HomeMy WebLinkAbout2022/07/11 - ADMIN - Agenda Packets - City Council - Study Session
AGENDA
JULY 11, 2022
The St. Louis Park City Council is meeting in person at St. Louis Park City Hall, 5005 Minnetonka
Blvd. Members of the public can attend the meeting in person, watch by webstream at
bit.ly/watchslpcouncil, or watch on local cable (Comcast SD channel 17/HD channel 859).
Recordings are available to watch on the city’s YouTube channel at
https://www.youtube.com/user/slpcable, usually within 24 hours of the end of the council meeting
or study session.
6:30 p.m. SPECIAL CITY COUNCIL MEETING – council chambers
1. Call to order
a. Pledge of allegiance
b. Roll call
2. Presentations - None
3. Approval of minute - None
4. Approval of agenda and items on consent calendar
a. Adopt resolution appointing elections workers for the August 9, 2022, state primary election
and school district (ISD No. 283) special election.
5. Boards and commissions – None
6. Public hearings – None
7. Requests, petitions, and communications from the public – None
8. Resolutions, ordinances, motions and discussion items – None
9. Communications – None
Immediately following the special city council meeting
STUDY SESSION – council chambers
Discussion item
1. Connected infrastructure system introduction
2. Sidewalk maintenance
3. Bollard protected bikeways
4. Minnesota state law allowing purchase of food and beverages with hemp-derived THC
Written reports
5. Proposed purchase agreement for 4300 36th ½ Street
The agenda is posted on Fridays on the official city bulletin board in the lobby of city hall and on the text display on
civic TV cable channel 17. The agenda and full packet are available after noon on Friday on the city’s website.
If you need special accommodations or have questions about the meeting, please call 952.924.2505.
Meeting: Special city council
Meeting date: July 11, 2022
Consent agenda item: 4a
Executive summary
Title: Resolution appointing election workers for the 2022 state primary and school district
special election
Recommended action: Motion to adopt resolution appointing election workers for the August
9, 2022, state primary election and school district (ISD No. 283) special election.
Policy consideration: None – the city council is required to formally appoint election workers
under Minnesota election law and the St. Louis Park Home Rule Charter.
Summary: MN Statute 204B.21, Subd. 2 and St. Louis Park Home Rule Charter section 4.03
provide that election workers for precincts shall be appointed by the governing body of the
municipality at least 25 days before the election at which the workers will serve. Election
workers are assigned to precincts based on availability, statutory party balance requirements,
and the number required for each location to adequately serve voters. Some election workers
are assigned to full day shifts while others opt to work half-day shifts. Election workers are
required to declare a party affiliation with one of Minnesota’s four major political parties or
declare that they will serve without affiliation. Those who serve without affiliation to a major
political party are exempt from performing certain tasks at the polling place that are required
by law to be performed by workers of differing major political parties. The resolution identifies
individuals assigned to work at a polling place on August 9, 2022, as well as individuals who
serve on the city’s absentee ballot board. All workers are required to complete at least two
hours of training under state law. In St. Louis Park, many election workers attend multiple
training sessions (total 4-6 hours of training) because they serve in a leadership or other
specialized role on Election Day, or they assist with other elections activities such as early
(absentee) voting or health care facility voting.
We are fortunate to have a very dedicated group of people who are ready to work and
committed to providing this vital service to the community.
Financial or budget considerations: The 2022 budget includes the funds required to hire and
train election workers
Strategic priority consideration: St. Louis Park is committed to creating opportunities to build
social capital through community engagement.
Supporting documents: Resolution, Exhibit A
Prepared by: Melissa Kennedy, city clerk
Approved by: Cindy Walsh, deputy city manager
Special city council meeting of July 11, 2022 (Item No. 4a) Page 2
Title: Resolution appointing election workers for the 2022 state primary and school district special election
Resolution No. 22-___
Resolution appointing election workers for the 2022 state primary and school
district (ISD No. 283) special election
Whereas, the state primary and school district special election will be held on August 9,
2022, at the following precinct locations:
•Ward 1 Precinct 1 – Beth El Synagogue, 5225 Barry St. W.
•Ward 1 Precinct 2 – Wat Thai of Minnesota, 2544 Hwy. 100 S.
•Ward 1 Precinct 3 – St. Louis Park City Hall, 5005 Minnetonka Blvd.
•Ward 2 Precinct 4 – St. Louis Park Recreation Center, 3700 Monterey Dr.
•Ward 2 Precinct 5 – Vista Lutheran Church, 4003 Wooddale Ave. S.
•Ward 2 Precinct 6 – St. Louis Park Municipal Service Center, 7305 Oxford St.
•Ward 3 Precinct 7 – St. Louis Park Senior High School, 6425 33rd St. W.
•Ward 3 Precinct 8 – Aquila Elementary School, 8500 31st St. W.
•Ward 3 Precinct 9 – Lenox Community Center, 6715 Minnetonka Blvd.
•Ward 4 Precinct 10 – St. Louis Park Middle School, 2025 Texas Ave. S.
•Ward 4 Precinct 11 – Park Harbor Church, 1615 Texas Ave. S.
•Ward 4 Precinct 12 – Westwood Lutheran Church, 9001 Cedar Lake Road
Whereas, as authorized by Minnesota Statute 204B.21, Subd. 2 and St. Louis Park Home
Rule Charter section 4.03, election workers for precincts shall be appointed by the governing
body of the municipality no later than 25 days before each election; and
Now therefore be it resolved by the St. Louis Park City Council that the individuals named
in Exhibit A and on file in the office of the city clerk are hereby appointed to serve as election
workers, absentee ballot board members, or alternate workers for the 2022 state primary and
school district (ISD No. 283) special election; and
It is further resolved that as authorized under Minnesota Statute 204B.21, Subd. 2, the St.
Louis Park City Council also appoints all members appointed to the Hennepin County absentee
ballot board, under the direction of the Hennepin County Elections Manager, to serve as
members of the St. Louis Park absentee ballot board; and
Be it further resolved that the city clerk is authorized to make any substitutions or
additions as deemed necessary.
Reviewed for administration: Adopted by the city council July 11, 2022
Cindy Walsh, deputy city manager Jake Spano, mayor
Attest:
Melissa Kennedy, city clerk
St. Louis Park W-1, P-1 St. Louis Park W-1, P-2 St. Louis Park W-1, P-3
Kelly Priadka Margaret Marek Jeff Huebner
Mark Schwartz Brent Cook Mary Maynard
Kim Curran-Moore Jane Ahrens Richard Erickson
Trina Levin Ross Penna Todd Hendrickson
Jarred Paquin David Rotert Ann Olson
Marvin Mohr Melissa Brunia Engels Carolyne Turk
Barbara Resnick Cynthia Jones-Klausing Gerald Gunderson
Theresa Ruttger Anne Kertes Kelly Munoz Hernandez
Barbara Wilensky Heidi Hogg
Michele Hu Becky Hart
Laurie Penning
Jeff Spain
St. Louis Park W-2, P-4 St. Louis Park W-2, P-5 St. Louis Park W-2, P-6
Debra Wuebker Loren Botner David Larson
Roger Ruth Henry Solmer Christine Johnson
Paula Engelking Amelia Merfeld Kathy Gremillion
Stuart Hanson Steve Nachtwey Kyle Hakala
Ellen Lewin Dorothy Rand Wesley Hanson
William Obert Joy Showalter Kellie Hultgren
Irwin Schreiner David Bierer Jeanne Stevens
Theresa Welcher Mark Ennenga Jeffrey Gershone
Gina Forneris David Richards Heather Mainella
William Scheig Molly Shepherd Jeffrey Sibert
Karl Olson Amy McCutcheon Ernest Tursich
Sylvia Wilson
St. Louis Park W-3, P-7 St. Louis Park W-3, P-8 St. Louis Park W-3, P-9
Casey Merkwan Julie Manuel Kay Drache
Judy Shapiro Jim Engelking Phillip Erwin
Steven Erickson Marguerite Krause Kathy Grose
Lonni Ranallo Joseph Miatech Jessica Knighton
Janet Benson Karen Tepley Karne Nelson-Zilka
Robert Estes Beatrice Benda Cleo Wedge
Martha Sanville Susanne Mattison Jason Biatek
Therese Sias Ishpreet Kohli Carroll Howland
Erin Koster Terry Ruane
Patricia Yannie Linda Thompson
Kelly McCashin
Special city council meeting of July 11, 2022 (Item No. 4a)
Title: Resolution appointing election workers for the 2022 state primary and school district special election Page 3
Exhibit A
St. Louis Park W-4, P-10 St. Louis Park W-4, P-11 St. Louis Park W-4, P-12
Amanda Scott-Lerdal Lawrence Grose Kathy Metzker
Anna Luckow Mary (Gina) Soucheray Gary Berkovitz
Sharon Fuller Jim Brimeyer Patricia Campbell
Meredith Paul Lyn Culbert Rozlyn Tousignant
LeAnn Sawatzky Chaiya Isenberg Rande Garnett
Julie Weaver Barb Person Mary Gosselin
Wade Church Mary Kaye Conery Jamie McReynolds
Barb Osfar Mary Kay Conway Mary Obert
Carol Sandberg Sheila Desnick Nicki Pretzer
Gena Howard Laura Jensen Elaine Savick
Muhyadin Ali
St. Louis Park Absentee Ballot Board Members
Mary Hendrix
Joan Hjelmeland
Ann Olson
Barb Ruhl
Mary Wickersham
Special city council meeting of July 11, 2022 (Item No. 4a)
Title: Resolution appointing election workers for the 2022 state primary and school district special election Page 4
Meeting: Study session
Meeting date: July 11, 2022
Discussion item: 1
Executive summary
Title: Connected infrastructure system introduction
Recommended action: None. The purpose of this report is to provide an overview and
framework of the planned discussions in the study sessions included in the connected
infrastructure system.
Policy consideration: Throughout the discussions in this system, the council will be asked
specific policy questions relating to the topic discussed. Additionally, during these discussions
staff would like council to reflect on the following questions (not to be answered at this study
session):
Do the current connected infrastructure policies meet the desired goal/outcome to continue to
provide a variety of options for people to make their way around the city comfortably, safely
and reliably?
Summary: Over the coming weeks, a series of discussions will be held and information provided
regarding the Vision 3.0 strategic priority of connected infrastructure. Some of these are
council-directed and others are staff initiated. This report serves as grounding for all the
discussions and includes a broad overview of past activity, frameworks used when considering
connected infrastructure, and current programming and events.
The foundation for staff to develop connected infrastructure projects and implement programs
is the plans and policies approved by city council. To kick off the discussion of this system, staff
is providing council with an overview of our connected infrastructure capital improvement
planning and a summary of the guiding documents for reference.
Financial or budget considerations: Funds are budgeted in the CIP for connected infrastructure
projects. Should the council desire a change in work surrounding connected infrastructure,
additional resources may be required.
Strategic priority consideration: St. Louis Park is committed to providing a variety of options for
people to make their way around the city comfortably, safely and reliably.
Supporting documents: Discussion, Assessment policy, Living streets policy, Comprehensive
plan 2040 Chapter 6, Ownership and replacement of private improvements in public right of
way policy, Complete Streets resolution, Policy concerning requests for traffic controls, "What's
under my street?" graphic
Prepared by: Debra Heiser, engineering director
Reviewed by: Jack Sullivan, engineering project manager
Mark Hanson, public works director
Approved by: Cindy Walsh, deputy city manager
Study session meeting of July 11, 2022 (Item No. 1) Page 2
Title: Connected infrastructure system introduction
Discussion
Background: The building boom in St. Louis Park followed World War II. The 1940 census
showed that 7,737 persons lived in the city. By 1960, the population was 43,310. Sixty percent
of homes were built in a single burst of construction from the late 1940s to the early 1950s. As
a result, most of the infrastructure in St. Louis Park was constructed before 1960.
As shown on the "What's under my street?" graphic (attachment), much of the public
infrastructure that the city is responsible for is underground. Since repair and replacement of
this underground infrastructure usually requires that the street be dug up, the most cost-
effective time to replace the underground utilities is when the streets are replaced. This is also
true for the new construction and replacement of above-ground improvements, such as
sidewalks and bikeways. Completing the construction of new infrastructure and the
replacement of existing infrastructure at the same time the street is replaced provides greater
flexibility in design, reduces the inconvenience to the public, and provides the city with
economies of scale for construction. In light of this, when possible, our connected
infrastructure planning is driven by pavement condition. By doing this, the city maximizes it’s
investment by not digging up streets until they have reached the end of their useful life.
Infrastructure serves all of us
We're all reliant on high-quality infrastructure - whether we're pedestrians, bicyclists, transit
riders, or in personal vehicles. The city's connected infrastructure includes sidewalks, bikeways,
streets, alleys, and underground utilities. Infrastructure is directly linked to the economic
development and growth of a city. It acts as a catalyst, providing people with connections to
basic needs such as emergency response, health care, education, food resources,
transportation, safety, job opportunities and more. Infrastructure provides direct positive
impacts, including higher efficiency, increased safety, decreased environmental impact, and
more effective delivery of public goods and services.
Most people don't typically think about infrastructure unless it is in bad condition, damaged, or
not working. Many of our roads and alleys are used by bicyclists, pedestrians, and rollers (e.g.,
scooters), in addition to vehicles. These users are more sensitive to cracks, potholes and bad
drainage than vehicles. Transit, solid waste, and emergency services also rely on our system to
serve our community. As a result, maintaining our roads and alleys in good condition provides
an important community benefit beyond that of single-occupancy vehicles.
Infrastructure condition
Proactively planning for the replacement of infrastructure is essential for our city to thrive and
grow. To support this, the city has a Capital Improvement Plan (CIP) that describes the capital
improvements and expenditures planned in the City of St. Louis Park over the next 10 years. It is
a statement of the city's policies and financial ability to manage infrastructure investment in the
community.
Engineering oversees the CIP for construction, maintenance, and replacement of public
infrastructure, including bridges, bikeways, sidewalks, streets, alleys, sanitary sewer, storm
sewer, watermain, and signal systems. The CIP is reviewed and revised annually with input from
public works staff. To plan for the future and coordinate work with other government
jurisdictions, the city identifies the years when improvements will be initiated and what funding
sources will be used to pay for them. The updated proposed CIP is presented to the city council
Study session meeting of July 11, 2022 (Item No. 1) Page 3
Title: Connected infrastructure system introduction
as part of the annual budget development process. A final CIP for the following year is adopted
along with the annual budget in December.
Streets
The city is responsible for almost 150 miles of streets (148.90 miles); of that, 115.76 are local
streets and 33.14 are municipal state aid (MSA) streets. The majority of streets in St. Louis Park
were reconstructed between the mid-1960s and early-1980s. There are many variables (e.g.,
weather, traffic, drainage, soils, utility cuts) that contribute to how well, or poorly, any
particular stretch of pavement ages. The city's streets are well-built, situated on good soils, and
utilize curb and gutter for drainage. However, as streets age, proactive maintenance strategies
are needed to prolong their life. Proactive maintenance is used to extend the life of the city’s
streets, delaying the need for full reconstruction. In general, our local streets can last up to 50
years without complete reconstruction with a proactive maintenance program of asphalt
overlays and curb repairs. Without proactive maintenance, it can cut the life cycle in half and
create ongoing costs for maintenance such as pothole patching. For reference, the cost to
reconstruct a street is 4 to 5 times the cost to do an overlay.
Local streets and alleys
In 2004, to ensure that our streets continue to serve the community, the city council approved
the pavement management program for local residential streets. The program's basic elements
consist of:
• Evaluating and rating the street segments in a consistent and objective manner
• Identifying segments in need of maintenance or rehabilitation
• Applying the appropriate maintenance strategies at the appropriate times
• Establishing a dedicated source of funding for the program
• Implementing the identified projects on an 8-year/area cycle
In order to evaluate the condition of street segments, the industry uses an Overall Condition
Index (OCI). The OCI is a methodology used to evaluate and rate pavements on a range of 100
(newly surfaced pavement) to 0 (failed pavement). When the pavement management program
was developed and then implemented in 2004, the council established a goal of maintaining a
street network with an overall condition index (OCI) of no less than 70, which is consistent with
most other jurisdictions and is industry standard. This goal then drives the capital planning and
revenue needs identified in our CIP. Our current average OCI is 61.2.
The pavement management program breaks the city into 8 pavement management areas. Each
area has about 15 miles of local streets. These areas are used to structure the 10-year CIP. The
primary funding source for street rehabilitation is franchise fees. Annually, the CIP includes the
following projects on local streets:
• Pavement rehabilitation: Each year, we have a pavement management project in one
pavement management area. An average of 4 miles are selected to be rehabilitated.
Rehabilitation includes full-depth pavement replacement on the street. The curb is
inspected for damage and proper drainage, any damaged or settled sections will be
replaced as a part of the project. In addition, sidewalk, watermain, sanitary sewer, and
storm sewer along these street segments are also reviewed. Replacement and upgrades
will be included in the project if the condition warrants it.
Study session meeting of July 11, 2022 (Item No. 1) Page 4
Title: Connected infrastructure system introduction
In general, pavements with an OCI of 50 or less are selected for rehabilitation. If there
are more than 4 miles of streets with a rating under 50, there will not be enough
available funding. When that happens, street segments with ratings closer to 50 are
held over for the next time we are in that pavement management area in 8 years.
In addition to the needed street and utility work, staff incorporates Living Streets policy
considerations as a part of our transportation projects. Consistent with this policy, staff
will review the sidewalk/bikeway network, stormwater runoff, traffic management, and
street trees.
• Mill and overlay: Two years after a pavement rehabilitation project, the city comes
through the area again to complete mill and overlay work. This maintenance strategy
removes and replaces 1.5 inches of pavement and helps extend the useful life of streets
by 15 to 20 years, putting off the need to rehabilitate. This technique is about a quarter
of the cost of rehabilitation.
In general, pavements with an OCI of 50 to 70 are selected for mill and overlay. An
average of 2.5 miles of the approximate 15 miles of street segments in the project area
are selected for this maintenance technique. This is a focused project and does not
include curb and gutter, sidewalk, or utilities work. Due to this, if the watermain has
been identified for replacement, the street segment will not be a candidate for mill and
overlay.
• Concrete repairs: There are repairs to concrete curb and sidewalks that do not coincide
with the street segments included in the pavement rehabilitation project. To keep
ahead of these repairs, we have an annual contract to replace concrete. This happens in
each area the year after the pavement rehabilitation project. Specific locations for
repair are identified through inspection and from resident complaints. The amount of
work completed is limited to available funding. If budget allows, we will also do repairs
in other areas of the city.
o Curb and gutter repair: We will do spot curb replacement outside of a street
project if the curb does not drain and can be repaired without removing
pavement or if there is a crack that is greater than 1/2 inch wide.
o Sidewalk panel replacement: An inventory of sidewalks in the area is completed
to identify trip hazards, cracks, and ADA compliance. Individual sidewalk panels
with deficiencies will be removed and replaced as a part of this contract.
In 2016, the city council approved an updated assessment policy that extended the pavement
management program funding to include unimproved streets, local commercial/industrial
streets, and alleys. These are incorporated into the CIP as follows:
• Streets without curb and gutter are considered unimproved. They are reconstructed the
next time that a pavement management area is scheduled for pavement rehabilitation
work.
• Local commercial/ industrial streets are being rehabilitated in one of two ways
depending on location and proximity to other work. Some streets are being included in
the annual pavement management project (i.e., Florida Avenue and 23rd Street are
included in the 2023 PMP). Other streets, such as those in the Historic Walker-Lake
district, are being addressed as standalone transportation projects.
• The city council approved a 10-year plan to reconstruct the 5 miles of bituminous and
gravel alleys throughout the city. 2022 is our fifth year of this plan.
Study session meeting of July 11, 2022 (Item No. 1) Page 5
Title: Connected infrastructure system introduction
Municipal State Aid streets
In addition to our pavement management program for local streets, the city also plans for the
rehabilitation of Municipal State Aid (MSA) roads in the CIP.
Like our local road CIP, the pavement condition drives the MSA project CIP. When the street's
pavement condition is such that it requires replacement, it is scheduled for rehabilitation.
Street rehabilitation work consists of removing and replacing all or a portion of the existing
bituminous pavement and replacing the concrete curb and gutter as needed. Other work
includes signals, streetlights, sanitary sewer, storm sewer and watermain repairs. In addition to
the needed street and utility work, staff incorporates Living Streets policy considerations as a
part of these transportation projects. Consistent with this policy, staff will review the
sidewalk/bikeway network, stormwater runoff, traffic management, and street trees.
St. Louis Park can designate up to 33.14 miles of street as MSA. For a segment to be designated
as MSA, it must terminate with another state aid street, a state highway, or a county road. Due
to these connections, they carry a higher volume of traffic than our local streets. Streets on the
MSA system are eligible to use state gas tax dollars for construction. The city receives an annual
allocation of about $1.5 million. This funding does not meet the long-term needs for pavement
replacement on our system. Our 10-year CIP has $23 million in state-aid eligible projects, with
an additional $30 million not programmed due to funding gaps. General obligation bonds are
used to make up the funding gap in the 10-year CIP.
Underground utilities
As shown on the attached "What's under my street?" graphic, much of the public infrastructure
that the city is responsible for is underground. The following is some information on the city’s
sanitary sewer, storm sewer, and watermain infrastructure:
• Sanitary sewer – There are almost 140 miles of sanitary sewer (136.66 miles) in the city.
In addition, there are 3,085 access points (i.e., manholes). The majority of the system
was installed before 1970 and is made of clay. Clay pipes can last as long as 150 years,
depending on soils, installation, and other site conditions.
• Storm sewer –The city has a little over 100 miles of storm sewer (101.68 miles), 2,537
access points (i.e., manholes), 4,139 catch basins, and 437 discharge points. In addition,
there are 138 Best management practices (BMPs) and 112 basins that provide
stormwater treatment and flood storage. The majority of the pipe network was installed
in the 1960s and 1970s. The storm sewer pipe is concrete, which can last 100-150 years
if maintained properly.
• Watermain – The city is responsible for almost 160 miles of watermain (159.06 miles),
1508 hydrants, and 4,228 gate valves. The pipes are made of cast-iron and 75% of the
system was installed over 50 years ago. In general, cast iron pipe will last 100+ years,
depending on soils, installation, and other site conditions.
To identify what underground utilities are scheduled for replacement in our CIP, we use the
following methods:
Study session meeting of July 11, 2022 (Item No. 1) Page 6
Title: Connected infrastructure system introduction
• Sanitary sewer – has access points (i.e., manholes) that we use to routinely televise and
clean the underground pipes. When we find a problem with the pipe or access point, it
will be scheduled for repair. Urgent repairs that would impact flow, are repaired by
Public Works when they are found. Other repairs are done with the annual pavement
rehabilitation project or as a part of a sewer lining project.
• Storm sewer – has access points (i.e., manholes) and catch basins that we routinely
inspect. When we find a problem with the pipe, catch basin, or access point, it will be
scheduled for repair. Urgent repairs that would impact flow, are repaired when they are
found by public works. Other repairs are done with the annual pavement rehabilitation
project or as a standalone project. The BMPs and basins are inspected annually and
maintenance is scheduled in the CIP as needed.
• Watermain – does not have access to the surface since it is a pressurized system. Due to
this, industry standard for replacement planning depends on a review of the pipe's age,
material, existing soils and history of breaks on each street segment scheduled for
pavement rehabilitation. We also do annual leak detection. Leaks that are detected will
be repaired when they are found.
Utility replacement, repair and maintenance are paid for using our sanitary sewer, storm sewer,
and water utility enterprise funds. The source of the utility funds is the utility rates paid by
property owners.
Guiding documents: Attached are several existing city policies and plans that are used in
developing connected infrastructure projects, responding to requests from the public, and
identifying funding needs. A summary of these policies and plans, along with when they were
approved, is below:
1. Assessment policy – March 2022
In late 2019, the city council indicated that they would like to revisit the section of the
policy regarding municipal parking lots. This was scheduled to happen in 2020; however,
due to COVID, this discussion did not occur. This topic will be discussed on Aug. 8, 2022, as
part of this series of study session discussions.
2. Living streets policy – August 2019
This policy guides how the scope of our transportation projects is developed. It is not meant
to be a prescriptive "one size fits all" policy covering every contingency. Instead, it
establishes principles that will be applied to each project as it goes through the planning
and design process. Engineering uses the principles to develop the project scope and the
recommended design to the city council. Ultimately the final decision on all items
incorporated into a transportation project is made by the city council.
