2022 Capitol Improvement Budget Applications

The St. Paul District Councils have again been asked to help score the applications for the Capitol Improvement Budget (CIB) funding. This requires reviewing 36 applications for projects throughout the city and scoring them using a point system provided by the city.

You can view all of the applications and scoring guide below, including two submitted by D10 (Numbers 8 and 9). If you would like to share any feedback you have to help us score the projects, you can email district10@district10comopark.org. Scoring is due June 3.

2022 CIB Community Proposal Scoring Guide
City’s Community Feedback Survey to Rate the Projects (Registration Required)
Learn More About The CIB Process

1. Human Scale Speed Limit on Mississippi River Boulevard

Application #: 795604
Contact Person: Brian C. Martinson
Organization (if applicable): n/a
Neighborhood: Macalester-Groveland

Estimated Cost – $2.4 to $3.0 million (See notes below from Public Works)

Brief (1-2 sentence) Summary of Project: On Mississippi River Boulevard, road-design elements and current speed-limits encourage people driving cars to drive at speeds exceeding current limits. Such law-breaking behavior represents a major inequity between people who ride bikes and those
driving cars as those riding bikes have a much higher risk of serious injury and death in the event of a crash. To mitigagte this inequity we propose that the city lowers the speed limit to 20 (or preferrably, even15 mph).

Project Location (Please use something specific like intersection, street address, park name, etc.): Mississippi River Boulevard, from Emerald St, SE to MRB crossing at Highway 5 bridge.

Affected Ward(s): Ward 3, Ward 4

Affected Neighborhood District Council(s): Highland, Macalester-Groveland, Union Park

Which category best describes your project? Streets Amenities.

Please describe the project. Be sure to include a physical description. We ask the city for funds to reduce the speed limit on MRB from 25MPH to 20MPH, or preferrably, even 15MPH and use striping and delineators to visually narrow the roadway. These improvements are intended to reduce the number of people driving cars who do so at excessive and unsafe speeds on this parkway that is shared with people riding bikes as well as people traveling on foot, scooter, roller-skis, roller-blades and other self-propelled devices. Even though MRB remains open to all modes of transportation we predict that a reduced speed limit will encourage more people to use this parkway via non-motorized means, and encourage people driving cars to use alternate routes. This change in the dominant mode of transportation on MRB is targeted by the MetroCouncil in their assignment of the boulevard as a Tier-1 bike corridor. Moreover, such a mode shift is also in consistent with St. Paul’s long term sustainability goals.

We ask the City for changes that include:

Lowering the speed limit from 25MPH to 20MPH, but preferably to 15MPH. At 15MPH people riding bikes and people driving cars will be moving at roughly equal speeds, which will result in fewer instances of cars passing people riding bikes, reducing opportunities for life-threatening crashes.
Update signage to reflect the new speed limit.
Use striping and delineators to visually narrow the street. For instance, using striping and delineators to turn the parking lane into a mix of parking spaces and sections of a widened boulevard. It is well documneted that such alterations do not impact the width of the driving lane, but they do help slow down motorists.
Add signage along the route clearly stating – “Bikes May Use Full Lane”
Replace or augment the center striping with a shallow rumble strip. The shallow rumble strip helps drivers to stay in their lane and informs other road users when a car moves out of their lane.

Territorial Reinforcement – use of changes in striping, delineators and signage clearly indicating both a human scale driving speed limit and that “Bikes May Use Full Lane” reinforce MRB as a space that belongs to all human uses of the parkway, and reminds those driving cars that cars are visitors to this space, not owners thereof.

Maintenance and Management – With the establishment of human scale speed limits on MRB, we anticipate an increase in the sense of pride of place that users of the parkway will have – particularly those users who are not driving cars there. This can lead to increases in the numbers of those using both the parkway and the adjacent multi-use-paths and recreation areas to enjoy what is a unique physical feature of our city – including the river gorge, its many vistas, and the wildlife that flourishes there.

During traffic counts, the Mississippi river boulevard consistently ranks high for walking and biking. For instance in a 2015-16 report, the MRB was identified as a top-3 designation for pedestrians, and a top-5 designation for people riding bikes. Moreover, MRB is designated as a Tier-1 biking corridor by the Metropolitan Council. This designation makes the boulevard a critical part of the regional bicycle transportation network. Furthermore, being designated a Tier-1 bicycle corridor, the vision is that the Mississippi river boulevard is one of the streets that can most effectively enhance mode choice in favor of biking, walking, and transit over driving alone. Finally, as a Tier-1 bicycle corridor, the Mississippi river boulevard is given the highest priority for regional planning and investment in the 2040 Transportation Policy Plan.

How would this place look or feel safer as a result of your project?

With lower speed limit and optically narrowed street-space in place, people driving cars and people riding bikes can more equitably share the street. This is likely to attract more people riding bikes and would also likely lead to fewer people driving on MRB. So, the MRB will serve more as a parkway for all modes of transportation.

Does this project address an inequity or otherwise support diversity and inclusion?

Yes, many people who ride bikes do not feel comfortable sharing the street with fast moving cars. And who can blame them. In case of a crash, cyclists are at risk of serious injury or death, while people driving cars have little to no risk of injury or death. The unequal exposure to life-threatening risks forms a major inequity on many streets in our City, but exposing people to such risks on MRB is frankly absurd. What good is this beautiful parkway when many people do not feel comfortable to cycle along it?

What does publicly available data like crime reports or crash data tell us about safety in the area where this project is located?

Although we all know of one fatality on MRB a few years back, serious injury crashes and fatalities are, fortunately, not common events on MRB. However, the existing data fail to capture the conflicts that do take place every day between users on the narrow shared path and on the wide street. Union park has conducted surveys on the future of MRB and the ensuing discussions have included many personal stories that are consistent with conflicts between users.

Have grants or other matching funds for this project been secured? No.

Please elaborate on whether/how this project remediates health or safety issues that pose a danger to others. Two years ago, on March 2020, St Paul announced its lower city wide speed limit. Today, much of the language form that announcement remains current and applies to MRB, including the words from our Mayor:

“Ensuring our city streets work for pedestrians, bicyclists, and motorists is vital to the future of our city,” said Saint Paul Mayor Melvin Carter. “Lowering our speed limits helps us realize this vision, and will literally make our streets safer for all of us.”

While MRB speed limit was not reduced at that time, NOW would be the second best time to do so, to bring MRB more into alignment with the intentions of the city-wide speed-limit reductions.

How will this project change the use of this space? Lowering the speed limit and visually narrowing the street is likely to create a shift in how people use the narrow path and wide street on MRB. With most people riding bikes using the street, the narrow path may be wide enough for people using non-wheeled modes of transport. For example, with people riding using the street, an elderly person can now enjoy her walk on the narrow path during sunset instead of avoiding this busy hour on MRB. And during her walk she may meet a family walking with their toddler-aged child. They also feel more comfortable being on the MRB that time of day.

With the street safer for people riding bikes, more people of all ages will feel more comfortable to bike along the boulevard and enjoy the parkway on wheels. While riding they may, for the first time, discover the nest of a pair of the bald eagles whom have made the MRB their home for years.

With the speed limit lowered, a number of those driving cars may look for alternate routes, especially on days they are busy and in a hurry to meet a deadline. These are the conditions that make motorists prone to speeding, and streets with higher speed limits are a better fit for them anyway. So, the people who choose to drive on MRB would become more likely to be those who are there to visit the MRB by car – as opposed to merely using it as a thru-way; for some of them the lower speed may also enhance their recreational experience.

How will this project/improvement meet the needs of the surrounding community/those who will use it? Lowering the speed limit and the number of speeding cars on MRB will create a safer and more equitable experience for people using all modes of transportation.

Right fit (supports or enhances the cultural characteristics of the surrounding community): Surveys by Union Park and resolutions by community councils, including Macalester-Groveland show broad support for making changes to MRB that make the boulevard a better and safer space for people enjoying it outside of cars.

Unmet need: The unmet needs are many and most of these are related to a lack of safety and equity. The survey conducted by Union park led to community discussion and many people spoke about their unmet needs, including an elderly person who is afraid of walking on the narrow path during peak times, even though she would love to go outside and be among people. We have also heard similar stories from families with small children; the narrow path is stressful to navigate with a little one. What good is the parkway when these and other people feel that MRB does not provide a safe place for them to visit?

Accessibility: With cars traveling at lower speeds, the street is more accessible for people riding bikes of all ages and abilities. With most riders using the street, the path is more accessible for pedestrians of all ages and abilities.

Transportation: The lower speed limit is intended to reduce the number of people driving cars who use MRB merely as a through-way. Visiting the MRB remains open to all modes of transportation. Over time we predict a shift in the mode of transportation on MRB with more people choosing non-car modes there. This change in mode of transportation on MRB is targeted by the MetroCouncil in their assignment of the boulevard as a Tier-1 bike corridor. Moreover, the mode shift is also consistent with St. Paul’s long term sustainability goals.

Potential long-term positive/negative effects on community: Many positive effects are mentioned throughout this application. When one’s perspective includes all modes of transportation the improvements have no negative effects on the community.

Historical or cultural significance of asset: St Paul is a Mississippi River settlement and has many miles of streets running along the Mississippi River. But over the past eighty years, most of these streets have been transformed into busy roads were cars can travel as fast as 50 mph. The MRB is uniquely different. It received the designation of a parkway and this has helped to make it one of the most used streets by people on foot and people riding bikes in the city. To build on this success story, the design of MRB —which is also a product of our car culture—does need to be updated to better accommodate today’s demand of each mode of transportation.

Public safety: To quote our Mayor “Ensuring our city streets work for pedestrians, bicyclists, and motorists is vital to the future of our city,” said Saint Paul Mayor Melvin Carter. “Lowering our speed limits helps us realize this vision, and will literally make our streets safer for all of us.”

Equitable and inclusive design: On Mississippi River Boulevard, people driving cars tend to drive at excessive and unsafe speeds, which forms a major inequity between people outside of cars and those driving cars as the former have a much higher risk of serious injury and death in the event of a crash. However, biking on the narrow path is also problematic as it does not provide enough space to accommodate people walking and biking. Consequently, people who feel more vulnerable, such as elderly and parents of small children may avoid using MRB, especially during peak times, so they are being excluded from its enjoyment. To mitigate this inequity we propose that the city lowers the
speed limit to 20 or 15 mph. Reducing the speed limit on the street will positively impact peoples choices on how and when they visit MRB. We predict it will reduce the number of people who chose to drive on MRB and increase the number of people who chose to walk, run, roll and bike, and this is the kind of mode shift that is needed to meet the City’s sustainability goals.

Please upload any files that will help us evaluate your proposal.

What else would you like to tell us about this project that was not addressed in the questions above?

Cost Estimate and Department Notes:
Estimated Cost – $2.4 to $3.0 million (see Public Works disclaimer)
Estimate assumes the following:

Reconstruction and widening of sidewalk/trail on west side of Mississippi River Blvd between the north and south access roadways to Ford Pkwy (which requires bridge modifications)
Shifting bike lane and vehicle lanes to the east along with a narrowing of the vehicle lanes
No modification to the east curb line.

Mississippi River Blvd under Ford Parkway is on a bridge structure that is considered separate from but shares common structural elements with the Ford Parkway River Bridge. Any modifications will be complicated and may be limited. As a result, this project requires further feasibility analysis, preliminary scoping, and cost development by a bridge consultant before any project moves forward.

2. Raymond Street Lights

Application #: 776745
Contact Person: Pat Thompson
Organization (if applicable): St. Anthony Park Community Council
Neighborhood: St. Anthony Park

Estimated Cost – $30,000

Brief (1-2 sentence) Summary of Project: Add street lights to Raymond Ave. between University and Wabash, especially on the west side of the street.

Project Location (Please use something specific like intersection, street address, park name, etc.): Two blocks of Raymond south of University Avenue

Affected Ward(s): Ward 4

Affected Neighborhood District Council(s): St. Anthony Park

Which category best describes your project? Streets Amenities.

Please describe the project. Be sure to include a physical description. The only substantial night lighting on Raymond south of University is from private buildings (all on the east side of the street). This proposal would add street lights at regular intervals on the west side of Raymond south of University Ave. and north of Wabash Ave. Any additional attention to the Raymond/Myrtle intersection to improve pedestrian safety and humanize the public space there would also be welcome, since drivers frequently park to block the cross walks.

This lighting request was suggested by business owners in the area and is in keeping with District 12’s 10-year plan to improve lighting near Green Line stations. The west side of Raymond is pitch dark, so it feels unsafe to anyone on foot or bike. This area is part of the Grand Round, and over the past two decades has changed from industrial to mostly residential/commercial, but street lighting was never added.

Have grants or other matching funds for this project been secured? No.

Please elaborate on whether/how this project remediates health or safety issues that pose a danger to others. Lighting on city streets where people live is a basic amenity that should exist in cities. This was not originally an area where people lived, but it is now. Lack of light at night creates opportunities for criminal behavior and therefore danger, and decreases the likelihood that people will be willing to spend time outside and provide eyes on the street.

Please upload any files that will help us evaluate your proposal.

What else would you like to tell us about this project that was not addressed in the questions above?
The Playwright’s Center will be opening at the Raymond/Myrtle intersection in the next few years, bringing new evening foot traffic to the area. District 12 would like to welcome them with an adjacent public space that feels safe and lit as well as comparable areas of the city.

Cost Estimate and Department Notes:
Estimated Cost – $30,000 (see Public Works disclaimer)
Estimate assumes the following:

Relocation of one bent straw light
Addition of three bent straw lights

3. Build Sidewalks in Industrial to Commercial Area

Application #: 774744
Contact Person: Joel Clemmer
Organization (if applicable): n/a
Neighborhood: Macalester-Groveland

Estimated Cost – $460,000

Brief (1-2 sentence) Summary of Project: As neighborhoods change from industrial to residential/commercial, pedestrian facilities have not kept up. We need sidewalks in such areas.

Project Location (Please use something specific like intersection, street address, park name, etc.): Numerous. Look at north of University between Como and Raymond, for example.

Affected Ward(s): Ward 4

Affected Neighborhood District Council(s): Union Park

Which category best describes your project? Streets Amenities.

Please describe the project. Be sure to include a physical description. Identify streets without sidewalks. Build them.

Please provide pertinent information on the purpose and justification for this project. Please consider the following questions in your response: What specific physical characteristics make this space feel unsafe? Why is this space or place important to the community? How would this place look or feel safer as a result of your project? Does this project address an inequity or otherwise support diversity and inclusion? What does publicly available data like crime reports or crash data tell us about safety in the area where this project is located?
The repurposed industrial areas still have residual truck traffic. Weaving among them as a pedestrian is not good for either of us. Second, overall safety of these areas would be improved with more foot traffic. Feet are generally accompanied by eyes, ears and cell phones. Third, “transportation options” should mean more than light rail and bike paths. Feet have been in use longer than either of those.

Have grants or other matching funds for this project been secured? No.

Please elaborate on whether/how this project remediates health or safety issues that pose a danger to others. Keeping pedestrians out of traffic lanes is thought by safety experts to be a good idea.

Please upload any files that will help us evaluate your proposal.

What else would you like to tell us about this project that was not addressed in the questions above?
It’s an unsurprising and logical request — the best kind.

Cost Estimate and Department Notes:
Estimated Cost – $460,000 (see Public Works disclaimer)

Estimate is for sidewalk on south side of Charles between Hampden and Vandalia.

The original scope for this proposal was extremely large. When more detail was requested, Vandalia between University Avenue and Ellis Avenue was offered as a potential sidewalk infill segment. Staff reviewed this segment and while we identify the sidewalk gap here as a significant need we believe it will be a very costly and challenging segment to build and due to the adjacent land uses would likely not result in a great final product.

In reviewing the surrounding area, we identified the south side of Charles between Hampden and Vandalia as the most implementable sidewalk infill project. However, with this segment we do anticipate some right-of-way challenges.

4. Safe street-crossings near schools, libraries, and rec centers

Application #: 789659
Contact Person: Luke Hanson
Organization (if applicable): Sustain St. Paul
Neighborhood: Macalester-Groveland

Estimated Cost –
Arlington Hills Library / Community Center: bump-outs at Payne-Rose corner – $230,000

Crossroads Montessori – bump-outs at Front-Kent and Front-Mackubin corners – $320,000

El Rio Vista Rec Center (Wellstone Center): Crossings near building entrance on Robie at State Street – $250,000

Jackson Elementary School: bump-outs on Thomas Avenue at both Arundel and Western – $320,000

Jimmy Lee/Oxford Community Center: pedestrian refuge island at Oxford Street sidewalk – $185,000

L’Etoile du Nord French Immersion (Upper 2-5): bump-out(s) on Case Avenue on west side of White Bear Avenue – $40,000

Nokomis Montessori School South: bump-outs at Case-Ruth corner – $110,000

Wilder Rec Center: bumpouts at Edgerton-Case corner -$260,000

Brief (1-2 sentence) Summary of Project: This project recommends several locations where low-cost street design improvements can be installed to make it safer for pedestrians to cross the street, and to calm vehicular traffic to safe speeds. Since there are hundreds of locations in St. Paul where these low-cost improvements would be useful, this application recommends several locations for the CIB to consider based on its highest priorities and the availability of funding.

Project Location (Please use something specific like intersection, street address, park name, etc.): Various locations recommended throughout the city

Affected Ward(s): Citywide

Affected Neighborhood District Council(s): Citywide

Which category best describes your project? Streets Amenities.

Please describe the project. Be sure to include a physical description.

This project identifies several locations in St. Paul where simple infrastructural improvements can make it much safer for pedestrians to cross the street. Each of them creates a safer environment for pedestrians in two important ways: first, they reduce the distance a pedestrian must travel to cross the street. Second, they constrain the width of the driving lanes for motorists, tacitly reminding them that they are in a pedestrian-friendly area, and that they should drive more slowly and carefully. There are three types of safe street-crossing infrastructure that this application recommends:

Corner bump-outs. A corner bump-out is the extension of a street corner into the street, on one or both sides of a street, usually in front of an on-street car parking lane (7-9 feet), including a ADA-compliant curb cut.
Pedestrian refuge islands. This term refers to a grade-separated area in the middle of a street where pedestrians can safely stop as they cross a wide street. Refuge islands are often installed on wide streets with more than two lanes: this allows pedestrians to focus on avoiding cars traveling in one direction before reaching the refuge island, and then to focus on cars coming from the other direction before they reach the other side of the street.
Mid-block bump-outs. There are some locations in the middle of a block (e.g. not at a street corner) where a pedestrian refuge island would not fit well, but where safer street-crossing infrastructure is needed. In these places, the sidewalk and curb can be extended into the street (on one side of the street or both), with ADA-compliant curb cuts.

Photographic examples of all three types of safe street-crossing infrastructure are attached to this application, taken from locations in St. Paul.

All of the locations we have recommended below meet the following criteria:

They are adjacent to a public school, library, and/or recreation center;
They are located in (or on the border of) an Area of Concentrated Poverty, as identified by the Met Council in 2019;
They are located in an area identified as a “High Priority Area for Walking Investments” in the St. Paul Pedestrian Plan.
They are located on an arterial or collector street (and thus have higher traffic volumes than regular residential streets).

We recommend that the CIB invest in safe street-crossing infrastructure improvements at as many of the following locations as possible. We have attached crude illustrations of how these improvements could look to this application.

Arlington Hills Library / Community Center: bump-outs at Payne-Rose corner
Bruce Vento Elementary: bump-outs at Case-Arkwright corner
Crossroads Montessori – bump-outs at Front-Kent and Front-Mackubin corners
El Rio Vista Rec Center (Wellstone Center): Crossings near building entrance on Robie at State Street
Jackson Elementary School: bump-outs on Thomas Avenue at both Arundel and Western
Jimmy Lee/Oxford Community Center: pedestrian refuge island at Oxford Street sidewalk
L’Etoile du Nord French Immersion (Upper 2-5): bump-out(s) on Case Avenue on west side of White Bear Avenue
Nokomis Montessori School South: bump-outs at Case-Ruth corner
Wilder Rec Center: bumpouts at Edgerton-Case corner

How does this project advance the principles of Crime Prevention Through Environmental Design (CPTED)? The four principles of CPTED are: Natural Surveillance, Natural Access, Territorial Reinforcement, Physical Maintenance and Activity Support. Remember, connection to the principles of CPTED will be an important component in project scoring.
This project closely fits the description of the second CPTED principle, Natural Access: “Our communities are safer when we all feel like we can safely walk to our neighborhood park, to our neighbor’s place, or to the store up the street. By making it feel safer and more comfortable to walk, this project also advances the principle of “Natural Surveillance.” As the description of the “Natural Access” principle says: “Efforts to calm traffic by encouraging slower speeds in residential areas, near parks, or business districts also helps to increase eyes on the street by encouraging drivers to observe their surroundings as well as making it easier for people walking or riding bicycles to pass through.” The principles of Territorial Reinforcement and Physical Maintenance and Activity Support can be employed to guide the design details of corner bump-outs and pedestrian islands, depending on the needs of each location.

According to recent data from the AAA Safety Foundation, the average person who is struck by a vehicle traveling at 20 miles per hour has a 93% chance of surviving. As car speeds rise, however, pedestrians’ likelihood of surviving a car crash declines precipitously: for example, one in five pedestrians who is struck by a vehicle at 30 mph will be killed. (The likelihood of death worsens as
the size of the vehicle increases.)

In 2020, the City of St. Paul lowered the speed limit to 20 mph for local residential streets; 25 mph for larger, arterial city-owned streets; and 30-plus mph for a few city-owned streets. Unfortunately, the new rules have had very little effect: motorists in St. Paul regularly drive faster than these newly-reduced speed limits. This is hardly surprising: empirical studies have shown that motorists typically drive at whatever speed they feel comfortable, regardless of the posted speed limit. In general, the speed at which motorists are comfortable driving is correlated with the width of the driving lane: the wider the lane, the faster the driving. In other words: motorists will continue to drive at dangerous speeds in pedestrian areas until we redesign our streets in ways that induce motorists to slow down.

At most of the locations specified below, the streets are wide enough to accommodate both a driving lane (at least 10-11 feet wide, but sometimes wider) and a parking lane (7-9 feet wide) on each side of the street. Some streets are wide enough to accommodate a third lane for making left turns in the center of the street. In most cases, the distance for a pedestrian to cross the street would thus be at least 34 feet; in many cases, the distance is far more. This can feel unsafe for pedestrians, especially young people, elderly people, and people with mobility challenges. Furthermore, streets with driving lanes wider than 11 feet induce motorists to drive above 30 mph, resulting in potentially-lethal conditions for pedestrians.

Unfortunately, there is little useful data about the locations and frequencies of pedestrian crashes in St. Paul, so it isn’t possible to prioritize locations based on the frequency of motorists harming pedestrians. In the absence of such data, this application recommends locations based on two other relevant criteria: Met Council data on Areas of Concentrated Poverty (which have often experienced a long-term lack of investments in public amenities) and the City’s pre-defined High Priority zones for pedestrian investments.

Have grants or other matching funds for this project been secured? No.

Please elaborate on whether/how this project remediates health or safety issues that pose a danger to others.
As described in response to Question 13, the street-crossing improvements proposed in this project would mitigate one of the most prevalent and preventable safety issues in our city: reckless driving in areas where people walk.

Since the guiding philosophy of the CIB’s process is “Crime Prevention through Environmental Design,” it is important to remember that driving above the speed limit is a crime. In a society where speeding is normalized, it is easy to forget this. But given the danger that speeding vehicles pose to people who walk and bike, we owe it to ourselves to do what we can to prevent motorists from speeding by redesigning our streets.

Please describe the impact this project will have on the community. As applicable, address issues such as: Potential to enhance neighborhood stability or quality of life | Right fit (supports or enhances the cultural characteristics of the surrounding community) | Proximity to Area of Concentrated Poverty where 50% or more of residents are people of color | Art/aesthetics | Unmet need | Accessibility | Transportation | Potential long-term positive/negative effects on community | Historical or cultural significance of asset | Public safety | Equitable and inclusive design.
All of the locations recommended in this application are located in (or on the border of) Areas of Concentrated Poverty (per the Met Council’s 2019 map).
These areas have suffered from a long-term lack of adequate investment in both public infrastructure and amenities, including safe street-crossing infrastructure and other design elements that make it safe and comfortable for people to walk. St. Paul’s Areas of Concentrated Poverty have disproportionate numbers of residents who do not have a car, and who get around the city by walking, biking, or taking transit. In this regard, building safe street-crossing infrastructure is a key way to advance transportation equity. It is also a simple way to advance public safety, as previously mentioned: neighborhoods are safer when there are more eyes on the street. Safe street-crossing improvements like corner bump-outs and refuge islands are accessible, equitable, and inclusive design by nature: their primary purpose is to advance the safety, comfort, and free movement for people of all ages, and people with mobility challenges.

