Union Station-Station Area Plan

UNION STATION / CIVIC CENTER STATION AREA PLAN
St. Louis, Missouri | July 2013
Union Station / Civic Center Station Area Plan

July 2013
Prepared for
East-West Gateway Council of Governments
By
In consultation with:
Nelson Nygaard
BAE Urban Economics
Hudson Associates
In partnership with:
St. Louis Development Corporation (SLDC)
TOD Advisory Committee
Paul Hubbman, East West Gateway Council of Governments
Mary Grace Lewandowski, East West Gateway Council of Governments
Jessica Mefford-Miller, Metro St. Louis
John Langa, Metro St. Louis
Mark Phillips, Metro St. Louis
Kim Cella, Citizens for Modern Transit
Lonnie Boring, Great Rivers Greenway
Nancy Thompson, Great Rivers Greenway
Marielle Brown, Trailnet
Glenn Powers, St. Louis County Department of Planning
Bill Grogan, St. Clair County Transportation District
Don Roe, City of St. Louis Planning Department
Amy Lampe, St. Louis Development Corporation
Mark Vogl, HOK St. Louis
Contents
PROJECT BACKGROUND.......................................................................................................1
STATION AREA ANALYSIS/ EXISTING CONDITIONS............................................................5
PUBLIC PARTICIPATION PROCESS AND RESULTS ..........................................................19
STATION AREA PLAN.............................................................................................................21
Development Strategy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Phasing Strategy. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Street Sections. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Building Heights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
Parks and Open Space . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
Bike and Pedestrian . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Walk Score. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
Landscape Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
Parking and Replacement Parking Strategies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
Stormwater Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
Form Based Code. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
A, B and C Streets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
Land Use. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
ZONING/ORDINANCE RECOMMENDATION.........................................................................77
BIKE AND PEDESTRIAN IMPLEMENTATION STRATEGY...................................................79
Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
Strategies to Create an Inviting Walking Environment. . . . . . . . . . . . . . . . . . . . . . . . . . . 82
Strategies to Welcome Bikes to the Station Area. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
Pedestrian Access Recommendations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
Specific Bicycle Strategies. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
DEVELOPMENT STRATEGY RECOMMENDATIONS..........................................................101
APPENDIX.............................................................................................................................A-1
Public Survey Results. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-2
Records of Public Meetings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-23
Online Survey Results . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-29
| i
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PROJECT BACKGROUND
Project Background | 1
Over the last several decades, growth in the St. Louis metropolitan area has traditionally
followed lower density suburban patterns. Leaders from throughout the region, however,
have continued to search for appropriate strategies to promote transit-oriented development
(TOD), or mixed-use development designed to maximize access to, and promote use of,
public transportation. As the St. Louis MetroLink system marks over two decades in service,
these leaders have engaged in the study of how to maximize the investment made in light
rail for the region and its various jurisdictions and how also to increase the overall ridership
rates metro-wide.
East-West Gateway Council of Governments (EWG), in conjunction with Metro and a host
of regional stakeholder organizations, completed a TOD Framework Master Plan as part of
the Regional TOD Study for the St. Louis region in 2013. This study included the following
components:
Completion of a regional market study documenting the potential for various forms of
TOD at each station area between 2012 and 2040, based upon demographic and market data and analysis and input from local stakeholders and real estate experts.
Completion of site analysis and development feasibility analysis for each of the 37
existing MetroLink stations outlining the key issues that have an impact on development
viability and providing recommendations and action steps for local jurisdictions, Metro,
and other stakeholders to promote TOD at each station area.
Completion of detailed station area plans for five of the existing MetroLink station areas,
or combinations of stations, including North Hanley, Rock Road, Union Station / Civic
Center, Emerson Park / Jackie Joyner-Kersee, and Fairview Heights.
The intent of EWG, Metro, and its project partners is to outline a set of implementation tools
and recommendations for all 37 MetroLink stations that respond to market realities and provide specific guidance to each jurisdiction within the system that will move TOD forward over
the next few years. Rather than outlining general principles applicable to TOD, these plans
aim to tie specific site analysis and feasibility with appropriate tools and strategies to move
development efforts along.
The specific station area plans for North Hanley, Rock Road, Union Station / Civic Center,
Emerson Park / Jackie Joyner-Kersee, and Fairview Heights are intended to serve as detailed models of TOD, adhering to a range of station typology classifications. These classifications acknowledge that stations in urban downtown centers may serve different uses
and transit riders than perhaps those in neighborhood or suburban contexts. The station
area plans will provide momentum to implement TOD in the St. Louis region over the next
few years, establishing precedents for best practices and standards of development that all
communities along the MetroLink can emulate.
The five selected station areas were selected according to their regional location in the Metropolitan Area, the support of local leaders and citizens for further study of the stations, and
their varying representation of different station area typologies. In addition, these stations
ranked high for market viability; transit supportive potential and existing ridership; proximity
to services, civic amenities, and recreational opportunities; proximity to housing and jobs;
walkability and bikeability; existing supportive zoning; and available developable lands.
2 | Project Background
UNION STATION AREA PLAN | St. Louis, Missouri
The combined Union Station / Civic Center station area was chosen because it represents a
key potential area for real estate development, including a variety of land uses in Downtown
St. Louis, and is a likely location for the convergence of a variety of forms of transit and
transportation that have the potential to result in higher levels of ridership on the MetroLink
system. The Union Station building has recently sold, and its owners are in the process of
moving forward with plans for repurposing of the facility. The construction of the new Busch
Stadium in 2006 and current development plans for the surrounding Ballpark Village create
potential demand for additional development opportunities in the downtown core. The potential introduction of enhanced Amtrak service connecting to the Civic Center area, as well as
the potential for a streetcar line running along Olive Street and along 14th Street, present future opportunities to leverage higher overall transit ridership in the station area. In addition,
the overall prominence of Union Station and other buildings in the area create the potential
to develop projects near MetroLink that could set regional as well as national examples of
development.
The Union Station MetroLink stop serves the southwestern portion of downtown St. Louis
at a location just to the east of the historic Union Station structure. The Civic Center station
stop is located a few blocks further to the east, providing walkable connections to a large
array of Downtowns civic institutions and entertainment venues including the Scottrade
Center, the Peabody Opera House, St. Louis City Hall, and the U.S. Postal Services Main
Branch. The combined station area includes Market Street between North 20th Street and
Tucker Boulevard. The northern edge of the district reaches the downtown commercial
core and contains a variety of office buildings and residential complexes. Various office and
industrial uses are located to the east, as well as a hotel. The area to the south of Interstate
64 includes freight railroads, parking lots, and industrial uses.
The station area plan will be used by local leaders, both as a visioning document and as a
guide with tools that enable the station areas to develop according to TOD principles. The
station area plan outlines the form-giving networks for roads, parks and open space, bike
and pedestrian connections, and transit services. Comprehensive plans, zoning codes, and
ordinances can be revised and adopted immediately, ensuring that the sites are designated
for TOD development patterns when investors are ready to move forward with development.
The City of St. Louis can also pursue short-term steps such as establishing tax incentives to
facilitate private sector development, purchasing or assembling land around MetroLink stations for development, and investing in civic infrastructure.
Metro will use this plan as a guide to consider the future of their land holdings. In addition, they can also consider any enhancements to the transit offered at these select station
areas in planning for future development, including parking replacement strategies and any
expanded transit services.
Various components of this station area plan provide guidance to the City, Metro and other
partners in implementing TOD. The market study completed as part of this process provides
a greater degree of specific guidance concerning near-term opportunities (within the next
five to ten years) but provides a more general, order of magnitude forecast of development
potential for the next ten to twenty years. The development strategy identified in this station
area plan identifies opportunities for short term real estate development, but a good deal of
the future development outlined in this plan represents a longer term vision for the development potential around the Union Station and Civic Center station areas over the next twenty
years, or more. Local officials will need to work with Metro and other partners to update this
station area plan periodically (over the next ten to twenty years) as demographic and market
changes unfold in the local area.
Project Background | 3
STATION AREA ANALYSIS/

EXISTING CONDITIONS
Station Area Analysis/Existing Conditions | 5
The Union Station MetroLink stop serves the southwestern portion of downtown St. Louis
at a location just to the east of the historic Union Station structure. The Civic Center station
stop is located a few blocks further to the east, providing walkable connections to a large
array of Downtowns civic institutions and entertainment venues including the Scottrade
Center, the Peabody Opera House, St. Louis City Hall, and the U.S. Postal Services Main
Branch. The combined station area includes Market Street between North 20th Street and
Tucker Boulevard. The northern edge of the district reaches the downtown commercial
core and contains a variety of office buildings and residential complexes. Various office and
industrial uses are located to the east, as well as a hotel. The area to the south of Interstate
64 includes freight railroads, parking lots, and industrial uses. Metro owns very small slivers
of property right along the rail line and around the station area platforms. However, unlike
at most MetroLink station areas, Metro does not own any parking lot or parking structure
facilities and therefore controls less of the physical infrastructure in the overall station area
compared to most station areas in the metro area.
Topography
The study area, within one-fourth mile of the station platform, features relatively flat terrain. The topography of the site does not appear to pose any issues with regard to future
development. The existing MetroLink rail line enters into the Union Station area by way of
an aging tunnel located under the trainshed.
Interstate 64 passes just to the south of the
station area along an elevated section.
Streams and Floodplains

Floodplain zones do not exist in the station
area.
Transportation Network
The Union Station and Civic Center station
area is well connected to downtown St. Louis The Union Station building was recently
and Interstate 64. Traffic counts range from
purchased by new owners and will be repurposed
in coming years.
around 16,000 vehicle trips per day along
Market Street to 17,000 to 20,000 vehicles
per day along Tucker Boulevard, passing
north-south through the station area, to around 90,000 vehicles per day on Interstate 64.
Other city streets surrounding the stations see traffic volumes of around 13,000 vehicles per
day on 14th St, and 5,000 to 7,500 on Clark Ave.
In addition, the Gateway Transportation Station, located adjacent to the Civic Center Station, provides Greyhound, Amtrak, and city taxi services in addition to MetroLink and MetroBus. The Civic Center Station also operates as a Metro System hub, offering numerous city
bus routes and connections.
6 | Station Area Analysis/Existing Conditions
Bike and Pedestrian Environment

The creation of a multimodal transportation environment requires the development of facilities for pedestrian, bicycles, transit, and automobiles. One way of determining the success
of these improvements is a level of service analysis (LOS). As it relates to the pedestrian
environment, LOS only considers such issues as physical improvements to sidewalks and
pedestrian safety. A LOS analysis typically does not consider land uses. As a response
to the need to consider land use in measuring walkability, Walk Score was created. Walk
Score rates urban environments based upon a sites proximity to a variety of land uses.
Sites are ranked in the following categories:
90100 . . . . . . . . . . . . . . . . . Walkers Paradise
Daily errands do not require a car.
7089 . . . . . . . . . . . . . . . . . . . . . Very Walkable
Most errands can be accomplished on foot.
5069 . . . . . . . . . . . . . . . . Somewhat Walkable
Some errands can be accomplished on foot.
2549 . . . . . . . . . . . . . . . . . . . . Car-Dependent
Most errands require a car.
024 . . . . . . . . . . . . . . . . . . . . . Car-Dependent
Almost all errands require a car.
By large measure, the greater the variety of land uses within close proximity of a given location, the higher the walk score. Used in combination with a level of service analysis, Walk
Score can provide a good understanding of current pedestrian conditions in the vicinity of
an existing light rail station.
As part of this planning effort, each of the stations within was evaluated using the Walk
Score service. Walk Score calculates a continuous score for any site from 0-100 based
upon its proximity to thirteen categories of amenities. Walk Score should not be confused
as a total measure of neighborhood walkability. It does not consider such factors as street
width, sidewalk width, block length, street design, safety from crime and traffic, topography,
or natural walking barriers such as freeway, natural barriers to walking such as freeways
and bodies of water, and/or weather. Nonetheless, Walk Score does provide one way of
measuring an areas walkability. Researchers are increasingly testing Walk Score as a
means of measuring public health. Results suggest a positive relationship between a high
Walk Score and public health.
The area around the Union Station and Civic Center stations currently registers a Walk
Score of 92 (or, very walkable as defined by Walk Score methodology) given the general
proximity of the station areas to nearby residential, retail, civic, and employment land uses
in the Downtown area. The following details observations concerning the bike and pedestrian environment in the Union Station and Civic Center station areas:
Some of the streets in the station area in general lack accommodations for pedestrians
in line with ADA standards.
Clark Street, running east west from Busch Stadium to the Union Station vicinity, includes an urban design framework dominated by blank walls and narrow sidewalks that
does not encourage pedestrian movement.
The existing bridge along Market Street, passing over the spur ramp off of I-64, includes
limited pedestrian or bicycle accommodations.
While bicyclists may access the station area via roadways, the area around the Union
Station and Civic Center stations does not feature any dedicated bike lanes or sharrows, and bicycle parking is relatively limited at the station platform area.
Transit Supportive
The station area within one-fourth mile of
the Union Station platform currently includes
residential densities of 5.11 units per acre,
on average, and employee densities of 38.2
employees per acre, on average. The station area within one-fourth mile of the Civic
Center platform currently includes residential
densities of 4.88 units per acre, on average,
and employee densities of 56.1 employees
per acre, on average. Given that research
suggests that developments around light rail
stations ideally include residential densities
of 20 units per acre and employment densities of 25 employees per acre, the current
orientation of the Union Station and Civic
Center station areas do not reflect the standards of Transit Oriented Development.
Market Street is one of the citys main east-west

boulevards and passes in front of the Union
Station area.
The following outlines the bus lines that connect with Union Station / Civic Center and the
associated destinations to which the various lines connect in the City, and beyond.
#04 Natural Bridge MetroBus
Wellston
Normandy
UMSL South MetroLink Station
North Hanley MetroLink Station
#10 Gravois-Lindell MetroBus
Forest Park
Central West End MetroBus Center
Cherokee Street
Gravois-Hampton Transit Center
#11 Chippewa MetroBus
Jefferson Avenue
Shrewsbury MetroLink Station
#30 Soulard MetroBus
Rock Road MetroLink Station
Wellston
Soulard Market
Tower Grove
Shrewsbury MetroLink Station
#32 M.L. King-Chouteau MetroBus
Rock Road MetroLink Station
Pagedale
Wellston
Cass Avenue
Maplewood Manchester Station
#41 Lee MetroBus
Riverview & Hall MetroBus Center
Riverview Drive
#73 Carondelet MetroBus
Anheuser Bush Visitors Center
Cherokee Street
Bella Villa
Mehlville
South County Mall
#74 Florissant MetroBus
Florissant Valley Community College
Dellwood
Ferguson
Jennings
#80 Park-Shaw MetroBus
Tower Grove
Lafayette Square
Shaw
Missouri Botanical Gardens
The Hill
#94 Page MetroBus
Maryland Heights
Jewish Community Center
Olivette
Pagedale
Wellston MetroLink Station
#97 Delmar MetroBus
Clayton MetroBus Center
University City
Delmar Loop MetroLink Station
#99 Downtown Trolley MetroBus
Civic Center
City Museum
#36X Bissell Hills Express MetroBus

North St. Louis
Spanish Lake
Riverview & Hall MetroBus Center
#40X I-55 Express MetroBus
Civic Center MetroLink and MetroBus Center
South County Education Center
South County Community College
#58X Twin Oaks Express MetroBus
Maplewood
Webster Groves
Kirkwood
Chesterfield
#174X Halls Ferry Express MetroBus
North St. Louis
Jennings
Flower Valley Shopping Center
#410X Eureka Express MetroBus
Maplewood
Webster Groves
Valley Park
As illustrated in the table below, the Civic Center station reports significantly higher average ridership numbers compared to averages for the Missouri portion of the system and
the overall MetroLink system. Union Station reports ridership that is about equal to Missouri
portion averages and slightly higher than the overall system average. These relatively strong
transit ridership numbers can be attributed to high employment and population densities in
the downtown area.
Station
Total Monthly Boardings
MetroLink Station
Average
36,500
MetroLink
Station
Boardings
Weekday Average
Weekend Average
1,360
830
Missouri Station Average
42,000
1,560
960
Union Station/Civic Center
78,800
3,100
1,640
Existing Zoning and Entitlement Considerations

Located entirely within the City of St. Louis, the zoning and entitlement guidelines present
in the Union Station and Civic Center station area generally support the creation of transit
oriented development, although the zoning present in the areas to the north of I-64 provides
greater support for transit oriented development. The area north of I-64 is currently zoned
I: Central Business which comprises the Citys central business district. As such, it allows
all uses aside from a defined set of manufacturing and heavy industrial uses. This zoning
classification governs building heights using a flexible prism, starting at a base height of 200
feet that can be increased in the case of increased building setbacks.
The area to the south of I-64 contains heavy industrial uses including the freight yard and
includes either the J: Industrial or K: Unrestricted zoning districts. These zoning classes do
not allow any residential uses, although this stipulation has little effect as nearly all of the
land south of I-64 includes the right of way of the freight lines and freight yards.
Typology
The Union and Civic Center stations are both Major Urban Center typology stations. They
are destinations - Union Station containing shopping, a hotel, and dining within a historic
structure, and Civic Center attracting visitors to the Scott Trade Center, a regional entertainment venue and home of the St. Louis Blues National Hockey League franchise. They
also provide easy access to downtown St. Louis. The surrounding area includes a mixture
of land uses, including residential, employment, government, and retail and entertainment.
Recent developments have largely retained the historic character of the area, through both
architecture and urban design. The stations are also served by a range of transit options,
including rail, regional and local-serving buses, and taxis.
Suitability for TOD

