure that every sidewalk and crosswalk is ADA accessible and wide enough to t wheelchairs and scooters. Do not allow on-street dining to encroach upon the space needed to accommodate handicapped people. Extend the streetscape theme established in the area between the Eads Bridge and the MLK Bridge to the streets north of the MLK Bridge and around the casino to create a cohesive neighborhood design that is identiable and unique.
PEDESTRIAN RECOMMENDATIONS PLAN
(Tier 2) Improve the pedestrian n connectivity nectivity along Lacledes Landing Boulevard
ridge. While there ere is currently open space under unde u and under the MLK Bridge. the courage urage people to spend time there. By turning turnin this space into a would encourage e usable sable park, the Station Area would appear appe to t be one neighborhood more nstead of two areas divided by a bridge. instead
ed off in parts and does es not contain any park amenities am Bridge, it is fenced that
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de the park facility from L.K. L Upgrade Sullivan Boulevard to 2nd Street to nclude better lighting, shade shad trees, and seating to encourage pedesinclude ns to spend time th the trians there. vert one of the th lanes on Lacledes Landing Boulevard to a parking Convert o slow down trafc and provide more on-street parking for the lane to neighborhood. Provide waynding signage in and around the park that points to nearby attractions to encourage people to cross under the bridge from both directions.
BICYCLE RECOMMENDATIONS PLAN
A strong bicycle connection between the North Riverfront Riverfr Trailhead lhead and the l Business Central District trict t will have ual al benefi bene ts of the dual increasing the use of the Riverfront Trail and making it easier for people to commute to the Central Business District on a bicycle.
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COMMEND BICYCLE RECOMMENDATIONS
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(Tier 2) Build a cycle track along the west side of the Interstate 70 viaduct from cy Washing Washingto Washington Avenue to Biddle Street and along the south side of Biddle Street from Interstate 70 to L.K. Sullivan Boulevard. A strong bicycle connection between the North Riverfront Trailhead and the Central Business District will have the dual benets of increasing the use of the Riverfront Trail and making it easier for people to commute to the Central Business District on a bicycle. Provide bicycle infrastructure along 4th Street between Washington Avenue and Convention Plaza to connect directly to existing on-street bicycle facilities; Utilize the disused section of 4th Street (See Vehicle Section A) for a cycle track from Convention Plaza north to Biddle St; Perform a road diet on Biddle Street to be able to create a cycle track along the south side of the street from I-70 to L.K. Sullivan Boulevard; Add bicycle signals at all signalized intersections.
With the CityArchRiver 2015 project, L.K. Sullivan Boulevard will receive a streetscape overhaul that will include signicant bicycle infrastructure. This corridor will provide an important link between the existing North Riverfront Trail and the future South Riverfront Trail. This enhancement will augment the cycle track recommended above in that it will create a more complete bicycle network on the north side of Downtown.
TRANSIT RECOMMENDATIONS PLAN
TRANSIT RECOMMENDATIONS A
e entrances to the Arch-Lacledes Station to make mak it more (Tier 1) Improve the inviting and noticeable. oticeable. ceable. The current entrances into the station are not easily visible from m either side of the Eads Bridge and they can be b difcult to locate. Additionally, tionally, nally, the entrances can feel cramped and dark, dark being under the bridge structure. tructure. e. While the entrance locations cannot be changed, they can be improved proved so o that they are not so unappealing. unappealin Improve around the entrances to make them more mprove e the lighting in and a a visible of safety under the bridge structure. sible and nd increase the th perception p Add waynding signage throughout the Lacledes Landing neighborhood sign and the he Gateway Gatewa Arch grounds to increase the awareness of the station and direct ect people to it in the most efcient way. Increase the signage around the station entrances so that it can be seen from all directions and can be easily located from anywhere in the Station Area.
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B As the Station Area develops, it may become necessary to provide more transit options throughout the neighborhood to transport people to and from the MetroLink Station. A small shuttle route that services the internal roads of the Station Area would be the easiest way to move people from the area around Carr and Biddle Streets south to the station. One-way loop north on 1st Street, west on Biddle Street, south on 2nd Street and east on Washington Avenue.
TRAFFIC RECOMMENDATIONS A (Tier 2) Utilize the Downtown Multi-Modal Access Study recommendations for the intersections at the MLK Bridge touchdown, Cole/Carr, and Broadway/3rd. The current intersections are inefcient, confusing, and hostile to bicycle and pedestrian trafc. By simplifying the intersections and better aligning them SECTION OF LUCAS AVENUE aviga viga with the downtown street grid, they will become safer and more navigable. ovide de a direct vehicular vehicu ve Align Convention Plaza with Morgan Street to provide siness ess District. exit from Lacledes Landing to the Central Business reet to 3rd Street a Re-route all northbound trafc on 4th Street at the Martin nate ate the need for redundant redunda one-way Luther King Bridge entrance to eliminate d to provide better access to westbound w northbound streets in the area and s from the Central Business District. Interstate 70 for commuters ption for exiting eastbound Interstate 70 vehicles vehic Provide a right turn option at a to add a second cond downtown access point in addition add Convention Plaza to ay exit. the Broadway Construct uct a Texas U-Turn for nor northbound 3rd Street trafc to southbound exiting westbound MLK Bridge ound Broadway oadway at Carr Street so that t we trafc can access the Central Business D District without making signalized lefts causing ing delays. delays Cole/Carr Street intersection at Broadway/3rd Realign the he intersection the Cole/Car intersect each other at 90 degree angles, Street so o that the str streets inte intersections and making them more navigable. increasing g safety at those in
By simplifying mplifyin plifyin the intersections and better aligning them with the downtown street grid, they will become safer and more navigable.
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(Tier 3) Create a strong vehicular access point along 2nd Street north of the Station Area to alleviate the reliance on the one-way streets along Interstate St 70. These one-way streets along the interstate are very heavily traveled, and a second point of vehicular access is needed. This access can be achieved by upgrading 2nd Street from Biddle Street north to Cass Avenue. Stripe N. 2nd Street from Biddle Street to Cass Avenue for one travel lane in each direction, and remove any stop signs along the corridor. Provide signage at North Broadway and Cass Avenue that direct vehicles traveling to the Landing to use 2nd Street instead of Broadway.
TRAFFIC RECOMMENDATIONS PLAN
(Tier 2) Improve the pedestrian destrian connectivity ivity along Lacledes Landing Boulevard Boul B
re is currently open space spac under the and under the MLK Bridge. While there ld encourage people to spend time there. By turning tu would this space into a more usable ble park, the Station Area would ap appear to be one neighborhood tead of two wo areas divided by a bridge. instead
s fenced off in parts and does not contain any park p Bridge, it is amenities that
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pgrade e the park facility facil from f Upgrade L.K. Sullivan Boulevard to 2nd Street to ude better lighting, lighting lightin shade trees, and seating to encourage pedesinclude s to spend tim trians time there. rt t one of the lanes on Lacledes Landing Boulevard to a parking Convert lane to slow down trafc and provide more on-street parking for the neighborhood. Provide waynding signage in and around the park that points to nearby attractions to encourage people to cross under the bridge from both directions.
ARCH-LACLEDES STATION AREA PUBLIC IMPROVEMENTS COSTS

The total estimated public improvement cost for the Arch-Lacledes Station is estimated to be $3.3 million in 2013 dollars and includes all tiers of improvements described in the Transportation Analysis of Area Plans. Vehicular trafc MASSING OF THE ARCH-LACLEDES STATION AREA PLAN improvements represent 48% of the total costs with intersection construction being the primary cost, followed by pedestrian/bicycle construction. Transit mprove prov improvements incur no construction cost because the proposed improvements structure. ucture. A detailed d deta can be implemented without public improvements to infrastructure. attach cost breakdown, including assumptions, is included as an attachment.
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ARCH-LACLEDES STATION AREA GREEN INFRASTRUCTURE FRAMEWORK

