City of St. Louis

Transportation & Mobility Plan

of the Comprehensive Plan

Adopted by the City of St. Louis Planning Commission as the transportation element of the Comprehensive Plan on November 12, 2025.

Planning & Urban Design Agency of St. Louis

2025 St. Louis, Missouri

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Table of Contents

Executive Summary ........................................................................................................................ 7

01: Introduction ............................................................................................................................. 9

Purpose of the Plan .......................................................................................................................... 10

Vision, Themes, and Goals .............................................................................................................. 18

Who Will Use the TMP and How Will They Use It?........................................................................... 32

How was the TMP Created?............................................................................................................. 37

Qualities of the TMP......................................................................................................................... 38

What the TMP Can and Can’t Do .................................................................................................... 50

02: Engagement Summary.......................................................................................................... 55

Community Engagement Overview .................................................................................................. 57

Outreach Methods (Summer and Fall 2024) .................................................................................... 60

Outreach Feedback and Integration in the TMP (Summer and Fall 2024) ....................................... 71

Outreach Methods (Spring and Summer 2025)................................................................................ 75

Outreach Feedback (Spring and Summer 2025) .............................................................................. 76

03: Safety Action Plan ................................................................................................................ 83

Fifty by Fifty - A Goal for Fatal and Serious Crash Reduction ......................................................... 85

Data-Driven Safety Analysis and Improvements.............................................................................. 86

Equity Analysis.................................................................................................................................. 101

Policy Initiatives................................................................................................................................ 101

Education, Programming, and Enforcement Initiatives.................................................................... 102

04: Street Design Framework .................................................................................................... 109

What is a Street Design Framework (SDF)?.................................................................................... 110

Purpose - Why Does a Street Design Framework Matter? ............................................................. 111

How is the SDF Different from What Was Done in the Past?.......................................................... 111

How is the SDF Different from Street Design Guidelines ................................................................ 113

Street Transportation Function and Land Use Context ................................................................... 113

Who Should Use the SDF?.............................................................................................................. 116

Table of Contents (continued)

St. Louis Street Design Process ................................................................................... 117 Strategies and Design Elements.................................................................................. 124 Street Type Guidelines.................................................................................................. 154 Street Design Framework Implementation.................................................................. 228 Frequently Asked Questions......................................................................................... 230 05: Connectivity and Mobility Framework............................................................... 233 Multi-Modal Integration................................................................................................ 234 Accessibility for All....................................................................................................... 252 Mobility as Service ....................................................................................................... 254 Regional Collaboration.................................................................................................. 254 06: Policy and Ordinance Revisions........................................................................... 257 Peer Practices............................................................................................................... 259 Issues and Updates....................................................................................................... 260 Asset Management, Data Sharing, and Transparency ............................................... 288 Staffing .......................................................................................................................... 294 07: Implemenation Plan.............................................................................................. 299 Funding Strategy........................................................................................................... 301 Performance Metrics and Annual Reporting ............................................................... 313 08: Conclusion ............................................................................................................. 321 Reinforcing the Vision .................................................................................................. 323 Call to Action................................................................................................................. 323 09: Acknowledgments ................................................................................................. 325

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Executive Summary

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CITY OF ST. LOUIS TRANSPORTATION & MOBILITY PLAN

EXECUTIVE SUMMARY

The City of St. Louis has developed a forward-looking Transportation and Mobility Plan (TMP) to guide the evolution of its transportation network into a safer, more connected, and more equitable system. This plan reflects a shared vision shaped by community voices, agency collaboration, and commitment to multimodal access for all residents.

At its core, the TMP sets out to unify transportation efforts across the City, ensuring that every project aligns with broader city goals. It emphasizes the importance of safety, connectivity, and maintenance and operations while also recognizing the need for flexibility and responsiveness to community needs.

Safety is a foundational pillar of the TMP. Through the Safety Action Plan, the city adopts an approach that acknowledges shared responsibility among planners, engineers, and users. This approach is designed to proactively reduce traffic fatalities and serious injuries, and it aligns with a growing national consensus in urban areas that safety must be centered in transportation planning, design, and operations.

The Street Design Framework introduces a context-sensitive strategy for designing streets that serve their intended purpose while supporting surrounding land uses. It prioritizes safety and multimodal access, ensuring that people walking, riding bikes, taking transit, and driving cars can all navigate the city comfortably and efficiently. The framework offers a tiered system of design recommendations tailored to each street type’s function and modal priorities.

Connectivity is another key focus. The TMP outlines a comprehensive framework for improving mobility across all modes of transportation. It calls for expanded pedestrian infrastructure, an intentional and continuous bike network, and better integration of transit facilities to support first-mile/last-mile connections.

To support these goals, the plan recommends updates to city policies and ordinances. These revisions aim to institutionalize best practices, clarify engineering standards, and create dedicated roles to oversee signal timing, public engagement, and multimodal planning. Peer city comparisons help tailor these recommendations to St. Louis’s unique context.

Implementation is addressed through a strategic roadmap that links vision to action. The TMP outlines steps for project delivery, funding alignment, and performance tracking. It encourages transparency and collaboration, recognizing that success depends on the collective efforts of city staff, elected officials, residents, and partner organizations.

Ultimately, the TMP is a living document. One that will evolve as the city grows and as new challenges and opportunities emerge. It invites all stakeholders to participate in shaping a transportation system, where all residents, regardless of age, ability, or mode of travel, can move safely and confidently through St. Louis.

01 Introduction

“Streets are indispensable to the proper function of a City.” -City of St. Louis 1948 Major Streets Plan

“There is a time for departure even when there’s no certain place to go.”

• Tennessee Williams

“When you come to a fork in the road, take it.”

• Yogi Berra

“Home is everything you can walk to.”

• Rebecca Solnit

CITY OF ST. LOUIS TRANSPORTATION & MOBILITY PLAN

Purpose of the Plan

St. Louis is a city in motion—shaped by its history, defined by its neighborhoods, and driven by the aspirations of St. Louisans. As St. Louis strives to provide an excellent quality of life for all residents throughout its vibrant, unique, and diverse neighborhoods, it is important to increase efforts to enhance the city’s transportation network so that everyone in St. Louis can safely, comfortably, and conveniently travel throughout the city.

The Transportation and Mobility Plan (TMP) is a guiding document for a comprehensive strategy to guide transportation investments and policies, ensuring that all residents, businesses, and visitors can benefit from investments in St. Louis’ mobility systems. The TMP asks not just how we move, but why—and toward what kind of future.

The completion of the TMP gives the City of St. Louis a chance to embrace a new approach to how it thinks about transportation, by focusing on better designs for vulnerable road users, incorporating updated nationally recognized best practices, and utilizing new technologies. The TMP ensures the city remains competitive and responsive to evolving mobility needs, while meeting the needs of today’s residents.

St. Louis has played a pivotal role in national transportation, from its origins as a river city and railroad hub to the development of the Interstate Highway System. These regional and national transportation patterns undoubtedly shaped the City’s local transportation network, which once was oriented to accessing bodies of water, then to railroads and streetcars, followed by serving cars and personal vehicles. More recently, a need to better serve people traveling outside of cars has been recognized.

Many major streets in St. Louis were built or redesigned in the 20th century to accommodate higher volumes of cars and serve a larger population. As a result, many streets today are overbuilt for current traffic volumes and community context, and do not meet the needs and desires of today’s residents for safety and accessibility. There is a great opportunity to rebalance streetscapes and space in the public right-of-way to better fit community priorities and provide room for a wide array of amenities that contribute to a high quality of life.

Transportation & Mobility Plan 11

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INTRODUCTION

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(Top to Bottom) Two streetcars spotted on Olive and 17th streets in St. Louis, 1963, photo courtesy of Roger Puta. Grand Avenue (Circa 1950) Courtesy: russellwillsonjr https://www.reddit.com/r/StLouis. St.Louis, Missouri, USA, 1974 Eads Bridge.

Centering Planning in Transportation Investments

Past transportation planning and investment in St. Louis is the basis on which the fabric of the city has developed and evolved for more than two-hundred years. The 1948 Major Streets Plan contains many of the transportation elements by which we understand St. Louis today. That plan also anticipated the interstate highway system, which would begin development a decade later. However, it has been decades since the City of St. Louis has adopted a new, citywide transportation plan. The TMP marks a pivotal step in shaping the future of mobility for the heart of the region. For any city, a transportation plan should be a core element of a city’s comprehensive plan and decision-making process. In recent years, many peer cities have developed new transportation and mobility plans which are actively shaping their built environments. These plans are being used to drive investments in transit, pedestrian and bicycle infrastructure, and roadway safety improvements.

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St. Louis currently has approximately 1,100 centerline miles of public streets, around 2,000 miles of sidewalks and pathways, over 200 miles of various types of bike facilities, two light rail lines in the City of St. Louis with 13 of the 38 system stations, more than 30 bus routes which serve all portions of the City of St. Louis, and an additional four which provide service to Illinois, and 75 municipal bridges. On any given day hundreds of thousands of people travel millions of miles across this network contained within the 62 square mile footprint of the City of St. Louis.

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INTRODUCTION

Maintaining today’s system, and planning for its ongoing evolution, are core responsibilities of local government. Many departments and elected offices play varied roles in planning, funding, building, administering, and maintaining the City’s infrastructure. The Street Department largely focuses on maintenance and operations, dealing with everything from street repaving, traffic signal updates, winter storm preparation, and administering the 50/50 sidewalk program. The Board of Public Service oversees all capital projects and programs, ranging from ward capital funded spot repairs to major investments that replace bridges and require federal grant funding to complete. But these are not the only departments which have an influence on the system. Elected officials set budgets and are involved with approving funding and contracts. Alderpeople initiate many smaller investments. A medium-sized project may involve dozens of local staff and elected officials and the sign-off of a minimum of four departments and boards, while a major project will also involve state regulatory review.

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• Streets
• BPS
• Elected Officials (Alderpeople)

Compared to most transportation or public works agency approaches, St. Louis has been less programmatic in transportation maintenance and improvement programs, such as repaving or sidewalk reconstruction. Rather than consistent, annual programs for paving and other street improvements based on established priorities, an ad hoc approach to selecting locations for investment has prevailed. Additionally, revenue streams dedicated to system maintenance and improvements have often not been sufficient to maintain the existing system. While many investments have been made, they have not always been tied to established goals or outcomes.

With this TMP, St. Louis is positioning itself to learn from typical best practices around the country while crafting a plan tailored to suit unique local needs and aspirations. All of the elements of the TMP combine to create a vision for enhanced mobility for years to come.

Specific information related to capital budgeting and staffing is included in Chapter 6 - Policy and Ordinance revisions.

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Integrating Transportation and Land Use Planning & the City of St. Louis Strategic Land Use Plan (SLUP)

The TMP is not a standalone effort, it is informed by the city’s recently re-imagined Strategic Land Use Plan (SLUP), recognizing that transportation and land use are deeply interconnected. A city’s development patterns shape travel demand, while transportation infrastructure influences how and where development occurs. For example:

• Walkable neighborhoods and transit access reduce dependence on cars and encourage compact, mixed-use development.
• Compact and mixed-use development improves the fiscal health of a City, which in turn allows the City of St. Louis to provide more high-quality public services.
• Strategic roadway investments can improve freight movement, supporting business growth and job access.
• Bicycle and pedestrian networks enhance connectivity between residential areas, job centers, and public spaces, fostering economic activity and healthier communities.
• A continuous and accessible sidewalk network allows all residents to access amenities and services regardless of ability or stage in life.

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The City of St. Louis engaged in an 18-month process to re-imagine its Strategic Land Use Plan (SLUP) while the TMP process was ongoing, and the SLUP was formally adopted by the City of St. Louis Planning Commission in February 2025 as the central component of the City’s Comprehensive Plan. The SLUP represents a vision for the development patterns residents want in the future, laying the foundation for decisions the City will make about land use.

Based on the input received from the public, as well as the vision for growth within the City, the SLUP was developed around five key qualities. These key qualities are:

The SLUP is Yours

The experiences, expertise and dreams of the people of St. Louis guided the SLUP in its creation and will continue to shape its impact for years to come.

The SLUP is Urban

People want to live in areas that are walkable and where they feel connected to neighbors and history; the SLUP calls to strengthen and rebuild those qualities across 62 square miles of the City.

The SLUP is Optimistic (Yet Realistic)

St. Louis faces many challenges, but overall residents are optimistic about its future. The SLUP takes the optimistic view that change is possible, including stabilizing or growing the city’s population

The SLUP is Strategic

The SLUP uses the wisdom of residents, data about the City and insights from other recent planning efforts to prioritize what should be built where.

The SLUP is Implementable

The SLUP sets a long term vision that is also a robust tool for helping catalyze change and development in St. Louis.

In addition to these key qualities, the SLUP has three core elements. The core elements include: the vision and goals for land use; the land use designations and guidelines; and the future land use map.

By aligning with the SLUP, the TMP ensures that transportation policies support broader urban development goals, including housing affordability, economic opportunity, access to amenities, connected neighborhoods, environmental sustainability, and neighborhood revitalization. This coordination allows for decision-making that supports a more livable and resilient St. Louis which better meets the desires expressed by residents.

2025 Strategic Land Use Plan

of the Comprehensive Plan

The map assigns a specific land use designation to each parcel of land in St. Louis City based on the shape, size, and future aspiration for that location. The map may be updated from time to time to reflect changes to the aspiration for specific areas, which might be raised by newly-adopted neighborhood plans, major changes in ownership or use, or other relevant changes in conditions.

