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NORTH HANLEY STATION AREA PLAN

St. Louis, Missouri | July 2013

North Hanley Station Area Plan


July 2013
Prepared for
East-West Gateway Council of Governments

By

In consultation with:
Nelson Nygaard
BAE Urban Economics
Hudson Associates

In partnership with:
St. Louis County Department of Planning
St. Louis County Economic Development Department
TOD Advisory Committee
Paul Hubbman, East West Gateway Council of Governments
Mary Grace Lewandowski, East West Gateway Council of Governments
Jessica Mefford-Miller, Metro St. Louis
John Langa, Metro St. Louis
Mark Phillips, Metro St. Louis
Kim Cella, Citizens for Modern Transit
Lonnie Boring, Great Rivers Greenway
Nancy Thompson, Great Rivers Greenway
Marielle Brown, Trailnet
Glenn Powers, St. Louis County Department of Planning
Bill Grogan, St. Clair County Transportation District
Don Roe, City of St. Louis Planning Department
Amy Lampe, St. Louis Development Corporation
Mark Vogl, HOK St. Louis

Contents
PROJECT BACKGROUND.......................................................................................................1
STATION AREA ANALYSIS/ EXISTING CONDITIONS............................................................5
PUBLIC PARTICIPATION PROCESS AND RESULTS ..........................................................19
STATION AREA PLAN.............................................................................................................21
Development Strategy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Phasing Strategy. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Street Sections. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Building Heights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Parks and Open Space . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
Bike and Pedestrian . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Walk Score. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
Landscape Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
Parking and Replacement Parking Strategies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Stormwater Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
Form Based Code. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
A, B and C Streets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
Land Use. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
ZONING/ORDINANCE RECOMMENDATION.........................................................................71
BIKE AND PEDESTRIAN IMPLEMENTATION STRATEGY...................................................73
Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
Strategies to Create an Inviting Walking Environment. . . . . . . . . . . . . . . . . . . . . . . . . . . 76
Strategies to Welcome Bikes to the Station Area. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
Pedestrian Access Recommendations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
Specific Bicycle Strategies. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
DEVELOPMENT STRATEGY RECOMMENDATIONS............................................................91
APPENDIX.............................................................................................................................A-1
LEED ND Scorecard. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-3
Public Survey Results. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-7
Records of Public Meetings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-21
Online Survey Results . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-27

| i

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PROJECT BACKGROUND

Project Background | 1

Over the last several decades, growth in the St. Louis metropolitan area has traditionally
followed lower density suburban patterns. Leaders from throughout the region, however,
have continued to search for appropriate strategies to promote transit-oriented development
(TOD), or mixed-use development designed to maximize access to, and promote use of,
public transportation. As the St. Louis MetroLink system marks over two decades in service,
these leaders have engaged in the study of how to maximize the investment made in light
rail for the region and its various jurisdictions and how also to increase the overall ridership
rate metro-wide.
East-West Gateway Council of Governments (EWG), in conjunction with Metro and a host
of regional stakeholder organizations, completed a TOD Framework Master Plan as part of
the Regional TOD Study for the St. Louis region in 2013. This study included the following
components:
Completion of a regional market study documenting the potential for various forms of
TOD at each station area between 2012 and 2040, based upon demographic and market data and analysis and input from local stakeholders and real estate experts.
Completion of site analysis and development feasibility analysis for each of the 37
existing MetroLink stations outlining the key issues that have an impact on development
viability and providing recommendations and action steps for local jurisdictions, Metro,
and other stakeholders to promote TOD at each station area.
Completion of detailed station area plans for five of the existing MetroLink station areas,
or combinations of stations, including North Hanley, Rock Road, Union Station / Civic
Center, Emerson Park / Jackie Joyner-Kersee, and Fairview Heights.
The intent of EWG, Metro, and its project partners is to outline a set of implementation tools
and recommendations for all 37 MetroLink stations that respond to market realities and provide specific guidance to each jurisdiction within the system that will move TOD forward over
the next few years. Rather than outlining general principles applicable to TOD, these plans
aim to tie specific site analysis and feasibility with appropriate tools and strategies to move
development efforts along.
The specific station area plans for North Hanley, Rock Road, Union Station / Civic Center,
Emerson Park / Jackie Joyner-Kersee, and Fairview Heights are intended to serve as detailed models of TOD, adhering to a range of station typology classifications. These classifications acknowledge that stations in urban downtown centers may serve different uses
and transit riders than perhaps those in neighborhood or suburban contexts. The station
area plans will provide momentum to implement TOD in the St. Louis region over the next
few years, establishing precedents for best practices and standards of development that all
communities along the MetroLink can emulate.
The five selected station areas were selected according to their regional location in the Metropolitan Area, the support of local leaders and citizens for further study of the stations, and
their varying representation of different station area typologies. In addition, these stations
ranked high for market viability; transit supportive potential and existing ridership; proximity
to services, civic amenities, and recreational opportunities; proximity to housing and jobs;
walkability and bikeability; existing supportive zoning; and available developable lands.

2 | Project Background

NORTH HANLEY STATION AREA PLAN | St. Louis, Missouri

North Hanley was selected for detailed study because it is one of Metros most heavily
used stations on the Missouri side, averaging 88,000 monthly boardings. As the first parkride station along the Red Line and its adjacency to Interstate 70, the North Hanley station
captures a large volume of suburban commuters heading into the city. The North Hanley
station is also adjacent to the Express Scripts Campus, a major employer in the region, and
the rapidly developing NorthPark business park. The stations close proximity to Lambert
International Airport and the University of Missouri- St. Louis help contribute to overall transit ridership numbers at this location. There is also surrounding residential neighborhoods
providing a local base of users.
The station contains approximately 20 acres owned by Metro. Much of the site is used as
a surface park and ride lot, providing future opportunities for higher yielding uses in denser
development patterns. A parking structure is also found at this station location. In addition,
there is a lot of vacant land, (approximately 218.5 acres in one half mile radius), surrounding
the station, and development momentum at NorthPark is generating interest in this area.
The adjacency to I-70 and relationship of the station to Lambert International also make this
MetroLink station appealing to industries and businesses that can benefit from those additional connections to the larger region and even international business.
The station area plan will be used by local leaders, both as a visioning document and as a
guide with tools that enable the station areas to develop according to TOD principles. The
station area plan outlines the form-giving networks for roads, parks and open space, bike
and pedestrian connections, and transit services. Comprehensive plans, zoning codes, and
ordinances can be revised and adopted immediately, ensuring that the sites are designated
for TOD development patterns when investors are ready to move forward with development.
Localities can also pursue short-term steps such as establishing tax incentives to facilitate
private sector development, purchasing or assembling land around MetroLink stations for
development, and investing in civic infrastructure.
Metro will use this plan as a guide to consider the future of their land holdings. In addition, they can also consider any enhancements to the transit offered at these select station
areas in planning for future development, including parking replacement strategies and any
expanded transit services.
Various components of this station area plan provide guidance to the county, Metro and
other partners in implementing TOD. The market study completed as part of this process
provides a greater degree of specific guidance concerning near-term opportunities (within
the next five to ten years) and provides a more general, order of magnitude forecast of development potential for the next ten to twenty years. While the development strategy identified in this station area plan identifies opportunities for short-term real estate development,
a good deal of the future development outlined in this plan represents a longer term vision
for the development potential around the North Hanley station over the next twenty years,
or more. Local officials will need to work with Metro and other partners to update this station
area plan periodically as demographic and market changes unfold in the local area.

Project Background | 3

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STATION AREA ANALYSIS/


EXISTING CONDITIONS

Station Area Analysis/Existing Conditions | 5

The North Hanley MetroLink station area is in the jurisdictions of St. Louis County and the
City of Berkeley. Currently, the station is characterized as an automobile dominant landscape with expansive surface parking lots, Interstate 70 running directly to the north, and a
four-lane road along Hanley Road. Recent development patterns around the North Hanley
station reflect the completion of suburban business park projects and corporate campus
expansions. Express Scripts, the areas major employer, holds a large amount of land north
of the interstate and on the western-most part of the UMSL campus. In addition, the existing Metro station occupies a 20-acre site, providing parking for 1,705 surface spaces and a
three-story garage. Some existing single-family housing remains to the south of the station
and University Place Drive, and multifamily units and a continued care center lie just to the
west of Hanley Road along with a gas station and a small commercial farm. In general,
distances between the station platform and local destinations such as employment centers
or the University of Missouri St. Louis campus are unpleasant environments to commute
through as a pedestrian or bicyclist. Much of the detached single-family housing to the
south of University Place Drive is boarded up and vacant. Given the suburban nature, the
North Hanley station area lacks any defining grid patterns. Much of the surrounding residential development orients around cul-de-sac or dead end streets.

Topography
The study area, within one-fourth mile of the
station platform, features grade changes
along the west and south sides of the immediate station area, along Hanley Road and
to the south of University Drive. While the
overall parking area at Hanley is fairly level,
these grade changes impede connectivity to
surrounding land uses and nearby destinations in the local community, and planning
for future TOD in the overall station area
should consider how to mitigate or plan for
this grade change in order to enhance the
overall viability of TOD at this location.

Streams and Floodplains

The North Hanley station area includes a very


large parking lot area that is often underutilized.

Floodplain zones do not exist in the station area.

Transportation Network
The North Hanley station area enjoys very good transportation connectivity due to its
adjacency to Interstate 70 and to Hanley Road, a major north-south thoroughfare. It is also
located relatively close to Interstate 170. Traffic counts for the major roads surrounding the
North Hanley area reflect the stations location at a key transportation connection point in
the northern suburbs of St. Louis. The I-70 freeway carries over 120,000 vehicles per day.
Hanley Road carries upwards of 15,000 vehicles per day south of the interstate and adjacent to the station, and around 42,000 trips per day north of the interstate in the NorthPark
area.

Bike and Pedestrian Environment


6 | Station Area Analysis/Existing Conditions

NORTH HANLEY STATION AREA PLAN | St. Louis, Missouri

The creation of a multimodal transportation environment requires the development of facilities for pedestrian, bicycles, transit, and automobiles. One way of determining the success
of these improvements is a level of service analysis (LOS). As it relates to the pedestrian
environment, LOS only considers such issues as physical improvements to sidewalks and
pedestrian safety. A LOS analysis typically does not consider land uses. As a response
to the need to consider land use in measuring walkability, Walk Score was created. Walk
Score rates urban environments based upon a sites proximity to a variety of land uses.
Sites are ranked in the following categories:
90100 . . . . . . . . . . . . . . . . . Walkers Paradise
Daily errands do not require a car.
7089 . . . . . . . . . . . . . . . . . . . . . Very Walkable
Most errands can be accomplished on foot.
5069 . . . . . . . . . . . . . . . . Somewhat Walkable
Some errands can be accomplished on foot.
2549 . . . . . . . . . . . . . . . . . . . . Car-Dependent
Most errands require a car.
024 . . . . . . . . . . . . . . . . . . . . . Car-Dependent
Almost all errands require a car.
By large measure, the greater the variety of land uses within close proximity of a given location, the higher the walk score. Used in combination with a level of service analysis, Walk
Score can provide a good understanding of current pedestrian conditions in the vicinity of
an existing light rail station.
As part of this planning effort, each of the stations within was evaluated using the Walk
Score service. Walk Score calculates a continuous score for any site from 0-100 based
upon its proximity to thirteen categories of amenities. Walk Score should not be confused
as a total measure of neighborhood walkability. It does not consider such factors as street
width, sidewalk width, block length, street design, safety from crime and traffic, topography,
or natural walking barriers such as freeway, natural barriers to walking such as freeways
and bodies of water, and/or weather. Nonetheless, Walk Score does provide one way of
measuring an areas walkability. Researchers are increasingly testing Walk Score as a
means of measuring public health. Results
suggest a positive relationship between a
high Walk Score and public health.
The area around the North Hanley station
currently registers a Walk Score of 50 (or,
somewhat walkable as defined by Walk
Score methodology), given the lack of
proximity from the station area to retail and
residential uses and a variety of other community uses. Interstate 70 poses a significant
barrier for people biking and walking, and
the grade changes to the south of the staThe St. Vincent Greenway along University Place
tion area limit connectivity from the Hanley
Drive, to the south of the station platform area.
Station Area Analysis/Existing Conditions | 7

station to areas to the south. The following details observations concerning the bike and
pedestrian environment in the North Hanley station area:
Some of the streets in the station area lack accommodations for pedestrians in line with
ADA standards.
Hanley Road is relatively wide with a width of six lanes, and University Place is similarly
large with three-lanes. This scale, combined with traffic speed and lack of pedestrian
crossings, creates an uncomfortable environment for people biking and walking.
The street network lacks connectivity from the station area to the surroundings neighborhoods to the south, forcing pedestrians and bicyclists to use Hanley Road with
relatively limited accommodations to travel to destinations.
The connectivity from the Express Scripts campus to the MetroLink station is uncomfortable due to the large expanse of bridge over I-70, limited pedestrian facilities, and
high traffic speeds. Crosswalks are absent at the I-70 on and off ramps. In addition, a
gate that surrounds Express Scripts forces employees to walk further distances than
perhaps necessary.
The grade change to the west of the station area, coupled with the width of North Hanley Road, discourages pedestrian and bicycle connectivity from the station area to uses
along the west side of Hanley Road, including a local gas station, a small commercial
farm, and apartment complexes.
While bicyclists may access the station area via roadways, the area around the Hanley station does not feature any dedicated bike lanes, and bicycle parking is relatively
limited at the station platform area.
The construction of the St. Vincent Greenway from the North Hanley area to the south
and east along the MetroLink line to the Delmar Loop area will help enhance the degree
of bike and pedestrian connectivity in the station area going forward.

Transit Supportive
From the North Hanley MetroLink station area, MetroBus lines provide connections to
surrounding destinations in addition to the Red MetroLink Line. This station acts as a real
transit hub.
#04 Natural Bridge MetroBus connects to:
Express Scripts
Downtown St. Louis
University of Missouri-St. Louis
#34 Earth City MetroBus connects to:
Express Scripts
Verizon Riverport Amphitheater
#35 Rock Road MetroBus connects to:
DePaul Medical Center
Northwest Plaza
St. Louis Mills
#36 Spanish Lake MetroBus connects to:
Express Scripts
Vatterott College
St. Louis Community College-Florissant Valley
8 | Station Area Analysis/Existing Conditions

NORTH HANLEY STATION AREA PLAN | St. Louis, Missouri

Christian Hospital Northeast


#44 Hazelwood MetroBus connects to:
Express Scripts
NorthPark
Village Square
#45 Ferguson-Florissant MetroBus connects to:
Cross Keys Shopping Center
Clocktower Place
#47 North Hanley MetroBus connects to:
Downtown Clayton
Express Scripts
Flower Valley Shopping Center
Cross Keys Shopping Center
#49 North Lindbergh MetroBus connects to:
Express Scripts
Plaza Frontenac
Monsanto Headquarters
Lambert MetroBus Port
#61 Chambers Road MetroBus connects to:
Express Scripts
NorthPark
Federal Center
#75 Lilac Hanley MetroBus connects to:
St. Louis Community College-Florissant Valley
Christian Hospital Northeast
#98 Chesterfield Hanley MetroBus connects to:
Westport Plaza
St. Lukes Hospital
As illustrated in the table below, the North Hanley station reports much higher average ridership numbers compared to averages for the Missouri portion of the system and the overall
MetroLink system. The stations designation as the last park and-ride stop on the Red Line,
along with the ease of access from Interstate 70 and North Hanley Road to the station platform area, contribute to higher ridership. In addition, the station serves commuters for Express Scripts, Lambert International, and UMSL. It is likely that the expansive free park ride
lot is also servicing airport employees who otherwise lack parking at Lambert International.

Station Area Analysis/Existing Conditions | 9

MetroLink Station Boardings

Existing Zoning and Entitlement Considerations


The North Hanley station area is divided between the City of Berkeley and St. Louis County.
Between the two jurisdictions, a variety of zoning districts encompasses the area within a
quarter mile of the station area, ranging from Single-family Residential to Non-Urban area
and Planned Research and Industrial. Some of these zoning designations favor the creation
of transit-oriented development, while others may constrain or hinder the development of
well-planned TOD.
Specifically, the large parcel where Metros Park-Ride Lot and the North Hanley Station
reside is zoned in St. Louis Countys C8: Planned Commercial District, which includes broad
development parameters and allows considerable flexibility that may be ideal in promoting
TOD. In addition, the blocks west of Hanley Road and south of Dragonwyck Drive are zoned
in St. Louis Countys R7: Multifamily Residential district, which allows all housing types and
mixed-use buildings (with the caveat that retail is limited to 5 percent of total floor area).
R7 zoning permits building envelopes of up to 200 feet, although this zoning classification
requires apartment building developments to include 10-foot side yards, 20-foot front yards,
and minimum lot areas of 1,750 square feet. The City of Berkeley has jurisdiction over the
North Park business park along the north side of I-70 and this area currently carries the
M-2 zoning designation. M-2 zoning would allow for industrial and business-centered forms
of transit-oriented development but does not allow for residential or mixed-use buildings. It
generally allows a vast range of office, research, and industrial facilities, as well as personal
services and some forms of retail by special permit. The M-2 zoning may inhibit more compact, pedestrian-oriented forms of TOD given the districts requirement for 30 to 50 foot side
yards, 40 foot front yards, and requirements for building envelopes of 90 feet. Future planning for land uses in the North Park area should consider the implications of any building
height restrictions posed by the areas location in or near the flight path for Lambert Airport.
Other zoning regulations may further hinder the potential for new transit-oriented development. Most zoning districts within the station area limit building heights to two or three
stories. Parking requirements in all residential districts in the area, with the exception of St.
Louis Countys R5, require 1.5 to 2 parking spots per dwelling unit and one space for every
200 to 300 square feet of floor area for retail and office uses. The potential for compact,
walkable TOD may be limited by minimum lot and yard size requirements in all residential
zoning districts (of which a good portion of the station area is comprised).
In general, the existing zoning framework within a quarter mile of the station area does not
allow for mixed-use development, and allows multi-family housing only on a limited basis.
Therefore, the general zoning framework around the Hanley station does not encourage the
creation of well-planned TOD. While a developer in theory could submit plans for TOD that
would involve zoning amendments or variances to allow for mixed-use development, the
area lacks the presence of a zoning framework that would actually encourage or require developers to pursue projects that align with the general goals of transit oriented development.

