1. sports
2. walking

Summary Report
Snelling Avenue Pedestrian
Demonstration Project:
Charles Avenue to
Marshall Avenue
Prepared by:
District Councils Collaborative
of Saint Paul and Minneapolis
and
Saint Paul Riverfront Corporation
May 2015
Cover Images
Top left: Workshop participants discuss improvements to Snelling Ave. Top
right: A woman watches for traffic while carrying her child across Snelling Ave.
Bottom: Workshop participants explore walkability on Snelling Ave.
Acknowledgments
The Snelling Avenue Pedestrian Demonstration Project is a partnership of
the District Councils Collaborative of Saint Paul and Minneapolis (DCC)
and member organizations Union Park District Council (UPDC) and
Hamline Midway Coalition (HMC). Both UPDC and HMC were critical to
the success of the project: they contributed to the development of shared
project goals, identified community members for the steering committee,
planned and led outreach activities, guided development of the walkability
workshop, contributed to analysis of workshop solutions and engaged in
implementation of recommendations.
Funding for this project is provided by the Center for Prevention at Blue
Cross and Blue Shield of Minnesota, as part of Blue Cross’ long term
commitment to tackling the leading causes of preventable disease:
tobacco use, lack of physical activity and unhealthy eating.
We want to thank the members of the steering committee for their
enthusiasm and commitment to a safer and more walkable Snelling
Avenue. Their leadership and deep knowledge of the community and
Snelling Avenue walkability was the foundation of this project and key to its
success. Looking to the future, the involvement of the steering committee
in the implementation of the recommendations will be invaluable.
SAINT PAUL
RIVERFRONT
CORPORATION
The Saint Paul Riverfront Corporation (design team) has been an essential
collaborator. Their considerable experience and expertise in Complete
Streets and urban design best practices served us well as we decided
on the structure of the walkability workshop, analyzed pedestrian issues
and concerns and formulated solutions and recommendations. The SPRC
design team’s flexibility and openness to community suggestions and
feedback has produced a set of recommendations and a course of action
that the community has embraced and is excited to move ahead with.
We would like to thank staff at Minnesota Department of Transportation,
City of Saint Paul and Metro Transit for their interest and willingness to serve
on the steering committee and to participate in the walkability workshop.
Their contributions throughout the project process have yielded a stronger
set of recommendations. Special thanks goes to Minnesota Department of
Transportation project manager Curt Fakler who collaborated throughout
the project, provided important information for the recommendations and
continues to engage as implementation moves ahead.
Photo Credits: Sam Carlsen, Brian Fewell, Tim Griffin, Julie Reiter, Katie
Roth, Carol Swenson. Photos accompanying technical drawings (pages
28-33) are taken from the draft Walk, Bike and Roll Saint Paul Streets
cards.
Snelling Avenue Pedestrian Demonstration Project:
Charles Avenue to Marshall Avenue
i
For more information about implementation activities in Union Park, please
go to the UPDC’s website at www.unionparkdc.org or contact Julie Reiter
at 651-645-6887 | julie@unionparkdc.org.
For more information about implementation activities in Hamline
Midway, please go to the Hamline Midway Coalition website at www.
hamlinemidway.org or contact Michael Jon Olson: 651-494-7682 |
michaeljon@hamlinemidway. org .
For more information about the DCC’s Last Mile to the Green Line Initiative,
go to the DCC’s website at www.dcc-stpaul-mpls.org/special-projects/walk
or contact Carol Swenson: 651- 528-8165 | carol@dcc-stpaul-mpls.org.
Like us on Facebook: facebook.com/districtcouncilscollaborative
Follow us on Twitter: twitter.com/DCCstpaulmpls.
For more information about the hand-illustrated drawings, preliminary
opinion of probable costs and Walk, Bike and Roll Saint Paul Streets cards,
contact Tracey Kinney: 651-293-6866 | tkinney@riverfrontcorporation.
com.
Like us on Facebook: facebook.com/spriverfront
Follow us on Twitter: twitter.com/spriverfront
Additional information about the City of Saint Paul’s Complete Streets
Plan, which includes the Street Design Manual, can be found at http://
www.stpaul.gov/index.aspx?NID=4800.
ii
Snelling Avenue Pedestrian Demonstration Project:
Charles Avenue to Marshall Avenue
Table of Contents
Executive Summary................................................................................ 1
Project Overview
Introduction.............................................................................................. 3
About Snelling Avenue............................................................................ 6
Map of Project Area................................................................................. 8
Process................................................................................................... 9
Community Outreach
Community Engagement and Outreach................................................ 12
Design Workshop
Snelling Avenue Walkability Workshop.................................................. 13
Recommendations
Steering Committee Recommendations................................................ 22
Implementation
Next Steps............................................................................................. 34
Lessons Learned................................................................................... 36
Appendix
A. Workshop Output.............................................................................. 39
B. District Councils’ Responses............................................................. 45
C. Preliminary Opinion of Probable Costs............................................. 51
Intersection of Snelling & Marshall
Snelling Avenue Pedestrian Demonstration Project:
Charles Avenue to Marshall Avenue
iii
[Page intentionally left blank]
iv
Snelling Avenue Pedestrian Demonstration Project:
Charles Avenue to Marshall Avenue
Executive Summary
Project Participants
The Snelling Avenue Pedestrian Demonstration Project was undertaken
to demonstrate a community-led process that used best practices
Community Steering Committee
from the City of Saint Paul draft Street Design Manual and generated
Union Park: Duane Perry, Julie
recommendations for walkability improvements. The project’s primary
Johnson, Monica Millsap
goals were to improve pedestrian safety and friendliness and to foster a
Rasmussen, Brian Quarstad,
legacy of community leadership on pedestrian issues. Secondary goals
Anne White
included creating community engagement strategies and tools that could
be adapted for use in areas where walkability enhancements are needed
UP staff: Julie Reiter and Tabitha
and gaining an understanding of how Complete Streets policies can make
Benci DeRango, community
a difference on the ground. The project was a partnership of the District
engagement consultant
Councils Collaborative of Saint Paul and Minneapolis (DCC), the Union
Park District Council (UPDC) and Hamline Midway Coalition (HMC).
Hamline-Midway: Jennifer LeClaire The project looked at eight blocks of Snelling Avenue located between
and Samson Zeleke
the Charles Avenue and Marshall Avenue bikeways, including two blocks
north of University Avenue LRT (Light Rail Transit) station and six blocks
H-M staff: Lauren Fulner
south of University Avenue. Design and technical support was provided by
the Saint Paul Riverfront Corporation (“design team”).
Government Staff: Curt Fakler,
MnDOT, Eriks Ludins, City of
The process began with the formation of a fourteen-member steering
St Paul and Katie Roth, Metro
committee composed of community members, organization and
Transit
government staff, a community engagement expert and design
professionals. Community engagement and outreach to those who may not
District Councils Collaborative:
be able to attend community meetings began early. Engagement activities
Anne White; DCC staff: Carol
included: hosting community conversations, conducting on-the-street
Swenson
interviews, tabling at community events and door-knocking in adjacent
neighborhoods. Through these activities information about the project was
shared, community insights and concerns were gathered and residents
Design and technical support:
Saint Paul Riverfront Corporation - and business owners were encouraged to participate in the workshop.
A walkability workshop engaged community members, key stakeholders
Tim Griffin, Tracey Kinney and
and transportation professionals in a night walkabout on Snelling Avenue,
Brian Fewell
an in-depth discussion on walkability and the needs of the neighborhoods
Jurisdictions involved:
and development of specific solutions for Snelling Avenue.
Minnesota Department of Transportation, MetroTransit, Ramsey
Following the workshop the design team, working with input from the
County, and City of Saint Paul
steering committee and larger community, developed draft technical
drawings to test and illustrate desired pedestrian improvements. Because
they served on the steering committee, government staff were a part of the
process early on. In collaboration with community members on the steering
committee, they helped connect issues with strategies and identify ways
for implementation within current projects. The steering committee’s draft
recommendations were shared with district councils for feedback, internal
vetting and general approval. Finally, the steering committee discussed
and agreed upon next steps to move the improvements forward.
Snelling Avenue Pedestrian Demonstration Project:
Charles Avenue to Marshall Avenue
1
Overall Recommendations
A set of overall recommendations were developed to improve the
walkability, rollability and bikeability of Snelling from Charles Avenue to
Marshall Avenue. These recommendations include:
• Add boulevards between the sidewalk and road to provide a buffer
between pedestrians and vehicles.
• Add high-visibility crosswalks to increase pedestrian safety and
accessibility throughout the corridor. Provide a longer signal time
for pedestrians to cross streets. Add more signage that identifies
pedestrian crossings.
• Add aesthetic and wayfinding elements to improve the pedestrian
environment and encourage walking.
• Create a sense of neighborhood entry and place with areas for public
art, green space, landscaping, pocket parks and kiosks celebrating
local culture, history and commercial nodes.
Unique and Longer-term Recommendations
Interchange (Union Park)
• Improve pedestrian safety with traffic calming to transition drivers from
freeway to neighborhood mode. Create a neighborhood gateway.
• Add one or two pedestrian and bicycle bridges over I-94 to create a
safe and pleasant environment for all users.
Carroll to Marshall (Union Park)
• Add landscaping and pocket parks at the railroad overpass.
• Add placemaking features such as public art and wayfinding. Use
Saint Paul bridge architecture standards.
• Add bicycle connection to future Greenway along railroad corridor.
Notes
1. This document provides technical details of proposed walkability
enhancements to be made on Snelling Avenue between Charles
Avenue and Marshall Avenue. These proposals are based on
community surveys, listening sessions and a workshop that involved
community members and other stakeholders, including representatives
from MnDOT, the City of Saint Paul, and Metro Transit.
2. Enhancements as shown in this document are subject to approval by
appropriate governing bodies including MnDOT, the City of Saint Paul,
and Metro Transit.
2
Snelling Avenue Pedestrian Demonstration Project:
Charles Avenue to Marshall Avenue
PROJECT Overview
Introduction
Last Mile to the Green Line: A Walkability Initiative of the District
Councils Collaborative of Saint Paul and Minneapolis
Every trip begins with a single step—whether it’s the proverbial thousandmile journey, a workday commute or a quick errand to the grocery store.
For many Twin Cities residents today, that step leads to a car door. But
by 2030, more than 40,000 people a day are projected to board the
Green Line LRT (Light Rail Transit), with other LRT lines within the region
boosting the expected average ridership to above 100,000.
For an expanded and upgraded transit system to achieve ridership goals,
planning must include the critical areas surrounding the transit stations.
If connections to the train are not pleasant, safe and walkable, potential
riders may not take those extra steps.
Walkability sounds like it’s about ease of movement on foot—and it is.
Being able to walk to a destination or transit stop represents an important
choice, and for people without cars, it’s essential to their participation in
life. In addition, walkable streets encourage healthier lifestyles, increase
safety, sustain property values, help reduce congestion and create more
attractive places to live, learn, work, shop and socialize.
In fact, the pedestrian environment—in which people walk, linger, enjoy
their surroundings and encounter others—serves as one of a community’s
important social realms.
Thus, in addition to encouraging levels of ridership that make transit
systems efficient, walkability is a broad quality-of-life indicator for individual
neighborhoods and the region as a whole. By considering the needs of all
pedestrians, a community expresses its regard for all its citizens.
Core team
Flowers near Charles Ave
The District Councils Collaborative of Saint Paul and Minneapolis
(DCC) recognizes the importance of addressing physical obstacles and
inequalities that discourage walking and transit ridership. In the summer
of 2012, working with elected officials, public transportation staff and
organizations with pedestrian and transit expertise, the DCC conducted
a corridor-wide Green Line Walkability Survey. We received 375 surveys
from which we collected more the 1,100 map notations and a like number
of comments about pedestrian concerns and assets. From analyzing this
information, we drew three major findings.
• A quality sidewalk network is the foundation of walkability.