According to the regional TOD market study, between 2010 and 2040 the station areas
around both the Union Station and Civic Center station are likely to experience an increase
in demand for an additional 55 residential units and additional commercial space totaling around 172,551 square feet. The downtown submarket benefits from high demand for
leisure, hospitality, public administration, and professional and business services. However,
Downtown currently features relatively few shopping destinations. The recent opening of
the Schnucks Culinaria food store is a sign that retailers are beginning to understand the
opportunities to meet the daily needs of downtown residents. Residential units in the downtown area tend to be older and densely arranged. A large portion of residents in the downtown area are also renters. There remains a strong market for newer apartments. The Union
Station building has great potential for renovation that could support a variety of uses. The
Civic Center station shows limited TOD potential due to the small amount of land available
for redevelopment or uses that can support TOD.
In particular, the development of new projects around Union Station would benefit from the
introduction of a larger residential population base (in particular, to the north and west). Additional population in the station area vicinity, in particular, would help to support additional
retail and entertainment uses in and around Union Station.
Site Aerial
UCE
ST.
13TH
8th and pine
ST.
6TH
ST.
7TH
ST.
8TH
9TH
10TH
ST.
ST.
ST.
11TH
scottrade
center
st. louis
city hall
LVD.
ST.
peabody
opera
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metrolink
ER B
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SPR
museum
TUCK
CLA
T.
14TH
post
office
ST.
union station
metrolink
UT S
ST.
16TH
T.
ST.
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union
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18TH
ST.
ST.
21ST
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metrolink
busch
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BRO
SPR
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AY
civic center
metrolink
Design Workshop, 2013

0
100
200
400
1 in = 200 feet
STATION | UNION STATION [CITY OF ST. LOUIS]
WEST DOWNTOWN STATIONS [SITE ANALYSIS]

UNION STATION AND CIVIC CENTER
0
52
Site Analysis
480
500
MetroLink Station Area Profile*

Identifies Metro-owned parcels that have the potential to encourage new
development around the station; other vacant and under-utilized sites that
may provide opportunities for infill development; and physical, policy, and
zoning barriers to TOD that currently exist.
Context | These downtown stations provide walkable access to most
downtown attractions and civic institutions. Tall, dense buildings provide a
mix of retail, office, and residential uses.
Robert Campbell House
Average Monthly Boardings | Civic Center = 84,900; Union Station =

44,800 (MetroLink Station Average = 36,500)
0 AD
T)
DT)
1-223
(1434
civic center
metrolink
I - 64
Station Configuration | The Civic Center Station serves as one of Metros

central hubs between MetroLink and bus routes. On-site parking is not
provided.
Physical Barriers to Development | Access to the surrounding station site
is limited by surrounding Interstate highways and a rail yard to the south.
Wainwright Building
Regulatory Barriers to Development | Zoning around the station sites does

not pose a significant barrier to new or infill TOD.
Development Opportunity
Pros
Cons
Accessibility to downtown civic

and entertainment venues
Downtown employment density
Potential for residential, office,
lodging, mixed-use, and
entertainment-related uses
Walkable neighborhood
460
(8994
460
S. TU
CKE
city hall
R BL
VD.
TH S
T.
metrolink
scottrade
center
S. 14
union station
I-6
70 A
0 AD
(1300
S. 18T
union station
T)
H ST.
Union Station/"Meeting of the Waters"
No significant concentrations of
vacant lots, other than parking lots
440
0
46
ameren
440
440
services
440
Eugene
Field
House
CULTURAL
PLACE
OF INTEREST
SIPP
I RIV
ER
500
0
44
1/2 MILE RADIUS STUDY AREA
MISS
IS
purina co.
METROLINK RED/BLUE LINE

VACANT PARCELS OVER 10 ACRES
440
METRO OWNED PARCEL
500
PUBLIC OWNED PARCEL

VACANT PARCEL
520
0.18
0.27
HISTORIC DISTRICT
0.36
Miles
AVERAGE DAILY TRAFFIC

*Data
provided
by Design
Workshop,
East-West
Gateway,
and Metro.
See the
ADT
*Dataand
andinformation
Information
provided
by Design
Workshop,
East West
Gateway
and Metro.
See
the MetroLink
Station
Catalog
for additional
information.
All extracted
data is
MetroLink
Station
Area Area
ProfileProfile
Catalog
for additional
information.
All extracted
data is clipped
PUBLIC OWNED PARCELS:
clipped and calculated to a one-half mile radius by Design Workshop. METRO OWNED PARCELS:
and calculated to a one-half mile radius by Design Workshop.
UNION STATION - 10.53 ACRES
UNION STATION - 85.7 ACRES
CIVIC CENTER - 10.32 ACRES
CIVIC CENTER - 113.4 ACRES
STATION | WEST DOWNTOWN [CITY OF ST. LOUIS]

DRAFT: JUNE, 2012
ENTED DEVELOPMENT STUDY
Existing Conditions Analysis
WAS
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ST.
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ST.
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14TH
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scottrade
center
ER B
ST.
18TH
union
station
IUS
20TH
JEF
ST.
D
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abandoned
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KI
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union station
metrolink
gateway
mall
civic center
metrolink
freight
yards
freight
yards
busch
stadium
freight
yards
freight
yards
ROAD NETWORK
REGIONAL (50,000+ ADT)
ARTERIAL (30,000-49,999 ADT)
COLLECTOR (10,000-29,999 ADT)
LOCAL (>10,000 ADT)
POTENTIAL ROAD ALIGNMENT

RAIL ROAD LINE
BUS LINE
SECURITY GATE
PARKING LOT
T
C
TENANT PARKING
COMMUTER PARKING
METRO OWNED PARCEL
EXISTING AND POTENTIAL OPEN

SPACE CONNECTIONS
EXISTING TRAIL CONNECTION
PROPOSED TRAIL CONNECTION
PEDESTRIAN CONNECTION
GRADE CHANGE
RESIDENTIAL
BUILDING FRONTAGE - SHORT-TERM
HISTORIC DISTRICT
BUILDING FRONTAGE -LONG-TERM
CORRIDOR REVITALIZATION

0
200
400
800
1 in = 200 feet
PUBLIC PARTICIPATION
PROCESS AND RESULTS
Public Participation Process and Results | 19
The project team conducted a series of three public meetings in the Union Station area
in order to gain input from interested community members, business owners, and other
stakeholders concerning the design of transit oriented development in the Union Station and
Civic Center areas.
The first public meeting was held on February 26, 2013, and addressed general questions
and strategies for development in the area. Participants indicated that the area around these
stations lacked residential development and would benefit from additional residential growth.
Other key issues raised pertained to personal safety, the look and feel of the streetscapes
in the area, the diversity and vitality of land uses in the area, and provision of places to eat
and shop in the Union Station and Civic Center areas. Participants also expressed support
for exploring the idea of Clark Street as an entertainment oriented district connecting Busch
Stadium to Scottrade Center, the idea of covering the MetroLink line with a lid around Scottrade Center in order to provide more room for open space, and the idea of reconfiguring
the interchange at I-64 and 21st Street / Market in order to provide additional acreage for
development.
At the second public meeting, held on April 17, 2013, participants supported the idea of
exploring festival street concepts for the Clark and Spruce Avenue corridors, to the west of
Busch Stadium. Festival Streets create a hybrid street that functions for cars, functions for
parking, but at the same time can be conveniently closed off and function as a small plaza
for festivals and functions. At the meeting, the public supported the idea of narrowing Tucker
Boulevard in order to create a more pedestrian friendly environment. Participants were also
in favor of creating a district that somewhat resembles the Washington Avenue corridor
in character, between Market and Olive and west of 14th Street. The public was also supportive of exploring dining alleys around various streets in the district to facilitate outdoor
dining. Dining alleys are alley upgrades that improve the aesthetics and lighting of alleyways
to create special, intimate pedestrian spaces.
At a third and final public meeting on May 21, 2013, the public expressed support for some
additional ideas, including closing the ramps into the district from I-64 at 10th Street and
14th Street in order to facilitate development; prioritizing the installation of a streetcar line
along 14th Street; and upgrades to the streetscape along Tucker Boulevard. Participants
also expressed support for prioritizing redevelopment along the Clark and Spruce corridors
but indicated that other areas within the district should be prioritized for public improvements. Finally, participants expressed support for the adoption of the plan for Union Station and Civic Center into the citys comprehensive plan and for Metros board to formally
endorse the plan and move forward with implementation.
The full set of results from online and in-person surveys for this project are available in the
Appendix to this document along with the records of the public meetings.
20 | Public Participation Process and Results
STATION AREA PLAN
Station Area Plan | 21
Development Strategy
In contrast to the context around most MetroLink stations, the foundation for urban development and transit supportive development is already in place around these two station
areas. The area largely contains an intact grid of city streets and services and also boasts
a significant base of civic and public assets, including the Gateway Mall, Union Station,
Scottrade Center, Peabody Opera House, Busch Stadium, City Hall, and a number of other
civic buildings and facilities. A good deal of employment generators are present as well. The
key dilemma in this planning effort is how to fill in the gaps in terms of urban development
and help to support a wider range of land uses, including residential and retail, in the station
area.
Key aspects of the overall development strategy concern:
how to potentially reuse lands that were originally dedicated to the north of I-64 at 21st
Street for a north-south freeway connection
how to connect the Union Station area with the Olive Boulevard corridor and areas to
the north
how to more efficiently provide access off of I-64 into the station area, how to energize
and stimulate development along some of the key streets in the district
how to prioritize improvements and development in the area, given the size of the study
area and the myriad areas for improvement in the neighborhood.
The overall development strategy calls for the city to work with MoDOT and the private sector to reconfigure the interchange at I-64 and 20th Street in order to open up this area for
private sector development. The creation of a neighborhood of residential uses along with
neighborhood retail in the area, to the north and west of Union Station, will help to bring
added vitality to the area from the west and help to re-stitch the overall station area. Once
the completion of the interchange as a catalyst is completed, the city should work with
prospective developers to create infill development of residential and retail uses to the north
and west of Union Station, toward Olive. At the same time, the city can work with stakeholders between Union Station and Busch Stadium to create plans for the evolution of Clark or
Spruce streets into more pedestrian oriented corridors that would serve nearby entertainment venues as well as new restaurants and residential in the area, to the west of the stadium. Finally, in order to complete the evolution of the station area, the city should work to
complete and upgrade the gateway mall, in order to better connect Union Station and Civic
Center with areas to the north and encourage further residential or commercial development
in this area
22 | Station Area Plan
CLA
SPR
UCE
ST.
ST.
13TH
st. louis
city hall
8th and pine
ST.
6TH
ST.
7TH
ST.
8TH
9TH
10TH
ST.
ST.
ST.
11TH
RK A
VE.
scottrade
center
LVD.
line
peabody
opera
house
metrolink
ER B
olink
post
office
TUCK
metr
union station
metrolink
museum
ST.
T.
T.
14TH
NIA S
UT S
ST.
ST.
union
station
ST.
21ST
ST.
ST.
ST.
EUGE
KET
ST.
15TH
ST.
17TH
PINE
16TH
potential new/
reconfigured
interchange
E ST
.
STN
MAR
18TH
potential new/
reconfigured
interchange
RK A
VE.
OLIV
CHE
20TH
CLA
22ND
ST.
23RD
ER
FF
JE
fbi
LKING RADIUS
T.
WA
ILE
SO
NA
VE
M
1/4
19TH
S
Illustrative Plan
WAL
N
UT S
ST.
T.
civic center
metrolink
UCE
ST.
stadium
metrolink
ADW
AY
SPR
busch
stadium
US
BRO
1/4 MILE WA
L
K
I
N
GR
AD
I
chouteau
greenway
ballpark
village
METROLINK STATION
METROBUS STOP
PROPOSED BUILDING
EXISTING BUILDING
100
200
400
1 in = 200 feet
Union Station
Perspective View
This perspective provides one example of the
long term vision for one part of the Union Station
area. This view looks to the west along Clark
Street, toward Union Station, from around 15th
Street. The perspective depicts new development to the north and south, including a mixture of office, retail, and residential units. The
MetroLink line has been covered with a lid in
this illustrative graphic, providing a foundation
for the creation of additional civic spaces that
help to link the north and south sides of the
tracks. Properties along the north would eventually redevelop as well. The overall streetscape
for Clark Street helps to encourage pedestrian
movement and helps to connect Union Station to
the Scottrade Center and to the Busch Stadium
area to the east.
UNION STATION PERSPECTIVE VIEW
ADW
AY
UNION STATION
METROLINK
ST.
CLA
RK A
VE.
BRO
KET
ER B
JE
MAR
TUCK
FF
ER
SO
NA
VE
LVD.
STADIUM
METROLINK
Phasing Strategy
Phase 1
CLA
SPR
UCE
ST.
ST.
13TH
8th and pine
ST.
6TH
ST.
7TH
ST.
8TH
9TH
10TH
LVD.
scottrade
center
st. louis
city hall
ST.
ST.
ST.
11TH
RK A
VE.
peabody
opera
house
metrolink
ER B
post
office
TUCK
line
museum
ST.
olink
T.
14TH
metr
union station
metrolink
ST.
T.
ST.
NIA S
UT S
15TH
ST.
ST.
19TH
ST.
ST.
21ST
union
station
ST.
ST.
16TH
potential new/
reconfigured
interchange
EUGE
KET
18TH
potential new/
reconfigured
interchange
RK A
VE.
PINE
STN
MAR
20TH
CLA
E ST
.
CHE
ST.
22ND
23RD
ST.
SO
ER
FF
JE
fbi
OLIV
17TH
NA
VE
LKING RADIUS
E WA
MIL
1/4
In Phase One, representing potential new development within the next five to ten years, the
Ballpark Village initial development is shown as
completed to the north of Busch Stadium, vacant lots along Spruce and Clark are converted
into new development, parking lots around Civic
Center convert to new development, and initial
residential development moves forward north of
Market and west of 20th Street.
WAL
N
UT S
ST.
T.
civic center
metrolink
UCE
ST.
stadium
metrolink
ADW
AY
SPR
busch
stadium
BRO
1/4 MILE WA
LKIN
GR
AD
IU
chouteau
greenway
ballpark
village
METROLINK STATION
METROBUS STOP
PROPOSED BUILDING
EXISTING BUILDING
STATION | UNION STATION [CITY OF ST. LOUIS] | PHASE 1
100
200
400
1 in = 200 feet
Phase 2
In Phase Two, additional blocks fill in with office and mixed use development to the south
of Union Station and along Olive Street. The
city works with MoDOT to remove the existing
interchange south of Market at 21st Street and
institutes a new grid of streets to facilitate new
development in the future.
CLA
SPR
UCE
ST.
ST.
13TH
8th and pine
ST.
6TH
ST.
7TH
ST.
8TH
9TH
10TH
LVD.
scottrade
center
st. louis
city hall
ST.
ST.
ST.
11TH
RK A
VE.
peabody
opera
house
metrolink
ER B
post
office
TUCK
line
museum
ST.
olink
T.
14TH
metr
union station
metrolink
ST.
T.
ST.
NIA S
UT S
15TH
ST.
ST.
19TH
ST.
ST.
21ST
union
station
ST.
ST.
16TH
potential new/
reconfigured
interchange
EUGE
KET
18TH
potential new/
reconfigured
interchange
RK A
VE.
PINE
STN
MAR
20TH
CLA
E ST
.
CHE
ST.
22ND
23RD
ST.
SO
ER
FF
JE
fbi
OLIV
17TH
NA
VE
LKING RADIUS
E WA
MIL
1/4
WAL
N
UT S
ST.
T.
civic center
metrolink
UCE
ST.
stadium
metrolink
ADW
AY
SPR
busch
stadium
BRO
1/4 MILE WA
LKIN
GR
AD
IU
chouteau
greenway
ballpark
village
METROLINK STATION
METROBUS STOP
PROPOSED BUILDING
EXISTING BUILDING
100
200
400
1 in = 200 feet
SPR
UCE
ST.
ST.
13TH
st. louis
city hall
8th and pine
ST.
6TH
ST.
7TH
ST.
8TH
9TH
10TH
LVD.
scottrade
center
ST.
ST.
ST.
11TH
RK A
VE.
peabody
opera
house
metrolink
ER B
post
office
CLA
15TH
ST.
17TH
line
museum
TUCK
olink
T.
ST.
metr
union station
metrolink
UT S
14TH
T.
ST.
NIA S
ST.
ST.
ST.
21ST
EUGE
ST.
ST.
16TH
potential new/
reconfigured
interchange
PINE
STN
KET
18TH
potential new/
reconfigured
interchange
RK A
VE.
20TH
CLA
E ST
.
CHE
MAR
union
station
Phase Three fills in the remaining gaps witin the

