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

8/22/2019 Draft Final TOD Plan for Arch Lacledes Landing and Stadium MetroLink Stations 7-31-13

1/176This is a DRAFT Document ONLY and shallbe subject to further review and revision

Transit OrientedDevelopment Plan

For the ARCH-LACLEDES and STADIUMMETROLINK STATIONS

prepared by H3 Studio

for the City of Saint Louis & the Saint Louis Development CorporationDraft Final Report

J uly 2013

DT


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Acknowledgements

CLIENT GROUPThe City of Saint Louis

Honorable Francis G. Slay Mayor

Catherine Werner Director of Sustainability

Don Roe Director of Planning, Planning &

Urban Design Agency

Saint Louis Development Corporation

Otis Williams Executive Director

Amy Lampe Major Project Specialist

TECHNICAL ADVISORY COMMITTEEJ eff Babinski Vice President & General

Manager, Lumire PlaceCasino & Hotels(Pinnacle Entertainment, Inc.)

Kim Cella Executive Director, CMTJ ohn Clark President, Lacledes Landing

Community Improvement Districtand Lacledes LandingRedevelopment Corporation

Leonora Fisher Grants / Program Manager, CMTMaggie Hales Executive Director,

CityArchRiver 2015Garrick Hamilton The Koman GroupAmos Harris Spinnaker Real Estate PartnersCraig Heller Owner, LoftworksPaul Hubbman Senior Manager of Corridor and

Long Range Planning,

East-West Gateway Council ofGovernments

Emily Kochan Executive Director, Lacledes Land-ing Merchants Association

J ohn Langa Vice President ofEconomic Development, Metro

Mary Grace Lewandowski Transportation Planner, East-WestGateway Council of Governments

J ohn Kohler Planning & Program ManagerBoard of Public Service,City of Saint Louis

Vince Miller Drury Development CorporationStan Mulvihil Vice President,

McCormack Baron SalazarRob Orr Major Project Manager,

Major Projects Department,St. Louis Development Corp.

J ayson Pollard General Manager,Hilton at the Ballpark

Andrew Riganti Commercial District Manager,St. Louis Development Corp.

David Sandel President,Sandel & Associates

Matt Schindler Senior Manager of CommunityDevelopment, Partnership forDowntown Saint Louis

Wendy Timm Executive Vice PresidentEnhanced Value Strategies

Deanna Venker St. Louis Area Manager,Missouri Departmentof Transportation

Ron Watermon Director of Public Relations andCivic Affairs, St. Louis Cardinals

Phyllis Young Alderwoman, 7th WardCity of St. Louis

PLANNING TEAMH3 StudioLead Consultant

J ohn Hoal, Ph.D., AICP Principal-In-Charge

Timothy Breihan, A.AIA Major Project Manager

Laura L. Lyon, VP, CNU Project Manager

Bryan Taylor Robinson, AICP Sustainability Planner

Project Manager

Courtney Cushard, LEED AP Urban Designer

Angie Hristova Urban Researcher

J onathan Stitelman Urban Designer

Christopher Liao Technical Staff

Reed Miller Technical Staff

Andrew Luy Technical Staff

Bernardin, Lochmueller & Assoc iatesTransportation Sub-Consultant

Douglas Shatto, PE, PTOE Transportation Services

Manager

Christopher Beard, PE, PTOE Project Engineer

Christopher J oannes Traffic Planner

Ryan Bumb Traffic Engineering

Specialist

Robert Innis Principal,

Innis Consulting

Development StrategiesEconomic Sub-Consultant

Robert M. Lewis, AICP, CEcD Principal

Larry Marks Principal | Executive

Vice President

Katie Medlin Senior Analyst

M3 Engineering GroupCivil Engineering & Environmental PlanningSub-Consultant

Marjorie L. Melton, P.E., LEED AP Principal

Marc W. Eshelman, P.E. Principal

Vector Communications CorporationPublic Outreach Sub-Consultant

Laurna Godwin Partner

Rachel Powers Consultant

The work that provided the basis of this publication was supported by funding underan award with the U.S. Department of Housing and Urban Development through East-West Gateway Council of Governments. The substance and findings of the work arededicated to the public. The author and publisher are solely responsible for the accu-racy of the statements and interpretations contained in this publication. Such interpreta-tions do not necessarily reflect the views of the Government or the East-West GatewayCouncil of Governments.

ationanager, CMT

or,,er 201520

man Groupn Grounnaker Real Estate Partnersal E art

Owner, oftworksrksenior Manager of Corridor andr of rridorong Range Planning,annin

East-West Gateway Council ofway cil ofovernments

ann xecutive Director, Lacledesr, Lng Merchants Associationng socia

n Langa ice President oficEconomic DeveloEco o

Grace Lewan ows iwan ransportatioraateway

er PlanPB

PP

anagera e

an es gnen

Ur an Researc ern R

Ur an DesigneDe

ec nca aca

ec nca aa

Tec nica Staa St

ardin, Lochmueller & AssociateshmTransportation Sub-Consultantub- o

Douglas Shatto, PE, PTOE, PT

C ristop er Bear , PE, PTC r E, PT

rs op er oannesrs s

yan Bumban

Ro ere


3/176This is a DRAFT Document ONLY and shallbe subject to further review and revision

Executive Summary 5

Introduction 23

Project Background & Context 31

Station Area Plan 53

Implementation 109

Appendix 177

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

Transit Oriented Development Plan Appendix

The Following Project Files Are Located at the East-West Gateway Council of Governments Website:

Electronic files 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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PROPOSED VIEW OFLACLEDES LANDING

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

specific opportunities and linking existing assets to a community-based vision

for Downtown development, the City of Saint Louis and its partners possess

a significant opportunity to establish the Arch-Lacledes and Stadium Station

Areas as significant new living and working districts in Downtown Saint Louis.