• Traffic safety is a big concern wherever cars and pedestrians mix.
• The urban forest, along with welcoming places to rest along the way,
plays a valued role in the pedestrian environment.
Snelling Avenue Pedestrian Demonstration Project:
Charles Avenue to Marshall Avenue
3
In 2013, the DCC took the next step to making the Last Mile to the Green
Line more walkable and accessible for everyone. With funding from the
Center for Prevention at Blue Cross and Blue Shield of Minnesota,
we launched a two-year initiative to demonstrate pedestrian improvement
projects in two Saint Paul locations using the City of Saint Paul’s draft
Street Design Manual best practices as our guide.
Last Mile to the Green Line Pedestrian Demonstration Projects:
Linking Transit Systems and Walkability for Healthy Communities
While a ten-minute stroll to a transit station may seem like a single
experience, the half-mile actually crosses many invisible boundaries.
Responsibility and funding for the pedestrian realm are fragmented, and
there’s no grand strategy or walkability czar to oversee sidewalks, front
yards, building facades, public art, street signs, benches, railroad tracks,
parking lots and freeway interchanges. Roadways variously fall under city,
county, state and federal authority. Green space that provides shade and
aesthetic appeal may be maintained by parks departments, city foresters,
community groups or private property owners. But that doesn’t mean we
can’t make improvements in the short term and transform an area over
the long term.
The Last Mile to the Green Line Pedestrian Demonstration Projects
aim to show how community-led processes are able to weave together
community, public and private opportunities to improve walkability, using
pedestrian best practices from the City of Saint Paul’s draft Street Design
Manual. With funding from the Center for Prevention at Blue Cross and
Blue Shield of Minnesota, the DCC, in partnership with district councils
and the Saint Paul Riverfront Corporation, focused on two distinctly different
pedestrian environments that share similar pedestrian challenges: Dale
Street from Minnehaha Avenue to Selby Avenue, and Snelling Avenue
from Charles Avenue to Marshall Avenue. Although very different places,
these two project locations have similar walkability challenges. Both have
I-94 interchanges where vehicles have priority and drivers are still in a
“freeway mindset”, not thinking about pedestrians and bicyclists. Both have
speeding traffic that intimidates pedestrians and elevates noise levels.
And both have sidewalks and places that are unfriendly to pedestrians.
This report summarizes the second demonstration project, which focuses
on Snelling Avenue from Charles Avenue to Marshall Avenue. It includes
documentation of the process and community engagement activities,
recommendations for pedestrian safety and walkability improvements
and suggested action steps to move improvements forward. A critical
component of the report is the draft technical drawings that provide a
4
Snelling Avenue Pedestrian Demonstration Project:
Charles Avenue to Marshall Avenue
starting point for conversations about implementation.
Project partners intend for this report and accompanying drawings to be
living documents. The expectation is that recommendations will evolve
and be refined as community members, elected officials and public sector
staff become more deeply engaged in the issues and the solutions for
making this stretch of Snelling Avenue a vibrant place where an 8-yearold and an 80-year-old and persons of all levels of ability are safe and
welcome.
(Portions of this section are adapted from STEPS to Better Transportation
Choices, the executive summary of the 2012 Walkability Survey report.)
Cover of STEPS to Better Transportation
Choices report
Snelling Avenue Pedestrian Demonstration Project:
Charles Avenue to Marshall Avenue
5
About Snelling Avenue
Things to know about Snelling Avenue
• Snelling Avenue, also known as Minnesota Department of
Transportation Trunk Highway 51, is owned by the State of Minnesota;
it is classified as an urban arterial and is a legislatively designated
truck route. MnDOT contracts with the City of Saint Paul to maintain
the road and manage signal operations.
• MnDOT, Metro Transit, and the City of Saint Paul are coordinating
a major construction project on Snelling from Dayton Avenue to
Minnehaha Avenue. The project will include a mill and overlay of the
street, re-decking of the Snelling interchange/bridge, installation of Bus
Rapid Transit stations, new sidewalks, ADA improvements, new street
lights, tree replacement, and median landscaping. Heavy construction
will take place in 2015; trees and median vegetation will be planted in
2016. This work implements some recommendations of the Snelling
Avenue Multi-Modal Study, which was completed in early 2013. Much
of the data below is gleaned from the June 2012 Existing Conditions
Report that was prepared for this study.
Transit Service
• Snelling Avenue is a well-traveled transit corridor. Routes 84 and 21
use all or portions of Snelling Avenue in our study area. Service for
routes 84 and 21 is every 15 minutes. When the A Line Bus Rapid
Transit begins service in late 2015, route 84 local service will continue,
but at a reduced frequency of every 30 minutes.
• The A Line Bus Rapid Transit will soon operate on Snelling Avenue.
Stations are about one-half mile apart and service will be every 10
minutes except late at night and early in the morning. Two stops are in
the study area: Dayton Avenue and Spruce Tree Avenue. Construction
of stations will begin in 2015.
• Along with the construction of new BRT stations, several existing bus
stops will be eliminated, creating new spaces and opportunities for
pedestrian realm improvements.
• A Green Line light rail transit station is located at Snelling and
University Avenues. According to recent ridership statistics, it is the
fourth busiest station on the Green Line, which has already exceeded
its 2030 ridership projections.
Intersection of Snelling & University
6
Snelling Avenue Pedestrian Demonstration Project:
Charles Avenue to Marshall Avenue
Pedestrian and Bicycle Crash
Data
• Between 2008 and 2010,
there are reports for 30
pedestrian and five bicycle
crashes in the Snelling MultiModal study area (Snelling
from Selby to Midway
Parkway). Nineteen of the 30
pedestrian crashes and four
of the five bicycle crashes
were between Marshall and
Charles. The one pedestrian
fatality was at Saint Anthony.
• Sixteen crashes (over 50
percent of all crashes in the
multi-modal study area) were
at the intersection of Snelling
and University; and the
pedestrian or bicyclist was at
fault in only two cases.
35
pedestrian
• Of
the
and bicycle crashes, the
pedestrian or the bicyclist
was in error only three times.
Vehicles turning right or left
caused 18 of the 35 crashes.
Traffic Counts
• Over recent years, Snelling Avenue has had consistently high traffic
volumes, which vary by segment. The most heavily trafficked segment
within the study area, St. Anthony to University, experiences an
average of 43,000 trips per day—with almost 16,000 of them being
made by heavy commercial vehicles.
Pedestrian and Bicycle Counts
• The most current and reliable data of pedestrian and bicycle activity
was found in the Existing Conditions Report (June 2012). Data for
Snelling intersections at Marshall, Carroll, Concordia, Saint Anthony,
University, and Charles are in the multi-modal study report. Data are
from a two-hour period during morning and evening peak hours on
April 24 and 26, 2012.
• The total number of pedestrian crossings at these six intersections
was 345 during the morning peak hour and 629 during the evening
peak hour. The AM and PM total of 974 was 44 percent of the 2,200
pedestrians counted at all 17 intersections included in the multi-modal
study.
• The Snelling and University intersection has the greatest level of
activity—168 pedestrians crossings in the morning peak hour and 288
pedestrian crossings in the evening peak hour. Snelling and Charles
was the second busiest—82 pedestrian crossings in the morning peak
hour and 174 pedestrian crossings in the evening peak hour.
• Pedestrians using a wheelchair or other type of devise were most often
seen at the University and Snelling intersection. Fourteen assisted
pedestrians were counted in the evening peak hour and four assisted
pedestrians were counted in the morning peak hour.
• Bicycle activity was greatest at Marshall and Snelling with 44 and
45 in the morning and evening counts. Interestingly, morning counts
revealed that 60 percent of bicyclists counted were on the sidewalk and
in the evening count peak hour, 81 percent were using the sidewalk.
Snelling Avenue Pedestrian Demonstration Project:
Charles Avenue to Marshall Avenue
7
Map of Project Area
This map shows the project area, as
well as existing studies, plans and
projects in the area.
1
Charles Avenue
Map Legend
Project Area
2
University Avenue
Minnesota DOT Work Area
(2015)
BRT Station (2015)
Bus Barn/Smart Site (2013)
Snelling Avenue Station Area
Planning Boundary (2008)
Key Locations
1. Hamline Park
2. Snelling Avenue Green Line LRT
Station
3. Midway Shopping Center
4. Bus Barn/Smart Site
5. Anchor Bank
6. Aldine Park
7. Site of Vintage development
3
Snelling Avenue
A Line BRT Route (2015)
4
Interstate 94
5
6
Marshall Ave
Marshall Avenue
7
Traffic on Snelling Ave
8
Map of project area and existing studies, plans and projects
Snelling Avenue Pedestrian Demonstration Project:
Charles Avenue to Marshall Avenue
Process
Core team work session
The process began with the formation of a steering committee composed
of community members from each district council, organization and
government staff and design professionals. When recruiting steering
committee members, district council staff looked for residents and business
owners who were new to pedestrian and transportation issues yet lived
or were located on or near Snelling Avenue. The steering committee
guided planning and preparing for the walkability workshop, assisted
with community outreach and engagement, participated in the workshop,
responded to draft recommendations for improvement and report drafts
and assisted with presentations of proposed recommendations to
district council committees and boards and to the greater community.
Ideally, community steering committee members will remain involved to
advance recommendations and share the knowledge they gained through
participation in the process.
Because community input is essential and community members are not
always able to participate in a walkability workshop there was extensive
community outreach and engagement prior to the workshop. District
council organizers, steering committee members and volunteers went to
the community to gather insights and concerns about walking on Snelling
Union Park District Council Annual Meeting
Snelling Avenue Pedestrian Demonstration Project:
Charles Avenue to Marshall Avenue
9
Avenue. Several types of engagement activities were held: hosting
community conversations, tabling at community events, listening sessions
hosted by community members, joining neighborhood walks and talking
with people at bus stops and on the street. The information gathered was
summarized and presented at the beginning of the walkability workshop
with the intention of bringing more voices to the table and used at the end
of the workshop in an accountability exercise to gauge how well workshop
solutions address community concerns.
The walkability workshop brought together the steering committee,
key community stakeholders and transportation professionals from
different government agencies in an intensive session focused on
generating informed solutions to improve pedestrian safety, accessibility
and walkability. The workshop included a night walkabout, an in-depth
discussion on pedestrian safety and walkability in the study area, and small
group sessions to develop specific solutions. At the end of the workshop,
participants checked their work against input from the community and
prioritized their recommended solutions.
Start!
Community
mEMBERS
Convene
Community
Steering
Committee
and Meet
throughout
Community
Engagement
• Listening
Sessions
• On-Street
Interviews
• Community
Conversations
oRGANIZATIONAL
sTAFF
gOVERNMENT
sTAFF
Process Diagram
10
Snelling Avenue Pedestrian Demonstration Project:
Charles Avenue to Marshall Avenue
Workshop
1. Walkabout
2.Issues
3.Mode Vision
4.Walk, Bike Roll
Strategies
5.Prioritize
6.Celebrate!
Following the workshop, the design team, working with input from the
steering committee, developed draft hand-illustrated drawings to show
desired pedestrian improvements. After review by the steering committee,
and a second iteration of drawings and recommendations by the design
team, the steering committee’s recommendations were shared with the
UPDC and HMC committees and board for feedback, internal vetting and
general approval. The final step was development of immediate, short and
long term implementation strategies and completion of the report, which the
steering committee approved. UPDC and HMC will review the final report
and determine what actions they will take to advance recommendations.
The following sections of this report provide greater detail about community
engagement results, walkability workshop activities and outputs, handillustrated drawings, next steps to implementation, and lessons learned. A
preliminary opinion of probable costs for the proposed recommendations
is found in Appendix C.