The table below gives us a guidance explanation of each designation in the SLUP. Those designations are defined by the form of the buildings—the how tall they can be and where the parking is located for each of these areas (including height, setbacks, and parking location). In a number of instances, these should be viewed as general guidelines rather than strict maximums for height and units per building; more than there may be many smaller buildings in areas with this designation.

SLUP Designation Categories

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Vision, Themes, and Goals

The future of transportation is certain to bring change, new technologies and changing demands for how people want to move around their city. The future of mobility in St. Louis is rooted in the City’s evolving need for a transportation system that better reflects the values and desires of the residents.

Central to this vision is the goal of creating a more connected city, where all neighborhoods—from the north to south, downtown to the west—benefit from cohesive and reliable transportation options. The future of St. Louis should feature integrated systems that reduce travel times and increase convenience, with multimodal connections that allow seamless transfers between walking, cycling, transit, and rideshare services. In particular, the expansion and modernization of public transit should play a vital role, helping to reduce car dependency while improving accessibility to jobs, healthcare, education, and recreation.

Equity is another driving force behind this vision of a new era of mobility. Historically underserved communities must be prioritized in transportation planning and investment to ensure that everyone, regardless of income, age, or ability, has access to safe and affordable mobility options. From ADA-compliant sidewalks and crosswalks to bike lanes and frequent, reliable transit service, the city’s infrastructure must reflect the needs of all users. Meaningful community engagement and data-informed decision-making can help ensure that investments close mobility gaps rather than reinforce them.

The vision for mobility was shaped by thousands of St. Louis residents who expressed their values and experiences related to infrastructure investment and transportation solutions as a part of the TMP planning process. For more information on the community engagement process which helped guide the development of the TMP, see Chapter 2.

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Transportation & Mobility Plan 19

The Vision

“To create a safe, connected, and well-maintained transportation network that enhances quality of life, fosters equitable mobility options, and supports sustainable growth in the City of St. Louis.”

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The Themes

The three themes which guide the TMP are safety, connectivity, and the maintenance and quality of the built environment. These themes can guide future decision making to bring St. Louis closer to realizing its potential. They were developed through an inclusive engagement plan, which sought input from all St. Louis residents. The TMP team particularly sought to engage with vulnerable road users and people who may not have the ability to own or operate a car, as groups who have frequently been under-represented in transportation planning historically. These themes shape a more proactive approach to transportation planning and design, which better reflects the needs and desires of today’s residents, as well as the vision for mobility in St. Louis.

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Safety Prioritizing the safety of all transportation users, including pedestrians, cyclists, transit riders, and drivers.

The TMP is focused on safety for the following key reasons:

• People should not risk death or life altering injury simply by navigating through their environment. All humans are prone to make mistakes, but those mistakes in a travel context should not be deadly or life altering. Safety redundancies should be designed in streets and sidewalks to mitigate risk.
• Traffic violence disproportionately impacts BIPOC (Black, Indigenous, People of Color) in the City of St. Louis. Equitable transportation options must be rooted in Safety.
• Many residents are directly impacted by traffic violence. Approximately 25% of people living in the City of St. Louis (see Chapter 2 - Engagement for more summarized input, and appendix summary for full survey results) reported they know a loved one either killed or seriously injured in a car crash. These crashes can leave life-long impacts not just on the victims, but also on their family members and friends. Investments in safety improvements have a direct correlation to avoiding the most devastating impacts of car crashes and other risks while using the street.

2 Connectivity

Enhancing seamless, multi-modal connections within neighborhoods and across the city.

The TMP is focused on connectivity for the following key reasons:

• Connectivity creates a more complete transportation network where people can easily reach destinations by using one or multiple modes of transportation. Nearly 30% of trips in the United States are less than one mile in length. These are trips that can easily be accomplished while walking or wheeling if safe, accessible, and connected facilities exist.
• Wide roadways create physical and psychological barriers to travel across them. An overly wide roadway can separate neighborhoods and can be uncomfortable to travel along.
• Approximately 46% of households in the City of St. Louis own either one or zero vehicles. These residents need transportation options to get to work, school and access other services and amenities. The city’s street and sidewalk network should facilitate travel for those who can’t drive or don’t own cars, including children.
• St. Louis has a strong grid network of relatively small blocks and multiple route options. The grid network itself represents extensive past planning success and public investment to create. The grid is a public asset. However, over time, that grid network has been partially eroded through the implementation of street closures, right-of-way vacations, or infrastructure barriers. A focus on grid restoration and the future of street closures is important to better connectivity for all people.

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3 Maintenance and Quality

Ensuring long-term infrastructure resilience, reliability, and aesthetic appeal.

The TMP is focused on maintenance and quality for the following key reasons:

• Prioritizing maintenance ensures that transportation infrastructure—such as streets, bridges, sidewalks, and transit systems—remain safe and reliable for all users. Degraded pavement, aging sidewalks, or malfunctioning traffic signals increase the risk of crashes for drivers, cyclists, and pedestrians. Well-maintained infrastructure supports consistent and predictable travel conditions, reducing crashes, improving accessibility, and reducing the danger of infrastructure failure.
• Proactive maintenance is more cost-effective than delayed repairs or full system overhauls. By investing in regular upkeep, cities can extend the life of infrastructure and avoid higher costs associated with emergency fixes or complete replacements. Thoughtful maintenance planning and consistent capital budgeting allows for better resource allocation, ultimately saving taxpayer dollars while preserving critical public assets.
• A smooth and well-functioning transportation network improves user satisfaction and builds trust in public agencies and investments. It supports local economies by facilitating the efficient movement of people and goods. Well-maintained roads, sidewalks, and transit systems encourage business activity, reduce travel times, and help attract private investment, all of which contribute to the city’s long-term growth and competitiveness.

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The Goals

Safety, connectivity, and maintenance and quality as the three overarching themes all play an important role for improving mobility for all people in St. Louis. Each theme has tangible goals, which if implemented will result in a safer, better connected, and more mobile city.

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THEME: Safety

A safe transportation system for St. Louis is one where people do not risk death or life altering injury by simply navigating the city’s streets and sidewalks.

Residents responded that traffic violence has had a profound impact on their life. One-quarter of people living in the City of St. Louis reported that a loved one had been killed or seriously injured while traveling. People think this is unacceptable. Furthermore, residents overwhelming agreed that in current conditions, the City of St. Louis is not meeting the mobility needs of children. People want a St. Louis where everyone can safely travel, which means identifying safe and protected for facilities for people navigating our city outside of a private vehicle.

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*Percentages from the community-wide survey. Please see Chapter 2 for more information about the survey and other public engagement activites.

SAFETY GOAL 1

Reduce deaths and serious injuries 50% due to traffic violence by 2050 In recent history, safety-based goal setting has not been an integral component of transportation planning in St. Louis. St. Louis is now committed to significantly improving traffic safety by setting a bold goal to reduce deaths and serious injuries from traffic violence by 50% by 2050. This will be achieved through a variety of strategies and investments, particularly along high-injury corridors.

Safer street designs, which may include traffic calming, protected bike facilities, enhanced pedestrian crossings, and designs to improve driver safety can all reduce the number of injuries to people using the street. Even before the development of the TMP, many safety-oriented investments were already underway. The complete Safety Action Plan (located in the appendix) identifies corridors for future prioritization, and systematic safety and traffic calming treatments for city-wide deployment. The Safety Action Plan uses data-driven strategies and community input to identify the most effective interventions for saving lives and protecting vulnerable road users.

SAFETY GOAL 2

Improve safety and access for children and those with limited mobility. Safe streets are family friendly streets. St. Louis aims to create a network of low-stress, traffic-calmed streets that allow children to safely walk, bike, or roll between schools, parks, and their homes. By prioritizing infrastructure improvements such as speed humps, safer crossings, and designated school routes, the city can work to make neighborhoods more child-friendly, family-friendly, and supportive of independent mobility for all residents.

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*Percentage from the community-wide survey. Please see Chapter 2 for more information about the survey and other public engagement activites.

SAFETY GOAL 3

Design streets for their intended purpose

St. Louis is committed to reimagining key corridors which can be re-designed to better align with current traffic volumes, land use goals outlined in the St. Louis Land Use Plan (SLUP), and the TMP Street Design Framework. This approach will support safer, more useful streets by reallocating excess roadway space for improved pedestrian, bicycle, and transit infrastructure while maintaining necessary vehicle capacity.

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SAFETY GOAL 4

Curb reckless driving and create efficiencies for people traveling through modernized technologies

St. Louis aims to invest in modern traffic technology, including smart traffic signals, speed cameras, and red light cameras, to enhance roadway safety by reducing reckless driving. Investments in technology can also reduce travel delays for all users by optimizing traffic flow and reducing crossing wait times.

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*Percentage from the community-wide survey. Please see Chapter 2 for more information about the survey and other public engagement activites.

THEME: Connectivity

A connected St. Louis is one where everyone in St. Louis can travel safely and comfortably between neighborhoods and across the City.

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Residents overwhelmingly supported the idea that everyone should be able to travel safely and comfortably around the City of St. Louis. The opportunity exists to re-imagine how space is used on many streets in St. Louis. 76% of residents responded they are willing to add some level of travel delay to their drive if it meant that more people who do not own or have access to a vehicle could more safely travel around the City. Residents also noted that several neighborhoods have untapped potential due to a lack of connectivity to surrounding areas. A focus on interconnecting assets in St. Louis through enhanced mobility can help improve connectivity to these neighborhoods and help them reach their full potential.

CONNECTIVITY GOAL 1

Prioritize ADA transition plan implementation and focus on accessible connections for all St. Louis residents Consistent, programmatic implementation of the ADA Transition Plan is a top priority to ensure that all residents with diverse mobility needs and experiences can navigate the city safely and independently. Over time, all rights of way should be accessible to all users. Accessibility can only be achieved with deliberate, proactive, and consistent investment in accessibility, both as a standalone activity and as a component of all project design. Every transportation project, program, and practice should be oriented to emphasize improvements to accessibility.

CONNECTIVITY GOAL 2

Proactively build and maintain a continuous and accessible sidewalk network across St. Louis Most streets in St. Louis were originally constructed with sidewalks, and the framework for a continuous sidewalk network exists. However, over decades, the various sidewalk repair programs, which partially relied on resident initiation, have not created a consistent and equitable level of maintenance and accessibility. While continual investments have been made in the past, the goal has not been to achieve a complete, consistent, and predictable sidewalk network across the entire city within a defined period of time. Moving forward, this should be the goal that guides sidewalk investment into the future.

CONNECTIVITY GOAL 3

Continue to expand the cycling and greenway network to safely connect destinations across the city

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While streets, sidewalks, and public transit all have histories dating back a century or more, bike facilities and trail networks are a more recent development. Little to no thought was given to these amenities prior to the 1990’s. In recent decades cities have made significant progress in building bike facilities, greenways, and multi-use trails, which give residents a safe way to travel through their cities and expand the public space available for active transportation and recreation. These facilities are not just for cycling, they are as likely to be used for walking, running, and rolling, and their construction often also creates safety benefits in the corridors they are built. Expanding and completing these networks can have enormous quality of life benefits for residents and have a major impact on community identity.

CONNECTIVITY GOAL 4

Continue to support the delivery and expansion of quality transit and other mobility services

For many residents, transit service or on-demand public mobility services like Call-A-Ride, are a critical link to employment, education, and essential services. As the heart of the region, St. Louis is at the geographic center of existing transit services, including Metrolink and the extensive Metro Transit bus system. However, an emphasis on reliable, consistent service can improve ridership and rider satisfaction. Expanding high-frequency service in key corridors can alter travel habits and make transit an easy choice for residents. Permanent investment in high-capacity transit corridors can drive economic investment and population growth. Expanding Metrolink or comparable BRT service can dramatically enhance the convenience and usefulness of the existing light rail system for residents and visitors.

CONNECTIVITY GOAL 5

Reduce or mitigate existing infrastructure barriers and avoid creating new barriers

Many types of necessary infrastructure can create barriers to connectivity. Infrastructure like highways, railroads, interchanges, and overpasses can prevent people and vehicles from crossing to reach neighborhoods, as well as land uses like large parcels or parks that do not have through access (a way to cross easily). Over time, the original connections of the street network have been partially eroded through the development of new highways, property consolidations, street and right-of-way vacations, and formal and informal street closures. An efficient street network has many intersections and options for connectivity for everyone, no matter the type of transportation they use.

THEME: Maintenance and Quality

A transportation system built and maintained in a way that ensures long-term infrastructure resilience, reliability and aesthetic appeal will improve quality of life and resident satisfaction in St. Louis.

Residents overwhelming responded that consistent maintenance is a top concern facing the City’s transportation network (73% of survey respondents), followed by construction impacts (torn up streets, poor state of repair) which 65% of respondents reported is an issue. Additionally, the public reported that improving major roadways and maintaining existing infrastructure are among the top priorities for transportation investment. Investment in infrastructure is a visible indicator of neighborhood vibrancy, and better maintained transportation facilities will lead to increased mobility and higher quality of life.