The Transit Oriented Development (TOD) Plan for the Arch-Lacledes and

Stadium MetroLink Stations (the Plan) establishes an actionable station area

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

improvements to existing streets, parks, and infrastructure that maximize

access to the stations and achieve environmental best management practices.

The Plan describes the estimated costs of these public infrastructure improve-

ments and outlines available mechanisms to provide incentives and aid in

implementation funding. Finally, the Plan proposes regulatory tools for the City

to pursue in the implementation process. In total, the Plan sets forth a market-

based, community-supported vision for transit oriented development around

the Arch-Lacledes and Stadium MetroLink stations, and a roadmap for the

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 Commu-

nities 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 P lan 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

Te Plan sets orthamarket-based,community-supported vision

or transit orienteddevelopmentaroundthe Arch-Lacledes and

Stadium MetroLinkstations, and a roadmapor the City o SaintLouis to make thisvision reality.

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artners po

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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 significant opportunity for new development, which will enhance connec-

tivity, mobility, and access to transit.

PARTNERS & ADMINISTRATION

The planning process is administered by the Saint Louis Development Corpo-

ration (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

development planning, and project management. Project Team partner

Development Strategies performs economic development program analysis

and funding plan development. Bernardin, Lochmueller & Associates (BLA)

performs transportation, parking, connectivity planning, and ridership projec-

tions. Innis Consulting assists BLA with transit policy and operations recom-

mendations. M3 Engineering Group (M3) develops the civil and environmental

engineering recommendations and cost estimates. Finally, Vector Communi-

cations leads public outreach and communication efforts.

The Saint Louis Development Corporation (SLDC) is responsible for the

project administration. Amy Lampe, Major P roject Manager, is in charge as

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

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 govern-

mental 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.

Fner

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DOWNTOWN SAINT LOUIS

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 destina-

tions and unique cultural amenities such as Busch Stadium (visited by over

three million fans a year) and the Jefferson National Expansion Memorial &

Gateway Arch (visited by over four million tourists a year). When combining

the specific destinations and attractions offered at each station with the

unique elevational positioning of the stations within the MetroLink System,

each station area offers a unique character and identity.

Arch-Lacledes Station

The Arch-Lacledes Station is an elevated single-platform station which

services Lacledes Landing, the J efferson 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 first and last stop on

the Missouri side of the Mississippi River and is driven primarily by cultural

tourism ridership within the Station Area.

Approximately 30 years ago, many of the buildings in Lacledes Landing were

renovated to house restaurants, bars, offices, and residential units. While the

area thrived initially, new development in the region, a perception of violence,

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 oppor-

tunities 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

following:

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 J efferson 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;

When combining thespecifc destinationsand attractions oeredat each station withthe unique elevational

positioning o thestations within the

MetroLink System,each station areaofers a uniquecharacter andidentity.

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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.

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

dramatically. Many of the Cupples Station buildings were renovated to

house hotels, office space, and residential units. A new Busch Stadium was

constructed immediately adjacent to the station and opened in 2006. The

first phase of Ballpark Village, an entertainment and dining complex located

immediately north of the stadium, is scheduled to open in spring 2014. While

the station is located next to one of the regions strongest attractions, there

has been little investment in dense, new development aside from Ballpark

Village.

Some key characteristics of the Stadium Station Area include the following:

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

Center);

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 includingsurface 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.

PHOTOGRAPH OF 2ND STREETIN LACLEDES LANDING

PHOTOGRAPH OF BALLPARKVILLAGE UNDER CONSTRUCTION

PHOTOGRAPH OFBUSCH STADIUM

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ARCH-LACLEDES STATIONAREA PLAN SUMMARY

The Arch-Lacledes Station Area Plan was conceived in order to establish a

singular, united mixed-use district along the Saint Louis riverfront, which will

connect the J efferson National Expansion Memorial & Gateway Arch to the

Lacledes Landing National Historic District and Lumire Place. By focusing

infill development around existing assets within the Landing area and taking

advantage of under-utilized areas to the north, a singular district can be estab-

lished that will foster the addition of new businesses into the area while simul-

taneously transforming a majority of the area into a unique, riverfront living

district.

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 J efferson 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 briefly

summarize the Station Area Plan.

Perhaps one o themost important assets

o this area andparticular only tothis MetroLinkStation on the

Missouri side,this area ofers theunique possibility

o establishing anew riverrontliving district inDowntown Saint

Louis.

ARCH-LACLEDES

STATION AREA PLAN 2043

ES STATIONTASUMMARYY

Arc -Lace es Station Area P an was concs wa

s nguar, unte mxe -use strct a ong te - ng t

connect t e J e erson Nationa Exp on N

Lac e es Lan ng Natona HL ona

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LEGEND

NEW MIXED-USE DEVELOPMENT

NEW RES IDENTIAL DEVELOPMENTNEW STOREFRONT RETAILNEW PARKING GARAGENEW SIGNATURE INTERSECTIONNEW CROSSWALKSNEW MIXED-USE TRAILNEW BIKE LANESNEW OPEN SPACENEW PLAZA | PUBLIC SPACERIVERFRONT | FUTURE PARKSEXISTING BUILDINGSRENOVATION OF EXISTING BUILDINGFUTURE DEVELOPMENT

ARCH-LACLEDES STATION AREA PLAN

Proposed Development Program:

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

Retail: 150,000 S.F.