In support of the Citys sustainability initiatives, complete streets including green infrastructure and retrotted buildings are prescribed throughout the Station Area. Green infrastructure is a dening element of street improvements MASSING OF THE ARCH-LACLEDES STATION AREA PLAN and new developments within the Arch-Lacledes Station Area. Local species of plants remediate toxins in the ground and control and collect rain water to een n roofs roof roo with increase water quality before it gets into the drinking supply; green he heat island effect ef the potential for urban agriculture and new trees reduce the e Lacledes Landing and an and create comfortable walking environments in the vides a venue for public pu Lumire Place. Green infrastructure also provides art and mbined ned will increase air quality qua public space. All of these features combined around nd experience of the streetscape, streetscap and elthe station, enrich the character and nd the he station. statio evate property values around
rviousness/Stormwater mwater Runoff/Water Quality Impact on Imperviousness/Stormwater
SECTION OF LACLEDES EDES LANDING BLVD BLV
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parking strategies strategies.
opment that increases imperviousness imperviousn caus an increase in the Development will cause stormwater (and nd pollutants) that runs off into the enclosed combined sewer system, as well ell as an increase in bypass into the Mississippi River during heavy rain events. For the Arch-Lacl Arch-Lacledes Station Area, it appears that there may be an increase in the perc percent impervious on certain sites. In general, the best approach is to max maxi maximize green space for each site when combined with
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Regula Regulat Regulatory and Permitting Requirements Stormwater permitting for this project will be administered by the Metropolitan St. Louis Sewer District (MSD). All projects submitted to MSD must be reviewed to determine if stormwater quantity and/or quality management will be required. A project will require stormwater quantity and/or quality management if any of the following apply: The project is a new development or redevelopment project that disturbs greater than or equal to one acre; The project on an individual parcel disturbs less than one acre, but it is part of a larger overall project that disturbs over one acre; There is a proposed increase in stormwater runoff over two cubic feet per second (cfs) for the 20 year-20 minute design rainfall; Downstream stormwater problems (insufcient pipe capacity) exist that might require the proposed site to have quantity detention, where less than two cfs increase in runoff is proposed.
PROPOSED VIEW OF FIRST STREET
PRELIMINARY ESTIMATED COST OF CONSTRUCTION FOR WATER QUALITY AND WATER QUANTITY
BIORETENTION FACILITIES $20 TO $25/SF PERMEABLE PAVEMENT $15 TO $20/SF RAINWATER HARVESTING $150 AND UP (DEPENDS ON THE AESTHETIC NATURE OF TH THE BMP). GREEN ROOFS OFS FS $15 TO $2 $20/SF DISCONN ONNECTION ECTION $500 $5 TO
All new development opment projects p must reasonably mimic pre-construction runoff with preven reven the aim of preventing or reducing water quality impacts. Any project site that has an existing percent impervious of 20% or less will be considered new development. Any succeeding or additional development to these sites will also be considered new development. All redevelopment projects must also reasonably mimic pre-construction runoff, with the aim of preventing or reducing water quality impacts by utilizing effective water quality strategies. The three key components of stormwater quantity and quality management are water quality volume, channel protection storage volume, and ood protection volume. The preferred method to address these components is removing stormwater volume through inltration.
GREEN ROOFS (SF); 24,000; $25 / UNIT; TOTAL COST OF $600,000
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$1 $1,000 PER DISCONNE DISCONNECTION. BUFFER STRIPS $5 TO $10/SY
PRELIMINARY LIMINARY ESTIMATED D COST OF CONSTRUCT CTION FOR WATER QUAL F UALITY AND WATER QUAN WA UANTITY
BIORETENTION FACILITIES
(SF); 176,000; 25$ / UNIT; TOTAL COST OF $4,400,000
PERMEABLE PAVEMENT (SF); 100,000; 20$ / UNIT; TOTAL COST OF $2,000,000
RAINWATER HARVESTING (EA); 8; $20,000 / UNIT; TOTAL COST OF $160,000
PRELIMINARY ESTIMATED COST OF CONSTRUCTION FOR WATER QUIALITY AND WATER QUANTITY
$7,160,000
ARCH-LACLEDES STATION FORM-BASED DISTRICT RECOMMENDATIONS

The Arch-Lacledes Stations half-mile transit shed also serves as the boundary of the Arch-Lacledes Station Area Form-Based District. Within this area, a form-based district will apply, as outlined in the Building Envelope Standards recommendations. On the following pages, a LUCAS AVENUE IN LACLEDES LANDING regulatory requirement specic to transit oriented development- the rking king will w be absence of parking requirements- is established. While parking ll be determined determi deter allowed, the quantity of parking per new development will d. All new development d developme by the developer according to market demand. within the Form-Based District will abide by the regulations described herein. Intent
placem Building Envelope Standards regulate the allowable placement of d uses, and types of buildings, as well as a establish buildings, land ments for the placement of parking pa requirements for a given area. The intent g Envelope Standards is to regul of the Building regulate future development ful of both building height and an use and to concentrate the to be respectful majority of the commercial activity alo along 2nd Street and 3rd Street, while and n placing more residential an neighborhood services along 1st Street. Arch-Laclede Station Area Form-Based District, Building Arch-Laclede Within the Arch-Lacledes Standard have been calibrated to the characteristics of the Standa Envelope Standards transitioning a areas and dense historic buildings of the transit shed. Two Building Envelope Standards apply within this Form-Based District: Ur Urban General Type 2 and Urban General Type 3. These Building Envelope Standards accommodate a range of building forms and uses, ranging from commercial block buildings and ex buildings to high density residential areas. Adoption ordinance should contain language addressing any conicts with historic district regulations. The Regulating Plan Three Building Envelope Standards are applied throughout the ArchLacledes Form-Based District in order to increase the density of residents throughout the area. The building envelope standard for Urban General Type 2 is applied along Interstate 70 to create a strong urban edge and take advantage of views to the river and Saint Louis Gateway Arch grounds. Urban General Type 3, a standard which allows for lower to moderate density residential uses, was developed to take advantage of the transitional areas along the riverfront and to provide the opportunity to establish a new neighborhood area with neighborhood services along 1st Street and further north in new opportunity areas. MORGAN ALLEY IN LACLEDES LANDING
NORTH COLLINS OLLINS STREET IN LACLEDES CLEDES LANDING
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LEGEND
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EXISTING STRAT STRATEGIC GIC L LAND USE PLAN FOR THE ARCH-LAC ARCH-LACLEDES STATION AREA
LEGEND
RECOMMENDED CHANGES TO THE STRATEGIC LAND USE PLAN & OTHER REGULATIONS The Strategic Land Use Plan (SLUP; PDA-155-04-CMP) was established by the City of Saint Louis on January 5, 2005. The purpose of the plan is to guide, at a very broad level, development and preservation throughout the area in a comprehensive manner. As the intent of the Station Area Planning Process is to establish a vision and development plan for the Arch-Lacledes Station Area, it will be necessary to make modications to the Strategic Land Use Plan in order to ensure that it is concurrent with the Form-Based District Recommendations. As a Transit oriented District, parking restrictions have been removed within the Arch-Lacledes Station Area Form-Based District.
SPECIALTY MIXED USE AREA (SMUA) OPPORTUNITY AREA (OA) NEIGHBORHOOD DEVELOPMENT AREA (NDA) RECREATION / OPEN SPACE PRESERVATION & DEVELOPMENT AREA (ROSPDA)
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PROPOSED ED STRATEGI STRATEGIC LAND USE PLAN FOR THE ARCH-LA ARCH-LACLEDES STATION AREA The following are the recommended changes to the Strategic Land Use Plan within the Arch-Lacledes Station Area Form-Based District: The parcels underneath the MLK Bridge are to be changed from SMUA to ROSPDA, in order to establish the area as future open space. The parcels along both sides of Leonor K. Sullivan between Lacledes Landing Boulevard and Carr Street are to be converted from SMUA to ROSPDA, in order to establish the area as future open space.
The parcels along the future right-of-way for 1st Street from Lacledes Landing Boulevard and Carr Street are to be converted from SMUA to NDA, in order to allow for the creation of a new neighborhood area along the riverfront. The parcels owned by the LRA just north of Carr Street are to be converted from SMUA to ROSPDA, in order to establish the area as future open space. The parcels north of Carr Street and west of Leonor K. Sullivan Boulevard (not including the LRA properties) are to be converted from SMUA to OA, in order to indicate to developers the opportunities for future development in the area.
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PROPOSED D RE REGULATING LATI PLAN FOR THE ARCH-LAC ARCH-LACLEDES STATION AREA
LEGEND
THE REGULATING PLAN Two Building Envelope Standards apply within the Arch-Lacledes Station Area Form-Based District. Each building envelope standard regulates building placement, height, type, encroachments, use requirements, and parking requirements. Additionally, each building envelope standard accommodates a particular range of heights, density, and building character necessary to build on the assets of the area, while remaining respectful of historic buildings and structures.
URBAN GENERAL TYPE 1 (UG1) URBAN GENERAL TYPE 2 (UG2) URBAN GENERAL TYPE 3 (UG3) CAMPUS TYPE 1 (CM1)
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PROPOSED ED PRIMARY & SIDE STREETS FOR THE ARCH-LA ARCH-LACLEDES STATION AREA
LEGEND
PRIMARY & SIDE STREETS Primary Streets within the Arch-Lacledes Station Area Form-Based District include the following list of streets shown below. All other streets are considered to be Side Streets, in accordance with the diagram above: 1st Street (from Eads Bridge to Biddle Street 2nd Street (from Eads Bridge north) 3rd Street (from Eads Bridge to Lacledes Landing Boulevard) Leonor K. Sullivan Boulevard (from Eads Bridge north) Lacledes Landing Boulevard (from I-70 to LKS) Carr Street (from I-70 to LKS) Biddle Street (from I-70 to LKS)
PRIMARY STREETS SIDE STREETS
BUILDING ENVELOPE STANDARDS Urban General Type 2 (UG2-TOD) The intent of this Building Envelope Standard is to regulate the physical form of the Urban General Type 2 areas in order to preserve and enhance the integrity and quality of the primarily full and half-block mid-rise buildings within mixed-use areas like Downtown Saint Louis. The area is designed to provide for minimum building heights and zero-setback buildings respectable LUMIRE CASINO Thi intent of the urban character and mixed building styles of these areas. This statement and the images shown below are advisory only. Neighborhood General Type 3 (UG3-TOD)
dard ard is to regulate the physical ph The intent of this Building Envelope Standard form as in order to preserve and enhance en of the Urban General Type 3 areas the rimarily marily low- and mid-rise buildings within with transiintegrity and quality of the primarily own Saint Louis. The area is designed to provide provid provi tional areas of Downtown for g heights and zero-setback setback buildings respectful of the existing minimum building ban character and mixed building buildi styles of these areas. This intent historic urban
3RD STREET EET IN LACLEDES CLEDES LANDING
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ement and the images shown below are a advisory only. statement
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MORGAN STREET IN LACLEDES LANDING
URBAN GENERAL TYPE 2 (UG2-TOD)
INTENT STATEMENT:
The intent of this Building Envelope Standard ndard is to regulate gulate the physical form of o the t Urban General Type 2 areas in order to preserve and enhance hance the integrity ty and quality of the primarily prim full and half-block midrise buildings within mixed-use e areas like Downtown Saint Louis. The area is designed to provide for minimum building heights and d zero-setback buildings respectful of o the urban character and mixed building styles of these areas. eas. This intent ntent statement and the images image shown below are advisory only.
EXAMPLES LES OF CHARACTER