Finally, it is worth mentioning that public investment in historically-disinvested neighborhoods is a means of long-term community wealth building. As people take notice of public investments in neighborhoods (e.g. new playgrounds and park benches, well-maintained sidewalks and street crossings, well cared-for schools and rec centers) public perceptions of those neighborhoods improve. This results in slow and steady private investment in those places: fixed-up houses, new businesses, murals and gardens, etc. Over time, property values rise, and the quality of life improves. Although safe-street investments on their own are unlikely to catalyze this long-term wealth-building process without other, more significant public investments, they would be a step in the right direction.

Please upload any files that will help us evaluate your proposal.
https://s3-us-west-1.amazonaws.com/ehq-production-us-california/bc42579e180f6650e80a785c731a2feda421288c/original/1648394972/5f831cc0488f757bac913de919160380_Photos_of__Safe_street-crossings__CIB_application.pdf?1648394972

What else would you like to tell us about this project that was not addressed in the questions above?

Cost Estimate and Department Notes:

Arlington Hills Library/Community Center
Estimated Cost – $230,000 (see Public Works disclaimer)
Estimate assumes the following:

Four quadrant bumpout into Payne Ave at Rose Ave

We note that we have submitted a Payne Avenue project for regional solicitation funding. If selected the project is expected to include pedestrian level improvements (such as bumpouts) at the Payne and Rose intersection. It is unknown at this time if this project will be selected for funding. If selected,
funding would be for 2026 or 2027. If this project is selected for both CIB funding and regional solicitation funding, we likely could transfer the regional solicitation funding to another intersection on Payne Ave.

Crossroads Montessori
Estimated Cost – $320,000 (see Public Works disclaimer)
Estimate assumes the following:

Four quadrant bumpout into Front Ave at Kent St
Four quadrant bumpout into Front Ave at Mackubin St

El Rio Vista Rec Center
Estimated Cost – $250,000 (see Public Works disclaimer)
Estimate assumes the following:

Two quadrant bumpout into State St at Robie St
Reconstruction and elongation of bumpout on north side of Robie St
ADA pedestrian ramps in all 4 quadrants of the State St / Robie St intersection

Jackson Elementary School
Estimated Cost – $320,000 (see Public Works disclaimer)
Estimate assumes the following:

Two bumpouts into Thomas Ave at Arundel St (east side)
Four quadrant bumpout into Thomas Ave at Western Ave and bumpouts into Western Ave in the NE and SE corners of Thomas Ave

We note that Jackson Elementary is scheduled to close as an elementary school.

Jimmy Lee/Oxford Community Center
Estimated Cost – $185,000 (see Public Works disclaimer)
Estimate assumes the following:

Median on the west side of the Marshall Ave / Oxford St intersection
ADA pedestrian ramps in all quadrants of the Marshall Ave / Oxford St intersection

L’Etoile du Nord French Immersion
Estimated Cost – $40,000 (see Public Works disclaimer)
Estimate assumes the following:

Single bumpout into Case Ave in NW corner of White Bear Ave intersection
Striping modifications to shift lanes to the south

Nokomis Montessori School
Estimated Cost – $110,000 (see Public Works disclaimer)
Estimate assumes the following:

Sidewalk extension on north side of Case Ave from Ruth St to just west of the driveway to the school.
New driveway sidewalk and apron from Case Ave to the school
Upgrade all quadrants of the Case Ave / Ruth St intersection for ADA compliance

We note the roadway width is not sufficient to accommodate bumpouts. Also, there is a larger sidewalk gap on the north side of Case to the west of the school that is not included in the above estimate.

Wilder Rec Center
Estimated Cost – $260,000 (see Public Works disclaimer)
Estimate assumes the following:

Four quadrant bumpouts on Case Ave and two quadrant bumpouts on Edgerton St. Location of bumpouts on Edgerton St TBD.

We note that Edgerton St is County Road and planned for bike lanes. Also, as part of the 2023 Bruce Vento project we are doing bumpouts at the Case/Jessie, Case/Burr, and Case/Arkwright intersections.

5. Bike Parking at City Parks and Playgrounds

Application #: 795826
Contact Person: Lisa Nelson
Organization (if applicable): n/a
Neighborhood: Union Park

Estimated Cost – $65,675

Brief (1-2 sentence) Summary of Project: Install bike racks at city parks and playgrounds that currently lack them.

Project Location (Please use something specific like intersection, street address, park name, etc.): Multiple parks (see list below in question 13)

Affected Ward(s): Citywide

Affected Neighborhood District Council(s): Citywide

Which category best describes your project? Parks and Trails.

Please describe the project. Be sure to include a physical description.
Install bike racks at St. Paul Parks and Playgrounds that currently lack bicycle parking facilities.

Please provide pertinent information on the purpose and justification for this project. Please consider the following questions in your response: What specific physical characteristics make this space feel unsafe? Why is this space or place important to the community? How would this place look or feel safer as a result of your project? Does this project address an inequity or otherwise support diversity and inclusion? What does publicly available data like crime reports or crash data tell us about safety in the area where this project is located?
According to the “St. Paul Bike Map with bike parking” (https://www.stpaul.gov/departments/public works/transportation-and-transit/bike-saint-paul/bike-parking), bicycle parking may be missing at parks including Shadow Falls, Iris Park, Dickerman Park, Horton Park, Mattocks Park, Webster Park, Carty Park, Marydale Park, Arlington Arkwright Park, Prosperity Heights Park, Cherokee Regional Park playground, Douglas Park, Belvidere Park, Parque de Castillo, Ryan Park, College Park.

Lack of safe and secure bicycle parking discourages bicyclists from stopping to use parks, and discourages park users from accessing the parks via bicycle. Makeshift use of signs, fences, etc for bicycle parking may increase the likelihood of bicycle theft and makes a park look less cared for. Available, well-maintained bicycle parking will make parks more attractive and accessible to people using all modes of transportation.

Have grants or other matching funds for this project been secured? No.

Please elaborate on whether/how this project remediates health or safety issues that pose a danger to others.

Please upload any files that will help us evaluate your proposal.

What else would you like to tell us about this project that was not addressed in the questions above?

Cost Estimate and Department Notes:

Assumes installation of bike racks at following parks.
Park Existing Racks Proposed
Shadow Falls 0 3
Iris Park 0 1
Dickerman Park 10 0
Horton Park 0 4
Mattocks Park 0 3
Webster Park 0 3
Carty Park 0 3
Marydale Park 0 3
Arlington Arkwright Park 0 3
Prosperity Heights Park03
Douglas Park03 Parque de Castillo02 Ryan Park03 College Park03

6. Improve Safety at the North End of Ayd Mill Road

Application #: 801440
Contact Person: Lisa Nelson
Organization (if applicable): n/a
Neighborhood: Union Park

Estimated Cost – $75,000

Brief (1-2 sentence) Summary of Project:
Improve safety for people accessing the Ayd Mill Road multi-use path. Installing a Rectangular Rapid Flashing Beacon (RRFB) will increase visibility and allow pedestrians and bicyclists to cross Selby Ave more safely.

Project Location (Please use something specific like intersection, street address, park name, etc.): The intersection of Ayd Mill Road with Selby Ave.

Affected Ward(s): Ward 1

Affected Neighborhood District Council(s): Union Park

Which category best describes your project? Streets Amenities

Please describe the project. Be sure to include a physical description.
Install a Rectangular Rapid Flashing Beacon (RRFB) at the intersection of Ayd Mill Road with Selby Ave.

Visible investments in the Ayd Mill Road Trail will make it clear that pedestrians and bicyclist safety is important in this area, encourage people to feel safe using the trail, and also contribute to the CPTED principle of physical maintenance and activity support.

Poor sight lines and high vehicle speeds make this crossing feel unsafe for pedestrians and bicyclists attempting to access or exit the Ayd Mill Road multi-use path.

The Ayd Mill Road trail is an important neighborhood asset, providing recreation space as well as a useful route for traveling around the city. In addition to trail users, many people in the neighborhood cross Selby Ave in order to access neighborhood businesses and transit lines.

Increased visibility for people crossing Selby Ave would make pedestrians and bicyclists safer and could also calm traffic in the area and increase safety for motorists.

The north side of Selby Ave at this location is a “High Priority Area for Walking Investments” according to the St. Paul Pedestrian Plan.

Have grants or other matching funds for this project been secured? No.

Please elaborate on whether/how this project remediates health or safety issues that pose a danger to others.
The current crossing, which includes a painted crosswalk and pedestrian & bicycle crossing signs, provides insufficient visibility for pedestrians and bicyclists trying to access or exit the Ayd Mill Road (AMR) multi-use path. The geometry of the intersection, particularly the bend in the road for cars heading south on AMR, and the curving road and the presence of the Selby Ave bridge for cars heading north exiting AMR, means that people attempting to cross Selby are not easily in view of motorists, and also have poor visibility of oncoming traffic.

High vehicle speeds and careless driving in this area also make pedestrians and bicyclists unsafe crossing here–the left arrow road sign at the north end of AMR, just a few feet past the crosswalk, has been damaged or destroyed by cars multiple times since AMR was reconstructed.

In winter, the presence of snow exacerbates the pedestrian visibility problems–snow storage on the medians reaches heights that completely obstruct the view of the crosswalk so that a child or a person using a wheelchair would be completely invisible to car traffic

Accessibility, Equitable and inclusive – This project would ensure safer crossing for people using a wheelchair or scooter at all times of year. the current configuration is particularly hazardous to people with limited mobility or using wheelchairs, especially in winter.

Transportation – This project would improve access to Ayd Mill Road, an important pedestrian and bicycle transportation route, as well as allowing safer access to the Selby & Snelling neighborhood node and the A line and B lines.

Public Safety – prevent accidents and calm traffic

Please upload any files that will help us evaluate your proposal.

What else would you like to tell us about this project that was not addressed in the questions above?

Cost Estimate and Department Notes:

Estimated Cost – $75,000 (see Public Works disclaimer)

Estimate assumes the following:

Rectangular Rapid Flashing Beacon (RRFB) at marked crossing on west side of Selby Ave bridge over the railroad and Ayd Mill Rd

We note that there is an adjacent CIB request at the Selby / Saratoga intersection. Based on our review of both locations, we recommend the Public Work’s scoped work at the Selby / Saratoga intersection as the preferred global safety improvement in this segment of Selby Ave. With implementation of that improvement, we would not recommend any further treatment of the crossing on the west side of the of Selby Ave bridge over the railroad and Ayd Mill Rd.

College Park03

7. Improve Safety near Skyline Tower and Midway Peace Park

Application #: 801444
Contact Person: Lisa Nelson
Organization (if applicable): n/a
Neighborhood: Union Park

Cost Estimate: $65,000

Brief (1-2 sentence) Summary of Project: Install Rectangular Rapid Flashing Beacons (RRFB) to improve safety for pedestrians traveling between Skyline Tower and Midway Peace Park.

Project Location (Please use something specific like intersection, street address, park name, etc.): Griggs St., near the intersections with St. Anthony Ave and Bigelow Ln.

Affected Ward(s): Ward 4

Affected Neighborhood District Council(s): Union Park

Which category best describes your project? Streets Amenities.

Please describe the project. Be sure to include a physical description. Install Rectangular Rapid Flashing Beacons (RRFB) to improve safety for pedestrians crossing Griggs St between Skyline Tower and Midway Peace Park

Multiple streets crossing close together, with pedestrian crossings at uneven angles, make this area feel unsafe for pedestrians.

This project is located in a “High Priority Area for Walking Investments” according to the St. Paul Pedestrian Plan.

A safer, more visible way to cross Griggs St. would make it easier for residents of Skyline Tower to access the park. Access to Midway Peace Park is particularly important for residents of this high-rise apartment building because there are few other nearby options for outdoor recreation.

More visible pedestrian crossings could also have a traffic calming effect.

Have grants or other matching funds for this project been secured? No.

Please elaborate on whether/how this project remediates health or safety issues that pose a danger to others. The current pedestrian crossing option feels unsafe, which discourages the nearby residents from accessing the park.

Providing safer access to the park and open space enhances quality of life and meets a need for increased pedestrian safety that has been expressed by the surrounding community.

Please upload any files that will help us evaluate your proposal.

What else would you like to tell us about this project that was not addressed in the questions above?

Cost Estimate and Department Notes

Estimated Cost – $65,000 (see Public Works disclaimer)

Estimate assumes the following:

Bumpout on east side of Griggs Ave (location to be determined)
Pedestrian ramps on both sides of Griggs Ave
Crosswalk markings and signage

Scope of work does not include installation of a RRFB since it would not be consistent with our pedestrian crossing treatment guidelines. Addition of bumpout is anticipated to result in some loss of parking on Griggs Ave.

8. Safety of Como Lake Paths

Application #: 788447
Contact Person: Shevek McKee
Organization (if applicable): D10 Como Community Council
Neighborhood: Como

Estimated Cost: $104,715

Brief (1-2 sentence) Summary of Project: The project seeks installation of security cameras at four locations along the Como Lake path, improved lighting at four locations, and potential removal of underbrush and overgrown vegetation at multiple locations.

Project Location (Please use something specific like intersection, street address, park name, etc.): Como Park Lake Path

Affected Ward(s): Ward 4, Ward 5

Affected Neighborhood District Council(s): Como

Which category best describes your project? Parks and Trails.

Please describe the project. Be sure to include a physical description.

General Recommendations:

Add signs in lots and along walkways of park rules including park use times • Consider adding benches that face the walkway activity and not just the lake • Install bike racks at all parking lots
Install signage around lake with map and location indicators

Areas:

Area 1: Parking Lot North of Pavilion to East Como Blvd Parking Lot
Area 2: East Como Blvd Parking Lot to Maryland
Area 3: Maryland to Nagasaki Rd. at Como Ave.
Area 4: Nagasaki Rd. at Como Ave to Nagasaki Rd Parking Lot
Area 5: Nagasaki Rd. Parking Lot to Horton/W Como Blvd.
Area 6: Nagasaki Rd at Horton to South Pavilion Parking Lot

The lake paths are one of the most popular destinations in the city and attract one of the most diverse mixes of visitors anywhere in the city and neighborhood. These users will benefit immensely from strategic improvements in CPTED landscaping and lighting, among other capital investments.

The city’s most recent pedestrian and bicycle counts (from 2018) show that the paths around Como Lake are among the highest-use locations anywhere in the city. The city’s Crime Incident Report Dataset shows that, since May 2018, there have been six strong-arm robberies, one rape, one narcotics arrest, and one verified case of gunfire reported along or adjacent to the lake paths. Clearly, the lake’s popularity with walkers, runners, cyclists, birders, photographers, and others from around the city also makes it a ripe target for criminals.

Although the paths can be crowded with people at certain times of the year or certain times of the day, the paths can be isolated and out of sight at many other times. This project intends to address that gap.

This project also recognizes that the high visibility and popularity of Como Lake means that when violent crimes do occur, they tend to attract media attention. That attention — often unwelcome and out of context — jeopardizes the allure and perceived safety not only of the lake, but also of the Zoo, the Conservatory, and the park overall. Protecting the safety of one of the city’s premier attractions is vital to the city’s reputation overall.

Further, although the city’s pedestrian and bicycle counts do not identify who park users are, casual observation shows path users are a diverse mix of people who represent the full spectrum of the city’s population. The closest data we can find comes from Metropolitan Council’s 2018 Regional Park Use Estimate. That report shows 32 percent of Como Park users have incomes below the area median. Other Met Council statistics from the same research show that people of color comprise 40 percent of visitors at Como Regional Park. Both these findings demonstrate that park users are far more diverse than the Como neighborhood overall, where only about 23 percent of residents are people of color, where one-third of households have incomes over $100,000, and where only about 9 percent of residents live in poverty. The district council believes that this lake safety project is indeed an issue of racial and economic inclusion that will benefit underserved city residents to a greater extent than it will benefit the neighborhood as a whole.

Have grants or other matching funds for this project been secured? No.

Please elaborate on whether/how this project remediates health or safety issues that pose a danger to others. After a jogger was attacked on the lake path in October 2019, District 10’s Neighborhood Relations Committee sponsored a “lake walk” in which residents collected observations on conditions that could be unsafe for users. The committee shared this list with Patty Lammers, crime prevention specialist for the Western District of Saint Paul Police. Ms. Lammers

conducted her own survey, using the CPTED lens. She then produced the attached report with specific recommendations to reduce crime risks.

Implementation of these recommendations should increase confidence of park visitors and neighborhood residents that the lake paths are safe, that the possibilities of criminal activity are reduced, and that any criminal activity is more likely to be recorded.

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What else would you like to tell us about this project that was not addressed in the questions above?

Department Notes

Cost estimate based on installation of 4 securty cameras, improved lighting and removal of vegation at specific locations around Como Lake. Specific locations to be determined in conjunction with St. Paul Police and Parks and Recreation.

9. Como Park Kiosks and Trails

Application #: 788473
Contact Person: Shevek McKee
Organization (if applicable): D10 Como Community Council
Neighborhood: Como

Cost Estimate: $857,535

Brief (1-2 sentence) Summary of Project: This proposal contains two components to improve wayfinding and trail conditions for pedestrians and other visitors to Como Regional Park who do not rely on automobiles. Specifically, this proposal would create and install information kiosks at six locations in the park, and repair two key segments of trail that are decaying and unsafe.

Project Location (Please use something specific like intersection, street address, park name, etc.): Como Regional Park

Affected Ward(s): Ward 4, Ward 5

Affected Neighborhood District Council(s): Como

Which category best describes your project? Parks and Trails.

Please describe the project. Be sure to include a physical description. Overall, the proposed investment would increase the accessibility and usability of Como Regional Park, making existing trails more useful to more people more often.

The proposal contains two components. One would create and install information kiosks in six locations to unite different sections of the park and to address a glaring deficiency in how the park serves its visitors. The kiosks would include maps, “you are here” guides, park attractions, and other details for park users. Ideally, these kiosks would provide key information using icons or multiple languages, to reduce language and other barriers for park users. The kiosks would be installed:

Outside the Lakeside Pavilion
Outside the Zoo and Conservatory Visitor Center (near the Minnesota Garden) • On Midway Parkway at Hamline (near the Stonebridge pillars entrance)
On the east side of lake (near the Wheelock Parkway entrance, where it could also serve as a resource for Grand Round travelers)
In the McMurray Field/Pool parking area
Near the confluence of the Como/Horton/Lexington paths outside the Historic Streetcar Station

The second component of this proposal would repair a segment of trail in Como Regional Park that is decaying and unsafe:

A roughly quarter-mile stretch along Lexington Parkway from Como Ave. south to the railroad tracks.

This project would greatly improve the parks non-criminal usages in areas beyond the higher trafficked zones and reduce out-of-the way areas where criminal activity might happen.

Despite this popularity, and although the park has an extensive network of pedestrian and bicycle trails, there are no maps – on paper, on kiosks, or online – that guide visitors from one section of the park to the other. In practical, realistic terms, it is difficult to navigate multiple areas of the park, especially for visitors who lack extensive experience in the park. There is minimal guidance, for example, on how to get from the lake to the Conservatory, how to get from the athletic fields to the playground or to the Zoo, or how to cross Lexington Parkway safely. This is especially challenging for visitors who do not live in the surrounding neighborhood or who do not have the time or opportunity to explore the park on a risky trial-and-error basis.

The kiosks and maps that this proposal envisions are a major step toward making the park more welcoming and more culturally and economically inclusive for more visitors. This is particularly vital given who visits the park. Data from the Metropolitan Council show that – at 44 percent – walking is the most popular activity in Como Regional Park. Yet current wayfinding in the park gives much more priority to motor vehicles.

Met Council data also show that people of color and low-income residents are among the highest users of the park. For example:

People of color comprise 40 percent of visitors at Como Regional Park. That is twice the minority population of the surrounding neighborhood.
Met Council research shows that residents with incomes below the area median are 50 percent more likely to visit Como Regional Park than they are to visit regional parks in general. That underscores the need to invest in a city amenity that low-income people actually use.

The district council believes that improving wayfinding and walkability in the park is an overlooked equity issue. This proposal is one way to eliminate barriers for the city’s underserved populations, including newcomers, residents with limited English-language skills, low-income residents, and visitors of color.

The recommendations in this proposal are among top priorities identified by the 18-month “Como pathways project” that the district council created. (A summary of the project report is attached.) That project conducted extensive community engagement, including surveys of 573 people. 377 of those surveys were online, 196 were in person (collected at nine locations in the park). Online and paper surveys were available in four languages (English, Hmong, Spanish, and Somali); lawn signs promoting the survey also were printed in multiple languages.

Survey results show significant support for and need for the kiosks. More than 85 percent of respondents said they would use information posted on kiosks in the park. This was even more true of visitors who do not live in the surrounding neighborhood and are less frequent visitors.

As for the second component of this CIB proposal: Although multiple segments of paths need repair in the park, the two stretches identified in this proposal are a higher priority because of the links these segments provide within the park, between the park and the rest of the city, and to substantial trail investments that already have been or are being made nearby.

The trail segment along Lexington Parkway (from Como Ave. south to the railroad tracks) is adjacent to Como Park Pool and McMurray Fields. It connects to a trail through the athletic fields and to other off-street trails that branch west and north through the park at Como Ave. This segment also connects to an off-street trail that runs farther south on Lexington, including through the tunnel built under the BNSF railroad tracks at the southern edge of Como Park.

Have grants or other matching funds for this project been secured? No.

Please elaborate on whether/how this project remediates health or safety issues that pose a danger to others. Repairing the crumbling trail will eliminate unsafe conditions for pedestrians, cyclists, and other park users.

The kiosks connect the park in a way that does not now exist. They are educational, practical, and long overdue. They will be especially useful for park visitors who are not from the surrounding neighborhood, who are less familiar with the entire park, or who may not even be aware of what else the park has to offer beyond the specific amenity they are visiting.

The trail is currently are paved, but in dangerous condition. Repairing the trail will make travel safer by foot and bicycle along a key link within the park and to the non-motorized transportation network in the wider community.

Please describe the impact this project will have on the community. As applicable, address issues such as: Potential to enhance neighborhood stability or quality of life | Right fit

(supports or enhances the cultural characteristics of the surrounding community) | Proximity to Area of Concentrated Poverty where 50% or more of residents are people of color | Art/aesthetics | Unmet need | Accessibility | Transportation | Potential long-term positive/negative effects on community | Historical or cultural significance of asset | Public safety | Equitable and inclusive design. The impact of this proposal is likely to be of greater benefit to park visitors who do not live in the surrounding neighborhood, rather than benefit park users who do live in the neighborhood. It serves the needs of residents from across the city and region, regardless of whether or not the park itself is in an ACP. This proposal will improve the quality of the experience of visiting the park. It will make the park itself more welcoming and inclusive, especially for underserved communities who rely in large numbers on the park for accessible and affordable recreation and escape.

The proposal enhances the legacy of one of Saint Paul’s historical, accessible, and treasured assets. It makes it easier for visitors to discover parts of the park they may not know exist, to navigate new or different areas the park, and to do so confidently and safely. It addresses a need identified through extensive engagement of park visitors from the surrounding neighborhood and elsewhere in the community. It relies on already-completed design work, and would be aesthetically consistent and compatible with wayfinding tools that already exist in Como Regional Park and elsewhere in the city’s park system. It puts into practice the city’s stated principle of prioritizing pedestrians and other forms of non-motorized mobility. It eliminates a glaring deficiency in how the park serves visitors. Instead, this proposal sets a new standard.

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california/c87edaaf556c4c2f1531aca10b26d6b8a9164765/original/1647373951/0a793f296b0f48036 5bf075a548bcc9a_kiosk.jpg?1647373951

What else would you like to tell us about this project that was not addressed in the questions above?