Office: 250,000 S.F.

Hotels: None

Structured Parking: 1,500 Spaces (South of Biddle Street)

Parks & Plazas 300,000 S.F.

Building Heights: 3 - 8 Stories (See Code for Range)


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ARCH-LACLEDESSTATION AREA PLAN 2043


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STADIUM STATIONAREA PLAN SUMMARY

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 significant importance on the immediate station

area and the first 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

the full aspirations and goals of the transit oriented district.

Firstly, by configuring 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. Infilling this area

will insert a critical mass of residents that balance the mix of uses with the

existing offices and other hotels adjacent to the area. Forming the northern

portion of the Station Area, the Ballpark Village site offers the unique oppor-

tunity to build an office, retail, and residential district near Busch Stadium. In

what amounts to essentially a blank slate, the character of this developmentcan build from the identity of the stadium while establishing a new character

defined by walkable scaled blocks for workers and great views of the game for

residents and hotel guests.

When all of these areas arefilled out, the character and identity of the Stadium

MetroLink Station, and the first 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

vibrancy of Busch Stadium.

STADIUM

STATION AREA PLAN 2043

When all o theseareas are flled out,the character andidentity o the Stadium

MetroLink Station, andthe rst experienceo the rider, will be

transormed romvacancy and suraceparking to an active,vibrant transitoriented district

IONSUMMARYY

ta ium Station Area P an was conceivet tion con

u ngs o t e Cuppes Compex an te upp n t

Vi age into a singuar, co esive mis ar, c

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LEGEND

NEW MIXED-USE DEVELOPMENT

NEW RES IDENTIAL DEVELOPMENTNEW OFFICE DEVELOPMENTNEW STOREFRONT RETAILNEW HOTEL DEVELOPMENTNEW PARKING GARAGENEW SIGNATURE INTERSECTIONNEW CROSSWALKSNEW BIKE LANESNEW OPEN SPACENEW PLAZA | PUBLIC SPACEEXISTING BUILDINGSFACADE IMPROVEMENTSFUTURE DEVELOPMENTPOSSIBLE STREET CONNECTIONSPOSSIBLE MIXED-USE TRAIL

STADIUM STATION AREA PLAN

Proposed Development Program:

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

Retail: 250,000 S.F.

Office: 650,000 S.F.

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)


16/176


STADIUMSTATION AREA PLAN 2043


18/176


PROPOSED VIEW OFSECOND STREET

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

professional associations that represent components of the real estate devel-

opment industry (e.g., Urban Land Institute, Board of Realtors, American

Institute of Architects, American Planning Association, Associated General

Contractors, and so on). The City should prepare presentation materials along

with ideas for implementation (discussed further below) and should schedule

meetings as soon as, and as often as, possible. A result of this widespread

policy recognition will, and should, be creation of appropriate partnerships to

implement prioritized parts of each plan. Almost certainly, the City and Metro

should be partners around both stations.

The City and Metro can take it upon themselves to initiate formal partnership

discussions with others and to draft memoranda of understanding that will

lead, as soon as possible, to formal development agreements and/or requests

for proposals to developers and master developers.

Especially for the City and Metro, each should identify resources that will

be offered to the prioritized redevelopment projects. Money, access to and

preparation of applications for various governmental and foundations grants,

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

commence in October 2013:

A result o thiswidespread policyrecognition will, andshould, be creationo appropriate

partnerships toimplement prioritized

parts o each plan.Almost certainly,the City and Metroshould be partnersaround both stations.

atet

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ty an Metro can ta e it upon t emsevestro c e

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1. Focus initial efforts on achieving the market-supported developmentrecommended in the BAE report;

2. Work with the Metropolitan Police Department and business owners tocurb violence or other undesirable activities. Similar to the recent issueson Washington Avenue, the City must show an immediate concertedeffort to clean up the area. Police or other security should be visible atall times of day both in the Landing and at parking lots along LeonorK. Sullivan Boulevard. Bar or restaurant owners especially those with3 a.m. liquor licensesmust be made responsible for violence or otherissues with their patrons at closing;

3. SLDC, the City Streets Department, MoDOT, and any other willing partic-ipant must invest in improving the pedestrian experience to the Landingfrom downtown. While the proposed infrastructure changes will reorientstreets and provide better vehicular activity, it is crucial that seriousconsideration is given to lighting, noise reduction, and wayfinding toenhance the sense of safety at the front door to the Landing;

4. While the National Parks Service has yet to make a decision regardingdedicated parking for the Gateway Arch grounds, the Lawrence Groupand Drury Hotels has proposed to construct a substantial mixed-usebuilding at the front door to the Landing. This represents a major newinvestment in the heart of the Landing, and the City must find ways tosupport the project;

5. While the CID and the business association are a good start, there mustbe a dedicated group focused on the long-term vision for the Landing.

