Forest Park Connectivity and Mobility Study - 2016

Forest Park Connectivity
and Mobility Study

July 2016
PREAMBLE
The Forest Park Connectivity and Mobility Study serves as a reference document
to aide in contextualizing and expanding ones awareness and understanding of a
multitude of interrelationships and considerations relevant to conducting an informed
review of individual connectivity and/or mobility or related operational changes or
improvements proposed for Forest Park from time to time. This study is in no way
directive or prescriptive nor does it in any way alter, amend, become part of or act as
a substitute for the Forest Park Master Plan. Proposed connectivity and/or mobility
or related improvement projects that come before the Forest Park Advisory Board will
be approved on the basis of their consistency with the goals and recommendations
of the Forest Park Master Plan.
Acknowledgements
Greg Hayes, Director of Parks, Recreation
and Forestry, City of St. Louis
Dan Skillman, Commissioner of Parks, City
of St. Louis
Lesley Hoffarth, PE, President and
Executive Director, Forest Park Forever
Frank Kartmann, PE, Senior Vice President,
Forest Park Forever
David Lenczycki, PE, Director,
Forest Park Forever
Steering Committee:
Don Roe, City of St. Louis, Director of
Planning & Urban Design Agency
J. Steven Coffey, City of St. Louis Board of
Public Service, Chief Design Engineer
Consultant Team:
Jennifer Pangborn-Dolde, Project Manager,
Parsons Brinkerhoff
Tom Hester, National Placemaking Manager,
Parsons Brinkerhoff
Jared Gulbranson, Transportation Planner,
Parsons Brinkerhoff
Justin Carney, Senior Planner, Parsons
Brinkerhoff
Bonnie Roy, Project Manager, SWT Design
Eric Bothe, City of St. Louis Board of Public

Service, Design Division
Paul Toenjes, Designer, SWT Design
John Kohler, Board of Public Service,

Planning and Programming Manager
Jessica Perkins, Public Engagement, Vector

Communications
Wes Haid, Planner, SWT Design
Deanna Venker, Commissioner of Streets,

City of St. Louis
Jamie Wilson, Bicycle/Pedestrian
Coordinator, CIty of St. Louis
Jerry Blair, Director of Transportation, EastWest Gateway
Paul Hubbman, Senior Manager of Corridor
and Long Range Planning, East-West
Gateway
FOREST PARK FOREVER | CITY OF ST. LOUIS PARKS DEPARTMENT | 3
How to Use this Document:

This study report is broken into sections as indicated in the table of
contents below. To study and describe the connection and mobility
systems across a two-square mile urban park is complex. Due
to this nature, the ideas presented in this study are isolated into
strategies. Each strategy is described and mapped to provide a rich
understanding of the components of each individually. However, the
modal overlap and dependency of these strategies upon one another
illustrates the true, robust, and complex relationship proposed
between modes. The scenarios pull together an illustration of how
these ideas may potentially function together and change the Forest
Park user experience through whimsical storytelling.
Table of Contents:
Executive Summary 6 - 19
Discovery
20 - 69
Description of discovery phase: data collection,
public input, and understanding of existing conditions.
- 137
Description of analysis phase and connectivity strategies:
Analysis and Strategies
70
Improve Connectivity to Surrounding Neighborhoods

for Pedestrians and Bicyclists

76 - 83
Improve East-West and North-South Connections

through the Park for Cyclists

84 - 91
Improve the Dual Path System
92 - 99
Reduce Conflicts for On-street Cyclists
100 - 105
Enhance Existing Internal Transit
106 - 113
Consider Future Modes of Transit
114 - 121
Improve Connections with Other Modes and

Destinations for Pedestrians and Bicyclists
122 - 127
Improve Parking Function within the Park
128 - 133
Enhance Real-Time Communications
134 - 137
Conclusions 138 - 159

A well-connected park is more than green space in the midst of
a concrete jungleit makes a city lovable and livable.
-unknown author
Description of short-, intermediate-, and long-term

actions and telling the Forest Park visitor experience through scenarios.
Scenarios (Short-Term p 146; Intermediate-Term p 152; Long-Term p 158)
EXECUTIVE SUMMARY
EXECUTIVE SUMMARY
Forest Park is in the midst of some large capital projects, many of which address
or intersect with issues of mobility. At the same time, there is a growing number
of external projects that connect directly to the Park, as well as other pressures
that raise the awareness and need for greater connectivity with the region and
surrounding neighborhoods. All of this current and future change is happening in the
context of great innovations over the past decade in the transportation field.
improvements to mobility underpinned the issues and ideas. Ultimately, the input
was narrowed down to how to best improve the Forest Park visitor experience by
improving access and ability to get around.
STUDY ADVISORY COMMITTEE

The Study Advisory Committee, made up of City of St. Louis Streets, City of St.
Louis Planning and Design Agency, Board of Public Service, City of St. Louis Parks
Department, and Forest Park Forever, met on a monthly basis throughout the
planning process. Over the course of seven meetings, the Committee acted as a
sounding board to help bridge the desires of the public with ultimate implementation
of the Studys scenarios. It provided valuable perspective and insight on
synthesizing the ideas, developing outcomes, evaluating and selecting strategies for
analysis, and fine tuning the final strategies.
With new challenges and opportunities, emerging technologies, and shifts in societal
trends, the City of St. Louis Parks Department and Forest Park Forever decided
it was a good time to take a fresh, strategic look at connectivity and mobility for
all visitors to Forest Park. In the summer of 2015 Forest Park Forever engaged
WSP | Parsons Brinkerhoff and its team, SWT Design, and Vector Communications,
to create a visionary study to explore how visitors connect to and move around the
Park. The Forest Park Connectivity Study is a new reference document intended
to build upon the projects and visions set forth in the 1995 Forest Park Master Plan
addressing mobility and the total park experience.
In addition to the regular monthly meetings, members of the Study Advisory

Committee were engaged one-on-one to discuss the finer details of the strategies.
Technical details were explored, as well as potential issues that might impact
implementation. Synergies with other known projects were highlighted, and attempts
were made to identify and leverage future projects that could impact any of the
strategies. In several cases the input directly modified the final recommendation and/
or provided alternatives to be explored in future phases.
ENGAGEMENT
The Forest Park Connectivity
Study is a new reference
document for Forest Park
leadership to use when
seeking to develop policies,
plans and projects that
address mobility and the
visitor experience.
The Forest Park Connectivity Study is grounded in a solid foundation of community

and stakeholder engagement. Early and robust input was received during the
Discovery Phase, which included a public survey, a week-long workshop, and
numerous focus sessions. In addition to the broad input received from the public,
various leadership groups, including the Study Advisory Committee, the Forest Park
Steering Committee and the Forest Park Advisory Board, were engaged to provide
input and guidance throughout the planning process. Input was also sought from
regional partners, such as Great Rivers Greenway, Metro, and East West Gateway.
The purpose of such a comprehensive engagement effort was to solicit diverse
perspectives, continuously validate issues and ideas, fine tune strategies, and
ultimately garner the support necessary to complete the Study; and build excitement
to continue moving the momentum forward.
DISCOVERY PHASE
A four-day workshop was held at the Forest Park Visitor Center November 2 5,
2015. The workshop included an introductory presentation, displays to garner input
around key issues, and focus group discussions. During the four-day workshop,
the project team engaged Park leaders, stakeholders, area partners, neighborhood
leaders, and the public. Everyone came together to discuss the various ways people
connect to and move around the Park. The facilitated discussions allowed for a
deep and detailed discussion of the issues and an energetic exchange of ideas.
Participants created over 200 maps showing their concerns and how they would
improve mobility and connectivity to the Park.
Concurrent to the workshop, the regional public was engaged through an online
survey. People from across the region could respond via the website or mobile text
messages. The survey generated more than 1,300 responses from all across the
region, which detailed how respondents get to Forest Park, their experience getting
to and around the Park, and ideas they have for improving their experience.
Through the survey and discussions, participants framed their issues and ideas in
a variety of ways. Some focused on a specific mode of transportation, while others
focused on destinations and the different ways of getting there. Across the board,
issues of safety, creating a sense of place, environmental concerns, and overall
FOREST PARK CONNECTIVITY AND MOBILITY STUDY | 6
REGIONAL PARTNERS
Guiding Principles
1.
Improve Regional Connectivity
To Forest Park
2.
Strengthen Connections Along
Forest Park Edges And To
Surrounding Neighborhoods For
Pedestrians And Bicyclists
3.
Improve Mobility Within
Forest Park
In addition to the institutions in and around Forest Park, regional partners were also
engaged to solicit their feedback and develop synergies for future implementation.
Representatives from Metro and Great Rivers Greenway participated in the
Discovery Week workshop to provide initial feedback. During the Analysis Phase,
the project team also met with the agencies' representatives one-on-one to help fine
tune the strategies and address coordination issues. As agencies who play a major
role in the regional connectivity to the Park, and in Metros case also operate the
internal transit for Forest Park, they will be active partners in advancing several of the
proposed strategies.
FOREST PARK ADVISORY BOARD

The Forest Park Advisory Board, is responsible for monitoring the implementation of
the 1995 Master Plan and providing ongoing public review for major park projects.
Members report to the mayor and Director of Parks and Recreation and Forestry.
The Advisory Board and its Steering Committee were briefed on five occasions
throughout the Connectivity Study. Briefs were given to introduce the project,
present findings from Discovery Week, address issues of integrating with the
Washington University/BJC Medical Center project at Forest Park Parkway and
Kingshighway, and ultimately on the proposed strategies and recommendations.
It is intended that the Forest Park Advisory Board accept the Forest Park
Connectivity Study as a reference document to be used for greater connectivity with
ongoing implementation of the 1995 Forest Park Master Plan.
STRATEGY DEVELOPMENT
At the end of the Discovery Phase, the thousands of survey responses, maps and
comments from workshop and focus group participants coalesced around three
EXECUTIVE SUMMARY
themes, which were turned into the guiding principles for the Study. These guiding
principles encapsulated the broad experience Forest Park visitors have getting to the
Park and how they travel around the Park.
Strategies Explored
1. Improve connectivity with
surrounding neighborhoods
for pedestrians and
bicyclists
2. Strengthen east-west and
north-south connections
through the Park for cyclists
3. Improve the Dual Path
system
4. Reduce conflicts for onstreet cycling
5. Enhance existing internal
transit
6. Consider future modes of
transit
7. Improve connections
with other modes and
destinations for pedestrians
and bicyclists
8. Improve parking function
within the Park
9. Enhance real-time
communications
Within the Guiding Principles, 10 objectives helped further frame 22 strategies

that were developed to address mobility and connectivity in Forest Park. To help
constrain the list of strategies into a manageable size for further analysis, the
project team developed a set of evaluation criteria. Input from the Study Advisory
Committee helped refine the criteria and the initial analysis of the 22 strategies. The
results provided a starting point for discussion among the Study Advisory Committee
as to which strategies would be carried forward. Ultimately, nine strategies were
selected based on their potential to benefit Forest Park, how well they addressed a
public concern, and their overall adaptability and ability to leverage other strategies,
with an emphasis for strategies that Forest Park had more direct control over.
The 9 strategies selected for analysis reflect the true multi-modal nature of traveling
to and through Forest Park. They recognize that people come to the Park from
across the region as well as from nearby neighborhoods. They reflect the desire for
some visitors to drive to the Park, while others prefer to walk, bike, or take transit.
Taken together, the strategies show the inter-related nature of mobility, and that
improvements to one mode can directly impact the experience of another.
While emphasis was placed on strategies that would improve mobility within Forest
Park, analysis always sought to consider how internal strategies could also improve
connections with nearby neighborhoods and institutions, as well as link with the
regional transit and greenway networks. The regional, neighborhood, and internal
scale was routinely layered in an attempt to address the full visitor experience, from
leaving the house to arriving at and traveling through the Park. Such layering of
scale and perspectives again shows the importance of addressing connectivity in a
multi-modal fashion.
Many of the strategies analyzed in the Connectivity Study are tied to different parts
of the Park. The improvements are meant to address issues in specific locations,
often to improve safety, remove barriers, or increase comfort of getting around. In
many cases, recommendations are made in a toolbox fashion, with a variety of
potential actions that could be taken to address the issue. It is important to note the
analysis done for this study entailed creating conceptual maps and proposed policy
and operational improvements as well as recommendations for future studies and
concepts for further evaluation. The level of detail varies by strategy, but no strategy
or concept was taken into detailed design.
EXECUTIVE SUMMARY
The maps illustrate how the different strategies overlap to impact all facets of mobility
and connectivity for the Forest Park visitor. They show how the different modes link
together to create a complete transportation network throughout the Park. Over time,
it becomes apparent how the improvements build on one another to achieve the
long-term, multi-modal vision for Forest Park.
SHORT-TERM This scenario identifies initial recommendations that would quickly

improve the overall Forest Park visitor experience with strengthened connectivity.
Improvements in operations and reliability of the Forest Park Trolley will begin to bring
transit to the forefront of multi-modal mobility throughout the Park. Improvements
at key intersections in and around the Park will enhance the safety and viability for
pedestrians and cyclists and will further shift the paradigm away from visitors needing
a personal vehicle to move around the Park. With the growing trend toward real-time
personal information, enabling visitors to plan a reliable multi-modal experience
before leaving the comfort of their own home would significantly reduce congestion
and time waiting in a car, and improve connectivity whether walking, biking, driving, or
taking transit.
INTERMEDIATE This scenario builds on numerous improvements to cyclists

experience (whether as a commuter, recreational, or fitness rider); roadway and
intersection improvements that balance auto, pedestrian, and bicycle access and
increase safety, and transit enhancements that improve overall reliability and link
many of the Park destinations. Better connections to the three MetroLink stations
encourages greater regional connectivity. New and enhanced connections to the
surrounding neighborhoods provides more and safer opportunities for nearby
residents to access the Park. The cycling experience will be promoted and celebrated
with new connections and investments in bike share and could expand the choices for
equitable connections between the Park and nearby destinations. By this intermediate
timeframe, planning for larger investment begins and greater awareness of internal
transit and expanding cycling options will accelerate the Park toward the goal of
reducing the number of cars in the Park.
THE SCENARIOS
LONG-TERM This long-term scenario represents the full vision of the
The complexities of the various strategies, how they evolve over time, and
which strategies can be combined to leverage the next phase of implementation
required the development of three scenarios. These scenarios, based on shortterm, intermediate, and long-term potential, show the opportunities of the different
strategies and how they align to create a complex network and long-term vision.
Undoubtedly, strategies will be implemented at different times for a variety of
reasons, reacting to changes in conditions or reflecting new opportunities. The
scenarios are designed to provide a complete picture of how implementation could
look and build on one another over time. The full build-out of each scenario is
considered the baseline for the next to show the potential impact of the Study.
recommendations of the Study. It promotes a multi-modal vision, where visitors can

get to Park amenities by any means. Transit, biking, walking and driving are reliable,
convenient, equitable, and safe. The network allows visitors to seamlessly move from
one mode to the next, from the point in which they leave their home, arrive at the Park,
and visit various destinations. Fixed transit lines efficiently connect opposite ends of the
Park. Walks and trails are interconnected, and traffic management strategies have made
roadways safe for all cyclists. Forest Park Parkway has been designed as a boulevard,
with landscaping that celebrates the parkway through the Park. The long-term vision
reflects a branded, connected multi-modal visitor experience. It celebrates Forest Park,
respects the Master Plan, and integrates with public concerns and interests.
LONG-TERM VISION FOR CONNECTIVITY
EXECUTIVE SUMMARY
THE VISITORS EXPERIENCE
For those responsible for implementing the Study, the elements of the nine strategies
and the timing for implementation provide the technical roadmap for achieving
the vision of the Connectivity Study. For the average Park visitor, however, the
technical elements may not be enough to present the true vision and value of the
Study. To show how the different strategies work together to enhance the visitor
experience, stories have been written to convey how users might experience Forest
Park differently over time as the Connectivity Study is implemented. The stories
highlight different improvements through the short-term, intermediate, and long-term
scenarios, and show the interrelated, multi-modal nature of the strategies through
personal experience.
TAKING ACTION
As evidenced by the many Park and City leaders, institutions, neighborhood partners,
and partner agencies engaged in the development of the Forest Park Connectivity
Study, many entities will play a role in its implementation. In order to facilitate
implementation, the tactics in each of the strategies have been organized by the type
of action indicated: Policy Change, Additional Planning and Design, Investments
and Capital Improvements, and Changes to Operations. Organized in this manner,
any of the responsible parties should be able to quickly identify the actions they can
pursue and implement, as well as identify and prioritize actions that are needed to lay
the foundation for future steps.
Though the Connectivity Study lays out intermediate actions and a long-term vision
for mobility throughout the Park, very tangible benefits can be experienced in the
short-term. New policies and planning work will set the stage for future actions,
while operational enhancements and capital investments will provide immediate
improvements to the Forest Park visitor experience.
EXECUTIVE SUMMARY
POLICIES

Establish a stated policy that roads are for all users, which allows on-street cycling and
encourages traffic calming to be designed into the process at the forefront of all projects
Establish a policy that all street projects will improve pedestrian and bicycle safety and include
traffic calming measures designed into them
Start a data collection program for traffic, parking, pedestrian, bike, and transit use
Remove parking on Government on east side of road and develop a transit-bike only lane
Create new design standards for sidewalks; consider widening, discuss creating a higher
standard for the future capacity, and tie into internal Park traffic calming
Adopt new standards for pedestrian accessibility for all future construction projects
Prioritize enhancements to internal transit, then shift to connecting with regional system
Support bus rapid transit stations at I-64 in Park
Advance bike share in the Park and in the greater St. Louis region
Establish partnerships with Washington University, Washington University/BJC Medical Center,

and St. Louis Community College for remote parking for events and weekends
PLANNING/ DESIGN

Coordinate with East West Gateway and conduct a Complete Streets study and implementation
plan along the Park perimeter
Actions for the first several years focus on laying the policy and planning groundwork
needed for future actions, instituting operational changes, and programming and
constructing improvements. New policies focus on elevating the status of cyclists
on Park streets, initiating new design standards to enhance pedestrian and bicycle
access and safety, and supporting partners in other regional transit initiatives that
could benefit Forest Park. Planning work focuses on collaborating with regional and
neighborhood partners to soften the Park edges and better connect the surrounding
neighborhoods with the Park. Planning also entails initiating the analysis and
design for expected short-term projects and coordinating those improvements with
partner projects currently underway. Partnerships with local leaders to advance the
development of technology solutions should also be explored.
Create placemaking plan for stations: design, branding, what to include, needs to be
coordinated with traffic calming, and other pedestrian strategies
Look for opportunities to partner on traffic calming opportunities with neighborhoods and
institutions
Look for opportunities to partner and work with aldermen to use local money for traffic calming
and pedestrian improvements
Coordinate with Great Rivers Greenway through design to hold high standards on the facilities
Establish a connectivity plan for pedestrians to Central West End station
Identify locations for new pedestrian crossings on Skinker
Operational enhancements include changes to fare collection and branding

and routing of the Forest Park Trolley, as well as some initial actions to lay the
groundwork for future parking strategies. Short-term operational changes may
also include piloting road closures to enhance transit circulation, as well as testing
technologies for real-time information. Investing in improvements reaches many
aspects of the Park, including constructing amenities at important transit stops,
improving and expanding the Dual Path and sidewalk network, and improving
intersections and crossings at key locations along and inside the Park. Of course
these projects should be timed and coordinated with other projects occurring in and
around the Park to limit the impact of construction and leverage the overall benefit.
Coordinate with Washington University on preferred alternative for the east-west route to align
with their East End campus plans
Study and implement the Lindell parking-protected two-way bikeway
Develop a plan for improvements to all intersections throughout the Park
Design and implement a transit/bike-only lane on Government from Washington to Pagoda

Circle
Consider developing a plan to close some roads/lanes for special events; pilot closures
EXECUTIVE SUMMARY
EXECUTIVE SUMMARY
PLANNING/ DESIGN continued
OPERATIONS continued
Redesign Clayton Road for 2-way bicycle access
Consider striping on-street parking to aid in parking management and support future technologies
Preserve the underpass for Dual Path under Forest Park Parkway
Connect the underpass to larger Dual Path network
Clearly brand circulator stops and routes so visitors know how to easily get to destinations from all
parking lot locations
In the short-term, use Union to connect the Dual Path to northeast corner of park
Begin marketing viability of all parking lots through mobile apps, websites, and through institutions
Identify what roads should be closed at West Pine to determine what Dual Path network makes
most sense with long-term vision
Pilot closing some streets to cars and focus on internal transit circulators linked with shuttles to
external parking
Preserve corridors for future fixed transit
Pilot fixed transit routes along streets; using transit-only lanes along entire line; using any type of
vehicle (e.g., shuttle, tram, people mover)
Explore partnerships with GlobalHack and other local tech entrepreneurs to leverage local
expertise in development of information technologies
Develop shelters and create shade at some of the highest used stops
Smart technology for fare collection and arrival times using technology
Coordinate with MoDOT to share access and parking location information on DMS boards and
potentially Gateway Guide
Focus improvements on Kingshighway at Lindell and West Pine per public concerns
Explore opportunities with Metro to share connectivity information at park-and-ride metro stations
Focus on locations where improvements could increase the walk score: Union and future I-64
overpass east of Hampton
Explore future funding opportunities, such as smart cities, to implement management and
information technologies
Define what network able to build in time period: on-street sharrows, some bike lanes, etc.; make sure
well defined and signed for bicycle commuters
Identify locations of street congestion and remove on-street parking as a way to reduce auto
congestion and as possible location for transit/bike-only lanes; determine if spaces need to be
relocated elsewhere in the Park
Start building and preserving crossings at conflict areas and perimeter intersections for full build-out
Modify the existing Hampton underpass for north-south connector in short-term, correct sight lines
and lighting to improve safety and experience for users
INVESTMENTS/ CAPITAL PROJECTS
Layer in other strategy maps and identify where else sidewalks will be desired over time and
preserve space
Prioritize improvements to key intersections, identified on the map
Study need and alignment for direct pedestrian access from Upper Muny Lot to the Zoo
Construct connection of Dual Path along south side of Central Fields
Study need and alignment for direct pedestrian access from Visitors Center to Art Museum
Plan to widen or buffer the asphalt and gravel paths at key challenge points (see map), and
implement as possible through annual maintenance program
Address safety issues where Dual Path crosses vehicular traffic, using a variety of traffic calming
solutions
OPERATIONS
Improve the bicycle connection to the Dual Path at Wydown
Make Forest Park Trolley passes available at institutions
Consider implementing Phase I amenities package
Develop education tour guide program to implement on Trolley
Rebrand Forest Park Trolley (new name, look, bus, stations, etc.)
Implement on-street markings at stations, build awareness
Develop an app for Park visitors to share regional and Park connectivity information, including
congestion, internal and remote parking availability, regional and Park transit scheduling, and special
event details
Reduced rate for families, especially on weekends
Implement parking management technology for large lots, and integrate with app
Reroute the existing trolley to one-way loop that serves major destinations - weekends have
additional west side loop; special events have connection to Central West End station
Install dynamic, real-time parking technologies at the Muny and Visitor Center lot, coordinate with the
Zoo and Art Museum to expand implementation, and share parking availability via mobile app
Implement route for East End events connect to Central West End station
Fill in gaps in the sidewalk network
Implement signal timing improvements for pedestrians, ped scramble
Install traffic calming and safe pedestrian crossing techniques at high volume pedestrian locations
Consider marking parking spaces on street to prepare for dynamic parking monitoring
Consider constructing sidewalks along all roadways
DISCOVERY
A CONNECTIVITY AND MOBILITY STUDY

INTRODUCTION
3. Look at all existing and future modes of transportation
Forest Park is an enchanting, unique community asset, and a world class park
with over 13 million visitors each year. It is a regional park for all St. Louisans who
travel to its many destinations like the St. Louis Zoo, the Muny, Steinberg Ice Rink,
and the Science Center. It is also a neighborhood park, used by the surrounding
residents to run, walk their dogs, and have picnics. Forest Park is an urban public
park, encompassing over 1,300 acres. Being the heart of St. Louis, the Parks
balance of natural features, amenities, and cultural institutions offer visitors a variety
of experiences.
The 1995 Forest Park Master Plan emphasizes the total park experience for all
users. Connectivity plays a key role in this experience. The ease and comfort with
which a visitor arrives to and enters Forest Park, travels to destinations and amenities,
and eventually leaves the Park, all play a part in the overall enjoyment and visitor
experience. This study is intended to address current pressures and plan for improved
connectivity and mobility to enhance the experience of both current and future visitors
to Forest Park.
Recently, factors within and around Forest Park have created new pressures on
the visitor experience. Forest Park has had an influx of ever popular events and
programs bringing with them large numbers of users to the Park. Events such as
Fair St. Louis, Lou Fest and the ever-popular Forest Park Balloon Race and Balloon
Glow have created distinct needs and challenges to visitor mobility in the Park.
In addition, regional transportation initiatives such as the Delmar Loop Trolley, a
downtown streetcar, a bike share proposal, and bus rapid transit could provide vital
access and linkages to the Park. Also, neighboring institutions such as Washington
Universitys Danforth Campus along the Park's northwest corner and Barnes Jewish
Hospital along its eastern edge both have significant expansion projects planned in
the upcoming years. All of these influences represent an opportunity to plan today for
connectivity improvements in the future.
Connectivity planning is not new for Forest Park. The original 1995 Forest Park
Master Plan identified the need to address connectivity and mobility at a future point
in time.