urban framework around Union Station, including developing new residential oriented mixed
use buildings to the west of Union Station. In
addition, over the long term surface parking
lots and older commercial structures between
22nd Street and Jefferson could be replaced or
redeveloped as the overall economic vitality of
the area improves.
OLIV
ST.
22ND
ST.
23RD
ER
FF
JE
fbi
LKING RADIUS
ST.
WA
ILE
SO
NA
VE
M
1/4
19TH
Phase 3
WAL
N
UT S
ST.
T.
civic center
metrolink
UCE
ST.
stadium
metrolink
ADW
AY
SPR
busch
stadium
BRO
1/4 MILE WA
LKIN
GR
AD
IU
chouteau
greenway
ballpark
village
METROLINK STATION
METROBUS STOP
PROPOSED BUILDING
EXISTING BUILDING
100
200
400
1 in = 200 feet
SPr
UCE
ST.
ST.
13TH
st. louis
city hall
8th and pine
ST.
6TH
ST.
7TH
ST.
8TH
9TH
10TH
Lvd.
scottrade
center
ST.
ST.
ST.
11TH
rk A
vE.
peabody
opera
house
metrolink
Er b
post
office
CLA
15TH
ST.
17TH
line
museum
TUCk
olink
T.
ST.
metr
union station
metrolink
UT S
14TH
T.
ST.
NIA S
ST.
ST.
ST.
21ST
EUgE
ST.
ST.
16TH
potential new/
reconfigured
interchange
PINE
STN
kET
18TH
potential new/
reconfigured
interchange
rk A
vE.
20TH
CLA
E ST
.
CHE
mAr
union
station
Phase Four explores future road realignments

within the city core surrounding the on-ramps
and exit ramps of Interstate 64 approaching
14th Street and 10th Street. The amount of
space these ramps currently take up could be
condensed to allow for higher yielding land uses
in the central business district and urban core.
Currently, the one-way street patterns create
challenges to achieving new alignments from
the ramps approaching 10th Street. If and when
the streets become two-way, however, more
infill development could be included on the Clark
Avenue frontage.
OLIv
ST.
22Nd
ST.
23rd
Er
FF
jE
fbi
LkINg rAdIUS
ST.
wA
ILE
SO
NA
vE
m
1/4
19TH
Phase 4
wAL
N
UT S
ST.
T.
civic center
metrolink
UCE
ST.
stadium
metrolink
Adw
AY
SPr
busch
stadium
brO
1/4 mILE wA
LkIN
gr
Ad
IU
chouteau
greenway
ballpark
village
mETrOLINk STATION
mETrObUS STOP
PrOPOSEd bUILdINg
EXISTINg bUILdINg
100
200
400
1 in = 200 feet
Street Sections
Keymap
PINE
2
1
ST.
STN
MAR
KET
UT S
T.
ST.
ST.
20TH
21ST
22ND
ST.
ST.
CHE
Refer to the following pages for each of these

section renderings. The purpose of these street
sections is to provide depictions of the layout of
potential types of streets within the station area
going forward, including the number of lanes,
the layout of sidewalks and bicycle facilities, and
the overall relationships between the streets
and nearby buildings. While the exact design
of streets within the station area may of course
vary over time, these street sections should
provide planners guidance going forward.
4
18TH
ST.
TUCK
ER B
RK A
VE.
8
LVD.
CLA
ST.
scottrade
center
14TH
16TH
ST.
union station
MetroLink
9
civic center
MetroLink
SPR
UCE
ST.
10
SECTION 1: Market Street, Existing
Street Sections
The existing street sections are shown for character and dimensions. There are no proposed
sections shown due to limited opportunities to
change the dimensions of these streets.
SECTION 2: Chestnut Street, Existing
SECTION 3: 20th Street, Existing
Street Sections
SECTION 3: 20th Street, Proposed

SECTION 5: 22nd Street, Existing
SECTION 5: 22nd Street, Proposed
Street Sections
SECTION 6: Spruce Street, Proposed

SECTION 6: Spruce Street, Existing

SECTION 7: Clark Street, Existing
SECTION 7: Clark Street, Proposed Option A
Street Sections
SECTION 7: Clark Street, Proposed Option B

Street Sections
SECTION 8: 14th Street, Existing

SECTION 9: Tucker Street, North of Spruce, Existing
SECTION 9: Tucker Street, North of Spruce, Proposed
Street Sections
SECTION 9: Tucker Street, North of Spruce, Proposed without Parking

Street Sections
SECTION 10: Tucker Street, South of Spruce, Existing
SECTION 10: Tucker Street, South of Spruce, Proposed

Building Heights
OLIv
CLA
Spr
UCe
ST.
ST.
st. louis
city hall
8th and pine
ST.
6Th
ST.
7Th
ST.
8Th
9Th
10Th
Lvd.
scottrade
center
ST.
ST.
ST.
11Th
rk A
ve.
peabody
opera
house
metrolink
The existing zoning in downtown St. Louis governs building heights by applying a flexible prism
strategy, started at a base height of 200 feet
that can be increased in the case of increased
building setbacks. The building height diagram
for the Union Station station area plan assumes
eight stories as a typical downtown building
type. Buildings with smaller footprints are more
realistically going to occur in a lower height.
er b
post
office
TUCk
line
museum
ST.
olink
T.
14Th
metr
union station
metrolink
ST.
T.
ST.
NIA S
18Th
20Th
union
station
UT S
ST.
16Th
ST.
ST.
21ST
eUge
keT
13Th
STN
mAr
ST.
15Th
17Th
19Th
pINe
Che
ST.
22Nd
ST.
23rd
rk A
ve.
e ST
.
ST.
ST.
NA
ve
rS
O
Fe
je
F
CLA
fbi
In order to increase density and compactness

around MetroLink stations, building heights may
need to increase from existing zoning allowances around several of the stations in order to
support more vertically integrated uses in close
proximity to the station platform. The building
heights analysis considers existing zoning, existing neighborhood scale and architectural character, the study and understanding of regional
Form Based Code, and the predicted market
each station is anticipated to be able to support.
In addition, urban form is often determined by
the relationships of buildings to one another and
to the public realm. Form based code may allow
taller buildings of up to eight stories for general
TOD and TOD mixed use areas, but it also
dictates that buildings step back after the third
story in order to prevent a dark cavernous effect
from occurring.
wAL
N
UT S
ST.
T.
civic center
metrolink
ballpark
village
ST.
stadium
metrolink
dwA
Y
UCe
brO
A
Spr
busch
stadium
ONe STOrY
TwO STOrIeS
Three STOrIeS
FOUr STOrIeS
SIX STOrIeS
eIghT STOrIeS
100
200
400
1 in = 200 feet
Parks and Open Space
OLIV
E ST
.
UCE
ST.
ST.
st. louis
city hall
8th and pine
ST.
6TH
ST.
7TH
ST.
8TH
9TH
10TH
ST.
ST.
ST.
11TH
scottrade
center
LVD.
ST.
peabody
opera
house
metrolink
ER B
RK A
VE.
SPR
museum
TUCK
CLA
T.
14TH
post
office
ST.
union station
metrolink
UT S
ST.
16TH
T.
ST.
NIA S
union
station
18TH
20TH
ST.
ST.
21ST
EUGE
KET
13TH
STN
MAR
ST.
15TH
17TH
PINE
CHE
ST.
22ND
ST.
23RD
RK A
VE.
ST.
19TH
S
T.
NA
VE
SO
ER
FF
JE
CLA
fbi
The station area plan recommends a variety of

parks and open civic spaces to enhance livability and the character of place. A series of parks,
greenways, plazas, and natural open spaces
have been integrated into the plan. The open
space plan for Union Station and Civic Center
focuses on extending and enhancing the Gateway Mall along Market Street, to create a true
amenity that will help stimulate development and
neighborhood formation to the north and west,
toward Olive and Jefferson. The plan calls for
the completion of the Chouteau Greenway along
the south side of I-64 and creating linkages between this greenway and areas of development
to the north of the freeway. All of the commercial
streets will include street trees lining the corridors that will reduce the overall heat island
effect and improve the visual appearance of
development areas.
WAL
N
UT S
ST.
T.
civic center
metrolink
ballpark
village
ST.
stadium
metrolink
busch
stadium
BRO
chouteau
greenway
UCE
ADW
AY
SPR
METROLINK
METROBUS
OPEN SPACE
PARK
PEDESTRIAN/BIKE
PARKWAY
PLAZA
CEMETERY
BIKE ROUTE
MULTI-USE TRAIL
50
100
200
1 in = 100 feet
STATION | UNION STATION [CITY OF ST. LOUIS] | OPEN SPACE DIAGRAM
Bike and Pedestrian
OLIv
SPR
UCE
ST.
ST.
6Th
ST.
ST.
7Th
ST.
8Th
9Th
10Th
ST.
ST.
ST.
11Th
LvD.
ST.
st. louis
city hall
8th and pine

metrolink
ER B
RK A
vE.
peabody
opera
house
scottrade
center
The Union Station/Civic Center station area

requires well connected pedestrian facilities,
including crosswalks, refuges for crossing large
expanses of road, and well-signaled crossings
for pedestrians and bicyclists, alike. Much of the
development plan concentrates uses within
mile of the station, or a comfortable five-minute
walking distance. Other provisions, such as
street furniture, lighting, landscaping, and wayfinding and signage also contribute to a comfortable and pleasant pedestrian environment.
Secured businesses should plan convenient
walking and biking access points.
museum
TUCK
CLA
T.
14Th
post
office
ST.
union station
metrolink
UT S
ST.
16Th
T.
union
station
ST.
NIA S
KET
18Th
20Th
ST.
ST.
21ST
EUGE
MAR
13Th
STN
ST.
15Th
17Th
19Th
PINE
ChE
ST.
22ND
ST.
23RD
RK A
vE.
E ST
.
ST.
ST.
NA
vE
RS
O
FE
jE
F
CLA
fbi
Well-planned Transit Oriented Development

combines transit-based regional access with
local mobility that emphasizes non-motorized
transport modes. Streets that are designed to
support bicycling and walking provide people
with safe and direct access between destinations via a well-connected network. Designing
streets for bicycling and walking supports more
people using active transportation and contributes to placemaking on residential and commercial corridors.
WAL
N
UT S
ST.
T.
civic center
metrolink
ballpark
village
ST.
stadium
metrolink
DWA
Y
chouteau
greenway
UCE
BRO
A
SPR
busch
stadium
METROLINK STATION
METROBUS STOP
SIDEWALK
CROSSWALK
ACCESS POINT
50
100
200
1 in = 100 feet
STATION | UNION STATION [CITY OF ST. LOUIS] | PEDESTRIAN AND ACCESS DIAGRAM
Walk Score
LEGEND
LAMBERT
NORTH
HANLEY
UMSL NORTH
UMSL SOUTH
ROCK ROAD
POPULATION
WALK SCORE
(within 1/4 mile)
Walker's Paradise
1000+
Very Walkable
500-1000
Somewhat Walkable
126-500
Car-Dependent
0-125
WELLSTON
UNIVERSITY
CITY
DELMAR
FORSYTH
FOREST PARK
CLAYTON
SKINKER
RICHMOND HEIGHTS
BRENTWOOD
SUNNEN
CONVENTION
EAST
CENTER
RIVERFRONT
8th & PINE
ARCH
CENTRAL GRAND
EMERSON
WEST END
JJK
UNION
STADIUM 5th &
MAPLEWOOD/
MISSOURI
STATION
CIVIC
MANCHESTER
CENTER
SHREWSBURY
WASHINGTON
PARK
FAIRVIEW
HEIGHTS
MEMORIAL
HOSPITAL
SHILOH-SCOTT
SWANSEA
BELLEVILLE
COLLEGE

Landscape Criteria
Often local governments seek to manage street tree plantings by implementing ordinances. Such
ordinances typically provide a list of acceptable street trees, a minimum size at installation, and
minimum tree spacing. However, such an approach does not insure a consistent and quality street
tree planting along any given street because of the random selection of street trees by each property owners. In addition, the street tree diversity of a given area may be reduced if all property owners select a limited variety of species. Clear and consistent street tree planting can give character
to local streets and assist in wayfinding. To address these issues, each station area plan includes
a street tree diagram, which defines the specific species to the planted on each street. All trees
should be planted 36-40 feet on center. All trees should be provided with at least 1000 cubic feet of
planting soil and a minimum tree opening of 100 square feet. By defining the desired tree species
from the outset the administration of the street tree requirement is simplified. The developer of a
particular land parcel simply needs to consult this diagram and meet the spacing, soil, and opening
requirements to insure conformance with the planting standards.
NORMANDY
st. peters
cemetery
MA
RK
ST
.
LuL
u Av
E.
ET
rock road
metrolink
Landscape and streetscape treatments within the study area should respond to placemaking,
PARKWAY
SUGAR MAPLE / RED MAPLE / PIN OAK
stormwater management,
and microclimate
benefits. Careful planting of trees and other vegetaBOULEVARD
BLACKGUM / SYCAMORE / AMERICAN LINDEN / TULIP TREE
tion can help GREEN
enhance
the
livability
and
attractiveness
of the station area for residents, tenants, and
CONNECTOR
RED MAPLE / SYCAMORE FLOWERING DOGWOOD
visitors. In addition,
planting
can
be
used
to
highlight
businesses
within the station area, as well as
STATION AREA GATEWAY
AMERICAN LINDEN / RED MAPLE / EASTERN REDBUD / PIN OAK
RESIDENTIAL
EASTERN
REDBUD
/
FLOWERING
DOGWOOD
/
SYCAMORE
/
TULIP
TREE
making the station platform more visible and appealing.
WELLSTON
PAGEDALE
ST
.C
hA
RL
ES
RO
CK
OFFICE/ LIGHT IND.
MOUNTAIN ASH / SYCAMORE
SPECIAL CHARACTER
SPECIAL CHARACTER
A street tree planting

scheme has
been developed based on varying aesthetic characteristics difPARKING LOT
BLACK GUM / WILLOW OAK / SWAMPWHITE OAK
ferent types of streets and neighborhoods have. Within the Union Station/Civic Center station area,
the street tree road type classifications include Parkway, Green Connector, Station Area Gateway,
Residential, Office/Light Industrial, Special Character, and Parking Lots. Each street type has been
assigned a range of native tree species appropriate to achieve a given visual characteristic.
RD
.
normandy
high school
bethany
cemetery
50
100
200
1 in = 100 feet
STATION | ROCK ROAD [CITY OF PAGEDALE/WELLSTON/NORMANDY] | STREET TREE TYPES
PARKWAY
SUGAR MAPLE / RED MAPLE / PIN OAK
BOULEVARD
BLACKGUM / SYCAMORE / AMERICAN LINDEN / TULIP TREE
GREEN CONNECTOR
RED MAPLE / SYCAMORE FLOWERING DOGWOOD
STATION AREA GATEWAY
AMERICAN LINDEN / RED MAPLE / EASTERN REDBUD / PIN OAK
RESIDENTIAL
EASTERN REDBUD / FLOWERING DOGWOOD / SYCAMORE / TULIP TREE
OFFICE/ LIGHT IND.
MOUNTAIN ASH / SYCAMORE
SPECIAL CHARACTER
SPECIAL CHARACTER
PARKING LOT
BLACK GUM / WILLOW OAK / SWAMPWHITE OAK
AMERICAN LINDEN
AMERICAN SYCAMORE
EASTERN REDBUD
MOUNTAIN ASH
TULIP TREE
PIN OAK
SWAMPWHITE OAK
FLOWERING DOGWOOD
RED MAPLE
STREET TREE TYPES
INTERSTATE BUFFER
Parking and Replacement Parking Strategies

Transit-oriented development requires parking replacement strategies inherent to promoting dense and walkable development centers while providing continued transit service to
existing commuters. When net parking spaces are lost to development, the transit provider
must ensure ridership counts do not drop or suffer from the reduction. In addition, reallocating parking uses to TOD uses, or instituting paid parking where free parking currently exists,
may cause commuters to seek out nearby parking in surrounding neighborhoods. This
burden of shifting parking and traffic patterns should be discouraged. Parking scenarios
must therefore accommodate community, stakeholder, and station needs, while promoting
the goals of TOD.
The parking strategy at Union Station and Civic Center works with phasing to gradually
reduce the number of surface parking spaces in close proximity to the station platform and
replace them within the framework of the new development. While Metro does not own and
parking in the vicinity, other neighboring landowners may consider consolidating surface
lots in favor of higher yielding land uses. Many of the proposed blocks are designed to wrap
buildings with mixed uses around surface parking lots in the center. Over time, as development gains momentum, the surface lots can evolve into structured lots, within the footprint
and parameters of the wrapped buildings. The parking strategy within the area also maximizes curb parking, providing flexibility and short-term access to businesses located within
the station area. Finally, bus bays and drop-offs should remain located in close proximity to
the MetroLink platform and development core, promoting arrival from other regional destinations by other means than just personal automobile.
A number of appropriate parking strategies can be considered with transit oriented developments. For example, some cities, like Denver, Colorado, are successful in utilizing shared
parking strategies around stadiums. Parking is used by surrounding offices and commercial uses during the weekday hours, and it frees up in evenings and weekends for sporting
events. Some of the site parking can be provided for a fee, perhaps in structured parking. In
addition, zoning ordinances can be changed with lower or flexible minimum parking threshold requirements, or conversely set maximum parking standards rather than minimum.
Since TOD inherently supports alternative modes of transportation, including light rail, bus,
pedestrian, and bicycle, the promotion of these other modes helps the station to meet lower
parking requirements.
TOD parking strategies can also include the establishment of a parking district, whereby
a managing entity gives developers the option of paying an in lieu fee for parking, rather
than constructing it themselves. This provides a buy-in at a rate that is less expensive than
the actual cost of constructing the parking space. The managing entity then constructs the
pooled parking for the entire district, likely in the form of a parking structure. Parking districts
work best when a station has an existing supply of parking to fill parking needs while the
overall parking fund is growing. The phasing strategy of the Union Station/Civic Center area
supports this parking replacement strategy.