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MAINTENANCE & SAFETY GOAL 1

Implement asset management for more proactive decision making about transportation infrastructure Aside from bridges, St. Louis has typically not followed a programmatic, asset management-based approach to maintaining infrastructure. This type of approach treats asset management as a continuous, strategic program rather than a one-off project or event using data and performance metrics ultimately improving effeciency, transparency, and long-term asset sustainability. St. Louis should pivot to a programmatic maintenance and improvement program on a five- to ten-year timeframe, especially for major roadways. A clear and proactive approach to asset management will result in more consistently maintained infrastructure and a clearer picture of funding needs. An asset management plan also permits more proactive, long-range planning, and more reliable communication to residents about future projects.

MAINTENANCE & SAFETY GOAL 2

Put major roadways on a repaving schedule and allocate citywide capital to this activity each year The City of St. Louis has 180 miles of principal arterials and minor arterials, comprising about 15% of the City’s roadway network. By agreement, MoDOT maintains 38 miles of these roadways in six corridors. Roughly 31 miles of this network will be repaved in 2025 and 2026 through already committed ARPA funding. This leaves 109 miles of principal and minor arterials which should be put on an asset maintenance schedule over the next decade to twelve years. This schedule would aim to repave at least ten miles of arterial roadway each year, to establish a maintenance and improvement schedule.

MAINTENANCE & SAFETY GOAL 3

Define parameters for durable pavement markings and other better-quality features High quality, durable pavement markings like thermoplastic, MMA, and similar materials can have a usable lifespan close to that of the underlying paving. While these materials are significantly more expensive, they also significantly reduce maintenance costs over their lifetime. Additionally, they enhance safety by maintaining a much higher degree of visibility for key pavement marking elements like stop bars, crosswalks, yield indicators, bike lane symbols and conflict zones, bus lanes, merge arrows, speed hump chevrons, and other important features. Many cities have moved to these materials as trends in transportation engineering have led to more pavement markings in many roadway designs. St. Louis is already using these materials on many projects. These should become standard practice on arterials as arterials move to a planned repaving schedule.

MAINTENANCE & SAFETY GOAL 4

Improve pavement and sidewalk restoration standards after utility and development work Unplanned pavement cuts and excavation are an unavoidable fact of life in a city with thousands of miles of aging underground utility lines. However, too often the restoration work does not return the street or sidewalk to a satisfactory condition or destroys and does not replace existing pavement markings. Holding all contractors working in the street (be they utility or development related) to higher standards of repair will improve street and sidewalk conditions, create a sense of care for public spaces, and improve resident satisfaction.

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Who Will Use the TMP and How Will They Use It?

The TMP serves as a guiding framework for a wide range of users, ensuring that transportation investments and policies align with the city’s long-term goals for accessibility, connectivity, maintenance, and economic growth. By addressing mobility challenges, optimizing connectivity, and prioritizing safety, the TMP provides a shared vision and strategic direction for decision-makers, residents, and key stakeholders.

The TMP is the vision for how people want to get around St. Louis now and in the future. Several stakeholders play an important role in implementation of the TMP.

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City Staff and Elected Officials

City of St. Louis staff play a key role in using the TMP to help prioritize projects, guide infrastructure development, and ensure policy aligns with the TMP. There are several departments that will use this document on a regular basis. These include:

1. Elected Officials Participating in Capital Planning and Prioritization
2. City of St. Louis Board of Public Service
3. City of St. Louis Street Department
4. City of St. Louis Planning and Urban Design Agency
5. St. Louis Development Corporation
6. City of St. Louis Parks and Forestry Division

The structure of city departments who design and deliver transportation projects is evolving. In November of 2024, city residents voted in favor of shifting some transportation responsibilities from the Board of Public Service to the Street Division, and re-naming it the Department of Transportation. This change will go into effect in 2029. Regardless of which department has jurisdiction for a particular responsibility, the vision, values, and goals identified in the TMP should continue to guide each department in its responsibilities.

City staff can use the TMP to assist with:

• Identify funding opportunities for transportation improvements.
• Ensure new transportation projects align with the TMP, SLUP and community priorities.
• Make data-driven decisions on street design, traffic management, and multimodal infrastructure.
• Support policies that enhance equity, safety, and accessibility across the transportation network.
• Maintaining information related to the High Injury Network and safety improvements.
• Scoping projects that are in alignment with the Street Design Framework
• Better communicating with the public about infrastructure projects in all phases (unfunded, planning, design, construction, post-construction.

Infrastructure Stakeholders and Partner Agencies

Regional transportation partners, including the Missouri Department of Transportation (MoDOT), Great Rivers Greenway (GRG), Bi-State / Metro Transit, and East-West Gateway Council of Governments (EWG), should look to the TMP to coordinate infrastructure investments and improve regional mobility. These agencies use the TMP to:

• Align regional and local transportation priorities.
• Plan and fund multimodal projects, such as roadway improvements, coordinated transit improvements, and greenway connections.
• Enhance mobility across municipal boundaries through collaborative transportation planning.
• Coordinate future projects with goals identified in the TMP, specifically by street type as identified in the street design framework.

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Residents

For St. Louis residents, the TMP serves as a roadmap for a more connected, safe, and accessible city. Community members can use the TMP to:

• Track planning level goals for streets across the city.
• Understand feasible design elements and tradeoffs for different kinds of streets.
• Engage with city officials and provide feedback on transportation priorities and needs.

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Developers

Private developers and businesses can use the TMP to plan projects that align with the city’s transportation vision. The TMP helps them:

• Understand desirable streetscape elements which may be integrated into projects.
• Ensure compliance with city transportation policies, the street design framework, and general conformity with long-term transportation and mobility goals.
• Integrate mobility solutions, such as pedestrian-friendly streetscapes and bike infrastructure, into new developments.
• Understand the planning level parameters for actions like right-of-way vacations or street closures.

By providing a clear vision and strategic direction, the TMP ensures that all stakeholders—from government agencies to residents—are working toward a shared goal of a more accessible, connected, better maintained, and safer transportation system.

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How was the TMP Created?

The Transportation and Mobility Plan (TMP) was developed through a structured, multi-phase process to create a data-driven and community-informed vision for St. Louis’ transportation future. After a funding allocation to support the project, the City issued a Request for Qualifications (RFQ) to select a consultant team through a competitive process to partner with on the project. Once chosen, the team reviewed existing plans, studies, and infrastructure conditions to identify key transportation challenges and opportunities.

Extensive public and stakeholder engagement ensured the TMP reflected community needs. Residents, city officials, and key agencies—including MoDOT, Bi-State / Metro Transit, Great Rivers Greenway, and East-West Gateway—provided input through surveys, meetings, and workshops. Special attention was given to equity and accessibility to prioritize historically underserved communities.

A data-driven analysis guided the TMP’s recommendations, identifying crash patterns, mobility trends, and land use connections. This work shaped key elements such as the High Injury Network, a Street Design Framework, a Safety Action Plan, and policy recommendations to improve mobility for all people.

The final TMP forms an element of the City’s Comprehensive Plan, providing a clear framework for transportation investments and policy changes. It includes mid-term project prioritization, funding strategies, and performance measures, ensuring St. Louis moves toward a safer, more connected, and accessible transportation network.

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Qualities of the TMP

Multimodal

Enhancing mobility means providing choice in how people travel around the city. The vision for transportation in St. Louis is one where people can safely and comfortably navigate streets and sidewalks by all modes of transportation.

● WHAT PEOPLE SHARED:

People want to feel safer biking: “I wish Gravois was more bike and pedestrian friendly. It is a large street that disconnects the neighborhoods. In general, I don’t feel safe biking in the city. There are not enough protected bike lanes that actually separate cyclists from cars.”

People need more trip amenities: “(There is a) lack of bike parking! I want to ride my bike to stores and other places, but often have to lock my bike up to road signs, it doesn’t feel welcoming or encouraging for more people to bike as transportation.”

People want to feel safer walking between neighborhoods: “I generally only feel safe walking in my neighborhood.”

Encourage mode shift: “Focus on reducing barriers to alternate modes of transit. Make streets easy to cross by foot or bike. Medians everywhere!”

● WHAT ANALYSIS SHOWED:

• Major investments are being made in transforming corridors for people.
• Future transit corridors are being identified.
• The Brickline Greenway is set to re-imagine active transportation in the City of St. Louis.

● WHAT IS IN THE TMP:

The Street Design Framework contains overlays that incorporate a modal hierarchy into the decision-making process around projects. These overlays can aide the City of St. Louis when making decisions about tradeoffs and benefits on what should be included in the public right-of-way. The overlays include:

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These overlays do not include specific engineering standards for each street type, but they do include illustrated elements of street features to prioritize when focusing on that modal hierarchy.

Context Sensitive

The future of transportation planning and design extends beyond curb to curb thinking. St. Louis is reimagining how streets can better serve neighborhoods and adjacent economies, as opposed to focusing primarily on traffic capacity.

● WHAT PEOPLE SHARED:

Streets should be open to people periodically: “Close main streets in destination neighborhoods to car traffic on Sunday afternoons”

People want a 15-minute city that better connects all land uses: “I moved to the city to walk. I would like to see priority on infrastructure that supports businesses along walkable paths, protect bike lanes. Provide resources for food, stores, grocery shopping, schools, etc. Provide everything I need for basics within a 15-minute walk”

Reflect sensitivity to the social and historical context of neighborhoods: “I think north city could be soooo amazing if it was redeveloped, but also I’m wary of gentrification.”

Advocate for street design that respects local context and character: “Design first! Give street crossing at neighborhoods identity and quality through green and next-gen solutions.”

● WHAT ANALYSIS SHOWED:

Different types of streets serve different purposes. These purposed are a fusion of adjacent land use, transportation needs, multi-modal connectivity, and property and amenity access. The street design framework illustrates different design strategies and elements that can be applied to different street contexts, creating a visual foundation for understanding the different features that streets can contain in different contexts.

● WHAT IS IN THE TMP:

Roadway Functional Classification (RFC) is a term commonly used in transportation planning which defines a roadway based on its access relationship to the interstate highway system. RFC only considers a roadway with regards to its function as a conduit for vehicles into other higher capacity roadways. The TMP is moving beyond RFC to identify descriptions of street types that better serve all the ways a street is used and all the functions it performs. This illustrated guide is referred to as the Street Design Framework.

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Human Scale

The TMP centers people and their lived experiences in this vision. It conveys a commitment to people by prioritizing safety and connectivity at the center of the infrastructure decision making process.

● WHAT PEOPLE SHARED:

People should be centered in the transportation planning process: “Commit to making human-scale streets throughout the metro area”

Accessibility for all: “Issues with accessibility for people with disabilities, including poorly maintained sidewalks and lack of accessible public transportation options.”

Acknowledge comfort and human-centric amenities in the public realm: “Incorporate shade-creation as a key walker support/infrastructure.”

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● WHAT ANALYSIS SHOWED:

Residents of St. Louis think the diverse mobility needs of all people across the city can be better met. Residents particularly noted that the mobility needs of children and those with disabilities could be better met. People also expressed a willingness to accept reduced travel speeds if it meant those who cannot drive can safely, comfortably, and conveniently travel throughout the city. This feedback is important to consider when making difficult decisions on design elements which may not have complete public consensus.

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TRANSPORTATION & MOBILITY SURVEY

SEPTEMBER 2024

To understand how residents view the tradeoffs between driving convenience, safety, and accessibility, the survey asked about their willingness to accept slightly slower travel speeds under certain conditions.

What is your level of agreement with the following statement: I would be willing to experience slightly slower travel speeds when driving at certain times of day if overall reckless driving decreased.

TOTAL

What is your level of agreement with the following statement: I would be willing to experience slightly slower travel speeds when driving at certain times of day if it meant more people could travel comfortably who do not have access to own or operate a car.

TOTAL

WHAT IS IN THE TMP:

The TMP develops a methodology for identifying ways to incorporate safety and better humanize our street design. Specifically, the TMP has identified ways to plan for:

Right sizing streets (road diet candidates)

School Access & Calm Streets (moving children and pedestrians safely in neighborhoods)

Daylighting (slowing down cars and prioritizing people at crossings)

There are examples of all these approaches already in place in St. Louis. But they have yet to be deployed systematically throughout the City. Adopting these as typical approaches in appropriate contexts will help center the human experience of people in their neighborhoods.

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Optimistic

St. Louisans are hopeful and optimistic that the TMP can enhance mobility for all people.

● WHAT PEOPLE SHARED:

Active infrastructure is working, wanted, and needed: “The new protected bike lanes and greenways have been AMAZING.” “Protected bike lanes are well-received but need more connections.”

Enthusiastic support for transformative infrastructure: “Put bike and pedestrian investments first. It’s a flat, small city – build a network of multifunctional nodes easily accessible without cars.”

Hopeful outlook toward the city’s potential for transformation: “The footprint of the city is fairly small so with some key changes it would be a really pedestrian/bike/wheelchair-friendly city.”

● WHAT ANALYSIS SHOWED:

There is already a lot of good work being done. Through the work of the City of St. Louis, partner agencies, local advocacy, and diverse funding partners, streets are set to be transformed in the coming years with many new projects completing construction.

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● WHAT ANALYSIS SHOWED:

The TMP builds on the momentum and identifies new ways of thinking of street design through the Street Design Framework. Sixteen unique street types are identified and accompanied by a map of the city of St. Louis, as well as example illustrations for each street type.

During the TMP planning process each street in the City of St. Louis was mapped and verified using a detailed field investigation. Considerable discussions were had with City staff on illustrative examples of street types for compliance with City standards and typical treatments. While grounded in reality, this new vision is an optimistic way to rethink street design moving forward.