Design Principles in the 1995 Forest Park Master Plan:

Integrate and connect Forest Park to the region, city, and adjacent
neighborhoods
Create multi-modal, distributed access system
Benefits of connected Park-wide systems defined in the Study:

Improved water flow and health
Improved vehicular and pedestrian flow and function
Improved connections between the existing park facilities
Improved connections to the neighborhoods, City, and region
Given the popularity of events in the Park, proposed and planned regional
transportation initiatives, and numerous capital projects planned for Forest Park, the
City of St. Louis Parks Department and Forest Park Forever initiated a park-wide
study with a focus on balancing connectivity for the regional and local visitors. From
the outset of the project, they identified three over arching goals:
1. Identify ways to improve connectivity and mobility for all users and all modes of
transportation
2. Evaluate how people enter the Park, move along edges, and move through the
Park
ENGAGEMENT
PROCESS
The Forest Park Connectivity and Mobility Study includes three distinct phases
designed to provide a solid knowledge base and analytical framework to identify and
evaluate strategies for improving access and mobility for visitors. Each phase uses
the collected knowledge, experiences, and valued perspectives of varied users and
stakeholders of Forest Park to provide a thorough understanding of the needs and
desires as they relate to transportation. The three phases of the Study are:

1. Discovery: Learning about Forest Park the on-site conditions, external

factors impacting the Park, and the experiences of the broad spectrum of
park users. The purpose of the Discovery Phase is to create an overall
vision for the Study, fully understand the myriad mobility and accessibility
issues, define goals and achievable objectives, and establish a pool of
potential strategies to consider for analysis.
2. Analysis: With the pool of potential strategies set, the Analysis Phase
begins with the creation of an evaluation framework to determine what
strategies will be carried forward for a full analysis. Once the most impactful
strategies are identified, a more thorough technical analysis of the strategies
commences. Concepts will be developed and the benefits
and impacts of the strategies will be presented for consideration by
stakeholders and the public. Input will be collected that may help refine the
concepts and prioritize the strategies.
3. Study Development: With input on the selected strategies, the Study
Development phase starts with any necessary refinements to the
strategies, then concludes with a draft vision-based sustainable
connectivity study that identifies short and long-term strategies. The result
will be a document that is grounded in the visitors experience, is easy
to comprehend and implement, and will help guide future investment in and
around Forest Park.
The Discovery Phase of this Connectivity Study was focused on engagement. At

the beginning of the project, a Stakeholder and Public Engagement Plan (SPEP)
was created to guide outreach and involvement efforts and ensure full participation
of those accountable, impacted, and interested in Forest Parks future. The SPEP
includes a range of tools to reach a diverse audience and user group. Different
engagement tools have been utilized through the Discovery Phase; including
branding and messaging of the project; outreach on project information via
website, blog, and social media outlets; education about the project via website,
e-newsletters, e-blasts, media relations, and briefings; and data elicitation and
engagement via an online/Textizen survey and an intense planning workshop
(Discovery Week).
The SPEP includes some overall project goals to ensure engagement aligns with
local needs, preferences, and priorities, while presenting innovative ways to preserve
and improve the Park for the next century. Community input is integral to each phase
of the Connectivity Study. The SPEP was designed to:

Increase community awareness about the project
Provide access to project information and participation opportunities
Offer a diverse range of communication and engagement tools to match interests

and time commitments
Ensure the final conceptual study reflects stakeholder and community

preferences and values
Secure support for acceptance as a reference and eventual implementation
The full SPEP can be found in Appendix A.
ENGAGEMENT
230
DISCOVERY WEEK
One of the key components of the stakeholder and public engagement effort included
a 48-hour, four-day workshop, called Discovery Week, conducted November
2-5, 2015. Discovery Week was a cornerstone for the Connectivity Study and
stakeholders and
an opportunity for extensive feedback. Significant outreach was conducted to
resident participants
share information to coordinate with the general public and schedule meetings
during Discovery Week
with stakeholders prior to Discovery Week. Over the four day event, 230 people
shared their ideas with the project team. Of the attendees, 40% were organizational
stakeholders who attended one or more of the focus group sessions. Fox 2, the
St. Louis Post Dispatch, the West End News (online), KTRS 550, and KWMU 90.7
promoted the event during the week.
The Discovery Week experience included a project overview presentation, five
focus stations, three large dry-erase board maps to draw ideas on, and a comment
station. The project overview was a brief digital presentation on a continuous loop. It
described the project purpose, the unique needs of Forest Park, goals of the project
and scope, and instructions for Discovery Week. The focus area stations featured
preliminary existing conditions maps and selected imagery to serve as conversation
starters to elicit feedback and discussion of critical issues to connectivity in and
around Forest Park. The discussion and input focused on how people arrive, move
through, and experience Forest Park.
Discovery Phase
Schedule and Format
In large part, the issues raised during the many discussions validated the challenges
that emerged from analysis of the existing conditions. Issues of parking and
congestion during peak times and special events; conflicts between bikers, walkers
and cars; and the need for improved transit service were among chief issues raised.
What follows is a brief summary of these issues for each of the five focus themes
presented during Discovery Week.
Discovery Week led to over 220 scans of maps with comments regarding input about
connectivity. A summary of Discovery Week findings can be found in Appendix B.
Forest Park Connectivity and Mobility Study
ENGAGEMENT
1300
survey responses
SURVEY
To supplement the input received during Discovery Week, a ten-question survey
about multi-modal park accessibility and patron travel habits was launched on
October 11 and closed on November 15, 2015. The survey was available in three
formats paper, online, and text. As a self-selection survey, the results represent
feedback from only those opting to participate and is not fully representative of
all park patrons. The survey does, however, provide insight into the opinions of a
broader cross section of the public than just those attending Discovery Week, and
corresponded with input received during the workshop. More than 1,300 participants
took the survey, which provided valuable feedback on the frequency of park use,
the mode of travel to Forest Park, how people access and travel throughout Forest
Park, where people park their cars, and which connectivity modes need the most
improvement. The survey also includes an open-ended question for respondents to
suggest one aspect they would change about traveling to and around Forest Park.
All survey results can be found in Appendix A.
ENGAGEMENT
Discovery Phase Survey Results

(Survey activated from 10/11/15 to 11/15/15)
The purpose of the Discovery Phase survey was to 1) understand visitors travel
patterns to and around Forest Park and 2) solicit connectivity and mobility feedback to
devise possible improvement strategies for all transportation modalities pedestrians,
motorists, bicyclists and transit riders.
Survey Respondents
1307 People responded to the survey
500 Respondents live contiguous to Forest Park
(Zip Codes 63104, 63105, 63108, 63110, 63112, 63130 and 63139)
80+
Unique zip codes
Forest Park is a neighborhood

park for many.
Chart Title
How ALL Respondents

Car Bike Footprints Bus
Travel
to Forest Park
Chart Title
How Respondents
Who Live
CLOSE Travel to Forest Park
2%

15%

29%

17% How Respondents Travel in Forest Park
All Respondents
66%
3%
2%
Park patrons are more

likely to walk the park after
arriving by car.
44%
31%
Use a symbol of a
car
Chart Title
How Respondents Travel
INSIDE
Forest Park
17%
50%
Bicycle
Footprints
24%
50%
31%
2%
Park Trolley
17%

Those living
contiguous to the park are more likely to leave their cars at home.
Areas for Connectivity Improvements
Areas for Connectivity

Improvements

45%
45%
Desired transit
improvements
21%
21%
Desired bike trail

improvements
21%
21%
Desired pedestrian
trail improvements
13%
13%
Desired roadway
improvements
Sample Recommendations
Sample Recommendations
Increase prominence of trolley stops to improve ridership and reduce vehicular blockage
Continue to promote trolley service and its schedule
Extend service to year-round, with weekends during the winter months
Provide regular MetroLink service to cultural institutions
Extend walking paths (or add sidewalks) to include cultural institutions
Increase the number of secured bike racks
Encourage walkers and runners to use gravel path for their personal safety
Pave walking paths since walkers tend to use the bike path
Improve all pedestrian crosswalks into the park with signalized lights and/or pedestrian overpasses,
where possible
Extend walking paths (or add sidewalks) to include cultural institutions
Reduce street parking to one side only and add dedicated bike lanes
Secure parking capacity outside of park and use shuttles for transportation in and around the park
Create an app that provides information about parking capacity, special events and traffic management
nounproject.com
Icons
jperkins@vector-comm-corp.com
vector98#
FOCUS AREAS
FOCUS AREAS
Connectivity is more complex than getting from point to point; it involves
understanding human movement and the multitude of ways for users to move
through space. To fully understand the issues surrounding connectivity, intense
field work was conducted on how users move into, around, and through the Park.
This information helped determine the best way to introduce the discussion in a
meaningful way to stakeholders and the Park visitors. The field work captured the
physical conditions of the Park and how people access and move through it, the
conflicts and movements along the edges, and distribution of features and internal
land uses within the Park. Further client and stakeholder input provided insight into
the visitor experience, offering perspective on the various modes of travel to and
through the Park, as well as how those modes interacted and impacted use and
enjoyment of the Park.
Based on the field work and client and stakeholder discussions, five focus themes
were created: Parking, Walking/Biking, Transit, Park Perimeter, and East End
Connected. Framing the public engagement by mode of transportation served to
simplify the discussion for the general public. The first four focus themes were
specifically concerned with connectivity and mobility through the Park, while the
fifth, East End Connected, was established to explore not only connectivity, but
possible uses, activities, and programming for this underutilized side of the Park.
These themes allowed stakeholders and the public to give specific input on their
experiences, whether as drivers, transit riders, or walkers/cyclists. By focusing on
the themes, people were encouraged to think critically and offer specific details and
insights into issues and ideas.
What follows is a brief highlight of the existing conditions observed during fieldwork,
supported and enhanced by issues and ideas heard during stakeholder interviews,
public input during Discovery Week, and the online survey. The feedback from
each focus area helped the team develop the objectives and strategies to guide the
analysis phase and further the development of the Connectivity Study. The wealth
of knowledge shared in this phase is documented in more detail in Appendix C. It
includes notes and maps from Discovery Week, the online survey responses, and a
summary.
WALKING AND BIKING

EXISTING CONDITIONS
Walking and Biking

Walking and Biking
Forest Park provides a wide range of facilities for walkers and cyclists to move
throughout the Park. Whether walking or running for recreation, or just walking
between cultural institutions or around the lakes, there are distinct facilities for
each experience. A Dual Path system, comprised of a gravel path (walkers and
runners) and a paved path (cyclists), create a recreational loop around the entire
Park. While many cyclists use the Dual Path system, on-street cycling is also
common. No other facilities for cyclists currently exist.
Both field observations and feedback from visitors raised concern with heavily
used segments of the Dual Path, focusing on including the width and material of
the path, the speed of certain cyclists, and the conflicts between walkers/joggers
and cyclists. Both walkers and cyclists commented on the need for clarifying the
intended users for the Dual Path and unpaved foot paths. Also, some regular
users expressed the need for maintenance and drainage improvements along
the Dual Path.
Forest Park has an expansive sidewalk network, reducing pedestrian/vehicle
conflicts. Field observations and visitor feedback identified some disjointed
sections of sidewalk and other obstructions to pedestrian movement. A
strong demand for wider sidewalks to accommodate more people, strollers,
and mobility assist devices, particularly near major destinations, was heard
frequently during engagement. Users voiced the need for more direct sidewalk
connections between attractions and additional distant parking areas to
alleviate congestion. Traffic calming measures to make walking safer and more
comfortable were also a major focus of Discovery Week. Some conversations
regarding the variability of ADA amenities was discussed, which led to
conversations about setting design standards within the Park.
Existing
Existing
Conditions
Conditions
- What
- What
Are Are
YourYour
Thoughts?
Thoughts?
Nature Trail On
Nature
EastTrail
End On
Of Park
East End Of Park
Pedestrian-Created
Pedestrian-Created
Path Near Skinker
Path Near
And Lindell
Skinker And Lindell
Trail SignageTrail Signage
Pedestrian / Pedestrian
Bicycle Crossing
/ Bicycle
At Skinker
Crossing
And
At Forsyth
Skinker And Forsyth
Sidewalk On Sidewalk
Kingshighway
On Kingshighway
DisconnectedDisconnected
Sidewalks Sidewalks
Pedestrian-Created
Pedestrian-Created
Paths Near Steinberg
Paths Near Steinberg
Pedestrian Promenade
PedestrianAt
Promenade
The GrandAtBasin
The Grand Basin
Hampton Road
Underpass
Hampton
Road Underpass
Intermittent Intermittent
Lighting Along
Lighting
Dual Path
Along
AtDual
EdgePath
Of Park
At Edge Of Park
Pedestrian Bridge
Pedestrian Bridge
Dual Path
Beyond the Dual Path, several cyclists identified a desire for commuter cycling
facilities on-street bike lanes or separated bikeways, and better connections
through the Park. With the increase in biking in the Park, and in the greater
St. Louis region, cyclists would like to see more bike parking at attractions and
repair stations along the routes. Users expressed excitement about bike share
in the region and liked the idea of stations in and around the Park.
Dual Path
Existing Conditions
WALKING AND BIKING

EXISTING CONDITIONS
This map shows the extensive
bicycle and pedestrian network
that traverses Forest Park.
The asphalt path, gravel path,
sidewalks, and comfort stations
are indicated on the map.
Four Great Rivers Greenway trails
and a network of on-street bike
facilities will connect surrounding
neighborhoods to the Park and
are either planned or already
constructed.
By highlighting the existing
networks, it is easy to note where
there are gaps in the network,
particularly in areas where
sidewalks or pathways abruptly
end. Community members voiced
a strong desire to make these
needed connections.
WALKINGAND
AND BIKING
BIKING
WALKING
SYNTHESISOF
OFINPUT
INPUTFROM
FROM
SYNTHESIS
DISCOVERY
WEEK,
SURVEY,
AND
DISCOVERY WEEK, SURVEY AND
STAKEHOLDERDISCUSSIONS
DISCUSSIONS``
STAKEHOLDER
24
25
23
14
16
15
16
Importantbike
bikelink
linktotoCentral
CentralWest
WestEnd
End
2.2. Important
13
16
16
Difficultarea
areafor
forpedestrians
pedestrianstotoaccess
accessPark
Parkand
and
1.1. Difficult
disconnectedsidewalks
sidewalks
disconnected
Bridgeneeds
needsrepairs
repairs
3.3. Bridge
12
Fountainmay
maybe
betoo
tooclose
closetotodual
Dualpath
Path
4.4. Fountain
Crosswalknot
notuser
userfriendly
friendly
5.5. Crosswalk
Trafficcalming
calmingneeded
neededon
onKingshighway
Kingshighway
6.6. Traffic
Difficultaccess
accesspoint
pointfor
forbikes
bikes
7.7. Difficult
Tunnelexperience
experienceisisscary
scary
8.8. Tunnel
Sidewalksdesired
desired
9.9. Sidewalks
10.
10. Dual
Dualpath
Pathends
endsabruptly,
abruptly,connection
connectiondesired
desired
17
19
11.
11. Limited
Limitedsight
sightdistance
distancefor
forpedestrian
pedestriansafety
safety
11
12.
runners
12. Dangerous
Dangerousfor
forwalkers/
walkers/runners
13.
13. Northeast
Northeastcorner
cornerdisconnected
disconnected
6
11
27
10
22
14.
dual path
14. Confusing
Confusingcrossing
crossing- -vehicle/
vehicle/Dual
Pathsafety
safety
concern
concern
15.
15. Difficult,
Difficult,dangerous
dangerouscrossing
crossingfrom
fromPark
Park
16.
16. Consider
Considerbike
bikelanes
laneson
onentire
entirelength
lengthofofLindell
Lindell
Boulevard
Boulevard
17.
17. Clumsy
Clumsyconnection
connectionshould
shouldbe
befixed
fixed
18.
18. Possible
Possibleeast-west
east-westbike
bikeconnection
connection
19.
19. Lack
Lackofofbike
bikeconnections
connectionsand
andbike
bikeparking
parking
21
26
20.
20. Hampton
Hamptonstyle
styleunderpass
underpassneeded
needed
18
21.
21. Lack
Lackofofpedestrian
pedestriansidewalks
sidewalkson
onnorth
northside
side
22.
22. Safety
Safetyconcern
concern
19
12
23.
23. Emphasize
Emphasizepedestrian
pedestrianaccess
access
20
24.
24. Improve
Improveconnection
connectiontotoneighborhood
neighborhood
25.
25. Emphasize
Emphasizeconnection
connectionwith
withWashington
Washington
University
University
26.
26. Difficult
Difficultintersection
intersectionfor
forpedestrian
pedestrianand
andbike
bike
27.
27. More
Moreaccess
accessneeded
needed
Parkwide
Park-wideInput:
Input:
Consider
Considerbikeshare
bike shareforforthe
thePark
Park
Make
Makesidewalks
sidewalkswider
wider
Intersections
Intersectionsand
andcrosswalks
crosswalkshave
havehigh
high
variability
variabilityofofADA
ADAamenities
amenities
Need
Needtraffic
trafficcalming
calmingatatkey
keyintersections
intersections
FOREST PARK
PARK CONNECTIVITY
CONNECTIVITY AND
AND MOBILITY
MOBILITY STUDY
FOREST
STUDY || 2
32
FOREST PARK
PARK FOREVER
FOREVER || CITY
CITY OF
OF ST.
ST. LOUIS
LOUIS PARKS
PARKS DEPARTMENT
DEPARTMENT || 3
FOREST
33
TRANSIT
EXISTING CONDITIONS
During the Discovery Phase, transit was a popular topic.

Visitors and stakeholders agreed that achieving such transit
priorities is vital to the future of Forest Park, and their
observations focused on two distinct elements: internal
circulation and broader regional connectivity.
Internal circulation includes the Forest Park Trolley
and two Metrobus routes. The Trolley departs from the
DeBaliviere MetroLink station and, traveling on the internal
road system, serves each of the major destinations in the
Park. Currently, the Trolley costs $2 per person to ride, a
fee some suggested could be cost prohibitive, especially
when there is an abundance of free parking in the Park.
Visitors appreciated the recent improvements to the Trolley
service but said congestion on roads, especially on peak
weekends, limited its effectiveness. Feedback suggested
that there is a general lack of awareness of the Trolley.
Among those who have ridden the Trolley, there was also a
strong desire to improve amenities (i.e., shelters, benches,
water fountains) at transit stops, have more buses and
shorter loop routes, connect to more destinations, and have
dedicated transit only lanes or a separate path to remove
buses from the automobile congestion.
Existing Conditions - What Are Your Thoughts?
station location north of the Park was not convenient to the

main Park destinations. Many feel that the limitations of
internal transit considerably curtail the viability of MetroLink
as a means for regional access, though some proposed
a new MetroLink station within the Park as one possible
solution.
The Delmar Loop Trolley is currently under construction
and, when complete, will terminate at the History Museum,
just inside the Park. This trolley service offers improved
connections to the neighborhoods north of the Park and
with the Delmar Loop district. Some visitors expressed
interest in expanding the Loop Trolley further into the Park,
though others were concernedForest
about
its impact to the
Park Trolley
visitor experience. The St. Louis Streetcar is currently in
the feasibility planning and has no set alignment, but the
Park has been suggested as the western terminus of the
downtown line. Few visitors and stakeholders were aware
of potential plans, but were excited about its potential.
Transit
The 1995 Forest Park Master Plan identified the long-term

benefits and importance of enhancements to transit in the
Park. The Master Plan states that transit should provide
connectivity at the regional, citywide, and neighborhood
level; serve major attractions and destinations; link with
external neighborhood services; and connect with parking
lots.
Bus Stop on Lindell
MetroLink station at Forest Park Parkway and DeBaliviere
Model of Loop Trolley (under construction)
Forest Park Trolley / Metro Bus Stop
Electric bus prototype
In addition to the ideas noted, bike share was discussed

as a vital link in the transit system. Many believed it would
improve connectivity from surrounding neighborhoods and
help connect destinations within the Park.
Along with bike share, other new transit ideas were
mentioned, such as implementing a gondola and using the
existing waterways for travel. Event Congestion in Forest Park

Bikes on MetroLink
Also, due to the congestion during busy summer months,

Metro reroutes their mainline buses around the Park,
eliminating a major transit connection to the Park.
Transit
Regional connectivity discussions revolved around

MetroLink, the Delmar Loop Trolley, and St. Louis
Streetcar. While the Forest Park/DeBaliviere station is
viewed as the primary light rail access to the Park, many of
the public felt that the pedestrian experience of getting from
the station into the Park could be improved, and that the
Forest Park Trolley
Special Event Shuttle
Bus Stop on Lindell
MetroLink for Special Events
through Forest Park

MetroLink station at Forest Park ParkwayMetroLink
and DeBaliviere
Bike rental in Forest Park

Model of Loop Trolley (under construction)

Event Congestion in Forest Park
Bikes on MetroLink
Forest Park Trolley / Metro Bus Stop
Electric bus prototype
Existing Conditions
TRANSIT
EXISTING CONDITIONS
This map displays the different
transit options that serve Forest
Park, including the existing
MetroLink lines and station
locations, the Forest Park Trolley
route and stops, and the Metrobus
routes and stops.
MetroLink currently has three
stations that serve Forest Park:
Central West End, DeBaliviere and
Forest Park Parkway, and Skinker
and Forest Park Parkway. It also
shows the Loop Trolley route that
is under construction, with plans
to open in 2016, and the short
segment that enters the Park near
the History Museum.
There is a dashed line east of
the Park which indicates the
proposed downtown Streetcar. The
conceptual gondola route proposed
in the St. Louis Zoo Framework
Plan is included, connecting the
Zoo expansion site with the north
entrance to the Zoo. The waterways
system is highlighted on this map,
showing the potential connectivity of
all of the waterbodies.
With a land area two square miles,
the perimeter transit access leaves
visitors far from many destinations,
putting pressure on the Forest Park
Trolley for last-leg connections.
Roadway congestion means
that the Trolley is often slow and
unreliable.
TRANSIT
TRANSIT
SYNTHESIS
SYNTHESISOF
OFINPUT
INPUTFROM
FROM
DISCOVERY
AND
DISCOVERYWEEK,
WEEK,SURVEY
SURVEY,
AND
STAKEHOLDER
DISCUSSIONS
1. 1. Area
lacks
transit
access
Area
lacks
transit
access
2.2. Needs
better
Metrolink
connection
toto
Park
Needs
better
Metrolink
connection
Park
3. 3. Metrolink
stop
desired
Metrolink
stop
desired
4.4. Congestion
proihibits
Congestion
prohibitsbuses
busesand
andtrolley
trolley
from
being
efficient
from
being
efficient
5. 5. Buses
use
Cricket
during
Muny
events
Buses
use
Cricket
during
Muny
events
Parkwide
Input:
Park-wide
Input:
Trolley
tickes
areare
notnot
sold
at all
major
Trolley
tickets
sold
at all
major
attractions
attractions
Trolley
stops
areare
not
accessible
oror
Trolley
stops
not
accessible
protected
during
inclimate
weather
protected
during
inclement
weather
Event
transit
needs
coordination
with
Event
transit
needs
coordination
with
outside
parking
and
signage
outside
parking
and
signage
Consider
east
and
west
loops
forfor
Forest
Consider
east
and
west
loops
Forest
Park
Trolley
Park
Trolley
1
2
Consider
jump
queue
oror
transit-only
Consider
jump
queue
transit-only
lanes
atat
congestion
points
lanes
congestion
points
Consider
extending
Loop
Trolley
toto
serve
Consider
extending
Loop
Trolley
serve
destinations
within
the
Park
destinations
within
the
Park
Need
real-time
information
onon
transit
Need
real-time
information
transit
service
service
Need
amenities
(benches,
shelters)
at at
Need
amenities
(benches,
shelters)
transit
stops
transit
stops
Consider
connecting
waterways
forfor
access
Consider
connecting
waterways
access
atat
east
end
of of
thethe
Park
East
End
Park


