Emerson JJK Station Area Plan

EMERSON PARK / JACKIE JOYNER-KERSEE
STATION AREA PLAN

St. Louis, Missouri | July 2013
Emerson Park / Jackie Joyner-Kersee Station Area Plan

July 2013
Prepared for
East-West Gateway Council of Governments
By
In consultation with:
Nelson Nygaard
BAE Urban Economics
Hudson Associates
In partnership with:
City of East St. Louis
East St. Louis Park District
TOD Advisory Committee
Paul Hubbman, East West Gateway Council of Governments
Mary Grace Lewandowski, East West Gateway Council of Governments
Jessica Mefford-Miller, Metro St. Louis
John Langa, Metro St. Louis
Mark Phillips, Metro St. Louis
Kim Cella, Citizens for Modern Transit
Lonnie Boring, Great Rivers Greenway
Nancy Thompson, Great Rivers Greenway
Marielle Brown, Trailnet
Glenn Powers, St. Louis County Department of Planning
Bill Grogan, St. Clair County Transportation District
Don Roe, City of St. Louis Planning Department
Amy Lampe, St. Louis Development Corporation
Mark Vogl, HOK St. Louis
Contents
PROJECT BACKGROUND.......................................................................................................1
STATION AREA ANALYSIS/ EXISTING CONDITIONS............................................................5
PUBLIC PARTICIPATION PROCESS AND RESULTS ..........................................................21
STATION AREA PLAN.............................................................................................................23
Development Strategy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Phasing Strategy. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
Street Sections - Emerson Park. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Street Sections - Jackie Joyner-Kersee. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
Building Heights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
Parks and Open Space . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
Bike and Pedestrian . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
Walk Score. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
Landscape Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
Parking and Replacement Parking Strategies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
Stormwater Management. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
Form Based Code . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
A, B and C Streets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
Land Use. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
ZONING/ORDINANCE RECOMMENDATION.........................................................................87
BIKE AND PEDESTRIAN IMPLEMENTATION STRATEGY...................................................89
Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
Strategies to Create an Inviting Walking Environment. . . . . . . . . . . . . . . . . . . . . . . . . . . 92
Strategies to Welcome Bikes to the Station Area. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
Pedestrian Access Recommendations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
Specific Bicycle Strategies. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
DEVELOPMENT STRATEGY RECOMMENDATIONS..........................................................109
APPENDIX.............................................................................................................................A-1
LEED ND Scorecards. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-3
Public Survey Results. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-11
Records of Public Meetings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-29
Online Survey Results . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-37
| i
Page intentionally left blank
PROJECT BACKGROUND
Project Background | 1
Over the last several decades, growth in the St. Louis metropolitan area has traditionally
followed lower density suburban patterns. Leaders from throughout the region, however,
have continued to search for appropriate strategies to promote transit-oriented development
(TOD), or mixed-use development designed to maximize access to, and promote use of,
public transportation. As the St. Louis MetroLink system marks over two decades in service,
these leaders have engaged in the study of how to maximize the investment made in light
rail for the region and its various jurisdictions and how also to increase the overall ridership
rate metro-wide.
East-West Gateway Council of Governments (EWG), in conjunction with Metro and a host
of regional stakeholder organizations, completed a TOD Framework Master Plan as part of
the Regional TOD Study for the St. Louis region in 2013. This study included the following
components:
Completion of a regional market study documenting the potential for various forms of
TOD at each station area between 2012 and 2040, based upon demographic and market data and analysis and input from local stakeholders and real estate experts.
Completion of site analysis and development feasibility analysis for each of the 37
existing MetroLink stations outlining the key issues that have an impact on development
viability and providing recommendations and action steps for local jurisdictions, Metro,
and other stakeholders to promote TOD at each station area.
Completion of detailed station area plans for five of the existing MetroLink station areas,
or combinations of stations, including North Hanley, Rock Road, Union Station / Civic
Center, Emerson Park / Jackie Joyner-Kersee, and Fairview Heights.
The intent of EWG, Metro, and its project partners is to outline a set of implementation tools
and recommendations for all 37 MetroLink stations that respond to market realities and
provide specific guidance to each jurisdiction within the system that will move TOD forward
over the next few years. Rather than outlining general principles applicable to TOD, these
plans aim to tie specific site analysis and feasibility with appropriate tools and strategies to
move development efforts along.
The specific station area plans for North Hanley, Rock Road, Union Station / Civic Center,
Emerson Park / Jackie Joyner-Kersee, and Fairview Heights are intended to serve as detailed models of TOD, adhering to a range of station typology classifications. These classifications acknowledge that stations in urban downtown centers may serve different uses
and transit riders than perhaps those in neighborhood or suburban contexts. The station
area plans will provide momentum to implement TOD in the St. Louis region over the next
few years, establishing precedents for best practices and standards of development that all
communities along the MetroLink can emulate.
The five selected station areas were selected according to their regional location in the Metropolitan Area, the support of local leaders and citizens for further study of the stations, and
their varying representation of different station area typologies. In addition, these stations
ranked high for market viability; transit supportive potential and existing ridership; proximity
to services, civic amenities, and recreational opportunities; proximity to housing and jobs;
walkability and bikeability; existing supportive zoning; and available developable lands.
2 | Project Background
EMERSON PARK / JACKIE JOYNER-KERSEE STATION AREA PLAN

St. Louis, Missouri
JJK and Emerson Park were selected as joint stations for study due to their relative proximity to one another and the connections that exist between them that serve a number of local
neighborhoods in East St. Louis. These two stations are convenient to Interstate 64 and the
heart of metro St. Louis, making them a good fit for transit oriented development.
The station area plan will be used by local leaders, both as a visioning document and as a
guide with tools that enable the station areas to develop according to TOD principles. The
station area plan outlines the form-giving networks for roads, parks and open space, bike
and pedestrian connections, and transit services. Comprehensive plans, zoning codes, and
ordinances can be revised and adopted immediately, ensuring that the sites are designated
for TOD development patterns when investors are ready to move forward with development.
Localities can also pursue short-term steps such as establishing tax incentives to facilitate
private sector development, purchasing or assembling land around MetroLink stations for
development, and investing in civic infrastructure.
Metro will use this plan as a guide to consider the future of their land holdings. In addition, they can also consider any enhancements to the transit offered at these select station
areas in planning for future development, including parking replacement strategies and any
expanded transit services.
Various components of this station area plan provide guidance to the city, Metro and other
partners in implementing TOD. The market study completed as part of this process provides
a greater degree of specific guidance concerning near-term opportunities (within the next
five to ten years) and provides a more general, order of magnitude forecast of development
potential for the next ten to twenty years. While the development strategy identified in this
station area plan identifies opportunities for short term real estate development, a good deal
of the future development outlined in this plan represents a longer term vision for the development potential around the Emerson Park and JJK stations over the next twenty years, or
more. Local officials will need to work with Metro and other partners to update this station
area plan periodically as demographic and market changes unfold in the local area.
Project Background | 3
STATION AREA ANALYSIS/

EXISTING CONDITIONS
Station Area Analysis / Existing Conditions | 5
Station Area Analysis/Existing Conditions

The Emerson Park and JJK stations serve a number of local neighborhoods in East St.
Louis on both sides of Interstate 64. The residential neighborhoods to the south of I-64 have
retained a greater degree of vitality compared to those north of I-64 and north of the MetroLink stations, where many residential street blocks exhibit vacancies of well over 50 percent.
The Emerson Park station area has already witnessed redevelopment in recent years, with
the construction of an apartment and townhome complex to the west of 15th Street and the
current construction of the Jazz at Walter Circle mixed-use project. Although many of the
residential areas around these two stations have faltered in recent decades, the proximity to
I-64 and the heart of the metro area do create opportunities for potential redevelopment and
rebirth in the future.
Topography
The study area, within one-fourth mile of the
station platform, features relatively flat terrain.
The topography of the site does not appear to
pose any issues with regard to future development.
Streams and Floodplains

Floodplain zones do not exist in the vicinity of
the two station areas.
Transportation Network
The under-utilized Emerson Park MetroLink

overflow park and ride lot provides an opportunity
for redevelopment.
The Emerson Park and JJK station areas enjoy very good transportation connectivity to
surrounding areas in East St. Louis and to the larger metropolitan area. Interstate 64 passes
within a block of both station areas and connects the local neighborhoods to the entire
metro area. The major north-south arterials in the two station areas, 15th Street and 25th
Street, connect the local neighborhoods to the I-64 corridor as well as important retail and
arterial corridors in East St. Louis, including St. Clair Avenue and State Street.
The I-64 freeway carries around 65,000 vehicles per day, on average, in the vicinity of both
station areas. The 15th Street corridor carries between 3,000 and 5,000 vehicles daily.
The 25th Street corridor carries between 5,000 and 8,000 vehicles per day to the north of
I-64, and around 9,000 vehicles per day between I-64 and St. Clair Avenue. The St. Clair
Avenue corridor carries between 7,000 and 9,000 vehicles per day east of 25th Street, and
from 3,000 to 5,000 vehicles per day to the west of 25th Street. The State Street corridor,
an important retail area to the south, carries between 7,000 and 10,000 vehicles per day on
average in this part of East St. Louis. The other neighborhood streets in the vicinity of the
Emerson Park and JJK stations carry only a few thousand vehicles per day, reflecting the
residential nature of these areas.
Bike and Pedestrian Environment

The creation of a multimodal transportation environment requires the development of facilities for pedestrian, bicycles, transit, and automobiles. One way of determining the success
6 | Station Area Analysis / Existing Conditions

St. Louis, Missouri
of these improvements is a level of service analysis (LOS). As it relates to the pedestrian

environment, LOS only considers such issues as physical improvements to sidewalks and
pedestrian safety. A LOS analysis typically does not consider land uses. As a response
to the need to consider land use in measuring walkability, Walk Score was created. Walk
Score rates urban environments based upon a sites proximity to a variety of land uses.
Sites are ranked in the following categories:
90100 . . . . . . . . . . . . . . . . . Walkers Paradise
Daily errands do not require a car.
7089 . . . . . . . . . . . . . . . . . . . . . Very Walkable
Most errands can be accomplished on foot.
5069 . . . . . . . . . . . . . . . . Somewhat Walkable
Some errands can be accomplished on foot.
2549 . . . . . . . . . . . . . . . . . . . . Car-Dependent
Most errands require a car.
024 . . . . . . . . . . . . . . . . . . . . . Car-Dependent
Almost all errands require a car.
By large measure, the greater the variety of land uses within close proximity of a given location, the higher the walk score. Used in combination with a level of service analysis, Walk
Score can provide a good understanding of current pedestrian conditions in the vicinity of
an existing light rail station.
As part of this planning effort, each of the stations within was evaluated using the Walk
Score service. Walk Score calculates a continuous score for any site from 0-100 based
upon its proximity to thirteen categories of amenities. Walk Score should not be confused
as a total measure of neighborhood walkability. It does not consider such factors as street
width, sidewalk width, block length, street design, safety from crime and traffic, topography,
or natural walking barriers such as freeway, natural barriers to walking such as freeways
and bodies of water, and/or weather. Nonetheless, Walk Score does provide one way of
measuring an areas walkability. Researchers are increasingly testing Walk Score as a
means of measuring public health. Results suggest a positive relationship between a high
Walk Score and public health.
Within the Emerson and Jackie Joyner-Kersee station area, pedestrian facilities are generally lacking. Sidewalks, crosswalks and curb ramps are commonly missing or in poor
condition, discouraging pedestrian access to the MetroLink stations. I-64 and the lack of
pedestrian facilities on St. Clair Avenue also form a significant barrier to pedestrian access
from neighborhoods to the south.
Transit Supportive
From the Emerson Park MetroLink station area, several MetroBus lines provide connections
to surrounding destinations in East St. Louis and several other communities within Metro
East.
#06 Rosemont Fairmont City MetroBus connects to:
Neighborhoods in East St. Louis

Multiple schools
JJK Center MetroLink station
Washington Park MetroLink station
#08 Alta Sita MetroBus connects to:
Touchette Regional Hospital
Centreville
Various neighborhoods and destinations within East St. Louis
#09 Washington Park MetroBus connects to:
Various East St. Louis neighborhoods
Forest Boulevard
JJK Center MetroLink
From the JJK MetroLink station area, several MetroBus lines provide connections to surrounding destinations in East St. Louis and several other communities within Metro East.
#06 Rosemont Fairmont City MetroBus connects to:
Neighborhoods in East St. Louis
Multiple schools
Emerson Park MetroLink station
Washington Park MetroLink station
#09 Washington Park MetroBus connects to:
Various East St. Louis neighborhoods
Forest Boulevard
Emerson Park MetroLink
As illustrated in the table below, the Emerson Park station reports average ridership numbers on par with averages for the Illinois portion of the MetroLink station. The Emerson Park
station, given its sizeable Metro parking lot and adjacency to new residential and retail developments, attracts a higher number of riders compared to other stations in East St. Louis
and the eastern suburbs.
The JJK station reports much lower average ridership numbers relative to averages for the
Illinois portion of the MetroLink system and the overall system. The JJK station lacks parking facilities and few active land uses currently surround the station area. These factors
contribute to less use of this station compared to the nearby Emerson Park facility.

St. Louis, Missouri
MetroLink Station Boardings
Station
MetroLinkStationAverage
IllinoisStationAverage
EmersonPark
JackieJoynerKerseeCenter
TotalMonthlyBoardings
36,500
23,500
22,500
13,100
WeekdayAverage
1,360
880
880
480
WeekendAverage
830
520
410
310
Existing Zoning and Entitlement Considerations

The majority of the zoning classifications in the vicinity of the Emerson Park and JJK stations do not encourage a diverse mix of land uses at varying densities that would support
transit oriented development.
New residential development around the Emerson Park station is catalyzing redevelopment in East
St. Louis.
The R-1A (Single-Family Residential) zoning classification covers the majority of the residential neighborhoods surrounding the two stations, and in keeping with the name of this
zoning, R-1A only allows the construction of single-family homes. A small portion of the station areas includes R-3 (Multi-family residential), however, the majority of the parcels zoned
for R-3 are already built out. A few lots in the station areas contain R-2 zoning, which allows
single family and two-family residential. The majority of the St. Clair Avenue corridor in the
vicinity of the Emerson Park station contains the C-1 and C-3 zoning classifications that allow a wide range of commercial uses but do not allow residential development or mixed-use
development. Large portions of the areas directly fronting the MetroLink line contain the M-1
and M-2 industrial zoning classifications. These zones by their nature do not allow residential uses and tend to discourage retail development.
Throughout both station areas, zoning generally limits heights for residential and commercial buildings to three stories. Minimum residential lot sizes range from 5,000 SF for single
family homes to 2,000 to 3,000 SF per dwelling unit for apartments. Residential lots must be
at least 50 to 80 feet wide, and require 20 to 25 foot front yards and two side yards. Commercial and industrial uses in C-3 and M-1 districts require a minimum lot size of 20,000 SF,
a minimum width of 75 to 100 feet, and 25-foot front yards. The C-1 District does not impose
any minimum lot size requirements and requires only a 10-foot front yard. In terms of parking, the C-3 and M-1 districts require one parking space for every 100 SF of retail floor area.
In general, the zoning regulations present in both station areas do not promote the development of compact, mixed-use developments typical of transit oriented development. All of
the zoning codes allow for standard suburban level development, with significant setbacks,
larger lot sizes, ample parking, and the separation of land uses.
Typology
Because the areas around both the Emerson Park and JJK stations include primarily
residential land uses and have the potential
to support neighborhood-oriented or localserving retail, both station areas represent
good examples of the Neighborhood typology. Within the Neighborhood typology
of stations, transit is less of a focal point
compared to downtown or more intensive
stations, and the focus is on serving the local needs of residents.
Suitability for TOD

The Jackie Joyner-Kersee Center is an anchor
Although the recent residential and retail de- in East St. Louis, providing recreational and
velopment around the Emerson Park station
community amenities in close proximity to the
MetroLink station.
provides a good example of infill development for East St. Louis, the vast majority of
the residential neighborhoods in the vicinity
of both station areas suffer from significant
disinvestment and vacancies. The St. Clair Avenue corridor has lost significant economic
strength as a retail corridor as the surrounding neighborhoods have lost population, and as
I-64 has separated the corridor to a certain extent from neighborhoods to the north.
Market
According to the regional TOD market study, between 2010 and 2040 the station area
around the Emerson Park station is likely to experience an increase in demand for an additional 125 residential units and additional commercial space totaling around 41,000 square
feet. During the same period, the JJK station is likely to experience an increase in demand
for an additional 125 residential units and additional commercial space totaling around
41,000 square feet as well.
Given the context of these station areas, additional residential growth will likely include a
mixture of single family detached units, as well as apartments and rowhomes or townhomes
in close proximity to the MetroLink station platforms. Additional commercial space will likely
include neighborhood-serving retail as the population of the surrounding neighborhoods
begins to recover, as well as small scale office uses. Large industrial uses are not likely to
develop in the local station areas given the neighborhood orientation of the Emerson Park
and JJK areas.
The market study for the St. Louis region emphasized that, if all 37 station areas were to
develop the amount of square footage outlined for that particular location, the sum total
of square footage would exceed the potential growth of real estate in the entire St. Louis

St. Louis, Missouri
market over the next twenty years. The market will naturally pick its prime candidates for
growth along the MetroLink line, and the station area plan depicted in this document assumes that the Emerson Park and JJK stations emerge as one of the key development areas along the line in Illinois. The St. Louis area is a very slow growing region and therefore
market demand for TOD is naturally more muted compared to other cities.
Site Aerial
TH
.
ST
.
ST
TH
11
H
3T
.
ST
UG
BA
emerson park
metrolink
E
AV
.
.C
ST
LA
IR
LY
N
AV
E
ns
E
AV
H
5T
CH
.
ST
jones hall
park
ec
tio
jackie joynerkersee center
jjk metrolink
25
T
HS
T.
am jackson
school
18T
HS
T.
Bik
e/ p
ed
co
nn
miles d. davis
elementary
school
Design Workshop, 2013