Implementable

The TMP has focused on consensus building and collaboration from the outset with City staff. After the TMP process, City staff and elected officials must have the agency to implement elements of the plan.

• WHAT PEOPLE SHARED:

Reaction from city staff: “Thank you for the workshop on safety. I did not know what to expect and I can honestly say this exceeded my expectations in every way.”

A call for transparent and actionable planning processes: “Have a clear/communicated way of prioritizing what gets invested in and why, and share.”

Suggests implementable tools for public accountability: “Map-based dashboard for residents to track projects.”

Encourages practical, maintainable solutions: “Come up with a proactive plan for streets, sidewalks, and trees to coexist without ruining infrastructure.”

Transportation & Mobility Plan 49

● WHAT ANALYSIS SHOWED:

Through a series of departmental interviews, the project team learned that departments are currently operating in a fragmented and siloed way for planning and designing in the public right-of-way. The project team learned that staff feel extremely reactive and desire to be more proactive in the approach to designing transportation systems.

● WHAT IS IN THE TMP:

Through the Street Design Framework (CHAPTER 4) and the Policy and Ordinance Recommendations (CHAPTER 6), the TMP has identified new processes for project budgeting, scoping and post-construction inspection. The processes and policies are grounded in current operations but also take into account a forward-looking approach.

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What the TMP Can and Can’t Do

The Transportation and Mobility Plan (TMP) is a strategic roadmap that guides the future of transportation in St. Louis. It establishes a vision, priorities, and policies to shape how people move through the city. However, while the TMP provides a critical framework for decision-making, as a guide, it will rely on human decision making in the future for implementation. Understanding what the TMP can and can’t do helps to manage expectations and clarify its role in shaping transportation improvements.

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What the TMP Can Do

01 Set a Vision & Priorities The TMP outlines long-term transportation goals that align with community needs, sustainability, and economic development.

02 Guide Infrastructure Investments The TMP helps guide the City and its partners as they prioritize funding for streets, sidewalks, bike facilities, public transit, and other mobility improvements.

03 Support Policy Development The TMP provides a foundation for new policies that promote safety, equity, and multimodal transportation options and align practices with the goals envisioned in the TMP.

04 Coordinate with Regional and State Partners The TMP aligns city efforts with agencies like MoDOT, Metro Transit, Great Rivers Greenway, and East-West Gateway to improve transportation across the region.

05 Inform Land Use & Development Decisions The TMP helps ensure that future development supports walkability, transit access, and sustainable growth.

06 Provide a Framework for Grant Funding & Investments The TMP strengthens the city’s ability to compete for federal, state, and regional transportation funding by demonstrating clear, community supported priorities.

What the TMP Can’t Do

01 Fund Projects Directly The TMP itself does not provide funding for new projects or ongoing maintenance, but serves as a guide for securing, prioritizing, and allocating transportation dollars.

02 Immediately Fix Infrastructure Issues While the TMP sets priorities, improvements still require project development, funding approval, and implementation over time.

03 Supersede Individual Project Decisions The TMP describes general guidance and goals. Each individual project still requires development and must be informed by public engagement, engineering design and decision making, technical or budgetary constraints, and applicable practice and law.

04 Control Partner Agency Decisions While the city collaborates with agencies like MoDOT, GRG, Metro Transit, and the USDOT, the TMP can provide a framework for design and collaboration, but external agencies must also follow their own decision-making and governance protocols.

05 Guarantee Every Community Request is Funded The TMP considers community input, but funding constraints and feasibility mean not every project can be implemented immediately.

Looking Ahead: A Foundation for Progress

As St. Louis considers its transportation history and outlines its goals for the future, there is a growing sense of possibility. This plan reflects a shared interest in improving mobility across the city in ways that are thoughtful, inclusive, and responsive to community needs. With continued collaboration and steady progress, the city is positioned to take meaningful steps toward a more connected future.

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INTRODUCTION

02 Engagement Summary

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CITY OF ST. LOUIS TRANSPORTATION & MOBILITY PLAN

ENGAGEMENT SUMMARY

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Community Engagement Overview

The engagement strategy developed for the TMP was designed to ensure diverse and inclusive participation across neighborhoods, demographics, and transportation modes. The input from residents, stakeholders, and community partners has been instrumental in shaping a plan that reflects local needs, values, and aspirations. This chapter outlines the engagement strategy employed, the methods used to collect feedback, and a detailed summary of the input received through various channels.

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Engagement Strategy

The core principles guiding the engagement strategy included inclusivity, transparency, accessibility, and responsiveness. The City and its planning partners prioritized connecting with and hearing from historically under-resourced populations to meaningfully involve people who are most affected by the current system. Engagement activities were strategically timed and geographically dispersed to maximize participation.

Inclusivity

Transportation impacts everyone in the City of St. Louis as people move where they need to go. The engagement strategy used a variety of methods to reach residents so they could participate how and when they were able and wanted to get involved. This included online engagement, dozens of in-person events, and pop-up opportunities throughout the city.

Responsiveness

With several ways to engage directly with the consulting team, the TMP process ensured that the project team delivered timely responses to questions. Additionally, the project team clearly identified the input being requested, and how that input would be used directly in the TMP process.

Accessibility

Nearly 1/3 of people living in the United States do not have a driver's license. This population includes people living with disabilities, elderly people, individuals that do not have a car, and children cannot drive. Too often, these voices are left out of the planning process. The TMP engagement process prioritized hearing from these City residents through a variety of means, from presentations to interviews and pop-up booths, with accessibility as a key component of our engagement process.

Transparency

The project team heard early on that deciphering transportation terminology and processes was challenging and hard to navigate. The TMP process focused on distilling complex information into an easy-to-understand format so people could best understand why the TMP is important and how it will impact their lives moving forward. This was accomplished via a glossary of terms used at engagement activities and events, a brochure and fact sheet, and other materials to provide education.

Engagement Objectives

Five engagement objectives were identified for the process for gathering input for the TMP. To achieve these objectives, the project team deployed a multi-phased approach with distinct engagement rounds aligned with key project milestones. Each phase included tailored outreach and engagement opportunities designed to reach specific populations and address varying levels of interest and availability.

Key objectives of the engagement strategy were:

1. Build awareness of the Transportation and Mobility Plan
2. Foster two-way communication between the project team and community members
3. Collect input on current transportation experiences and future priorities
4. Identify barriers to mobility and transportation access
5. Encourage community-led solutions and ideas

These objectives were achieved through a multi-pronged approach to outreach, which is described in the next section. Outreach was structured in two distinct time periods. The initial period was during the early planning process during goal setting, visioning and opportunity identification. The subsequent period was during the draft plan phase for any final reactions and modifications to the TMP before plan adoption.

PHASE 1 ENGAGEMENT

• Visioning
• Goal Setting
• Opportunity Identification
• Resident Experience

PHASE 2 ENGAGEMENT

• Feedback on Draft
• Near Final Plan

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Outreach Methods (Summer and Fall 2024)

The TMP employed a comprehensive and inclusive set of engagement methods to reach residents and stakeholders across all neighborhoods and demographics. A diverse range of input opportunities allowed feedback in person, on-line, or at various community events and functions. Each outreach method is described below, along with a summary of what was heard.

Within each of the following chapters, this feedback has been integrated into the final product and recommendations.

Engagement efforts began with Stakeholder Interviews with leaders and community members who support the current mobility system or represent populations impacted by the system. These interviews were used to craft Focus Group questions. Four Focus Groups convened to discuss barriers to mobility when traversing the City and hopes for the future. The groups consisted of Youth, Seniors, New Americans (immigrants and refugees), and People of Color. The information gleaned from Stakeholder Interviews and Focus Groups was used to craft the Community-Wide Survey and Statistically Valid Survey questions.

Public Open Houses offered in-person opportunities for meaningful dialogue through interactive displays and multilingual materials, while a Community-Wide Survey—available both online and in print—gathered structured input on transportation needs and priorities. The Community-Wide Survey was available at the Public Open Houses for attendees to fill out after viewing more information about the Plan.

A Community Advisory Committee (CAC) was convened in the early stages of engagement. An application was open to anyone in the region, though City residents were prioritized in the selection process. A group of 17 members were asked to participate. These members reflected strong diversity across demographics and geography, including nearly half of members who have lived in the City for 21+ years (7) and newer residents for 0-5 years (5), 13+ neighborhoods, ages from 25 to 65+, people living with disabilities, multimodal transit users, and varied racial/ethnic and gender identities.

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Pop-Up Tables at local libraries, parks, recreational centers, community events, and transit stops brought the TMP planning process into everyday spaces, encouraging casual yet impactful conversations, and Stakeholder Workshops engaged institutional partners and advocacy groups in deeper discussions on technical issues and collaborative strategies. These workshops also helped align goals and values around decision making and transportation projects.

Presentations were also given at the Board of Alderman to the Public Infrastructure and Utilities Committee, as well as to community-led groups that focus on multimodal advocacy, local government and policy, and accessibility.

Comment Cards and Interactive Posters, at open houses and pop-ups, captured spontaneous insights from community members in high-traffic areas. These activities complemented the feedback carried through a robust Online Engagement Platform.

Finally, Youth Engagement efforts ensured that younger voices were heard through children’s focused feedback, reinforcing the TMP’s long-term vision by including the perspectives of future generations. Inclusive engagement with the City of St. Louis Universal Design Group on all plan elements ensured the TMP represents people living with disabilities in the City of St. Louis.

Surveys

Community-Wide Survey

Online and paper surveys allowed City residents to provide structured feedback on transportation issues, project priorities, and personal travel behavior. The surveys were widely distributed through social media, community newsletters, and partner networks. The Community-Wide Survey had 1,241 participants, with 81% of respondents living in the City of St. Louis. These respondents represented 43 zip codes across the St. Louis region.

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Zip Codes most represented in the survey

Statistically Significant Survey

The purpose of administering a statistically significant survey, in addition to a survey open to the community, is to ensure that responses were representative of the population living in the City of St. Louis. Typically, people opting in to take a survey about a specific topic are already more informed or engaged in the subject matter and may or may not represent the average views of residents. A statistically significant survey recruits from databases of people willing to answer survey questions about a variety of topics. The survey respondents were incentivized with a gift card raffle; 10 gift cards for $100 were awarded. The survey was administered to 327 residents living in the City of St. Louis, which represents a 90% confidence level.

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CONFIDENCE LEVEL

Confidence = the probability that the survey is accurate to the population it’s measuring or, how confident the project team is that the results match typical St. Louis City residents.

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Stakeholder Workshops

The project team hosted meetings with city staff, partner agencies and advocacy groups to take a deeper dive into technical elements of the TMP. These workshops helped align goals and values, foster partnerships and set the stage for ongoing collaboration, both during and after the TMP. The following is a list of specific workshops that were held as a part of the engagement strategy with the TMP.

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Goals and Values Workshops:

Two workshops were held to align goals and values around transportation and infrastructure decision making. One workshop was specific to City staff, while the other workshop was for partner agencies that own or maintain infrastructure in the St. Louis. The result of these workshops was a deeper understanding of the TMP, as well as candid and honest discussion around the values for transportation project prioritization.

Safety Action Plan Workshop:

A key goal of the TMP is to center safety in decision-making, with the intent to reduce crashes and fatalities. An essential tool to achieve this is provided by the data and information in a Safety Action Plan (SAP). One City staff workshop focused on building knowledge of the components of a SAP. Detailed discussions were held regarding the High Injury Network (HIN), current programmed projects, and prospective future projects aimed at addressing safety concerns within the high injury network. Staff also provided input on systematic safety measures that should be implemented across the city to reduce fatal and serious-injury accidents.

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WHAT IS A HIGH INJURY NETWORK?

A High Injury Network (HIN) is a strategic tool used in safety action plans to identify and prioritize areas with the highest concentrations of traffic collisions resulting in fatalities or serious injuries. By analyzing crash data over time (typically 3-5 years), HINs help pinpoint specific corridors or segments with elevated crash rates within a transportation network where safety interventions can have the greatest impact.

Key Components of a HIN Include:

• Data-driven analysis: Using historical collision data to identify high-risk areas.
• Focus on severe outcomes: Prioritizing locations with fatal or serious injuries.
• Equity considerations: Addressing disparities in collision impacts on underserved communities.
• Resource allocation: Guiding investments in safety improvements to maximize effectiveness.

ENGAGEMENT SUMMARY

Systematic safety countermeasures in traffic safety and roadway design refer to proactive measures and design approaches implemented across a transportation network to reduce the risk of severe crashes. These countermeasures are based on a systemic approach, which involves identifying high-risk locations and applying proven strategies to address safety concerns. These are important for achieving city-wide safety goals.

Key aspects include:

• Low-cost interventions: Examples include concrete bumpouts to reduce street width at intersections and crosswalks, as well as temporary speed bumps.
• Data-driven decisions: Using crash data to identify patterns and prioritize areas for improvement.
• Scalability: Countermeasures are applied broadly to maximize impact across the network.
• Focus on prevention: Provide protected walking and biking infrastructure, and design streets that are built for lower traffic speeds. This can include a combination of narrower streets and lanes, vertical and horizontal deflection traffic calming techniques, a narrowed street sightline width on straight sections, and intersection daylighting and visibility.