62 | Station Area Plan
E ST
.
ST.
ST.
ST.
ST.
6TH
7TH
ST.
8TH
9TH
10TH
Detention Ponds are used to store and slow runoff in large storm events before it leaves the site.
While detention ponds create a delay that allows sediments to settle before leaving the site, they do
not necessarily provide any other means to improve the water quality before exiting. These could be
incorporated in the Chouteau Greenway.
metrolink
UT S
T.
Linear Infiltration Basins
civic center
metrolink
Integrating smaller scale biofiltration systems, such as infiltration basins, rain gardens, and vegetated bioswales throughout development is often a better strategy than providing one or more large
detention or retention pond. The smaller infiltration systems disperse water treatment throughout
the site, while simultaneously creating opportunities for enhanced planting, traffic calming, and even
pedestrian safety.
ballpark
village
SPR
UCE
ST.
stadium
metrolink
ADW
AY
metrolink
chouteau
greenway
ST.
ST.
ST.
LVD.
WAL
N
ST.
civic
center
8th and pine
ER B
ST.
ST
st. louis
city hall
Detention Ponds
busch
stadium
BRO
UCE
scottrade
center
TUCK
SPR
peabody
opera
house
14TH
CLA RK AVE.
RK A
VE.
CLA
museum
14TH.
ST.
union station
metrolink
post
office
T.
ST.
16T16HTH ST.
ST.
T.
18TH
NIA S
union
station
UT S
11TH
KET
ST.
13TH
MAR
ST.
ST.
20TH
EUGE
STN
ST.
ST.
ST21.ST ST
.
CHE
18TH
RK A
VE.
ST.
KET
20TH
CLA
MAR
21ST
ST.
22ND
22STN. D
ST.
fbi
PINE
17TH
19TH
ST.
T ST
.
15TH
TNU
PINE
The stormwater management strategy at the Union Station/Civic Center station area incorporates
a range of detention, retention, and infiltration methods in an effort to capture 100% of stormwater
on site. The main goals in stormwater management are to reduce quantity and increase quality of
stormwater runoff, which can be achieved by incorporating open space and landscaped areas and
reducing hardscape. The site currently contains two significant paved parking lots which do not
provide a means for infiltration. The proposed plan looks at various ways to incorporate stormwater
interventions in a series of smaller devices used throughout the plan. These infiltration and storage
devices include detention ponds, infiltration basins, rain gardens, bioswales, permeable paving, and
increased canopy cover.
OLIV
ST.
CHES
23RD
JE
FF
ER
SO
N
AV
E.
Stormwater Management
Rain Gardens
A rain garden is defined as a planted depression that allows rainwater runoff from impervious urban
areas to be absorbed into the ground. Studies have shown that effective rain gardens can reduce
the amount of stormwater and pollution reaching creeks by as much as 30 percent. Rain gardens
should incorporate native plantings because these varieties typically do not require irrigation and
maintenance, and they are more hardy and adaptable to the local conditions. Examples of plants to
include in rain gardens to absorb the greatest amount of runoff include wildflowers, rushes, ferns,
shrubs and small trees. Rain gardens could be incorporated into all bulb-outs and curb extenstions
within the station area.
GENERAL WATERFLOW
MAIN RAIN COLLECTOR
SECONDARY RAIN COLLECTOR
PROPOSED STORMWATER
MANAGEMENT STRATEGIES
DETENTION POND
LINEAR INFILTRATION BASIN
STREET W/RAIN GARDEN
RESIDENTIAL STREET W/ BIOSWALE
OR LINEAR INFILTRATION STRIP
STREET W/BIOSWALE
PARKING LOT W/BIOSWALE &
POROUS PAVEMENT
0
50
100
200
1 in = 100 feet
STATION | UNION STATION [CITY OF ST. LOUIS] | STORMWATER MANAGEMENT DIAGRAM
Vegetated Bioswales
Vegetated Bioswales are similar to rain gardens in that they absorb and filter runoff before the
stormwater exits the site. In general, native plants such as perennials and grasses do more to slow
down and infiltrate stormwater than mowed turf grass.
Canopy Coverage
Typical street trees intercept water in their leaves and crowns, ranging from 760 gallons per tree per
year to 4000 gallons per tree per year, depending on their species and location. In addition, the soil
layer below also serves to filter water and slow down the pace at which it leaves the site. This station area plan calls for a goal of 30% urban tree cover to realistically maximize the amount of water
intercepted by tree canopies.
Permeable Paving
Permeable paving systems should be utilized in parking lots, for on street parking spaces, and even
for sidewalks. Permeable paving allows water to infiltrate into the ground, rather than channeling it
directly into a surface stormwater system. Permeable pavers slow the velocity of the water moving
across a site during a storm event.
Stormwater Management Types
Central Bioswale
Porous Pavement
Bioswale
Rain Gardens
Multiuse Trail w/ Porous

Pavement
Porous Pavement
in Parking Bays
Green Area
Permeable Pavers
in Sidewalks
Small Bioswale
or Linear
Infiltration Trench
PorousPavement
in Parking Bays
Permeable Pavers
in Sidewalks
Rain Gardens
in Corners
GREEN STREET WITH BIOSWALE
GREEN STREET WITH RAIN GARDENS
RESIDENTIAL STREET WITH BIOSWALE

OR LINEAR INFILTRATION TRENCH
PARKING LOT WITH BIOSWALE AND

POROUS PAVEMENT
50
100
200
1 in = 100 feet
STORMWATER MANAGEMENT TECHNIQUES | TYPICAL

Form Based Code

The Union Station/Civic Center station area plan incorporates the concepts of Form Based
Code (FBC) into the physical plan of the development district. Using the Sustainable Zoning
and Subdivision Ordinance Revisions for Saint Louis County, Missouri, drafted in February
2013 by Clarion Associates as a guide, all of the station area plans respond to FBC principles within Transit Oriented Development place type districts.
General Block, Lot, and Street Design for Place Type Districts dictate that interconnected
street patterns apply to all districts. The Union Station/Civic Center station area plan works
with existing road infrastructure and environmental factors like topography to extend and
establish a well-connected system of proposed roads, as closely as possible aligned to a
grid. FBC prescribes that the use of cul-de-sacs and dead end streets is avoided. FBC also
dictates that streets terminate on an architectural focal point or open space. The entertainment street running along Clark Ave. achieves this by terminating on Union Station.
The TOD Place Type District typically allows taller buildings for increased density with
a maximum building height of 8 stories for general TOD and TOD mixed use areas. The
architecture has fewer setback requirements and should generally step back after the third
story. Accessible sidewalks are consistent in all street right-of-ways. Along commercial and
office fronting streets, the sidewalk is provided at a minimum of 8 feet in width. Other street
type design elements include street trees, bicycle paths or routes, on-street parking, and
pedestrian safety measures such as crosswalk and bulb-outs.
Open space requirements are recommended for districts larger than 15 acres. Park and
open space lands are incorporated in natural areas, trails, and a neighborhood park.
Furthermore, stormwater management strategies have considered the movement of water
through the site in a responsible way during storm events. This includes planted parking
lots, reduced impervious surfaces, and infiltration features to collect, infiltrate, and distribute
stormwater.
CLA
SPR
UCE
13TH
ST.
8th and pine
In anticipation of the creation of these codes, this station area plans define A, B, and C streets.
Street character under form based codes is often defined by a system and hierarchy of streets. Not
all buildings can front and put their best face to the street, not all streets are Main Streets, and
buildings require service entries and access. Buildings need locations for loading docks, transformers, and other utility infrastructure. The designation of A, B, and C streets, is a means of suggesting which streets should be the primary focus of new architecture and which can be the focus of
service entries and less attractive portions of new development. Service uses are intended to go
on C Streets, and to a lesser degree, B Streets. Conversely, A streets should receive the greatest
emphasis in terms of streetscape improvements. Major building entries and lobbies should also
be oriented toward the A Streets. While the footprint of buildings may vary along the B Streets in
response to functional requirements, along A Streets, buildings should be pulled forward to the right
of way.
6TH
ST.
8TH
ST.
7TH
ST.
10TH
ST.
11TH
ST.
9TH
ST.
ST.
RK A
VE.
scottrade
center
st. louis
city hall
metrolink
LVD.
line
peabody
opera
house
ER B
olink
post
office
museum
TUCK
metr
union station
metrolink
16TH
potential new/
reconfigured
interchange
T.
T.
ST.
T.
21ST
S
NIA S
UT S
ST.
14TH
T.
EUGE
union
station
ST.
15TH
ST.
17TH
ST.
19TH
ST.
PINE
STN
KET
18TH
ST.
potential new/
reconfigured
interchange
RK A
VE.
E ST
.
CHE
MAR
20TH
ST.
CLA
22ND
S
fbi
St. Louis County recently retained a consultant, Clarion Associates, to prepare a model form based
code for the county. The plans for each of the five stations have been reviewed in the context of this
draft plan. It is anticipated that North Hanley will be the first application of the county form based
code. Similarly, the Beyond Housing has retained Development Strategies has retained Rock Road
to prepare a form based code for that site. Although Union Station, In particular, the development
of new projects around Union Station would benefit from the introduction of a larger residential
population base (in particular, to the north and west). Additional population in the station area vicinity, in particular, would help to support additional retail and entertainment uses in and around Union
Station. Fairview Heights, Jackie Joyner-Kersee, and Emerson Park are not in St. Louis County,
these principles have been applied to the stations as a means to test Form Based Code.
OLIV
T.
23RD
S
JE
FF
ER
SO
N
AV
E.
A, B and C Streets
WAL
N
UT S
ST.
T.
civic center
metrolink
ballpark
village
ST.
stadium
metrolink
ADW
AY
UCE
busch
stadium
BRO
SPR
chouteau
greenway
METROLINK STATION
METROBUS STOP
A STREET
B STREET
STATION | UNION STATION [CITY OF ST. LOUIS] | STREET TYPE DIAGRAM
C STREET
50
100
200
1 in = 100 feet
Street Type Diagrams Typical

A Grid Streets
Thoroughfares that by virtue of their pre-existing
pedestrian-supportive qualities, or their future
importance to pedestrian connectivity, are held
to the highest design standards.
PROPERTY LINE
PROPERTY LINE
BUILD-TO ZONE 0-5

FRONT AND CORNER

PROPERTY LINE
PROPERTY LINE
B GRID STREETS
Street Type Diagrams Typical
BUILD-TO ZONE 5-15

FRONT AND CORNER
FRONT SETBACK | 5
SIDE SETBACK | 15
B Grid Streets
Thoroughfares that by virtue of their use, location, or absence of pre-existing pedestriansupportive qualities, may meet a standard lower
than that of the a-grid streets and are more
readily considered for warrants allowing automobile-oriented standards.
PROPERTY LINE
C GRID STREETS
REAR YARD SETBACK | 5 MIN.
C Grid Streets
In order to minimize traffic congestion, noise,
and pedestrian conflicts, a defined service route
has been identified for service and back street
movement.

Land Use
OLIv
E ST
.
T.
ST.
6Th
8th and pine
ST.
ST.
7Th
ST.
8Th
9Th
10Th
wAL
N
metrolink
UT S
ST.
T.
SpR
UCE
ST.
stadium
metrolink
busch
stadium
ADw
AY
ballpark
village
civic center
metrolink
chouteau
greenway
ST.
ST.
ST.
11Th
LvD.
ST.
scottrade
center
st. louis
city hall
bRO
UCE
peabody
opera
house
ER b
Rk A
vE.
SpR
museum
TUCk
CLA
T.
14Th
post
office
ST.
union station
metrolink
UT S
ST.
16Th
T.
ST.
NIA S
union
station
18Th
20Th
ST.
ST.
21ST
EUGE
kET
13Th
STN
MAR
ST.
15Th
S
17Th
S
pINE
ChE
ST.
22ND
ST.
23RD
Rk A
vE.
T.
19Th
S
T.
NA
vE
SO
ER
FF
jE
CLA
fbi
While the station area plan calls for the entire

area to be zoned as Mixed Use and therefore
allow for a variety of land uses within a given
project, this diagram outlines the various sub
districts within the station area. Within each sub
district, certain land uses may logically carry
greater weight as development proceeds.
METROLINk STATION
METRObUS STOp
RESIDENTIAL SUbDISTRICT
CIvIC CORE
STADIUM AND ENTERTAINMENT DISTRICT
DOwNTOwN bUSINESS CORE
50
100
200
1 in = 100 feet
STATION | UNION STATION [CITY OF ST. LOUIS] | LAND USE DIAGRAM
ZONING/ORDINANCE
RECOMMENDATION
Zoning/Ordinance Recommendation | 77
Establishment of a TOD Zoning Classification

for the Entire Station Area
While some of the zoning classifications in the station area vicinity allow for residential uses,
several of the zoning types do not, and all of the zones allow for various setbacks, densi
ties, and other guidelines related to development that are not particularly conducive to the
creation of TOD. While parts of the existing regulations allow for TOD, the City of St. Louis
should work to establish a consistent zoning code for TOD at the station area to guide development and set expectations for developers and other partners. The TOD zoning should
specifically promote mixed-use and more compact development directly around the Union
Station/Civic Center station platform.
Establishment of Form Based Codes

for the Station Area
As a substitute for (or in addition to) the creation of a TOD specific zoning classification,
St. Louis City should formally adopt a Form Based Code (FBC) for the station area and the
surrounding vicinity in order to articulate the design of streets and building frontages within
the station area district. A parallel zone district approach would allow developers to elect to
follow FBC regulations or continue with current regulations.
78 | Zoning/Ordinance Recommendation
BIKE AND PEDESTRIAN

IMPLEMENTATION STRATEGY
Bike and Pedestrian Implementation Strategy | 79
Introduction
The station area plans are intended to provide for multi-modal transportation. It is not sufficient, therefore, to simply provide for a quality light rail experience for users. Patrons of
the Metro system must be able to access the station on foot, by bicycle, by bus, or by car.
The level of service for each of these modes of transportation must be balanced and high.
For this reason, all streets within the station area should meet the principles of Complete
Streets. Complete streets are designed to offer safe access for all users, of all ages and
abilities.
Many communities have adopted a Complete Streets Policy in order to direct their transportation planners and engineers to design and operate the entire right of way to enable safe
access for all users, regardless of age, ability, or mode of transportation.
Although each complete street is unique and responds to its community context, suggested
street sections have been provided for all streets within the station area. As illustrated,
these streets include such features as: sidewalks, bike lanes or sharrows, special bus lanes
where appropriate, bus stops, frequent and safe crossing opportunities, median islands,
accessible pedestrian signals, curb extensions, and narrower travel lanes.
In addition to these multi-modal features, complete streets should also make accommodations for green stormwater management techniques, as well as, adequate shade and street
furniture.
Community Values
Designing streets for bicycling and walking provides numerous direct and indirect benefits.
Direct benefits can include safer travel choices for all road users, including those desiring
to walk, bicycle, drive, or take transit. Improved signage, signal timing and other treatments
can provide clarity and ease for drivers navigating city streets and a reduction in potential
crash points. More people may walk or bicycle in their daily lives, because the street networks provides more, and safer, facilities for active transportation. Vulnerable populations,
such as the young, elderly and disabled, may benefit from a transportation network that
supports their independent mobility. Walkable communities located goods and services
(such as housing, offices, retail, transportation, schools and libraries) so that they are easily
and safely accessible by foot.
Economics
Indirect benefits include placemaking opportunities on residential and retail corridors, increased retail spending, and stronger local economies as a result of improved accessibility.
Shoppers who arrive on foot, bicycle or transit are found to visit more frequently and spend
more money in some multimodal shopping corridors. Providing pedestrian and bicycle facilities, as well as safe, direct connections between commercial areas and nearby neighborhoods and patrons, can encourage these shopping trips, as well as contribute to improved
air quality and healthier communities.
Choice and Redundancy
Walkable communities provide safe and convenient transportation choices when streets
support a variety of users, not just drivers. Doing so allows municipalities to meet the needs
of different types of users and provide alternatives to traffic congestion and auto-dependen-
80 | Bike and Pedestrian Implementation Strategy
cy. Complete Streets support this goal by ensuring the transportation network can accommodate a wide variety of users including cars, transit vehicles, bicycles, and those who want
to walk from point A to point B.
Providing choice also spans across age groups and abilities. Many older Americans today
are faced with mobility challenges that are a result of losing the ability to drive. This population can stay independent and age in place through different transportation options.
Multiple options create redundancy and resilience through market changes.
Serve Existing Users
Even when pedestrian and bicycle facilities are missing or incomplete, users are still often
present and being underserved. Complete Streets ensure that all users are considered
whenever roads are constructed, reconstructed, or repaved. All types of projects can be opportunities to improve safety and provide facilities that support bicycling and walking.
Balance Varying Needs
AEach street and its environs are unique. Complete Streets is a process whereby design
interventions support and balance mobility for all users and provide appropriate provision
for the safe and convenient travel of transit riders, pedestrians, bicyclists, and personal motor vehicle drivers. Complete Streets result in better connections between street users and
desirable places to live, work, learn, and play around the MetroLink network. The process of
improving streets for walking and biking should be an ongoing improvement which reflects
the needs of current and future street users.
Site-specific, Human-scale
Pedestrians and bicyclists rely on site-specific and human-scale elements to facilitate trips
and the safety thereof.
Streets can be narrowed via curb extensions and medians to reduce crossing distances
and time.
Bicycle facilities can be design to spatially or temporally segregate cyclists from drivers,
thus protecting them from errancy.
Desire lines can inform design by revealing where people walk along and cross the
street.
Traffic signals can be timed and phased to reduce delay, prioritized pedestrian movements, and protect crossings.
Traffic calming can create slower speed streets which can be shared by all users.
Paths, small streets, and crosswalks can be coordinated to form a convenient and interconnected network for walking and cycling.
Barriers created by large roads, railroads, rivers, and walls can be bridged.
Prioritize Improvements
While creating and improving pedestrian and bicycle facilities is a priority on all corridors
and routes, the reality is that there are real constraints in implementing improvements,
including physical, financial and political constraints. The challenge is determining where to
begin.
Solve the most dangerous problems first. Mapping crashes is an important step in
project selection and development to address crash locations which involve high numbers of people, high injury severity, and/or high volume of near-misses.
Improve what already works. Completing streets does not mean that all streets in the
St. Louis region will need to be modified or changed. Many streets function well for all
users presently or with small interventions, with no need for extensive modifications.
Improving facilities and the streetscape where people are already walking and bicycling
will unleash latent demand for these transportation modes and attract more people, benefiting the vitality of the street and community.
Work where there is support. Prioritize improvements in areas, such as schools, hospitals and parks, that attract high numbers of people, including vulnerable populations,
such as children, the elderly and disabled. Improve connections to transit for pedestrians and bicyclists, as well as commercial corridors and retail districts, as these support
increased ridership and sales.
Strategies to Create an Inviting Walking Environment

