Академический Документы
Профессиональный Документы
Культура Документы
PREAMBLE
The Forest Park Connectivity and Mobility Study serves as a reference document
to aide in contextualizing and expanding ones awareness and understanding of a
multitude of interrelationships and considerations relevant to conducting an informed
review of individual connectivity and/or mobility or related operational changes or
improvements proposed for Forest Park from time to time. This study is in no way
directive or prescriptive nor does it in any way alter, amend, become part of or act as
a substitute for the Forest Park Master Plan. Proposed connectivity and/or mobility
or related improvement projects that come before the Forest Park Advisory Board will
be approved on the basis of their consistency with the goals and recommendations
of the Forest Park Master Plan.
Acknowledgements
Greg Hayes, Director of Parks, Recreation
and Forestry, City of St. Louis
Dan Skillman, Commissioner of Parks, City
of St. Louis
Lesley Hoffarth, PE, President and
Executive Director, Forest Park Forever
Frank Kartmann, PE, Senior Vice President,
Forest Park Forever
David Lenczycki, PE, Director,
Forest Park Forever
Steering Committee:
Don Roe, City of St. Louis, Director of
Planning & Urban Design Agency
J. Steven Coffey, City of St. Louis Board of
Public Service, Chief Design Engineer
Consultant Team:
Jennifer Pangborn-Dolde, Project Manager,
Parsons Brinkerhoff
Tom Hester, National Placemaking Manager,
Parsons Brinkerhoff
Jared Gulbranson, Transportation Planner,
Parsons Brinkerhoff
Justin Carney, Senior Planner, Parsons
Brinkerhoff
Bonnie Roy, Project Manager, SWT Design
Executive Summary 6 - 19
Discovery
20 - 69
Description of discovery phase: data collection,
public input, and understanding of existing conditions.
- 137
Description of analysis phase and connectivity strategies:
70
76 - 83
84 - 91
92 - 99
100 - 105
106 - 113
114 - 121
122 - 127
128 - 133
134 - 137
EXECUTIVE SUMMARY
EXECUTIVE SUMMARY
Forest Park is in the midst of some large capital projects, many of which address
or intersect with issues of mobility. At the same time, there is a growing number
of external projects that connect directly to the Park, as well as other pressures
that raise the awareness and need for greater connectivity with the region and
surrounding neighborhoods. All of this current and future change is happening in the
context of great innovations over the past decade in the transportation field.
improvements to mobility underpinned the issues and ideas. Ultimately, the input
was narrowed down to how to best improve the Forest Park visitor experience by
improving access and ability to get around.
With new challenges and opportunities, emerging technologies, and shifts in societal
trends, the City of St. Louis Parks Department and Forest Park Forever decided
it was a good time to take a fresh, strategic look at connectivity and mobility for
all visitors to Forest Park. In the summer of 2015 Forest Park Forever engaged
WSP | Parsons Brinkerhoff and its team, SWT Design, and Vector Communications,
to create a visionary study to explore how visitors connect to and move around the
Park. The Forest Park Connectivity Study is a new reference document intended
to build upon the projects and visions set forth in the 1995 Forest Park Master Plan
addressing mobility and the total park experience.
ENGAGEMENT
The Forest Park Connectivity
Study is a new reference
document for Forest Park
leadership to use when
seeking to develop policies,
plans and projects that
address mobility and the
visitor experience.
DISCOVERY PHASE
A four-day workshop was held at the Forest Park Visitor Center November 2 5,
2015. The workshop included an introductory presentation, displays to garner input
around key issues, and focus group discussions. During the four-day workshop,
the project team engaged Park leaders, stakeholders, area partners, neighborhood
leaders, and the public. Everyone came together to discuss the various ways people
connect to and move around the Park. The facilitated discussions allowed for a
deep and detailed discussion of the issues and an energetic exchange of ideas.
Participants created over 200 maps showing their concerns and how they would
improve mobility and connectivity to the Park.
Concurrent to the workshop, the regional public was engaged through an online
survey. People from across the region could respond via the website or mobile text
messages. The survey generated more than 1,300 responses from all across the
region, which detailed how respondents get to Forest Park, their experience getting
to and around the Park, and ideas they have for improving their experience.
Through the survey and discussions, participants framed their issues and ideas in
a variety of ways. Some focused on a specific mode of transportation, while others
focused on destinations and the different ways of getting there. Across the board,
issues of safety, creating a sense of place, environmental concerns, and overall
REGIONAL PARTNERS
Guiding Principles
1.
Improve Regional Connectivity
To Forest Park
2.
Strengthen Connections Along
Forest Park Edges And To
Surrounding Neighborhoods For
Pedestrians And Bicyclists
3.
Improve Mobility Within
Forest Park
In addition to the institutions in and around Forest Park, regional partners were also
engaged to solicit their feedback and develop synergies for future implementation.
Representatives from Metro and Great Rivers Greenway participated in the
Discovery Week workshop to provide initial feedback. During the Analysis Phase,
the project team also met with the agencies' representatives one-on-one to help fine
tune the strategies and address coordination issues. As agencies who play a major
role in the regional connectivity to the Park, and in Metros case also operate the
internal transit for Forest Park, they will be active partners in advancing several of the
proposed strategies.
STRATEGY DEVELOPMENT
At the end of the Discovery Phase, the thousands of survey responses, maps and
comments from workshop and focus group participants coalesced around three
EXECUTIVE SUMMARY
themes, which were turned into the guiding principles for the Study. These guiding
principles encapsulated the broad experience Forest Park visitors have getting to the
Park and how they travel around the Park.
Strategies Explored
1. Improve connectivity with
surrounding neighborhoods
for pedestrians and
bicyclists
2. Strengthen east-west and
north-south connections
through the Park for cyclists
3. Improve the Dual Path
system
4. Reduce conflicts for onstreet cycling
5. Enhance existing internal
transit
6. Consider future modes of
transit
7. Improve connections
with other modes and
destinations for pedestrians
and bicyclists
8. Improve parking function
within the Park
9. Enhance real-time
communications
EXECUTIVE SUMMARY
The maps illustrate how the different strategies overlap to impact all facets of mobility
and connectivity for the Forest Park visitor. They show how the different modes link
together to create a complete transportation network throughout the Park. Over time,
it becomes apparent how the improvements build on one another to achieve the
long-term, multi-modal vision for Forest Park.
THE SCENARIOS
The complexities of the various strategies, how they evolve over time, and
which strategies can be combined to leverage the next phase of implementation
required the development of three scenarios. These scenarios, based on shortterm, intermediate, and long-term potential, show the opportunities of the different
strategies and how they align to create a complex network and long-term vision.
Undoubtedly, strategies will be implemented at different times for a variety of
reasons, reacting to changes in conditions or reflecting new opportunities. The
scenarios are designed to provide a complete picture of how implementation could
look and build on one another over time. The full build-out of each scenario is
considered the baseline for the next to show the potential impact of the Study.
EXECUTIVE SUMMARY
THE VISITORS EXPERIENCE
For those responsible for implementing the Study, the elements of the nine strategies
and the timing for implementation provide the technical roadmap for achieving
the vision of the Connectivity Study. For the average Park visitor, however, the
technical elements may not be enough to present the true vision and value of the
Study. To show how the different strategies work together to enhance the visitor
experience, stories have been written to convey how users might experience Forest
Park differently over time as the Connectivity Study is implemented. The stories
highlight different improvements through the short-term, intermediate, and long-term
scenarios, and show the interrelated, multi-modal nature of the strategies through
personal experience.
TAKING ACTION
As evidenced by the many Park and City leaders, institutions, neighborhood partners,
and partner agencies engaged in the development of the Forest Park Connectivity
Study, many entities will play a role in its implementation. In order to facilitate
implementation, the tactics in each of the strategies have been organized by the type
of action indicated: Policy Change, Additional Planning and Design, Investments
and Capital Improvements, and Changes to Operations. Organized in this manner,
any of the responsible parties should be able to quickly identify the actions they can
pursue and implement, as well as identify and prioritize actions that are needed to lay
the foundation for future steps.
Though the Connectivity Study lays out intermediate actions and a long-term vision
for mobility throughout the Park, very tangible benefits can be experienced in the
short-term. New policies and planning work will set the stage for future actions,
while operational enhancements and capital investments will provide immediate
improvements to the Forest Park visitor experience.
EXECUTIVE SUMMARY
POLICIES
Establish a stated policy that roads are for all users, which allows on-street cycling and
encourages traffic calming to be designed into the process at the forefront of all projects
Establish a policy that all street projects will improve pedestrian and bicycle safety and include
traffic calming measures designed into them
Start a data collection program for traffic, parking, pedestrian, bike, and transit use
Remove parking on Government on east side of road and develop a transit-bike only lane
Create new design standards for sidewalks; consider widening, discuss creating a higher
standard for the future capacity, and tie into internal Park traffic calming
Adopt new standards for pedestrian accessibility for all future construction projects
Prioritize enhancements to internal transit, then shift to connecting with regional system
Advance bike share in the Park and in the greater St. Louis region
PLANNING/ DESIGN
Coordinate with East West Gateway and conduct a Complete Streets study and implementation
plan along the Park perimeter
Actions for the first several years focus on laying the policy and planning groundwork
needed for future actions, instituting operational changes, and programming and
constructing improvements. New policies focus on elevating the status of cyclists
on Park streets, initiating new design standards to enhance pedestrian and bicycle
access and safety, and supporting partners in other regional transit initiatives that
could benefit Forest Park. Planning work focuses on collaborating with regional and
neighborhood partners to soften the Park edges and better connect the surrounding
neighborhoods with the Park. Planning also entails initiating the analysis and
design for expected short-term projects and coordinating those improvements with
partner projects currently underway. Partnerships with local leaders to advance the
development of technology solutions should also be explored.
Create placemaking plan for stations: design, branding, what to include, needs to be
coordinated with traffic calming, and other pedestrian strategies
Look for opportunities to partner on traffic calming opportunities with neighborhoods and
institutions
Look for opportunities to partner and work with aldermen to use local money for traffic calming
and pedestrian improvements
Coordinate with Great Rivers Greenway through design to hold high standards on the facilities
Coordinate with Washington University on preferred alternative for the east-west route to align
with their East End campus plans
Consider developing a plan to close some roads/lanes for special events; pilot closures
EXECUTIVE SUMMARY
EXECUTIVE SUMMARY
OPERATIONS continued
Consider striping on-street parking to aid in parking management and support future technologies
Preserve the underpass for Dual Path under Forest Park Parkway
Clearly brand circulator stops and routes so visitors know how to easily get to destinations from all
parking lot locations
In the short-term, use Union to connect the Dual Path to northeast corner of park
Begin marketing viability of all parking lots through mobile apps, websites, and through institutions
Identify what roads should be closed at West Pine to determine what Dual Path network makes
most sense with long-term vision
Pilot closing some streets to cars and focus on internal transit circulators linked with shuttles to
external parking
Pilot fixed transit routes along streets; using transit-only lanes along entire line; using any type of
vehicle (e.g., shuttle, tram, people mover)
Explore partnerships with GlobalHack and other local tech entrepreneurs to leverage local
expertise in development of information technologies
Develop shelters and create shade at some of the highest used stops
Smart technology for fare collection and arrival times using technology
Coordinate with MoDOT to share access and parking location information on DMS boards and
potentially Gateway Guide
Focus improvements on Kingshighway at Lindell and West Pine per public concerns
Explore opportunities with Metro to share connectivity information at park-and-ride metro stations
Focus on locations where improvements could increase the walk score: Union and future I-64
overpass east of Hampton
Explore future funding opportunities, such as smart cities, to implement management and
information technologies
Define what network able to build in time period: on-street sharrows, some bike lanes, etc.; make sure
well defined and signed for bicycle commuters
Identify locations of street congestion and remove on-street parking as a way to reduce auto
congestion and as possible location for transit/bike-only lanes; determine if spaces need to be
relocated elsewhere in the Park
Start building and preserving crossings at conflict areas and perimeter intersections for full build-out
Modify the existing Hampton underpass for north-south connector in short-term, correct sight lines
and lighting to improve safety and experience for users
Layer in other strategy maps and identify where else sidewalks will be desired over time and
preserve space
Study need and alignment for direct pedestrian access from Upper Muny Lot to the Zoo
Study need and alignment for direct pedestrian access from Visitors Center to Art Museum
Plan to widen or buffer the asphalt and gravel paths at key challenge points (see map), and
implement as possible through annual maintenance program
Address safety issues where Dual Path crosses vehicular traffic, using a variety of traffic calming
solutions
OPERATIONS
Rebrand Forest Park Trolley (new name, look, bus, stations, etc.)
Develop an app for Park visitors to share regional and Park connectivity information, including
congestion, internal and remote parking availability, regional and Park transit scheduling, and special
event details
Implement parking management technology for large lots, and integrate with app
Reroute the existing trolley to one-way loop that serves major destinations - weekends have
additional west side loop; special events have connection to Central West End station
Install dynamic, real-time parking technologies at the Muny and Visitor Center lot, coordinate with the
Zoo and Art Museum to expand implementation, and share parking availability via mobile app
Implement route for East End events connect to Central West End station
Install traffic calming and safe pedestrian crossing techniques at high volume pedestrian locations
Consider marking parking spaces on street to prepare for dynamic parking monitoring
DISCOVERY
Forest Park is an enchanting, unique community asset, and a world class park
with over 13 million visitors each year. It is a regional park for all St. Louisans who
travel to its many destinations like the St. Louis Zoo, the Muny, Steinberg Ice Rink,
and the Science Center. It is also a neighborhood park, used by the surrounding
residents to run, walk their dogs, and have picnics. Forest Park is an urban public
park, encompassing over 1,300 acres. Being the heart of St. Louis, the Parks
balance of natural features, amenities, and cultural institutions offer visitors a variety
of experiences.