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Transportation & Mobility Plan

Street Design Framework – Bus Tour and Neighborhood Walking Tours

In addition to classroom style learning and workshops, City staff and stakeholders completed field investigations as a part of the Street Design Framework. The first field investigation included classroom style training on “what is a street design framework?”, as well as a bus tour around the City. The purpose of the bus tour was to understand more about current street design, as well as considerations (land use, traffic needs, connectivity, etc.) that go into a street design framework. Participants included city staff as well as external stakeholder partner agencies. The bus tour occurred before development of the street design framework had been completed.

The second street design framework tour was after the first iteration of the Street Design Framework had been completed. Participants included city staff and consulting team members who spent the day traveling in different geographic areas of St. Louis looking and different street types. In total the team walked through three geographically unique areas of St. Louis, witnessed nearly all street types and totaled nine miles of field investigations. The input was important for verifying the final street design types.

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ENGAGEMENT SUMMARY

Policy Workshop: City staff convened for a workshop on policy recommendations after the initial investigation to review existing policies and potential areas for change. A draft memo on current policies, issues, and potential benchmarks for future updates was delivered to city staff ahead of this meeting. City staff learned more about the existing research as well as future process for recommendations. Interactive discussions were also a part of the workshop where staff reviewed practices from other cities and provided feedback on how the solution could be applied in St. Louis.

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Elected Officials Briefings Elected officials received several briefings during the TMP. In the first phase these briefings were focused on education and understanding. The following methods were included to brief elected officials on the work being done in the TMP.

1 Public Infrastructure and Utilities Committee – The team briefed the Board of Alderman at the Public Infrastructure and Utilities Committee on the TMP, including the process, engagement plan and proposed deliverables.

2 City Bike Ride – The TMP completed a bike ride around the City to experience different street and bike facility types with elected officials and appointed cabinet members, as well as city staff from various departments.

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Community Advisory Committee (CAC)

A community advisory committee was convened of 17 members from St. Louis. The CAC was selected via a lottery of applicants (applications were submitted through the project website and distributed in-person during presentations and Pop-Ups). The lottery included a high-level screening to ensure a diverse sample of residents, as well as to ensure that participants represent different modes of transportation or interest groups.

The CAC met four times throughout the process with the first two meetings occurring during the first phase of engagement. The CAC was an initial way to test materials as they were being developed, as well as get feedback for refinement before bringing materials to a wider public audience. Specific topics of the first two meeting included general feedback on the TMP and how to structure public meetings, and a review of the Street Design Framework and discussion on street types in St. Louis.

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Media (website, press releases, videos, yard signs, flyers)

The TMP team deployed various forms of media to engage with people in the first round and raise awareness about the project. The methods for sharing about the TMP and recruit participation included:

• Flyers
• Project Website
• Yard Signs
• An Educational video

In total, the use of this media resulted in the participation of nearly 3,000 people from around St. Louis in the first round of public engagement.

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Transportation & Mobility Plan 69

Community Pop-Ups and Presentations

The TMP engagement team appeared at 31 events and meetings in the community. These Pop-Ups were a mixture of tabling at community festivals/fairs; pop-up tables specific to the TMP at locations where an audience could be reached (such as a gym for people living with disabilities or resource point for unhoused individuals, for example); and presenting on the TMP at various community meetings. The strategy ensured that the TMP reached voices that may be less likely to attend a traditional public meeting, resulting in higher levels of input.

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Open Houses

Four early open houses were conducted to ensure accessibility and proximity to different neighborhoods. The open houses featured nine topical stations of visual boards, including a comment station and kids’ station, with several interactive activities for participants to express their values, priorities, and hopes for the future of transportation and mobility in St. Louis. The community-wide survey was available at the comment station. 89 people total attended the Open Houses. The four open house locations included:

1. Forest Park (centrally located) on 9/24/2024 - 29 attendees
2. St. Louis Public Library Central Branch (downtown) on 9/26/2024 - 23 attendees
3. Neighborhood Innovation Center (south St. Louis) on 10/3/2024 - 31 attendees
4. Urban League of Metropolitan St. Louis (north St. Louis) on 10/10/2024 - 6 attendees

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Outreach Feedback and Integration in the TMP (Summer and Fall 2024)

Feedback received from all the outreach methods was used to guide the direction of the TMP planning process and set a vision for the future of transportation in St. Louis. Community input significantly shaped the TMP’s priorities and recommendations. The feedback gathered from the engagement activities emphasized the importance of safety, equity, accessibility, and user experiences from people who walk, bike and take public transit. The survey results and comments from the open houses highlighted key challenges such as legacy street design contributing to reckless driving, lack of pedestrian safety, inconsistent maintenance, and the absence of protected bike lanes. These insights were integrated into the TMP to prioritize improvements in bike facilities, roadway safety, major roadways, and city sidewalks.

Specifically, the outreach feedback and summary finalized:

1. The top three themes of the TMP (Safety, Connectivity, and Maintenance and Quality)

2. The Vision Statement for the TMP

3. The Five Qualities of the TMP

4. Goals associated with the themes of the TMP

In addition to the specific use of feedback for these four components of the TMP, the general feedback helped guide the iterations of various plan elements as well as fine tune messaging for all TMP activities. Summarized feedback is included here by outreach method.

ENGAGEMENT SUMMARY

Surveys

Through both the statistically significant survey and the community wide survey, 1,568 people completed this opportunity to provide input. The survey was one of the most substantial sources of input for the TMP. The data from the survey revealed the following:

⬚ figure Desire for Safer Streets: Respondents overwhelmingly supported enhanced pedestrian and bicycle infrastructure, and felt streets can and should be safer. Concerns about speeding, unsafe crossings, and lack of sidewalks were frequently noted. The result of this input is that safety is a top theme of the TMP.

⬚ figure Better Transit Service: Many expressed dissatisfaction with current transit reliability and coverage. There were repeated calls for expanded service hours, increased frequency, and cleaner, safer stops. It is important to note that as a City of St. Louis focused plan, the TMP does not directly address daily transit service (MetroLink and bus) currently provided by Metro Transit in the St. Louis region. Rather, the TMP addresses street design which can improve transit access, and identifies corridors for future transit emphasis.

⬚ figure Connectivity and Access: Participants highlighted the need for better connections between neighborhoods and across city borders. Physical and social barriers to mobility—such as inaccessible sidewalks, infrastructure barriers, and concerns about safety—were common. The result of this input is that connectivity is a top theme of the TMP.

⬚ figure Equity and Inclusion: Comments emphasized the importance of equitable investment, with specific mentions of historically underserved communities lacking necessary infrastructure, the current state of excessive deferred maintenance in some locations in St. Louis.

⬚ figure Environmental Concerns: A notable portion of respondents expressed support for sustainable transportation options, including electric buses, bike-share programs, and greenway expansions. It is important to note that the City of St. Louis currently allows micromobility devices to operate in the public right-of-way with an approved permit. St. Louis has allowed micromobility companies (including bikes and e-scooters) to operate in the right-of-way since 2018. St. Louis has also piloted free micro-transit in the downtown area.

Transportation & Mobility Plan

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CITY OF ST. LOUIS TRANSPORTATION & MOBILITY PLAN COMMUNITY-WIDE SURVEY FACT SHEET

The City of St. Louis Transportation & Mobility Plan (TMP) is in the process of outlining a shared vision for the future of the city’s streets and sidewalks, shaped by community values. A citywide survey, conducted from July to October 2024, invited residents to share their priorities and help guide the plan’s development. Below is a summary of the survey results.

1,241 people participated in the survey

Not all questions required an answer and as such, not all participants completed the survey.

About the Participants

81% are St. Louis City residents

67% have lived in the City for 1-15 years

43 Zip Codes represented by respondents

The survey gathered additional demographic data such as race and ethnicity, income, age, and disability status, which are included in survey analysis and the final TMP.

How We Reached Participants

• 22 pop-ups and event tablings across the City
• 10 presentations to groups and organizations
• 4 Open Houses
• 2 Community Advisory Committee meetings
• Local news stories, social media, community partners, neighborhood associations, 50+ yard signs, flyers, and more!

Top 3 Values

related to future transportation projects

• Safety
• Connectivity
• Maintenance & Quality

Note: This Community Fact Sheet was created in January 2025 following summer and fall 2024 community engagement events including presentations, pop-ups, open houses, and a community-wide survey.

ENGAGEMENT SUMMARY

How People Get Around

81% always or frequently drive

45% always or frequently walk

21% always or frequently bike

17% always or frequently take MetroLink or MetroBus

Resident Insights

80% feel that the mobility needs of children in the City are unmet

51% have been involved in a traffic crash in the City

21% have personally or had a loved one experience a life-altering injury or death from a traffic crash

50% do not feel comfortable navigating the City using their preferred method of transportation

Downtown & North St. Louis

have the most untapped potential, according to survey participants

What’s Working Well

Top 5 Responses

• Supporting and implementing biking infrastructure
• Supporting existing and future MetroLink
• Supporting public transit improvements
• Traveling by car
• Supporting traffic calming

What Could Be Improved

Top 5 Responses

• Reckless driving
• Street and sidewalk maintenance
• Dedicated bike lanes and trails
• Construction impacts on streets like utility plates
• Connecting sidewalks

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90% of survey participants support slower travel speeds when driving if it means overall reckless driving decreased

91% of survey participants support slower travel speeds when driving if it means more people could travel comfortably who do not have access to own or operate a car

Improvements Participants Would Prioritize

• Bike connections & trails
• Roadway safety
• Major roadways
• City sidewalks
• Use resources equitably to enhance all neighborhoods

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For more info on the project go to TMP-STL.COM

Note: This Community Fact Sheet was created in January 2025 following summer and fall 2024 community engagement events including presentations, pop-ups, open houses, and a community-wide survey.

Outreach Methods (Spring and Summer 2025)

In Spring and Summer 2025, the TMP team continued engaging residents, stakeholders, and staff in shaping the Transportation & Mobility Plan (TMP). Community outreach focused on clarifying the TMP’s interconnected components, gathering input on the Safety Action Plan, and preparing for the implementation of design standards that support a safer, more accessible city.

2025 Engagement Goals

• Clarify Plan Integration: Illustrated how the TMP’s elements work together—like puzzle pieces forming a comprehensive vision for transportation and mobility across the city.
• Increase Awareness: Continued building public understanding of the TMP and the transformative impact it will have on daily travel and neighborhood connectivity.
• Highlight Priorities: Communicated the TMP’s essential vision, values, and goals, including safety, equity, and multimodal access.
• Coordinate with Neighborhood Efforts: Aligned engagement with ongoing neighborhood planning efforts, while highlighting how the TMP offers a citywide, systems-level framework that complements neighborhood-level initiatives.

2025 Engagement Priorities

• Engaging North St. Louis Voices: Popped up along the high-injury corridor areas, many of which traverse neighborhoods across north St. Louis. Many future improvements are planned for these areas, which align with recommendations made by the Safety Action Plan. Safety Action Plan engagement efforts focused on meeting north St. Louis residents where they live, work, and play.
• Connecting with Cyclists: Collaborated with cyclists, advocates, and recreational riders to gather ideas and feedback on the future citywide bike network.
• Supporting City Staff Transition: Prepared City departments and consultants to adopt and implement the new Street Design Framework via a workshop with a partner agency that utilizes similar tools.

2025 Engagement Activities

• Street Design Framework Toolkit: Released a video and booklet explaining new street typologies and how they relate to St. Louis contexts, supporting City staff and partner orientation and public education.
• 11 Pop-Up Events: Conducted events across the city, with a focus on Safety Action Plan priority areas to engage residents where they live and travel.
• 2 Workshops: Facilitated a Bike Network Workshop for cyclists and recreational riders and a Street Design Framework workshop for City staff, in partnership with Great Rivers Greenway.
• 5 Presentations: Deliver targeted presentations to neighborhood planning groups, the Universal Design Group, and the North Newstead Active Older Adults group.
• 2 Community Advisory Committee Meetings: Continue collaboration with key stakeholders and community leaders.
• 2 Open Houses: Celebrate the community’s role in shaping the TMP and present the draft plan to the public.
• Total Community Touchpoints in 2025: 22

Outreach Feedback (Spring and Summer 2025)

Safety Action Plan Input

The Safety Action Plan pop-ups sought input on prioritizing high-injury corridors that do not currently have a programmed project for the future. The TMP Team identified 11 corridors without programmed projects that may cause safety concerns for City residents.

To gather input, two visual boards were created with three maps: 1) the high-injury network 2) priority projects that are planned, ongoing, or being studied, and 3) the 11 priority areas requiring input. Participants were invited to draw on the third map with Expo markers to highlight their areas of concern and dot vote on the areas they would most like to see prioritized for programming. They could also leave a sticky note with their input.

These activities were also available online in a similar format with a map, voting, and open-comment boxes for anyone to complete. Most online commenters live in South St. Louis City and the Central West End (19%). In-person participants did not provide their Zip Codes. As most participants voted for improvements to areas that they use frequently, often closest to where they live and work, results were broken down by area (including online input).

Overall Safety Action Plan Input Results Among all the areas, Priority Area B (Lindell from Kingshighway Blvd. to Vandeventer) is the most popular for desired safety updates (16%).

North St. Louis Pop-Up Results Most residents of north St. Louis would like to see improvements to Martin Luther King Jr. Blvd. to Kingshighway Blvd. (20%), followed by Natural Bridge Blvd. from Goodfellow Blvd. to Shreve Ave. (17%).