PARK PERIMETER
EXISTING CONDITIONS
Input on improving pedestrian and bicycle access along

the Park Perimeter focused on reducing the conflict with
vehicles and reducing stress. Ideas emphasized the
need to eliminate turn-lanes, institute traffic calming, or
close access points in an effort to improve ingress and
egress and reduce conflicts. There was a strong desire
for improved crossings, with bike lanes, new pedestrian
signals, new and improved/modified crosswalks, bumpouts, and landscaping.
On the east end of the Park, Kingshighway is wide
with 7-10 lanes, on-street parking, and serves as the
main access to the Washington University/BJC Medical
Center. Users want safer east-west connections across
Kingshighway. Some expressed a desire to have grade
separated access across the roadway, allowing hospital
employees and patients a stress-free way to reach and
enjoy the Park. Other discussions emphasized the need
for improving all signalized at-grade intersections. Along
Kingshighway, a narrow sidewalk, obstructions in the
sidewalk, limited access points, and topography make
getting to and traveling along the outer eastern perimeter
a challenge. A recurring theme focused on the extension
of the Dual Path system to the northeast corner of the Park
to connect in with the internal Park system. Plans are
underway to bring Forest Park Parkway back to grade at
Skinker Boulevard is 6-8 lanes with one mid-block

pedestrian crossing, and access to historic neighborhoods
and Washington University to the west. During engagement
there was consensus that Skinker is perceived as "scary"
and unsafe to cross due to multiple lanes of traffic, the
speed of the vehicles on the roadway, and conflicts with
traffic turning into and out of the Park, particularly around
Clayton Road
Underpass
Lagoon Drive. Limited designated
crossings
and a lack of
crossing amenities leads to jaywalking. Better access and
connectivity to Washington University's Danforth Campus
was recognized as an important goal.
Park Perimeter
The Park is fortunate to have good regional access,

particularly from the Interstate network, but these roads
also create barriers to the surrounding neighborhoods.
Interstate 64 was, in fact, constructed through the southern
edge of the Park, leaving residual Park property along
Oakland Avenue separated from the rest of the Park.
Neighborhoods to the south have only a few, primarily car
access points to the Park.
Kingshighway, which could be a significant improvement

to pedestrian and bicycle access to the Park. Many Park
visitors like the newly opened Dual Path tunnel under
Hampton Avenue and suggested a similar treatment under
the new Forest Park Parkway design.
Oakland Crossing
Skinker At Wydown
Kingshighway At Childrens Place
Lindell At Kingshighway
Kingshighway At Laclede
Along the north edge, Lindell Boulevard is a four lane

neighborhood collector street with on-street parking
and homes along the north side of the roadway. It was
recognized as the most pedestrian and bike friendly edge
of the Park. However, for residents or neighborhoods just
a few blocks farther north, the MetroLink corridor severely
limits access to the Park. There is a desire for bike lanes on
Lindell and better access north-south across MetroLink.

Forest Park Parkway At Kingshighway
Lindell At Debaliviere
Park Perimeter
The 1995 Master Plan recommended that Forest Park be

better integrated into the surrounding neighborhoods. This
meant extending the Park experience outwards from the
edges into the greater community, feedback that was also
echoed by stakeholders and park visitors during Discovery
Phase.
Clayton Road Underpass
Tunnel Under Interstate 64
Oakland Crossing
Lindell At Union
Skinker At Wydown
Skinker At Lagoon
Kingshighway At Childrens Place Hampton At Interstate 64

Lindell At Debaliviere
Forest Park Parkway At Kingshighway
Lindell At Kingshighway
Kingshighway At Laclede
Existing Conditions
PARK PERIMETER
EXISTING CONDITIONS
This map emphasizes the Park's
significant regional roadway
access. Interstate 64 has three
interchanges along the southern
edge, and Interstate 44 access
is located within a mile of the
Park. The western and eastern
edges are paralleled by two City
Arterial Streets: Skinker Boulevard
and Kingshighway Boulevard,
respectively. Lindell Boulevard is
a neighborhood collector along the
northern edge of the Park.
The map displays access data from
the 2008 Access, Circulation and
Parking Study showing the nine
vehicular entrances to the Park, as
well as frequency of use for each.
For drivers, Hampton Avenue is
by far the most used entrance
to the Park, and the master plan
and public feedback decried its
overuse. This map also indicates
the 26 marked pedestrian crossings
along the perimeter of the Park.
User feedback during the Discovery
Phase had many suggestions to
improve these crossings.
The photos serve to illustrate the
perimeter experience along the
surrounding roadways. Visitors
suggested that a greater emphasis
be put on placemaking and the
edge experience of the Park.
PARKPERIMETER
PERIMETER
PARK
SYNTHESIS
OFOF
INPUT
FROM
SYNTHESIS
INPUT
FROM
DISCOVERY
WEEK,
SURVEY
AND
DISCOVERY
WEEK,
SURVEY,
AND
STAKEHOLDER
DISCUSSIONS
STAKEHOLDER
DISCUSSIONS
14
13
17
16
11
1. 1. Neighbors
do do
notnot
useuse
park
duedue
to to
Neighbors
Park
dangerous
crossing
dangerous
crossing
2. 2. Essential
bike
linklink
to the
Central
West
EndEnd
Essential
bike
to the
Central
West
12
15
3. 3. Need
better
linklink
between
neighborhood
Need
better
between
neighborhood
andand
Park
Park
4. 4. Sidewalks
areare
narrow,
covered
with
Sidewalks
narrow,
covered
with
trashcans,
signals,
planters,
andand
notnot
trashcans,
signals,
planters,
crossable
with
wheelchair
crossable
with
wheelchair
4
10
5. 5. Allow
better
bike/
ped access
Allow
better
bike/ped
access
6. 6. Develop
a more
direct
route
to the
ZooZoo
Develop
a more
direct
route
to the
from
east
would
help
circulation
from
east
would
help
circulation
7. 7. Lack
of north-south
pedestrian
crossing
Lack
of north-south
pedestrian
crossing
8. 8. Redesign
to allow
exitexit
onto
Skinker
Redesign
to allow
onto
Skinker
9. 9. Wide
roadway
requires
more
pedestrian
Wide
roadway
requires
more
pedestrian
crossings
crossings
10.10.
ADA
ramps
from
Skinker
areare
notnot
user
ADA
ramps
from
Skinker
user
friendly
friendly
11.11. NoNo
sense
of place
sense
of place
12.12. Need
forfor
better,
safer
pedestrian
crossings
Need
better,
safer
pedestrian
crossings
into
Park
into Park
13.13. Unsafe
pedestrian
bridge
andand
crossing
intointo
Unsafe
pedestrian
bridge
crossing
Park
Park
5
6
14.14. Need
to improve
crossing
from
MetroLink
Need
to improve
crossing
from
MetroLink
station
station
15.15. Need
better
signage
to exist
east
viavia
Forest
Need
better
signage
to exist
east
Forest
Park
Parkway
Park Parkway
16.16. Complicated
intersection
at Union
needs
Complicated
intersection
at Union
needs
pedestrian
improvements
pedestrian improvements
17.
vehicular access
17. Eliminate
Eliminate
vehicular access


PARKING
EXISTING CONDITIONS
Parking
Parking
There are approximately 8,025 parking spaces in Forest Park. About 4,800 of
these are surface lots, while the rest are on-street parking spaces. The Access,
Parking, and Circulation Study, completed in 2008, found that there was an
excess of parking within the Park. Field observations show that while there is an
abundance of parking, both in lots and along the streets, the supply and demand
from drivers is not balanced, resulting in over and underutilized parking areas.
Observation and discussions with Park visitors verified that the perception of
park imbalance occurs because visitors want to park at/near their destination.
Parking location also dictates where visitors access the Park when driving their
own vehicles. The 2008 study identified that 60% of visitors use the Hampton
Avenue entrance. However, Discovery Phase survey respondents only used the
Hampton entrance 26% of the time, suggesting a large decrease since 2008. Of
survey respondents, only 66% drive to the Park, and once in the Park only 31%
drive to another destination.
Existing
Existing
Conditions
Conditions
- What
- What
Are Are
YourYour
Thoughts?
Thoughts?
Head-In Parking
Head-In
At Central
Parking
Fields
At Central Fields
Visitor CenterVisitor
Parking
Center Parking
On-Street Parking
On-Street
On Grand
Parking On Grand
On-Street Parking
On-Street
On Union
Parking On Union
Festival And Festival

Parking And
PlazaParking
- The Upper
Plaza Muny
- The Upper Muny
Parking Lot On
Parking
Art Hill
Lot On Art Hill
Parking On Oakland
Parking On
Avenue
Oakland Avenue
Steinberg Parking
Steinberg
Lot Parking Lot
Parking On Government
Parking On Government
Drive
Drive
Parking On Clayton
ParkingRoad
On Clayton Road
Zoo South Parking

Zoo South
Lot Entrance
Parking Lot Entrance
Parking On Kingshighway
Parking On Kingshighway
Feedback indicated that congestion on Park roads, particularly on peak

weekends and during special events, was often a result of visitors looking for
on-street parking. Congestion was also associated with parking lots at major
destinations, especially the Saint Louis Zoo, where vehicles queue to get into
lots. At peak times lots are full, but a lack of real-time information leads to
queues of cars backed up at entrances and general frustration. Event parking
was identified as challenging, but anticipated by visitors. However, event plans
meant that congestion was exacerbated by the funneling of cars toward certain
access points to the Park.
Many issues raised by the public and stakeholders mirror those observed in
field observations and data collection, but proposed solutions varied by visitors
and their unique interactions with the Park. Some desired more parking
options closer to attractions, while others wanted more parking outside of the
Park with better transit or pedestrian connections for getting in and around.
Many commented that limiting or eliminating cars entirely and the subsequent
reduction in congestion would improve the overall park experience. Other
concerns centered on employees of neighboring institutions parking within the
Park, while others concerned the safety and security for visitors parking and
exercising in the early morning hours.
Along with issues raised, many people provided ideas to improve parking
congestion. Some addressed on-street parking issues, such as better
enforcement of no-parking areas, striping of on-street parking spots, and angled
or back-in parking. Some ideas focused on impacting the supply and demand
of parking by charging fees for all parking areas, dynamic parking rates during
peak times, and using technology to provide real-time information to help locate
of available parking places.
PARKING
EXISTING CONDITIONS
This map combines data from
the 2008 Access, Circulation,
and Parking Study on parking
with field observations. There
are approximately 8,025 parking
spaces in the Park. In blue,
the map shows the locations
of no-charge parking lots and
the quantity of spaces. The
grey areas show pay parking
lots, and the orange shows the
distribution of on-street parking.
To better illustrate the distribution
of the overall parking, circles
representing a 10-minute walk
from major destinations are
shown. From this, it is easy to see
that much of the parking is located
far from these destinations. This
leads to over and underutilization
of certain parking areas.
PARKING
PARKING
SYNTHESISOF
OFINPUT
INPUTFROM
FROM
SYNTHESIS
DISCOVERYWEEK,
WEEK,SURVEY,
SURVEY AND
DISCOVERY
DISCUSSIONS
STAKEHOLDER
1.
1.
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2.
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3.
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11
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forstructured
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7.
7.
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8.
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Keepon-street
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andbike
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10.
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lacksclearly
clearlydefined
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on-street
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11.
11. Safety
Safetyand
andsecurity
securityisisan
anissue
issue
1
Park-wide
Parkwide Input:
5
1

6
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parkingduring
duringevents
eventsisis
Restrict parking
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desirable
Parking
Parkingon
onboth
bothsides
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ofthe
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feesduring
during
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Need
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real-timeinformation
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onparking
parking
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availability
FOREST
PARK
FOREVER
| CITY
OF
ST.
LOUIS
PARKS
DEPARTMENT
| 51
FOREST
PARK
FOREVER
| CITY
OF
ST.
LOUIS
PARKS
DEPARTMENT
|7
EAST END CONNECTED

EXISTING CONDITIONS
East End Connected

East End Connected
The East End of Forest Park** contains many amenities, including the Muny,
Steinberg Ice Rink, Jewel Box, Central Fields, Fish Hatchery, Highlands Golf
Course, Boeing Aviation Field, and the Science Center. Many of the amenities
in the East End are much more passive than in much of the rest of the Park;
ranging from fountains, fishing, hiking trails, and nature areas. The Master Plan
identifies the need to explore new programming opportunities for this portion of
the Park. A $30 million Capital Improvements Plan is underway and four projects
are located in the east end of the Park: Round Lake Fountain Improvements,
Central Fields Improvements, Dual Path plaza featuring chess tables (completed
in Fall 2015), and Connecting the Lakes and Rivers.
To better understand both the current and future connectivity concerns for this
end of the Park, the team explored programming ideas with the public during the
Discovery Phase. Many ideas were suggested, and visitors expressed a strong
desire to keep the balance of nature with any programming recommendations
for the East End. Visitors shared stories about their love for being in the City
of St. Louis and walking through the natural areas, seeing wildlife, fishing, and
relaxing in the quietness of this special area within the Park.
Both field observations and public feedback pointed out that the East End has
many accessibility challenges and disconnected areas that impact the overall
visitor experience. Multiple roads, as well as depressed Forest Park Parkway
and MetroLink corridors, create physical barriers to connecting with this area. In
addition, steep slopes along Kingshighway are also a challenge, particularly to
those trying to access the Park on foot from Kingshighway. Gaps in the sidewalk
network further complicate access.
Ideas for new uses and activities on the east end of the Park varied. Some
wanted more physical fitness/sports activities, while others wanted more
natural/open space experiences. Some wanted more outdoor recreation, some
desired playgrounds and picnic areas, and others requested programmed
space for learning experiences. Many people mentioned a desire for eating
establishments that could tie in with and support Steinberg Rink and the Muny.
While some mentioned unique destination features such as a dog park, ropes
course, or amphitheater, others expressed a desire for more basic amenities
such as water fountains, bathrooms, and places to sit.
A strong desire for improved access to the Park and connections with
neighborhoods and institutions along the East End was an important theme. A
Dual Path connection to the north east corner of the Park was highly desirable.
Also, a grade-separated connection to the medical campus was a prevalent
suggestion from stakeholders.
Existing
Existing
Conditions
Conditions
- What
- What
AreAre
Your
Your
Thoughts?
Thoughts?
Secluded Open
Secluded
Space
Open
For Passive
Space For
Recreation
Passive Recreation
Balloon Glow
Balloon
Festival
Glow Festival
Highlands Highlands
Golf CourseGolf Course
Victorian Bridge
Victorian Bridge
Seven Pools
Seven Pools
Hatchery Building
Hatchery Building
Jefferson Lake
Jefferson Lake
Stairs Between
StairsSteinberg
BetweenAnd
Steinberg
Kingshighway
And Kingshighway
Steinberg Rink
Steinberg Rink
Archery
Jewish Memorial
Jewish Memorial
Waterways Waterways
Archery
**Sites 4-8 in the Forest Park Master Plan
Existing Conditions
EAST END CONNECTED

EXISTING CONDITIONS
This map contains icons
recognizing the major program
elements offered in Forest
Park. Areas in gray are highly
programmed areas, places like
the Zoo, ballpark fields, Art Hill,
Jefferson Lake, the golf courses,
the Muny, Visitors Center, and
some others. The majority of these
areas occur in the central and
western end of the Park.
The east end of the Park,
particularly at the northeast is less
programmed and more passive in
nature.
Capital Projects and Program Elements
Capital Projects
EAST END CONNECTED
Program Elements
PLANNED CAPITAL PROJECTS AND PROGRAM IDEAS
Round Lake Improvements
This map depicts four capital projects within the east end of the Park yet to be
completed from the 1995 Forest Park Master Plan and part of Forest Park Forevers
Capital Campaign and Improvement Projects Plan. This Capital Improvements
Projects Plan included raising private money for some of the projects needed around
the Park. Of these projects, the Dual Path plaza featuring chess tables was recently
completed, while Central Fields and Round Lake improvements are underway.
Connecting the waterways is a long-term project that looks to improve water quality
and habitat, while
possibly creating the opportunity for interconnected, navigable
Outdoor Education
waterways.
Many ideas for the East End were heard during Discovery Week. The following list
outlines several of the major themes, and additional items are listed in the appendix:
Sports/Fitness/Games
Education/Learning

Central Fields Improvements
Tetherball
Basketball
Mountain Bike/BMX Course
Skatepark
Roller Skating/Roller Hockey at
Steinberg
Cricket Pitch
Exercise Stations
Batting Cages
Public Art
Soccer
Swimming Pool
Fitness Stations
Rock-Climbing
All-weather track and fields
Rugby at Central Fields
Disc golf
Outdoor Recreation/Relaxation
Chess Park
Kayak/Canoe
Fishing Docks
Bait shop, amenities for anglers
Seating, Hammocks
Gathering Areas
Activated Steinberg Rink
Camping
Butterfly Garden
Beach
Connect existing waterways features,
boardwalks
Meadows and Prairies
Playground/Picnic/Gardens

Connected Lakes and River
Interpretive Signage (tree names)

Art and Sculpture/Sculpture Walk
Geocaching
Educational Programming (Missouri
Department of Conservation, School
District)
Amphitheater (smaller venues)/
Shakespeare Festival
Interpretive trails, self-guided or with
programming
Food/Eating Establishments

Restaurant at Steinberg
Vending/Food Trucks
Beer Garden
Coffee Houses/Food Alternatives
Concession Stands
Unique Features

Observatory/Astronomy
Ferris Wheel
Elevated Tree Walk
Connections to Washington University/
BJC Medical Center (Above/Under
Kingshighway)
Ropes Course
Observation Tower
Zipline
Metro Stop
Civic Art
Dog Park
Community Gardens
Water Features/Fountains
Inclusive Playgrounds (Childrens
Hospital)
Healing Gardens
Picnic Pavilions
PlaygroundNatural Areas
SYNTHESIS OF INPUT
A wealth of information was amassed during the Discovery Phase. Input was
received from stakeholders, residents and employees living and working near the
Park, and visitors from all around the St. Louis metropolitan area. Hundreds of
experiences, issues, and ideas were collected through interviews, individual and
small group discussions, map exercises, and the online survey. As the input was
pulled together and organized, themes began to emerge that offered a full picture
of the connectivity issues impacting the visitors experience of Forest Park. The
themes began to highlight the unique needs and desires of different park users
whether regional visitors or residents of surrounding neighborhoods and the
interplay of the different modes used to access and traverse the Park. For example,
users who drove to the Park were often just as passionate about sidewalk access
and pedestrian safety as those who walked to the Park from nearby neighborhoods.
The overlap of issues and interconnected ideas between the Discovery Week focus
themes began to coalesce into guiding principles and objectives that would give
context and meaning to the strategies that were developed.
Guiding Principle 1 Improve regional connectivity to Forest Park

Visitors offered unique
perspectives on the issues
they face using each mode
of transportation and
recommended regional
strategies that addressed the
issues in a variety of ways.
1.
Visitors suggested the need to strengthen and diversify transit options that
already exist or were planned. They emphasized building on current or planned
infrastructure and leveraging investments already being made by the community.
Ideas included more visually appealing, low-stress, pedestrian-friendly connections
at the Forest Park and Central West End MetroLink stations, as well as improved
integration between MetroLink and the Forest Park Loop Trolley. Many people were
excited about the Loop Trolley and thought the access provided to the north edge of
the Park would be an asset that should be capitalized on (and perhaps extended).
Some visitors shared the long-term desire for a new MetroLink station within the
Park, providing a more direct access to the Park.
Tactic
Improve Regional Connectivity

To Forest Park
2.
Strengthen Connections Along
Forest Park Edges And To
Surrounding Neighborhoods For
Pedestrian And Bicyclists
3.
Improve Mobility Within
Forest Park
Strategy
Tactic
Tactic
Objective B Improve automobile access to Forest Park
Tactic
Objective
Tactic
Tactic
Strategy
Tactic
Strategy
Tactic
There were also many suggestions that focused on connecting the region to the Park
via new transit modes. Perhaps the most widely talked about mode to introduce
new access to Forest Park was bike share. With potential stations from downtown to
the Delmar Loop and beyond, many viewed bike share as a unique way to connect
Forest Park to the broader area. Similar to the Loop Trolley, some expressed
interest in a possible streetcar from downtown to Forest Park, and others mentioned
coordinating with the planned bus rapid transit (BRT) along the I-64 and Hampton
Avenue corridor and integrating it into the Park. Another idea addressing a more
local connection was a gondola that would carry people from parking sites outside of
Forest Park and directly to the Zoo.
Objective
Strategy
Objective A Improve transit access to Forest Park

Visitors expressed a desire for improved transit access to Forest Park. Ideas came
not only from those already taking transit and looking for enhancements to their
experience, but also from those who currently drive but said they would consider
taking transit if the experience was improved.
Three Guiding Principles emerged from the input. Using the Guiding Principles as a
lens, the numerous ideas were formed into concise, targeted strategies, and further
organized into objectives for the different modes of transportation - automobile,
transit, walking, or biking.
Guiding Principles
Forest Park is a valued treasure of the City of St. Louis and the entire metropolitan
region. Millions of people from around St. Louis visit the Park annually. For most,
getting to the Park from around the region entails driving a personal vehicle. For
those who choose transit, they get to Forest Park via MetroLink or Metrobus. Still
others use the regional greenway and bikeway network to get to the Park.
The most common frustration

voiced by drivers was
congestion, especially during
beautiful weather.
Many people that currently drive to the Park indicated that for various reasons they
would continue to drive, and they were looking for improvements to their automobile
access. Most of the ideas for improving automobile access focused on improved
information and communication, or providing alternative parking options. Many
drivers said that real-time communication, whether through apps on a mobile device
or message boards within the Park, could direct people to less congested entrances
or notify drivers of the location for available parking. The information could be
shared in real-time, changing as conditions changed throughout the day. Drivers
also said that simply having better information about available parking lots, and
non-car options of moving though the Park, would be helpful when visiting for special
events. Additionally, some drivers simply wanted more parking options, especially
options outside of the Park with a dynamic shuttle system transporting visitors to
key destinations. Such external parking options, supported by transit, would help
streamline their arrival and reduce the number of cars circulating through the Park.
SYNTHESIS OF INPUT
Finally, people said they were looking for a sense of place, and wanted a better mix
of uses, services, and amenities that would come with transit oriented development
around the nearby MetroLink stations. For many, such development would help
bring the experience of the Park to its edges and beyond, and would anchor the Park
experience to the surrounding community.
Objective C Connect pedestrians and bicyclists to the regional

greenway and bikeway system
While many people living and working in adjacent neighborhoods expressed a desire
for enhanced connections for pedestrians and bicyclists (see Guiding Principle 2
below), some participants during Discovery Week stated they were looking for bicycle
connections that extended further out into the region, outside of the immediate
vicinity of the Park. Avid cyclists and trail riders wanted to see stronger connections
to Great Rivers Greenways trail system as well as with the Bike St. Louis bikeways.
Safe, connected routes that are well-marked and well-advertised, would allow people
living in nearby communities within St. Louis County or other City neighborhoods and
beyond to access Forest Park without a vehicle. Participants were aware that Forest
Park was not directly responsible for making these connections happen, but thought
that the Park could be a valuable voice in promoting and expanding the bicycle
infrastructure throughout the City of St. Louis and St. Louis County.
Hundreds of respondents to
the survey and participants
of Discovery Week offered a
unique perspective of Forest
Park as their local park,
and highlighted issues and
made suggestions on how
to improve pedestrian and
bicycle access to the Park.
Beyond the entries and the edges, visitors who viewed Forest Park as their
neighborhood park wanted stronger connections to their neighborhoods. They
wanted the same traffic calming and pedestrian amenities that reduced stress and
improved safety at the Park to be extended into their neighborhoods to provide
seamless, visible, safe connections. Such extensions into the neighborhood would
provide even greater incentive for visitors to walk or bike to the Park. However,
the emphasis was not solely on residents in nearby neighborhoods. Some visitors
to Discovery Week talked about the need for better linkages with the neighboring
institutions of Washington University and Washington University/BJC Medical Center.
Some discussed how beneficial it would be for patients and their families to have
easy access to the Park from the hospital, and how that could impact the kinds of
amenities and programming that should be introduced at the east end of the Park.
Still others expressed a desire for better east-west connections through the Park for
bicycle commuters traveling to/from Washington University as well as Washington
University/BJC Medical Center and the Central West End.
Guiding Principle 2 Strengthen connections along Forest Park

edges and to surrounding neighborhoods for pedestrians and
bicyclists
As well as being a destination for many people from around the St. Louis region,
Forest Park also serves as a neighborhood park for the neighborhoods immediately
surrounding the Park and institutions such as Washington University and Washington
University/BJC Medical Center. Survey and Discovery Week participants identified
ways to improve safety and reduce stress along the periphery of the Park. While the
survey showed that more than half of the respondents living in the contiguous zip
codes were more likely to walk or bike to the Park than drive, many who said they
currently drive also said they would be more likely to leave their car at home and
walk or bike to the Park if they felt safer, or if the connections were more inviting.
Objective A Improve access and mobility at Park entries