The 1995 Forest Park Master Plan emphasizes the total park experience for all
users. Connectivity plays a key role in this experience. The ease and comfort with
which a visitor arrives to and enters Forest Park, travels to destinations and amenities,
and eventually leaves the Park, all play a part in the overall enjoyment and visitor
experience. This study is intended to address current pressures and plan for improved
connectivity and mobility to enhance the experience of both current and future visitors
to Forest Park.
Recently, factors within and around Forest Park have created new pressures on
the visitor experience. Forest Park has had an influx of ever popular events and
programs bringing with them large numbers of users to the Park. Events such as
Fair St. Louis, Lou Fest and the ever-popular Forest Park Balloon Race and Balloon
Glow have created distinct needs and challenges to visitor mobility in the Park.
In addition, regional transportation initiatives such as the Delmar Loop Trolley, a
downtown streetcar, a bike share proposal, and bus rapid transit could provide vital
access and linkages to the Park. Also, neighboring institutions such as Washington
Universitys Danforth Campus along the Park's northwest corner and Barnes Jewish
Hospital along its eastern edge both have significant expansion projects planned in
the upcoming years. All of these influences represent an opportunity to plan today for
connectivity improvements in the future.
Connectivity planning is not new for Forest Park. The original 1995 Forest Park
Master Plan identified the need to address connectivity and mobility at a future point
in time.
Integrate and connect Forest Park to the region, city, and adjacent
neighborhoods
Given the popularity of events in the Park, proposed and planned regional
transportation initiatives, and numerous capital projects planned for Forest Park, the
City of St. Louis Parks Department and Forest Park Forever initiated a park-wide
study with a focus on balancing connectivity for the regional and local visitors. From
the outset of the project, they identified three over arching goals:
1. Identify ways to improve connectivity and mobility for all users and all modes of
transportation
2. Evaluate how people enter the Park, move along edges, and move through the
Park
ENGAGEMENT
PROCESS
The Forest Park Connectivity and Mobility Study includes three distinct phases
designed to provide a solid knowledge base and analytical framework to identify and
evaluate strategies for improving access and mobility for visitors. Each phase uses
the collected knowledge, experiences, and valued perspectives of varied users and
stakeholders of Forest Park to provide a thorough understanding of the needs and
desires as they relate to transportation. The three phases of the Study are:
ENGAGEMENT
230
DISCOVERY WEEK
One of the key components of the stakeholder and public engagement effort included
a 48-hour, four-day workshop, called Discovery Week, conducted November
2-5, 2015. Discovery Week was a cornerstone for the Connectivity Study and
stakeholders and
an opportunity for extensive feedback. Significant outreach was conducted to
resident participants
share information to coordinate with the general public and schedule meetings
during Discovery Week
with stakeholders prior to Discovery Week. Over the four day event, 230 people
shared their ideas with the project team. Of the attendees, 40% were organizational
stakeholders who attended one or more of the focus group sessions. Fox 2, the
St. Louis Post Dispatch, the West End News (online), KTRS 550, and KWMU 90.7
promoted the event during the week.
The Discovery Week experience included a project overview presentation, five
focus stations, three large dry-erase board maps to draw ideas on, and a comment
station. The project overview was a brief digital presentation on a continuous loop. It
described the project purpose, the unique needs of Forest Park, goals of the project
and scope, and instructions for Discovery Week. The focus area stations featured
preliminary existing conditions maps and selected imagery to serve as conversation
starters to elicit feedback and discussion of critical issues to connectivity in and
around Forest Park. The discussion and input focused on how people arrive, move
through, and experience Forest Park.
Discovery Phase
Schedule and Format
In large part, the issues raised during the many discussions validated the challenges
that emerged from analysis of the existing conditions. Issues of parking and
congestion during peak times and special events; conflicts between bikers, walkers
and cars; and the need for improved transit service were among chief issues raised.
What follows is a brief summary of these issues for each of the five focus themes
presented during Discovery Week.
Discovery Week led to over 220 scans of maps with comments regarding input about
connectivity. A summary of Discovery Week findings can be found in Appendix B.
ENGAGEMENT
1300
survey responses
SURVEY
To supplement the input received during Discovery Week, a ten-question survey
about multi-modal park accessibility and patron travel habits was launched on
October 11 and closed on November 15, 2015. The survey was available in three
formats paper, online, and text. As a self-selection survey, the results represent
feedback from only those opting to participate and is not fully representative of
all park patrons. The survey does, however, provide insight into the opinions of a
broader cross section of the public than just those attending Discovery Week, and
corresponded with input received during the workshop. More than 1,300 participants
took the survey, which provided valuable feedback on the frequency of park use,
the mode of travel to Forest Park, how people access and travel throughout Forest
Park, where people park their cars, and which connectivity modes need the most
improvement. The survey also includes an open-ended question for respondents to
suggest one aspect they would change about traveling to and around Forest Park.
All survey results can be found in Appendix A.
ENGAGEMENT
The purpose of the Discovery Phase survey was to 1) understand visitors travel
patterns to and around Forest Park and 2) solicit connectivity and mobility feedback to
devise possible improvement strategies for all transportation modalities pedestrians,
motorists, bicyclists and transit riders.
Survey Respondents
1307 People responded to the survey
500 Respondents live contiguous to Forest Park
(Zip Codes 63104, 63105, 63108, 63110, 63112, 63130 and 63139)
80+
Chart
Title
How Respondents
Who Live
Car
Bike
Footprints
Bus
CLOSE Travel to Forest Park
2%
15%
29%
17%
How
Respondents
Travel
in
Forest
Park
All
Respondents
66%
3%
2%
44%
31%
Use
a
symbol
of
a
car
Chart
Title
How Respondents Travel
Car
Bike
Footprints
Bus
INSIDE
Forest Park
17%
50%
Bicycle
Footprints
24%
50%
31%
2%
Park
Trolley
17%
Those living
contiguous to the park are more likely to leave their cars at home.
Areas
for
Connectivity
Improvements
Desired
transit
improvements
21%
21%
21%
21%
Desired
pedestrian
trail
improvements
13%
13%
Desired
roadway
improvements
Sample Recommendations
Sample
Recommendations
Increase
prominence
of
trolley
stops
to
improve
ridership
and
reduce
vehicular
blockage
Continue
to
promote
trolley
service
and
its
schedule
Extend
service
to
year-round,
with
weekends
during
the
winter
months
Provide
regular
MetroLink
service
to
cultural
institutions
Extend
walking
paths
(or
add
sidewalks)
to
include
cultural
institutions
Increase
the
number
of
secured
bike
racks
Encourage
walkers
and
runners
to
use
gravel
path
for
their
personal
safety
Pave
walking
paths
since
walkers
tend
to
use
the
bike
path
Improve
all
pedestrian
crosswalks
into
the
park
with
signalized
lights
and/or
pedestrian
overpasses,
where
possible
Reduce street parking to one side only and add dedicated bike lanes
Secure parking capacity outside of park and use shuttles for transportation in and around the park
Create an app that provides information about parking capacity, special events and traffic management
nounproject.com
Icons
jperkins@vector-comm-corp.com
vector98#
FOCUS AREAS
FOCUS AREAS
Connectivity is more complex than getting from point to point; it involves
understanding human movement and the multitude of ways for users to move
through space. To fully understand the issues surrounding connectivity, intense
field work was conducted on how users move into, around, and through the Park.
This information helped determine the best way to introduce the discussion in a
meaningful way to stakeholders and the Park visitors. The field work captured the
physical conditions of the Park and how people access and move through it, the
conflicts and movements along the edges, and distribution of features and internal
land uses within the Park. Further client and stakeholder input provided insight into
the visitor experience, offering perspective on the various modes of travel to and
through the Park, as well as how those modes interacted and impacted use and
enjoyment of the Park.
Based on the field work and client and stakeholder discussions, five focus themes
were created: Parking, Walking/Biking, Transit, Park Perimeter, and East End
Connected. Framing the public engagement by mode of transportation served to
simplify the discussion for the general public. The first four focus themes were
specifically concerned with connectivity and mobility through the Park, while the
fifth, East End Connected, was established to explore not only connectivity, but
possible uses, activities, and programming for this underutilized side of the Park.
These themes allowed stakeholders and the public to give specific input on their
experiences, whether as drivers, transit riders, or walkers/cyclists. By focusing on
the themes, people were encouraged to think critically and offer specific details and
insights into issues and ideas.
What follows is a brief highlight of the existing conditions observed during fieldwork,
supported and enhanced by issues and ideas heard during stakeholder interviews,
public input during Discovery Week, and the online survey. The feedback from
each focus area helped the team develop the objectives and strategies to guide the
analysis phase and further the development of the Connectivity Study. The wealth
of knowledge shared in this phase is documented in more detail in Appendix C. It
includes notes and maps from Discovery Week, the online survey responses, and a
summary.
Forest Park provides a wide range of facilities for walkers and cyclists to move
throughout the Park. Whether walking or running for recreation, or just walking
between cultural institutions or around the lakes, there are distinct facilities for
each experience. A Dual Path system, comprised of a gravel path (walkers and
runners) and a paved path (cyclists), create a recreational loop around the entire
Park. While many cyclists use the Dual Path system, on-street cycling is also
common. No other facilities for cyclists currently exist.
Both field observations and feedback from visitors raised concern with heavily
used segments of the Dual Path, focusing on including the width and material of
the path, the speed of certain cyclists, and the conflicts between walkers/joggers
and cyclists. Both walkers and cyclists commented on the need for clarifying the
intended users for the Dual Path and unpaved foot paths. Also, some regular
users expressed the need for maintenance and drainage improvements along
the Dual Path.
Forest Park has an expansive sidewalk network, reducing pedestrian/vehicle
conflicts. Field observations and visitor feedback identified some disjointed
sections of sidewalk and other obstructions to pedestrian movement. A
strong demand for wider sidewalks to accommodate more people, strollers,
and mobility assist devices, particularly near major destinations, was heard
frequently during engagement. Users voiced the need for more direct sidewalk
connections between attractions and additional distant parking areas to
alleviate congestion. Traffic calming measures to make walking safer and more
comfortable were also a major focus of Discovery Week. Some conversations
regarding the variability of ADA amenities was discussed, which led to
conversations about setting design standards within the Park.
Existing
Existing
Conditions
Conditions
- What
- What
Are Are
YourYour
Thoughts?
Thoughts?
Nature Trail On
Nature
EastTrail
End On
Of Park
East End Of Park
Pedestrian-Created
Pedestrian-Created
Path Near Skinker
Path Near
And Lindell
Skinker And Lindell
Pedestrian / Pedestrian
Bicycle Crossing
/ Bicycle
At Skinker
Crossing
And
At Forsyth
Skinker And Forsyth
Sidewalk On Sidewalk
Kingshighway
On Kingshighway
DisconnectedDisconnected
Sidewalks Sidewalks
Pedestrian-Created
Pedestrian-Created
Paths Near Steinberg
Paths Near Steinberg
Pedestrian Promenade
PedestrianAt
Promenade
The GrandAtBasin
The Grand Basin
Hampton Road
Underpass
Hampton
Road Underpass
Intermittent Intermittent
Lighting Along
Lighting
Dual Path
Along
AtDual
EdgePath
Of Park
At Edge Of Park
Pedestrian Bridge
Pedestrian Bridge
Dual Path
Beyond the Dual Path, several cyclists identified a desire for commuter cycling
facilities on-street bike lanes or separated bikeways, and better connections
through the Park. With the increase in biking in the Park, and in the greater
St. Louis region, cyclists would like to see more bike parking at attractions and
repair stations along the routes. Users expressed excitement about bike share
in the region and liked the idea of stations in and around the Park.
Dual Path
Existing Conditions
WALKINGAND
AND BIKING
BIKING
WALKING
SYNTHESISOF
OFINPUT
INPUTFROM
FROM
SYNTHESIS
DISCOVERY
WEEK,
SURVEY,
AND
DISCOVERY WEEK, SURVEY AND
STAKEHOLDERDISCUSSIONS
DISCUSSIONS``
STAKEHOLDER
24
25
23
14
16
15
16
Importantbike
bikelink
linktotoCentral
CentralWest
WestEnd
End
2.2. Important
13
16
16
Difficultarea
areafor
forpedestrians
pedestrianstotoaccess
accessPark
Parkand
and
1.1. Difficult
disconnectedsidewalks
sidewalks
disconnected
Bridgeneeds
needsrepairs
repairs
3.3. Bridge
12
Fountainmay
maybe
betoo
tooclose
closetotodual
Dualpath
Path
4.4. Fountain
Crosswalknot
notuser
userfriendly
friendly
5.5. Crosswalk
Trafficcalming
calmingneeded
neededon
onKingshighway
Kingshighway
6.6. Traffic
Difficultaccess
accesspoint
pointfor
forbikes
bikes
7.7. Difficult
Tunnelexperience
experienceisisscary
scary
8.8. Tunnel
Sidewalksdesired
desired
9.9. Sidewalks
10.
10. Dual
Dualpath
Pathends
endsabruptly,
abruptly,connection
connectiondesired
desired
17
19
11.
11. Limited
Limitedsight
sightdistance
distancefor
forpedestrian
pedestriansafety
safety
11
12.
runners
12. Dangerous
Dangerousfor
forwalkers/
walkers/runners
13.
13. Northeast
Northeastcorner
cornerdisconnected
disconnected
6
11
27
10
22
14.
dual path
14. Confusing
Confusingcrossing
crossing- -vehicle/
vehicle/Dual
Pathsafety
safety
concern
concern
15.
15. Difficult,
Difficult,dangerous
dangerouscrossing
crossingfrom
fromPark
Park
16.
16. Consider
Considerbike
bikelanes
laneson
onentire
entirelength
lengthofofLindell
Lindell
Boulevard
Boulevard
17.
17. Clumsy
Clumsyconnection
connectionshould
shouldbe
befixed
fixed
18.
18. Possible
Possibleeast-west
east-westbike
bikeconnection
connection
19.
19. Lack
Lackofofbike
bikeconnections
connectionsand
andbike
bikeparking
parking
21
26
20.
20. Hampton
Hamptonstyle
styleunderpass
underpassneeded
needed
18
21.