Staff has reviewed the policy and does not have suggested updates.
3. Comprehensive plan 2040 - Chapter 6 Mobility – 2018
The Mobility chapter of the comprehensive plan includes a number of system goals and
strategies that are our connected infrastructure strategic priority.
The comprehensive plan is updated every 10 years; the next update is scheduled for 2028.
4. Complete streets – June 2017
The city council approved a resolution that formalized the city's ongoing support to utilize
complete streets principles in transportation planning and community design.
Study session meeting of July 11, 2022 (Item No. 1) Page 7
Title: Connected infrastructure system introduction
The approval of the Living streets policy built on this resolution to create additional
guidance for connected infrastructure. Staff does not have suggested updates.
5. Ownership and replacement of private improvements in public right of way - January 2014
As a part of the Connect the Park implementation plan, the council directed staff to create a
policy that would clarify the ownership of private improvements in public right of way. This
policy provides clarity to the council, staff and adjacent property owners as the city
undertakes maintenance, construction and storm cleanup operations in the public right of
way.
Staff recommends that the boulevard tree removal and replacement section of this policy
be updated, so it is consistent with the living streets policy. These modifications are shown
in the attached document.
6. Connect the Park – June 2013
Connect the Park is the city's implementation plan to create more bikeways, sidewalks and
trails throughout the community. The specific locations of the individual segments in the
plan were identified by a citizen advisory committee as a part of the Active Living Sidewalk
and Trail Plan. The Connect the Park plan was finalized with community input through a
process that took several years. The city council approved the plan in 2013, and
construction began in 2015. The plan segments in the right of way are constructed in
conjunction with pavement rehabilitation projects when possible. This is done to minimize
inconvenience to the public, maximize flexibility in design, and for economies of scale. If
there is not a pavement rehabilitation project in the CIP for a segment included in the
Connect the Park, it is programmed as a standalone project. General obligation bonds are
used to pay for this new infrastructure.
7. Policy concerning requests for traffic controls – March 1999
The purpose of the traffic control policy is to provide a consistent response and process for
traffic control requests. A consistent application of this policy serves both the residents and
the motorists within our community. A report regarding this policy will be shared with
council on Aug. 22, 2022, along with a recommendation for future review of the policy to
promote a more systematic approach and equitable outcomes.
Present considerations: The topics listed below are scheduled to be brought before council
over the coming months. They all center on connected infrastructure policy and offer
opportunities to consider how connected infrastructure is planned for, constructed and
maintained in the city. These topics will examine current programs and offer opportunities,
identified by both council and staff, for expansion or adjustment where applicable. Absent any
policy changes, city staff will continue to develop connected infrastructure programs and
projects at the level it exists today.
Next steps: Throughout the discussions in this system, council will be asked to provide policy
direction that will shape the connected infrastructure strategy in the city. The dates outlined
below are tentative and dependent on discussion outcomes from prior study sessions.
Study session meeting of July 11, 2022 (Item No. 1) Page 8
Title: Connected infrastructure system introduction
Connected infrastructure system schedule
Topic Date Description
Introduction to connected
infrastructure
7/11/22 Provide a high-level overview and current
conditions.
Sidewalk maintenance 7/11/22 Discussion of the sidewalk system adjacent to
multi-family housing and snow removal.
Bollard protected bikeways 7/11/22 Follow-up discussion regarding the Dakota
bikeway pilot program report from 4/11/22.
Connect the park topics 7/25/22 Report to cover Connect the Park topics,
including Feasibility reports, data collection,
wayfinding, and website updates.
TH100 Bicycle/ pedestrian
bridge feasibility report
7/25/22 Report to share preliminary options and costs
for the last bridge in the Connect the Park plan.
Sidewalk policy 8/8/22 Discussion related to creating a sidewalk policy
to identify locations for construction of new
sidewalk.
Public parking 8/8/22 Discussion of public parking, both on-street and
municipal parking lots.
City-wide crash analysis 8/22/22 Report to share the city-wide crash analysis
completed in 2019/ 2020.
Traffic control policy 8/22/22 Report covering the city's existing traffic control
policy and staff activity.
Connected infrastructure
system wrap-up
9/12/22
Assessment Policy
Amended March 7, 2022
I.Introduction
A special assessment is a levy on a property for a particular improvement that benefits the
owner(s) of the property. The authority is provided to cities through MN Statutes §, Chapter
429.Special assessments assign cost of the improvement to those receiving a direct benefit
from the improvement.
Assessment amounts are based upon the total cost of the particular improvement and are
allocated by the Council as guided by this policy. The amount assessed against any particular
parcel shall not be greater than the increase in the market value of the property due to the
improvement.
The City Council has the authority to deviate from this policy as deemed appropriate by the
Council or when the law requires such a deviation. When the City deviates from the policies
identified in this document, it will identify the reasons for the deviation in the feasibility report
or at the public hearings associated with the public improvement.
This policy does not supersede or replace assessment references in the City Code.
II.Improvements to be Assessed
A.Municipal Parking Lots
The city owns and operates municipal parking lots that are not adjacent to City buildings. The
primary uses for these lots is for transit park and ride or private property parking.
1.Costs to be Assessed
a.Reconstruction or Rehabilitation
When the condition of the parking lot requires reconstruction or rehabilitation,
the total project cost may be levied as a special assessment to benefitting
properties in accordance with this policy. The assessment will be levied on a
project specific basis.
b.Maintenance Costs
Annual, seasonal, and preventative maintenance are performed by the City.
The total cost may be assessed to benefitting properties on an annual basis.
2.Benefitting Properties
The following information will be used to determine the benefitting properties
and the number of stalls to assign to each benefitting property for the
assessment rate:
a.A parking study will be completed to determine the parking lot users.
Benefitting properties are ones that have customers or employees that are
using the lot.
b.A land use review of surrounding properties will be done to determine parking
ratios required by City Code and prior approvals. This is done to determine if
the properties have adequate private parking. If a property does not have
adequate private parking or if parking spaces in the lot were counted to meet
their parking ratios, they will be considered a benefitting property.
3.Assessment Rate
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The assessment rate shall be per parking stall. To calculate this rate, the total
cost will be divided by the number of stalls in the parking lot. Each benefitting
property will be assigned a number of stalls within the parking lot.
This rate will be applicable to all reconstruction or rehabilitation projects and annual
maintenance costs.
The stall assignment is for assessment purposes only. The parking stalls are not for
exclusive use of the properties assessed.
B. Fire Sprinkler Systems
Property owners may petition the city to assess the costs install a fire sprinkler system in an
existing building. To be considered under this policy, the proposed work shall result in the
sprinkling of the entire building in compliance with the applicable City ordinance and state laws.
Petitions will be responded to by the Fire Department.
1. Petition
The petition must meet the requirements of MS Chapter 429, as they apply to fire
sprinkler systems. The petition, can be in the form of a letter or email, and shall include
the following items:
a. Fire sprinkler plans and specifications.
b. A cost estimate from three (3) qualified companies (licensed by the State of
Minnesota as a fire sprinkler contractor).
c. A written statement that the owner(s) shall be responsible for contracting for
the actual installation and proper operation of the fire sprinkler system.
d. Signatures of all property owners.
The petitioner(s) must waive all rights to the public hearing and any appeal of the
special assessment adopted by the City Council.
All petitions for the special assessment of the project must be received and acted upon
by the City Council prior to the start of any fire sprinkler installation. The City shall not
approve the petition until it has reviewed and approved the plans, specifications, and
cost estimates contained in the petition.
Consideration of any petition made under this policy is subject to a determination by
the City Council, in its sole discretion, that sufficient City funds are available for the
project. City staff will periodically advise the Council with regard to the availability of
appropriate funds.
2. Costs to be Assessed
a. The amount to be specially assessed shall not exceed the amount of the
construction estimate, plus any City administrative or interest charges. The
petitioner shall be responsible for any construction costs exceeding the amount
of the construction estimate.
b. The administrative fee for processing the sprinkler assessment application shall
be set in the City’s fee schedule.
c. If the petitioner requests the abandonment of the special assessment project,
all City costs incurred shall be reimbursed by the petitioner.
3. Payment of Assessments
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a. No payment shall be made by the City for any installation until the work is
completed and finally approved by the City and the assessment has been
adopted.
b. If the petitioner requests the abandonment of the special assessment project,
all City costs incurred shall be reimbursed by the petitioner.
C. Sewer Availability Charges (SAC) and Water Availability Charges (WAC)
Property owners may petition the city to assess the costs of Metropolitan Council SAC and City
WAC. Petitions will be administered by the Inspections Department. The requirements for SAC
and WAC deferrals include:
1. Eligibility Requirements
The City may authorize the assessment of the SAC and WAC charges if the City
determines it is in the best interest of the community and if the following conditions are
met:
a. The occupant of the benefitting property shall be a non-profit organization.
b. The occupant shall be engaged in works to serve a public purpose. This may
include charitable organizations or organizations that benefit veterans of the
United States Armed Forces.
c. The maximum SAC and WAC that can be assessed against any property is 25 SAC
units.
2. Petition
The petition shall be submitted to the City of St. Louis Park Building & Energy
Department in writing and the petition submission shall include the following items:
a. a valid SAC Determination Letter from the Metropolitan Council that indicates
the number of SAC units and any applied SAC unit credits for the proposed
property and use(s), and
b. the number of SAC units the petitioner requests to be assessed against the
benefitting property, and
c. the petitioner(s) must waive all rights to the public hearing and any appeal of
the special assessment adopted by the City Council, and
d. signatures of all property owners.
All petitions for the special assessment of the project must be received and acted upon by the
City Council. The City Council will not approve the petition until city staff has reviewed and
approved all city permits that may be associated with the proposed use and/or required
property improvements associated with the petition.
Consideration of any petition made under this policy is subject to a determination by the City
Council, in its sole discretion, that sufficient City funds are available for the project. City staff will
periodically advise the Council with regard to the availability of appropriate funds.
3. Costs to be Assessed
a. The amount to be specially assessed shall not exceed the cost of the SAC and
WAC for the non-profit use of the benefiting property based upon Metropolitan
Council’s SAC Determination, plus any City administrative or interest charges.
b. The petitioner shall be responsible for any SAC and WAC costs exceeding the
special assessment amount if the use or project changes following City
approvals.
c. The administrative fee for processing the SAC and WAC assessment application
shall be set in the City’s fee schedule.
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d. If the petitioner requests the abandonment of the special assessment project,
all City costs incurred shall be reimbursed by the petitioner.
4. Payment of Assessments
a. No payment shall be made by the City until all required city permits have been
approved by the City and the assessment has been adopted.
b. If the petitioner requests the abandonment of the special assessment project,
all City costs incurred shall be reimbursed by the petitioner.
D. Energy-Related Improvements
Property owners may petition the city to assess the costs to install energy improvements in
existing buildings. To be considered under this policy, the proposed work shall result in projects
in compliance with the applicable City ordinance and state laws. Petitions will be responded to
by the Building & Energy Department.
1. Eligibility Requirements
The City may authorize the assessment of the energy improvement if the City
determines it is in the best interest of the community and if the following conditions are
met:
a. For energy improvement projects on residential property, only residential
property having five or more units may obtain financing for projects under this
clause.
b. Assessment is for the construction, reconstruction, alteration, extension,
operation, maintenance, and promotion of energy improvement projects in
existing buildings.
c. Eligible energy systems are heating, ventilation, and air conditioning equipment,
building envelope and renewable energy systems.
2. Petition
The petition must meet the requirements of MS Chapter 429 as they apply to energy
improvements. The petition shall be submitted to the City of St. Louis Park Building &
Energy Department in writing and the petition submission shall include the following
items:
a. Plans and specifications,
b. A cost estimate from three (3) qualified companies (licensed by the State of
Minnesota) and
c. A written statement that the owner(s) shall be responsible for contracting for
the actual installation and proper operation of the improvement.
d. The petitioner(s) must waive all rights to the public hearing and any appeal of
the special assessment adopted by the City Council, and
e. Signatures of all property owners.
Each property owner petitioning for the improvement must receive notice that free or low-cost
energy improvements may be available under federal, state, or utility programs.
All petitions for the special assessment of the project must be received and acted upon by the
City Council prior to the start of any improvement. The City shall not approve the petition until it
has reviewed and approved the plans, specifications, and cost estimates contained in the
petition.
Consideration of any petition made under this policy is subject to a determination by the City
Council, in its sole discretion, that sufficient City funds are available for the project. City staff will
periodically advise the Council with regard to the availability of appropriate funds.
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3. Costs to be Assessed
a. The amount to be specially assessed shall not exceed the amount of the
construction estimate, plus any City administrative or interest charges. The
petitioner shall be responsible for any construction costs exceeding the amount
of the construction estimate.
b. The administrative fee for processing the energy improvement assessment
application shall be set in the City’s fee schedule.
c. If the petitioner requests the abandonment of the special assessment project,
all City costs incurred shall be reimbursed by the petitioner.
4. Payment of Assessments
a. No payment shall be made by the City for any installation until the work is
completed and finally approved by the City and the assessment has been
adopted.
b. If the petitioner requests the abandonment of the special assessment project,
all City costs incurred shall be reimbursed by the petitioner.
III. Assessment Considerations
All properties benefiting from improvements are subject to the special assessment.
The project types to be assessed are not limited to those explicitly described in this policy. The City
Council reserves the right to consider additional infrastructure improvements on a case by case basis for
assessment, including but not limited to storm drainage improvements, streets, sanitary sewer, water,
street lights, walls, noise walls, boulevard trees, and sidewalks (both new and replaced).
IV. Payment of Assessments
A. Duration
The length of time that assessments are to be paid varies according to the total cost assessed,
the table below is a guideline. Staff may choose a different term based upon the type of
assessment and dollar amount.
$0 to $999.00 1 year
$1,000 to $2,499.99 2 years
$2,500 to $3,999 3 years
$4,000 + 5 or more years
B. Interest Rate
Interest rates vary based on project financing but are set no more than 2% above the City’s rate
on the sale of bonds or U. S. Treasury rate if the project is financed with existing City funds.
C. Repayment Schedule
1. All unpaid balances will be certified to Hennepin County for payment with
property taxes after November 1 of the year in which the assessment hearing was
conducted.
a. Property owners can pay the entire assessment following the adoption of the
assessment roll with no interest charged.
b. Property owners may also make an interest free partial payment. For ease of
administration, a minimum of 25% of the assessable cost must be applied for a
partial payment
2. Interest will start accruing on all unpaid balances on December 1 of the year in
which the assessment hearing was conducted.
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V. Definitions:
For the purposes of this policy, the following definitions will apply:
RECONSTRUCTION - will be defined as a project whereby all meaningful elements of a facility are
analyzed for removal and replacement. These include curb and gutter, bituminous or concrete
pavement, gravel base, subgrade replacement as necessary and items appurtenant to these elements.
REHABILITATION – will be defined as a project whereby the pavement, gravel base and other roadway
items are reclaimed or replaced. These elements included bituminous or concrete pavement, gravel
base and subgrade replacement as necessary, spot replacement of concrete curb and gutter and
driveways.
TOTAL COST-
A. Reconstruction and Rehabilitation Cost
The total project cost for reconstruction and rehabilitation projects includes the following:
Construction cost plus engineering, administration, legal fees, assessment rolls, plus right-of-
way costs (fee acquisition and/or easement costs including staff time) and temporary funding
charges, plus other charges for services and contingencies, plus any assessable charges from
other governmental agencies (i.e. Metropolitan Council Environmental Services, Hennepin
County, State of Minnesota), plus any assessable costs previously incurred by the City.
A portion of other contributing funds from the City (i.e. MSA), Trunk Utility, Water Resources,
etc.) or outside governmental agencies may be deducted from the total improvement cost to
determine the assessable cost.
B. Maintenance Cost
The total cost for annual, seasonal, and preventative maintenance includes, but is not limited to,
the following: Sealcoating, crack sealing, patching, striping, signage, snow removal, sweeping,
power for lighting, replacement or maintenance of bike racks and other fixtures within the lots,
landscape maintenance, storm sewer maintenance and any other work deemed necessary to
ensure a facility is in good condition.
Reviewed for Administration: Adopted by the City Council March 7, 2022
Kim Keller, City Manager Jake Spano, Mayor
Attest:
Melissa Kennedy, City Clerk
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Living streets policy
St. Louis Park Engineering Department • 5005 Minnetonka Blvd., St. Louis Park, MN 55416
www.stlouispark.org • Phone: 952.924.2656 • Fax: 952.924.2662 • TTY: 952.924.2518
Purpose and vision
The public right- of- way is not only used for travel from place to place, it is also the front yard
for homes and businesses. The elements that we include in our new and retrofit transportation
projects within the right- of- way contribute to neighborhood livability.
The City of St. Louis Park is committed to building a complete and integrated public right-of-way
that has a positive impact on the livability of our neighborhoods. To support neighborhood
livability and equity, streets must be vital, healthy places. To accomplish this, the city has
developed this Living Streets Policy that will inform decision-making throughout all phases of
transportation projects.
Living streets:
• Build community: improve public health; increase safety; create a sense of place;
strengthen sense of community; provide positive impact upon people of all ages and
abilities.
• Provide environmental benefits: improve water quality; improve air quality; reduce
greenhouse gases; reduce the urban heat island affect; promote the planting of trees,
reduce materials and energy used in street construction and maintenance.
• Provide economic benefits: lower initial construction costs; lower on-going maintenance
costs; increased property values; support economic revitalization.
By implementing this policy:
• The city will plan, design, build, and operate the city’s mobility system in a way that
prioritizes walking first, followed by bicycling and transit use, and then motor vehicle
use;
• Transportation will occur via complete, integrated, efficient, safe, and comfortable
networks for all users regardless of age or abilities, including pedestrians, bicyclists and
transit passengers, as well as trucks, buses and automobiles;
• The city wide network of bikeways, sidewalks and trails will be expanded to provide
connections to and from parks, schools, restaurants, transit, and commercial areas,
providing users with transportation choices not involving a single use vehicle, supporting
the climate action plan goals of a reduction in vehicle miles travelled and reduction in
greenhouse gases.
• The health of our residents, workers, and visitors will be improved through walking and
biking;
• The environment, in terms of local air and water quality and in terms of global impacts
like climate change, will be positively impacted by the city’s transportation-related
decision-making;
• The local economy will be supported and strengthened through the provision of safe,
efficient transportation options and vibrant public spaces;
• City streets and sidewalks – our largest public space – will foster livable, walkable,
bicycle-friendly, green neighborhoods by including healthy trees, permeable surfaces,
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Living Streets Policy
August 2019
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and design features that help enhance the character of a street while providing added
benefits of shade, summer cooling, reduced energy consumption, and improved water
quality;
• The transportation system will benefit all users equitably, particularly vulnerable users
and the most underinvested and underserved neighborhoods;
• St. Louis Park will create an integrated transportation network that provides everyone
access to employment, education, and other needs for daily living, regardless of their
age, access to, or ability to operate a motorized vehicle.
Living streets principles
The following six principles will guide implementation of this policy. These principles will be
incorporated into the planning and design of transportation projects and referenced when
making land use decisions.
1. Enhance walking/ biking conditions and connections
By prioritizing mobility in an explicit way, leading with pedestrians, followed by bicycles
and transit, and supporting them with vehicular movement, the city will be well
positioned for future mobility and can continue its growth.
The city has pedestrian and bicycle networks dedicated to the use of non-vehicular
transportation. The purpose of these networks is to provide safe connected routes to
and from transit, parks, schools, commercial areas, and the region for all users
regardless of age and ability. Filling in the gaps in this network will benefit our most
vulnerable users and underserved neighborhoods by eliminating current historical
barriers.
As a part of project development, the existing bikeway, sidewalk and trail networks will
be reviewed. In addition, locations of naturally occurring affordable housing (NOAH)
will be identified. Recommendations will be made to close gaps in the networks,
provide additional connections, and make safety improvements based on the context of
the specific transportation project under consideration.
2. Traffic management
Traffic is an important element of livability. The methods for traffic management
depend largely on the type of roadway, its function, and the modes of travel expected
on the roadway. The concept of traffic management is usually focused on limiting cut-
through traffic, decreasing the speed of vehicles, and enhancing safety for pedestrians
and bicyclists.
Traffic management measures for consideration include but are not limited to the
following:
• Medians • Roundabouts
• Right sizing streets • Traffic circles
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Living Streets Policy
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• Barriers/ diverters • Signage
• Bump-outs at intersections • Pavement markings
• Narrowing lanes
• Traffic signal timing optimization
• Dynamic speed display signs
• Turn lanes
• Installing street trees to narrow the feel of the corridor
Each traffic management measure can have both positive and negative effects in terms
of cost, time, feasibility, emergency response, safety, parking, maintenance, and
aesthetics. As a part of project development data will be collected on existing
conditions. Recommendations will be made on which traffic management measure(s)
could be utilized based on the context of the specific transportation project.
3. Storm water management
As a part of project development, opportunities to install storm water best management
practices (BMPs) will be identified in order to improve storm water quality, reduce
volume, and reduce the temperature of solar heated runoff.
BMPs for consideration include but are not limited to the following:
• Reduce impervious by street right sizing • In line treatment manholes
• Pervious pavement • Tree planting to create shade
• Underground chamber systems • Sidewalks with green boulevards
• Ponds • Rain gardens
• Infiltration trenches • Native plantings
Each BMP can have both positive and negative effects in terms of cost, time, feasibility,
maintenance, and aesthetics. As a part of project development data will be collected on
existing conditions. Recommendations will be made on which BMP(s) could be utilized
based on the context of the specific transportation project.
4. Support the urban forest
Trees have numerous environmental, storm water, and community benefits. Trees are
part of the urban forest, and the urban forest can be enhanced and expanded by proper
management.
To accomplish this transportation projects will incorporate the following:
• Narrow existing streets to provide wider green boulevards for tree planting.
(street right-sizing)
• Install additional trees to increase the tree canopy in the city and create shade.
• Use context sensitive design to preserve existing trees.
• If a tree is removed, tree replacement will follow the city’s ordinances.
• Annually plant trees around the city to offset future tree removals and build up a
reserve of mature trees. This will grow our tree canopy at a greater rate and
proactively compensate for unavoidable tree loss.
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Living Streets Policy
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5. Create a sense of place
Streets, as well as utilities, within the public right-of-way perform a necessary function
in supporting the developed environment. Beyond their base functionality, they also
provide opportunities for complimenting and contributing to the identity of the
neighborhood. Creating an atmosphere that is positive, pleasant, and safe helps attract
and retain residents in the community.
Our streets should provide a sense of well-being, belonging, and contribute to quality of
life. Projects can create this sense of place by bringing about an increase in activity in
the right- of- way.
To create a sense of place, the following elements should be considered and included as
appropriate in the design and implementation of projects:
• Sidewalks installed with green boulevards to create safer walking environments
by providing distinct edges to sidewalks and separation from the street.
• Installation of boulevard trees to create a more pleasant walking environment.
• Narrowing streets to increase the green space in the right- of- way.
• Installation of medians/ islands for landscaping.
• Elimination of signals, signs, or utility poles.
• Street lights to enhance safety.
6. Ensure cost-effective and practical solutions
It is important that transportation projects minimize construction, replacement, and
maintenance costs. Being cost effective and practical is important for acceptance by the
general public and to keep projects within budget. The ways in which cost effectiveness
and practicality can be accomplished include but are not limited to the following:
• Use construction materials with recycled content.
• Select the appropriate street section based on roadway type and function.
Narrower streets cost less to build and maintain. (i. e. context sensitive design,
street right-sizing).
• Locate storm water BMPs where they will be effective.
• Select tree species appropriate to the site condition.
• Use native plants, when appropriate, to reduce long term maintenance cost.
• Use street lights that are low energy
• Ensure street lights provide adequate, not excessive, lighting for the need and
minimize spill over beyond the right of way.
Application
This policy will apply to:
• City transportation projects including those involving new construction, reconstruction,
or changes in the allocation of pavement space on an existing roadway.
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Living Streets Policy
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• All private projects and initiatives that are within the public right-of-way.
• Transportation projects or land use decisions under the jurisdiction of another agency.
Consideration will be given to the logical termini by mode, not just by project limits. For
example, the logical termini for a bikeway or sidewalk may extend beyond the limits of the
transportation project, in order to ensure network connectivity and continuity.