10 | Station Area Analysis/Existing Conditions

NORTH HANLEY STATION AREA PLAN | St. Louis, Missouri

Typology
The North Hanley station is most representative of a Suburban Town Center typology. This
station provides access to a mix of uses, including employment and residential, and has the
potential to support other uses, including retail, in the future. Suburban Town Centers can
serve as both origins and destinations for commuters. The North Hanley station area has
significant potential to evolve into a Suburban Town Center for this part of the northern St.
Louis metro area, including employment uses, residential, and retail. The stations location along I-70 and proximity to the airport and UMSL contribute to significant potential to
develop retail and office uses in particular, and the overall North Hanley station area could
evolve to represent one of the best examples of TOD in the region going forward.

Suitability for TOD


The station area within one quarter mile of the North Hanley station platform currently
includes residential densities of 1.56 units per acre, on average, and employee densities
of 1.31 employees per acre, on average. Housing types currently range from single-family
homes and some multi-unit apartments. Given that developments around light rail stations
ideally include residential densities of 20 units per acre and employment densities of 25
employees per acre, the current orientation of the station area does not facilitate or support
enhanced ridership on the MetroLink system and does not reflect the standards of Transit
Oriented Development. The North Hanley area has developed using the framework of typical post World War II suburban standards that do not facilitate transit oriented development.

Market
According to the regional TOD market study, between 2010 and 2040 the station area
around the North Hanley station is likely to experience an increase in demand for an additional 240 residential units and additional commercial space totaling around 257,700 square
feet. Given the station areas growth in employment and the potential future expansion of
NorthPark, the station area will likely absorb all of this projected demand within the next 30
years (if not much sooner). NorthPark is currently developing as a business and research
park, with infrastructure in place to support large campuses. Its location relative to interstates 70 and 170 and Lambert International Airport make development of corporate headquarter facilities, distribution centers, and manufacturing uses appealing at this location.
Given the high potential demand for new development over the next few decades, the strategy for the North Hanley area calls for the community to work with potential developers and
property owners to focus redevelopment energy near the station area. In addition, development activity aimed at making North Hanley a true TOD must focus on creating compact,
walkable development opportunities, while limiting the auto-centric patterns, including the
presence of lower density and sprawled development and large surface parking lots, that
currently dominate the station area. Furthermore, connections over Interstate 70 should be
improved, as the existing traffic volumes along North Hanley and the barriers posed by the
I-70 interchange crossing currently pose significant barriers for people walking and biking.

Station Area Analysis/Existing Conditions | 11

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Site Aerial
north park

hilton
garden inn

express scripts

heritage care
center

north hanley
metrolink

HA

NL

EY

RD

express
scripts

UNIVERSITY PL

ACE DR.
university district university of
missouri - st. louis

Design Workshop, 2013


0

100

200

400

1 in = 200 feet

STATION | NORTH HANLEY [CITY OF BERKELEY/COOL VALLEY/BELLERIVE]

Station Area Analysis/Existing Conditions | 13

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NORTH HANLEY [SITE ANALYSIS]


0
52

MetroLink Station Area Profile*


Identifies Metro-owned parcels that have the potential to encourage new
development around the station; other vacant and under-utilized sites that
may provide opportunities for infill development; and physical, policy, and
zoning barriers to TOD that currently exist.
500

northpark
properties

620

520

21 ACRES

500

north park
properties

properties

600

20 ACRES

north park

540

north park

partners llc

hilton
garden
inn

Average Monthly Boardings | 88,000 (MetroLink Station Average = 36,500)


500

AVE.

Station
Configuration | The station includes a Park-Ride lot of 20-acres
50
0
that
contains 1,705 surface parking spaces and a three-story garage that
holds 780 spaces.

500

9.3 ACRES

EVANS

vatteroft
college

I - 70

500

I - 70

coo

(123000-135000 ADT)

500

DT)
berkeley

12 ACRES

N. HANLEY

RD.

(6365 A

0
54

city of

500

properties

27 ACRES

500

Physical Barriers to Development | Pedestrian access to the sites


surrounding the station is limited due to barriers created by Interstate 70
and Hanley Road.
Regulatory Barriers to Development | Zoning around the station site may
support TOD within a planned commercial zoning district. An industrial and
business-centered form of TOD may also be supported. Medium and highdensity residential and mixed-use development is limited under current
zoning.
62
0

lle
l va

540

E.
YK AV

520

Nw
RAgO

620

600

Context | This station is south of Interstate 70 with North Hanley Road


serving as the major north-south connector. A suburban residential
neighborhood is located to the south of the station, while corporate
campuses lie to the north of I-70. The Express Scripts campus is located
directly adjacent to parking lots serving the MetroLink station. The station
is also near the University of Missouri St. Louis campus.

north park

16 ACRES

580

Site Analysis

express
600

scripts

Development Opportunity

uNIVERSITY PL

ACE DR.

Pros
0

58

580

Cons

MISS
IS

SIPP

I RIV
ER

620

640

56
0

muni corp

va
l
ol

village of a

co

560
bellerive

22.7 ACRES

N. HANLEY RD.

(15300 ADT)

le

58
0

Pedestrian connections across North


High transit ridership
Hanley Road and I-70 pose challenges
Significant parking inventory and
amenities
Significant amount of Metro owned land
and vacant land
corporate campuses and research
parks provide a large employment580base
Provides opportunities for mixed-use
development, including residential, on
either side of I-70
1/2 MILE RADIUS STUDy AREA
cULTURAL PLAcE Of INTEREST
METROLINk RED LINE
vAcANT PARcELS OvER 10 AcRES (6 TOTAL)
METRO OWNED PARcEL (20.37 AcRES)
PUbLIc OWNED PARcEL (14.6 AcRES)

*Dataand
andinformation
Information
provided
Design
Workshop,
East West
Gateway
and Metro.
See
*Data
provided
by by
Design
Workshop,
East-West
Gateway,
and Metro.
See the
the
MetroLink Station Area Profile Catalog for additional information. All extracted data is
MetroLink Station Area Profile Catalog for additional information. All extracted data is clipped
clipped and calculated to a one-half mile radius by Design Workshop.
and calculated to a one-half mile radius by Design Workshop.

0.18

vAcANT PARcEL (218.5 AcRES)


HISTORIc DISTRIcT
ADT

AvERAgE DAILy TRAffIc


PROPOSED ST. VINCENT GREENWAY TRAIL

STATION | NORTH HANLEY [CITY OF BERKELEY/COOL VALLEY/BELLERIVE]


0.27

0.36
Miles

etroLink

NSIT ORIENTED DEVELOPMENT STUDY

DRAFT: JUNE, 2012

Station Area Analysis/Existing Conditions | 15

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Existing Conditions Analysis

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umsl
north
metrolink

road network
regional (50,000+ adt)
arterial (30,000-49,999 adt)
collector (10,000-29,999 adt)
local (>10,000 adt)

potential road alignment


rail road line
Bus line
security gate

parking lot

T
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tenant parking
commuter parking

metro owned parcel

existing and potential open


space connections
existing trail connection
proposed trail connection
pedestrian connection

grade change

residential

Building frontage - short-term

historic district

Building frontage -long-term

corridor revitalization

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PUBLIC PARTICIPATION
PROCESS AND RESULTS

Public Participation Process and Results | 19

The project team conducted a series of three public meetings in the North Hanley station
area to gain input from interested community members, business owners, and other stakeholders concerning the potential for transit oriented development at this station.
The first public meeting on December 13, 2012, discussed the publics broad goals for the
station planning effort and the types of development and features that they would prefer to
see at the station area. In general, the public was in favor of developing a mixture of uses
and in creating a neighborhood oriented center at the North Hanley station including retail,
office, and residential land uses. Members of the public in particular expressed a desire for
more business park land and additional places for shopping.
At the second public meeting that was held February 19, 2013, the public provided additional detail concerning the preferred look and feel of development in the station area.
Participants supported residential densities of around twenty units per acre, and buildings
of four to five stories. Members of the public at the second public meeting also provided
input concerning preliminary station area plans that depict the potential locations for streets,
building locations, open space connections, and related amenities. The project team used
input from the public at the second meeting in order to formulate a final plan recommendation for the North Hanley station.
At the third and final public meeting on April 16, 2013, members of the public provided input
concerning the phasing and prioritization of improvements and development in the station
area and a range of implementation issues. Specifically, participants expressed support for
the overall land use and development concepts illustrated in the plans, as well as St. Louis
County adopting the station area plan for North Hanley as part of the countys overall comprehensive plan. The public favored using incentives to stimulate new development in the
station area, as well as the rezoning of the area for higher density development and the use
of public-private partnerships. Finally, participants strongly favored the Metro board endorsing the station area plan and making development of this and other TOD locations a priority.
The full set of results from online and in-person surveys for this project are available in the
Appendix to this document along with the records of the public meetings.

20 | Public Participation Process and Results

NORTH HANLEY STATION AREA PLAN | St. Louis, Missouri

STATION AREA PLAN

Station Area Plan | 21

Development Strategy
Given the high potential demand for new development over the next few decades, the
strategy for the North Hanley area calls for the community to work with potential developers
and property owners to focus redevelopment energy near the station. In addition, development activity aimed at making North Hanley a true TOD must focus on creating compact,
walkable development opportunities, while limiting the auto-centric patterns, including the
presence of lower density and sprawled development and large surface parking lots that
currently dominate the station area. Furthermore, connections over Interstate 70 should be
improved, as the existing traffic volumes along North Hanley and the barriers posed by the
I-70 interchange crossing currently pose significant barriers for people walking and biking.
University Place Drive and Hanley Road serve as the two main axes in the new east-west
grid. Development is encouraged to front both of these streets to maximize visibility to commercial uses. In addition, new TOD on the station side begins to provide opportunities for
small businesses to serve the daily needs and convenience of the stations workers, commuters, and residents.
The most straightforward and perhaps most realistic development strategy for North Hanley
would involve Metro moving forward, either as the owner of the property or in joint venture
with other entities in the public or private sector, with developing part of the parking lot at
the North Hanley station into the core of the station area development. Metro could, for
example, convert part of the parking lot near the station platform into a location for convenience retail or a small residential project. In the near term, parking would shift to normally
underutilized spaces on the south and west sides of the parking lot. Then, following the
completion of this initial stage of development, Metro could work with St. Louis County to
help coordinate with private sector property owners to the south and west of the agencys
property to ensure that ongoing developments meet the standards of TOD articulated in
the station area plan. St. Louis County, as the official jurisdiction covering the station area,
would ensure throughout the process that proper entitlement frameworks help to govern the
creation of development in the entire station area.

22 | Station Area Plan

NORTH HANLEY STATION AREA PLAN | St. Louis, Missouri

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METROBUS STOP
PROPOSED BUILDING
EXISTING BUILDING

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STATION | NORTH HANLEY [CITY OF BERKELEY/COOL VALLEY/BELLERIVE]

Station Area Plan | 23

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North Hanley
Perspective View
This perspective provides a depiction of the
potential development of a core Main Street
running north from University Place toward the
MetroLink platform. The perspective illustrates
how potential buildings in the station area would
align along the street in order to enourage increased pedestrian and bicycle traffic and overall retail viability. The buildings depicted here
would include a mixture of land uses, including
retail and office on the ground floors and primarily residential on the upper floors.

Design Workshop, 2013

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UNIVE

NORTH HANLEY
PERSPECTIVE VIEW
RSITY

PLACE

DR.

Station Area Plan | 25

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Phasing Strategy
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The phasing strategy at North Hanley has been


broken down into five phases. The first phase of
development considers the addition of amenities and neighborhood retail directly adjacent
to the transit platforms. The development of the
first block still maintains a significant amount of
surface commuter parking. In addition, a hotel can be sited in this location during the first
construction phase, tying into and taking advantage of the existing parking structure. Given the
stations proximity to the UMSL campus, corporate business and research parks, and Lambert
International Airport, the North Hanley site is
anticipated to be able to support lodging uses
early on.

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STATION | NORTH HANLEY [CITY OF BERKELEY/COOL VALLEY/BELLERIVE] | PHASE 1

Station Area Plan | 27

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Phase 2
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In Phase 2, the station development plan develops the block directly to the south of the Phase
1 area and to the south-west of the existing
parking structure. In addition, development that
closes the gap between the station area and the
UMSL campus is foreseen, as well as a development block along North Hanley. This second
phase still maintains a significant portion of the
surface park and ride lot in close proximity to
the station platform.

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STATION | NORTH HANLEY [CITY OF BERKELEY/COOL VALLEY/BELLERIVE] | PHASE 2

Station Area Plan | 29

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Phase 3
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Phase 3 fills in around the Metro owned land


holdings as well as to the south, as the previous
phases of redevelopment increase the momentum and desirability of the TOD area.

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STATION | NORTH HANLEY [CITY OF BERKELEY/COOL VALLEY/BELLERIVE] | PHASE 3

Station Area Plan | 31

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Phase 4 continues to spread the TOD outwards


within a one quarter mile distance of the train
platform. Development extends to the south,
providing connections to the existing residential
neighborhoods.

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STATION | NORTH HANLEY [CITY OF BERKELEY/COOL VALLEY/BELLERIVE] | PHASE 4

Station Area Plan | 33

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Phase 5
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Phase 5 considers the long-term potential redevelopment of existing structures in the area and
to the west of Hanley Road.

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STATION | NORTH HANLEY [CITY OF BERKELEY/COOL VALLEY/BELLERIVE] | PHASE 5

Station Area Plan | 35

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Street Sections
Keymap
Refer to the following pages for each of these
section renderings. The purpose of these street
sections is to provide depictions of the layout of
potential types of streets within the station area
going forward, including the number of lanes,
the layout of sidewalks and bicycle facilities, and
the overall relationships between the streets
and nearby buildings. While the exact design
of streets within the station area may of course
vary over time, these street sections should
provide planners guidance going forward.

north hanley
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5
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3
2

UNIVERSITY PLACE DR.

HAN

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RD.

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Station Area Plan | 37

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Street Sections

SECTION 1: Existing

Section 1: Hanley Road

SECTION 1: Proposed

Design Workshop, 2013

Station Area Plan | 39

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SECTION 2: Existing

Street Sections
Section 2: University Place Drive

SECTION 2: Proposed - Option A

SECTION 2: Proposed - Option B

Design Workshop, 2013


Station Area Plan | 41

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Street Sections 3, 4 and 5

SECTION 3: Proposed

SECTION 4: Proposed

SECTION 5: Proposed

Design Workshop, 2013


Station Area Plan | 43

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Building Heights

north park

In order to increase density and compactness


around MetroLink stations, building heights may
need to increase from existing zoning allowances around several of the stations in order to
support more vertically integrated uses in close
proximity to the station platform. The building
heights analysis considers existing zoning, existing neighborhood scale and architectural character, the study and understanding of regional
Form Based Code, and the predicted market
each station is anticipated to be able to support.
In addition, urban form is often determined by
the relationships of buildings to one another and
to the public realm. Form based code may allow
taller buildings of up to eight stories for general
TOD and TOD mixed use areas, but it also
dictates that buildings step back after the third
story in order to prevent a dark cavernous effect
from occurring.

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Within the North Hanley station area, most of


the existing zoning classifications limit building
heights to two to three stories in height. The proposed density plan concentrates buildings with
more stories directly around the station platform,
intensifying activity, and it reduces the height
and density as one moves farther away from the
station.

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ONE STORY
TWO STORIES
THREE STORIES
FOuR STORIES
SIX STORIES
EIGHT STORIES

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STATION | NORTH HANLEY [CITY OF BERKELEY/COOL VALLEY/BELLERIVE]

Station Area Plan | 45

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Parks and Open Space


The station area plan recommends a variety of
parks and open civic spaces to enhance livability and the character of place. A series of
parks, greenways, plazas, and natural open
spaces have been integrated into the plan. The
open space plan for North Hanley includes a
substantial plaza directly around the station
platform, creating a gateway for users entering
the site via rail or bus transit. In addition, the
plaza becomes visible from above on Hanley
Road, creating a visual linkage to the station
area. A small park has been integrated into the
southern portion of the plan, providing access
to new TOD users as well as existing residential neighborhoods. A greenway is proposed to
run through the North Hanley station, following
University Place Drive and connecting into the
St. Vincent Greenway trail system around the
UMSL campus. All of the commercial streets
will include street trees lining the corridors that
will reduce the overall heat island effect and
improve the visual appearance of development
areas.

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METROLINK
METROBUS
OPEN SPACE
PARK
PEDESTRIAN/BIKE
PARKWAY
PLAZA
CEMETERY
BIKE ROUTE
MULTI-USE TRAIL

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Station Area Plan | 47

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Bike and Pedestrian

Metrolink station

north park

Metrobus stop
sidewalk
crosswalk
Major intersection access
cross street access
t street access
proposed curb-cut access

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existing signal

The North Hanley station area requires wellconnected pedestrian facilities, including crosswalks, refuges for crossing large expanses of
road, and well-signaled crossings for pedestrians and bicyclists, alike. Much of the development plan concentrates uses within mile of
the station, or a comfortable five-minute walking
distance. Medians are used on Hanley Road,
providing traffic calming and refuge islands for
crossing pedestrians that is greatly desirable
against todays conditions. In addition, small
block sizes combined with the reduction and
consolidation of driveway entrances helps to
establish a pedestrian-friendly environment.
Other provisions, such as street furniture, lighting, landscaping, and wayfinding and signage
also contribute to a comfortable and pleasant
pedestrian environment. Future improvements to
businesses to the north should consider the various means of commuting their employees will
use in efforts to make large campuses efficient
to access by foot or bike. Secured businesses
should plan access points that are convenient to
walk or bike.