EXAMPLE AMPLE
EXAMPLE EXA
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EXAMPLE

DIAGRAM - 1 DIAGRAM - 2
I - BUILDING PLACEMENT
BUILD-TO-LINE:
[A] PRIMARY STREET: [B] SIDE STREET: 0 (1) 0
SETBACK: ACK: CK:

[C] ] SIDE: [D] ALLEY:
BUILDING DING G FORM:

[E] [F] [G] [H] PRIMARY RY Y STRE STREET: SIDE STREET: RE LOT WIDTH: LOT DEPTH:
0 Min | 10 Max 5 Min M | 10 Ma Max (2)
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II - BUILDING HE HEIGHT
[I ] BUILDING HEIGHT MINIMUM: [J] BUILDING HE H HEIGHT MAXIMUM: [K] MAX AX FR FROM B.O. EAVE TO T. O. PARAPET OR ROOF: [L] FINISHED GRND FLOOR LEVEL: [
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3 Stories and 40 24 Stories and 290 15 Max 6 Max Above Back of Sidewalk Or Adjacent Lot Level 12 Min | 25 Max (F to C) 8 Min | 15 Max (F to C) Mezzanines and Podiums Greater Than 1/3 of the Floor Plate Area Shall Be Counted as a Full Story
[M] FIRST FLOOR CEILING HTS: [N] UPPER FLOORS CEILING HTS: [N1] MEZZANINES AND PODIUMS:
At Least 85% of Build-to-Line At Least 85% of Build-to-Line Per Existing Per Existing
III - BUILDING TYPES

Courtyard Building High Rise Residential Building Flex Building Podium Building Commercial Block Building Liner Building
FOR REFERENCE NOTES REFER TO THE FINAL PAGE OF THIS TYPE.

IV - ENCROACHMENTS
LOCATION:
[O] PRIMARY STREET: [P] SIDE STREET: [Q] ALLEY: 10 0 Max 10 Max 5 Max
V - USE REQUIREMENTS
GROUND OUND FLOOR: LOOR:
UPPER FLOOR(S): LOOR(S): R(S):
Ofce Pri Primary Re Retail (3) R Residen Residential S Sec Secondary Retail Ofce Residential
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[R] [S] [T] [U] [
LOCAT LOCATION:
PRIMARY S STREET SETBACK: ST SIDE DE ST STREET SETBACK: SIDE SETBACK: SID ALLEY SETBACK:
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30 Min (4) 30 Min (5) 0 10 Min No Off-Street Parking Requirement One (1) Space Per 1,250 SQ FT in Excess of the 7,500 SQ FT
REQUIRED SPACES:
OFFICE USES: (6) < 7,500 SQ FT: > 7,500 SQ FT:
PRIMARY RETAIL USES: (6) < 3,000 SQ FT: No Off-Street Parking Requirement > 3,000 SQ FT: One (1) Space Per 700 SQ FT in Excess of the 3,000 SQ FT RESIDENTIAL USES: (6) One (1) Space Per Dwelling Unit SECONDARY RETAIL USES: (6) < 7,500 SQ FT: No Off-Street Parking Requirement > 7,500 SQ FT: One (1) Space Per 1,250 SQ FT in Excess of the 7,500 SQ FT
VI - PARKING REQUIREMENTS
URBAN GENERAL TYPE 2 (UG2-TOD) VII - REFERENCE NOTES

1. The Build-to-Line must match the average Front Facade Line of the Block Face. Lots with NO Primary Street frontage (abutting adjacent properties) are exempt from the Primary Street Build-to-Line dimensional requirements and are only required to have a ve foot (5) setback on said frontage. Lots with NO Alley Frontage (abutting adjacent properties) are required to have a ten foot (10) setback on said Frontage. Primary Retail is only allowed on 2rd Street and 3rd Street between Carr Street and the Eads Bridge and must be accessed through Direct Frontage onto the street. This gure reects an additional dimension of thirty feet (30) beyond the Primary Street Build-to-Line for above grade parking. Below nished ground oor level parking can be coterminous with the Facade Line of the building. This gure reects an additional dimension of thirty feet (30) beyond the Side Street Build-to-Line for above grade parking. Below nished ground oor level parking can be coterminous with the Facade Line of the building. Within the Arch-Lacledes Station Area, required spaces do not apply.
2.
3.
4.
5.
6.
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INTENT STATEMENT:
The intent of this Building Envelope Standard ndard is to regulate gulate the physical form of o the t Urban General Type 3 areas in order to preserve and enhance hance the integrity y and quality of the primarily prim low- and mid-rise buildings within transitional areas of Downtown Saint Louis. The area is designed d to provide for minimum building heights and zero-setback setback tback buildings respectful of the existing existin existi historic, urban character and mixed building styles of these se areas. This intent statement and the images im shown below are advisory only.
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BUILD-TO-LINE:
SETBACK: ACK: CK:


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3 Stories and 40 12 Stories and 130 15 Max 6 Max Above Back of Sidewalk Or Adjacent Lot Level 12 Min | 25 Max (F to C) 8 Min | 15 Max (F to C) Mezzanines and Podiums Greater Than 1/3 of the Floor Plate Area Shall Be Counted as a Full Story

Rowhouse and Courtyard Rowhouse Stacked Flats Courtyard Building Flex Building Podium Building Commercial Block Building Live | Work Units Liner Building

IV - ENCROACHMENTS
LOCATION:
[O] PRIMARY STREET: T: [P] SIDE STREET: T: [Q] ALLEY: 10 Max 10 Max 5 5 Max
V - USE E REQUIREMENTS
GROUND UND FLOOR: OOR:
UPPER FLOOR(S): OR(S
O Ofce Prim Primary Retail (3) Residential Secondary Retail
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[R] [S] [T] [ [U]
VI - PARKING R REQUIREMENTS REQUIR

LOCATI LOCATION:
PRIMARY PRIMAR RIMAR STREET SETBACK: SID STREET SETBACK: SIDE SIDE SETBACK: ALLEY SETBACK:
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REQUIRED SPACES:
Ofce Residential

1. The Build-to-Line must match the average Front Facade Line of the Block Face. Lots with NO Primary Street frontage (abutting adjacent properties) are exempt from the Primary Street Build-to-Line dimensional requirements and are only required to have a ve foot (5) setback on said frontage. Lots with NO Alley Frontage (abutting adjacent properties) are required to have a ten foot (10) setback on said Frontage. Primary Retail is only allowed on 2rd Street between Carr Street and the Eads Bridge and must be accessed through Direct Frontage onto the street. This gure reects an additional dimension of thirty feet (30) beyond the Primary Street Build-to-Line for above grade parking. Below nished ground oor level parking can be coterminous with the Facade Line of the building. This gure reects an additional dimension of thirty feet (30) beyond the Side Street Build-to-Line for above grade parking. Below nished ground oor level parking can be coterminous with the Facade Line of the building. Within the Arch-Lacledes Station Area, required spaces do not apply.
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3.
4.
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STADIUM STATION AREA

IMPLEMENTAITON OBSERVATIONS Much of the identied redevelopment to occur in or around the Stadium Station will be completed as part of the Ballpark Village development. However, certain key issues remain in the area and must be addressed by the City to ensure that future phases of Ballpark Village and other development will occur in the future. The following list details the key outcomes of those conversations: 1. 2. The parking lot to the south of the Tums building seems ripe for development, given its location near the stadium and highway; The current TOD plan may inhibit views towards the stadium from elsewhere in Downtown. The building occupied by Mike Shannons restaurant and bar could be eliminated to serve as a park-like connector from Kiener plaza to the Ballpark Village development; y and are The Stadium East and West garages are somewhat unsightly inactive at the ground oor level; evelopment ment around Metro is willing to work with any partner to create development and above the station, assuming that it is nancially ally feasible e to do so. It should be noted that this type of development nt will be complicated icated due du to requirements for maintenance access and other FTA studies; s; The park at 900 Walnut may also lso o be a good redevelopment site. site However, the parcel on the west est side of the block is owned by the federal government. BELOW-GRADE STADIUM METROLINK STATION
3. 4.
5.
STADIUM STATION ON AREA IMPLEMENTAITON TAITON AITON ACTIO ACTION ITEMS
Citys control, the City can play a While some e of these issues are beyond the City key y role in kick-starting activity in the area. area We recommend that the following activities ties commence mmence in October Octob 2013: 201 1. 2.
3.
us initial nitial efforts on achieving the market-supported development Focus recommended mmended ended in the BAE report; Discuss development or joint venture opportunities with the s possible p owners of the parking lot to the south of the Tums Building. Secure property if possible; SLDC must offer ongoing support for the Ballpark Village development.
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A result of this widespread policy recognition will, and should, be creation of appropriate partnerships to implement prioritized parts of each plan.
STADIUM STATION STATION FINANCIAL ANALYSIS