0
100
200
400
1 in = 200 feet
STATION | EMERSON PARK AND JACKIE JOYNER-KERSEE [CITY OF EAST ST. LOUIS]
420
EMERSON PARK [SITE ANALYSIS]

420
MetroLink Station Area Profile*

Identifies Metro-owned parcels that have the potential to encourage new
development around the station; other vacant and under-utilized sites that
may provide opportunities for infill development; and physical, policy, and
zoning barriers to TOD that currently exist.
T)
9T
H
W
Y
I - 70
70
(1
.
ST
DT
800 A
(68
TH
I - 55
45
4
0-
AD
11
.
ST
13
C
EX
H
TH
T)
.
ST
14
AD
Average Monthly Boardings | 22,500 (MetroLink Station Average = 36,500)
N
LY
H
20
.
ST
(2
T)
E
AV
00
(4
TH
0
A
.
ST
Physical Barriers to Development | Access to the surrounding station

site from the south requires crossing over the I-64 corridor via a pedestrian
bridge near 14th Street.
18
T)
park ride
Station Configuration | Three Park-Ride lots serve this station with a total
of 14 acres and 816 parking spaces.
64
I-
E
AV
64
I-
TH
15
.
ST
-4
00
5
(1
00
Katherine Dunham Museum
Regulatory Barriers to Development | Zoning around the station

generally does not permit mixed-use development, and multifamily housing
is also limited. Building heights are also limited to two or three stories. TOD
would require a rezoning.
gethsemane
SU
church
immaculate
conception
IT
roman catholic
E
AV
miles d. davis
Emerson Park
Context | This station is located adjacent to the I-64 and 15th Street
interchange in East St. Louis. A redevelopment project including dozens
of new housing units and a small retail center (including a snack shop,
barber, and Metro security station) was completed at Emerson Park in
recent years. The surrounding neighborhood to the north and east contains
areas zoned for low to medium density residential. However, the majority of
lots within the neighborhood are vacant, as illustrated in the graphic. The
area of the city to the south of I-64 is also challenged by numerous vacant
lots in commercial and residential areas.
.
ST
TH
Site Analysis
church
excalibur
Development Opportunity
17.5 ACRES
Pros
realty co.
elementary
school
The I-64 corridor may create a barrier

Substantial amount of vacant land
without improved pedestrian circulation
This station area has extensive
residential development involving both Very challenging area from a market
viability perspective
affordable and market rate residential,
Jackie Joyner-Kersee Center400
with potential for supporting additional
residential development
Centralized location within the larger
metropolitan region with good access to
I-64
50
420
(64
Cons
0A
DT
jackson
elementary
school
1/2 MILE RADIUS STUDY AREA

CULTURAL PLACE OF INTEREST
I RIV
ER
METROLINK RED/BLUE LINE
SIPP
VACANT PARCELS OVER 10 ACRES (1 TOTAL)
MISS
IS
METRO OWNED PARCEL (25.58 ACRES)

PUBLIC OWNED PARCEL (42.7 ACRES)
VACANT PARCEL (116 ACRES)
HISTORIC DISTRICT
42and Metro. See the
*Data
provided
by Design
Workshop,
East-West
Gateway,
*Dataand
andinformation
Information
provided
by Design
Workshop,
East West
Gateway
and Metro. See
0
the
MetroLink
Station
Area
Profile
Catalog
for
additional
information.
All extracted
data is
MetroLink Station Area Profile Catalog for additional information. All extracted
data is clipped
clipped and calculated to a one-half mile radius by Design Workshop.
and calculated to a one-half mile radius by Design Workshop.
0.18
STATION | EMERSON PARK [CITY OF EAST ST. LOUIS]

0.27
ADT
AVERAGE DAILY TRAFFIC

OF THE PUBLICLY OWNED LAND, NO PARCELS ARE
OVER TWO ACRES AND THEY ARE COMPOSED
OF SCHOOL DISTRICT, EAST ST. LOUIS HOUSING
AUTHORITY, AND ST. CLAIR COUNTY TRUSTEE
LAND
0.36
Miles
troLink
SIT ORIENTED DEVELOPMENT STUDY
DRAFT: JUNE, 2012
JACKIE JOYNER KERSEE (JJK) [SITE ANALYSIS]

MetroLink Station Area Profile*
Identifies Metro-owned parcels that have the potential to encourage new
development around the station; other vacant and under-utilized sites that
may provide opportunities for infill development; and physical, policy, and
zoning barriers to TOD that currently exist.
excalibur
realty co.
ST.
9TH
N1
CH
excalibur
Average Monthly Boardings | 13,100 (MetroLink Station Average = 36,500)
AV
E
realty co.
Station Configuration | The station area includes drop off lanes for buses
and passenger vehicles but does not include any general parking areas
next to the MetroLink station.
east st. louis park
(54
420
00
AD
T)
17.5 ACRES
dist.
- jones hall park
78 ACRES
5TH
0 AD
T)
00
AD
T)
I-6
ST.
I-6
CL
AIR
il american water co.
Development Opportunity
10.3 ACRES
Pros
AV
E
(92
00-
105
Regulatory Barriers to Development | Zoning around the station currently

has the ability to support industrial and commercial TOD, but residential
and mixed-use TOD would be challenging with zoning regulations.
N2
500
TS
T.
420
ST.
1S
N2
5TH
N2
Physical Barriers to Development | Interstate 64 limits connectivity to

parcels to the south. Jones Hall Park precludes development to the east of
the station area. The JJK Center creates a separation between the station
area and the residential neighborhoods to the north.
400
ST.
Jackie Joyner-Kersee Center400
00-6
Jackie Joyner-Kersee
Context | This station, located near the intersection of I-64 and North 25th
Street, provides access to the Jackie Joyner Kersee Center, a community
facility that provides youth and resident services. North 25th Street and St.
Clair Avenue are both major commercial corridors.
LYN
(620
Site Analysis
SU
Cons
There is a lot of vacant land in

large concentrations of acres, in
neighborhoods to the north and south
Access to I-64 enhances connectivity
to the rest of the region
Large I-64 right-of-way

Very challenging to complete any new
developments from a market perspective
at this time
MM
IT A
VE
donald
mchenry
elementary
school
I RIV
ER
420
SIPP
1/2 MILE RADIUS STUDY AREA
MISS
IS
CULTURAL PLACE OF INTEREST

METROLINK RED/BLUE LINE
VACANT PARCELS OVER 10 ACRES (2 TOTAL)
METRO OWNED PARCEL (43.9 ACRES)
PUBLIC OWNED PARCEL (101.2 ACRES)
VACANT PARCEL (76.6 ACRES)
*Dataand
andinformation
Information
provided
Design
Workshop,
East West
Gateway
and Metro.
See
*Data
provided
by by
Design
Workshop,
East-West
Gateway,
and Metro.
See the
the
MetroLink
Station
Profile
Catalog
for additional
information.
All extracted
data is
MetroLink
Station
Area Area
Profile
Catalog
for additional
information.
All extracted
data is clipped
clipped and calculated to a one-half mile radius by Design Workshop.
and calculated to a one-half mile radius by Design Workshop.
0.18
0.27
HISTORIC DISTRICT
ADT
AVERAGE DAILY TRAFFIC
0.36
Miles
STATION | JACKIE JOYNER-KERSEE [CITY OF EAST ST. LOUIS]
oLink
DRAFT: JUNE, 2012
ORIENTED DEVELOPMENT STUDY
1/2
RA
US
DI
MI
LE
G
IN
1/4
W
A
L
K
urban infill
of residential
area
Existing Conditions Analysis

M
IL
E
urban infill
of residential
area
W
AL
NG
KI
D
RA
IUS
TH
.
ST
15
1/2
urban infill
of residential
area
US
DI
HA
VE.
co
/p
ke
1/4
MI
LE
rr
e
vit
iliz
HS
25T
ido
IUS
rr
jones hall
park
D
RA
co
W
AL
NG
KI
T.
bi
RA
LYN
C
nn
ed
G
IN
ns
io
t
ec
W
A
L
K
emerson
metrolink
M
IL
E
at
io
jjk
metrolink
on
ne
ct
dc
AV
E
pe
AIR
rr
bik
co
CL
e/
ST.
ion
ido
rr
ev
me
itil
tro
iza
tio
lin
eb
ike
za
tio
tra
il e
as
ROAD NETWORK
REGIONAL (50,000+ ADT)
ARTERIAL (30,000-49,999 ADT)
COLLECTOR (10,000-29,999 ADT)
LOCAL (>10,000 ADT)
POTENTIAL ROAD ALIGNMENT

RAIL ROAD LINE
BUS LINE
SECURITY GATE
ido
PARKING LOT
T
C
rr
ST.
TENANT PARKING
COMMUTER PARKING
METRO OWNED PARCEL
co
ST
AT
E
rr
e
vit
ili
EXISTING AND POTENTIAL OPEN

SPACE CONNECTIONS
EXISTING TRAIL CONNECTION
PROPOSED TRAIL CONNECTION
PEDESTRIAN CONNECTION
GRADE CHANGE
RESIDENTIAL
BUILDING FRONTAGE - SHORT-TERM
HISTORIC DISTRICT
BUILDING FRONTAGE -LONG-TERM
CORRIDOR REVITALIZATION

0
200
400
800
1 in = 200 feet
PUBLIC PARTICIPATION
PROCESS AND RESULTS
The project team conducted a series of three public meetings in the Jackie Joyner-Kersee
and Emerson Park station area to gain input from interested community members, business
owners, and other stakeholders concerning the potential for transit oriented development at
this station.
The first public meeting on December 11, 2012, discussed the publics broad goals for the
station planning effort and the types of development and features that the public would
prefer to see at the station area. In general, the meeting attendees favored developing a
mixture of uses and in creating neighborhood oriented centers around the stations including retail, office, and residential land uses. Members of the public in particular expressed a
desire for more business park land and space for additional places for shopping.
At the second public meeting held on February 20, 2013, the public provided additional
detail concerning the preferred look and feel of development in the station area. Participants
supported residential densities of around twenty units per acre, and buildings of four to five
stories. Attendees at the second public meeting also provided input concerning preliminary
station area plans that depict the potential locations for streets, building outlines, open
space connections, and related amenities. The project team used input from the public at
the second meeting in order to formulate a final plan recommendation for the station area.
At the third and final public meeting, members of the public provided input concerning the
phasing and prioritization of improvements and development in the station area and also
provided input concerning a range of implementation issues. The public expressed strong
support for the land use concepts and the overall plans for Emerson Park and JJK. They
also supported the City of East St. Louis moving forward with planning efforts for the two
station areas and for adopting this station area plan as part of the overall comprehensive
plan for the city.
Results from in-person and online versions of the survey questions presented during the
three rounds of public engagement can be found in the Appendix to this document along
with the records of the public meetings.

St. Louis, Missouri
STATION AREA PLAN
Station Area Plan | 23
Development Strategy
Given the level of disinvestment the areas around Emerson Park and JJK have witnessed
over the last few decades and the limited projected market demand over the next few decades, the City should work with Metro to concentrate new development near the MetroLink
line in order to maximize return on investment and to maximize the potential increase in
ridership on the light rail system. The existing mixed-use development around the Emerson
Park station represents a good example of the kind of public-private partnership in terms of
redevelopment that could be replicated at the JJK station area and in additional areas near
the Emerson Park station. Future development should be planned carefully for any additional retail uses, as the existing retail at the Emerson Park station has struggled since its inception. Future residential development directly around the two station areas should include a
mix of townhomes, rowhomes, and apartment units, in order to provide for higher levels of
density around the two MetroLink station areas.
The city should also work with public and private sector partners to devise strategies to
redevelop and revitalize the various street corridors connecting with the two MetroLink
stations, including 15th Street, 25th Street, and St. Clair Avenue. While these corridors
have witnessed significant disinvestment in recent decades, the development of additional
residential units in and around the two station areas should support additional neighborhood
level retail along these various corridors in East St. Louis. Importantly, the city should plan
for these corridors as complete streets or Great Streets in order to ensure that these corridors accommodate all modes of travel, create an aesthetically pleasing sense of place, and
thereby retain their marketability to retail, office, and residential land uses over time. These
corridors lost vitality over time in part because their design oriented very strongly around the
automobile and strip retail uses, rather than around a cohesive plan for all land uses and for
bike and pedestrian connectivity. Drafting an access management plan would help the corridors within the station area consolidate points of conflict between pedestrians and vehicles.
Revitalizing and re-branding these corridors as Great Streets represents a key strategy in
attracting new investment to this part of the city.
Beyond the immediate station areas, the city should work with various private and public
sector partners to help landowners and developers repopulate the residential urban fabric in
the various neighborhoods, particularly to the north of the two station areas. The city should
actively encourage and provide incentives for organizations such as Habitat for Humanity
to construct homes on a one by one basis in the neighborhoods. The urban framework, in
terms of street grids and access to major destinations in East St. Louis, already exists. The
priority of the city should focus on promoting reconstruction of the single family housing
base in these various neighborhoods. The city should focus on developing the infrastructure, in terms of sidewalk networks, pocket and neighborhood parks, and lighting, to support
ongoing residential development in this part of the city.
Throughout both station areas, the City of East St. Louis can help to attract development by
investing in park, open space, and bike and pedestrian connections and amenities. Further
enhancing pedestrian and bike connections across I-64 would help link neighborhoods on
the north side with the St. Clair Avenue corridor. Installing a network of bike lanes or bike
paths would increase the marketability of the area to new residential development. Promoting a system of linear parks, pocket parks, and neighborhood level parks could also help
attract residential development as well.
24 | Station Area Plan

St. Louis, Missouri
Station Plan Illustrative

1/ 2
MIL
E
WA
LK
IN
RA
DI
US
jones hall
park
MIL
E
WA
LK
IN
1/4 MILE W
ALK
I
RA
DI
US
VE.
HA
C
LYN
NG
RA
DI
U
ion
1/ 2
ed
e/ p
HS
25T
13TH ST.
11TH ST.
9TH ST.
T.
RA
DI
U
Bik
NG
n
co
1/4 MILE W
ALK
I
ne
ct
jjk metrolink
emerson park
metrolink
METRO LINE BIKE TRAIL EAST
ST. CLAIR AVE.

miles d. davis
elementary
school
T.
schnucks
HS
18T
15TH ST.
BAUGH AVE.
am jackson
school
TE
STA
ST.
METROLINK STATION
METROBUS STOP
PROPOSED BUILDING
switzers
EXISTING BUILDING
POTENTIAL DEVELOPMENT
TO BE COORDINATED WITH
ESL PARK DISTRICT
100
200
400
1 in = 200 feet
Emerson Park Perspective

View
This perspective illustrates the potential full
build-out of properties, looking northward along
15th Street in the Emerson Park vicinity. The
illustrative depicts 15th Street evolving as a very
walkable pedestrian oriented neighborhood
street, including street trees, small landscaped
medians, and wide sidewalks to facilitate walking. Improvements would also include crosswalk
upgrades, enhanced signage, and sharrows for
bicycle traffic along 15th Street. This illustrative
depicts the full build out of this area, many years
into the future.
jjk
MetroLink
emerson park
MetroLink
EMERSON PERSPECTIVE VIEW
Jackie Joyner-Kersee
Perspective View
This perspective illustrates the MetroLink station
platform and new MetroBus pick-up and drop-off
circle. Development will occur along the track,
creating a sense of vibrancy between the Jackie
Joyner-Kersee Center and the transit stops. The
buildings could support a mix of uses, including
office, retail, and some residential.
JJK
PERSPECTIVE
VIEW
jjk
MetroLink
emerson park
MetroLink
Phasing Strategy
Phase 1
1/ 2
MIL
E
WA
LK
IN
The phasing strategy for the JJK and Emerson

Park station area considers four future development stages. Phase 1 begins by creating more
community uses and vitality around the stations,
themselves. At Emerson Park, community services and mixed uses line 15th Street, leading
to the station platform. At JJK, similar land uses
can be developed to emphasize the station as a
hub for the surrounding neighborhood.
RA
DI
US
jones hall
park
1/ 2
MIL
E
WA
LK
IN
1/4 MILE W
ALK
I
RA
DI
US
C
LYN
VE.
HA
NG
RA
DI
U
Development in this area would utilize the parking lots to the south side of the JJK center and
Metro owned land along the north side of the
tracks to create a mixture of highway oriented
retail and limited residential development in this
area. This development could include a hotel
(similar to suburban oriented chains such as
Hampton Inn or Comfort Inn) to serve the market
for people visiting Metro East as well as travelers seeking out a more inexpensive option for
staying in the area and accessing the attraction in St. Louis city (such as sporting stadiums
and museums) by rail. This initial development
around the JJK center would help create financial benefits for JJK Center and the East St.
Louis park district and also bring increased visibility to the JJK Center and its programs in the
local area.
jjk metrolink
NG
RA
DI
U
HS
25T
13TH ST.
11TH ST.
9TH ST.
T.
1/4 MILE W
ALK
I
emerson park
metrolink
ST. CLAIR AVE.

miles d. davis
elementary
school
T.
schnucks
HS
18T
15TH ST.
BAUGH AVE.
am jackson
school
TE
STA
ST.
METROLINK STATION
METROBUS STOP
PROPOSED BUILDING
switzers
EXISTING BUILDING
ESL PARK DISTRICT
100
200
400
1 in = 200 feet
STATION | EMERSON PARK AND JACKIE JOYNER-KERSEE [CITY OF EAST ST. LOUIS] | PHASE 1