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35 mph

150

The North Hanley station area is currently benefitting from the addition of the St. Vincent Greenway, which runs to the south and east along
the MetroLink line to the Delmar Loop area. This
trail system should be well-connected to existing and new neighborhoods. In addition, larger
regional connections should be considered to
conveniently tie into this asset.

not to scale

220

1540

Median spacing
35 Mph

460

driveway
proposed traffic signal
crosswalk and
pedestrian signal

Well-planned Transit Oriented Development


combines transit-based regional access with
local mobility that emphasizes non-motorized
transport modes. Streets that are designed to
support bicycling and walking provide people
with safe and direct access between destinations via a well-connected network. Designing
streets for bicycling and walking supports more
people using active transportation and contributes to placemaking on residential and commercial corridors.

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STATION | NORTH HANLEY [CITY OF BERKELEY/COOL VALLEY/BELLERIVE] | ACCESS MANAGEMENT DIAGRAM

Station Area Plan | 49

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Walk Score

LEGEND

LAMBERT
NORTH
HANLEY
UMSL NORTH
UMSL SOUTH
ROCK ROAD

POPULATION

WALK SCORE

(within 1/4 mile)

Walker's Paradise

1000+

Very Walkable

500-1000

Somewhat Walkable

126-500

Car-Dependent

0-125

WELLSTON
UNIVERSITY
CITY
DELMAR
FORSYTH
FOREST PARK
CLAYTON
SKINKER
RICHMOND HEIGHTS
BRENTWOOD
SUNNEN

CONVENTION
EAST
CENTER
RIVERFRONT
8th & PINE
ARCH
CENTRAL GRAND
EMERSON
WEST END
JJK
UNION
STADIUM 5th &
MAPLEWOOD/
MISSOURI
STATION
CIVIC
MANCHESTER
CENTER

SHREWSBURY

WASHINGTON
PARK

FAIRVIEW
HEIGHTS

MEMORIAL
HOSPITAL

SHILOH-SCOTT

SWANSEA
BELLEVILLE

COLLEGE

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Station Area Plan | 51

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Landscape Criteria
north park

Often local governments seek to manage street tree plantings by implementing ordinances. Such
ordinances typically provide a list of acceptable street trees, a minimum size at installation, and
minimum tree spacing. However, such an approach does not insure a consistent and quality street
tree planting along any given street because of the random selection of street trees by each property owners. In addition, the street tree diversity of a given area may be reduced if all property owners select a limited variety of species. Clear and consistent street tree planting can give character
to local streets and assist in wayfinding. To address these issues, each station area plan includes
a street tree diagram, which defines the specific species to the planted on each street. All trees
should be planted 36-40 feet on center. All trees should be provided with at least 1000 cubic feet of
planting soil and a minimum tree opening of 100 square feet. By defining the desired tree species
from the outset the administration of the street tree requirement is simplified. The developer of a
particular land parcel simply needs to consult this diagram and meet the spacing, soil, and opening
requirements to insure conformance with the planting standards.

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PARKWAY

SUGAR MAPLE / RED MAPLE / PIN OAK

BLACKGUM / SYCAMORE / AMERICAN LINDEN / TULIP TREE


Landscape and streetscape treatments
within the study area should respond to placemaking,
GREEN CONNECTOR
RED MAPLE / SYCAMORE FLOWERING DOGWOOD
stormwater management,
and
microclimate
benefits. Careful planting of trees and other vegetaSTATION AREA GATEWAY
AMERICAN LINDEN / RED MAPLE / EASTERN REDBUD / PIN OAK
tion can helpRESIDENTIAL
enhance the livability
and
attractiveness
of the station area for residents, tenants, and
EASTERN REDBUD / FLOWERING DOGWOOD / SYCAMORE / TULIP TREE
visitors. In addition,
can be
used
highlight businesses within the station area, as well as
OFFICE/ LIGHTplanting
IND.
MOUNTAIN
ASH / to
SYCAMORE
SPECIAL CHARACTER
CHARACTER
making the station
platform moreSPECIAL
visible
and appealing.
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A street tree planting scheme has been developed based on varying aesthetic characteristics different types of streets and neighborhoods have. Within the North Hanley station area, the street tree
road type classifications include Parkway, Green Connector, Station Area Gateway, Residential,
Office/Light Industrial, Special Character, and Parking Lots. Each street type has been assigned a
range of native tree species appropriate to achieve a given visual characteristic.

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100

BLACK GUM / WILLOW OAK / SWAMPWHITE OAK

200

1 in = 100 feet

PARKWAY

SUGAR MAPLE / RED MAPLE / PIN OAK

BOULEVARD

BLACKGUM / SYCAMORE / AMERICAN LINDEN / TULIP TREE

GREEN CONNECTOR

RED MAPLE / SYCAMORE FLOWERING DOGWOOD

STATION AREA GATEWAY

AMERICAN LINDEN / RED MAPLE / EASTERN REDBUD / PIN OAK

RESIDENTIAL

EASTERN REDBUD / FLOWERING DOGWOOD / SYCAMORE / TULIP TREE

OFFICE/ LIGHT IND.

MOUNTAIN ASH / SYCAMORE

SPECIAL CHARACTER

SPECIAL CHARACTER

PARKING LOT

BLACK GUM / WILLOW OAK / SWAMPWHITE OAK

AMERICAN LINDEN

AMERICAN SYCAMORE

EASTERN REDBUD

MOUNTAIN ASH

TULIP TREE

PIN OAK

SWAMPWHITE OAK

FLOWERING DOGWOOD

RED MAPLE

STREET TREE TYPES

INTERSTATE BUFFER

Station Area Plan | 53

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Parking and Replacement Parking Strategies


Transit-oriented development requires parking replacement strategies inherent to promoting dense and walkable development centers while providing continued transit service to
existing commuters. When net parking spaces are lost to development, the transit provider
must ensure ridership counts do not drop or suffer from the reduction. In addition, reallocating parking uses to TOD uses, or instituting paid parking where free parking currently exists,
may cause commuters to seek out nearby parking in surrounding neighborhoods. This
burden of shifting parking and traffic patterns should be discouraged. Parking scenarios
must therefore accommodate community, stakeholder, and station needs, while promoting
the goals of TOD.
The North Hanley MetroLink station supports a significant amount of commuter spaces.
This is due to its location at the fringe of the city, making it an accessible commuter lot from
outlying areas, as well as its proximity to I-70 and Lambert International Airport. Lambert
International is a significant regional employer, but it is somewhat limited in free user parking. The existing MetroLink surface parking lot currently provides parking on 20 acres for
approximately 1,705 spaces and 780 spaces in a three-story parking structure.
MetroLink stations with existing park-ride facilities show a range of parking occupancy
patterns. As the chart below shows, approximately half of the existing lot was in use during a study of counts taken one day during the summer of 2011. In order to get an accurate
reading of park-ride utilization, regular and frequent counts during peak hours need to be
gathered at each station. This data will provide a baseline for transit trends today, and help
in measuring outcomes in the future with development.
Location
NorthHanley

#ofSpaces
1705

24hour
884

Longterm
0

TotalUsed
884

%Used
51.8%

%Unused
48.2%

Date
6/2/2011

The parking strategy at North Hanley works with phasing to gradually reduce the number of
surface parking spaces in close proximity to the station platform and replace them within the
framework of the new development. Many of the blocks are designed to wrap buildings with
mixed uses around surface parking lots in the center. Over time, as development gains momentum, the surface lots can evolve into structured lots, within the footprint and parameters
of the wrapped buildings. The parking strategy within North Hanley also maximizes curb
parking, providing flexibility and short-term access to businesses located within the station
area. Finally, bus bays and drop-offs should remain located in close proximity to the MetroLink platform and development core, promoting arrival from other regional destinations by
other means than just personal automobile.
A number of appropriate parking strategies can be considered with transit oriented developments. For example, some of the site parking can be provided for a fee, for example for
structured parking. In addition, zoning ordinances can be changed with lower or flexible
minimum parking threshold requirements, or conversely set maximum parking standards
rather than minimum. Since TOD inherently supports alternative modes of transportation,
including light rail, bus, pedestrian, and bicycle, the promotion of these other modes helps
the station to meet lower parking requirements.
TOD parking strategies can also include the establishment of a parking district, whereby
a managing entity gives developers the option of paying an in lieu fee for parking, rather
than constructing it themselves. This provides a buy-in at a rate that is less expensive than
the actual cost of constructing the parking space. The managing entity then constructs the
Station Area Plan | 55

pooled parking for the entire district, likely in the form of a parking structure. Parking districts work best when a station has an existing supply of parking to fill parking needs while
the overall parking fund is growing. The phasing strategy of North Hanley supports this
parking replacement strategy.

56 | Station Area Plan

NORTH HANLEY STATION AREA PLAN | St. Louis, Missouri

Stormwater Management
north park

The stormwater management strategy at North Hanley incorporates a range of detention, retention,
and infiltration methods in an effort to capture 100% of stormwater on site. The main goals in
stormwater management are to reduce quantity and increase quality of stormwater runoff, which
can be achieved by incorporating open space and landscaped areas and reducing hardscape.
The site currently contains two significant paved parking lots which do not provide a means for
infiltration. The proposed plan looks at various ways to incorporate stormwater interventions in a
series of smaller devices used throughout the plan. These infiltration and storage devices include
detention ponds, infiltration basins, rain gardens, bioswales, permeable paving, and increased
canopy cover.

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Detention Ponds

Detention Ponds are used to store and slow runoff in large storm events before it leaves the site.
While detention ponds create a delay that allows sediments to settle before leaving the site, they do
not necessarily provide any other means to improve the water quality before exiting.

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Integrating smaller scale biofiltration systems, such as infiltration basins, rain gardens, and vegetated bioswales throughout development is often a better strategy than providing one or more large
detention or retention pond. The smaller infiltration systems disperse water treatment throughout
the site, while simultaneously creating opportunities for enhanced planting, traffic calming, and even
pedestrian safety.

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Rain Gardens

A rain garden is defined as a planted depression that allows rainwater runoff from impervious urban
areas to be absorbed into the ground. Studies have shown that effective rain gardens can reduce
the amount of stormwater and pollution reaching creeks by as much as 30 percent. Rain gardens
should incorporate native plantings because these varieties typically do not require irrigation and
maintenance, and they are more hardy and adaptable to the local conditions. Examples of plants to
include in rain gardens to absorb the greatest amount of runoff include wildflowers, rushes, ferns,
shrubs and small trees.

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GENERAL WATERFLOW
MAIN RAIN COLLECTOR
SECONDARY RAIN COLLECTOR

PROPOSED STORMWATER
MANAGEMENT STRATEGIES
DETENTION POND
LINEAR INFILTRATION BASIN

Vegetated Bioswales

STREET W/RAIN GARDEN


RESIDENTIAL STREET W/ BIOSWALE
OR LINEAR INFILTRATION STRIP
STREET W/BIOSWALE
PARKING LOT W/BIOSWALE &

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POROUS PAVEMENT

STATION | NORTH HANLEY [CITY OF BERKELEY/COOL VALLEY/BELLERIVE]

50

1 in = 100 feet

100

200

Vegetated Bioswales are similar to rain gardens in that they absorb and filter runoff before the
stormwater exits the site. In general, native plants such as perennials and grasses do more to slow
down and infiltrate stormwater than mowed turf grass.

| STORMWATER MANAGEMENT DIAGRAM

Canopy Coverage

Typical street trees intercept water in their leaves and crowns, ranging from 760 gallons per tree per
year to 4000 gallons per tree per year, depending on their species and location. In addition, the soil
layer below also serves to filter water and slow down the pace at which it leaves the site. This station area plan calls for a goal of 30% urban tree cover to realistically maximize the amount of water
intercepted by tree canopies.

Permeable Paving

Permeable paving systems should be utilized in parking lots, for on street parking spaces, and even
for sidewalks. Permeable paving allows water to infiltrate into the ground, rather than channeling it
directly into a surface stormwater system. Permeable pavers slow the velocity of the water moving
across a site during a storm event.
Station Area Plan | 57

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Stormwater Management Types

Central Bioswale
Porous Pavement

Bioswale

Rain Gardens

Multiuse Trail w/ Porous


Pavement

Porous Pavement
in Parking Bays

Green Area

Permeable Pavers
in Sidewalks

Small Bioswale
or Linear
Infiltration Trench
PorousPavement
in Parking Bays
Permeable Pavers
in Sidewalks

Rain Gardens
in Corners

GREEN STREET WITH BIOSWALE

GREEN STREET WITH RAIN GARDENS

RESIDENTIAL STREET WITH BIOSWALE


OR LINEAR INFILTRATION TRENCH

PARKING LOT WITH BIOSWALE AND


POROUS PAVEMENT

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STORMWATER MANAGEMENT TECHNIQUES | TYPICAL

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Station Area Plan | 59

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Form Based Code


The North Hanley station area plan incorporates the concepts of Form Based Code (FBC)
into the physical plan of the development district. Using the Sustainable Zoning and Subdivision Ordinance Revisions for Saint Louis County, Missouri, drafted in February 2013 by
Clarion Associates as a guide, all of the station area plans respond to FBC principles within
Transit Oriented Development place type districts.
General Block, Lot, and Street Design for Place Type Districts dictate that interconnected
street patterns apply to all districts. The North Hanley station area plan works with existing road infrastructure and environmental factors like topography and creeks to extend and
establish a well-connected system of proposed roads, as closely as possible aligned to a
grid. FBC prescribes that the use of cul-de-sacs and dead end streets is avoided. FBC also
dictates that streets terminate on an architectural focal point or open space. The main
street running north south through the middle of the station area achieves this by terminating on the station platform plaza, a visual cue that pulls users into the site and directly links
them with the transit lines.
Block orientation is to be provided for maximized solar access, ideally on an east-west grid.
While much of the station area adheres to this, the rest lies within a 30 degree axis. Block
configuration should generally by rectangular, but varies in this station area due to existing
environmental constraints, road infrastructure, and parcel configuration. Blocks are designed so that buildings front on the streets, and parking is tucked in behind. Preferred block
sizes for TOD Place types range between 400 and 600. Parking should not be located on
corners, and this plan responds to that requirement by tucking it behind in most instances.
Parking should be in close proximity to the associated use, but the new surface parking lot
for commuters is dedicated for public use, and thereby can be provided a little further away.
Parking lot entrances occur through alleys, providing mid-block access.
The TOD Place Type District typically allows taller buildings for increased density with a
maximum building height of eight stories for general TOD and TOD mixed use areas. The
architecture has fewer setback requirements and should generally step back after the third
story. Accessible sidewalks are consistent in all street right-of-ways. Along commercial and
office fronting streets, the sidewalk is provided at a minimum of 8 feet in width. Other street
type design elements include street trees, bicycle paths or routes, on-street parking, and
pedestrian safety measures such as crosswalk and bulb-outs.
Open space requirements are recommended for districts larger than 15 acres. Park and
open space lands are incorporated in natural areas, trails, and a neighborhood park.
Furthermore, stormwater management strategies have considered the movement of water
through the site in a responsible way during storm events. This includes planted parking
lots, reduced impervious surfaces, and infiltration features to collect, infiltrate, and distribute
stormwater.

Station Area Plan | 61

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A, B and C Streets

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St. Louis County recently retained a consultant, Clarion Associates, to prepare a model form based
code for the county. The plans for each of the five stations have been reviewed in the context of
this draft plan. It is anticipated that North Hanley will be the first application of the county form
based code. Similarly, the Beyond Housing has retained Development Strategies has retained
Rock Road to prepare a form based code for that site. Although Union Station, Fairview Heights,
Jackie Joyner-Kersee, and Emerson Park are not in St. Louis County, these principles have been
applied to the stations as a means to test Form Based Code.

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In anticipation of the creation of these codes, this station area plans define A, B, and C streets.
Street character under form based codes is often defined by a system and hierarchy of streets. Not
all buildings can front and put their best face to the street, not all streets are Main Streets, and
buildings require service entries and access. Buildings need locations for loading docks, transformers, and other utility infrastructure. The designation of A, B, and C streets, is a means of suggesting which streets should be the primary focus of new architecture and which can be the focus of
service entries and less attractive portions of new development. Service uses are intended to go
on C Streets, and to a lesser degree, B Streets. Conversely, A streets should receive the greatest
emphasis in terms of streetscape improvements. Major building entries and lobbies should also
be oriented toward the A Streets. While the footprint of buildings may vary along the B Streets in
response to functional requirements, along A Streets, buildings should be pulled forward to the right
of way.

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METROLINK STATION
METROBUS STOP
A STREET
B STREET

STATION | NORTH HANLEY [CITY OF BERKELEY/COOL VALLEY/BELLERIVE] | STREET TYPE DIAGRAM

C STREET

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Street Type Diagrams Typical


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

PROPERTY LINE

PROPERTY LINE

BUILD-TO ZONE 0-5


FRONT AND CORNER

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Station Area Plan | 65

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PROPERTY LINE

PROPERTY LINE

B GRID STREETS

Street Type Diagrams Typical

BUILD-TO ZONE 5-15


FRONT AND CORNER
FRONT SETBACK | 5
SIDE SETBACK | 15

B Grid Streets
Thoroughfares that by virtue of their use, location, or absence of pre-existing pedestriansupportive qualities, may meet a standard lower
than that of the a-grid streets and are more
readily considered for warrants allowing automobile-oriented standards.

PROPERTY LINE

C GRID STREETS

REAR YARD SETBACK | 5 MIN.

C Grid Streets
In order to minimize traffic congestion, noise,
and pedestrian conflicts, a defined service route
has been identified for service and back street
movement.