Draft
•Share
•Review
•Go
fINAL
aDVOCATE FOR
iMPLEMENTATION
cOMMUNITY
pROCESSES
sTEERING cOMMITTEE
rECOMMENDATIONS
Snelling Avenue Pedestrian Demonstration Project:
Charles Avenue to Marshall Avenue
11
Community outreach
Community Engagement and Outreach
Tabitha Benci DeRango, community
outreach consultant
What we are hearing from the
community
Navigation
37 (19%)
Safety
67 (35%)
Aesthetics
43 (22%)
Investment
45 (24%)
Themes of community concerns
Over 300 people were engaged in
conversations during this outreach
process. All
comments
were
compiled into reports that were
shared with the steering committee
as activities took place. For the
workshop presentation on “what
we’re hearing from the community,”
comments were organized under
four major themes: 1) safety, 2)
navigation, 3) aesthetics and 4)
investment.
12
A variety of outreach methods were used to gain insight into the perspective
of the community base, to capture their concerns about the corridor, and to
draw from community members’ expertise in developing future visioning.
Methods used include:
• Conducting engagement walks in neighborhoods that were largely
seen as unrepresented, knocking on doors and having face-to-face
conversations about walking and using transit.
• Visiting transit hubs and conversing with passengers who were
boarding or un-boarding buses and light rail trains.
• Talking with cyclists and pedestrians on the street while they were
using it and discussing their uses and destinations.
• Attending community events and engaging in conversations around
walkability.
• Hosting a series of community conversation where participants were
asked to take another frame of mind while discussing the street, e.g. a
wheelchair user, a bicyclist or a pedestrian with small children.
• Engaging established community-based groups in a deeper
conversation about their environments, what causes them to use
or not use existing amenities and visions for additional aspects that
would entice pedestrian traffic.
• Taking part in a business walk along corridor to glean perspective from
business angles and to notice issues that prevent ease of street use.
• Communicating with colorful postcards distributed to residents in
apartment buildings and single-family homes, and with e-mails and
electronic newsletters sent to Union Park community members.
Sharing community voices at the beginning of the workshop provided
participants with a broad-based lens as they wrestled with difficult issues
and arrived at solutions that would meet community needs. At the end
of the workshop, we revisited the community input and reflected on the
question: Did we address the community’s concerns in this process? We
analyzed concerns under each category and found that approximately 90
percent had been discussed during the workshop process.
After this report is released, the steering committee will host a final
community meeting to share its recommended improvements and
implementation strategies as well as how recommendations address
community input gathered prior to the workshop. This meeting will
complete the circle of community engagement and create an opportunity
for community members to engage in the implementation phase.
Snelling Avenue Pedestrian Demonstration Project:
Charles Avenue to Marshall Avenue
DESIGN WORKSHOP
Snelling Avenue Walkability Workshop
Project Participants
Community Steering Committee
Union Park: Duane Perry, Julie Johnson,
Monica Millsap Rasmussen, Brian
Quarstad, Anne White
UP staff: Julie Reiter and Tabitha Benci
DeRango, community engagement
consultant
Hamline-Midway: Jennifer LeClaire and
Samson Zeleke
H-M staff: Lauren Fulner
Government Staff: Curt Fakler, MnDOT,
Eriks Ludins, City of St Paul and Katie
Roth, Metro Transit
Workshop Process
The design workshop was held on September 29-30, 2014, at Central
Baptist Church, 420 Roy St, Saint Paul. Sessions were scheduled in the
evenings to accommodate multiple stakeholder groups and to allow more
people to participate.
At the workshop, community members provided input on walkability
improvements they would like to see on Snelling Avenue between
Charles and Marshall Avenues. To facilitate discussion, representatives
from MnDOT, Ramsey County, the City of Saint Paul and Metro Transit
collaborated with participants to determine design strategies.
Field Walk and Observations
The first day began with an overview of the demonstration project and a
presentation of the four areas of concern—safety, investment, aesthetics
District Councils Collaborative: Anne
and navigation—that emerged from community input gathered to date.
White; DCC staff: Carol Swenson
Workshop participants were asked to keep these concerns at the fore
while assessing the pedestrian environment and exploring options for
Design and technical support: Saint Paul
Riverfront Corporation — Tim Griffin,
improvements. For the field walk, workshop participants divided into three
Tracey Kinney, Brian Fewell and Sam
groups; each group walked the length of the study area and focused on
Carlsen
one of the three areas identified in the Saint Paul Street Design Manual:
between the curbs, behind the curb and intersections. Since it was a late
Jurisdictions Involved
Minnesota Department of Transportation,
September evening, a good portion of the walk took place in twilight or
MetroTransit, Ramsey County and City of after dark. This afforded participants the experience of walking Snelling
Saint Paul
Avenue during daylight and at night. After the walk, participants shared
their observations, identifying issues such as ease of crossing the street,
Additional Workshop Participants
sidewalk condition and the overall feel of the street from a pedestrian
Kari Canfield - Midway Chamber
Mai Chong Xiong - Saint Paul City Council
perspective.
Ward 1
Kim Club - Friendly Streets Initiative
Reuben Collins - Saint Paul Public Works
Colin Fesser - Union Park DC
Bill Goff - Minnesota Department of
Transportation
Samantha Henningson - Saint Paul City
Council Ward 4
Michael Huber - Blue Cross Blue Shield
Anton Jerve - Saint Paul Planning &
Economic Development
Gina Mitteco - Minnesota Department of
Transportation
Maurice Roers - Metro Transit
Sarah Seeger - Midway Chamber
Kari Sheldon - Resident, Mayor’s Advisory
Committee for People with Disabilities
Barb Spears - Resident
Snelling Avenue Pedestrian Demonstration Project:
Charles Avenue to Marshall Avenue
13
Field Note Findings: Problems throughout the project area
• Pedestrian curb ramps are in bad shape.
• No acceptable pedestrian scale lighting.
• Lack of street trees - the few trees present are unhealthy.
• Inconsistent crosswalk treatments.
• Crosswalk markings worn out in several places.
• Environment is unwelcoming and uncomfortable for pedestrians.
• Some pedestrian signal push-buttons are poorly placed, cannot be
reached by people in wheelchairs.
• None of the intersections are done well.
• Insufficient time on pedestrian phase at some intersections.
• No green buffer north of I-94 interchange.
Field Note Findings: Problems in specific locations
Numbered items on the aerial photograph on the opposite page locate
particular concerns identified during the field walk.
1. Charles Avenue: cars don’t stop for pedestrians at a marked crosswalk.
2. Area north of University is ugly.
3. Northbound bus stop at University is heavily used, but sidewalk is too
narrow for waiting riders and pedestrian traffic.
4. LRT crossing is “stimulating and confusing” and lacks wayfinding.
5. Crosswalk pavement markings are inconsistent.
6. Traffic at Spruce Tree Avenue intersection is poorly managed.
7. From University to Saint Anthony Avenue is a “barren canyon.”
8. Is the right-hand northbound lane coming from the freeway needed?
9. Pedestrians feel exposed to fast moving traffic - there’s no buffer or
boulevard between the sidewalk and the street.
10.Area feels unsafe.
11.No sense of transition from freeway to neighborhood.
12.Saint Anthony and Concordia are the “worst” crossings in the project
area. Curb ramps at pork chops are angled so it’s hard to see
approaching traffic.
13.Bus stops at Saint Anthony Avenue are poorly placed.
14.Overpass is unpleasant: 8 lanes of traffic, very loud, narrow sidewalks.
15.Right-turning cars coming off freeway at Saint Anthony and Concordia
are moving fast and not paying attention to pedestrians. Feels unsafe.
16.Roadway is very wide - encourages high speeds.
17.Union Park neighborhood lacks identity.
18.Building here cuts into sidewalk, creates a constriction point.
19.Old bus stop bench here can confuse people.
20.Lots of concrete under railroad bridge. Can this space be programmed?
21.Marshall bike boulevard is discontinuous.
Existing conditions on Snelling Ave.
14
Snelling Avenue Pedestrian Demonstration Project:
Charles Avenue to Marshall Avenue
1
2
3
4
5
6
7
8
13
9
10
11 15
12
13
14
15
12
11
16
17
18
19
20
21
Workshop participants
Map of field walk observations
Snelling Avenue Pedestrian Demonstration Project:
Charles Avenue to Marshall Avenue
15
High
19
23
1
12
11
8
7
Medium
2
0
13
Low
0
0
6
Pedestrian
Transit
Bicycle
Auto
7
1
0
1
Freight
(Delivery)
13
Parking
15
6
5
7
0
8
Environment
Truck
(Thru-Traffic)
Results of Functional Balance Exercise
Functional Balance Exercise
On the second day, participants ranked the functional priorities for the street,
using an exercise adapted from MnDOT. For each mode of transportation,
participants were asked to vote on whether that mode should be a high,
medium or low priority for the street. To identify the top priorities, weighted
values were determined by assigning points to each vote: 3 points for high
priority, 2 points for medium and 1 point for low. Based on this exercise,
the desired priorities for Snelling Avenue are:
1. Transit (69 points)
2. Pedestrians (61 points)
3. Environment (55 points)
4. Automobiles (52 points)
5. Freight (Delivery) (48 points)
6. Truck Traffic (40 points)
7. Bikes (35 points)
8. Parking (30 points)
Working Session
Workshop participants divided into three groups to develop strategies for
improving Snelling Avenue based on the previous workshop observations
and discussions. To the extent possible, there was one staff member from
each jurisdiction at each of the three tables. In a facilitated discussion,
participants used a draft version of the “Walk, Bike & Roll Saint Paul
Streets” cards, which were developed by the Saint Paul Design Center in
collaboration with the DCC and Dale Street and Snelling Avenue steering
committees. Each table worked with a map of the project area and attached
cards to identify strategies for particular locations.
16
Snelling Avenue Pedestrian Demonstration Project:
Charles Avenue to Marshall Avenue
SIDEWALKS
Sidewalks provide pedestrians with space to travel
within the public right-of-way that is separated from
motor vehicles.
Sidewalk width will vary based on a number of factors,
including street typology, adjacent land use, available
right-of-way, and intended function. Typically, the
pedestrian walkway is at least five feet on residential
streets, and up to twelve feet on downtown streets.
The primary function of sidewalks is to provide an area
for pedestrian traffic, but sidewalks can also provide
space for:
•
Utilities and light fixtures
•
Street tree plantings
•
Public seating
•
Outdoor dining
•
Public art installation
Image of
technique
Resources
Title
How this technique
improves streets
ZONE
USERS
Icons: Types of
users addressed
by this technique:
pedestrians,
accessibility, bikes,
or automobiles
SIDEWALKS
City of Minneapolis. “Street and Sidewalk Design
Guidelines.” Apr 2014.
City of Saint Paul. Saint Paul Street Design Manual.
Federal Highway Administration. Designing Sidewalks and
Trails for Access, Part 1: Review of Existing Guidelines and
Practices. “Chapter 4: Sidewalk Design Guidelines and
Existing Practices.” Jul 1999.
Minnesota Department of Transportation. Minnesota’s
Best Practices for Pedestrian/Bicycle Safety. 2013.
credit: Michael Richardson
ENHANCE PEDESTRIAN EXPERIENCE
IMPROVE LEGAL COMPLIANCE
IMPROVE VISIBILITY
IMPROVE ACCESSIBILITY
COORDINATE TRAFFIC
REDUCE CROSSING DISTANCE
REDUCE VEHICLE SPEEDS
Example of draft Walk, Bike & Roll Saint
Paul street design cards
FRONT
Icons: Technique zone:
walking, biking & rolling along
the street; using the street;
crossing the street
Technique is part of the
Saint Paul Street Design
Manual
Title of technique
Description of technique
and notes about
implementation
Resources for
further study
© 2014 Saint Paul Riverfront Corporation - www.riverfrontcorporation.com
BACK
Walk, Bike & Roll Saint Paul Streets Design Cards
The purpose of the cards is to introduce concepts and terminology so that
workshop participants can engage in an informed discussion of the issues
surrounding walkability, and can effectively discuss appropriate pedestrian
realm improvements. Each card includes an image and description of a
best management practice (BMP) that improves the street for all users.