Phase 2
1/ 2
MIL
E
WA
LK
IN
During Phase 2, more residential and mixed

use opportunities can be developed around the
Emerson Park station, benefitting from recent
development activity and momentum west of
15th Street and the Jazz at Walter Circle mixeduse project. Similarly, development is expanded
to the west of the Jackie Joyner-Kersee Center.
Phase 1 and 2 create visual linkages to on-going TOD projects from I-64, incentivizing regional commuters to exit the interstate for new local
services. Phase 2 land uses around Emerson
Park may include a neighborhood grocery store
and associated in-line retail (nail shops, dry
cleaners, and the like). Phase 2 development
around JJK could include additional highway
oriented retail or lodging development as well as
additional multi family or office development, to
the west of the JJK Center.
RA
DI
US
jones hall
park
1/ 2
MIL
E
WA
LK
IN
1/4 MILE W
ALK
I
RA
DI
US
C
LYN
VE.
HA
NG
RA
DI
U
jjk metrolink
NG
RA
DI
U
HS
25T
13TH ST.
11TH ST.
9TH ST.
T.
1/4 MILE W
ALK
I
emerson park
metrolink
BAUGH AVE.
ST. CLAIR AVE.

miles d. davis
elementary
school
T.
schnucks
HS
18T
15TH ST.
grocery
store
am jackson
school
TE
STA
ST.
METROLINK STATION
METROBUS STOP
PROPOSED BUILDING
switzers
EXISTING BUILDING
ESL PARK DISTRICT
100
200
400
1 in = 200 feet

Phase 3
1/ 2
MIL
E
WA
LK
IN
In Phase 3 at Emerson Park, residential uses

expand to the west to Interstate 70/I-55, and at
JJK, a new residential neighborhood is pro
posed directly to the west of the station area,
within walking distance of the MetroLink station
and neighborhood open space opportunities.
The final development phase anticipates mo
mentum extending to the south to State Street,
improving the vitality of one of the communitys
main commercial streets.
RA
DI
US
jones hall
park
1/ 2
MIL
E
WA
LK
IN
1/4 MILE W
ALK
I
RA
DI
US
C
LYN
VE.
HA
NG
RA
DI
U
jjk metrolink
NG
RA
DI
U
HS
25T
13TH ST.
11TH ST.
9TH ST.
T.
1/4 MILE W
ALK
I
emerson park
metrolink
BAUGH AVE.
ST. CLAIR AVE.

miles d. davis
elementary
school
T.
schnucks
HS
18T
15TH ST.
grocery
store
am jackson
school
TE
STA
ST.
METROLINK STATION
METROBUS STOP
PROPOSED BUILDING
switzers
EXISTING BUILDING
ESL PARK DISTRICT
100
200
400
1 in = 200 feet

Phase 4
1/ 2
MIL
E
WA
LK
IN
Phase 4 envisions the momentum of transit oriented development extending south down 18th
Street and 25th Street to State St., the neighborhoods existing commercial corridor.
RA
DI
US
jones hall
park
1/ 2
MIL
E
WA
LK
IN
1/4 MILE W
ALK
I
RA
DI
US
C
LYN
VE.
HA
NG
RA
DI
U
jjk metrolink
NG
RA
DI
U
HS
25T
13TH ST.
11TH ST.
9TH ST.
T.
1/4 MILE W
ALK
I
emerson park
metrolink
BAUGH AVE.
ST. CLAIR AVE.

miles d. davis
elementary
school
T.
schnucks
HS
18T
15TH ST.
grocery
store
am jackson
school
TE
STA
ST.
METROLINK STATION
METROBUS STOP
PROPOSED BUILDING
switzers
EXISTING BUILDING
ESL PARK DISTRICT
100
200
400
1 in = 200 feet

Street Sections - Emerson

Park
Keymap
5
n 13th
1
emerson park
metrolink
2
n 15th st.
3
n 11th
Refer to the following pages for each of these

section renderings. The purpose of these street
sections is to provide depictions of the layout of
potential types of streets within the station areas
going forward, including the number of lanes,
the layout of sidewalks and bicycle facilities, and
the overall relationships between the streets
and nearby buildings. While the exact design of
streets within the station areas may of course
vary over time, these street sections should
provide planners guidance going forward.
Bowman
BaUGh ave.
st. clair ave.

SECTION 1 : Emerson Park - Bowman Street, Existing
Street Sections
SECTION 1 : Emerson Park - Bowman Street, Proposed

SECTION 2 : Emerson Park - N. 15th Street, Existing
Street Sections
SECTION 2 : Emerson Park - N. 15th Street, Proposed

SECTION 3 : Emerson Park - N. 11th Street, Existing
Street Sections
Where existing sidewalks are adjacent to the
roadway, future repairs or improvements should
consider incorporating a landscaped buffer
between the sidewalk and road. This buffer
separates pedestrians from vehicles, providing a
greater sense of comfort to the pedestrian, and
it also creates a space for trees and landscaping, providing shade and visually softening of
the streetscape environment.
SECTION 3 : Emerson Park - N. 11th Street, Proposed
SECTION 4 : Emerson Park - Baugh Avenue, Existing
Street Sections
SECTION 4 : Emerson Park - Baugh Avenue, Proposed, Option A
SECTION 4 : Emerson Park - Baugh Avenue, Proposed, Option B

SECTION 5: Emerson Park - N. 13th Street, Existing
Street Sections
SECTION 5: Emerson Park - N. 13th Street, Proposed

Street Sections - Jackie

Joyner-Kersee
Keymap
Refer to the following pages for each of these
section renderings.
ve.
ha
lyn
jjk
metrolink
4
25t
hs
t.
ve.
Ra
I
cla
st.

SECTION 1 : St. Clair Avenue, Existing
Street Sections
SECTION 1 : St. Clair Avenue, Proposed
SECTION 2 : Lynch Street, Existing
Street Sections
SECTION 2 : Lynch Street, Proposed

SECTION 3 : N. 25th Street, Existing
SECTION 3 : N. 25th Street, Proposed
SECTION 4 : N. 25th Street, Existing
Street Sections

Street Section 5

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

heights are typically limited to three stories by
existing zoning, and, due to the nature of this
station area, the proposed zoning maintains
three to four stories.
25T
13Th ST.
11Th ST.
9Th ST.
T.
Bik
e/ p
eD
n
on
ec
jjk metrolink
emerson park
metrolink
T.
hS
ST. CLAIR AvE.
18T
15Th ST.
BAUGh AvE.
TE
STA
ST.
ONE STORY
TWO STORIES
ThREE STORIES
FOUR STORIES
SIX STORIES
EIGhT STORIES
0
100
200
400
1 in = 200 feet

Parks and Open Space

The open space program for Emerson Park and
JJK focuses on key pedestrian and bicycle trail
connections currently lacking in the area. The
Metro Line Bike Trail East, following the light rail
tracks, can be improved upon, creating more
north-south connections from the surrounding
neighborhoods. 15th Street is envisioned on an
important connection corridor, along with 18th
Street. Another north-south corridor envisions
utilizing one of the rail alignments to the west of
the Jackie Joyner-Kersee Center. The trail can
either utilize a future abandoned or consolidated
rail line alignment as a rail-to-trail, or follow
alongside as a rail-with-trail. The trail master
plan also gives great consideration to linking the
areas schools with residential neighborhoods,
focusing on creating safe routes to schools.
jones hall
park
CH
LYN
.
AVE
tio
ns
n
on
ec
jjk metrolink
HS
25T
13TH ST.
11TH ST.
9TH ST.
T.
Bik
e/ p
eD
From an open space standpoint, the Jackie

Joyner-Kersee center provides a great community asset as an active recreation center. Jones
Park also serves as an important community
facility, with great opportunities to improve upon
this historic neighborhood resource. The south
side of the park could be reconfigured to provide
recreational fields in line with the interests of
the community, such as more soccer fields for
league play and tournaments. Neighborhoods in
Emerson Park would benefit from the addition of
small neighborhood, or pocket parks, providing
easy access to surrounding residents.
emerson park
metrolink
METRO LINE BIKE TRAIL EAST
T.
HS
ST. CLAIR AVE.
18T
15TH ST.
BAUGH AVE.
METROLINK
METROBUS
OPEN SPACE
PARK
TE
STA
PEDESTRIAN/BIKE
PARKWAY
ST.
PLAZA
CEMETERY
BIKE ROUTE
MULTI-USE TRAIL
100
200
400
1 in = 200 feet
STATION | EMERSON PARK AND JACKIE JOYNER-KERSEE [CITY OF EAST ST. LOUIS] | OPEN SPACE DIAGRAM
Bike and Pedestrian

Well-planned Transit Oriented Development
combines transit-based regional access with
local mobility that emphasizes non-motorized
transport modes. Streets that are designed to
support bicycling and walking provide people
with safe and direct access between destinations via a well-connected network. Designing
streets for bicycling and walking supports more
people using active transportation and contributes to placemaking on residential and commercial corridors.
jones hall
park
Ch
LYN
.
AvE
This area of East St. Louis generally lacks a

comfortable pedestrian environment. Sidewalks
are lacking, discontinuous, or undermaintained.
In addition, crosswalks and ADA accessible
curb ramps are largely absent, along with
bicycle paths and facilities. Since some blocks
in the neighborhood are sparsely populated by
residents, those areas with higher residential
densities should be prioritized for improvements,
including those areas within a mile walking
radius of the transit service. The station areas
should display continuous, firm-surfaced sidewalks between transit stations and to all community destinations. Crossings should also include
pedestrian signals in order to limit the amount
of confusion and conflict between vehicles and
pedestrians. Other pedestrian related improvements may include driveway consolidation and
refuge medians in crossings that involve wide,
high traffic streets, as well as amenities such as
well-lit streets, benches, trash receptacles, and
street trees to make a more hospitable environment.
hS
25T
13Th ST.
11Th ST.
9Th ST.
T.
jjk metrolink
emerson park
metrolink
ST. CLAIR AvE.

miles d. davis
elementary
school
ST.
schnucks
h
18T
15Th ST.
BAUGh AvE.
am jackson
school
TE
STA
ST.
METROLINK STATION
switzers
METROBUS STOP
SIDEWALK
CROSSWALK
ACCESS POINT
100
200
400
1 in = 200 feet
STATION | EMERSON PARK AND JACKIE JOYNER-KERSEE [CITY OF EAST ST. LOUIS] | PEDESTRIAN AND ACCESS DIAGRAM
Walk Score
LEGEND
LAMBERT
NORTH
HANLEY
UMSL NORTH
UMSL SOUTH
ROCK ROAD
POPULATION
WALK SCORE
(within 1/4 mile)
Walker's Paradise
1000+
Very Walkable
500-1000
Somewhat Walkable
126-500
Car-Dependent
0-125
WELLSTON
UNIVERSITY
CITY
DELMAR
FORSYTH
FOREST PARK
CLAYTON
SKINKER
RICHMOND HEIGHTS
BRENTWOOD
SUNNEN
CONVENTION
EAST
CENTER
RIVERFRONT
8th & PINE
ARCH
CENTRAL GRAND
EMERSON
WEST END
JJK
UNION
STADIUM 5th &
MAPLEWOOD/
MISSOURI
STATION
CIVIC
MANCHESTER
CENTER
SHREWSBURY
WASHINGTON
PARK
FAIRVIEW
HEIGHTS
MEMORIAL
HOSPITAL
SHILOH-SCOTT
SWANSEA
BELLEVILLE
COLLEGE

Landscape Criteria
Often local governments seek to manage street tree plantings by implementing ordinances. Such
ordinances typically provide a list of acceptable street trees, a minimum size at installation, and
minimum tree spacing. However, such an approach does not insure a consistent and quality street
tree planting along any given street because of the random selection of street trees by each property owners. In addition, the street tree diversity of a given area may be reduced if all property owners select a limited variety of species. Clear and consistent street tree planting can give character
to local streets and assist in wayfinding. To address these issues, each station area plan includes
a street tree diagram, which defines the specific species to the planted on each street. All trees
should be planted 36-40 feet on center. All trees should be provided with at least 1000 cubic feet of
planting soil and a minimum tree opening of 100 square feet. By defining the desired tree species
from the outset the administration of the street tree requirement is simplified. The developer of a
particular land parcel simply needs to consult this diagram and meet the spacing, soil, and opening
requirements to insure conformance with the planting standards.
jones hall
park
Ch
LYN
.
AvE
jjk metrolink
hS
25T
13Th ST.
11Th ST.
9Th ST.
T.
Landscape and streetscape treatments within the study area should respond to placemaking,
stormwater management, and microclimate benefits. Careful planting of trees and other vegetation can help enhance the livability and attractiveness of the station area for residents, tenants, and
visitors. Planting can be used to highlight businesses or other neighborhood attractions within the
station area, as well as make the station platform more visible and appealing.
emerson park
metrolink
An important step to creating a visually appealing linkage into the station area is to plant massings
of trees along Interstate 70. Not only would trees create a visually appealing entrance to East St.
Louis, but they would also contribute a lot towards stormwater management.
T.
A street tree planting scheme has been developed based on the varying aesthetic characteristics of
different types of streets and neighborhoods. Each street type has been assigned a range of native
tree species appropriate to achieve a given visual characteristic. In addition, the trees along Interstate 70 create a mixed hardwood forest, similar to what would have historically covered this region
of Illinois.
18T
ST. CLAIR AvE.
schnucks
hS
15Th ST.
BAUGh AvE.
miles d. davis
elementary
school
am jackson
school
TE
STA
ST.
switzers
0
100
200
400
1 in = 200 feet
STATION | EMERSON PARK AND JACKIE JOYNER-KERSEE [CITY OF EAST ST. LOUIS] | STREET TREE TYPES
PARKWAY
SUGAR MAPLE / RED MAPLE / PIN OAK
BOULEVARD
BLACKGUM / SYCAMORE / AMERICAN LINDEN / TULIP TREE
GREEN CONNECTOR
RED MAPLE / SYCAMORE FLOWERING DOGWOOD
STATION AREA GATEWAY
AMERICAN LINDEN / RED MAPLE / EASTERN REDBUD / PIN OAK
RESIDENTIAL
EASTERN REDBUD / FLOWERING DOGWOOD / SYCAMORE / TULIP TREE
OFFICE/ LIGHT IND.
MOUNTAIN ASH / SYCAMORE
SPECIAL CHARACTER
SPECIAL CHARACTER
PARKING LOT
BLACK GUM / WILLOW OAK / SWAMPWHITE OAK
INTERSTATE BUFFER
Parking and Replacement Parking Strategies

Transit-oriented development requires parking replacement strategies inherent to promoting dense and walkable development centers while providing continued transit service to
existing commuters. When net parking spaces are lost to development, the transit provider
must ensure ridership counts do not drop or suffer from the reduction. In addition, reallocating parking uses to TOD uses, or instituting paid parking where free parking currently exists,
may cause commuters to seek out nearby parking in surrounding neighborhoods. This
burden of shifting parking and traffic patterns should be discouraged. Parking scenarios
must therefore accommodate community, stakeholder, and station needs, while promoting
the goals of TOD.
The parking strategy at Emerson Park works with phasing to gradually reduce the number
of surface parking spaces in close proximity to the station platform and replace them within
the framework of the new development. Many of the blocks are designed to wrap buildings
with mixed uses around surface parking lots in the center. Over time, as development gains
momentum, the surface lots can evolve into structured lots, within the footprint and parameters of the wrapped buildings.
In addition, zoning ordinances can be changed with lower or flexible minimum parking
threshold requirements, or conversely set maximum parking standards rather than minimum. Since TOD inherently supports alternative modes of transportation, including light rail,
bus, pedestrian, and bicycle, the promotion of these other modes helps the station to meet
lower parking requirements.
Location
EmersonPark
JJK
#ofSpaces
816
0
24hour
201
0
Longterm
0
0
TotalUsed
201
NA
%Used
24.6%
NA
%Unused
75.4%
NA
Date
5/25/2011
NA
At JJK, no commuter parking currently exists. Existing and proposed surrounding land uses
do not indicate a shortage in the area to provide additional parking in the future.
TOD parking strategies can also include the establishment of a parking district, whereby
a managing entity gives developers the option of paying an in lieu fee for parking, rather
than constructing it themselves. This provides a buy-in at a rate that is less expensive than
the actual cost of constructing the parking space. The managing entity then constructs the
pooled parking for the entire district, likely in the form of a parking structure. Parking districts
work best when a station has an existing supply of parking to fill parking needs while the
overall parking fund is growing. The phasing strategy of the JJK and Emerson Park stations
supports this parking replacement strategy.