DEVELOPMENT PROGRAM Given feedback from the Technical Advisory Committee and the public, the consultant team developed the nalized station area plan for the Stadium PROPOSED IMAGE OF BROADWAY STREET Station. This plan assumes that signicant retail and ofce space will be ding, ng, and an a developed at both Ballpark Village, the former Cupples 7 building, the e following is the parcel located immediately west of the MetroLink line. The development program for the Stadium Station Area Plan: Market Rate Residential: Retail: Ofce: Hotels: king: ng: Structured Parking: 800 Units
00 Square Feet Fe 250,000 400 Rooms oms 0 Spaces
650,000 ,000 Square Feet Fe
STADIUM STA ADIUM STATION A A PLAN AREA PLA GE RAL PHASING GENERAL
STAG AGE 1.0 New ew Residential Resid Renovated nov ov Residential Retail STAGE 2.0 New Residential Renovated Residential Ofce Retail STAGE 3.0 New Residential Ofce
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and other factors. tors. zation rate. ofce or retail space.
VELOPMENT NT PLAN COST & PHASIN DEVELOPMENT PHASING
An econometric model was developed to analyze the Station Area Plan for the Stadium station. The table o on the opposite page contains detailed key assumptions in the develo development model regarding rents, construction costs,
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ful listing of the development assumptions for the Stadium Station Area A fu full Plan is available in the Appendix. An ination rate of 2.5% was applied to rents, operating costs, and devel-
opments costs. For the sake of comparison, it is assumed that all development will be sold in year 30 and priced using anappropriate capitali-
Generally, it was assumed that one or more signicant residential properties would be developed prior to the construction of additional
GENERAL PUBLIC ASSISTANCE FOR REDEVELOPMENT At this time, the City of Saint Louis has an array of development tools to help offset some costs. Tax Increment Financing, a tool that allows a developer to collect incremental real property and economic activity tax revenue, is a popular way to nance property acquisition, infrastructure improvements, and renovation costs in the city. Other tools, such as Community Improvement PROPOSED IMAGE OF EIGTH STREET Districts, allow for a developer to generate funds for area amenities or other uded ed in the programs. A complete listing of possible incentive tools is included Appendix. . It should be b noted that Gap nancing can come from private sources as well. competition for these limited resources is great. Other potential sources of s community, community-based organizagap nancing include: the business nstitutions, tutions, and philanthropic organizations. organizatio tions, developers, nancial institutions,
ols geared towards s property redevelopment, the City offers In addition to tools stance ce to small business owners owne in the form of grants, g some assistance tax credits,
STADIUM STA ADIUM STATION A A PLAN AREA PLA ES ESTIMATED ATE FUN UNDING NG GAP G
DEVELOPMENT ELOPME OPME COST $514.6 M DEVELOPMENT VALUE $422.3 M FUNDING GAP $92.3 M AVAILABLE PUBLIC SUBSIDY $145.0 M
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community.
ialized programs. In order to entice businesses busi and other specialized into each station ical that these programs be m ma area, it is critical marketed towards the business
SUBSIDIES & DEVELOPME DEVELOPMENT GAPS
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t In many ways, the Stadium Station is already on the road to denser, more orie o transit oriented development. The ongoing construction of Ballpark Village ll provide additional restaurant and entertainment options within an easy will walk of the station, and additional ofce, residential, and hotel development is is a need for public subsidy to ll the probable gap required for initial developments. However, it is hoped that as densityand demandincreases, there will be less need for the use of additional public subsidy for the Station Area. The development costs and the actual value of the development post-development will exist. Therefore, it is necessary to nd some sort of nancingbe
planned for the area over the next decade. Despite this urry of activity, there
it public or privateto ll the gap and entice development. The table on this page details the estimated funding gap and the amount of public nancing available for the nalized development scenario. In general, the available public subsidies would ll any nancing gaps for the nalized scenario for the Stadium Station. Under the second scenario, it would be necessary for developers to seek private gap nancing. It should be noted that approximately $17.0 million of the estimated available public subsidies are dedicated to the Ballpark Village project, leaving $128.0 million of public subsidy available for other projects.
FINANCIAL MODEL OUTCOMES It should be noted that while the economic projections below estimate the potential returns of the suggested redevelopment plan, no signicant market analysis has been performed to estimate the actual demand for these development congurations. The table on this this page indicated the estimated nancial returns for the Stadium Station Area Plan. While the overall return for the proposed development plan is within an acceptable range for a developer both with and without nancing, due to the high risk inherent to real estate development, it is highly likely that some sort of public incentive or other private gap nancing will be necessary to attract developers to a long-ignored area of the City. For the full economic analysis of each alternative, please see the Appendix. GENERAL PUBLIC SUBSIDY DESCRIPTIONS General Development Incentives: pro Tax Increment Financing: A TIF collects a portion of net new real property, hen used to nance de earnings, and sales taxes. These funds are then devele TIF district. opment and other improvements within the D): : A CID can levy real property and/ and Community Improvement District (CID): sed ed for certain improvements or services or additional sales taxes to be used e CID. D. Sales tax CIDs are capped at 1.0%. within the boundaries of the pment District rict (TDD): A TDD can be funded through throug Transportation Development ent, real property tax, or sales tax. Sales tax TDDs TDD T special assessment, are 0%. Funds are used to o support transportation improvement im capped at 1.0%. ke signage, road conditions, or other transport-related transpo trans projects like needs in the districts of the TDD. within apter 353 Redevelopment: This program progra allows for full or partial Chapter ment of real property taxes for up to 25 years. abatement er 99 Redevelopment: This program p Chapter allows for full or partial ent of real property propert taxes for up to 10 years. abatement PROPOSED IMAGE OF CLARK AVENUE
Specialized zed Development Developmen Incentives: Tax-Exempt Financing: This bond incentive provides long-term xempt mpt Bond Bo capital na nancing for major projects. Chapter 100 Bond Financing: This bond incentive provides long-term capital nancing for major projects. Chapter 100 Sales Tax Exemption: Used in conjunction with Chapter 100 Bonds, the Chapter 100 Sales Tax Exemption reduces the costs of purchasing non-manufacturing equipment. The Small Business Association 7(a) Loan Guaranty: The SBA provides nancing to small businesses with reasonable terms. New Markets Tax Credits (NMTC): These credits are typically used to attract investments to low-income areas and offer tax credits for a portion of the investment. Typically, NMTC are utilized for large areas of redevelopment to increase return. Historic Tax Credits: Offers tax credits for owners of recognized historic structures.
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STADIUM STATION AREA PLAN ESTIMATED FINANCIAL RETURNS RETURN WITHOUT GAP FINANCING 5.8% RETURN WITH GAP FINANCING 6.7% LAND RESIDUAL VALUE @ 15% $70.9 M LAND RESIDUAL VALUE @ 20% $94.6 M
STADIUM STATION AREA PUBLIC IMPROVEMENTS