STADIUM STATION AREA IMPLEMENTATION ACTION ITEMS

Much of the identified 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 developments will occur in the

future. While some issues are beyond the Citys control, the City can play a

key role in kick-starting activity in the area. We recommend that the following

activities commence in October 2013:

1. Focus initial efforts on achieving the market-supported developmentrecommended in the BAE report;

2. Discuss possible development or joint venture opportunities with theowners of the parking lot to the south of the Tums Building. Secureproperty if possible;

3. SLDC must offer ongoing support for the Ballpark Village development.

PHOTOGRAPH OFSTADIUM STATON

PHOTOGRAPH OF BALLPARKVILLAGE UNDER CONSTRUCTION

PHOTOGRAPH OFMORGAN STREETCONSTRUCTION

ar ingnce Group

ntia mixe -usemiresents a maor newa

e C ty must n ways towa

ciation are a goo start, t ere mustation t, er mut e ong-term vision or t e Lan ing.e -term e g.

IMPLEMENTATION ACTION ITEMSTA S

enti e re eve opment to occur in or arouni re e ccu aroun

ompete as part o t e Ba par Vi age evepe t o t ag

y ssues rema n n t e area an must ere area e

uture p ases o Ba par Vi age aas ar

. W i e some issues aree so s

n c -startng act-st a

ommenceence


20/176


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 developerto collect incremental real property and economic activity tax revenue, is a

popular way to finance 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

programs. Gap financing can come from private sources as well. It should be

noted that competition for these limited resources is great. Other potential

sources of gapfinancing include: the Business Community, Community-Based

Organizations, Developers, Financial Institutions, and Philanthropic Organi-

zations. In addition to tools geared towards property redevelopment, the City

offers some assistance to small business owners in the form of grants, tax

credits, and other specialized programs. In order to entice businesses into

each station area, it is critical that these programs be marketed towards the

business community.

Specialized Development Incentives:

Tax-Exempt Bond Financing: This bond incentive provides long-termcapital financing for major projects.

Chapter 100 Bond Financing: This bond incentive provides long-termcapital financing for major projects.

Chapter 100 Sales Tax Exemption: Used in conjunction with Chapter100 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 providesfinancing to small businesses with reasonable terms.

New Markets Tax Credits (NMTC): These credits are typically used toattract investments to low-income areas and offer tax credits for a portionof the investment. Typically, NMTC are utilized for large areas of redevel-opment to increase return.

Historic Tax Credits: Offers tax credits for owners of recognized historicstructures.

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 districtwill 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

described herein.

ARCH-LACLEDESSTATION AREA PLANESTIMATED FUNDING GAP

FINANCIAL RETUR

EVELOPMENT COS$293.4 M

DEVELOPMENT VALUE

$197.2 M

FUNDING GA$96.2 M

AVAILABLE PUBLICSUBSIDY$59.8 M

RETURN WITHOUAP FINANCIN

7.4%

RETURN WITHGAP FINANCING10.8

LAND RESIDUALVALUE @ 15%$27.2 M

AND RESIDUALALUE @ 20$36.2 M

STADIUMSTATION AREA PLA

DEVELOPME$514.6 M

FU$92.

$145.0 M

RETURN WITHOUTGAP FINANCING5.8%

RETURN WITAP FINANCIN

6.7%

LAND RESIDUALVALUE @ 15%$70.9 M

AND RESIDUALVALUE @ 20%$94.6 M

. t er potp

y, Community-Ba, Com

, an P ant ropc Organnt

property re eve opment, t e Citypm

ness owners in t e orm o grants, taxs o

rograms. In or er to entce usnesses ngra us nica t at t ese programs e mar ete towt e g tow

.

ze Deve opment Incentives:ve op

ax-Exempt Bon Financing: T isp n icapita nancing or major proa n or

C apter 100 Bon Fina1 Ficapta nancng ora r

C apter 100 S1100 Bon ss

purcCOST

422.3 M

DING GAPAPM



In the Arch-Lacledes Station Area Form-Based District, the goal is to concen-

trate 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 office, 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.

LEGEND

URBAN GENERAL TYPE 1 (UG1)



CAMPUS TYPE 1 (CM1)

PROPOSED REGULATING PLAN FOR ARCH-LACLEDES STATION AREA & STADIUM STATION AREA


22/176


DRAFT


23/176This is a DRAFT Document ONLY and shallbe subject to further review and revision 1|Introduction|23

1 | Introduction

FT


24/176


Te proximity o thesestations providesDowntown Saint Louiswith excellent access totransportation, as wellas aramework tobuild and establish

a critical mass oactivity throughnew living andworking districts inDowntown.

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

are just two of the five stations which serve Downtown Saint Louis, including

areas such as the Central Business District, the Washington Avenue / Garment

District, Columbus Square, and the Cupples Station / Ballpark area.

These two stations, along with the other three Downtown stations, are all

located within a one mile radius of each other. The Arch-Lacledes Station

is the first and last stop on the MetroLink system between Missouri and

Illinois. To the south, the station offers immediate access to the J efferson

National Expansion Memorial & Gateway Arch. To the north, the station offers

convenient transportation for the visitors and workers within the Lacledes

Landing area, as well as access to the Saint Louis riverfront and Lumire

Place. The Stadium Station is immediately adjacent to the new Busch

Stadium, and the primary ridership is attributable to attendees of Cardinals

baseball games and a limited amount of employees working in the area.