Implementation
All transportation projects within the city will follow this policy. This includes all types and
phases of transportation projects, including programming, planning, design, and construction.
The process by which this policy is applied will be scaled appropriately for each individual
project or initiative, including private developments that influence the public right-of-way.
The city will engage stakeholders in a cooperative manner throughout implementation of this
policy. Stakeholder can include, but are not limited to: residents, partner agencies, schools,
businesses, neighborhood associations, and developers.
Project recommendations will be based upon project-specific objectives and context sensitive
design solutions. (i.e street type, opportunities, functionality, environmental or social factors,
right-of-way impacts, and feedback from the community) This context sensitive approach to
process and design gives consideration to stakeholder and community values. The overall goal
of this approach is to preserve and enhance the livability of the street while improving or
maintaining safety, mobility, and infrastructure conditions.
Design
Project design sign shall follow accepted or adopted design standards and use the best or latest
design standards, policies, principles and guidelines available. Guidelines and standards may
include but not be limited to National Association of City Transportation Officials (NACTO),
Federal Highway Administration (FHWA), American Association of State Highway (and
transportation) AASHTO, Institute of Transportation Engineers (ITE), public right of way
accessibility guidelines (PROWAG) and Municipal State Aid standards.
The city will continue to; explore flexible designs, monitor the latest design standards and
evaluate innovative concepts for application on transportation projects.
Exceptions
This policy will be applied to all transportation projects, except under one or more of the
conditions listed below. Exemptions shall be considered on a case by case basis and approved
by the City Council.
• A project involves only ordinary maintenance activities designed to keep assets in
serviceable condition, such as sealcoating, pavement overlays, mowing, cleaning,
sweeping, spot repair, concrete joint repair, pothole filling, or when interim measures
are implemented on a temporary detour.
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Living Streets Policy
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• Cost of accommodation is excessively disproportionate to the need or probable use.
• Project timing allows more efficient construction at a later date.
• It is determined that the construction is not practically feasible because of adverse
impacts.
Benchmarks and performance measures
The ability to measure the performance of a policy, as well as knowing that it is functioning as it
is intended, is important to overall success and the ability to sustain it. With this in mind, the
city will monitor and measure performance relative to this policy. Benchmarks that will
demonstrate success include:
• Sidewalk installed (miles)
• Sidewalk users (number)
• Bikeways installed (miles)
• Bikeway users (number)
• Trails installed (miles)
• Trail users (number)
• Reduction of street impervious (sq ft)
• Number of storm water BMPs installed (number)
• BMP performance (phosphorus removal, infiltration etc)
• Trees installed (number, caliper inches)
• Livability index (score)
• Meeting pedestrian and bicycle demand
• Provide sidewalk connections from all naturally occurring affordable housing properties
to community sidewalk corridors. (% of properties served)
The city will monitor and measure its performance relative to this policy using metrics outlined
in Green Steps Cities. Additional performance measures may be identified as this policy is
implemented.
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6-205 | Mobility: Getting Around Town
Chapter 6
Mobility: Getting Around
Town
Vision for the Mobility System
Vision 3.0 included a recommendation on mobility to “Develop Future-
focused Transit and Mobility.” A Strategic Priority was developed from the
recommendation which states, “St. Louis Park is committed to providing a
variety of options for people to make their way around the city comfortably,
safely and reliably” and includes the following:
»Continuing to expand the network of sidewalks, trails and bike facilities.
»Researching and implementing multiple and affordable mobility solutions for
all.
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6-206 | Mobility: Getting Around Town
»Fostering smart growth and transit-oriented housing
development.
»Increasing pedestrian safety through crosswalk
improvements and increased park and trail lighting.
»Expanding the number of north-south and east-west
transit options.
The city’s mobility system is made up of sidewalks, trails,
and streets, which are there to provide safe and convenient
travel for all. The right of way within the city is an important
component of the mobility system and must be used
efficiently to provide the multimodal infrastructure needed
to provide for pedestrians, bicyclists, transit service and
motor vehicles.
Each mobility option is tied to the other: pedestrian
facilities are often connected to bicycle facilities; transit
stations and stops are connected to pedestrian/bicycle
routes; and all mobility options often use the street right-
of-way. The city’s goal is to provide a multimodal mobility
system with many options – walking, bikes, transit, car-
and ride-sharing that are readily available to everyone
throughout the community. A mobility system that offers
a variety of choices creates a vibrant, safe and efficient
system for all people and all modes.
For the future, the city is focused on advancing community
mobility by prioritizing walking first, followed by bicycling
and transit use, and then motor vehicle use. Using this
hierarchy when planning for transportation improvements
will put the city in a good position for future mobility and
continued growth.
Transforming how people move within the city will be
one of the biggest challenges for St. Louis Park. Increasing
walking and biking to destinations will have the biggest
impact on reducing vehicle miles traveled. However, there
will still be people who need and want to drive. The city is
focused on providing the infrastructure needed to meet its
commitment to climate action; this will be accomplished by
implementing a number of improvements to help reduce
carbon emissions and thus the impact on the environment,
including but not limited to:
»Constructing additional pedestrian and bicycle
infrastructure to reduce vehicle use
»Providing electric vehicle charging stations at public
and private facilities to facilitate use of this alternative
»Constructing roundabouts to minimize vehicle idling
Mobility System Goals and Strategies
1. Plan, design, build, and operate
the city’s mobility system in a
way that prioritizes walking first,
followed by bicycling and transit
use, and then motor vehicle use
Strategies
A. Incorporate an approach that is based on
surrounding land use context when planning and
designing transportation projects.
B. Continue to explore and evaluate flexible and
innovative designs and seek guidance from
established best practices, to achieve desired
outcomes.
C. Use the Capital Improvement Program as a tool
to improve the pedestrian, bicycle, and transit
networks.
D. Design mobility infrastructure to support land
use goals for compact, accessible, walkable
neighborhoods.
E. Promote and support adaptation of the mobility
network to take advantage of improved
technologies and mobility modes.
F. Encourage compact, dense development and
connected multimodal infrastructure to facilitate
“car-lite” living.
G. Prioritize bicycle and pedestrian mobility
projects with connectivity between residential
neighborhoods, schools, employment, businesses,
and bus and SWLRT transit.
2. Ensure the quality and function
of the transportation system
contributes to the equitable
outcomes for all people.
Strategies
A. Prioritize mobility needs of underserved
populations.
B. Promote public awareness of the range of travel
choices and the beneficial impacts travel choices
have on household finances, personal quality of
life, society, and the environment.
C. Improve pedestrian, bicycle, and transit way-
finding.
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3. Eliminate fatalities and serious injuries
that are a result of crashes on city streets
Strategies
A. Prioritize safety investments in line with the modal
hierarchy; established in the for pedestrians first,
bicyclists and transit riders second, and for people
driving in vehicles third.
B. Protect pedestrians and bicyclists through design
decisions that strive to eliminate fatalities and
serious injuries.
C. Use enforcement, design decisions, and
operational norms to reflect an acute awareness
for protecting all users of the mobility systems.
D. Create a crash analysis plan and prioritize network
improvements that will help to eliminate fatalities
and serious injuries at intersections and on city
streets that have proven to be unsafe.
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Pedestrian and Bicycle Mobility
Where We Have Been
Trails, sidewalks and bikeways make important connections
within the city and to neighboring cities’ systems. These
trails, sidewalks and bikeways connect residents to key
community destinations. City trails are predominantly
within parks and open spaces while regional trails traverse
the entire community. Some local trails run along streets,
however many do not have continuous bicycle connections.
Often trails connect with sidewalks to help form the
citywide pedestrian network.
In 1999, St. Louis Park created the Trails and Sidewalks
Master Plan, which identified existing and potential activity
nodes, transit stops, regional links, and natural resource
destinations. It also identified physical impediments and
hazards, and set priorities for building and improving
crossings, sidewalks, trails and bikeways. From that effort, a
number of improvements were made to the system.
Almost a decade later, in 2008, the St. Louis Park City
Council adopted the Active Living: Sidewalk and Trails
Plan. This plan established a vision for the city’s future
pedestrian and bicycle networks. This plan built upon
the recommendations of the Vision St. Louis Park Action
Teams and the 1999 Sidewalks and Trails Plan. The planning
process included a thorough public review and analysis
process that included an eight-member citizen advisory
committee, a community workshop, a community open
house, and input from the Planning Commission and Parks
and Recreation Advisory Commission. The plan identified
places in the community where pedestrian and bicycle
access is most important to its citizens. The process
revealed gaps in St. Louis Park’s pedestrian and bicycle
networks, and made recommendations for areas where the
City should concentrate its efforts.
The Connect the Park capital improvement plan grew out
of the Active Living, Sidewalks & Trails Plan emphasizing
the need for community sidewalks every 1/4 mile and
bikeways every 1/2 mile as well as way-finding and
“user-friendly” amenities. This ten-year initiative will
add 32 miles of bikeways, 10 miles of sidewalk, 3 miles
of trails, and 2 bridges throughout the community. The
city council approved Connect the Park plan in 2013, and
implementation began in 2015.
The city is also fortunate to host the Cedar Lake LRT
Regional Trail and the North Cedar Lake Regional Trail.
These trails connect St. Louis Park to the entire metro
area network of regional trails. The two regional trails are
operated by Three Rivers Parks District. These off-street
bicycle and pedestrian paths were converted from unused
rail rights-of-way. The North Cedar Lake Regional Trail lies to
the north, while the Cedar Lake LRT Regional Trail lies to the
south, paralleling TH 7 and the planned SWLRT right-of-way.
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Many improvements have been made to the pedestrian
and bicycle network during the past 10 years that have
drastically improved safety and access throughout the city:
»The “Active Living, Sidewalks & Trails Plan” was created
in 2008 to document current and proposed routes and
programming.
»The “Connect the Park” capital Improvement plan
calls for approximately 23 million dollars of investment
between 2013 and 2023. Over 14 miles (14.2) of
bikeways have been constructed, nearly 8.6 miles of
sidewalk have been installed, and 2.15 miles of trails
have been built.
»St. Louis Park was designated as a Bronze Level Bicycle
Friendly Community in 2016 from the League of
American Bicyclists.
Where We Are Today - Pedestrian Mobility
While not every resident uses a car, bicycle, or bus to
access destinations, nearly every resident does utilize
pedestrian infrastructure – even if only using a sidewalk to
move from a parked car to a home or business. A high-
quality pedestrian network provides essential connections
for those who might otherwise not be able to access
destinations, including children, older adults, low-income
individuals, and people with disabilities; these people rely
on the pedestrian infrastructure to gain access to their
destinations.
The city’s pedestrian network can improve the health
and quality of life of residents by encouraging walking as
an enjoyable mode choice. Greater rates of walking are
associated with a reduced risk of obesity, diabetes, and
other diseases, improved air quality, greater public safety,
and even improved mental health and feeling of well-being
and relaxation.
Effective pedestrian networks can boost economic
development efforts, and encourage and support more
sustainable modes of development that are less reliant
upon the car.
Existing Pedestrian Facilities
Sidewalk Network
Residents benefit from access to sidewalks for access local
schools, workplaces, and entertainment. Certain activity
centers such as “The Shops at West End” and “Excelsior &
Grand” have high-quality sidewalks networks to facilitate
walking to and throughout the area. See Figure 6-1 for
existing sidewalks and gaps identified to date.
Pedestrian safety and comfort are impacted not just by the
presence or absence of sidewalks, but also by how close
the sidewalk is to the street. Providing a buffer, through
a narrow strip of land, between the sidewalk and the
street increases safety and comfort for the pedestrian.
The importance of an adequate buffer zone is amplified
along streets with high-traffic volumes, high speeds, and/
or constrained rights-of-way. Street trees can be planted
in the buffer to provide shade and enhance the pedestrian
experience.
Bicycles are allowed on the sidewalks in the city but are
usually only used by less confident bikers or on high speed/
volume roadways.
Trail Network
Trails are popular for walking because people are separated
from cars along the route and at intersections. Two regional
trails are in St. Louis Park: the North Cedar Lake Regional
Trail and the Cedar Lake LRT Regional Trail. The Cedar Lake
LRT Regional Trail is located in the same corridor as the
planned Southwest Light Rail (SWLRT) and the Bass Lake
Spur railroad lines. These trails are valuable pieces of the
city’s mobility system and are heavily used by pedestrians
and bicyclists as they connect across the community. These
trails also offer direct access to the Minneapolis Chain of
Lakes trail system, downtown Minneapolis to the east and
Hopkins, Minnetonka and Eden Prairie to the west.
Currently, the street crossings of the Cedar Lake LRT
Regional Trail are a combination of at-grade and grade-
separated crossings. There are plans to separate the trail at
Beltline Boulevard and Wooddale Avenue with the SWLRT
project.
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Figure 6-1. Existing Sidewalk Network in St. Louis Park
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Street Network
A continuous grid street network is ideal for pedestrian use
because it maximizes the number of destinations available
within a short walking distance, and allows pedestrians to
take varied routes.
Many areas of the city are generally characterized by a tight
grid street network. This grid pattern allows pedestrians
to access destinations using straightforward routes absent
other barriers such as highways and railroads. In the city’s
more outlying areas to the northeast, and northwest the
street network has a looping pattern that often makes it
more difficult for pedestrians to access nearby destinations.
Some defined cut-through paths have been created;
however, the suburban street network in the northern
neighborhoods can lengthen pedestrian trips decreasing
the efficiency of walking to destinations.
Land Use Environment
Land use and development patterns dramatically influence
the pedestrian environment. Active storefronts lining
streets, narrower roadways, wider sidewalks, and more
boulevard trees contribute to the comfort for pedestrians
quick, safe, and enjoyably walk to access goods, services,
and entertainment.
The city has made great strides in both retrofitting older
developments and being proactive about land use designs
in new developments to improve community livability.
Improved designs have buildings built close to the street,
parking lots placed further away from street, new sidewalk
connections, narrower streets, and wider sidewalks to
create a more walkable, bikeable land use environment.
Pedestrian Network Challenges
The pedestrian network in St. Louis Park has significantly
improved over the last decade, however barriers to walking
still remain. The primary barriers are the highways and
railroads.
Highways
St. Louis Park contains many separated highways that allow
for high vehicular mobility and effective access to the metro
region, but also are barriers to connecting neighborhoods
– specifically breaking up the pedestrian network. The
most prominent examples of vehicular routes that impede
pedestrian movement are listed and described below:
TH 7/CSAH 25
This large and (partially) grade-separated highway runs
east/west across the southern portion of the city. There are
seven crossing points for pedestrians over approximately
3.5 miles.
TH 100
Trunk Highway 100 (TH 100) runs north-south through the
eastern portion of the city. Unlike TH 7/ CSAH 25, this route
functions as a metropolitan freeway and runs through the
entire city. This highway’s right-of-way interrupts the city’s
pedestrian grid, but does have eight ways pedestrians can
cross it over 3.3 miles
Railroads
Three rail lines bisect the city and create a barrier for
pedestrians, particularly for children, the disabled, and
elderly individuals. The historic rail corridors in the city also
mean the street network is disconnected.
Pedestrian Improvement Plans
As a result of the Active Living: Sidewalks and Trails Plan,
the city created the Connect the Park capital improvement
plan to be implemented through 2023 (Figure 6-1). As of
2018, 8.6 miles of sidewalk and 2.1 miles of trails have been
installed. Connect the Park aims to improve the walking
experience and increase walking in the city.
While designing the Connect the Park sidewalk segments,
some additional sidewalk gaps were identified. These gaps
were seen as barriers for residents to get from their homes
to the new community sidewalks being constructed. To
eliminate these gaps, the city has expanded the scope of
the Connect the Park to include neighborhood sidewalk
connections along adjacent street blocks, infilling missing
neighborhood sidewalks to connect to the new community
sidewalks.
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Figure 6-2. Pedestrian Demand Scores by Street Segment
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Figure 6-3. Current Pedestrian Network Gaps with Existing Pedestrian Demand
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Another current initiative is the draft Living Streets Policy.
The intent of this policy is to establish a commitment to
building a complete and integrated public right-of-way
that has a positive impact on the livability and resiliency of
neighborhoods throughout the city. This policy encourages
the construction of new sidewalks throughout the city.
To achieve this, the city reviews the continuity of existing
neighborhood sidewalks adjacent to any street segment
being rehabilitated. If there is a gap in the neighborhood
sidewalk system adjacent to a street being rehabilitated,
the city will propose new sidewalk construction to fill
in the gap. Also included in the gap identification are
neighborhood sidewalk connections between community
sidewalks and high density housing areas.
Where We Are Headed - Planning for
Pedestrians
The Active Living Sidewalk and Trails planning process
revealed gaps in the pedestrian network. Through the
Connect the Park implementation plan, priority was given
to close the gaps in the community sidewalk network. By
2023, there will be citywide grid system of community
sidewalks spaced approximately every 1/4-mile. However,
gaps in the in neighborhood sidewalk network will still
remain. For planning purposes, a sidewalk gap is any street
where there is not an existing sidewalk for the entire block.
To assist with future planning efforts to fill in the gaps in the
neighborhood sidewalk network the city will employ a GIS
based tool to analyze walking demand.
Walking Demand Analysis
The existing sidewalk map shows which streets have
sidewalks and identifies general areas that have high
access to local sidewalks and those that do not. Sidewalk
access does not tell the whole story, nor should it alone
guide future investment decisions. The intent is to focus
on planning and constructing sidewalks in areas that
will support pedestrian demand. A pedestrian demand
model was developed to account for where pedestrians
are expected or desire to use sidewalks. Figure 6-2 shows
pedestrian demand.
In general pedestrian demand is highest in areas where
there are:
»Smaller residential home lots
»Higher density residential
»Commercial nodes
»Mixed use developments
»A tight street grid
»Schools, Parks, and transit.
While areas with low demand indicate a lower potential for
walking trips, it does not mean the residents in this area
lack the desire to make more walking trips.
Figure 6-3 shows the pedestrian demand—broken down
by street segment—on segments lacking sidewalks. Street
segments with sidewalks are colored grey. The non-grey
segments are missing sidewalks on one or both sides
of the street. This shows areas of the city where future
investments would benefit the greatest number of users.
Reaching Destinations as a Pedestrian
St. Louis Park is focusing on increasing the number of
destinations that individuals can reach without a car. The
key to this is having a continuous network of sidewalks
leading from the places where people live to where they
want to go.
The city will soon have LRT access. Residents can use its
stations to access south Minneapolis and downtown on one
side, and the suburban jobs centers in Hopkins, Minnetonka
and Eden Prairie at the other. Efforts are being made to
create connections so people can walk from a mile around
the stations, making it more convenient and comfortable
to walk or bike to the LRT station. More broadly, a focus on
denser development near stations will offer an option for
individuals to live “car-light,” or car-free.
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Pedestrian Mobility Goals and Strategies
1. Provide for the needs of pedestrians by
removing barriers.
Strategies
A. Continue to implement initiatives that
construct and maintain a continuous network of
sidewalks such as Connect the Park.
B. Continue to build infrastructure for pedestrian
transportation in conjunction with development
projects.
C. Employ traffic management measures where
appropriate to enhance safe pedestrian mobility.
D. Install intersection improvements where
appropriate to increase pedestrian safety.
E. Continue to work with St. Louis Park schools
to identify and promote pedestrian routes to
students and parents.
F. Provide safe and accessible routes for individuals
in the community, with a special focus on the most
vulnerable users such as children, seniors, and
people with disabilities.
G. Improve connections to existing regional trails to
link local pedestrian networks to the region.
2. Create a pedestrian network
that connects people to their
destinations.
Strategies
A. Prioritize mobility projects with connectivity
between residential neighborhoods, schools,
employment, businesses, and bus and SWLRT
transit.
B. Continue to identify gaps in the pedestrian
network and fill gaps where appropriate.
C. Continue the city’s maintenance activities to
ensure the safe and comfortable use of the
pedestrian infrastructure.
D. Require pedestrian connections in all new
subdivisions and on new streets.
E. Improve way-finding to direct pedestrians to local
destinations.
F. Create a citywide grid of community sidewalks at
distances of approximately a ¼ mile.
3. Create livable space through
pedestrian-scale design of the
right-of-way and public spaces.
Strategies
A. Establish unique and cohesive street character
for city streets, emphasizing safe and comfortable
pedestrian connections and other amenities for
the use and enjoyment of pedestrians.
B. Enhance the appearance of the city’s streets
through applying design principles that create an
active environment and enhance the corridor’s
appearance such as Living Streets design
principles.
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Where We Are Today - Bicycle Mobility
Bicycle infrastructure is broadly utilized in St. Louis Park.
A high-quality bicycle network provides essential mobility
connections and can improve the health and quality of life
of residents by encouraging biking as an enjoyable mode
choice. Effective bicycle networks can boost economic
development efforts, improve air quality and encourage
and support more sustainable modes of development
which are less reliant upon the car.
In many ways the Cedar Lake LRT Regional Trail and the
North Cedar Lake Regional Trail are the backbone of the
city’s biking facilities.
Existing Bicycle Facilities
Bikeways
The term “bikeways” describes routes with certain
treatments or dedicated space that call attention to
bicycles. These are intended to encourage bicycle travel.
Bikeway design can range from a cycle track, buffered
bicycle lane, bicycle land and shared use road markings
(“sharrow”). Generally, on high volume roads, bikeways
that offer bicyclists more separation from the traffic are
more comfortable for users. Therefore, a cycle track- a
protected bicycle lane that is separated from the road using
curb, a green boulevard or any other barrier is the highest
level in this hierarchy, followed by buffered bike lanes,
bike lanes, and then shared-use markings. This hierarchy
is context sensitive, as the characteristics of the street and
the expected users influence the bikeway design.
Shared Use Trails
Shared use trails are generally constructed for use of both
pedestrians and bicycles. The city has many shared use
trails in parks and along the street network. These trails
create circulation within a park and provide valuable
non-motorized links to the wider community through
connections to the street network. There are several
parks throughout the city such as Bass Lake Preserve, Oak
Hill Park, Aquila Park, and Pennsylvania Park that contain
internal trails connecting to the street and bicycle network.
Some of these park trails also connect to the North Cedar
Lake Regional Trail and the Cedar Lake LRT Regional Trail.
There are also shared use trails along the street network
that connect to sidewalks and parks to enhance the
network.
Bicycle Network Challenges
While the bicycle network in the city has significantly
improved over the last decade, many challenges to biking
remain. Such barriers in the network are subdivided using
the following categories: arterial streets, limited north-
south bike connections, intersections, regional trail street
crossings, railroads, and highways-related barriers. By
2023, the Connect the Park initiative will install 32 miles of
bikeways, at ½ mile spacing, connecting all corners of the
city, removing many of the barriers.
Arterial Streets
Most arterial and connectors in St. Louis Park could be
classified as being “high-stress” routes for bicyclists.
“High-stress” means cyclists are not as comfortable riding
on these routes as they would be on facilities with lower
vehicular speeds, less traffic, and greater separation from
vehicles. On arterial streets bicycle facilities should be
developed with a lens on providing protection for the
user. Traffic speeds, lane width, and number of lanes are
important factors to consider when building a facility that
will encourage longer bicycling trips. Providing adequate
infrastructure along these major corridors will remove
significant barriers to bicycling in the city, as these streets
are important routes cyclists can use to access the regional
trails.
Limited North-South Bike Connections
St. Louis Park is fortunate to have the two regional trails
that run east-west through the city: the Cedar Lake LRT
Regional Trail and the North Cedar Lake Regional Trail.
These provide a “low-stress” connection, meaning a user
feels more comfortable on the route. Bicyclists are limited
by a lack of bicycle connections on adjacent north-south
streets.
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Figure 6-4. Bicycle Infrastructure in St. Louis Park
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Figure 6-5. RBTN System
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The search corridor for a north-south route is shown to be
in the area of the MN&S north-south rail line (Figure 6-5).
This rail line is in active use and the existing corridor right-
of-way is not wide enough to also have a trail. Three Rivers
Park District conducted a feasibility study in this corridor
and it shows that there is not an easy route adjacent to
the rail line. However, the search area remains in the
Metropolitan Council’s Regional Parks Plan and is desired by
the community in the long term. This route could connect
the North Cedar Lake Trail and the Cedar Lake LRT Regional
Trail and dramatically improve the bicycle connectivity in
the community.