72 | Station Area Plan

St. Louis, Missouri
Stormwater Management
The stormwater management strategy at Emerson Park and JJK incorporates a range of detention,
retention, and infiltration methods in an effort to capture 100% of stormwater on site. The main
goals in stormwater management are to reduce quantity and increase quality of stormwater
runoff, which can be achieved by incorporating open space and landscaped areas and reducing
hardscape. The site currently contains two significant paved parking lots which do not provide
a means for infiltration. The proposed plan looks at various ways to incorporate stormwater
interventions in a series of smaller devices used throughout the plan. These infiltration and storage
devices include detention ponds, infiltration basins, rain gardens, bioswales, permeable paving, and
increased canopy cover.
jones hall
park
CH
LYN
.
AVE
Detention Ponds
Detention Ponds are used to store and slow runoff in large storm events before it leaves the site.
While detention ponds create a delay that allows sediments to settle before leaving the site, they do
not necessarily provide any other means to improve the water quality before exiting.
jjk metrolink
Linear Infiltration Basins

HS
25T
13TH ST.
11TH ST.
9TH ST.
T.
Integrating smaller scale biofiltration systems, such as infiltration basins, rain gardens, and vegetated bioswales throughout development is often a better strategy than providing one or more large
detention or retention pond. The smaller infiltration systems disperse water treatment throughout
the site, while simultaneously creating opportunities for enhanced planting, traffic calming, and even
pedestrian safety.
emerson park
metrolink
Rain Gardens
A rain garden is defined as a planted depression that allows rainwater runoff from impervious urban
areas to be absorbed into the ground. Studies have shown that effective rain gardens can reduce
the amount of stormwater and pollution reaching creeks by as much as 30 percent. Rain gardens
should incorporate native plantings because these varieties typically do not require irrigation and
maintenance, and they are more hardy and adaptable to the local conditions. Examples of plants to
include in rain gardens to absorb the greatest amount of runoff include wildflowers, rushes, ferns,
shrubs and small trees.
T.
18T
ST. CLAIR AVE.
schnucks
HS
15TH ST.
BAUGH AVE.
miles d. davis
elementary
school
GENERAL WATERFLOW
am jackson
school
MAIN RAIN COLLECTOR

SECONDARY RAIN COLLECTOR
PROPOSED STORMWATER
MANAGEMENT STRATEGIES
TE
STA
ST.
Vegetated Bioswales
DETENTION POND
LINEAR INFILTRATION BASIN
STREET W/RAIN GARDEN
RESIDENTIAL STREET W/ BIOSWALE
OR LINEAR INFILTRATION STRIP
switzers
STREET W/BIOSWALE
Vegetated Bioswales are similar to rain gardens in that they absorb and filter runoff before the
stormwater exits the site. In general, native plants such as perennials and grasses do more to slow
down and infiltrate stormwater than mowed turf grass.
PARKING LOT W/BIOSWALE &

POROUS PAVEMENT

STATION | EMERSON PARK AND JACKIE JOYNER-KERSEE [CITY OF EAST ST. LOUIS] | STORMWATER MANAGEMENT DIAGRAM
100
1 in = 200 feet
200
400
Canopy Coverage
Typical street trees intercept water in their leaves and crowns, ranging from 760 gallons per tree per
year to 4000 gallons per tree per year, depending on their species and location. In addition, the soil
layer below also serves to filter water and slow down the pace at which it leaves the site. This station area plan calls for a goal of 30% urban tree cover to realistically maximize the amount of water
intercepted by tree canopies.
Permeable Paving
Permeable paving systems should be utilized in parking lots, for on street parking spaces, and even
for sidewalks. Permeable paving allows water to infiltrate into the ground, rather than channeling it
directly into a surface stormwater system. Permeable pavers slow the velocity of the water moving
across a site during a storm event.
Stormwater Management Types
Central Bioswale
Porous Pavement
Bioswale
Rain Gardens
Multiuse Trail w/ Porous

Pavement
Porous Pavement
in Parking Bays
Green Area
Permeable Pavers
in Sidewalks
Small Bioswale
or Linear
Infiltration Trench
PorousPavement
in Parking Bays
Permeable Pavers
in Sidewalks
Rain Gardens
in Corners
GREEN STREET WITH BIOSWALE
GREEN STREET WITH RAIN GARDENS
RESIDENTIAL STREET WITH BIOSWALE

OR LINEAR INFILTRATION TRENCH
PARKING LOT WITH BIOSWALE AND

POROUS PAVEMENT
50
100
200
1 in = 100 feet
STORMWATER MANAGEMENT TECHNIQUES | TYPICAL

Form Based Code

The Emerson Park/JJK station area plan incorporates the concepts of Form Based Code
(FBC) into the physical plan of the development district. Using the Sustainable Zoning and
Subdivision Ordinance Revisions for Saint Louis County, Missouri, drafted in February 2013
by Clarion Associates as a guide, all of the station area plans respond to FBC principles
within Transit Oriented Development place type districts.
General Block, Lot, and Street Design for Place Type Districts dictate that interconnected
street patterns apply to all districts. The Emerson Park/JJK station area plan works with existing road infrastructure and environmental factors like topography to extend and establish
a well-connected system of proposed roads, as closely as possible aligned to a grid.
The TOD Place Type District typically allows taller buildings for increased density with
a maximum building height of 8 stories for general TOD and TOD mixed use areas. The
architecture has fewer setback requirements and should generally step back after the third
story. Accessible sidewalks are consistent in all street right-of-ways. Along commercial and
office fronting streets, the sidewalk is provided at a minimum of 8 feet in width. Other street
type design elements include street trees, bicycle paths or routes, on-street parking, and
pedestrian safety measures such as crosswalks and bulb-outs.
A, B and C Streets
St. Louis County recently retained a consultant,
Clarion Associates, to prepare a model form
based code for the county. The plans for each
of the five stations have been reviewed in the
context of this draft plan. It is anticipated that
North Hanley will be the first application of the
county form based code. Similarly, the Beyond
Housing has retained Development Strategies has retained Rock Road to prepare a form
based code for that site. Although Union Station, Fairview Heights, Jackie Joyner-Kersee,
and Emerson Park are not in St. Louis County,
these principles have been applied to the stations as a means to test Form Based Code.
jones hall
park
CH
LYN
.
AVE
jjk metrolink
HS
25T
13TH ST.
11TH ST.
9TH ST.
T.
In anticipation of the creation of these codes,

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

miles d. davis
elementary
school
ST.
schnucks
H
18T
15TH ST.
BAUGH AVE.
am jackson
school
TE
STA
ST.
switzers
METROLINK STATION
METROBUS STOP
A STREET
B STREET
STATION | EMERSON PARK AND JACKIE JOYNER-KERSEE [CITY OF EAST ST. LOUIS] | STREET TYPE DIAGRAM
C STREET

0
100
200
400
1 in = 200 feet
Street Type Diagrams Typical

A Grid Streets
Thoroughfares that by virtue of their pre-existing
pedestrian-supportive qualities, or their future
importance to pedestrian connectivity, are held
to the highest design standards.
PROPERTY LINE
PROPERTY LINE
BUILD-TO ZONE 0-5

FRONT AND CORNER

PROPERTY LINE
PROPERTY LINE
B GRID STREETS
Street Type Diagrams Typical
BUILD-TO ZONE 5-15

FRONT AND CORNER
FRONT SETBACK | 5
SIDE SETBACK | 15
B Grid Streets
Thoroughfares that by virtue of their use, location, or absence of pre-existing pedestriansupportive qualities, may meet a standard lower
than that of the a-grid streets and are more
readily considered for warrants allowing automobile-oriented standards.
PROPERTY LINE
C GRID STREETS
REAR YARD SETBACK | 5 MIN.
C Grid Streets
In order to minimize traffic congestion, noise,
and pedestrian conflicts, a defined service route
has been identified for service and back street
movement.

Land Use
While the station area plan calls for the entire
area to be zoned as Mixed Use and therefore
allow for a variety of land uses within a given
project, this diagram outlines the various sub
districts within the station area. Within each sub
district, certain land uses may logically carry
greater weight as development proceeds. For
example, the area around the station platforms
at JJK and Emerson Park would likely represent
a retail core for the station area.
jones hall
park
CH
LYN
.
AVE
HS
25T
13TH ST.
11TH ST.
9TH ST.
T.
jjk metrolink
emerson park
metrolink
T.
HS
ST. CLAIR AVE.
18T
15TH ST.
BAUGH AVE.
METROLINK STATION
METROBUS STOP
RESIDENTIAL SUBDISTRICT
RESIDENTIAL/STUDENT HOUSING
T.
ES
T
STA
HOTEL SUBDISRICT
FESTIVAL/RETAIL SUBDISTRICT
MIXED USE NEIGHBORHOOD DISTRICT
CONVENIENCE RETAIL SUBDISTRICT
OFFICE SUBDISTRICT
CIVIC/COMMUNITY SERVICES
LIGHT INDUSTRIAL SUBDISTRICT

0
100
200
400
1 in = 200 feet
STATION | EMERSON PARK AND JACKIE JOYNER-KERSEE [CITY OF EAST ST. LOUIS] | LAND USE DIAGRAM
ZONING/ORDINANCE
RECOMMENDATION
Zoning/Ordinance Recommendation | 87
Establishment of a TOD Zoning Classification

for the Entire Station Area
While some of the zoning classifications in the station area vicinity allow for residential uses,
several of the zoning types do not, and all of the zones allow for various setbacks, densi
ties, and other guidelines related to development that are not particularly conducive to the
creation of TOD. East St. Louis should work to establish a consistent zoning code for TOD
at the station areas to guide development and set expectations for developers and other
partners. The TOD zoning should specifically promote mixed-use and more compact development directly around the station platforms.
The public supported the use of mixed-use zoning to promote redevelopment at these
MetroLink stations. The city should pursue mixed use zoning designations that encourage
residential densities of 20 dwelling units per acre and encourage vertical, as well as horizontal, mixing of land uses within the station area.
Establishment of Form Based Codes

for the Station Area
As a substitute for (or in addition to) the creation of a TOD specific zoning classification,
East St. Louis should consider establishing a Form Based Code (FBC) for the station areas
and the surrounding vicinity in order to articulate the design of streets and building frontages
within the station area district. A parallel zone district approach would allow developers to
elect to follow FBC regulations or continue with current regulations.
The city should follow the outline provided in the previous chapter regarding how to proceed
with the establishment of a Form Based Code in this station area.
88 | Zoning/Ordinance Recommendation

St. Louis, Missouri
BIKE AND PEDESTRIAN

IMPLEMENTATION STRATEGY
Bike and Pedestrian Implementation Strategy | 89
Introduction
The station area plans are intended to provide for multi-modal transportation. It is not sufficient, therefore, to simply provide for a quality light rail experience for users. Patrons of
the Metro system must be able to access the station on foot, by bicycle, by bus, or by car.
The level of service for each of these modes of transportation must be balanced and high.
For this reason, all streets within the station area should meet the principles of Complete
Streets. Complete streets are designed to offer safe access for all users, of all ages and
abilities.
Many communities have adopted a Complete Streets Policy in order to direct their transportation planners and engineers to design and operate the entire right of way to enable safe
access for all users, regardless of age, ability, or mode of transportation.
Although each complete street is unique and responds to its community context, suggested
street sections have been provided for all streets within the station area. As illustrated,
these streets include such features as: sidewalks, bike lanes or sharrows, special bus lanes
where appropriate, bus stops, frequent and safe crossing opportunities, median islands,
accessible pedestrian signals, curb extensions, and narrower travel lanes.
In addition to these multi-modal features, complete streets should also make accommodations for green stormwater management techniques, as well as, adequate shade and street
furniture.
Community Values
Designing streets for bicycling and walking provides numerous direct and indirect benefits.
Direct benefits can include safer travel choices for all road users, including those desiring
to walk, bicycle, drive, or take transit. Improved signage, signal timing and other treatments
can provide clarity and ease for drivers navigating city streets and a reduction in potential
crash points. More people may walk or bicycle in their daily lives, because the street networks provides more, and safer, facilities for active transportation. Vulnerable populations,
such as the young, elderly and disabled, may benefit from a transportation network that
supports their independent mobility. Walkable communities locate goods and services (such
as housing, offices, retail, transportation, schools and libraries) so that they are easily and
safely accessible by foot.
Economics
Indirect benefits include placemaking opportunities on residential and retail corridors, increased retail spending, and stronger local economies as a result of improved accessibility.
Shoppers who arrive on foot, bicycle, or transit are found to visit more frequently and spend
more money in some multimodal shopping corridors. Providing pedestrian and bicycle facilities, as well as safe, direct connections between commercial areas and nearby neighborhoods and patrons, can encourage these shopping trips, as well as contribute to improved
air quality and healthier communities.
Choice and Redundancy

Walkable communities provide safe and convenient transportation choices when streets
support a variety of users, not just drivers. Doing so allows municipalities to meet the
90 | Bike and Pedestrian Implementation Strategy

St. Louis, Missouri
needs of different types of users and provide alternatives to traffic congestion and autodependency. Complete Streets support this goal by ensuring the transportation network can
accommodate a wide variety of users including cars, transit vehicles, bicycles, and those
who want to walk from point A to point B.
Providing choice also spans across age groups and abilities. Many older Americans today
are faced with mobility challenges that are a result of losing the ability to drive. This population can stay independent and age in place through different transportation options.
Multiple options create redundancy and resilience through market changes.
Serve Existing Users

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

Each street and its environs are unique. Complete Streets is a process whereby design
interventions support and balance mobility for all users and provide appropriate provision
for the safe and convenient travel of transit riders, pedestrians, bicyclists, and personal motor vehicle drivers. Complete Streets result in better connections between street users and
desirable places to live, work, learn, and play around the MetroLink network. The process
of improving streets for walking and biking should be an ongoing effort which reflects the
needs of current and future street users.
Site-specific, Human-scale
Pedestrians and bicyclists rely on site-specific and human-scale elements to facilitate trips
and the safety thereof.
Streets can be narrowed via curb extensions and medians to reduce crossing distances
and time.
Bicycle facilities can be designed to spatially or temporally segregate cyclists from drivers, thus protecting them from errancy.
Desire lines can inform design by revealing where people walk along and cross the
street.
Traffic signals can be timed and phased to reduce delay, prioritize pedestrian movements, and protect crossings.
Traffic calming can create slower speed streets which can be shared by all users.
Paths, small streets, and crosswalks can be coordinated to form a convenient and interconnected network for walking and cycling.
Barriers created by large roads, railroads, rivers, and walls can be bridged.
Prioritize Improvements
While creating and improving pedestrian and bicycle facilities is a priority on all corridors
and routes, the reality is that there are real constraints in implementing improvements,
including physical, financial and political constraints. The challenge is determining where to
begin.
Solve the most dangerous problems first. Mapping crashes is an important step in
project selection and development to address crash locations which involve high numbers of people, high injury severity, and/or high volume of near-misses.
Improve what already works. Complete Streets implementation does not mean that
all streets in the St. Louis region will need to be modified or changed. Many streets function well for all users presently or with small interventions, with no need for extensive
modifications. Improving facilities and the streetscape where people are already walking
and bicycling could unleash latent demand for these transportation modes and attract
more people, benefiting the vitality of the street and community.
Work where there is support. Prioritize improvements in areas such as schools, hospitals and parks, that attract high numbers of people, including vulnerable populations,
such as children, the elderly and disabled. Improve connections to transit for pedestrians and bicyclists, as well as commercial corridors and retail districts, as these support
increased ridership and sales.
Strategies to Create an Inviting Walking Environment

A station area should be safe, comfortable and inviting for people walking to and through the
district. The following is a tool box of strategies that can help contribute to a better walking
environment in the vicinity of MetroLink.
Sidewalks
Sidewalks are a key feature in any successful development. These separated pedestrian
lanes allow people walking along the streets to feel safe and out of the way of traffic.
A Complete Sidewalk Network
A complete sidewalk network will allow residents and visitors to comfortably walk to their
destinations and encourage people to move around the station area on foot. Sidewalks
should be provided on both sides of the roadway throughout the station area.
Connectivity
A successful network is well-connected for pedestrians. Sidewalks should link with other
modes of travel including MetroLink to increase the opportunities for mixing travel modes.
Internal connectivity addresses the circulation within the station area, whereas external
connectivity looks at the connections to adjacent neighborhoods and minimizing existing
barriers, such as busy or intimidating intersections, to ensure that residents and visitors can
access the station area.
Limited Curb Cuts
Curb cuts increase the danger to pedestrians using the sidewalks because of the inherent
conflict between vehicles entering and exiting the driveways and pedestrians crossing. In
general, driveways and curb cuts should be consolidated to create a safer and more enjoyable pedestrian experience, however, where curb cuts are necessary they should be well
marked.
Buffered Sidewalks
Sidewalks that include a landscaped buffer from the street enhance the feeling of safety and
comfort as well as improve the overall aesthetic appearance of local streets. Buffers can
help to provide a sense of enclosure for the pedestrian with space for seating or bike racks
to create a social space for pedestrians. On the local streets throughout the station area a
buffer of two to four feet is ideal.