21. Lack
Lackofofpedestrian
pedestriansidewalks
sidewalkson
onnorth
northside
side
22.
22. Safety
Safetyconcern
concern
19
12
23.
23. Emphasize
Emphasizepedestrian
pedestrianaccess
access
20
24.
24. Improve
Improveconnection
connectiontotoneighborhood
neighborhood
25.
25. Emphasize
Emphasizeconnection
connectionwith
withWashington
Washington
University
University
26.
26. Difficult
Difficultintersection
intersectionfor
forpedestrian
pedestrianand
andbike
bike
27.
27. More
Moreaccess
accessneeded
needed
Parkwide
Park-wideInput:
Input:
Consider
Considerbikeshare
bike shareforforthe
thePark
Park
Make
Makesidewalks
sidewalkswider
wider
Intersections
Intersectionsand
andcrosswalks
crosswalkshave
havehigh
high
variability
variabilityofofADA
ADAamenities
amenities
Need
Needtraffic
trafficcalming
calmingatatkey
keyintersections
intersections
FOREST PARK
PARK CONNECTIVITY
CONNECTIVITY AND
AND MOBILITY
MOBILITY STUDY
FOREST
STUDY || 2
32
FOREST PARK
PARK FOREVER
FOREVER || CITY
CITY OF
OF ST.
ST. LOUIS
LOUIS PARKS
PARKS DEPARTMENT
DEPARTMENT || 3
FOREST
33
TRANSIT
EXISTING CONDITIONS
Transit
Transit
Bikes on MetroLink
Existing Conditions
TRANSIT
EXISTING CONDITIONS
This map displays the different
transit options that serve Forest
Park, including the existing
MetroLink lines and station
locations, the Forest Park Trolley
route and stops, and the Metrobus
routes and stops.
MetroLink currently has three
stations that serve Forest Park:
Central West End, DeBaliviere and
Forest Park Parkway, and Skinker
and Forest Park Parkway. It also
shows the Loop Trolley route that
is under construction, with plans
to open in 2016, and the short
segment that enters the Park near
the History Museum.
There is a dashed line east of
the Park which indicates the
proposed downtown Streetcar. The
conceptual gondola route proposed
in the St. Louis Zoo Framework
Plan is included, connecting the
Zoo expansion site with the north
entrance to the Zoo. The waterways
system is highlighted on this map,
showing the potential connectivity of
all of the waterbodies.
With a land area two square miles,
the perimeter transit access leaves
visitors far from many destinations,
putting pressure on the Forest Park
Trolley for last-leg connections.
Roadway congestion means
that the Trolley is often slow and
unreliable.
TRANSIT
TRANSIT
SYNTHESIS
SYNTHESISOF
OFINPUT
INPUTFROM
FROM
DISCOVERY
AND
DISCOVERYWEEK,
WEEK,SURVEY
SURVEY,
AND
STAKEHOLDER
STAKEHOLDERDISCUSSIONS
DISCUSSIONS
1. 1. Area
lacks
transit
access
Area
lacks
transit
access
2.2. Needs
better
Metrolink
connection
toto
Park
Needs
better
Metrolink
connection
Park
3. 3. Metrolink
stop
desired
Metrolink
stop
desired
4.4. Congestion
proihibits
Congestion
prohibitsbuses
busesand
andtrolley
trolley
from
being
efficient
from
being
efficient
5. 5. Buses
use
Cricket
during
Muny
events
Buses
use
Cricket
during
Muny
events
Parkwide
Input:
Park-wide
Input:
Trolley
tickes
areare
notnot
sold
at all
major
Trolley
tickets
sold
at all
major
attractions
attractions
Trolley
stops
areare
not
accessible
oror
Trolley
stops
not
accessible
protected
during
inclimate
weather
protected
during
inclement
weather
Event
transit
needs
coordination
with
Event
transit
needs
coordination
with
outside
parking
and
signage
outside
parking
and
signage
Consider
east
and
west
loops
forfor
Forest
Consider
east
and
west
loops
Forest
Park
Trolley
Park
Trolley
1
2
Consider
jump
queue
oror
transit-only
Consider
jump
queue
transit-only
lanes
atat
congestion
points
lanes
congestion
points
Consider
extending
Loop
Trolley
toto
serve
Consider
extending
Loop
Trolley
serve
destinations
within
the
Park
destinations
within
the
Park
Need
real-time
information
onon
transit
Need
real-time
information
transit
service
service
Need
amenities
(benches,
shelters)
at at
Need
amenities
(benches,
shelters)
transit
stops
transit
stops
Consider
connecting
waterways
forfor
access
Consider
connecting
waterways
access
atat
east
end
of of
thethe
Park
East
End
Park
PARK PERIMETER
EXISTING CONDITIONS
Park Perimeter
Oakland Crossing
Skinker At Wydown
Lindell At Kingshighway
Kingshighway At Laclede
Lindell At Debaliviere
Park Perimeter
Oakland Crossing
Lindell At Union
Skinker At Wydown
Skinker At Lagoon
Lindell At Kingshighway
Kingshighway At Laclede
Existing Conditions
PARK PERIMETER
EXISTING CONDITIONS
This map emphasizes the Park's
significant regional roadway
access. Interstate 64 has three
interchanges along the southern
edge, and Interstate 44 access
is located within a mile of the
Park. The western and eastern
edges are paralleled by two City
Arterial Streets: Skinker Boulevard
and Kingshighway Boulevard,
respectively. Lindell Boulevard is
a neighborhood collector along the
northern edge of the Park.
The map displays access data from
the 2008 Access, Circulation and
Parking Study showing the nine
vehicular entrances to the Park, as
well as frequency of use for each.
For drivers, Hampton Avenue is
by far the most used entrance
to the Park, and the master plan
and public feedback decried its
overuse. This map also indicates
the 26 marked pedestrian crossings
along the perimeter of the Park.
User feedback during the Discovery
Phase had many suggestions to
improve these crossings.
The photos serve to illustrate the
perimeter experience along the
surrounding roadways. Visitors
suggested that a greater emphasis
be put on placemaking and the
edge experience of the Park.
PARKPERIMETER
PERIMETER
PARK
SYNTHESIS
OFOF
INPUT
FROM
SYNTHESIS
INPUT
FROM
DISCOVERY
WEEK,
SURVEY
AND
DISCOVERY
WEEK,
SURVEY,
AND
STAKEHOLDER
DISCUSSIONS
STAKEHOLDER
DISCUSSIONS
14
13
17
16
11
1. 1. Neighbors
do do
notnot
useuse
park
duedue
to to
Neighbors
Park
dangerous
crossing
dangerous
crossing
2. 2. Essential
bike
linklink
to the
Central
West
EndEnd
Essential
bike
to the
Central
West
12
15
3. 3. Need
better
linklink
between
neighborhood
Need
better
between
neighborhood
andand
Park
Park
4. 4. Sidewalks
areare
narrow,
covered
with
Sidewalks
narrow,
covered
with
trashcans,
signals,
planters,
andand
notnot
trashcans,
signals,
planters,
crossable
with
wheelchair
crossable
with
wheelchair
4
10
5. 5. Allow
better
bike/
ped access
Allow
better
bike/ped
access
6. 6. Develop
a more
direct
route
to the
ZooZoo
Develop
a more
direct
route
to the
from
east
would
help
circulation
from
east
would
help
circulation
7. 7. Lack
of north-south
pedestrian
crossing
Lack
of north-south
pedestrian
crossing
8. 8. Redesign
to allow
exitexit
onto
Skinker
Redesign
to allow
onto
Skinker
9. 9. Wide
roadway
requires
more
pedestrian
Wide
roadway
requires
more
pedestrian
crossings
crossings
10.10.
ADA
ramps
from
Skinker
areare
notnot
user
ADA
ramps
from
Skinker
user
friendly
friendly
11.11. NoNo
sense
of place
sense
of place
12.12. Need
forfor
better,
safer
pedestrian
crossings
Need
better,
safer
pedestrian
crossings
into
Park
into Park
13.13. Unsafe
pedestrian
bridge
andand
crossing
intointo
Unsafe
pedestrian
bridge
crossing
Park
Park
5
6
14.14. Need
to improve
crossing
from
MetroLink
Need
to improve
crossing
from
MetroLink
station
station
15.15. Need
better
signage
to exist
east
viavia
Forest
Need
better
signage
to exist
east
Forest
Park
Parkway
Park Parkway
16.16. Complicated
intersection
at Union
needs
Complicated
intersection
at Union
needs
pedestrian
improvements
pedestrian improvements
17.
vehicular access
17. Eliminate
Eliminate
vehicular access
PARKING
EXISTING CONDITIONS
Parking
Parking
There are approximately 8,025 parking spaces in Forest Park. About 4,800 of
these are surface lots, while the rest are on-street parking spaces. The Access,
Parking, and Circulation Study, completed in 2008, found that there was an
excess of parking within the Park. Field observations show that while there is an
abundance of parking, both in lots and along the streets, the supply and demand
from drivers is not balanced, resulting in over and underutilized parking areas.
Observation and discussions with Park visitors verified that the perception of
park imbalance occurs because visitors want to park at/near their destination.
Parking location also dictates where visitors access the Park when driving their
own vehicles. The 2008 study identified that 60% of visitors use the Hampton
Avenue entrance. However, Discovery Phase survey respondents only used the
Hampton entrance 26% of the time, suggesting a large decrease since 2008. Of
survey respondents, only 66% drive to the Park, and once in the Park only 31%
drive to another destination.
Existing
Existing
Conditions
Conditions
- What
- What
Are Are
YourYour
Thoughts?
Thoughts?
Head-In Parking
Head-In
At Central
Parking
Fields
At Central Fields
Visitor CenterVisitor
Parking
Center Parking
On-Street Parking
On-Street
On Grand
Parking On Grand
On-Street Parking
On-Street
On Union
Parking On Union
Parking Lot On
Parking
Art Hill
Lot On Art Hill
Parking On Oakland
Parking On
Avenue
Oakland Avenue
Steinberg Parking
Steinberg
Lot Parking Lot
Parking On Government
Parking On Government
Drive
Drive
Parking On Clayton
ParkingRoad
On Clayton Road
Parking On Kingshighway
Parking On Kingshighway
Along with issues raised, many people provided ideas to improve parking
congestion. Some addressed on-street parking issues, such as better
enforcement of no-parking areas, striping of on-street parking spots, and angled
or back-in parking. Some ideas focused on impacting the supply and demand
of parking by charging fees for all parking areas, dynamic parking rates during
peak times, and using technology to provide real-time information to help locate
of available parking places.
PARKING
EXISTING CONDITIONS
This map combines data from
the 2008 Access, Circulation,
and Parking Study on parking
with field observations. There
are approximately 8,025 parking
spaces in the Park. In blue,
the map shows the locations
of no-charge parking lots and
the quantity of spaces. The
grey areas show pay parking
lots, and the orange shows the
distribution of on-street parking.
To better illustrate the distribution
of the overall parking, circles
representing a 10-minute walk
from major destinations are
shown. From this, it is easy to see
that much of the parking is located
far from these destinations. This
leads to over and underutilization
of certain parking areas.
PARKING
PARKING
SYNTHESISOF
OFINPUT
INPUTFROM
FROM
SYNTHESIS
DISCOVERYWEEK,
WEEK,SURVEY,
SURVEY AND
DISCOVERY
STAKEHOLDERDISCUSSIONS
DISCUSSIONS
STAKEHOLDER
1.
1.
Considerparking
parkingon
onone
oneside
sideof
ofstreet
street
Consider
2.
2. Consider
Considerno
noon-street
on-streetparking
parking
10
3.
3.
Improve
Improvelot
lotwith
withpervious
perviouspavement
pavement
4.
4. Consider
Considereliminating
eliminatingsome
somestreet
streetparking
parking
5.
5.
11
Better
Betterconnections
connectionsand
andwayfinding
wayfinding
needed
neededfrom
fromMuny
Munyparking
parkinglots
lotsto
to
destinations
destinations
6.
6. Possible
Possiblelocation
locationfor
forstructured
structuredparking
parking
lot
lot
7.
7.
Need
Needbetter
betterinformation
informationwhen
whenZoo
Zoo
parking
parkinglots
lotsare
arefull
full
8.
8. Keep
Keepon-street
on-streetparking
parking
1
1
3
9.
9. Need
Needto
toconsider
considersafety
safetywith
withon-street
on-street
parking
parkingand
andbike
bikelanes
lanes(door
(doorzone)
zone)
10.
10. Area
Arealacks
lacksclearly
clearlydefined
definedon-street
on-street
parking
parking
11.
11. Safety
Safetyand
andsecurity
securityisisan
anissue
issue
1
Park-wide
Parkwide Input:
5
1
Restricted
parkingduring
duringevents
eventsisis
Restrict parking
desirable
desirable
Parking
Parkingon
onboth
bothsides
sidesof
ofthe
thestreet
street
causes
causescongestion
congestion
Need
Needbetter
betterenforcement
enforcementatatyellow
yellownoNo
parking
Parkingareas
areas
Less
Lesson-street
on-streetparking
parkingaround
aroundmajor
major
attractions
attractionsto
toallow
allowfor
forbetter
betterTrolley
trolley
access
access
Provide
Provideparking
parkingoutside
outsidethe
thePark,
Park,with
with
shuttles
shuttlesto
todestinations
destinations
Consider
Considerstriping
stripingon-street
on-streetparking
parking
Consider
Considerdynamic
dynamicparking
parkingfees
feesduring
during
peak
peaktimes
times
Need
Needreal-time
real-timeinformation
informationon
onparking
parking
availability
availability
FOREST
PARK
FOREVER
| CITY
OF
ST.
LOUIS
PARKS
DEPARTMENT
| 51
FOREST
PARK
FOREVER
| CITY
OF
ST.