Intersections
The bicycle network passes through many intersections
throughout the city. Because most bicycle-related crashes
occur at intersections, it is important to maintain aspects
of the bikeway through this vulnerable and potentially
confusing space. Relatively modest treatments can improve
bicyclist’s safety. Treatments being installed include brightly
painted intersection crossing treatments and dotted lines
delineating the bicycle route leading to the intersection.
Regional Trail Street Crossings
The Cedar Lake LRT street crossings at Wooddale Avenue
and Beltline Boulevard are currently at-grade, meaning
bikers have to cross traffic at street level rather than be
above or below the streets. There are plans to separate the
regional trail from the streets (“grade-separate”) at these
locations as a part of the SWLRT construction. At Wooddale
Avenue an underpass is planned under the roadway; at
Beltline Boulevard, a bridge will go over the street, continue
over the rail lines, and move the trail to the south side of
the corridor. The city has made some improvements to
these at-grade crossings with varying mitigation measures,
including turning the trail at the intersections, placing
additional stop signs on the trail, adding refuge islands for
trail users, and informational videos posted on the city’s
website and on social media.
Railroads
The bicycle network is not continuous in many places
because of freight railroad lines. There are plans to bridge
the Cedar Lake LRT Regional Trail over the CP freight rail
corridor at the Beltline SWLRT station with the construction
of the light rail line. The city also has plans to construct
a trail bridge over the Burlington Northern Santa Fe near
Dakota and Edgewood Avenues.
Highways
St. Louis Park contains many separated highways that allow
for high vehicular mobility and effective access to the metro
region, but also are barriers to connecting neighborhoods
– specifically breaking up the bicycle network. The most
prominent examples of vehicular routes that impede
bicycle movement are listed and described below:
TH 7/CSAH 25
This large and (partially) grade-separated highway runs
east/west across the southern portion of the city. There
are ten crossing points for bicyclists over approximately 3.5
miles.
TH 100
Trunk Highway 100 (TH 100) runs north-south through the
eastern portion of the city. Unlike TH 7/CSAH 25, this route
functions as a metropolitan freeway and runs through the
entire city. This highway’s right-of-way interrupts the city’s
bicycle grid by funneling east west trips onto nine crossings
over 3.3 miles. Only eight of the crossings have approaches
that make it possible for users to utilize them without
carrying their bicycles.
Bicycling Improvement Plans
As a result of the Active Living: Sidewalks and Trails Plan,
the city created the Connect the Park capital improvement
plan to be implemented by 2023. This initiative aimed
to improve the bicycling experience in St. Louis Park by
installing 32 miles of bikeways throughout the city. As
of 2018, 14.2 miles of bikeways have been installed in
the city. Figure 6-4 shows the specific corridors where
improvements have been made and are planned.
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Where We Are Headed – Planning for
Bicycles
Regional Bicycle Transportation Network
The Regional Bicycle Transportation Network (RBTN) was
developed by the Metropolitan Council in partnership
with cities and counties. It serves as a framework of
designated regional corridors and alignments, defining
critical bicycle transportation links to help municipalities
guide their bikeway planning and development. Key
regional destinations, such as metropolitan job centers,
regional job centers, sub regional job centers, large high
schools, colleges/universities, regional parks, major sports
destinations, are identified based on the Regional Bicycle
System Study to demonstrate potential key connections.
In St. Louis Park the key destinations are identified as TH
7/Louisiana Avenue and TH 100/36th Avenue/Excelsior
Boulevard area sub regional job centers.
The two regional trails North Cedar Lake Regional Trail and
Cedar Lake LRT Regional Trail that traverse St. Louis Park are
valuable components of the Twin Cities’ bicycling system.
They provide connections to the vast network of regional
trails throughout the metro area.
The RBTN is subdivided into two tiers for regional planning
and investment prioritization:
Tier 1 – Priority Regional Bicycle Transportation Corridors
and Alignments. These corridors and alignments have
been determined to provide the best transportation
connectivity to regional facilities and developed areas. Tier
1 Corridors and Alignments are given the highest priority
for transportation funding.
The Tier 1 Corridors and Alignments in St. Louis Park
run both east-west and north-south. East-west Tier 1
connections include the North Cedar Lake Regional Trail
that runs south of Cedar Lake Road, Minnetonka Boulevard
which connects across TH 100, and the Cedar Lake LRT
Regional Trail. A north-south Tier 1 priority corridor runs
along Louisiana Ave connecting Olson Memorial Highway
south to Cedar Lake LRT Regional Trail.
Tier 2 - Regional Bicycle Transportation Network Corridors
and Alignments. These corridors and alignments are
the second highest priority for funding. They provide
connections to regional facilities in neighboring cities and
serve to connect priority regional bicycle transportation
corridors and alignments.
The Tier 2 Corridors and Alignments run through the city in
all directions. Tier 2 Alignments in the northern portion of
the city along Texas Avenue and Franklin Avenue connects
to the North Cedar Lake Regional Trail. A Tier 2 corridor
connects Cedar Lake LRT Regional Trail down to 66th Street
in Edina, which is identified as a Tier 2 Alignment.
Bicycling Connectivity Analysis
To assist with future planning efforts for the city’s bicycle
network, a GIS based tool was developed to measure
bicycle connectivity.
Figure 6-6 shows where bicycling connectivity scores differ
throughout the city. The areas with the highest connectivity
scores are located immediately south of TH 7 and the Cedar
Lake LRT Regional Trail and west of TH 100. This area enjoys
access to high-quality cycling facilities, close access to
commercial destinations to the east and northwest, and a
relatively low-stress internal street grid. It is an employment
center and is adjacent to the planned stations on the
SWLRT. Consequently, trips by bicycle in this area are most
competitive with cars when compared to any other area in
the city.
Other highly connected neighborhoods in the city are
between TH 7 and Cedar Lake LRT Regional Trail. The
northern part of the city has high bicycle connectivity
scores, largely because of the North Cedar Lake Trail, and
the connections it provides to parks.
There remain other areas with low overall connectivity
scores: the residential areas in the far-northwest part of
the city; the commercial areas in the far-northeast part
of the city; and the western and southwestern reaches of
the city. In these areas, trips by car are dramatically faster
than by bicycle, a result of either a poor low-stress bicycling
connectivity score, a lack of bicycle trip generators, or a
combination of both. For example, in the far-northwestern
portion of the city, the traffic stress scores are generally
low. However, because of the suburban street grid, the
surrounding arterial bicycle routes are difficult to quickly
access. A trip by bicycle is less competitive time wise when
compared with a car because the access route is less direct.
Additionally, in these more outlying areas, there are fewer
trip generators.
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Figure 6-6. Overall Bicycle Connectivity Scores by Census Block
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Figure 6-7. Level of Traffic Stress for Bikers along the St. Louis Park Network
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Reaching Destinations as a Bicyclist
St. Louis Park has improved its bicycle network in recent
years, with connections to the regional trail system and
installing bicycle lanes. Further improvements are being
implemented through the Connect the Park program (See
Figure 6-4). By 2023, the city will have a comprehensive
bicycle system that covers most portions of the city.
Other changes are currently underway or approaching in
the next five to ten years: bike share is being discussed. A
new type of bike share, dockless bike share, where bicycles
can be left and picked up at any location has proved
popular in many cities.
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Bicycle Mobility Goals and Strategies
1. Provide for the needs of bicyclists, removing
barriers to active transportation.
Strategies
A. Continue to implement initiatives that construct
and maintain a continuous network of bikeways
such as Connect the Park.
B. Implement emerging best practices in bikeway
design.
C. Address infrastructure connections for bicycling in
conjunction with new development projects.
D. Install intersection improvements where
appropriate to increase bicyclists’ safety.
2. Ensure that all residents and
businesses have access to a well-
connected bike network that is
easy to navigate and use.
Strategies
A. Install way finding along trails and main bicycle
routes to direct bicyclists to destinations.
B. Support the safety of year-round biking by
partnering with Three Rivers Park District to
facilitate the removal of snow on the regional trails
in St. Louis Park.
C. Prioritize bicycling needs of underserved
populations.
D. Focus on improving bicycle infrastructure near
planned LRT stations.
3. Continue to look for more opportunities to
expand the network and encourage more
people to use the bicycle system.
Strategies
A. Continue to work with St. Louis Park schools to
identify and promote bike routes to students and
parents.
B. Consider expanding zoning regulations that
promote bicycling, such as the provision of
secured storage lockers, and changing and shower
facilities.
C. Invest in bike-share systems near planned LRT
stations. Such systems are a cost-effective way to
expand the reach of the transit amenity into more
outlying areas.
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Transit Mobility
Where We Have Been
Streetcar
In 1889, the first horse drawn street car in Minneapolis
was converted to electric trolley operation, which made
possible the dispersal of the middle class away from the
urban core of Minneapolis. In 1892 the Minneapolis Land
& Investment Company built the Lake Street Trolley, an
electric street car line, between the Minneapolis boundary
at Lake Street and France Avenue to Lake Street just north
of what is now Highway 7. The Lake Street Trolley operated
between 1892 and 1938. Early residential development
occurred along the Lake Street streetcar line and also along
the 44th Street line, just south of St. Louis Park.
The street car had several long range impacts:
»Early residential and commercial development
occurred along the tracks, forming permanent land use
patterns.
»Easy access to Minneapolis meant that many residents
depended upon jobs and shopping in Minneapolis,
delaying the development of a strong employment
base and negating the need for a strong commercial
center or downtown.
The streetcar line was sold in 1905 to Minneapolis St.
Paul Suburban Railway, a firm founded by Thomas Lowry.
Operation continued until the streetcar line was dismantled
in 1938, just one year after the completion of the highway
interchange at Highway 7 and Highway 100.
Bus Transit
In the early 1920s, street car ridership began a gradual
decline due to the increase in automobiles. Around the
time of World War I, independently run bus lines began to
pop up. The Minneapolis and St. Paul Suburban Railway
Company (also known as Twin City Lines) acquired all
the independent bus lines. By the mid 1930s the Village
Council contracted with the Minneapolis and St. Paul
Suburban Railway for bus service to replace the street
car service within the city. Riders found buses appealing
because of their more flexible routes and more comfortable
rides. In 1973, St. Louis Park became the first Minneapolis
suburb to have its own minibus system with nineteen buses
traveling between 44th Street and Highway 12. Principal
stops included libraries, schools, the recreation center,
the St. Louis Park Medical Center (now Park Nicollet),
Methodist Hospital, Westwood Shopping Center, Shoppers’
City, and the Miracle Mile Shopping Center.
The Metropolitan Transit Commission (MTC) was
established in 1967 by the state legislature, and acquired
the Twin City Lines bus system in 1970. It was moved to the
Metropolitan Council in 1994 and is now known as Metro
Transit.
In the past 10 years a number of efforts have been
completed to increase access and coordination to the bus
system through and within St. Louis Park:
»The city collaborated with Metro Transit to expand bus
routes to most efficiently serve the greatest number of
residents.
»Improvements to accessibility to bus stations have been
made through the pedestrian and bicycle network.
»The city has increased efforts to promote transit use
and maintain safe transit stops.
Southwest Light Rail
In 1980, the Metropolitan Council began studying light
rail transit (LRT) in the metro area, including a Southwest
corridor. The Hennepin County Regional Railroad Authority
(HCRRA) had purchased a former rail corridor for LRT and
in 1987, the Legislature directed HCRRA to develop a plan
for implementing an LRT it. The study considered ridership
potential, cost, and public benefit. The Southwest corridor
was chosen for further study and preliminary design for an
LRT line.
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The corridor from downtown Minneapolis to St. Louis
Park, Hopkins, Minnetonka, and Eden Prairie was selected
by all cities and Hennepin County as the route for the
Southwest transitway. It was included in the region’s
2030 Transportation Policy Plan (TPP) making the project
eligible for funding from the Federal Transit Administration
(FTA). Three SWLRT stations are planned in St. Louis Park
at Beltline Boulevard, Wooddale Avenue, and Louisiana
Avenue.
St. Louis Park staff and elected officials have actively
participated throughout the planning and design of the
SWLRT project. The project has further been shaped by
meaningful input from St. Louis Park residents. The city has
also taken an active role in station area planning for transit-
oriented development and improved access in and around
the SWLRT stations. The city is contributing to the overall
project and is participating in funding a number of access
the improvements.
During the design process, there was a proposal to reroute
the freight rail from the Bass Lake Spur corridor and
Kenilworth corridor to the MN&S corridor. After extensive
study, it was found to be physically difficult, excessively
expensive, and ultimately deemed impractical; the decision
was made to collocate the freight rail, regional trail and
SWLRT in the Bass Lake Spur and Kenilworth corridors.
After significant deliberation, city coordination, design,
redesign, and public process, St. Louis Park and other
corridor cities granted “municipal consent” to the project
in 2014, a major milestone required by state law. SWLRT
design and engineering was completed in 2017, and the
project is expected to start construction in 2019 and open
in 2023. The project will be funded by a mixed of federal,
county, state and local sources, with federal funds making
up approximately 46 percent of the total cost of the
project.
Southwest Community Works
In 2010 the Southwest Community Works program was
established by Hennepin County to
“enhance the public benefits of transit investments
‘beyond the rails’ that will support economic
development, the creation of accessible jobs and
housing, more efficient uses of land, and the creation
of healthy, safe and walkable neighborhoods served by
public transit.”
Community Works teamed with Southwest Corridor cities
and other agencies to work together on a number of
SWLRT planning issues, including two rounds of station
area plans. The first iteration of station area plans was
completed in 2009. In 2014, the Southwest Corridor
Investment Framework (TSAAP) was created for each
station area to outline future infrastructure improvements
needed to make the station areas work well. This plan
has been used to establish the city’s priorities through
its annual capital improvements planning process. The
Community Works partners also studied a number of other
items including economic competitiveness and job growth,
housing choices, bike planning, and a number of other
critical components along the SWLRT route and broader
station areas.
Where We Are Today
Existing Bus Service and Facilities
St. Louis Park is served by local, limited-stop, and express
bus service to downtown Minneapolis, shown in Figure
6-8. All regular-route service in St. Louis Park is operated
by Metro Transit, a division of the Metropolitan Council
and the region’s primary provider of transit service. Metro
Transit bus service in St. Louis Park operates primarily on
four streets in St. Louis Park: Cedar Lake Road, Minnetonka
Boulevard, Excelsior Boulevard, and Louisiana Avenue.
In 2017 Metro Transit improved bus service in St. Louis Park
on Louisiana Avenue by adding a trip earlier in the morning
and later in the afternoon to accommodate workers at
Methodist Hospital. Service was also improved on Cedar
Lake Road and in the West End, with faster travel times and
more service.
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Bus Transit Center and Park-and-Ride Lots
As shown below in Table 6-1, there are four park-and-ride
lots in St. Louis Park. Apart from the Westwood Lutheran
Church Park-and-Ride, all facilities are publicly owned
and are within Minnesota Department of Transportation
rights-of-way. There are two parking facilities near transit
stops that are not maintained by Metro Transit as park-and-
ride locations; these are found along Louisiana Avenue at
Minnetonka Boulevard and W 27th Street. People may park
their vehicles at these areas for free and catch routes 17,
667, and 604. Use of the TH 7 and Texas Avenue Park-and-
Ride facilities was very low in 2017. This under-utilization
may represent an opportunity to use this land more
productively.
Metro Mobility
Metro Mobility is para-transit service that is public
transportation for certified riders who are unable to use
the regular fixed-route bus due to a disability or health
condition. In the Twin Cities region, the Metropolitan
Council oversees all Americans with Disabilities Act (ADA)
paratransit services; Metro Mobility, in turn, contracts with
ADA paratransit service providers, who provide customers
with door-to-door transportation.
Transit Link
Public dial-a-ride service is provided by the Metropolitan
Council through Transit Link. Unlike Metro Mobility, Transit
Link service is open to the public and operates in lower-
density areas where regular-route transit service is not
available. It is intended to augment the regular-route
network and is only available for trips that cannot be
accomplished on regular routes alone. Transit Link trips may
connect passengers at major transfer points to complete
their trip on the regular-route network.
Table 6-1. Bus Transit Center and Park-and-Ride Lots in St. Louis Park
FACILITY LOCATION ROUTES SERVED SPACES 2017 USAGE/
AVAILABLE*
Louisiana Avenue Transit Center 1300 Louisiana Avenue 9, 604, 643, 645, 652,
663, 672, 705, 756 330 surface spaces 286 / 44
I-394 & Park Place Park-and-Ride 1500 Park Place Boulevard 9, 645 55 surface spaces 65 / -10
Westwood Lutheran Church 9001 Cedar Lake Road 9, 643, 663 40 surface spaces 14 / 26
Hwy 7 & Texas Avenue 3701 Texas Avenue S.17,667, 668 10 surface spaces 2 / 8
Source: Metro Transit 2017 Annual Regional Park-and-Ride System Report
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Transit Market Areas
The Metropolitan Council defines Transit Market Areas
by the demographic and urban design factors that
are associated with successful transit service, such as
population and employment density, intersection density,
and automobile availability. This is a tool that Metro Transit
uses to guide transit planning decisions and help ensure
that the types and levels of transit service provided match
the expected demand in a given area.
As shown in Figure 6-8, the Westwood Hills area, north
of Cedar Lake Road and west of Louisiana Avenue, is in
Transit Market Area III. The rest of St. Louis Park is in Transit
Market Area II. Table 6-2 describes the Transit Market Areas
relevant to St. Louis Park.
Reaching Destinations Without a Car (Transit)
The key to creating an environment that allows people
to reach their destination without a car using transit is
to provide them access to transit with multiple mobility
options – such as good pedestrian and bicycle connections.
This would reduce the need to get in a car at all. If the
pedestrian and bicycle mobility systems linking to the
transit stations and bus stops are fully built out, inviting to
the user, and well maintained, it becomes a convenient and
easy way to get bus routes and the LRT and becomes easier
not use a car.
Metro Transit bus service in St. Louis Park operates
primarily on Cedar Lake Road, Minnetonka Boulevard,
Excelsior Boulevard, and Louisiana Avenue.
Cedar Lake Road
Land use at the eastern end of Cedar Lake Road is
predominantly commercial, office, and industrial, and
then transitions into single-family residential use for most
the corridor, generating lower demand for transit. There
is a sidewalks on the north side of the street; however,
to promote walkability for transit users, it is desirable to
have sidewalks on both sides of the street While no bicycle
facilities exist today in this corridor, Connect the Park calls
for implementation of bike facilities along the entire length
of Cedar Lake Road by 2023.
Minnetonka Boulevard
The primary land use along the corridor is single-family
residential with some medium-density residential and
commercial uses clustered at each end, generating
moderate demand for transit along the boulevard
itself. Land use on neighboring streets is almost entirely
single-family residential, and many connecting streets
lack sidewalks, which reduces pedestrian connectivity
to Minnetonka Boulevard and its corresponding transit
service. Parking lots adjacent to the street, frequent curb
cuts, and lack of separation between the sidewalk and the
street decrease pedestrian comfort. There is an on-street
bike lane on Minnetonka Boulevard west of the intersection
with West Lake Street.
Table 6-2. St. Louis Park Transit Market Areas
MARKET AREA PROPENSITY TO
USE TRANSIT
SERVICE
CHARACTERISTICS TYPICAL TRANSIT SERVICE PRESENCE IN ST.
LOUIS PARK
II: Traditional street
grid with high to
moderately high
population and
employment densities
Approximately half
the ridership potential
of Market Area I
Frequency: 15-60 min
Span: morning to night,
seven days a week
Access: one mile
between routes
Similar network structure to Market
Area I with reduced level of service
as demand warrants. Limited stop
services are appropriate to connect
major destinations.
All the city except the area
north of Cedar Lake Road
and west of Louisiana
Avenue
III: Moderate density
with a less transitional
street grid
Approximately half
the ridership potential
of Market Area II
Frequency: 30-60 min
Span: peak times,
occasional weekends
Access: varies on
development patterns
Primary emphasis is on commuter
express bus service. Suburban local
routes providing basic coverage.
Public dial-a-ride complements fixed
route in some cases
The area north of Cedar
Lake Road and west of
Louisiana Avenue
Source: 2040 Transportation Policy Plan Appendix G: Transit Design Guidelines. Metropolitan Council 2015
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6-229 | Mobility: Getting Around Town
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6-230 | Mobility: Getting Around Town
Excelsior Boulevard
Land uses immediately adjacent to Excelsior Boulevard
include commercial, mixed use, and medium- to high-
density residential uses, contributing to a pedestrian-
friendly and transit-supportive environment in some
sections. Sidewalks are present along both sides of the
street and there is adequate pedestrian infrastructure
on neighboring streets, enabling residents of adjacent
residential neighborhoods to access transit service on
Excelsior Boulevard. The “Excelsior & Grand” development
is particularly well-suited to pedestrian activity and transit
service. There are no bicycle facilities present or planned
along Excelsior Boulevard.
Louisiana Avenue
Land use along the northern part of Louisiana Avenue is
predominantly single-family residential, though some areas
have small commercial, civic, or medium-density residential
uses. In the southern portion of the corridor, there is a
mix of medium-density residential, office, and business
park uses. Single-family homes generate a small amount of
transit demand, while other uses in the corridor generate
more demand, particularly around peak business hours.
Many adjacent streets lack pedestrian infrastructure, curb
cuts, and separation between the sidewalk and the street
further detracting from the pedestrian environment.
While there are ample bus stops, they lack seating, shelters,
ADA pads, and other amenities that would encourage use
and make them more desirable. The city’s Connect the Park
plan indicates bicycle lanes are planned for implementation
along the entirety of Louisiana Avenue, along with
completion of a few sidewalk gaps north of Cedar Lake
Road and immediately north of Excelsior Boulevard by
2023.
Wayzata Boulevard
Land uses immediately adjacent to Wayzata Boulevard
include commercial, mixed use, office, and single family to
high density residential uses, contributing to a pedestrian
friendly and transit-supportive environment in some
sections. Sidewalks are present along at least one side of
the street and there is adequate pedestrian infrastructure
on neighboring streets, enabling residents of adjacent
residential neighborhoods to access transit service on
Wayzata Boulevard. The developments around the West
End are particularly well-suited to pedestrian activity and
transit service. There are no bicycle facilities present, but
are planned along Wayzata Boulevard.
36th Street
Land uses immediately adjacent to 36th Street include
commercial, mixed use, and single family to medium- to
high density residential uses, contributing to a pedestrian
friendly and transit-supportive environment in some
sections. Sidewalks are present along both sides of the
street and there is adequate pedestrian infrastructure
on neighboring streets, enabling residents of adjacent
residential neighborhoods to access transit service on
36th Street. There are no bicycle facilities present, but are
planned along 36th Street.
Bus Network Gaps
The east-west bus network covers St. Louis Park well.
With local routes on Cedar Lake Road, Minnetonka
Boulevard, and Excelsior Boulevard, it is accessible to
much of the city and provides connections to destinations
in Hopkins, Minnetonka, and Wayzata, as well as Uptown
and downtown Minneapolis. Louisiana Avenue is the only
north-south bus connection operating in the city. Service
on this route is limited with respect to service frequency;
hours of operation were recently expanded. This is the only
north-south bus route that operates the full length of the
city east of TH 100.
Study session meeting of July 11, 2022 (Item No. 1)
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METRO System
The Metropolitan Council owns and operates the METRO
system, a network of transitways including light-rail
and bus-rapid transit routes that serve the Twin Cities
metropolitan area (Figure 6-10). Three METRO lines are
currently in operation: the Blue Line, the Red Line, and the
Green Line.
The Metropolitan Council 2040 Transportation Policy Plan
(TPP) includes planned transitways with identified routes
and modes of transit; in St. Louis Park it includes SWLRT
(Green Line Extension). The TPP also identifies several
additional transitways, including highway bus rapid transit
(BRT) on TH 169 that would serve St. Louis Park. The TH 169
Mobility Study was recently completed and recommended
highway BRT on TH 169 and on TH 55 between Shakopee
and downtown Minneapolis.
The TPP also identifies arterial BRT on Lake Street in
Minneapolis. While this transitway would be adjacent
to St. Louis Park, its terminus would likely be at the bus
turnaround/layover at Lake Street and France Avenue, at
St. Louis Park’s border with Minneapolis. This proximity
provides additional transit connection opportunities to city
residents.
Southwest Light Rail Transit (SWLRT)
SWLRT (the METRO Green Line Extension, Figure 6-9) will
extend the Green Line from Minneapolis into and through
St. Louis Park with stations at three locations: Beltline
Boulevard, Wooddale Avenue and Louisiana Avenue. It
will be located in the Bass Lake Spur rail and Cedar Lake
LRT Regional Trail corridor that runs south of and roughly
parallel to TH 7.