Department Notes:

Assume 6 kiosks constructed at $85,000 per kiosk and approximatly 600 linear feet of trail along Lexington Avenue. NOTE: Kiosks proposed within Como Zoon and Conservatory to be approved by Como Zoo and existing signage and wayfinding existing for Como Zoo and Conservatory Campus.Assume community engagement has occurred and land is owned by City of Saint Paul and 1% of project budget allocated for Public Art. 15% of proposed budget to be broken down as 30% design development, 40% construction documents, 5% bidding, 20% construction management. Add additional project assumptions and descriptions.

10. pgrade and Replace Poor Street lighting in Dayton's Bluff

Application #: 775247
Contact Person: Matt Mazanec
Organization (if applicable): East Sixth Street Block Club
Neighborhood: Dayton’s Bluff

Estimated Cost: $130,000

Brief (1-2 sentence) Summary of Project: Replacement of existing bent straw style lights to lantern style lighting per city standard on several residential streets.

Project Location (Please use something specific like intersection, street address, park name, etc.): Eichenwald Street, Hope Street (From East 7th to 3rd St.), Maple Street (From 7th St to 3rd St)

Affected Ward(s): Ward 4

Affected Neighborhood District Council(s): Dayton’s Bluff

Which category best describes your project? Streets Amenities.

Please describe the project. Be sure to include a physical description. This project entails replacement of the old and unsightly bent straw lights and lights hung from utility poles (of which are several different styles that are in place) with the the historic lantern style lights as per city standard. This process would only involve replacement of the older existing lights and with the lanterns and should not require and extensive construction to swap the fixtures.

This project advances CPTED principals by;

Providing well lit areas that help with natural surveillance and create better visibility of neighborhood occurrences.
It will help encourage people who might not walk on the current dark streets to feel safer and welcome them into the community with gracious and well lit natural access. • It will reinforce the boundary between sidewalk and houses as well as street and sidewalks by marking the territory boundaries as well lit areas.
Replacing the dilapidated, ugly, outdated and unsightly bent straw lights will show that our neighborhood is well designed, welcoming and gives pride to residents, visitors and users that this is a well taken care of community and it proud of it.

inequity or otherwise support diversity and inclusion? What does publicly available data like crime reports or crash data tell us about safety in the area where this project is located?

An organized and active block club approached the Dayton’s Bluff Community Council with the idea for this project a number of years ago. This project was approved and funded in the 2017 CIB process, but funds were allocated elsewhere. The existing lights are mismatched, ugly, outdated, dilapidated and with being overly tall the lighting is often obscured by tree foliage making the streets quite dark. With the current street lights along these streets residents are concerned about safety, and the appearance and livability of their neighborhood. The current bent straw lights are ugly, weathered and unsightly. These lights to no provide adequate lighting of the street or sidewalks. These old fixtures contribute to a perception off an old, outdated and unkempt community which is not accurate. The quality of the housing stock is improving and the current street lighting is working against the general improvements in the neighborhood. By having cohesive lighting throughout the neighborhood it creates a sense of a community that cares for its safety, livability and aesthetic.

Have grants or other matching funds for this project been secured? No.

Please elaborate on whether/how this project remediates health or safety issues that pose a danger to others. The current bent straw lights are too tall and the light is often obscured by foliage. By putting in the lantern style lights that are already existing on adjacent streets it provides a cohesive lighting environment that makes the sidewalks and streets better lit and safer for all users.

Please describe the impact this project will have on the community. As applicable, address issues such as: Potential to enhance neighborhood stability or quality of life | Right fit (supports or enhances the cultural characteristics of the surrounding community) | Proximity to Area of Concentrated Poverty where 50% or more of residents are people of color | Art/aesthetics | Unmet need | Accessibility | Transportation | Potential long-term positive/negative effects on community | Historical or cultural significance of asset | Public safety | Equitable and inclusive design. This project will have a large impact on the community by providing adequate and beautiful lighting and increase the safety of the neighborhood. The current lights are old, unsightly, dilapidated and ineffective. By providing lantern lights that are at street level it will increase lighting that can be used by pedestrians, bicycles and cars. It will make the streets more livable and active rather than users being concerned on such dark streets. These lights are also located in an ACP50 and this area deserves to have safe and well lit beautiful streets. There are many people that walk these streets regularly and they deserve to have sidewalks that are well lit and embrace of character of our historic neighborhood .

Please upload any files that will help us evaluate your proposal. https://s3-us-west-1.amazonaws.com/ehq-production-us-california/908a26d39866e10ac673d0c303d7e3117aa04294/original/1647534897/b84efa37b2746eb36cda1ce970199f1c_Light_1.jpg?1647534897

What else would you like to tell us about this project that was not addressed in the questions above? This project has been proposed since 2010 and was approved in 2017 CIB process. Unfortunately funds were only allocated for another part of the project and this current submission project area was left without changes. Community members were hurt and upset that they were not informed or consulted that the approved project would not happen and that funds had been allocated without community involvement or notification. Our hope is that this is our opportunity to have this previously approved project completed so we can feel safer and more welcome on our streets and spaces we use on a daily basis.

Department Notes:

Estimate of $130,000 does not include Hope south of 4th Street (roadway ends) or Maple south of 5th Street (lantern lighting already in-place) as specified in the application.

Estimate is for removal of existing fixtures and replacement with lanterns. No increased number of fixtures was assumed.

11. Add Bicycle Lanes and Sharrows to East Sixth Street

Application #: 790536
Contact Person: Matt Mazanec
Organization (if applicable): East Sixth Street Block Club
Neighborhood: Dayton’s Bluff

Estimated Cost: $210,000

Brief (1-2 sentence) Summary of Project: This project proposed to add sharrows on East 6th Street between Maria Ave & Arcade St. It also proposes to add a bicycle climbing lane on East 6th Street between Maria Ave & Bates Ave.

Project Location (Please use something specific like intersection, street address, park name, etc.): Sharrows on East 6th Street between Maria Ave & Arcade St. Climbing lane between Maria Ave & Bates Ave.

Affected Ward(s): Ward 4

Affected Neighborhood District Council(s): Dayton’s Bluff

Which category best describes your project? Streets Amenities.

Please describe the project. Be sure to include a physical description. This project proposes to add sharrows or shared lane markings for bicycles between Maria Ave & Arcade Street in an East and West direction. It also proposes to add a bicycle climbing lane between Maria Ave and Bates St going east.

By adding sharrows and a climbing lane it will increase multi mode users of East 6th Street and will also align with St Paul Street design policies which designates roads are to be designed for Pedestrians first, bicycles second, public transportation third and vehicles fourth. This addition of sharrows will increase the natural surveillance of the area by adding more people on the street. With more bicyclists in the area, it will increase visibility of others using the street and will decrease anonymity and reduce speeding because they will be watched by more users. By increasing the number of cyclists on the street, it will shift total control of the street from driver and will be shared with more multi mode users. By adding bicycle sharrows and a climbing lane it will help buffer and establish clear boundaries between bicyclist spaces and cars with the pedestrian sidewalk and front yards. Currently some of the bicyclists using East 6th St are using the sidewalk which conflicts with pedestrians and does not give clear territory boundaries. Encouraging clearly marked spaces for bicycle users on East 6th St will clearly define boundaries between public spaces and private spaces. East 6th St currently reads as a busy freeway off ramp and there is a general neighborhood unease

of using the street for other than cars. By investing in bicycle infrastructure the street will read as a shared space. Bicyclists will take ownership of their shared space and this will encourage drivers to drive slower and be more aware of their surroundings and traffic laws.

East 6th Street is regularly used by bicyclists. Sadly the current design pits cars against bicycles and no clear boundary to share the road. East 6th Street is a highly residential street that has a very active block club. By welcoming new bicyclists and encouraging the current bicyclists it will create a safer, more hospitable environment in line with the St. Paul Public complete streets plan. Data on East 6th shows difficulty with traffic sharing the road with bicyclists. Numerous accidents have already occurred between pedestrians and bicyclists and vehicles. This street is well loved and residents are watchful of the area. We want to rewards bicyclists who use the street with clear access to them and connections between Margaret Street Bicycle Path and Downtown bicycle routes.

Have grants or other matching funds for this project been secured? No.

Please elaborate on whether/how this project remediates health or safety issues that pose a danger to others. By introducing small changes showing we encourage bicycle traffic, it will make drivers pay more attention and slow down to share the road. We need to demonstrate that bicycles are welcome and encouraged and that driver behaviors need to be modified to welcome them.

The community continues to have a growing number of cyclists. It is essential that we give them safe and clearly marked routed to connect the Greater East Side to Downtown.

Please upload any files that will help us evaluate your proposal.

What else would you like to tell us about this project that was not addressed in the questions above? This proposal is supported by community residents and the St. Paul Bicycle Coalition.

Department Notes:

Estimated Cost – $210,000 (see Public Works disclaimer)

Estimate assumes the following:

removal of median at 6th & Maria
construction of a bumpout in SE quadrant of 6th and Maria
removal of bumpouts in NE and NW quadrants of 6th and Bates

12. Diagonal Traffic Diverter on East 6th Street & Bates Ave

Application #: 790569
Contact Person: Matt Mazanec
Organization (if applicable): East Sixth Street Block Club
Neighborhood: Dayton’s Bluff

Estimated Cost: $175,000

Brief (1-2 sentence) Summary of Project: This project proposes to install a raised diagonal traffic diverter at the intersection of East 6th Street and Bates Ave.

Project Location (Please use something specific like intersection, street address, park name, etc.): East 6th Street and Bates Ave

Affected Ward(s): Ward 4

Affected Neighborhood District Council(s): Dayton’s Bluff

Which category best describes your project? Streets Amenities.

Please describe the project. Be sure to include a physical description. This project proposes installation of a diagonal traffic diverter median to be constructed at the intersection of East 6th Street and Bates Ave. The median diverter would stretch diagonally from the North to the South corners of this intersection. This would force all cars traveling Northeast on East 6th Street to go

Northwest on Bates (towards East 7th St.) and cars traveling Southwest on East 6th Street to go Southeast on Bates (towards East 3rd St.) The medium would also have a small opening in the middle to allow bicycle traffic through but not vehicles.

By decreasing the number of cut through vehicles and making a calmer and safer street this will remove much of the driver anonymity that drivers currently have that use the street daily. Less cars will mean that people are more aware of those on the street and be able to be more attentive. It is nearly impossible to keep some natural surveillance with huge volumes of vehicles and countless daily driver poor behaviors. Less vehicles will encourage more pedestrians, bicyclists and allow people to be much more aware of those that are creating negative behavior on the street.

By installing this diverter it will better facilitate the flow of vehicles to Metro State University and local business. It will be more direct. It will force cut-through traffic to be directed onto East 7th, a state highway and Dayton’s Bluff business corridor. The current design allows huge numbers of vehicles to completely ignore our business district and cut through a residential neighborhood. The community and users will feel safer by calming the aggressive freeway mindset and increase the

eyes on the street by encouraging drivers to be aware of their surroundings and make it much easier for pedestrians and cyclists to pass through.

This proposal will also establish clear senses of boundaries between our businesses and our residential houses. It will help channel foot traffic safely to our businesses and homes without having to dodge traffic and drivers who are speeding, running stop signs and generally poor driving behavior. It will make clear the boundaries between residential, business and access to the freeway.

This proposal will also be more attractive and pleasant for those who use it. The community will feel a sense of pride and calm on a street. East 6th Street is beautiful with many buildings that have a lot of character ,beautiful gardens, historic style lanterns and generally a very fun and caring street. We need to recognize these assets and recognize that the current design is a detriment to the

community and keeps people from feeling safe and comfortable on the street. East 6th street is a community space and has been used many times in the past for block parties. It is also a space to welcome students to Metro State University and for patrons of local businesses. The current design keeps people in fear and wanting to avoid the street as much as possible. By installing a diverter it will welcome all those who had in the past been fearful of the street.

East 6th Street has a long history of dangerous, erratic and aggressive driving behavior. Sources indicate that this street has had a problem with aggressive driver behavior since the 1950s! The reason being is that a freeway exit and entrance ramp connects directly onto a residential street. The perception of the majority of drivers using the street is that East 6th Street is a continuation of the freeway offramp or a quick cut-through and drivers treat the street as a freeway ramp, not a residential street. A few regular issues with the current design of the street are:

Speed: Speeds have long been a safety concern to those around 6th street. With less traffic it will be safer and slower for children, pedestrians, bicyclists, school bus stops and residents to use the street.
Vehicle Noise: Current noise pollution from vehicles makes the street in many ways unlivable. From loud bass stereos, modified exhaust systems, broken mufflers, tailpipes dragging on the street, windows shaking of the houses and being disturbed at all times of day and night make it a constant irritant and a violation of the noise ordinances. Sadly these violations are seldom, if ever enforced. Reduced traffic numbers should also assist in reducing simple road noise which is a concern too.
Vehicle Trash: Frequently car owners use the street as their trash can. From broken bottles, to large amounts of food wrappers to furniture, all have been thrown of dumped out of vehicles and left for residents to clean up at their own expense. It is also not surprising to find car parts such as tailpipes or mufflers or even bumpers left on the street. These items of trash are unacceptable to be left so frequently in the street and on the property of residents.
Large commercial traffic: Daily tow trucks, large semi-trucks, dump trucks and large construction vehicles are using 6th street and are not following the small truck route sign. Often this traffic is simply turning off onto Arcade Street. This traffic is too large for the street and is not only extremely loud, but also shakes the houses. This traffic is not for or desired in a residential neighborhood.
Excessive Traffic Volumes: Approximately 1/3 of the vehicles use the Arcade turn off leaving the neighborhood altogether. This is an unacceptable use of this residential street as a cut through and this large amount of traffic should be using 7th street.
Excessive Pollution: It has been proved that live expectancy is lowered for those who live close to a busy street or freeway. East 6th Street traffic volumes is literally shortening the lives of residents and users of the street. With the large amount of traffic comes large amounts of pollution expelled from semi-trucks, tow trucks, modified exhaust trucks, motorcycles and other vehicles that use the street. Countless studies show that traffic pollution kills more people than deaths due to road accidents. Imagine this pollution only feet from your front door or entering your home simply by opening a window.

According to the crash data there are regular accidents on this street. In fact there have been numerous recent crashes involving vehicles/ pedestrians and cars. Two of these crashes injured minor children. There is also regular vehicle damage to public and private property. In fact Public Works is on average spending a significant amount of time and money repairing or replacing broken street street signs hit by vehicles. According to last data provided, Public works is spending approximately $400 a month on average to repair this damage. This does not take into consideration the private damage vehicles are doing by hit and runs on vehicles which are parked.

By placing a majority of cut through and non-local vehicle traffic onto adjacent East 7th Street it will create a safer, more welcoming street for the community, bicyclists and pedestrians to enjoy. With placing a diagonal traffic diverter this will solve a majority of the problems and will also reduce the conflict between vehicles and pedestrians and cyclists. The proposed project intersection will make access to Metro State University and local business safer and more welcome rather than fearing to cross the street.

Have grants or other matching funds for this project been secured? No.

Please elaborate on whether/how this project remediates health or safety issues that pose a danger to others. Current design of a freeway ramp entering and exiting directly onto a residential street is extremely dangerous and functionally obsolete to a growing community. There is regular private and public property damage due to aggressive behavior and there have been several recent crashes involving vehicles and pedestrians/cyclists. Two of these involved minor children. There has also been at least 2 reported deaths in the past by aggressive drivers. One neighbor was killed crossing the street in front of her house. By installing a diverter we can place the majority of this traffic onto East 7th Street and the number of vehicles that remain using East 6th street have a vested and local interest in using the street. These users should generally be more aware and concerned on their driving behavior because they have an ownership stake in the street.

Describe the current and potential usage of this project, using the following questions as a guide: How is this space currently used? How will this project change the use of this space?

How will this project/improvement meet the needs of the surrounding community/those who will use it? The intersection of East 6th and Bates Ave is used for vehicles rushing through the community, but it is also used as a regular pedestrian access to Metro State University and local businesses. By reducing the amount of vehicles and forcing the drivers to drive slower and calmer this will reduce the conflict between vehicles and pedestrians and cyclists. This will make Metro State University and local business more welcome and inviting to foot traffic.

Please describe the impact this project will have on the community. As applicable, address issues such as: Potential to enhance neighborhood stability or quality of life | Right fit (supports or enhances the cultural characteristics of the surrounding community) | Proximity to Area of Concentrated Poverty where 50% or more of residents are people of color | Art/aesthetics | Unmet need | Accessibility | Transportation | Potential long-term positive/negative effects on community | Historical or cultural significance of asset | Public safety | Equitable and inclusive design. The proposal is in the ACP50 map. A diagonal diverter will vastly improve the daily quality of life for residents and businesses in the area. It will change the perception that East 6th Street is a freeway ramp and force people to recognize it as a residential street, a neighborhood with thriving businesses, schools and see it as a community, not as a speedway. Discussions concerning the problems with East 6th Street have been ongoing for over 25+ years. Some sources mention aggressive and speeding behavior since the 1950s. Yet after 25+ years of trials, discussions, smaller traffic calming devices nothing has successfully worked. We need to remove the link between a residential street and the freeway. It is a design that is functionally obsolete and in poor design. It will increase the feeling for safety for cyclists and pedestrians alike. It will reduce the number of private and public damage done by reckless drivers. It will increase the quality of life for thousands of people in the community. It will welcome the community into the sidewalks and front yards and not have them hiding in fear of being run over or pumped full of pollution by the 6000+ cars a day that go through the neighborhood.

Please upload any files that will help us evaluate your proposal.
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What else would you like to tell us about this project that was not addressed in the questions above? This proposal was tested with a diverter in 2021. A community survey was sent out and results showed that 51% of respondents were in favor of it. St. Paul Bicycle Coalition is also supportive of this measure. This proposal will also align with St. Paul’s Street design manual to put pedestrians first, bicycles second, public transportation third and vehicles last. As a tested method and if combined with bicycle sharrows this will make a complete set of streets for the community users of bicyclists, pedestrians, public transportation and vehicles.

Department Notes

Estimated Cost – $175,000 (see Public Works disclaimer)

Estimated cost is for the construction of a permanent diverter. Estimated cost does not include a test or study of the diverter.

This project proposes a traffic diverter on East 6th Street which is designated as a collector roadway. This is not a treatment Public Works would recommend on this type of roadway as collector roadways are expected to carry some level of through traffic and constructing a diverter would be expected to divert traffic to adjacent roadways that are not designed for higher levels of traffic.

In 2018 a test of a full closure on E 6th Street was completed and 65% of survey respondents had a negative opinion of the closure. In April and May 2021, a test of the diagonal diverter was completed and a slight majority (51%) of the survey respondents were supportive. Respondents, who were opposed to the diverter, indicated that the diverter increased traffic and safety concerns on other neighborhood streets. Respondents, who were supportive of the diverter, indicated that they liked the increased safety and reduced traffic volumes and speeds on East 6th Street. We note that the test diverter project was completed when traffic volume and patterns were significantly impacted by the COVID-19 pandemic. This includes Metro State University which is immediately adjacent to the intersection not operating in person during the time of the test.

13. Median Islands and Turning Pocket on 3 lane streets; 21 Century Intersection Design for Motorist and Pedestrian Flow

Application #: 786804
Contact Person: Hugo Bruggeman
Organization (if applicable): n/a
Neighborhood: Macalester-Groveland

Estimated Cost: $140,000

Brief (1-2 sentence) Summary of Project: Repurpose underused turning lane for cars by median islands that allow for safer crossing by pedestrians and provide a turning pocket for cars. This improvement may have little to no impact on traffic flow, but can help reduce speeding by motorists and, most importantly, provide pedestrians with refugee islands to cross these wide streets.

Project Location (Please use something specific like intersection, street address, park name, etc.): Intersection Fairview/Princeton as well as any other 3 lane street in the city of St Paul

Affected Ward(s): Ward 3, Ward 4

Affected Neighborhood District Council(s): Macalester-Groveland, Citywide Which category best describes your project? Streets Amenities.

Please describe the project. Be sure to include a physical description. Create two median islands on the center lane, one island for each side of the uncontrolled intersection:

The width of the island should be 13 feet or more.
Narrow the width of the through traffic lanes to 9 to 10 feet each
Length of the island equal to the full width of the crossing street ( about 60 feet)

Connect the median island with a marked crosswalk to the sidewalk. Instead of straight across, the crosswalk could be angled, so the median islands can be build with some more distance apart, making the turning pocket somewhat bigger.

For the remainder of the center lane, use striping to mark this lane as a no driving space

Install these center islands at a number of intersections for a 1 to 2 miles stretch or more. For instance, on Fairview install median islands and turning pockets from Ford Parkway all the way to Selby

This project to further improve the safety for all modes of transportation on streets as Fairview advances the CPTED principles by empowering people of all ages to walk or bike within their

neighborhood and to visit the schools, parks, rec center and stores in surrounding parts of town. The faces of people walking and biking are a necessary, and arguable most important, ingredient to make streets safe, human and friendly.

What specific physical characteristics make this space feel unsafe? Wide streets with fast moving traffic are unsafe for pedestrians to cross.

Why is this space or place important to the community? Making crossing safer for pedestrians is a national priority.

How would this place look or feel safer as a result of your project? The difference is three fold:

First, the median islands do visually narrow the street which is a proven FHWA countermeasure against speeding and maintain traffic flow.
Second, the median islands provide a refugee space for pedestrians so they can cross streets one lane at a time.
Third, the median island will lead to less confusion between people when sharing the road

The current design can lead to a “intersection dance” between motorists and pedestrian as a large number of motorists do not yield or stop for pedestrians at unsignalized crossing. This dance can become dangerous when a motorist in one lane has stopped but none of the motorists in the other lane do. It puts the pedestrian under pressure to start crossing, and it puts the stopped motorists under pressure to get going again…. The new design with median islands will likely not lead to this dance, as a pedestrian can cross one lane at a time.

Does this project address an inequity or otherwise support diversity and inclusion? Making three lane streets easier and safer to cross for pedestrians is addressing an inequity between modes of transportation. While many three lane streets were four lane streets before, the change to three

lane streets was mostly concerned about preserving the flow of cars. This continued the practice of the car area, where flow of cars was prioritized over the flow of pedestrians. The improvement of installing median islands is a logical next step as it restores the flow of pedestrians with minimal impact on the flow of cars.

What does publicly available data like crime reports or crash data tell us about safety in the area where this project is located? See attached word document — we show that streets in StPaul are much less safe for pedestrians than for motorists. This is a national phenomenon; Pedestrian needs have been neglected nationally, which is evident from the dramatic increase in pedestrian fatalities and serious injury crashes during the past years.

Across the country, many communities are working to improve the conditions for pedestrians. This application should be seen as being part of this national movement to make our streets safer and improve quality of life in our cities.

Have grants or other matching funds for this project been secured? No.

Please elaborate on whether/how this project remediates health or safety issues that pose a danger to others. Speeding by many motorists, and aggressive behavior by some motorists make intersections on three lane streets unsafe to cross for pedestrians.

Installing median islands is an FHWA approved countermeasure to reduce speeding and to help pedestrians cross streets one lane at a time.

The concept of installing median islands further away and to create a turning pocket has been used in the city of stPaul, such as Rice street and Charles. However, this proposal is putting the median islands further out, creating a larger turning pocket.

How will this project change the use of this space? Median island are a proven FHWA countermeasure to help drivers slow down and help pedestrians cross one lane at a time.

How will this project/improvement meet the needs of the surrounding community/those who will use it?

It will reduce the barrier between the communities on both sides of the street • It may result in more people walking in the neighborhood as they feel it is safer to cross the 3 way street between their home and the services in the neighborhood on the other side of the street.
It will help teens in walking across parts of town, so they can go to their middle and high school by foot or by bike.

Right fit (supports or enhances the cultural characteristics of the surrounding community) – St Paul consists of a bunch of neighborhoods, and historically each neighborhood had most services within

walking distance. We have lost some of that over the years, but walkability is valued again by many if not most people living in St Paul. Improving uncontrolled intersections on three way streets for pedestrian use seems a logical next step to further improve the quality of life in our city. This application for a temporary installation is a fiscally responsible way to start this important work to make the streets in our City safer for pedestrians.