LOUIS
PARKS
DEPARTMENT
|7
The East End of Forest Park** contains many amenities, including the Muny,
Steinberg Ice Rink, Jewel Box, Central Fields, Fish Hatchery, Highlands Golf
Course, Boeing Aviation Field, and the Science Center. Many of the amenities
in the East End are much more passive than in much of the rest of the Park;
ranging from fountains, fishing, hiking trails, and nature areas. The Master Plan
identifies the need to explore new programming opportunities for this portion of
the Park. A $30 million Capital Improvements Plan is underway and four projects
are located in the east end of the Park: Round Lake Fountain Improvements,
Central Fields Improvements, Dual Path plaza featuring chess tables (completed
in Fall 2015), and Connecting the Lakes and Rivers.
To better understand both the current and future connectivity concerns for this
end of the Park, the team explored programming ideas with the public during the
Discovery Phase. Many ideas were suggested, and visitors expressed a strong
desire to keep the balance of nature with any programming recommendations
for the East End. Visitors shared stories about their love for being in the City
of St. Louis and walking through the natural areas, seeing wildlife, fishing, and
relaxing in the quietness of this special area within the Park.
Both field observations and public feedback pointed out that the East End has
many accessibility challenges and disconnected areas that impact the overall
visitor experience. Multiple roads, as well as depressed Forest Park Parkway
and MetroLink corridors, create physical barriers to connecting with this area. In
addition, steep slopes along Kingshighway are also a challenge, particularly to
those trying to access the Park on foot from Kingshighway. Gaps in the sidewalk
network further complicate access.
Ideas for new uses and activities on the east end of the Park varied. Some
wanted more physical fitness/sports activities, while others wanted more
natural/open space experiences. Some wanted more outdoor recreation, some
desired playgrounds and picnic areas, and others requested programmed
space for learning experiences. Many people mentioned a desire for eating
establishments that could tie in with and support Steinberg Rink and the Muny.
While some mentioned unique destination features such as a dog park, ropes
course, or amphitheater, others expressed a desire for more basic amenities
such as water fountains, bathrooms, and places to sit.
A strong desire for improved access to the Park and connections with
neighborhoods and institutions along the East End was an important theme. A
Dual Path connection to the north east corner of the Park was highly desirable.
Also, a grade-separated connection to the medical campus was a prevalent
suggestion from stakeholders.
Existing
Existing
Conditions
Conditions
- What
- What
AreAre
Your
Your
Thoughts?
Thoughts?
Secluded Open
Secluded
Space
Open
For Passive
Space For
Recreation
Passive Recreation
Balloon Glow
Balloon
Festival
Glow Festival
Highlands Highlands
Golf CourseGolf Course
Victorian Bridge
Victorian Bridge
Seven Pools
Seven Pools
Hatchery Building
Hatchery Building
Jefferson Lake
Jefferson Lake
Stairs Between
StairsSteinberg
BetweenAnd
Steinberg
Kingshighway
And Kingshighway
Steinberg Rink
Steinberg Rink
Archery
Jewish Memorial
Jewish Memorial
Waterways Waterways
Archery
Existing Conditions
Capital Projects
Program Elements
This map depicts four capital projects within the east end of the Park yet to be
completed from the 1995 Forest Park Master Plan and part of Forest Park Forevers
Capital Campaign and Improvement Projects Plan. This Capital Improvements
Projects Plan included raising private money for some of the projects needed around
the Park. Of these projects, the Dual Path plaza featuring chess tables was recently
completed, while Central Fields and Round Lake improvements are underway.
Connecting the waterways is a long-term project that looks to improve water quality
and habitat, while
possibly creating the opportunity for interconnected, navigable
Outdoor Education
waterways.
Many ideas for the East End were heard during Discovery Week. The following list
outlines several of the major themes, and additional items are listed in the appendix:
Sports/Fitness/Games
Education/Learning
Tetherball
Basketball
Mountain Bike/BMX Course
Skatepark
Roller Skating/Roller Hockey at
Steinberg
Cricket Pitch
Exercise Stations
Batting Cages
Public Art
Soccer
Swimming Pool
Fitness Stations
Rock-Climbing
All-weather track and fields
Rugby at Central Fields
Disc golf
Outdoor Recreation/Relaxation
Chess Park
Kayak/Canoe
Fishing Docks
Bait shop, amenities for anglers
Seating, Hammocks
Gathering Areas
Activated Steinberg Rink
Camping
Butterfly Garden
Beach
Connect existing waterways features,
boardwalks
Meadows and Prairies
Playground/Picnic/Gardens
Food/Eating Establishments
Restaurant at Steinberg
Vending/Food Trucks
Beer Garden
Coffee Houses/Food Alternatives
Concession Stands
Unique Features
Observatory/Astronomy
Ferris Wheel
Elevated Tree Walk
Connections to Washington University/
BJC Medical Center (Above/Under
Kingshighway)
Ropes Course
Observation Tower
Zipline
Metro Stop
Civic Art
Dog Park
Community Gardens
Water Features/Fountains
Inclusive Playgrounds (Childrens
Hospital)
Healing Gardens
Picnic Pavilions
PlaygroundNatural Areas
SYNTHESIS OF INPUT
A wealth of information was amassed during the Discovery Phase. Input was
received from stakeholders, residents and employees living and working near the
Park, and visitors from all around the St. Louis metropolitan area. Hundreds of
experiences, issues, and ideas were collected through interviews, individual and
small group discussions, map exercises, and the online survey. As the input was
pulled together and organized, themes began to emerge that offered a full picture
of the connectivity issues impacting the visitors experience of Forest Park. The
themes began to highlight the unique needs and desires of different park users
whether regional visitors or residents of surrounding neighborhoods and the
interplay of the different modes used to access and traverse the Park. For example,
users who drove to the Park were often just as passionate about sidewalk access
and pedestrian safety as those who walked to the Park from nearby neighborhoods.
The overlap of issues and interconnected ideas between the Discovery Week focus
themes began to coalesce into guiding principles and objectives that would give
context and meaning to the strategies that were developed.
1.
Visitors suggested the need to strengthen and diversify transit options that
already exist or were planned. They emphasized building on current or planned
infrastructure and leveraging investments already being made by the community.
Ideas included more visually appealing, low-stress, pedestrian-friendly connections
at the Forest Park and Central West End MetroLink stations, as well as improved
integration between MetroLink and the Forest Park Loop Trolley. Many people were
excited about the Loop Trolley and thought the access provided to the north edge of
the Park would be an asset that should be capitalized on (and perhaps extended).
Some visitors shared the long-term desire for a new MetroLink station within the
Park, providing a more direct access to the Park.
Tactic
2.
Strengthen Connections Along
Forest Park Edges And To
Surrounding Neighborhoods For
Pedestrian And Bicyclists
3.
Improve Mobility Within
Forest Park
Strategy
Tactic
Tactic
Tactic
Objective
Tactic
Tactic
Strategy
Tactic
Strategy
Tactic
There were also many suggestions that focused on connecting the region to the Park
via new transit modes. Perhaps the most widely talked about mode to introduce
new access to Forest Park was bike share. With potential stations from downtown to
the Delmar Loop and beyond, many viewed bike share as a unique way to connect
Forest Park to the broader area. Similar to the Loop Trolley, some expressed
interest in a possible streetcar from downtown to Forest Park, and others mentioned
coordinating with the planned bus rapid transit (BRT) along the I-64 and Hampton
Avenue corridor and integrating it into the Park. Another idea addressing a more
local connection was a gondola that would carry people from parking sites outside of
Forest Park and directly to the Zoo.
Objective
Strategy
Three Guiding Principles emerged from the input. Using the Guiding Principles as a
lens, the numerous ideas were formed into concise, targeted strategies, and further
organized into objectives for the different modes of transportation - automobile,
transit, walking, or biking.
Guiding Principles
Forest Park is a valued treasure of the City of St. Louis and the entire metropolitan
region. Millions of people from around St. Louis visit the Park annually. For most,
getting to the Park from around the region entails driving a personal vehicle. For
those who choose transit, they get to Forest Park via MetroLink or Metrobus. Still
others use the regional greenway and bikeway network to get to the Park.
Many people that currently drive to the Park indicated that for various reasons they
would continue to drive, and they were looking for improvements to their automobile
access. Most of the ideas for improving automobile access focused on improved
information and communication, or providing alternative parking options. Many
drivers said that real-time communication, whether through apps on a mobile device
or message boards within the Park, could direct people to less congested entrances
or notify drivers of the location for available parking. The information could be
shared in real-time, changing as conditions changed throughout the day. Drivers
also said that simply having better information about available parking lots, and
non-car options of moving though the Park, would be helpful when visiting for special
events. Additionally, some drivers simply wanted more parking options, especially
options outside of the Park with a dynamic shuttle system transporting visitors to
key destinations. Such external parking options, supported by transit, would help
streamline their arrival and reduce the number of cars circulating through the Park.
SYNTHESIS OF INPUT
Finally, people said they were looking for a sense of place, and wanted a better mix
of uses, services, and amenities that would come with transit oriented development
around the nearby MetroLink stations. For many, such development would help
bring the experience of the Park to its edges and beyond, and would anchor the Park
experience to the surrounding community.
Hundreds of respondents to
the survey and participants
of Discovery Week offered a
unique perspective of Forest
Park as their local park,
and highlighted issues and
made suggestions on how
to improve pedestrian and
bicycle access to the Park.
Beyond the entries and the edges, visitors who viewed Forest Park as their
neighborhood park wanted stronger connections to their neighborhoods. They
wanted the same traffic calming and pedestrian amenities that reduced stress and
improved safety at the Park to be extended into their neighborhoods to provide
seamless, visible, safe connections. Such extensions into the neighborhood would
provide even greater incentive for visitors to walk or bike to the Park. However,
the emphasis was not solely on residents in nearby neighborhoods. Some visitors
to Discovery Week talked about the need for better linkages with the neighboring
institutions of Washington University and Washington University/BJC Medical Center.
Some discussed how beneficial it would be for patients and their families to have
easy access to the Park from the hospital, and how that could impact the kinds of
amenities and programming that should be introduced at the east end of the Park.
Still others expressed a desire for better east-west connections through the Park for
bicycle commuters traveling to/from Washington University as well as Washington
University/BJC Medical Center and the Central West End.
SYNTHESIS OF INPUT
EVALUATION CRITERIA
Objective B Enhance the cyclist experience
The overwhelming focus for cyclists throughout the Discovery Phase was on
improving the experience on the ever-popular Dual Path. Improvements ranged
from prohibiting foot traffic on the path, to widening the path and designating lanes
for bikes and pedestrians, to building new extensions of the Dual Path, particularly
along the eastern edge. Users also shared ideas for improving on-street comfort for
cyclists which included adding dedicated bike lanes, perhaps by removing parking
along one side of the street, closing some streets to cars entirely, and using shared
lanes dedicated to transit and bikes. Some longer-term suggestions were the
addition of bike share to Forest Park, extending some Great Rivers Greenway trails
through the Park, and having amenities to support biking, such as more bike storage
and racks, as well as a repair station.
Whether walking from their car to a destination like the Zoo, or walking from a
MetroLink station to the Visitor Center, at some point in their visit everyone is walking
from one point to another. This realization is reflected in the numerous comments
we received throughout the Discovery Phase identifying the need for better direct
sidewalk connection between destinations and the need to fill gaps in the sidewalk
network. People are looking for wider sidewalks to accommodate more people, as
well as consistent safety and ADA improvements at crosswalks. Some noted that
improved crosswalks were not only needed at streets, but also at crossings between
sidewalks and the Dual Path. While the focus of the pedestrian experience was
on the utility of trips getting from one point to another safely and efficiently, some
did comment on the recreation trips taken along the unpaved foot paths. Here,
improving the recreational pedestrian system focused on ensuring that the paths
were well maintained and not prone to flooding and washout.
Two-thirds of visitors to
Forest Park use their personal
vehicle. Enhancing the drivers
experience will have significant
effect on the overall mobility
through the Park.
Enhancements discussed during Discovery Week to improve internal mobility for cars
support the traffic and parking strategies designed to improve regional connectivity.
Some participants suggested striping the parking spaces along the streets and better
enforcement of the no-parking areas as a way to improve the functioning of on-street
parking. Others focused on the internal parking lots and suggested charging for
parking throughout the Park, and even instituting dynamic parking for peak times/
events, as a way to balance the distribution of parking and reduce the constant
circulation of cars looking for parking in only a few spots. These suggestions were
supported by other ideas for real-time information for parking availability and traffic
congestion, better wayfinding and signage, and even street management (e.g.
closing some streets, or making some one-way) to improve the flow of traffic.
Hundreds
of Ideas
22
Targeted strategies
ForestParkConnectivityStudyStrategyEvaluation
Evaluation Criteria
EvaluationCriteria
Scope Alignwith Incurrent
Issue
MP
CapitalPlan
Adaptability (0-1)
As the strategies were considered, it became clear that some of the strategies
related to one another and fit together to address multiple objectives and goals. This
adaptability in some of the strategies reflects the interrelated nature of the tactics and
the objectives. Strategies that address more than one outcome and fit together to
form a broader strategy for improved connectivity scored 1 point, and 0 if it did not.
Safety (0-3)
While all of the strategies sought to improve connectivity throughout Forest Park,
only some of the strategies addressed a safety issue. With input from the Study
Advisory Committee, it was determined that strategies that addressed safety
should get some priority, especially if they addressed safety for multiple modes of
transportation. Strategies scored 1 point for each mode touched pedestrian safety,
bike safety, and vehicle safety; and 0 points if safety was not a focus of the strategy;
up to 3 points.