A station area should be safe, comfortable and inviting for people walking to and through the
district. The following is a tool box of strategies that can help contribute to a better walking
environment in the vicinity of MetroLink.
Sidewalks
Sidewalks are a key feature in any successful development. These separated pedestrian
lanes allow people walking along the streets to feel safe and out of the way of traffic.
A Complete Sidewalk Network
A complete sidewalk network will allow residents and visitors to comfortably walk to their
destinations and encourage people to move around the station area on foot. Sidewalks
should be provided on both sides of the roadway throughout the station area.
Connectivity
A successful network is well-connected for pedestrians. Sidewalks should link with other
modes of travel including MetroLink to increase the opportunities for mixing travel modes.
Internal connectivity addresses the circulation within the station area, whereas external
connectivity looks at the connections to adjacent neighborhoods and minimizing existing
barriers, such as busy or intimidating intersections, to ensure that residents and visitors can
access the station area.
Limited Curb Cuts
Curb cuts increase the danger to pedestrians using the sidewalks because of the inherent
conflict between vehicles entering and exiting the driveways and pedestrians crossing. In
general, driveways and curb cuts should be consolidated to create a safer and more enjoyable pedestrian experience, however, where curb cuts are necessary they should be well
marked.
Buffered Sidewalks
Sidewalks that include a landscaped buffer from the street enhance the feeling of safety and
comfort as well as improve the overall aesthetic appearance of local streets. Buffers can
help to provide a sense of enclosure for the pedestrian with space for seating or bike racks
to create a social space for pedestrians. On the local streets throughout the station area a
buffer of two to four feet is ideal.
Sidewalk Width
Sidewalks within the station area on busy retail streets with pedestrian activity would ideally be 16 to 20 feet in width, allowing for a minimum four foot wide pedestrian clear zone
and a pedestrian amenity zone or places where restaurants can host sidewalk sales or
outdoor dining. Where space is constrained in the area sidewalks of 10 feet are desirable on
streets with more pedestrian activity. In areas where pedestrian activity is not as prevalent
sidewalks should be a minimum of eight to 10 feet in width where they come right up to the
street and six to eight feet if they are separated from the street by a planting strip or buffer.
Sidewalk Condition
Sidewalks should have a smooth surface to ensure safety and comfort for walkers as well
as wheelchairs or strollers. Paths should be maintained to be cleared of snow and encroaching plants or other impediments to sidewalk users. Wherever it is feasible, street
lights, utility poles, sign posts, fire hydrants, benches and other street furniture should be
located so they do not obstruct the pedestrian clear zone; ideally they should be located in
the amenity zone or grouped out of the way of pedestrians.
Pedestrian Amenities
The context of the built environment includes the elements that make a place visually interesting including the design and scale of buildings, the transparency of ground floor uses, as
well as the amenities that are provided including lighting, street trees and
seating.
Lighting
Pedestrian scale lighting is an amenity that can enhance the physical safety of people
traveling at night, as well as safety from crime. Walkers are most comfortable with street
level lighting that is bright enough to illuminate faces, pavement obstacles and changes in
sidewalk levels. Lighting features are also used to provide visual cues that define the retail
and pedestrian core of the station area.
Street Trees
Street trees can provide economic, environmental, physical, and financial benefits to a community. In hot summer months, a consistent tree canopy provides a shaded respite from the
sun, areas of visual interest, and seasonal change as well as positive impacts on perceived
pedestrian safety. Urban street trees reduce pollutants in stormwater runoff and in the air,
mitigate stormwater runoff, sequester carbon, raise property values, and reduce energy
costs. Each station area should strive to reach a minimum of 15 percent tree canopy coverage within the study area as recommended by the Davey Resource Group.
Strategies to Welcome Bikes to the Station Area

The following list of strategies can be implemented in the station area to improve the biking
environment and meet the needs of recreation and transportation:
Bicycle Lanes
Bicycle lanes serve an important function in the transportation network for several reasons:
they define a space dedicated to the preferential use by bicyclists and they help heighten
the awareness of motorists to the presence of bicyclists on the roadway. Properly designed
bicycle lanes encourage bicyclists to operate in a manner that is consistent with the legal
operation of all vehicles. The AASHTO Guide to Bicycle Facilities recommends bicycle
lanes be at least five feet wide; however, in extremely constrained circumstances, bicycle
lanes can be four feet wide. When possible, drive lanes can be narrowed to 10 to 11 feet in
order to provide a buffer space between cyclists and vehicular traffic. In cases where the
bicycle lane is adjacent to parking, the bicycle lane should be striped to identify the separation from the parking and travel lanes.
Shared Lane Markings
A shared lane marking is generally used when there is not enough room in the roadway for
a separate bicycle lane. Shared lane markings were developed primarily for local streets
and work best on low-traffic and low-volume streets. Shared markings can also be used on
a wider roadway where the traffic volume may not justify a bicycle lane. The marking helps
to encourage safe lane positioning and operation for bicyclists as well as to remind motorists about the presence of bicyclists. Bike lanes are much more likely to increase safety,
increase predictable riding, and attract users. Advisory bike lanes can be a good treatment
for narrow streets without room for an official bike lane.
Neighborhood Greenways
Neighborhood greenways are typically low-speed, low-volume streets that have been designated as priority bikeways. These streets include both identifying and route signage and
they may include traffic calming devices such as speed tables and roundabouts. These boulevards are effective because they provide a higher level of comfort for many users.
Wayfinding/Route Signage
Developing and installing wayfinding signage can go a long way to creating the feeling of a
bicycle-welcoming place. This wayfinding signage can also assist pedestrians and drivers. The Manual of Uniform Traffic Control Devices describes signage protocol that can
be incorporated into any signage that the city may develop for the station area. Important
features of a wayfinding sign include a directional arrow, the destination name and a mileage distance numeral. Time is also helpful information to include on signage for cyclists, as
many people do not understand how long it takes to bike to various destinations.
Bicycle Parking
The availability of bicycle parking in the form of bike racks, bike share facilities, and bike
lockers is important to encourage people to ride to particular destinations. Without a secure
place to lock a bicycle, the potential bicycle rider may choose to make his or her trip by vehicle. The installation of sufficient bike racks is important to encourage and increase bicycle
usage to particular destinations. The Association of Pedestrian and Bicycle Professionals
has published a best practices guide and recommendations about the types of racks to be
installed. Standard options include the inverted U design and the post and ring. An inverted
U-rack, either singularly or in a series, is space-efficient and allows bicycles to be secured
to the racks in two places, supporting the frame. A single U-rack can park two bicycles.
A post and ring rack may be useful in locations where space is tight. This rack allows two
bicycles to be parked at a time and encourages proper use with its intuitive design.
On Street Vehicular Parking
On street parking must be planned in accordance with bicycle facilities. In some instances,
front-in angled parking can be dangerous for cyclists passing behind due to limited sight
lines. Back-in angled parking can reduce this conflict where such a traffic configuration is
appropriate.
Pedestrian Access Recommendations

Located on the east side of the historic Union Station structure, the Union Station MetroLink
Station serves the southwestern portion of downtown St. Louis, along with the Civic Center MetroLink Station, located two blocks to the east. The combined station areas includes
Market Street between North 20th Street and Tucker Boulevard. To the northern edge of the
station areas, lies downtown commercial and residential uses. I-64 passes to the south of
the stations along an elevated section. In combination with the rail yards and parking lots to
the south, I-64 forms a barrier to pedestrian connectivity with the commercial and residential areas to the south. Pedestrian access within the station areas to the north is generally
good, however not all facilities are accessible by ADA standards.
The station area also includes several other transportation hubs:
The Gateway Transportation Station, located adjacent to the Civic Center Station, provides Greyhound, Amtrak, and city taxi services in addition to MetroLink and MetroBus.
The Civic Center Station also operates as a Metro System hub, offering numerous city
bus routes and connections.
The map below shows the 1/2 mile radius station area. Listed are seven specific locations
which are further described below.
1. 18th Street
2. South 14th Street
3. South 16th Street
4. South Tucker Boulevard
5. Spruce Street
6. Clark Avenue
7. Market Street
Recommendations Reference Map
Nelson\Nygaard, 2013
18th Street
18th Street is one of three north-south roadways spanning the rail yard in the downtown
area, connecting neighborhoods and employment centers with the stations. While bicycle
infrastructure is lacking on all of these streets, 18th Street was observed to be a more popular route for bicyclists than South 14th Street or North Tucker Boulevard, likely due to several
factors that promote more feeling of safety: a narrower width of four lanes, a shorter span
and no intersections with I-64. As a result, 18th Street, which is not included as a bikeway on
the Bike St. Louis map, has potential to be improved as a bicycle route. The closest bikeway
connections between downtown St. Louis to areas to the south are approximately 1 mile to
the east and two miles to the west. Sidewalks are present throughout the corridors, except
for the rail yard overpass where pedestrians must use the pathway on the west side. On
the east side of the street, between Market Street and Poplar Avenue, sidewalks are present, but uncomfortably narrowed by tree pits, lampposts and other obstructions. While the
intersections of Market Street, Clark Avenue and the driveway access to Union Station parking feature crosswalks, crossings of up to five lanes lack protected pedestrian medians and
alignment with curb ramps.
EXISTING
Tree pits narrow the sidewalk along the east

side of South 18th street
Crosswalks across six lanes lack protected

pedestrian medians
The pedestrian path over the railyard.
South 18th Street has four lanes over the rail

yard.
At the intersection of South 18th Street and

Clark Street, crosswalks are not aligned with
pedestrian pathways exiting Union Station.
Curb ramps are missing on two corners of

the intersection with Clark Street.
A well-worn path around the corner of South

18th Street and Clark Street indicates heavier
pedestrian traffic ot th e south.
The median on the south leg of the South

18th Street and Clark Street intersection
could be extended to create a refuge for
crossing pedestrians.
Recommendations:
Add zebra crosswalks on all legs of intersections with curb ramps that align with crosswalks and pedestrian paths of travel.
Extend median in the driveway entrance to the Union Station parking and the south leg
of the South 18th Street and Clark Street intersection to form a protected pedestrian
median.
Install signage and pavement markings to increase the visibility of bicyclists using South
18th to cross over the rail yard.
Widen sidewalk on west side of the street and move obstructions to create a clear pedestrian through zone.
Replace the free right-turn lane onto I-64 with a channelized right-turn lane and stop
control to improve the safety of pedestrians. When the crosswalk crosses this lane at a
perpendicular angle to a channelization island, the pedestrian and driver have greater
visibility.
Install bicycle facilities on South 18th Street over the rail yard with connections to the
bicycle network.
Install an accessible surface, such as permeable pavers, at the southwest corner of
Clark Street and South 18th Street to facilitate universal pedestrian travel.
South 16th Street

South 16th Street runs between Poplar Avenue and Market Street. The intersections of
South 16th Street with Market Street lacks crosswalks on all legs, while the intersection with
Clark Street lacks crosswalks and signal control. Vehicles were observed parked on the
sidewalks on the east side of South 16th Street, north of Walnut, obstructing the path for
pedestrians.
EXISTING
Vehicles parked on the sidewalk north of

Walnut Street obstruct pedestrian access.
Recommendations:
Add zebra crosswalks and pedestrian signals to all legs of intersections at Market Street
and Clark Street.
Install bollards to ensure that people do not park on the sidewalks.
South 14th Street

South 14th Street is a four-lane street crossing the rail yard between Choteau Avenue and
downtown St. Louis with continuous sidewalks installed on both sides. On the north side
of the rail yard, the street is intersected by an I-64 off-ramp, which is signal-controlled but
lacks any signage or markings warning drivers to the presence of pedestrians and bicyclists.
To the north of this intersection is the Civic Center Transit Center, which features long crossings for pedestrians across the bus entrance and exit. Adjacent to the entrance to the transit
center is the Civic Center MetroLink Station and the intersection of South 14th Street and
Spruce Street. Located in the shadow of an I-64 ramp, the brick crosswalks located at all
legs of the intersection offer very low visibility for pedestrians crossing to these two transit
stations. The intersection of Clark Avenue and South 14th Street lacks crosswalks on the
south and east legs, where an I-64 on-ramp intersects the corner.
EXISTING
Brick crossings at Spruce Street are difficult to

see, espeically in shadow of on-ramp.
Wide exit driveways at the transit center.
The exit ramp for I-64 intersects the sidewalk

on South 14th Street without crosswalk,
pedestrian signal or warning to drivers.
Exit ramp for I-64 does not provide

pedestrian signals or warning to drivers.
South 14th Street features sidewalks on both

sides of the overpass over the railroads.
The sidewalk is interrupted by a driveway

located adjacent to the Sheraton hotel.
Recommendations:
Install zebra crosswalks to increase visibility of the pedestrian crossing, including high
visibility paint over brick crossings at Spruce Street intersections and driveway entrances to Civic Center Transit Center.
Install zebra crosswalk and pedestrian signal at the I-64 exit ramp to increase safety
and visibility of pedestrian crossing.
Widen sidewalk on east side of the street and move obstructions to create a clear pedestrian through zone in front of the Sheraton hotel.
South Tucker Boulevard

South Tucker Boulevard provides the easternmost connection across the rail yard. With six
lanes of travel on the overpass and up to ten lanes at intersections, it is a difficult street for
pedestrians to access. At the intersection with Spruce Street, South Tucker Boulevard widens from six lanes to ten lanes with a traffic signal placed in the street so northbound drivers
may see it around the corner of the building. The St. Louis City Fire Department is stationed
at this corner, which means changes must respect emergency vehicle access. The width
of the boulevard appears to provide unnecessary capacity for traffic, excessive, especially
as it narrows to four travel lanes north of Washington Avenue. This street offers potential to
transform underutilized travel lanes to accommodate better accommodate bicycling, walking, transit or other public uses of the space.
EXISTING
South Tucker Boulevard is six lanes wide with

sidewalks on both sides as it passes over the
rail yard into St. Louis
Sidewalks are narrow on the north side of

the overpass.
At the intersection with Spruce Street,

pedestrians must cross ten lanes without a
pedestrian median. A traffic signal obstructs the
crosswalk.
Medians on many blocks of South Tucker

Street could be extended to provide an
attractive pedestrian refuge.
Recommendations:
Add zebra crosswalks on all legs of intersections with curb ramps that align with crosswalks and pedestrian paths of travel.
Relocate traffic signal out of crosswalk at intersection of South Tucker Boulevard and
Spruce Street.
Install, or extend pedestrian medians to create, protected pedestrian medians at all
South Tucker Boulevard crossings.
Install curb extension on northeast corner of intersection with Spruce Street to shorten
pedestrian crossing.
Spruce Street
Spruce Street, extending east-west between South 16th Street and the Civic Center MetroLink Station. On the east side of the station, adjacent to the bus terminal, Spruce Street
continues east to the Stadium MetroLink Station at Busch Stadium. The sidewalks on both
sides of the street are crumbling in many sections and interrupted by driveways to parking
lots.
EXISTING
An unmarked pedestrian crossing across