St. Louis, Missouri
Sidewalk Width
Sidewalks within the station area on busy retail streets with pedestrian activity would ideally
be 16 to 20 feet in width, allowing for a minimum four foot wide pedestrian clear zone and
a pedestrian amenity zone or places where restaurants can host sidewalk sales or outdoor dining. Where space is constrained in the area sidewalks of 10 feet are desirable on
streets with more pedestrian activity. In areas where pedestrian activity is not as prevalent
sidewalks should be a minimum of eight to 10 feet in width where they come right up to the
street and six to eight feet if they are separated from the street by a planting strip or buffer.
Sidewalk Condition
Sidewalks should have a smooth surface to ensure safety and comfort for walkers as well
as wheelchairs or strollers. Paths should be maintained to be cleared of snow and encroaching plants or other impediments to sidewalk users. Wherever it is feasible, street
lights, utility poles, sign posts, fire hydrants, benches and other street furniture should be
located so they do not obstruct the pedestrian clear zone; ideally they should be located in
the amenity zone or grouped out of the way of pedestrians.
Pedestrian Amenities
The context of the built environment includes the elements that make a place visually interesting, including the design and scale of buildings, the transparency of ground floor uses, as
well as the amenities that are provided including lighting, street trees and seating.
Lighting
Pedestrian scale lighting is an amenity that can enhance the physical safety of people
traveling at night, as well as safety from crime. Walkers are most comfortable with street
level lighting that is bright enough to illuminate faces, pavement obstacles and changes in
sidewalk levels. Lighting features are also used to provide visual cues that define the retail
and pedestrian core of the station area.
Street Trees
Street trees can provide economic, environmental, physical, and financial benefits to a community. In hot summer months, a consistent tree canopy provides a shaded respite from the
sun, areas of visual interest, and seasonal change as well as positive impacts on perceived
pedestrian safety. Urban street trees reduce pollutants in stormwater runoff and in the air,
mitigate stormwater runoff, sequester carbon, raise property values, and reduce energy
costs. Each station area should strive to reach a minimum of 15 percent tree canopy coverage within the study area as recommended by the Davey Resource Group.
Strategies to Welcome Bikes to the Station Area

The following list of strategies can be implemented in the station area to improve the biking
environment and meet the needs of recreation and transportation:
Bicycle Lanes
Bicycle lanes serve an important function in the transportation network for several reasons:
they define a space dedicated to the preferential use by bicyclists and they help heighten
the awareness of motorists to the presence of bicyclists on the roadway. Properly designed
bicycle lanes encourage bicyclists to operate in a manner that is consistent with the legal
operation of all vehicles. The AASHTO Guide to Bicycle Facilities recommends bicycle
lanes be at least five feet wide; however, in extremely constrained circumstances, bicycle
lanes can be four feet wide. When possible, drive lanes can be narrowed to 10 to 11 feet in
order to provide a buffer space between cyclists and vehicular traffic. In cases where the
bicycle lane is adjacent to parking, the bicycle lane should be striped to identify the separation from the parking and travel lanes.
Shared Lane Markings
A shared lane marking is generally used when there is not enough room in the roadway for
a separate bicycle lane. Shared lane markings were developed primarily for local streets
and work best on low-traffic and low-volume streets. Shared markings can also be used on
a wider roadway where the traffic volume may not justify a bicycle lane. The marking helps
to encourage safe lane positioning and operation for bicyclists as well as to remind motorists about the presence of bicyclists. Bike lanes are much more likely to increase safety,
increase predictable riding, and attract users. Advisory bike lanes can be a good treatment
for narrow streets without room for an official bike lane.
Neighborhood Greenways
Neighborhood greenways are typically low-speed, low-volume streets that have been
designated as priority bikeways. These streets include both identifying and route signage
and they may include traffic calming devices such as speed tables and roundabouts. These
boulevards are effective because they provide a higher level of comfort for many users.
Wayfinding/Route Signage
Developing and installing wayfinding signage can go a long way to creating the feeling of
a bicycle-welcoming place. This wayfinding signage can also assist pedestrians and drivers. The Manual of Uniform Traffic Control Devices describes signage protocol that can
be incorporated into any signage that the city may develop for the station area. Important
features of a wayfinding sign include a directional arrow, the destination name and a mileage distance numeral. Time is also helpful information to include on signage for cyclists, as
many people do not understand how long it takes to bike to various destinations.
Bicycle Parking
The availability of bicycle parking in the form of bike racks, bike share facilities, and bike
lockers is important to encourage people to ride to particular destinations. Without a secure
place to lock a bicycle, the potential bicycle rider may choose to make his or her trip by vehicle. The installation of sufficient bike racks is important to encourage and increase bicycle
usage to particular destinations. The Association of Pedestrian and Bicycle Professionals
has published a best practices guide and recommendations about the types of racks to be
installed. Standard options include the inverted U design and the post and ring. An inverted
U-rack, either singularly or in a series, is space-efficient and allows bicycles to be secured
to the racks in two places, supporting the frame. A single U-rack can park two bicycles.
A post and ring rack may be useful in locations where space is tight. This rack allows two
bicycles to be parked at a time and encourages proper use with its intuitive design.
On Street Vehicular Parking
On street parking must be planned in accordance with bicycle facilities. In some instances,
front-in angled parking can be dangerous for cyclists passing behind due to limited sight
lines. Back-in angled parking can reduce this conflict where such a traffic configuration is
appropriate.

St. Louis, Missouri
Pedestrian Access Recommendations

The Emerson Park and Jackie Joyner-Kersee stations serve a number of local neighborhoods in East St. Louis, on both the north and south sides of I-64. The residential neighborhoods to the south of I-64 have more residents and businesses compared to those to the
north of I-64 and north of the MetroLink stations, where many vacant lots are observed on
residential streets. The Emerson Park station area has witnessed redevelopment in recent
years, with the construction of an apartment and townhome complex to the west of 15th
Street and the current construction of the Jazz at Walter Circle mixed-use project.
Pedestrian facilities throughout the station areas are lacking. Sidewalks, crosswalks and
curb ramps are commonly missing or in poor condition, discouraging pedestrian access to
the MetroLink stations. I-64 and the lack of pedestrian facilities on St. Clair Avenue also
form a significant barrier to pedestrian access from neighborhoods to the south.
The map below shows the 1/2 mile radius station area. Listed are eight specific locations
which are further described below.
1. Overall Pedestrian Network
2. Bowman Avenue
3. North 14th Street
5. Intersection of Pennsylvania Avenue, Summit Avenue and Washington Place
6. Parsons Avenue
7. North 25th Street and I-64 Eastbound Ramp
Recommendations Reference Map
Nelson\Nygaard, 2013
Overall Pedestrian Network

In general, pedestrian facilities throughout the Emerson Park and Jackie Joyner-Kersee station areas are lacking, which discourages walking access to the MetroLink. As some blocks
are sparsely populated by residents, areas with high residential density should be prioritized. Changes should be prioritized within mile of the stations and along the following
streets which serve as important connectors or have residential density: Bowman Avenue,
Walter Street, North 14th Street, North 15th Street, North 17th Street, North 18th Street, Exchange Place, Winstanley Avenue, St. Clair Avenue.
EXISTING
A missing sidewalk in along North 15th Street,

south of Winstanley Avenue.
At a bus stop on North 18th Street and

Winstnaley Avenue, the sidewalk is
discontinuous.
A crumbling sidewalk on the north side of

Exchange Place at North 15th Street
The sidewalk is overgrown with weeds

across from the MetroLink Parking lot at
Bowman Avenue and North 11th Street.
The south side of Exchange Place between North

15th Street and North 17th Street lacks a sidewalk.

St. Louis, Missouri
Recommendations:
Install sidewalks.
Add zebra crosswalks and curb ramps on all legs of intersection to improve visibility to
motorists.
Add pedestrian signals at crosswalks on signalized intersections.
Bowman Avenue
Bowman Ave runs along the north side of the Emerson Park Station platform. Curb ramps
at the station exit do not lead to a marked crossing or curb ramps to access the sidewalk
across the street.
Recommendations:
Add zebra crosswalk and curb ramp on north side of Bowman Ave, connecting station
to apartment complex.
RECOMMENDATIONS
Create sidewalk connections through wellmarked crosswalks.
North 14th Street

North 14th Street intersects with St. Clair Avenue on the south side of I-64. At this intersection is an entrance to a pedestrian bridge over the interstate to the Emerson Park station.
The entrance to the bridge is located opposite two driveway entrances to an elementary
school parking lot. This intersection lacks crosswalks or indication of an important pedestrian crossing. Sidewalks on St. Clair Avenue and North 14th Street are also missing.
EXISTING
Recommendations:
Install striped crosswalk across North 14th Street at St. Clair Avenue to align with pedestrian bridge access ramp.
Install sidewalk on west side of North 14th Street that connects with the pedestrian
bridge over I-64.
RECOMMENDATIONS
Install sidewalks on North 14th Street

St. Louis, Missouri
North 15th Street

North 15th Street is a major north-south arterial in the Emerson Park Station area, connecting the local neighborhoods across the I- 64 corridors. The intersections with Baugh Avenue
and St. Clair Avenue operate at a high speed due to the expanse of asphalt and generous
turning radii. Crosswalks are lacking at both of these intersections due to the absence of a
sidewalk on the east side of the I-65 overpass.
EXISTING
A driveway with large turning radius

interrupts the sidewalk near the intersection
of North 15th Street and Baugh Avenue.
The intersection at North 15th Street and Baugh

Avenue lacks a full set of crosswalks.
Recommendations:
Install zebra crosswalks and pedestrian signals on northwest and northeast legs of the
intersection North 15th Street and Baugh Avenue.
Install protected pedestrian median at North 15th Street crossing between Emerson
Park Station and the MetroLink parking lot to the east. This connection serves to protect
pedestrians accessing the station from the parking lot and the apartments located off of
Parsons Avenue.
Consolidate driveway entrances and continue direct sidewalk treatment along Baugh
Avenue and North 15th Street.
Install sidewalk on east side of North 15th Street overpass over I-64.
RECOMMENDATIONS
Intersection of Pennsylvania Avenue, Summit Avenue

and Washington Place
The intersections open expanse of asphalt creates unnecessary danger and conflicts.
Normalizing the intersection could improve pedestrian safety and access without negatively
impacting vehicle traffic.
EXISTING
Sidewalk is missing on north side of

Pennsylvania Avenue.

St. Louis, Missouri
Recommendations:
Use temporary materials such as concrete barriers, planters and paint to reduce the asphalt area of the intersection. Orient Pennsylvania Avenue to intersect with Washington
Place, forming a stop-controlled, four-way 90-degree intersection with Summit Avenue.
Install sidewalk to connect sidewalk on north side of Pennsylvania Avenue to North 15th
Street.
Construct a permanent intersection, replacing excess asphalt with curbs, plantings,
bioswales or other uses of space.
RECOMMENDATIONS
Excess asphalt
Parsons Avenue
Sidewalks on Parsons Avenue are disconnected from MetroLink parking lot, creating a
barrier for pedestrian access to the station.
Recommendations:
Install sidewalk connection between Parsons Avenue and MetroLink parking, connecting to sidewalk along the southwest side of the parking lot to North 15th Street.
RECOMMENDATIONS
A sidewalk connection between Parsons

Avenue and MetroLink parking would provide
pedestrians with a direct route to the station.
North 25th Street and I-64 Eastbound Ramp

RECOMMENDATIONS
At the intersection of North 25th Street and the I-64 Eastbound ramp, vehicles make highspeed turns across the pedestrian crossing. Curb radii at this crossing have been designed
to facilitate a high speed right-turn. These threats to pedestrians can be ameliorated by
slowing the speed at which vehicles make the right turns and by installing warning signage.
Recommendations:
Install zebra crosswalk across I-64 Eastbound ramp to increase visibility of the pedestrian crossing.
Extend the median to provide protected space for pedestrians crossing the ramp.
Replace the free right-turn lane onto I-64 with a channelized right-turn lane and stop
control to improve the safety of pedestrians. When the crosswalk crosses this lane at a
perpendicular angle to a channelization island, the pedestrian and driver have greater
visibility.
Install a signal controlled-intersection with zebra crosswalks, curb cuts, protected pedestrian medians, and pedestrian signals on all legs of intersection.

St. Louis, Missouri
North 25th Street

The intersection of North 25th Street and St. Clair Avenue lacks crosswalks on the north and
west legs. Pedestrians accessing the JJK Center MetroLink Station from the neighborhood
to the southwest of the intersection must cross five lanes of traffic and two uncontrolled
slip lanes on each leg. Despite the station entrance located on the west side of North 25th
Street, there is no pedestrian crossing to that side of the street, forcing pedestrians to dash
across at least one arterial or interstate ramp without any pedestrian facilities.
The intersection of North 25th Street and the I-64 westbound ramps lack crosswalks on the
east side, though pedestrians crossing north at St. Clair Avenue use this side of the street.
EXISTING
Crosswalks are missing on west leg of North 25th

Street and St. Clair Avenue intersection.
Uncontrolled right turn slip lane at North 25th

Street and St. Clair Avenue.
I-64 westbound on-ramp.
Crosswalks and curb cuts are missing at the

I-64 westbound off-ramp.
Recommendations:
Add zebra crosswalks, curb ramps, pedestrian signals, and protected pedestrian refuges on all legs of intersection to improve visibility to motorists.
Add stop controls and reduce turning radius of slip lanes at intersection of North 25th
Street and St. Clair Avenue.
At the intersection of North 25th Street and the I-64 westbound ramps, replace the free
right-turn lane onto I-64 with a channelized right-turn lane and stop control to improve
the safety of pedestrians. When the crosswalk crosses this lane at a perpendicular
angle to a channelization island, the pedestrian and driver have greater visibility.
Install a signal controlled-intersection with crosswalks and protected pedestrian medians crossing North 25th Street.
RECOMMENDATIONS
Smaller turning radius at slip lanes results in vehicles slowing to enter traffic and improved visibility
or pedestrians and on-coming traffic.

St. Louis, Missouri
Specific
Bicycle
Strategies
Specific
Bicycle
Strategies
The following section explores possibilities to increase bicycle access to the five stations. It is based on a
four step process:
Mapping origins and destinations within the catchment area
Plotting routes from the station to those destinations
Prioritization of routes
Designing facilities along those routes
The scope of this exercise includes only the first two steps. The latter two will involve a more extensive
analysis of the routes, selecting preferred routes, then designing facilities accordingly. Ideally it would
include a more robust stakeholder outreach effort, field observations of existing conditions and
possibilities for interventions, and cost calculations. It is also effective to integrate the work as much as
possible within other efforts (roadway construction and maintenance, bridge rehabilitations, sewer and
stormwater work, park design and maintenance).
Step 1: Origins and Destinations

The catchment area for bicycle trips is determined by a radial measure of 3 miles. This is based on a 20minute ride at 10 miles per hour (a no sweat pace). An optimal bicycle route network connects the
origins and destinations of existing and potential bicycle users, which can include schools, houses of
worship, parks, residential areas, shopping centers, office buildings, etc. In some circumstances, the 3mile radius may be extended to connect with other regional greenways, priority bicycle routes and
destinations.
Destinations were selected based on their likelihood to increase MetroLink ridership. Residential and
employment areas are a source of potential commute trips. Parks and trails are destinations - cyclists
can take MetroLink to ride in parks and on trails not near their homes, and MetroLink can be used during
poor weather or when your bike has a flat tire. Shopping areas are noted as they are part of "trip-chains"
- cyclists stop and shop during their commutes.
Step 2: Routes
With the origins and destinations mapped, the next step is to identify potential routes. Every attempt was
made to create the shortest and most direct route between origins, destinations, and the station. They
were adjusted based on factors including:
Directness: Routes are prioritized which follow a linked chain of the shortest links between
origins and destinations, while providing access to secondary destinations along the way.
Bicyclists are unlikely to use facilities which greatly increase the travel distance or trip time over
that provided other transportation options, so it is important that routes are reasonably direct.
Continuity: Routes connect to existing, planned and proposed bicycle routes to create a dense
network of continuous bicycle routes. The bicycle route network should have as few gaps as
possible. A key focus is missing links missing links in the network - gaps that if bridged can have
a tremendous impact in terms of connectivity. These can be a simple as providing a safe crossing
of a busy street to building an actual bridge over a creek or railroad tracks.
Obstacles: Routes are selected which minimize conflicts between motor vehicles and bicyclists,
and limit exposure to obstacles and barriers, such as highways, on-ramps, high-speed traffic,
bridges, and tunnels. Conversely, alternate direct routes do not exist in many areas, requiring that
bicycle routes provide links across these barriers and through large blocks or parcels of land.
Street networks which rely on a high number of discontinuous minor roads limit bicyclists ability
to travel to transit.
In addition, potential routes are evaluated on the basis of the number of residents and commuting
workers who live within a half-mile of the route. While the bicycle facility type and design is not considered
at this stage, it is important that route is accessible to users as people living within a half-mile of a bike
path are at least 20% more likely to bicycle at least once a week, compared to people living slightly
1
farther away from the path.
Steps 3 and 4: Prioritization and Facilities

As mentioned above, these steps fall outside the scope of this project. Going forward, the routes
identified will need to be prioritized based on feasibility of implementation, cost, demand probability,
political considerations. Conceptual facility design will inform prioritization. Finally, actually interventions
will need to be designed and implmented.
Vernez-Moudon, A.V., Lee, C., Cheadle, A.D., et al., 2005. Cycling and the built environment, a US perspective. Transp. Res. Part
D 10, 245261.

St. Louis, Missouri
Emerson Station and Jackie Joyner-Kersee Center

The map below shows the 3-mile radius station area with desire lines between the station and various
origins and destinations, including:
Schools and residential areas north and south of the Metrolink stations
Grocery stores, retail and commercial clusters
Madison County Transit Schoolhouse Trail
The map following shows the recommended bicycle routes linking the station area and various origins
and destinations in a 3 mile radius. The table indicates the existing population of potential bicycle users
along each route or segment.
Figure 13 Emerson Station and Jackie Joyner-Kersee Center Stations Origins and Destinations Map
Figure 14 Emerson Station and Jackie Joyner-Kersee Center Stations Bicycle Routes Map
Figure 15 Emerson Station and Jackie Joyner-Kersee Center Stations Population by Route
ID Route
Commuting
Population
Workforce
within .5
Length
miles
within .5 miles
(mi.)
Per
Total
Total Per Mile
Mile
Selected
Destinations
Major Obstacles
3.44 8,009 2,331 2,368
689
Commercial and Retail, Residential,

Schools
2 Lynch Street
1.07 2,998 2,791 856
796
Residential
Washington Place 3 15th Street - Forest

Boulevard
4.90 11,096 2,266 2,932
599
Schools, Residential
I-64 overpass
26th Street - 25th

4 Street - Caseyville
Avenue
3.98 11,810 2,969 3,040
764
Jones Park, Residential
I-64 overpass
5 37th Street
1.43 5,676 3,957 1,438
State Street
1,002 Jones Park
I-64 underpass
9th Street to
Madison County
6
4.25 5,486 1,290 1,746
Transit Schoolhouse
Trail
411
Madison County Transit Schoolhouse Trail,

I-55 overpass
Residential
7 Exchange Avenue
1.14 2,482 2,172 779
682
Residential, Commercial and Retail
1.51 5,012 3,314 1,305
863
Residential, Commercial and Retail
1.57 5,130 3,268 1,341
855
Residential, Schools
Martin Luther King