PEDESTRIAN RECOMMENDATIONS A SECTION OF EIGHTH STREET (Tier 1) Perform a road diet on Clark Avenue between Tucker Boulevard oulevar uleva and ough ugh lanes in e 8th Street. A reduction from the current section of two through each ane e in each direction d an direction plus a center turn lane to one through lane and l serve as the major majo east-west a center median is recommended. Clark will e traf rafc volume does not w pedestrian corridor in the area and the warrant ve exper with lanes. Therefore, the creation of a more desirable pedestrian experience ge sidewalks idewalks is necessary. Additionally, on either eithe fewer trafc lanes and large venue has only two through lanes, so this side of the road diet area, Clark Avenue d create a more consistent streetscape. These changes are road diet would nt with h the Downtown Multimodal Multimoda Access Plan that th designates Clark consistent enue as a neighborhood connector. The T plan r Avenue recommends two through lanes and share-the-road re-the-roa signage.
The creation of a more desirable pedestrian experience with fewer traffic lanes and large sidewalks is necessary.
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etscape overhaul overhau that tha includes shade trees, decorative crossFull streetscape walks, pedestrian edestrian boumpo boump boumpouts at intersections, lighting improvements, etc. Add crosswalks swalks on a all sides of intersections at 9th, 10th and 11th Streets. share-theare-the Add share-the-road signage or sharrows to alert motorists to bicycle activity. y. Add a center median to Clark Avenue to further calm trafc and make the s street more aesthetically appealing.
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(Tier 1) Extend the streetscape improvements on Spruce Street that have already been done between 8th and 9th Streets to Tucker Boulevard. Spruce Street should function as a neighborhood street serving the renovated Cupples buildings and new residential development along the corridor. Spruce Street is also classied as a neighborhood connector in the Downtown Multi-Modal Access Study which would be consistent with these recommendations. Add ADA accessible crosswalks on all four sides of intersections at 9th, 10th, and 11th Streets. Extend the streetscape theme established in front of the Westin all the way to Tucker Boulevard. Include similar pavement materials, and add mid-block crossings to each block.
PEDESTRIAN RECOMMENDATIONS PLAN
(Tier 1) Work closely with Great eat Rivers vers Greenway to implement the Chouteau ction. The Chouteau Greenway is a very Greenway and the City Garden Connection. west connection for the regional trail system that will connect important east-west sid of Downown. The trail will plan to redevelop the rail yards on the south side
rk to the Mississippi River Trail. It will be an impo importa Forest Park important part of a larger onnect the e rail yards to the southwest portion of the Gateway Arch grounds connect h a new multi-use trail bridge through the I-44/I-55/I-64/I-70 interchange. with arden Connection will be b a spur trail from the Chouteau Trail that The City Garden nnect the Chouteau Greenway G will connect to the City Garden and Gateway Mall portan ortan for recreational uses and provides a very prominent and is very important aesthetically appealing entrance to the Gateway Mall area. Construct the Chouteau Trail from Tucker Boulevard to 4th Street using similar design and construction standards as other Great Rivers Greenway trails. Construct the City Garden Connection from the Chouteau Trail north to City Garden, utilizing the existing green space along the east side of 10th Street from Clark Avenue to Market Street. Construct the trail bridge through the freeway interchange to connect the east end of the Chouteau Trail to the southwest corner of the Gateway Arch grounds. Use unique design to highlight the freeway infrastructure and the view of Downtown and the Arch.
ng green reen space spa along the east side of 10th Street. This connection via existing
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BICYCLE RECOMMENDATIONS PLAN
BICYCLE RECOMMENDATIONS A
(Tier 1) Create a safe share-the-road bicycling Avenue to Market Street. 7th ng corridor along 7th h and 8th Streets from Chouteau Choute Chout th-south -south connection within the Station Area and serve s and 8th Streets are the most direct north-south a lot of the pedestrian and bicycle on. A safe bicycle route is needed to move people peopl peop to and from the southern half of the Station trafc going to the Stadium station. 4) and to encourage courage more multi-modal trafc to cross cro the interstate viaduct. In addition, share-the-road Area (south of Interstate 64) es an important addition to the Bike St. Louis plan, which designates 7th Street south of signage on 7th and 8th Streets provides nue e as share-the-road. By extending the share-the-road share-th Chouteau Avenue designation to Market Street, a very direct connection is etween the existing bicycle infrastructure and the th Station Area and Central Business District. created between ment share-the-road signage along 7th 7t 7 and 8th Streets from Chouteau Avenue to Market Street. Implement th corridor to further alert motorists to the presence of bicycles in shared lanes. Paint Bike St. Louis sharrows along the Time traf afc signals to opt optimize bic bicycle travel instead of vehicular travel. Cyclists will be more willing to utilize the corridor if hey do not have to wait thro they through red lights at each intersection.
(Tier 2) Add dedicated bicycle infrastructure to the 4th Street and Broadway Corridors that connect to the dedicated bike lanes on 7th Boulevard in Soulard. Currently 4th Street and Broadway have several changes in the roadway width and number of through lanes that makes them unpredictable when driving. By creating a consistent number of through lanes and on-street parking facilities, trafc will be more predictable and leaves extra right-of-way that can be utilized for bicycle infrastructure. These corridors lend themselves well to strong bicycle corridors because of the direct connection that can be made to the bike lanes on 7th Boulevard. They also do not have any freeway ramps intersecting them like the 7th Street bicycle corridor which increases the safety along the route. Reduce the number of through lanes both southbound on Broadway and northbound on 4th Street to three lanes in sections of the roadway that have more than three. Convert any excess lanes into parking lanes. Use extra width from through lane to parking lane conversions to stripe bike lanes and install curb bumpouts at intersections that only allow for three travel lanes and a bike lane Utilize one of the excess lanes on 4th Street and Broadway to create a protected cycle track. Install bicycle signals at signalized intersections and restrict vehicular turns that cross the cycle track to a few intersections.
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TRANSIT RECOMMENDATIONS PLAN
TRANSIT RECOMMENDATIONS A
(Tier 3) Create a new entrance to the eastbound bound platform of the Stadium Station. Currently, Current there is only one exit for the d of the platform. The westbound has two exits and riders have the choice of exiting to eastbound platform; it is on the south end ew entrance should be created on the eastbo eastbou platform that crosses under 8th Street and Spruce Street or Clark Avenue. A new eastbound orner of the e stadium at Clark Avenue. This new entrance would create direct access to the stadium surfaces at the northwest corner e number of passengers ngers that have to cross 8th Street Str St and would reduce the especially during Cardinals games. This new entrance se access from the Ballpark Village site and would wou increase the visibility of the station from the area north of the would also ease stadium.
ruct the new entrance under 8th Street Stre with stairs or escalators leading to the southeast corner of Clark Avenue and Construct 8th Street; eet; Add an elevator to provide provid full ha handicapped access to the eastbound platform and increase the visibility of the station from he street. et. the
As Clark Avenue develops into a heavily utilized corridor and Ballpark Village is completed, it is recommended that the #99 Downtown Shuttle route is adjusted to have the south leg of the route travel on Clark Avenue instead of Market Street. Clark Avenue lends itself much better to transit usage because of its compact scale and pedestrian-oriented features. Adjust the bus route and add new signage to Clark Avenue; Add bus shelters and visible transit maps along Clark Avenue to help orient the high number of tourists in the area; Add bus pullouts at all stops to avoid buses holding up vehicle and bicycle trafc.
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TRAFFIC RECOMMENDATIONS A (Tier 2) Connect the 9th Street exit ramp from westbound Interstate 64 to the westbound entrance ramp at 10th Street. Currently these ramps are very intrusive and take up a lot of developable land between the interstate and Clark Avenue. By linking the two ramps together, more land is available for development at the southwest corner of Clark Avenue and 9th Street. The 9th Street ramp in particular is very intrusive into the Cupples neighborhood and creates an awkward and confusing ve-leg intersection at ore hospi9th Street and Clark Avenue. A more standard four-way intersection would be created at 10th Street that would be more ould ld also facilitate facil fa table to pedestrian and bicycle trafc as well as less confusing for vehicular trafc. The ramp connection would ng them. The T 9th Street Stre the two-way conversion of both 9th and 10th Streets because there would not be one-way ramps entering hbound d trafc onto 7th or 11th exit ramp is already in a poor location due to the closure of 9th Street at City Garden forcing northbound nto o the Central Business District and Streets to get to the Central Business District. 10th Street, on the other hand, is continuous into would provide a more direct northbound route into the main area of Downtown. B
s at 10th Street to be able to handle the traf tra c Connect the two ramps to be accessible from 10th Street. Replace the signals exiting Interstate 64. orth to Chestnut Street. It must remain one-way southbound Convert 10th Street to a two-way street from Clark Avenue north n. south of Clark Avenue because of the ramp conguration. orth to Market Street. Convert 9th Street to a two-way street from Poplar Street north
e intersection of 6th Street and Gratiot Street. Stree Currently C (Tier 3) Construct a roundabout at the the trafc signal at this intersection he low volume of trafc on Gratiot and 6th Streets and causes a lot of unnecessary delay to vehicular is unnecessary because of the rovides more efcient intersection control and d do not create any delay at the intersection. trafc. A roundabout provides does e the he existing trafc signal with a roundabout. Replace ovide de signage at the intersection that directs trafc exiting Interstate 64 to either 7th Street or 4th and Broadway to direct Provide ople to the attractions along those corridors. corrido people
) Create te a street connection conne con (Tier 3) behind the Cupples buildings on the Poplar Street alignment to increase the connectivity in rently, 9th, 9th 10th and 11th Streets all dead end at the Interstate 64 viaduct, severely limiting connectivity along the the area. Currently, alignme ignm MetroLink alignment. By connecting these streets with an east-west street, the downtown street grid is extended south another block and provides a more intuitive street layout than the current conditions. It also makes the area under the Interstate 64 viaduct safer by having vehicular trafc passing through and making it less isolated. Construct a street along the Poplar Street alignment that connects 9th, 10th and 11th Streets. Add metered parking and basic streetscape elements to create a better perception of this currently fractured and underutilized space.
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D (Tier 3) Realign Gratiot Street to provide access to Chouteaus Landing. Currently, if vehicles are traveling east on Gratiot Street, they are forced to turn left onto 4th Street because the alignments of Gratiot Street do not line up properly at the intersection. If the street is realigned to create a traditional four-way intersection, trafc would be able to travel directly from the Interstate 64 ramps on Gratiot to Chouteaus Landing.
TRAFFIC RECOMMENDATIONS PLAN
Realign Gratiot Street to form a four-way our-way intersection at 4th Street; Create crosswalks on all four access possible. our sides of the intersection to create the best pedestrian ped
nder der the CityArchRiver 2015 plan, Walnut Street Stree is being converted to a two-way arterial street from Memorial Dr. to (Tier 3) Under eet. This corridor will serve as the main e east8th Street. east-west vehicular connection between the interstate access ramps along the Gateway Arch grounds and the Central Busine Business District. It is recommended that this two-way conversion is extended from 8th eet all the e way to Tucker Boulevard. Bo T Street This corridor is the only uninterrupted east-west street in the Station Area and will be very rtant to handling the high hig volumes volu important of trafc experienced in the area during rush hour and Cardinals Games. F vert Walnut Stre Convert Street from a one-way eastbound street to a two-way street between 8th Street and Tucker Boulevard. The street is wide e enough to carry two through lanes in each direction. rafc signal at Tucker Boulevard to handle the increased westbound trafc on this corridor. Add a traf Add crosswalks on all three sides of this intersection to facilitate efcient pedestrian movement.
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(Tier 3) Realign Poplar Street at Broadway to create a four-way intersection with the westbound on-ramp for Interstate 64. Currently, the conguration of the on-ramp encourages trafc to speed in the right lane of Broadway and make a free right-turn onto the ramp. Because of these high speeds, the crosswalk at the ramp is very dangerous for pedestrians. By realigning Poplar Street to make a more standard intersection and a sharper turn onto Interstate 64, trafc will be forced to slow down, and pedestrians will be more visible. . Connect Poplar Street directly to the westbound Interstate 64 onramp. Move the existing trafc signal to the ramp entrance. Paint highly visible crosswalks on all four sides of the new intersection.
STADIUM STATION AREA PUBLIC IMPROVEMENTS COSTS