Greyhound Bus Terminal driveways.
Unpaved driveways interrupt the sidewalk.
Parking lots intrude upon the sidewalk at

driveways and where vehicles overhang, at
right.
Sidewalks are crumbling and in poor

condition that poses a hazard to
pedestrians.
Recommendations:
Install zebra crosswalk at Greyhound Bus Terminal to improve visibility of pedestrians

crossing bus turnaround and accessing Civic Center MetroLink Station.
Install accessible sidewalks on Spruce Street between South 16th Street and South
Tucker Boulevard with raised sidewalk treatments through driveways.
Reduce and/or consolidate driveway entrances along Spruce Street.
Add dedicated bike lanes.
Clark Avenue
Clark Street, running east west from Busch Stadium to the Union Station area, intersects
with South 14th Street outside the Scottrade Center. Located to the south of this intersection is the Civic Center MetroLink Station, as well as city and inter-city bus terminals. The
intersection of Clark Avenue and South 14th Street lacks crosswalks on the south and east
legs, where an I-64 on-ramp intersects the corner. A second on-ramp to I-64 is accessed
on Clark Avenue between South 14th Street and South Tucker Boulevard. Both ramps lack
crosswalks and any warning of a pedestrian presence.
EXISTING
Crosswalk on the west leg of the intersection.
Crosswalk on the north leg of the

intersection.
Crosswalks are missing on the south and east

leg of the intersection, where there is a slip lane
right turn to access I-64.
Recommendations:
Install zebra crosswalks, curb ramps, and pedestrian signals on all legs of Clark Avenue
intersection with South 14th Street, including south and west legs.
Install zebra crosswalk and signage at I-64 on-ramp entrance on Clark Avenue between
South 14th and South Tucker Boulevard.
Convert slip lane for South 14th Street traffic turning right onto I-64 onramp into a standard right turn. Extend sidewalk into curb extension.
Consolidate I-64 on-ramp entrances to Clark Avenue.
Add dedicated bike lanes.
RECOMMENDATIONS
Consolidating I-64 on-ramp entrances to Clark Avenue would normalize the geometry of the Clark
Avenue and South 14th Street intersection, improve pedestrian crossings and access to the station.
Market Street
Market Street is the nearest east-west connection to the stations, extending from downtown
west over the spur ramp off of I-64. Pedestrian and bicycle accommodations are limited, but
there is significant potential to increase accommodation for walking, bicycling and transit
due to the width of the street.
EXISTING
Pedestrians must cross six travel lanes on

Market Street
Medians could be extended to create protected

pedestrian refuges and reduce pedestrians
exposure to traffic.
Recommendations:
Add zebra crosswalks, curb ramps, and pedestrian signals on all legs of intersection to
improve visibility to motorists.
Install, or extend pedestrian medians to create, protected pedestrian medians at all
crossings.
Specific
Bicycle
Strategies
Specific
Bicycle
Strategies
The following section explores possibilities to increase bicycle access to the five stations. It is based on a
four step process:
Mapping origins and destinations within the catchment area
Plotting routes from the station to those destinations
Prioritization of routes
Designing facilities along those routes
The scope of this exercise includes only the first two steps. The latter two will involve a more extensive
analysis of the routes, selecting preferred routes, then designing facilities accordingly. Ideally it would
include a more robust stakeholder outreach effort, field observations of existing conditions and
possibilities for interventions, and cost calculations. It is also effective to integrate the work as much as
possible within other efforts (roadway construction and maintenance, bridge rehabilitations, sewer and
stormwater work, park design and maintenance).
Step 1: Origins and Destinations

The catchment area for bicycle trips is determined by a radial measure of 3 miles. This is based on a 20minute ride at 10 miles per hour (a no sweat pace). An optimal bicycle route network connects the
origins and destinations of existing and potential bicycle users, which can include schools, houses of
worship, parks, residential areas, shopping centers, office buildings, etc. In some circumstances, the 3mile radius may be extended to connect with other regional greenways, priority bicycle routes and
destinations.
Destinations were selected based on their likelihood to increase MetroLink ridership. Residential and
employment areas are a source of potential commute trips. Parks and trails are destinations - cyclists
can take MetroLink to ride in parks and on trails not near their homes, and MetroLink can be used during
poor weather or when your bike has a flat tire. Shopping areas are noted as they are part of "trip-chains"
- cyclists stop and shop during their commutes.
Step 2: Routes
With the origins and destinations mapped, the next step is to identify potential routes. Every attempt was
made to create the shortest and most direct route between origins, destinations, and the station. They
were adjusted based on factors including:
Directness: Routes are prioritized which follow a linked chain of the shortest links between
origins and destinations, while providing access to secondary destinations along the way.
Bicyclists are unlikely to use facilities which greatly increase the travel distance or trip time over
that provided other transportation options, so it is important that routes are reasonably direct.
Continuity: Routes connect to existing, planned and proposed bicycle routes to create a dense
network of continuous bicycle routes. The bicycle route network should have as few gaps as
possible. A key focus is missing links missing links in the network - gaps that if bridged can have
a tremendous impact in terms of connectivity. These can be a simple as providing a safe crossing
of a busy street to building an actual bridge over a creek or railroad tracks.
Obstacles: Routes are selected which minimize conflicts between motor vehicles and bicyclists,
and limit exposure to obstacles and barriers, such as highways, on-ramps, high-speed traffic,
bridges, and tunnels. Conversely, alternate direct routes do not exist in many areas, requiring that
bicycle routes provide links across these barriers and through large blocks or parcels of land.
Street networks which rely on a high number of discontinuous minor roads limit bicyclists ability
to travel to transit.
In addition, potential routes are evaluated on the basis of the number of residents and commuting
workers who live within a half-mile of the route. While the bicycle facility type and design is not considered
at this stage, it is important that route is accessible to users as people living within a half-mile of a bike
path are at least 20% more likely to bicycle at least once a week, compared to people living slightly
1
farther away from the path.
Steps 3 and 4: Prioritization and Facilities

As mentioned above, these steps fall outside the scope of this project. Going forward, the routes
identified will need to be prioritized based on feasibility of implementation, cost, demand probability,
political considerations. Conceptual facility design will inform prioritization. Finally, actually interventions
will need to be designed and implmented.
Vernez-Moudon, A.V., Lee, C., Cheadle, A.D., et al., 2005. Cycling and the built environment, a US perspective. Transp. Res. Part
D 10, 245261.
Union Station & Civic Center

The map below shows the 3-mile radius station area with desire lines between the station and various
origins and destinations, including:
Neighborhoods of Gravois Park, Benton Park, Tower Grove East, and North St. Louis
St. Louis Riverfront Trail
Tower Grove Park
The map following shows the recommended bicycle routes linking the station area and various origins
and destinations in a 3 mile radius. The table indicates the existing population of potential bicycle users
along each route or segment.
Figure 10 Union Station and Civic Center Stations Origins and Destinations Map
Figure 11 Union Station and Civic Center Stations Bicycle Routes Map
Figure 12 Union Station and Civic Center Stations Population by Route
ID Route
Commuting
Population
Workforce
within .5
Length
miles
within .5 miles
(mi.)
Per
Total
Total Per Mile
Mile
1 20th Street
1.74
8,153 4,676 3,082 1,768
Residential, Schools, Park
2 Biddle Street
1.36
7,003 5,158 2,829 2,084
Downtown to Branch
3 St extended
3.68
12,9353,514 5,624 1,528
4 Gravois Ave
2.12
25,97212,241 12,260 5,778
Jefferson to Parnell
5 St
5.12
33,1866,477 13,449 2,625
6 Lafayette Ave
12,3256,333 6,327 3,251
1.95
Selected
Destinations
Major Obstacles
I-64 overpass
Schools, Parks, Residential, Commercial

and Retail
I-55 overpass
Schools, Parks, Residential
I-44 overpass, I-64

overpass
Residential, Office Parks
Figure 12 Union Station and Civic Center Stations Population by Route
ID Route
Commuting
Population
Workforce
within .5
Length
miles
within .5 miles
(mi.)
Per
Total
Total Per Mile
Mile
1 20th Street
1.74
8,153 4,676 3,082 1,768
Residential, Schools, Park
2 Biddle Street
1.36
7,003 5,158 2,829 2,084
Downtown to Branch
3.68
3 St extended
12,9353,514 5,624 1,528
4 Gravois Ave
2.12
25,97212,241 12,260 5,778
Jefferson to Parnell
5 St
5.12
33,1866,477 13,449 2,625
6 Lafayette Ave
1.95
12,3256,333 6,327 3,251
7 Market Street
3.06
15,3985,035 7,036 2,301
Residential, Commercial and Retail
8 Mississippi Ave
0.95
8,433 8,861 4,394 4,616

and Retail
9 MLK Dr - Cass Ave 1.94
11,1555,746 4,068 2,095
10North Broadway
3.44
10,0932,932 3,353 974
11North 18th St
1.83
9,815 5,359 4,646 2,537
12North Florissant Ave 2.53
9,760 3,861 3,013 1,192
13Olive Street
3.90
25,5366,539 12,154 3,112
Residential, Commercial and Retail,

Existing bike lane
14Park Ave to Miller
1.42
8,327 5,852 4,020 2,825
15Pestalozzi Street
1.51
19,53612,947 9,464 6,272
Schools, Parks, Residential, AnheuserBusch Co
I-55 overpass
16Sidney Street
1.33
10,0027,539 5,400 4,071
I-55 overpass
17South 12th St
0.89
7,075 7,955 4,025 4,526
I-55 overpass
South Broadway to
3.83
188th
18,5694,847 8,877 2,317
Schools, Parks, Residential, AnheuserBusch Co
I-44 underpass,
Railyard
19Tucker Boulevard
11,0915,011 5,606 2,533
I-55 overpass, I-64

overpass
2.21
Selected
Destinations
Major Obstacles
I-64 overpass

and Retail
I-55 overpass
I-44 overpass, I-64

overpass
Commercial and Retail
I-55 overpass
I-64 and railyard

overpass
DEVELOPMENT STRATEGY
RECOMMENDATIONS
The development strategy pairs concepts of phasing of development with a toolbox of implementation ideas in order to outline a roadmap for ongoing development in the Union Station
and Civic Center station areas over the near term and the long term.
The following development strategy tools will assist the county, Metro, and other partners in
moving development forward at the station area:
Issuance of RFPs for development: Unless Metro or the City wish to enter the development business, these two parties should use the tenets and vision outlined in this station
area plan to develop RFPs to solicit developer involvement. The RFP should articulate the
development and design standards required for a development deal and should outline
other requirements expected of developers. This process should help to attract interest from
St. Louis and beyond for parties interested in developing at the station area.
Rezoning of the station area: The City should proactively rezone the station area to densities sufficient to provide transit supportive development. In the case of Union Station/Civic
Center, the City should zone for at least 20 dwelling units per acre. The zoning should allow
for a variety of land uses and therefore should constitute mixed use zoning.
Adoption into comprehensive plan: The City should work to adopt the station area plan
into its Comprehensive Plan in order to ensure that the vision and goals articulated by the
community are memorialized and recognized by the governing body as a whole.
Adoption of Form Based Code: The City should work to institute a form based code for
the station area in keeping with the goals and guidelines outlined in this station area plan.
This strategy will help to maintain the levels of quality and design expected by the community for the station area.
Explore Potential for PPP (Private Public Partnership): The City should explore opportunities to participate in potential development deals either by providing equity, loans and
related financing, or other financial incentives in order to constitute a public private partnership.
APPENDIX
Appendix | A-1
Public Survey Results

February 2013
1.Whatwouldyouliketoseeasaresultofthisstationareaplanningeffort?
(chooseyourtopthree)
6.Betterconnectionsforbicyclistsandwalkers
9.Morehousing
4.Placestoshopandgetgroceries
2.Morelocaljobopportunities
1.Placestoeatanddrink
8.Fewercarsandtraffic
7.Morepeopleridingtransit
3.Parks,plazas,libraries,andthelike
10.Noneoftheabove
5.Serviceslikedaycarecentersordoctorsoffices
2.WhatIdislikeaboutthisMetroLinkstationisthefollowing:(chooseallthatapply)
8.Therearenostoresorservicesnearby
5.Icantwalkthereeasily
2.Ifeelunsafe
7.Thereisnoplacetoeatordrinknearby
1.Thisstationishardtofind
6.Icantbikethere
4.Busconnectionstothestationarepoor
9.UsingMetroLinkistooexpensive
3.Drivingthereisdifficult
10.IttakestoolongtogetanywhereonMetroLinkfromthisstation
3.ThetopthreethingsIwanttoseeatthisMetroLinkstationare:(chooseyourtopthree)
6.Toprojectabetterimageofthecommunity
4.Forthisstationareatofeelmorelikepartoftheneighborhood
3.Betterpedestrianconnections
7.Tohavemorekindsofhousingaroundit
8.Tohavebettershopsandrestaurants
5.Forittofeelsafer
2.Betterbikeconnections
A-2 | Appendix
10.Other
9.Toconnecttomorejobs
1.Betterbusconnections
4.RegardingparkingspacesatthisMetroLinkstation,thereare:
(chooseone)
1.Toomany
40%
5.Idontknow
30%
4.Usuallynotenough
10%
3.Sometimesnotenough
10%
2.Justenough
10%
5.Regardingeconomicgrowth,planningforthisstationareashouldfocuson:(chooseone)
3.CreatingmoreofaresidentialcomponentintheUnionStationarea
56%
2.Creatinganoffice&entertainmentdistrictfortheSt.Louisregion
22%
4.Noneoftheabove
11%
1.CreatinganentertainmentdistrictconnectingUnionStationtoBuschStadium
11%
6.Themostimportantenvironmentalissuesforthisstationareaare:(choose
yourtopthree)
6.Shadeandtrees
5.Stormwaterrunoff
1.Noise
7.Other
2.Airquality
4.Renewableenergy
3.Waterquality/waterpollution
8.Idontknow
7.Regardingaestheticissues,planningforthisstationareashouldfocuson:(chooseone)
2.Improvingthequalityofstreetscapesaroundthestationarea
40%
4.Improvingtheappearanceofpark/openspaceamenitiesorconnections
30%
3.Improvingtheappearanceofbuildingsaroundthestationarea
20%
6.Other
10%
7.Idontknow,Iwouldliketolearnmore
0%
5.Improvingtheappearanceofparkingareasinthestationarea
0%
1.Providingpublicartaroundthestationarea
0%
Appendix | A-3
8.IwouldbeinfavorofthefollowingtypesoflandusesaroundthisMetroLinkstation:(chooseall
thatapply)
8.Hotel/lodging
4.Retail
3.Restaurants
1.Offices
7.Civicbuildings(libraries,communitycenters,etc.)
2.Entertainment
6.Placesofworship
5.Educationalfacilities(K12,College,technicalschool,etc.)
9.Lightindustrialuses
Other
3
0
9.Iwouldbeinfavorofthefollowingtypesofretailaroundthisstationarea:(chooseall
thatapply)
4.Neighborhoodretail(florists,bookstores,giftshops,etc.)
1.Grocerystores
3.Convenienceretail(sandwichshops,drycleaners,bank,etc.)
2.Bigboxretailers(Walmart,Target,Kohl's,etc.)
5.Other
5
1
10.Iwouldbeinfavorofthefollowingtypesofentertainmentusesaroundthisstationarea:
(chooseallthatapply)
3.Sportsvenues/sportsarenas
7.Dancehalls/nightclubs
4.Bars/taverns
2.Comedyclubs
1.Movietheaters
5.Familyentertainmentcenters(arcades,gamecenters,etc.)
6.Amphitheaters
9.Iamnotinfavorofentertainmentusesnearthisstation
8.Other
2
1
11.IwouldbeinfavorofexploringthefollowingCompleteStreetsstrategiesforClarkStreet
nearthestationarea:(chooseallthatapply)
1.Conversionoftrafficlanestoaccommodatebikefacilities
6.Installingbenches,trashcans,andotherstreetscapeelements
5.Installingimprovedsignageandwayfinding
2.Installingbikelanesorpathsalongthesideoftheroad
4.Installingpublicarttoimprovethecorridorsappearance
3.Usingatravellane,ortheshoulder,forexpressbusservice
7.Noneoftheabove
A-4 | Appendix
12.Iwouldbeinfavorofthefollowingdevelopmentstrategyforthisstationarea:(chooseallthatapply)
4.Revisezoningtoallowhigherdensitydevelopment
3.Revisezoningtoallowawiderrangeoflanduses
5.Implementdesignguidelinestocreateadesiredlook/feelfornewdevelopment
6.Noneoftheabove
2.Donotalterexistingregulations;focusonimprovingbikingandwalking
1.Allowcurrenttransportationandlanduseplanstoguidedevelopment
13.Iwouldbeinfavorofthefollowingtypesofpublicinvestmentindevelopmentaroundthisstationarea:
(chooseallthatapply)
5.Investmentinparks,openspace,andtrails
20%
7.Purchasingorassemblinglandtofacilitatenewdevelopment
17%
6.Subsidies(suchastaxincentives)tosupportprivatedevelopment
17%
1.Investmentinroadsservicingthestationarea
17%
2.Investmentinutilitiesservicingthestationarea
11%
4.Investmentincivicfacilities(libraries,communitycenters,etc.)
9%
3.Investmentinparkinglotsaroundthestationarea
6%
8.Noneoftheabove
9.Idontknow
3%
0%
14.IwouldbeinfavoroftheCityofSt.Louisalteringitsregulationstoallow
greaterlevelsofdensityatthisstationarea:(chooseone)
1.Yes
80%
3.Idontknow
10%
2.No
10%
15.ShouldtheUnionStation/CivicCenterStationareaincludeafutureentertainmentstreetorcorridorand,if
so,where?(chooseone)
Yes,alongSpruceStreetextendingfromBuschStadiumtothewest
50%
No,Idonotthinkthestationareashouldincludeanentertainmentstreet
20%
Yes,alongClarkStreetextendingfromBuschStadiumtopastScottrade
20%
Idonotknow,Iwouldliketolearnmore
Yes,alonganotherstreet(notClarkorSpruce)
10%
0%
Appendix | A-5
16.Howshouldfutureplanningproceedfortheexisting20thandChestnutexitoffof
Interstate64?(chooseone)
WorkwithMoDOTtoshiftinterchangeaccesstoJeffersonStreet,
leavingmoreroomat20thandChestnutforfuturedevelopment.
Street(s)extendingoffofInterstate64(21stor22ndStreets)shouldbe
createdasGrandBoulevardsenteringdowntown.
50%
40%
Idontknow,iwouldliketolearnmore.
Maintainthesameconfigurationoftheofframps,etc.asexistsnow.
10%
0%
17.Howshouldtheoverallstationareaproceedwithresidentialdevelopment?(choose
one)
Residentialsubdistrictsinbothlocations
60%
Oneresidentialdistrictbetween20th23rd,eithersideofMarket
(thelocationoftheexistingofframps)
20%
Idontknow,Iwouldliketolearnmore
10%
OneresidentialdistrictorientedalongClarkandSprucestreets
10%
IamnotinfavorofcreatingaresidentialsubdistrictintheUnion
Station/CivicCenterarea
0%
18.HowwouldyouliketoimprovetheMetroLinkfacilitiespassingthroughtheUnion
StationandCivicCenterareas?(chooseone)
CovertheMetroLinkrightofwayinordertoprovidespacefor
67%
Provideadditionallandscapingoneithersideofthetrenchthat
Noimprovementsorenhancementsareneeded
22%
11%
0%
19.Iwouldbeinfavorofcreatingoneortwograndentriesintodowntownoffof
Interstate64aspartofthisstationareaplan:(chooseone)
Stronglyagree
38%
Somewhatagree
25%
Stronglydisagree
13%
Somewhatdisagree
13%
Neutral
13%
A-6 | Appendix
20.IwouldbeinfavorofextendingthepedestrianmallalongMarketStreetto
thewestaspartofthestationareaplan(from20thto22ndStreet):(chooseone)
Stronglydisagree
33%
Somewhatagree
33%
Stronglyagree
22%
Neutral
Somewhatdisagree
11%
0%
21.Iwouldlikethestationareaplantofocusonthefollowingcommunityelements:(chooseall
thatapply)
Enhancedstreetscapedesignalongthevariousstreetsinthearea
Enhancedcivicplazasandpedestrianmalls
Recreationalcentersorfacilities
Other
Outdoorperformingvenues
Additionalcivicfacilities(communitycenters,etc.)
22.Howdidyoulearnaboutthismeeting?(chooseallthatapply)
4.Email
56%
9.Other
44%
8.Announcementatanothermeeting
0%
7.Poster
0%
6.Anotherwebsite
0%
5.Projectwebsite(www.stlouistod.com)
0%
3.Mailing
0%
2.Radio
0%
1.TVinterview
0%
Appendix | A-7
23.Wheredoyoulive?(chooseone)
4.CentralWestend
63%
5.SuburbanMissouri
25%
3.Southside
13%
7.Other
0%
6.Illinoisside
0%
2.Northside
0%
1.Downtown
0%
24.Thefollowingindicatesmycurrentage:(chooseone)
5.5064
50%
3.2534
50%
7.80+
0%
6.6579
0%
4.3549
0%
2.1824
0%
1.Under18
0%
A-8 | Appendix
Public Survey Results