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Station Area Plan | 67

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Land Use

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While the station area plan calls for the entire


area to be zoned as Mixed Use and therefore
allow for a variety of land uses within a given
project, this diagram outlines the various sub
districts within the station area. Within each sub
district, certain land uses may logically carry
greater weight as development proceeds. For
example, the area around the station platform
and connecting to the south toward University
Place would likely represent a retail core for
the station area. Areas to the west of Hanley
Road would logically develop with a greater
emphasis on residential uses.

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METROLINK STATION
METROBUS STOP
RESIDENTIAL SUBDISTRICT
RESIDENTIAL/STUDENT HOUSING
HOTEL SUBDISRICT
FESTIVAL/RETAIL SUBDISTRICT
MIXED USE NEIGHBORHOOD DISTRICT
CONVENIENCE RETAIL SUBDISTRICT
OFFICE SUBDISTRICT
CIVIC/COMMUNITY SERVICES
LIGHT INDUSTRIAL SUBDISTRICT

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ZONING/ORDINANCE
RECOMMENDATION

Zoning/Ordinance Recommendation | 71

Establishment of a TOD Zoning Classification


for the Entire Station Area
While some of the zoning classifications in the station area vicinity allow for residential uses,
several of the zoning types do not, and all of the zones allow for various setbacks, densities,
and other guidelines related to development that are not particularly conducive to the creation of TOD. While parts of the existing regulations allow for TOD, St. Louis County should
work to establish a consistent zoning code for TOD at the station area to guide development
and set expectations for developers and other partners. The TOD zoning should specifically
promote mixed-use and more compact development directly around the North Hanley station platform.
The public supported the use of mixed-use zoning to promote redevelopment at this MetroLink station. The cities should pursue mixed use zoning designations that encourage residential densities of 20 dwelling units per acre and encourage vertical, as well as horizontal,
mixing of land uses within the station area.

Establishment of Form Based Codes


for the Station Area
As a substitute for (or in addition to) the creation of a TOD specific zoning classification, St.
Louis County should formally adopt the Form Based Code (FBC) that it has created for the
station area and the surrounding vicinity in order to articulate the design of streets and building frontages within the station area district. A parallel zone district approach would allow
developers to elect to follow FBC regulations or continue with current regulations.

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NORTH HANLEY STATION AREA PLAN | St. Louis, Missouri

BIKE AND PEDESTRIAN


IMPLEMENTATION STRATEGY

Bike and Pedestrian Implementation Strategy | 73

Introduction
The station area plans are intended to provide for multi-modal transportation. It is not sufficient, therefore, to simply provide for a quality light rail experience for users. Patrons of
the Metro system must be able to access the station on foot, by bicycle, by bus, or by car.
The level of service for each of these modes of transportation must be balanced and high.
For this reason, all streets within the station area should meet the principles of Complete
Streets. Complete streets are designed to offer safe access for all users, of all ages and
abilities.
Many communities have adopted a Complete Streets Policy in order to direct their transportation planners and engineers to design and operate the entire right of way to enable safe
access for all users, regardless of age, ability, or mode of transportation.
Although each complete street is unique and responds to its community context, suggested
street sections have been provided for all streets within the station area. As illustrated,
these streets include such features as: sidewalks, bike lanes or sharrows, special bus lanes
where appropriate, bus stops, frequent and safe crossing opportunities, median islands,
accessible pedestrian signals, curb extensions, and narrower travel lanes.

Community Values

Designing streets for bicycling and walking provides numerous direct and indirect benefits.
Direct benefits can include safer travel choices for all road users, including those desiring
to walk, bicycle, drive, or take transit. Improved signage, signal timing and other treatments
can provide clarity and ease for drivers navigating city streets and a reduction in potential
crash points. More people may walk or bicycle in their daily lives, because the street networks provides more, and safer, facilities for active transportation. Vulnerable populations,
such as the young, elderly and disabled, may benefit from a transportation network that
supports their independent mobility. Walkable communities located goods and services
(such as housing, offices, retail, transportation, schools and libraries) so that they are easily
and safely accessible by foot.

Economics

Indirect benefits include placemaking opportunities on residential and retail corridors, increased retail spending, and stronger local economies as a result of improved accessibility.
Shoppers who arrive on foot, bicycle or transit are found to visit more frequently and spend
more money in some multimodal shopping corridors. Providing pedestrian and bicycle facilities, as well as safe, direct connections between commercial areas and nearby neighborhoods and patrons, can encourage these shopping trips, as well as contribute to improved
air quality and healthier communities.

Choice and Redundancy

Walkable communities provide safe and convenient transportation choices when streets
support a variety of users, not just drivers. Doing so allows municipalities to meet the needs
of different types of users and provide alternatives to traffic congestion and auto-dependency. Complete Streets support this goal by ensuring the transportation network can accommodate a wide variety of users including cars, transit vehicles, bicycles, and those who want
to walk from point A to point B.
Providing choice also spans across age groups and abilities. Many older Americans today
are faced with mobility challenges that are a result of losing the ability to drive. This popu74 | Bike and Pedestrian Implementation Strategy

NORTH HANLEY STATION AREA PLAN | St. Louis, Missouri

lation can stay independent and age in place through different transportation options.
Multiple options create redundancy and resilience through market changes.

Serve Existing Users

Even when pedestrian and bicycle facilities are missing or incomplete, users are still often
present and being underserved. Complete Streets ensure that all users are considered
whenever roads are constructed, reconstructed, or repaved. All types of projects can be opportunities to improve safety and provide facilities that support bicycling and walking.

Balance Varying Needs

Each street and its environs are unique. Complete Streets is a process whereby design
interventions support and balance mobility for all users and provide appropriate provision
for the safe and convenient travel of transit riders, pedestrians, bicyclists, and personal motor vehicle drivers. Complete Streets result in better connections between street users and
desirable places to live, work, learn, and play around the MetroLink network. The process
of improving streets for walking and biking should be an ongoing effort which reflects the
needs of current and future street users.

Site-specific, Human-scale

Pedestrians and bicyclists rely on site-specific and human-scale elements to facilitate trips
and the safety thereof.
Streets can be narrowed via curb extensions and medians to reduce crossing distances
and time.
Bicycle facilities can be design to spatially or temporally segregate cyclists from drivers,
thus protecting them from errancy.
Desire lines can inform design by revealing where people walk along and cross the
street.
Traffic signals can be timed and phased to reduce delay, prioritize pedestrian movements, and protect crossings.
Traffic calming can create slower speed streets which can be shared by all users.
Paths, small streets, and crosswalks can be coordinated to form a convenient and interconnected network for walking and cycling.
Barriers created by large roads, railroads, rivers, and walls can be bridged.

Prioritize Improvements

While creating and improving pedestrian and bicycle facilities is a priority on all corridors
and routes, the reality is that there are real constraints in implementing improvements,
including physical, financial and political constraints. The challenge is determining where to
begin.
Solve the most dangerous problems first. Mapping crashes is an important step in
project selection and development to address crash locations which involve high numbers of people, high injury severity, and/or high volume of near-misses.
Improve what already works. Completing streets does not mean that all streets in the
St. Louis region will need to be modified or changed. Many streets function well for all
users presently or with small interventions, with no need for extensive modifications.
Improving facilities and the streetscape where people are already walking and bicycling
will unleash latent demand for these transportation modes and attract more people,
benefiting the vitality of the street and community.
Work where there is support. Prioritize improvements in areas, such as schools, hospitals and parks, that attract high numbers of people, including vulnerable populations,
such as children, the elderly and disabled. Improve connections to transit for pedestriBike and Pedestrian Implementation Strategy | 75

ans and bicyclists, as well as commercial corridors and retail districts, as these support
increased ridership and sales.

Strategies to Create an Inviting Walking Environment


A station area should be safe, comfortable and inviting for people walking to and through the
district. The following is a tool box of strategies that can help contribute to a better walking
environment in the vicinity of MetroLink.

Sidewalks

Sidewalks are a key feature in any successful development. These separated pedestrian
lanes allow people walking along the streets to feel safe and out of the way of traffic.

A Complete Sidewalk Network

A complete sidewalk network will allow residents and visitors to comfortably walk to their
destinations and encourage people to move around the station area on foot. Sidewalks
should be provided on both sides of the roadway throughout the station area.

Connectivity

A successful network is well-connected for pedestrians. Sidewalks should link with other
modes of travel including MetroLink to increase the opportunities for mixing travel modes.
Internal connectivity addresses the circulation within the station area, whereas external
connectivity looks at the connections to adjacent neighborhoods and minimizing existing
barriers, such as busy or intimidating intersections, to ensure that residents and visitors can
access the station area.

Limited Curb Cuts

Curb cuts increase the danger to pedestrians using the sidewalks because of the inherent
conflict between vehicles entering and exiting the driveways and pedestrians crossing. In
general, driveways and curb cuts should be consolidated to create a safer and more enjoyable pedestrian experience, however, where curb cuts are necessary they should be well
marked.

Buffered Sidewalks

Sidewalks that include a landscaped buffer from the street enhance the feeling of safety and
comfort as well as improve the overall aesthetic appearance of local streets. Buffers can
help to provide a sense of enclosure for the pedestrian with space for seating or bike racks
to create a social space for pedestrians. On the local streets throughout the station area a
buffer of two to four feet is ideal.

Sidewalk Width

Sidewalks within the station area on busy retail streets with pedestrian activity would ideally
be 16 to 20 feet in width, allowing for a minimum four foot wide pedestrian clear zone and
a pedestrian amenity zone or places where restaurants can host sidewalk sales or outdoor
dining. Where space is constrained in the area sidewalks of 10 feet are desirable on streets
with more pedestrian activity. In areas where pedestrian activity is not as prevalent sidewalks should be a minimum of eight to 10 feet in width where they come right up to the street
and six to eight feet if they are separated from the street by a planting strip or buffer.

Sidewalk Condition
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Sidewalks should have a smooth surface to ensure safety and comfort for walkers as well
as wheelchairs or strollers. Paths should be maintained to be cleared of snow and encroaching plants or other impediments to sidewalk users. Wherever it is feasible, street
lights, utility poles, sign posts, fire hydrants, benches and other street furniture should be
located so they do not obstruct the pedestrian clear zone; ideally they should be located in
the amenity zone or grouped out of the way of pedestrians.

Pedestrian Amenities

The context of the built environment includes the elements that make a place visually interesting including the design and scale of buildings, the transparency of ground floor uses, as
well as the amenities that are provided including lighting, street trees and
seating.

Lighting

Pedestrian scale lighting is an amenity that can enhance the physical safety of people
traveling at night, as well as safety from crime. Walkers are most comfortable with street
level lighting that is bright enough to illuminate faces, pavement obstacles and changes in
sidewalk levels. Lighting features are also used to provide visual cues that define the retail
and pedestrian core of the station area.

Street Trees

Street trees can provide economic, environmental, physical, and financial benefits to a
community. In hot summer months, a consistent tree canopy provides a shaded respite
from the sun, areas of visual interest, and seasonal change as well as positive impacts on
perceived pedestrian safety. Urban street trees reduce pollutants in stormwater runoff and
in the air, mitigate stormwater runoff, sequester carbon, raise property values, and reduce
energy costs. Each station area should strive to reach a minimum of 15 percent tree canopy
coverage within the study area as recommended by the Davey Resource Group.

Strategies to Welcome Bikes to the Station Area


The following list of strategies can be implemented in the station area to improve the biking
environment and meet the needs of recreation and transportation:

Bicycle Lanes

Bicycle lanes serve an important function in the transportation network for several reasons:
they define a space dedicated to the preferential use by bicyclists and they help heighten
the awareness of motorists to the presence of bicyclists on the roadway. Properly designed
bicycle lanes encourage bicyclists to operate in a manner that is consistent with the legal
operation of all vehicles. The AASHTO Guide to Bicycle Facilities recommends bicycle
lanes be at least five feet wide; however, in extremely constrained circumstances, bicycle
lanes can be four feet wide. When possible, drive lanes can be narrowed to 10 to 11 feet in
order to provide a buffer space between cyclists and vehicular traffic. In cases where the
bicycle lane is adjacent to parking, the bicycle lane should be striped to identify the separation from the parking and travel lanes.

Shared Lane Markings

A shared lane marking is generally used when there is not enough room in the roadway for
a separate bicycle lane. Shared lane markings were developed primarily for local streets
and work best on low-traffic and low-volume streets. Shared markings can also be used on
a wider roadway where the traffic volume may not justify a bicycle lane. The marking helps
Bike and Pedestrian Implementation Strategy | 77

to encourage safe lane positioning and operation for bicyclists as well as to remind motorists about the presence of bicyclists. Bike lanes are much more likely to increase safety,
increase predictable riding, and attract users. Advisory bike lanes can be a good treatment
for narrow streets without room for an official bike lane.

Neighborhood Greenways

Neighborhood greenways are typically low-speed, low-volume streets that have been designated as priority bikeways. These streets include both identifying and route signage and
they may include traffic calming devices such as speed tables and roundabouts. These boulevards are effective because they provide a higher level of comfort for many users.

Wayfinding/Route Signage

Developing and installing wayfinding signage can go a long way to creating the feeling of a
bicycle-welcoming place. This wayfinding signage can also assist pedestrians and drivers. The Manual of Uniform Traffic Control Devices describes signage protocol that can
be incorporated into any signage that the city may develop for the station area. Important
features of a wayfinding sign include a directional arrow, the destination name and a mileage distance numeral. Time is also helpful information to include on signage for cyclists, as
many people do not understand how long it takes to bike to various destinations.

Bicycle Parking

The availability of bicycle parking in the form of bike racks, bike share facilities, and bike
lockers is important to encourage people to ride to particular destinations. Without a secure
place to lock a bicycle, the potential bicycle rider may choose to make his or her trip by vehicle. The installation of sufficient bike racks is important to encourage and increase bicycle
usage to particular destinations. The Association of Pedestrian and Bicycle Professionals
has published a best practices guide and recommendations about the types of racks to be
installed. Standard options include the inverted U design and the post and ring. An inverted
U-rack, either singularly or in a series, is space-efficient and allows bicycles to be secured
to the racks in two places, supporting the frame. A single U-rack can park two bicycles.
A post and ring rack may be useful in locations where space is tight. This rack allows two
bicycles to be parked at a time and encourages proper use with its intuitive design.

On Street Vehicular Parking

On street parking must be planned in accordance with bicycle facilities. In some instances,
front-in angled parking can be dangerous for cyclists passing behind due to limited sight
lines. Back-in angled parking can reduce this conflict where such a traffic configuration is
appropriate.

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Pedestrian Access Recommendations


The North Hanley MetroLink station is located adjacent to I-70 and Hanley Road in St.
Louis. As the westernmost park and ride facility, with more than 1500 parking spaces,
located adjacent to the Red Line, North Hanley captures many motor vehicle commuters
heading into St. Louis. Despite the presence of destinations such as Express Scripts and
Vatterott College, the station area provides poor pedestrian access. I-70 forms a significant
barrier to walking as the North Hanley overpass lacks complete pedestrian facilities, including crosswalks. Grade changes, incomplete sidewalks and disconnected street networks
hinder pedestrian connectivity between the station and the neighborhood to the west. The
map below shows the 1/2 mile radius station area. Listed are five specific locations which
are further described below.
1. North Hanley Road
2. Neighborhood West of North Hanley Road
3. Pathway Between North Hanley Road and Central Avenue
4. University Place Drive
5. St. Vincent Greenway
Recommendations Reference Map

Nelson\Nygaard, 2013
Bike and Pedestrian Implementation Strategy | 79

North Hanley Road


North Hanley Road is a wide six-lane road running along the western edge of the North
Hanley park and ride. The road width, speed of traffic and lack of pedestrian crossings contributes to an uncomfortable pedestrian environment. The lack of street network connectivity
from the station area to neighborhoods to the south forces pedestrians and bicyclists to use
Hanley Road to travel to residences and other community destinations. Hanley Road currently includes relatively limited bike and pedestrian accommodations. I-70 forms a significant barrier between the North Hanley station and areas to the north. Existing connectivity
is poor due to the poor pedestrian facilities around the intersection of North Hanley and I-70.
On the west side of North Hanley Road is a large apartment complex, nursing home and
healthcare facility. A fence was installed along the west side of the street to prevent crossings, however pedestrians continue to cross here at the intersection of Dragonwyk Drive
through a gap in the fence. Dragonwyk Drive is about 200 feet from the crosswalk at I-70.
EXISTING

Marked crosswalks are missing at I-70 on-ramps.

Crosswalks are missing across the I-70


westbound offramp.

Pedestrians cross North Hanley Road without the


aid of crosswalks.

Fences deter, but not do prevent,


pedestrians crossing North Hanley Road at
Dragonwyck Avenue.

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Intersection of North Hanley Road and University


Place Drive

Recommendations:

Add zebra crosswalks, curb ramps, and pedestrian signals on all legs of intersection to
improve visibility to motorists.
Construct medians at North Hanley Road and I-70 service roads (east-bound and westbound).
Install a pedestrian crossing with zebra crosswalk, protected pedestrian median and curb
ramps on across North Hanley Road on south side of Dragonwyk Drive.

RECOMMENDATIONS

The addition of crosswalks and protected pedestrian medians at intersections with I-70 ramps, as
well as Dragonwyck Avenue, improves pedestrian access to the station.

Nelson\Nygaard, 2013
Bike and Pedestrian Implementation Strategy | 81

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Neighborhood West of North Hanley Road

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The suburban residential area located to the west of North Hanley Road is difficult to access
on foot due to the grade change, the width of North Hanley Road and the lack of street connectivity offering a direct route.
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STATION | NORTH HANLEY [CITY OF BERKELEY/COOL VALLEY/BELLERIVE]

EXISTING

A fence separating properties on


Dragonwyk Drive and Loganberry Lane
presents an opportunity to provide a more
direct pedestrian connection to the station.