01
01
Support
Diversify
Scaleof
Adaptability
FutureTrend Experiences PotentialImpact
01
01
Safety
AirQuality
Public
Concern/
Issue
Total
03
03
03
19Possible
03
01
02
11
11
GUIDINGPRINCIPLE1ImproveregionalconnectivitytoForestPark
OBJECTIVEAImprovetransitaccesstoForestPark
1.Strengthenanddiversifyexistingandplannedtransit
systems(MetroLink,bus,streetcar)
2.ConnecttotheParkvianewtransitmodes(bike
share,CityTrolley,gondola)
OBJECTIVEBImproveautomobileaccesstoForestPark(trafficandparkingmanagement)
1.Enhancerealtimecommunications(traffic
congestion,parkingoptionsanddemand,eventinfo)
2.Providealternativeparkingoptions(externaltothe
Parkandshuttlesto/from)
1
1
10
10
12
11
12
OBJECTIVECConnectpedestriansandbicycliststotheregionalgreenwayandbikewaysystem
1.Strengthenconnectionswiththegreenways
2.StrengthenconnectionswiththeSt.Louisbikeplan
GUIDINGPRINCIPLE2StrengthenconnectionsalongForestParkedgesandtosurroundingneighborhoodsforpedestriansandbicyclists
OBJECTIVEAImproveaccessandmobilityatParkentriesforpedestriansandbicyclists
1.Improveaccessandinterfaceofpedestriansand
bicyclistswithallmodesatexistingParkentries
2.ConsiderallmodesaccesstoParkatnewentries
2
2
3
1
OBJECTIVEBImproveexperienceofallusersonParkedges.ImprovethesafetyandreducestressattheperipheryoftheParkforpedestriansandbicyclists
1.Improvesurroundingstreetinfrastructure(sidewalks,
signaloperations,crosswalks)forpedestriansand
bicyclists
2.EnhanceParkedges(use,identity,experience)for
pedestriansandbicyclists
1
1
OBJECTIVECStrengthenconnectionswithsurroundingneighborhoodsandinstitutionsforpedestriansandbicyclists
1.Strengtheneastwestandnorthsouthconnection
throughthePark(ConnectWashUandWashU/BJC
MedicalCenter)forpedestriansandbicyclists
2.Improveconnectivitywithsurrounding
neighborhoodsforpedestriansandbicyclists(safety,
access,mobility,entrances)
1
1
12
15
14
13
14
12
14
10
11
GUIDINGPRINCIPLE3ImprovedmobilitywithinForestPark
OBJECTIVEAEnhancethetransituserexperience
1.Enhanceexistinginternaltransit(ForestParkTrolley
andnewbuslanes,bus,amenities,stations)
2.Extendregionaltransitsystems(extensionofLoop
Trolley,streetcar,metro)
3.Considerfuturemodes(bikeshare,Metrostation,
circulator,busrapidtransit);includesomeextensionsof
LoopTrolley,streetcar
OBJECTIVEBEnhancethecyclistexperience
1.ImproveDualPathSystem(existingandproposed
routes,DualPath)
2.Reduceconflictsforonstreetcycling(bikelanes,
closingstreets,sharedtransitlanes)
3.Considerotherfacilitiesandamenities(bikeshare,
designatedGRGroutes,bikestorage,repairstations)
OBJECTIVECEnhancethepedestrianexperience(connectivity,safety,amenities,trafficcalming)
1.Improveconnectionswithothermodesand
destinations(sidewalks)
2.Improverecreationalpedestriansystems(dualpath,
trails)
OBJECTIVEDEnhancethedriverexperience
1.ImproveparkingfunctionwithinthePark(operations,
distribution,eventmanagement)
2.Improvethefunctionoftheroadwaynetwork
(wayfinding,trafficcalming,streetmanagement(one
way,close)
1
3
ANALYSIS AND
STRATEGIES
SCENARIOS
This study was envisioned to provide Forest Park and the City of St. Louis with a tool
to ensure coordination of future projects, provide a transportation network for the
Park that works for all users, and to act as a comprehensive resource focused on
improving the visitor experience through connectivity. This study identifies projects
and improvements that will enhance the visitor experience for not only the average
day in the Park but also the busiest days where the Park faces significant traffic
congestion and less-than-ideal visitor experiences.
Identifying the complexities of the various strategies, how they evolve over time, and
which strategies can be combined to leverage the next phase of implementation
required the consideration of various scenarios. These scenarios, based on shortterm, intermediate, and long-term potential, show the alignment of each strategy to
create a phased, complete network and long-term vision.
Undoubtedly, strategies will be implemented at different times for a variety of
reasons, reacting to changes in conditions or reflecting new opportunities. The
scenarios are designed to provide a picture of phased implementation and the
layering of strategies as they build on one another over time. The full build-out of
each scenario is considered the baseline for the next in order to show the potential
overall impact of the Study.
LONG-TERM VISION This long-term scenario represents the full vision of the
recommendations of the Study. It promotes a multi-modal vision, where visitors can
get to Park amenities by any means. Transit, biking, walking and driving are reliable,
convenient, equitable, and safe. The network allows visitors to seamlessly move from
one mode to the next, from the point that they leave their home, arrive to the Park, and
visit various destinations. Fixed transit lines efficiently connect opposite ends of the
Park. Walks and trails are interconnected, and traffic management strategies have made
roadways safe for all cyclists. Forest Park Parkway has been designed as a boulevard,
with landscaping that celebrates the parkway through the Park. The long-term vision
reflects a branded, connected, multi-modal visitor experience. It celebrates Forest Park,
respects the Master Plan, and integrates with public concerns and interests.
STUDY ASSUMPTIONS
This study builds upon many current planned and
proposed changes in and around Forest Park that
could impact various strategies. It acknowledges the
vision and guidance of the 1995 Forest Park Master
Plan and considers the other reference documents
that help shape the future of the Park. Assumptions
such as possible road closings identified in the Master
Plan, ongoing capital improvement projects, and the
need for future bridge repairs, for example, can impact
planning and implementation of different strategies.
Further improvements at neighboring institutions, such
as at Washington University/BJC Medical Center and
Washington University campuses, and the arrival of
the Loop Trolley, will likewise factor in to the possible
alternatives for improving mobility and connectivity to
Forest Park.
19
15
17
11
22
26
23
16
18
6
5
21
6. Bike/Ped Underpass
7. Loop Trolley
In Planning/ Evaluation
20
13
27
25
24
10
28
10
14
12
DESIGN ELEMENTS
IMPROVE CONNECTIVITY
WITH SURROUNDING NEIGHBORHOODS
FOR PEDESTRIANS AND BICYCLISTS
The 1995 Master Plan recommended that Forest Park be better integrated into the
surrounding neighborhoods. This sentiment was echoed by stakeholders, workshop
attendees and survey respondents during Discovery Week. There is desire for
greater connectivity with the large partner institutions on either side of the Park, as
well as the neighboring residents who see the Park as a neighborhood park as much
as a regional destination.
For better connectivity with surrounding neighborhoods, more options need to be
available for visitors to arrive at the Park on foot, bike, or some other non-car option.
In a community that has long emphasized the personal automobile for mobility,
improving connectivity means elevating pedestrians and cyclists to the same level,
ensuring that our roadways allow for safe, accessible routes for all users.
Curb extensions increase the
overall visibility of pedestrians
by aligning them with the
parking lane and reducing
the crossing distance for
pedestrians.
In particular, better connectivity must address the complexity of the roadways along
the Park edges. The surrounding urban arterials and collectors, as well as I-64,
provide access for cars, but act as barriers to local residents who want to walk and
bike to the Park. Intersections are the critical locations where pedestrians, cyclists,
and motorists converge. Focus on enhancements to the existing and new locations
for access to the Park will further improve safety and mobility, and can also start to
create more vibrant and accessible public spaces at the Parks edges.
The Complete Streets movement is energizing our communities to rethink how we
want our public roadways to be used. The focus is on pedestrians, bicycles, transit,
and vehicles, and how all users can safely and equitably occupy the public realm.
This strategy explores Complete Streets techniques to provide these necessary
enhancements for all users.
All the tools in the Complete Streets toolbox address the greater regional needs
of the surrounding roadways as well as provide enhanced local access for Park
users. The techniques used can be operational improvements or physical, designed
changes to the infrastructure.
OPERATIONAL IMPROVEMENTS
Pedestrian scrambles
Curb extensions
Parklets in areas around the Park perimeter to provide users a welcoming sense
of place
Intersection improvements
should consider all
demographics and bring
awareness and encourage safe
environments for all users.
Enhance the pedestrian underpass at I-64 and the Science Center by addressing
sight distance issues and the overall experience. Celebrate this great
connection with a face-lift.
Advocate for the Saint Louis Zoo's proposed pedestrian bridge connecting their
expansion site and parking to the southern edge of the Park.
The Des Peres bridge over Metrolink is challenging for bicyclists to maneuver.
This overpass should be rebuilt with safety as a priority and become part of a
more integrated Park entry experience.
Explore a future overpass from the City Parks Department south to Oakland
Avenue connecting the Highlands and neighborhoods to the south of the Park.
The roadways along the perimeter of the Park are very heavily used corridors in the
City of St. Louis. Further study and analysis is needed to create a Complete Streets
Implementation Plan benefiting all users and modes and assessing demand and
appropriate mode capacities.
KINGSHIGHWAY UNDERPASS
Conceptual design for climate controlled underpass connecting Washington University/
BJC Medical Center to Forest Park near Steinberg ice rink.
NEIGHBORHOOD CONNECTIONS
Many people living around Forest Park
desire to visit the Park on foot or bicycle,
need to cross active arterial and collector
streets. For these visitors, improving
safety and reducing stress along the
periphery of the Park is a top priority.
Often called a Complete Streets
approach, enhancements to roadway
design as well as changes to traffic and
pedestrian signal operations are used
to reduce confusion and improve safety
at points where motorized and nonmotorized traffic interact.
Design elements such as bump outs
and median refuges help shorten the
distances and number of active traffic
lanes that pedestrians and cyclists
have to cross. Likewise, changing the
texture of crosswalks or using pavement
markings can emphasize the pedestrian
space, making motorists more aware of
pedestrian activity at crosswalks. Signal
timing can be lengthened to provide
longer crossing periods for pedestrians
or new phasing can be explored that
stops vehicles in all directions and allows
pedestrians to cross in all directions at
the same time.
Appropriate Complete Streets
techniques depend on whether a
crossing is signalized, volumes of
pedestrian and vehicular traffic, and the
various turn and through movements
of vehicles. One size does not fit all
intersections.
In some locations it may be preferable to
implement enhanced, grade-separated
access such as tunnels or pedestrian
bridges. These are considered in
locations where pedestrian and vehicle
volumes are such that separating uses
is preferred over minimizing conflict with
other intersection design and operation
improvements.
NEIGHBORHOOD CONNECTIONS
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INTERMEDIATE
LONG-TERM
OVERALL STRATEGY
At this time the concepts identify the route, not the type of facility. This provides a great
opportunity to phase this concept in over time. The routes could be on-street and marked with
sharrows in the short-term, dedicated facilities in the intermediate, and the long-term vision
could be bike lanes along closed streets or designated greenways in the Park. Opportunity to
brand the sharrows or lane markings to align with the Park (i.e., green sharrows) is a great way
to bring further awareness to the biking community. As part of the branding, the Park should
consider making the bike commuter facilities as "Bike Only" and encourage pedestrians to use
sidewalks and other paths.
CYCLISTS CONNECTOR
Two commuter cyclist routes are shown on the map connecting the four greenways
entering the Park. Initially, these routes are envisioned as primarily on-street facilities,
with flat terrain, on less congested roads. These routes would be branded and
signed for easy navigation, which promote better driver awareness and potentially
encourage slower vehicular speeds.
The east-west route utilizes the Clayton underpass at Kingshighway. This
connection to the future Chouteau Greenway would need to be modified for two-way
bicycle connections, a comment heard many times during the Discovery Phase.
This route was also desired as a way to reactivate the space on the east end of the
Park. This route connects with the Centennial Greenway at Skinker. A north-south
commuter route is identified to connect from the St. Vincent Greenway and utilize
some of the same space as the east-west connector before diverging south to use
the I-64 underpass and connecting with the River Des Peres Greenway. Utilizing the
same alignment allows for this north-south route to leverage the investment made for
the east-west cyclist commuter route and utilize the existing underpass. A second,
longer-term vision for the north-south route aligns with a connection identified in the
Master Plan. This connection would follow Carr Line Drive and would have some
terrain issues. It would connect with a new grade-separated facility south over I-64.
This new overpass would improve the Park Score and provide a safe connection
for cyclists. This overpass facility should be envisioned with diverse users in mind;
cyclist commuters, walkers, and visitors with special needs. Other facilities similar to
this are being explored in the region.
These cyclist commuter routes provide equitable benefit to the region by connecting
the greenways and direct routes for alternative modes of transportation. These routes
also greatly benefit some of the potential partners around the perimeter of the Park.
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In the short-term, creation of the bicycle commuter routes should focus on ease of
implementation as a means to expedite their creation. This places emphasis on
using the existing road network for the routes and using existing access points along
the Park perimeter as a way to reduce costs. Using painted sharrows on the road to
mark the routes, as well as branding and marketing the routes though the web, apps,
and social media, will be a quick way to initiate bike commuters and drivers to the
shared routes.
INTERMEDIATE
LONG-TERM
OVERALL STRATEGY
improvements are made to the northeast corner of the Park. For example, as the
Union Drive bridge is replaced, it can be designed and rebuilt to accommodate the
Dual Path in a way that allows for a more direct path along the north. Additionally,
as the northern segment of West Pine north of Grand is closed, it would allow for a
path (perhaps just the pedestrian portion of the Dual Path) to continue east along the
perimeter, accessing the corner at Lindell Boulevard and Kingshighway.
In addition to extending to the northeast corner, there are other areas to consider
constructing connections for the Dual Path. One specific location is connecting the
Dual Path along the southern edge of Central Fields. Alignment and construction
should be evaluated and considered as improvements to Central Fields are made
as part of the short-term capital improvements. This connection would provide an
internal loop option users desire on the system. It would also serve another purpose
on giving visitors a pedestrian pathway when parking on-street while using Central
Fields or for events.
It should be noted that the full build-out of the Dual Path will impact the policy of
no net loss of open space. The Advisory Board will need to weigh the benefits
of expanding the Dual Path and the subsequent changes to open space. Such
considerations may encourage the use of existing street right-of-way as streets are
closed to help mitigate open space impacts.
The Dual Path is a very popular feature at Forest Park. Thousands of people use
the path each year for recreation, exercise, and generally getting around the Park.