April 2013
1.IwouldpreferfortheareabetweenMarketandOliveinthestationareato
evolvetomostcloselyresemblewhichSTLdistrict:(chooseone)
Noneoftheabove
25%
CentralWestEnd
25%
WashingtonAvenue
25%
Midtown
13%
SouthGrand
13%
Idontknow
0%
DelmarLoop
0%
GrandCenterarea
0%
2.Inordertoencouragethecreationofnewdevelopmentaroundthisstation,
Iwouldbeinfavorofbuildingheightsofupto:(chooseone)
1520stories
25%
1015stories
25%
Over20stories
13%
810stories
13%
57stories
13%
3 4stories
13%
3.InordertoencouragedevelopmentaroundthisstationareaIwouldbein
favorofresidentialdensitiesofthefollowing:(chooseone)
50+dwellingunitsperacre
38%
30 50
25%
20 30
13%
12 20
13%
5 8
13%
0%
8 12
0%
Appendix | A-9
4.Iwouldbeinfavorofthefollowingstyleofstreetscapedesignforthe
streetsinthestationarea:(chooseone)
Artistic
43%
Contemporary
43%
Traditional
14%
0%
Noneoftheabove
0%
5.Iwouldpreferthefollowingtypesofbikeaccommodationsinthe
stationarea:(chooseallthatapply)
Bikesharingfacilities(Bcycle)
Improved/morebikeracks
Bikelockers
Acommercialbicycleshopwithbikerentals.
Noneoftheabove
2
0
6.Iwouldlikethecitytoexplorethefollowingconceptsforbiketravelon
futuredesignofstreetsinthestationarea:(chooseallthatapply)
Cycletracks
Dedicatedbikelanes
Sharrows
Idontknow
Noneoftheabove
7.Iwouldliketofurtherexploretheideaofdiningalleyswherefeasiblein
thegeneralstationarea:(chooseone)
Stronglyfavor
57%
Neutral
29%
Favor
14%
0%
Stronglydonotfavor
0%
Donotfavor
0%
A-10 | Appendix
8.Iwouldfavorthefollowingstrategiestoencourageenhancedstreetdining/
outdoorretailalongSpruce,Clark,andotherstreetsbetweenScottradeand
theBuschstadiumarea:(chooseallthatapply)
Curbextensions/bulbouts
Parklets(temporaryuseofparkingspacesfordining/
retail)
Flexzones
Noneoftheabove
9.Iwouldliketoexploretheideaofcreatingfestivalstreetsnear
ScottradeCenterandPeabodyOperaHouse:(chooseallthatapply)
StronglyAgree
Neutral
Agree
StronglyDisagree
Disagree
10.IwouldliketoexplorethefollowingideastomakeMarketStreetamore
favorableenvironmentforpeoplewalkingandbiking:(chooseallthatapply)
Enhancingstreettrees
Improvinglighting
Improvingcrosswalks
Improvingsignage
Increasingcrosswalktimes
Creatingamedian(foraesthetics,andtocontrolaccess)
Narrowingthestreettoslowthespeedoftraffic
Noneoftheabove
Appendix | A-11
11.Whichofthefollowinggreenstrategieswouldyouliketoexploreinthe
designoffuturestreetscapeinthestationarea:(chooseallthatapply)
Greenroofs
LEDLighting/Solarlighting
Permeablepavement/sidewalks
Raingardens/bioswales
Greenalleys
Sustainablelandscapestandardsforpubliclandscapes
Noneoftheabove
12.Iwouldliketofurtherexplorethefollowingideasforthepedestrianmall
alongMarketStreet,extendingtothewesttoward22ndStreet:(chooseallthat
apply)
Iconicpublicart
Retailkiosks/temporaryoutdoordining
Fountains/waterfeatures
AdditionalpublicgardenssuchasCityGarden
Activityplazas
Passivelandscapes/opengreenspace
Noneoftheabove
13.IwouldbeinfavorofexploringideastoconnecttheSpruce/Clark
corridorswiththeChouteauPondconcepttothesouthofHighway
40/I64.(chooseone)
Stronglyfavor
62%
Favor
25%
Neutral
13%
0%
Stronglydonotfavor
0%
Donotfavor
0%
A-12 | Appendix
14.Iwouldbeinfavoroftheideaofastreetcarlinerunningdown14th
Streetinthevicinityofthestationarea.(chooseone)
Stronglyfavor
100%
0%
Stronglydonotfavor
0%
Donotfavor
0%
Neutral
0%
Favor
0%
15.Iwouldbeinfavorofthefollowinggeneralconceptforfuturedesignof
TuckerBlvdinthispartofdowntown.(chooseone)
OptionB(Widesidewalks,removeparking)
62%
OptionA(Multiway)
25%
Existingstreetsection
13%
0%
Noneoftheabove
0%
16.Ifindthelevel/typeofdevelopmentdepictedintheplandiagrams
tobeappropriatefortheUnionStation/CivicCenterarea.(chooseone)
Favor
63%
Stronglyfavor
37%
Stronglydonotfavor
0%
Donotfavor
0%
Neutral
0%
Appendix | A-13
17.Howdidyoulearnaboutthismeeting?(chooseallthatapply)
Email
63%
Other
25%
Projectwebsite
13%
Announcementatanothermeeting
0%
Poster
0%
Anotherwebsite
0%
Mailing
0%
Radio
0%
TV
0%
18.Wheredoyoulive?(chooseone)
Downtown
50%
Other
17%
SuburbanMissouri
17%
Southside
17%
Illinoisside
0%
CentralWestEnd
0%
Northside
0%
19.Thefollowingindicatesmyage:(chooseone)
3549
63%
5064
13%
2534
13%
1824
13%
80+
0%
6579
0%
Under18
0%
A-14 | Appendix
Public Survey Results - May 2013

1.Iwouldliketoexploretheideaofcreatingfestivalstreetsnear
ScottradeCenterandthePeabodyOperaHouse(chooseallthatapply):
StronglyDisagree
Agree
StronglyAgree
Neutral
Disagree
2
0
2.Iwouldliketofurtherexploretheideaofdiningalleyswherefeasible
inthegeneralstationarea(chooseone):
Neutral
38%
Stronglyfavor
23%
Favor
15%
8%
Stronglydonotfavor
8%
Donotfavor
8%
3.IwouldliketoexplorethefollowingideastomakeMarketStreet
amorefavorableenvironmentforpeoplewalkingandbiking
(chooseallthatapply):
Improvingcrosswalks
Improvinglighting
Narrowingthestreettoslowthespeedof
Enhancingstreettrees
Improvingsignage
Increasingcrosswalktimes
Creatingamedian(foraesthetics,andto
Noneoftheabove
1
0
Appendix | A-15
4.Iwouldliketofurtherexplorethefollowingideasforthepedestrian
mallalongMarketStreet,extendingtothewesttoward22ndStreet
(chooseallthatapply):
Retailkiosks/temporaryoutdoordining
Activityplazas
Fountains/waterfeatures
AdditionalpublicgardenssuchasCityGarden
Iconicpublicart
Passivelandscapes/opengreenspace
Noneoftheabove
1
0
5.Iwouldbeinfavorofthefollowinggeneralconceptforfuturedesign
ofTuckerBlvdinthispartofdowntown(chooseallthatapply):
Noneoftheabove
OptionB(Widesidewalks,removeparking)
OptionA(Multiway)
Existingstreetsection
1
0
6.Iwouldfavorexploringtheconversionofsomeofthestreets
northofMarket(Chestnut,Pine,etc.)fromonewaytotwowayto
avoidconfusion(chooseone):
Yes
70%
No
A-16 | Appendix
20%
10%
7.Iwouldprioritizethefollowingstreetscapeideasfortheresidential
streetstothenorthandwestofUnionStation(choosethree):
Morestreettrees
Widersidewalks(andnarrowertravellanes)
Improved/safercrosswalks
Improvedlighting
More,betterseatingareas(benches,etc.)
Other
Bikestorage/bikefacilities
Raingardens
Improvedsignage
8.Iwouldbeinfavorofexploringtheremoval/relocationoftheramps
offI64/Highway40at10thStreetand14thStreetinorderto
redeveloptheClarkandSprucecorridors(chooseone):
Favor
29%
Stronglyfavor
29%
Donotfavor
21%
Neutral
14%
Stronglydonotfavor
7%
0%
9.IwouldfavortheCityprioritizingthefollowingasaninitialareaof
improvementintheUnionStation/CivicCenterarea(chooseone):
Reestablishingthestreetgrid/redeveloping
35%
InstallingastreetcarlinealongOlive/14thStreet
15%
Redesigning/improvingtheTuckerBlvd
15%
Improving/extendingtheGatewayMalltothe
15%
ImplementingtheChouteauGreenwayplan
Enhancedstreetscapes/designforClarkand
Noneoftheabove
10%
5%
5%
0%
Appendix | A-17
10.IwouldfavortheCitypromotingthefollowingareaasaninitial
areaforredevelopment(chooseone):
TheClark/SprucecorridorsfromBuschwest
40%
AreasfromChestnuttoOlive,westof14th
27%
TheareatothesouthandeastofUnion
27%
Idontknow
7%
Noneoftheabove
0%
LandscurrentlyincludedintheI64spurramp
0%
11.Iwouldbeinfavoroftheadoptingthisplanaspartofthe
CitysComprehensivePlanandoverallDowntownPlan(chooseall
thatapply):
Favor
Neutral
Stronglyfavor
Stronglydonotfavor
Donotfavor
1
0
12.IwouldbeinfavoroftheMetroboardendorsingthisplanand
promotingtransitorienteddevelopmentatthesestationsasacore
missionofMetro(chooseone):
Favor
46%
Stronglyfavor
38%
Neutral
15%
Stronglydonotfavor
0%
Donotfavor
0%
A-18 | Appendix
13.Howdidyoulearnaboutthismeeting(chooseallthatapply):
Projectwebsite
Other
Anotherwebsite
Announcementatanothermeeting
Poster
Email
Mailing
Radio
TV
14.Wheredoyoulive(chooseone):
Other
33%
Downtown
25%
SuburbanMissouri
17%
CentralWestEnd
17%
Illinoisside
8%
Southside
0%
Northside
0%
Appendix | A-19
A-20 | Appendix
Records of Public Meetings

RECORD OF PUBLIC MEETING
Public Meeting description/purpose: St. Louis Transit Oriented Development Study
Public Outreach Meeting
Location of the meeting: St. Louis Development Corporation (SLDC), 1520 Market
Street, St. Louis, MO 63103
Meeting Date: February 25, 2013
Form prepared by: Crystal Howard
1. Describe how the public hearing/meeting was advertised to adequately inform the community.
The public meeting media advisory was distributed to the follow media outlets:
KMOV-Channel 4
KSDK - Channel 5
KTVI/KPLR-Channel 2/11
KWMU- 90.7 FM
KMOX-Radio 1120AM
Shine 690 AM (Minority radio station)
East St. Louis Monitor (Minority print
publication)
St. Louis American

St. Louis Beacon (online newspaper)
St. Louis Business Journal
St. Louis Patch (online newspaper)
St. Louis Post-Dispatch
Suburban Journals
Belleville New Democrat
The five public meetings were also listed in the calendar and press release section of the St. Louis PostDispatch. The following Study partners also blogged about the meetings, placed information on their
websites, placed variable message boards on Hanley Road near Evans Ave and Hanley Road near Natural
Bridge, Twitter feed, Facebook page or distributed their mailing list: East West Gateway Council of
Governments (EWG), Hudson and Associates, Metro, Citizens for Modern Transit (CMT), St. Louis
County, St. Louis City, East St. Louis Mayor, City of Fairview Heights.
2. Was the public hearing/public meeting held at an accessible place and at a time convenient to the
participating community? Identify the specific building and room where the meeting was held. Provide the
meeting times.
The meeting location was held at the SLDC Conference Room. The meeting location was disability
accessible. Meeting times were 5:30-7:30 PM.
3. Were any requests for special accommodation received prior to or at the meeting?
No requests for special accommodation were submitted.
4. During the public hearing/public meeting, were all concerns heard without regard to race, sex, color,
familial status, LEP, age, disability, or national origin?
Yes, all comments were address as questions were asked without regard to race, sex, color, familial status,
LEP, age, disability or national origin.
5. Describe how persons in attendance were advised of the complaint procedures in the event they felt
discriminated against because of race, color, LEP, familial status, sex, disability, age, or national origin.
Appendix | A-21
We did not receive any requests or complaints concerning discrimination issues. However, the consultant
team had the necessary complaint procedures and language available in the event any complaints were
raised.
6. Describe efforts to ensure citizen participation in the hearings, particularly by minorities and women.
Media interviews were conducted prior to the meeting to encourage participation. In addition to print
publications notices, EWG and Study team members were interviewed by the following media:
KWMU News interview
KMOX radio interview
St. Louis Post-Dispatch calendar announcements and press release section
7. What was the total attendance at the meeting? How many minorities and women were represented at
the meeting? This should be based on staff observation.
A total of 14 attendees signed in at the meeting. Of the 14, 7 were women and approximately 3 minorities
were in attendance.
A-22 | Appendix

Location of the meeting: Sheraton City Center, 400 S. 14th Street, St. Louis, MO
63103
Meeting Date: April 17, 2013
KMOV-Channel 4
KSDK - Channel 5
KWMU- 90.7 FM
KMOX-Radio 1120AM
East St. Louis Monitor (Minority print
publication)
St. Louis American