For many visitors who access the Park as pedestrians or bicyclists, improving
the interface between non-drivers and drivers was vital to their park experience.
Engagement during Discovery Week expressed confusion or concerns for safety
at entry points that were shared with vehicle traffic. They identified solutions like
traffic calming measures to slow vehicles down and some restriction on right turn
movements into and out of the Park that were perceived to put pedestrians and
bicyclists at risk. Some mentioned that signalized crossings were not long enough,
and that longer crossing times with limits on right turn movements would greatly
enhance their pedestrian safety and access into the Park. Some visitors discussed
the specific issues surrounding access at the northeast corner of the Park. In
addition to the non-vehicle/vehicle conflicts at the West Pine entrance, many felt that
access was further complicated by the barrier created by MetroLink and Forest Park
Parkway.
Input focused on the desire for
a better experience along the
edges of the Park and a sense
of identity that announced the
presence of a world class park
in the heart of St. Louis.
Objective C Strengthen connections with surrounding

neighborhoods and institutions
Objective B Improve experience of all users on Park edges; improve

the safety and reduce stress at the periphery of the Park
Similar to wanting enhancements at specific entrances into the Park, visitors also
wanted improved mobility and overall periphery experience when traveling along
the perimeter of the Park. They expressed a need for improved sidewalks, clear of
obstructions and accessible to all users. They also wanted better defined crosswalks
and traffic calming measures that would slow down traffic along the perimeter streets.
Whether a regional visitor

to Forest Park or someone
visiting from a nearby
neighborhood, the ease of
mobility within the Park is a
vital component to the overall
visitor experience.
Guiding Principle 3 Improve mobility within Forest Park

While participants of Discovery Week and respondents of the survey typically talked
about moving through the Park via one specific mode of transportation, the issues
and ideas raised often showed how the various modes interrelate and impact one
another. For example, while dedicated transit lanes might improve transit efficiency,
they might also improve on-street bicycle access. While any enhancements to
individual modes will improve mobility throughout the Park, the real benefit will be
finding the synergies between the different strategies.
Objective A Enhance the transit user experience

Ideas for enhancing the transit riding experience came from a variety of visitors: from
those already taking regional transit to get to the Park, to those having experienced
the existing Forest Park Trolley, and even those who are currently driving but would
consider alternatives if the internal transit system was more reliable and efficient.
Ideas such as jump lanes that allow transit vehicles to get around car traffic at
specific choke points and even transit-only lanes throughout the Park (or in key
locations) are two popular ideas that were discussed during Discovery Week. Other
ideas to support an enhanced transit system in the Park include amenities at bus
stops such as benches, shelters, and water fountains; real-time arrival information;
and better signage and information on how to use transit to get to the different
destinations throughout the Park. Some users prefer extending the regional transit
system into the Park, particularly the future Loop Trolley or downtown streetcar,
to provide direct access to destinations within Forest Park, while others discussed
the merits of having a new circulator within its own dedicated path and proper
connections to the regional transit would be ideal.
SYNTHESIS OF INPUT
EVALUATION CRITERIA
Objective B Enhance the cyclist experience
Initial Evaluation of Strategies
The overwhelming focus for cyclists throughout the Discovery Phase was on
improving the experience on the ever-popular Dual Path. Improvements ranged
from prohibiting foot traffic on the path, to widening the path and designating lanes
for bikes and pedestrians, to building new extensions of the Dual Path, particularly
along the eastern edge. Users also shared ideas for improving on-street comfort for
cyclists which included adding dedicated bike lanes, perhaps by removing parking
along one side of the street, closing some streets to cars entirely, and using shared
lanes dedicated to transit and bikes. Some longer-term suggestions were the
addition of bike share to Forest Park, extending some Great Rivers Greenway trails
through the Park, and having amenities to support biking, such as more bike storage
and racks, as well as a repair station.
Synthesis of hundreds of ideas resulted in 22 concise, targeted strategies that would

meet the various objectives of the Study and help move the needle on the three
guiding principles. While each of the strategies have merit, not all of the strategies
offer the same level of impact to improve mobility and connectivity through the Park.
Therefore, it was necessary to conduct a preliminary evaluation of the strategies to
determine which would be carried forward into the Analysis Phase.
With input from the Study Advisory Committee, 10 evaluation criteria were developed
to analyze the strategies. Though all of the strategies have elements that were heard
during the Discovery Phase, some ideas were heard more often than others, through
the stakeholder interviews, the discussions at Discovery Week, and the survey. A
weighting factor was placed on some of the criteria in order to reflect the broad range
of impact of some of the strategies. Below is a brief description of the evaluation
criteria, with the available point range for each criteria.
Objective C Enhance the pedestrian experience
One important consideration

when considering mobility
through Forest Park is that
everyone is a pedestrian at
some point in their visit to the
Park.
Whether walking from their car to a destination like the Zoo, or walking from a
MetroLink station to the Visitor Center, at some point in their visit everyone is walking
from one point to another. This realization is reflected in the numerous comments
we received throughout the Discovery Phase identifying the need for better direct
sidewalk connection between destinations and the need to fill gaps in the sidewalk
network. People are looking for wider sidewalks to accommodate more people, as
well as consistent safety and ADA improvements at crosswalks. Some noted that
improved crosswalks were not only needed at streets, but also at crossings between
sidewalks and the Dual Path. While the focus of the pedestrian experience was
on the utility of trips getting from one point to another safely and efficiently, some
did comment on the recreation trips taken along the unpaved foot paths. Here,
improving the recreational pedestrian system focused on ensuring that the paths
were well maintained and not prone to flooding and washout.
Objective D Enhance the driver experience
Two-thirds of visitors to
Forest Park use their personal
vehicle. Enhancing the drivers
experience will have significant
effect on the overall mobility
through the Park.
Enhancements discussed during Discovery Week to improve internal mobility for cars
support the traffic and parking strategies designed to improve regional connectivity.
Some participants suggested striping the parking spaces along the streets and better
enforcement of the no-parking areas as a way to improve the functioning of on-street
parking. Others focused on the internal parking lots and suggested charging for
parking throughout the Park, and even instituting dynamic parking for peak times/
events, as a way to balance the distribution of parking and reduce the constant
circulation of cars looking for parking in only a few spots. These suggestions were
supported by other ideas for real-time information for parking availability and traffic
congestion, better wayfinding and signage, and even street management (e.g.
closing some streets, or making some one-way) to improve the flow of traffic.
Hundreds
of Ideas
22
Targeted strategies
Scope Issue (0-1)

The Forest Park Connectivity Study began with input from the City of St. Louis Parks
Department and Forest Park Forever through the Request for Proposals (RFP), and
was outlined in the project scope. The guidance laid out the primary expectations
and main issues to be addressed by the Connectivity Study. Strategies scored 1
point if it was expressly raised in the RFP or scope, and 0 if it was not.
Align with Forest Park Master Plan (0-1)

The Forest Park Master Plan was created in 1995, and with three amendments, it
remains the guiding document for development of Forest Park. While alignment with
the Master Plan is important, strategies that do not necessarily align may still have
merit, and may still be considered (and may result in the need to update the Master
Plan). Strategies that align with express goals of the Forest Park Master Plan scored
1 point, and 0 if it did not.
In Current Capital Plan (0-1)

Forest Park Forever currently has a Capital Plan in place outlining current and future
capital improvements. Some strategies could potentially align or impact future
projects on the Capital Plan, and therefore may be more easily implemented or
have greater impact if they were leveraged with an identified project. Strategies that
address or impact any identified projects on the current Forest Park Capital Plan
scored 1 point, and 0 if it did not.
Support Future Trends (0-3)

New and important trends are emerging in planning for communities, transportation
and public spaces, and strategies that support these trends were given greater
consideration. Three trends in particular Advancing Equity, Emerging Technology,
and Healthy Active Living were identified as areas to build strategies around.
Strategies scored 1 point for each trend addressed, up to 3 points.
ForestParkConnectivityStudyStrategyEvaluation
Evaluation Criteria
EvaluationCriteria
Scope Alignwith Incurrent
Issue
MP
CapitalPlan
Diversify Experiences (0-1)

Stakeholders and the public regularly expressed a desire for new and diverse
experiences in Forest Park. While some strategies enhanced the current visitor
experience, other strategies brought a whole new dimension to connectivity and the
overall experience of the Park. Strategies that helped diversify the connectivity and
overall visitor experience scored 1 point, and 0 if it did not.
Scale of Potential Impact (0-2)

The proposed strategies vary in their scale and potential overall impact for meeting
the goals and objectives of the Study. It was important to identify those strategies
that would have a higher return on their investment. Strategies expected to have a
smaller return on investment scored 1 point, while those with an anticipated larger
return on investment scored 2, and those with a negligible return scored 0.
Adaptability (0-1)
As the strategies were considered, it became clear that some of the strategies
related to one another and fit together to address multiple objectives and goals. This
adaptability in some of the strategies reflects the interrelated nature of the tactics and
the objectives. Strategies that address more than one outcome and fit together to
form a broader strategy for improved connectivity scored 1 point, and 0 if it did not.
Safety (0-3)
While all of the strategies sought to improve connectivity throughout Forest Park,
only some of the strategies addressed a safety issue. With input from the Study
Advisory Committee, it was determined that strategies that addressed safety
should get some priority, especially if they addressed safety for multiple modes of
transportation. Strategies scored 1 point for each mode touched pedestrian safety,
bike safety, and vehicle safety; and 0 points if safety was not a focus of the strategy;
up to 3 points.
Air Quality (0-3)

Most, but not all, of the strategies were expected to improve air quality to varying
degrees by reducing greenhouse gas emissions from automobiles. Strategies
scored a range of points depending on whether the idea reduced congestion or
actually eliminated automobile trips being made. Strategies scored 1 point if it
reduced vehicle congestion, 2 points if it resulted in fewer cars entering Forest Park,
and 3 points if it eliminated a car trip altogether; and 0 points if air quality was not a
focus of the strategy.
Public Concern/Issue (0-3)

Though all of the strategies have elements that were heard during the Discovery
Phase, some ideas were heard more often than others, through the stakeholder
interviews, the discussions at Discovery Week, and through the survey. Strategies
scored 1-3 points based on how often they were mentioned throughout the Discovery
Phase.
01
01
Support
Diversify
Scaleof
Adaptability
FutureTrend Experiences PotentialImpact
01
01
Safety
AirQuality
Public
Concern/
Issue
Total
03
03
03
19Possible
03
01
02
11
11
GUIDINGPRINCIPLE1ImproveregionalconnectivitytoForestPark
OBJECTIVEAImprovetransitaccesstoForestPark
1.Strengthenanddiversifyexistingandplannedtransit
systems(MetroLink,bus,streetcar)
2.ConnecttotheParkvianewtransitmodes(bike
share,CityTrolley,gondola)
OBJECTIVEBImproveautomobileaccesstoForestPark(trafficandparkingmanagement)
1.Enhancerealtimecommunications(traffic
congestion,parkingoptionsanddemand,eventinfo)
2.Providealternativeparkingoptions(externaltothe
Parkandshuttlesto/from)
1
1
10
10
12
11
12
OBJECTIVECConnectpedestriansandbicycliststotheregionalgreenwayandbikewaysystem
1.Strengthenconnectionswiththegreenways
2.StrengthenconnectionswiththeSt.Louisbikeplan
GUIDINGPRINCIPLE2StrengthenconnectionsalongForestParkedgesandtosurroundingneighborhoodsforpedestriansandbicyclists
OBJECTIVEAImproveaccessandmobilityatParkentriesforpedestriansandbicyclists
1.Improveaccessandinterfaceofpedestriansand
bicyclistswithallmodesatexistingParkentries
2.ConsiderallmodesaccesstoParkatnewentries
2
2
3
1
OBJECTIVEBImproveexperienceofallusersonParkedges.ImprovethesafetyandreducestressattheperipheryoftheParkforpedestriansandbicyclists
1.Improvesurroundingstreetinfrastructure(sidewalks,
signaloperations,crosswalks)forpedestriansand
bicyclists
2.EnhanceParkedges(use,identity,experience)for
pedestriansandbicyclists
1
1
OBJECTIVECStrengthenconnectionswithsurroundingneighborhoodsandinstitutionsforpedestriansandbicyclists
1.Strengtheneastwestandnorthsouthconnection
throughthePark(ConnectWashUandWashU/BJC
MedicalCenter)forpedestriansandbicyclists
2.Improveconnectivitywithsurrounding
neighborhoodsforpedestriansandbicyclists(safety,
access,mobility,entrances)
1
1
12
15
14
13
14
12
14
10
11
GUIDINGPRINCIPLE3ImprovedmobilitywithinForestPark
OBJECTIVEAEnhancethetransituserexperience
1.Enhanceexistinginternaltransit(ForestParkTrolley
andnewbuslanes,bus,amenities,stations)
2.Extendregionaltransitsystems(extensionofLoop
Trolley,streetcar,metro)
3.Considerfuturemodes(bikeshare,Metrostation,
circulator,busrapidtransit);includesomeextensionsof
LoopTrolley,streetcar
OBJECTIVEBEnhancethecyclistexperience
1.ImproveDualPathSystem(existingandproposed
routes,DualPath)
2.Reduceconflictsforonstreetcycling(bikelanes,
closingstreets,sharedtransitlanes)
3.Considerotherfacilitiesandamenities(bikeshare,
designatedGRGroutes,bikestorage,repairstations)
OBJECTIVECEnhancethepedestrianexperience(connectivity,safety,amenities,trafficcalming)
1.Improveconnectionswithothermodesand
destinations(sidewalks)
2.Improverecreationalpedestriansystems(dualpath,
trails)
OBJECTIVEDEnhancethedriverexperience
1.ImproveparkingfunctionwithinthePark(operations,
distribution,eventmanagement)
2.Improvethefunctionoftheroadwaynetwork
(wayfinding,trafficcalming,streetmanagement(one
way,close)
1
3
ANALYSIS AND
STRATEGIES
ANALYSIS AND STRATEGIES

INTRODUCTION
Twenty-two concise, targeted strategies were developed from the hundreds of ideas
explored during Discovery Week. Informed by the initial evaluation criteria defined
at the end of the Discovery Phase, nine strategies were identified to carry into the
analysis phase. These nine strategies were chosen based in part on their evaluation
score, with an emphasis on their adaptability and potential to have a cumulative
benefit when combined with other strategies, how well they addressed important
issues raised during Discovery Week, and with a significant emphasis on their
potential for success in improving connectivity for Park visitors.
The analysis phase included creating conceptual maps, testing strategic tactics,
and proposing policy and operational improvements, as well as identifying future
studies and concepts to further evaluate. The level of detail varies by strategy, but no
strategy or concept was designed or engineered in detail.
The strength of these nine

individual strategies is how
they:
1. Address the issues and
ideas gathered during
public engagement
2. Interact with each other
to improve the visitor
experience
3. Leverage existing
infrastructure to preserve
for the long-term vision
4. Build on partnership
opportunities with
institutions and other
stakeholders
5. Optimize phasing of
space and trends
6. Consider industry
trends to guide future
connectivity in the Park
The process of analyzing the strategies was an iterative, consensus-building process

guided by the Study Advisory Committees (SAC) input on the short and longer
term ideas for the Park. All findings and recommendations were evaluated through
the lens of the Master Plan and other Park reference documents. SAC discussions
focused on three key things: partnerships, priorities, and possibilities. Phasing of
recommendations helped shape the development of the strategies, adding value to
the long-term vision and utility of the Study.
SCENARIOS
This study was envisioned to provide Forest Park and the City of St. Louis with a tool
to ensure coordination of future projects, provide a transportation network for the
Park that works for all users, and to act as a comprehensive resource focused on
improving the visitor experience through connectivity. This study identifies projects
and improvements that will enhance the visitor experience for not only the average
day in the Park but also the busiest days where the Park faces significant traffic
congestion and less-than-ideal visitor experiences.
Identifying the complexities of the various strategies, how they evolve over time, and
which strategies can be combined to leverage the next phase of implementation
required the consideration of various scenarios. These scenarios, based on shortterm, intermediate, and long-term potential, show the alignment of each strategy to
create a phased, complete network and long-term vision.
Undoubtedly, strategies will be implemented at different times for a variety of
reasons, reacting to changes in conditions or reflecting new opportunities. The
scenarios are designed to provide a picture of phased implementation and the
layering of strategies as they build on one another over time. The full build-out of
each scenario is considered the baseline for the next in order to show the potential
overall impact of the Study.
SHORT-TERM This scenario identifies initial recommendations that would quickly

improve the overall Forest Park visitor experience with strengthened connectivity.
Improvements in operations and reliability of the Forest Park Trolley will begin to bring
transit to the forefront of multi- modal mobility throughout the Park. Improvements
at key intersections in and around the Park will enhance the safety and viability for
pedestrians and cyclists, and will further shift the paradigm away from visitors needing
a personal vehicle to move around the Park. With the growing trend toward real-time
personal information, enabling visitors to plan a reliable multi-modal experience
before leaving the comfort of their own home would significantly reduce congestion
and time waiting in a car, and improve connectivity whether walking, biking, driving or
taking transit.
INTERMEDIATE This scenario builds on numerous improvements to cyclists

experience (whether as a commuter, recreational, or fitness rider); roadway and
intersection improvements that balance auto, pedestrian, and bicycle access and
increase safety; and transit enhancements that improve overall reliability and link
many of the Park destinations. Better connections to the three MetroLink stations
to encourage greater regional connectivity. New and enhanced connections to the
surrounding neighborhoods provides more and safer opportunities for nearby
residents to access the Park. The cycling experience will be promoted and celebrated
with new connections and investments in bike share and could expand the choices for
equitable connections between the Park and nearby destinations. By this intermediate
timeframe, planning for larger investment begins and greater awareness of internal
transit and expanding cycling options will accelerate the Park toward the goal of
reducing the number of cars in the Park.
LONG-TERM VISION This long-term scenario represents the full vision of the
recommendations of the Study. It promotes a multi-modal vision, where visitors can
get to Park amenities by any means. Transit, biking, walking and driving are reliable,
convenient, equitable, and safe. The network allows visitors to seamlessly move from
one mode to the next, from the point that they leave their home, arrive to the Park, and
visit various destinations. Fixed transit lines efficiently connect opposite ends of the
Park. Walks and trails are interconnected, and traffic management strategies have made
roadways safe for all cyclists. Forest Park Parkway has been designed as a boulevard,
with landscaping that celebrates the parkway through the Park. The long-term vision
reflects a branded, connected, multi-modal visitor experience. It celebrates Forest Park,
respects the Master Plan, and integrates with public concerns and interests.
STUDY ASSUMPTIONS
This study builds upon many current planned and
proposed changes in and around Forest Park that
could impact various strategies. It acknowledges the
vision and guidance of the 1995 Forest Park Master
Plan and considers the other reference documents
that help shape the future of the Park. Assumptions
such as possible road closings identified in the Master
Plan, ongoing capital improvement projects, and the
need for future bridge repairs, for example, can impact
planning and implementation of different strategies.
Further improvements at neighboring institutions, such
as at Washington University/BJC Medical Center and
Washington University campuses, and the arrival of
the Loop Trolley, will likewise factor in to the possible
alternatives for improving mobility and connectivity to
Forest Park.
19
15
17
11
22
26
23
16
18
Under Construction/ Design

1. Government and Wells Streetscape Improvements
6
5
2. Central Fields Streetscape Improvements

3. Union Boulevard to become One-Way
4. Washington University/BJC Medical Center Campus Renewal
5. Forest Park Parkway to Grade
21
6. Bike/Ped Underpass
7. Loop Trolley
In Planning/ Evaluation
8. Zoo Gondola and Pedestrian Bridge

9. Zoo Expansion Site
20
13
27
10. Bus Rapid Transit Stops

11. Washington University Campus Enhancements
12. Highlands Expansion
25
14. River Des Peres Greenway Extension
24
13. Chouteau Greenway

15. St. Vincent Greenway Extension
10
16. Tower Development
28
17. Union Bridge Structurally Deficient - to be Replaced

18. Grand Bridge Structurally Deficient - to be Replaced
19. Skinker two-way, protected bikeway
Additional Master Plan Recommendations

9
10
14
12
20. Waterways Improvements

21. Additional Programming at Steinberg
22. Cricket Closure
23. Confederate Loop Closure
24. Wells Closure
25. Clayton Closure
26. West Pine Closure
27. Cross Park Bike Connector
28. South Visitor Center
DESIGN ELEMENTS
IMPROVE CONNECTIVITY
WITH SURROUNDING NEIGHBORHOODS
FOR PEDESTRIANS AND BICYCLISTS
The 1995 Master Plan recommended that Forest Park be better integrated into the
surrounding neighborhoods. This sentiment was echoed by stakeholders, workshop
attendees and survey respondents during Discovery Week. There is desire for
greater connectivity with the large partner institutions on either side of the Park, as
well as the neighboring residents who see the Park as a neighborhood park as much
as a regional destination.
For better connectivity with surrounding neighborhoods, more options need to be
available for visitors to arrive at the Park on foot, bike, or some other non-car option.
In a community that has long emphasized the personal automobile for mobility,
improving connectivity means elevating pedestrians and cyclists to the same level,
ensuring that our roadways allow for safe, accessible routes for all users.
Curb extensions increase the
overall visibility of pedestrians
by aligning them with the
parking lane and reducing
the crossing distance for
pedestrians.
In particular, better connectivity must address the complexity of the roadways along
the Park edges. The surrounding urban arterials and collectors, as well as I-64,
provide access for cars, but act as barriers to local residents who want to walk and
bike to the Park. Intersections are the critical locations where pedestrians, cyclists,
and motorists converge. Focus on enhancements to the existing and new locations
for access to the Park will further improve safety and mobility, and can also start to
create more vibrant and accessible public spaces at the Parks edges.
The Complete Streets movement is energizing our communities to rethink how we
want our public roadways to be used. The focus is on pedestrians, bicycles, transit,
and vehicles, and how all users can safely and equitably occupy the public realm.
This strategy explores Complete Streets techniques to provide these necessary
enhancements for all users.
All the tools in the Complete Streets toolbox address the greater regional needs
of the surrounding roadways as well as provide enhanced local access for Park
users. The techniques used can be operational improvements or physical, designed
changes to the infrastructure.
OPERATIONAL IMPROVEMENTS

Increased pedestrian crossing times
Pedestrian scrambles
Designers should take into

account both existing as
well as projected crossing
demand. Frequent crossings
reinforce walkability and have
the potential to fuel greater
demand.
Reduced crossing distances
Curb extensions
Center landscaped medians / refuge
Narrowed vehicles lanes
On-street bike facilities
Pedestrian refuge islands
Parklets in areas around the Park perimeter to provide users a welcoming sense
of place
Improved transit stops with enhanced station amenities
Sustainable landscaping, rain gardens
With so many intersections surrounding Forest Park, improving neighborhood

connections can seem like a daunting task. Priority should be given to intersections
where improvements can leverage other investments occurring around the Park, for
example near Washington University/BJC Medical Center or Washington University,
in conjunction with major campus improvements or bridge replacements. Priority
could also be given to locations that help advance other policies. For example,
improving the pedestrian connections at Lindell and Union can help to improve the
Citys ParkScore by strengthening access in a currently underserved location.
Other improvements along the edges should focus on equitably serving the wide
variety of demographic groups. Understanding who the users are and their point of
beginning should guide the types of improvements to be made. For example, an
older adult may desire longer walk durations at signals and need more support than a
young student riding a bike.
Intersection improvements
should consider all
demographics and bring
awareness and encourage safe
environments for all users.
Improved connectivity to the surrounding neighborhoods can also be achieved by

enhancing the sense of place along the perimeter of the Park. Creating plazas,
seating nodes, and improving the Parks identity on its edges may improve first
impressions and approachability. Forest Park is uniquely situated next to one of the
best hospitals in the Midwest, Washington University/BJC Medical Center. Improving
the sense of place along this shared edge will enable patients, their families, and
employees a specialized experience in the Park. Partnering with the hospital and
identifying locations that compliment future hospital projects are great opportunities to
vastly enhance and expand the Park experiences along this edge.
On the western edge of the Park, Washington University in St. Louis is undergoing
major enhancements to its Danforth Campus. With the University's planned $150
Million investment, improving the signalized crossings for pedestrians and bicyclists
along Skinker Boulevard at Forest Park Parkway, Lindell, and Forsyth could benefit
both the Park and the University. Many pedestrians and bicyclists already use these
intersections, but more can be done to improve safety, bring awareness and focus
to the roadway users, and improve the overall experience. Several stakeholders
discussed a grade separated crossing at Skinker as a way to provide better
connections for walkers and bikers.
At certain locations, grade-separated access is a preferred alternative that will

remove the conflict between motorized and non-motorized traffic. At these locations,
the volumes of each traffic mode warrant separating them in order to maximize
safety, accessibility, and efficiency. Visitors expressed interest in enhanced or new
grade-separated crossings, as shown with the dashed lines on the following maps.