The cards are designed to provide enough information for workshop
participants to understand the basics of how a particular technique works,
as well as resources for further exploration. Each deck includes three
blank cards for users to suggest their own street improvement techniques.
The deck also includes a glossary of relevant terms, a list of Internet
resources on street design and walkability and an “Agencies Reference
Guide” that lists federal, state, regional and local agencies and
organizations that are involved in maintaining the quality and safety of
Saint Paul’s streets.
Walk, Bike & Roll Saint Paul Streets cards
Snelling Avenue Pedestrian Demonstration Project:
Charles Avenue to Marshall Avenue
17
Street Improvement Strategies for Specific Locations
Numbered locations are found on the map on the opposite page. The
number after each strategy indicates how many of the three groups
proposed the strategy.
1. Pocket park at northwest corner of St. Anthony Avenue (3)
2. Public art gateway at I-94 interchange (3)
3. Bike parking around LRT station (2)
4. Eliminate pork chops at I-94 interchange (2)
5. In-road “Stop for Pedestrians” signs at Carroll Avenue (2)
6. Interpretive panels at I-94 interchange (2)
7. Leading pedestrian interval at University Avenue (2)
8. Nice railings on I-94 overpass (2)
9. One-way alley by liquor store/Midway Books (2)
10.Planted median north and south of I-94 interchange (2)
11.Pedestrian crossing beacons at interchange (2)
12.Road diet: widen sidewalk south of Carroll Avenue on west side (2)
13.Stop lines at Spruce Tree Avenue (2)
14.Wayfinding at University/LRT station (2)
15.Bus shelter at northbound Spruce Tree Avenue stop (1)
16.Greenway extension along RR line over Marshall Avenue (1)
17.High visibility crosswalks w/ maintenance at Spruce Tree Avenue (1)
18.In-road “Stop for Pedestrians” signs at Marshall Avenue (1)
19.Open median for northbound left turns from Iglehart Avenue (1)
20.Leading pedestrian interval at I-94 interchange crosswalks (1)
21.Leading pedestrian interval at Spruce Tree Avenue (1)
22.Long-tail pork chops at I-94 interchange (1)
23.Marked crosswalk at Shields Avenue (1)
24.Median crossing island at Carroll Avenue (1)
25.Move northbound bus stop at Spruce Tree Avenue south (1)
26.Multi-modal transit center at American Bank site (1)
27.Pedestrian bridge over I-94 (1)
28.Pedestrian flags at Charles Avenue (1)
29.Pedestrian signage to LRT & neighborhoods (1)
30.Pocket park at northeast corner of Marshall Avenue (1)
31.Public art at BRT stations (1)
32.Shared lane markings from LRT to Hamline University (1)
33.Site planning at Bus Barn site (1)
34.Smaller curb radii at University Avenue (1)
35.Snow removal at Marshall Avenue (1)
36.Snow removal at Spruce Tree Center (1)
37.Speed feedback signs north and south of project area (1)
38.Stop line at Shields Avenue (1)
39.Stop lines at Concordia Avenue (1)
40.Wide setback on Bus Barn site (1)
Existing conditions on Snelling Ave.
18
Snelling Avenue Pedestrian Demonstration Project:
Charles Avenue to Marshall Avenue
Map of Street Improvement Ideas
• Numbered locations correspond with
numbered strategies on previous page.
• Size of circle indicates how many groups
proposed the strategy.
• Walk, Bike & Roll card images illustrate
the variety of strategies proposed.
37
28
32
9
7
34
29
3
14
26
36
31
13
21
17
15
25
Overall strategies for the project area
The number after each strategy indicates
how many of the three groups proposed the
strategy.
• Boulevard plantings (3)
• Pedestrian lighting (3)
• Snow removal (3)
• Street trees (3)
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
23
38
33
40
10
1
4
ADA curb ramps (2)
Education (2)
Public art (2)
Recycling & trash bins (2)
2
22
20
11
6
27
8
11
Accessible pedestrian signals (1)
Add boulevards on all sidewalks (1)
Beautify bus shelters (1)
Bike parking (1)
Bus shelters at all stops (1)
Fix alley/driveway crossings (1)
Fix sidewalks (1)
High visibility crosswalks (1)
More defined parking (1)
Seating (1)
Site planning (1)
Time signals for 15 mph traffic (1)
Wayfinding (1)
6
39
20
4
2
22
10
24
5
12
19
16
35
30
18
37
Map of street improvement ideas
Snelling Avenue Pedestrian Demonstration Project:
Charles Avenue to Marshall Avenue
19
Prioritization of Strategies
Following the presentations participants placed colored dots on the list of
strategies to indicate their two top priorities (green dot) and two secondary
priorities (blue dot). Priority ranking based on weighted vote totals are
shown on the next page.
Community Accountability
At the end of the workshop, participants reflected on how well proposed
recommendations and priorities responded to community input gathered
through pre-workshop outreach and engagement sessions. This exercise
built in early accountability to the community and set the stage for a
community meeting at which results of the pedestrian improvement project
will be shared.
Safety—Community members frequently talked about traffic-pedestrian
safety issues and the dangerous conditions for persons with mobility
limitations. Workshop participants at all three work tables recommended
a variety of pedestrian safety and accessibility interventions, especially
at intersections. The most creative and forward-looking idea was to build
pedestrian bridges over I-94, alongside the Snelling interchange bridge.
Navigation—Community members identified a need to improve how
people move about the study area both on foot and using transit.
Workshop participants agreed, and recommended improvements such
as pedestrian-oriented signage to trains and Bus Rapid Transit stations,
signals with leading pedestrian intervals, high visibility crosswalks, and
tighter turning radii at corners.
Aesthetics—Across the board, community members and businesses
called for a more attractive and inviting pedestrian realm. Workshop
participants agreed wholeheartedly. Among their recommendations were:
creating a neighborhood gateway at the interchange with I-94, converting
MnDOT-owned land into parks, installing grass and plantings in boulevards
and medians rather than concrete, promoting an adopt-a-block clean up
program, and tackling the snow removal issue.
Investment—A last set of community comments related to the need for
improvements to attract residents, businesses, and customers to the area.
Workshop recommendations as a whole would encourage reinvestment in
Snelling as a place to live, play, and do business.
Votes on street improvement ideas
20
Snelling Avenue Pedestrian Demonstration Project:
Charles Avenue to Marshall Avenue
Weighted
vote scores
Weighted
dotmocracy
vote counts (totals)
Add boulevards to all sidewalks
Get rid of pork chops at interchange
Long-tail pork chops
Pedestrian Lighting
Snow Removal
Boulevard plantings
Public Art - throughout
High Visibility Crosswalks
Ped Bridge over I94
Recycling & Trash bins
Planted Medians
Street Trees
Road Diet south of I94
Smaller Curb Radii @ University & Interchange
Signal Timing
Wayfinding to & from LRT station
Education
Move NB bus stop at Spruce Tree
Snow Removal @ Marshall & Spruce Tree
High Visibility Crosswalks at Spruce Tree
Gardens & landscaping around interchange
ADA Curb Ramps
Ped Signage/Neighborhood identity
Stop Lines
Bike Parking
Leading Ped Intervals at University & Spruce Tree
Site Planning
Pocket Parks @ St Anthony & Concordia
Interpretive panels
Improve bus shelters
Greenway
Pocket park @ Marshal Ave under RR bridge
Hanging planters on Ped Lights
One-way alley by Liquor Store
Shared Lane Markings from LRT to Hamline University
Weighted counts were determined by
assigning points to each vote: 3 points for
a first priority (green dot), and 2 points for
a second priority (blue dot).
In-Road State Law Signs @ Carroll
Public art, nice railings on I94 overpass
Speed Feedback sign north of project area
Pedestrian Flags
Signal Experimentation - 15 MPH timing
Seating
0
5
10
15
weighted vote counts
Snelling Avenue Pedestrian Demonstration Project:
Charles Avenue to Marshall Avenue
20
25
21
Recommendations
Steering Committee Recommendations
The steering committee recommendations are designed to improve the
overall pedestrian environment on Snelling Avenue from Charles Avenue
to Marshall Avenue. The proposed walkability, bikeability and rollability
strategies reflect a collaborative community-led and broad-based
community engagement process. The following includes the methodology,
recommendations for the upcoming MnDOT Mill and Overlay project,
the top recommendations by priority and time line, and hand-illustrated
drawings showing the improvements.
Methodology
The recommendations incorporate the input obtained from the communityengagement process as applied in the workshop by residents in
collaboration with representatives of MnDOT, the City of Saint Paul and
Metro Transit. Using the Snelling Avenue Multi-Modal Study as a base, the
design team analyzed all of the workshop output (observations, ideas from
the map exercise and weighted vote tallies) to develop a fuller sense of
how to address the community’s desires for a safer, more walkable Snelling
Avenue. The steering committee reviewed preliminary recommendations
and suggested several revisions. The design team integrated this input
and prepared a final set of draft recommendations, which were presented
to UPDC and HMC committees and boards for further discussion and
endorsement (see Appendix B). The final recommendations incorporate
additional suggestions from district council boards and committees and
have been approved by the steering committee.
Recommendations
To improve the pedestrian environment through walkability, bikeability and
rollability strategies on Snelling Avenue from Charles Avenue to Marshall
Avenue the following is recommended and shown in hand-illustrated
drawings on pages 28-33.
Existing conditions on Snelling Ave
22
1. Add boulevards between the sidewalk and road to provide a buffer
between pedestrian and vehicles throughout the corridor.
• Reduce and/or narrow driving lanes south of I-94 to widen
sidewalks & add boulevards
• Install boulevards on MnDOT land north & south of I-94 west of
Snelling
• Secure ROW/easement on Bus Barn site to allow for wider
sidewalk with boulevard, street trees & pedestrian lighting, similar
to setback easement on University Ave. for Green Line
• Add a boulevard and sidewalk with street trees and pedestrian
lighting south of Carroll, especially at “pinch point”, to improve the
pedestrian environment
• Long term: Rezone, similar to University Avenue, to require setbacks
when redevelopment occurs, providing space for boulevards
Snelling Avenue Pedestrian Demonstration Project:
Charles Avenue to Marshall Avenue
•
2. Improve safety at I-94 on/off ramps for pedestrians crossing Snelling,
Concordia & Saint Anthony—the most dangerous crossings. Require
traffic calming, clear indication of transition from freeway driving to
local neighborhood & commercial district.
• Add signage and other traffic calming measures to showcase the
neighborhood and provide a sense of entry
• Add stop signs, cross walks and stop lines to improve pedestrian
safety
• Landscape and keep area free of trash
• Pursue additional study of the on and off ramp pork chop design to
improve pedestrian safety
Saint Paul standard bridge architecture
(image from Google)
MAP KEY
Charles
to Saint
Anthony
p 28-29
Charles
Add trash and recycling receptacles to provide a clean, cared for
appearance
University
Interchange
p 30-31
Interstate 94
3. Increase pedestrian safety and ADA/accessibility throughout the
corridor.
• Increase pedestrian crossing times at signalized intersections.
• Add high visibility crosswalks to alert drivers to anticipate
pedestrians crossing
• Remove snow on sidewalks to lessen pedestrian barriers in winter
4. Add more green space, landscaping & pocket parks.
• Street trees
• Planted medians
• Planted boulevards
• Pocket parks with seating, public art and interpretive kiosks to
create a sense of neighborhood entry and connect to local culture
• MnDOT ROW west of Snelling north & south of I-94:
• Add storm water management through rainwater gardens
• Buffers residential area to the west
• Marshall and Snelling:
• Add ROW for connections to potential future Greenway,
including accessible on and off ramps
• Add pocket park/programming under Railroad bridge to activate
space and improve safety
Carroll to
Marshall
p 32-33
Marshall
N
0
200
5. Add aesthetic and wayfinding elements to improve the pedestrian
environment.