The total estimated public improvement cost for the Stadium Station is estimated to be $10.7 million in 2013 dollars and includes all tiers of improvements described in the Transportation Analysis of Area Plans. Tier 2 represents 53% of the total costs with roadway construction being the primary MASSING OF THE STADIUM STATION AREA PLAN cost followed by intersection construction. Transit improvements have a low ments ents can c be construction cost because the majority of the proposed improvements ure. e. A detailed detaile cost implemented without public improvements to infrastructure. breakdown, including assumption, is included as an attachment.
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STADIUM STATION AREA GREEN INFRASTRUCTURE FRAMEWORK

In support of the Citys sustainability initiatives, complete streets, including green infrastructure and retrotted buildings, are prescribed throughout the Station Area. Green infrastructure is a dening element of street improvements and new developments within the Stadium Station Area. Local species PROPOSED VIEW OF BROADWAY STREET of plants remediate toxins in the ground and control and collect rain water ; Green Gree roofs to increase water quality before it gets into the drinking supply; uce ce the heat island isl with the potential for urban agriculture and new trees reduce s in the Cupples Cupp Comple effect and create comfortable walking environments Complex astructure re also provides provi and sourrounding Busch Stadium. Green infrastructure a venue hese ese features combined will w increase for public art and public space. All of these nrich ich the character and experience experien air quality around the station, enrich of the roperty rty values around arou the station. streetscape, and elevate property
rviousness/Stormwater mwater Runoff/Water Quality Impact on Imperviousness/Stormwater
SECTION OF BROADWAY ADWAY STREET
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ing strategies.
opment that increases imperviousness imperviousn caus an increase in the Development will cause stormwater (and nd pollutants) that runs off into the enclosed combined sewer system, as well ell as an increase in bypass into the Mississippi River during heavy rain events. For the Stadium Station Area, it appears that there may be an increase in the percent i im impervious on certain sites. In general, the best approach is to maximize green space for each site when combined with park-
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Regula Regulat Regulatory and Permitting Requirements Stormwater permitting for this project will be administered by the Metropolitan St. Louis Sewer District (MSD). All projects submitted to MSD must be reviewed to determine if stormwater quantity and/or quality management will be required. A project will require stormwater quantity and/or quality management if any of the following apply: The project is a new development or redevelopment project that disturbs greater than or equal to one acre; The project on an individual parcel disturbs less than one acre but it is part of a larger overall project that disturbs over one acre; There is a proposed increase in stormwater runoff over two cubic feet per second (cfs) for the 20 year-20 minute design rainfall; Downstream stormwater problems (insufcient pipe capacity) exist that might require the proposed site to have quantity detention, where less than two cfs increase in runoff is proposed.
MASSING OF THE STADIUM STATION AREA
PRELIMINARY ESTIMATED COST OF CONSTRUCTION FOR WATER QUALITY AND WATER QUANTITY
BIORETENTION FACILITIES $20 TO $25/SF PERMEABLE PAVEMENT $15 TO $20/SF RAINWATER HARVESTING $150 AND UP (DEPENDS ON THE AESTHETIC NATURE OF TH THE BMP). GREEN ROOFS OFS FS $15 TO $2 $20/SF DISCONN ONNECTION ECTION $500 $5 TO
All new development projects must reasonably mimic pre-construction runoff with the aim of preventing or reducing water quality impacts. Any project site that has an existing percent impervious of 20% or less will be considered new s will development. Any succeeding or additional development to these sites also be considered new development. All redevelopment projects must also venting ting or o reducreasonably mimic pre-construction runoff, with the aim of preventing ality strategies. egies. ing water quality impacts by utilizing effective water quality
manageme The three key components of stormwater quantity and quality management
otection ection storage volume, and ood pro proare water quality volume, channel protection ethod od to address these components is removtection volume. The preferred method rough inltration. tion. ing stormwater volume through
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$1 $1,000 PER DISCONNE DISCONNECTION. BUFFER STRIPS $5 TO $10/SY
PRELIMINARY LIMINARY ESTIMATED D COST OF CONSTRUCT CTION FOR WATER QUAL F UALITY AND WATER QUAN WA UANTITY
BIORETENTION FACILITIES (SF); 40,000; 25$ / UNIT; TOTAL COST OF $1,000,000
PERMEABLE PAVEMENT (SF); 40,000; 20$ / UNIT; TOTAL COST OF $800,000
RAINWATER HARVESTING (EA); 3; $20,000 / UNIT; TOTAL COST OF $60,000
GREEN ROOFS (SF); 13,000; $25 / UNIT; TOTAL COST OF $325,000
PRELIMINARY ESTIMATED COST OF CONSTRUCTION FOR WATER QUIALITY AND WATER QUANTITY
$2,185,000
STADIUM STATION FORM-BASED DISTRICT RECOMMENDATIONS