Recommendations:

Create an informal path, using signage or markings but no pavement, connecting Dragonwyk Drive and Loganberry Lane.

RECOMMENDATIONS

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Pathway Between North Hanley Road and Central Avenue


The sidewalk between North Hanley Road and Central Avenue provides a shortcut for pedestrians walking between Vatterott College and the station. However, the security fences
around the Express Scripts buildings forces employees to walk to the other side of the block
and through a parking lot. A gate located in the middle of the fence on the south side of the
property could potentially provide access, reducing the walking distance and supporting
employees who use transit and walk to work.
EXISTING

A closed gate on the south side of Express Scripts


forces employees to walk a further distance to
work.

Recommendations:

Open an entrance to the Express Scripts property at the existing gate on the south side
of the property to allow employees and visitors a shorter walk to and from the MetroLink
station.

RECOMMENDATIONS

Nelson\Nygaard, 2013
Bike and Pedestrian Implementation Strategy | 83

University Place Drive


University Place has a sidewalk on its north side, leading to the entrance to the park and
ride. Without a formalized pedestrian crossing at this high volume traffic entrance and no
pedestrian or bicycle facilities connecting to the St. Vincent Greenway, this is not a desirable
street for biking and walking.
EXISTING

Marked crossings are missing at the station


entrnace.

Sidewalks are missing on the south side of


University Place Drive.

Recommendations

Install zebra crosswalks at the park and ride driveway.


Replace right-turn slip lane at park and ride driveway with standard right turn lane.
Install sidewalk on south side of University Place driveway.

84 | Bike and Pedestrian Implementation Strategy

NORTH HANLEY STATION AREA PLAN | St. Louis, Missouri

St. Vincent Greenway


The St. Vincent Greenway runs from the North Hanley area to the south and east along or
parallel to the MetroLink line to the Delmar Loop area. Pedestrian access to the greenway
from the neighborhoods south and west of the North Hanley Station is hampered by uncontrolled crossings, wide crossing distances and the lack of connecting sidewalks.
EXISTING

St. Vincent Greenway.

Intersection St. Vincent Greenway and a


residential street, east of the station.

Recommendations:

Extend the St. Vincent Greenway along the south side of University Place Drive to
North Hanley Street, where it can connect with future pathways to the south and north.

RECOMMENDATIONS

Extending the greenway west to North Hanley Road.

Nelson\Nygaard, 2013
Bike and Pedestrian Implementation Strategy | 85

Specific
Bicycle Strategies
Specific Bicycle Strategies
The following section explores possibilities to increase bicycle access to the five stations. It is based on a
four step process:

Mapping origins and destinations within the catchment area

Plotting routes from the station to those destinations

Prioritization of routes

Designing facilities along those routes

The scope of this exercise includes only the first two steps. The latter two will involve a more extensive
analysis of the routes, selecting preferred routes, then designing facilities accordingly. Ideally it would
include a more robust stakeholder outreach effort, field observations of existing conditions and
possibilities for interventions, and cost calculations. It is also effective to integrate the work as much as
possible within other efforts (roadway construction and maintenance, bridge rehabilitations, sewer and
stormwater work, park design and maintenance).

Step 1: Origins and Destinations


The catchment area for bicycle trips is determined by a radial measure of 3 miles. This is based on a 20minute ride at 10 miles per hour (a no sweat pace). An optimal bicycle route network connects the
origins and destinations of existing and potential bicycle users, which can include schools, houses of
worship, parks, residential areas, shopping centers, office buildings, etc. In some circumstances, the 3mile radius may be extended to connect with other regional greenways, priority bicycle routes and
destinations.
Destinations were selected based on their likelihood to increase MetroLink ridership. Residential and
employment areas are a source of potential commute trips. Parks and trails are destinations - cyclists
can take MetroLink to ride in parks and on trails not near their homes, and MetroLink can be used during
poor weather or when your bike has a flat tire. Shopping areas are noted as they are part of "trip-chains"
- cyclists stop and shop during their commutes.

Step 2: Routes
With the origins and destinations mapped, the next step is to identify potential routes. Every attempt was
made to create the shortest and most direct route between origins, destinations, and the station. They
were adjusted based on factors including:

Directness: Routes are prioritized which follow a linked chain of the shortest links between
origins and destinations, while providing access to secondary destinations along the way.
Bicyclists are unlikely to use facilities which greatly increase the travel distance or trip time over
that provided other transportation options, so it is important that routes are reasonably direct.

Continuity: Routes connect to existing, planned and proposed bicycle routes to create a dense
network of continuous bicycle routes. The bicycle route network should have as few gaps as
possible. A key focus is missing links missing links in the network - gaps that if bridged can have
a tremendous impact in terms of connectivity. These can be a simple as providing a safe crossing
of a busy street to building an actual bridge over a creek or railroad tracks.

Obstacles: Routes are selected which minimize conflicts between motor vehicles and bicyclists,
and limit exposure to obstacles and barriers, such as highways, on-ramps, high-speed traffic,
bridges, and tunnels. Conversely, alternate direct routes do not exist in many areas, requiring that
bicycle routes provide links across these barriers and through large blocks or parcels of land.

86 | Bike and Pedestrian Implementation Strategy

NORTH HANLEY STATION AREA PLAN | St. Louis, Missouri

Street networks which rely on a high number of discontinuous minor roads limit bicyclists ability
to travel to transit.
In addition, potential routes are evaluated on the basis of the number of residents and commuting
workers who live within a half-mile of the route. While the bicycle facility type and design is not considered
at this stage, it is important that route is accessible to users as people living within a half-mile of a bike
path are at least 20% more likely to bicycle at least once a week, compared to people living slightly
1
farther away from the path.

Steps 3 and 4: Prioritization and Facilities


As mentioned above, these steps fall outside the scope of this project. Going forward, the routes
identified will need to be prioritized based on feasibility of implementation, cost, demand probability,
political considerations. Conceptual facility design will inform prioritization. Finally, actually interventions
will need to be designed and implmented.

Vernez-Moudon, A.V., Lee, C., Cheadle, A.D., et al., 2005. Cycling and the built environment, a US perspective. Transp. Res. Part
D 10, 245261.

Bike and Pedestrian Implementation Strategy | 87

North Hanley
The map below shows the 3 mile radius station area with desire lines between the station and various
origins and destinations, including:

Schools, residential areas and shopping centers in Dellwood, Ferguson, Endicott, Park, Woodson
Terrace

Office parks and employers, including Boeing, Express Scripts

UMSL

The map following shows the recommended bicycle routes linking the station area and various origins and
destinations in a 3 mile radius. The table indicates the existing population of potential bicycle users along
each route or segment.

Figure 4 North Hanley Station Origins and Destinations Map

Nelson\Nygaard, 2013
88 | Bike and Pedestrian Implementation Strategy

NORTH HANLEY STATION AREA PLAN | St. Louis, Missouri

Figure 5 North Hanley Station Bicycle Routes Map

Nelson\Nygaard, 2013

Figure 6 North Hanley Station Population by Route

IDRoute

Population
within .5
Length
miles
(mi.)
Per
Total
Mile

Commuting
Workforce
within .5 miles
Total

Per Mile

Selected
Destinations

Major
Obstacles

1 Ferguson Ave

0.74 5,410 7,324

2,018

2,732

Commercial and Retail, Ted Jones


Trail

2 Florissant Rd

4.43 19,708 4,449

8,520

1,923

Ted Jones Trail, Schools,


Ferguson

I-70
intersection

3 Hanley Rd

4.88 12,985 2,659

5,132

1,051

Boeing, Express Scripts, Schools

I-70
intersection

4 Mississippi River Trail

6.93 19,972 2,884

7,792

1,125

Boeing, Schools, Ferguson,


Dellwood

I-170
underpass

5 Natural Bridge Rd

3.50 13,710 3,914

6,068

1,732

Boeing, Business Park,

I-170
underpass

Springdale Ave - University Place


Drive

1.48 9,095 6,160

3,808

2,579

St. Vincent Greenway

7 UMSL - Lucas and Hunt Rd

5.30 20,000 3,772

7,596

1,433

Ted Jones Trail, St. Vincent


Greenway, Schools

8 West Florissant Ave

1.98 11,057 5,598

4,320

2,187

Commercial and Retail, Dellwood

9 Woodstock Rd

1.43 6,053 4,239

2,360

1,653

Commercial and Retail


Bike and Pedestrian Implementation Strategy | 89

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DEVELOPMENT STRATEGY
RECOMMENDATIONS

Bike and Pedestrian Implementation Strategy | 91

The development strategy pairs concepts of phasing of development with a toolbox of implementation ideas in order to outline a roadmap for ongoing development in the Hanley station
area over the near term and the long term.
In terms of phasing, the initial development plan would likely involve developing a part of the
parking lot near the Hanley platform into a mix of local serving retail and office uses. Then
over time the area to the south would be developed into retail or employment center uses.
The following development strategy tools will assist the county, Metro, and other partners in
moving development forward at the station area:
Issuance of Requests for Proposals (RFPs) for development: Unless Metro or the
county wish to enter the development business, these two parties should use the tenets and
vision outlined in this station area plan to develop RFPs to solicit developer involvement.
The RFP should articulate the development and design standards required for a development deal and should outline other requirements expected of developers. This process
should help to attract interest from St. Louis and beyond for parties interested in developing
at the station area.
Rezoning of the station area: The county should proactively rezone the station area to
densities sufficient to provide transit supportive development. In the case of Hanley, the
county should zone for at least 20 dwelling units per acre. The zoning should allow for a
variety of land uses and therefore should constitute mixed use zoning.
Adoption into comprehensive plan: The county should work to adopt the station area
plan into its Comprehensive Plan in order to ensure that the vision and goals articulated by
the community are memorialized and recognized by the governing body as a whole.
Adoption of Form Based Code: The county should work to institute a form based code for
the station area in keeping with the goals and guidelines outlined in this station area plan.
This strategy will help to maintain the levels of quality and design expected by the community for the station area.
Explore Potential for PPP (Private Public Partnership): The county should explore opportunities to participate in potential development deals either by providing equity, loans and
related financing, or other financial incentives in order to constitute a public private partnership.

92 | Bike and Pedestrian Implementation Strategy

NORTH HANLEY STATION AREA PLAN | St. Louis, Missouri

APPENDIX

Appendix | A-1

Page intentionally left blank


A-2 | Appendix

NORTH HANLEY STATION AREA PLAN | St. Louis, Missouri

LEED ND Scorecard
LEED 2009 for Neighborhood and Development

North Hanley TOD

Project Checklist

Project Information Forms

Updated 04/22/2013

Possible Points: N/A

Assigned
Notes:

Minimum Program Requirements


Project Summary Details
Occupant and Usage Data
Schedule and Overview Documents
6

11

d/C

Smart Location and Linkage

Possible Points: 27

Assigned
Notes:

Prereq 1

Smart Location

Prereq 2

Imperiled Species and Ecological Communities

Prereq 3

Wetland and Water Body Conservation

Prereq 4

Agricultural Land Conservation

Prereq 5

Floodplain Avoidance

Credit 1

Preferred Locations

10

Credit 2

Brownfield redevelopment

Not attainable - No brownfields

Credit 3

Locations with Reduced Automobile Dependence

Check how many possible points

Credit 4

Bicycle Network and Storage

Credit 5

Housing and Jobs Proximity

Credit 6

Steep Slope Protection

Credit 7

Site Design for Habitat or Wetland and Water Body Conservation

2
2
7

1
2

Check how many possible points yes and maybe

Implement a Stormwater Management Plan. Civil Engineer/ Design Workshop

Credit 8

Restoration of Habitat or Wetland and Water Body Conservation

Not attainable - no restoration on site

Credit 9

Long-Term Conservation Management of Habitat or Wetlands and Water Bodies

Not attainable - no restoration on site

14

21

Neighborhood Pattern and Design

Possible Points: 44

Assigned
Notes:

Prereq 1

Walkable Streets

Prereq 2

Compact Development

Determine base line and calculated design case. Will be doing same for WE 3. Architect

Prereq 3

Connected and Open Community

Credit 1

Walkable Streets

12

Facades and Entries (a,b,c,d) / Ground-Level Use and Parking (f,g, i, j, l ) (2 possible: h, m) / Design Speeds for Safe Pedestrian and Bicycle Travel (2 possible: n, o) / Sidewalk Intrusions (1 pos

Credit 2

Compact Development

Depends on Density, we can probablly get between 4-6 points (4 points: 25-38 DU/acre ; 6 points +63 DU/acre)

Credit 3

Mixed-Use Neighborhood Centers

We need more than 19 diverse uses within 1/4 mile walk distance of 50% of dwelling units

Credit 4

Mixed-Income Diverse Communities

Points depend on Simpson Diversity Index for Housing Types and/or Affordable Housing

Credit 5

Reduced Parking Footrpint

Off Street surface parking is less than 20% of Development Footprint

Credit 6

Street Network

Don't think we have enough intersections either within the project or in 1/4 mile distance from Project Boundary

Credit 7

Transit Facilities

Credit 8

Transportation Demand Management

Credit 9

Access to Civic and Public Spaces

Credit 10

Access to Recreational Facilities

Credit 11

Visitability and Universal Design

Credit 12

Community Outreach and Involvement

2 points has to include a Design Charrette or Interactive Workshop

Credit 13

Local Food Production

Consider Farmers Market

Credit 14

Tree Lined and Shaded Streets

Credit 15

Neighborhood Schools

2
1
2
1
1
1
1
2
1
6

13

Green Infrastructure and Buildings

Possible Points: 29

Not attainable - No Recreational Facilities close by

Not attainable - Closer schools (middle and elementary) more than 1/2 mile away

Assigned
Notes:

Prereq 1

Certified Green Building

Prereq 2

Minimu Building Energy Efficiency

Prereq 3

Minimum Building Water Efficiency

Prereq 4

Construction Activity Pollution Prevention

Credit 1

Certified Green Buildings

Credit 2

Building Energy Efficiency

Credit 3

Building Water Efficiency

Credit 4

Water-Efficient Landscaping

Credit 5

Existing Building Use

Not attainable - No existing buildings we are/ could re-use

Credit 6

Historic Resource Preservation and Adaptive Reuse

Not attainable - No historic buildings and/or cultural landscapes in the site

Credit 7

Minimized Site Disturbance in Design and Construction

Not attainable - There are areas in the site that are nor previously developed and we are not setting any land aside to be preserved

Credit 8

Stormwater Management

2 points for 85% Percentile Rainfall Event (20-40 years) / 4 points for 95% Percentile Rainfall Event

Credit 9

Heat Island Reduction

Credit 10

Solar orientation

Credit 11

On Site Renewable Energy Sources

1
1
1

C Credit 12 District Heating and Cooling


1
LEED 2009 for New Construction and Major Renovations Project Checklist

Not attainable
1 of 2

Appendix | A-3

Page intentionally left blank

Credit 13

Infrastructure Energy Efficiency

Credit 14

Wastewater Management

Credit 15

Recycled Content in Infrastructure

Credit 16

Solid Waste Management Infrastructure

Credit 17

Light Pollution Reduction

1
1
1

Innovation and Design Process

Possible Points: 6

Notes:

d/C Credit 1.1

Innovation and Exemplary Performance: Provide Specific Title

d/C Credit 1.2

Innovation and Exemplary Performance: Provide Specific Title

Credit 1.3

Innovation and Exemplary Performance: Provide Specific Title

d/C Credit 1.4

Innovation and Exemplary Performance: Provide Specific Title

d/C Credit 1.5

Innovation and Exemplary Performance: Provide Specific Title

d/C Credit 2

LEED Accredited Professional

1
4

Regional Priority Credits (Zip Code 63121)

Possible Points: 3

Regional Priority: Credit: NPDc1 Walkable Streets

d/C Credit 1.2

Regional Priority Credit: SLLc2 Brownfields Redevelopment

d/C Credit 1.3

Regional Priority Credit: SLLc4 Bicycle Network and Storage

d/C Credit 1.5

Regional Priority Credit: GIBc5 Existing Building Reuse

d/C Credit 1.4

Regional Priority Credit: GIBc6 Solid Waste Management Infraestructure

d/C Credit 1.6

Regional Priority Credit: GIBc8 Rainwater Management

1
1
1

31

50

14

Yes

Assigned
Notes: 1-4 Points Possible. A project that earns a Regional Priority credit automatically earns one point in addition to any points awarded for that credit.

d/C Credit 1.1

Assigned

Total

Possible Points: 110


Certified 40 to 49 points

Silver 50 to 59 points

LEED 2009 for New Construction and Major Renovations Project Checklist

Gold 60 to 79 points

Platinum 80 + points

2 of 2

Appendix | A-5

Page intentionally left blank

Public Survey Results


December 2012
1.Whatwouldyouliketoseeasaresultofthisstationareaplanningeffort?
(chooseyourtopthree)
Placestoshopandgetgroceries
Placestoeatanddrink
Morelocaljobopportunities
Morehousing
Betterconnectionsforbicyclistsandwalkers
Morepeopleridingtransit
Parks,plazas,libraries,andthelike
Serviceslikedaycarecentersordoctorsoffices
Fewercarsandtraffic
Noneoftheabove

20
18
13
9
9
8
8
6
4
2

2.WhatIdislikethemostaboutthisMetroLinkstationisthefollowing:(chooseall
thatapply)
Therearenostoresorservicesnearby
Thereisnoplacetoeatordrinknearby
Icantwalkthereeasily
Ifeelunsafe
Icantbikethere
IttakestoolongtogetanywhereonMetroLinkfromthisstation
Busconnectionstothestationarepoor
Thisstationishardtofind
Drivingthereisdifficult
UsingMetroLinkistooexpensive

28
25
19
12
6
5
3
3
2
1

3.ThetopthreethingsiwanttoseeatthisMetroLinkstationare:(choosethree)
Forthisstationareatofeelmorelikepartoftheneighborhood

49

Tohavebettershopsandrestaurants

43

Forittofeelsafer

24

Betterpedestrianconnections

22

Toconnecttomorejobs

21

Tohavemorekindsofhousingaroundit

19

Toprojectabetterimageofthecommunity

17

Betterbikeconnections

Betterbusconnections
Other

8
0

Appendix | A-7

4.RegardingparkingspacesatthisMetroLinkstation,thereare:(chooseone)
Idontknow

35%

Justenough

32%

Toomany

18%

Sometimesnotenough
Usuallynotenough

15%
0%

5.Regardingeconomicgrowth,planningforthisstationareashouldfocuson:
(chooseone)
Usingtransittoattractcompaniesfromoutsidetheregion

50%

Supportingorencouraginggrowthofmomandpopbusinesses

26%

Noneoftheabove

15%

Supportingvisitationtotheregion(includingtourism)

9%

6.Themostimportantenvironmentalissuesforthisstationareaare:(chooseyour
topthree)
Shadeandtrees

24%

Renewableenergy

17%

Noise

17%

Stormwaterrunoff

16%

Airquality

14%

Waterquality/waterpollution
Idontknow
Other

8%
3%
1%

7.Regardingaestheticissues,planningforthisstationareashouldfocuson:(choose
one)
Improvingthequalityofstreetscapesaroundthestationarea

69%

Improvingtheappearanceofbuildingsaroundthestationarea

17%

Idontknow,Iwouldliketolearnmore

6%

Improvingtheappearanceofparkamenitiesorconnections

6%

Providingpublicartaroundthestationarea

3%

Other

0%

Improvingtheappearanceofparkingareasinthestationarea

0%

A-8 | Appendix

NORTH HANLEY STATION AREA PLAN | St. Louis, Missouri

8.IwouldbeinfavorofthefollowingtypesoflandusesaroundthisMetroLink
station:(selectallthatapply)
Restaurants

29

Retail

27

Offices

23

Entertainment

22

Hotel/lodging

17

Civicbuildings(libraries,communitycenters,etc.)