• Extend architecture character from Selby and Snelling to improve
sense of place including: tree planters, hanging planters on light
poles and interpretive kiosks
• Add public art to the BRT station to connect local culture
• Add Saint Paul standard bridge architecture to showcase bridge
400 ft
character (shown in image above left)
Snelling Avenue Pedestrian Demonstration Project:
Charles Avenue to Marshall Avenue
23
•
•
Add LRT wayfinding on Snelling to indicate directions to eastbound
and westbound station platforms
Add wayfinding that highlights the surrounding neighborhoods
6. Add one or two pedestrian/bicycle bridges over I-94.
• Separated, accessible connection(s) over interchange
• Signature architecture and neighborhood identity opportunities
• Bridge on west side may have ramp and/or elevator options
Recommendations for the MnDOT Mill and Overlay Project
MnDOT’s Mill and Overlay Project added an expediency to the project due to
the short window to provide input. The following are the recommendations
provided to our MnDOT collaborators during this project.
• Add boulevards between the sidewalk and road in some locations to
provide a buffer between pedestrian and vehicles.
• Add pedestrian lighting to improve night safety.
• Install Saint Paul standard railing and remove chain link fence on
bridge over I-94.
• Add trash and recycling bins at new A Line bus stops.
• Increase pedestrian safety and ADA/accessibility through:
• Repairing sidewalks and removing obstructions
• Ensuring ADA Curb Ramps meet standards
• Adding stop lines at intersections to provide distance between
pedestrians and stopped cars
• Add more landscaping:
• Street tree trenches – trees to be planted later
• Planted medians – keep plantings low to maintain clear sight lines
• Planted boulevards
Recommendations by Time Frame
Improving the pedestrian environment on Snelling is a complex and
considerable process. Recognizing this, we anticipate that improvements will
occur in phases: immediately (within the next two years), within the short term
(three to five years) and as longer term (beyond five years) improvements.
Immediate
Immediate implementation actions are anticipated to take place during or
in relation to MnDOT’s mill and overlay project within the next two years.
Existing conditions on Snelling Ave
24
MnDOT will:
• Install ADA-compliant crossings with ramps
• Add new high visibility crosswalk markings on Snelling and standard
bar crosswalks on cross streets
• Install longer porkchops and move crosswalks at I-94 interchange
Snelling Avenue Pedestrian Demonstration Project:
Charles Avenue to Marshall Avenue
•
Widen sidewalks to 11 feet on either side of the bridge/interchange
City of Saint Paul will:
• Add lantern lighting throughout in 2015
• Replace existing street trees in 2016
• Seed boulevards in 2015
• Plant median at the interchange intersection in spring 2016
• Install new bridge railings to City standard
It is further recommended that the following occur during the mill and
overlay project:
Throughout (Snelling Ave. from Charles Ave. to Marshall Ave.)
• Authentic community engagement
• Education
• Better snow removal on sidewalks
• Recycling/Trash bins at BRT on platform—needs to be accessible
• Hanging planters on pedestrian lighting
Interchange (South of Shields to Concordia)
• Continued study of pedestrian crossing conflict with vehicle traffic
• Neighborhood identity signage
South – Concordia to Marshall
• Remove bench at southeast corner of Iglehart Avenue
North – Charles to south of Shields
• Ped flags at Charles Ave
• Snow/ice removal on sidewalk by Spruce Tree Center
Existing conditions on Snelling Ave.
Short Term
Short term recommendations are expected to be implemented within three
to five years.
Throughout (Snelling Ave. from Charles Ave. to Marshall Ave.)
• Authentic community engagement
• Leading pedestrian intervals and signal timing adjustments to calm
traffic and allow more time for pedestrians to cross street—ongoing
• Pedestrian and driver safety education, provided through
jurisdictions, academic institutions, community organizations, and
non-profits
• Site planning & rezoning
• Better snow removal on sidewalks, at crosswalks and at bus stops
• Recycling/Trash bins at BRT on platform—needs to be accessible
• Bike parking at BRT stations—study further
• Public Art
Interchange (South of Shields to Concordia)
• Continued study of pedestrian crossing conflict with vehicle traffic
• Neighborhood identity signage or art
Snelling Avenue Pedestrian Demonstration Project:
Charles Avenue to Marshall Avenue
25
• Gardens and Landscaping around interchange
• Pocket Parks at Saint Anthony and Concordia
South – Concordia to Marshall
• Neighborhood identity signage or art
• Pocket park under RR line at NE corner of Marshall
North – Charles to Saint Anthony
• Ped flags at Charles Ave
• Wide setback on Snelling along western edge of Midway Shopping
Center Block; site planning with shops or housing facing Snelling
• Public art at BRT stations
• One-way alley by liquor store/Midway Books
• Bike parking, lockers
• Wayfinding to and from LRT station
Long Term
Long term implementation actions are anticipated to take place beyond
five years and are as follows:
Throughout (Snelling Ave. from Charles Ave. to Marshall Ave.)
• Authentic community engagement
• Add planted boulevards to separate cars from sidewalks.
• Education
• Site planning & rezoning
• Public Art
• Signal Experimentation for 15 mph traffic
• Add bus shelters at all stops
Interchange (south of Shields to north of Carroll)
• Gardens and landscaping around interchange
• Pocket Parks at Saint Anthony and Concordia
• Safe pedestrian and bike access across bridge
• Add pedestrian/bicycle bridge
South – Concordia to Marshall
• Pocket park under RR line at NE corner of Marshall
• Greenway extension along RR line at Marshall Ave.—RR:
negotiations, bundle projects, make case for benefit to them
North – Charles to south of Shields
• Multi-modal transit center at American Bank building
• Wide setback on Snelling along western edge of Midway Shopping
Center block; site planning with shops or housing facing Snelling
• Public art at BRT stations
Preliminary Opinion of Probable Costs
For information on the probable costs of implementing the recommendations,
see Appendix C on page 51.
26
Snelling Avenue Pedestrian Demonstration Project:
Charles Avenue to Marshall Avenue
[Page intentionally left blank]
Snelling Avenue Pedestrian Demonstration Project:
Charles Avenue to Marshall Avenue
27
28
Snelling Avenue Pedestrian Demonstration Project:
Charles Avenue to Marshall Avenue
Stop Line
Leading Pedestrian
Intervals
Wayfinding
High Visibility
Crosswalks
Stop Line
Pedestrian Lighting
Street Trees
Existing Median
Boulevard
Fix Driveway Crossing
High Visibility
Crosswalks
Stop Line
Pedestrian Flags
Pedestrian Flags
Existing Median
UNIVERSITY
SHERBURNE
CHARLES
Charles to Saint Anthony Recommendations
Wayfinding
Stop Line
Leading Pedestrian
Intervals
One-way Alley
Fix Alley Crossing
Pedestrian Lighting
Stop Line
High Visibility
Crosswalks
Street Trees
Fix Alley & Driveway
Crossings
Pedestrian Flags
Stop Line
Pedestrian Flags
Speed Feedback Sign
Boulevard
Snelling Avenue Pedestrian Demonstration Project:
Charles Avenue to Marshall Avenue
29
SHIELDS
SPRUCE TREE
More study is needed to reduce speeds and improve pedestrian safety at
southwest corner of University & Snelling.
Updated 11-6-2014
Pedestrian Lighting
Street Trees
Boulevard
High Visibility
Crosswalks
Stop Line
Existing Median
Existing Median
Public Art
Near Side Bus
Bump Out
High Visibility
Crosswalks
Stop Lines
Snow & Ice Removal
Stop Line
Leading Pedestrian
Intervals
Wayfinding
SNELLING
0
50
100
Street Trees
Pedestrian Lighting
Boulevard
200 ft
Build-To Line for Future
Construction
Near Side Bus Bump Out
Leading Pedestrian
Intervals
Stop Line
High Visibility
Crosswalks
Public Art
Multi-modal Transit
Center
Bike Parking & Lockers
Wayfinding
N
30
Snelling Avenue Pedestrian Demonstration Project:
Charles Avenue to Marshall Avenue
High Visibility
Crosswalks
Leading Pedestrian
Intervals
Pedestrian Bridge
Long-tail Pork Chop
(more study needed)
Stop Lines
Trash Clean-up
and Landscape
Maintenance
Planted Median
Pocket Park
Boulevard
Interchange Recommendations
SNELLING
Saint Paul Standard
Ornamental Fencing
Pedestrian Bridge
Leading Pedestrian
Intervals
Stop Line
Neighborhood Entry
Signage
Long-tail Pork Chop
(more study needed)
Stop Sign
Reserve for Open Space
Public Art
Trash Clean-up
and Landscape
Maintenance
Bump Out
Street Trees
Pedestrian Lighting
Boulevard
Snelling Avenue Pedestrian Demonstration Project:
Charles Avenue to Marshall Avenue
31
In-Road State Law
Signs
Move Fire Hydrant
Neighborhood architecture
Pocket Park
Boulevard
Stop Sign
Public Art
Neighborhood Entry
Signage
Long-tail Pork Chop
(more study needed)
Stop Lines
Trash Clean-up
and Landscape
Maintenance
CARROLL
0
50
100 ft
Pedestrian Refuge
High Visibility
Crosswalks
Stop Line
Pedestrian Refuge
Planted Median
Boulevard
Pedestrian Lighting
Street Trees
Leading Pedestrian
Intervals
High Visibility
Crosswalks
Bridge architecture
N
Snelling Avenue Pedestrian Demonstration Project:
Charles Avenue to Marshall Avenue
Pedestrian
Refuge
Stop Line
Boulevard
Pedestrian
Refuge
(4’-0” min)
Stop Line
Existing Median
CARROLL
High Visibility
Crosswalks
Street Trees
Pedestrian
Lighting
Boulevard
Road Diet
Widen Sidewalk/
Facade Reduction
for More Street
Frontage
Stop Line
In-Road
State Law Signs
Stop Line
Pedestrian Refuge
(4’-0” min)
Move Fire Hydrant
Pocket Park
Boulevard
Planted Median
Public Art
Carroll to Marshall Recommendations
SNELLING
32
Snelling Avenue Pedestrian Demonstration Project:
Charles Avenue to Marshall Avenue
33
Boulevard
Speed Feedback
Sign
Road Diet
Remove Parking
Bump Out (existing)
Stop Line
Stop Line
Pedestrian Refuge
Bump Out
Pocket Park
Public Art
to Minneapolis Greenway
via Franklin Bridge
Greenway Extension
Pedestrian Lighting
Street Trees
Stop Line
Keep Median Open
High Visibility
Crosswalks
0
MARSHALL
IGLEHART
50
100 ft
N
High Visibility
Crosswalks
Boulevard
to Saint Paul bike
system via Ayd Mill
Stop Line
Bump Out
(existing)
Pedestrian
Refuge
Stop Line
Ramp onto
Greenway
Bump Out
Pocket Park
Street Trees
Pedestrian
Lighting
Road Diet
Planted Median
Pedestrian
Refuge
Stop Lines
Remove Bench
Implementation
Next Steps
Optimize 2015-16 Snelling Avenue Construction Project Opportunities
• Work with MnDOT, City of Saint Paul, and Metro Transit to create
a construction communications committee (CCC) that includes a
contractor’s representative and representatives from each district
council, business and property owners/organizations, Hamline
University, and other key stakeholders.
• Convene the CCC on a frequent and regular basis to talk through
construction-related issues, upcoming construction activities, potential
disruptions, and community communications.
• Build a community-driven construction project communications
network to share information about construction and develop
awareness about the pedestrian and bicycle improvements being
implemented; explore with MnDOT the feasibility of contracting with
district councils to support communications about the construction
project and/or providing in-kind materials for the district councils to
use, such as flyers or copy for electronic postings. (The network could
be expansion of current Citizens for a Better Snelling Facebook group.
If this approach is taken, measures should be put in place to ensure
information is accurate and not misleading.)