The Stadium Stations half-mile transit shed also serves as the boundary of the Stadium Station Area Form-Based District. Within this area, a Form-Based District will apply, as outlined in the Building Envelope Standards recommendations. On the following pages, a regulatory CLARK AVENUE IN CUPPLES STATION requirement specic to transit oriented development, the absence of e allowed, allo al parking requirements, is established. While parking will be etermined by the the quantity of parking per new development will be determined developme within the th developer according to market demand. All new development ations described herein. h Form-Based District will abide by the regulations Intent
dards ds regulate the allowable placement placeme o Building Envelope Standards of es, and types es of buildings, as well as establish es buildings, land uses, or the placement of parking for a given area. The T intent of requirements for ding Envelope Standards is to regulate future development d the Building to be spectful of both building height and us c respectful use and to concentrate the majority ntial uses within the Cupples Historic Complex, while also of the residential ce residential, and hotels to develop allowing a mixed-use area of ofce, th other areas surrounding Busch Stadium. within Ballpark Village and the Statio Area Form-Based District, Building Envelope Within the Stadium Station ave been bee b Standards have calibrated to the characteristics of the transitional areas and den dense historic buildings of the transit shed, as well as to codify cam the campus characteristics of the Purina Campus and Busch Stadium. Th Three Building Envelope Standards apply within this Form-Based District: Urban General Type 1, Urban General Type 3, and Campus Type 1. These Building Envelope Standards accommodate a range of building forms and uses ranging from commercial block buildings and ex buildings to residential high-rises and podium buildings common to the Downtown area. Adoption ordinance should contain language addressing any conicts with historic district regulations. The Regulating Plan Three Building Envelope Standards are applied throughout the Stadium Station Area Form-Based District. The building envelope standard for Urban General Type 1 is applied along Market Street, Walnut Street, and Tucker Boulevard to form a dense urban edge along the Gateway Mall. Urban General Type 3, a standard which allows for lower to moderate density residential uses, was developed to take advantage of the transitional areas to the south and in the adjacent Cupples Historic Complex. Lastly, Campus Type 1 is established to regulate more isolated campus type areas such as Busch Stadium or the Purina Campus as BUSCH STADIUM necessary to allow exibility in new singular development of this scale.
VIEW TOWARD WARD BUSCH H STADIUM STAD
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EXISTING STRATEG STRATEGIC LAND USE PLAN FOR THE STADIUM STATION AREA
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RECOMMENDED CHANGES TO THE STRATEGIC LAND USE PLAN & OTHER REGULATIONS The Strategic Land Use Plan (SLUP; PDA-155-04-CMP) was established by the City of Saint Louis on January 5, 2005. The purpose of the plan is to guide, at a very broad level, development and preservation throughout the area in a comprehensive manner. As the intent of the Station Area Planning Process is to establish a vision and development plan for the Stadium Station Area, it will be necessary to make modications to the Strategic Land Use Plan in order to ensure that it is concurrent with the Form-Based District Recommendations. As a transit oriented cistrict, parking restrictions have been removed within the Stadium Station Area Form-Based District.
SPECIALTY MIXED USE AREA (SMUA) OPPORTUNITY AREA (OA) NEIGHBORHOOD DEVELOPMENT AREA (NDA) RECREATION / OPEN SPACE PRESERVATION & DEVELOPMENT AREA (ROSPDA)
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PROPOSED D STRAT STRATEGIC LAND USE PLAN FOR THE STADIUM STATION AREA The following are the recommended changes to the Strategic Land Use Plan within the Stadium Station Area Form-Based District: The parcels indicated as BIDA south of Interstate 64 and west of 8th Street should be converted to OA in order to foster the future of the area through development opportunities like the Chouteau Lake District and Greenway. The parcels bound by Clark Avenue, 10th Street, Interstate 64, and 11th Street should be converted from SMUA to NDA, in order to facilitate to take establish a new neighborhood area.
The parcels within the Cupples Historic Complex to the west of 10th Street should be converted from SMUA to OA, in order to signify new opportunities to developers with the reconguration of the infrastructure for Interstate 64. The parcels within Ballpark Village should be converted from SMUA to OA, in order to signify large redevelopment opportunities for transit oriented development adjacent to Busch Stadium The parcel to the west of Busch Stadium and north of Interstate 64 should be converted from SMUA to OA, in order to signify new development opportunities to developers adjacent to Busch Stadium.
PROPOSED D REGUL REGULATING PLAN FOR THE STADIUM STATION AREA
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THE REGULATING PLAN
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URBAN GENERAL TYPE 1 (UG1) URBAN GENERAL TYPE 2 (UG2) URBAN GENERAL TYPE 3 (UG3) CAMPUS TYPE 1 (CM1)
Three Building Envelope Standards apply within the Stadium Station Area Form-Based District. Each building envelope standard regulates building placement, height, type, encroachments, use requirements, and parking requirements. Additionally, each building envelope standard accommodates a particular range of heights, density, and building character necessary to building on the assets of the area, while remaining respectful of historic buildings and structures.
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PROPOSED D PRIMA PRIMARY & SIDE STREETS FOR THE ARCH-LACLEDES STATION AREA
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PRIMARY & SIDE STREETS Primary Streets within the Stadium Station Area Form-Based District include the following list of streets shown below. All other streets are considered to be Side Streets, in accordance with the diagram above: 7th Street (from Cerre Street south, and Walnut Street north) 8th Street (all) 10th Street (from Clark Avenue north) Broadway Street & 4th Street Couplet (all) Tucker Boulevard (all) Market Street (all) Clark Avenue (all) Gratiot Street (from 7th Street to 4th Street)
PRIMARY STREETS SIDE STREETS
BUILDING ENVELOPE STANDARDS Urban General Type 1 (UG1-TOD) The intent of this Building Envelope Standard is to regulate the physical form of the Urban General Type 1 areas in order to preserve and enhance the integrity and quality of the tall, full and half-block, high-rise buildings within mixed-use areas like Downtown Saint Louis. The area is designed to provide for minimum building heights and zero-setback buildings respectable of the WESTIN HOTEL . This Thi intent intense urban character and mixed-building styles of these areas. statement and the images shown below are advisory only. Neighborhood General Type 3 (UG3-TOD)
dard ard is to regulate the physical ph The intent of this Building Envelope Standard form as in order to preserve and enhance en of the Urban General Type 3 areas the rimarily marily low- and mid-rise buildings within with transiintegrity and quality of the primarily own Saint Louis. The area is designed to provide provid provi tional areas of Downtown for ng heights and zero-setback ero-setback buildings respectable respecta respect minimum building of the storic, c, urban character and mixed m style of these areas. existing historic, building styles
STADIUM WE W WEST EST ST PARKING IN NG GA G GARAGE A
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Campus Type e 1 (CM1-TOD) (CM1-TO below are advisory only.
tement and the images shown show below ar This intent statement are advisory only.
The intent of this Building Env Envelope Standard is to regulate the physical form of Campus developments, d dened as large-lot developments with multiple Building Types. Ca Camp Campuses are singular, identiable sites within the district, bounded by pub publ public streets and typically featuring unifying characteristics. The area is d des designed to allow for a variety of urban business, industrial, institutional, and d academic uses while maintaining and supporting an active streetscape and a vibrant urban character. This intent statement and the images shown
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SURFACE PARKING LOT SOUTH OF TUMS BUILDING
INTENT STATEMENT:
The intent of this Building Envelope Standard ndard is to regulate gulate the physical form of o the t Urban General Type 1 areas in order to preserve and enhance hance the integrity ty and quality of the tall, full and half-block, high-rise buildings within mixed-use areas eas s like Downtown Saint Louis. The area is designed to provide for minimum building heights and d zero-setback ero-setback buildings respectful of the th intense urban character and mixedbuilding styles of these se areas. This intent statement and the images im shown below are advisory only.

EXAMPLE AMPL P E PL
EXAMPLE EXA
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EXAMPLE

BUILD-TO-LINE:
[A] PRIMARY STREET: [B] SIDE STREET: 0 (1,2) 0
SETBACK: ACK: CK:


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6 Stories and 75 Unlimited Height (4) 15 Max 6 Max Above Back of Sidewalk Or Adjacent Lot Level 12 Min | 25 Max (F to C) 8 Min | 15 Max (F to C) Mezzanines and Podiums Greater Than 1/3 of the Floor Plate Area Shall Be Counted as a Full Story

Courtyard Building High Rise Residential Building Flex Building Podium Building (5) Commercial Block Building Liner Building Civic / Institutional Building

IV - ENCROACHMENTS
LOCATION:
UPPER FLOOR(S): OOR(S): R(S):
Ofce Pri Primary Re Retail (6) R Residen Residential S Sec Secondary Retail Civic / Institutional Ofce Residential Civic / Institutional
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[R] [S] [T] [ [U]

LOCATI LOCATION:
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REQUIRED SPACES:

1. The Build-to-Line must match the average Front Facade Line of the Block Face. Lots with NO Primary Street frontage (abutting adjacent properties) are exempt from the Primary Street Build-to-Line dimensional requirements and are only required to have a ve foot (5) setback on said frontage. Building Types with Primary Frontage onto Market Street and Clark Street are required to have a thirty foot (30) setback on all stories greater than six (6) stories or seventyve feet (75). Lots with NO Alley Frontage (abutting adjacent properties) are required to have a ten foot (10) setback on said Frontage. All Building Types east of Broadway Street are not allowed to have a Building Height greater than seven hundred and fty-one feet (751) above sea level. Podium Buildings may have the setback for the podium at three (3) stories and forty feet (40) on Market Street and Clark Street. Primary Retail is only allowed on 8th Street, 7th Street, Broadway Street, and Clark Avenue; and must be accessed through Direct Frontage onto the street. This gure reects an additional dimension of thirty ty feet (30) beyond the Primary Street Build-to-Line for above grade parking. Below nished ground oor or level parking can be coterminous with the Facade Line ine of the building. This gure reects an additional l dimension of o thirty feet (30) beyond the Side Street Build-to-Line grade uild-to-Line for above a parking. Below nished ground d oor level parking can be coterminous with the e Facade Line of the building. buildi Within the Stadium dium Station Area, required spaces do not apply.
2.
3.
4.
5.
6.
7.
8.
9.
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INTENT STATEMENT:
The intent of this Building Envelope Standard ndard is to regulate gulate the physical form of o the t Urban General Type 3 areas in order to preserve and enhance hance the integrity y and quality of the primarily prim low- and mid-rise buildings within transitional areas of Downtown Saint Louis. The area is designed d to provide for minimum building heights and zero-setback setback tback buildings respectful of the existing existin existi historic, urban character and mixed building styles of these se areas. This intent statement and the images im shown below are advisory only.

EXAMPLE AMPLE
EXAMPLE EXA
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EXAMPLE

BUILD-TO-LINE:
SETBACK: ACK: CK:


A R
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3 Stories and 40 12 Stories and 130 (3) 15 Max 6 Max Above Back of Sidewalk Or Adjacent Lot Level 12 Min | 25 Max (F to C) 8 Min | 15 Max (F to C) Mezzanines and Podiums Greater Than 1/3 of the Floor Plate Area Shall Be Counted as a Full Story

Rowhouse and Courtyard Rowhouse Stacked Flats Courtyard Building Flex Building Podium Building Commercial Block Building Live | Work Units Liner Building

IV - ENCROACHMENTS
LOCATION:
UPPER FLOOR(S): LOOR(S): R(S):
Ofce Pri Primary Re Retail (4) R Residen Residential S Sec Secondary Retail Ofce Residential
A R
[R] [S] [T] [ [U]

LOCATI LOCATION:
T F
REQUIRED SPACES:

1. The Build-to-Line must match the average Front Facade Line of the Block Face. Lots with NO Primary Street frontage (abutting adjacent properties) are exempt from the Primary Street Build-to-Line dimensional requirements and are only required to have a ve foot (5) setback on said frontage. Lots with NO Alley Frontage (abutting adjacent properties) are required to have a ten foot (10) setback on said Frontage. Building Types with Direct Frontage onto Clark Avenue and Spruce Street are allowed a Building Height Maximum of eight (8) stories and ninety feet (90). Primary Retail is only allowed on 8th Street, Broadway Street, and 4th Street; and must be accessed through Direct Frontage onto the street. This gure reects an additional dimension of thirty feet (30) beyond the Primary Street Build-to-Line for above grade parking. Below nished ground oor level parking can be coterminous with the Facade Line of the building. This gure reects an additional dimension of thirty feet (30) beyond the Side Street Build-to-Line for above grade parking. Below nished ground oor level parking can be coterminous with the Facade Line of the building. Within the Stadium Station Area, required spaces ces do not apply.
2.
3.
4.
5.
6.
7.
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CAMPUS TYPE 1 (CM1-TOD)
INTENT STATEMENT:
The intent of this Building Envelope Standard ndard is to regulate egulate the physical form of o Campus C developments, dened as large-lot developments with multiple Building ing Types. Campuses are a singular, identiable sites within the district, bounded by public streets and typically featuring unifying unif uni characteristics. The area is designed to allow for a variety riety y of urban business, industrial, institutional, institut institu and academic uses while maintaining and supporting g an active e streetscape and a vibrant urban urba urb character. This intent statement and the images shown below elow are advisory ory only.