Enhance the pedestrian underpass at I-64 and the Science Center by addressing
sight distance issues and the overall experience. Celebrate this great
connection with a face-lift.
Advocate for the Saint Louis Zoo's proposed pedestrian bridge connecting their
expansion site and parking to the southern edge of the Park.
The Des Peres bridge over Metrolink is challenging for bicyclists to maneuver.
This overpass should be rebuilt with safety as a priority and become part of a
more integrated Park entry experience.
Enhance the existing Tamm overpass with a focus on pedestrians. Develop a

Dual Path tunnel under Tamm similar to that at Hampton Avenue.
Explore a future overpass from the City Parks Department south to Oakland
Avenue connecting the Highlands and neighborhoods to the south of the Park.
Construct a climate controlled connection with Washington University/BJC

Medical Center under Kingshighway as a place for visitors and patients to
connect between two of the regions gems in a comfortable and controlled
environment. This opportunity could provide a safe and convenient connection
to the Central West End MetroLink station, as well as provide a unique
destination and amenity that would further activate the east end of the Park. This
visionary idea would require significant planning and considerable investment
from public and private partners if it is advanced in the future.
The roadways along the perimeter of the Park are very heavily used corridors in the
City of St. Louis. Further study and analysis is needed to create a Complete Streets
Implementation Plan benefiting all users and modes and assessing demand and
appropriate mode capacities.
KINGSHIGHWAY UNDERPASS
Conceptual design for climate controlled underpass connecting Washington University/
BJC Medical Center to Forest Park near Steinberg ice rink.
NEIGHBORHOOD CONNECTIONS
Many people living around Forest Park
desire to visit the Park on foot or bicycle,
need to cross active arterial and collector
streets. For these visitors, improving
safety and reducing stress along the
periphery of the Park is a top priority.
Often called a Complete Streets
approach, enhancements to roadway
design as well as changes to traffic and
pedestrian signal operations are used
to reduce confusion and improve safety
at points where motorized and nonmotorized traffic interact.
Design elements such as bump outs
and median refuges help shorten the
distances and number of active traffic
lanes that pedestrians and cyclists
have to cross. Likewise, changing the
texture of crosswalks or using pavement
markings can emphasize the pedestrian
space, making motorists more aware of
pedestrian activity at crosswalks. Signal
timing can be lengthened to provide
longer crossing periods for pedestrians
or new phasing can be explored that
stops vehicles in all directions and allows
pedestrians to cross in all directions at
the same time.
Appropriate Complete Streets
techniques depend on whether a
crossing is signalized, volumes of
pedestrian and vehicular traffic, and the
various turn and through movements
of vehicles. One size does not fit all
intersections.
In some locations it may be preferable to
implement enhanced, grade-separated
access such as tunnels or pedestrian
bridges. These are considered in
locations where pedestrian and vehicle
volumes are such that separating uses
is preferred over minimizing conflict with
other intersection design and operation
improvements.
NEIGHBORHOOD CONNECTIONS
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INTERMEDIATE
LONG-TERM
In the short-term, focus on elements like signal timing

improvements, pedestrian scrambles, and painted
crosswalks or curb extensions, which will help to provide
improvements at locations in need. These Complete
Streets Techniques should be identified in locations where
there is great demand for a safety improvement or location
where the Park could coordinate with another entity. Focus
on improvements at Union to improve the Parkscore.
the number of conflict points in the northeast corner of the

Park.
There are some other projects happening along

Kingshighway and Skinker that will impact the Park. Focus
and partnering with these projects and institutions makes
sense so that surrounding improvements could be done
during the same construction period. Along Kingshighway,
improvements for pedestrians at Lindell and West Pine are
greatly needed. The Park could coordinate with the elected
officials in these areas to see if there is ward capital money
to help with some of the traffic calming elements.
In the long-term, the vision is that all the signalized and

unsignalized intersections along the perimeter of the Park
have excellent, safe, and efficient pedestrian and bicycle
accommodations. The Complete Streets Techniques
implemented will provide for a great user experience
crossing the street and starting the visionary green fingers
into the neighborhoods. The long-term vision includes
Forest Park Parkway becoming an actual parkway, at grade
with the Park, green medians, slower speeds, and with
bike lanes on it. The ultimate vision for connection across
Kingshighway includes an underground climate controlled
underpass that: removes the conflicts for users crossing
into the Park from the Central West End Metro Station;
creates an underpass that is well lit with Metro and hospital
connections; and provides security and space for kiosks
and tables. The vision of a underpass across Kingshighway
for the Park is full of potential benefits and challenges that
must be explored in greater detail should it move forward
into the future.
Lastly, in the short-term, creating a corridor study,

conceptual design, and implementation plan around the
Park which focuses on Complete Streets would help
provide next steps for the future of the roadways. Potential
pedestrian access to the Central West End station shuttle
stop should be included in this study.
OVERALL STRATEGY
In the intermediate time frame, focus should be on

improving Skinker Boulevard between Forsyth and Clayton
Road. The Complete Streets study would be the basis for
these improvements. Some new pedestrian access points
would greatly benefit the neighborhoods to the west. In this
time frame the potential to close West Pine would reduce
The Park should start to look at the Hampton interchange

for future pedestrian and cycling improvements. This
interchange is not desirable to cross as a cyclists or walker,
but by this timeframe, improvements could be identified to
provide another north-south connection to the Park, the
Zoo, and the neighborhoods to the south.
STRENGTHEN EAST-WEST AND

NORTH-SOUTH CONNECTION THROUGH
THE PARK FOR BIKES AND PEDESTRIANS
During the Discovery Phase, many users commented on the experience for cyclists in and
around the Park. People often identified with one of three types of cyclist: recreational, fitnessoriented, and commuter. While the different riders share many of the same issues of safety
and accessibility, different motivations dictate the need for different facilities. For example,
commuters are looking for high-speed routes with more direct connection from one destination
to the other. Having a designated bicycle commuter route would allow cyclists to travel at higher
speeds, and limit interaction with other recreational or fitness-oriented cyclists.
These cyclist commuter routes should capitalize on existing infrastructure while providing and
promoting safety and efficiency and minimize topographic grade changes and other major
barriers. The recommended commuter routes should connect the existing regional Great
Rivers Greenway trails. This strategy celebrates Forest Park as the key link between four major
greenways.
LONG-TERM BIKE LANES ON FOREST PARK PARKWAY

A dashed line is shown on Forest Park Parkway within the Park. The long-term vision
of this Study is to enhance this roadway to become a true parkway with landscaping,
bike lanes, and sidewalks. Ultimately, it would become a facility that compliments one
of the greatest urban parks in the country. As discussions around rebuilding some
of the roadway networks and bridges in this area progress, discussions and a future
study should be done to explore this opportunity.
At this time the concepts identify the route, not the type of facility. This provides a great
opportunity to phase this concept in over time. The routes could be on-street and marked with
sharrows in the short-term, dedicated facilities in the intermediate, and the long-term vision
could be bike lanes along closed streets or designated greenways in the Park. Opportunity to
brand the sharrows or lane markings to align with the Park (i.e., green sharrows) is a great way
to bring further awareness to the biking community. As part of the branding, the Park should
consider making the bike commuter facilities as "Bike Only" and encourage pedestrians to use
sidewalks and other paths.
TWO-WAY PROTECTED BIKEWAY

Users identified the desire for a two-way bicycle facility along the northern edge of the Park.
This bicycle facility would be a curb or parking protected two-way, protected bikeway starting
at Washington University on the west, following Lindell, and then following West Pine through
the Park, finally connecting with bike lanes on the east side of Kingshighway. Lindell provides
an ideal location for a bikeway because there are limited conflict points along the Park edge, at
DeBaliviere, Cricket, and Union. Further analysis would need to be studied on the capacity of
Lindell and to further define how transitions and intersections would occur. If the project moves
forward, detailed engineering and design would be conducted along with coordination and
further engagement with the homeowners north of the Park.
CYCLISTS CONNECTOR
Two commuter cyclist routes are shown on the map connecting the four greenways
entering the Park. Initially, these routes are envisioned as primarily on-street facilities,
with flat terrain, on less congested roads. These routes would be branded and
signed for easy navigation, which promote better driver awareness and potentially
encourage slower vehicular speeds.
The east-west route utilizes the Clayton underpass at Kingshighway. This
connection to the future Chouteau Greenway would need to be modified for two-way
bicycle connections, a comment heard many times during the Discovery Phase.
This route was also desired as a way to reactivate the space on the east end of the
Park. This route connects with the Centennial Greenway at Skinker. A north-south
commuter route is identified to connect from the St. Vincent Greenway and utilize
some of the same space as the east-west connector before diverging south to use
the I-64 underpass and connecting with the River Des Peres Greenway. Utilizing the
same alignment allows for this north-south route to leverage the investment made for
the east-west cyclist commuter route and utilize the existing underpass. A second,
longer-term vision for the north-south route aligns with a connection identified in the
Master Plan. This connection would follow Carr Line Drive and would have some
terrain issues. It would connect with a new grade-separated facility south over I-64.
This new overpass would improve the Park Score and provide a safe connection
for cyclists. This overpass facility should be envisioned with diverse users in mind;
cyclist commuters, walkers, and visitors with special needs. Other facilities similar to
this are being explored in the region.
These cyclist commuter routes provide equitable benefit to the region by connecting
the greenways and direct routes for alternative modes of transportation. These routes
also greatly benefit some of the potential partners around the perimeter of the Park.
N-S AND E-W BIKE AND PEDESTRIAN CONNECTIONS

With Washington University on the
west and the Washington University/
BJC Medical Center on the east and
four regional Great Rivers Greenway
(GRG) greenways converging at
Forest Park, there is a significant
number of biking commuters passing
through the Park. To improve access
and safety for these users, commuter
routes were identified through and
along the Park.
The routes through the Park are
predominantly on-street, with
the possibility of new sections
strategically connecting certain
segments to provide a more direct
route in the future. Considerations
for steep topography, direct routes,
and connections to key access points
helped determine the alignments.
By taking advantage of the existing
road network, commuter routes can
be identified and branded for bike
commuters through wayfinding signs,
pavement markings, and online maps
and apps. The routes take advantage
of grade-separated connections at
Clayton Avenue and the underpass
near the Science Center, and connect
to regional greenways, providing
even greater connectivity.
The route along Lindell Boulevard is
conceived as a two-way, protected
bikeway, with parking buffering users
from vehicular traffic. In the shortterm, further analysis is needed
to fully explore the repurposing of
road right-of-way for bike facilities,
including the possibly of a road diet
to reduce the number of vehicle lanes
to create space for the bikeway. At the
East End, the route would follow West
Pine to tie into the Bike St. Louis bike
lanes east of Kingshighway.
Design considerations are needed
at each intersection to promote safe
vehicle and bicycle interactions.
N-S AND E-W BIKE AND PEDESTRIAN CONNECTIONS
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In the short-term, creation of the bicycle commuter routes should focus on ease of
implementation as a means to expedite their creation. This places emphasis on
using the existing road network for the routes and using existing access points along
the Park perimeter as a way to reduce costs. Using painted sharrows on the road to
mark the routes, as well as branding and marketing the routes though the web, apps,
and social media, will be a quick way to initiate bike commuters and drivers to the
shared routes.
INTERMEDIATE
LONG-TERM
Improvements to key intersections will need to be given priority to support the

new routes. Along Skinker Boulevard, improvements should be coordinated
with Washington University to align with their East End campus plans. Along
Kingshighway, design improvements to the Clayton Avenue tunnel are needed
to improve bicycle safety in both directions. At I-64 near the Science Center, the
underpass should be analyzed to improve sight distances and safety for cyclists and
pedestrians. Coordination with Great Rivers Greenway will help carry the greenway
design elements through these dedicated commuter routes that link existing and
planned GRG greenways.
Depending on neighborhood interest and available resources, a two-way, protected
bikeway along Lindell Boulevard may also be part of the short-term plans for an eastwest bicycle commuter route. Analysis and planning could happen relatively quickly
to establish a dedicated bikeway along the south side of Lindell, possibly protected
by parking. Such a route would turn into the Park at West Pine, and continue along
the Bike St. Louis bike lanes on the east side of Kingshighway. Improvements at
Kingshighway and West Pine should be considered a priority piece of any bikeway
plan.
In the intermediate timeframe, as more cyclists are using the commuter routes,
enhancements should be considered. Forest Park could look to dedicate and
separate the commuter routes from the roadway to improve safety and reduce
conflicts with vehicles. In some locations, the commuter route could be off the road
entirely in an effort to make the routes more direct. As another north-south route is
considered through the middle of the Park, a new overpass over I-64, near the Parks
maintenance buildings, would provide additional access across that major barrier.
OVERALL STRATEGY
In the long-run, bike lanes could be included in a redesigned, boulevard-style Forest

Park Parkway as a new connection into Washington University/BJC Medical Center
for the east-west bikeway. The long-term vision includes full build-out of all the northsouth and east-west cyclist commuter routes, with their own facilities separated from
vehicle traffic.
improvements are made to the northeast corner of the Park. For example, as the
Union Drive bridge is replaced, it can be designed and rebuilt to accommodate the
Dual Path in a way that allows for a more direct path along the north. Additionally,
as the northern segment of West Pine north of Grand is closed, it would allow for a
path (perhaps just the pedestrian portion of the Dual Path) to continue east along the
perimeter, accessing the corner at Lindell Boulevard and Kingshighway.
In addition to extending to the northeast corner, there are other areas to consider
constructing connections for the Dual Path. One specific location is connecting the
Dual Path along the southern edge of Central Fields. Alignment and construction
should be evaluated and considered as improvements to Central Fields are made
as part of the short-term capital improvements. This connection would provide an
internal loop option users desire on the system. It would also serve another purpose
on giving visitors a pedestrian pathway when parking on-street while using Central
Fields or for events.
IMPROVE THE DUAL PATH SYSTEM
It should be noted that the full build-out of the Dual Path will impact the policy of
no net loss of open space. The Advisory Board will need to weigh the benefits
of expanding the Dual Path and the subsequent changes to open space. Such
considerations may encourage the use of existing street right-of-way as streets are
closed to help mitigate open space impacts.
The Dual Path is a very popular feature at Forest Park. Thousands of people use
the path each year for recreation, exercise, and generally getting around the Park.
In fact, the Dual Path is the first experience many visitors have upon entering the
Park, whether walking or biking from outside the Park or accessing the Park where
the Dual Path crosses the roadway. The Dual Path continues to grow in popularity
as society places greater emphasis on the benefits of physical activity. Regular
users see the need for safety and function improvements to the path as necessary to
enhance it for all users.
OPERATION AND SAFETY IMPROVEMENTS
FULL BUILD-OUT OF DUAL PATH

One of the most frequent desires of users of the Dual Path was connecting the path
along the northeast corner of the Park to create a continuous loop along the Park
perimeter. Connecting the northeast corner of the Park by way of the Dual Path will
help diversify the experience in an area of the Park that is underutilized, provide
safety for users through new facilities, and help further encourage surrounding
neighborhoods to walk and bike in the Park. The connection to the northeast corner
would start where the Dual Path intersects Union Drive at Grand Drive. It would then
follow Union over Forest Park Parkway and MetroLink, and then head east either
north or south of Murphy Lake, as shown in the map on the following page. The path
would turn south and cross Grand Drive at West Pine Drive, and continue along West
Pine. It is yet to be determined whether this segment would be on-street bike lanes,
connect in with a potential two-way, protected bikeway from another strategy, or be
constructed in its final alignment as a shared-use path network south of West Pine.
It would traverse along the east perimeter, navigating terrain and minimizing impacts
to trees. It would then use the tunnel that is planned to go under the reconstructed
Forest Park Parkway when it is built at-grade with Kingshighway. Once through the
tunnel, the Dual Path would continue south along the eastern perimeter, to reconnect
to the path at Jefferson and Hospital drives. Again the alignment would hug the
terrain as this area of the Park has some challenging topography changes and it
would be planned to minimize tree impacts.
In the short-term, the emphasis on using existing infrastructure that minimizes
the need for major investments as well as limiting the number of crossings at
intersections with vehicle traffic. Further options become available as future
Improvements at key
intersections will not be a
one size fits all approach, and
each will need to be further
analyzed to determine exactly
what tools are used from the
traffic calming toolbox.
The Dual Path intersects roadways at several locations throughout the Park and
along the edges, and users identified the need to improve visibility and safety for
cyclists and motorists. The key intersections include Grand at Union, Grand just
south of the Fish Hatchery, the crossing at Tamm Drive south of the Zoo, and at
Lagoon Drive at Skinker Boulevard. Different policy and physical improvements were
discussed but conversations in the Study Advisory Committee meetings settled on
the overarching need to bring more awareness to all users, specifically pedestrians
and cyclists. Finally, the crossing at Lindell Boulevard at the History Museum is
wide and complex, with the Dual Path crossing multiple modes. This intersection is
under construction and some of the awareness needed for Dual Path users will be
addressed when the Loop Trolley is complete. Consideration towards operations
and awareness for all users, including users of the Dual Path, should be addressed
at it relates to any future two-way, protected bikeway along Lindell, as well as for
the pedestrian access between the Park and the Forest Park-DeBaliviere MetroLink
station.
Some specific improvements at intersections along the Dual Path may include
eliminating switchbacks and simplifying how the path crosses the street. Safety will
also be addressed by implementing a variety of traffic calming measures to bring
greater awareness of the path, greater visibility of cyclists, and slowing down vehicles
and cyclists. Improvements may include better definition of the path crossing the
street, reconfiguring the path as it approaches intersections to improve sight lines
for cyclists and drivers, and possibly implementing traffic controls that give priority to
cyclists.
Other operational improvements along the Dual Path identify congestion areas,
locations where the gravel and asphalt paths get close to one another, or where
the paths get narrow as they navigate through the Park. While some instances may
be improved by widening the Dual Path, or possibly creating buffers between the
gravel and paved paths, some places would benefit from better definition of how the
Dual Path should be used and education on trail etiquette for all users. This entails
establishing clear expectations of how the Dual Path is to be used, rules of operation,
and enforcement of the rules. Ideally, greater awareness of the expectations would
result in self-monitoring by users of the Dual Path, and a type of peer pressure would
take hold that would improve safety as people followed the expectations.
Some concern was voiced that widening the Dual Path will only bring additional users
and further push the limits of capacity. This concern is addressed in part by other
strategies designed to move some users to other facilities. However, the Advisory
Board will need to consider which improvements are made, focusing on safety and
the demands on capacity.
ADDITIONAL AMENITIES
Users also identified how some of the amenities along the Dual Path greatly
enhance the overall experience for the system. Developing a more robust amenities
package to be implemented over time that included more water stations, bike repair
checkpoints, wayfinding with mileage markers and other smart technologies, and
additional amenities like comfort stations or connections to them, would continuously
enhance the Dual Path experience for years to come.
WEST PINE AND NORTHEAST CORNER

The above map shows a zoomed-in view of Dual Path options and alignment at the northeast
corner of the Park. This route accounts for topography, long-term options of road closures
identified in the Master Plan, and neighborhood residents' desire to have better connections
to the corner of the Park. Depending on connectivity needs, the connection at Lindell and
Kingshighway could be a soft path connection, providing primarily pedestrian access to the
intersection.
DUAL PATH IMPROVEMENTS

The significant improvements for
the Dual Path focus on connecting
the northeast corner of the Park,
resulting in a continuous loop along
the perimeter. In the short-term,
Union Drive can provide access over
Forest Park Parkway, with the route
heading east either north or south
of Murphy Lake. The path follows
along West Pine then heads south
along the eastern edge, using a
tunnel under Forest Park Parkway
when it is reconstructed to meet
Kingshighway. South of the Parkway,
the path continues south along the
Park edge, and reconnects with the
existing Dual Path at Hospital Drive.
Other improvements for the Dual
Path include intersection safety
improvements at key crossings at
Grand and Union, at Grand south
of the Fish Hatchery, at Tamm
Drive south of the Zoo, at Lagoon
Drive near Skinker Boulevard, and
crossing Lindell Boulevard at the
History Museum. Improvements may
include better definition of the path
crossing the street, reconfiguration
of the path as it approaches
intersections to improve sight lines
for cyclists and drivers, and possibly
traffic controls to give priority to
cyclists.
Some sections of the Dual Path
were identified as congestion
areas, locations where the gravel
and asphalt paths get close to one
another, or where the paths get
narrow as they navigate through the
Park. While some instances may be
improved by widening the Dual Path,
or possibly creating buffers between
the paths, some places would benefit
from better definition of how the Dual
Path should be used and through
better trail etiquette by path users.
DUAL PATH IMPROVEMENTS
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LONG-TERM
In the short-term, emphasis should be placed on taking advantage of existing

infrastructure and leveraging current projects to help reduce costs and hasten
implementation. This includes preserving the path along the future tunnel under
Forest Park Parkway at Kingshighway, as well as taking advantage of the planning
and investments at Central Fields. Depending on the timing of reconstruction of
the Union Drive bridge, a new Dual Path could be built using the existing bridge or
included in the design of the new bridge. Additionally, as pedestrian improvements
are made at Lindell and Kingshighway, consideration should be made for how the
northeast corner is connected to the Dual Path, especially the pedestrian portion of
the path.
Safety improvements such as widening the path or adding a buffer between the
asphalt and gravel path should be planned and implemented as part of the regular
maintenance schedule in the next 5 years. Also, implementing a variety of traffic
calming measures should be implemented as part of an overall traffic calming
approach throughout the Park. Priority could be placed at the Dual Path crossings.
In the intermediate timeframe, consideration could be made to enhance the design
standards of the Dual Path, including elements of widening the path and including
buffers in all future reconstructions. As future road and bridge improvements are
made, at Union and West Pine, planning should include how the Dual Path could
be improved and better connections made. Finally, beyond the key intersections,
efficient and consistent bike access should be implemented at all access points.
OVERALL STRATEGY
The long-term vision for the Dual Path would be full build-out of the planned network.
Future connections and extensions should be considered as ridership increases, and
the entire path would be rebuilt to the improved design standards. Finally, the future
long-term vision would include full build-out of amenities along the path.
Common Traffic Calming