• Monitor construction progress and implementation of pedestrian
and bicycle recommendations; watch for opportunities to implement
even more pedestrian and bicycle recommendations during MnDOT
project; track implementation of best practices for pedestrians; and
communicate to project decision makers the community’s top priorities
for use of contingency funds if they become available.
Build Momentum Around Short-term Projects
• Use the “Better Bridges” project/event to engage more community
members in the Snelling Avenue pedestrian improvement project,
share recommendations, and gauge community support on priorities.
• Work with Metro Transit to implement wayfinding signage to LRT
stations.
• Integrate Snelling Avenue recommendations into district council
10-year plan updates; use the planning activity to reach out to
diverse constituents in Snelling Avenue project area; and integrate
improvements into the district council’s CIB long-range schedule.
• Explore interim placemaking treatments as referred to in NACTO’s
urban pedestrian guide and implement if feasible. (Go to: http://nacto.
org/usdg/)
• Seek partners and funding to develop a tool to engage new community
members, especially high school students about the project. Include
models and a case study.
• Advocate for integrating Snelling into the St. Paul Bike Plan as a
connector between Marshall and Charles.
34
Snelling Avenue Pedestrian Demonstration Project:
Charles Avenue to Marshall Avenue
•
•
Adapt MnDOT’s Adopt-A-Highway program to keep Snelling clean and
trash free; the same program might take on snow removal. (MnDOT’s
Metro Area Coordinator, Vicki Kessler, 651-366-4350 | AAHDM.dot@
state.mn.us)
Enhance gardening activities already taking place in MnDOT Right
of Way (ROW); explore a joint community-MnDOT effort to reduce
negative behavior and improve the appearance of MnDOT ROW—the
appropriate division of MnDOT may have funding for this purpose;
Capitol Region Watershed District may be another partner with
resources to invest.
Position Recommendations for Future Implementation and
Strengthen Government-Community Relationships
• Work with MnDOT to develop a long-range strategy for pursuing
pedestrian bridges; include what the community can do to advance
the project through the system, and how the community can advocate
effectively for construction.
• Share approved recommendations with political leaders at all levels
of government; ask them to watch for opportunities to implement
recommendations not included in the current construction project; and
highlight the positive and collaborative working relationship that was
built through the Snelling pedestrian project.
• Frequently and consistently engage jurisdictions, i.e. MN DOT and the
City, on implementation of the Saint Paul Street Design Manual.
• Research the Corridors of Commerce program as a funding source
(http://www.dot.state.mn.us/
to
implement
recommendations.
corridorsofcommerce/index.html)
• Meet with Metro Transit TOD Office (TOD@metrotransit.org) to share
project information and recommendations and advocate for interim
improvements to the Snelling edge of the “Bus Barn” site to increase
a sense of safety and encourage walking to BRT and LRT stations.
Snelling Avenue Pedestrian Demonstration Project:
Charles Avenue to Marshall Avenue
35
Lessons Learned
Community Engagement
• Community engagement expanded upon the Dale Street demonstration
project approach of going to where community members are and
inviting them to talk about their concerns and ideas. Through this
process, over 300 people shaped and contributed to development of
the recommendations. In addition to increasing the number of voices,
this approach increased the diversity of voices participating in the
process.
• Community conversations in places where people area proved to be
effective ways to gather information.
• Engagement conversations became community building opportunities;
this dimension should be strengthened.
• Door knocking with steering committee members reached community
members who are usually underrepresented in district council activities
and similar planning processes and motivated these residents to
attend community conversations.
• Door knocking was an effective way of reaching persons with
disabilities and their families.
• Recruiting persons with disabilities to be on the steering committee and
to participate in the workshop was critical to deepening understanding
of the challenges and complexities of access.
• Recruiting steering committee members who were new to issues of
walkability and transportation (not already deeply engaged in district
council committees or activities) was effective in broadening the
community base, but missed opportunities to keep contributors to
past planning efforts informed and involved—collective knowledge
acquired through other projects is not leveraged.
• Consider touching base with institutions, such as Macalester College
and Hamline University, while being deliberate about this audience’s
perspective and expectations.
Accountability
• Engaging steering committee members through door knocking
provided more legitimacy and a deeper sense of connection to the
project for committee members.
• Understanding the demographics of the area within the project walkshed
was an important way to evaluate whether or not community outreach
and community representation in the workshop are appropriately
diverse.
• Presentation of community input at the beginning of the work was
effective; at least 90% of the community members’ comments were
discussed during the workshop.
36
Snelling Avenue Pedestrian Demonstration Project:
Charles Avenue to Marshall Avenue
Communications
• Ongoing communication with community members throughout the
process would keep the community abreast of progress and allow for
additional input; strategies might include an email list for workshop
participants and a “friends” of the project email list.
• Opening remarks at community conversations should include more
information about the project and the process—a written information
sheet would be helpful.
• Bringing general workshop recommendations and drawings of
proposed strategies to district council committee and boards worked
well. This action engaged even more community members and
formalized district council support for the recommendations.
Walkability Workshop Process
• Before the workshop process begins, meet with jurisdiction staff to
define their role and agree on mutual accountability, and establish
ways of working through why community-preferred best practices are
not deemed feasible by staff.
• A compact workshop process that included a monthly, sometimes bimonthly meeting schedule helped keep momentum up and interest
consistent. There was little need to include a recap of the previous
meeting on the agenda.
• Add a post-workshop steering committee meeting that focuses on
implementation strategies; this could even be a follow-up work session.
• Consider inviting watershed district staff to be on the steering committee
and to participate in the workshop.
• Add interim placemaking treatments that are included in the NACTO
urban pedestrian guide and implementation process.
• Bringing general workshop recommendations and drawings of
proposed strategies to district council committees and boards worked
well. Also, having a steering committee member from the respective
district council present the recommendations validated the authenticity
of the workshop process and conveyed confidence that credible
community members had vetted the recommendations.
Workshop Methods and Tools
• The workshop that took place during two-weeknight evenings allowed
workshop participants to consider the tour before co-planning the
street the next day.
• The workshop had representatives from target populations (i.e. wheel
chair users) at each night. Obtaining representation from children,
teenagers and people of a diverse of ethnicities was challenging.
• Coordination with government staff for interest in workshop
presentations is needed.
Snelling Avenue Pedestrian Demonstration Project:
Charles Avenue to Marshall Avenue
37
•
•
•
•
•
•
•
•
38
The study area incorporated over one-half mile (the distance between
two designated bikeways). It was challenging to complete entire
distance while discussing topics.
Focusing walkabout groups on one of the three main categories of the
St. Paul Street Design Manual—between the curb, behind the curb,
and intersections—was effective to focus conversation. Add target
demographics (wheel chair users, children, etc.) role playing.
Group visioning for a future mode share was successful in gaining
a group understanding, but challenging because of divergent goals
including street requirements (i.e. highway designation and truck
route) and community ideals.
The Bike, Walk & Roll Cards exercise was successful in engaging the
groups, but it was a challenge to cover both overall and site specific
strategies in the context of a conversation about big ideas. Stormwater
cards could be added.
The draft Walk, Bike, Roll & Cards were effective as a communication
tool but challenging in the following ways: there are a lot cards; some
icons could use more legibility; a system to know if the deck is complete;
better placement of the hole punch; more legible street design “goals”
– at bottom of front; add a back cover; a broader “Internet Resources”
section to include more resources.
After the groups reported out on their recommendations the group
identified major themes through discussion and scribing. Representing
the minor themes was challenging.
The group prioritized the major themes through dotmocracy using
two dots for each “likes” and “dislikes.” As results were tallied after
the workshop, focus by certain groups on the dotmocracy results was
challenging. The recommendations considered the dotmocracy results
and included the breadth of community engagement and workshop
output.
The hand-illustrated drawings provided a visual tool that communicated
to community members and public staff the technical strategies scaled
in context while suggesting further study, design, and engineering.
Snelling Avenue Pedestrian Demonstration Project:
Charles Avenue to Marshall Avenue
Appendix
A. Workshop Output
This appendix includes photographs of the maps and other selected
content produced by workshop participants on September 29-30, 2014.
The intent is not to provide a comprehensive copy of the workshop output.
Much of the content, such as walking tour observations, are already
incorporated into this report. Rather, this information is provided to show
the primary documents that serve as the basis for the material provided in
this report, and to illustrate the work that all of the project participants did
throughout the process.
Snelling Avenue Pedestrian Demonstration Project:
Charles Avenue to Marshall Avenue
39
Notes from community engagement and
outreach efforts.
40
Snelling Avenue Pedestrian Demonstration Project:
Charles Avenue to Marshall Avenue
Notes from walking tour
Observations from field walk
Functional balance exercise
Snelling Avenue Pedestrian Demonstration Project:
Charles Avenue to Marshall Avenue
41
Presentation of maps at workshop
42
Map from Table A
Snelling Avenue Pedestrian Demonstration Project:
Charles Avenue to Marshall Avenue
Votes from workshop
Map from Table B
Snelling Avenue Pedestrian Demonstration Project:
Charles Avenue to Marshall Avenue
43
Workshop participants
44
Map from Table C
Snelling Avenue Pedestrian Demonstration Project:
Charles Avenue to Marshall Avenue
B. District Councils’ Responses
Union Park District Council October 28, 2014 Land Use Committee
Meeting notes
UPDC/DCC Snelling Pedestrian Bus Barn Demonstration Project
Recommendations
A. Carol Swenson from the DCC led the project process
• Funding from Blue Cross/Blue Shield
• Tabitha DeRango and Julie Reiter, UPDC community outreach
• Priority is pedestrian safety; align with multimodal study
• 5 steering committee members from Union Park, 2 from Hamline
Midway
• Involved traffic engineers, businesses, residents
B. Brian Quarstad, workshop participant, presented key recommendations
• The mill and overlay project will include lantern lighting and
accessibility measures.
• Boulevards/buffers would help with the feeling of safety. MnDOT
has agreed to expand the sidewalks to incorporate boulevards on
the west side, north & south of I-94.
• Traffic calming measures to encourage motorists coming off
freeway to transition to neighborhood speeds.
• High visibility crosswalks, traffic signals with longer pedestrian
crossing times, stop lines before crosswalks.
• Green space, landscaping, pocket parks, trash cans
• Extend historical architectural feel of Selby north to I-94.
• Increase wayfinding at the Green Line—directions to eastbound
& westbound stations lacking on Snelling. Also want wayfinding to
neighborhoods from Green Line, including walking distance.
• Long term proposal – Pedestrian bridge over 94. One or two—
wide enough for bikes.
C. Discussion:
• Curt Fakler from MnDOT indicated that sidewalks will be widened
to 11 feet on bridge and wherever space allows. Overall he’s very
impressed with this group and the work they’ve done.
• The Greenway bicycle connection is not happening at this point.
• Concern about pocket parks and vagrants.
• Safety concern about large plants/trees obscuring vision. Eriks
Ludins indicated that plans for medians call for plantings no more
than 18 inches tall.
• Sight lines are critical. Do not encourage mid-block crossings.
• On the bridge, it would be nice to have a buffer between the
sidewalk and cars. Feels safer to pedestrian. But to add railing or
Snelling Avenue Pedestrian Demonstration Project:
Charles Avenue to Marshall Avenue
45
•
•
•
•
•
•
•
•
•
•
•
•
•
46
other protection between sidewalk and cars, would add to weight
of concrete. Not replacing the substructure, so can’t add weight.
To add railing, would need to take concrete back off somehow,
probably by narrowing sidewalk. It’s a choice between a wider
sidewalk or barrier protection.
Maintenance is an issue with grass or plantings in boulevards.
Easier to maintain trees in paved boulevards.
Pork chops will likely be maintained at I-94 exit/entrance ramps,
but perhaps modified to improve pedestrian safety.
There is no existing pork chop on SE corner, less traffic turning &
the bank creates some constraints with the geometrics.