Proximity to Area of Concentrated Poverty where 50% or more of residents are people of color – not appropriate

Art/aesthetics

Unmet need – The unmet need is that of people who are uncomfortable crossing wide streets in our city, including the elderly and preteens. For these people, the corridors of fast moving car traffic form real physical barriers. The City may have some documents on this impact of wide streets. If not, ask any parent of a 12 year old if they feel that it is safe for their kids to cross these streets by themselves. For most parents the answer is very clear and loud. NO

Accessibility – We have already discussed how the improved intersection will especially help the most vulnerable among pedestrians, including the elderly and preteens. But the improvement of crossing one lane at a time also applies to people who are blind or suffer from low vision.

Transportation – We speak to this point throughout this application. The median islands restore the flow of pedestrian traffic on uncontrolled intersections and have little to no impact on the flow of traffic of cars.

Potential long-term positive/negative effects on community – We believe that improving uncontrolled intersections for pedestrian use only will bring positive effects to our community, including:

helping pedestrians cross wide streets one lane at a time
reducing the number of motorist engaged in speeding; which will lead to higher yielding rates for pedestrians
higher yielding rates will reduce the number of times motorists and pedestrians end up in a wired type of “intersection dance”, as we discussed above

Furthermore, with more people feeling comfortable crossing wide streets by foot, we expect that more people will be walking and biking to visit the services, clubs and schools in their neighborhood. Thus, improving these intersections is likely to help a shift in mode of transportation away from cars and towards walking and biking. This is a highly desirable outcome for St.Paul to meets its sustainability targets for 2040.

Historical or cultural significance of asset – Promoting walking restores our neighborhood as it was build with services, schools and parks at walking distance from people’s homes.

Public safety – Safer crossing for pedestrians are a key component of public safety

Equitable and inclusive design – Throughout the era of the car we have optimized the streets in our city for motorists. This has negatively impacted people who opt for other modes of transportation, including pedestrians and cyclists. Improving crossings for pedestrian use with median islands is a

FHWA proven way to restore the safety of people walking with a minimal impact on the flow of motorized traffic.

Please upload any files that will help us evaluate your proposal.
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What else would you like to tell us about this project that was not addressed in the questions above? On Fairview, we conducted a “poor men’s” traffic count during the busy travel time in the late afternoon. We tracked left turns only–we wanted to gain understanding in how often motorists use the center lane for making left turns on uncontrolled intersections, and how often the center lane was used for queuing. Based on our counts, we estimate about 41 left turns per hour across a section of the 3 way street with 5 uncontrolled intersections. Not once did we observe an instance of queuing, not even during peak travel times. This is an important observation, as it does justify the idea that the center lane could be used to house two median refugee islands for pedestrians, with the section of the center lane between the two islands as a turning pocket that is large enough for a single car to wait for traffic before it can complete its left turn. This design of a left turn pocket, makes the left turn maneuver similar to that of making a right turn, which has little to no impact on the flow of traffic.

Method

We counted left turns for 7 or 14 minute periods 3 times a day on multiple days. All counts were performed between 3:00 and 6:00 pm.
We tracked left tuns on a section of the 3 way street with 5 uncontrolled intersections • We also counted left turns on the controlled intersection of Fairview with St Clair, during the red light cycle only

Findings

On the section with 5 uncontrolled intersections we estimate that about 41 motorists turn left per hour, which is about 4 vehicles per left turn per hour. Across this long section of the street we never observed a queue of two or more cars on the center lane.
For the short section of the street with the controlled intersection we estimate that about 69 motorists turn left per hour. Queuing was observed regularly, about 25% of the left turning traffic produced a cue of 2 or more cars.

Department Notes:

Estimated Cost – $140,000 (see Public Works disclaimer)

Estimate assumes the following:

Median on Saint Clair Ave on the west side of Kenneth St
Pedestrian Ramp reconstruction
Modifications to Pavement Markings

Scope of work is also expected to include parking removal on the south side of St. Clair Ave and relocation of the Metro Transit bus stop, both of which have not been vetted.

14. Pedestrian Crossing at Shepard Road and Alton Street

Application #: 798334
Contact Person: Kathleen Carruth
Organization (if applicable): Highland District Council
Neighborhood: Highland

Cost Estimate: $830,000

Brief (1-2 sentence) Summary of Project: This project would be to design and implement a pedestrian crossing at Alton Street and Shepard Road. The District 15 and Great River Passage Plan call for the City “to provide pedestrian crosswalks where the roadway median allows for a pedestrian refuge. At pedestrian crossings provide clear pedestrian zones with crosswalk pavement markings, median refuges, guard rail breaks, contrasting pavement types and/or raised traffic tables.”

Project Location (Please use something specific like intersection, street address, park name, etc.): Shepard Road and Alton Street Intersection

Affected Ward(s): Ward 3

Affected Neighborhood District Council(s): Highland

Which category best describes your project? Streets Amenities.

Please describe the project. Be sure to include a physical description.

The proposed River Learning Center at Crosby Park/Watergate Marina of the Great River Passage plan will make it even more important for people to feel safe crossing Shepard Road at Alton St. When people are crossing now, they have to avoid 4 lanes of traffic with cars traveling at speeds well over 55 mph, they have to crawl across a metal barrier, and while they crawl over they are standing in a lane of traffic. There is not a signaled pedestrian crossing for over a mile and half and 11,000 residents (many of them low income and immigrants) live between West 7th Street and Shepard Road along this stretch of road. There are hundreds of pedestrians crossing at this intersection every week. It has been proven that all pedestrians are in danger trying to cross Shepard Road at Alton.

crime reports or crash data tell us about safety in the area where this project is located? Physical Characteristics: The four lanes of traffic traveling at speeds over 55 mph, the metal barrier between Shepard Road and the walking/bike path, The lack of sidewalks, pedestrian ramps or a pedestrian refuge on the median.

Importance: The Sam Morgan trail and Crosby Park are highly used paths for bikers, walkers and joggers. People from around the metro area come to enjoy these paths along the Mississippi River. With the proposed River Learning Center, and proximity of these 11,000 neighbors, it is very inequitable that they can not gain access to a path that is “right in their back yard”.

With a proposed crossing, this would slow traffic, provide ADA compliance , allow people a place to walk, connect with nature, and exercise.

This is an opportunity to introduce our beautiful City and our Minnesota “get out and move” attitude to the immigrant families who call this area home. Many who may have not experienced nature and outdoor activities such as what we have been lucky to grow up with. This can also bring appreciation for our natural resources and encourage people to keep things clean and nice and have a sense of

pride for where they live.

Have grants or other matching funds for this project been secured? No.

Please elaborate on whether/how this project remediates health or safety issues that pose a danger to others.

This project would make this area safer for everyone in the Community, to be outside, exercise and enjoy the National Park space, City Bike path and other amenities.

The needs of an entire community would be addressed. This would allow them access to the only green space in the vicinity, which is the Mississippi River and the many parks and trails along it, but that all exist just across Shepherd Road. This entire community would have access to Hidden Falls Regional Park, Two Rivers Overlook, Fort Snelling Scenic Overlook, Crosby Farm Regional Park, Watergate Marina, or Crosby Farm Park. They could walk the Crosby Farm Trail system or fish in Crosby Lake. These are all natural amenities that are only being used by those that drive to these locations or the few that are brave enough to cross Shepherd Road on foot. And with the soon to be added River Learning Center, there is no better time to open this up to those that live nearby.

safety | Equitable and inclusive design. In this age of encouraging people to not use their cars, and looking for ways to bring equity into neighborhoods that have gone without for so long, this is an amazing opportunity to achieve both. This project will address a huge inequity between people who have cars and those who don’t, make our parks and trails available to those who are disabled, slow speeds on Shepard Road, and bring the experience of nature to a whole community that may never have had this opportunity.

Please upload any files that will help us evaluate your proposal.
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What else would you like to tell us about this project that was not addressed in the questions above?

Department Notes:

Estimated Cost – $830,000 (see Public Works disclaimer)

Estimate assumes the following:

Improved crossing at Shepard and Alton intersection
Traffic Signal installation

Additional review and evaluation should be completed to determine if this is the appropriate location and treatment.

15. Design Work for Hillcrest/Highland Park Community Center Fields

Application #: 798536
Contact Person: Kathleen Carruth
Organization (if applicable): Highland District Council
Neighborhood: Highland

Estimated Cost: $345,000

Brief (1-2 sentence) Summary of Project: This proposal includes the design work for the athletic fields at the Highland Park Community Center. Site design will include engagement and outreach with the community, as well as storm water management features and landscaping.

Project Location (Please use something specific like intersection, street address, park name, etc.): Highland Park Community Center, 1978 Ford Parkway

Affected Ward(s): Ward 3

Affected Neighborhood District Council(s): Highland

Which category best describes your project? Parks and Trails.

Please describe the project. Be sure to include a physical description. The Highland Park Community Center currently has an athletic field that is used for both baseball and soccer. The area is adjacent to the newly renovated Play area, and Community Center, which includes the Highland Park branch library. It is a significant hub of activity with continued programming through Parks and Recreation throughout the spring, summer and fall. This project would be for design work for Parks to work with the community to gather input and find the solution to address the major inadequacies and dangers of the current field.

The existing fields were made from old fill, they consist of rocks and and very little dirt. The children that play recieve cuts from the turf when they fall. There have been 100’s of kids with injuries over the years. Current usage is estimated at over 100,000 and there are generally wait lists for programming on the fields. By providing a design consistent with the programming that occurs on the field, the participants will not suffer from cuts and scrapes. This project will support all members of the community that use Parks programming. This project addresses the physical safety of the children in our community, and all who use the field for recreation.

inequity or otherwise support diversity and inclusion? What does publicly available data like crime reports or crash data tell us about safety in the area where this project is located?

This is one of the most highly used fields at any of the City’s rec centers, and it has accounted for 100’s of injuries, scrapes, stitches on children who should be playing on grass and not rocks.

The Highland Park Community Center has over 250,000 visitors a year, to say it is a community hub is an understatement.

Design work would be the first step in the process to make sure that the field improvements are made within the next few years. Parks had the HPCC fields in their top 5 projects that needed to be completed over 10 years ago, and yet no design work or planning has been done.

The fields are used and have programming that include over 100,000 youth throughout the year. These are children from all over the City of St. Paul.

There is not specific data for the amount of children hurt on the field, but through word of mouth, and neighbor feedback on this project, we have received hundreds of complaints and letters/emails. In a survey completed by the Highland District Council with 400 reponses, 52% ranked field improvement as a top priority.

Have grants or other matching funds for this project been secured? The Lumen Christi Men’s Club has donated $1500 and has offered to continue raising funds.

Please elaborate on whether/how this project remediates health or safety issues that pose a danger to others. The first step to improving the HPCC fields is to have a design process that includes all members of the community. Without this funding, the rocks continue to surface, and the youth of St Paul will continue to be injured.

Describe the current and potential usage of this project, using the following questions as a guide: How is this space currently used? How will this project change the use of this space? How will this project/improvement meet the needs of the surrounding community/those who will use it? HPCC sports are a major segment of usage. Between June and August, six weeks of T Ball are played. During this period, there can be 8-12 teams of 10-12 children who play ball ranging from age 3 to age 6. The total participant attendance ranges from 500 – 850 and in addition parent spectators are an additional 1,600-1,800 attendees. There are also around 2 near ball (7&8 year olds) games at HPCC during that period adding around 150 more attendees. In the fall, between September and October, our outdoor soccer program begins. Participants for this program range from age 3 to age 8 in three segments (4U, 6U, and 8U). Recently they had 14 teams with an average of about 10 kids per team, so about 140 participants playing six games each. In the past, we’ve had over 20 teams. Depending on the year, participant attendance ranges from 850-1,400, with 1,700- 3,000 spectators for the six weeks of the program. Besides the games themselves, our older soccer participants (10U, 12U and 14U) who play their games offsite, practice on our field at least one night a week. Generally, this means there are about an additional 60 kids practicing for about 10 weeks. That total comes to about 600 participants. From spring through summer, a number of non-Hillcrest groups use our fields for baseball and softball. These groups include Highland Little League (baseball – ages 10-16), Highland Catholic School baseball (ages 9 -12), Nativity baseball (ages 9-12),

Highland Softball (ages 10-16), and St. Paul Softball (ages 12-14). These groups use our fields from April through August. Highland Catholic and Nativity use our fields for baseball games and practices from April through the first week in June. The softball season generally is played from late May through August. These groups accounted for approximately 1,600 additional participants and about 3,000 spectators on 45 dates, including both games and practices, and including a number of multiple games or practices on those 45 days. On the low end, the approximate attendance is about 9,500 individuals and can actually go over 12,000 people depending features and weather. Lastly, on any given day we have 30 to 150 individuals who use the fields for pick-up games, flying kites, walking dogs or just general use. Those individuals could be any age from grade school children to senior citizens. This would account for an additional 10,000 to 50,000 individuals. If you add these totals together, you get a total usage of 78,500 to 123,400 in any given year using HPCC field space.

Please upload any files that will help us evaluate your proposal.
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What else would you like to tell us about this project that was not addressed in the questions above? Parks had a interest in doing a preliminary design for these fields back in 2014, when they were listed in the top worst 5 fields in the City of St Paul. 8 years have gone by and no improvements have been made. Please consider investing/maintaining your existing facilities!

Department Notes:

Estimate of $345,000 assumes 15% design fee for improved synthetic turf field at Highland Community Center. Assume community engagement has occurred and land is owned by City of Saint Paul and 1% of project budget allocated for Public Art. 15% of proposed budget to be broken down as 30% design development, 40% construction documents, 5% bidding, 20% construction management. Add additional project assumptions and descriptions

16. Widen Combined Pedestrian and Bike Path along Mississippi River Blvd (MRB)

Application #: 798562
Contact Person: Kathleen Carruth
Organization (if applicable): Highland District Council
Neighborhood: Highland

Cost Estimate: $459,313

Brief (1-2 sentence) Summary of Project: Widen, or separate into bike and pedestrian lanes, the path that runs on the west side of MRB WHERE FEASIBLE TO DO SO. Some stretches of the path are already separated and many other stretches could be separated to enhance bike and pedestrian safety.

Project Location (Please use something specific like intersection, street address, park name, etc.): Mississippi River Blvd from Prior Ave South to Summit Ave on the North.

Affected Ward(s): Ward 3, Ward 4

Affected Neighborhood District Council(s): Highland, Macalester-Groveland, Union Park Which category best describes your project? Parks and Trails.

Please describe the project. Be sure to include a physical description. Where feasible add a separate parallel path on the river side of the existing path. Some areas already have separate pedestrian paths and many areas are wide enough to accommodate a separate pedestrian path. In some areas the combined path could be widened and striped for bikes and pedestrians. In some areas either enhancement would be costly and adding a “narrow lane” sign and removing riverside vegetation is the only reasonable option for enhancing biking and pedestrian safety.

Improving safety is extremely important in the heavily used portion of the train near Summit Ave. and will become important in the Hidden Falls area when the Ford Plant site is developed.

This project will help with the safety of both pedestrians and bikers along MRB. There are a couple of portions of the path that are on very sharp turns, and the visibility is almost non-existent. This is dangerous for walkers, runner, and bikers. By making the paths wider and safer, more people will use them, with more people there is less crime.

would this place look or feel safer as a result of your project? Does this project address an inequity or otherwise support diversity and inclusion? What does publicly available data like crime reports or crash data tell us about safety in the area where this project is located?

The current combined path is busy and dangerous due to the narrow width of the path and a number of blind curves. This River path is one of the great amenities for the City of St Paul (and Mpls), people come from all over to run races, bike and enjoy the drive. This MRB path is the most well used bike and walk trail in the City of St. Paul.

There have been multiple robberies, muggings and rapes reported on this stretch of MRB over the past 3 years.

Have grants or other matching funds for this project been secured? No.

Please elaborate on whether/how this project remediates health or safety issues that pose a danger to others. Enhances safety for both pedestrian and cyclists.

Please upload any files that will help us evaluate your proposal.

What else would you like to tell us about this project that was not addressed in the questions above? Please note the emphasis is on where feasible. There are narrow areas between MRB and the river bank where this is not a feasible low cost project. Signage would help to improve safety in those areas.

Department Notes:

Estimate based on widening segments of MRB trail by 4′-0″ (four feet):

Summit to Goodrich (.25 mi) – space to expand and the busiest area. Heavily used by both pedestrians and bikers. #1 in terms of highest priority and feasibility.
Hartford to Woodlawn (.16 mi) – This short segment has room to widen the current path and is extremely dangerous because of the sharp curve in the path and limited visibility at the MRB/Woodlawn intersection. Very high priority because of ease of project and safety of pedestrians and bikers. It is a very busy segment of the path.
Elise to Prior (.68 mi) – Heavy traveled and most of the stretch is well suited for expansion. Ideally a tree would be removed across from 1638 MRB and there is a pinch point at 1696 MRB.
Stripe (dash) center of trail – Approximately 1.1 miles. Please note Master Plan Update for Mississippi River Blvd is planned and goal will be to explore seperation of bicycle and pedestrian facilities, where possible.

17. Median Island on South Kenneth Street and Saint Clair Avenue

Application #: 789503
Contact Person: Charlotte Hanley-Jacobson
Organization (if applicable): Groveland Park Elementary Parent Teacher Organization (PTO)
Neighborhood: Union Park

Estimated Cost: $140,000

Brief (1-2 sentence) Summary of Project: For years, the crosswalk on South Kenneth Street and Saint Clair Avenue has been unsafe. We are asking to modify the intersection through the construction of a median island. The median island will help motorists slow down and promote eye contact between motorists and pedestrians. We hope this will increase the safety of students and other pedestrians and promote safe crossing behaviors by all.

Project Location (Please use something specific like intersection, street address, park name, etc.): The T-intersection of South Kenneth Street and Saint Clair Avenue

Affected Ward(s): Ward 3

Affected Neighborhood District Council(s): Macalester-Groveland

Which category best describes your project? Streets Amenities.

Please describe the project. Be sure to include a physical description. The school crossing at the intersection of South Kenneth and St Clair is unsafe for pedestrians. Too many conflicts exist with drivers who are aggressive, do not slow down enough, or fail to stop at all. We would like the city to modify the intersection and install a median island. A median island at a marked crosswalk should significantly reduce the number of speeding drivers and the potential for accidents.

The primary purpose of this median island is to help motorists slow down for pedestrians. The island should not impact lane width, but it would optically narrow the street to slow down motorists.

In addition, the median island would help pedestrians crossing Saint Clair Avenue by providing a safe place for pedestrians between lanes. This will make it easier for walkers to monitor two lanes with traffic moving in opposing directions by focusing on traffic in one lane at a time. Additionally, this will promote eye contact between motorists and pedestrians, allowing them to acknowledge each other and forming safe crossing behaviors by both.

Groveland Park with its elementary school, fields, courts, and recreation center are cornerstones of the community. There is a high level of pedestrian traffic of all ages, but especially youth from toddlers to teenagers.

Median islands are an FHWA proven measure to improve the safety on urban streets and maintain regular traffic flow. The median island will have little to no impact on lane width, but it will help motorists slow down as the street will appear more narrow to them.

An inequity is that vehicular traffic flow is allowed to continue unabated in an area that is unsafe for pedestrians by design, especially for daily use by children on their way to school or to the park. This fact does not compare favorably with the norms for 15mph school speed zones in many of the surrounding Twin Cities Metro suburbs. People of all races and ages use the Groveland Recreation Center, and Groveland Elementary School has a very diverse population, reflecting the diversity in St. Paul. All deserve to feel safe while walking.

On December 14th, 2018, two vehicles collided at the nearby intersection of Cleveland Avenue and Saint Clair, plowing across a section of sidewalk that had been occupied just 20 minutes earlier by two elementary school student patrols. While crashes may not have been reported specifically for the Kenneth and Saint Clair t-intersection, we would like traffic calming efforts to be proactive rather than reactive.

Furthermore, the elementary school patrols are often accompanied by adult supervision. Even so, rush hour motorists have been noted to be dismissive of existing traffic calming measures and safety flags. To better manage such motorists, some parents have brought their own traffic cones and placed them along the roadway and on the centerline in an attempt to create visual cues to slow down speeding cars. A median island would make such makeshift measures permanent features.

Have grants or other matching funds for this project been secured? No.

Please elaborate on whether/how this project remediates health or safety issues that pose a danger to others. Currently, the unsafe situation frequently leads to conflicts between road users. Per the Federal Highway Administration, the use of median islands has known pedestrian safety benefits – https://safety.fhwa.dot.gov/ped_bike/step/

A 2017 study carried out by psychologists at Iowa University (Jodie Plumert) found that children up to the age of 14 have more difficulty crossing roads safely than adults. She found that children struggle with identifying gaps in traffic large enough to cross safely, and they may allow eagerness to outweigh reason when judging the best time to cross a busy street.

These struggles and safety issues will be less severe when motorists slow down and when pedestrians can cross one lane at a time. Both can be accomplished with a median island.

The median island will lower the barrier to cross Saint Clair and make the area feel safer. More people may feel confident to walk to school and visit the park, fields, playground, and recreation center.

Please describe the impact this project will have on the community. As applicable, address issues such as: Potential to enhance neighborhood stability or quality of life | Right fit (supports or enhances the cultural characteristics of the surrounding community) | Proximity to Area of Concentrated Poverty where 50% or more of residents are people of color | Art/aesthetics | Unmet need | Accessibility | Transportation | Potential long-term positive/negative effects on community | Historical or cultural significance of asset | Public safety | Equitable and inclusive design. The t-intersection is an unsafe pedestrian crossing, and it is especially children up to the age of 14 that are disadvantaged. To them, crossing the intersection is a stressful activity, which effectively makes Saint Clair Avenue a barrier to access their school, fields, playgrounds, and the recreation center. This barrier is affecting a relatively large group of people in the neighborhood, stretching out for at least 8 blocks south of the park. While we can’t remove the barrier by closing Saint Clair for vehicular traffic, we can reduce the impact of the barrier by installing a median island. We believe that the median island will bring more people to visit the school, park, fields, and playgrounds, and that they will do so more frequently. Qualitatively, it will lower the stress that many pedestrians experience today and help make Saint Paul a more pedestrian friendly city.

We believe median islands should be installed at many locations in St. Paul, especially in all locations where a school or recreation center borders an urban collector or arterial road. Crossing these roads is difficult for pedestrians and cyclists, and especially for children. Median islands will enhance pedestrian safety and empower people of all ages to walk or bike to their school and recreation center.

Please upload any files that will help us evaluate your proposal.

What else would you like to tell us about this project that was not addressed in the questions above? Thank you for your consideration of this proposal.

Department Notes:

Estimated Cost – $140,000 (see Public Works disclaimer)

Estimate assumes the following:

Median on Saint Clair Ave on the west side of Kenneth St
Pedestrian Ramp reconstruction
Modifications to Pavement Markings

Scope of work is also expected to include parking removal on the south side of St. Clair Ave and relocation of the Metro Transit bus stop, both of which have not been vetted.

18. Community Gathering Space

Application #: 775056
Contact Person: Rachael Ryan
Organization (if applicable): n/a
Neighborhood: Highland

Estimated Cost: $118,215

Brief (1-2 sentence) Summary of Project: Create a safe outdoor community gathering space (bench, swing set, garden box) for landlocked neighborhoods on a small, unused parcel of city owned land. The purpose is to grow a sense of ownership and pride in neighborhoods where drug use and violence continue to increase, and fear and discomfort keep families inside.

Project Location (Please use something specific like intersection, street address, park name, etc.): Preferred location: 1601 West Middleton Ave, Saint Paul 55116

Affected Ward(s): Ward 2, Ward 3

Affected Neighborhood District Council(s): Highland, West 7th / Fort Road

Which category best describes your project? Parks and Trails.

Please describe the project. Be sure to include a physical description. The proposed project is the addition of a small park on the city-owed property of

Natural Access: Parts of the Ward 2 and Ward 3 neighborhoods are landlocked by West 7th, Lexington, Randolph, and 35E. There are no parks within this boundary and the parks outside of this boundary are not easy to access. The proposed park location is right off the bike path and close to the 35E pedestrian bridge. This location is easy to access by pedestrians, bikers, and motor vehicles.

Territorial Reinforcement: There are only private areas in these landlocked neighborhoods; no places where neighbors can safely gather and build a sense of community. A park symbolizes connection, togetherness, and community. It identifies the area as a safe place within a neighborhood that cares about each other.