Station Areas
Over the past 10 years the city has completed detailed
station area plans, and is working on infrastructure
enhancements to local streets, sidewalks, and trails to
increase access to and around the station areas. Interest
in developing land around the LRT stations is on the rise,
and significant efforts are being made between the city
and Metro Transit to coordinate and construct public
and private infrastructure improvements, including new
transit-oriented developments. Station area construction
is anticipated to begin in 2019 and passenger service is
expected in 2023.
Figure 6-9. Southwest LRT (METRO Green Line Extension)
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6-232 | Mobility: Getting Around Town
Figure 6-10. Metro Area Existing and Potential High Frequency Routes
Source: Metropolitan Council TPP
2040 TRANSPORTATION POLICY PLAN | METROPOLITAN COUNCIL | October 2018 UPDATE Chapter 6: Transit Direction & Plan | Page 6.31
Figure 6-4: Existing and Potential High-Frequency Bus Routes and Transitways
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Where We Are Headed – Planning for Transit
Mobility
Bus Transit
The city continually works with Metro Transit on providing
bus transit service to the community, making suggestions
and requests as demand changes. With SWLRT, service
changes are expected to provide connecting bus service
to the light rail line. Additional study and analysis for local
bus routes is expected as the light rail line gets closer to
opening day.
Southwest Light Rail Transit (SWLRT)
Major streets, sidewalk, trail, and access infrastructure
upgrades are planned around the station areas as part of
the LRT project including a regional trail bridge near the
Beltline Boulevard Station, and a regional trail underpass
under Wooddale Avenue.
SWLRT represents a major improvement to transit service
in St. Louis Park as it is scheduled to operate 22 hours a day,
seven days a week. For most of the day from 6:30 a.m. to
9:00 p.m., LRT will operate every 10 minutes. Metro Transit
anticipates extending bus transit operations to better serve
the SWLRT station areas.
The city will continue to coordinate public and private
infrastructure improvements and transit-oriented
development in the station areas with the SWLRT project.
Planning for bikes, parking and other neighborhood
impacts near transit stations will continue during the
coming years. The city is proactively planning for additional
transit-oriented development around LRT stations, and
has identified potential road and pedestrian connections
(Figure 6-25) as redevelopment occurs. Shared use
facilities including bike share and car share will also be
pursued.
Over the coming months and years, it is expected SWLRT
final approvals will take place and construction is expected
begin in 2019, with opening day in 2023.
Beltline Boulevard Station
The Beltline Boulevard Station is located at the intersection
of Beltline Boulevard and CSAH 25, a business, employment
and residential area. The station area will include a park-
and-ride lot, passenger drop-off areas, and a bus stop. A
new trail bridge for the Cedar Lake LRT Regional Trail will
be built over the LRT and freight rail tracks and Beltline
Boulevard to provide for safer and more efficient trail
crossings and to place the regional trail on the south side
of the freight and light rail to connect with the Midtown
Greenway and the Kenilworth Corridor trail.
Figure 6-11. Beltline Station SWLRT Plan
1
2 3/4
5 6
1BContext Map
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Additional street connections and improvements at Lynn
Avenue and CSAH 25 will also be constructed as part of the
LRT project.
While the plans show a surface park and ride lot on the
southeast corner of Beltline Boulevard and CSAH 25, the
city has worked with Metro Transit on an agreement to
build a parking ramp on a portion of the site and utilize the
visible corner for development.
CSAH 25
The city and county are working together on redesigning
CSAH 25 to create a more urban roadway. A concept plan is
being developed to take advantage of the wide right-of-way
and to improve the roadway with more green space and
additional sidewalks and trails. Additional engineering and a
feasibility study need to be completed.
Wooddale Avenue Station
The Wooddale Avenue Station is located on Wooddale
Avenue just south of Hwy 7, with the platform on the
east side of Wooddale. An underpass for the Cedar Lake
LRT Regional Trail will be constructed under Wooddale
Avenue. To improve circulation, sight lines and bicycle and
pedestrian routes in the area, the Wooddale Avenue Bridge
has been widened over Hwy 7. Signals will be installed at
the Hwy 7 ramps as part of the SWLRT improvements. The
station does not include a park and ride lot.
A development has been approved for a high density,
mixed-use, mixed-income, transit-oriented development
located both north and south of the LRT station, on the east
side of Wooddale Avenue. The development includes 200
affordable housing units, and will provide opportunities
for residents to live “car-free.” A private bike share and
car share system will be located at the Wooddale Avenue
Station as part of the development.
Figure 6-12. Wooddale Station SWLRT Plan
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6-235 | Mobility: Getting Around Town
Figure 6-13. Perspective Via Development Plan at 36th Street and Wooddale Avenue
Figure 6-14. Louisiana Station SWLRT Plan
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Louisiana Avenue Station
The Louisiana Avenue Station is located northeast of
Louisiana Avenue and Oxford Street, just north of Park
Nicollet Methodist Hospital, St. Louis Park’s largest
employer. The station area includes park-and-ride lots
along Oxford Street with a passenger drop-off and space for
private shuttle services. Bus connections will be available
on Louisiana Avenue, and a new elevated freight rail
connection to the MNS line will be constructed to east and
south of the station. The LRT line will cross Louisiana on a
bridge and slopes towards Oxford Street and the station
platform.
A new north-south pedestrian tunnel underneath the
freight rail will connect the regional trail to the LRT station.
The existing freight rail switching movements will be
removed as part of SWLRT project, and the southern wye
will remain.
Figure 6-15. Louisiana Trail Underpass
Table 6-3. Station Area Plans
STATION STUDIES
Beltline
»Southwest Transitway Station Area Plans, 2009
»Beltline Area Framework and Design Guidelines,
2012
»Southwest Corridor Investment Framework
(Transitional Station Area Action Plans), 2013
»Beltline Circulation Planning, 2013
Wooddale
»Elmwood Area Land Use, Transit and
Transportation Study, 2003
»Southwest Transitway Station Area Plans, 2009
»Southwest Corridor Investment Framework
(Transitional Station Area Action Plans), 2013
Louisiana
»Southwest Transitway Station Area Plans, 2009
»Southwest Corridor Investment Framework
(Transitional Station Area Action Plans), 2013
»Louisiana Station Area Framework + Design
Guidelines, 2014
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Transit Mobility Goals and Strategies
1. Ensure that the bus transit and
SWLRT network to be accessible
to residents and businesses,
connecting people to important
local and region-wide destinations
Strategies
A. Continue to partner in and prioritize the SWLRT to
promote its construction and operation as soon as
possible.
B. Work with Metro Transit to continually adjust and
improve transit service in St. Louis Park.
C. Support transit networks that promote easy access
to jobs, services, churches, schools, and grocery
stores.
D. Provide comfortable, safe, and accessible transit
stops for pedestrians along transit lines that
include benches, bike parking, and shelters where
feasible.
E. Integrate transit through buses, light rail, bike
routes, sidewalks and trails throughout St. Louis
Park.
F. Construct a walkable and connected mobility
network near the SWLRT station areas, including
smaller block sizes and pedestrian and bicycle
connections.
G. Support regional transit projects to create a
connected metro-wide network, including those
that connect to SWLRT such as the Lake Street BRT,
the Midtown Greenway Streetcar, and the Blue
Line extension.
2. Continuously explore, research,
and support ways to expand the
transit network and maximize
service to the community
Strategies
A. Support transit oriented development so people
can live and/or work in transit served areas and
not be auto-dependent. Use travel demand
management strategies to encourage more transit
usage in new developments.
B. Support efforts focused on reducing single-
occupancy vehicle trips, using incentives that
encourage the use of public transportation such
as Metropass and ridesharing opportunities to
increase transit use.
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Vehicular Mobility
Where We Have Been
One of the first highways to be constructed in St. Louis Park
was TH 100, originally constructed as “Lilac Way” in the
late 1920s and early 1930s. It was later reconstructed and
modeled after the German Autobahn system to function
as a beltline highway encircling the metropolitan area.
The city is also served by several other regional highways
including TH 7 (constructed in the 1930s), TH 169, and
I-394. The evolution of the highway system has resulted in
the dominance of automobiles and trucks as the favored
transportation option for people and goods alike. St.
Louis Park’s position in the Twin Cities Metropolitan Area
provides it with excellent access to the regional highway
system, historically making St. Louis Park a great central
location for businesses and residents to locate.
The city’s streets are characterized by a combined grid
and curvilinear pattern, laid upon a major pattern of
several arterial routes. These arterials radiate in an east/
west direction from the city of Minneapolis connecting
to western suburbs, with an additional two north/south
arterials (TH 100 and TH 169). Louisiana Avenue is another
major route that traverses through the majority of the
community north-south. Studying various other north/
south connections has been a priority for the city.
The local system allows excellent access to the regional
street system. The highways that provide automobile
connections also create challenges to getting from one
side of the city to the other. The same is true for railroads
throughout St. Louis Park. This has historically resulted in
the following:
»Channeling of all north/south automobile traffic onto
a limited number of roads – TH 169, Texas Avenue,
Louisiana Avenue, and TH 100.
»Segmentation and isolation of various neighborhoods
»Reduced pedestrian accessibility and difficult
pedestrian crossings on various streets and highways.
»Lack of local routes that connect all parts of the
community together especially north/south
connections.
In the past 10 years a number of roadway improvements
have been implemented that improved circulation and
congestion through and within St. Louis Park:
»A new bridge was installed on Wooddale Avenue over
TH 7 that grade-separated the two roadways, and
improved local circulation and congestion.
»TH 100 was expanded with additional capacity, which
reduced cut through traffic onto local streets. Bridge
improvements were made over TH 100 to help east-
west circulation and freight movement.
»The TH 7/Louisiana Avenue intersection was
redesigned and is grade-separated interchange. This
busy intersection was reconfigured with three round-
a-bouts on Louisiana, which has helped improve local
circulation and congestion.
»TH 169 was improved south of the city limits, which
improved congestion and mobility along this major
route during peak periods.
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Functional Classification
Functional classification defines both the function and
the role of a street within the hierarchy of an overall
(regional) street system. This system is used to create a
network that collects and distributes vehicular traffic from
neighborhoods and ultimately to the State or Interstate
Highway System. Functional classification works to manage
street access, vehicular mobility, and alignment of routes
(Figure 6-16). Functional classification also seeks to align
destinations and future land use with the street’s vehicular
purpose.
The existing functional classification of streets in the city is
shown in Figure 6-18. Within the Twin Cities Metropolitan
Area, the Metropolitan Council has established detailed
criteria for street functional classifications, which are
summarized in Table 6-4.
Where We Are Today
Existing Street Facilities
The city has excellent access to the regional transportation
street system with routes Interstate 394 (I-394), TH 7,
TH 100, and TH 169 and several county roads – Excelsior
Boulevard (CR 3), Minnetonka Boulevard (CR 5), France
Avenue (CR 17), and CR 25 – in the city. Street mobility
addresses jurisdictional alignment, the functional
classification system, future traffic volumes, potential
congestion issues and the impact that has on mobility,
future street system issues and potential enhancements
relative to street type.
Jurisdictional Classification
Jurisdiction over the city’s street system is shared among
three levels of government: Minnesota Department of
Transportation (MnDOT), Hennepin County, and St. Louis
Park. MnDOT maintains the Interstate and Trunk Highway
(TH) systems. Hennepin County maintains the County
State Aid Highway (CSAH) and County Road (CR) systems,
and the remaining local streets are the responsibility of
the city including Municipal State Aid (MSA) streets. Some
streets are private streets maintained by property owners.
Often the municipal boundaries separating St. Louis Park
from neighboring cities result in shared responsibility over
a road. Coordinating with neighboring cities is essential
in maintaining and improving these streets. Figure 6-17
displays the existing street network along with its existing
and proposed jurisdictional classification within St. Louis
Park.
Occasionally, because of development, changes in traffic
patterns, or the construction of new roads, a road’s
jurisdictional classification should be adjusted to reflect
the current role of that facility. The city does not envision
any significant jurisdictional transfers within St. Louis Park
during the current planning horizon (2018-2040).
Figure 6-16. Street Access/Vehicular Mobility
Relationship
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Figure 6-17. Jurisdictional Classification
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Figure 6-18. Functional Classification
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Table 6-4. Street Functional Classifications
CRITERIA PRINCIPAL ARTERIAL MINOR ARTERIAL COLLECTOR LOCAL STREET
Place Connections
Connect regional job
concentrations and freight
terminals within the urban
service area.
Provide supplementary
connections between
regional job concentrations,
local centers, and freight
terminals within the urban
service area.
Connect neighborhoods and
centers within the urban
service area.
Connect blocks and land
parcels within neighborhoods
and within commercial or
industrial developments.
Spacing
Urban communities: 2 – 3
miles
Suburban communities:
Spacing should vary in
relation to development
density of land uses served,
2 – 6 miles
Regional job concentrations:
1/4 – 3/4 mile
Urban communities: 1/2 – 1
mile
Suburban communities: 1 – 2
miles
Job concentrations:
1/8 – 1/2 mile
Urban Communities:
1/4 – 3/4 mile
Suburban Communities:
1/2 – 1 mile
As needed to access land
uses
System Connections
To Interstate freeways,
other principal arterials, and
selected A-minor arterials.
Connections between
principal arterials should be
of a design type that does
not require vehicles to stop.
Intersections should be
limited to 1-2 miles.
To most interstates, principal
arterials, other minor
arterials, collectors and some
local streets
To minor arterials, other
collectors, and local streets.
To a few minor arterials.
To collectors and other local
streets.
Trip-Making
Service
Trips greater than 8 miles
with at least 5 continuous
miles on principal arterials.
Express and highway bus
rapid transit trips
Medium-to-short tips
(2-6 miles depending on
development density) at
moderate speeds. Longer
trips accessing the principal
arterial network. Local,
limited-stop, and arterial bus
rapid transit trips.
Short trips (1-4 miles
depending on development
density) at low-to-moderate
speeds.
Short trips (under 2 miles) at
low speeds, including bicycle
and pedestrian trips. Longer
trips accessing the collector
and arterial network.
Mobility vs. Land Access
Emphasis is on mobility
for longer trips rather than
direct land access. Little or
no direct land access within
the urbanized area.
Emphasis on mobility
for longer trips rather
than on direct land
access. Direct land access
limited to concentrated
activity - regional job
concentrations, local centers,
freight terminals, and
neighborhoods.
Equal emphasis on mobility
and land access. Direct land
access predominantly to
development concentrations.
Emphasis on land access,
not on mobility. Direct land
access predominantly to
residential land uses.
System Mileage 5-10%10-15%5-15%60-75%
Percent of Vehicle Miles
Traveled 15-35%15-25%10-25%10-25%
Intersections
Grade separated desirable
where appropriate. At a
minimum,
high-capacity controlled at-
grade intersections
Traffic signals, roundabouts,
and
cross-street stops
Four-way stops and some
traffic signals As required
Parking None Restricted as necessary Restricted as necessary Permitted as necessary
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CRITERIA PRINCIPAL ARTERIAL MINOR ARTERIAL COLLECTOR LOCAL STREET
Large Trucks No restrictions
Candidates for local truck
network, large trucks
restricted as necessary
May be candidates for local
truck network, large trucks
restricted as necessary
Permitted as necessary
Management
Tools
Ramp metering, preferential
treatment for transit, access
control, median barriers,
traffic signal progression,
staging reconstruction,
intersection spacing
Traffic signal progression
and spacing, land access
management/control,
preferential treatment for
transit
Number of lanes, traffic
signal timing, land access
management
Intersection control, cul-de-
sacs, diverters
Typical Average Daily Traffic
Volumes 15,000-100,000+5,000-30,000+1,000-15,000+Less than 1,000
Posted Speed Limit 40-65 mph 30-45 mph 30-40 mph Maximum 30 mph
Right-of-Way 100-300 feet 60-150 feet 60-100 feet 50-80 feet
Transit Accommodations
Transit advantages that
provide priority access
and reliable movement for
transit in peak periods where
possible and needed
Transit advantages for
reliable movement where
needed.
Regular-route buses, transit
advantages for reliable
movement, where needed
Normally used as bus routes
only in nonresidential areas
Bicycle and Pedestrian
Accommodations
On facilities that cross or
are parallel to the principal
arterial, with greater
emphasis along transit
routes and in activity centers.
Crossings should be spaced
to allow for adequate
crossing opportunities.
On facilities that cross or are
parallel to the minor arterial,
with greater emphasis along
transit routes and in activity
centers. Crossings should be
spaced to allow for adequate
crossing opportunities.
On, along, or crossing
the collector with higher
emphasis along transit
routes and in activity centers.
Crossings should be spaced
for adequate crossing
opportunities.
On, along, or crossing the
local road
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Principal Arterials
Principal arterials are part of the metropolitan highway
system and provide high-speed vehicular mobility between
the Twin Cities and important locations outside of the
metropolitan area. They are intended to connect the
two central cities to each other and with other regional
business concentrations in the metropolitan area. These
streets, which are typically spaced three- to six-miles apart,
are generally constructed as limited access freeways in
the urban areas but may be constructed as multiple-lane
divided highways.
In St. Louis Park, there are four principal arterials: I-394, TH
7, TH 100, and TH 169. Within St. Louis Park, these facilities
are envisioned to continue functioning as principal arterials
for the planned future.
Minor Arterials
Minor arterials emphasize vehicular mobility over land
access, serving to connect cities with adjacent communities
and the metropolitan highway system. Major business
concentrations and other important traffic generators are
usually located on minor arterial streets. In urbanized areas,
½ to two-mile spacing of minor arterials is considered
appropriate, depending upon development density.
A well-planned and adequately designed system of
principal and A-minor arterials will allow the city’s overall
street system to function the way it is intended and will
discourage through traffic from using residential streets.
Volumes on principal and minor arterial streets are
expected to be higher than on collector or local streets.
Providing street capacity for these higher volumes will keep
volumes on other city streets lower.
“Other arterials” provide a citywide function, serving
medium to long distance trips. The city is served by seven
A-minor arterials and one “other arterial” (see Figure 6-18).
Collectors
Collectors, as the term implies, collect and distribute
vehicular traffic from neighborhoods and commercial areas
and provide a critical link between local streets, which are
designed for property access, and minor arterials, which
are designed for higher vehicular mobility. Collector streets
have an equal emphasis on land access and vehicular
mobility. The city has the greatest responsibility for the
collector streets. Principal and minor arterials tend to
be under the jurisdiction of either MnDOT or Hennepin
County.
Local Streets
Local streets provide access to adjacent properties and
neighborhoods. Local streets are generally low speed and
designed for access to the properties along the street.
All the streets in the city that are not included under the
previous functional classifications above fall under the local
street designation.
Proposed Functional Classification System
The functional classification system for streets in the city
was reviewed to ensure appropriate network connectivity
is maintained and for consistency with the functional
classification criteria established by the Metropolitan
Council. Based on this review, there is one recommended
functional classification change to the minor arterial
system (no principal arterial change recommendations). It
is recommended that Louisiana Avenue be reclassified as
an A-minor arterial – reliever. While this street is already
classified as an “other arterial” it more accurately functions
as a reliever route for TH 100 and TH 169.
In addition, there are changes proposed/planned to the
collector/local functional classifications. The changes are
based on the Federal Highway Administration’s Functional
Classification Manual criteria, Metropolitan Council
guidance and several other factors, including: estimated
trip length, trip type, connections to activity centers,
spacing, continuity, mobility, accessibility, and speed.
Given these criteria, the following streets are
recommended for reclassification from local streets to
major collectors:
»16th Street West
»Beltline Boulevard
»Park Center Boulevard
»Wooddale Avenue South
Figure 6-18 also shows the proposed functional
classification system along with the existing system.
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Street Analysis
Programmed and Planned Street
Improvements
Figure 6-19 identifies programmed (and planned) street
improvements from the City of St. Louis Park’s Capital
Improvement Program (CIP), Hennepin County’s CIP and
MnDOT’s Transportation System Plan (TSP). Programmed
street improvements (Table 6-5) have advanced through
the capital improvement programming process with funds
committed to the improvement in a designated year.
Planned street projects (Table 6-6) have been formally
studied and/or included in a transportation plan, but
typically do not yet have funding commitments.
Many of the programmed and planned improvements
identified have multimodal mobility components as a part
of the overall street improvement (i.e., adjacent sidewalks,
on-street trail/bicycle accommodations, intersection
pedestrian crossing improvements, signal timing updates,
etc.).
Coordination with Other Jurisdictions
The city will continue to coordinate with adjacent
jurisdictions (e.g., Minneapolis, Edina, Golden Valley,
Minnetonka, Plymouth and Hopkins) as well as Hennepin
County and MnDOT when planning future improvements.
This on-going coordination will result in financial and time
savings through economies of scale; such coordination may
reduce construction impacts to residents and businesses.
Congestion on the Regional Highway System
MnDOT defines freeway congestion as traffic flowing at
speeds less than or equal to 45 miles per hour (mph).
According to MnDOT’s 2015 Metropolitan Freeway System
Congestion Report, portions of all highways in St. Louis
Park are reported to have reoccurring congestion during
both peak travel periods. In the morning peak period, all
segments of southbound TH 169, as well as segments near
the TH 100 and TH 7 interchange, exhibits congestion for
two to three hours. Northbound TH 100 also experiences
congestion lasting longer than three hours. There is also
congestion both eastbound and westbound along I-394 for
one to two hours in the a.m. peak period. In the afternoon
peak period, TH 169 experiences over three hours of
congestion on all segments traversing St. Louis Park.
Congestion on the regional system often negatively affects
the local street system within St. Louis Park due to travel
diversion. This applies pressure to the local system and
causes conflicts with other mobility travel options.
Access Management
Access review is a major aspect of the city’s project review
process. The review focuses on maintaining the safety and
capacity of the city’s streets and understanding potential
impacts to other modes of travel along these streets, while
providing adequate land access.
Access management involves balancing the access and
mobility functions of streets. Access refers to providing
street access to properties and is needed at both ends of a
trip. Mobility is the ability to get from one place to another.
Most streets serve both functions to some degree based
on their functional classification. The street’s functional
classification has a direct and corresponding relationship to
mobility and access.
Table 6-5. Programmed Street Improvements
ROAD EXTENTS PROJECT TIMEFRAME JURISDICTION(S)
Wooddale Avenue / TH 7 Bridge Bridge Improvements 2018 City
TH 7 TH 169 to Louisiana Avenue Resurfacing Improvement Project 2018 MnDOT
Louisiana Avenue Louisiana Circle to Excelsior
Boulevard Road/Bridge Reconstruction 2019 City
CSAH 5
(Minnetonka Boulevard)TH 100 to France Avenue Reconstruction (capacity)2023 County
Louisiana Avenue Oxford Street to Louisiana Circle Road/Bridge Reconstruction 2024 City
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Figure 6-19. Programmed and Planned Street Improvements
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Table 6-6. Planned Street Improvements
ROAD EXTENTS PROJECT TIMEFRAME JURISDICTION(S)
CSAH 5 (Minnetonka
Boulevard)TH 169 to Louisiana Avenue Reconstruction (capacity)2019 County
CSAH 5 (Minnetonka
Boulevard)Louisiana Avenue to TH 100 Reconstruction (capacity)2020 County
CSAH 3 (Excelsior
Boulevard)
Meadowbrook Road to Louisiana
Avenue Reconstruction 2020 County
CSAH 3 (Excelsior
Boulevard)CSAH 20 to Meadowbrook Road Reconstruction (capacity)2021 County
Table 6-7. Planning-Level Street Capacities by Facility Type
FACILITY TYPE PLANNING LEVEL DAILY
CAPACITY RANGES (AADT)
UNDER CAPACITY APPROACHING
CAPACITY
OVER
CAPACITY
LOS A B C D E F
0.2 0.4 0.6 0.85 1.0 >1.0
Two-lane undivided
urban 8,000 – 10,000 2,000 4,000 6,000 8,500 10,000 > 10,000
Two-lane divided
urban
(Three-lane)
14,000 – 17,000 3,400 6,800 10,200 14,450 17,000 > 17,000
Four-lane undivided
urban 18,000 – 22,000 4,400 8,800 13,200 18,700 22,000 > 22,000
Four-lane divided
urban
(Five-lane)
28,000 – 32,000 6,400 12,800 19,200 27,200 32,000 > 32,000
Four-lane freeway 60,000 – 80,000 16,000 32,000 48,000 68,000 80,000 > 80,000
Six-lane freeway 90,000 – 120,000 24,000 48,000 72,000 102,000 120,000 > 120,000
The city will continue to support MnDOT’s and Hennepin
County’s Access Management guidelines on the Principal
and Minor Arterial street network in the city through the
aforementioned measures.