Despite the surrounding assets and the 20-year history of MetroLink in Saint

Louis, the development potential surrounding both of these stations has

never been realized. Much of the areas surrounding both of these stations

contains an abundance of surface parking lots and vacant sites for new devel-

opment. 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 trans-

portation, 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 significant opportunity to establish the Arch-Lacledes

and Stadium Station Areas as significant new living and working districts in

Downtown Saint Louis. By targeting specific 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 devel-

opment community to achieve the development promise of MetroLink light rail

transit.

CITY GARDEN INDOWNTOWN SAINT LOUIS

mity o theseons providess s

wntown Saint Louistexcellent accee cortatiat

, in, i

enue / Garn

a par area.r a

t ree Downtown statons, are astat

eac ot er. T e Arc -Lac e es Stationa c e

t e MetroLin system etween Missourie Met Mis

e staton o ers mme ate access to t eer t e

n Memoria & Gateway Arc . To t e nort , teway .

ransportaton or t e vs tors an wor erssp s tor

ng area, as we as access to t e Saint Lw t e

P ace. T e Sta ium Station is imme iam e ia

Sta um, an t e prmary r ers pt rmar

ase a games an a imites imit

Despte t e surrouur

Louis, t eLo

neverever



EXISTING STATION AREA CONTEXT PLAN SHOWING DOWNTOWN SAINT LOUIS


26/176


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

improvements to existing streets, parks, and infrastructure that maximize

access to the stations and achieve environmental best management practices.

The Plan describes the estimated costs of these public infrastructure improve-

ments and outlines available mechanisms to provide incentives and aid in

implementation funding. Finally, the Plan proposes regulatory tools for the City

to pursue in the implementation process. In total, the Plan sets forth a market-

based, community-supported vision for transit oriented development around

the Arch-Lacledes and Stadium MetroLink stations, and a roadmap for the

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 Commu-

nities 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 systems. As a Consortium Partner for OneSTL, the City

of Saint Louis is submitting both this P lan 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 Commu-

nities; 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) transpor-

tation analysis outlining street, sidewalk, and public space improvements,

Te Plan sets orthamarket-based,community-supported vision

or transit orienteddevelopmentaroundthe Arch-Lacledes and

Stadium MetroLinkstations, and a roadmapor the City o SaintLouis to make thisvision reality.

CURRENT CONSTRUCTIONON 2ND STREET IN THE LANDING

m

ement pracr

n rastructure impror truc

rovi e incentives an ai ie tive

oposes reguatory toos or t e C tyoo

ess. In tota , t e P an sets ort a mar et-s t ort

vision or transit oriente eveopment arosion pme

Sta um MetroL n statons, an a roa metr s m

to ma e t is vision rea ity.n re

DEVELOPMENT & FUNDINGME

T is P an is un e wit a portion owit

nities Regiona P anning Grani ng

an Ur an Deve opmena v n

U.S. Envronmentm

CommunitieC

GatewGatew

Psets orths

arket-based,k d,mmunity-n

orted visionte onsitsi



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

to approximately one-half block south of Chouteau Avenue to the south; and

from the Saint Louis riverfront to the east to approximately one-half block

west of 14th Street to the west. Downtown Saint Louis is home to approxi-

mately 14,000 residents, and has seen over $5 billion dollars in both public

and private investment since the early 1990s. These areas offer a significant

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 Corpo-

ration (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

development planning, and project management. Project Team partner

Development Strategies performs economic development program analysis

and funding plan development. Bernardin, Lochmueller & Associates (BLA)

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 environ-

mental 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 P roject Manager, is in charge as

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.

Fn

a oc

me to approxi-to

dollars in both publicoth

ese areas o er a sgn cantgn

en ance connectivity, mo i ity,vi o i i

RATION

process is a ministere y t e Saint Louisro is a t e Louis

SLDC . SLDC, in partners ip wit t e CiDC . n pa t

Ur an Des gn Agency, orms t e C entDe y, o nt

ect Team ea is H3 Stu io, peroe tu

pment panning, an pp an

ment StrategesStr s

g panan


28/176


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

a wide cross-section of neighborhood residents, institutional and govern-

mental 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.

TECHNICAL ADVISORY COMMITTEE (TAC)

The purpose of the Technical Advisory Committee was to provide directed

guidance to the Planning Team and review of in-progress work, public

engagement materials and initiatives, and public work products. The Advisory

Committee was comprised of representatives from key agencies and insti-

tutions involved in the Plan, including the Lacledes Landing Community

Improvement District, the East-West Gateway Council of Governments,

Metro, the Board of Public Service, the St. Louis Cardinals, the Partnership

for Downtown Saint Louis, the Missouri Department of Transportation, local

developers, and the City of Saint Louis. Refer to the Acknowledgements

section on page 2 for a complete list. The Technical Advisory Committee was

identified 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 identified 12 key project

stakeholders to be interviewed initially as part of the planning process. Stake-

holders 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, confidential work sessions. These Stake-

holder 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 confidential and not attributed to any particular individual, information

collected is compiled in the Consensus Issues and Consensus Ideas.