ENGAGEMENT SUMMARY

South St. Louis Pop-Up Results

Most south St. Louis residents would like to see safety updates to Lindell from Kingshighway Blvd. to Vandeventer Ave. (18%), followed by Gravois Ave. from City Limits to Shenandoah Ave. (15%).

Online Participant Results

Most online participants live in a south St. Louis or Central West End Zip Code (19%). Most online participants would like to see safety improvements to Lindell Blvd. from Kingshighway Blvd. to Vandeventer Ave. and Gravois Ave. from City Limits to Shenandoah Ave. (20%).

Bike Network Workshop

The Bike Network Workshop was held on July 14, 2025, from 5-7 p.m. at the Forest Park Visitor and Education Center Trolley Room. Around 96 people attended (excluding children). Out of those who provided their zip code (88 participants), the most common zip code was 63110 (15%). Multimodal advocacy groups organized bike buses of adults and adults with children to the event, and several local news outlets attended.

The workshop opened at 5:30 p.m. with a presentation by Jacque Knight and Scott Ogilvie. The presentation provided an overview of the Transportation Master Plan (TMP), the history of biking in both St. Louis and the U.S., and the City’s vision for a future bike network. Following this, participants were invited to explore activity stations that included maps of existing and planned networks, a comment area, a kids’ activity station, refreshments, and a budgeting exercise.

In the budgeting activity, each participant allocated $100, divided into $10 bills, across four types of bike facilities: painted bike lanes ($10), calm streets ($20), protected bike lanes ($30), and cycling trails ($60). The uneven cost structure was designed to reflect relative expenses and encourage prioritization. Results indicated a strong preference for protected bike lanes.

In addition to the interactive activities, 46 comments were submitted through paper forms or the workshop’s online comment form, which remained open for seven days after the event. Feedback emphasized the need for safe, protected cycling infrastructure and reflected declining support for traditional painted bike lanes. Many participants recommended physical barriers such as curbs or bollards, especially along high-traffic corridors. Calm streets and residential routes were favored as alternatives to busy arterials until major safety improvements are integrated.

Participants also voiced interest in car-free corridors and bike-priority streets near schools and transit hubs. Some expressed desire for clear modal prioritization and called for a bold, citywide transportation hierarchy that places pedestrians and cyclists above cars. Additional priorities included safer intersection treatments, stronger route connectivity, and consistent maintenance, such as pavement repair and sweeping. The importance of street enhancements like trees, buffers, lighting, and wayfinding signage were also highlighted. Equity was a recurring theme, with requests to prioritize investment in under-resourced neighborhoods and ensure safer access for Black communities and families. Overall, participants conveyed both optimism and urgency to deliver a safe, citywide bike network.

2025 Open Houses

The TMP 2025 Open Houses were held on Wednesday, July 16, from 5–7 p.m. at the Piper Palm House in Tower Grove Park and on Saturday, July 19, from 11 a.m.–1 p.m. at St. Alphonsus Liguori “The Rock” Church, which served as a rescheduled venue following the May 19 tornado. Combined attendance totaled 143, with 106 participants at the first event and 37 at the second.

Both Open Houses featured identical displays, including information boards, the Street Design Framework Toolkit, and a comment form. Each event also offered free shaved ice; lawn games were available at the first Open House, while the second featured free line dancing at noon. Among attendees who provided their Zip Code, the largest share (16%) came from 63110, the area nearest to the first venue.

A total of 30 people submitted comments in response to the question, “What questions or comments do you have about the TMP Draft Plan?” Feedback emphasized the importance of citywide, systematic planning (rather than ward-by-ward decisions) and called for a cohesive Calm Streets network to connect neighborhoods. Consistent with prior input, participants stressed the need for protected bike lanes, traffic calming strategies, and improved pedestrian infrastructure, especially around destinations like schools, parks, and libraries.

Transit also emerged as a significant priority. Participants urged stronger investment in bus-only lanes, expanded and more frequent routes, and consideration of car-free or car-light corridors. Street safety concerns remained central, with some comments referencing the City’s Vision Zero commitment and noting cultural and enforcement challenges related to reckless driving. Accessibility for people with disabilities and equitable access to safe transportation were recurring themes. Overall, participants expressed both enthusiasm and gratitude for the TMP process, while underscoring the importance of detailed implementation strategies, interagency collaboration, and sustainable funding to bring the plan to life.

Key Themes and Takeaways

Community feedback played a central role in shaping the Transportation Master Plan (TMP), guiding both the overall vision and the specific priorities of the plan. Across all outreach activities, residents consistently emphasized the importance of safety, equity, accessibility, and connectivity in the future of the City of St. Louis’ transportation system.

Throughout all engagement activities, equity emerged as the guiding theme that should underscore all values, with community members stressing the importance of addressing

long-standing disinvestment in historically underserved neighborhoods. A strong desire for safer streets was also an overarching theme, with calls for protected bike lanes, calmer traffic, safer pedestrian crossings, and improved intersections. Concerns about reckless driving, unsafe walking conditions, and a lack of continuous sidewalks reinforced the need for safety as a core value.

Connectivity was also highlighted as critical, with participants pointing to the need for stronger links between neighborhoods and the wider region. Residents expressed frustration with barriers to mobility and emphasized the value of a more connected and cohesive street network. At the same time, concerns about poor maintenance and inconsistent quality underscored the need for reliable, well-kept infrastructure, from sidewalks and bike lanes to roadways.

Sustainability and environmental responsibility also factored into public feedback. Respondents expressed support for investments in electric buses, micromobility options, and expanded greenway networks, while also calling for a greener, more resilient transportation system overall.

The outreach process itself demonstrated strong community interest and engagement. The surveys of more than 1,500 residents confirmed safety, connectivity, and maintenance & quality as the top themes of the TMP, while workshops and open houses gave participants opportunities to dive deeper into specific issues. At the Bike Network Workshop, participants overwhelmingly prioritized protected bike lanes and physically separated infrastructure over traditional painted lanes, while also voicing support for calm streets, car-free corridors, and safer routes near schools and transit hubs.

The 2025 Open Houses reinforced many of these themes, with residents stressing the need for cohesive, citywide planning rather than fragmented, ward-by-ward decisions. Comments again emphasized protected bike lanes, safer pedestrian environments, and expanded transit access, alongside calls for implementation strategies, interagency collaboration, and sustainable funding to ensure the TMP’s vision becomes reality.

Together, this feedback helped finalize the TMP’s vision statement, core themes, and goals, and ensured that community priorities are firmly embedded in both the process and the final recommendations.

ENGAGEMENT SUMMARY

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03 Safety Action Plan

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CITY OF ST. LOUIS TRANSPORTATION & MOBILITY PLAN

SAFETY ACTION PLAN

A key element of the TMP is the development of a Safety Action Plan (SAP). This standalone document serves as a comprehensive framework aimed at significantly reducing traffic fatalities and serious injuries on St. Louis roadways over time. It aligns with the U.S. Department of Transportation’s Safe Streets and Roads for All (SS4A) program, which provides funding and guidance to improve roadway safety through data-driven strategies, and utilizes USDOT’s Safe System Approach framework. The SAP builds upon regional initiatives such as the East-West Gateway led “Gateway to Safer Roadways” project to identify and mitigate high-risk areas within the city’s transportation network.

The entire Safety Action Plan is included as Appendix (A-1). This document should be updated over time as new data is available and as safety projects and policies are implemented. The City of St. Louis should monitor and track projects for safety improvements, as well as report successes to the public. Reporting on safety will benefit the new Complete Streets Policy (adopted July 2024 in conjunction with TMP work) that identifies a more formal process for reporting transportation projects and street design. Within the context of the TMP, safety plays a key role in the identification of future goals and of particular interventions that, when considered in a systematic and proactive manner, contribute to a data-driven approach that reduces fatal and serious injury crashes.

Every major infrastructure project should begin with the question:

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How do we fix a known safety issue through a better roadway design?

Fifty by Fifty – A Goal for Fatal and Serious Crash Reduction

Referred to as the “Fifty by Fifty” goal, East-West Gateway has adopted the goal of reducing serious injuries and fatalities in the St. Louis region 50% from the 2022 baseline by 2050. East-West Gateway (EWG) is a regional council of governments and the metropolitan planning organization for the St. Louis region. EWG is a forum where local governments in the St. Louis bi-state region collaborate on issues like transportation, community development, and environmental planning.

The City of St. Louis also adopts and affirms the “Fifty by Fifty” safety goal for crashes on surface streets within the City of St. Louis boundaries. Additionally, an interim target goal of a 30% reduction by 2035 on the city’s non-interstate roadways. This bold goal aligns with the U.S. Department of Transportation’s Safe Streets and Roads for All (SS4A) initiative and represents a critical component of the TMP. The City acknowledges that while comprising only 11% of the regional population, 20% of serious crashes and 33% of severe pedestrian crashes occur within our boundaries—demonstrating the urgent need for focused intervention.

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The City of St. Louis represents 11% of the regional population, but accounts for 20% of the region’s serious crashes and 33% of severe pedestrian crashes.

Through the lens of safety, traffic calming measures, road diets, signal timing adjustments, and pedestrian and bicycle infrastructure enhancements are identified as interventions that would aid in reaching the Fifty-by-Fifty safety goal. Information on specific elements and interventions is included in the full Safety Action Plan (included as an appendix to the TMP), though information on the various treatment types is also included below. These should be considered a holistic approach across the City of St. Louis. Individual interventions are mapped on specific streets for consideration. Two of these treatments are also identified in the street design framework as an overlay for future project planning.

Data-Driven Safety Analysis and Improvements

The SAP emphasizes the importance of data-driven safety analysis and systematic improvements deployed citywide. It includes short- and long-term strategies for traffic calming, pedestrian crossings, and bike infrastructure. The plan also highlights arterial projects and programming, as well as the use of technology to enhance safety measures.

St. Louis uses a robust, data-informed framework to prioritize safety improvements, focusing on its High Injury Network (HIN)—the top corridors and intersections with high concentrations of fatal and serious crashes. Shorter-term strategies include quick-build road diets, signal upgrades, daylighting, and pedestrian infrastructure enhancements. Long-term investments target systemic changes such as corridor redesigns, ARPA-funded upgrades, and new design standards.

Addressing and prioritizing routes along the HIN requires a multifaceted approach. One way to begin is by aligning with already programmed projects, which can serve as a foundation to ensure consistency between existing investments and the recommendations identified through the HIN. Evaluating the HIN through multiple lenses, including bicycle and pedestrian perspectives in addition to a holistic consideration of all travel modes, offers a broader understanding of network needs and opportunities for multimodal safety improvements.

WHAT IS A HIGH INYURY NETWORK?

A High Injury Network (HIN) is a strategic tool used in safety action plans to identify and prioritize areas with the highest concentrations of traffic collisions resulting in fatalities or serious injuries. By analyzing crash data over time (typically 3-5 years), HINs help pinpoint specific corridors or segments with elevated crash rates within a transportation network where safety interventions can have the greatest impact.

Key Components of a HIN Include:

• Data-driven analysis: Using historical collision data to identify high-risk areas.
• Focus on severe outcomes: Prioritizing locations with fatal or serious injuries.
• Equity considerations: Addressing disparities in collision impacts on underserved communities.
• Resource allocation: Guiding investments in safety improvements to maximize effectiveness.

Transportation & Mobility Plan

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Priority Projects

• Future Priority Corridors

• Ongoing Traffic Studies

• Planned/Ongoing Safety Projects

• MetroLink Station

• MetroLink Red and Blue Lines

• Planned Transit Expansion

• Existing Greenways & Major Trails

• Streets

• City Boundary

• Open Space

• Water

SAFETY ACTION PLAN

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Upcoming Major Street Projects

• ARPA Arterial Project

• Bridge Replacement

• Calm Street

• Greenway

• Other Arterial Project

• Street Level Cycle Track

• ○ MetroLink Station

• --- MetroLink Red and Blue Lines

• •••••• Planned Transit Expansion

• — Existing Greenways & Major Trails

• — Streets

• ☐ City Boundary

• Open Space

• Water

0 0.5 1 2 Miles

Short-Term and Long-Term Strategies

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Pedestrian Crossings

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Daylighting

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Bike Infrastructure

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Calm Street Improvements

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Updated Design Standards

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Traffic Signal Upgrades

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Corridor Redesigns

SAFETY ACTION PLAN

Pedestrian Crossings:

Improvements to pedestrian crossings involve proven street design strategies aimed at improving visibility and safety at crossings, particularly in areas with high pedestrian activity.

Short-term: Enhance visibility at intersections through daylighting, removing visual obstructions near intersections using paint, bollards, or concrete bump-outs.

Long-term: Implement raised crossings. Consistently implement the ADA Transition Plan in tandem with a consistent and reliable funding source so as to achieve greater accessibility year over year and reduce pedestrian distances along streets.

Using the Safety Action Plan and referencing the HIN found on the following map, priority routes can be identified to begin implementing short-term improvements and long-term planning solutions addressing pedestrian safety.

Transportation & Mobility Plan

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Data derived from East-West Gateway Council ‘Gateway to Safer Roadways’ Plan

Bike Infrastructure:

Short-term: Maintain existing bike infrastructure, including striping, pavement markings, and signage. Further protect and bring awareness to existing bike infrastructure with enhanced pavement markings, reflective delineators, and continued bike infrastructure through intersections.