Drive
9 18th Street
I-55 overpass
I-64 overpass

St. Louis, Missouri
DEVELOPMENT STRATEGY
RECOMMENDATIONS
Development Strategy Recommendations | 109
The development strategy pairs concepts of phasing of development with a toolbox of implementation ideas in order to outline a roadmap for ongoing development in the JJK station
area over the near term and the long term.
In terms of phasing, the initial development plan would likely involve developing a part of
the JJK Center parking lot and adjoining lands between JJK and the interstate into an initial
area of highway retail or lodging uses. Then over time the area to the east of 25th Street
could be developed into retail or employment center uses.
The following development strategy tools will assist the city, Metro, and other partners in
moving development forward at the station area:
Issuance of RFPs for development: Unless Metro or the City wish to enter the development business, these two parties should use the tenets and vision outlined in this station
area plan to develop RFPs to solicit developer involvement. The RFP should articulate the
development and design standards required for a development deal and should outline
other requirements expected of developers. This process should help to attract interest from
St. Louis and beyond for parties interested in developing at the station area.
Rezoning of the station area: The City should proactively rezone the station area to densities sufficient to provide transit supportive development. In the case of JJK, the city should
zone for at least 20 dwelling units per acre. The zoning should allow for a variety of land
uses and therefore should constitute mixed use zoning.
Adoption into comprehensive plan: The City should work to adopt the station area plan
into its Comprehensive Plan in order to ensure that the vision and goals articulated by the
community are memorialized and recognized by the governing body and the city as a whole.
Adoption of Form Based Code: The City should work to institute a form based code for
the station area in keeping with the goals and guidelines outlined in this station area plan.
This strategy will help to maintain the levels of quality and design expected by the community for the station area.
Explore Potential for PPP (Private Public Partnership): The City should explore opportunities to participate in potential development deals either by providing equity, loans and
related financing, or other financial incentives in order to constitute a public private partnership.
110 | Development Strategy Recommendations

St. Louis, Missouri
APPENDIX
Appendix | A-1
LEED ND Scorecards
LEED 2009 for Neighborhood and Development
Emerson Park TOD
Project Checklist
Project Information Forms
Updated 04/22/2013
Possible Points: N/A
Assigned
Notes:
Minimum Program Requirements

Project Summary Details
Occupant and Usage Data
Schedule and Overview Documents
8
d/C
Smart Location and Linkage
Possible Points: 27
Assigned
Notes:
Prereq 1
Smart Location
Prereq 2
Imperiled Species and Ecological Communities
Prereq 3
Wetland and Water Body Conservation
Prereq 4
Agricultural Land Conservation
Prereq 5
Floodplain Avoidance
Credit 1
Preferred Locations
10
Credit 2
Brownfield redevelopment
Not attainable - No brownfield
Credit 3
Locations with Reduced Automobile Dependence
Check how many possible points
Credit 4
Bicycle Network and Storage
Not attainable - No bicycle network close to the site
Credit 5
Housing and Jobs Proximity
Credit 6
Steep Slope Protection
Credit 7
Site Design for Habitat or Wetland and Water Body Conservation
1
2
7
1
Infill site and previously developed site / Need to ckeck intersections
Implement a Stormwater Management Plan. Civil Engineer/ Design Workshop
Credit 8
Restoration of Habitat or Wetland and Water Body Conservation
Not attainable
Credit 9
Long-Term Conservation Management of Habitat or Wetlands and Water Bodies
Not attainable
15
21
Neighborhood Pattern and Design
Possible Points: 44
Assigned
Notes:
Prereq 1
Walkable Streets
Prereq 2
Compact Development
Determine base line and calculated design case. Will be doing same for WE 3. Architect
Prereq 3
Connected and Open Community
Credit 1
Walkable Streets
12
Facades and Entries (a,b,c,d) / Ground-Level Use and Parking (f,g, i, j, l ) (2 possible: h, m) / Design Speeds for Safe Pedestrian and Bicycle Travel (2 possible: n, o) / Sidewalk Intrusions (1 pos
Credit 2
Compact Development
Depends on Density, we can probablly get between 1-2 points (1 point: 10-13 DU/acre ; 2 points 13-18 DU/acre)
Credit 3
Mixed-Use Neighborhood Centers
We need more than 19 diverse uses within 1/4 mile walk distance of 50% of dwelling units
Credit 4
Mixed-Income Diverse Communities
Points depend on Simpson Diversity Index for Housing Types and/or Affordable Housing
Credit 5
Reduced Parking Footrpint
Off Street surface parking is less than 20% of Development Footprint
Credit 6
Street Network
Need to check to see if we have enough intersections either within the project or in 1/4 mile distance from Project Boundary
Credit 7
Transit Facilities
Credit 8
Transportation Demand Management
Credit 9
Access to Civic and Public Spaces
Credit 10
Access to Recreational Facilities
Credit 11
Visitability and Universal Design
Credit 12
Community Outreach and Involvement
2 points has to include a Design Charrette or Interactive Workshop
Credit 13
Local Food Production
Consider Farmers Market
Credit 14
Tree Lined and Shaded Streets
Credit 15
Neighborhood Schools
1
1
2
1
1
1
1
14
Green Infrastructure and Buildings
We need to check intersections per square mile in each project (at least 140)
Possible Points: 29
Jones Park and JJK Center further away than 1/2 mile from 90% of dwelling units (most new proposed housing on west side of site)
Middle and Elementary Scoohl within 1/2 mile radius
Assigned
Notes:
Prereq 1
Certified Green Building
Prereq 2
Minimu Building Energy Efficiency
Prereq 3
Minimum Building Water Efficiency
Prereq 4
Construction Activity Pollution Prevention
Credit 1
Certified Green Buildings
Credit 2
Building Energy Efficiency
Credit 3
Building Water Efficiency
Credit 4
Water-Efficient Landscaping
Credit 5
Existing Building Use
Not attainable - No existing buildings we are/ could re-use
Credit 6
Historic Resource Preservation and Adaptive Reuse
Not attainable - No historic buildings and/or cultural landscapes in the site
Credit 7
Minimized Site Disturbance in Design and Construction
100% of Development Footprint could be considered previously developed land
Credit 8
2 points for 85% Percentile Rainfall Event (20-40 years) / 4 points for 95% Percentile Rainfall Event
Credit 9
Heat Island Reduction
Credit 10
Solar orientation
Credit 11
On Site Renewable Energy Sources
2
1
1
1
C Credit 12 District Heating and Cooling

1
LEED 2009 for New Construction and Major Renovations Project Checklist
Not attainable - blocks in 18 degrees from east-west axis

Not attainable
1 of 2
Appendix | A-3
Credit 13
Infrastructure Energy Efficiency
Credit 14
Wastewater Management
Credit 15
Recycled Content in Infrastructure
Credit 16
Solid Waste Management Infrastructure
Credit 17
Light Pollution Reduction
1
1
1
Innovation and Design Process
Possible Points: 6
Notes:
d/C Credit 1.1
Innovation and Exemplary Performance: Provide Specific Title
d/C Credit 1.2
Credit 1.3
d/C Credit 1.4
d/C Credit 1.5
d/C Credit 2
LEED Accredited Professional
1
3
Regional Priority Credits (Zip Code 62205)
Possible Points: 3
Regional Priority: Credit: NPDc1 Walkable Streets
d/C Credit 1.2
Regional Priority Credit: NPDc4 Mixed-Income Diverse Communities
d/C Credit 1.3
Regional Priority Credit: SLLc5 Housing and Jobs Proximity
d/C Credit 1.6
Regional Priority Credit: GIBc8 Rainwater Management
d/C Credit 1.5
Regional Priority Credit: GIBc11 On-site Renewable Energy Sources
49
10
Yes
Assigned
Notes: 1-4 Points Possible. A project that earns a Regional Priority credit automatically earns one point in addition to any points awarded for that credit.
d/C Credit 1.1
32
Assigned
Total
Possible Points: 110

Certified 40 to 49 points
Silver 50 to 59 points
Gold 60 to 79 points
Platinum 80 + points
Appendix | A-5
2 of 2
LEED 2009 for Neighborhood and Development
JJK TOD
Project Checklist
Project Information Forms
Updated 04/22/2013
Possible Points: N/A
Assigned
Notes:
Minimum Program Requirements

Project Summary Details
Occupant and Usage Data
Schedule and Overview Documents
5
d/C
Smart Location and Linkage
Possible Points: 27
Assigned
Notes:
Prereq 1
Smart Location
Prereq 2
Imperiled Species and Ecological Communities
Prereq 3
Wetland and Water Body Conservation
Prereq 4
Agricultural Land Conservation
Prereq 5
Floodplain Avoidance
Credit 1
Preferred Locations
10
Credit 2
Brownfield redevelopment
Not attainable - No brownfields
Credit 3
Locations with Reduced Automobile Dependence
Check how many possible points
Credit 4
Bicycle Network and Storage
Not attainable - No bicycle network close to the site
Credit 5
Housing and Jobs Proximity
Maybe 1 point for Infill Projects with non-residential component
Credit 6
Steep Slope Protection
Implement a Stormwater Management Plan. Civil Engineer/ Design Workshop
1
2
7
1
1
1
1
Infill site not sure it is previously developed / Need to ckeck intersections
Credit 7
Site Design for Habitat or Wetland and Water Body Conservation
Credit 8
Restoration of Habitat or Wetland and Water Body Conservation
Not attainable
Credit 9
Long-Term Conservation Management of Habitat or Wetlands and Water Bodies
Not attainable
12
18
Neighborhood Pattern and Design
Possible Points: 44
Assigned
Notes:
Prereq 1
Walkable Streets
Prereq 2
Compact Development
Prereq 3
Connected and Open Community
Credit 1
Walkable Streets
12
Facades and Entries (a,b,c,d) / Ground-Level Use and Parking (f,g, j, l ) (2 possible: h, m) / Design Speeds for Safe Pedestrian and Bicycle Travel (2 possible: n, o) / Sidewalk Intrusions (1 possib
Credit 2
Compact Development
Not attainable - we have very low density in this area
Credit 3
Mixed-Use Neighborhood Centers
We need more than 19 diverse uses within 1/4 mile walk distance of 50% of dwelling units
Credit 4
Mixed-Income Diverse Communities
Points depend on Simpson Diversity Index for Housing Types and/or Affordable Housing
Credit 5
Reduced Parking Footrpint
Off Street surface parking is less than 20% of Development Footprint
Credit 6
Street Network
Not attainable
Credit 7
Transit Facilities
1
2
1
1
Determine base line and calculated design case. Will be doing same for WE 3. Architect
We need to check intersections per square mile in each project (at least 140). We don't have them in the Project Site but could have them within 1/4 mile of Project Boundary
Credit 8
Transportation Demand Management
Credit 9
Access to Civic and Public Spaces
Credit 10
Access to Recreational Facilities
Credit 11
Visitability and Universal Design
Credit 12
Community Outreach and Involvement
2 points has to include a Design Charrette or Interactive Workshop
Credit 13
Local Food Production
Not attainable - not enough residential density to consider a farmers markey
Credit 14
Tree Lined and Shaded Streets
Credit 15
Neighborhood Schools
1
1
11
Green Infrastructure and Buildings
Possible Points: 29
JJK Center and Jones Park
Elementary Scoohl within 1/2 mile radius
Assigned
Notes:
Prereq 1
Certified Green Building
Prereq 2
Minimu Building Energy Efficiency
Prereq 3
Minimum Building Water Efficiency
Prereq 4
Construction Activity Pollution Prevention
Credit 1
Certified Green Buildings
Credit 2
Building Energy Efficiency
Credit 3
Building Water Efficiency
Credit 4
Water-Efficient Landscaping
Credit 5
Existing Building Use
Not attainable - No existing buildings we are/ could re-use
Credit 6
Historic Resource Preservation and Adaptive Reuse
Not attainable - No historic buildings and/or cultural landscapes in the site
Credit 7
Minimized Site Disturbance in Design and Construction
Not attainable
Credit 8
2 points for 85% Percentile Rainfall Event (20-40 years) / 4 points for 95% Percentile Rainfall Event
Credit 9
Heat Island Reduction
Credit 10
Solar orientation
Credit 11
On Site Renewable Energy Sources
1
1
1
C Credit 12 District Heating and Cooling

1
Not attainable - Blocks at 24 degrees from east-west axis

Not attainable
1 of 2
Appendix | A-7
Credit 13
Infrastructure Energy Efficiency
Credit 14
Wastewater Management
Credit 15
Recycled Content in Infrastructure
Credit 16
Solid Waste Management Infrastructure
Credit 17
Light Pollution Reduction
1
1
1
Innovation and Design Process
Possible Points: 6
Notes:
d/C Credit 1.1
d/C Credit 1.2
Credit 1.3
d/C Credit 1.4
d/C Credit 1.5
d/C Credit 2
LEED Accredited Professional
1
4
Regional Priority Credits (Zip Code 62204)
Possible Points: 3
Regional Priority: Credit: NPDc1 Walkable Streets
d/C Credit 1.2
Regional Priority Credit: NPDc4 Mixed-Income Diverse Communities
d/C Credit 1.3
Regional Priority Credit: SLLc5 Housing and Jobs Proximity
d/C Credit 1.6
Regional Priority Credit: GIBc8 Rainwater Management
d/C Credit 1.6
Regional Priority Credit: GIBc11 On-site Renewable Energy Sources
43
18
Yes
Assigned
Notes: 1-4 Points Possible. A project that earns a Regional Priority credit automatically earns one point in addition to any points awarded for that credit.
d/C Credit 1.1
27
Assigned
Total
Not attainable
Possible Points: 110

Certified 40 to 49 points
Silver 50 to 59 points
Gold 60 to 79 points
Platinum 80 + points
2 of 2
Appendix | A-9
Public Survey Results

December 2012
1.Whatwouldyouliketoseeasaresultofthisstationareaplanningeffort?
(chooseyourtopthree)
Morelocaljobopportunities
25%
Morehousing
19%
Placestoshopandgetgroceries
18%
Placestoeatanddrink
13%
Serviceslikedaycarecentersordoctorsoffices
11%
Parks,plazas,libraries,andthelike
8%
Morepeopleridingtransit
4%
Fewercarsandtraffic
1%
Betterconnectionsforbicyclistsandwalkers
Noneoftheabove
1%
0%
2.WhatIdislikemostaboutthisMetroLinkstationisthefollowing(chooseallthat
apply):
Therearenostoresorservicesnearby
25%
Thereisnoplacetoeatordrinknearby
21%
Ifeelunsafe
18%
Icantwalkthereeasily
11%
UsingMetroLinkistooexpensive
7%
Busconnectionstothestationarepoor
7%
Icantbikethere
5%
IttakestoolongtogetanywhereonMetroLinkfromthisstation
3%
Drivingthereisdifficult
3%
Thisstationishardtofind
1%
3.ThetopthreethingsIwanttoseeatthisMetroLinkstationare(choosethree):
Forittofeelsafer
19%
Toconnecttomorejobs
18%
Tohavemorekindsofhousingaroundit
18%
Toprojectabetterimageofthecommunity
15%
Forthisstationareatofeelmorelikepartoftheneighborhood
15%
Tohavebettershopsandrestaurants
12%
Betterpedestrianconnections
2%
Betterbusconnections
Betterbikeconnections
Other
2%
1%
0%
Appendix | A-11
4.RegardingparkingspacesatthisMetroLinkstation,thereare(chooseone):
Usuallynotenough
27%
Idontknow
23%
Sometimesnotenough
20%
Toomany
17%
Justenough
13%
5.Regardingeconomicgrowth,planningforthisstationareashouldfocuson
(chooseone):
Usingtransittoattractcompaniesfromoutsidetheregion
39%
Supportingorencouraginggrowthofmomandpopbusinesses
32%
Supportingvisitationtotheregion(includingtourism)
23%
Noneoftheabove
6%
6.Themostimportantenvironmentalissuesforthisstationareaare(chooseyour
topthree):
Stormwaterrunoff
25%
Shadeandtrees
19%
Renewableenergy
18%
Noise
11%
Other
8%
Airquality
8%
Idontknow
7%
Waterquality/waterpollution
5%
7.Regardingaestheticissues,planningforthisstationshouldfocuson(chooseone):
Improvingtheappearanceofbuildingsaroundthestationarea
31%
Improvingthequalityofstreetscapesaroundthestationarea
31%
Improvingtheappearanceofopenspaceamenitiesorconnections
14%
Providingpublicartaroundthestationarea
14%
Idontknow,Iwouldliketolearnmore
7%
Improvingtheappearanceofparkingareasinthestationarea
Other
A-12 | Appendix
3%
0%

St. Louis, Missouri
8.IwouldbeinfavorofthefollowingtypesoflandusesaroundthisMetroLink
station(chooseallthatapply):
Restaurants
15%
Educationalfacilities(K12,College,technicalschool,etc.)
14%
Hotel/lodging
13%
Offices
12%
Retail
11%
Entertainment
11%
Lightindustrialuses
9%
Civicbuildings(libraries,governmentcenters,etc.)
9%
Placesofworship
Other
5%
1%
10.Iwouldbeinfavorofthefollowingtypesofretailaroundthisstationarea
(chooseallthatapply):
Neighborhoodretail(florists,bookstores,giftshops,etc.)
29%
Bigboxretailers(Walmart,Target,Kohls,etc.)
26%
Convenienceretail(sandwichshops,drycleaners,bank,etc.)
24%
Grocerystores
18%
Other
4%
11.Iwouldbeinfavorofthefollowingtypeofentertainmentusesaroundthis
stationarea(chooseallthatapply):
Movietheaters
27%
Familyentertainmentcenters(arcades,gamecenters,etc.)
25%
Sportsvenues/sportsarenas
18%
Amphitheaters
15%
Comedyclubs
7%
Dancehalls/nightclubs
Bars/taverns
4%
2%
Iamnotinfavorofentertainmentusesnearthisstation
1%
Other
1%
Appendix | A-13
12.Iwouldbeinfavorofthefollowingtypeofdevelopmentaroundthisstation
area(chooseone):
MixedusedevelopmentorientedaroundaMainStreet
47%
Largeformat,regionaluses(retail,orbusinessparks)
27%
Conventionalsuburbandevelopment
20%
Noneoftheabove
7%
0%
13.Iwouldbeinfavorofexploringthefollowing"CompleteStreets"strategiesfor
25thStandStClairAvenearthestationarea(chooseallthatapply):
Installingbenches,trashcans,andotherstreetscapeelements
23%
Installingbikelanesorpathsalongthesideoftheroad
19%
Installingpublicarttoimprovethecorridorsappearance
18%
Installingimprovedsignageandwayfinding
13%
Usingatravellane,ortheshoulder,forexpressbusservice
13%
Conversionoftrafficlanestoaccommodatebikefacilities
11%
Noneoftheabove
2%
14.Ienvisionthisstationareaevolvingtorepresentthefollowing(chooseone):
AregionalcenterservingtheMetroEastarea
55%
Aneighborhoodcenterwithretail/officeusesservingthecommunity
31%
Continued,existingpatternsofdevelopmentandlanduses
Noneoftheabove
14%
0%
9.Iwouldbeinfavorofthefollowingtypesofresidentialusesaroundthis
MetroLinkstation(chooseallthatapply):
Singlefamilydetachedhomes
21%
Townhomes
20%
Duplexes
20%
Multistorycondominiums(forsale)
18%
Apartments(forrent)
14%
Other
Iamnotinfavorofhavingresidentialusesaroundthisstation
A-14 | Appendix
5%
1%