17

Lightindustrialuses

11

Educationalfacilities(K12,College,technicalschool,etc.)

10

Placesofworship
Other

5
4

9.Iwouldbeinfavorofthefollowingtypesofresidentialusesaroundthis
MetroLinkstation:(selectallthatapply)
Townhomes

23

Multistorycondominiums(forsale)

21

Apartments(forrent)

18

Duplexes

13

Singlefamilydetachedhomes

Other

Iamnotinfavorofhavingresidentialusesaroundthisstation

10.Iwouldbeinfavorofthefollowingtypesofretailaroundthisstationarea:
(selectallthatapply)
Convenienceretail(sandwichshops,drycleaners,bank,etc.)

30

Neighborhoodretail(florists,bookstores,giftshops,etc.)

28

Grocerystores

23

Bigboxretailers(Walmart,Target,Kohls,etc.)
Other

12
5

Appendix | A-9

11.Iwouldbeinfavorofthefollowingtypeofentertainmentusesaroundthis
stationarea:(selectallthatapply)
Movietheaters

21

Bars/taverns

16

Familyentertainmentcenters(arcades,gamecenters,etc.)

12

Amphitheaters

10

Comedyclubs

Other

Iamnotinfavorofentertainmentusesnearthisstation

Dancehalls/nightclubs

Sportsvenues/sportsarenas

12.Iwouldbeinfavorofthefollowingtypeofdevelopmentaroundthisstation
area:(chooseone)
MixedusedevelopmentorientedaroundaMainStreet
Largeformat,regionaluses(retail,orbusinessparks)

78%
11%

Conventionalsuburbandevelopment

7%

Noneoftheabove

4%

Idontknow,Iwouldliketolearnmore

0%

13.Iwouldbeinfavorofexploringthefollowing"CompleteStreets"strategiesfor
HanleyRoadnearthestationarea:(chooseallthatapply)
Installingbikelanesorpathsalongthesideoftheroad

22

Installingbenches,trashcans,andotherstreetscapeelements

21

Installingimprovedsignageandwayfinding

19

Conversionoftrafficlanestoaccommodatebikefacilities

17

Usingatravellane,ortheshoulder,forexpressbusservice

15

Installingpublicarttoimprovethecorridorsappearance
Noneoftheabove

A-10 | Appendix

12
2

NORTH HANLEY STATION AREA PLAN | St. Louis, Missouri

14.Ienvisionthisstationareaevolvingtorepresentthefollowing:(chooseone)
Aneighborhoodcenterwithretail/officeuses

56%

AregionalcenterservingtheNorthCountyarea

37%

Continued,existingpatternsofdevelopmentandlanduses
Noneoftheabove

7%
0%

15.Iwouldbeinfavorofthefollowingdevelopmentstrategyforthisstationarea:
(chooseallthatapply)
Useguidelinestocreateadesiredlook/feelfornewdevelopment

23

Revisezoningtoallowhigherdensitydevelopment

23

Revisezoningtoallowawiderrangeoflanduses

23

Don'talterexistingregulations;focusonimprovingbiking/walking

Allowcurrentlanduseplanstoguidedevelopment

Noneoftheabove

16.Iwouldbeinfavorofthefollowingtypesofpublicinvestmentindevelopment
aroundthisstationarea:(chooseallthatapply)
Purchasingorassemblinglandtofacilitatenewdevelopment

19

Investmentinparks,openspace,andtrails

18

Subsidies(suchastaxincentives)tosupportprivatedevelopment

15

Investmentincivicfacilities(libraries,communitycenters,etc.)

15

Investmentinroadsservicingthestationarea

14

Investmentinutilitiesservicingthestationarea

11

Investmentinparkinglotsaroundthestationarea

Idontknow

Noneoftheabove

17.Iwouldbeinfavoroflocaljurisdictionsalteringtheirregulationstoallow
greaterlevelsatthisstationarea:(chooseone)
Yes

89%

No

7%

Idontknow

4%

Appendix | A-11

18.Howdidyoulearnaboutthismeeting?(chooseallthatapply)
Other

Email

Poster

TVinterview

Anotherwebsite

Announcementatanothermeeting

Projectwebsite(www.stlouistod.com)

Mailing

Radio

19.Wheredoyoulive?(chooseone)
St.LouisCity

43%

ElsewhereinStLouisCounty

36%

Normandy

11%

ElsewhereintheStLouisregion

7%

Bellerive

4%

Other

0%

Berkeley

0%

20.Thefollowingindicatesmycurrentage:(chooseone)
5064

37%

3549

A-12 | Appendix

26%

6579

19%

2534

19%

80+

0%

1824

0%

Under18

0%

NORTH HANLEY STATION AREA PLAN | St. Louis, Missouri

February 2013
1.Inordertoencouragethecreationofnewdevelopmentaroundthis
station,Iwouldbeinfavorofbuildingheightsofupto:(chooseone)
10ormorestories

23%

4stories

23%

5stories

15%

3stories

12%

8stories

8%

6stories

8%

2stories

8%

9stories

4%

7stories

0%

1story

0%

2.InordertoencouragedevelopmentaroundthisstationareaIwouldbein
favorofresidentialdensitiesofthefollowing:(chooseone)
8 12

26%

20 30

22%

3 5

15%

30 50

11%

50+dwellingunitsperacre

7%

12 20

7%

5 8

7%

1 3
Idontknow,Iwouldliketolearnmore

4%
0%

Appendix | A-13

3.Iwouldbemostinterestedinpursuingthefollowingasaninitialdevelopment
projectaroundtheHanleystation:(chooseallthatapply)
Smallprojectcombiningretailandresidential

11

Corporatecampusormajoremploymentcenter

11

Coffeeshop/retailorientedtotransitriders

Smallneighborhoodretailcenter(drycleaner,bank,etc.)

Smallprojectcombiningofficeandresidential

Residentialuses(apartmentorcondominium)

Ahoteldevelopment

Noneoftheabove

4.IwouldliketoseeMetro,overtime,convertsomeoftheexistingsurface
parkingatNorthHanleytodevelopment,whileprovidingforreplacementparking
facilities:(chooseone)
Stronglyfavor

54%

Somewhatfavor

21%

Stronglyoppose

13%

Neutral

13%

Somewhatoppose

0%

5.Iwouldbeinfavorofhavingmoreparkinggaragesandfewersurfaceparking
spotsinordertoencouragemoredevelopmentatthisstation:(chooseone)
Stronglyfavor

65%

Somewhatfavor

15%

Somewhatoppose

8%

Neutral

8%

Stronglyoppose

4%

6.Iwouldbeinfavorofthefollowingstyleofstreetscapedesignforthestreetsin
thestationarea:(chooseone)
Traditional

54%

Contemporary
Artistic

A-14 | Appendix

31%
15%

NORTH HANLEY STATION AREA PLAN | St. Louis, Missouri

7.Iwouldpreferthefollowingtypesofbikeaccommodationsinthestation
area:(chooseallthatapply)
Bikelockers

16

Bikesharingfacilities(Bcycle)

14

Acommercialbicycleshopwithbikerentals.

Noneoftheabove

8.Iwouldmostbeinfavorofthefollowingkindofcivicamenityaround
thisstationarea:(chooseone)
Policestation

42%

Recreationcenter

19%

Communityservicescenter

12%

Smallcommunitycenter(withactivityrooms,etc.)

12%

Branchlibrary

12%

School(elementary,middle,orhighschool)

4%

9.Iwouldmostbeinfavorofthefollowingkindofparks/openspace/
greenspaceamenitiesaroundthisstationarea:(chooseallthatapply)
Jogging/walkingtrailconnections

14

Openspaceforgreenstormwatermanagement

13

Naturalopenspaceareanear/atthestationarea

10

Parknearthestationareawithgrass&seating
Playgroundwithequipmentforkids

9
8

Appendix | A-15

10.Iwouldpreferthefollowingkindsofpublicartinandaroundthis
stationarea:(chooseone)
OptionC

32%

OptionD

28%

OptionB

20%

OptionE

12%

OptionA

8%

11.Iwouldbeinfavorofthefollowingideasforprovidingasaferpedestrian
crossingacrossHanleytothewestfromthestationarea:(chooseallthat
apply)
Betterlightingandsignage

15

BridgeortunneloverHanley

11

Bulboutorcurbextension

10

Trafficsignalforpedestrians

10

12.IwouldbeinfavorofchangingMetropolicytoallowfoodanddrinktobe
transportedonthetrain:(chooseone)
Stronglyagree

35%

Stronglyoppose

27%

Somewhatagree

27%

Neutral
Somewhatoppose

8%
4%

13.Whatkindsofconnectionswouldyouliketoseeimprovedfrom
NorthHanleytotheUMSLcampus:(chooseone)?
Linearparkconnection

35%

Bike/trailconnections

27%

Improvedsidewalkconnections
Noneoftheabove

A-16 | Appendix

23%
15%

NORTH HANLEY STATION AREA PLAN | St. Louis, Missouri

April 2013
1.-12.) To prioritize streetscape improvements on the pedestrian priority streets identified for downtown, participants
were asked to rate the IMPACT of each element and the URGENCY of implementing them on a scale from 1 to 5
where 1 = lowest and 5 = highest.
Public Meeting Results

3
6

1
4

Healthy Street Trees

Greem Stormwater Strategies

Lighting Enhancements

Improved Signage

Improved Bike Facilities

Improved Site Furnishings

urgency

impact

Appendix | A-17

13.Doyousupporttheproposedtreeplantingstrategy?(chooseone)
Yes

78%

Idontknow

11%

No

11%

14.Iwouldbeinfavorofdevelopingpartsoftheneighborhoodsouthof
UniversityPlaceintoamixtureofdifferentlanduses.(chooseone)
StronglyAgree

60%

Neutral

20%

Agree

20%

StronglyDisagree

0%

Disagree

0%

15.Whatisyourpreferredgatewaymarkingstyleforkeylocations
approachingthisdevelopmentdistrict?(chooseone)
Archwayorelementthatspansthestreet

30%

Gatewayentryplaque

30%

Publicartelement

20%

Verticalelementonbothsidesofthestreet

20%

A-18 | Appendix

Noneoftheabove

0%

Other

0%

NORTH HANLEY STATION AREA PLAN | St. Louis, Missouri

16.IwouldbeinfavorofStLouisCountyadoptingthisplanforthe
MetroLinkstationareaaspartofthecomprehensiveplanforthe
community.(chooseone)
Stronglyagree

78%

Agree

22%

Stronglydisagree

0%

Disagree

0%

Neutral

0%

17.IwouldbeinfavorofStLouisCountyimplementingadevelopment
incentivesinthestationareainordertomoreformallypromote
developmentofthisstationarea.(chooseone)
Agree

33%

Stronglyagree

33%

Neutral

22%

Disagree
Stronglydisagree

11%
0%

18.Iaminfavorofthedevelopmentandlanduseconceptsdepicted
forthisstationarea.(chooseone)
Stronglyagree

60%

Agree

40%

Stronglydisagree

0%

Disagree

0%

Neutral

0%

Appendix | A-19

19.IaminfavoroftheMetroboardendorsingthisstationareaplanand
promotingitsdevelopmentaspartofacoremissionoftheagency.
(chooseone)
Stronglyagree

56%

Agree

44%

Stronglydisagree

0%

Disagree

0%

Neutral

0%

20.Iwouldbeinfavorofthefollowingstrategiestopromotethe
developmentofthisstationarea:(chooseallthatapply)
Updatezoningtoencourageflexibility,buildingsup
to4stories,andmixeduses
Public/Privatepartnershipsforissuingofdeveloper
RFP(s)
Countytocoordinatestreetscapeimprovementstied
toredevelopmentefforts

5
2
1

Countypurchasingland

A-20 | Appendix

Noneoftheabove

Other

Countyofferingtargetedtaxincentives

NORTH HANLEY STATION AREA PLAN | St. Louis, Missouri

Records of Public Meetings


RECORD OF PUBLIC MEETING
Public Meeting description/purpose: St. Louis Transit Oriented Development Study
Public Outreach Meeting
Location of the meeting: University of Missouri-St. Louis, J C Penney Conference
Center, Summit Room, St. Louis, MO 63121
Meeting Date: December 13, 2012
Form prepared by: Crystal Howard
1. Describe how the public hearing/meeting was advertised to adequately inform the community.
The public meeting media advisory was distributed to the follow media outlets:
KMOV-Channel 4
KSDK - Channel 5
KTVI/KPLR-Channel 2/11
KWMU- 90.7 FM
KMOX-Radio 1120AM
Shine 690 AM (Minority radio station)

East St. Louis Monitor (Minority print


publication)
St. Louis Post-Dispatch
Suburban Journal (IL Bureau)
Belleville New Democrat

The three public meetings were also listed in the calendar section of the St. Louis Post-Dispatch. A press
release was also carried in the St. Louis Post-Dispatch online version stltoday.com. The following Study
partners also blogged about the meetings, placed information on their websites, placed variable message
boards on major county roads, Twitter feed or distributed the eBlast/eNewsletter to their mailing list: East
West Gateway Council of Governments (EWG), Metro, Citizens for Modern Transit (CMT), St. Louis
County, St. Louis County Economic Council, St. Clair County Transit District, City of Fairview Heights,
St. Clair County Board Chairman, East St. Louis Mayor, Jackie Joyner-Kersee Foundation, East St. Louis
Parks District and Heartland Conservancy.
2. Was the public hearing/public meeting held at an accessible place and at a time convenient to the
participating community? Identify the specific building and room where the meeting was held. Provide the
meeting times.
The meeting location was on the second floor of University of Missouri-St. Louis, J C Penney Conference
Center, accessible by elevator directly next to the Summit Room location.. The meeting location was
disability accessible and within close proximity to the UMSL-South station on MetroLink. Meeting times
were 4-7 PM.
3. Were any requests for special accommodation received prior to or at the meeting?
No requests for special accommodation were submitted.
4. During the public hearing/public meeting, were all concerns heard without regard to race, sex, color,
familial status, LEP, age, disability, or national origin?
Yes, all comments were address as questions were asked without regard to race, sex, color, familial status,
LEP, age, disability or national origin.

Appendix | A-21

5. Describe how persons in attendance were advised of the complaint procedures in the event they felt
discriminated against because of race, color, LEP, familial status, sex, disability, age, or national origin.
We did not receive any requests or complaints regarding discrimination issues. However, the consultant
team had the necessary complaint procedures and language available in the event any complaints were
raised.
6. Describe efforts to ensure citizen participation in the hearings, particularly by minorities and women.
Media interviews were conducted prior to the meeting to encourage participation. In addition to print
publications notices, EWG and Study team members were interviewed by the following media:
KWMU News interview
KMOX radio interview (Study team)
KSDK Channel 5On-air mention and website posting
Shine 690 AM (Minority radio station- Public Service Announcement)
Metrorider alerts on MetroLink trains
7. What was the total attendance at the meeting? How many minorities and women were represented at
the meeting? This should be based on staff observation.
A total of 46 attendees signed in at the meeting. Of the 46, 19 were women and approximately 12
minorities were in attendance.