PLANNING PROCESSSCHEDULE

Project Kick-OffMeetingMarch 13, 2013

Client GroupCoordination Meeting 02April 11, 2013

Technical Adv isoryCommittee (TAC)

eeting 0ay 10, 2013

Public Workshop 01May 23, 2013

Initial StakeholderInterviewsune 2 1

ec nCo

CliCoo eeting 03uly 10,

Addi tional Stakeholder

Interviewsuly 2013

Client GroupCoordination Meeting 04August XX, 2013

o er outo

o t e stu y ane st

upport or t e project.rt e p

E (TAC))

nca A vsory Commttee was to provsor v

P anning Team an review o in-progren r w

matera s an nt atves, an pu c wor pater , an

ittee was comprise o representatives rs co ent

tutions invo ve in t e P an, inc u ing tt g t

Improvement D strct, t e East-Wect, t

Metro, t e Boar o Pu ic SerM ar u ic

or Downtown Saint Lou

eve opers, an tn

section on pse

i entientia v soryv smit tee (TAC)it C)

eeting 02ngune ,

nt Grouprodinatioatio

2



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 confidential 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

Workshop. The purpose of this Workshop was to present the Plan deliver-

ables to date and collect input and feedback from the attendees. The Public

Workshop was held on May 23, 2013, at Confluence Preparatory Academy

in Downtown Saint Louis. The Workshop began with a presentation by the

Project Team outlining the current development of the Plan. This presen-

tation lasted approximately 45 minutes. Following the presentation, attendees

worked in a small group to work hands-on with work boards that summarized

the content of the presentation. Attendees were encouraged to draw their

ideas on these work boards, which were collected by the Project Team for

review and summation. This small group work session about lasted 45 minutes

and concluded with a public report out of key ideas from the attendees.

Following each Workshop, the Project Team reviewed the comments selected

and prepared summary documents for the Client.

To maximize community participation, Vector Communications conducted a

public awareness and outreach campaign. The approach involved a compre-

hensive campaign that aimed to touch target audiences at least seven times.

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.

PUBLIC MEETING PHOTOGRAPH



ic

e ver-

ees. T e Pu ic. T

reparatory Aca emyr Ac

wt a presentaton y t ea n

pment o t e P an. T is presen- T rese

s. Fo owing t e presentation, atten ees. F ng t n ees

an s-on wt wor oar s t at summarz-on or z

ntation. Atten ees were encourage to ree er to

r oar s, w c were co ecte y t e Prre c cte r

mmaton. T s sma group wor sesson an. T or on a

nc u e wit a pu ic report out o eyu e u ic o

owng eac Wor s op, t e Pro ect Teamac , t e m

prepare summary ocuments ors cu

ze communtyco y

reness aess a

OT


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31/176This is a DRAFT Document ONLY and shallbe subject to further review and revision 2|Project Background & Context |31

2 | Project Background & Context

FT


32/176


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

boulevards, streetcar lines, and interstate highways. Despite these changes,

the City has remained a nexus of transit in the larger Saint Louis region.

Once the countrys fourth largest city, much of Saint Louis early development

and intensity was tied to the various forms of early transit. For decades,

the Citys many distinctive neighborhoods flourished as traditional streetcar

suburbs. Residents commuted to jobs Downtown or in the northside indus-

trial districts, they were mostly otherwise able to accommodate their everyday

needs close to home. While the last streetcar in the Saint Louis region ceased

operation in 1966, today the City of Saint Louis is ready to re-embrace transit

oriented development to support connectivity of all residents to jobs, homes,

shopping, and parks.

THE POSITIVE IMPACTS OF TRANSIT ORIENTED DEVELOPMENT

In 1993, Metro began operating MetroLink, the regions first light rail system.

Despite 20 years of service, MetroLink stations have not delivered on the

promise of transit oriented development. Nevertheless, many of the neigh-

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 infra-

structure to support these communities as they strive to grow and prosper.

Transit oriented development is characterized by a variety of uses (residential,

retail, office, 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 efficient, requiring fewer resources

and less infrastructure per capita. This efficiency helps to preserve valuable

land and resources.

Total trackage in 1881was 119.6 miles; thecompanies owned 2,280

horses and mules and496 cars, employed morethan a thousand workers,andcarried 19.6million passengers.

James Neal Primm

Lion o the Valley

IMAGE OF HISTORIC SAINT LOUIS

cc

us regon.s o

aint Louis eary eveopmeno ry

ms o eary trans t. For eca es,s . F

oo s ouris e as tra itiona streetcaro o tion

to jo s Downtown or in t e nort si e ino jo rt s

osty ot erwse a e to accommo ate t e rrw s e r

e. W i e t e ast streetcar in t e Saint Louistree

1966, to ay t e C ty o Sa nt Lous s rea6, an

e eveopment to support connectivity omen nect

s opping, an par s.p s.

THE POSITIVE IMPACTS OFT E TS

In 1993, Metro eo

Despite 20D

promiromi

trackac



Because of this efficiency, TOD is inherently more sustainable than other

types of single-use and auto-dependent development. Transit oriented devel-

opment 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 walkabili ty 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;

Assure developers, entrepreneurs, and residents that transit service

will be sustained; and

Create a unique feature with in the City to attract residents, workers,

and visitors.

TOD AS A TOOL FOR SUSTAINABIITY

The City of Saint Louis has adopted a comprehensive, triple-bottom-line

approach to sustainability planning. The triple-bottom-line approach acknowl-

edges the three pillars of sustainabilityenvironmental stewardship, improved

social equity, and increased economic developmentas equal in their impact

on allowing current generations to meet their needs while protecting the

ability of future generations to do the same. Furthermore, it recognizes that

when taken together, these three pillars can be leveraged to increase positive

outcomes on multiple fronts. This is due to the fact that most sustainability

initiatives occur in the sphere of cities. Regardless of their specific focus, these

initiatives require some degree of investment of city funds. If one of the effects

of the initiatives is to increase property values or stimulate economic activity,

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

and transit oriented development. Through increased efficiency, mass transit

lowers the per-capita carbon emissions when compared to transportation by

car. This has a measurable impact on environmental sustainability. Proximity

TOD can be attractivewhen it is part o acomplete community...