St. Louis, Missouri
10.Iwouldbeinfavorofthefollowingtypesofretailaroundthisstationarea
Neighborhoodretail(florists,bookstores,giftshops,etc.)
29%
Bigboxretailers(Walmart,Target,Kohls,etc.)
26%
Convenienceretail(sandwichshops,drycleaners,bank,etc.)
24%
Grocerystores
18%
Other
4%
11.Iwouldbeinfavorofthefollowingtypeofentertainmentusesaroundthis
stationarea(chooseallthatapply):
Movietheaters
27%
Familyentertainmentcenters(arcades,gamecenters,etc.)
25%
Sportsvenues/sportsarenas
18%
Amphitheaters
15%
Comedyclubs
7%
Dancehalls/nightclubs
4%
Bars/taverns
2%
Iamnotinfavorofentertainmentusesnearthisstation
1%
Other
1%
12.Iwouldbeinfavorofthefollowingtypeofdevelopmentaroundthisstation
area(chooseone):
MixedusedevelopmentorientedaroundaMainStreet
47%
Largeformat,regionaluses(retail,orbusinessparks)
27%
Conventionalsuburbandevelopment
20%
Noneoftheabove
7%
0%
13.Iwouldbeinfavorofexploringthefollowing"CompleteStreets"strategiesfor
25thStandStClairAvenearthestationarea(chooseallthatapply):
Installingbenches,trashcans,andotherstreetscapeelements
23%
Installingbikelanesorpathsalongthesideoftheroad
19%
Installingpublicarttoimprovethecorridorsappearance
18%
Installingimprovedsignageandwayfinding
13%
Usingatravellane,ortheshoulder,forexpressbusservice
13%
Conversionoftrafficlanestoaccommodatebikefacilities
Noneoftheabove
11%
2%
Appendix | A-15
14.Ienvisionthisstationareaevolvingtorepresentthefollowing(chooseone):
AregionalcenterservingtheMetroEastarea
55%
Aneighborhoodcenterwithretail/officeusesservingthecommunity
31%
Continued,existingpatternsofdevelopmentandlanduses
14%
Noneoftheabove
0%
15.Iwouldbeinfavorofthefollowingdevelopmentstrategyforthisstationarea
Implementdesignguidelinestocreateadesiredlookorfeelfornew
38%
Revisezoningtoallowawiderrangeoflanduses
28%
Revisezoningtoallowhigherdensitydevelopment
20%
Allowcurrenttransportationandlanduseplanstoguidedevelopment
11%
Don'talterexistingregulations;focusonbikingandwalkinghere
Noneoftheabove
3%
0%
16.Iwouldbeinfavorofthefollowingtypesofpublicinvestmentindevelopment
aroundthisstationarea(chooseallthatapply):
Subsidies(suchastaxincentives)tosupportprivatedevelopment
18%
Investmentinroadsservicingthestationarea
17%
Purchasingorassemblinglandtofacilitatenewdevelopment
17%
Investmentinutilitiesservicingthestationarea
16%
Investmentincivicfacilities(libraries,communitycenters,etc.)
14%
Investmentinparks,openspace,andtrails
10%
Investmentinparkinglotsaroundthestationarea
8%
Idontknow
Noneoftheabove
1%
0%
17.Iwouldbeinfavorofloaljurisdictionsalteringtheirregulationstoallowgreater
levelsofdensityatthisstationarea(chooseone):
Yes
A-16 | Appendix
65%
Idontknow
17%
No
17%

St. Louis, Missouri
18.Howdidyoulearnaboutthismeeting?(chooseallthatapply):
Other
42%
Email
30%
Announcementatanothermeeting
12%
Poster
6%
Projectwebsite(www.stlouistod.com)
3%
Mailing
3%
Radio
3%
Anotherwebsite
0%
TVinterview
0%
19.Wheredoyoulive?(chooseone)
EastSt.Louis
60%
St.LouisCity
20%
ElsewhereinMetroEast(Illinoisside)
12%
ElsewhereintheStLouisregion(Missouriside)
4%
Swansea
4%
Other
0%
FairviewHeights
0%
20.Thefollowingindicatesmycurrentage(chooseone):
5064
33%
6579
30%
3549
30%
80+
4%
2534
4%
1824
0%
Under18
0%
Appendix | A-17
February 2013
1.Inordertoencouragethecreationofnewdevelopmentaroundthese
stations,Iwouldbeinfavorofbuildingheightsofupto:(chooseone)
3stories
45%
5stories
18%
4stories
18%
6stories
9%
2stories
9%
10ormorestories
0%
9stories
0%
8stories
0%
7stories
0%
1story
0%
2.InordertoencouragedevelopmentaroundthisstationareaIwouldbe
infavorofresidentialdensitiesofthefollowing:(chooseone)
8 12
36%
12 20
18%
3 5
18%
20 30
9%
5 8
9%
1 3
9%
0%
50+dwellingunitsperacre
0%
30 50
0%
3.IwouldbemostinterestedinpursuingthefollowingasaninitialdevelopmentprojectaroundtheEmersonPark
andJJKstations:(chooseallthatapply)
Smallprojectcombiningretailandresidential
Residentialuses(apartmentorcondominium)
Smallneighborhoodretailcenter(drycleaner,bank,etc.)
Ahoteldevelopment
Corporatecampusormajoremploymentcenter(complexofofficebuildings)
Noneoftheabove
Smallprojectcombiningofficeandresidential
Coffeeshop/retail(giftshop,conveniencestore,etc.)orientedtotransitriders
A-18 | Appendix

St. Louis, Missouri
4.IwouldliketoseeMetro,overtime,convertsomeoftheexisting
surfaceparkingatEmersonParktodevelopment,whileprovidingfor
replacementparkingfacilities:(chooseone)
Stronglyfavor
45%
Neutral
27%
Somewhatfavor
27%
Stronglyoppose
0%
Somewhat 0%
5.Iwouldbeinfavorofhavingmoreparkinggaragesandfewersurface
parkingspotsinordertoencouragemoredevelopmentatthesestations:
(chooseone)
Stronglyfavor
50%
Neutral
30%
Somewhatfavor
20%
Stronglyoppose
0%
Somewhatoppose
0%
6.Iwouldpreferthefollowingtypesofbikeaccommodationsinthe
stationarea:(chooseallthatapply)
Bikelockers
42%
Noneoftheabove
25%
Bikesharingfacilities(Bcycle)
25%
Acommercialbicycleshopwithbikerentals.
8%
Appendix | A-19
7.Iwouldmostbeinfavorofthefollowingkindofcivicamenityaroundthesestationareas:(choose
one)
Smallcommunitycenter(withactivityrooms,etc.)
36%
Policestation
27%
Communityservicescenter(socialservicesoffices,govtoffices,etc.)
18%
Recreationcenter
18%
School(elementary,middle,orhighschool)
0%
Branchlibrary
0%
8.Iwouldmostbeinfavorofthefollowingkindofparks/openspace/greenspaceamenities
aroundthesestationareas:(chooseallthatapply)
Jogging/walkingtrailconnections
Centralparkaroundthestationareawithgrassyareasandseating
Playgroundwithequipmentforkids
Openspaceforgreenstormwatermanagement
Naturalopenspaceareanear/atthestationarea
1
0
10.IwouldbeinfavorofchangingMetropolicytoallowfoodanddrinktobe
transportedonthetrain:(chooseone)
Stronglyagree
55%
Somewhatagree
18%
Stronglyoppose
9%
Somewhatoppose
9%
Neutral
9%
11.Whatkindsofconnectionswouldyouliketoseeimprovedfromthese
stationareastothesurroundingneighborhoods:(chooseone)
Improvedsidewalkconnections
64%
Bike/trailconnections
18%
Noneoftheabove
9%
Linearparkconnection
9%
A-20 | Appendix

St. Louis, Missouri
12.IaminfavorofthepreliminaryplanshownforEmersonParkandJJK
asshown:(chooseone)
Stronglyagree
60%
Somewhatagree
20%
Somewhatdisagree
10%
Neutral
10%
Stronglydisagree
0%
13.Ifeelthatthelevelorintensityofdevelopmentshownintheplan
forEmersonParkandJJKasappropriate:(chooseone)
Stronglyagree
67%
Somewhatagree
33%
Stronglydisagree
0%
Somewhatdisagree
0%
Neutral
0%
7.Iwouldmostbeinfavorofthefollowingkindofcivicamenityaroundthesestationareas:(choose
one)
Smallcommunitycenter(withactivityrooms,etc.)
36%
Policestation
27%
Communityservicescenter(socialservicesoffices,govtoffices,etc.)
18%
Recreationcenter
18%
School(elementary,middle,orhighschool)
0%
Branchlibrary
0%
Appendix | A-21
8.Iwouldmostbeinfavorofthefollowingkindofparks/openspace/greenspaceamenities
aroundthesestationareas:(chooseallthatapply)
Jogging/walkingtrailconnections
Centralparkaroundthestationareawithgrassyareasandseating
Playgroundwithequipmentforkids
Openspaceforgreenstormwatermanagement
Naturalopenspaceareanear/atthestationarea
9.Iwouldbeinfavorofthefollowingideasforprovidingasaferpedestriancrossing
across25thstreettotheeastfromtheJJKstationarea:(chooseallthatapply)
Betterlightingandsignage
Landscapedmedianalong25thStreet
Trafficsignalforpedestrians
Bulboutorcurbextension
10.IwouldbeinfavorofchangingMetropolicytoallowfoodanddrinktobe
transportedonthetrain:(chooseone)
Stronglyagree
55%
Somewhatagree
18%
Stronglyoppose
9%
Somewhatoppose
9%
Neutral
9%
11.Whatkindsofconnectionswouldyouliketoseeimprovedfromthese
stationareastothesurroundingneighborhoods:(chooseone)
Improvedsidewalkconnections
64%
Bike/trailconnections
18%
Noneoftheabove
9%
Linearparkconnection
9%
A-22 | Appendix

St. Louis, Missouri
12.IaminfavorofthepreliminaryplanshownforEmersonParkandJJK
asshown:(chooseone)
Stronglyagree
60%
Somewhatagree
20%
Somewhatdisagree
10%
Neutral
10%
Stronglydisagree
0%
13.Ifeelthatthelevelorintensityofdevelopmentshownintheplan
forEmersonParkandJJKasappropriate:(chooseone)
Stronglyagree
67%
Somewhatagree
33%
Stronglydisagree
0%
Somewhatdisagree
0%
Neutral
0%
14.Iwouldbeinterestedinseeinghousingandother
developmentadjacenttotheJJKCenter:(chooseone)
Yes
67%
No
33%
0%
15.Iwouldbeinterestedinseeinghousingandother
developmentbetweenJonesParkandtheMetroline:(choose
one)
38%
Yes
38%
No
25%
Appendix | A-23
16.Iamaresidentofthefollowingarea:(chooseone)
EastStLouis
70%
ElsewhereinMetroEast
StLouisCity
20%
10%
Elsewhereinthemetro(Missouriside)
0%
WashingtonPark
0%
17.Iampartofthefollowingagegroup:(chooseone)
55 64
40%
35 44
A-24 | Appendix
30%
Over75
10%
45 54
10%
25 34
10%
65 74
0%
18 24
0%
Under18
0%

St. Louis, Missouri
April 2013
1.-12.) To prioritize streetscape improvements on the pedestrian priority streets identified for downtown, participants
were asked to rate the IMPACT of each element and the URGENCY of implementing them on a scale from 1 to 5
where 1 = lowest and 5 = highest.
Public Meeting Results
3
2
6
4
1
Healthy Street Trees
Greem Stormwater Strategies
Lighting Enhancements
Improved Signage
Improved Bike Facilities
Improved Site Furnishings
urgency
impact
Appendix | A-25
13.Doyousupporttheproposedtreeplantingstrategy?(chooseone)
Yes
80%
Idontknow
10%
No
10%
14.IwouldbeinfavorofdevelopingpartsoftheJonesParkpropertynear25th
StreetandI64intoamixtureofdifferentlanduses.(chooseone)
Disagree
38%
StronglyAgree
38%
Neutral
13%
Agree
13%
StronglyDisagree
0%
15.Whatisyourpreferredgatewaymarkingstyleforkeylocationsapproaching
thisdevelopmentdistrict?(chooseone)
Verticalelementonbothsidesofthestreet
40%
Publicartelement
30%
Gatewayentryplaque
20%
Archwayorelementthatspansthestreet
A-26 | Appendix
10%
Noneoftheabove
0%
Other
0%

St. Louis, Missouri
16.IwouldbeinfavoroftheCityofEastStLouisadoptingthisplanforthe
MetroLinkstationareaaspartofthecomprehensiveplanforthe
community.(chooseone)
Stronglyagree
55%
Neutral
18%
Agree
18%
Stronglydisagree
Disagree
9%
0%
17.IwouldbeinfavoroftheCityofEastStLouisimplementingan
EnterpriseZoneinthestationareainordertomoreformallypromote
developmentofthisstationarea.(chooseone)
Stronglyagree
56%
Agree
33%
Neutral
11%
Stronglydisagree
0%
Disagree
0%
18.Iaminfavorofthedevelopmentandlanduseconceptsdepicted
forthisstationarea.(chooseone)
Stronglyagree
50%
Agree
25%
Disagree
13%
Neutral
13%
Stronglydisagree
0%
Appendix | A-27
19.IaminfavoroftheMetroboardendorsingthisstationareaplanand
promotingitsdevelopmentaspartofacoremissionoftheagency.(choose
one)
Agree
50%
Stronglyagree
25%
Stronglydisagree
13%
Neutral
13%
Disagree
0%
20.Iwouldbeinfavorofthefollowingstrategiestopromotethedevelopment
ofthisstationarea:(chooseallthatapply)
Updatezoningtoencourageflexibility,buildingsupto4
stories,andmixeduses
Other
Noneoftheabove
2
1
Citytocoordinatestreetscapeimprovementstiedto
redevelopmentefforts
City/PrivatepartnershipsforissuingofdeveloperRFP(s)
Cityofferingtargetedtaxincentives
Citypurchasingland
A-28 | Appendix

St. Louis, Missouri
Records of Public Meetings

RECORD OF PUBLIC MEETING
Public Meeting description/purpose: St. Louis Transit Oriented Development Study
Public Outreach Meeting
Location of the meeting: East St. Louis City Hall, 301 E Broadway, East St. Louis,
IL 622
Meeting Date: July 19, 2012
Form prepared by: Crystal Howard
1. Describe how the public hearing/meeting was advertised to adequately inform the community.
The public meeting media advisory was distributed to the follow media outlets:
KMOV-Channel 4
KSDK - Channel 5
KTVI/KPLR-Channel 2/11
KWMU- 90.7 FM
KMOX-Radio 1120AM
Shine 690 AM (Minority radio station)
East St. Louis Monitor (Minority print
publication)
Riverfront Times
St. Louis American

St. Louis Beacon
St. Louis Business Journal
St. Louis County
St. Louis Front Pages
St. Louis Post-Dispatch
Suburban Journals
Belleville New Democrat
Associated Press
The four public meetings were also listed in the calendar section of the St. Louis Post-Dispatch. The
following Study partners also blogged about the meetings, placed information on their websites, placed
variable message boards on major county roads, Twitter feed or distributed the eBlast/eNewsletter to their
mailing list: East West Gateway Council of Governments (EWG), Metro, Citizens for Modern Transit
(CMT), St. Louis County, St. Louis County Economic Council, St. Clair County Transit District, St. Clair
County Board Chairman, East St. Louis Mayor and ULI St. Louis.
2. Was the public hearing/public meeting held at an accessible place and at a time convenient to the
participating community? Identify the specific building and room where the meeting was held. Provide the
meeting times.
The meeting location was in the rotunda of the City of East St. Louis City Hall. The meeting location was
disability accessible and located within walking distance of the 5th & Missouri station on MetroLink.
Meeting times were 4-8 PM.
3. Were any requests for special accommodation received prior to or at the meeting?
No requests for special accommodation were submitted.
4. During the public hearing/public meeting, were all concerns heard without regard to race, sex, color,
familial status, LEP, age, disability, or national origin?
Yes, all comments were address as questions were asked without regard to race, sex, color, familial status,
LEP, age, disability or national origin.
Appendix | A-29
5. Describe how persons in attendance were advised of the complaint procedures in the event they felt
discriminated against because of race, color, LEP, familial status, sex, disability, age, or national origin.
6. Describe efforts to ensure citizen participation in the hearings, particularly by minorities and women.
Media interviews were conducted prior to the meeting to encourage participation. In addition to print
publications notices, EWG and Study team members were interviewed by the following media:
KWMU News interview
KWMU St. Louis on the Air (radio call-in talk show)
KMOV TV interview
FOX 2 Meeting announcements
KMOX radio interview (Study team & EWG)
KMOX radio interview (Study team)
East St. Louis Monitor - Freelance Photographer
7. What was the total attendance at the meeting? How many minorities and women were represented at
the meeting? This should be based on staff observation.
A total of 31 attendees signed in at the meeting. Of the 31, 8 were women and approximately 27 minorities
were in attendance.
A-30 | Appendix