Suburban Journals
Belleville New Democrat
The five public meetings were also listed in the calendar and press release section of the St. Louis PostDispatch. The following Study partners also blogged about the meetings, placed information on their
websites, placed variable message boards on Hanley Road near Evans Ave and Hanley Road near Natural
Bridge, Twitter feed, Facebook page or distributed their mailing list: East West Gateway Council of
Governments (EWG), Hudson and Associates, Metro, Citizens for Modern Transit (CMT), St. Louis
County, St. Louis City, Village of Shiloh, East St. Louis Mayor, City of Fairview Heights.
meeting times.
The meeting location was held at the Sheraton City Center Hotel. The meeting location was disability
accessible and located within walking distance of the Civic Center station on MetroLink. Meeting times
were 5:30-7:30 PM.
No requests for special accommodation were submitted.
Appendix | A-23
raised.
Media interviews were conducted prior to the meeting to encourage participation. In addition to print
publications notices, EWG and Study team members were interviewed by the following media:
KWMU News interview
KMOX radio interview
St. Louis Post-Dispatch calendar announcements and press release section
Belleville-News Democrat
A total of 4 attendees signed in at the meeting. Of the 4, 1 woman and 1 minority were in attendance.
A-24 | Appendix

Location of the meeting: St. Louis City Hall, Kennedy Room, 1200 Market Street,
St. Louis, MO 63103
Meeting Date: May 21, 2013
KMOV-Channel 4
KSDK - Channel 5
KWMU- 90.7 FM
KMOX-Radio 1120AM
St. Louis American

The public meeting was also listed in the calendar and press release section of the St. Louis Post-Dispatch.
The following Study partners also blogged about the meetings, placed information on their websites,
Twitter feed, Facebook page or distributed their mailing list: East West Gateway Council of Governments
(EWG), Hudson and Associates, Metro, Citizens for Modern Transit (CMT), St. Louis County, St. Louis
City.
meeting times.
The meeting location was held at the St. Louis City Hall. The meeting location was disability accessible.
Meeting times were 11:00-1:00 PM.
No requests for special accommodation were submitted. One wheel-chair bound person attended the
meeting.
Appendix | A-25
raised.
Due to several breaking news stories, the team was not interviewed for this meeting. The media release was
sent to minority publications, but due to budgetary reason no minority advertising was purchased.
A total of 18 attendees signed in at the meeting. Of the 18, 10 women and 1 minority were in attendance.
A-26 | Appendix
Union Station Survey
Online Survey Results

1. What would you like to see as a result of this station area planning effort? (choose your
top three):
Response
Response
Percent
Count
Places to eat and drink
45.9%
67
More local job opportunities
40.4%
59
Parks, plazas, libraries, and the like
18.5%
27
Places to shop and get groceries
46.6%
68
9.6%
14
57.5%
84
More people riding transit
56.2%
82
Fewer cars and traffic
23.3%
34
More housing
45.9%
67
None of the above
0.7%
answered question
146
skipped question
Services like daycare centers or

doctors offices
Better connections for bicyclists
and walkers
1 of 20
Appendix | A-27
2. What I dislike about this MetroLink station is the following (choose all that apply):
Response
Response
Percent
Count
This station is hard to find
36.0%
49
I feel unsafe
33.8%
46
Driving there is difficult
5.9%
11.0%
15
I cant walk there easily
44.1%
60
I cant bike there
24.3%
33
33.8%
46
58.8%
80
7.4%
10
8.1%
11
answered question
136
skipped question
11
Bus connections to the station are

poor
There is no place to eat or drink

nearby
There are no stores or services
nearby
Using MetroLink is too expensive
It takes too long to get anywhere
on MetroLink from this station
A-28 | Appendix
2 of 20
3. The top three things I want to see at this MetroLink station are (choose your top three):
Rating
Rating
Average
Count
First Choice
Second Choice
Third choice
Better bus connections
28.6% (4)
28.6% (4)
42.9% (6)
2.14
14
Better bike connections
51.4% (18)
28.6% (10)
20.0% (7)
1.69
35
Better pedestrian connections
25.6% (11)
46.5% (20)
27.9% (12)
2.02
43
48.9% (46)
28.7% (27)
22.3% (21)
1.73
94
35.0% (14)
32.5% (13)
32.5% (13)
1.98
40
23.8% (10)
47.6% (20)
28.6% (12)
2.05
42
41.8% (23)
30.9% (17)
27.3% (15)
1.85
55
12.3% (7)
24.6% (14)
63.2% (36)
2.51
57
To connect to more jobs
19.4% (7)
38.9% (14)
41.7% (15)
2.22
36
Other
33.3% (1)
33.3% (1)
33.3% (1)
2.00
answered question
141
skipped question
For this station area to feel more

like part of the neighborhood
For it to feel safer
To project a better image of the
community
To have more kinds of housing
around it
To have better shops and
restaurants
Appendix | A-29
3 of 20
4. Regarding parking spaces at this MetroLink station, there are (choose one):
Response
Response
Percent
Count
Too many
41.4%
58
Just enough
16.4%
23
Sometimes not enough
4.3%
Usually not enough
8.6%
12
I dont know
29.3%
41
answered question
140
skipped question
5. Regarding economic growth, planning for this station area should focus on (choose one):
Response
Response
Percent
Count
Creating an entertainment district

connecting Union Station to Busch
22.8%
33
26.2%
38
44.1%
64
6.9%
10
answered question
145
skipped question
Stadium
Creating an office & entertainment
district for the St. Louis region
Creating more of a residential
component in the Union Station
area
None of the above
A-30 | Appendix
4 of 20
6. The most important environmental issues for this station area are (choose your top
three):
Rating
Rating
Average
Count
First Choice
Second Choice
Third Choice
Noise
28.9% (11)
39.5% (15)
31.6% (12)
2.03
38
Air quality
22.6% (14)
40.3% (25)
37.1% (23)
2.15
62
13.0% (3)
34.8% (8)
52.2% (12)
2.39
23
Renewable energy
41.4% (29)
34.3% (24)
24.3% (17)
1.83
70
Stormwater runoff
31.7% (13)
31.7% (13)
36.6% (15)
2.05
41
Shade and trees
54.7% (52)
31.6% (30)
13.7% (13)
1.59
95
23.5% (4)
35.3% (6)
41.2% (7)
2.18
17
42.5% (17)
5.0% (2)
52.5% (21)
2.10
40
answered question
144
skipped question
Water quality / water pollution
Other
I dont know
Appendix | A-31
5 of 20
7. Regarding aesthetic issues, planning for this station area should focus on (choose one):
Providing public art around the

station area
Response
Response
Percent
Count
5.6%
65.7%
94
11.2%
16
10.5%
15
2.1%
0.7%
4.2%
answered question
143
skipped question
Improving the quality of

streetscapes around the station
area
Improving the appearance of
buildings around the station area
Improving the appearance of park /
open space amenities or
connections
Improving the appearance of
parking areas in the station area
Other
I dont know, I would like to learn
more
A-32 | Appendix
6 of 20
8. I would be in favor of the following types of land uses around this MetroLink station
(choose all that apply):
Response
Response
Percent
Count
Offices
86.1%
124
Entertainment
81.9%
118
Restaurants
88.2%
127
Retail
88.2%
127
45.8%
66
23.6%
34
52.8%
76
Hotel / lodging
64.6%
93
Light industrial uses
10.4%
15
Other
10.4%
15
answered question
144
skipped question
Educational facilities (K 12,

College, technical school, etc.)
Places of worship
Civic buildings (libraries,
community centers, government
centers, etc.)
Appendix | A-33
7 of 20
9. I would be in favor of the following types of retail around this station area (choose all that
apply):
Grocery stores
Big box retailers (Walmart, Target,
Kohl's, etc.)
Convenience retail (sandwich
shops, dry cleaners, bank, etc.)
Neighborhood retail (florists,
book stores, gift shops, etc.)
Other
A-34 | Appendix
Response
Response
Percent
Count
74.6%
106
33.1%
47
78.2%
111
87.3%
124
6.3%
answered question
142
skipped question
8 of 20
10. I would be in favor of the following types of entertainment uses around this station area
(choose all that apply):
Response
Response
Percent
Count
Movie theaters
63.9%
92
Comedy clubs
65.3%
94
Sports venues / sports arenas
56.9%
82
Bars / taverns
77.8%
112
54.9%
79
Amphitheaters
42.4%
61
Dance halls / night clubs
44.4%
64
Other
9.0%
13
2.1%
answered question
144
skipped question
Family entertainment centers

(arcades, game centers, etc.)
I am not in favor of entertainment

uses near this station
Appendix | A-35
9 of 20
11. I would be in favor of exploring the following Complete Streets strategies for Clark
Street near the station area (choose all that apply):
Conversion of traffic lanes to

accommodate bike facilities
Installing bike lanes or paths along
the side of the road
Using a travel lane, or the shoulder,
for express bus service
Installing public art to improve the
corridors appearance
Installing improved signage and
wayfinding
Installing benches, trash cans,
and other streetscape elements
None of the above
A-36 | Appendix
Response
Response
Percent
Count
69.2%
99
80.4%
115
40.6%
58
75.5%
108
74.1%
106
91.6%
131
0.0%
answered question
143
skipped question
10 of 20
12. I would be in favor of the following development strategy for this station area (choose all
that apply):
Response
Response
Percent
Count
Allow current transportation and

land use plans to guide
9.6%
13
19.3%
26
44.4%
60
73.3%
99
75.6%
102
0.0%
answered question
135
skipped question
12
development
Do not alter existing regulations;
focus on improving biking and
walking
Revise zoning to allow a wider
range of land uses
Revise zoning to allow higher
density development
Implement design guidelines to
create a desired look/feel for
new development
None of the above
Appendix | A-37
11 of 20
13. I would be in favor of the following types of public investment in development around
this station area (choose all that apply):
Investment in roads servicing the
Response
Response
Percent
Count
44.2%
61
44.2%
61
9.4%
13
44.9%
62
55.8%
77
53.6%
74
53.6%
74
None of the above
2.2%
I dont know
3.6%
answered question
138
skipped question
station area
Investment in utilities servicing the
station area
Investment in parking lots around
the station area
Investment in civic facilities
(libraries, community centers, etc.)
Investment in parks, open space,
and trails
Subsidies (such as tax incentives)
to support private development
Purchasing or assembling land to
facilitate new development
A-38 | Appendix
12 of 20
14. I would be in favor of the City of St. Louis altering its regulations to allow greater levels
of density at this station area (choose one):
Response
Response
Percent
Count
Yes
86.8%
118
No
5.9%
I don't know
7.4%
10
answered question
136
skipped question
11
15. Should the Union Station/Civic Center Station area include a future entertainment
street or corridor and, if so, where? (choose one)
Response
Response
Percent
Count
Yes, along Clark Street

extending from Busch Stadium
43.8%
60
14.6%
20
0.7%
16.1%
22
24.8%
34
answered question
137
skipped question
10
to past Scottrade
Yes, along Spruce Street extending
from Busch Stadium to the west
Yes, along another street (not Clark
or Spruce)
No, I do not think the station area
should include an entertainment
street
I do not know, I would like to learn
more
Appendix | A-39
13 of 20
16. How should future planning proceed for the existing 20th and Chestnut exit off of
Interstate 64? (choose one):
Street(s) extending off of Interstate

64 (21st or 22nd Streets)
should be created as Grand
Boulevards entering downtown
Maintain the same configuration of
the off ramps, etc. as exists
now.
Response
Response
Percent
Count
8.1%
11
22.1%
30
1.5%
0.7%
27.2%
37
10.3%
14
30.1%
41
answered question
136
skipped question
11
Work with MoDOT to shift

interchange access to Jefferson
Street,
leaving more room at 20th and
Chestnut for future development
I dont know, I would like to
learn more.
A-40 | Appendix
14 of 20
17. How should the overall station area proceed with residential development? (choose
one)
One residential district oriented

along Clark and Spruce streets
Response
Response
Percent
Count
8.0%
11
8.0%
11
0.7%
54.0%
74
4.4%
0.0%
24.8%
34
answered question
137
skipped question
10
One residential district between

20th 23rd, either side of Market
(the location of
the existing off ramps)
Residential subdistricts in both
locations
I am not in favor of creating a
residential subdistrict in the Union
Station/Civic
Center area
more
Appendix | A-41
15 of 20
18. How would you like to improve the MetroLink facilities passing through the Union
Station and Civic Center areas? (choose one)
Response
Response
Percent
Count
Provide additional landscaping on

either side of the trench that
19.1%
26
15.4%
21
52.2%
71
0.0%
2.2%
11.0%
15
answered question
136
skipped question
11
follows
MetroLink to improve overall
appearance
Cover the MetroLink right of way
in order to provide space for
new development
and open space
No improvements or enhancements
are needed
more
A-42 | Appendix
16 of 20
19. I would be in favor of creating one or two grand entries into downtown off of Interstate
64 as part of this station area plan (choose one):
Response
Response
Percent
Count
Strongly agree
31.4%
43
Somewhat agree
33.6%
46
Neutral
16.1%
22
Somewhat disagree
10.2%
14
Strongly disagree
8.8%
12
answered question
137
skipped question
10
20. I would be in favor of extending the pedestrian mall along Market Street to the west as
part of the station area plan (from 20th to 22nd Street) (choose one):
Response
Response
Percent
Count
Strongly agree
31.9%
44
Somewhat agree
20.3%
28
Neutral
11.6%
16
Somewhat disagree
10.1%
14
Strongly disagree
26.1%
36
answered question
138
skipped question
Appendix | A-43
17 of 20
21. I would like the station area plan to focus on the following community elements (choose
all that apply):
Additional civic facilities

(community centers, etc.)
Recreational centers or facilities
Enhanced civic plazas and
pedestrian malls
Outdoor performing venues
Response
Response
Percent
Count
28.3%
39
35.5%
49
46.4%
64
44.2%
61
86.2%
119
5.8%
5.1%
answered question
138
skipped question
Enhanced streetscape design

along the various streets in the
area
Other
more
A-44 | Appendix
18 of 20
22. How did you learn about this meeting? (choose all that apply):
Response
Response
Percent
Count
TV interview
0.7%
Radio
0.7%
Mailing
0.0%
Email
11.8%
16
10.3%
14
Another website
54.4%
74
Poster
0.7%
Announcement at another meeting
3.7%
Other
22.8%
31
answered question
136
skipped question
11
Project website
(www.stlouistod.com)
Appendix | A-45
19 of 20
23. Where do you live? (choose one):

Response
Response
Percent
Count
Downtown
23.9%
33
North side
1.4%
South side
40.6%
56
Central West end
16.7%
23
Suburban Missouri
9.4%
13
Illinois side
2.9%
Other
5.1%
answered question
138
skipped question
Response
Response
Percent
Count
24. The following indicates my current age (choose one):
Under 18
0.0%
24
15.3%
21
25 34
50.4%
69
35
49
20.4%
28
50
64
10.9%
15
65
79
2.9%
80+
0.0%
answered question
137
skipped question
10
18
A-46 | Appendix
20 of 20

Union Station-Station Area Plan

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Union Station-Station Area Plan

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UNION STATION / CIVIC CENTER STATION AREA PLAN

St. Louis, Missouri | July 2013

Union Station / Civic Center Station Area Plan

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UNION STATION AREA PLAN | St. Louis, Missouri

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STATION AREA ANALYSIS/

Station Area Analysis/Existing Conditions | 5

Streams and Floodplains

6 | Station Area Analysis/Existing Conditions

UNION STATION AREA PLAN | St. Louis, Missouri

Bike and Pedestrian Environment

Station Area Analysis/Existing Conditions | 7

Market Street is one of the citys main east-west

8 | Station Area Analysis/Existing Conditions

UNION STATION AREA PLAN | St. Louis, Missouri

Station Area Analysis/Existing Conditions | 9

#36X Bissell Hills Express MetroBus

Total Monthly Boardings

Missouri Station Average

Union Station/Civic Center

10 | Station Area Analysis/Existing Conditions

UNION STATION AREA PLAN | St. Louis, Missouri

Existing Zoning and Entitlement Considerations

Suitability for TOD

Station Area Analysis/Existing Conditions | 11

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8th and pine

Design Workshop, 2013

STATION | UNION STATION [CITY OF ST. LOUIS]

Station Area Analysis/Existing Conditions | 13

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WEST DOWNTOWN STATIONS [SITE ANALYSIS]

MetroLink Station Area Profile*

Robert Campbell House

Average Monthly Boardings | Civic Center = 84,900; Union Station =

Station Configuration | The Civic Center Station serves as one of Metros

Regulatory Barriers to Development | Zoning around the station sites does

Accessibility to downtown civic

Union Station/"Meeting of the Waters"

1/2 MILE RADIUS STUDY AREA

METROLINK RED/BLUE LINE

METRO OWNED PARCEL

PUBLIC OWNED PARCEL

AVERAGE DAILY TRAFFIC

STATION | WEST DOWNTOWN [CITY OF ST. LOUIS]

DRAFT: JUNE, 2012

ENTED DEVELOPMENT STUDY

Station Area Analysis/Existing Conditions | 15

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Existing Conditions Analysis

POTENTIAL ROAD ALIGNMENT

METRO OWNED PARCEL

EXISTING AND POTENTIAL OPEN

BUILDING FRONTAGE - SHORT-TERM

BUILDING FRONTAGE -LONG-TERM

Design Workshop, 2013

STATION | UNION STATION [CITY OF ST. LOUIS]

Station Area Analysis/Existing Conditions | 17

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Public Participation Process and Results | 19

20 | Public Participation Process and Results

UNION STATION AREA PLAN | St. Louis, Missouri

STATION AREA PLAN