Long-term: Create a connected network of bike boulevards and low-stress bikeways, including trails, paths, and greenways connecting across the city, integrating bike networks with transit systems, and providing bike parking at transit stops. Increase protection and visibility in existing bike infrastructure with permanent, vehicular-resistant barrier separation between vehicular traffic.

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Transportation & Mobility Plan

Calm Street Improvements:

Calm Streets are streets with low vehicular traffic, where traffic calming measures create an environment that is safe and attractive for people to walk and cycle in. Traffic circles, curb bump-outs and chokers, speed humps, and intersection markings may be applied. In some cases, the street is branded as a Calm Street, and special attention is given to decorative planting, landscape design, urban design, and other environmental upgrades. In 2023, St. Louis City added its first calm street on Louisiana Avenue; an extension south to Carondelet Park is planned.

Calm Streets are an effective measure for reducing speeding-related crash risk and fostering pedestrian activity. They can also form an important part of a bikeway network. Calm Streets are most appropriate in contexts with low traffic volume and destination nodes.

These streets are especially useful for:

• Children traveling to school
• Seniors navigating their neighborhoods
• Connecting parks, schools, and civic spaces via safe, quieter routes.

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Calm Streets:

Short-term: Continue implementing speed humps, curb bump-outs, and traffic circles on residential streets to reduce vehicle speeds and improve safety for pedestrians and cyclists.

Long-term: Develop Calm Streets with consistent traffic calming measures, including traffic circles, curb bump-outs, shorter pedestrian crossings, speed humps, high visibility intersection markings, and right-sizing streets to reduce roadway widths where appropriate. Development of Calm Streets Standards may be desirable.

Based upon the goals as set in the Safety Action Plan, potential calm streets can be found on the Potential Calm Streets map on the next page (page 95).

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Potential Calm Streets

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Potential Calm Streets

o MetroLink Station — MetroLink Red and Blue Lines •••••• Planned Transit Expansion — Existing Greenways & Major Trails — Streets □ City Boundary ■ Open Space ■ Water

Updated Design Standards

Traffic Signal Upgrades:

Traffic signals provide for traffic control and the safe crossing of roadway intersections when road rules are followed. Traditional signals govern travel for fixed intervals of time, while more advanced signals allow for traffic signals to be changed at varying intervals based on the detected presence of vehicles, the time of day, and in conjunction with other traffic signals. Traffic signals can also provide public transportation and cyclists with travel priority over vehicular traffic.

Short-term: Conduct a signal warrant analysis to determine viability of signals at specific intersections. A signal warrant analysis is an engineering study that evaluates traffic conditions at an intersection to determine if a traffic signal is necessary. Update timing of existing signals to better fit current traffic patterns in locations where pre-timed signals are deployed. Implement protected left-turn phasing. Add reflective backplates.

Long-term: Implement vehicle detection, signal coordination, red light running cameras, having signal heads for every lane to reduce confusion.

Transportation & Mobility Plan

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Intersections with High Rate of Red Light Violations

• Signal Location

o MetroLink Station = MetroLink Red and Blue Lines ...... Planned Transit Expansion — Existing Greenways & Major Trails — Streets — City Boundary [ ] Open Space [ ] Water

SAFETY ACTION PLAN

Corridor Redesigns:

Corridor Redesigns entail the complete reconfiguration of roadways. In contemporary street engineering, a street redesign generally entails the reallocation of available space to better balance the needs of all modes of travel. St. Louis possesses a large number of wide corridors that prioritize car traffic. Corridor Redesign would make these corridors more attractive to non vehicular modes of transportation and safer through the implementation of infrastructure that better suits its level of usage.

Short-term: Construct corridor redesigns during routine maintenance activities like resurfacing. Lane restriping, painted bike lanes, high-visibility crosswalk implementation, and tactical curb extension using low-cost materials can provide interim treatments.

Long-term: Full depth pavement reconstruction, concrete curb extensions, landscaped or concrete medians, and pedestrian refuge islands. Painted bike lanes can be replaced with protected or raised facilities.

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Transportation & Mobility Plan

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Potential Road Diet Candidates — Potential Road Diet Candidates — Road Diets - Planned or In Construction

o MetroLink Station — MetroLink Red and Blue Lines ...... Planned Transit Expansion — Existing Greenways & Major Trails — Streets □ City Boundary ■ Open Space ■ Water

Arterial Projects and Programming

Arterial Projects:

• Identify high-impact projects on arterial roads, such as road diets, intersection improvements, and enhanced pedestrian infrastructure.
  • Example: Potential road diet on North Broadway from Riverview to Carrie, reducing travel lanes, street width, and repurposing space for bike and pedestrian improvements, as well as improved transit and greenspace.

Programming:

• Emphasize data-driven safety analysis and systematic improvements deployed citywide.
• Regularly monitor and update the High Injury Network (HIN) to prioritize interventions based on crash data.
• Engage with the community and stakeholders to ensure effective implementation and continuous evaluation of safety measures.

Technology

Traffic Signal Upgrades:

• Install protected left turn phasing, flashing yellow arrows, and vehicle detection systems, to reduce red-light running and improve traffic flow. Evaluate corridors where interconnected signals would be beneficial to reduce wait times for secondary streets crossing the primary street, and also to reduce speed on primary streets with appropriate signal progression. Consider signal prioritization on busy public transportation routes.
• Upgrade pedestrian detection and ADA-compliant signal equipment; improve signal coordination to reduce pedestrian wait times at intersections and supplementary signal heads to enhance visibility and safety at intersections.

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Red Light Cameras:

• Utilize red light cameras to supplement traditional enforcement methods, reducing red-light violations and improving overall intersection safety.

Equity Analysis

Equity considerations are a fundamental aspect of the Safety Action Plan (SAP). The plan recognizes that majority-BIPOC (Black, Indigenous, and People of Color) and lower-income neighborhoods experience significantly higher rates of fatal and severe crashes. To address these disparities, the SAP prioritizes investments in these communities, ensuring that resources are allocated to the areas of greatest need. Engaging with underrepresented and historically marginalized communities and involving these communities in the decision-making process to ensure their needs and concerns are addressed was a vital component of the SAP. Implementing new policies and procedures, such as traffic signal adjustments, traffic calming and speed limit reductions, enhances safety and accessibility in vulnerable communities. Regular monitoring and transparency are essential for maintaining accountability, tracking crash data, evaluating the impact of interventions, and providing updates to the community.

Policy Initiatives

Policy initiatives can address and improve roadway safety. The SAP examines and recommends some of these policy initiatives:

Speed limit setting: Implementing policies to set appropriate speed limits based on road conditions and usage. Sidewalk program: Enhancing sidewalk infrastructure to improve pedestrian safety, through comprehensive sidewalk improvement and repair plans. Street design framework: Introducing a framework for street design that prioritizes safety and accessibility, with a recommended approach to identify and plan for design improvements in priority areas. Capital needs to move towards goals: Identifying and addressing capital needs to achieve safety goals. Safety improvements that support citywide and systematic approaches should be prioritized by referencing the city’s arterial roadways and that high injury network.

Education, Programming and Enforcement Initiatives

Education, programming and enforcement initiatives are complements to engineering changes when pursuing safer streets. Enforcement initiatives can be largely centered around technological advancements, as identified earlier and within the full Safety Action Plan. Under a Safe System approach, where the system is designed to prevent fatal and serious crashes by anticipating human error and limiting crash energy, education, enforcement, and programming must be integrated into a coordinated, equitable strategy rather than treated as separate “add-ons.” The goal of this section is to identify evidence-based education and enforcement initiatives that support St. Louis’s safety goals, show examples from peer cities, and provide clear, practical implementation recommendations tied to measurable outcomes.

Why education + programming + enforcement

Traditional practice often treats engineering, education, and enforcement (the 3 Es) as separate pillars. The Safe System perspective recognizes that each is most effective when deployed together. A fourth E for equity has been added to this practice, advocating for safety initiatives to address and reduce health disparities and ensure equal benefit and safety for all communities. Engineering reduces the likelihood and severity of crashes, education builds public understanding and safer road-user behavior, and enforcement ensures compliance while supporting community trust and fairness. Wrapped together into an equitable programming strategy, St. Louis can focus on reducing fatal and serious injury crashes in neighborhoods facing a higher proportion of these. National guidance from FHWA’s Proven Safety Countermeasures and Safe System materials emphasizes pairing infrastructure with complementary behavioral and operational strategies to accelerate safety results. Safe Streets and Roads for All (SS4A) also supports behavioral and operational investments alongside infrastructure.

Evidence-based education initiatives (what works)

Below are education programs that have demonstrated success or strong plausibility in producing safer road behavior and are adaptable to St. Louis.

• School-based walking and biking curriculum: Multi-year, in-school programs that teach pedestrian and bicycle skills to elementary and middle school students help create lifelong safe road behaviors and increase walking and biking rates. For example, Seattle’s “Let’s Go” program delivers walking and biking safety curriculum to 3rd–5th graders in partnership with PE classes and community partners. Programs tied to Safe Routes approaches can be scaled citywide and targeted to schools in high-crash areas.
• Driver education modernization: Integrate vulnerable-user safety (pedestrians, cyclists, micromobility) and speed management into high school and licensing curricula, with practical on-street modules where feasible. Minneapolis Vision Zero planning explicitly explores partnering with high schools and community partners to expand driver education access focused on local safety priorities.
• New-device public awareness campaigns: When deploying new infrastructure such as protected bike lanes, raised crossings, or signal timing changes, run advance public information campaigns. These can include short videos, local media, community workshops, and on-site ambassadors that explain how the device works and how to use it safely. Messaging should be multilingual and culturally tailored.
• Community-based peer training: Fund community organizations and bicycle coalitions to deliver youth and adult bike and traffic safety classes. These programs increase trust and reach communities historically underserved by city outreach.
• Employer and fleet training programs: Partner with large local employers and transit or freight operators to deliver targeted training for professional drivers on vulnerable road user safety and speed risk management.

Evidence-based programming strategies

Education and programming around active transportation initiatives are essential to fostering a strong and inclusive culture for active transportation in St. Louis. These programs help build awareness, skills, and community support that go beyond just infrastructure. Effective programming helps people of all ages and abilities connect and build social capital, all while learning safe practices for walking and biking on or next to city streets. Building social capital involves fostering trust, mutual respect, and meaningful relationships that stengthen collaboration. These programs help people make personal connections with friends and neighbors, and normalize active transportation as a regular mode of commute for every day. Additionally, community engagement and outreach efforts for these programs can address equity by reaching underserved populations who may face barriers to mobility. Together, these efforts promote safer streets, increase bicycle ridership, and cultivate public support for continued investment in active transportation, creating a positive feedback loop that strengthens the overall health, sustainability, and vibrancy of the City’s urban environment:

• Open Streets/Ciclovía Programs: Evidence from cities such as Bogotá, Los Angeles, and Minneapolis shows that temporary street closures to cars—turning corridors into pedestrian- and bicycle-only spaces—significantly increase physical activity, create social connections, and encourage people who don’t typically bike or walk to try it. A similar, local initiative is Vehicle Free Days in Tower Grove Park and Carondelet Park, where on certain days each month the parks offer car-free access to provide safe, vehicle-free roadways for pedestrians, cyclists, and skaters. Research published in the Journal of Urban Health found that participants in Open Streets events had higher rates of moderate-to-vigorous physical activity compared to nonparticipants, and many reported intentions to continue biking or walking afterward.
• Community Group Rides and Walking Clubs: Organized rides and walking groups provide safety in numbers, reduce perceived risk, and build skills and confidence for new users. The CDC’s Community Preventive Services Task Force recommends such social support programs because they consistently increase physical activity levels, particularly in communities new to active transportation. They also strengthen local advocacy networks, which can lead to sustained infrastructure and policy changes. St. Louis already benefits from such groups such as the Monthly Cycle, Black People Bike, Ghost Ride, and many other group rides led by bike shops in the community, as well as having organized events such as the Moonlight Ramble and others organized by Trailnet.
• Walk and Bike Audits Integrated into Planning Projects: Conducting walkability and bikeability audits during corridor planning or redevelopment projects—especially when involving residents—has been shown to improve design outcomes

and community buy-in. According to FHWA’s Pedestrian and Bicycle Information Center, these audits increase awareness of barriers to active transportation and lead to tangible infrastructure improvements. The process also empowers residents, who are more likely to use facilities they helped design and advocate for.

Evidence-based enforcement strategies (what works and how to do it equitably)

Enforcement can deter dangerous behaviors, but it must be data-driven, transparent, and equity-focused to avoid disproportionately burdening certain communities while building trust. A handful of programs are noted below; with additional research, data on the safety impacts of these projects can be found.

• Targeted, data-driven enforcement: Use crash and enforcement data to focus short-term campaigns on the highest-risk locations and behaviors, such as speeding corridors or intersections with frequent pedestrian crashes. Combine enforcement blitzes with simultaneous community education and engineering responses such as signage or crosswalk enhancements so enforcement is part of a comprehensive fix. NYC Vision Zero and other city programs demonstrate combining data-driven enforcement with engineering and education.
• Warning-to-citation transition periods: For new traffic devices or lower speed limits, implement a staged approach. This could begin with a publicized warning period where enforcement is present but only warnings are issued, followed by citations after a clear lead time. This balances compliance goals with fairness and public understanding.
• High-visibility enforcement tied to campaigns: Pair high-visibility enforcement for speeding, impaired driving, or distracted driving with media, community outreach, and practical alternatives such as transit and micromobility options so behavioral change is supported and not just punished.
• Alternative enforcement outcomes: Where appropriate, offer educational alternatives to fines, such as mandatory safe-driving classes, restorative justice meetings, or curbside community service focused on safety improvements. These are especially effective for first-time, low-risk infractions, helping to reduce financial burdens and build community goodwill.
• Use of automated enforcement paired with policy safeguards: Automated speed and red-light enforcement can reduce severe crashes when implemented with clear policy protections, revenue transparency, and regular evaluation. Combining these efforts with engineering adjustments such as signage and adjusted signal timing helps ensure fairness.