St. Louis, Missouri

Location of the meeting: Jackie Joyner-Kersee Center, 101 Jackie Joyner-Kersee
Circle, East St. Louis, IL 62204
Meeting Date: December 11, 2012
KMOV-Channel 4
KSDK - Channel 5
KWMU- 90.7 FM
KMOX-Radio 1120AM

publication)
Suburban Journal (IL Bureau)
The three public meetings were also listed in the calendar section of the St. Louis Post-Dispatch. A press
release was also carried in the St. Louis Post-Dispatch online version stltoday.com. The following Study
partners also blogged about the meetings, placed information on their websites, placed variable message
boards on major county roads, Twitter feed or distributed the eBlast/eNewsletter to their mailing list: East
West Gateway Council of Governments (EWG), Metro, Citizens for Modern Transit (CMT), St. Louis
County, St. Louis County Economic Council, St. Clair County Transit District, City of Fairview Heights,
St. Clair County Board Chairman, East St. Louis Mayor, Jackie Joyner-Kersee Foundation, East St. Louis
Parks District and Heartland Conservancy.
meeting times.
The meeting location was in the first floor of the Jackie Joyner-Kersee Center. The meeting location was
disability accessible and located within walking distance of the Jackie Joyner-Kersee station on MetroLink.
Meeting times were 4-7 PM.
Appendix | A-31
We did not receive any requests or complaints regarding discrimination issues. However, the consultant
team had the necessary complaint procedures and language available in the event any complaints were
raised.
KWMU News interview
KMOX radio interview (Study team)
KSDK Channel 5On-air mention and website posting
Shine 690 AM (Minority radio station- Public Service Announcement)
Metrorider alerts on MetroLink trains
Mayor Alvin Parks (East St. Louis)encouraged attendance via his Facebook page
A total of 43 attendees signed in at the meeting. Of the 43, 17 were women and approximately 37
minorities were in attendance.
A-32 | Appendix

St. Louis, Missouri

Meeting Date: February 20, 2013
KMOV-Channel 4
KSDK - Channel 5
KWMU- 90.7 FM
KMOX-Radio 1120AM
publication)
St. Louis American

St. Louis Beacon (online newspaper)
St. Louis Patch (online newspaper)
Suburban Journals
The five public meetings were also listed in the calendar and press release section of the St. Louis PostDispatch. The following Study partners also blogged about the meetings, placed information on their
websites, placed variable message boards on Hanley Road near Evans Ave and Hanley Road near Natural
Bridge, Twitter feed, Facebook page or distributed their mailing list: East West Gateway Council of
Governments (EWG), Hudson and Associates, Metro, Citizens for Modern Transit (CMT), St. Louis
County, St. Louis City, East St. Louis Mayor, City of Fairview Heights.
meeting times.
The meeting location was held at the Jackie Joyner-Kersee Center. The meeting location was disability
accessible and located within walking distance of the Jackie Joyner-Kersee station on MetroLink. Meeting
times were 5:30-7:30 PM.
Appendix | A-33
We did not receive any requests or complaints concerning discrimination issues. However, the consultant
raised.
KWMU News interview
KMOX radio interview
East St. Louis Monitor minority print newspaper
St. Louis Post-Dispatch calendar announcements and press release section
were in attendance.
A-34 | Appendix

St. Louis, Missouri

Meeting Date: April 17, 2013
KMOV-Channel 4
KSDK - Channel 5
KWMU- 90.7 FM
KMOX-Radio 1120AM
publication)
St. Louis American

St. Louis Beacon (online newspaper)
St. Louis Patch (online newspaper)
Suburban Journals
The five public meetings were also listed in the calendar and press release section of the St. Louis PostDispatch. The following Study partners also blogged about the meetings, placed information on their
websites, placed variable message boards on Hanley Road near Evans Ave and Hanley Road near Natural
Bridge, Twitter feed, Facebook page or distributed their mailing list: East West Gateway Council of
Governments (EWG), Hudson and Associates, Metro, Citizens for Modern Transit (CMT), St. Louis
County, St. Louis City, Village of Shiloh, East St. Louis Mayor, City of Fairview Heights.
meeting times.
The meeting location was held at the Jackie Joyner-Kersee Center. The meeting location was disability
accessible and located within walking distance of the Jackie Joyner-Kersee station on MetroLink. Meeting
times were 5:30-7:30 PM.
Appendix | A-35
We did not receive any requests or complaints concerning discrimination issues. However, the consultant
raised.
KWMU News interview
KMOX radio interview
St. Louis Post-Dispatch calendar announcements and press release section
Belleville-News Democrat
were in attendance.
A-36 | Appendix

St. Louis, Missouri
St. Louis TOD Study - Emerson Park and Jackie

Joyner-Kersee Metrolink Stations
Online Survey Results
1. What would you like to see as a result of this station area planning effort? (choose your
top three)
Rating
Choice 1
Choice 2
Choice 3
0.0% (0)
0.0% (0)
0.0% (0)
100.0% (1)
0.0% (0)
0.0% (0)
Parks, plazas, libraries, and the like
0.0% (0)
0.0% (0)
0.0% (0)
Places to shop and get groceries
0.0% (0)
0.0% (0)
0.0% (0)
0.0% (0)
0.0% (0)
100.0% (1)
0.0% (0)
0.0% (0)
0.0% (0)
More people riding transit
0.0% (0)
0.0% (0)
0.0% (0)
Fewer cars and traffic
0.0% (0)
100.0% (1)
0.0% (0)
More housing
0.0% (0)
0.0% (0)
0.0% (0)
None of the above
0.0% (0)
0.0% (0)
0.0% (0)
Places to eat and drink

More local job opportunities
Services like daycare centers or

doctor's offices
Better connections to bicyclists and
walkers
Count
answered question
skipped question
1 of 18
Appendix | A-37
2. What I dislike most about this MetroLink station is the following (choose all that apply)
Response
Response
Percent
Count
This station is hard to find
0.0%
I feel unsafe
100.0%
Driving there is difficult
0.0%
0.0%
I can't walk there easily
100.0%
I can't bike there
100.0%
100.0%
100.0%
0.0%
0.0%
answered question
skipped question
Bus connections to the station are

poor
There is no place to eat or drink

nearby
There are no stores or services
nearby
Using MetroLink is too expensive
It takes too long to get anywhere
on MetroLink from this station
A-38 | Appendix

St. Louis, Missouri
2 of 18
3. The top three things I want to see at this MetroLink station are (rank your top three)
Rating
Choice 1
Choice 2
Choice 3
Better bus connections
0.0% (0)
0.0% (0)
0.0% (0)
Better bike connections
0.0% (0)
0.0% (0)
0.0% (0)
Better pedestrian connections
0.0% (0)
0.0% (0)
0.0% (0)
0.0% (0)
0.0% (0)
0.0% (0)
0.0% (0)
100.0% (1)
0.0% (0)
100.0% (1)
0.0% (0)
0.0% (0)
0.0% (0)
0.0% (0)
100.0% (1)
0.0% (0)
0.0% (0)
0.0% (0)
100.0% (1)
0.0% (0)
0.0% (0)
For this station area to feel more

like part of the neighborhood
For it to feel safer
To project a better image of the
community
To have more kinds of housing
around it
To have better shops and
restaurants
To connect to more jobs
Count
Other (please specify)
answered question
skipped question
Appendix | A-39
3 of 18
4. Regarding parking spaces at this MetroLink station, there are (choose one)
Response
Response
Percent
Count
Too many
100.0%
Just enough
0.0%
Sometimes not enough
0.0%
Usually not enough
0.0%
I don't know
0.0%
answered question
skipped question
5. Regarding economic growth, planning for this station area should focus on (choose one)
Response
Response
Percent
Count
Supporting or encouraging
growth of mom and pop
100.0%
0.0%
0.0%
0.0%
answered question
skipped question
businesses
Supporting visitation to the region
(including tourism)
Using transit to attract companies
from outside the region
None of the above
A-40 | Appendix

St. Louis, Missouri
4 of 18
6. The most environmental issues for this station area are (rank your top three)
Rating
Choice 1
Choice 2
Choice 3
0.0% (0)
0.0% (0)
0.0% (0)
100.0% (1)
0.0% (0)
0.0% (0)
0.0% (0)
0.0% (0)
0.0% (0)
Renewable energy
100.0% (1)
0.0% (0)
0.0% (0)
Stormwater runoff
100.0% (1)
0.0% (0)
0.0% (0)
Shade and trees
100.0% (1)
0.0% (0)
0.0% (0)
0.0% (0)
0.0% (0)
0.0% (0)
answered question
skipped question
Noise
Air quality
Water quality / water pollution
I don't know
Count
Appendix | A-41
5 of 18
7. Regarding aesthetic issues, planning for this station area should focus on (choose one)
Providing public art around the

station area
Response
Response
Percent
Count
0.0%
0.0%
100.0%
0.0%
0.0%
0.0%
answered question
skipped question
Improving the quality of

streetscapes around the station
area
Improving the appearance of
buildings around the station
area
Improving the appearance of park /
open space amenities or
connections
Improving the appearance of
parking areas in the station area
I don't know, I would like to learn
more
A-42 | Appendix

St. Louis, Missouri
6 of 18
8. I would be in favor of the following types of land uses around this MetroLink station
(choose all that apply)
Response
Response
Percent
Count
Offices
100.0%
Entertainment
100.0%
Restaurants
100.0%
Retail
100.0%
100.0%
100.0%
100.0%
Hotel / lodging
100.0%
Light industrial uses
0.0%
answered question
skipped question
Educational facilities (K-12,

College, technical school, etc.)
Places of worship
Civic buildings (libraries,
community centers,
governmental centers, etc.)
Appendix | A-43
7 of 18
9. I would be in favor of the following types of residential uses around this MetroLink station
(select all that apply)
Response
Response
Percent
Count
Single family detached homes
0.0%
Duplexes
100.0%
Townhomes
100.0%
100.0%
100.0%
0.0%
answered question
skipped question
Multi-story condominiums (for

sale)
Apartments (for rent)
I am not in favor of having
residential uses around this station
A-44 | Appendix

St. Louis, Missouri
8 of 18
10. I would be in favor of the following types of retail around this station area (select all that
apply)
Grocery stores
Big box retailers (Walmart,
Target, Kohls, etc.)
Convenience retail (sandwich
shops, dry cleaners, bank, etc.)
Neighborhood retail (florists,
book stores, gift shops, etc.)
Response
Response
Percent
Count
100.0%
100.0%
100.0%
100.0%
answered question
skipped question
Appendix | A-45
9 of 18
11. I would be in favor of the following type of entertainment uses around this station area
(select all that apply)
Response
Response
Percent
Count
Movie theaters
100.0%
Comedy clubs
100.0%
Bars / taverns
100.0%
100.0%
Amphitheaters
100.0%
Dance halls / night clubs
100.0%
0.0%
answered question
skipped question
Family entertainment centers

(arcades, game centers, etc.)
I am not in favor of entertainment

uses near this station
A-46 | Appendix

St. Louis, Missouri
10 of 18
12. I would be in favor of the following type of development around this station area (choose
one)
Conventional suburban
development
Mixed-use development oriented
around a "Main Street"
Large format, regional uses (retail
or business parks)
None of the above
I don't know, I would like to learn
more
Response
Response
Percent
Count
0.0%
100.0%
0.0%
0.0%
0.0%
answered question
skipped question
Appendix | A-47
11 of 18
13. I would be in favor of exploring the following "Complete Streets" strategies for 25th St.
and St. Clair Ave. near the station area (choose all that apply)
Conversion of traffic lanes to

accommodate bike facilities
Installing bike lanes or paths
along the side of the road
Response
Response
Percent
Count
100.0%
100.0%
100.0%
100.0%
100.0%
100.0%
0.0%
answered question
skipped question
Using a travel lane, or the

shoulder, for express bus
service
Installing public art to improve
the corridor's appearance
Installing improved signage and
wayfinding
Installing benches, trash cans,
and other streetscape elements
None of the above
A-48 | Appendix

St. Louis, Missouri
12 of 18
14. I envision this station area evolving to represent the following (choose one)
Continued, existing patterns of

development and land uses
Response
Response
Percent
Count
0.0%
100.0%
0.0%
0.0%
answered question
skipped question
A neighborhood center with

retail / office uses serving the
community
A regional center serving the Metro
East area
None of the above
Appendix | A-49
13 of 18
15. I would be in favor of the following development strategy around this station area
(choose all that apply)
Response
Response
Percent
Count
Allow current transportation and

land use plans to guide
0.0%
0.0%
100.0%
100.0%
100.0%
0.0%
answered question
skipped question
development
Do not alter existing regulations,
but focus on improving biking and
walking here
Revise zoning to allow a wider
range of land uses
Revise zoning to allow higher
density development
Implement design guidelines to
create a desired look or feel for
new development
None of the above
A-50 | Appendix

St. Louis, Missouri
14 of 18
16. I would be in favor of the following types of public investment in development around
this station area (choose all that apply)
Investment in roads servicing
Response
Response
Percent
Count
100.0%
0.0%
0.0%
100.0%
100.0%
100.0%
100.0%
None of the above
0.0%
I don't know
0.0%
answered question
skipped question
the station area

Investment in utilities servicing the
station area
Investment in parking lots around
the station area
Investment in civic facilities
(libraries, community centers,
etc.)
Investment in parks, open space,
and trails
Subsidies (such as tax
incentives) to support private
development
Purchasing or assembling land
to facilitate new development
Appendix | A-51
15 of 18
17. I would be in favor of local jurisdictions altering their regulations to allow greater levels
of density at this station area (choose one)
Response
Response
Percent
Count
Yes
100.0%
No
0.0%
I don't know
0.0%
answered question
skipped question
18. How did you learn about this survey / planning process (select all that apply)
Response
Response
Percent
Count
TV interview
0.0%
Radio
0.0%
Mailing
0.0%
Email
0.0%
100.0%
Another website
0.0%
Poster
0.0%
Announcement at another meeting
0.0%
answered question
skipped question
Project website
(www.stlouistod.com)
A-52 | Appendix

St. Louis, Missouri
16 of 18
19. Where do you live? (choose one)

Response
Response
Percent
Count
Fairview Heights
0.0%
East St. Louis
0.0%
Swansea
0.0%
0.0%
0.0%
100.0%
0.0%
answered question
skipped question
Response
Response
Percent
Count
Elsewhere in Metro East (Illinois

side)
St. Louis City
Elsewhere in the St. Louis
region (Missouri side)
Other
20. The following indicates my current age (choose one)
Under 18
0.0%
18 - 24
0.0%
25 - 34
100.0%
35 - 49
0.0%
50 - 64
0.0%
65 - 79
0.0%
80+
0.0%
answered question
skipped question
Appendix | A-53
17 of 18

Emerson JJK Station Area Plan

Cargado por

Información del documento

Derechos de autor

Formatos disponibles

Compartir este documento

Compartir o incrustar documentos

Opciones para compartir

¿Le pareció útil este documento?

¿Este contenido es inapropiado?

Copyright:

Formatos disponibles

Emerson JJK Station Area Plan

Cargado por

Copyright:

Formatos disponibles

EMERSON PARK / JACKIE JOYNER-KERSEE

STATION AREA PLAN

Emerson Park / Jackie Joyner-Kersee Station Area Plan

Page intentionally left blank

EMERSON PARK / JACKIE JOYNER-KERSEE STATION AREA PLAN

Page intentionally left blank

STATION AREA ANALYSIS/

Station Area Analysis / Existing Conditions | 5

Station Area Analysis/Existing Conditions

Streams and Floodplains

The under-utilized Emerson Park MetroLink

Bike and Pedestrian Environment

EMERSON PARK / JACKIE JOYNER-KERSEE STATION AREA PLAN

of these improvements is a level of service analysis (LOS). As it relates to the pedestrian

Neighborhoods in East St. Louis

8 | Station Area Analysis / Existing Conditions

EMERSON PARK / JACKIE JOYNER-KERSEE STATION AREA PLAN

MetroLink Station Boardings

Existing Zoning and Entitlement Considerations

Station Area Analysis / Existing Conditions | 9

Suitability for TOD

EMERSON PARK / JACKIE JOYNER-KERSEE STATION AREA PLAN

Station Area Analysis / Existing Conditions | 11

Page intentionally left blank

jackie joynerkersee center

Design Workshop, 2013

Station Area Analysis / Existing Conditions | 13

Page intentionally left blank

EMERSON PARK [SITE ANALYSIS]

MetroLink Station Area Profile*

Average Monthly Boardings | 22,500 (MetroLink Station Average = 36,500)

Physical Barriers to Development | Access to the surrounding station

Katherine Dunham Museum

Regulatory Barriers to Development | Zoning around the station

The I-64 corridor may create a barrier

1/2 MILE RADIUS STUDY AREA

METROLINK RED/BLUE LINE

VACANT PARCELS OVER 10 ACRES (1 TOTAL)

METRO OWNED PARCEL (25.58 ACRES)

STATION | EMERSON PARK [CITY OF EAST ST. LOUIS]

AVERAGE DAILY TRAFFIC

SIT ORIENTED DEVELOPMENT STUDY

DRAFT: JUNE, 2012

Station Area Analysis / Existing Conditions | 15

Page intentionally left blank

JACKIE JOYNER KERSEE (JJK) [SITE ANALYSIS]

Average Monthly Boardings | 13,100 (MetroLink Station Average = 36,500)

- jones hall park

il american water co.

Regulatory Barriers to Development | Zoning around the station currently

Physical Barriers to Development | Interstate 64 limits connectivity to

Jackie Joyner-Kersee Center400

There is a lot of vacant land in

Large I-64 right-of-way

1/2 MILE RADIUS STUDY AREA

CULTURAL PLACE OF INTEREST

AVERAGE DAILY TRAFFIC

STATION | JACKIE JOYNER-KERSEE [CITY OF EAST ST. LOUIS]

DRAFT: JUNE, 2012

ORIENTED DEVELOPMENT STUDY

Station Area Analysis / Existing Conditions | 17

Page intentionally left blank

Existing Conditions Analysis

jackie joynerkersee center