Furthermore, having more foot traffic from the community by the bike path would provide increased monitoring of the unsafe behavior that commonly takes place around this location.

Physical Maintenance and Activity Support: These landlocked neighborhoods used to be connected prior to the construction of 35E. The resulting separation left the Ward 3 side without an identity, not really a part of Ward 2 and not really a part of Ward 3. A little island of its own. Building a park would provide the opportunity for the landlocked neighborhoods to connect with each other and build a new identity. Furthermore, without easy access to a park, the children of these neighborhoods do not have a space to play and meet other neighborhood kids. This park would invite a much needed new group activity into this community.

What specific physical characteristics make this space feel usafe? For many years, much of the foot traffic on the bike path (directly next to the proposed park location) has been used by pedestrians associated with known drug houses/high-crime houses. A decade ago, the trees on the proposed parcel were thinned to give more visibility to the unsafe behavior common to that location. Many neighbors are hesitant to walk through the neighborhood in the dark, and especially avoid the bike path as it is not lit. Adding a park with a street light would reduce further visibility to unsafe behaviors.

Why is this space or place important to the community: These landlocked neighborhoods lack a safe community gathering space and given the separation from the 35E construction, also lack a complete identity. A park would be a defining space and provide a central location in which to build back the identity that has been lost.

How would this space look or feel safer as a result of your project? Increased safety would be achieved through more passive monitoring of the activity on the bike path and drug/high crime houses. The addition of street lighting at the park would also light part of the bike path, which is currently unlit and make it more safe for people who would like to walk/bike when it is dark.

Does this project address and inequality or otherwise support diversity and inclusion? These landlocked neighborhoods are lacking in community. Neighbors have no place to gather and learn about each other. Kids do not have a neighborhood space to play and meet other neighborhood kids. Creating a safe community space would create connection. This park would be open to all.

Have grants or other matching funds for this project been secured? No.

Please elaborate on whether/how this project remediates health or safety issues that pose a danger to others. There has been an influx of drug use and crime in the city and this landlocked neighborhoods are experiencing this increase. Providing a safe community space would offer more passive monitoring while bringing together these neighborhoods.

Describe the current and potential usage of this project, using the following questions as a guide: How is this space currently used? How will this project change the use of this space?

How will this project/improvement meet the needs of the surrounding community/those who will use it? How is this space currently used? This space is unused. The city mows regularly.

How will this project change the use of this space? This will become an area where people can gather together, children can play, and a sense of community and identity can be built.

How will this project meet the needs of the surrounding community? These landlocked neighborhoods do not have a safe community space. This park would provide such a location.

Please describe the impact this project will have on the community. As applicable, address issues such as: Potential to enhance neighborhood stability or quality of life | Right fit (supports or enhances the cultural characteristics of the surrounding community) | Proximity to Area of Concentrated Poverty where 50% or more of residents are people of color | Art/aesthetics | Unmet need | Accessibility | Transportation | Potential long-term positive/negative effects on community | Historical or cultural significance of asset | Public safety | Equitable and inclusive design. This park is an equitable and inclusive design. It will be open to all with the goal of creating a sense of community and identity. The potential long-term positive effects on the community are numerous and generational. There is currently no safe community gathering space in these landlocked neighborhoods. With a central park, the drug use and crime in these neighborhoods will have a more watchful eye. Neighbors of all ages can meet each other and connect. And a greater sense of pride in the neighborhood and city will be formed. Pride will also be created through the the aesthetics of the park and the sense of calm, safety, and community this space will bring to the neighborhood. This park also provides the opportunity for the landlocked neighborhoods to discover and build a lost identity though small artwork built into the design of the park (colored rocks, painted benches/signes, Little Lending Library, etc.)

There are known drug and high crime houses in the neighborhood, which has led to fear and insecurity to many residents of the neighborhood. Many people fear walking around the neighborhood, especially along the bike path and in the dark. The addition of a park has the potential to enhance neighborhood stability and increase public safety. It would bring comfort through community and increased watchfulness of unsafe behavior and monitoring of a commonly unsafe location.

The location of the park is central to the landlocked neighborhoods, directly off the bike path, and close to the 35E pedestrian bridge. This location is easily accessible by foot, bike, or motor vehicle.

Please upload any files that will help us evaluate your proposal.

What else would you like to tell us about this project that was not addressed in the questions above? Many neighbors who were asked about this proposal were immediately on board and remain hopeful to be granted the opportunity to create a safe community gathering space in the neighborhood. Thank you.

Department Notes:

Create small neighborhood gathering space in existing MnDOT Right of Way. License agreement would need to be reached with MnDOT to allow for a bench/picnic table and small play structures to support surrounding community. Confim that eligible use of CIB funds to construction within right of way.

19. 35E Trail Safety and Natural Surveillance

Application #: 780242
Contact Person: Nicole Kitzhaber
Organization (if applicable): n/a
Neighborhood: West 7th / Fort Road

Estimated Cost: $200,000

Brief (1-2 sentence) Summary of Project: Putting motion activated lights and security mirrors on more dangerous or hard to see areas on 35E bike/walking trail, to prevent crime and illegal activities, and create better visibility for people who use the trail.

Project Location (Please use something specific like intersection, street address, park name, etc.): On the 35E bike/walking trail in the section that runs from the edge of Pleasant Place Park, behind the houses on W Forbes Ave, to the 35E off ramp on to Grand Ave, near the parking lot of the old Burger King at 244 Grand Ave.

Affected Ward(s): Ward 2

Affected Neighborhood District Council(s): West 7th / Fort Road

Which category best describes your project? Parks and Trails.

Please describe the project. Be sure to include a physical description. The project would include putting several motion activated lights near fence line or off of sidewalk, and attaching security mirrors to those lights for better trail visibility. This would happen on the 35E paved walking/biking trail between the parking lot at the old Burger King at 244 Grand Ave, and alongside the trail after Pleasant Place Park, in the back of the houses on W Forbes Ave.

How does this project advance the principles of Crime Prevention Through Environmental Design (CPTED)? The four principles of CPTED are: Natural Surveillance, Natural Access, Territorial Reinforcement, Physical Maintenance and Activity Support. Remember, connection to the principles of CPTED will be an important component in project scoring. Using motion sensor lights on this area of the trail will use a natural surveillance technique to keep people from dumping and squatting in the area, will help light up the trail for walkers and bikers to see better, and keep neighboring houses safer from people sneaking into their backyards. The security mirrors would help walkers and bikers to see what is ahead of them on the trail because this is a low visibility area, and will help neighbors see the area and monitor for potential crime/dumping/squatting, that then will influence offender decisions because they know they can be seen using the natural surveillance.

The 35E walking trail between the 35E fence/wall and the backyard fences of the people living on W Forbes Ave, naturally creates a small, dark, and narrow place for walkers and bikers to be harassed and followed, for illegal squatting or dumping to go unnoticed, areas of the fence to be easily vandalized, and criminal activity in this neighborhood.

In the warmer months, I walk to work, and while walking through this area of trail I have been harassed and catcalled very often. Last fall I was also followed by an unwell man for ten minutes along this stretch of trail until I was able to find safety. I would like to feel safe in my neighborhood as a woman, to have my neighbors feel safe in this neighborhood, to be able to utilize this trail to get exercise and cut down on my carbon footprint, and for people without access to a car or transportation to safely get to work/school.

Also, in the area to the side of the old Burger King parking lot on 244 Grand Ave, there has been so much illegal dumping and squatting. Police get called there frequently, and this area becomes a hotspot for people who have mental health issues and drug addiction, who by no fault of their own do not receive help, but are causing damage to property, stealing from neighbors, creating large amounts of trash, harassing neighbors and people on the trail, and openly using drugs.

I believe that with the use of motion activated lights and security mirrors, this will create natural surveillance and will influence offender activity, cut down on squatting and illegal dumping, and also will create a sense of safety for those who use this trail.

Have grants or other matching funds for this project been secured? No.

Please elaborate on whether/how this project remediates health or safety issues that pose a danger to others. It creates natural surveillance for crime prevention in this area, helps walkers and bikers see what they are coming up on beforehand giving a sense of security, helps to cut down on illegal dumping and squatting, and helps people feel safe walking through the trail.

positive/negative effects on community | Historical or cultural significance of asset | Public safety | Equitable and inclusive design. By making this area safe, we will allow more non motorized transportation which cuts down our carbon footprint, creates equality in accessibility to downtown and Cathedral Hill neighborhood, creates better quality of life for neighbors and people who use the trail so that they do not have to fear harassment or illegal activity on this trail, and this would ensure the promise made to our neighborhood when 35E was built that we would have a safe and usable trail for us and our neighbors, was kept.

Please upload any files that will help us evaluate your proposal.
https://s3-us-west-1.amazonaws.com/ehq-production-us-california/f899e012c962392e6afacf4c4120ffda97ce73f9/original/1646846577/89938bc582cf883ddf5b519cb575bbda_4F8AB088-EC9C-4F16-9D76-3BC21CF1D93A.jpeg?1646846577

What else would you like to tell us about this project that was not addressed in the questions above? I love this neighborhood and I want to be able to continue living here and be able to easily walk to my job without fear. Thank you for your consideration of this project.

Department Notes

Estimated Cost – $50,000 for northern segment (Pleasant Place Park to Grand) and $150,000 for full segment between St. Clair and Grand (see Public Works disclaimer)

Estimate assumes the following:

Replacement of existing light poles. New poles to have wiring access panel placed at top of pole as opposed to bottom
Associated wiring

Discussed proposal with our Operations Division and they indicated that the requested motion sensor lighting and mirrors are not standard elements and they do not have funding to support maintenance of these elements. In addition, they indicated this is an area that they have had consistent wire theft issues with the existing lighting system. The above cost estimate proposes a modified light pole which has the wiring access panel at the top of the pole, and we believe will be a more tamper resistant pole. At this time, we do not have enough data to know if these poles are a theft deterrent, but it is a potential option to explore. Our site review did identify some tree overgrowth, low branches, and shrubbery that would be beneficial to remove and are working to get this addressed.

20. Speed Bumps or Humps – East Sidney and Curtice

Application #: 775811
Contact Person: Hans Mouritzen
Organization (if applicable): n/a
Neighborhood: West Side

Estimated Cost: $65,000

Brief (1-2 sentence) Summary of Project: Build speed bumps/humps on East Sidney and Curtice

Project Location (Please use something specific like intersection, street address, park name, etc.): Curtice Street and Sidney Street between Harvard and Oakdale

Affected Ward(s): Ward 2

Affected Neighborhood District Council(s): West Side

Which category best describes your project? Streets Amenities.

Please describe the project. Be sure to include a physical description. Sorry to repeat myself: build speed bumps/humps – 2 on each block. The should be painted and warning signs put up.

Have grants or other matching funds for this project been secured? No.

Please elaborate on whether/how this project remediates health or safety issues that pose a danger to others. Slower speed is safer than higher speed.

Describe the current and potential usage of this project, using the following questions as a guide: How is this space currently used? How will this project change the use of this space?

How will this project/improvement meet the needs of the surrounding community/those who will use it? Previously addressed.

Please upload any files that will help us evaluate your proposal.

What else would you like to tell us about this project that was not addressed in the questions above? I think I have covered it all.

Department Notes

Estimated Cost – $65,000 (see Public Works disclaimer)

Estimate assumes the following:

4 Speed Humps

Similar to other traffic control treatments Public Works recommends that the determination on whether speed humps are installed is based on a technical evaluation of the roadway and whether the roadway meets specific criteria. The purpose of this is to provide consistency in our application of treatments and to utilize a data-driven approach to prioritize treatments in the locations of biggest need.

Public Works has an existing policy for the installation of speed humps that indicates speed studies on the roadway should show 85th percentile speeds (the speed at which 85% of the vehicles are traveling at or below) of 10 mph over the posted speed limit before speed humps would be considered. We note that this policy was in place before our citywide speed limit change modified the speed limit on neighborhood streets from 30 mph to 20 mph. With the citywide speed limits changes this threshold is now easier to meet. We further note that our intention is to review and update this policy over the next year, so the specific criteria identified above is subject to change. We have not reviewed the proposed project location to determine if it would be recommended for speed hump installation. We recommend this be done prior to a determination being made on whether to proceed with this project.

21. Selby and Saratoga Traffic Calming and Safety Infrastructure Improvements

Application #: 792253
Contact Person: Scott Berger
Organization (if applicable): Union Park District Council (board member)
Neighborhood: Union Park

Estimated Cost: $1,075,000

Brief (1-2 sentence) Summary of Project: Provide a multi-modal intersection at Selby and Saratoga and add improved access to Ayd Mill Trail and surrounding connections. Provide non-motorized infrastructure such as a protected intersection or roundabout to calm vehicle traffic.

Project Location (Please use something specific like intersection, street address, park name, etc.): Selby and Saratoga

Affected Ward(s): Ward 1

Affected Neighborhood District Council(s): Union Park

Which category best describes your project? Streets Amenities.

Please describe the project. Be sure to include a physical description. I propose to construct a “protected intersection” at Selby and Saratoga. This concept has been implemented in other cities, and examples have been built in the US.

Example: https://www.ourstreetsmpls.org/protected_intersections

Essentially, this configuration would naturally slow traffic on the 25MPH posted cross-street traffic, while providing viable, safer, and shorter crossing for pedestrians and cyclists alike. I believe Saratoga is also considered a connecting corridor on the St. Paul Bicycle plan.

I would also remove adjacent street parking to improve sightlines, as very often motorists tell me that do not see me in time to slow down and stop for a pedestrian or crossing bike.

Natural Surveillance: Providing improved facilities at the intersection at Selby and Saratoga would pay significant dividends in terms of the CPTED Natural Surveillance principle. More specifically, natural surveillance, i.e., eyes on the street, will be promoted as more people choose to utilize walking and bikes as they pass through to local destinations and the A/B-line aBRT bus stops at Dayton Ave. for example. From personal experience, I know that a number of parents of small children occasionally walk to school across this intersection, but are dissuaded by the high volume

of high-speed traffic. Lowering speed and making crossing safer would therefore add additional natural surveillance coverage.

Natural Access: Providing improved facilities at the intersection at Selby and Saratoga would pay significant dividends in terms of the CPTED Natural Access principle. Natural access is very weak as is at the intersection of Selby and Saratoga. In fact, with nearby A-line and upcoming B-line bus stops, there are a number of people who could be encouraged to cross here for direct station access. Furthermore, the shops and Whole Foods draw foot traffic that may be restricted to parking lots if natural access is limited. At present it is restricted due to dangerous road design at this intersection.

Territorial Reinforcement: Providing improved facilities at the intersection at Selby and Saratoga would pay significant dividends in terms of the CPTED Territorial Reinforcement principle. The lack of substantial bump-outs and clear sightlines, in addition to overcrowding of street parking makes this crossing very weak in terms of territorial reinforcement. In fact, from my experience, there is a negative territorial reinforcement here, with bikes and pedestrians crossing and passing through only due to lack of better and safer options. Shortening crossing distances, removing turn lanes, and adding non-motorized facilities would substantially help the territorial reinforcement.

Physical Maintenance and Activity Support: Providing improved facilities at the intersection at Selby and Saratoga would pay significant dividends in terms of the CPTED Physical Maintenance and Activity Support principle. High-speed traffic travels on Selby between Snelling Ave and Ayd Mill Road today. This high-speed traffic of vehicles makes playing and spending time at or near this area unsafe at worst and unpleasant at best. There are no viable community gathering places around, which is a shame with the excellent Ayd Mill Trail nearby, and numerous businesses and residents. A narrowed street and/or protected intersection with bike lanes and shorter crossing distances would help, although an actual plaza area would be even better.

This intersection has to be seen to be fully understood, especially at peak traffic hours, such as 5:30 p.m. on a weekday.

There is a volatile mix here of pedestrians out for walks with dogs, but also those like me who do errands on foot and bike. Crossing from south of Selby to north of Selby at Ayd Mill, Saratoga, and Snelling are each dangerous, making this essentially a bulwark against non-motorized options. Even cars have trouble crossing safely in many cases.

High vehicle speeds are the main concern, and posting lower limits has not affected speeding compliance. This is why curbs and physical infrastructure, not just paint, is necessary here.

This area is currently an unpleasant, but Hobson’s choice, of a crossing for many including me. Making this Saratoga and Selby crossing much slower for cars, and including removing car space like turn lanes, would restrict traffic flows at rush hours, which is precisely what is needed.

Ayd Mill Road is a local street but is treated like a freeway, especially by commuters.

Slowing connections to AMR would benefit locals and discourage cut-through traffic. It is unsafe to allow kids to cross Selby in this area at any intersection, on foot or on bike.

This whole area would be significantly improved with a protected intersection and reduced vehicle travel speeds. Businesses would thrive on walk-up traffic, and neighbors would spend time socializing and shopping. The small businesses in the area could use this boost.

I have personally been intentionally intimidated by many motorists here, as they feel pedestrians and bikes are secondary. This is not true and the infrastructure should bear this out.

Please also improve ramp geometries and make this accessible and predictable for those who are wheelchair bound.

These improvements would disproportionately benefits those without cars or otherwise who are foot travel or transit dependent. This improvement would therefore have a positive and disproportionate benefit in terms of equity.

Have grants or other matching funds for this project been secured? No.

Please elaborate on whether/how this project remediates health or safety issues that pose a danger to others. Excessive vehicle traffic also leads to unhealthy air quality. Encouraging transit and non-motorized options and slowing car travel would improve the local air quality and health.

My neighbor at this corner is strongly in favor of slowing cars here and agrees the status quo is dangerous as we have personally witnessed on many occasions.

narrow sidewalks. Connecting Saratoga through Selby safely would also significantly add to the usability of the Ayd Mill Trail, which currently dead-ends at a dangerous intersection with poor sightlines.

Please upload any files that will help us evaluate your proposal.
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What else would you like to tell us about this project that was not addressed in the questions above? Although it is ambitious as a proposal, I think this would be a very solid area to use as a pilot for effectiveness of such a change. If it performs well, then the city could consider more of these intersection treatments at other similar challenging intersections.

Department Notes:

Estimated Cost – $1,075,000 (see Public Works disclaimer)

Estimate assumes the following:

Reconstructed north curb line between Saratoga St and Ayd Mill Rd exit roadway • Addition of trail on north side of Selby Ave between Saratoga St and Ayd Mill Rd exit roadway (extension of Ayd Mill trail to Saratoga). This may require removal and replacement of sidewalk.
New pedestrian ramps on all quadrants of the Selby Ave / Saratoga St intersection • Modification to the three existing bumpouts on Selby Ave
Medians on Selby Ave on each side of Saratoga St

Additional review and evaluation will be needed before a final scope can be determined. Specifically, the viability of constructing medians on both approaches needs further evaluation.

Proposal suggested a multi-modal intersection at Selby Ave and Saratoga St and specifically proposed a protected intersection. Since there are no bike facilities on any of the intersection legs, we did not cost estimate a protected intersection but scoped and cost estimated an intersection improvement with a focus on multi-modal safety.

22. Mears Park Public Bathrooms

Application #: 788577
Contact Person: Jon Fure
Organization (if applicable): CapitolRiver Council
Neighborhood: Greater East Side [Actually Downtown]

Estimated Cost: $130,000 (see department notes)

Brief (1-2 sentence) Summary of Project: Some, but not all, people who live, work or visit Downtown Saint Paul have access to a bathroom. Portable toilets have been placed in a few areas, and this project would add a structure with at least two bathrooms in Mears Park.

Project Location (Please use something specific like intersection, street address, park name, etc.): Mears Park, and the specific location in the park depends on access to water and sewer, and overall design considerations.

Affected Ward(s): Ward 2

Affected Neighborhood District Council(s): Downtown

Which category best describes your project? Buildings.

Please describe the project. Be sure to include a physical description. A structure would be built in a location where toilets could be connected to water and sewer lines. The structure would be designed to balance the need for privacy with features that discourage illegal activity. For example, the toilets could each be in a small enclosed space (similar to portable toilets), and there could be a common area for sanitizer / hand washing.

How does this project advance the principles of Crime Prevention Through Environmental Design (CPTED)? The four principles of CPTED are: Natural Surveillance, Natural Access, Territorial Reinforcement, Physical Maintenance and Activity Support. Remember, connection to the principles of CPTED will be an important component in project scoring. 1) Natural Surveillance: Mears Park is almost constantly busy year-round as people sit and relax, walk to and from restaurants and other destinations, walk dogs, etc. The large number of passersby and people spending time in the park would discourage vandalism and other illegal activity that sometimes occurs in bathrooms that are accessible to the public. 2) Physical Maintenance and Activity Support: The City is already maintaining portable toilets, and large events would require those to be added at times. Additional cleaning / maintenance could be provide through public private partnerships, such as those that are being implemented in Minneapolis: https://www.mplsdid.com/100restrooms

crime reports or crash data tell us about safety in the area where this project is located? Many people have complained to the CapitolRiver Council and City (Dept. of Safety and Inspections) about people urinating or defecating in parks, stairways, parking lots and other places. Residents near Wacouta Commons Park have asked the City to remove a water fountain from the park, because so many people were using it as a bathroom. It feels unsafe to see people going to the bathroom, and it feels unsafe to have to go to the bathroom where you might be seen. There are also public health concerns associated with human waste in public places. Mears Park is treasured by residents, workers and visitors, because it offers a place to relax, and there are often activities such as concerts or other events. A well-designed structure for bathrooms would improve the aesthetic value, and it encourage more people to spend time there. This project would promote equity and inclusion, because some people who are harmed by the absence of public bathrooms include people with limited mobility, people with some health conditions (that may cause them to go to the bathroom more frequently, for example), people who are experiencing homelessness, children, and people who can’t necessarily afford to buy something in a store or restaurant to be able to use a bathroom. I don’t know how to analyze the crime data, but there have been some reports of violent crime in or near Mears Park, which has resulted in more police officers spending time patrolling in the area.

Have grants or other matching funds for this project been secured? No.

Please elaborate on whether/how this project remediates health or safety issues that pose a danger to others. Health issues include the human waste that is not cleaned up in alleys, parking lots, stairways and other places. Safety issues include the situations where people go to the bathroom in areas that aren’t private and don’t have toilets or a place to wash your hands.

inappropriate place that is somewhat shielded from view, like an alley. The right fit is that the cultural characteristics of the community are pretty much limitless. Mears Park serves a very diverse community, including people who are visiting from other parts of Minnesota, from other states and from other countries. It probably doesn’t qualify as an area of concentrated poverty because many of the residents in the area have household incomes that are above average. However, there are also several residential buildings that offer supportive services and / or that offer subsidized rent. The project has not been designed, but ideally it would be designed so that it offers artistic / aesthetic benefits. Evidence of the unmet need was described earlier in this application (for example, people have reported seeing people urinate and / or defecate). Benefits related to accessibility include the challenge of finding a bathroom for someone who has limited mobility, or who have a health condition that makes them go to the bathroom more frequently. The entire Lowertown neighborhood is a historic / cultural asset, and it is degraded by the health and safety issues related to the current lack of public bathrooms. It would also promote a sense of greater public safety if there were fewer instances of people seeing someone going to the bathroom in an area that isn’t private. The structure would need to be designed in such a way that it is clearly open to the public, and not just for people who paying customers at a local restaurant.

Please upload any files that will help us evaluate your proposal.
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What else would you like to tell us about this project that was not addressed in the questions above? I understand that the impacts of this project on staffing and other ongoing expenses will be significant. I and many CapitolRiver Council board members and volunteers are eager to help find ways to make this feasible.

Department Notes

There is a need to update the master plan for Mears Park as ash trees are removed and needs of a downtown urban park change. Adding a public restroom will require additional input. Construction estimate for pre-fab restroom is approximately $130,000 but this does not take into account water or sanitary connections.

23. Wabash Rail Line Removal

Application #: 788577
Contact Person: Bailey Waters
Organization (if applicable): Saint Anthony Park Community Council
Neighborhood: St. Anthony Park

Estimated Cost: $150,000

Brief (1-2 sentence) Summary of Project: Remove the railroad lines and re-pave Wabash Avenue between Cromwell Ave and Raymond Ave.

Project Location (Please use something specific like intersection, street address, park name, etc.): Wabash Avenue from Cromwell Ave to Raymond Ave. 44.961011, -93.199271

Affected Ward(s): Ward 4

Affected Neighborhood District Council(s): St. Anthony Park, Union Park

Which category best describes your project? Streets Amenities.