In fact, the Dual Path is the first experience many visitors have upon entering the
Park, whether walking or biking from outside the Park or accessing the Park where
the Dual Path crosses the roadway. The Dual Path continues to grow in popularity
as society places greater emphasis on the benefits of physical activity. Regular
users see the need for safety and function improvements to the path as necessary to
enhance it for all users.
Improvements at key
intersections will not be a
one size fits all approach, and
each will need to be further
analyzed to determine exactly
what tools are used from the
traffic calming toolbox.
The Dual Path intersects roadways at several locations throughout the Park and
along the edges, and users identified the need to improve visibility and safety for
cyclists and motorists. The key intersections include Grand at Union, Grand just
south of the Fish Hatchery, the crossing at Tamm Drive south of the Zoo, and at
Lagoon Drive at Skinker Boulevard. Different policy and physical improvements were
discussed but conversations in the Study Advisory Committee meetings settled on
the overarching need to bring more awareness to all users, specifically pedestrians
and cyclists. Finally, the crossing at Lindell Boulevard at the History Museum is
wide and complex, with the Dual Path crossing multiple modes. This intersection is
under construction and some of the awareness needed for Dual Path users will be
addressed when the Loop Trolley is complete. Consideration towards operations
and awareness for all users, including users of the Dual Path, should be addressed
at it relates to any future two-way, protected bikeway along Lindell, as well as for
the pedestrian access between the Park and the Forest Park-DeBaliviere MetroLink
station.
Some specific improvements at intersections along the Dual Path may include
eliminating switchbacks and simplifying how the path crosses the street. Safety will
also be addressed by implementing a variety of traffic calming measures to bring
greater awareness of the path, greater visibility of cyclists, and slowing down vehicles
and cyclists. Improvements may include better definition of the path crossing the
street, reconfiguring the path as it approaches intersections to improve sight lines
for cyclists and drivers, and possibly implementing traffic controls that give priority to
cyclists.
Other operational improvements along the Dual Path identify congestion areas,
locations where the gravel and asphalt paths get close to one another, or where
the paths get narrow as they navigate through the Park. While some instances may
be improved by widening the Dual Path, or possibly creating buffers between the
gravel and paved paths, some places would benefit from better definition of how the
Dual Path should be used and education on trail etiquette for all users. This entails
establishing clear expectations of how the Dual Path is to be used, rules of operation,
and enforcement of the rules. Ideally, greater awareness of the expectations would
result in self-monitoring by users of the Dual Path, and a type of peer pressure would
take hold that would improve safety as people followed the expectations.
Some concern was voiced that widening the Dual Path will only bring additional users
and further push the limits of capacity. This concern is addressed in part by other
strategies designed to move some users to other facilities. However, the Advisory
Board will need to consider which improvements are made, focusing on safety and
the demands on capacity.
ADDITIONAL AMENITIES
Users also identified how some of the amenities along the Dual Path greatly
enhance the overall experience for the system. Developing a more robust amenities
package to be implemented over time that included more water stations, bike repair
checkpoints, wayfinding with mileage markers and other smart technologies, and
additional amenities like comfort stations or connections to them, would continuously
enhance the Dual Path experience for years to come.
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LONG-TERM
OVERALL STRATEGY
The long-term vision for the Dual Path would be full build-out of the planned network.
Future connections and extensions should be considered as ridership increases, and
the entire path would be rebuilt to the improved design standards. Finally, the future
long-term vision would include full build-out of amenities along the path.
Speed Hump
Speed Table
Raised Intersection
Closures
REDUCE CONFLICTS
FOR ON-STREET CYCLING
Horizontal Shifts
Chicane
Roadway Narrowing
Forest Park is a beautiful destination with curving streets that the Master Plan
identifies should be a positive experience, whether moving through the Park by car
or bike. When the Park streets were laid out, they were designed to be wide and
easily maneuverable for cars. All streets were built wide enough for on-street parking
and two lanes of traffic. Today, with more visitors cycling in the Park, the roadways
are being used differently. This strategy entails rebuilding the roadways in the Park
to accommodate all users safely, especially on-street cyclists. As the Study Advisory
Committee discussed what this strategy really meant, they identified it as embracing
traffic calming measures to promote safety and reduce stress for on-street cyclists.
These measures will also provide a better experience and safety for pedestrians as
well.
Roadway Choker
Center Island
rebuilt. There is a possibility that over time some roads could be closed to vehicular
traffic and become cyclist-only streets. This strategy acknowledges that but does not
identify what roads those could be.
Talk through new design standards:
Focus on intersections with no traffic control, provide identifiable places for bikes at
these to bring awareness to the conflict points.
This strategy is further strengthened when combined with improving connections to
surrounding neighborhoods. The measures to create a better experience for cyclists
and pedestrians along the edges is carried along all the streets internal to the Park.
Reference: Institute of
Transportation Engineers, www.ite.org
The streets in the Park are signed to be 25 mph, however, cars are observed going
much faster. Traffic calming would bring in new design elements meant to improve
visibility for cyclists, create a greater awareness among motorists that other users
are on the road, and would create a better overall experience for all users and
reduce pavement in the Park. Instituting traffic calming would mean developing
new design standards for the roads in the Park. Currently, there are two capital
campaign projects under design that redesign the roadways to provide traffic
calming measures. These efforts will set a precedent for future roadway design in
the Park. Additionally, on-going routine maintenance will be important to promote
on-street biking. Coupled with regular enforcement of speed limits and at stop signs,
such maintenance and operations measures will provide a safe on-street cycling
experience.
One of the long-term visions in the Park is the possibility of less or no vehicular traffic
internal to the Park. This leads to the idea that all roadways might not be needed.
Thus, this strategy is not intended to create a capital improvement plan to change
every street in the Park. The recommendation is to have a policy in place that
requires accommodation for all modes whenever projects require roadways to be
Curb extensions, raised pedestrian crossings, and painted parking spaces have been proposed
for a capital improvement project for Government and Wells Drives. These serve to slow
vehicular traffic and create a more equitable transportation system.
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INTERMEDIATE
In the short-term, a policy should be enacted through the Board of Public Service and
the Forest Park Advisory Board that all projects redesigning streets in the Park be
held to the highest design standard accommodating all modes, similar to the design
for Government and Wells. All roads in the Park should have traffic calming features
that promote safety for all modes and work to slow cars down. As roads are rebuilt or
modified, consideration towards painting on-street parking spaces or installing other
technologies to align with safety and real-time features from other strategies should
be considered. Consideration for these other strategies will reduce construction and
modifications to recent projects.
Focus should be given to intersections that are considered dangerous and confusing
for cyclists in order to implement techniques that raise awareness and safety
for bikers and walkers. Additionally, the intersection west of the Clayton Road
underpass at Kingshighway should be redesigned for two-way bike traffic.
LONG-TERM
OVERALL STRATEGY
Discussions with the Study Advisory Committee early in the development of this
strategy identified that in order to promote and realize some of the other strategies
and long-term goals related to car trips and air quality, internal transit efficiencies
needed to be enhanced. By focusing on this strategy in the short-term, the Park
was setting the precedent for encouraging transit ridership for future visitors. An
idea was discussed that if someone has a good experience on the internal trolley,
they are more likely to consider using it in the future. As this strategy was refined,
an idea emerged that reaching out of the Park boundaries and connecting with the
two MetroLink stations would help support further internal transit ridership. Thus, this
strategy grew to looking at operational improvements as well as connections with the
regional transit system and how to leverage these existing resources and look for
partnering in these locations.
The tactics for enhancing the existing internal transit system include rebranding,
operational improvements, design elements, amenities, and potential fleet changes.
transportation in the Park but also raise awareness to the fun experience this could
offer.
After the trolley is renamed, the next step should be bringing awareness to the
stations through improvements in front and around them. Things like painting the
roadway in front of the stops or using different material to reclaim the space for
transit would impact the transit users experience. During the rebranding period,
color schemes and designs for stops and pavement paintings are ways the Park
could utilize public input.
In addition to raising awareness, this rebranding of the stops and pavement could
enhance safety for transit users. Such enhancements emphasize that the street is
for all users, that a variety of users are on the roadway, and that everyone should be
vigilant about traveling through and across the street.
OPERATIONAL IMPROVEMENTS
The desire for transit efficiency expressed by visitors and stakeholders drove
recommendations to modify the existing service. Creating a one-way loop
has numerous benefits to the system over the two-way linear route currently in
operation. It covers more of the Park, connects more of the institutions, requires
one-sided transit stops and related improvement, works well with transit-only lanes,
and provides efficient and beneficial event management connections. Additional
operation considerations, such as providing a space for the Forest Park Trolley to
park near the Visitors Center to allow the driver to use the facilities, providing more
stops along the route, and opening up the kiss-and-ride lot off DeBaliviere as a
northern turnaround location, will provide additional benefits to the internal transit
service.
Consideration should also be given to changing the fare collection and structure for
the Forest Park Trolley. With regional transit such as MetroLink, the Loop Trolley,
and the Forest Park Trolley all operating in and around Forest Park, there is potential
for confusion and for visitors to pay multiple times on multiple transit trips. Working
with its partners, Forest Park should consider streamlining fare collection through
technologies such as smart cards, to allow for a seamless transit experience.
In the short term, a reduction in fares or creation of a weekend/family pass for the
Forest Park Trolley should be considered to further reduce the barrier for transit for
Park visitors. When parking is free, transit fares for a family can lead many visitors
to drive rather than take transit. In the future, the vision of a free fare would further
encourage transit ridership, and has the potential to encourage parking throughout
the Park rather than in select locations, as more people would be willing to ride a
reliable, free shuttle to their destination.
Some other design elements are important to enhance the existing transit
experience. Improving pedestrian connections to the transit stops is key. Safe,
visible connections to destinations and transit will strengthen the relationship
between this door-to-door service. Bringing awareness to trolley enhancements
can also be done by implementing plazas and artistic shelters at the stations for
transit riders to get out of the element. Reducing visible and operational constraints
near the transit stations will push transit viability and safety to the forefront. Vehicle
parking near transit stations should be limited so that good sight lines and awareness
for pedestrians and activity are visible.
VEHICLE FLEET
The existing Forest Park Trolley is a bus with a branded wrap. To elevate and make
transit more fun and mainstream, changing the Trolley to something more exciting
would show visitors that taking the Trolley can be an experience and entertainment in
and of itself. There are numerous options for different mass transit on-street vehicles
that could suite the Park and visitors needs alike.
DESIGN ELEMENTS
Perhaps the biggest benefit to enhance the existing trolley is the progressive idea of
implementing a transit-and-bike-only lane along Government between Washington
and Pagoda Circle. This concept elevates transit awareness and provides the most
efficient platform for transit to operate at successful levels of service. The transitand-bike-only lane would head northeast on Government. Accommodating this new
transit-bike-only lane without adding right-of-way or pavement requires the removal
of on-street parking in this direction. This dedicated lane allows the Trolley to
bypass one of the heaviest areas of auto congestion in the Park. Not only does this
design element significantly improve operations, but it shows visitors that the Park
is emphasizing public transportation above personal vehicles. Creating this positive
transit experience will encourage future visitors to consider transit.
Metro operates the existing Forest Park Trolley. Planners believe that with the
one-way loop route, combined with the dedicated transit-only lane, and other
improvements about logistics at the kiss-and-ride lot and the Visitors Center, that
they could reliably achieve 10-15 minute headways in the Park when operating three
to four buses on busy days. The desire for additional stops throughout the Park may
impact trip times and should be considered along with the other improvements.
FOREST PARK CONNECTIVITY AND MOBILITY STUDY | 104
INTERNAL TRANSIT
Improvements to the Forest Park Trolley, the
internal circulator serving destinations within
Forest Park, has considerable potential to
improve mobility for visitors throughout the
Park. The strategy starts with operational
changes, such as making the circulator a
one-way loop around the Park, allowing
drivers to use the Visitor Center as a break
stop, and using the kiss-and-ride lot at the
Forest Park-DeBaliviere MetroLink station as
a turnaround. These operational changes
are supported by the creation of a transitonly lane along northbound Government
Drive, and alternative routes that would
provide desired connectivity during special
events such as serving the Central West End
MetroLink station or the Upper Muny Lot.
Streamlining the fare and pass system is
another way to improve the visitor experience
using transit through the Park. Using
technology like smart cards could make it
easier and potentially cheaper for people to
take transit to the Park, through the Park, and
back home again.
Improving safety and comfort at stations is
another way to improve the rider experience.
On-street markings would help bring attention
to transit stops, helping users find stops and
telling motorists to be aware of pedestrians
crossing the street. Added amenities such
as benches, shelters at busier stops, water
stations, and lighting could greatly improve
rider satisfaction. As service becomes more
reliable, kiosks for purchasing passes, with
real-time information on arrivals and travel
times to destinations, would allow users to
better plan their trips.
Future improvements could include changing
the fleet to smaller shuttles, open-air buses,
or some other sort of unique vehicle.
Additionally, incorporating some sort of
educational tour component would make
the experience more than just moving from
destination to destination. People could ride
the circulator to see the Park, learn about the
Park, and make the circulator an event unto
itself.
INTERNAL TRANSIT
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INTERMEDIATE
SHORT-TERM
In the short term, emphasis should be placed on rebranding
the Forest Park Trolley to avoid confusion with the future
Loop Trolley, and to establish an identity based on the
type of experience the Forest Park Trolley could provide.
This should include developing a more interactive and
entertaining program for riders that offers fun facts and
historical information about Forest Park.
Coinciding with the rebranding should also be various
operational changes to the internal transit service. The
time, only the alignments are identified, not a specific system. Discussion varied from
people movers/trams, light rail, monorail, gondola, streetcar, trolley, bus rapid transit,
Zoo train, or automated buses. In the short-term, there is the potential to pilot any of
the fixed-route options on the existing streets.
FIXED-ROUTE TRANSIT
For many current and potential transit users, there is a preference for fixed-route
transit over traditional buses. Fixed transit has a set route and typically has a
dedicated right-of-way, thus it is perceived as faster and more reliable. Additionally,
fixed vehicles are often seen as more comfortable than traditional buses. For these
reasons, fixed-route transit may more significantly increase ridership.