MnDOT hasn’t gotten to considerations of signage yet.
Snow removal is a huge priority. The only place that the city
provides snow removal on sidewalks is downtown. Would need
an assessment to property owners for City to remove snow. Metro
Transit is supposed to remove snow at bus shelters.
City is trying to improve enforcement of property owners’
responsibility to remove snow. Outreach happens (mailing with
water bills). A notice could be added to snow emergency alert –
must remove snow within 24 hours.
Need to maintain a 6-foot ADA clear zone. Put signs in the buffer
zone.
Uneven spacing of obstructions forces people to remove snow by
hand.
Green space is nice, but might be lower on priorities given that the
bus barn site is planning redevelopment in future.
Two proposed parks on MnDOT property west of Snelling, many
people like the green space, others concerned about safety.
Pedestrian bike/ped bridge ideas—people love the idea.
Don’t prevent current walkability improvements if we are thinking
about having a ped/bike bridge in the future. MnDOT is looking at
current needs, not future possibilities, in planning this project.
If the bike route is not on Snelling, why put the bridge there? Put
it near the bike corridor instead. Current Aldine bridge is very bad,
especially for ADA. Remove Aldine and build bridge closer to
business area. People see cool bridges as a destination. Transit
hub, make it easy/desirable to walk on Snelling. Now people avoid
Snelling.
Snelling Avenue Pedestrian Demonstration Project:
Charles Avenue to Marshall Avenue
LUC & community members vote on priorities:
6
Ped Bridge
5
Aesthetics
4
Green Space
3
ADA & Ped
Safety
2
Improve I-94
Interchange
1
Boulevards
D.
Very Important
Moderately Important
13
0
13
3
8
7
5
9
0
14
6
6
Not Important or disagree
1
1
0
2
0
4
1) Boulevards between the street and sidewalk throughout project area
2) Interchange at Snelling and I-94: Improve pedestrian safety, traffic
calming to transition drivers from freeway to neighborhood mode, create
a neighborhood gateway
3) Increase pedestrian safety and ADA accessibility throughout project
area
4) Add more green space, landscaping and pocket parks
5) Add placemaking features: public art, wayfinding, bridge architecture
standards, etc.
6) Add one or two pedestrian/bicycle bridges over I-94
ACTION: Motion to support the recommendations of the Snelling Avenue
Pedestrian Demonstration Project by Rob Vanasek, second, Colleen
Beagan. Majority approved, 2 opposed.
Next, will bring to the UPDC Board for a vote on general approval of the
recommendations, with LUC priorities & comments added.
Union Park District Council
Notes from Board Meeting November 5, 2014
Snelling Avenue Pedestrian Demonstration Project Agenda Item
Discussion of primary recommendations
1. Add boulevards between the sidewalk and road to provide a buffer
between pedestrians and vehicles throughout the corridor
a. One member expressed concerns about planted medians, sight
lines, and trash north of bridge
b. Another member is concerned about maintenance of boulevards,
parks, etc. Marshall example of poor maintenance
c. A member suggested an “adopt a ______ program” for bus stop,
trunk highway
Snelling Avenue Pedestrian Demonstration Project:
Charles Avenue to Marshall Avenue
47
d. This could be similar to a social-media driven adopt-a-planter
project, like the one in Hamline-Midway
e. Lane width was addressed; MnDOT indicated that some 12 foot
wide lanes are going down to 11 feet. A board member indicated
that this supports greening, traffic calming, and referred to Cedar
Avenue improvements
f. There was support for bike access expressed.
g. One member opposes planted medians north of freeway; Two
others support
2. Improve safety at I-94 on/off ramps for pedestrians crossing Snelling,
Concordia & Saint Anthony
a. The off ramp westbound Saint Anthony is the biggest weave in
Twin Cities
b. Another member supports transition
3. Increase pedestrian safety and ADA/accessibility throughout the
corridor
a. A board member expressed a need for better lighting and sidewalks
b. Bumpouts on north Marshall would be great
4. Add more green spaces, landscaping & pocket parks
a. Support for a “gateway” feel, a transitions that says “neighborhoods”
b. An inquiry as to whether sidewalks could be widened for tables,
greening, placemaking
c. A key is to require setbacks via zoning to create opportunities in
future
5. Add aesthetic and wayfinding elements to improve the pedestrian
environment
6. Add one or two pedestrian/bicycle bridges over I-94
a. If bridges are built for bicycles, bike lanes need to extend
somewhere
b. Discussion of parallel routes to Snelling
c. Wayfinding is important
48
Snelling Avenue Pedestrian Demonstration Project:
Charles Avenue to Marshall Avenue
Hamline Midway Coalition January 12, 2014 Transportation Committee
Meeting notes
To: District Councils Collaborative
From: Hamline Midway Transportation Committee
This letter is in response to the request by the District Collaborative Council
(DCC) for the Hamline Midway Transportation Committee to comment on
the recently completed Snelling Pedestrian Project. Our committee met
on 1/12/2014 and reviewed the plan. In general, the committee was
supportive of the approach taken by the DCC to improve safety and the
environment for pedestrians on this major roadway. Snelling Avenue, in
it’s current design, has some significant problems from the perspective
of the pedestrian.
The committee reviewed and ranked the following
potential interventions on Snelling Avenue in descending order:
1. Pedestrian Safety at Interstate 94 Interchange – This was ranked high
by the committee.
2. ADA Access – This was ranked high by the committee
3. Boulevards – This was ranked medium by the committee
4. Greenspace – This was ranked medium by the committee.
5. Aesthetics – This was ranked medium by the committee
6. Pedestrian Bridge – This was ranked low by the committee.
Overall, the committee felt that it was important to first make Snelling safe,
then make it attractive. The pedestrian bridge was viewed as a very high
cost item with complex engineering to complete. It is also not clear how
this pedestrian bridge relates to the existing pedestrian bridge over 94 on
Aldine. The existing pedestrian bridge on Aldine has also already been
incorporated into the St. Paul bike plan.
Not mentioned in the report was stormwater management. The boulevard
tree trenches mentioned in the report represent significant opportunities
for stormwater management if curbs are constructed to allow stormwater
to access them.
It is recommended by the committee that all future
studies incorporate improvements in stormwater management in right of
way improvements.
Snelling Avenue Pedestrian Demonstration Project:
Charles Avenue to Marshall Avenue
49
Lastly, the committee would like to note that Snelling Avenue has been the
focus of numerous studies by a variety of groups and agencies.
While
these studies have helped to further the process of redesigning Snelling
Avenue, they are less effective if they remain in isolation and do not move
from the study process to actual construction documents by MNDOT.
Future studies thus need to reference previous studies, justify their process
and design decisions based on previous studies and propose how these
studies will be incorporated into future MNDOT plans. Without this, these
studies are simply exercises in design without means of implementation.
50
Snelling Avenue Pedestrian Demonstration Project:
Charles Avenue to Marshall Avenue
C. Preliminary Opinion of Probable Costs
The following pages provide a preliminary opinion of probable costs for
the project, supplemented with detailed information on how the design
team determined the figures. The figures provided are intended to provide
preliminary guidance; they are not final cost estimates, and are not
intended for use in determining final project costs. Dollar amounts are
based on best available information as of fall 2014.
Information about what it might cost to make different types of improvements
can be useful in many ways: understanding the scope of proposed
recommendations, setting priorities, preparing funding applications, or
starting a conversation about improvements with government staff. The
project Design Team in consultation with the Minnesota Department
of Transportation and the City of Saint Paul prepared three tables of
probable costs for project elements and a summary cost for all of the
recommendations in the table. There is one table each for the immediate,
short-, and long-term implementation time frames discussed in the report.
When using these tables it is important to remember that the costs listed
are estimates only. They are intended to provide preliminary guidance;
they are not final cost estimates, and are not intended for use in
determining final project costs. There can be considerable fluctuation in
price depending on a variety of factors, such as the cost and/or availability
of construction materials or the number of contractors competing for the
job. To accommodate for pricing variations, the tables have a low and high
cost for each project element and a low and high overall cost for each
implementation time frame. The overall totals for each time frame and the
grand total for all recommendations follow.
Overall for Time Frames and All Recommendations Probable Cost
Estimates
Low
High
Immediate total
$1,381,956
$1,538,051
Short Term total
$3,407,976
$7,361,354
Long Term total
$3,331,900 $6,908,330
GRAND TOTAL
$8,121,832 $15,807,735
Guide to reading the tables.
• Top row identifies the recommended pedestrian improvement or
design intervention.
• The second row indicates who would is most likely to be responsible
for or champion the improvement or intervention. MN = Minnesota
Department of Transportation, SP = City of Saint Paul, MT = Metro
Transit, RC = Ramsey County, DC = District Council, and RR =
Railroad.
Snelling Avenue Pedestrian Demonstration Project:
Charles Avenue to Marshall Avenue
51
•
•
•
•
•
•
52
The first column identifies the Snelling Avenue cross street where the
intervention is located. The streets are organized into three groups.
Each group corresponds with diagrams that illustrate and identify
recommended improvements.
After each street name is the number of intervention units for that
street. For example, in the Light Pole column, there may be a “4” for
the Sherburne Avenue row; that means a recommendation of 4 light
poles for the block between Sherburne and University Avenue, the
next street to the south of Sherburne. Note that some of the units are
lineal feet or square feet.
Following the subtotal of project elements by street, are the estimated
unit costs—low and high—for each element. These low and high
estimates are then summed for each unit and summed into an overall
estimated cost.
The Design Team also calculated the standard 10% fee for construction
administration and design and the standard 30% for a Contingency
Fund to handle unanticipated project expenses.
Table 1., which has estimates of recommendations to be included
in the 2015 Snelling Avenue construction project, includes subtotal
estimates for costs that MnDOT and the City of Saint Paul will bear
respectively. The other two tables do not include these subtotals
because agencies or governments have not committed to implementing
the recommendations.
For interventions that are included in more than one table, the
estimated per unit cost is shown in each table but the estimated cost
total is shown in only one table. This practice avoids including costs
more than once in the overall total of all the recommendations. Please
read notes in the individual tables that explain in which table the union
subtotal can be found.