Please describe the project. Be sure to include a physical description. Improving the corridor of Wabash by removing the rail tracks, improving the sidewalk, curb & gutter, and re-surfacing the street could greatly improve the safety and physical maintenance of the area.

Here are the things that would be non-negotiable for me in the project: Take out the rail lines and stripe the lanes so that there are bike lanes on Wabash Ave.

Here are items that COULD be included: Re-surface the entire Wabash Ave from Cromwell to Raymond. When taking out the rail tracks, convert that area to a bike lane. Paint bike lanes along the edges of Wabash Ave and connect them to the Pelhem Blvd. Additionally, the bike lanes along Raymond Ave could be continued down Raymond to connect to Wabash as a part of this project.

How does this project advance the principles of Crime Prevention Through Environmental Design (CPTED)? The four principles of CPTED are: Natural Surveillance, Natural Access, Territorial Reinforcement, Physical Maintenance and Activity Support. Remember, connection to the principles of CPTED will be an important component in project scoring. Physical maintenance and activity support is the main CPTED category that this project would fall under. The corridor of Wabash Ave is a key connection for bicyclists getting to the Pelham Blvd bike lanes from both the Franklin Ave and Raymond Ave bike lanes. The connection here is ugly and poorly maintained and does not feel safe. To maintain it would re-iterate a focus on bicycle/pedestrian safety in connecting the communities north of I-94 and south of I-94. This project would help improve livability and safety of the increasingly residential South Saint Anthony Park. This area has felt industrial and truck-heavy and car heavy due to the crossroads of I-94 & MN 280. Improving the corridor of Wabash by removing the rail tracks, improving the sidewalk, curb & gutter, and re-surfacing the street could greatly improve the safety and physical maintenance of the area.

The cracked up pavement and in-road railroad tracks make this area feel unsafe. There is a tripping and slipping hazard for bicyclists and scooters that take the Wabash Ave corridor. This space is important to the community as it connects South SAP to the area by the River. This area is becoming increasingly residential yet the industrial sections of the neighborhood still feel worn out and not-walkable.

This place would feel safer as the industrial rail lines would make it seem smoother and like it was built for people and not just freight.

This project supports inequity in that neighborhoods near highways have long been neglected in terms of livability. This would be making an interstate crossing more accessible and make the journey to the crossing more approachable and feel safer.

There has been a pedestrian crash at the intersection of Wabash & Pelham Blvd among 2 other crashes along Wabash Ave.

Have grants or other matching funds for this project been secured? No.

Please elaborate on whether/how this project remediates health or safety issues that pose a danger to others. This project would eliminate the safety issue of biking/walking/scootering along railroad tracks. These are not safe to ride over and are slippery and cause wheels to get stuck in the tracks.

The space will make it more inviting for bikes/scooters, and pedestrians to pass through.

This space will make a great connection for new South Saint Anthony Park residents to reach the recreational area by the river by taking Pelham.

Please upload any files that will help us evaluate your proposal.

What else would you like to tell us about this project that was not addressed in the questions above?

Department Notes

Estimated Cost – $150,000 (see Public Works disclaimer)

Estimate assumes the following:

Removal of rail tracks from within the Pelham intersection (approx. 100 feet of rail removal) • Bituminous pavement replacement in removal area

We note the proposal was for the full removal of the rail tracks between Cromwell Ave and Raymond Ave. Without a more substantial street reconstruction project on Wabash, Public Works does not believe there is a benefit to removing the rail tracks outside of the Pelham intersection. Removing from the Pelham intersection would remove the surface inconsistencies from the intersection and would be a benefit to all users of the intersection.

24. Cromwell-Robbins-Manvel Intersection Capital Strategy & Partnership for Public Safety

Application #:774624
Contact Person: Bill ‘Andy’ Anderson
Organization (if applicable): South St Anthony Park Whole Community Block Clubs
Neighborhood: St. Anthony Park

Estimated Cost: $315,000 (see Department Notes)

Brief (1-2 sentence) Summary of Project: Cromwell-Robbins-Manvel Intersection Capital Strategy & Partnership for Public Safety

Project Location (Please use something specific like intersection, street address, park name, etc.): Cromwell-Robbins-Manvel

Affected Ward(s): Ward 4

Affected Neighborhood District Council(s): St. Anthony Park

Which category best describes your project? Lighting, traffic calming, crime prevention Please describe the project. Be sure to include a physical description.

We propose lighting and traffic calming to encourage safe pedestrian and bike use of the intersection area. This will enhance access and surveillance in the area.

It will establish the space as a public space by better defining the use of the area.

This area has seen organized crime and gang activity including trafficking, drugs, robberies, assaults, gun and other weapons incidents and quality of life issues related to things like prostitution, illegal dumping and litter.

Criminal actors use Hwy 280 and I-94 to enter and exit the neighborhood with many using this intersection area.

The SPPD Western District and Gang Unit, Ramsey County Sheriff’s Office and MN Bureau of Criminal Apprehension are all familiar with the area.

With heavy pedestrian, garden and bike activity, the area has also seen an increase in vehicles traveling at excessive and dangerous speeds.

The intersection of Cromwell, Manvel and Robbins has many area assets important to the Saint Anthony Park Community Council. These include the oldest, largest and arguably most successful community vegetable garden in Saint Paul, a large native Prairie Heritage Garden and two pollinator plantings, including the Cromwell Square Butterfly Sanctuary.

This unique area could one day become a learning center for other community councils and neighborhood organizations interested in food production and sustainability.

The intersection is also one of the key connectors to the U of M transit corridor from the south, including University Avenue and is used by many bikers and pedestrians.

The South Saint Anthony Park community is dense, low income, young, diverse and has a high percentage of rental properties and foreign born residents.

It is also part of a vibrant revitalization that has made the area a focus for development and important equity initiatives in the Twin Cities core.

Many wonderful people live in the area and they have suffered the most direct impact of recent criminal activity.

Have grants or other matching funds for this project been secured? No.

Please elaborate on whether/how this project remediates health or safety issues that pose a danger to others. The criminal activity in this intersection has included drug dealing, prostitution, and excessive speeding that poses a risk to pedestrians, cyclists and community garden users.

Investing in the lighting and signage conveys a commitment to the public nature and use of the space.

the proposed improvements. It is supported by neighborhood residents adjacent to the intersection as well as business.

According to CityData, 26% of residents in the 55114 zip code are at or below the Federal poverty level.

This project improves pedestrian and bike access in the community – important transportation modes.

Please upload any files that will help us evaluate your proposal.
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What else would you like to tell us about this project that was not addressed in the questions above? South Saint Anthony Park believes that this important part of our neighborhood is at a critical juncture. If organized crime and gang activity are allowed to maintain a presence, they will threaten the quality of life for residents in the area including new and planned high density developments. Already, families have left the area and unfortunately more plan to do so.

The intersection we are proposing for a innovative, collaborative and partnership building crime prevention capital investment is the nexus for the criminal activity that threatens the viability of the area. And, that is why this project is so critical.

We are proposing to use the CIB funding for a capital project that will engage partners and leverage resources from all the various stakeholders in the area: the U of M, the railroad, business and apartment owners, the county and State. All are key property owners in the area, all could play roles in a redesign of the area that would involve better lighting, traffic calming, securing public areas and building safety. We recognize the limitations on the use of CIB funds, but believe they can provide the stimulus for other investments in the area

We also believe engaging stakeholders and partners in the broader community results in building Whole Community strength and resilience and that this initiative and investment could provide other community councils and neighborhoods with a model for comprehensive crime prevention capital projects in the future.

“We’re taking a new approach to city-building in Saint Paul. One that channels the ideas and talent found within our community, and uses it to build a brighter future for all of us.” – Mayor Melvin Carter

Department Notes

Estimated Cost – $315,000 (see Public Works disclaimer)

Estimate assumes the following:

Curb construction across north side of the Robbins St / Manvel St intersection • Bumpouts into Robbins St in southwest and southeast quadrants of the Robbins St / Manvel St intersection
Reconstruction of all pedestrian ramps in the Robbins St / Manvel St intersection • Sidewalk connecting pedestrian ramps on north side of the Robbins St / Manvel St intersection
One lantern light and three bent straw lights on north side of Robbins St

Final configuration of design and bumpouts to be determined after project is funded. We identified a benefit to bumping out into Manvel St but did not include in cost estimate as cost is expected to be high and it comes with lower benefit than the other identified improvements.

25. Willow Reserve Boardwalks

Application #:782379
Contact Person: Kerry Antrim
Organization (if applicable): District 6 Planning Council
Neighborhood: North End

Estimated Cost: $400,000

Brief (1-2 sentence) Summary of Project: The project will consist of building boardwalks where mulch paths are throughout the reserve.

Project Location (Please use something specific like intersection, street address, park name, etc.): Willow Reserve 1260 Arundel Street

Affected Ward(s): Ward 5

Affected Neighborhood District Council(s): North End

Which category best describes your project? Parks and Trails.

Please describe the project. Be sure to include a physical description. Willow Reserve is a 23- acre urban oasis on the City of Saint Paul’s North End. For nearly a century, the land was privately held and used for agriculture. In the 1960s, the City of Saint Paul and local neighbors purchased the site and established a bird and wildlife reserve. In the early 1990s, CRWD’s Trout Brook Storm Sewer Interceptor (TBI) began diverting rainwater to Willow Reserve in an effort to reduce flooding. The reserve also includes 16-acres of wetlands that provide excellent habitat for birds, frogs, and other wildlife. In 2016-2017 invasive plants were managed and invasive trees were either burned or ground to make wood chips for trails. This soft trail was created to provide access and Use of Willow Reserve. This trail only gets users so far into the extensive wetlands.

The trail system will provide formal access to Willow Reserve, better direct human use of the site, provide opportunities for education and interpretation, and improve site safety. Well designed access in the form of boardwalks will increase visitors mobility within the site and allow for easier

access. creating boardwalks with direct site-lines can both discourage crime and provide a greater sense of security for visitors. Elevated overlooks will provide better views of the pond and island. People will be able to enjoy the natural bounty of Willow Reserve without detracting from its established natural values and functions. The Reserve will continue to improve the quality of life for people and add value to nearby property. In close proximity to the reserve are multi-unit apartment buildings which houses a high population of Karen residents. There are new Habitat for Humanity Homes next to Willow Reserve.

Have grants or other matching funds for this project been secured? No.

Please elaborate on whether/how this project remediates health or safety issues that pose a danger to others. We have a responsibility to take care of nature in our cities. Environmental factors such as the quality and accessibility of the reserve will affect its use for physical activity. Access to public spaces is vitally important to residents including children. Providing safe and accessible access to natural space in the North End of Saint Paul is so critical to mental and physical health of St. Paul residents.

Access and circulation should be mindful of users’ safety. Well-signed access points and trails will help direct where people may use the site. Creating and maintaining appropriate sight-lines can both discourage crime and provide a greater sense of security for site users.

Please upload any files that will help us evaluate your proposal.
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What else would you like to tell us about this project that was not addressed in the questions above? We have a responsibility to take care of nature in our cities. In return, the benefits to our health would be huge. There has been tremendous amount of work at Willow Reserve. Easier accessible access to the reserve would allow for more visitors, increase the health of the neighbors, improve livability and decrease crime and illegal dumping.

Department Notes:

This cost estimate is for the balance of construction costs for boardwalks in the park to provide access to users of all abilities for all parts of the park. Funds would be a match for a DNR grant applied for to construction boardwalks in Willow Reserve which requires 50% match.

26. Marydale Park

Application #:790323
Contact Person: Kerry Antrim
Organization (if applicable): District 6 Planning Council
Neighborhood: North End

Estimated Cost: $148,120 (see Department Notes)

Brief (1-2 sentence) Summary of Project: The project includes upgrading lighting, benches, picnic table and repairing the dock at Marydale Park.

Project Location (Please use something specific like intersection, street address, park name, etc.): 542 Maryland Avenue

Affected Ward(s): Ward 5

Affected Neighborhood District Council(s): North End

Which category best describes your project? Parks and Trails.

Please describe the project. Be sure to include a physical description. Marydale Park is used by many neighbors and the picnic tables and benches need to be replaced and in different locations also adding more would allow people with mobility issues to be able to traverse the park, more people using the park-there is less potential for crime. Additional upgraded lighting would greatly increase the perception of safety. The dock is accessible and is in need of repairs.

Please provide pertinent information on the purpose and justification for this project. Please consider the following questions in your response: What specific physical characteristics make this space feel unsafe? Why is this space or place important to the community? How would this place look or feel safer as a result of your project? Does this project address an inequity or otherwise support diversity and inclusion? What does publicly available data like crime reports or crash data tell us about safety in the area where this project is located? Inadequate or improperly placed lighting in a park setting automatically gives the perception of being unsafe. The pier is in need or repairs and given the condition it gives the impression of being unsafe. Marydale Park is next to Loeb Lake, has a playground area, the dock sitting and eating areas and a Kato/Sepak Courts and walking trail. It is important to have additional strategically placed benches as well as additional picnic areas. Currently, some benches are in need or repair and are old and need replacement. The same is true of the picnic tables. The park is heavily used by neighbors. The addition of the Kato courts ensures sports diversity and there is a large group of Karen youth who use the court. In addition there are quite a few apartment dwellings near to and

adjacent to the park. These dwellings are home to a large population of Karen and people of color. Making the requested improvement would ensure users have a safe space. The pier is ADA accessible and provides fishing opportunities for children as well as adults who experience mobility issues.

Have grants or other matching funds for this project been secured? No.

Please elaborate on whether/how this project remediates health or safety issues that pose a danger to others. The fishing pier needs work to ensure safe use. The lumber railing and deck boards need to be replaced. Additional lighting would allow users to feel safe an comfortable and quite possibly will lessen crimes and will contribute positively to the use of the park. According to the definition of CPTED; Appropriate environmental design can also increase the perceived likelihood of detection and apprehension, known to be the biggest single deterrent to crime. Also management and maintenance to ensure (lighting, benches, tables, pier) can have an impact on the perception of safety and directly impacts who will use the park.

Describe the current and potential usage of this project, using the following questions as a guide: How is this space currently used? How will this project change the use of this space? How will this project/improvement meet the needs of the surrounding community/those who will use it? Marydale Park is a 23.95 acre neighborhood park in the North End. The park primarily provides a natural resource area offering trails throughout the park and around Loeb Lake, picnicking area, restroom building, parking lot, and a play area. Loeb Lake is almost entirely surrounded with mature trees and brush providing an ADA accessible fishing pier and fishing opportunities for children as designated by the Minnesota DNR. Additional and improved amenities; new benches, picnic tables, lighting and dock repair with aesthetically change the park, provide visitors with new, safe places to sit and enjoy the space provided by a large urban park. The surrounding community is made up of single family homes, multi unit dwellings and larger apartment dwellings. To have an updated, well maintained and safer park would greatly benefit the neighbors, allowing increased use. With the current 1-4 Unit Housing Study which addresses the potential to allow smaller homes, reduce restrictions on accessory dwellings and allow more than one residential building per lot, there is a potential increase in housing units across the city. With a possible increase in housing and population it is important the parks and greenspaces are well maintained and offer the amenities needed thereby increasing the safety of out outside spaces.

Please upload any files that will help us evaluate your proposal.
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What else would you like to tell us about this project that was not addressed in the questions above? The project would allow our neighbors to visit the park with improved amenities and feel safer.

Department Notes:

This estimate is for the addtion of approximately 16 light standards along the trail around the south side of the park. All the picnic tables and benches have recently been replaced and are exluded from this estimate. The Fishing Pier appears to be in good condition and repair/replacement costs have been excluded from this cost estimate as well.

27. Speed Bumps – Maple and Bates Streets

Application #:782388
Contact Person: Stephen R. Moore
Organization (if applicable): Ovation Group
Neighborhood: Dayton’s Bluff

Estimated Cost: $140,000 (see Public Works disclaimer)

Brief (1-2 sentence) Summary of Project: Add speed bumps to make roads safer for children.

Project Location (Please use something specific like intersection, street address, park name, etc.): Maple and Bates Streets Between 3rd and 7th streets.

Affected Ward(s): Ward 7

Affected Neighborhood District Council(s): Dayton’s Bluff

Which category best describes your project? Streets Amenities.

Please describe the project. Be sure to include a physical description. Per the National Association of City Transportation, “Speed humps are parabolic vertical traffic calming devices intended to slow traffic speeds on low volume, low-speed roads. Speed humps are 3–4 inches high and 12–14 feet wide, with a ramp length of 3–6 feet, depending on target speed.”

A child was hit by a car last summer. Additionally, multiple close calls have happened due to driver speeds in the neighborhood. We are blessed with many children in our neighborhood. They love to play together. Regardless of our best efforts, their games end up in the streets. Speeding motorists pose a real threat to the safety of children and other motorists.

When speed bumps have been installed, motorists will be deterred from speeding, whereas they will potentially damage their vehicles.

This project addresses inequity due to the multicultural and diverse socioeconomic demographics of our neighborhood.

I do not have public data. However, multiple households within the neighborhood have collectively reached out to our City Council person on several occasions to address this issue.

Have grants or other matching funds for this project been secured? No.

Please elaborate on whether/how this project remediates health or safety issues that pose a danger to others. A child was hit by a car last summer.

Please upload any files that will help us evaluate your proposal.

What else would you like to tell us about this project that was not addressed in the questions above? I am afraid that if this issue is not addressed, a child will be killed or seriously injured. This is not hyperbole.

Department Notes

Estimated Cost – $140,000 (see Public Works disclaimer)

Estimate assumes the following:

9 Speed Humps

update this policy over the next year, so the specific criteria identified above is subject to change. We have not reviewed the proposed project location to determine if it would be recommended for speed hump installation. We recommend this be done prior to a determination being made on whether to proceed with this project.

28. Path Lighting Between Maryland and Iowa

Application #:778251
Contact Person: Lisa Theis
Organization (if applicable): Greater East Side District 2 Community Council
Neighborhood: Greater East Side

Estimated Cost: $120,347

Brief (1-2 sentence) Summary of Project: This project would add lighting on a pedestrian path that connects Prosperity Heights Park, several apartment buildings on Hazelwood and Maryland Avenue.

Project Location (Please use something specific like intersection, street address, park name, etc.): Path on the block bound by Ivy Ave, Kennard St, Maryland Ave and Hazelwood. (Behind water department building).

Affected Ward(s): Ward 6

Affected Neighborhood District Council(s): Greater East Side

Which category best describes your project? Streets Amenities.

Please describe the project. Be sure to include a physical description. Adjacent to a Public Works retaining pond on Ivy across from Prosperity Heights Park there is a paved path that connects ivy Ave to the apartment buildings along Hazelwood as well as Maryland Avenue and Roosevelt Homes. The path and adjacent green space are maintained by Parks and Recreation. near the Maryland Avenue side of the path there are community gardens that are tended by local residents (mostly Hmong elders). Currently this path does not have any lighting the project would add lighting so that path is safer during early and evening hours.

The path is currently unusable after dark without lighting. This is inconsistent with other parks in the city where connecting paths have lighting. the addition of lighting will facilitate better access to Prosperity Heights Park from the north and west as well as the community gardens near Maryland

Avenue. While the path has not specifically been a hotspot for crime, the adjacent Sana Market located just west of the path has been. Numerous shots fired incidents including fatal shootings have taken place here and more lighting in the area will improve the safety.

Have grants or other matching funds for this project been secured? No.

Please elaborate on whether/how this project remediates health or safety issues that pose a danger to others. Currently the path is unusable after dark due to the absence of lighting. The closest alternate route between Ivy and Maryland is via Hazelwood which also has poor lighting conditions, leaving little in the way of well lit options for foot traffic between Prosperity Heights Park, Ivy Ave and Maryland Ave.

Please upload any files that will help us evaluate your proposal.
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What else would you like to tell us about this project that was not addressed in the questions above?

Department Notes:

St. Paul Regional Water Services is supportive of lighting the section of trail that crosses their land as part of this request. The project would include installation of approximately 13 light standards along the trail between Maryland and Ivy.

29. Greater East Side Skate Park

Application #:778380
Contact Person: Lisa Theis
Organization (if applicable): Greater East Side District 2 Community Council
Neighborhood: Greater East Side

Cost Estimate: $1,348,950

Brief (1-2 sentence) Summary of Project: This project would create a skate park and mural wall in Hillcrest Knoll or Hayden Heights Park.

Project Location (Please use something specific like intersection, street address, park name, etc.): Hillcrest Knoll Park between Flandrau Street and Kennard Street, Iowa Avenue and Montana Avenue. Hayden Heights is located at 1965 Hoyt.

Affected Ward(s): Ward 6

Affected Neighborhood District Council(s): Greater East Side

Which category best describes your project? Parks and Trails.

Please describe the project. Be sure to include a physical description. Nestled in the Greater East Side neighborhood, Hillcrest Knoll and Hayden Heights Park are underutilized and in the case of Hayden Heights is completely outdated for today’s population. There are very few resources and programming in the neighborhood for teens and pre-teens. This leads to boredom and a tendency to act out tagging buildings with graffiti and leading to other crimes. By building a skatepark with a mural wall, this would provide area teens a place to meet and express themselves creatively on the wall rather than on neighborhood buildings.

This space would be a one of few meeting places for teens/pre-teens in the neighborhood and express themselves creatively without damaging other buildings. There is an inequity of service in

the neighborhood since there are no recreation centers or libraries that are within walking distance of this neighborhood west of White Bear Ave and if using Hayden Heights Center, is not servicing the neighborhood due to it being outdated.

Have grants or other matching funds for this project been secured? No.

Please elaborate on whether/how this project remediates health or safety issues that pose a danger to others. Skateparks build and sustain healthy communities. As a gathering place for dedicated athletic youth, the skatepark provide the forum for visitors young and old, beginning and skilled, to meet and share experiences, provide a a sense of belonging and long term habitual exercise habits.

In a study done by the Tony Hawk Foundation in 2009, skateparks were proven to reduce complaints to police departments and only 4% of officer’s polled saw in increase in youth crime although 48% saw a decrease in youth crime following installations of a skate park.

Please upload any files that will help us evaluate your proposal.

What else would you like to tell us about this project that was not addressed in the questions above?

Department Notes

System plan identifies a need for a skatepark on the eastside of Saint Paul. Previous proposal was submitted for a skatepark at Eastside Heritage Park. Coordination between proposed skateparks is needed. Community engagement for former Hillcrest Golf Course for future parkland may impact project proposal as well.

30. Safety Upgrades to Hayden Heights Recreation Center and Park

Application #:799544
Contact Person: Lisa Theis
Organization (if applicable): Greater East Side District 2 Community Council
Neighborhood: Greater East Side

Estimated Cost: $280,370

Brief (1-2 sentence) Summary of Project: Hayden Heights Recreation Center has not had substantial improvement since it was built in the 1980’s. With the proposed Heights Development, just blocks to it’s East, improvements to the safety and design of the park is essential now.

Project Location (Please use something specific like intersection, street address, park name, etc.): 1965 Hoyt Ave

Affected Ward(s): Ward 6

Affected Neighborhood District Council(s): Greater East Side

Which category best describes your project? Parks and Trails.

Please describe the project. Be sure to include a physical description. Hayden Heights Recreation Center located at 1965 Hoyt has had no major improvements since it was built in the 1980’s. The surrounding neighbors have concerns not only on the center’s inability to serve the neighborhood currently but how it will serve the proposed 1000 housing units proposed just to the East of the park and recreation center. The main concern is the increase of traffic and high speeds of cars coming off of Furness Parkway down Hoyt Street. The following solutions are proposed:

1) Complete/continuous sidewalk around the entirety of Hayden Heights Park/Rec Center. 2) Bumpouts (possibly initially temporary bumpouts) at Hoyt and Hazel,

3) Improved and brighter lighting around exterior of rec center, in park.

This project would increase natural surveillance, physical maintenance of the park and increase natural access by providing increase lighting, completion of the sidewalks surrounding the park and build at least temporary bumpouts and the corner of Hoyt and Hazel to provide traffic calming.