A-22 | Appendix

NORTH HANLEY STATION AREA PLAN | St. Louis, Missouri

RECORD OF PUBLIC MEETING


Public Meeting description/purpose: St. Louis Transit Oriented Development Study
Public Outreach Meeting
Location of the meeting: Hilton Garden Inn, 4450 Evans Place, St. Louis, MO 63134
Meeting Date: February 19, 2013
Form prepared by: Crystal Howard
1. Describe how the public hearing/meeting was advertised to adequately inform the community.
The public meeting media advisory was distributed to the follow media outlets:
KMOV-Channel 4
KSDK - Channel 5
KTVI/KPLR-Channel 2/11
KWMU- 90.7 FM
KMOX-Radio 1120AM
Shine 690 AM (Minority radio station)
East St. Louis Monitor (Minority print
publication)

St. Louis American


St. Louis Beacon (online newspaper)
St. Louis Business Journal
St. Louis Patch (online newspaper)
St. Louis Post-Dispatch
Suburban Journals
Belleville New Democrat

The five public meetings were also listed in the calendar and press release section of the St. Louis PostDispatch. The following Study partners also blogged about the meetings, placed information on their
websites, placed variable message boards on Hanley Road near Evans Ave and Hanley Road near Natural
Bridge, Twitter feed, Facebook page or distributed their mailing list: East West Gateway Council of
Governments (EWG), Hudson and Associates, Metro, Citizens for Modern Transit (CMT), St. Louis
County, St. Louis City, East St. Louis Mayor, City of Fairview Heights.
2. Was the public hearing/public meeting held at an accessible place and at a time convenient to the
participating community? Identify the specific building and room where the meeting was held. Provide the
meeting times.
The meeting location was held at the Hilton Garden Inn. The meeting location was disability accessible.
Meeting times were 5:30-7:30 PM.
3. Were any requests for special accommodation received prior to or at the meeting?
No requests for special accommodation were submitted.
4. During the public hearing/public meeting, were all concerns heard without regard to race, sex, color,
familial status, LEP, age, disability, or national origin?
Yes, all comments were address as questions were asked without regard to race, sex, color, familial status,
LEP, age, disability or national origin.
5. Describe how persons in attendance were advised of the complaint procedures in the event they felt
discriminated against because of race, color, LEP, familial status, sex, disability, age, or national origin.

Appendix | A-23

We did not receive any requests or complaints concerning discrimination issues. However, the consultant
team had the necessary complaint procedures and language available in the event any complaints were
raised.
6. Describe efforts to ensure citizen participation in the hearings, particularly by minorities and women.
Media interviews were conducted prior to the meeting to encourage participation. In addition to print
publications notices, EWG and Study team members were interviewed by the following media:
KWMU News interview
KMOX radio interview
St. Louis Post-Dispatch calendar announcements and press release section
7. What was the total attendance at the meeting? How many minorities and women were represented at
the meeting? This should be based on staff observation.
A total of 31 attendees signed in at the meeting. Of the 31, 15 were women and approximately 9 minorities
were in attendance.

A-24 | Appendix

NORTH HANLEY STATION AREA PLAN | St. Louis, Missouri

RECORD OF PUBLIC MEETING


Public Meeting description/purpose: St. Louis Transit Oriented Development Study
Public Outreach Meeting
Location of the meeting: Hilton Garden Inn, 4450 Evans Place, St. Louis, MO 63134
Meeting Date: April 16, 2013
Form prepared by: Crystal Howard
1. Describe how the public hearing/meeting was advertised to adequately inform the community.
The public meeting media advisory was distributed to the follow media outlets:
KMOV-Channel 4
KSDK - Channel 5
KTVI/KPLR-Channel 2/11
KWMU- 90.7 FM
KMOX-Radio 1120AM
Shine 690 AM (Minority radio station)
East St. Louis Monitor (Minority print
publication)

St. Louis American


St. Louis Beacon (online newspaper)
St. Louis Business Journal
St. Louis Patch (online newspaper)
St. Louis Post-Dispatch
Suburban Journals
Belleville New Democrat

The five public meetings were also listed in the calendar and press release section of the St. Louis PostDispatch. The following Study partners also blogged about the meetings, placed information on their
websites, placed variable message boards on Hanley Road near Evans Ave and Hanley Road near Natural
Bridge, Twitter feed, Facebook page or distributed their mailing list: East West Gateway Council of
Governments (EWG), Hudson and Associates, Metro, Citizens for Modern Transit (CMT), St. Louis
County, St. Louis City, Village of Shiloh, East St. Louis Mayor, City of Fairview Heights.
2. Was the public hearing/public meeting held at an accessible place and at a time convenient to the
participating community? Identify the specific building and room where the meeting was held. Provide the
meeting times.
The meeting location was held at the Hilton Garden Inn. The meeting location was disability accessible.
Meeting times were 5:30-7:30 PM.
3. Were any requests for special accommodation received prior to or at the meeting?
No requests for special accommodation were submitted.
4. During the public hearing/public meeting, were all concerns heard without regard to race, sex, color,
familial status, LEP, age, disability, or national origin?
Yes, all comments were address as questions were asked without regard to race, sex, color, familial status,
LEP, age, disability or national origin.
5. Describe how persons in attendance were advised of the complaint procedures in the event they felt
discriminated against because of race, color, LEP, familial status, sex, disability, age, or national origin.

Appendix | A-25

We did not receive any requests or complaints concerning discrimination issues. However, the consultant
team had the necessary complaint procedures and language available in the event any complaints were
raised.
6. Describe efforts to ensure citizen participation in the hearings, particularly by minorities and women.
Media interviews were conducted prior to the meeting to encourage participation. In addition to print
publications notices, EWG and Study team members were interviewed by the following media:
KWMU News interview
KMOX radio interview
St. Louis Post-Dispatch calendar announcements and press release section
Belleville-News Democrat
7. What was the total attendance at the meeting? How many minorities and women were represented at
the meeting? This should be based on staff observation.
A total of 13 attendees signed in at the meeting. Of the 13, 6 were women and approximately 4 minorities
were in attendance.

A-26 | Appendix

NORTH HANLEY STATION AREA PLAN | St. Louis, Missouri

Online Survey Results


Survey
#1TOD - North Hanley
St. Louis
1. What would you like to see as a result of this station area planning effort? (choose your
top three)
Rating

Choice 1

Choice 2

Choice 3

37.5% (3)

12.5% (1)

50.0% (4)

100.0% (3)

0.0% (0)

0.0% (0)

Parks, plazas, libraries, and the like

50.0% (1)

50.0% (1)

0.0% (0)

Places to shop and get groceries

0.0% (0)

50.0% (2)

50.0% (2)

0.0% (0)

0.0% (0)

0.0% (0)

33.3% (2)

33.3% (2)

33.3% (2)

More people riding transit

0.0% (0)

80.0% (4)

20.0% (1)

Fewer cars and traffic

0.0% (0)

50.0% (1)

50.0% (1)

More housing

66.7% (2)

0.0% (0)

33.3% (1)

None of the above

0.0% (0)

0.0% (0)

0.0% (0)

Places to eat and drink


More local job opportunities

Services like daycare centers or


doctor's offices
Better connections to bicyclists and
walkers

1 of 17

Count

answered question

11

skipped question

Appendix | A-27

2. What I dislike most about this MetroLink station is the following (choose all that apply)
Response

Response

Percent

Count

This station is hard to find

20.0%

I feel unsafe

20.0%

Driving there is difficult

0.0%

0.0%

I can't walk there easily

50.0%

I can't bike there

50.0%

80.0%

60.0%

10.0%

30.0%

answered question

10

skipped question

Bus connections to the station are


poor

There is no place to eat or drink


nearby
There are no stores or services
nearby
Using MetroLink is too expensive
It takes too long to get anywhere
on MetroLink from this station

A-28 | Appendix

NORTH HANLEY STATION AREA PLAN | St. Louis, Missouri

2 of 17

3. The top three things I want to see at this MetroLink station are (rank your top three)
Rating

Choice 1

Choice 2

Choice 3

Better bus connections

50.0% (2)

25.0% (1)

25.0% (1)

Better bike connections

25.0% (1)

50.0% (2)

25.0% (1)

Better pedestrian connections

50.0% (3)

33.3% (2)

16.7% (1)

20.0% (1)

40.0% (2)

40.0% (2)

0.0% (0)

100.0% (2)

0.0% (0)

33.3% (1)

66.7% (2)

0.0% (0)

66.7% (2)

0.0% (0)

33.3% (1)

16.7% (1)

0.0% (0)

83.3% (5)

0.0% (0)

0.0% (0)

0.0% (0)

For this station area to feel more


like part of the neighborhood
For it to feel safer
To project a better image of the
community
To have more kinds of housing
around it
To have better shops and
restaurants
To connect to more jobs

Count

Other (please specify)

answered question

11

skipped question

Appendix | A-29

3 of 17

4. Regarding parking spaces at this MetroLink station, there are (choose one)
Response

Response

Percent

Count

Too many

27.3%

Just enough

36.4%

Sometimes not enough

9.1%

Usually not enough

0.0%

I don't know

27.3%

answered question

11

skipped question

5. Regarding economic growth, planning for this station area should focus on (choose one)

Supporting or encouraging growth of


mom and pop businesses
Supporting visitation to the region
(including tourism)

Response

Response

Percent

Count

45.5%

0.0%

54.5%

0.0%

answered question

11

skipped question

Using transit to attract


companies from outside the
region
None of the above

A-30 | Appendix

NORTH HANLEY STATION AREA PLAN | St. Louis, Missouri

4 of 17

6. The most environmental issues for this station area are (rank your top three)
Rating

Choice 1

Choice 2

Choice 3

Noise

50.0% (1)

0.0% (0)

50.0% (1)

Air quality

25.0% (1)

25.0% (1)

50.0% (2)

Water quality / water pollution

0.0% (0)

0.0% (0)

0.0% (0)

Renewable energy

0.0% (0)

40.0% (2)

60.0% (3)

Stormwater runoff

20.0% (1)

80.0% (4)

0.0% (0)

Shade and trees

71.4% (5)

14.3% (1)

14.3% (1)

I don't know

50.0% (2)

0.0% (0)

50.0% (2)

Other (please specify)

answered question

11

skipped question

Count

Appendix | A-31

5 of 17

7. Regarding aesthetic issues, planning for this station area should focus on (choose one)

Providing public art around the


station area

Response

Response

Percent

Count

0.0%

63.6%

0.0%

27.3%

0.0%

9.1%

Other (please specify)

answered question

11

skipped question

Improving the quality of


streetscapes around the station
area
Improving the appearance of
buildings around the station area
Improving the appearance of park /
open space amenities or
connections
Improving the appearance of
parking areas in the station area
I don't know, I would like to learn
more

A-32 | Appendix

NORTH HANLEY STATION AREA PLAN | St. Louis, Missouri

6 of 17

8. I would be in favor of the following types of land uses around this MetroLink station
(choose all that apply)
Response

Response

Percent

Count

Offices

72.7%

Entertainment

54.5%

Restaurants

90.9%

10

Retail

81.8%

27.3%

45.5%

81.8%

Hotel / lodging

36.4%

Light industrial uses

9.1%

Educational facilities (K-12,


College, technical school, etc.)
Places of worship
Civic buildings (libraries,
community centers, governmental
centers, etc.)

Other (please specify)

answered question

11

skipped question

Appendix | A-33

7 of 17

9. I would be in favor of the following types of residential uses around this MetroLink station
(select all that apply)
Response

Response

Percent

Count

Single family detached homes

11.1%

Duplexes

33.3%

Townhomes

44.4%

Multi-story condominiums (for sale)

66.7%

Apartments (for rent)

77.8%

11.1%

Other (please specify)

answered question

skipped question

I am not in favor of having


residential uses around this station

10. I would be in favor of the following types of retail around this station area (select all that
apply)

Grocery stores
Big box retailers (Walmart, Target,
Kohls, etc.)
Convenience retail (sandwich
shops, dry cleaners, bank, etc.)
Neighborhood retail (florists, book
stores, gift shops, etc.)

A-34 | Appendix

Response

Response

Percent

Count

72.7%

27.3%

90.9%

10

72.7%

Other (please specify)

answered question

11

skipped question

NORTH HANLEY STATION AREA PLAN | St. Louis, Missouri

8 of 17

11. I would be in favor of the following type of entertainment uses around this station area
(select all that apply)
Response

Response

Percent

Count

Movie theaters

81.8%

Comedy clubs

54.5%

Bars / taverns

36.4%

45.5%

Amphitheaters

27.3%

Dance halls / night clubs

18.2%

0.0%

Other (please specify)

answered question

11

skipped question

Family entertainment centers


(arcades, game centers, etc.)

I am not in favor of entertainment


uses near this station

9 of 17

Appendix | A-35

12. I would be in favor of the following type of development around this station area (choose
one)

Conventional suburban
development
Mixed-use development oriented
around a "Main Street"
Large format, regional uses (retail
or business parks)
None of the above
I don't know, I would like to learn
more

A-36 | Appendix

Response

Response

Percent

Count

0.0%

81.8%

0.0%

0.0%

18.2%

answered question

11

skipped question

NORTH HANLEY STATION AREA PLAN | St. Louis, Missouri

10 of 17

13. I would be in favor of exploring the following "Complete Streets" strategies for North
Hanley Road near the station area (choose all that apply)

Conversion of traffic lanes to


accommodate bike facilities
Installing bike lanes or paths
along the side of the road

Response

Response

Percent

Count

45.5%

72.7%

72.7%

36.4%

63.6%

54.5%

9.1%

answered question

11

skipped question

Using a travel lane, or the


shoulder, for express bus
service
Installing public art to improve the
corridor's appearance
Installing improved signage and
wayfinding
Installing benches, trash cans, and
other streetscape elements
None of the above

Appendix | A-37

11 of 17

14. I envision this station area evolving to represent the following (choose one)

Continued, existing patterns of


development and land uses
A neighborhood center with retail /
office uses serving the community
A regional center serving the
North County area
None of the above

A-38 | Appendix

Response

Response

Percent

Count

0.0%

27.3%

72.7%

0.0%

answered question

11

skipped question

NORTH HANLEY STATION AREA PLAN | St. Louis, Missouri

12 of 17

15. I would be in favor of the following development strategy around this station area
(choose all that apply)
Response

Response

Percent

Count

Allow current transportation and


land use plans to guide

36.4%

27.3%

45.5%

63.6%

63.6%

0.0%

answered question

11

skipped question

development
Do not alter existing regulations,
but focus on improving biking and
walking here
Revise zoning to allow a wider
range of land uses
Revise zoning to allow higher
density development
Implement design guidelines to
create a desired look or feel for
new development
None of the above

Appendix | A-39

13 of 17

16. I would be in favor of the following types of public investment in development around
this station area (choose all that apply)

Investment in roads servicing the

Response

Response

Percent

Count

27.3%

9.1%

0.0%

54.5%

54.5%

27.3%

54.5%

None of the above

0.0%

I don't know

18.2%

answered question

11

skipped question

station area
Investment in utilities servicing the
station area
Investment in parking lots around
the station area
Investment in civic facilities
(libraries, community centers,
etc.)
Investment in parks, open space,
and trails
Subsidies (such as tax incentives)
to support private development
Purchasing or assembling land
to facilitate new development

A-40 | Appendix

NORTH HANLEY STATION AREA PLAN | St. Louis, Missouri

14 of 17

17. I would be in favor of local jurisdictions altering their regulations to allow greater levels
of density at this station area (choose one)
Response

Response

Percent

Count

Yes

54.5%

No

9.1%

I don't know

36.4%

answered question

11

skipped question

18. How did you learn about this survey / planning process (select all that apply)
Response

Response

Percent

Count

TV interview

0.0%

Radio

0.0%

Mailing

0.0%

Email

33.3%

33.3%

Another website

33.3%

Poster

0.0%

Announcement at another meeting

0.0%

Project website
(www.stlouistod.com)

Other (please specify)

answered question

skipped question

Appendix | A-41

15 of 17

19. Where do you live? (choose one)


Response

Response

Percent

Count

Normandy

9.1%

Berkeley

9.1%

Bellerive

0.0%

Elsewhere in St. Louis County

45.5%

St. Louis City

36.4%

Elsewhere in the St. Louis region

0.0%

Other

0.0%

answered question

11

skipped question

Response

Response

Percent

Count

20. The following indicates my current age (choose one)

A-42 | Appendix

Under 18

0.0%

18 - 24

9.1%

25 - 34

27.3%

35 - 49

9.1%

50 - 64

54.5%

65 - 79

0.0%

80+

0.0%

answered question

11

skipped question

NORTH HANLEY STATION AREA PLAN | St. Louis, Missouri

16 of 17

Q3. The top three things I want to see at this MetroLink station are (rank your top three)

Integration into UMSL / Express Scripts community

Apr 11, 2013 3:04 PM

Q8. I would be in favor of the following types of land uses around this MetroLink station (choose all that apply)

Residential

Feb 6, 2013 7:19 AM

Q18. How did you learn about this survey / planning process (select all that apply)

signage

May 20, 2013 10:49 AM

Road signs in Ferguson and on Hanley Rd

Apr 17, 2013 11:24 AM

Appendix | A-43

17 of 17

Survey #2
North Hanley Survey #2
1. In order to encourage the creation of new development around this station, I would be in
favor of building heights of up to (choose one):

A-44 | Appendix

Response

Response

Percent

Count

1 story

0.0%

2 stories

16.7%

3 stories

8.3%

4 stories

8.3%

5 stories

16.7%

6 stories

16.7%

7 stories

0.0%

8 stories

8.3%

9 stories

0.0%

10 or more stories

25.0%

answered question

12

skipped question

NORTH HANLEY STATION AREA PLAN | St. Louis, Missouri

1 of 26

2. In order to encourage development around this station area I would be in favor of


residential densities of the following (choose one):
Response

Response

Percent

Count

13

0.0%

35

0.0%

58

0.0%

8 12

0.0%

12 20

9.1%

20 30

27.3%

30 50

27.3%

50+ dwelling units per acre

27.3%

9.1%

answered question

11

skipped question

I dont know, I would like to learn


more

Appendix | A-45

2 of 26

3. I would be most interested in pursuing the following as an initial development project


around the Hanley station (choose all that apply):
Response

Response

Percent

Count

Coffee shop/retail (gift shop,


75.0%

66.7%

50.0%

75.0%

41.7%

33.3%

A hotel development

50.0%

None of the above

0.0%

answered question

12

skipped question

convenience store, etc.) oriented


to transit riders
Small neighborhood retail center
(including dry cleaner, bank, daily
uses, etc.)
Corporate campus or major
employment center (complex of
office buildings)
Residential uses (apartment or
condominium)
Small project combining retail and
residential
Small project combining office and
residential

A-46 | Appendix

NORTH HANLEY STATION AREA PLAN | St. Louis, Missouri

3 of 26

4. I would like to see Metro, over time, convert some of the existing surface parking at
North Hanley to development, while providing for replacement parking facilities (choose
one).
Response

Response

Percent

Count

Strongly favor

75.0%

Somewhat favor

8.3%

Neutral

16.7%

Somewhat oppose

0.0%

Strongly oppose

0.0%

answered question

12

skipped question

5. I would be in favor of having more parking garages and fewer surface parking spots in
order to encourage more development at this station (choose one).
Response

Response

Percent

Count

Strongly favor

75.0%

Somewhat favor

16.7%

Neutral

8.3%

Somewhat oppose

0.0%

Strongly oppose

0.0%

answered question

12

skipped question

Appendix | A-47

4 of 26

6. I would be in favor of the following style of streetscape design for the streets in the
station area (choose one):
Response

Response

Percent

Count

Contemporary

25.0%

Artistic

16.7%

Traditional

58.3%

answered question

12

skipped question

7. I would prefer the following types of bike accommodations in the station area (choose all
that apply):
Response

Response

Percent

Count

Bike sharing facilities (B cycle)

91.7%

11

Bike lockers

50.0%

33.3%

0.0%

answered question

12

skipped question

A commercial bicycle shop with


bike rentals.
None of the above

A-48 | Appendix

NORTH HANLEY STATION AREA PLAN | St. Louis, Missouri

5 of 26

8. I would be in favor of the following option for University Place in the station area (choose
one):
Response

Response

Percent

Count

Existing section

8.3%

Option A

83.3%

10

Option B

8.3%

answered question

12

skipped question

9. I would most be in favor of the following kind of civic amenity around this station area
(choose one):

Branch library

Response

Response

Percent

Count

16.7%

25.0%

Recreation center

8.3%

Police station

0.0%

50.0%

0.0%

answered question

12

skipped question

Small community center (with


activity rooms, etc.)