Snelling Avenue Pedestrian Demonstration Project:
Charles Avenue to Marshall Avenue
Design Intervention Details
Crosswalk Markings
Continental crosswalk
ADA Curb Ramp
Curb ramp ($1,600) and truncated domes ($300)
Bump Out
Concrete sidewalk, excluding costs for purchasing
additional right-of-way
Ped Refuge
Median and Crossing Islands
Light pole
Light pole including footing and electrical
Yellow ped sign
Direct buried, sign and J channel post
New Trees
Species, Type and Quantity TBD ($275.00) including 2
year maintenance and replacement ($125.00)
Tree trenches
Silva Cell Technology $45.00 per lineal unit, 20 feet
each
Flashing beacon
Pedestrian (Activated) Hybrid Beacon System
Speed Sign
Sign with radar ($3,000); Wire in conduit and
connection to hand hold ($500); 3’ foot deep footing
and post ($600)
Extended Curb
Concrete curb and gutter
Sidewalk widening
Concrete sidewalk $5.00 per square foot (6 feet wide
for a 600 feet block)
Striped median
Continental crosswalk
Bike Crosswalk
Continental crosswalk
On-street parking
Striping
Public Art
Design and construction
Bushes, Bins and Benches
Bushes ($300 for 20 units, including 2 years of
maintenance); Bins (recycling and garbage include
concrete pad- $1,800); Benches, Do More Bench 58,
6 foot ($500)
Bus Stop Modification
Concrete pad including electrical
Snelling Avenue Pedestrian Demonstration Project:
Charles Avenue to Marshall Avenue
53
Quantities and Preliminary Opinion of Probable Cost - IMMEDIATE (within 2 years)
Who†
High
Visibility
Crosswalk
Markings
ADA Curb
Ramp
Leading
Pedestrian
Interval*
MN
MN
SP
Stop Line
Pedestrian
Flags
Long-Tail
Porkchop
Add
Boulevard
Add
Boulevard
Planting
Sidewalk
Snow/Ice
Removal
Alley or
Driveway
Crossing
Light Pole
MN
SP, DC
MN
MN, SP
MN, SP
SP, DC
MN, SP
SP
2
4
2
2
2
3
4
2
2
2
2
1
2
3
2
2
2
1
Design Intervention Quantities
Charles to Saint Anthony Segment
Charles
4
8
Sherburne
4
8
University
8
1
Spruce
Tree
4
8
3
2
2
2
1
Shields
3
6
1
2
2
2
4
Interchange Segment
Saint
Anthony
3
10
1
3
2
2
2
2
8
Concordia
3
8
1
2
1
2
2
3
5
Concordia to Marshall Segment
Carroll
4
8
4
2
2
2
Iglehart
4
8
4
2
2
2
1
4
3
Marshall
4
8
4
2
2
3
2
Quantity
Subtotal
33
80
3
28
4
3
20
20
22
5
34
Design Intervention Unit Cost
Per
Each
Each
Each
Each
Pack of 12
Each
Lineal foot
Lineal foot
sf
Each
Each
Low Unit
Price
$600.00
$1,900.00
$-
$100.00
$100.00
$8,500.00
$32.00
$4.00
$500.00
$500.00
$15,000.00
High Unit
Price
$600.00
$1,900.00
$-
$150.00
$250.00
$10,000.00
$60.00
$8.00
$1,000.00
$1,000.00
$15,000.00
$19,800.00
$152,000.00
$-
$2,800.00
$400.00
$25,500.00
$640.00
$80.00
$11,000.00
$2,500.00
$510,000.00
$19,800.00
$152,000.00
$-
$4,200.00
$1,000.00
$30,000.00
$1,200.00
$160.00
$22,000.00
$5,000.00
$510,000.00
Design Interventions Total
Low
Probable
Cost Total
High
Probable
Cost Total
*Cumulative cost bundled with other signal adjustments. See Signal Timing for 15 MPH.
† Organizations
54
MN
Minnesota Department of Transportation
SP
City of Saint Paul
DC
District Council
MT
Metro Transit
RC
Ramsey County
RR
Railroad
Snelling Avenue Pedestrian Demonstration Project:
Charles Avenue to Marshall Avenue
New Trees
Tree
Trench
SP
Add
median
Median
Planting
SP, DC
Ornamental
Railing
Recycling/
Trash bins
Neighborhood Entry
Signage
Speed
Sign
In-Road
Stop for
Peds
Signs
SP
SP, MT
SP, DC
MN
MN
9
9
1
5
5
1
4
4
1
Bike
Parking/
Lockers
Remove
Bench
MN
SP
SP
1
1
11
11
1
17
17
1
16
16
325
325
1
1
12
12
275
275
1
1
250
250
1
1000
Keep
Median
Open
for Left
Turns*
11
11
12
12
1
2
8
8
105
105
850
850
1000
10
2
2
2
1
1
1
Each
Each
Lineal foot
Lineal foot
Lineal foot
Each
Each
Each
Each
Each
Each
Each
$400.00
$400.00
$32.00
$4.28
$100.00
$1,500.00
$500.00
$4,100.00
$250.00
$-
$1,931.00
$214.00
$400.00
$400.00
$60.00
$8.00
$150.00
$2,500.00
$800.00
$4,100.00
$400.00
$-
$2,500.00
$300.00
$42,000.00
$42,000.00
$27,200.00
$3,638.00
$100,000.00
$15,000.00
$1,000.00
$8,200.00
$500.00
$-
$1,931.00
$214.00
$42,000.00
$42,000.00
$51,000.00
$6,800.00
$150,000.00
$25,000.00
$1,600.00
$8,200.00
$800.00
$-
$2,500.00
$300.00
1
1
1
1
Quantities and Preliminary Opinion of Probable Cost - IMMEDIATE
Low
Sub Total
High
$966,403
$1,075,560
10 % Construction Administration and Design
$96,640
$107,556
Adjusted Total
$1,063,043
$1,183,116
30% Contingency
$318,913
$354,935
GRAND TOTAL
$1,381,956
$1,538,051
MnDOT: General Mill and Overlay Project Total
$7,100,000
Saint Paul: Contributing Projects
$2,500,000
GRAND TOTAL
$9,600,000
Snelling Avenue Pedestrian Demonstration Project:
Charles Avenue to Marshall Avenue
55
Quantities and Preliminary Opinion of Probable Cost - SHORT TERM (3-5 years)
Who†
Bump
Out
Smaller
Curb
Radii
MN
MN
Pedestrian
Refuge**
Leading
Pedestrian
Interval*
Stop
Line**
Pedestrian
Flags (Refer
to immediate
costs)
SP
MN
SP, DC
Long-Tail
Porkchop**
Sidewalk
Snow/Ice
Removal
(Refer to
immediate
costs)
MN
SP, DC
Alley or
Driveway
Crossing
Ornamental
Railing
(Refer to
immediate
costs)
Pocket
Park
Seating
(Refer to
immediate
costs)
MN, SP
SP
MN, SP,
DC, MT
SP, DC,
RC
Design Intervention Quantities
Charles to Saint Anthony Segment
Charles
3
Sherburne
1
University
Spruce Tree
1
1
1
Shields
Interchange Segment
Saint
Anthony
1
Concordia
1
1
1
1
Concordia to Marshall Segment
Carroll
2
Iglehart
2
Marshall
4
Quantity
Subtotal
6
1
2
1
2
6
3
0
0
0
0
5
4
Design Intervention Unit Cost
Per
Each
Each
100 feet
Each
Each
Each
Each
SF
Each
Lineal foot
Each
Each
Low Unit
Price
$3,000
$3,000
$15,000
$0
$100
$100
$8,500.00
$500.00
$500
$100
$75,000
$700
High Unit
Price
$8,000
$8,000
$30,000
$0
$150
$250
$10,000.00
$1,000.00
$1,000
$150
$150,000
$2,000
Design Interventions Total
Low
Probable
Cost Total
High
Probable
Cost Total
$18,000
$3,000
$90,000
$0
$0
$0
$0
$0
$2,500
$0
$300,000
$0
$48,000
$8,000
$180,000
$0
$0
$0
$0
$0
$5,000
$0
$600,000
$0
*Cumulative cost bundled with other signal adjustments. See Signal Timing for 15 MPH.
** TBD based on MnDOT Mill & Overlay
† Organizations
56
MN
Minnesota Department of Transportation
SP
City of Saint Paul
DC
District Council
MT
Metro Transit
RC
Ramsey County
RR
Railroad
Snelling Avenue Pedestrian Demonstration Project:
Charles Avenue to Marshall Avenue
Public Art
Wayfinding
Signage
SP
SP, MT
Neighborhood
Interpretive
Entry
Panels
Signage
SP
SP, DC
Speed
Sign
In-Road
Stop for
Peds
Signs
MN
MN
Signal
Timing for
Road Diet 15 MPH
MN, SP
SP
1
Bike Parking/
Lockers
(Refer to
immediate
costs)
Greenway
Extension
with Ramp
One-way Alley
300x24
Multimodal
Transit
Center
SP
SP, DC, RR
SP
MN, SP
2
2
2
7
2
1
0
1
2
2
1
2
1
2
2
1
2
2
1
1
5
7
Each
Each
$50,000
1
2
1
0
2
2
2
20
0
1
1
1
Each
Each
Each
Each
Each
Each
Each
Each
Each
Each
$1,500
$3,000
$500.00
$4,100
$500.00
$30,000
$2,000
$1,931
$1,000,000
$150,000
$450,000
$50,000
$3,000
$5,000
$800.00
$4,100
$800.00
$75,000
$10,000
$2,500
$2,500,000
$300,000
$876,000
$250,000
$10,500
$0
$0
$8,200
$1,000
$60,000
$40,000
$0
$1,000,000
$150,000
$450,000
$250,000
$21,000
$0
$0
$8,200
$1,600
$150,000
$200,000
$0
$2,500,000
$300,000
$876,000
Quantities and Preliminary Opinion of Probable Cost - SHORT TERM
Low
Sub Total
10 % Construction Administration and Design
Adjusted Total
30% Contingency
GRAND TOTAL
Snelling Avenue Pedestrian Demonstration Project:
Charles Avenue to Marshall Avenue
$2,383,200
High
$5,147,800
$238,320
$514,780
$2,621,520
$5,662,580
$786,456
$1,698,774
$3,407,976
$7,361,354
57
Quantities and Preliminary Opinion of Probable Cost - LONG TERM (beyond 5 years)
Who†
Pedestrian
Refuge**
Leading
Pedestrian
Interval
(See short
term costs)
MN
SP
Shared
Lane
Markings
(Future
study
needed)
Pedestrian
Bridge
Pocket
Park (See
short term
costs)
Additional
Public Art
Signal
Timing for
15 MPH
(See short
term costs)
MN, SP,
DC
MN, SP,
DC, MT
SP
SP
MN
Design Intervention Quantities
Charles to Saint Anthony Segment
Charles
Sherburne
University
1
2
Spruce
Tree
Shields
Interchange Segment
Saint
Anthony
1
1
Concordia
1
Concordia to Marshall Segment
Carroll
Iglehart
Marshall
Quantity
Subtotal
1
0
1
1
0
5
Each
Each
Each
Each
Each
lf
Design Intervention Unit Cost
Per
100 feet
Low Unit
Price
$15,000
$250,000
$75,000
$50,000
$2,000
$6
High Unit
Price
$30,000
$450,000
$150,000
$50,000
$10,000
$12
Design Interventions Total
Low
Probable
Cost Total
$0
$0
$250,000
$0
$250,000
$0
$0
High
Probable
Cost Total
$0
$0
$450,000
$0
$250,000
$0
$0
*Cumulative cost bundled with other signal adjustments. See Signal Timing for 15 MPH.
** TBD based on MnDOT Mill & Overlay
† Organizations
58
MN
Minnesota Department of Transportation
SP
City of Saint Paul
DC
District Council
MT
Metro Transit
RC
Ramsey County
RR
Railroad
Snelling Avenue Pedestrian Demonstration Project:
Charles Avenue to Marshall Avenue
Greenway
Extension
with Ramp
One-way
Alley
300x24
(See short
term costs)
Add Bus
Shelter
Bus Stop
Modification
Multimodal
Transit
Center
Education
Site
Planning &
Rezoning.
SP, DC, RR
SP
MT
MN
MN, SP
MN, SP,
DC, MT
MN, SP,
DC
2
1
1
1
1
2
1
1
5
1
1
0
0
Each
Each
Each
Each
Each
Each
Each
$1,000,000
$150,000
$75,000
$5,000
$450,000
priceless
T.B.D
$2,500,000
$300,000
$150,000
$5,000
$876,000
priceless
T.B.D
$1,000,000
$0
$375,000
$5,000
$450,000
$0
$0
$2,500,000
$0
$750,000
$5,000
$876,000
$0
$0
Quantities and Preliminary Opinion of Probable Cost - LONG TERM
Sub Total
10 % Construction Administration and Design
Adjusted Total
30% Contingency
GRAND TOTAL
Low
High
$2,330,000
$4,831,000
$233,000
$483,100
$2,563,000
$5,314,100
$768,900
$1,594,230
$3,331,900
$6,908,330
Snelling Avenue Pedestrian Demonstration Project:
Charles Avenue to Marshall Avenue
59
[Page intentionally left blank]
60
Snelling Avenue Pedestrian Demonstration Project:
Charles Avenue to Marshall Avenue
District Councils Collaborative
of Saint Paul and Minneapolis
(651) 528-8165
http://dcc-stpaul-mpls.org/
Saint Paul Riverfront Corporation
25 W 6th St, Saint Paul, MN
(651) 293-6860
www.riverfrontcorporation.com