Complete/continuous sidewalk around the entirety of Hayden Heights Park/Rec Center (currently there is no sidewalk along the park side of the street.) This would provide space for pedestrians to access the park safely. Without sidewalks, children as young as toddlers are forced to walk across/in a street rather than safely on a sidewalk. This is even more problematic due to Hoyt being a slight hill that has cars increasing speeds as the drive by the center.

Bumpouts (possibly initially temporary bumpouts) at Hoyt and Hazel, which attendees identified as the intersection that is most problematic and in need of traffic calming. Since speeding is a concern and no sidewalks, any type of traffic calming, especially at this intersection would be a benefit.

Improved and brighter lighting around exterior of rec center, in park. Increased lighting will benefit the neighborhood and deter crime.

Have grants or other matching funds for this project been secured? No.

Please elaborate on whether/how this project remediates health or safety issues that pose a danger to others. The park has had no improvements including safety improvement since the 1980’s. Increased lighting and measures addressing traffic calming and safe access to the park are desperately needed. In the past, there have been “near misses” of car/pedestrian accidents and groups of teens congregating and vandalizing facilities. Traffic calming and increased lighting will decrease these incidents.

Please upload any files that will help us evaluate your proposal.

What else would you like to tell us about this project that was not addressed in the questions above?

Department Notes:

This cost estimate includes approximately 1800 lf of concrete walk (6′ width) on remaining three sides of park with necessary pedestrian ramps, approximately 5 lights in the common areas of the

park, bump outs on each of the four corners of Hoyt and Hazel. Bump outs at Hazel and Hoyt would need to be coordinated with Public Works before being implemented.

31. Groveland Park athletic field elevation and regrade

Application #:792995
Contact Person: John Hoeschen
Organization (if applicable): Groveland Ice Rinks
Neighborhood: Macalester-Groveland

Estimated Cost: $66,125

Brief (1-2 sentence) Summary of Project: Add material to the Groveland Park athletic fields, specifically the northeast quadrant, to bring the elevation into a more reasonable tolerance to speed the opening of the ice rinks and extend the ice skating opportunities by as much as 30% most years. It would also eliminate the need to remove part of the infield surface of the east baseball diamond to accommodate the ice skating oval track.

Project Location (Please use something specific like intersection, street address, park name, etc.): Groveland Park athletic fields bordered by Sargent, Prior, and St. Clair Avenues. More specifically, the area of the field adjacent to Sargent and Prior Avenues.

Affected Ward(s): Ward 3, Ward 4

Affected Neighborhood District Council(s): Macalester-Groveland

Which category best describes your project? Parks and Trails.

Please describe the project. Be sure to include a physical description. The difference in elevation from the home plate of the east baseball diamond to the northeast corner of the property is in the range of 10 to 12 inches. Adding soil to bring this elevation difference to 3 to 4 inches is what is necessary to accomplish our goal of conserving our resources of water, equipment, and volunteer time and getting the ice rinks open prior to the winter school break. The best time to do this project would be early October 2022 after the field sports have completed and before the ice and snow season begins. The material would need to be brought in, spread, and leveled appropriately. After the ice and snow have melted in the the Spring of 2023, the area would need to be aerated and seeded. Our volunteers can help with both the initial grading and also do the aeration and seeding in the spring. The new turf would need to be watered regularly to get the fields ready for use as quickly as possible in the spring. Volunteers can assist with all these activities where appropriate.

families with with young children, preteens, and teenagers. We believe it is an excellent example fro volunteering and community building in our city. This project will make it more likely that the ice rinks can be ready for skating and open prior to the holiday school break. This gives youth and families a safe space to gather with their friends and participate in healthy physical outdoor winter activities during the winter break, which by the way is the only break during the ice skating season. Bringing the community together in an open, outdoor space such as Groveland Ice Rinks lends a sense of safety for youth, keeping them engaged and visible making it less likely to be participating other activities which could lead to “getting in trouble”.

Please provide pertinent information on the purpose and justification for this project. Please consider the following questions in your response: What specific physical characteristics make this space feel unsafe? Why is this space or place important to the community? How would this place look or feel safer as a result of your project? Does this project address an inequity or otherwise support diversity and inclusion? What does publicly available data like crime reports or crash data tell us about safety in the area where this project is located? These improvements would allow for earlier opening of the ice rinks providing a safe environment for youth and families to gather and play. It would also eliminate the need for removing part of the infield of the east baseball diamond which needs to occur before the frost leaving a precarious, unsafe terrain for several weeks before ice making begins and in the spring before the frost is out of the ground and the material can be replaced and leveled.

Groveland Ice Rinks is a destination place for residents from all over the city and surrounding communities. It is available to all at no charge and has introduced many non-skating families to the sport, which is a life long activity. Skates, skate trainers, hockey sticks, and pucks are all available at no charge every day the rinks are open making it accessible to anyone that comes to play. Throughout the years, thousands of people have taking their first strides on ice skates at Groveland Ice Rinks. It is truly a community gem and brings the community together, outdoors, during the long, cold months of winter in Saint Paul. Even though it is located in a more affluent part of the city, it draws people from all areas of the city. Diversity and inclusivity are paramount at Groveland Ice Rinks. People from differing diverse backgrounds participate together which lends itself to better understanding and inclusion, all necessary for a strong community to exist.

Ensuring that the ice rinks are open prior to the winter/holiday school break creates a safe outdoor activity for youth and families to participate in versus the harmful activities that youth may otherwise get into.

Have grants or other matching funds for this project been secured? While we have not secured funds for this project, the Groveland Ice Rinks non profit volunteer organization may be able to raise money to put toward the effort. Also, community volunteers can help with the project where appropriate, reducing the labor cos

Please elaborate on whether/how this project remediates health or safety issues that pose a danger to others. As stated earlier, this project would expand the time table that the rinks are open each season, creating a safe place to play.

Also, the need to remove the infield material is eliminated and the area is safer because there are no dirt piles and uneven terrain to fall or trip over potentially resulting in injury.

reducing the amount of water necessary to produce the ice rinks and oval by tens of thousands of gallons each year.
allowing for an earlier opening of the rinks, adding up to 30% more skating time per season. Every day that the rinks are open earlier is a bonus day because the effort to put the ice there is the nearly the same whether it is a 45 day season or a 70 day season.
lessening the time burden for the volunteers that produce and maintain the ice. • eliminating the disruption of the baseball diamond infield

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Department Notes

Assumes maintaining existing ball fields and raising grades to improve ability to flood ice rinks.

32. Horton Park Plaza

Application #:790678
Contact Person: Sarah O’Brien
Organization (if applicable): Hamline Midway Coalition
Neighborhood: Hamline-Midway

Cost Estimate: $310,552

Brief (1-2 sentence) Summary of Project: Hamline Midway Coalition proposes the design and installation of a park entry plaza in Horton Park where Hamline Avenue meets Minnehaha Avenue and replacement of the light fixtures along the west side of Hamline between Englewood and Minnehaha. The plaza will include informational signage, landscaping, seating, trash and recycling containers, a bike repair station, and bike racks in order to draw more people to the park to increase natural surveillance in the area.

Project Location (Please use something specific like intersection, street address, park name, etc.): In the corner of the park boundaries at the intersection of Hamline and Minnehaha Ave

Affected Ward(s): Ward 4

Affected Neighborhood District Council(s): Hamline-Midway

Which category best describes your project? Parks and Trails.

Please describe the project. Be sure to include a physical description. The park plaza will consist of a newly paved surface at the entry of the park along with a variety of amenities that will be determined during the design phase. Likely improvements will include an entrance monument, informational signage, a new bulletin board/kiosk, seating, trash and recycling containers, bike racks, and a bicycle fix station. The project will also include replacement of existing lights along the west side of Hamline between Englewood and Minnehaha.

The park entry plaza is intended to make Horton Park a more welcoming and attractive space for community members to spend time. We hope that the proposed improvements will draw attention to the park and encourage more activity in and around the block. For example, the plaza space will be landscaped to create a destination in itself where visitors can sit and relax or socialize. Additionally, the bike repair station is a needed community resource and will naturally draw new visitors to the park. An increase in visitors and overall use of the space leads to heightened natural surveillance which can deter unwanted behaviors from occurring in the area. The replacement of lighting in the park with brighter fixtures will also increase natural surveillance, making it easier for individuals in the park to see and be seen after dark.

This project will utilize the natural access principle of CPTED through the creation of a newly paved surface at the entry of the park, informational signage about the park and the nature found there, as well as through thoughtful landscaping.

The territorial reinforcement principle of CPTED will be addressed through the use of the bike repair station, bike rack, landscaping, and signage. The neighbors will feel a sense of ownership of the bike repair station and bike rack and this feeling of ownership and a sense of belonging in Horton Park will discourage potential offenders.

The updated signage, pavement, landscaping and the newly introduced bike repair station and bike rack will revitalize Horton Park and naturally deter criminal activity. As described in CPTED Physical Maintenance and Management, the maintenance of an area can have a major impact on whether it will become a target.

What specific physical characteristics make this space feel unsafe? The outdated lighting does not provide adequate illumination and makes Horton Park feel unsafe during the early morning and early evening hours of the day.

Why is this space or place important to the community? Horton Park, aside from being an urban park, is the city’s first and only arboretum, and is primarily used as a picnic and recreation area. Horton Park is also an important amenity to two adjacent communities in particular. The Hamline Hi-Rise, a public housing building for seniors, and the Friends School of Minnesota, are both located directly across from the park.

How would this place look or feel safer as a result of your project? The entry plaza would give the park more prominence and create a greater impression of a public space. Having a designated entry point where visitors can gather would make human presence more visible and as a result make the park more inviting to passersby.

Does this project address an inequity or otherwise support diversity and inclusion? This project was brought about by HMC’s conversations with Hamline Hi-Rise residents and their concerns about safety in Horton Park. The residents of Hamline Hi-Rise have felt that they were facing the consequences of illegal and unsafe activity taking place at Horton Park. This project will make CPTED improvements which will address many of the concerns raised by residents and allow them to use a space they are hesitant to use.

What does publicly available data like crime reports or crash data tell us about safety in the area where this project is located? Referencing the City of Saint Paul’s Crime Incident Report, between 2021 and YTD there has been an attempted rape, forced entry burglary, and mail theft in the 1200

block near Horton Park. Incidents on Minnehaha and Hamline reported (the location of this proposed project) include weapons discharge, aggravated assault, and narcotics. On the corner of Hamline and Englewood, multiple narcotics reports have been filed.

Have grants or other matching funds for this project been secured? No.

Please elaborate on whether/how this project remediates health or safety issues that pose a danger to others. There have been frequent complaints – by those who live in the Hamline Hi-Rise as well as families that attend the Friends School – regarding drug paraphernalia, specifically used needles, found in the park. These objects pose health and safety risks to park visitors. In addition, as the Hamline Midway Coalition has been doing community engagement for the 2020-2030 Neighborhood Plan, we have heard from community members that they would like to work on addressing crime in our parks, as well as addressing the number of homeless people in Horton Park and the lack of safety there. In addition, there is general concern about the lack of lighting in our parks. The goal of this project is to increase the natural surveillance in the area and in turn discourage folks engaging in drug related activities at Horton Park.

How is this space currently used? Horton Park is currently used by the community as a place to enjoy green space. Many residents use the park to enjoy the trees (there are more than 60 species of trees at Horton Park), have a picnic, go for a walk, and/or participate in an organized City activity such as Fitness in the Park.

How will this project change the use of this space? Creation of a new park entrance will draw more attention to the park and offer new amenities to park users. Informational signage will encourage visitors to explore a park they may not have otherwise been aware of. By replacing outdated lighting, Horton Park will be a more welcoming park for a longer period of time throughout the day. Modern, brighter lighting will enhance the property, create a safer environment and improve the quality of life for the Hamline Midway neighborhood. Introducing bike racks and a bike repair station will welcome more bicyclists to the park. These new elements will change the use of the space and increase environmentally-friendly traffic to the park.

How will this project/improvement meet the needs of the surrounding community/those who will use it? This investment in Horton Park will make a positive impact in the Hamline Midway neighborhood and surrounding communities. Introducing these needed improvements such as a plaza space, bike repair station, and welcoming landscaping, are ways to help residents build a stronger connection with this public space. Park improvements will create a sense of belonging and safety while reducing victimization, crime, and ultimately minimize fear while bolstering positive activity in a beloved urban park space.

to Area of Concentrated Poverty where 50% or more of residents are people of color | Art/aesthetics | Unmet need | Accessibility | Transportation | Potential long-term positive/negative effects on community | Historical or cultural significance of asset | Public safety | Equitable and inclusive design. Investing in Horton Park now by making these improvements will have a positive short and long-term impact on the Hamline Midway neighborhood and surrounding communities.

This project is an educational tool to share with park visitors on the importance of trees in an urban setting. The Hamline Midway neighborhood is experiencing urban tree loss at a rapid pace. Horton park currently houses over 60 tree species. By providing information about the different tree species and the importance of their presence in our community this space can help raise awareness about the significance of growing and preserving our tree canopy.

With more than 180 residents living in the Hamline Hi-Rise across the street from Horton Park, accessibility of the park for our aging and/or handicapped residents is critical. By making lighting improvements and installing a new path, those neighbors of ours with accessibility or mobility challenges will be welcomed in their park.

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Department Notes

Project assumes replacment of 14 existing interior park lights, upgraded park furnishings, and creation of entrance plaza approximatly 600 sf at Minnehaha and Hamline Avenue with kiosk and bike repair station.

33. Traffic Calming at the Intersection of Thomas Avenue and Griggs Street

Application #:801194
Contact Person: Sarah O’Brien
Organization (if applicable): Hamline Midway Coalition
Neighborhood: Hamline-Midway

Estimated Cost: $215,000

Brief (1-2 sentence) Summary of Project: Hamline Midway Coalition proposes the design and installation of traffic calming measures at the intersection of Thomas Avenue and Griggs Street. This project would entail the design of concrete curb extensions and medians at the intersection as well as the implementation of temporary bollards as a proof of concept of the design.

Project Location (Please use something specific like intersection, street address, park name, etc.): The intersection of Thomas Avenue West and North Griggs Street

Affected Ward(s): Ward 4

Affected Neighborhood District Council(s): Hamline-Midway

Which category best describes your project? Streets Amenities.

Please describe the project. Be sure to include a physical description. The proposed project at Thomas Avenue and Griggs Street consists of designing and testing changes to the street geometry to reduce the crossing distance and increasing pedestrian and bicyclist visibility. This includes adding 3 foot wide curb extensions on both sides of Thomas avenue on the east and west sides of the intersection with Griggs Street. In addition to the curb extensions, the project will include narrow medians on Thomas approaching Griggs from the east and west. This work could also necessitate painting of the crosswalk and median as seen in the attached example image.

This project would be executed in two stages. First, traffic engineers would complete a site analysis and produce a design for the installation of the permanent, concrete features described above. The second phase would entail pilot installation of the proposed modifications using bollards instead of concrete to achieve proof of concept. While this project does not include full implementation of the

permanent intersection changes, , the bollards alone will narrow the usable right of way and provide the desired effect, albeit in a less durable fashion.

The proposed modifications to the intersection are primarily intended to discourage speeding and reckless driving and increase pedestrian and bicyclist safety at this intersection, which has been identified in community engagement as a particularly unsafe intersection. Thomas Avenue itself is wider than usual for a residential street in the city with a width of around 40 feet originally designed

to accommodate a street car that was supposed to circulate along the corridor. The wide nature of the street, combined with sparse canopy cover in this area, has led to a notable increase in motorists traveling at excessive speeds. Cars also frequently fail to stop at the stop signs facing Thomas Avenue at the intersection with Griggs Avenue. This creates an environment that is unsafe for pedestrians as they use the crosswalk and cyclists as they traverse the intersection on the perpendicular Griggs Bikeway. Even those traveling by car along Griggs Avenue are at increased risk at this intersection given the failure to stop at the stop signs on Thomas. Curb extensions and medians will allow for shorter crossing distances for pedestrians and narrow the street to slow oncoming traffic. Additionally, the median leading up to the intersection will draw more attention to the intersection and associated stop signs, leading to increased compliance with the stops signs and preventing traffic accidents.

This project will also create better conditions to install a parklet at this location, an initiative that the HMC Transportation Committee is currently exploring at this site in particular. A parklet would increase activity at this intersection even more and lead to better natural surveillance in the area as residents gather in the parklet to socialize.

HMC has come to focus on this intersection for a handful of reasons. Thomas Avenue has often been referenced in conversations with community members around speeding, traffic violations, and overall pedestrian safety in the neighborhood. Additionally, we collected feedback on problem intersections from residents using our online engagement platform and received 16 comments identifying intersections on Thomas Avenue as unsafe – more than any other street in our neighborhood. As cited above and in comments from the community, this unsafe environment is due in large part to the width of the street and relatively sparse tree canopy. Parking on both sides of the street also decreases visibility of pedestrians, creating more dangerous conditions for crossing.

While Thomas Avenue has been a clear priority for traffic calming interventions, the Griggs Street intersection was identified for its high pedestrian and bicycle activity. Pedestrians are more common at this intersection compared to others due to the two businesses located there: Master Nick’s Elite TaeKwonDo and CMX Sausage. Bicyclists also have a larger presence at this intersection as the Griggs Street Bikeway passes through Thomas Avenue. On top of these two forms of habitual use, the Thomas and Griggs intersection is known in the community as the site of an officer involved shooting. Therefore, not only is this project about mitigating traffic misconduct but also improving a site associated with neighborhood trauma and changing the narrative around the space.

Have grants or other matching funds for this project been secured? No.

Please elaborate on whether/how this project remediates health or safety issues that pose a danger to others. From a safety perspective, this project aims to minimize the chances for collisions and injuries resulting from the failure to adhere to posted stop signs or speed limits. The prevalence of these traffic infractions necessitates additional interventions in the built environment to encourage compliance.

Describe the current and potential usage of this project, using the following questions as a guide: How is this space currently used? How will this project change the use of this space? How will this project/improvement meet the needs of the surrounding community/those who will use it? At present, one of the distinguishing features of this intersection is the coming and going of patrons at the martial arts studio, Master Nick’s Elite TaeKwonDo, located at 1218 Thomas Avenue. This business serves primarily youth in the community, so young people are frequently moving in and out of this space. Given that kids and adolescents are harder for drivers to spot, the prevalence of traffic violations at this intersection poses a direct threat to these young people. This intersection is also used frequently by bicyclists as the Griggs Street Bikeway runs north-south along this stretch connecting Minnehaha and Summit Avenues. Cyclists would also be at an increased risk of traffic accidents given the current conditions at this location. With the proposed modifications to this intersection – adding a curb extension and median directly in front of the studio – drivers will be much more likely to obey stop signs and reduce speeds approaching this area of high pedestrian and bicycle traffic. These traffic calming measures will create a safer environment for patrons of Master Nick’s as well as others.

The proposed project would also have implications for future work at this intersection. For example, the HMC Transportation Committee has hopes of installing a parklet at this site in the near future, and these proposed improvements would make it easier to do so by creating a better, more hospitable environment for a new community gathering space.

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Department Notes

Estimated Cost – $215,000 (see Public Works disclaimer)

Estimate assumes the following:

Four bumpouts into Thomas Ave at Griggs Street
Test delineator installation and maintenance

We note that the proposal proposed both bumpouts and medians on Thomas Ave at the Griggs St intersection. Based on our review there is not sufficient space in the intersection for both bump outs and medians

34. Light Poles and Wind Screen for Fences

Application #:793187
Contact Person: Gao Chang
Organization (if applicable): Sepak Takraw of USA, Inc
Neighborhood: Greater East Side

Estimated Cost: $129,605

Brief (1-2 sentence) Summary of Project: Request 6 new light fixture installation and wind screen for fences set up at the sport of Sepak Takraw and Tuj Lub Courts at Duluth and Case site and applicable light fixture Takraw at Marydale site.

Project Location (Please use something specific like intersection, street address, park name, etc.): Sepak Takraw (Kato) Courts at Duluth and Case Rec. Center and Marydale Park.

Affected Ward(s): Ward 5, Ward 6

Affected Neighborhood District Council(s): Como, North End, Payne-Phalen

Which category best describes your project? Sport of Sepak Takraw ( Kato ) and Tuj Lub courts at Duluth and Case Rec. Center and Marydale Park.

Please describe the project. Be sure to include a physical description. Inquiring stall new light fixtures and wind screen for the sport of Sepak Takraw ( kato ) to extend longer playing time for players that get off work late to be able to play.

It’s a non physical contact sport that welcome all players skill level without regard all genders and ethinicities.

The sport of Sepak Takraw ( Kato) is enjoy by the new regufee and imigrants community of the city. it’s non physical sport that players enjoy playing in all ages. This project is to intent to prevent criminal activities in the community.

Have grants or other matching funds for this project been secured? No.

Please elaborate on whether/how this project remediates health or safety issues that pose a danger to others. It’s non violent recreational activity.

Please upload any files that will help us evaluate your proposal.
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What else would you like to tell us about this project that was not addressed in the questions above? This is a long standing relationship with the Saint Paul Park and Rec, Saint Paul Parks Convervacy, and nationally known organization, State, County, City agencies, and foundations.

Department Notes

This is for the addition of lighting and wind screens of the Kato courts at Duluth and Case as well as Marydale.

35. Traffic Calming at the 700-900 Blocks of Thomas Ave

Application #:798922
Contact Person: Barett Steenrod
Organization (if applicable): n/a
Neighborhood: Thomas-Dale/Frogtown

Brief (1-2 sentence) Summary of Project: Traffic calming measures in the form of curb extensions, pedestrian islands, and generous use of four-way crosswalks for Thomas Avenue are proposed at the intersections with Avon Street and Victoria Street. These interventions are sought as a means to use best practices in right-of-way design to calm vehicle speeds and enhance pedestrian safety.

Project Location (Please use something specific like intersection, street address, park name, etc.): Thomas Ave and the cross streets of Victoria and Avon.

Affected Ward(s): Ward 1

Affected Neighborhood District Council(s): Thomas-Dale/Frogtown

Which category best describes your project? Streets Amenities

Please describe the project. Be sure to include a physical description.

Pedestrian islands, curb extensions, and other off-the-shelf best practices for calming traffic and increasing pedestrian safety are sought at the corner of Thomas Avenue & Avon Street and Thomas Avenue & Victoria Street in West Frogtown. At the corner of Thomas & Victoria, curb extensions and pedestrians islands are sought on both intersecting streets due to the importance of both streets being collectors. Collector streets have higher traffic volumes and speeds than local roads, but lower than arterials. Additionally, pedestrians witness drivers running the stop signs on each street at this corner. At the corner of Thomas & Avon, curb extensions and pedestrian islands are sought for the crossing of Thomas Avenue only. Avon is a local road with low posted and actual vehicle speeds. At both intersections, painted crosswalks that are highly visible in nature, and ideally, artistic in composition are sought for each street crossing. A pedestrian activated Rapid Repeating Flashing Beacon (RRFB) is also sought for the corner of Thomas & Avon.

High traffic speeds on Thomas Ave is an ongoing problem that is a regular source of conversation among neighbors. As a result of these concerns, and the limited ability for the Saint Paul Police department and residents to do anything about these high traffic speeds, this capital improvement application is being submitted. The project proposed in this application is centered on using the best design practices available to roadway designers to alter the right-of-way environment in order to calm traffic speeds and enhance pedestrian safety. But first, why is there high traffic speed on Thomas Avenue?

High traffic speeds on Thomas Avenue seem to be due to to several factors; 1) a lack of parked cars and the associated narrowing of the street means the travelway is perceived as very large and the risk of going fast is lowered for motorists; 2) Thomas Ave is an alternate thoroughfare north of and parallel to University Avenue and sees traffic from people who need to travel east or west, but do not want to go as far north as Minnehaha Avenue to do so; and 3) motorists in this area drive aggressively. Constraining the width of Thomas Ave at the corners of Avon and Victoria through the use curb extensions and/or pedestrian island would narrow the travelway at the intersection, thereby reducing driver confidence, lowering vehicle speeds and enhancing safety for pedestrians traveling to and from Ryan Park and Frogtown Park. Unlike signage and warning lights, these design interventions force drivers to react to an actual and perceived narrowing of the street environment. These features are part of the roadway and not easily damaged and cannot be stolen or easily defaced unlike signage.