Community services center


(social services offices, govt
branch offices, etc.)
School (elementary, middle, or high
school)

Appendix | A-49

6 of 26

10. I would most be in favor of the following kind of parks / open space / green space
amenities around this station area (choose all that apply):

Central park around the station area


with grassy areas and seating
Jogging / walking trail
connections
Playground with equipment for kids
Natural open space area near/at the
station area
Open space for green stormwater
management

Response

Response

Percent

Count

41.7%

75.0%

25.0%

50.0%

66.7%

answered question

12

skipped question

11. I would prefer the following kinds of public art in and around this station area (choose
one):

A-50 | Appendix

Response

Response

Percent

Count

Option A

8.3%

Option B

16.7%

Option C

16.7%

Option D

16.7%

Option E

41.7%

answered question

12

skipped question

NORTH HANLEY STATION AREA PLAN | St. Louis, Missouri

7 of 26

12. I would be in favor of the following ideas for providing a safer pedestrian crossing
across Hanley to the west from the station area (choose all that apply):
Response

Response

Percent

Count

Traffic signal for pedestrians

75.0%

Bulb out or curb extension

75.0%

Bridge or tunnel over Hanley

33.3%

Better lighting and signage

83.3%

10

answered question

12

skipped question

13. I would be in favor of changing Metro policy to allow food and drink to be transported on
the train (choose one):
Response

Response

Percent

Count

Strongly agree

9.1%

Somewhat agree

27.3%

Neutral

9.1%

Somewhat oppose

54.5%

Strongly oppose

0.0%

answered question

11

skipped question

Appendix | A-51

8 of 26

14. What kinds of connections would you like to see improved from North Hanley to the
UMSL campus (choose one)?
Response

Response

Percent

Count

Bike / trail connections

36.4%

Improved sidewalk connections

45.5%

Linear park connection

9.1%

None of the above

9.1%

answered question

11

skipped question

15. How would you rate (on a scale of 1 to 10, with 1 as the lowest ranking and 10 as the highest) the

services and conveniences around the MetroLink station you typically use to get on the MetroLink syste
(including the selection of stores, restaurants, offices, gathering places, etc.)
I do not
know
enough
about
1

the
stations

Average

in to
answer
this
question
18.2%

45.5%

18.2%

18.2%

0.0%

0.0%

0.0%

0.0%

0.0%

(2)

(5)

(2)

(2)

(0)

(0)

(0)

(0)

(0)

0.0% (0)

answered question
skipped question

A-52 | Appendix

NORTH HANLEY STATION AREA PLAN | St. Louis, Missouri

9 of 26

16. When I am using MetroLink stations, the following concerns me the most: (choose one)
Response

Response

Percent

Count

Hard to locate the MetroLink


27.3%

Personal security

18.2%

Difficult to access via vehicle

0.0%

0.0%

18.2%

9.1%

0.0%

18.2%

0.0%

9.1%

answered question

11

skipped question

station from nearby streets or


neighborhoods

Difficult to access via bus


connections
Difficult or dangerous to access by
foot
Difficult or dangerous to access by
bicycle
Lack of places to eat or drink
Lack of stores or outlets providing
services (including banking, dry
cleaning, etc.)
The cost of using MetroLink light
rail
The amount of time it takes using
MetroLink versus driving

Appendix | A-53

10 of 26

17. The following reflects my thoughts concerning the current supply of parking at the
MetroLink stations I typically use to get on the train: (choose one)
Response

Response

Percent

Count

The amount of parking provided


is adequate. There is a

45.5%

9.1%

27.3%

0.0%

0.0%

0.0%

0.0%

9.1%

9.1%

0.0%

answered question

11

skipped question

significant
amount of parking not being used.
The amount of parking provided is
adequate. There is a small
amount of parking that is not being
used.
The amount of parking provided is
inadequate. The shortage of
parking is small, or limited to only
peak travel times.
The amount of parking provided is
inadequate. The shortage of
parking is substantial.
I do not know what to think of the
supply of parking near my most
frequent MetroLink station of origin.
I would like to learn more.

A-54 | Appendix

NORTH HANLEY STATION AREA PLAN | St. Louis, Missouri

11 of 26

18. The most important community issues to address in planning for MetroLink station
areas (existing stations, or future stations) are as follows: (choose your top three)

Connections to bus routes and


other transit routes
Connections to bicycle trails

Rating

Rating

Average

Count

First Choice

Second Choice

Third Choice

50.0% (1)

50.0% (1)

0.0% (0)

1.50

33.3% (1)

0.0% (0)

66.7% (2)

2.33

50.0% (2)

25.0% (1)

25.0% (1)

1.75

40.0% (2)

40.0% (2)

20.0% (1)

1.80

50.0% (1)

0.0% (0)

50.0% (1)

2.00

0.0% (0)

50.0% (1)

50.0% (1)

2.50

50.0% (3)

50.0% (3)

0.0% (0)

1.50

20.0% (1)

40.0% (2)

40.0% (2)

2.20

0.0% (0)

25.0% (1)

75.0% (3)

2.75

answered question

11

skipped question

Providing for pedestrian


connections to and from MetroLink
stations
Interface between MetroLink station
areas and surrounding
neighborhoods
Public safety and crime
Connections to public spaces and
creating a sense of place
Providing a range of housing
choices
Providing a range of retail and
shopping choices
Providing a range of employment
opportunities

Appendix | A-55

12 of 26

19. The most important economics issues to address in planning for MetroLink station
areas (existing stations, or future stations) are as follows: (choose your top three)

Planning for MetroLink stations to


support the creation of
employment centers
Supporting or encouraging the
growth of local (mom and pop)
businesses around or near
MetroLink stations
Supporting tourism in the region
(such as encouraging visitation to
the zoo, Cards games, etc.)
Leveraging MetroLink to help attract
companies from outside the
region that evaluate sites based
upon access to transit
Leveraging MetroLink to help focus
investment in existing developed
portions of the metro area, rather
than at the edge

A-56 | Appendix

Rating

Rating

Average

Count

First Choice

Second Choice

Third Choice

66.7% (2)

0.0% (0)

33.3% (1)

1.67

100.0% (1)

0.0% (0)

0.0% (0)

1.00

0.0% (0)

100.0% (4)

0.0% (0)

2.00

50.0% (1)

50.0% (1)

0.0% (0)

1.50

0.0% (0)

25.0% (1)

75.0% (3)

2.75

0.0% (0)

0.0% (0)

0.0% (0)

0.00

50.0% (2)

50.0% (2)

0.0% (0)

1.50

0.0% (0)

50.0% (1)

50.0% (1)

2.50

42.9% (3)

0.0% (0)

57.1% (4)

2.14

50.0% (1)

50.0% (1)

0.0% (0)

1.50

answered question

10

skipped question

NORTH HANLEY STATION AREA PLAN | St. Louis, Missouri

13 of 26

20. The most important environmental issues to address in planning for MetroLink station
areas (existing stations, or future stations) are as follows: (choose your top three)

Connections to bus routes and


other transit routes
Connections to bicycle trails

Rating

Rating

Average

Count

First Choice

Second Choice

Third Choice

33.3% (1)

66.7% (2)

0.0% (0)

1.67

100.0% (1)

0.0% (0)

0.0% (0)

1.00

25.0% (1)

50.0% (2)

25.0% (1)

2.00

50.0% (2)

50.0% (2)

0.0% (0)

1.50

66.7% (2)

0.0% (0)

33.3% (1)

1.67

50.0% (1)

50.0% (1)

0.0% (0)

1.50

40.0% (2)

0.0% (0)

60.0% (3)

2.20

0.0% (0)

50.0% (2)

50.0% (2)

2.50

0.0% (0)

33.3% (1)

66.7% (2)

2.67

answered question

10

skipped question

Providing for pedestrian


connections to and from MetroLink
stations
Interface between MetroLink station
areas and surrounding
neighborhoods
Public safety and crime
Connections to public spaces and
creating a sense of place
Providing a range of housing
choices
Providing a range of retail and
shopping choices
Providing a range of employment
opportunities

Appendix | A-57

14 of 26

21. The most important aesthetic issues to address in planning for MetroLink station areas
(existing stations, or future stations) are as follows: (choose your top three)
Rating

Rating

Average

Count

First Choice

Second Choice

Third Choice

0.0% (0)

12.5% (1)

87.5% (7)

2.88

50.0% (5)

40.0% (4)

10.0% (1)

1.60

10

50.0% (5)

50.0% (5)

0.0% (0)

1.50

10

0.0% (0)

0.0% (0)

100.0% (2)

3.00

0.0% (0)

0.0% (0)

0.0% (0)

0.00

answered question

10

skipped question

Providing for public art (sculpture,


monumentation, etc.) around
station areas
Improving the quality of
streetscapes in and around station
areas
Enhancing the overall appearance
of station areas, to visitors and
users
Other
I dont know, I would like to learn
more

A-58 | Appendix

NORTH HANLEY STATION AREA PLAN | St. Louis, Missouri

15 of 26

22. I would be in favor of designing existing or future MetroLink station areas to include the
following services or amenities: (choose all that apply)
Response

Response

Percent

Count

Public restrooms

81.8%

Bike racks

54.5%

Bike storage rooms

54.5%

Lockers

36.4%

Taxi or livery pick up locations

54.5%

63.6%

63.6%

81.8%

18.2%

answered question

11

skipped question

Newspaper stands or newspaper


corrals
Public information TV screens (with
news, public service
announcements, event info, etc.)
Small retail kiosks (hot dog
stands, coffee stands, etc.)
Other

Appendix | A-59

16 of 26

23. I would be in favor of the following types of land uses around (within one-half mile) of
MetroLink stations (either new or existing): (choose all that apply)
Response

Percent

Count

Offices

90.9%

10

Entertainment

81.8%

Restaurants

100.0%

11

Retail

90.9%

10

54.5%

63.6%

81.8%

Hotel / lodging

72.7%

Industrial uses

45.5%

Other

9.1%

answered question

11

skipped question

Educational facilities (K 12,


College, technical school, etc.)
Places of worship
Public uses and services (including
restrooms)

A-60 | Appendix

Response

NORTH HANLEY STATION AREA PLAN | St. Louis, Missouri

17 of 26

24. I would be in favor of the following types of residential uses around (within one-half
mile) of MetroLink stations: (choose all that apply)
Response

Response

Percent

Count

Single family detached homes

18.2%

Duplexes

45.5%

Townhomes

81.8%

100.0%

11

Apartments (for rent)

81.8%

Other

0.0%

0.0%

answered question

11

skipped question

Multi story condominiums (for


sale)

I am not in favor of having


residential uses around MetroLink
stations

Appendix | A-61

18 of 26

25. I would be in favor of the following types of retail uses around (within one-half mile) of
MetroLink stations: (choose all that apply)

Grocery stores

Response

Percent

Count

100.0%

11

36.4%

Coffee shops

90.9%

10

Dry cleaners

81.8%

Clothing stores

81.8%

Florists

72.7%

Book stores

90.9%

10

Gift shops

72.7%

Bakery

100.0%

11

Other

27.3%

answered question

11

skipped question

Big box retailers (Walmart, Target,


Kohls, etc.)

A-62 | Appendix

Response

NORTH HANLEY STATION AREA PLAN | St. Louis, Missouri

19 of 26

26. I would be in favor of the following types of entertainment uses around (within one-half
mile) of MetroLink stations: (choose all that apply)
Response

Response

Percent

Count

Movie theaters

81.8%

Comedy clubs

72.7%

Sports venues / sports arenas

63.6%

Bars / taverns

72.7%

81.8%

Amphitheaters

63.6%

Dance halls / night clubs

54.5%

Other

27.3%

0.0%

answered question

11

skipped question

Arcade related centers (Dave


and Busters, Chuck E Cheese,
etc.)

I am not in favor of developing


entertainment uses around
MetroLink stations

Appendix | A-63

20 of 26

27. I would be in favor of mixed-use developments around MetroLink stations including a


mixture of retail, residential, office, or entertainment uses (choose one)
Response

Percent

Count

Yes

100.0%

11

No

0.0%

0.0%

answered question

11

skipped question

I dont know, I would like to learn


more

A-64 | Appendix

Response

NORTH HANLEY STATION AREA PLAN | St. Louis, Missouri

21 of 26

28. In general, I believe the following factors should most strongly influence the selection of
the five stations for further station area planning as part of this project: (choose your top
three selections)

Market viability of development at


particular MetroLink stations

Rating

Rating

Average

Count

First Choice

Second Choice

Third Choice

12.5% (1)

50.0% (4)

37.5% (3)

2.25

42.9% (3)

42.9% (3)

14.3% (1)

1.71

50.0% (1)

0.0% (0)

50.0% (1)

2.00

100.0% (1)

0.0% (0)

0.0% (0)

1.00

75.0% (3)

0.0% (0)

25.0% (1)

1.50

0.0% (0)

33.3% (1)

66.7% (2)

2.67

0.0% (0)

0.0% (0)

0.0% (0)

0.00

answered question

skipped question

Public return on investment in


developments at particular
MetroLink stations
Access to major employment
centers
Ease of development (given land
available, topography, etc.)
Potential to increase ridership
numbers
Socio economic factors (choosing
a disadvantaged area)
Access to trails, pedestrian
facilities, and open space (including
parks)

Appendix | A-65

22 of 26

29. I would be in favor of the following types of public investment in development around
MetroLink stations: (choose all that apply)

Investment in roads servicing

Response

Response

Percent

Count

66.7%

22.2%

77.8%

100.0%

55.6%

66.7%

None of the above

0.0%

I dont know

0.0%

answered question

skipped question

MetroLink station areas


Investment in parking lots servicing
MetroLink station areas
Investment in civic facilities
located in or around MetroLink
stations
Investment in parks and trails
around or connecting to
stations
Providing tax incentives in order to
support private sector development
Purchasing/assembling land around
stations to facilitate development

A-66 | Appendix

NORTH HANLEY STATION AREA PLAN | St. Louis, Missouri

23 of 26

30. I would be in favor of local communities altering their zoning and development
regulations to help facilitate Transit Oriented Development. (select one)
Response

Response

Percent

Count

Yes

100.0%

No

0.0%

I don't know

0.0%

answered question

skipped question

Response

Response

Percent

Count

31. How did you learn about this meeting? (choose all that apply)

TV Interview

0.0%

Radio

0.0%

Mailing

0.0%

Email

25.0%

50.0%

50.0%

Poster

0.0%

Announcement at another meeting

0.0%

Other

12.5%

answered question

skipped question

Project Website
(www.stlouistod.com)
Another website (East West
Gateway, Citizens for Modern
Transit, etc.)

Appendix | A-67

24 of 26

32. Where do you live in the St. Louis metropolitan region? (choose one)
Response

Response

Percent

Count

St. Louis City

22.2%

West St. Louis County

0.0%

South St. Louis County

0.0%

22.2%

North St. Louis County

55.6%

East St. Louis

0.0%

0.0%

Madison County, IL

0.0%

St. Charles County, MO

0.0%

Other

0.0%

answered question

skipped question

Mid St. Louis County (aka Mid


County or the central corridor)

St. Clair County, IL (outside of


East St. Louis)

A-68 | Appendix

NORTH HANLEY STATION AREA PLAN | St. Louis, Missouri

25 of 26

33. Where do you live in the local area? (choose one)


Response

Response

Percent

Count

Bellerive

0.0%

Normandy

50.0%

Cool Valley

0.0%

Elsewhere in North County

12.5%

25.0%

12.5%

answered question

skipped question

Response

Response

Percent

Count

Elsewhere in the St Louis metro


area
None of the above

34. The following indicates my current age: (choose one)

Under 18

0.0%

24

11.1%

25 34

55.6%

35

49

11.1%

50

64

22.2%

65

79

0.0%

80+

0.0%

answered question

skipped question

18

Appendix | A-69

26 of 26

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