Living Streets Policy
The city has a draft Living Streets Policy that establishes
their commitment to building a complete and integrated
public right-of-way that has a positive impact on the
livability of neighborhoods throughout the city. The
Living Streets Policy is consistent with – and builds on –
guidance that St. Louis Park has already established in its
Comprehensive Plan, Active Living Sidewalk and Trails Plan,
Complete Streets Policy, and many other adopted policies.
The policy is actionable and being implemented while
under review by the City Council. It sets the tone for
mobility within the community. It is a good example of
performance based planning and design with metrics
in place to measure success of its implementation (i.e.,
sidewalks/bikeways/trails installed).
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Where We Are Headed – Planning for
Vehicle Mobility
2040 Vehicular Travel Demand
The pattern and intensity of vehicular travel is directly
related to the distribution and amount of households,
population and employment within a community,
neighboring communities and the broader region. This
section includes an overview of the existing land use
patterns in St. Louis Park.
Land use, vehicular travel patterns, transportation mode
choice, population and employment change over time may
affect the efficiency and adequacy of the street mobility
network. This section outlines expected changes in the
city’s households, population and employment, which is
the basis for estimating future vehicular travel demand
within the city.
Socioeconomic Data
Existing and estimated population, households,
and employment levels are shown in Table 6-8. The
Metropolitan Council prepared estimates for the overall
regional growth in terms of households, population,
and employment for the years 2020, 2030, and 2040,
allocating what they felt was an appropriate portion to each
municipality.
Transportation Analysis Zones
Using the Land Use Guide Plan and development objectives
as guidance, and with the assistance of the Metropolitan
Council, the city estimated existing and future population,
and number of employment and households for sub-areas
of the city called Transportation Analysis Zones (TAZs). This
information was required to complete the traffic forecasting
procedures used to estimate future traffic volumes.
Estimates for populations, households and employment
within each TAZ are shown in Table 6-9 and Figure 6-23.
2040 Traffic Forecasts
Forecasts for the City of St. Louis Park were prepared based
upon the socioeconomic distribution identified for the
year 2040. These forecasts are an analytical tool used to
determine the “adequacy” of the road system to handle
future development and subsequent vehicular traffic. In
addition to the programmed street projects identified
earlier, the traffic forecast model considers future planned
improvements that are in the Metropolitan Council’s TPP
for regional highways outside the city. The future forecasted
average daily vehicular traffic volumes are shown in Figure
6-24.
Safety Considerations
As the mobility system is reviewed and planned, a central
concern is safety. This is relevant to safety of all users of the
system – pedestrians, bicyclists, and motorists. MnDOT has
identified a short-term safety goal of 300 or fewer fatalities
and 850 or fewer serious injuries by 2020, with the long-
term vision of zero traffic fatalities (Towards Zero Deaths).
St. Louis Park wants to continue with their efforts to further
this safety mentality by extending systemic safety planning
from city systems, to county systems, to the state level.
To do so, the city envisions a safety plan that seeks to
address priority emphasis areas that represent key risk
factors or types of crashes contributing to severe crashes.
The safety plan development process will include careful
review of the City of St. Louis Park’s specific crash data,
the city’s traffic safety best practices, and historical
perspectives on mobility system user behavior (including
pedestrians, bicyclists, and vehicle drivers). The Minnesota
Strategic Highway Safety Plan (SHSP) and the Metro Region
Towards Zero Death (TZD) study identify enforcement
areas to focus efforts and behavioral investments: user
inattentiveness, unbelted drivers, impaired drivers, and
speeding. This is a good place to start in St. Louis Park as
well. In addition, the city will consider safe interactions with
trains at all crossing locations such as sidewalk, trail, and
at-grade roadway crossings.
Table 6-8. Summary of St. Louis Park’s Projected
Socioeconomic Data
YEAR POPULATION HOUSEHOLDS EMPLOYMENT
2010 45,250 21,743 40,485
2020 49,600 23,600 43,400
2030 52,350 25,220 45,300
2040 54,520 26,230 46,850
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Figure 6-20. Existing Traffic Volumes
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Figure 6-21. Existing Number of Lanes
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Figure 6-22. Year 2040 Number of Lanes
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Table 6-9. TAZ Estimates
City TAZ
Met Council
TAZ
Population
Households
Retail
Employment
Non-Retail
Employment
Total
Employment
Population
Households
Retail
Employment
Non-Retail
Employment
Total
Employment
Population
Households
Retail
Employment
Non-Retail
Employment
Total
Employment
Population
Households
Retail
Employment
Non-Retail
Employment
Total
Employment201420202030204011035200 104 4 23 27 200 104 4 23 27 198 104 3 19 22 198 104 2 16 18 21041329 144 5 218 223 329 144 9 236 245 326 144 14 232 246 326 144 18 227 245 31049677 382 105 1,295 1,400 677 382 97 1,431 1,528 670 382 69 1,448 1,517 670 382 43 1,458 1,501 51372535 288 8 160 168 535 288 7 177 184 530 288 4 181 185 530 288 2 183 185 61373288 119 4 66 70 317 131 4 79 83 356 147 3 91 94 387 160 2 102 104 71373196 83 4 50 54 210 89 4 60 64 236 100 3 66 69 250 106 2 72 74 81373179 76 4 48 52 193 82 4 56 60 214 91 3 61 64 224 95 2 66 68 91373268 111 4 62 66 295 122 4 75 79 338 140 3 86 89 355 147 2 96 98 101374981 421 7 102 109 981 421 8 110 118 971 421 8 106 114 971 421 9 103 112 111374921 396 7 97 104 921 396 8 104 112 912 396 8 101 109 912 396 9 98 107 121374801 345 6 87 93 801 345 7 93 100 793 345 7 90 97 793 345 8 86 94 1313751,433 642 81 122 203 1,433 642 83 177 260 1,419 642 75 245 320 1,419 642 68 307 375 1413751,167 524 66 103 169 1,167 524 69 147 216 1,155 524 62 201 263 1,155 524 56 251 307 151376249 126 1,274 4,698 5,972 514 260 1,378 5,484 6,862 988 500 1,347 6,005 7,352 1,223 619 1,306 6,467 7,773 161377408 269 609 1,313 1,922 408 269 656 1,497 2,153 404 269 637 1,586 2,223 404 269 617 1,663 2,280 171377389 257 582 1,253 1,835 389 257 626 1,429 2,055 385 257 608 1,514 2,122 385 257 588 1,587 2,175 1813781,139 540 27 658 685 1,158 549 30 718 748 1,190 564 31 713 744 1,211 574 32 705 737 1913781,170 555 28 676 704 1,191 565 31 738 769 1,223 580 31 732 763 1,246 591 32 724 756 201379462 205 56 894 950 464 206 56 972 1,028 464 206 49 957 1,006 464 206 42 940 982 2113801,303 568 25 55 80 1,303 568 25 64 89 1,290 568 22 68 90 1,290 568 19 72 91 221380982 429 20 47 67 982 429 20 52 72 972 429 17 54 71 972 429 15 56 71 231381722 310 15 366 381 722 310 21 408 429 715 310 28 418 446 715 310 34 425 459 241381859 368 17 433 450 859 368 24 482 506 850 368 32 494 526 850 368 40 504 544 251382513 247 17 44 61 513 247 17 53 70 508 247 15 61 76 508 247 12 69 81 2613831,120 562 20 220 240 1,120 562 21 242 263 1,109 562 19 244 263 1,109 562 18 245 263 271383974 490 18 194 212 974 490 19 213 232 964 490 17 214 231 964 490 16 214 230 2913841,032 406 153 399 552 1,032 406 173 434 607 1,022 406 182 429 611 1,022 406 189 422 611 301384701 278 105 277 382 701 278 119 301 420 694 278 124 296 420 694 278 129 290 419 311384297 122 47 128 175 297 122 52 137 189 294 122 54 132 186 294 122 55 127 182 331385444 180 4 26 30 444 180 4 27 31 440 180 3 23 26 440 180 2 19 21 341386186 83 11 33 44 195 87 10 35 45 206 92 7 32 39 208 93 4 30 34 351386587 248 26 63 89 639 270 24 71 95 710 300 17 75 92 753 318 10 78 88 361387827 364 21 138 159 827 364 20 149 169 819 364 14 143 157 819 364 9 138 147 3713871,629 724 38 255 293 1,629 724 35 276 311 1,613 724 25 270 295 1,613 724 16 264 280 3813871,135 498 28 183 211 1,135 498 26 197 223 1,124 498 18 192 210 1,124 498 11 186 197 391388242 134 316 431 747 246 136 343 471 814 251 139 337 468 805 251 139 330 464 794 401388441 240 578 777 1,355 456 248 627 852 1,479 478 260 617 850 1,467 492 268 605 846 1,451 4113891,760 834 13 81 94 1,760 834 12 85 97 1,742 834 10 78 88 1,760 834 8 71 79 4213891,061 499 9 57 66 1,061 499 9 59 68 1,050 499 7 53 60 1,050 499 6 47 53 431390935 424 13 488 501 935 424 25 560 585 926 424 41 597 638 926 424 56 630 686 441390814 370 12 427 439 814 370 22 489 511 806 370 36 521 557 806 370 49 549 598 451391464 213 39 114 153 464 213 36 132 168 459 213 25 143 168 459 213 14 153 167 461391311 145 28 83 111 311 145 25 94 119 308 145 17 100 117 308 145 10 105 115 471392888 426 43 221 264 888 426 46 251 297 879 426 43 263 306 879 426 41 274 315 481392258 127 16 77 93 258 127 16 85 101 255 127 14 85 99 255 127 13 85 98 491393537 341 17 274 291 559 355 17 293 310 559 355 15 282 297 578 367 13 270 283 501393900 568 26 447 473 933 589 26 480 506 949 599 24 464 488 1,016 641 21 448 469 511394450 262 32 230 262 572 333 33 282 315 690 402 33 330 363 814 474 28 373 401 521394919 529 60 451 511 1,225 655 64 560 624 1,679 898 60 663 723 1,988 1,063 56 756 812 531394840 484 56 414 470 1,138 599 59 513 572 1,512 796 55 606 661 1,851 974 52 691 743 541395466 183 25 76 101 466 183 25 100 125 461 183 21 125 146 461 183 18 149 167 551395831 322 41 121 162 831 322 44 164 208 823 322 36 214 250 823 322 31 260 291 561395403 159 22 68 90 403 159 22 88 110 399 159 19 110 129 399 159 16 130 146 581398423 172 59 82 141 423 172 55 94 149 419 172 41 101 142 419 172 27 108 135 5913981,414 562 187 229 416 1,414 562 176 274 450 1,400 562 130 310 440 1,400 562 87 343 430 601399259 184 201 411 612 266 189 214 494 708 274 195 203 560 763 277 197 193 620 813 611399534 376 414 837 1,251 554 390 442 1,011 1,453 568 400 422 1,154 1,576 587 413 402 1,284 1,686 621399406 286 315 639 954 429 296 335 769 1,104 441 311 320 877 1,197 449 316 304 974 1,278 631399558 393 433 875 1,308 579 408 462 1,055 1,517 612 431 441 1,206 1,647 749 451 415 1,342 1,757 641400761 402 71 249 320 833 440 114 295 409 944 500 171 329 500 1,052 526 223 359 582 6514001,300 682 118 413 531 1,391 730 192 492 684 1,525 800 290 554 844 1,732 866 381 609 990 66140195 45 81 1,398 1,479 95 45 111 1,500 1,611 844 465 68 1,628 1,696 1,014 575 50 1,670 1,720 681401214 94 181 3,274 3,455 234 103 277 3,516 3,793 264 116 399 3,397 3,796 287 126 511 3,267 3,778 691401114 53 96 1,682 1,778 114 53 134 1,805 1,939 113 53 180 1,741 1,921 113 53 221 1,675 1,896 7014021,198 549 87 198 285 1,198 549 77 230 307 1,186 549 48 251 299 1,186 549 22 269 291 711404274 99 6 78 84 274 99 6 81 87 271 99 5 75 80 271 99 4 69 73 731405568 248 51 425 476 568 248 50 482 532 562 248 39 505 544 562 248 30 525 555 741405875 380 77 648 725 875 380 74 735 809 866 380 59 774 833 866 380 45 807 852 7614061,318 571 20 269 289 1,477 640 29 368 397 1,731 750 40 482 522 1,944 842 51 586 637 Total47,93322,8187,190313273851749,600 23,600 7,894 35,506 43,400 52,350 25,220 7,825 37,475 45,300 54,520 26,230 7,752 39,098 46,850 Study session meeting of 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Figure 6-23. Transportation Analysis Zones Map
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Figure 6-24. Forecast 2040 Traffic Volumes
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Proposed Street Connections
There are several new street connections that can enhance
circulation and connectivity around the LRT station areas
and commercial centers. The goal is to integrate community
travel routes within station areas and commercial centers
in order to improve overall multimodal safety, access
and circulation around and through the centers. Many of
the potential connections were envisioned as part of the
proposed Form-Based District zoning which is currently
under review by the city. These new street connections
are not currently funded, nor have they been designed.
Therefore, their exact location is yet to be determined; the
intent is to reserve the possibility of future connections in
these areas. In addition to streets, alleyway improvements
are also captured with the proposed Form-Based District
zoning. Figure 6-25 presents these desired/conceptual
connections.
Right-of-Way Preservation
Right-of-Way (ROW) is a valuable public asset that needs to
be managed to balance the street’s intended function and
the public good. The city maintains a set of ROW guidelines
organized by number of lanes for the street. The ROW
values in this guidance account for space to accommodate
sidewalks and trails, plus other multimodal mobility needs
of the corridor. When new streets or connections are
needed or desired, the city will need to consider ROW
preservation strategies to make sure that these streets
or multimodal infrastructure improvements can be
accommodated. These strategies include:
»Advanced, direct purchase
»Zoning and subdivision dedication
»Official mapping
St. Louis Park may need to reconstruct, widen (or reduce)
street widths, and construct new street segments to
meet future connectivity demands due to its current
and anticipated growth. These potential or desirable
improvements will require the city to keep the existing
ROW they have or acquire additional ROW. The city will
coordinate with MnDOT and Hennepin County for ROW
acquisition along county or state routes, where applicable.
Land Use Based Street Types
To accommodate growth and travel demands, St. Louis
Park will need to make more efficient use of current street
space in the future. In short, this means moving more
people and encouraging travel by foot and bicycle where
possible. Like most cities, St. Louis Park has historically
designed and managed streets for personal vehicle
circulation and access to parking areas. The proposed street
types contained herein are not intended to replace the
city’s functional classifications, yet rather set priorities for
movement of people, not just vehicles, and ensure that
pedestrians, bicyclists, and transit users are all provided
safe and convenient access to and circulation opportunities
throughout the city.
The street types can be used to organize and integrate
modes within the built mobility right-of-way. While
terminology and recommendations vary slightly from
other efforts to date within the city, the overall premise
is consistent throughout – to enhance streets by re-
prioritizing pedestrian, bicyclist, and transit user needs to
create a vibrant, safe, and memorable place for all people
using all modes. The classifications represent six types that
highlight the predominant design characteristics or mobility
modes of the street. They are vision statements of what
the street type is and is not; there is flexibility in how this is
implemented once moved forward in the community.
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Figure 6-25. Desired Conceptual Street Connections
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Transit-Priority Streets
Transit-priority streets are streets that prioritize efficient
transit operations and have pedestrian- and transit-friendly
design elements. The transit-priority street designation
is an aspirational one, meant to provide direction for
improvements to the overall character of the street as they
relate to street infrastructure and development patterns.
Street infrastructure improvements should be focused on
the sidewalk network and pedestrian realm (lighting, ADA
compliance, street trees, etc.). Bicycles should also be
considered as part of the overall character of the street.
Pedestrian-Only Streets
Pedestrian-only streets are often curb less and designed as
flexible open spaces mainly for pedestrian use. They have
design features that cater primarily to people on foot, but
also bicycles moving at a walking speed, often for delivery
access purposes. Bollards or planters as well as pavement
markings and colorings can show where pedestrian-only
streets begin and end, as well as how patrons can move
about the space freely. It is understood that this street type
requires special approval by city staff.
Neighborhood Streets
These serve primarily residential neighborhoods, parks,
shops, and schools. They should be inviting to walk and bike
as well as for play and leisure. They are streets with low
traffic volumes and low speeds. Sidewalks and boulevards
should be provided where possible.
Vehicular Streets
Vehicular Streets accommodate higher volumes of vehicles
while also having the potential to provide pedestrians or
bicyclists infrastructure. These are urban thoroughfares
that connect the city to its adjacent communities and
beyond, moving automobiles, freight, and commuter traffic
through the region. They typically have more through lanes
and wider rights-of-way, while also accommodating large
volumes of traffic during peak hours. However, they must
provide safe intersections for pedestrians and bicyclists,
when necessary. This is especially important, as streets
with higher volumes of traffic and wider crossings are more
difficult to cross for pedestrians and bicyclists.
Figure 6-26 identifies potential street types within St. Louis
Park described and discussed above. Note that not all
street types discussed here are represented on the figure;
however, they are still relevant for future consideration if/
when the situation presents itself.
Multimodal Streets
Multimodal streets are intended to accommodate a variety
of modes. In concert with the city’s goals, these streets are
meant to prioritize the walking environment first, followed
by bicycling and transit use, and then motor vehicle use.
Generally characterized by no modal priority, multimodal
street design will vary by context and can be in either
neighborhoods or commercial districts.
Main Streets
Main streets are characterized by (generally) commercial
uses, fewer building setbacks, slow traffic, and wide
sidewalks. All these treatments ensure that walking
is the most important mode in this environment.
While Main Streets were the dominant commercial
environments through the early years of the 20th
Century, suburbanization and the rise of malls lessened
their influence. However, they have persisted and in
many communities, are seeing a comeback, as people
take advantage of their walkable nature. Vegetation is
an important component of Main Streets to enhance
community aesthetics and pedestrian comfort. Plantings,
such as street trees and ornamental flowers and grasses
should be in select areas and protected to avoid damage by
pedestrians and bicyclists. Intersections should have high-
visibility crosswalks that may also incorporate decorative
features.
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Figure 6-26. Recommended Street Types
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Planning for the Future
Throughout the city’s comprehensive planning effort, the
city is considering how to address current mobility needs,
while setting the stage for future growth. Items that the
city has identified for consideration going forward:
»Travel Demand Management
»Connected and Autonomous Vehicles
»Electric Vehicles
Travel Demand Management
Research has shown that Travel Demand Management
(TDM) strategies are a useful technique in helping alleviate
parking demands and increased traffic. The following TDM
strategies are applied to help reduce the number of single
occupancy vehicles traveling and parking in a certain area.
Bicycle Amenities
Actively promoting bicycling as an alternative means of
travel to and from a destination can be achieved through
the provision of bicycle storage facilities, bicycle parking,
and installing bikeways. In addition, developments can
provide shower facilities for their patrons/employees/etc.
to help encourage use of bicycles for transportation.
Car Sharing Provisions
Car sharing programs provide mobility options to a cross
section of residents who would not otherwise have access
to a vehicle. These programs encourage the efficient use of
a single vehicle among multiple users, while reducing the
amount of parking needed. Zoning language can encourage
or require new developments to include provisions for car
sharing programs.
Shared Mobility
Shared mobility includes bike sharing, car sharing, and ride
sourcing services provided by companies such as Uber and
Lyft. Predictions indicate that by creating a robust network
of shared mobility options, these new modes will help
reduce car ownership and increase use of public transit.
Travel Demand Management Plans (TDMP)
A TDMP outlines measures to mitigate parking demand
as part of the development process, which can result in
innovative solutions that are tailored to the specific needs
of the development. These types of plans may require
specific strategies for reducing single-occupancy vehicle
trips and promoting alternative modes of transportation.
Connected and Autonomous Vehicles
The potential for significant vehicle technology shifts,
including connected vehicles (CV) and autonomous vehicles
(AV), in the coming decades will influence how the city
plans for the future of mobility infrastructure.
Fully autonomous vehicles are still in the advanced testing
stages, but partially automated technology and low-speed
cars are starting to emerge. Autonomous and connected
vehicles will likely require changes to parking requirements,
street design, right-of-way needs, development demand,
signage and signalization, building siting and design, and
access management over the next 40-50 years.
Researchers have concluded that AVs and CVs will reshape
future road rights-of-way. Avs are likely to be smaller than
existing passenger vehicles, permitting narrower lanes,
likely not requiring medians, and will allow travel much
closer to one another. By accommodating the same or
more vehicular volume in less space, newly available street
width can be reapportioned to other mobility network
users.1
The redevelopment of parking lots has the potential
to transform existing commercial centers allowing for
buildings to more regularly front streets rather than parking
lots. Accommodations for pick-up and drop-off locations
and off-site parking reservoirs will need to be considered.
The city must also be prepared to incorporate and
accommodate communication between vehicles and
infrastructure such as traffic signals (V2I). The city should
stay in close coordination with MnDOT and Hennepin
County regarding potential for research projects in the
coming years regarding this technology.
A very important area for the city to be focused is how
AVs will interact with pedestrians and bicyclists. Research
suggests that a safer environment will be possible,
especially if AVs are programmed to stop and yield to
pedestrians and bicyclists.
St. Louis Park should monitor autonomous vehicle
technology adoption, as well as other technological
innovations that will have an impact on mobility trends and
infrastructure, and consider system changes when they
make sense for the community.
1 APA Minnesota. Planning for the Autonomous Vehicle Revolution. 2016.
https://www.planning.org/blog/blogpost/ 9105024/
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Electric Vehicles
As electric vehicles (EV) become more affordable, it is
predicted they will become almost a third of new-car sales
by 2030. 2
St. Louis Park has developed a Climate Action Plan with
its goal set to achieve carbon neutrality by 2040. The
city would like to accelerate the adoption of electric
vehicles by installing chargers in public parking lots.
This will include parking lots associated with city-owned
buildings, city parks, and school buildings. The charging
stations will be highly visible, educational, and incorporate
branding the city develops as part of its climate action
efforts. In addition, the city is committed to working with
private businesses to offer charging stations for EVs. This
could be accomplished through encouragement and city
development standards that require EV parking spaces with
new developments. The city will also work with electric
vehicle partnerships to advance usage (for example, Drive
Electric Minnesota) and support electrification of Metro
Transit Buses.
2 The Electric-Car Boom Is So Real Even Oil Companies Say It’s
Coming, Bloomberg, April 2017, https://www.bloomberg.com/news/
articles/2017-04-25/electric-car-boom-seen-triggering-peak-oil-demand-
in-2030s
Vehicular Mobility Goals and Strategies
1. Provide well-designed and well-
maintained city streets that
balance the needs users, residents,
businesses, and property owners.
Strategies
A. Identify traffic management measures in
conjunction with upgrades to the mobility system.
B. Support local street, pedestrian, bicycle and transit
connections across freeways
C. Maintain the roadway network in a safe and fiscally
responsible manner.
D. Support and participate in the improvements of
Hennepin County road segments.
E. Support implementation of Hennepin County’s
Complete Streets Policy to retrofit County arterial
streets within St. Louis Park.
F. Create a safe and attractive street environment
through grass boulevards and street tree plantings
to buffer pedestrians from the road.
2. Work to ensure roadways efficiently connect
residents, employees, and visitors to local
and regional destinations.
Strategies
A. Monitor updates to the roadway functional
classification system within St. Louis Park to
maintain a balanced hierarchy of streets for
distributing traffic from neighborhoods to the
regional mobility systems.
B. Consider existing gaps in the roadway network
when approving development projects and
conducting area-wide planning.
C. Prioritize mobility policies that promote
accessibility to jobs, services, and amenities via the
roadway network; whether it is via walking, biking,
transit, or vehicle.
D. Promote and support the use of Travel Demand
Management (TDM) strategies to achieve more
efficient use of the existing community mobility
network and reduce congestion problems.
E. Support options for improving north-south
roadway connectivity when feasible.
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F. Consider increasing capacity on roadways only
when necessary to improve connectivity of the
roadway network, improve isolated connections to
regional roadways, or where other measures are
impractical.