A com plete com mun ity is opportu-nity-rich; all people have access toquality housing, education, employ-ment opportunities, open space andrecreation, retail, places of worship,healthcare, and transportation.This isto encompass the needs or householdsw c ren, w c may e ove oo ein areas aroun transit pan

Center for Tra n t

ares

ere kids can run

streets through invest-

treetscape and bicycle and

s r an mprovemen s;

Transit-accessi le 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; an

Access to regional employment op-

portunities via high-quality transit.

HE BENEFITS OF COMPLETECOMMUNITIES FOR FAMILIES AREBROAD AND INCLUDE:

Reduced spending on transportation

by owning fewer cars and driving less;

educed childhood obesity through

ncreased physical activity;

Reduced household stress through

shorter commute times an more time

or amily activities; an

Improved educational outcomes

through access to stable housing and

a range of supportive and enriching

activities.

ce

ents, wor ers,s,

a opte a compre ens ve, trpe- ottom-a re e -

panning. T e tripe- ottom- ine approactri ot a

rs o susta na tyenvronmenta stewarenv men

, an ncrease economc eve opmentasn rease ve tas

wing current generations to meet t eirng c erat t t

ty o uture generatons to o t e sameture ns t e

ta en toget er, t ese t ree pi artog e t

es on mutipe ronts. Tm nt

s occur n t e spur n

equire soire so

v

ng..

s t oriented Developmrien

CHILDREN WHEN THEY OFFER:D OF

A sense of community and plac an

roug nves men n par s,u r s,

and community events;n c

A neighborhood

and bicycle

ment in

pepe


34/176

HUD-DOT-EPAPartnership forSustainableCommunities

Livability Principles

rovide more transportationchoices: Develop sa e, reliable, aneconomical transportation choices to

ecrease household transportation

costs, reduce our nations

dependence on foreign oil, improve

air quality, reduce greenhouse gas

emissions, and promote public health.

romote equitable, affordablehousing: Expand location- andenergy-efficient housing choices for

people of all ages, incomes, races,

and ethnicities to increase mobility

an lower the com ine cost o

ousing and transportation.

Enhance economiccompetitiveness: Improve economiccompetitiveness through reliable and

imely access to employment centers,

educational opportunities, services

and other basic needs by workers, as

e as expan e usness access o

markets.

Support existing comarget federal fund

commun es

e rans

deve

oo erapolic nt:Alignfederal funding to

remove s to collaboration,

leverage funding, and increase the

accountability and e ectiveness

o all levels o government to plan

or uture growth, including making

smart energy choices such as locallygenerated renewable energy.

alue communities andneighborhoods: Enhance the uniquecharacteristics o all communities

y investing in healthy, sa e, an

alkable 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

individual economic prosperity as well as social equity, because it enhances

individual empowerment within a community. People will choose to live closer

to convenient transit, increasing demand for housing. This spurs development,

creates jobs, and encourages residents to support local businesses.

These relationships, in combination with successful implementation of capital

improvement projects (streetscape and park development, transportation

and accessibility improvements) and ongoing policy, programming, and

partnership initiatives, support proposed TOD. They cause the economy to

increase its pulse at transit nodes as residents continue to invest in their

property, community, and social infrastructure. The character and identity of

the area will continue to grow and flourish, transforming it into a destination for

friends, family, and visitors, who in turn join in the economy of placemaking.

CURRENT PLANNINGINITIATIVES & STUDIES

There are a number of existing plans and current planning initiatives in and

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-

tives and studies include:

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 Planestablishes 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 devel-

opment around each station and provides recommendations for the existing

regulatory environment and public and private financing options.

nities:g toward existing

roug s ra eges

or e n e , m xe -useen , m xe

pment, and land recyclingtoe d recy

crease community revitalizatione co italiz

and the efficiency of public workseffici lic w

investments and safeguard ruralnts rd r

n scapes.es.

r na e an everagee an ges and investmd in

policies aies a

arrirri

en

ose to ive ce

is spurs eveopmurs

rt oca usnesses.a nes

t success u mpementaton o captac tato

scape an par eve opment, transportaa e tran

vements an ongoing poicy, programan oi m

es, support propose TOD. T ey cause tose

puse at transt no es as res ents contse as

rty, community, an socia in rastructure. Tnity, stru

e area w contnue to grow an ours , trn ue t s , tr

rien s, amiy, an visitors, w o in tuisito

CURRENTINITIATII


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OTHER STUDIES INCLUDE:

he Northside Regeneration

Project

he St. Lou is Gateway Mall

aster Plan

The River Landing

Chouteaus Landing

The Downtown Streetcar Study

The Mercantil e Exchange (MX)

Retail Distr ict Plan

Drury Renovations

SLU Law School

7th & 8th Street Improvements

The Multi-Modal Transportation

Study

he New Mississippi River

Bridge Project

arious Downtown Renovations

This is a DRAFT Document ONLY and shallbe subject to further review and revision 2|Project Background & Context |35

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)

The City of Saint Louis spent two years collaboratively developing the Citys

first sustainability plan. During the planning process, the City learned from its

stakeholders that they envision a Sustainable City of Saint Louis as being

vibrant, progressive, prosperous, integrated, diverse, and a leader. They see

these characteristics being built upon the solid foundation of the Citys neigh-

borhoods; its rich architecture and built environment; a better connection with

natural resources; and the talent, innovation, and knowledge of local industry,

cultural organizations, and higher educational institutions. The City-wide plan

includes hundreds of strategies to advance sustainability in the City and can

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

achieve the applicable goals of the City of Saint Louis Sustainability Plan.