EXAMPLE AMPL PLE PL E
EXAMPLE EXA
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EXAMPLE

BUILD-TO-LINE:
[A] PRIMARY STREET: [B] SIDE STREET: SETBACK: [C] SIDE: E: [D] D] ALLEY:
30 0 Min | 80 Max (1) 0 Min | 10 Max (2) (2
DING FORM: ORM: BUILDING [E] [F] [G] [H]
PRIMARY ARY STREET: SIDE STREET: TREET: EET: LOT WIDTH: TH LOT DEPTH:
0 M Min | 10 Max (3) Not Applicable (3,4)
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II - BUILDING H HEIGHT
[I] BUILDING HEIGHT M MINIMUM: [J] BUILDING H HEIGHT MAXIMUM: HEI [K] MAX AX FR FROM B.O. EAVE TO T. O. PARAPET OR ROOF: [L] FINISHED GRND FLOOR LEVEL: [ [L
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3 Stories and 40 (6) 5 Stories and 65 15 Max 2 Min | 3 Max Back of Sidewalk Or Adjacent Lot Level For Residential; All Other Uses are Max 6 12 Min | 25 Max (F to C) 8 Min | 15 Max (F to C) Mezzanines and Podiums Greater Than 1/3 of the Floor Plate Area Shall Be Counted as a Full Story
At Least 60% of Build-to-Line At Least 30% of Build-to-Line At Least 500 (5) At Least 425 (5)

Commercial Block Building (7) Flex Building (7) Live|Work Units (7) Liner Building (7) Civic|Institutional Building (7) Industrial Building (To Be Developed)(7)
FOR REFERENCE NOTES REFER TO FINAL PAGE OF THIS TYPE

IV - ENCROACHMENTS
LOCATION:
[O] PRIMARY STREET: [P] SIDE STREET: [Q] ALLEY:
12 2 Max 10 Max Not Applicable e (8)
GROUND UND FLOOR OOR USE:
UPPER FLOOR(S) OOR(S) OR(S) U USE:
Ofce P Primar Primary Retail Lig Light Industrial Civic|Institutional
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LOCATI LOCATION:
[R] PRIMARY RIMAR STREET SETBACK: [S] SID SIDE STREET SETBACK: [T] SIDE SETBACK: [T [U] ALLEY SETBACK:
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60-110 Min (10) 30-40 Min (11) 0 , If Surface Lot; Per Main Building if Structured Parking Not Applicable (12)
REQUIRED SPACES:
OFFICE USES: (13) < 7,500 SQ FT: > 7,500 SQ FT: No Off-Street Parking Requirement One (1) Space Per 1,250 SQ FT in Excess of the 7,500 SQ FT PRIMARY RETAIL USES: (13) < 3,000 SQ FT: No Off-Street Parking Requirement > 3,000 SQ FT: One (1) Space Per 700 SQ FT in Excess of the 3,000 SQ FT RESIDENTIAL USES: (13) One (1) Space Per Dwelling Unit SECONDARY RETAIL USES: (13) < 7,500 SQ FT: No Off-Street Parking Requirement > 7,500 SQ FT: One (1) Space Per 1,250 SQ FT in Excess of the 7,500 SQ FT INDUSTRIAL USES: (13) (Parking Requirements to be Established by the City of Saint Louis)
Ofce Residential Light Industrial (9) Civic|Institutional
CAMPUS TYPE 1 (CM1-TOD) VII - REFERENCE NOTES

1. 2. 3. On all lots, a minimum of two (2) bounding streets must be Primary Streets. Lots may be bounded by Side Streets on the remaining lot lines. Private streets, driveways, and alleys that are internal to the lot shall not be subject to setback requirements; and when the conditions enumerated in the Build-to-Line requirements are fullled, side setbacks shall apply to remaining lot lines. Where alleys are present, setbacks shall be from ve feet (5) to ten feet (10) Lots shall have a minimum area of ve (5) acres, irrespective of lot dimensions; and lot dimensions and lot area shall be measured either (A) by individual lot or parcel; (B) by multiple contiguous lots or parcels under single ownership; or (C) by multiple contiguous lots or parcels agglomerated by a legally-enforcable development agreement. Building Heights for buildings interior to the campus block are not required to meet the building height minimum. This Building Envelope Standard allows multiple Building Types per lot. Where alleys are present, setbacks shall be ve feet (5) ) Maximum. This gure reects and additional dimension of f thirty feet (30) beyond the Primary Street Build-to-Line ne for on grade and above grade parking. Below nished ed ground oor level parking can be coterminous with the he Facade Line of the building. Light Industrial uses are not allowed owed within any of the Campus Type 1 areas of f the Stadium Station Area. This gure reects and additional dimension of thirty feet (30) beyond nd the Side Street Build-to-Line for on grade and above e grade parking. Below nished ground oor level parking king can be coterminous with the Facade Line Lin Li of the building. lding. Where e alleys are present, setbacks shall sha sh be ve feet (5) um. Minimum. Within the Stadium Station Stat Area, Ar required spaces do not pply. apply.
4. 5.
6. 7. 8. 9.
10. 11.
12. 2. 13.
A R
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The work that provided the ba basis for this publication was supported by funding bas under an award with the U.S. U Department of Housing and Urban Development. The substance and an ndings of the work are dedicated to the public. The author and publisher are solely responsible for the accuracy of the statements pub pu and interpretation contained in this publication. Such interpretations do not inter inte necessarily re ect the views of the Government. nec This material is based upon work supported by the Federal Transit Administration under Cooperative Agreement No. MO-79-1001. Any opinions, ndings, and conclusions or recommendations expressed in this publication are those of the Author(s) and do not necessarily reect the view of the Federal Transit Administration.
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Draft Final TOD Plan For Arch Lacledes Landing and Stadium MetroLink Stations 7-31-13

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Draft Final TOD Plan For Arch Lacledes Landing and Stadium MetroLink Stations 7-31-13

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R D

Tran Oriented Transit Tra De Development Plan

Draft Final Report

Saint Louis Development Corporation

Executive Director Major Project Specialist

TECHNICAL ADVISORY COMMITTEE

Bernardin, ernardin, Lochmueller chmueller & Associates Transportation Sub-Consultant Sub-Consult

Kim Cella John Clark

han Emily Kochan ohn Langa John

Christopher Beard, PE, PTOE Christopher Joannes Ryan Bu Bumb

Development Strategies Economic Sub-Consultant

M3 Engineering Group Civil Engineering & Environmental Planning Sub-Consultant

Vector Communications Corporation Public Outreach Sub-Consultant

3|0 0 4|0 5|0

Project Background & Context Projec

d cost estimates. Finally, Vector Communiengineering recommendations and

SUMMARY OF EXISTING CONDITIONS

ARCH-LACLEDES STATION AREA PLAN 2043 20

ARCH-LACLEDES LE STATION AREA PLAN

Proposed Development Program: Residential: 1000 Units (1,000 S.F./Unit)

ARCH-LACLEDES STATION AREA PLAN 2043

STADIUM STATION AREA PLAN 2043 20

STADIUM STATION TA AREA PLAN

Proposed Development Program: Residential: 800 Units (1,000 S.F./Unit)

STADIUM STATION AREA PLAN 2043

PHOTOGRAPH OF MORGAN STREET CONSTRUCTION

cialized Development evelopment Incentives: Specialized

EXISTING STATION AREA CONTEXT PLAN SHOWING DOWNTOWN SAINT LOUIS

AN DEVELOPMENT OPMENT & FUNDING PLAN

PLANNING PROCESS SCHEDULE Project Kick-Off Meeting

Client Group Coordination Meeting 02

Technical Advisory Committee (TAC) Meeting 01

ITTEE TEE (TAC) TECHNICAL ADVISORY COMMITTEE

Initial Stakeholder Interviews

Clien ent Grou Group Coordination rdination nation M Meeting 03

Additional Stakeholder Interviews

Client Group Coordination Meeting 04

2 | Project Background & Context

2 | Project Background & Context | 31

SAINT LOUIS AS A TRANSIT CITY

TOD can be attractive when it is part of a complete community...

TOD AS A TOOL FOR SUSTAINABIITY

2 | Project Background & Context | 33

HUD-DOT-EPA Partnership for Sustainable Communities Livability Principles

CURRENT P PLANNING PL INITIATIVES & STUDIES INITIATIVE

e found at http://www.stlouis-mo.gov/sustainability. http://www.stlouis-mo.gov/sustaina be This Plan is designed to

2 | Project Background & Context | 35

2 | Project Background & Context | 37

2 | Project Background & Context | 39

SPECIAL USE DISTRICTS

2 | Project Background & Context | 41

There is an abundance of under-

on utilized sites throughout the Station and vacant sites; 6.

king g lots Area, including surface parking

CONSENSUS ISSUES MAP CONSE

str the removal of the parking struc-

PROJECT CT ASSUMPTIONS MAP

There is an anticipated need for

2 | Project Background & Context | 43

SPECIAL USE DISTRICTS

2 | Project Background & Context | 45

PROJECT CT ASSUMPTIONS MAP

The Cupples 7 building in the Cupples Station Historic Complex will