G. Coordination with State and County officials
to monitor and maintain the more regional
components of the street mobility system in a
state of good repair and minimizing congestion
through strategic capacity improvements.
3. Reduce greenhouse gas emissions generated
as a result of the roadway network.
Strategies
A. Consider design strategies that reduce greenhouse
gas emissions, including those that reduce vehicle
miles travels, idling, and increase renewable
energy use.
B. Continue to implement traffic control devices that
manage congestion, reducing greenhouse gas
emissions.
C. Expand regulations that provide for electric vehicle
charging ports in new developments and public
right-of-way.
D. Encourage the use of alternate fuel vehicles.
Improved Technologies and Mobility Modes
Goals and Strategies
1. Position St. Louis Park to benefit
from upcoming changes to
vehicle ownership models while
supporting a shared use mobility
network.
Strategies
A. Plan for a shared vehicle fleet and its impact on
the built form, including vehicles and bike share.
B. Establish parking guidelines and requirements that
reflect changing vehicle ownership models, both
on-street and off-street.
C. Provide for carpools, vanpools, and shared
mobility vehicles in city-owned parking facilities
and encourage private parking facility owners to
do the same.
D. Evaluate demographics to ensure shared mobility
benefits are equitable
E. Utilize available data and resources to support
the city’s ongoing transportation planning work,
focused on equity and access for all.
2. Support the development and
deployment of new transportation
technologies that positions St.
Louis Park to benefit from these
advancements.
Strategies
A. Regulate automated vehicles in St. Louis Park while
ensuring equitable access to them.
B. Plan for impacts of automated and connected
vehicles such as the potential need to regulate
parking, design infrastructure with connected
capabilities, or make other adjustments to
infrastructure design practices and standards.
C. Encourage and support electric vehicles by
prioritizing associated public and private
infrastructure.
D. Develop policy that addresses the implications
of parking, or lack thereof, in a fully automated
future, such as the potential for roving empty
vehicles.
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Rail and Truck Freight
Where We Have Been
In 1873, just four years after the first transcontinental
railroad was completed, there were two railroads that
passed through what is now St. Louis Park. These two
railroads connected flour mills in Minneapolis with millions
of acres of grain fields to the west. By 1898, three railroads
served St. Louis Park’s burgeoning industrial sector. A fourth
north-south line was added to connect to the Luce Line in
Golden Valley. Three of these four lines are still active; the
fourth was purchased, intended for future light rail transit
(LRT) use.
St. Louis Park’s history is innately linked to the railroad.
Early industry relied upon rail spurs to link to the wider
regional and national rail network. Railroads also provided
primary passenger transportation before the rise of mass
automobile ownership. As the highway system developed,
trucks became the primary carrier of freight and cars the
primary carrier of passengers, diminishing the need for
railroad services. The corridors became barriers, restricting
access to pedestrians, bicycles and motor vehicles.
In the past 10 years a number of freight improvements
have been implemented through/within St. Louis Park:
»Many rail crossings have been upgraded to include gate
arms, warning bells and lights, and two were closed to
vehicle traffic.
»Substantial investment on the major interstate and
highways system has improved truck freight.
Where We Are Today – Rail and Truck Freight
Truck Freight
Truck freight transportation and the movement of
commercial and industrial goods plays a key role in the
economy and transportation system of St. Louis Park. To
ensure that businesses can efficiently transport goods
into and out of the city, it is crucial that the local network
accommodate these needs.
All industrial areas in the City of St. Louis Park are located
with adequate access to the metropolitan highway system
(Figure 6-27). The Interstate and Minnesota Trunk Highway
systems are all built to ten-ton axle loading standards
and are part of either the National Truck Network or the
Minnesota Twin Trailer Network, allowing extra capacity
and flexibility for commercial trucking. This major highway
coverage reduces the impact of truck traffic on local
roadways and minimizes the potential for disruption of
neighborhoods.
The City of St. Louis Park has developed in a manner
that efficiently and effectively accommodates for heavy
commercial vehicle activity. Existing freight uses are in
proximity to and have good access to regional roads. This
minimizes the impact to the rest of community. Further,
there are no planned land use changes that would
significantly impact or require changes to the freight
roadway network. Truck traffic on the major highways that
pass-through St. Louis Park (I-394, TH 169, TH 100) is quite
high. Truck traffic on TH 7 is heavy but not as high as the
other major facilities. Heavy commercial annual average
daily traffic (HCAADT) volumes are presented in Figure
6-27.
Rail Freight
St. Louis Park has three active rail lines in the city:
»Burlington Northern and Santa Fe (BNSF) Railway –
operates northeast- southwest through town south of
and approximately parallel to Cedar Lake Road
»Canadian Pacific (CP) Railway operates two lines in
town:
• Bass Lake Spur that runs east- west through town
south of and parallel to TH 7, used by Twin Cities &
Western Railroad Company (TC&W)
• Minneapolis, Northfield and Southern (MN&S)
Railway Spur that runs north- south through town
west of and parallel to TH 100
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Figure 6-27. Freight System
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Burlington Northern and Santa Fe Railway
(BNSF)
The BNSF Railway traverses the entire width of St. Louis
Park from the southwest to the northeast with the
alignment located approximately parallel to Cedar Lake
Road. This single-track route was formerly a double track
and was constructed between 1879 and 1881. Today this
line utilizes a seamless track which has significantly reduced
the noise levels in this corridor. The line abuts residential
development along much of the right-of-way and travels at
relatively high speeds. There is no vehicle at-grade access
across the BNSF corridor. The adjacent North Cedar Lake
Regional Trail runs parallel to the rail line south of the tracks
for most of the line’s 3.6 miles through St. Louis Park.
CP Rail Bass Lake Spur
The CP Bass Lake Spur line was constructed in 1910. It
passes through the entire city in a southwest to northeast
direction. It is located south of and parallel to TH 7 and
contains a double track and numerous railcar storage
sidings along the route. This corridor is also utilized by Twin
Cities & Western railroad (TC&W), which carries product
from western Minnesota and South Dakota. The length of
the mainline track, measured from city limit to city limit, is
approximately 2.8 miles.
The CP Rail Bass Lake Spur has limited vehicle access across
it. At-grade crossings occur at Beltline Boulevard and
Wooddale Avenue and grade-separated crossings occur at
Louisiana Avenue and TH 100.
The Cedar Lake LRT Regional Trail is located in this corridor.
SWLRT will be collocated within this rail corridor as well.
CP Rail MN & S Spur
This railroad traverses the city north/south on a
relatively narrow corridor west of and parallel to TH
100 at approximately Dakota Avenue. This route differs
substantially from other railroads within the city in that it
is not a major regional route. It was originally designed as
an inter-urban electric route, although it never operated
electric trains. In 1920, it was converted to a freight
carrying line and functioned primarily as a by-pass or
transfer railroad. It was used as a carrier by firms wishing to
avoid the congestion and possible delay in the metropolitan
core. Currently, both CP Railway and TC&W operate
over this track. Along the MN&S, speeds are regulated
to 15 mph or less and the right-of-way has residential
development throughout most of its length in the city.
There are numerous local street crossings along the MN&S.
Freight Rail Safety
Key freight rail issues for the city are safety with the
products being transported, noise and vibration,
and sidewalk, trail and street crossings. One product
transported is ethanol, and it is volatile and flammable. City
emergency plans take into account the possibility of freight
rail accidents and spills. Noise and vibration are important
in considering surrounding land uses and activities. Safe
interactions with trains at all rail crossings are important as
well. Proper use of signage and warning devices is critical to
ensuring the highest level of protection for the community.
The location and number of rail lines in the city create a
barrier to pedestrian, bicycle and vehicle mobility. The city
is taking opportunities to increase access across railroad
right of ways including at Beltline Boulevard and Wooddale
Avenue where the regional trail will be separated, and
over the BNSF near Peter Hobart School. In addition, when
rehabilitation of at-grade crossings, existing bridges, and
underpasses is needed, the city will look to enhance the
crossings of the rail line.
Where We Are Headed – Planning for Freight
CP Rail Interchange Track (Switching Wye)
The CP Railway also operates an interchange track or
switching wye between the two CP Rail segments. The
track is used both by CP Railway and TC&W to switch trains
from the CP Rail Bass Lake Spur and the CP Rail MN&S
Spur, because they are at different elevations where they
intersect. .
This wye interchange will be reconfigured as part of the
SWLRT. The north leg of the switching wye will be removed
to accommodate the LRT track and the north or south
bound CP Rail Bass Lake Spur trains will merge on to the
CP Rail MN&S line a new bridge and track just north of
the Cambridge Street railroad bridge. The south leg of
the switching wye will remain to allow access to the one
remaining freight rail user in St. Louis Park, located west of
Louisiana Avenue and north of Minnehaha Creek. The long
range goal is to remove the switching wye altogether, and
improve pedestrian traffic between Methodist Hospital and
the Louisiana Avenue SWLRT station.
Study session meeting of July 11, 2022 (Item No. 1)
Title: Connected infrastructure system introduction Page 80
6-265 | Mobility: Getting Around Town
Freight Mobility Goals and Strategies
1. Minimize impacts of railroad operations in
St. Louis Park.
Strategies
A. Invest in safety and crossing improvements along
active railroad corridors, with particular attention
to where SWLRT, trails and at-grade crossings
occur.
B. Grade separate trails and roadways near rail lines
where possible.
C. Work to eliminate blocking and switching
operations and remove the switching wye in St.
Louis Park.
D. Address noise and vibration impacts by working
with agencies and railroads to implement such
measures as improving the tracts, adding buffers,
and using other effective measures.
Aviation
Where We Have Been
There are no airports or heliports in St. Louis Park, nor
are any planned. The only regular landing of aircraft is by
helicopters at a helistop serving Methodist Hospital.
Minneapolis/St. Paul International Airport (MSP) is the
region’s major airport. Built in 1920, it is located seven
miles to the southeast of St. Louis Park, and very accessible
by freeway. Aircraft noise has been the source of occasional
complaints by city residents. St. Louis Park is represented
on the MSP Noise Oversight Committee (NOC) established
by the Metropolitan Airports Commission in 2002.
Several smaller airports are also nearby: Flying Cloud
Airport (built in 1941) is located eight miles to the
southwest in Eden Prairie; and Crystal Airport (built in
1946) is located six miles to the north in the City of Crystal.
In the past 10 years a couple of aviation related items have
occurred:
»Maintained presence on the Noise Oversight
Committee.
»Maintained procedures for ensuring compliance of all
buildings to FAA regulations.
Where We Are Today – Aviation
The proximity to the Minneapolis/St. Paul International
Airport (MSP) exposes St. Louis Park to air traffic noise.
The map of the MSP Airport Noise Policy Area (adopted
in 1996) shows the entire city to be outside of the one
mile aircraft buffer line demarcated by the Metropolitan
Council, and it is well beyond the updated 2007 60-DNL
noise exposure contour line within which federal funds
are available to mitigate noise in residences. However, the
map also illustrates that the city is located directly under
the glide and take-off paths of the southeast runways. The
frequency of overhead aircraft flights, and the resulting
noise, has caused concern on the part of some city
residents. Interactive maps of arrival and departure aircraft
flight tracks along with other information on noise issues
are available on the Metropolitan Airports Commission
Noise Program Website, www.MACnoise.com.
Study session meeting of July 11, 2022 (Item No. 1)
Title: Connected infrastructure system introduction Page 81
6-266 | Mobility: Getting Around Town
The Methodist Hospital helistop, located on the roof
of the west side of the hospital building, is used for the
transportation of patients. It is registered with the FAA,
and is licensed, inspected and approved by the Minnesota
Department of Transportation, Office of Aeronautics, in
accordance with Chapter 8800 of the Minnesota Rules.
Prescribed take-off and landing paths are in use which
minimizes noise impacts on the surrounding residential
areas.
Although there are currently no heliports in the City of St.
Louis Park, the city’s zoning ordinance makes provision for
them in areas zoned for Office Use. The zoning ordinance
sets limits on their hours of operations, take-off and landing
flight paths, and proximity to residential areas.
Where We Are Headed – Aviation Planning
MSP Airport and the Metropolitan Airports Commission
(MAC) continue to work closely with cities and
neighborhoods impacted by aircraft noise. St. Louis Park is
represented on the MSP Noise Oversight Committee (NOC)
established by the Metropolitan Airports Commission in
2002. The purpose of this committee is to bring industry
and community representatives together to discuss
noise issues at MSP, and ultimately, to bring policy
recommendations to the MAC.
Aviation Mobility Goals and Strategies
1. Ensure the compliance of all city buildings
subject to FAA regulations concerning
rooftop lighting and coloration.
Strategies
A. Protect navigational aids within St. Louis Park
from physical encroachment and electronic
interference.
B. Encourage the use of noise mitigation measures
in new construction, particularly in known noise
complaint areas.
C. Maintain procedures for ensuring compliance of
all buildings subject to FAA regulations concerning
rooftop lighting and coloration. Maintain
procedures for informing the FAA and MN
Department of Transportation of any proposals for
structures over 200 feet high.
D. Maintain representation on the Noise Oversight
Committee of the Metropolitan Airports
Commission.
2. Improve access to MSP airport for St. Louis
Park residents and businesses through
design and implementation of the city’s and
region’s transportation plans.
Strategies
A. Continue to partner and urge implementation of
the Green Line Extension/SWLRT to provide transit
access to the airport.
B. Support the Midtown Greenway Streetcar to
connect to the Blue Line for airport access
Study session meeting of July 11, 2022 (Item No. 1)
Title: Connected infrastructure system introduction Page 82
Ownership and replacement of private
improvements in public right of way
January 21, 2014
Purpose:
To provide clarity to how the City regulates and manages private improvements located within
the public right- of- way in a fair and consistent manner. To define the ownership and the fiscal
responsibility should the private improvement need to be removed or replaced as the result of
public improvement construction or routine maintenance.
Background:
Public right of way (ROW) refers to a strip of land of a specific width, which has been legally
established for public purposes. The ROW is typically much wider than the road or alley located
on it. The ROW lines, on both sides of the travelled way, separate the abutting owners
property from the land available to the public or local agency for construction and maintenance
of public facilities. This includes the space above and below the ground. This strip of land
becomes the conduit for vehicles, bicycles, pedestrians and the many public and private utilities
that traverse the City. The width of the ROW varies throughout the City.
The improvements located within the ROW can be categorized into three types of ownership:
1. City owned facilities.
a. Items such as alleys, roads, utilities, signs, trees, art and retaining walls, etc.
b. These items are constructed as a part of public improvement projects.
2. Utilities owned by private companies and permitted to be in the ROW through City
Code.
a. Items such as CenterPoint Energy, Xcel Energy, Fiber Optic communications, etc.
b. Private utility companies are registered with the City to use the ROW.
3. Privately owned improvements that are either placed in the ROW under permit or done
so without City approval.
a. Items such as driveways, retaining walls, fences, landscaping, irrigation, electric pet
containment, etc.
b. The improvements are paid for and maintained by private property owners.
The ROW needs to be carefully managed by the City to ensure the public’s interest is protected
and to minimize issues when activities happen within the ROW. Typically items within the ROW
are impacted by planned construction activities (street, utility, or sidewalk construction),
routine maintenance (snow plowing, tree removal) or by emergency situations (storm damage).
Policy:
As a general policy, the City does not own and is not responsible for private improvements
installed within the public ROW.
Installation of private improvements within the ROW requires that a property owner apply for a
ROW permit. This will ensure the improvements are installed properly and that the owner
knows that they could be damaged by construction and maintenance work within the ROW.
The fee for ROW permits for single family homeowners installing private improvements in the
ROW is waived.
Study session meeting of July 11, 2022 (Item No. 1)
Title: Connected infrastructure system introduction Page 83
The City reserves the right to use the ROW for public purposes. Receiving a ROW permit for
installation of private improvements in the ROW is not a guarantee that the improvements can
remain in the ROW indefinitely. The City is not liable for any damage to the private
improvements at any time.
If the City determines that an existing private improvement in the ROW is a hazard to public
safety, impedes snow removal/ storage, or creates a visual obstruction, Staff will notify the
responsible property owner and work with them to correct the issue.
Since there are different concerns associated with private improvements in the ROW
depending on the location, additional policy details are contingent on if the private
improvement is below ground or above ground.
Below ground improvements
Improvements in the ROW below ground are not obvious to the casual observer. As a result, it
is difficult for staff to know that they exist unless the property owner has applied for a permit
or informs staff that they are there. Examples of below ground improvements: irrigation
systems, electrical for lighting, pet containment fences, etc.
Since below ground improvements create limited risk to public safety, they are permitted to
encroach into the ROW. However, if these improvements are damaged or need to be relocated
as the result of public construction or routine maintenance the cost to repair, replace, or
relocate the private improvement is the property owner’s responsibility.
• Below ground private improvements require that a property owner apply for a ROW
permit. This will ensure the improvements are installed properly and that the owner
knows that they could be damaged by work within the ROW.
• In general, underground pet containment fences should not be in the ROW. In cases
where sidewalk is present this could create a public safety risk of pets encroaching
on to public sidewalks.
• The main line for irrigation systems should not be within the ROW. This will save
property owner cost and distress to landscaping should there be a construction
project that requires the irrigation system to be disconnected for the duration of the
project.
Above ground improvements
Existing and proposed public improvements within the ROW may create limitations that
prohibit the placement of above ground improvements. Sometimes the location of utility lines
in the ROW will mean that while there may appear to be space above ground for
improvements, there is no below ground space because of underground utilities. The roots of
trees and shrubs can block pipes and structural items can create difficulties for repair of
underground utilities. The City also has projects in the long term Capital Improvement Plan
which may require the use of the ROW for sidewalks, storm water management, public art, turn
lanes, snow storage, and other public uses.
As a result, the installation of most above ground private improvements within the ROW will be
reviewed on a case by case basis. Property owners wishing to use the public ROW for private
purposes should contact the Engineering Department to discuss the improvement and see if it
would be allowed by right- of- way permit or through the “Application for Temporary Private
Use of Public Land”.
Examples of above ground improvements: mailboxes, driveways, outwalks, retaining walls,
fences, boulders, sculptures, landscaping, etc.
Study session meeting of July 11, 2022 (Item No. 1)
Title: Connected infrastructure system introduction Page 84
If above ground improvements are damaged as the result of routine maintenance or
emergency situations the cost to repair, replace or relocate the private landscaping is the
responsibility of the property owner.
Public construction project impacts
When it is determined that above ground improvements need to be removed or relocated as
the result of public improvement construction the following policies will apply:
• United States Post Office mailboxes, installed in compliance with USPS guidelines, are
allowed in the ROW without getting a permit from the City. The City will remove and
reinstall mailboxes in association with public construction projects. The USPS guidelines
can be found at: https://www.usps.com/manage/know-mailbox-guidelines.htm
• Driveways and outwalks require the property owner to acquire a ROW permit.
Approved material for driveway and outwalk construction within the ROW is standard
concrete or bituminous. If a portion of the pavement within the ROW needs to be
removed as the result of the permitted use of the ROW, it will be replaced in kind with
approved material. Decorative pavement, pavers, fieldstone, or pavement with heating
systems are considered specialty material. The cost to repair or replace specialty
material is the responsibility of the property owner. In the case of specialty material
replacement, the City will either install standard concrete or bituminous pavement or
the property owner can contract the work, in which case, the City will contribute up to
the cost that it would have been for the City to install the driveway at the contract bid
prices.
• The removal and relocation of above ground structural items within the right- of- way
will be completed in conjunction with the project. The City will coordinate with the
property owner to complete the removal and relocation of above ground structural
items within the ROW, reinstalling them generally in place. Structural items include
retaining walls, fences, decorative boulders, birdbaths, and statuary.
• It will be the property owner’s responsibility to remove and replace perennials and
bulbs located within the ROW. The City will provide notice to the property owners prior
to the project starting so that they can remove the perennials they would like saved.
When boulevard restoration is scheduled staff will coordinate with the property owners
so that they can reinstall perennials.
• The City forester will review the health and size of trees and shrubs that would need to
be removed for construction. If practical, trees and shrubs can be transplanted as a part
of the project.
• Boulevard trees removed for construction will be replaced with a new tree (2 inch B&B).
The tree selection will be reviewed with the property owner. Consideration will be
given to the City’s street tree master plan. This applies to deciduous trees only, for
safety reasons, coniferous trees will not be replaced within the ROW.
• Shrubs removed for construction will be replaced with a new shrub (#2 container for
deciduous, #5 container for coniferous). Shrub selection will be coordinated with the
property owner, however, specialty shrubs may be difficult to replace. If a shrub variety
is not available, a substitute will be provided.
• Areas of turf grass that are disturbed will be replaced as a part of the construction
project.
Replacement work for structural or landscaping items can be completed as a part of the public
improvement construction contract or through a reimbursement to the property owner.
Study session meeting of July 11, 2022 (Item No. 1)
Title: Connected infrastructure system introduction Page 85
Depending on the extent of the public improvement construction and location of utilities, there
may no longer be area within the ROW to reinstall above ground improvements. If that is the
case, Staff will work with the property owner on replacing the private improvement in the front
yard of the property. For safety reasons, no structural items will be reinstalled between a
newly installed sidewalk and curb.
After replacement/ relocation, the above ground improvements will still be privately owned
and maintained.
Study session meeting of July 11, 2022 (Item No. 1)
Title: Connected infrastructure system introduction Page 86
Rev.3-I-99
CITY OF ST. LOUIS PARK
POLICY CONCERNING REQUESTS FOR TRAFFIC CONTROLS
PURPOSE: The purpose of the traffic control policy is to provide fair and uniform treatment of all
requests for traffic controls. A consistent application of this policy serves both the residents and the
motorists within our community. The City Council is granted the authority, under state statute, to
approve or deny all traffic control requests based on conformance with the Minnesota Manual on
Uniform Traffic Control Devices (MnMUTCD) and local ordinances and regulations which may be
influenced by environmental, social, economic, and/or financial implications within the City. The City
Council understands that because of the emotional situation often surrounding such requests, it is
sometimes difficult to analyze the request using rational criteria. To enhance the Council's ability to use
rational criteria in evaluating stop sign and other traffic control requests the following guidelines have
been adopted. These guidelines attempt to aid in neighborhood traffic calming by promoting a
basketweave stop sign pattern along with other various specific calming devices or geometric
modifications. This should minimize the proliferation of unnecessary signage or devices throughout the
City and provide for safer and more livable neighborhoods and streets.
POLICY: All traffic control requests will be reviewed by staff, but requests will only be considered
and processed as provided for herein or as otherwise directed by the Council. Traffic controls may be
warranted ~nd authorized by the Council as follows:
1. The provisions of the MnMUTCD shall be followed on all arterial, collector and Minnesota State
Aid (MSA) routes.
2. The provisions of the MnMUTCD shall be used as a guideline on all residential/neighborhood
streets. In addition, the following criteria shall be used when determining need for traffic
controls within a residential/neighborhood street system:
• Installation of any type traffic controls or traffic calming controls must not significantly
increase traffic volumes on adjacent residential/neighborhood streets.
• Traffic calming controls such as, parking controls, traffic calming devices, or other traffic
controls, must not unduly jeopardize the safety of the motoring public or any non-motoring
traffic using the roadway or sidewalks.
• Where 50% of the traffic, as determined by traffic studies, is cut-through, installation of
traffic calming controls may be considered.
(continued)
Page 1 of 3
Study session meeting of July 11, 2022 (Item No. 1)
Title: Connected infrastructure system introduction Page 87
(
\
• Installation of traffic calming controls for speed control, 60% of the traffic surveyed must
exceed the posted speed limit and/or 35% must exceed posted limit by 5 miles per hour.
• Stop signs will be considered and allowed as a traffic calming measure in residential areas
when fit into a basketweave pattern in an area or a neighborhood. This will require areawide
resident involvement to develop and to support this as an area traffic calming measure or plan
(see Policy Section 3). Implicate in this provision is understanding that some stop signs may
require removal in order to achieve a reasonable and acceptable basketweave pattern.
• Intersections with volumes less than 5,000 vehicles per day entering the intersection, one of
the intersecting streets may be controlled (2 way controls).
• Intersections with volumes greater th an 5,000 vehicles per day entering the intersection,
traffic controls on both intersecting streets may be considered (4-way or all way controls).
• Where pedestrian levels in safety sensitive areas (parks, schools, houses of worship, senior
centers, hospitals, trails) warrant, then traffic controls may be considered for pedestrian
safety. This may include stop signs, marked crosswalks, and/or other traffic calming
controls .