A fixed-route transit system becomes more viable as other internal transit and remote
parking options become more accepted and used. As more people look for ways
to get around the Park without using their personal vehicle, there will be increased
expectations to improve and expand transit in the Park. This can be addressed by
implementing mass transit that strategically and efficiently moves people through the
Park.
As the concept of a fixed transit route was refined with the Study Advisory
Committee, two alignments were chosen as shown on the following map: an eastwest route connecting the northeast corner of the Park to Skinker on the west; and
a north-south route connecting the History Museum and future Loop Trolley with
the I-64 interchange at Hampton and future bus rapid transit (BRT) stations. At this
The east-west route reflects some input from the surrounding neighbors regarding
their desire to walk across the perimeter streets and access a public transit system
that could circulate them throughout the Park. Residents of the Central West
End neighborhood will greatly benefit from a station within walking distance of
the northeast corner of the Park. As shown on the map, this route would have a
connection with a possible future MetroLink station and would allow for ideal access
for events at Central Fields and other key institutions in the Park.
The north-south route extends the Loop Trolley alignment south, though the specific
system or mode isnt identified at this time. It connects to key destinations as shown
on the following map, the east-west fixed transit route and the BRT route at Hampton.
This route is vital to connecting to residents south of the Park. Bus rapid transit
connections at I-64 and Hampton will provide additional access to visitors from the
greater St. Louis region.
As routes for fixed transit were considered, existing street corridors were determined
to be the most appropriate alignments. Since the road right-of-ways are already
defined, and the Master Plan does not recommend any closures on these routes,
these corridors are already preserved. Alternative, off-street alignments were
considered, however, compromising park space was deemed less desirable.
For fixed-route transit to be successful, the internal circulator (Trolley) service should
be modified to align with stations and to ensure that visitors can access all areas of
the Park.
PERSONAL TRANSIT
Fixed transit is intended to move masses of people throughout the Park. Like
the circulator bus, personal transit, such as bike share, can serve as the last leg
connection to destinations. Forest Park is over 1,300 acres. Mixing the fixed transit
system with the circulator and bike share allows visitors the opportunity to get to any
part of this large Park without a car.
In addition to bike share, the industry trend of call-a-ride services like Uber is rapidly
changing transportation and planning. Private transport systems may someday
surpass traditional transit. In addition, driverless vehicles will continue to change
transport. Opportunity for automated call-a-bus are in the short-term future. These
buses will be automated, more luxury style vehicles, not operating on traditional
transit style routes. Park policy will need to be reevaluated as these shifts continue
to occur.
Potential bike share stations have been identified at key locations based on
connections with future transit and destinations. However, as bike share technology
is continually evolving, by the time bike share becomes a reality in the Park,
technology may eliminate the need for nodes or fixed stations. There are great
partnering opportunities with the surrounding institutions and Great Rivers Greenway
to implement bike share in this region.
FUTURE TRANSIT
As the reliability of the transit circulator
through Forest Park improves and more
visitors shift to taking transit through the
Park, Forest Park should consider other
future modes.
Future modes of transit would diversify
the visitor experience, provide access to
different parts of the Park, and provide
greater connectivity to the regional
transit system.
In the short-term, steps toward
future modes of transit could include
supporting the development of a bike
share system, supporting the planning
for future bus rapid transit (BRT)
connections to the Park, and beginning
to preserve corridors through the Park
for a fixed-route transit service. Large
portions of the fixed transit routes
are identified on existing streets and
already include a proposed transit-only
lane along a portion of Government
Drive. Forest Park could pilot the fixed
transit routes by designating the full
route as a transit-only lane and use
shuttles or a tram to test the service.
This would provide valuable information
on impacts to parking, reliability of
service, potential demand for the fixedroute transit, and information on station
location.
In the future, as other modes such
as bike share and BRT become a
reality in and around Forest Park,
additional steps could be taken to
further implement the fixed transit
routes. The on-street routes could
become permanent, and new
extensions to the perimeter of the Park
could be constructed. This service
would connect with a possible future
MetroLink station in the Park, as well as
BRT stations to the south.
FUTURE TRANSIT
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SHORT-TERM
INTERMEDIATE
In the short-term, Forest Park should support and help advance a regional bike share
system and bus rapid transit (BRT) route. A bike share system would include several
stations within the Park, as well as in surrounding neighborhoods and connecting
nearby institutions. Bike share would have a mutual relationship with the various
bicycle infrastructure improvements included in other strategies. Supporting the
planning for a BRT line that connects to Forest Park would be one more regional
transit connection to the Park, and would have the potential for reducing the number
of people driving to the Park.
Also in the short-term, Forest Park should begin to preserve corridors for a fixed
transit route. These routes could potentially start on-street, and could be developed
through the incremental removal of on-street parking along the routes. The Park
could consider pilot testing the fixed-routes with people movers or trams in order to
learn how the reduction in on-street parking and efficiencies of cross-park transit
could be impacted.
LONG-TERM
In the intermediate term, if bike share and/or BRT are implemented, Forest Park
should actively plan for stations within the Park. This would include not only where
stations should be located, but also how other transit and non-motorized modes
should be integrated. This might also include the implementation of a fixed transit
route to support the regional investment.
The long-term vision for future modes of transit includes a new MetroLink station
inside Forest Park. This station would connect with the fixed route transit as well as
other bicycle and pedestrian infrastructure. It would be another piece of the regional
transit system that would already include BRT and bike share in the Park.
OVERALL STRATEGY
for pedestrians, but also reduce conflict crossing points and reduce stress for
pedestrians while crossing roads or even walking parallel to roads. Destinations with
high volumes of pedestrian traffic, for example the Art Museum, the Zoo, and the
Visitor Center, should be a priority.
IMPROVE CONNECTIONS
WITH OTHER MODES AND DESTINATIONS
FOR PEDESTRIANS AND BICYCLISTS
Every visitor to Forest Park is a pedestrian at some point in their visit. Whether
someone drives and parks or takes transit to get to and around the Park, people
need connections between different modes of transportation and destinations
throughout the Park. Improving the safety and accessibility for pedestrians is vital to
promoting the multi-modal future of the Park. These connections provide that last link
that can make or break the visitor experience.
NETWORK GAPS
The initial emphasis of this strategy is eliminating gaps in the sidewalk network.
Along roads where on-street parking is permitted, sidewalks are necessary to keep
people from walking in the street or needing to walk in the grass which is specifically
challenging for families with strollers or visitors in wheelchairs. This is especially true
along Government and Wells, where people may be parking and walking to the Zoo,
and along Wells Drive beside Highlands Golf Course, where people parking on the
street may be walking to events and activities in Central Fields. Portions of Carr
Lane Drive and Lagoon Drive or other areas where there are gaps in the sidewalk
network should also be addressed, particularly during construction of other projects.
DESIGN FEATURES
In addition to filling gaps in the network, improving the sidewalk connectivity also
entails creating new design standards for future construction and reconstruction of
sidewalks. As pedestrian access is promoted, and more people are expected to use
these connections, greater capacity will be needed. This is especially true for families
with strollers and people using wheelchairs and other assist devices. Considerations
towards widening sidewalks and creating a higher standard for future capacity will
improve safety and comfort for pedestrians.
Directional signage, often called wayfinding, is critical to safely and effectivity linking
pedestrians to destinations. As new park amenities are developed and existing
areas of the Park are improved, expanding the Park's wayfinding elements should
be considered. Such signage should tell visitors the travel times and/or distance to
key destinations and parking areas, as well as highlight transit stops. This will help
improve the overall efficiency of moving people through the Park.
All new design standards should be considered along with other traffic calming
measures. Slowing down traffic at intersections and having better integration with
street crossings would enhance visibility and awareness of pedestrians, reduce
stress of crossing the streets, and promote safety. Traffic calming measures are
discussed in other strategies. The focus is to increase awareness and safety
IMPROVE CONNECTIONS
Improving pedestrian safety and
accessibility is vital to promoting
the multi-modal future of the
Park. In the short term, filling
sidewalk gaps in addition to
traffic calming enhancements at
locations with high pedestrian
volumes should be a priority.
The Park could also begin to
identify and study more direct
pedestrian access from the
Upper Muny Lot to the Zoo, and
from the Visitors Center to the
Art Museum. More pedestrian
access should also be explored
along Kingshighway, especially
near Steinberg Skating Rink.
Initially, this access could be
improved through sidewalks.
This improved access should also
be coordinated with improving the
pedestrian experience along the
narrow Kingshighway sidewalk.
In the future, Forest Park and
Washington University/BJC
Medical Center could explore a
more direct, climate controlled
connection between Steinberg,
the MetroLink Station, and
the hospital, allowing patients,
visitors, and staff to safely
access the Park without crossing
Kingshighway.
IMPROVE CONNECTIONS
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In the short term, new design standards for sidewalks should be created to establish
a higher standard for the future capacity. These standards should be coordinated
with the internal traffic calming guidelines to allow for seamless implementation of
future projects. At the same time, emphasis should be placed on filling in the gaps
of the sidewalk network and adding new connections along roadways that have onstreet parking. Layering the other strategy maps will help identify where sidewalks
may be desired over time.
Work should also begin in the short term that identifies and studies pedestrian
access between major destinations. More direct pathways between the Upper Muny
Lot and the Zoo, as well as between the Visitor Center and the Art Museum, should
be analyzed for potential use and possible alignment. Once designed, these direct
pedestrian pathways should be constructed and branded with wayfinding signs to
promote their use.
In the intermediate timeframe, work should begin to study an underground,
climate controlled connection between Steinberg Rink, the MetroLink Station
and Washington University/BJC Medical Center. This will require a great deal of
coordination between Forest Park and Washington University/BJC Medical Center,
and may even be expedited by the timing of projects. Discussions between the
partners should start to identify interest and possible opportunities early on, and both
should be prepared to advance planning and eventual design as projects come to
fruition. In the long-term, an underground connection between the Metro Station,
Washington University/BJC Medical Center, and Forest Park will be a unique amenity
and create a focal point for staff, patients, families and other visitors to the Park and
hospital.
OVERALL STRATEGY
There are two institutions that have paid parking lots: the Zoo north and south lots and the Art Museum
parking garage. Visitors to these institutions often pay for the convenience of parking close, and are
willing to pay before using free parking elsewhere in the Park. Metered on-street parking should be
considered near the major institutions to promote parking in visitor lots. Metering could be in effect only
on peak days or as desired.
The Park can start to implement a Parking Congestion Relief Plan which focuses on better distributing
how drivers access and park. This study can look to alleviate traffic and safety concerns in the
congestion zone shown on the map, thus improving many visitors first experience of the Park. When
the paid parking lots are near capacity, real time information can be shared with drivers to park in
different locations, also suggesting alternate access points such as at Kingshighway or Skinker. Sharing
this information with Park institutions can help promote this study.
PARKING TECHNOLOGIES
There is an opportunity to implement parking technologies that would help visitors locate available
parking spots throughout the Park. This technology could be placed at parking lot entrances and exits,
or could be installed on individual parking spaces to show availability. These systems could even be
used to adjust parking fees at different times of the day or during peak events. This dynamic parking
model is being tested in other cities.
Installing technology at the access points of the larger parking lots could help monitor and display to
drivers the availability of parking spaces. This type of technology accurately shows the number of
spaces available and is easy to calculate with sensors on roadways and access points. Taking this
information into real-time adds superior value to the installation of this technology by distributing it to
drivers before they enter the Park or while circulating. The possibilities exponentially increase in this data
sharing opportunity on how people will access the Park. Including ideas discussed further in the RealTime Communications strategy will only bring more significance to this recommendation.
Coordination with Google Maps or other wayfinding apps so that real-time parking data could be shared
might be one way to redistribute parking. Visitors could use smartphone-enabled location services/
tracking to reroute themselves around normal congestion to an available parking space.
PARKING FUNCTION
Visitors to Forest Park are offered a
variety of parking options, including
along the roads surrounding Forest Park,
on most of the roads within the Park, at
pay lots for the Zoo and Art Museum,
and at numerous free parking lots
throughout the Park. While overall there
is ample parking within the Park, not all
of the parking spaces are convenient
for every destination within the Park.
People want to park at the front door
of their destination, and generally do
not want to walk more than 10 minutes.
For this reason, many roads, especially
those around the Zoo, experience
considerable congestion during peak
times, as people drive around looking for
free on-street parking or to access the
pay lots at the Zoo.
Congestion Zone
PARKING FUNCTION
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INTERMEDIATE
LONG-TERM
OVERALL STRATEGY
Real-time technology will also give visitors resources for utilizing transit, featuring
station locations, arrival/departure times, and travel time between destinations.
The internal transit and connections to the external parking should be creatively
branded with names and visuals that add to the positive experience of the
proposed connected system. Similarly, information on the best cycling or walking
routes, distances, and estimated travel times between various destinations can be
shared via technology. This information could integrate into fitness tracking apps
like Strava to celebrate the health benefits of biking or walking.
THE EXPERIENCE
For many visitors, the Park experience could start before they arrive. Whether
driving, taking transit, or even biking, visitors will have the information they need to
determine the best way to get to the Park. For those wanting to drive, they could get
information on where parking is currently available, the best route there, and how to
get to their destination once inside the Park. For those wanting to take transit, they
could find out which park and ride lot to use, when the MetroLink or MetroBus will
drop them off at the Park, and how to get to their destination using internal transit
options. Cyclists will have access to information on bike routes and greenways that
will link them to Forest Park, including distances, amenities along the way, rules of
the different facilities, and what to do with their bike once they are at their destination.
With all of these systems in place, visitors can decide before they leave their house
where they want to park and how long it will take them to walk to their destination
or where to tie into the internal transit system to reach their destination. Having this
wealth of information will allow visitors to link different parts of their trip and reduce
the stress of getting to and around the Park. Once in the Park, public Wi-Fi would
further enable the use of mobile technologies.