BALLPARK VILLAGE PHASE 1.0 (2013 - ONGOING)

Ballpark Village is a mixed-use retail, entertainment, office, and residential

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 first 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.

ST. LOUIS TOD

FRAMEWORK PLAN

eveoping t e Citysn t e

ss, t e C ty earne rom tsr ro

e City o Saint Louis as eingui s ei

grate , iverse, an a ea er. T ey seerat ivers e see

upon t e so oun aton o t e C tys net e ou

ture an ui t environment; a etter connecen m n

n t e ta ent, nnovaton, an nowe ge oton n o

izations, an ig er e ucationa institutiona , an tion itution

s un re s o strategies to a vance sustaiun ategi ce s

oun at ttp://www.stous-mo.gov/sustat tt ous ta

eve t e appica e goas o t e Ciapp as


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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 five MetroLink stations

which provide transit service for Downtown Saint Louis. The core of the City

is traversed by both the Red and Blue Lines throughout the entire area, which

provides Downtown with consistent transit service and frequent headways.

Both of these stations are positioned where the MetroLink transitions from a

subterranean system to an at-grade system (in the case of Stadium Station)

or an elevated system (in the case of Arch-Lacledes Station). In both cases,

the train transitions from an enclosed, dark underground tunnel to a naturally

lit, open station area. Additionally, 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 J efferson National Expansion Memorial

& Gateway Arch (visited by over four million tourists a year).

When combining the specific destinations and attractions offered at each

station with the unique elevational positioning of the stations within the

MetroLink system, each station area offers a unique character and identity:

Arch-Lacledes Station

The Arch-Lacledes Station is an elevated single-platform station which

services Lacledes Landing, the J efferson 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 first 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 following pages.

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 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

following pages:

Tere are 25 residentsliving and 4,073employees working

within ahal-milewalking radius othe Arch-Lacledes

Landing MetroLinkStation.

PUBLIC ART ALONG THIRDSTREET IN LACLEDES LANDING

o t

ntre area,r a

requent ea war que

MetroLin transitions romo ans

m n t e case o Sta um Statonta

Arc -Lac e es Station . In ot cases,Ar a In

c ose , ar un ergroun tunne to a naturose , to

tona y, ot statons are ocate near, o t nea

nique cu tura amenities suc as Busc Staenitie

on ans a year an t e J e erson Natonan J e

eway Arc visite y over our mi ion tourivisi mi i

W en com nng t e spec c estn e sp

station wit t e unique eevst e e

MetroLin system, eacte

Arch-Lacle Ar

T eT e

re 252



EXISTING STATION AREA CONTEXT PLAN SHOWING METROLINK STATIONS & WALKING RADII

LEGEND

EXISTING STATIONSQUARTER-MILE WALKING RADIUSHALF-MILE WALKING RADIUS

ABOVE-GRADE TRACKAT-GRADE TRACKBELOW-GRADE TRACK


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ECONOMIC CONDITIONS

ARCH-LACLEDES STATION AREA

The Arch-Lacledes Station is located within the Eads Bridge structure immedi-

ately north of the Gateway Arch grounds. To the north of the station, Lacledes

Landing features historic warehouse buildings and cobblestone streets. The

Lumire Place Casino is located to the north of Lacledes Landing. The Missis-

sippi River is located immediately to the east of Lacledes Landing. Interstate

70, located immediately to the west of Lacledes Landing, creates a significant

physical and visual barrier to the rest of Downtown Saint Louis to the west.

Approximately 30 years ago, many of the buildings in Lacledes Landing were

renovated to house restaurants, bars, offices, and residential units. While the

area thrived initially, new development in the region, a perception of violence,

and other problems have deterred visitors to Lacledes Landing over the past

decade. Over the past few years, CityArchRiver 2015 spearheaded an initi-

ative to improve the Gateway Arch grounds and the neighborhoods immedi-

ately adjacent to the grounds. Lacledes Landing will play a significant role as

a nearby dining and entertainment option as well as a location for dedicated

parking for the Gateway Arch.

Despite the marked decline of Lacledes Landing in the past, recent announce-

ments show that local developers have a renewed interest in opportunities at

Lacledes Landing. One proposed project includes a mixed-use residential

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

transition the neighborhood to more residential uses and is actively investi-

gating 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 conflicting 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 redevel-

opment that must be addressed. A redevelopment project that would include

residential units, retail, and structured parking has been announced for the

LEONOR K. SULLIVANBOULEVARD IN LACLEDESLANDING

Despite the markeddecline o LacledesLanding in the past,recent announcements

show thatlocaldevelopers have arenewed interestin opportunities at

Lacledes Landing.

ee

n ng. Intet

g, creates a signi c, ate

n Saint Louis to t e west.i is t

t e ui ings in Lac e e

Documents

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