Curb extensions increase the size of the pedestrian zone and enable greater natural surveillance by pedestrians of the street travelway before they cross into the street. Additionally, pedestrians who are near to crossing the street will have more direct line-of-sight with motorists. For motorists who are willing to drive aggressively at speeds above the speed limit (criminal behavior within the traffic

realm) but who still prefer to avoid having accidents, the increased visibility of and to pedestrians may lead to a moderation of aggressive driving behavior, thereby reducing the frequency and intensity of vehicle-pedestrian conflicts.

Curb extensions and pedestrian islands are forms of street right-of-way infrastructure that are designed to accommodate vehicles, while thoughtfully giving over more of the right-of-way environment to pedestrians. These features acts as thresholds within right-of-way environment that provide more visual legibility to all right-of-way users. For motorists, this infrastructure communicates more strongly that pedestrians may be present and that vehicles should be prepared to yield. For pedestrians, this infrastructure makes it easier, safer, and more desirable to cross a street at the corner compared to other locations along the roadway. It is this visual legibility through creation of thresholds that enables this type of infrastructure to contribute to the CPTED principle of natural access.

The CPTED principle of territorial reinforcement is embodied by curb extensions. Curb extensions are grade separated from the street, and a continuation of the pedestrian realm. If drivers understand that the sidewalk belongs to pedestrians, then they will also understand that an extension of the sidewalk into the corner environment also belongs to pedestrians. Curb extensions also reduce the turning radius of the street corner, which makes for a lower vehicle speed environment for motorists who are cornering, which reinforces that the corner environment is a place for all users of the street right-of-way.

Lastly, the CPTED principles of Maintenance and Activity Support are given support by curb extensions and pedestrian islands by the fact that these interventions do not exist in the proposed project area, nor has there been recent investment or planning by the city in the redesign of the right-of-way on Thomas Avenue. The presence of these features (which, in a perfect world, would be standard at every corner) communicates stewardship of the street right-of-way. The location of this

infrastructure at the corner of Victoria Street is important due to the presence of a US Postal Service drop box, a local socially-minded non-profit, Da Village, a neighborhood tavern, Billy’s Victorian Bar, and the fact that less than two blocks away is the world-famous-in-Saint-Paul, Frogtown Farm and Park. The location of this infrastructure at the corner of Avon Street is important due to the presence of Ryan Park, a local park with playground equipment for young and children, greenspace and picnic tables. Investment by the City of Saint Paul to slow traffic and increase pedestrian safety at corners where there are several neighborhood amenities that are a draw to residents would enable the City to make its contribution to the Activity Support principle of CPTED.

The intersection of Thomas & Victoria includes Billy’s Victorian Bar and Da Village. Both buildings front on the right-of-way edge, making for short sight lines and potential blind spots. Vehicles traveling east-west on Thomas Ave and north-south on Victoria St are regularly observed to run the stop sign without slowing or to engage in a “rolling stop” in which the vehicle never comes to a complete stop. In the autumn of 2021, a vehicle traveling on Thomas Ave collided with a parked trailer on the street, clipped a second parked trailer, and jackknifed onto the boulevard after passing through this intersection.

At the intersection of Thomas and Avon, vehicles routinely are observed traveling east-west on Thomas at speeds that appear to be moderately to highly elevated relative to the posted speed limit. 35-40mph appear to be reached by vehicles at this intersection. Occasionally, speeds nearing 50mph have been observed. This intersection is one block each way from intersections where four way stops have stopped or slowed traffic. The openness of the street environment appears to encourage high vehicle speeds.

As previously mentioned, these intersections are important crossings within the community for pedestrians as they access parks, establishments or a postal box.

The two intersections that have been discussed will look very much different if improved in the ways that have been described so far. A PDF attachment has been attached to this application in Question 18 that provides precedent imagery from Selby Avenue and South Victoria Street of traffic calming that can be deployed at these intersections. Additionally, the PDF includes a rendering showing the existing intersection condition for Thomas & Avon, a rendering of a future condition with curb extensions, median islands, and four-way crosswalks, and a hybrid composition showing the proposed improvements overlain on the existing conditions. This document should provide detail visual guidance on what the proposed improvements could look like.

The people who live on and adjacent to the 700-900 blocks of Thomas Avenue include demographic variation that is representative of American society as a whole. Young children, working adults of many ages, and retirees live here. Caucasian, Hispanic, Hmong, African-American and mixed race

people call this area home. People in this neighborhood at times will be found walking or biking, driving or riding in a vehicle. The proposed improvements will benefit every person in multiple ways, regardless of age, race or form of mobility. A testament to this claim is the fact that when the City of Saint Paul scheduled a site visit to this project location on March 21, 2022, the total attendance of all attendees was 30 people. Interest in traffic calming on Thomas Ave is very much a live issue.

It would be very interesting to look at the record of police stops for excessive vehicle speed on Thomas Ave. It would also be interesting to look at the number of accidents that have occurred on Thomas Ave near to or at the intersections of Avon or Victoria Streets. Are these metrics elevated compared to nearby areas or substantially equivalent streets across the city? We do not know, and despite looking for this data, it was not found. We are sure it would be very easy for staff from the Melvin Carter Administration who are reading these very words to request this data from Officer Omari or Commander Lego of the Saint Paul Police Department and to include it with the rest of this application.

Have grants or other matching funds for this project been secured? No.

Please elaborate on whether/how this project remediates health or safety issues that pose a danger to others. The answers provided in response to the prompts from Questions 11 & 13 have spoken to the safety issues that this project seeks to remedy. Specifically, we seek best practices in

right-of-way intersection design that are known, tested, vetted and in use around the world with a record of improving safety for motorists and pedestrians. We want the deployment of good design to help achieve the following measures:

Vehicle speeds are within the posted speed limits.
Vehicle collisions with property or persons are avoided.
Children can play with less supervision in the front yards of residences (currently, many parents and caregivers in this area do not let children play near or along the sidewalk due to high vehicle speeds in the right-of-way).

Describe the current and potential usage of this project, using the following questions as a guide: How is this space currently used? How will this project change the use of this space? How will this project/improvement meet the needs of the surrounding community/those who will use it? The space in question in this project is the street right-of-way environment at and approaching two intersections. The use of this space would not change, but would lead to increased safety for all right-of-way users. Improvements to this space will disproportionately benefit children, young families, people with temporary or permanent disability, and the elderly. Each of these groups of people, as pedestrians, walk or move slower than others. This means that the intersection crossing time for these people groups are slower than others, which puts each of these people at greater risk of conflict with vehicles. Curb extensions and pedestrian islands help reduce the crossing distance, and hence the crossing time/exposure for all users, but especially those groups of people we have described. Additionally, children and the elderly are more vulnerable to injury from a conflict with a vehicle than other people either due to lack of awareness or physical frailty. This project will enhance mobility and safety at these intersections for the more vulnerable people in the surrounding community.

Please describe the impact this project will have on the community. As applicable, address issues such as: Potential to enhance neighborhood stability or quality of life | Right fit (supports or enhances the cultural characteristics of the surrounding community) | Proximity to Area of Concentrated Poverty where 50% or more of residents are people of color | Art/aesthetics | Unmet need | Accessibility | Transportation | Potential long-term positive/negative effects on community | Historical or cultural significance of asset | Public safety | Equitable and inclusive design. The importance of creatively thinking about how a city wants to design its right-of-way is import. Consider this: It is not possible to build enough parks within a city to enable every resident equitable access to healthy public common space. However, every city has more than ample amount of acreage within the right-of-way to provide residents with equitable access to a healthy public streetscape. The importance of the complete street, meeting the needs of all users in a way to enhances the quality of the urban environment cannot be overstated. The positive impact of using world class traffic calming techniques within the right-of way on Thomas Avenue has been partly explained in previous questions, but can have additional impacts on quality of life beyond just what happens within the right-of-way.

First off, the project area is located within an Area of Concentrated Poverty (see the ACP50 Map) that the question above reference.

Second, the City of Saint Paul, in collaboration with the City of Minneapolis, recognizes that collector streets such as Thomas Avenue are appropriate for a 20 mph speed limit, as evidenced by the passing of city law in 2020. Calm traffic is a civic value that the law supports and the police enforce. The process of redesigning the physical environment to support this civic value is a long-term process that will take capital investment. This project application is making a creative and strong case that some of the capital investment that is needed to support the change in law can and should be invested in the Thomas area of West Frogtown. Doing so is not only the right fit for the neighborhood, but it is the also right thing to do in support of the law.

Regarding the law- law enforcement and public safety are issues that loom large in the eyes of residents in this area. The Thomas-Dale/Frogtown neighborhood has crime rates that are nearly tied with two other neighborhoods for second place in the city. Any investment that can positively impact public safety is sought, and as previously mentioned in this application, calm traffic is law abiding traffic. Law-abiding traffic has is connected to quality of life for residents, who have to live with the traffic.

Neighborhood quality of life can be positively impacted by traffic calming roadway redesign in three primary ways: ambient noise reduction, stress reduction, and increase freedom of movement. Higher traffic speeds contribute to higher traffic sound levels due to sound of engines accelerating, tire-pavement contact, and displacement of air. Calming traffic will calm sound, which will damped the background sound of the city. It is a common feature of this neighborhood for acceleration enthusiasts to treat the street environment as a raceway. Evenings are punctuated with sounds reminiscent of racetracks. If design is used to narrow the streetway and make massive acceleration undesirable, then sound levels will also drop. With traffic calmed, it will follow that people’s biometric markers for stress will drop. Part of this drop will be from sound, but part of this stress reduction will be from the removal of the anxiety that overly fast vehicles are associated in the

elderly and parents of young children. Lastly, with the creation of a less anxiety-inducing right-of way, residents who favor their backyards or who shelter indoors due to fears or anxieties related to high traffic speeds in the right-of-way will experience more freedom to fully occupy their neighborhood. When residents can inhabit their neighborhood without fear, social capital increases and a neighborhood rises.

To our knowledge, there are not any artistic crosswalks the Frogtown neighborhood of Saint Paul. Reframing the humble crosswalk as a canvas for art could do much for this neighborhood’s ability to rise. First, the act of reframing what an intersection looks like to residents can help increase the collective sense of possibility and opportunity among residents. Second, the creation of color and form onto pavement where pedestrians are intended and allowed to be is one the few inclusive actions that residents take take part in when it comes to deciding what their street is like. Some residents, such as those writing this application, know what opportunities already exist within street design that can make the street a better feature of a neighborhood. For most though, there is no knowledge about what is possible within street design. However, most people know color and beauty when they see it. Most people know an attractive mural or drawing when they see it. These people can easily visualize and dream about colorful intersections of given the license to do so. It is this opportunity around public participation in the colors that form the intersection where this process can be inclusive to residents. To that end, as part of the cost of estimating this project, the City of Saint Paul should include a budget for community engagement on artistic intersection design, with artists leading that engagement.

In order for the City to cost estimate this, we have included within our attachment documents in support of artistic crosswalks. Content includes the City of Philadelphia Artistic Crosswalk Design Guide, and an article from Smartgrowth America that includes precedent images of these types of intersections. Please note- within the example renderings that illustrate the improved intersections for this project, the crosswalks are depicted as barred crosswalks; this is not the preferred form of crosswalk. Artistic crosswalks are first choice both for the way in which the process that leads to them is a good process with the public, but also because such an unexpectedly colorful crosswalk may contribute to creating uncertainty for drivers, and be one more factor that calms traffic on the street.

Traffic calming on collector type streets where the need is acute is an act of transportation equity. Cultivation of a right-of-way that serves all users has many benefits that positively impact transportation and public health; such streets are known as Complete Streets. The US Department of Transportation states:

“Roadways traditionally have been designed primarily for motor vehicles. A personal vehicle-centric design approach potentially could pose barriers to use by pedestrians, bicyclists and public transportation users, thus limiting active transportation opportunities and potential resulting health benefits… Active transportation and physical activity is more likely to occur in places with a variety of land uses, a comprehensive network of pedestrian, bicycle, and public transportation facilities, inviting street design for all users, and safety measures; and Complete Streets policies address all four of those factors. Complete Streets also promote increased roadway connectivity, which has been shown to reduce VMT per capita and they have been found to improve safety and mobility for

pedestrians and bicyclists (https://www.transportation.gov/mission/health/complete-streets policies).

As previously mentioned in this application, there has not been street infrastructure improvements on Thomas Avenue for several years now. Improvements are not on the City of Saint Paul’s Department of Public Works Five Year Capital Plan, which was adopted on December 9, 2020. The need for traffic calming on Thomas Avenue is known and not currently planned and meets the definition of an unmet need.

Lastly, while this application has endeavored to communicate the need for and benefit of traffic calming on Thomas Avenue in an earnest, optimistic and balanced way, the possibility exists that the amount of traffic calming sought is not the level of traffic calming that is achieved. However, this possibility provides an opportunity to build in data collection and research so that the Public Works Department can learn from and improve upon what works and what needs more development. That being said, it should be clear that between the evidence at the federal level and within the arguments being made in this project proposal, that improvements to transportation can and should be expected. It should also be clear that these transportation improvements will have spillover effects that positively impact a variety of other concerns with the urban neighborhood.

Please upload any files that will help us evaluate your proposal.

https://s3-us-west-1.amazonaws.com/ehq-production-us-california/0798b94fdc07a633950781d36b9184306c365d2e/original/1648690571/5ec3456ac3d4a5abc9d780a85b9496a1_Supporting_Documents_for_Thomas_Ave_Traffic_Calming.pdf?1648690571

What else would you like to tell us about this project that was not addressed in the questions above? The City of Saint Paul selected this project for a site visit on March 21, 2022. Besides official city of Saint Paul employees, a large number of local residents came out to support this project. A total of 30 people attended this site visit. This demonstrates that residents are interested in and supportive of this project.

36. Lights On! Solar Powered Lighting in Frogtown Park and Farm

Application #:804877
Contact Person: Paul Wehrwein
Organization (if applicable): Frogtown Park Stewards
Neighborhood: Hamline-Midway

Estimated Cost: $154,526

Brief (1-2 sentence) Summary of Project: Full replacement of existing, largely non-functioning, lighting within Frogtown Farm and Park with solar powered lights or other reasonable lighting solution. Project will increase the sense of safety in the park for patrons during darker hours of the day, deter copper wire theft, and help protect Farm and Park structures and equipment from theft and damage.

Project Location (Please use something specific like intersection, street address, park name, etc.): Frogtown Park and Farm is located in the Frogtown Neighborhood between Minnehaha Ave W., Chatsworth St N., Lafond Ave, and Victoria St. By design, the park land includes 5 acres dedicated to an urban farm.

Affected Ward(s): Ward 1

Affected Neighborhood District Council(s): Thomas-Dale/Frogtown

Which category best describes your project? Parks and Trails

Please describe the project. Be sure to include a physical description.

Since 2018, ten out of thirteen lights at the Frogtown Park and Farm have been unlit.

The project “Lights On! Solar lighting in Frogtown Park and Farm for increased protection of patrons and park property” will fully replace the existing 13 lights in the Frogtown Park and Farm with Fonroche Smartlight 30-40 W Single-arm solar street lights. The Smartlight 30-40 W solar lights are powered by nickel alloy batteries and mounted on 4-5 m tall powder-coated galvanized steel poles. The solar cells are made of crystalline, self cleaning glass, and the light produced is suitable for public-area lighting projects. These lights would be programmed to operate at peak brightness in the hours after sundown and the hour before sunrise, dimming during other hours of the night.

This project has the support of many Frogtown neighbors and members of the Frogtown Park Stewards, Frogtown Farm, and Frogtown Green, a neighborhood environmental initiative. Project proposers have been in communication with the Saint Paul Parks and Recreation Department since 2019 about light issues at the park. Parks and Recreation has long wanted to restore lighting to the park but has lacked the necessary funds. They are supportive of this application.

While we present one solar powered lighting option in this proposal, we understand these exact lights may not be an option for Frogtown Park and Farm for a variety of reasons. One example may be the lights at the north end of Frogtown Park and Farm that are more shaded by trees. We therefore provide a list of criteria for any alternatives to the Fonroche lights below. Our strong

preference is for the installation of solar light. Potential alternatives should be developed in coordination with the Park and Recreation Operation and Maintenance Department and with appropriate community input and meet the following suggested criteria:

Lights will be sufficiently bright enough to boost patrons’ sense of safety and deter crime. • Lights will be highly theft resistant. Current lights are not functioning due to copper wire theft. Potential options for theft resistant lighting are solar powered lights with minimal wiring near the top of the light post, traditionally powered lights with hand holes near the top, aluminum alloy wiring, a combination of the above, or similar alternatives. • Lights will consider energy efficiency. Frogtown Farm is an urban demonstration farm with values of sustainability and resiliency. Lighting should reflect and match these values as best as possible. In the case of lights shaded by trees, we would support solar being supplemented by regular power if that were necessary and possible.
Lights will be easy to maintain.
The lights will match the aesthetic of the Frogtown Park and Farm and not distract from the natural beauty of the area.
Lights will consider and reduce the possible impact on wildlife.
Lights will not add to the detrimental impacts of light pollution.
Lights will be cost-effective.
Lights can be implemented without undue delay.

Our proposed project provides the opportunity to advance all four principles of CPTED:

Natural Surveillance: Those who would hurt the Farm and Park or its patrons don’t want their activities observed. Restoring lighting at the Frogtown Park and Farm will create lit space, restore sight lines, and reduce the number of areas that are currently obscured by darkness, advancing the natural surveillance in the area.
Natural Access: Restoring the existing lighting at the Frogtown Park and Farm will create a sense of direction and define a natural path through the park for patrons, advancing the natural access of the park. In addition, Frogtown Park and Farm is home to one of the largest urban farms in the United States, Frogtown Farm. While Frogtown Farm hosts several community events and welcomes tours of the operation, restored lighting throughout the farm will further define the boundaries between park areas for recreation and fields in active production that should not be walked through unless as part of a planned event with the farm.
Territorial Reinforcement: The current broken, non-functioning lighting throughout the Frogtown Park and Farm discourages the use of the area and decreases community pride in an area with great potential to improve the livability of the Frogtown neighborhood and St. Paul. Well-maintained, cared for areas encourage and welcome visitors to come in, enjoy, and travel through areas intended for them to do so. Restoring the lighting of Frogtown Park

and Farm with lights that are aesthetically pleasing, theft resistant, and easy to maintain will better define the territory at the park.

Physical Maintenance and Activity Support: Many activities already occur at the Frogtown Park and Farm that advance the principle of maintenance and activity support. Neighbors gather at the park for group and individual workouts and outdoor activities, the sledding hill is popular with children in the winter months, a group of resident volunteers have been gathering over the last two years to support Saint Paul staff and Frogtown Farms with the maintenance and enhancement of native and natural areas in the park, Frogtown Farm hosts numerous community events including volunteer field days, educational school tours, cooking classes, and more. Well maintained, innovative lighting will further encourage these activities and have the potential to extend hours during which patrons will feel safe doing them.

The purpose of our proposed project is to replace non functioning lighting in Frogtown Park and Farm with innovative solar lighting to increase patrons’ sense of safety while recreating in the park, deter copper wire theft, and help prevent additional damages to farm property. Our proposed project will serve as an example for lighting options in other parks and natural spaces in the city.

Many areas within Frogtown Park and Farm are tucked away from major roads Minnehaha Ave. and Victoria St. This location allows for a sense of peace and tranquility at the park during the day time hours but can create a sense of unease during darker hours. For example, commuters crossing through the park to get to the Green Line or the bus stop on the north side of the park during early morning and early evening times do not have sufficient daylight year round. The current status of the non-functioning lights in the park also create a space that feels unsafe and uncared for. The lights have been stripped of copper wiring and left in that state for several years.

Frogtown is one of Saint Paul’s most diverse neighborhoods and it is also one with the least amount of green space, gathering places, and outdoor recreational areas. Restoring the lighting at Frogtown Park and Farm with innovative solar light will make strides towards the beautification and improvement of the little green space available to neighbors.

Over the past three years, Frogtown has had the second highest incidence of crime among St. Paul’s 17 Neighborhood Districts, with 23,095 reported incidents, compared to #1 Capitol River with 26,367, and #3 North End with 19,859 incidents.

https://information.stpaul.gov/apps/crime-incidents-by-neighborhood/explore

Western District Police reports include instances of shots fired in the parking lot at the top of the hill, including at least one instance of automatic weapon fire, with over 50 bullet casings recovered from the lot.

Frogtown Park and Farm has suffered significant theft and damage in recent years to metal benches, farm storage sheds, farm outdoor sink, electrical outlets, lookout telescope, portable outhouse, trees, trash receptacles, signage, kiosk, farm fences and gates. Graffiti, dumping and drug dealing also occur on a frequent basis.

Have grants or other matching funds for this project been secured? No.

Please elaborate on whether/how this project remediates health or safety issues that pose a danger to others. Restoring lighting to the park will help remediate the safety issues that arise due to the darkness and seclusion of the park, and will increase the potential for visits to the park to improve public health. It is well documented that increased green space and time spent outdoors improves the health of a community. A well cared-for community green space with innovative lighting that matches the innovation of the area will improve the health of the community and the environment. Research shows that visiting and utilizing parks and natural areas can improve the mental and physical health of urban residents, particularly children. These benefits are not available to Frogtown residents when the neighborhood’s largest park feels unsafe and uncared for.

For example, Frogtown Park Stewards and Frogtown Farm staff have scheduled weekly work and field days to maintain native areas and urban farm fields, respectively, throughout the spring and summer months. Restored lighting could expand the hours and seasons in which these events could occur, increasing options for resident participation. Restored lights will also create a welcoming environment for volunteers and encourage volunteer retention.

In addition, Frogtown Green has sponsored many events in the Park’s natural areas, including volunteer removal of invasive weeds; Audubon member-led bird walks; artist-led workshops; impromptu sledding parties and more. Events during the fall and winter months are often curtailed because of darkness, but would be more likely to occur with appropriate dusk and evening lighting.

Frogtown Park and Farm is located within an Area of Concentrated Poverty (ACP50) as well as within an Environmental Justice Community as defined by the Minnesota Pollution Control Agency. (See interactive map:

https://mpca.maps.arcgis.com/apps/MapSeries/index.html?appid=f5bf57c8dac24404b7f8ef1717f57d00)

Frogtown Park and Farm was created in 2012 after a lengthy grass roots campaign involving hundreds of neighborhood residents. Supporters held multiple advocacy meetings drawing hundreds of attendees; wrote hundreds of campaign postcards to the mayor and the board of the Wilder Foundation; testified before the Legislature to secure $1 million in LCCMR funds; and met numerous times to weigh in on the plans and design of the Park and Farm. In response to our grass roots efforts, the Trust for Public Land raised another $4 million, in order to purchase the 13 acres of the park from the Wilder Foundation and turn it over to the city of St Paul.

Maintenance of parks and park features, including lighting, is necessary for a park to function. Lighting at the Frogtown Park and Farm has not been fully operating since late 2018. We ask that the City not only meet this unmet need, but take this opportunity to install innovative solar lights that enhance the existing community and neighborhood asset that is Frogtown Park and Farm, speaking to residents’ sense of ownership and pride in our “crown jewel” park.

Please upload any files that will help us evaluate your proposal.

https://s3-us-west-1.amazonaws.com/ehq-production-us-california/f0942d32ba487a2c4c72cd9e8303799380554dfb/original/1648697162/db50044479df2a3aa10ef773d7eee986_Fonroche_Lighting.JPG?1648697162

What else would you like to tell us about this project that was not addressed in the questions above?

Additional contacts for the proposed project:

Kaity Taylor, MS 2 year resident of Frogtown, Frogtown Park Steward, Minnesota Water Steward for Capitol Region Watershed District – kaitlyn.e.taylor1@gmail.com • Patricia Ohmans, MPH 42 year resident of Frogtown, director of Frogtown Green and co founder of Frogtown Park and Farm – patricia.ohmans@gmail.com

The website for the Fonroche solar lights for additional information and specs: https://www.fonroche-lighting.com/p-solar-street-light-smartlight-30-40w-4.html

Thank you for your thoughtful consideration of this application.

Department Notes:

Estimate includes removal and replacement of 13 lights at Frogtown Park and Farm. Community interest for solar lighting but this will need to be determined based on mature tree canopy. Alternative lighting that deters wire theft may be an alternative.

District 10 Como Community Council

2022 Capitol Improvement Budget Applications

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