Measures:
Vertical Deflections

Speed Hump
Speed Table
Raised Intersection
Closures

REDUCE CONFLICTS
FOR ON-STREET CYCLING
Road Closures/Dead Ends
Horizontal Shifts

Neighborhood Traffic Circle
Chicane
Reduced Turning Radii at

Intersections
Roadway Narrowing
Traffic calming measures will

promote safety, reduce stress,
and provide an overall better
experience for cyclists and
pedestrians. Thus a policy is
recommended that requires
accommodation for all modes
whenever roadways are being
rebuilt.
Forest Park is a beautiful destination with curving streets that the Master Plan
identifies should be a positive experience, whether moving through the Park by car
or bike. When the Park streets were laid out, they were designed to be wide and
easily maneuverable for cars. All streets were built wide enough for on-street parking
and two lanes of traffic. Today, with more visitors cycling in the Park, the roadways
are being used differently. This strategy entails rebuilding the roadways in the Park
to accommodate all users safely, especially on-street cyclists. As the Study Advisory
Committee discussed what this strategy really meant, they identified it as embracing
traffic calming measures to promote safety and reduce stress for on-street cyclists.
These measures will also provide a better experience and safety for pedestrians as
well.
Roadway Choker
Center Island
rebuilt. There is a possibility that over time some roads could be closed to vehicular
traffic and become cyclist-only streets. This strategy acknowledges that but does not
identify what roads those could be.
Talk through new design standards:

Curb bumpouts, raised crosswalks, chicanes,
Awareness for bikes
Consider temporarily closing some streets to cyclists only during events
Give bikes ROW at intersections
Consider future removal of on-street parking in locations to add bike lanes
Focus on intersections with no traffic control, provide identifiable places for bikes at
these to bring awareness to the conflict points.
This strategy is further strengthened when combined with improving connections to
surrounding neighborhoods. The measures to create a better experience for cyclists
and pedestrians along the edges is carried along all the streets internal to the Park.
Reference: Institute of
Transportation Engineers, www.ite.org
The streets in the Park are signed to be 25 mph, however, cars are observed going
much faster. Traffic calming would bring in new design elements meant to improve
visibility for cyclists, create a greater awareness among motorists that other users
are on the road, and would create a better overall experience for all users and
reduce pavement in the Park. Instituting traffic calming would mean developing
new design standards for the roads in the Park. Currently, there are two capital
campaign projects under design that redesign the roadways to provide traffic
calming measures. These efforts will set a precedent for future roadway design in
the Park. Additionally, on-going routine maintenance will be important to promote
on-street biking. Coupled with regular enforcement of speed limits and at stop signs,
such maintenance and operations measures will provide a safe on-street cycling
experience.
One of the long-term visions in the Park is the possibility of less or no vehicular traffic
internal to the Park. This leads to the idea that all roadways might not be needed.
Thus, this strategy is not intended to create a capital improvement plan to change
every street in the Park. The recommendation is to have a policy in place that
requires accommodation for all modes whenever projects require roadways to be
Curb extensions, raised pedestrian crossings, and painted parking spaces have been proposed
for a capital improvement project for Government and Wells Drives. These serve to slow
vehicular traffic and create a more equitable transportation system.
REDUCE ON-STREET CONFLICTS

The premise behind this strategy is
that every road in Forest Park should
be designed to accommodate bicycle
traffic. This embraces a policy that
all future projects will consider traffic
calming measures that promote safety
and reduce stress for on-street cyclists.
It means considering new design
standards for the roads, so that as they
are maintained or reconstructed and
over time the cycling experience is
improved through traffic calming design
elements.
In the near-term, that means improving
the cyclist experience at key, complex
intersections through traffic control and
striping, and possibly reconfiguring
complex intersections in the long run
to better integrate vehicle and bicycle
traffic. Implementing a transit/bike-only
lane along Government Drive, between
Washington Drive and Pagoda Circle,
will help cyclists (and transit) bypass
an important congestion point within
the Park. Redesigning Clayton Road
to allow for two-way bicycle access
(and maintaining the one-way vehicle
access) will reduce confusion and
improve safety for cyclists and improve
connectivity to the Central West End
MetroLink station.
To further enhance the on-street
cycling experience, the Park may
want to explore closing some roads
to automobiles and making some
roads bike and pedestrian-only. In the
short-term this could be piloted for
certain special events or specific times
of the week or season. As lessons
are learned, additional road closings
could be explored. In the future, if any
roads are closed, the Park should
consider keeping some pavement to
accommodate future bike paths or
routes or make plazas for kiosks or
other programming options.
REDUCE ON-STREET CONFLICTS

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INTERMEDIATE
In the short-term, a policy should be enacted through the Board of Public Service and
the Forest Park Advisory Board that all projects redesigning streets in the Park be
held to the highest design standard accommodating all modes, similar to the design
for Government and Wells. All roads in the Park should have traffic calming features
that promote safety for all modes and work to slow cars down. As roads are rebuilt or
modified, consideration towards painting on-street parking spaces or installing other
technologies to align with safety and real-time features from other strategies should
be considered. Consideration for these other strategies will reduce construction and
modifications to recent projects.
Focus should be given to intersections that are considered dangerous and confusing
for cyclists in order to implement techniques that raise awareness and safety
for bikers and walkers. Additionally, the intersection west of the Clayton Road
underpass at Kingshighway should be redesigned for two-way bike traffic.
LONG-TERM
In the intermediate term, roads in the northeast corner identified to be closed in

the Master Plan should be considered. Given desire of the Park to spread access
to the Park around the perimeter, it is recommended to keep Cricket Drive and
Wells open as they are today. These key access points should have further traffic
calming techniques explored at this timeframe. To save on construction costs,
leave pavement for bike facilities when roadways are closed. Consideration towards
removing on-street parking in areas not being utilized and the addition of on-street
bicycle facilities or park-space implemented.
The long-term vision involves all leftover streets providing a safe experience for all
users. Design standards should be revisited proactively as technology and industry
guidelines change to ensure that infrastructure facilities are properly addressing all
users needs in the most efficient way.
OVERALL STRATEGY
ENHANCE EXISTING INTERNAL TRANSIT

There is a desire for a robust, efficient, and reliable transit system in the Park.
Stakeholders and visitors agree that improving connections and operations of the
existing transit system will benefit all visitors, be better for the environment, diversify
the Park experience, and support the future trend of limited driving in the Park.
Focusing on existing internal

transit, set the precedent for
encouraging transit ridership
for future visitors.
Discussions with the Study Advisory Committee early in the development of this
strategy identified that in order to promote and realize some of the other strategies
and long-term goals related to car trips and air quality, internal transit efficiencies
needed to be enhanced. By focusing on this strategy in the short-term, the Park
was setting the precedent for encouraging transit ridership for future visitors. An
idea was discussed that if someone has a good experience on the internal trolley,
they are more likely to consider using it in the future. As this strategy was refined,
an idea emerged that reaching out of the Park boundaries and connecting with the
two MetroLink stations would help support further internal transit ridership. Thus, this
strategy grew to looking at operational improvements as well as connections with the
regional transit system and how to leverage these existing resources and look for
partnering in these locations.
The tactics for enhancing the existing internal transit system include rebranding,
operational improvements, design elements, amenities, and potential fleet changes.
REBRANDING AND AMENITIES

There are park visitors who are unaware that Forest Park has an internal transit
system. Some measures to bring awareness to transit have been completed, per the
recommendations in the 2008 Access, Parking, and Circulation Study. This strategy
seeks to expand the prior rebranding recommendations, to rebrand the name, the
stops, and the roadway in front of the stops; rebranding the whole experience.
When the Loop Trolley opens service, the Forest Park Trolley should have a new
name, one that limits confusion between the services and conveys a sense of
experience, not simply a mode of transportation. One way to accomplish this
might be fund raising for the naming rights or making a fun public campaign around
naming ideas. This would help bring more visitors to the table to discuss public
transportation in the Park but also raise awareness to the fun experience this could
offer.
After the trolley is renamed, the next step should be bringing awareness to the
stations through improvements in front and around them. Things like painting the
roadway in front of the stops or using different material to reclaim the space for
transit would impact the transit users experience. During the rebranding period,
color schemes and designs for stops and pavement paintings are ways the Park
could utilize public input.
In addition to raising awareness, this rebranding of the stops and pavement could
enhance safety for transit users. Such enhancements emphasize that the street is
for all users, that a variety of users are on the roadway, and that everyone should be
vigilant about traveling through and across the street.
OPERATIONAL IMPROVEMENTS
The desire for transit efficiency expressed by visitors and stakeholders drove
recommendations to modify the existing service. Creating a one-way loop
has numerous benefits to the system over the two-way linear route currently in
operation. It covers more of the Park, connects more of the institutions, requires
one-sided transit stops and related improvement, works well with transit-only lanes,
and provides efficient and beneficial event management connections. Additional
operation considerations, such as providing a space for the Forest Park Trolley to
park near the Visitors Center to allow the driver to use the facilities, providing more
stops along the route, and opening up the kiss-and-ride lot off DeBaliviere as a
northern turnaround location, will provide additional benefits to the internal transit
service.
Consideration should also be given to changing the fare collection and structure for
the Forest Park Trolley. With regional transit such as MetroLink, the Loop Trolley,
and the Forest Park Trolley all operating in and around Forest Park, there is potential
for confusion and for visitors to pay multiple times on multiple transit trips. Working
with its partners, Forest Park should consider streamlining fare collection through
technologies such as smart cards, to allow for a seamless transit experience.
In the short term, a reduction in fares or creation of a weekend/family pass for the
Forest Park Trolley should be considered to further reduce the barrier for transit for
Park visitors. When parking is free, transit fares for a family can lead many visitors
to drive rather than take transit. In the future, the vision of a free fare would further
encourage transit ridership, and has the potential to encourage parking throughout
the Park rather than in select locations, as more people would be willing to ride a
reliable, free shuttle to their destination.
Some other design elements are important to enhance the existing transit
experience. Improving pedestrian connections to the transit stops is key. Safe,
visible connections to destinations and transit will strengthen the relationship
between this door-to-door service. Bringing awareness to trolley enhancements
can also be done by implementing plazas and artistic shelters at the stations for
transit riders to get out of the element. Reducing visible and operational constraints
near the transit stations will push transit viability and safety to the forefront. Vehicle
parking near transit stations should be limited so that good sight lines and awareness
for pedestrians and activity are visible.
VEHICLE FLEET
The existing Forest Park Trolley is a bus with a branded wrap. To elevate and make
transit more fun and mainstream, changing the Trolley to something more exciting
would show visitors that taking the Trolley can be an experience and entertainment in
and of itself. There are numerous options for different mass transit on-street vehicles
that could suite the Park and visitors needs alike.
DESIGN ELEMENTS
Perhaps the biggest benefit to enhance the existing trolley is the progressive idea of
implementing a transit-and-bike-only lane along Government between Washington
and Pagoda Circle. This concept elevates transit awareness and provides the most
efficient platform for transit to operate at successful levels of service. The transitand-bike-only lane would head northeast on Government. Accommodating this new
transit-bike-only lane without adding right-of-way or pavement requires the removal
of on-street parking in this direction. This dedicated lane allows the Trolley to
bypass one of the heaviest areas of auto congestion in the Park. Not only does this
design element significantly improve operations, but it shows visitors that the Park
is emphasizing public transportation above personal vehicles. Creating this positive
transit experience will encourage future visitors to consider transit.
Metro operates the existing Forest Park Trolley. Planners believe that with the
one-way loop route, combined with the dedicated transit-only lane, and other
improvements about logistics at the kiss-and-ride lot and the Visitors Center, that
they could reliably achieve 10-15 minute headways in the Park when operating three
to four buses on busy days. The desire for additional stops throughout the Park may
impact trip times and should be considered along with the other improvements.
INTERNAL TRANSIT
Improvements to the Forest Park Trolley, the
internal circulator serving destinations within
Forest Park, has considerable potential to
improve mobility for visitors throughout the
Park. The strategy starts with operational
changes, such as making the circulator a
one-way loop around the Park, allowing
drivers to use the Visitor Center as a break
stop, and using the kiss-and-ride lot at the
Forest Park-DeBaliviere MetroLink station as
a turnaround. These operational changes
are supported by the creation of a transitonly lane along northbound Government
Drive, and alternative routes that would
provide desired connectivity during special
events such as serving the Central West End
MetroLink station or the Upper Muny Lot.
Streamlining the fare and pass system is
another way to improve the visitor experience
using transit through the Park. Using
technology like smart cards could make it
easier and potentially cheaper for people to
take transit to the Park, through the Park, and
back home again.
Improving safety and comfort at stations is
another way to improve the rider experience.
On-street markings would help bring attention
to transit stops, helping users find stops and
telling motorists to be aware of pedestrians
crossing the street. Added amenities such
as benches, shelters at busier stops, water
stations, and lighting could greatly improve
rider satisfaction. As service becomes more
reliable, kiosks for purchasing passes, with
real-time information on arrivals and travel
times to destinations, would allow users to
better plan their trips.
Future improvements could include changing
the fleet to smaller shuttles, open-air buses,
or some other sort of unique vehicle.
Additionally, incorporating some sort of
educational tour component would make
the experience more than just moving from
destination to destination. People could ride
the circulator to see the Park, learn about the
Park, and make the circulator an event unto
itself.
INTERNAL TRANSIT
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into service, and one or more vehicles could operate on

a shorter loop that connects the Visitor Center, History
Museum, Art Museum, the Zoo, and back to the Visitor
Center. This would allow for much faster service between
the Visitor Center parking and the Forest Park-DeBaliviere
MetroLink station and the Zoo, making alternative parking
and regional transit viable options for Zoo patrons.
Additionally, special event routes should be implemented
on the longer circulator loop, one that connects the Central
West End MetroLink station to the Park, and another that
runs in closer proximity to the Upper Muny Lot.
INTERMEDIATE
As part of the rebranding and operational changes,

amenities should be integrated at the transit stops. These
amenities include additional seating, signage, and even onstreet painting to help identify and bring awareness to the
stops for riders and drivers alike. This sort of placemaking
around the transit stops ties directly with other safety
elements in other strategies.
SHORT-TERM
In the short term, emphasis should be placed on rebranding
the Forest Park Trolley to avoid confusion with the future
Loop Trolley, and to establish an identity based on the
type of experience the Forest Park Trolley could provide.
This should include developing a more interactive and
entertaining program for riders that offers fun facts and
historical information about Forest Park.
Coinciding with the rebranding should also be various
operational changes to the internal transit service. The
Operationally, the special event route to the Central West

End MetroLink station should be made permanent as
warranted by increased ridership. This would help promote
the use of remote parking as well as greater regional transit
connectivity. In conjunction with greater connection to
MetroLink and even the Loop Trolley, Forest Park should
enact fare sharing and allow Park visitors to use their Metro
pass or Loop Trolley pass on the circulator.
circulator route should be made into a one-way loop

connecting the major destinations within the Park. To help
improve reliability and reduce the amount of time busses
are stuck in congestion, parking along the south side of
Government, between Washington and Pagoda Circle,
should be removed and made into a transit/bike-only lanes.
For peak weekend days and special events, additional
routes should be implemented in the short-term. On peak
days, an additional circulator vehicle could be brought
Finally, short-term changes should be explored around the

availability of transit passes at all of the institutions in the
Park, and the creation of special, reduced family/weekend
rates.
Additional amenities, including kiosks with real-time arrival

and route information, lighting, water stations, and shelters
should be included at more stations throughout the Park.
This would significantly enhance the rider experience and
promote safety and comfort for transit riders.
In the long run, Forest Park should explore making transit
free for all visitors, thus removing any fee barriers to transit
riders. This would have the benefit of bringing transit to
the same status as the free parking currently enjoyed by
visitors who drive to the Park. Over time, there will be a
need to reevaluate and reassess routes, connections and
potential for expansion of the internal transit circulator.
In the intermediate term, as the experience and brand of

the Forest Park circulator is fully established, Forest Park
should consider changing its fleet to smaller shuttles or
more open-air vehicles as another way to enhance the rider
experience.
time, only the alignments are identified, not a specific system. Discussion varied from
people movers/trams, light rail, monorail, gondola, streetcar, trolley, bus rapid transit,
Zoo train, or automated buses. In the short-term, there is the potential to pilot any of
the fixed-route options on the existing streets.
CONSIDER FUTURE MODES OF TRANSIT

PLAN FOR FUTURE INTERNAL TRANSIT
It is the vision of the 1995 Forest Park Master Plan that visitors can access the Park
without the use of personal vehicles. In order to achieve this, a robust and efficient
transit system is necessary. This network should provide access to key areas of
the Park, connect with regional transit and remote parking locations, and should be
accessible to all users. With a defined vision for transit with mixed modes, corridors
and right-of-ways can be identified and preserved for these future uses. The ultimate
goal of such a system would be to permit a Park visitor from the greater region to
arrive at the Park via regional transit, travel across the Park via fixed-route transit
or the Park Circulator to their destination, and then to continue to use transit to
enjoy the other jewels the Park has to offer. A dynamic transit system would also
encourage visitors who might reach the Park by car to park remotely, utilizing transit
for the last leg of their journey.
FIXED-ROUTE TRANSIT
For many current and potential transit users, there is a preference for fixed-route
transit over traditional buses. Fixed transit has a set route and typically has a
dedicated right-of-way, thus it is perceived as faster and more reliable. Additionally,
fixed vehicles are often seen as more comfortable than traditional buses. For these
reasons, fixed-route transit may more significantly increase ridership.
A fixed-route transit system becomes more viable as other internal transit and remote
parking options become more accepted and used. As more people look for ways
to get around the Park without using their personal vehicle, there will be increased
expectations to improve and expand transit in the Park. This can be addressed by
implementing mass transit that strategically and efficiently moves people through the
Park.
As the concept of a fixed transit route was refined with the Study Advisory
Committee, two alignments were chosen as shown on the following map: an eastwest route connecting the northeast corner of the Park to Skinker on the west; and
a north-south route connecting the History Museum and future Loop Trolley with
the I-64 interchange at Hampton and future bus rapid transit (BRT) stations. At this
Since the road right-of-ways

are already defined, and
the Master Plan does not
recommend any closures on
these routes, these corridors
are already preserved.
The east-west route reflects some input from the surrounding neighbors regarding
their desire to walk across the perimeter streets and access a public transit system
that could circulate them throughout the Park. Residents of the Central West
End neighborhood will greatly benefit from a station within walking distance of
the northeast corner of the Park. As shown on the map, this route would have a
connection with a possible future MetroLink station and would allow for ideal access
for events at Central Fields and other key institutions in the Park.
The north-south route extends the Loop Trolley alignment south, though the specific
system or mode isnt identified at this time. It connects to key destinations as shown
on the following map, the east-west fixed transit route and the BRT route at Hampton.
This route is vital to connecting to residents south of the Park. Bus rapid transit
connections at I-64 and Hampton will provide additional access to visitors from the
greater St. Louis region.
As routes for fixed transit were considered, existing street corridors were determined
to be the most appropriate alignments. Since the road right-of-ways are already
defined, and the Master Plan does not recommend any closures on these routes,
these corridors are already preserved. Alternative, off-street alignments were
considered, however, compromising park space was deemed less desirable.
For fixed-route transit to be successful, the internal circulator (Trolley) service should
be modified to align with stations and to ensure that visitors can access all areas of
the Park.
PERSONAL TRANSIT
FUTURE PERSONAL TRANSIT
Fixed transit is intended to move masses of people throughout the Park. Like
the circulator bus, personal transit, such as bike share, can serve as the last leg
connection to destinations. Forest Park is over 1,300 acres. Mixing the fixed transit
system with the circulator and bike share allows visitors the opportunity to get to any
part of this large Park without a car.
In addition to bike share, the industry trend of call-a-ride services like Uber is rapidly
changing transportation and planning. Private transport systems may someday
surpass traditional transit. In addition, driverless vehicles will continue to change
transport. Opportunity for automated call-a-bus are in the short-term future. These
buses will be automated, more luxury style vehicles, not operating on traditional
transit style routes. Park policy will need to be reevaluated as these shifts continue
to occur.
Potential bike share stations have been identified at key locations based on
connections with future transit and destinations. However, as bike share technology
is continually evolving, by the time bike share becomes a reality in the Park,
technology may eliminate the need for nodes or fixed stations. There are great
partnering opportunities with the surrounding institutions and Great Rivers Greenway
to implement bike share in this region.
REGIONAL TRANSIT IMPROVEMENTS

This strategy focuses on internal transit systems to the Park. But the importance
of connections to regional transit was a primary concern of the public and Study
Advisory Committee. The Park will benefit greatly from planned regional transit
improvements like the bus rapid transit station at I-64 and Hampton and the Loop
Trolley, future MetroLink expansions, or other yet to be defined transit opportunities.
To promote a long term vision for regional transit access to the Park, a new
MetroLink station at Grand Boulevard is recommended. The public expressed
desire towards a station in the Park to elevate transit in the Park. Grand Boulevard
is approximately halfway between the existing Central West End and Forest Park/
DeBaliviere stations. Infill stations on the existing system are already being planned.
The opportunity for future amenities in the northeast corner of the Park may take
advantage of a new station.
FUTURE TRANSIT
As the reliability of the transit circulator
through Forest Park improves and more
visitors shift to taking transit through the
Park, Forest Park should consider other
future modes.
Future modes of transit would diversify
the visitor experience, provide access to
different parts of the Park, and provide
greater connectivity to the regional
transit system.
In the short-term, steps toward
future modes of transit could include
supporting the development of a bike
share system, supporting the planning
for future bus rapid transit (BRT)
connections to the Park, and beginning
to preserve corridors through the Park
for a fixed-route transit service. Large
portions of the fixed transit routes
are identified on existing streets and
already include a proposed transit-only
lane along a portion of Government
Drive. Forest Park could pilot the fixed
transit routes by designating the full
route as a transit-only lane and use
shuttles or a tram to test the service.
This would provide valuable information
on impacts to parking, reliability of
service, potential demand for the fixedroute transit, and information on station
location.
In the future, as other modes such
as bike share and BRT become a
reality in and around Forest Park,
additional steps could be taken to
further implement the fixed transit
routes. The on-street routes could
become permanent, and new
extensions to the perimeter of the Park
could be constructed. This service
would connect with a possible future
MetroLink station in the Park, as well as
BRT stations to the south.
FUTURE TRANSIT
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SHORT-TERM
INTERMEDIATE
In the short-term, Forest Park should support and help advance a regional bike share
system and bus rapid transit (BRT) route. A bike share system would include several
stations within the Park, as well as in surrounding neighborhoods and connecting
nearby institutions. Bike share would have a mutual relationship with the various
bicycle infrastructure improvements included in other strategies. Supporting the
planning for a BRT line that connects to Forest Park would be one more regional
transit connection to the Park, and would have the potential for reducing the number
of people driving to the Park.
Also in the short-term, Forest Park should begin to preserve corridors for a fixed
transit route. These routes could potentially start on-street, and could be developed
through the incremental removal of on-street parking along the routes. The Park
could consider pilot testing the fixed-routes with people movers or trams in order to
learn how the reduction in on-street parking and efficiencies of cross-park transit
could be impacted.
LONG-TERM
In the intermediate term, if bike share and/or BRT are implemented, Forest Park
should actively plan for stations within the Park. This would include not only where
stations should be located, but also how other transit and non-motorized modes
should be integrated. This might also include the implementation of a fixed transit
route to support the regional investment.
The long-term vision for future modes of transit includes a new MetroLink station
inside Forest Park. This station would connect with the fixed route transit as well as
other bicycle and pedestrian infrastructure. It would be another piece of the regional
transit system that would already include BRT and bike share in the Park.
OVERALL STRATEGY
for pedestrians, but also reduce conflict crossing points and reduce stress for
pedestrians while crossing roads or even walking parallel to roads. Destinations with
high volumes of pedestrian traffic, for example the Art Museum, the Zoo, and the
Visitor Center, should be a priority.
IMPROVE CONNECTIONS
WITH OTHER MODES AND DESTINATIONS
FOR PEDESTRIANS AND BICYCLISTS
Every visitor to Forest Park is a pedestrian at some point in their visit. Whether
someone drives and parks or takes transit to get to and around the Park, people
need connections between different modes of transportation and destinations
throughout the Park. Improving the safety and accessibility for pedestrians is vital to
promoting the multi-modal future of the Park. These connections provide that last link
that can make or break the visitor experience.
NETWORK GAPS
The initial emphasis of this strategy is eliminating gaps in the sidewalk network.
Along roads where on-street parking is permitted, sidewalks are necessary to keep
people from walking in the street or needing to walk in the grass which is specifically
challenging for families with strollers or visitors in wheelchairs. This is especially true
along Government and Wells, where people may be parking and walking to the Zoo,
and along Wells Drive beside Highlands Golf Course, where people parking on the
street may be walking to events and activities in Central Fields. Portions of Carr
Lane Drive and Lagoon Drive or other areas where there are gaps in the sidewalk
network should also be addressed, particularly during construction of other projects.
DESIGN FEATURES
In addition to filling gaps in the network, improving the sidewalk connectivity also
entails creating new design standards for future construction and reconstruction of
sidewalks. As pedestrian access is promoted, and more people are expected to use
these connections, greater capacity will be needed. This is especially true for families
with strollers and people using wheelchairs and other assist devices. Considerations
towards widening sidewalks and creating a higher standard for future capacity will
improve safety and comfort for pedestrians.
Directional signage, often called wayfinding, is critical to safely and effectivity linking
pedestrians to destinations. As new park amenities are developed and existing
areas of the Park are improved, expanding the Park's wayfinding elements should
be considered. Such signage should tell visitors the travel times and/or distance to
key destinations and parking areas, as well as highlight transit stops. This will help
improve the overall efficiency of moving people through the Park.
PROMOTING POSITIVE PEDESTRIAN CONNECTIVITY