• When engineering data and/or geometric design clearly indicates the need for traffic controls,
then traffic controls should be considered.
• If an intersection experiences five (5) or more accidents conectable by traffic controls in a
three (3) year period, traffic controls should be considered.
• If the presence of a sight obstruction is a factor (potential or documented), removal of the
obstruction should be sought before considering traffic controls .
. 3. Non-qualifying devices (from #1 and 2 above) and traffic calming devices/methods may be
considered if both of the fo ll owing are satisfied :
• 70% of residents within a six hundred (600) foot radius from the intersection/site request by
petition (residents will be provided with a map with the approptiate radius lines and a petition
form) or a neighborhood association supports a neighborhood study and calming strategy. ' .
• Special studies (site specific or neighborhood wide) and installation of traffic calming
controls (except signs) would be at residents or neighborhood cost (specially assessed to
benefited residents or areas).
4. Necessity of devices is to be monitored and devices should be removed if:
• They prove to be ineffective or unnecessary.
(continued)
Page 2 of 3
Study session meeting of July 11, 2022 (Item No. 1)
Title: Connected infrastructure system introduction Page 88
\f • Accidents increase or benefit to the public decreases from prior situation.
• Neighboring residential streets would be adversely affected.
5. As with all traffic safety issues, the City Council is the final authority by which a traffic control
change shall be authorized or denied. The City Council will make their decision based on the
facts presented, all pertinent guidelines plus relevant environmental, social, economic, and
financial considerations at the time.
PROCEDURE: Traffic control requests must be submitted in writing to the Director of Public
Works. Upon receipt of this request, the Department will:
• Respond in writing acknowledging the request.
• Make an initial on-site inspection of the intersection/neighborhood involved.
• Conduct surveys, traffic counts, accident analysis, pedestrian volumes, etc. if needed.
• Determine if one or more of the criteria listed in the City Policy apply.
• Contact the Police/Public Safety Department for enforcement if high speeds are the perceived
problem.
• If the situation meets the criteria set forth in the Policy, The Public Works Director will inform
the City Council that the neighborhood will be contacted to determine support for a change in
traffic controls.
• If the situation meets the criteria set forth in the Policy and has support from the neighborhood,
The Public Works Director will request City Council approval of a resolution authorizing
. installation of a change in the traffic controls.
• If the situation does not meet the criteria set forth in the Policy, the Public Works Director will
respond to the requesting party providing the reasons why a traffic control change is not
warranted. Residents will be advised that they have an opportunity to bring their request before
the City Council for consideration if they are not satisfied with the Public Works determination.
Council options will be to approve, deny, or refer the request to the neighborhood (association)
for further study and/or support.
N:/group/pw/harlan/policy_2.doc
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Title: Connected infrastructure system introduction Page 89
Underground Utilities
Study session meeting of July 11, 2022 (Item No. 1)
Title: Connected infrastructure system introduction Page 90
Meeting: Study session
Meeting date: July 11, 2022
Discussion item: 2
Executive summary
Title: Sidewalk maintenance
Recommended action: The purpose of this report is to provide the council background on this
topic and summarize previous council discussions.
Policy consideration: Does the city council wish to add the sidewalks adjacent to Naturally
Occurring Affordable Housing (NOAH) properties to city snow removal responsibility?
Summary: At the Sept. 13, 2021 study session, staff provided council with a historical review of
the city’s sidewalk snow removal policies and practices. What started in the early 1980s as an
effort to supplement property owners’ snow removal efforts when time and conditions
allowed, has grown into a discussion about whether we should maintain more of our public
sidewalk system.
In 2004, 2013, and 2015, council discussed and designated “community” walks as being
maintained by the city because they connect activity nodes (library, schools, retail areas, parks,
regional trails, transit nodes, and places of worship). The remaining walks were designated as
“neighborhood” walks, to be maintained by property owners.
Recently, council requested staff review the possibility of changing snow removal responsibility
for sidewalks adjacent to NOAH properties from property owner to city responsibility. The goal
was to provide NOAH property residents with city-maintained access to transit stops.
There are 157 NOAH properties in the city: 47 of those properties do not have a sidewalk in
front of them and 54 are already on city-maintained routes. Of the remaining 56 properties, it
was determined the sidewalks adjacent to 24 of the properties could be added to the city-
maintained system. These areas are wide enough to clear snow with the equipment the city
owns. Since staff is already clearing sidewalks near these properties, it is expected the costs to
add these properties would be minimal. Staff would add them to existing routes. Community
Development staff noted that NOAH property owners are required to clear their sidewalks
of snow under the city ordinance.
The sidewalks in front of the other 32 properties are either too narrow for city maintenance
equipment, do not connect to the public system, or are already being done by the property
owner’s maintenance staff. Most of the sidewalk segments in front of these properties would
require capital projects to either widen them or connect them to the existing public system.
Maps identifying properties for inclusion, and those requiring capital funding, are attached. The
Sept. 13, 2021 report is also attached for ease of reference for costs and chronology.
Financial or budget considerations: Adding additional sidewalks to the city’s snow removal
program will add cost to the budget.
Strategic priority consideration: St. Louis Park is committed to providing a variety of options for
people to make their way around the city comfortably, safely and reliably.
Supporting documents: Sept. 13, 2021 study session report
Sidewalk maintenance map showing recommended NOAH changes
Prepared by: Jeff Stevens, public works operations manager
Reviewed by: Mark Hanson, public works director; Debra Heiser, engineering director
Approved by: Cindy Walsh, deputy city manager
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EDGEWOODAVESHAMPSHIREAVESJERSEYAVESBLACKSTONEAVESFLORIDAAVESPENNSYLVANIAAVESIDAHOAVESMARYLANDAVESDAKOTAAVESALABAMAAVESSALEMAVESYOSEMITEAVESPRINCETONAVESRALEIGHAVESQUENTINAVESHUNTINGTONAVESALABAMAAVESTOLEDOAVESSALEMAVES28TH S
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TALSERVICEDRHANNAN LAKE VICTORIA
LAKE
WESTWOOD
LAKE1
Dakota
Park
Wolfe Park
Nelson
Park
Aquila Park
Bass Lake
Preserve
Fern Hill
Park
Lamplighter
Park
Westwood Hills
Nature Center
Louisiana
Oaks
Oak Hill
Park
Legend
Sidewalks
City Snow Removal
Property Owner (<5 ft.) Snow Removal
Property Owner (>=5 ft.) Snow Removal
SSD Snow Removal
Service Program
NOAH Properties
Bus Stops
! !! !
! !! !! !! !! !! !! !! !! !! !
Municipal Boundaries
Snow Removal on Sidewalks Around NOAH Properties
Study session meeting of July 11, 2022 (Item No. 2)
Title: Sidewalk maintenance Page 2
Meeting: Study session
Meeting date: July 11, 2022
Discussion item: 3
Executive summary
Title: Bollard protected bikeways
Recommended action: Review the information in this report and provide direction to staff on
locations and time of year that bollards should be installed on buffered bike lanes.
Policy consideration: Does the city council wish to install bollards on buffered bike lanes?
Summary: The city initiated a seasonal pilot project that included flexible delineator posts
(referred to as bollards) in the buffered bike lane on Dakota Avenue in the summer of 2021.
The pilot project was installed on a trial basis to gather feedback and data related to this type of
bikeway. The results of the pilot project were presented to the council in a written report on
April 11, 2022.
At the meeting, council requested that this item be brought back for a discussion at a future
study session asking staff to provide additional information on the resources and costs needed
to operate and maintain bollards on buffered bike lanes. To ensure that this is a comprehensive
overview, staff has completed an inventory of all continuous buffered bike lanes in the city and
incorporated that information into this report. If the council would like to have bollards
installed on the existing buffered bike lanes in the city, staff has developed three options.
- Option 1: Seasonally install bollards (May - October)
- Option 2: Install bollards year-round at current level of service for street sweeping and
snow removal.
- Option 3: Install bollards year-round and change level of service for street sweeping and
snow removal.
Financial or budget considerations: The discussion section provides information related to
installation and maintenance costs during the pilot project and projected expenditures with
additional bollard installations.
Strategic priority consideration: St. Louis Park is committed to providing a variety of options for
people to make their way around the city comfortably, safely and reliably.
Supporting documents: Discussion
Council Report: April 11, 2022, Dakota Avenue Bikeway pilot
project
Buffered bike lane map
Prepared by: Jack Sullivan, engineering project manager
Reviewed by: Deb Heiser, engineering director
Jeff Stevens, operations manager
Mark Hanson, public works director
Jay Hall, utilities superintendent
Approved by: Cindy Walsh, deputy city manager
Study session meeting of July 11, 2022 (Item No. 3) Page 2
Title: Bollard protected bikeways
Discussion
Background: A pilot project installed bollards on Dakota Avenue in mid-April of 2021 (Figures 1
and 2) after the snow had melted and spring street sweeping was completed. The bollards were
removed from the corridor on Oct. 12, 2021, prior to winter weather. The ability to test out the
bollards for seven months on a half-mile stretch of roadway produced significant information to
help staff understand the viability of bollards to delineate long stretches of bike lanes.
The findings from that pilot were shared at the April 11, 2022 council study session. At the
meeting, council directed staff to provide additional information on the resources and costs
needed to operate and maintain bollards on buffered bike lanes. This report expands on the
information provided in that report to help inform the costs associated with bollard installation
within the community.
Figure 1 – Freestanding bollard with on-street parking
Figure 2 – Bollards with “curb” connectors with on-street parking
Study session meeting of July 11, 2022 (Item No. 3) Page 3
Title: Bollard protected bikeways
Operations and maintenance: Bollards create a new set of installation and maintenance
considerations for the public works staff. The cost of initial installation, replacement of
damaged bollards, staff time and equipment for street sweeping, and snow removal were
evaluated during the pilot project. The April 11, 2022 council report provides detailed
information related to the costs.
Inventory of buffered bike lanes: There are 6.6 lane miles of buffered bike lanes located across
the community; the locations are shown in Table 1 below and the attached map. The Dakota
Avenue bikeway pilot project installed bollards on 0.9 miles of bike lane miles in 2021.
Buffered bike lane roadway segments Lane Miles
Dakota Avenue pilot project location (Lake Street to Minnetonka Boulevard) 0.9
Beltline Boulevard (from Monterey Drive to 100 feet north of Park Glen Road 0.6
Cedar Lake Road (westbound only, Park Place Boulevard to Kentucky Avenue) 0.7
Ford Road (from Wayzata Boulevard to Ford Lane) 0.6
Monterey Drive (from the roundabout at the Rec Center to Excelsior Boulevard) 0.6
Shelard Parkway (from Wayzata Boulevard to 300 feet west of Ford Road) 1.1
Texas Avenue (from Minnetonka Boulevard to 28th Street) 0.4
28th Street (from 350 feet west of Texas Avenue to Dakota Avenue) 1.7
Total 6.6
Table 1
If the council would like to have bollards installed on the existing buffered bike lanes in the city,
staff has developed three options.
Option 1 – Seasonal bollard installation:
Install bollards in the buffered areas after spring street sweeping has been completed (usually
late April or early May) and remove the bollards ahead of fall leaf pickup.
The estimated cost associated with the seasonal installation of bollards in the buffer is $19,815
per lane mile for the first year. For more details please refer to Table 2. Table 2 assumes a
summer installation only. The first year cost includes the purchase of the bollards. Bollards
could be expected to last 6-8 years when used seasonally. The cost to purchase includes spare
bollards to use as replacement, our experience with the pilot was that there is little damage to
bollards if used seasonally. After the first year, the annual cost would reduce to $10,215 for the
installation, sweeping and removal.
Study session meeting of July 11, 2022 (Item No. 3) Page 4
Title: Bollard protected bikeways
Maintenance and
operation task
Dakota
Avenue
without
bollards
(0.9 lane
miles)
Dakota
Avenue with
bollards
(0.9 lane
miles)
Buffered bike
lane with
bollards
(per lane
mile)
Citywide
system
installation
costs
(6.6 lane
miles)
Initial purchase of
bollards - $8,640 $9,600 $63,360
Installation of
bollards in the spring - $5,040 $5,600 $36,960
Street sweeping $121 $236 $262 $1,729
Fall leaf pickup $113 $1,398 $1553 $10,250
Removal of bollards
in the fall - $2,520 $2,800 $18,480
Total $234 $17,834 $19,815 $130,779
Table 2
Street sweeping is completed an average of 3 to 4 times a year. In addition, public works staff
does a more intensive leaf pickup in the fall. This is an important program intended to reduce
flooding of storm sewer grates and keep the sewers and receiving water bodies free from
sediment, trash, and organic debris. The buffered bike lanes create a 6-foot-wide space from
the bollards to the face of the curb (Figure 3). This narrow space requires additional effort and
labor for street sweeping and fall leaf pickup. The previous report detailed the additional effort
necessary to complete the work while the bollards are in place. With this option, the bollards
would not be in place during the first sweep and the fall leaf pickup, leaving 2 to 3 more times
that these maintenance activities would require additional effort. The increase in time required
for these operations would limit what other work could be completed by the public works staff
while the bollards are in place.
Study session meeting of July 11, 2022 (Item No. 3) Page 5
Title: Bollard protected bikeways
Figure 3 – 6-foot distance from bollard to curb
Year-round bollard placement: To install the bollards and leave them in place year-round
would require a significant increase in winter maintenance efforts and street sweeping,
resulting in increased expense for the road, bike lane and the adjacent sidewalk. Pavement
markings would also require additional effort to work around the existing bollards. Detailed
information on the logistics of these operations can be found in the April 11, 2022 study session
report.
Staff has put together two options for year-round bollard installation for the council to
consider. The first option keeps the current level of service to maintain the road, bike lanes and
adjacent sidewalk. The second option changes the level of service expectations while still
achieving the removal of snow and street sweeping.
Option 2: Maintain existing level of service for snow removal operations and street
sweeping
The city’s existing level of service is to clear all roadways, bike lanes, and sidewalks within 8-
12 hours of most typical snowfall events. With bollards in place during the winter, it is
estimated that two additional trackless snow removal machines and two additional
operators would be needed to maintain the existing level of service. The equipment would
perform the snow removal on the road, bike lane, and sidewalk as a team.
1. A plow truck would remove snow from the drive lane and deposit the snow on the
lane side of the bollards.
o The bollards limit how far the snow can be pushed off the drive lanes. This
would cause the drive lanes to become narrower than normal until the next
step.
o There is an increased risk of damaging the bollards with the windrow of snow
that comes off the snowplow. Plowing in these areas will take longer since the
drivers will need to go slow in an effort to limit damage to the bollards.
However, some damage is expected, and replacement will occur in the spring.
2. A tractor with snowblower would follow, blowing the snow from the roadway side
of the bollards, and depositing it in the bike lane, boulevard, and sidewalk.
Study session meeting of July 11, 2022 (Item No. 3) Page 6
Title: Bollard protected bikeways
o This pass would be in the drive lane, hindering traffic and may require an
operations vehicle to travel behind to alert drivers of the snow removal
operation.
3. Two trackless machines would then follow to move the snow to the curb and
remove from the sidewalk.
o Snow removal between the bollards and the curb in a serpentine pattern to
prevent the creation of a berm of snow.
o Due to the width of the trackless sidewalk machine (50 inches), it would take
multiple passes to remove the snow. The snow would be blown to the
boulevard and sidewalk.
This approach would be required for any snowfall event above 1-inch. Larger snow events
would require additional deployments of this team due to the large quantity of snow
coming from the snowplow removing snow in the travel lane.
The costs for an additional two trackless machines and two additional operators to remove
snow with the same level of service is approximately $482,000 for the first year and can be
found in Table 3.
Initial costs of staff and equipment
Quantity Cost Total
Additional staff 2 $76,000 $152,000
Additional trackless machine 2 $165,000 $330,000
Total $482,000
Table 3
After the first year, the trackless machine expenses would reduce to approximately $53,500
per year as part of the equipment replacement fund for the 8-year life cycle of the trackless
machines but the cost for the additional staff would remain. Reducing the annual cost to
$205,000.
The same staff would be responsible for street sweeping efforts and fall leaf pickup on the
bollard bike lanes.
Option 3: Change level of service for snow removal operations and street sweeping
This option would maintain the level of effort for snow removal and street sweeping and
extend the time required to complete the operations due to the limitations in staffing and
equipment. The increase in time required for these operations would limit what other work
could be completed by the public works staff in each season.
Snow would be removed in the same manner as described above; however, it would be
completed in multiple passes over a longer period. This would delay snow removal on the
buffered bike lanes and the sidewalks adjacent to them.
Study session meeting of July 11, 2022 (Item No. 3) Page 7
Title: Bollard protected bikeways
Typical timeframe for snow removal
Current Level of service on
bollard bikeways Difference
Roadway 1st day (8-12 hrs) 1st day (8-12 hrs) No change
Buffered bike lane
w/o bollard
Same time as
roadway Same time as roadway No change
Bollard bike lane - 2nd day (up to 48 hrs) Delayed to
second day
Sidewalk 1st day (8-12 hrs) 2nd day (up to 48 hrs) Delayed to
second day
Table 4
Due to the one-day delay in the removal of snow from bollard-protected bike lanes and the
adjacent sidewalk, residents with driveways out to the street would have an additional four
to six feet of distance from the end of their driveway to the edge of the plowed road until
the snow is removed on the buffered bike lane on the second day.
Much like snow removal, street sweeping and fall leaf pickup would need to continue to be
done an average of 4-5 times per year. This is an important program intended to reduce
flooding of storm sewer grates and keep the sewers and receiving water bodies free from
sediment, trash, and organic debris. The previous report detailed the additional effort
necessary to compete the sweeping and leaf pickup while the bollards are in place. The
increase in time required for these operations would limit what other work could be
completed by the public works staff in each season.
Recommendation: Bollard-protected buffered bike lanes have demonstrated the ability to slow
driver speeds and improve the comfort for bicyclists using the bike lanes. However, these
benefits are weighed against the additional cost to maintain the roadway during snow removal,
street sweeping and fall leaf pickup. There will be additional costs to maintain the same high-
quality level of service for snow removal and street sweeping are high.
It is staff’s recommendation that if council desires to implement bollard-protected bike lanes on
all or only some of the buffered bikeways in the city, they are installed on a seasonal basis
(option 1). This would result in a lower annual cost and would maintain the city’s existing level
of service for street sweeping and snow removal. If the council directs staff to implement any of
the options presented in this report, staff recommends that the properties along any of the
given roadways are informed of the council direction. Also, staff recommends that the capital
costs for the bollards and costs for the seasonal installation and removal should be factored
into the overall city budget conversations. If council concurs with staff recommendation of
option 1, we could continue to monitor its use and make adjustments in future years.
28TH ST W
MINNETONKA BLVD
TEXAS AVE SW
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T
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Buffered bike lanes
Buffered bike lanes
Buffered bike lanes in
westbound direction only
Study session meeting of July 11, 2022 (Item No. 3)
Title: Bollard protected bikeways Page 8
Meeting: Study session
Meeting date: July 11, 2022
Discussion item: 4
Executive summary
Title: Minnesota state law allowing purchase of food and beverages with hemp-derived THC
Recommended action: Explore whether the council wishes to have future discussion about the
new Minnesota state law allowing purchase of food and beverages with hemp-derived THC
Policy consideration: What questions or comments does the city council have related to this
new law? Does the council wish to consider developing additional regulations related to the
sale of hemp-derived THC food and beverages?
Summary: On July 1, 2022, a new Minnesota law allows people 21 and over to buy and
consume food and beverages with no more than 5 milligrams of hemp-derived THC per serving
and no more than 50 milligrams per package.
In its 2022 legislative priorities, the council approved the following position on adult use of
cannabis:
• The City of St. Louis Park supports efforts at the state legislature to legalize the use of
cannabis for recreational purposes by adults and further supports using funds raised
from taxes on sale of cannabis to remediate negative effects that may result from
legalization.
The City Code regulates the sale of medical cannabis; however, it does not regulate the sale of
edible cannabinoid products. Under Minn. Stat. § 152.29 subd. 1, medical cannabis
manufacturers may operate up to 8 distribution facilities. City Code § 36-141(d) (19) appears to
regulate the location of those dispensaries within the city, however that section does not
regulate sales of edible cannabinoid products. Nothing in the new state law requires edible
cannabinoid products to be sold from a dispensary. If the council wishes to consider developing
additional regulations related to the sale of hemp-derived THC food and beverages, the council
could consider an interim ordinance to establish a moratorium to study the issue or the city
could adopt licensing rules similar to tobacco (products behind the counter, checking IDs,
enforcement, other sales management controls, etc.).
City staff is not prepared to discuss this topic in depth at this meeting. However, staff would like
to gauge the city council’s interest in further discussion. The city has the authority to be more
restrictive than state law, but not less restrictive. Should the council want to consider
developing additional regulations, zoning code amendments and other possible regulatory
changes would need to be further explored with the city attorney's office to fully understand
the scope of the city's authority and associated implications. If further discussion is desired, city
staff would also like to know what questions and/or concerns the city council has related to this
new law and its effects in St. Louis Park.
Financial or budget considerations: None at this time
Strategic priority consideration: Not applicable.
Supporting documents: None
Prepared by: Jacque Smith, interim communications and technology director
Reviewed by: Melissa Kennedy, city clerk; Karen Barton, community development director
Approved by: Cindy Walsh, deputy city manager
Meeting: Study session
Meeting date: July 11, 2022
Written report: 5
Executive summary
Title: Proposed Purchase Agreement for 4300 36th ½ Street - Ward 2
Recommended action: None at this time. This is an update to the proposed strategic property
acquisition of 4300 36 ½ Street West.
Policy consideration: Does the EDA wish to purchase and renovate the retail building at 4300
36 ½ Street West to create long term, affordable commercial spaces for qualified, limited
income small businesses?
Summary: The EDA received a staff report at the May 9, 2022 study session relative to the
proposed acquisition of the vacant retail building at 4300 West 36th ½ Street with the intent to
convert the building into multiple, affordable commercial spaces. Given no expressed
opposition from the EDA, staff negotiated a purchase agreement with the property owner.
Under the proposed agreement, the EDA would purchase the subject 8,300 square foot building
and dedicated parking spaces for $1,788,000 contingent upon the receipt of an acceptable title
commitment along with a satisfactory Point of Sale Inspection and environmental
assessment(s). If these prove unsatisfactory, the EDA will have the option to terminate the
agreement and have the entirety of its earnest money returned. Closing would occur on or
before September 30, 2022. The proposed purchase agreement was prepared and approved by
the EDA’s legal counsel. Barring any substantive EDA commissioner objections, the agreement
will be brought to the EDA as a consent item for formal action on July 18, 2022.
Upon acquisition, staff would work in concert with the Partnership in Property Commercial
Land Trust (PIPCLT) to renovate the building into approximately seven separate commercial
spaces. Once completed, the building would be sold to the land trust which, in turn, would sell
the new commercial spaces to qualified, limited-income small businesses under a land trust
arrangement. Under such an agreement, the land trust would retain title to the underlying land
and lease the land to the individual businesses on a long-term basis. The spaces would be made
affordable by taking the land cost out of their purchase price. The resale value of the space
would be capped to maintain affordability and enable the owners to build assets and wealth.
Financial or budget considerations: The purchase price of the building is $1,788,000 which
would derive from the Development Fund. The EDA would incur environmental investigation
costs (estimated at approximately $7,500) and renovation costs (currently estimated at
approximately $1.3 million). Staff has applied for a Hennepin County grant to help offset some
of the anticipated acquisition and build-out costs. Upon completion of the building renovation,
the intent is to sell the property to the commercial land trust which would sell the individual
spaces to qualified, limited-income small businesses. It is anticipated that the EDA will likely
provide some financial subsidy to PIPCLT (to be determined) to bring the project to fruition.
Strategic priority consideration: St. Louis Park is committed to providing a broad range of
housing and neighborhood oriented development.
Supporting documents: Discussion
Prepared by: Greg Hunt, economic development manager
Reviewed by: Karen Barton, community development director, EDA executive director
Approved by: Cindy Walsh, deputy city manager
Study session meeting of July 11, 2022 (Item No. 5) Page 2
Title: Proposed Purchase Agreement for 4300 36th ½ Street - Ward 2
Discussion
Location of subject property: 4300 36 ½ Street West
Street view of 4300 36 ½ Street West