THE TECHNOLOGIES
There are a variety of ways to make travel and circulation information available to
Forest Park visitors. Initially, a single website with travel information and circulation
options would help people plan their trips before they arrive. This should include
information for typical days, as well as options for special events or peak visitor
days, serving to provide coordinated event information with all of the institutions,
and events within planned in the Park.
Information on congestion and alternate routes could also be shared via MoDOTs
dynamic message signs located on the highway system. These could alert people
to change routes based on current conditions and could change throughout a day.
One of the purposes of early information is to help visitors plan ahead and take the
frustration out of getting to and into the Park. With early information, visitors can
decide how to alter their plans to address current conditions at the Park, possibly
choosing to take a different mode to the Park. Knowing different ways to get to the
Park and how those different modes can work together can demystify and streamline
the trip especially on busy days.
As visitors arrive at Forest Park, they will get up-to-the-minute information on
parking availability within the Park and which entrance to take in order to minimize
congestion. On weekends remote parking lots and shuttling information can be
shared to reduce cars within the Park. At some point in the future, sharing the time
and/or cost savings of using remote parking can be a way to further entice visitors to
park outside the Park. This information sharing will be a huge benefit to the longer
term goal of less parking within the Park.
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Eventually all of this information could be consolidated into a mobile app and shared
real-time on visitors smart devices. This would have the benefit of allowing visitors
to plan for a route before they leave, and give them the current conditions within the
Park. Having personalized route information and real-time data on conditions will
help visitors streamline their trip. A Forest Park mobile app could integrate with other
partners such as Metro, MoDOT or Great Rivers Greenway to provide the most upto-date information and streamline transportation options.
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CONCLUSIONS
SHORT-TERM ACTIONS
Actions for the first several years focus on laying the policy and planning groundwork
needed for future actions, instituting operational changes, and programming and
constructing improvements. Policies focus on elevating the status of cyclists on
Park streets, initiating new design standards to enhance pedestrian and bicycle
access and safety, and supporting partners in other regional transit initiatives
that could benefit Forest Park. Planning/Design focuses on collaborating with
regional and neighborhood partners to soften the Park edges and better connect the
surrounding neighborhoods with the Park. Planning also entails initiating the analysis
and design for expected short-term projects and coordinating those improvements
with partner projects currently underway. Partnerships with local leaders to advance
the development of technology solutions should also be explored.
Operations include changes to fare collection, branding, and routing of the Forest
Park Trolley, as well as some initial actions to lay the groundwork for future parking
strategies. Short-term operational changes may also include piloting road closures to
enhance transit circulation, as well as testing technologies for real-time information.
Investments/Capital Projects reaches many aspects of the Park, including
constructing amenities at important transit stops, improving and expanding the
Dual Path and sidewalk network, and improving intersections and crossings at key
locations along and inside the Park. Of course these projects should be timed and
coordinated with other projects occurring in and around the Park to limit the impact of
construction and leverage the overall benefit.
Policies
Establish a policy stating that roads are for all users, which allows on-street
cycling and encourages traffic calming to be designed into the process at the
forefront of all projects
Establish a policy stating that all street projects will improve pedestrian and
bicycle safety and include designed traffic calming measures
Create new design standards for sidewalks: consider widening, discuss creating
a higher standard for the future capacity, and tie into internal Park traffic calming
Adopt new standards for pedestrian accessibility for all future construction
projects
Advance bike share in the Park and in the greater St. Louis region
Planning/Design
Coordinate with East West Gateway and conduct a Complete Streets study and
implementation plan along the Park perimeter
Create placemaking plan for stations: design, branding, what to include, needs to
be coordinated with traffic calming, and other pedestrian strategies
Look for opportunities to partner and work with aldermen to use local money for
traffic calming and pedestrian improvements
Work with Great Rivers Greenway in design to hold high standards on facilities
Consider developing a plan to close some roads/lanes for special events; pilot
closures
Preserve the underpass for Dual Path under Forest Park Parkway
In the short-term, use Union to connect the Dual Path to northeast corner of Park
Identify what roads get closed at West Pine to determine what Dual Path network
makes most sense with long-term vision
Pilot fixed transit routes along streets; using transit-only lanes along entire line;
using any type of vehicle (e.g., shuttle, tram, people mover)
Explore opportunities with Metro to share connectivity information at park-andride Metro stations
Investments/Capital Projects
Layer in other strategy maps and identify where else sidewalks will be desired
over time and preserve space
Study need and alignment for direct pedestrian access from Upper Muny Lot to
the Zoo
Study need and alignment for direct pedestrian access from Visitors Center to Art
Museum
Pilot closing some streets to cars and focus on internal transit circulators linked
with shuttles to external parking
Develop shelters and create shade at some of the highest used stops
Smart technology for fare collection and arrival times using technology
Focus on locations where improvements could increase the overall walk score:
Union and future I-64 overpass east of Hampton
Define what network able to build in time period: on-street sharrows, some bike
lanes, etc; make sure well-defined and signed for bicycle commuters
Operations
Rebrand Forest Park Trolley (new name, look, bus, stations, etc.)
Plan to widen or buffer the asphalt and gravel paths at key challenge points (see
following map), and implement as possible through annual maintenance program
Address safety issues where Dual Path crosses vehicular traffic using a variety
of traffic calming solutions
Reroute the existing trolley to one-way loop that serves major destinations weekends have additional west side loop; special events have connection to
Central West End (CWE) station
Implement route for East End events to connect with CWE station
Develop an app for Park visitors to share regional and Park connectivity
information, including congestion, internal and remote parking availability,
regional and Park transit scheduling, and special event details
Implement parking management technology for large lots, and integrate with app
Install dynamic, real-time parking technologies at the Muny and Visitor Center
lot, coordinate with Zoo and Art Museum to expand implementation, and share
parking availability via mobile app
Clearly brand circulator stops and routes so visitors know how to easily get to
destinations from all parking lot locations
Begin marketing viability of all parking lots through mobile apps, websites, and
through institutions
Install traffic calming and safe pedestrian crossing techniques at high volume
pedestrian locations
Jill and Cam are going to the Balloon Glow at Forest Park.
Prior to leaving, Jill hops on the Forest Park website to get
details for the event. She is looking for the event schedule so
they can plan their drive, park, and arrive on time. When she
gets to the website, she sees that the newly branded Forest
Park Circulator is running its Special Event Route, which serves
the Central West End MetroLink station. For the first time, she
and Cam decide to take the MetroLink rather than drive.
On the way home in the evening, Sam and Vic decide to enjoy
some recreational cycling around Forest Park. They access the
Dual Path at Clayton Avenue and begin their ride heading
south. At several locations, the path widens slightly, and they
are able to safely travel past the numerous pedestrians also
out for a recreational walk, using the gravel path on the other
side of a buffer. At several intersections, they experience lowstress crossings, as the pathway is clearly marked across the
roadway and drivers slow down as they see the pair approach.
Once past the Visitor Center, Sam and Vic follow the Dual
Path north along Union and over Forest Park Parkway and
MetroLink, to stay on the Dual Path near Murphy Lake.
They cross Grand Drive at West Pine, and head south along
Kingshighway, continuing under the new Forest Park Parkway.
The pair appreciate the well-lit, wide Forest Park Parkway
underpass. They finish their loop, then hop back onto the
roads, following the sharrow markings back to the Centennial
Greenway at Skinker Boulevard to head home.
After their short delay at the signal, the family exits the Park
watching the pedestrians wave at the Trolley riders. Kim and
Pat make note how efficient and fun the Circulator/shuttle
was and share their experience on the Forest Park app.
INTERMEDIATE STRATEGIES
The intermediate actions seek to advance many of the efforts established in the
short-term, as well as lay new groundwork to achieve the long-term future vision.
Policies such as closing streets and exploring charging for parking within the Park
could elevate multi-modal accessibility and improve transit and bicycle service.
Planning will be needed to test the feasibility of such policies, as well as to analyze
and design new bicycle and transit improvements such as transit/bike-only lanes and
fixed transit routes. Planning/Design in the intermediate phase is also needed to
start looking at long-term opportunities, such as a new MetroLink station or bus rapid
transit station within the Park or a new underground across Kingshighway. Many
of the changes to operations include expanding or making permanent some of the
short-term changes, such as making the alternative special events routes permanent
pieces of the internal transit route, closing more roads to vehicles, or even testing
closing the entire park to automobiles. Investments/Capital Projects include
changes to the internal transit fleet, adding amenities to transit stops, implementing a
fixed transit line, and building larger-scale connections to nearby neighborhoods.
Further plan for and test a fixed transit route, building on lessons learned from
pilot tests
Identify performance metrics and establish targets for transit ridership to trigger
reductions in parking over time
Explore dynamic charging for parking in the Park as a way to manage parking
use and reduce congestion and idling of automobiles
Operations
As roads are closed within the Park, consider leaving a portion of the pavement
for bike connectivity
Close West Pine, either in part or whole, to allow for Dual Path in northeast
corner with no conflicts
Pilot closing entire Park to cars and focus on internal transit circulators linked
with shuttles to remote parking
Policies
Investments/Capital Projects
Explore dynamic charging for parking in the Park as a way to manage parking
use and reduce congestion and idling of automobiles
Review design standards for the Dual Path and consider widening and other
enhancements for future implementation
Build a pedestrian overpass over I-64 and connect the north-south connector as
shown in map on the following page
Planning/Design
Explore making the commuter routes dedicated routes, separated with a barrier
or as a separate facility
Analyze need and benefit for another north-south route; possibly begin planning
INTERMEDIATE SCENARIO
It is the lunch hour for Barnes Jewish Hospital staff, and Sam
and Vic decide to head outside for lunch at one of the food
trucks parked along the eastern edge of Forest Park. It is a
beautiful day, and they see many colleagues, and even patients
and families, out enjoying the Park. Crossing Kingshighway
is a comfortable experience, with well-marked crossings and
ample time to cross the street. Sam notices this is especially
important for seniors and people in wheelchairs coming to and
from the hospital. As they eat their lunch, they watch people
enjoying the meditative and sensory gardens located just inside
the Park. With numerous benches and cafe tables around,
they are able to sit and enjoy their lunch hour in Forest Park.
LONG-TERM STRATEGIES
Investments/Capital Projects
Actions identified for the long-term vision illustrate the true potential of accessibility
and mobility throughout Forest Park. These actions reflect the long-term nature
of planning some larger investments and having the funding needed to build the
improvements. The policies highlight changes that would need to be made if
Forest Park elevated the importance of transit, cyclists, and pedestrians to be equal
to cars, and what might happen given advances in technology. Planning/Design
efforts seek full build-out and future expansion of the various bicycle and pedestrian
networks, as well as the need to re-evaluate the integrated transit system to plan for
future improvements. Changes to operations are minimal, as most will have been
instituted in earlier years, but any changes should be done to promote the pedestrian
and bicycle experience. Investments/Capital Projects in the long-term focus on
connecting with the possible regional transit improvements, building more robust
connections to surrounding neighborhoods, and future build-out of the bicycle and
pedestrian networks throughout the Park.
Design all signalized and unsignalized access to the Park with traffic calming
that is branded for the Park and starts to reach the green fingers into the
neighborhoods
Forest Park Parkway becomes an actual Parkway, potentially with bike lanes and
wide sidewalks
Ensure all the edges to the Park are inviting and leverage the greatness of the
Park
Explore supporting and building on the vision of a new MetroLink station in Park,
through multi-modal connections with the rest of the Park
Achieve the vision of an east-west and north-south fixed transit system that
connects with new Metro station, bus rapid transit station, destinations, Loop
Trolley
Policies
Achieve the vision that all Park streets provide a safe, efficient experience for
ALL users, with focus that cyclists feel safe
Explore the vision of what the Park could look like if cars drive themselves and
parking lots were not needed, on-street parking became obsolete, or remote
parking became the only option
As transit becomes more widely used and technology for driving changes, look
for other uses of parking lots or give green space back to the Park
Planning/Design
Consider full build-out of both east-west and north-south routes with their own
facilities separated from vehicular traffic
Operations
Achieve the vision that operations and maintenance of all roads is done with
pedestrians and cyclists in mind
Jill and Cam are meeting Cams brother at the new restaurant
in the northeast corner of Forest Park before going to a special
event at Central Fields. They hop on the MetroLink and arrive
at the Park using the new Forest Park-Grand station, located
within the Park near Grand and Forest Park Parkway. From
the new station, its a short walk to the restaurant for Jill and
Cam. Cams brother walks to Skinker Boulevard using the
same traffic signal he uses to access the Dual Path and multiuse path with his bike, but this time he is excited to jump on
the internal fixed transit line, providing a truly multi-modal
access for him and all his neighbors. The improvements made
along Skinker Boulevard and in the Park have brought the
area alive with bikes and pedestrians traveling along the Park
and the neighborhoods. Cams brother uses his smartphone
enacted Metro pass to board the Forest Park Fixed Transit line.
The new transit ride is smooth and quick, bypassing some cars
that are on their way to specified parking lots. It takes him
directly to the Grand Forest Park MetroLink station, where he
takes the same short walk to the restaurant. After lunch, the
trio get on the Fixed Transit line for the short trip to Central
Fields to enjoy the event.
Its a sunny, but chilly, autumn day and Sam and Vic decide
to walk to Forest Park to eat at the restaurant at the Steinberg
Skating Rink and enjoy the beauty of the changing fall leaves.
They use the new climate controlled underpass that takes
them from the Barnes Jewish Hospital, under Kingshighway,
and directly into Forest Park. They walk past patients and
families reading the information kiosks and displays that
line the passageway and other staff sitting quietly enjoying
a coffee and quick read on their lunch breaks. Other visitors
are learning about Forest Park and enjoying fun activities
at displays celebrating Forest Park winning another Best
City Park award. The experience is unique and highlights an
award-winning partnership between numerous stakeholders.
Over lunch, Sam and Vic look out at the Park and watch
visitors walking the trails and even some taking advantage of
the exercise stations. A few people are even soaking up the sun
and fresh, cool air in the sensory garden.