More direct pedestrian routes between key locations, such as between the Visitor
Center and the Art Museum, and between the Upper Muny Lot and the Zoo should
be identified. Currently, people parking in the Visitor Center or Upper Muny Lot
would have a circuitous route on sidewalks along streets if they wanted to walk to
the Art Museum or Zoo. A more direct pedestrian connection would make parking in
those lots a much more aesthetic option, one that might be preferred to driving and
searching for on-street parking nearer those destinations.
Another location to explore improving direct pedestrian connections is along
Kingshighway, near the Steinberg Skating Rink. While there are several crossings
across Kingshighway, there is very limited pedestrian access from the eastern Park
edge into the Park. In the short-term, access could be improved through sidewalks
or other pedestrian paths down from Kingshighway. This improved access should
be coordinated with removing obstacles (trash cans, signs, and signal boxes) in the
sidewalk along Kingshighway.
A new pedestrian pathway is desired to connect the Des Peres signalized crossing
on Lindell Boulevard with the sidewalk and pathway at Probstein. The Park
eliminated a pathway through highlands golf course after the 2008 Access Parking
and Circulation Study identified the safety concerns. However, initial analysis shows
that this proposed direct connection could occur between greens and not be in
direct routes of tee-off locations. This desired connection would be highly beneficial
to neighbors north and northwest of the Park, so visitors would have a more direct
connection to the heart of the Park.
This strategy also focusses on providing enhanced and enjoyable pedestrian
connections to transit. With bigger goals of emphasizing transit and creating a more
robust system, pedestrian connections to the stops and destinations will be vital to
further encouraging and inviting more ridership.
All new design standards should be considered along with other traffic calming
measures. Slowing down traffic at intersections and having better integration with
street crossings would enhance visibility and awareness of pedestrians, reduce
stress of crossing the streets, and promote safety. Traffic calming measures are
discussed in other strategies. The focus is to increase awareness and safety
IMPROVE CONNECTIONS
Improving pedestrian safety and
accessibility is vital to promoting
the multi-modal future of the
Park. In the short term, filling
sidewalk gaps in addition to
traffic calming enhancements at
locations with high pedestrian
volumes should be a priority.
The Park could also begin to
identify and study more direct
pedestrian access from the
Upper Muny Lot to the Zoo, and
from the Visitors Center to the
Art Museum. More pedestrian
access should also be explored
along Kingshighway, especially
near Steinberg Skating Rink.
Initially, this access could be
improved through sidewalks.
This improved access should also
be coordinated with improving the
pedestrian experience along the
narrow Kingshighway sidewalk.
In the future, Forest Park and
Washington University/BJC
Medical Center could explore a
more direct, climate controlled
connection between Steinberg,
the MetroLink Station, and
the hospital, allowing patients,
visitors, and staff to safely
access the Park without crossing
Kingshighway.
IMPROVE CONNECTIONS
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In the short term, new design standards for sidewalks should be created to establish
a higher standard for the future capacity. These standards should be coordinated
with the internal traffic calming guidelines to allow for seamless implementation of
future projects. At the same time, emphasis should be placed on filling in the gaps
of the sidewalk network and adding new connections along roadways that have onstreet parking. Layering the other strategy maps will help identify where sidewalks
may be desired over time.
Work should also begin in the short term that identifies and studies pedestrian
access between major destinations. More direct pathways between the Upper Muny
Lot and the Zoo, as well as between the Visitor Center and the Art Museum, should
be analyzed for potential use and possible alignment. Once designed, these direct
pedestrian pathways should be constructed and branded with wayfinding signs to
promote their use.
In the intermediate timeframe, work should begin to study an underground,
climate controlled connection between Steinberg Rink, the MetroLink Station
and Washington University/BJC Medical Center. This will require a great deal of
coordination between Forest Park and Washington University/BJC Medical Center,
and may even be expedited by the timing of projects. Discussions between the
partners should start to identify interest and possible opportunities early on, and both
should be prepared to advance planning and eventual design as projects come to
fruition. In the long-term, an underground connection between the Metro Station,
Washington University/BJC Medical Center, and Forest Park will be a unique amenity
and create a focal point for staff, patients, families and other visitors to the Park and
hospital.
OVERALL STRATEGY
There are two institutions that have paid parking lots: the Zoo north and south lots and the Art Museum
parking garage. Visitors to these institutions often pay for the convenience of parking close, and are
willing to pay before using free parking elsewhere in the Park. Metered on-street parking should be
considered near the major institutions to promote parking in visitor lots. Metering could be in effect only
on peak days or as desired.
IMPROVE PARKING FUNCTION

WITHIN THE PARK
Forest Park gets over 13 million visitors every year. According to the 2008 Access
Parking and Circulation Study, 60% of visitors access the Park using the Hampton
interchange, causing congestion and traffic issues at the heart of the Park. The Park
and City of St. Louis have worked to promote different access points and parking
locations in the Park, and coordinated with MoDOT, but congestion is still a major
concern for visitors. During the Discovery Phase, parking was identified as a primary
concern.
Rethinking parking starts at exploring the possibility of no car trips in the Park. This
recognizes a longer term vision and leverages the overlap of other strategies as
ways to move visitors throughout the Park. Removing cars from the Park would
require a robust internal and external transit system and remote parking locations
outside the Park. Obviously, even as other transportation modes increase, the
majority of visitors will likely still drive to the Park. Thus, methods and policies to
better utilize existing parking, redistribute parking demand, coordinate with internal
transit, and partner with neighboring institutions must be considered.
UTILIZING AND REDISTRIBUTING

Forest Park has over 8,000 parking spaces to serve visitors, institutions, and events.
As over 25% of these spaces are on-street, focusing on ways to make street parking
more efficient, such as striping parallel parking, is desirable. Striping parking stalls
can provide efficiency in the short-term and be phased into a more robust parking
system which can direct visitors to open spaces and could permit metered parking.
Streets like Government, Lagoon, Wells, Washington, and Grand would be ideal to
stripe first because they are used most often for parking.
The largest free parking lots in the Park are at Festival Lot (Upper Muny), Visitors
Center, and Steinberg. The 2008 Access, Parking, and Circulation Study touched
on the concept of distributing parking across some of these larger lots. To make this
feasible, visitors desire well-defined pedestrian connections to key destinations from
these remote parking lots. Directing visitors to these lots throughout the year and on
busy days can help redistribute parking and also encourage drivers to access the
Park using different entry points.
The Park can start to implement a Parking Congestion Relief Plan which focuses on better distributing
how drivers access and park. This study can look to alleviate traffic and safety concerns in the
congestion zone shown on the map, thus improving many visitors first experience of the Park. When
the paid parking lots are near capacity, real time information can be shared with drivers to park in
different locations, also suggesting alternate access points such as at Kingshighway or Skinker. Sharing
this information with Park institutions can help promote this study.
PARKING TECHNOLOGIES
There is an opportunity to implement parking technologies that would help visitors locate available
parking spots throughout the Park. This technology could be placed at parking lot entrances and exits,
or could be installed on individual parking spaces to show availability. These systems could even be
used to adjust parking fees at different times of the day or during peak events. This dynamic parking
model is being tested in other cities.
Installing technology at the access points of the larger parking lots could help monitor and display to
drivers the availability of parking spaces. This type of technology accurately shows the number of
spaces available and is easy to calculate with sensors on roadways and access points. Taking this
information into real-time adds superior value to the installation of this technology by distributing it to
drivers before they enter the Park or while circulating. The possibilities exponentially increase in this data
sharing opportunity on how people will access the Park. Including ideas discussed further in the RealTime Communications strategy will only bring more significance to this recommendation.
Coordination with Google Maps or other wayfinding apps so that real-time parking data could be shared
might be one way to redistribute parking. Visitors could use smartphone-enabled location services/
tracking to reroute themselves around normal congestion to an available parking space.
PARTNERING ALONG THE PERIMETER

Off-site parking options are another way to help alleviate parking pressures within Forest Park. One
way to accommodate off-site parking is through partnerships with institutions along the perimeter of the
Park to share their existing parking lots and garages on the weekends when they might be sitting empty.
St. Louis Community College, Washington University, and Washington University/BJC Medical Center
all have lots or garages that are used throughout the week, which could provide parking to Forest Park
visitors on weekends and for special events.
One key component necessary to make off-site parking a viable option for Park visitors is the presence
of inexpensive, reliable, comfortable transit or shuttle services from the parking area to the Park. People
will not use the remote parking if they cannot conveniently get to their destination within the Park.
Another component is a restriction on the amount of parking within the Park, or a restriction on vehicles
entering the Park. If ample free parking is available closer to destinations, visitors will naturally choose
to enter the Park and park closer to their destination. Dynamic charging for parking within the Park or
closing the Park altogether to personal automobiles are two possible ways to encourage the use of offsite parking.
PARKING FUNCTION
Visitors to Forest Park are offered a
variety of parking options, including
along the roads surrounding Forest Park,
on most of the roads within the Park, at
pay lots for the Zoo and Art Museum,
and at numerous free parking lots
throughout the Park. While overall there
is ample parking within the Park, not all
of the parking spaces are convenient
for every destination within the Park.
People want to park at the front door
of their destination, and generally do
not want to walk more than 10 minutes.
For this reason, many roads, especially
those around the Zoo, experience
considerable congestion during peak
times, as people drive around looking for
free on-street parking or to access the
pay lots at the Zoo.
Congestion Zone
A variety of strategies exist to improve

the parking function and ease
congestion on the roadways. Some
include improvements to other modes,
such as improving the reliability of
internal transit, which can make parking
throughout the Park more convenient for
all destinations. Similarly, more direct
pedestrian connections can help shorten
walk times and make other farther
parking lots more attractive.
Providing parking at remote sites and
connecting those parking options with
safe, reliable, convenient shuttles/
transit back to the Park, can help
reduce the overall number of cars in the
Park. Additionally, dynamic charging
for parking is another way to influence
parking behavior. The availability of
free parking can cause drivers to spend
more time looking for a free space. By
instituting dynamic charging during peak
times, drivers may consider cheaper
parking further away and walking or
taking transit. While this is not currently
policy, it is another option to help
balance parking and ease congestion
throughout the Park, and it still relies
on improvements to other modes to
improve convenience and safety.
PARKING FUNCTION
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INTERMEDIATE
LONG-TERM
In the short-term, off-site parking options are explored and

partnerships with nearby institutions are formalized to share
parking on weekends and for special events. Viable shuttle
service is established, clearly branded, and marketed to the
public so they are made aware of the options and how to
use them during special events.
Concurrently, the short-term includes developing
the technologies to promote more real-time parking
management and sharing of parking information. This
includes possibly striping on-street parking spaces in order
to count and manage on-street parking in conjunction with
the larger parking lots. Parking management technology
should be instituted at the larger parking lots, and
information should be shared via the web or mobile app.
Active marketing of the availability of real-time information
for parking is needed in order to gain the full benefits of the
technology.
Operationally in the short-term, key locations for street
congestion are identified and analyzed if removal of
on-street parking would help alleviate the congestion.
This analysis could also be done for locations along the
circulator route where removal of parking and institution of
transit-only lanes might further benefit transit operations.
As an additional short-term step, Forest Park should pilot
closing some streets, and maybe even the entire Park, to
personal vehicles and focusing parking to external sites.
This would require an emphasis on transit and shuttle

service to serve the mobility needs of Park visitors.
In the intermediate timeframe, performance metrics and
targets for transit use should be established, and as
targets are hit, the Park could consider reducing parking
over time. Further reductions of on-street parking could
improve transit even more, making it more attractive to
Park visitors. As a way to further balance transit riders with
auto drivers, the Park could explore dynamic charging for
parking, both on-street and in larger lots. Coupled with
real-time information on parking availability, as well as
transit information, dynamic charging of parking could have
a significant impact on balancing and redistributing parking
throughout Forest Park.
In the long-term, as transit becomes more widely used
and technology for driving changes, there may be less of a
need for parking within the Park. This would be a perfect
opportunity to repurpose large parking areas and recapture
greenspace in the Park.
OVERALL STRATEGY
Real-time technology will also give visitors resources for utilizing transit, featuring
station locations, arrival/departure times, and travel time between destinations.
The internal transit and connections to the external parking should be creatively
branded with names and visuals that add to the positive experience of the
proposed connected system. Similarly, information on the best cycling or walking
routes, distances, and estimated travel times between various destinations can be
shared via technology. This information could integrate into fitness tracking apps
like Strava to celebrate the health benefits of biking or walking.
ENHANCE REAL-TIME COMMUNICATIONS

With the growing trend toward real-time personal information, whether on the
computer, a tablet, or smart phone, it is easier now more than ever to get information
out to the public. In fact, there is a growing expectation that information is available
to visitors through all phases of a trip from planning, to purchasing tickets, to
helping navigate once the trip has started. For the Forest Park visitor the expectation
is the same, and taking advantage of current and emerging technologies for real-time
communication could help improve the overall Park experience.
THE EXPERIENCE
For many visitors, the Park experience could start before they arrive. Whether
driving, taking transit, or even biking, visitors will have the information they need to
determine the best way to get to the Park. For those wanting to drive, they could get
information on where parking is currently available, the best route there, and how to
get to their destination once inside the Park. For those wanting to take transit, they
could find out which park and ride lot to use, when the MetroLink or MetroBus will
drop them off at the Park, and how to get to their destination using internal transit
options. Cyclists will have access to information on bike routes and greenways that
will link them to Forest Park, including distances, amenities along the way, rules of
the different facilities, and what to do with their bike once they are at their destination.
At some point in the future,

sharing the time and/or cost
savings of using remote
parking can be a way to
further entice visitors to park
outside the Park.
With all of these systems in place, visitors can decide before they leave their house
where they want to park and how long it will take them to walk to their destination
or where to tie into the internal transit system to reach their destination. Having this
wealth of information will allow visitors to link different parts of their trip and reduce
the stress of getting to and around the Park. Once in the Park, public Wi-Fi would
further enable the use of mobile technologies.
THE TECHNOLOGIES
There are a variety of ways to make travel and circulation information available to
Forest Park visitors. Initially, a single website with travel information and circulation
options would help people plan their trips before they arrive. This should include
information for typical days, as well as options for special events or peak visitor
days, serving to provide coordinated event information with all of the institutions,
and events within planned in the Park.
Information on congestion and alternate routes could also be shared via MoDOTs
dynamic message signs located on the highway system. These could alert people
to change routes based on current conditions and could change throughout a day.
One of the purposes of early information is to help visitors plan ahead and take the
frustration out of getting to and into the Park. With early information, visitors can
decide how to alter their plans to address current conditions at the Park, possibly
choosing to take a different mode to the Park. Knowing different ways to get to the
Park and how those different modes can work together can demystify and streamline
the trip especially on busy days.
As visitors arrive at Forest Park, they will get up-to-the-minute information on
parking availability within the Park and which entrance to take in order to minimize
congestion. On weekends remote parking lots and shuttling information can be
shared to reduce cars within the Park. At some point in the future, sharing the time
and/or cost savings of using remote parking can be a way to further entice visitors to
park outside the Park. This information sharing will be a huge benefit to the longer
term goal of less parking within the Park.
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and availability, as well as arrival/departure/travel times for internal transit and
shuttles. Of course, a solid foundation on data, travel times, and locations needs
to be established in order for such information to be made available. For parking,
focus initially should be on large parking lots to implement technology to monitor
availability.
Then consideration towards striping on-street parking spaces in order to know the
number along certain roads and in the future availability of these spaces could
be shared. Considerations to stripe on-street spaces was also identified in the
2008 Access Parking and Circulation Study. Coordination with external partners
concerning what information to share or collect on parking availability would need to
be identified.
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Eventually all of this information could be consolidated into a mobile app and shared
real-time on visitors smart devices. This would have the benefit of allowing visitors
to plan for a route before they leave, and give them the current conditions within the
Park. Having personalized route information and real-time data on conditions will
help visitors streamline their trip. A Forest Park mobile app could integrate with other
partners such as Metro, MoDOT or Great Rivers Greenway to provide the most upto-date information and streamline transportation options.
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Partnering on technology at the entrances to collect the constant delta of available

spaces would be an appropriate place to start on these external lots. Buses and
shuttle would need to be equipped with GPS to provide real-time transit information
to users. This information should be shared with apps, the Park platform , and at
kiosks at the transit stops.
The goal with all of this information is to get people into and around the Park as
efficiently as possible. The right information at the right time can help keep motorists
out of congestion in a particular area while parking may be available elsewhere, and
can let visitors know the convenience of using shuttles and transit to move around
the Park. This information becomes even more invaluable during special events,
as destination points shift to different locations throughout the Park. Linking the
information through these technologies can help promote greater coordination of
event planning and can address peak impacts.
Another potential benefit is the ability for Forest Park to possibly charge for parking,
using dynamic charging to reflect peak times and help balance parking around the
Park. In the long-run, such smart technology and real-time communication could
also allow Forest Park to accommodate new and emerging technologies such as
driverless cars and automated vehicles. This could create the potential for rethinking
how streets and parking lots are used, possibly reducing the need for pavement and
reducing idling vehicles in the park.
CONCLUSIONS
SHORT-TERM ACTIONS
Actions for the first several years focus on laying the policy and planning groundwork
needed for future actions, instituting operational changes, and programming and
constructing improvements. Policies focus on elevating the status of cyclists on
Park streets, initiating new design standards to enhance pedestrian and bicycle
access and safety, and supporting partners in other regional transit initiatives
that could benefit Forest Park. Planning/Design focuses on collaborating with
regional and neighborhood partners to soften the Park edges and better connect the
surrounding neighborhoods with the Park. Planning also entails initiating the analysis
and design for expected short-term projects and coordinating those improvements
with partner projects currently underway. Partnerships with local leaders to advance
the development of technology solutions should also be explored.
Operations include changes to fare collection, branding, and routing of the Forest
Park Trolley, as well as some initial actions to lay the groundwork for future parking
strategies. Short-term operational changes may also include piloting road closures to
enhance transit circulation, as well as testing technologies for real-time information.
Investments/Capital Projects reaches many aspects of the Park, including
constructing amenities at important transit stops, improving and expanding the
Dual Path and sidewalk network, and improving intersections and crossings at key
locations along and inside the Park. Of course these projects should be timed and
coordinated with other projects occurring in and around the Park to limit the impact of
construction and leverage the overall benefit.
Policies

Establish a policy stating that roads are for all users, which allows on-street
cycling and encourages traffic calming to be designed into the process at the
forefront of all projects
Establish a policy stating that all street projects will improve pedestrian and
bicycle safety and include designed traffic calming measures
Remove parking on Government on east side of road and develop a transit-bike

only lane
Create new design standards for sidewalks: consider widening, discuss creating
a higher standard for the future capacity, and tie into internal Park traffic calming
Adopt new standards for pedestrian accessibility for all future construction
projects
Prioritize enhancements to internal transit, then shift to connecting with regional

system
Support bus rapid transit stations at I-64 in the Park
Advance bike share in the Park and in the greater St. Louis region
Establish partnerships with Washington University, St. Louis Community College,

and Washington University/BJC Medical Center for remote parking during events
and weekends
Planning/Design

Coordinate with East West Gateway and conduct a Complete Streets study and
implementation plan along the Park perimeter
Create placemaking plan for stations: design, branding, what to include, needs to
be coordinated with traffic calming, and other pedestrian strategies
Look for opportunities to partner on traffic calming opportunities with

neighborhoods and institutions
Look for opportunities to partner and work with aldermen to use local money for
traffic calming and pedestrian improvements
Work with Great Rivers Greenway in design to hold high standards on facilities
Establish a connectivity plan for pedestrians to Central West End station
Identify locations for new pedestrian crossings on Skinker
Coordinate with Washington University on preferred alternative for the east-west

route to align with their East End campus plans
Study and implement the Lindell two-way, protected bikeway
Develop a plan for improvements to all intersections throughout the Park
Design and implement a transit/bike-only lane on Government from Washington

to Pagoda Circle
Consider developing a plan to close some roads/lanes for special events; pilot
closures
Redesign Clayton Road for 2-way bicycle access
Preserve the underpass for Dual Path under Forest Park Parkway
Connect the underpass to larger Dual Path network
In the short-term, use Union to connect the Dual Path to northeast corner of Park
Identify what roads get closed at West Pine to determine what Dual Path network
makes most sense with long-term vision
Preserve corridors for future fixed transit
Pilot fixed transit routes along streets; using transit-only lanes along entire line;
using any type of vehicle (e.g., shuttle, tram, people mover)
Explore partnerships with GlobalHack and other local tech entrepreneurs to

leverage local expertise in development of information technologies
Coordinate with MoDOT to share access and parking location information on

DMS boards and potentially Gateway Guide
Explore opportunities with Metro to share connectivity information at park-andride Metro stations
Investments/Capital Projects
Explore future funding opportunities, such as smart cities, to implement

management and information technologies
Identify locations of street congestion and remove on-street parking as a way

to reduce auto congestion and as possible location for transit/bike-only lanes;
determine if spaces need to be relocated elsewhere in the Park
Layer in other strategy maps and identify where else sidewalks will be desired
over time and preserve space
Study need and alignment for direct pedestrian access from Upper Muny Lot to
the Zoo
Study need and alignment for direct pedestrian access from Visitors Center to Art
Museum
Pilot closing some streets to cars and focus on internal transit circulators linked
with shuttles to external parking
Develop shelters and create shade at some of the highest used stops
Smart technology for fare collection and arrival times using technology
Focus improvements at Kingshighway at Lindell and West Pine per public

concerns
Focus on locations where improvements could increase the overall walk score:
Union and future I-64 overpass east of Hampton
Define what network able to build in time period: on-street sharrows, some bike
lanes, etc; make sure well-defined and signed for bicycle commuters
Start building and preserving crossings at conflict areas and perimeter

intersections for full build-out
Modify the existing Hampton underpass for north-south connector in short-term,

correct sight lines and lighting to improve safety and experience for users
Operations

Make Forest Park Trolley passes available at institutions
Prioritize improvements to key intersections, identified in the following map
Develop education tour guide program to implement on Trolley
Construct connection of Dual Path along south side of Central Fields
Rebrand Forest Park Trolley (new name, look, bus, stations, etc.)
Implement on-street marking at stations; build awareness
Plan to widen or buffer the asphalt and gravel paths at key challenge points (see
following map), and implement as possible through annual maintenance program
Reduced rate for families, especially on weekends
Address safety issues where Dual Path crosses vehicular traffic using a variety
of traffic calming solutions
Reroute the existing trolley to one-way loop that serves major destinations weekends have additional west side loop; special events have connection to
Central West End (CWE) station
Improve the bicycle connection to the Dual Path at Wydown
Consider implementing Phase I amenities package
Implement route for East End events to connect with CWE station
Implement signal timing improvements for pedestrians, ped scramble
Develop an app for Park visitors to share regional and Park connectivity
information, including congestion, internal and remote parking availability,
regional and Park transit scheduling, and special event details
Consider marking parking spaces on-street to prepare for dynamic parking

monitoring
Implement parking management technology for large lots, and integrate with app
Consider striping on-street parking to aid in parking management and support

future technologies
Install dynamic, real-time parking technologies at the Muny and Visitor Center
lot, coordinate with Zoo and Art Museum to expand implementation, and share
parking availability via mobile app
Clearly brand circulator stops and routes so visitors know how to easily get to
destinations from all parking lot locations
Fill in gaps in the sidewalk network
Begin marketing viability of all parking lots through mobile apps, websites, and
through institutions
Install traffic calming and safe pedestrian crossing techniques at high volume
pedestrian locations
Consider constructing sidewalks along all roadways
SHORT TERM SCENARIO
TELLING THE STORY | VISITOR CONNECTIVITY EXPERIENCE | SHORT-TERM

Experience 1: Transit to a Special Event
Experience 2: Neighborhood Cyclists
Jill and Cam are going to the Balloon Glow at Forest Park.
Prior to leaving, Jill hops on the Forest Park website to get
details for the event. She is looking for the event schedule so
they can plan their drive, park, and arrive on time. When she
gets to the website, she sees that the newly branded Forest
Park Circulator is running its Special Event Route, which serves
the Central West End MetroLink station. For the first time, she
and Cam decide to take the MetroLink rather than drive.
Sam and Vic are students at Washington University St.

Louis, who also work at the Washington University/BJC
Medical Center. They love giving themselves extra time to bike
to and from work, and especially appreciate the commuter
options through Forest Park. In the morning, the pair
depart their apartment complex and hop on the Centennial
Greenway only a few blocks away. The Greenway takes them
to Skinker Boulevard, where they wait at the signal to cross.
After a short wait, Vic and Sam, along with several other
cyclists and pedestrians, cross the wide, well-marked crossing
during a generous pedestrian phase at the traffic signal. Once
in the Park, the pair follow the green sharrows painted on the
street demarking their well-traveled bike commuter route as
they pass the Grand Basin, Pagoda Circle, Central Fields, and
Jefferson Lake. They cross under Kingshighway along Clayton
Avenue and make their way to the hospital complex.
After a short, comfortable, well-defined walk from the

MetroLink station to the transit stop near Euclid Avenue and
Barnes Jewish Hospital Plaza, they use their Metro smart
cards to pay the fare and board the Forest Park Circulator. It
is a short ride from the stop to Central Fields, where they enjoy
the spectacular Balloon Glow. After the show is over, the two
join thousands of other visitors as they follow the sidewalk
along Wells Drive towards the transit station on Jefferson.
Many are walking to cars parked along the street, some are
making their way to the Muny Lot, and others, like Jill and
Cam, are headed to the Circulator stop at Wells near Jefferson.
The sidewalk is sufficiently wide, easily carrying the flow of
pedestrian traffic. The transit stop is on the other side of the
street, but Jill and Cam feel safe crossing the street because the
cross-walk is well defined. After waiting for about 15 minutes,
they board the Circulator that takes them back to the Central
West End MetroLink station, a short trip with the shuttle-like
connection to the station from this eastern-most transit stop.
As the train pulls away from the station, Jill and Cam watch
the line of automobile traffic leaving the Park.
On the way home in the evening, Sam and Vic decide to enjoy
some recreational cycling around Forest Park. They access the
Dual Path at Clayton Avenue and begin their ride heading
south. At several locations, the path widens slightly, and they
are able to safely travel past the numerous pedestrians also
out for a recreational walk, using the gravel path on the other
side of a buffer. At several intersections, they experience lowstress crossings, as the pathway is clearly marked across the
roadway and drivers slow down as they see the pair approach.
Once past the Visitor Center, Sam and Vic follow the Dual
Path north along Union and over Forest Park Parkway and
MetroLink, to stay on the Dual Path near Murphy Lake.
They cross Grand Drive at West Pine, and head south along
Kingshighway, continuing under the new Forest Park Parkway.
The pair appreciate the well-lit, wide Forest Park Parkway
underpass. They finish their loop, then hop back onto the
roads, following the sharrow markings back to the Centennial
Greenway at Skinker Boulevard to head home.
Experience 3: The Multi-Modal

Connections for a Sunny Day
Kim and Pat have decided to take their family of four to the
Saint Louis Zoo on one of the first beautiful days of spring. As
they are driving in from West County, Pat notices the dynamic
message sign on the Interstate telling them that there is
congestion getting into the Park and it suggests alternate
routes.
Checking the Forest Park app, Kim is able to see that there
are 302 parking spaces still available at the Visitor Center lot,
so they exit I-64 one exit sooner at Skinker Boulevard. They
bypass drivers queued on Skinker south of the Wells Drive
entrance and enter the Park at Lagoon, proceeding directly to
their parking destination with minimal delay. They walk to the
Visitor Center, purchase their family pass for the Forest Park
Circulator, and wait five minutes for the Zoo Line Shuttle.
They note the ease of parking, purchasing passes, and the
comfortable space to wait for the shuttle even while hauling
two children, a stroller, and a picnic basket. While riding the
shuttle on their way to the Zoo, they hear a variety of fun facts
and interesting history about the various Park features they
are passing. The kids thoroughly enjoy the shuttle experience.
After their time at the Zoo, Kim and Pat decide to take the
Park Line to get back to their car because the kids enjoyed
the shuttle so much. The connection from the Zoo exit to the
Circulator station is well-defined and once again has ample
space for riders to wait for the shuttle to come around the turn
from Fine Arts Drive. Taking off from the Zoo, they watch
as their shuttle zips along in the dedicated transit-bike lane,
passing the cars queued along the road. As they approach
Pagoda Circle, they see visitors renting and returning bikes at
the bike share station. They continue on, and enjoy seeing
more of the Park and hearing more fun facts and history
about the Jewel Box, Highlands Golf Course, Planetarium,
Steinberg Rink, and much more. Once back in their car, they
leave the Park via DeBaliviere Circle at the Missouri History
Museum, where they observe a group of cyclists on the Dual
Path and different cyclists on the Lindell two-way, protected
bikeway. As the Loop Trolley passes their car, the kids express
excitement to ride more transit next time.
Experience 4: Another Bike Commuter

Carol is an avid cyclist and loves that she can ride her bike
from her home in the Skinker-DeBaliviere neighborhood
to her job at Cortex. Each morning, she rides the couple of
blocks to Skinker Boulevard where she can utilize the new
bike facility. At Lindell Boulevard, she waits at the newly
redesigned intersection with other students, pedestrians, and
cyclist commuters. The traffic lights for vehicles turn red in all
directions, giving pedestrians and cyclists from all directions an
opportunity to cross the street. Carol crosses Skinker Boulevard
and gets on the two-way, protected bikeway that runs along
the south side of Lindell. Being on her own path, separated
from vehicle traffic and buffered by on-street parking, the
ride along Forest Parks north edge is fast and comfortable.
She experiences minimal delay at the few intersections along
the way, and is thankful for the safety visuals and awareness
designed into the crossings for riders on the bikeway. At
West Pine, the bikeway turns into Forest Park and follows
West Pine to Kingshighway. After another short wait to cross
Kingshighway in a wide, marked crosswalk, Carol begins riding
again on the Bike St. Louis bike lanes along West Pine. Her
low-stress commute takes 20 minutes, and she loves not being
dependent upon a car.
After their short delay at the signal, the family exits the Park
watching the pedestrians wave at the Trolley riders. Kim and
Pat make note how efficient and fun the Circulator/shuttle
was and share their experience on the Forest Park app.
INTERMEDIATE STRATEGIES
The intermediate actions seek to advance many of the efforts established in the
short-term, as well as lay new groundwork to achieve the long-term future vision.
Policies such as closing streets and exploring charging for parking within the Park
could elevate multi-modal accessibility and improve transit and bicycle service.
Planning will be needed to test the feasibility of such policies, as well as to analyze
and design new bicycle and transit improvements such as transit/bike-only lanes and
fixed transit routes. Planning/Design in the intermediate phase is also needed to
start looking at long-term opportunities, such as a new MetroLink station or bus rapid
transit station within the Park or a new underground across Kingshighway. Many
of the changes to operations include expanding or making permanent some of the
short-term changes, such as making the alternative special events routes permanent
pieces of the internal transit route, closing more roads to vehicles, or even testing
closing the entire park to automobiles. Investments/Capital Projects include
changes to the internal transit fleet, adding amenities to transit stops, implementing a
fixed transit line, and building larger-scale connections to nearby neighborhoods.
Further plan for and test a fixed transit route, building on lessons learned from
pilot tests
Identify performance metrics and establish targets for transit ridership to trigger
reductions in parking over time
Explore dynamic charging for parking in the Park as a way to manage parking
use and reduce congestion and idling of automobiles
Operations

As transit ridership increases due to improvements, consider connecting to

Central West End station
As roads are closed within the Park, consider leaving a portion of the pavement
for bike connectivity
Close West Pine, either in part or whole, to allow for Dual Path in northeast
corner with no conflicts
Pilot closing entire Park to cars and focus on internal transit circulators linked
with shuttles to remote parking
Policies
Close West Pine
Consider small shuttles or open-air buses (change fleet)
Explore dynamic charging for parking in the Park as a way to manage parking
use and reduce congestion and idling of automobiles
Continue to add amenities like lighting and water stations
Review design standards for the Dual Path and consider widening and other
enhancements for future implementation
Continue to add shelter and shading
Implement real-time kiosk at transit stops
Design/implement improvements along Skinker between Washington University

and Clayton
Build a pedestrian overpass over I-64 and connect the north-south connector as
shown in map on the following page
Complete the construction of bike lanes on Oakland
When Union bridge is rebuilt, coordinate design and construct to accommodate

the Dual Path running along Lindell edge
Implement consistent bike access, similar to Wydown location, at all access

points
Consider implementing Phase 2 amenities package
Potentially implement one fixed transit route
Planning/Design

Start to look at Hampton for improvements
Further study underground climate controlled connection between Steinberg, the

MetroLink Station, and Washington University/BJC Medical Center
Explore making the commuter routes dedicated routes, separated with a barrier
or as a separate facility
Investigate potential funding sources to connect trails
Analyze need and benefit for another north-south route; possibly begin planning
Explore feasibility of more long-term closure of roads/lanes; maybe use bollards

so roads could be open or closed for events
Consider bike-only lanes on additional streets as parking is relocated or

removed, as warranted by an increase in cyclists
Coordinate improvements when bus rapid transit station comes to Park
INTERMEDIATE SCENARIO
TELLING THE STORY | VISITOR CONNECTIVITY EXPERIENCE | INTERMEDIATE TERM

Jill and Cam have gotten accustomed to taking MetroLink and

using the Special Events Route of the Forest Park Circulator
to get to special events in the Park. This spring, they are
thrilled to learn that the Special Events Route has become a
permanent feature of the Forest Park Circulator, giving them
the option to use it any time to get to the Park. They decide to
have lunch with Cams brother at the Boathouse.
It is the lunch hour for Barnes Jewish Hospital staff, and Sam
and Vic decide to head outside for lunch at one of the food
trucks parked along the eastern edge of Forest Park. It is a
beautiful day, and they see many colleagues, and even patients
and families, out enjoying the Park. Crossing Kingshighway
is a comfortable experience, with well-marked crossings and
ample time to cross the street. Sam notices this is especially
important for seniors and people in wheelchairs coming to and
from the hospital. As they eat their lunch, they watch people
enjoying the meditative and sensory gardens located just inside
the Park. With numerous benches and cafe tables around,
they are able to sit and enjoy their lunch hour in Forest Park.
Cams brother lives just west of Skinker Boulevard. He walks

to a nearby bike share station and rents a bike to get to lunch.
At Skinker, he waits at a new signalized pedestrian crossing,
located between Rosebury and Wydown. It is a well-designed
crossing with a wide, highly visual crosswalk and plenty of
time for the all pedestrians to cross Skinker Boulevard on foot.
There is also pedestrian-scale lighting and signs announcing
a new entrance to Forest Park. Once across the street, he is
able to hop onto a new multi-use path that winds along the
golf course and takes him onto the streets near the Saint Louis
Art Museum. He rides to the bike share station at Pagoda
Circle and walks to the Boathouse to join Jill and Cam for
lunch. While eating lunch, the trio decide to see an Omnimax
featured at the Science Center, and use the app on Jills phone
to plan for the next arrival of the Forest Park Circulator to take
them. To travel home following the movie, Cams brother uses
bike share near the Planetarium, and Jill and Cam take the
Forest Park Circulator back to the Central West End MetroLink
station.

Kim and Pat have become regular users of the Zoos expansion
site parking south of Forest Park whenever they take the kids
to the Zoo. Today they are excited for a new experience of
riding the new Zoo gondola across I-64 and into the Zoo. After
some fun at the Zoo, they decide to extend their day by going
to the Science Center. The family has become used to the ease
of the Circulator stations and accessibility to the institutions
on their visits. Using the Forest Park app, they locate the next
Forest Park Circulator that takes them to the Planetarium
and Science Center. After a fun-filled day, they get back on the
Circulator and enjoy seeing the Park as they travel back to the
Zoo and to their car.

This weekend, Carol decides to take a bike ride on the River
Des Peres Greenway. She rides through her neighborhood and
along Des Peres Avenue to the recently enhanced pedestrian
and bicycle connection that enables her to cross Forest Park
Parkway and the MetroLink. The bridge improvements
provide more direct access for Carol and her neighbors to
Forest Park and to the two-way, protected bikeway on Lindell.
After a short ride on the bikeway she enters Forest Park
at the Missouri History Museum and follows the sharrow
markings on the street that highlight the connections from
the St. Vincent Greenway, through Forest Park, to the River
Des Peres Greenway. The ride through the Park is enjoyable
as traffic calming features have been implemented over time
throughout the road network in the Park. At the southern
edge, Carol uses the tunnel under I-64 to connect to Oakland
Avenue, where signs conveniently lead her to the Greenway to
continue her trip south.
LONG-TERM STRATEGIES
Actions identified for the long-term vision illustrate the true potential of accessibility
and mobility throughout Forest Park. These actions reflect the long-term nature
of planning some larger investments and having the funding needed to build the
improvements. The policies highlight changes that would need to be made if
Forest Park elevated the importance of transit, cyclists, and pedestrians to be equal
to cars, and what might happen given advances in technology. Planning/Design
efforts seek full build-out and future expansion of the various bicycle and pedestrian
networks, as well as the need to re-evaluate the integrated transit system to plan for
future improvements. Changes to operations are minimal, as most will have been
instituted in earlier years, but any changes should be done to promote the pedestrian
and bicycle experience. Investments/Capital Projects in the long-term focus on
connecting with the possible regional transit improvements, building more robust
connections to surrounding neighborhoods, and future build-out of the bicycle and
pedestrian networks throughout the Park.
Design all signalized and unsignalized access to the Park with traffic calming
that is branded for the Park and starts to reach the green fingers into the
neighborhoods
Construct new connections on Skinker
Forest Park Parkway becomes an actual Parkway, potentially with bike lanes and
wide sidewalks
Ensure all the edges to the Park are inviting and leverage the greatness of the
Park
Achieve the vision of Steinberg, the MetroLink Station, and Washington

University/BJC Medical Center connected via an underground climate controlled,
well-lit, space that staff, patients, and visitors can use to access the Park and the
hospital safely; space will allow for kiosks and a sense of place with access to
the Park
Implement bike lanes on Forest Park Parkway to connect east-west
Achieve vision of full build-out of the Dual Path system
Achieve vision of full build-out of amenities package
Explore supporting and building on the vision of a new MetroLink station in Park,
through multi-modal connections with the rest of the Park
Achieve the vision of an east-west and north-south fixed transit system that
connects with new Metro station, bus rapid transit station, destinations, Loop
Trolley
Policies

Make Forest Park Trolley free for all visitors
Achieve the vision that all Park streets provide a safe, efficient experience for
ALL users, with focus that cyclists feel safe
Explore the vision of what the Park could look like if cars drive themselves and
parking lots were not needed, on-street parking became obsolete, or remote
parking became the only option
As transit becomes more widely used and technology for driving changes, look
for other uses of parking lots or give green space back to the Park
Planning/Design

Reevaluate and reassess conditions; they will be different in 10 years + so a

reevaluation and reassessment of the routes, connections, and greater regional
and internal expansion potential will be necessary
Consider full build-out of both east-west and north-south routes with their own
facilities separated from vehicular traffic
Consider future Dual Path extensions as ridership continues to increase
Operations

Achieve the vision that operations and maintenance of all roads is done with
pedestrians and cyclists in mind
LONG TERM SCENARIO
TELLING THE STORY | VISITOR CONNECTIVITY EXPERIENCE | LONG-TERM VISION

Jill and Cam are meeting Cams brother at the new restaurant
in the northeast corner of Forest Park before going to a special
event at Central Fields. They hop on the MetroLink and arrive
at the Park using the new Forest Park-Grand station, located
within the Park near Grand and Forest Park Parkway. From
the new station, its a short walk to the restaurant for Jill and
Cam. Cams brother walks to Skinker Boulevard using the
same traffic signal he uses to access the Dual Path and multiuse path with his bike, but this time he is excited to jump on
the internal fixed transit line, providing a truly multi-modal
access for him and all his neighbors. The improvements made
along Skinker Boulevard and in the Park have brought the
area alive with bikes and pedestrians traveling along the Park
and the neighborhoods. Cams brother uses his smartphone
enacted Metro pass to board the Forest Park Fixed Transit line.
The new transit ride is smooth and quick, bypassing some cars
that are on their way to specified parking lots. It takes him
directly to the Grand Forest Park MetroLink station, where he
takes the same short walk to the restaurant. After lunch, the
trio get on the Fixed Transit line for the short trip to Central
Fields to enjoy the event.
Its a sunny, but chilly, autumn day and Sam and Vic decide
to walk to Forest Park to eat at the restaurant at the Steinberg
Skating Rink and enjoy the beauty of the changing fall leaves.
They use the new climate controlled underpass that takes
them from the Barnes Jewish Hospital, under Kingshighway,
and directly into Forest Park. They walk past patients and
families reading the information kiosks and displays that
line the passageway and other staff sitting quietly enjoying
a coffee and quick read on their lunch breaks. Other visitors
are learning about Forest Park and enjoying fun activities
at displays celebrating Forest Park winning another Best
City Park award. The experience is unique and highlights an
award-winning partnership between numerous stakeholders.
Over lunch, Sam and Vic look out at the Park and watch
visitors walking the trails and even some taking advantage of
the exercise stations. A few people are even soaking up the sun
and fresh, cool air in the sensory garden.
As they walk back to the hospital complex, they appreciate

the year-round access that the tunnel provides to thousands of
visitors.

Kim and Pats kids are older now and share a love of Forest
Park from their frequent visits as kids. Today, Kim and Pat are
planning to meet their son at Bixbys for lunch before visiting
the Jewel Box to reserve it for a private party. The trip for Kim
and Pat starts by planning their trip using the Forest Park
Visitors App that gives them the schedules and connections
for the different transit options, they purchase tickets through
the app and admire the efficiency and convenience that
technology has created over their years of visits. After a short
drive to a park-and-ride lot, they board the bus rapid transit
(BRT) that takes them all the way to Forest Park. At the BRT
station in Forest Park, they are able to easily transfer to the
North-South Fixed Transit Line that takes them directly to the
Missouri History Museum. Their son, who was studying with
friends in The Loop, jumped on the Loop Trolley and arrived at
the History Museum at nearly the same time as his parents.
After lunch, all three boarded the Forest Park Circulator that
took them directly to the Jewel Box for their appointment.

Carol is retired and more active than ever, planning bike rides
around the Park and around the region. Today, she and some
friends are planning a nice bike ride to The Hill to sit out on
the patio of their favorite restaurant. Their trip starts like
it always does, using Des Peres Avenue to access the Park.
After a short leg on the Lindell two-way, protected bikeway,
they enter Forest Park at DeBaliviere. The transition from
the bikeway to the roadway is smooth and stress-free. The
group decides to take the on-street route through the middle
of the Park that takes them to the new pedestrian and bicycle
overpass near the South Visitor Center. The overpass gets
them over I-64 and onto the bike lanes along Oakland Ave,
and eventually to Macklind Avenue and the River Des Peres
Greenway leading south to The Hill.

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Forest Park Connectivity

and Mobility Study

Eric Bothe, City of St. Louis Board of Public

Paul Toenjes, Designer, SWT Design

John Kohler, Board of Public Service,

Jessica Perkins, Public Engagement, Vector

Wes Haid, Planner, SWT Design

Deanna Venker, Commissioner of Streets,

FOREST PARK FOREVER | CITY OF ST. LOUIS PARKS DEPARTMENT | 3

How to Use this Document:

Analysis and Strategies

Improve Connectivity to Surrounding Neighborhoods

Improve East-West and North-South Connections

Improve the Dual Path System

Reduce Conflicts for On-street Cyclists

Enhance Existing Internal Transit

Consider Future Modes of Transit

Improve Connections with Other Modes and

Improve Parking Function within the Park

Enhance Real-Time Communications

Conclusions 138 - 159

Description of short-, intermediate-, and long-term

STUDY ADVISORY COMMITTEE

In addition to the regular monthly meetings, members of the Study Advisory

The Forest Park Connectivity Study is grounded in a solid foundation of community

FOREST PARK CONNECTIVITY AND MOBILITY STUDY | 6

FOREST PARK ADVISORY BOARD

FOREST PARK FOREVER | CITY OF ST. LOUIS PARKS DEPARTMENT | 7

Within the Guiding Principles, 10 objectives helped further frame 22 strategies

SHORT-TERM This scenario identifies initial recommendations that would quickly

INTERMEDIATE This scenario builds on numerous improvements to cyclists

LONG-TERM This long-term scenario represents the full vision of the

recommendations of the Study. It promotes a multi-modal vision, where visitors can

FOREST PARK CONNECTIVITY AND MOBILITY STUDY | 8

FOREST PARK FOREVER | CITY OF ST. LOUIS PARKS DEPARTMENT | 9

LONG-TERM VISION FOR CONNECTIVITY

FOREST PARK CONNECTIVITY AND MOBILITY STUDY | 10

FOREST PARK FOREVER | CITY OF ST. LOUIS PARKS DEPARTMENT | 11

Support bus rapid transit stations at I-64 in Park

Establish partnerships with Washington University, Washington University/BJC Medical Center,

Establish a connectivity plan for pedestrians to Central West End station

Identify locations for new pedestrian crossings on Skinker

Operational enhancements include changes to fare collection and branding

Study and implement the Lindell parking-protected two-way bikeway

Develop a plan for improvements to all intersections throughout the Park

Design and implement a transit/bike-only lane on Government from Washington to Pagoda

FOREST PARK CONNECTIVITY AND MOBILITY STUDY | 12

FOREST PARK FOREVER | CITY OF ST. LOUIS PARKS DEPARTMENT | 13

PLANNING/ DESIGN continued

Redesign Clayton Road for 2-way bicycle access

Connect the underpass to larger Dual Path network

Preserve corridors for future fixed transit

INVESTMENTS/ CAPITAL PROJECTS

Prioritize improvements to key intersections, identified on the map

Construct connection of Dual Path along south side of Central Fields

Improve the bicycle connection to the Dual Path at Wydown

Make Forest Park Trolley passes available at institutions

Consider implementing Phase I amenities package

Develop education tour guide program to implement on Trolley

Implement on-street markings at stations, build awareness

Reduced rate for families, especially on weekends

Fill in gaps in the sidewalk network

Implement signal timing improvements for pedestrians, ped scramble