Case studies and best practices to adapt

• Seattle – School and Community Safety Education Seattle’s Let’s Go program integrates walking and bicycling safety education into physical education curricula for elementary students, including those with disabilities. The program is funded by the Seattle Department of Transportation in partnership with Cascade Bicycle Club and Outdoors for All. Participating schools can access small grants and Safe Routes to School educational kits. A similar initiative could be piloted in priority St. Louis schools, with support through partnerships with local nonprofit organizations.
• Springfield, Missouri – SGF Yields (SafeAcross Adaptation) SGF Yields is a pedestrian safety campaign developed in partnership with the Missouri Department of Transportation and funded through the Blueprint for Safer Roadways grant program. The initiative focuses on improving pedestrian safety at crosswalks through a combination of education, engineering, and targeted enforcement. The program includes public awareness campaigns, high-visibility crosswalk markings, installation of pedestrian signage, and periodic enforcement events where drivers are reminded and, if necessary, cited for failing to yield combines high-visibility pedestrian statues (“Mr. Walker”), targeted enforcement, public outreach, and infrastructure improvements to increase driver yielding at crosswalks. Since its implementation, driver compliance rates have more than doubled. The program also informed the creation of the SafeAcross toolkit, now in use by other Missouri communities. A similar approach could be applied to high-priority crossings in St. Louis.
• Washington State – Statewide Bicycle Education Cascade Bicycle Club’s Let’s Go Across State program delivers bicycle safety curriculum for students in grades 3–8 across Washington State. Funded through the state’s Climate Commitment Act, the program provides bicycles, adaptive cycles, trailers, and instructor training. Missouri could explore comparable statewide programming, supported through state safety funds, climate-related initiatives, or philanthropic contributions.
• New York City – Integrated Enforcement and Transparency NYC Vision Zero employs a coordinated approach combining targeted enforcement, public transparency through online dashboards, legislative reform, and roadway redesign. Campaigns address key issues such as speeding and failure-to-yield, supported by public education efforts. St. Louis could adapt elements of this model, particularly the integration of enforcement data with public communications, to enhance transparency and support infrastructure-focused safety strategies.

Implementation recommendations for St. Louis

• Adopt an integrated program framework: Create a single Education and Enforcement work program that coordinates with engineering teams and public safety agencies to align timing, messaging, and metrics consistent with FHWA proven practices and SS4A priorities. A communications team focused on public works and transportation initiatives is recommended.
• Pilot focused school and community education: Launch a three-year pilot delivering structured bike and pedestrian safety curriculum in six to ten priority schools. Funding could be administered through a competitive application process, where individual schools apply directly or the City partners with local non-profits to lead implementation. When possible, co-locate these programs with infrastructure investments. Measure mode share, safety knowledge, and injury trends at pilot sites.
• Establish enforcement guidelines: Create written guidelines for new infrastructure implementation (pedestrian hybrid beacons, high visibility crosswalks, bike lanes, pedestrian refuge islands, etc.) within projects, targeted data-driven enforcement campaigns, and equitable citation alternatives. Require public reporting and periodic independent review.
• Data and evaluation: Track metrics tied to outcomes, such as crash counts and rates by severity, driver compliance rates, public awareness surveys, and equity indicators like the demographic distribution of stops and citations. Use results to adapt programs annually.
• Community engagement and equity safeguards: Co-design outreach and enforcement approaches with community groups. Require implicit bias and procedural justice training for officers participating in traffic enforcement. Offer non-monetary education options to mitigate disproportionate financial impacts.
• Funding and grant alignment: Leverage SS4A, FHWA safety program funds, and other federal and state resources to support combined infrastructure and behavioral investments. SS4A explicitly supports behavioral and operational strategies that complement capital projects.

Measurable outcomes and targets

Propose short- and medium-term targets tied to existing city goals. These should be adapted to St. Louis’s baseline data. Examples include:

• Reduce fatal and serious injury crashes (as outlined in the goals).
• Increase driver yield at designated crosswalks from baseline to at least 85 percent during the first 12 months after combined engineering, education, and enforcement treatment.
• Deliver biking and walking safety curriculum to 100 percent of students within the designated grade levels in pilot schools.

Moving Forward

This chapter sets forth a clear and urgent goal: to reduce fatal and serious injury crashes on St. Louis streets by 50% by 2050, with an interim target of 30% by 2035. This “Fifty by Fifty” goal is more than a metric, it is a commitment to saving lives and preventing life-altering injuries. It reflects a moral and civic responsibility to ensure every person, whether walking, biking, rolling, riding transit, or driving, can safely move through our city.

Meeting these goals will mean fewer families devastated by loss and fewer people harmed while navigating their neighborhoods. It will mean a city where safety is not a privilege, but a right and where every street reflects our shared value for human life.

This chapter outlined a range of interventions, from corridor redesigns and traffic signal upgrades to calm streets and pedestrian infrastructure enhancements. Program-oriented strategies, such as daylighting intersections, implementing speed humps, and expanding bike networks, are not ends in themselves, but tools to reach the broader vision of a safer St. Louis City.

By focusing on high-impact corridors and deploying data-driven solutions, the City can prioritize the areas of greatest need. And by integrating education, programming, equity, and enforcement into every initiative, we ensure that safety improvements reach the communities most affected by traffic violence.

Ultimately, these measurable outcomes are not just about numbers, they are about people. Every percentage point of progress represents lives protected, futures preserved, and a city transformed. This chapter serves a roadmap: that through the thoughtful design, strategic investment, and unwavering commitment, St. Louis will become a city where no one has to risk their life to get to where they’re going.

04 Street Design Framework

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CITY OF ST. LOUIS TRANSPORTATION & MOBILITY PLAN

A | What is a Street Design Framework (SDF)?

The Street Design Framework (SDF) is a guided vision and tool that outlines how every street in the city of St. Louis can be designed to support its adjacent land uses and serve multiple modes of transportation. It provides a consistent approach to creating streets that accommodate pedestrians, cyclists, transit riders, and drivers, while striking a balance between mobility, access, and the quality of the public realm.

By aligning street design with the surrounding context, whether residential, commercial, industrial, or mixed-use, the framework supports a cohesive, functional, and inclusive urban environment.

Street Design Framework Provides a vision for:

• How every street in the city can be designed
• The modes of transportation accommodated within the city
• How streets can better fit within and support adjacent land uses

This framework itself is in the form of a map that assigns a specific street type to every street along with a set of considerations for how each street type can be designed. The framework includes 16 different types of streets, formed by the intersection of different transportation factors like the size of the roadway and its importance within the street network, and the adjacent land use “context” that the street passes through.

The details for each street type serve several important functions. First, they help street designers and engineers make informed decisions about how streets should be designed, including how different modes of transportation, such as walking, biking, driving, or riding transit, should be accommodated.

Second, they provide direction on how to prioritize needs when space is limited, ensuring that the most critical functions of the street are supported. Finally, they outline strategies to improve safety, connectivity, and access, tailoring these approaches to the specific characteristics and context of each street type.

The Street Design Framework (SDF) is a core component of the broader Transportation & Mobility Plan (TMP) for the City of St. Louis. While the SDF focuses specifically on how streets should be classified and designed based on context and multimodal needs, it is one element of the TMP. For a deeper understanding of the data, analysis, and policies that informed this framework, including the High Injury Network, the Safety Action Plan, and other citywide transportation policies and goals, the users should refer to the full TMP document. Together, all elements provide a comprehensive roadmap for achieving a safer, more equitable, and better-connected transportation system.

B | Purpose - Why does a Street Design Framework matter?

Having a Street Design Framework is essential for a city as it ensures that streets are planned and built with a clear, consistent vision that aligns with broader community goals. It ensures that every street in the city of St. Louis, regardless of its location or size, is designed to serve its intended function, supports surrounding land uses, and accommodates all modes of transportation.

The values developed through the St. Louis Transportation & Mobility Plan process, along with the city’s adopted Complete Streets Ordinance, emphasize the importance of a transportation system that promotes safety, connectivity, equity, accessibility, maintenance, and healthy neighborhoods. This Street Design framework provides the tools and insights necessary to translate those values into action, helping to design streets that are safe, inclusive, and supportive of vibrant, connected communities.

Moreover, there are additional important aspects of implementing street projects that the framework supports. This includes:

• Ensuring greater consistency in decision-making and outcomes across the city, and that the standards and applicable guidance for a given street type are applied equally wherever they occur.
• Support better capital planning for street projects by giving city planners, engineers, and elected officials tools for comprehensively evaluating infrastructure needs and establishing project budgets, while also planning projects at a more impactful “corridor-wide” scale (as opposed to stopping projects at ward or neighborhood boundaries).
• Taking an aspirational approach to the design of streets in St. Louis, completed through the Strategic Land Use Plan (SLUP), which provides a vision for how areas of the city can grow and develop. Streets are a critical part of this vision, as public improvements on streets can often be a driving catalyst for economic investment and development. Streets can be designed to support both existing and anticipated land uses.

C | How is the SDF different from what was done in the past?

The Street Design Framework significantly shifts from past street planning approaches, especially the National Functional Classification (NFC) system, traditionally used to manage and define a hierarchy of street types. In St. Louis, this shift in planning has largely already happened informally. The adoption of the SDF makes the process formal and more consistent. Here’s how it differs and why it matters for the future of St. Louis

STREET DESIGN FRAMEWORK - INTRODUCTION

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For decades, the auto-centric design of streets often came at the expense of safety, walkability, and neighborhood cohesion. The Street Design Framework helps correct this imbalance by putting people, not just cars, at the center of street planning. It’s a tool that makes it easier for the City of St. Louis to design streets that reflect community values, support economic development, improve health and equity outcomes, and make neighborhoods more connected and livable.

D | How is the SDF different from Street Design Guidelines?

The Street Design Framework (SDF) differs from traditional design guidelines in that it does not serve as a technical or engineering manual. Unlike documents that provide detailed specifications, such as lane widths, corner radii, or construction standards, the SDF offers high-level guidance focused on how streets should function within their surrounding land use context and the broader transportation network. It outlines a vision for what each street should achieve in terms of safety, multimodal access, and neighborhood compatibility, rather than prescribing how to build individual elements.

The framework does not assign roles, responsibilities, or maintenance standards, nor does it dictate engineering procedures. However, it may reference relevant design standards where appropriate. Its primary role is to guide decision-making and prioritize outcomes, allowing technical design guidelines and manuals to be used in alignment with the framework’s vision.

E | Street Transportation Function and Land Use Context

Streets serve a wide range of transportation and infrastructure functions that extend beyond simply moving vehicles. A key principle of the Street Design Framework is recognizing streets as multimodal corridors, the spaces that support various modes of travel and services essential to daily life and urban function.

Multimodal streets are designed to accommodate and serve as platforms for urban functions:

• Access: including ADA accessibility, on-street parking, curbside loading, and drop-off zones that support local businesses and residences
• Pedestrians: with safe and accessible sidewalks, crossings, and public realm features
• Bicyclists: through dedicated lanes, shared-use paths, or comfortable shared street conditions
• Transit riders: with bus stops, shelters, and safe access to transit services
• Motor vehicles: including personal cars and service vehicles
• Trucks: which are critical for goods movement and local deliveries
• Placemaking: such as streetscapes, front yards, landscaping, and amenity zones that create a welcome, attractive, and comfortable environment
• Utilities: serving as corridors for essential infrastructure like stormwater drainage, sanitary systems, gas, water, telecommunications, and electrical services

STREET DESIGN FRAMEWORK - INTRODUCTION

Zones Of Streets

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The framework integrates these diverse functions with the context of land use, recognizing that how a street should function depends not only on its role in the transportation network but also on the type of place it passes through. This approach ensures streets are designed to be safe, efficient, and supportive of the surrounding environment.

Land-Use Context:

The Strategic Land Use Plan (SLUP) was adopted by the City of St. Louis during the development of the Transportation & Mobility Plan (TMP) in 2025, as part of a broader effort to update the City's Comprehensive Plan. The SLUP provides an aspirational vision for how the city should grow and develop, guiding land use decisions that reflect the future needs and desires of St. Louis residents.

In developing the Street Design Framework (SDF), careful consideration was given to both existing land use and the future land use designations outlined in the SLUP. This allowed the SDF to assign street types not just based on today's conditions, but also on how streets are expected to function and evolve over time. These street types, and how they were determined, are discussed in detail in Section 4 of this document.

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Example - Delmar Blvd: The land use category is high-intensity corridor, which could allow denser future development

Land Use Categories from the SLUP (2025)

• Neighborhoods: These areas are primarily residential, characterized by a mix of housing types and local amenities. Streets in these zones are designed to prioritize pedestrian safety, traffic calming, and connectivity to community resources, fostering a walkable and livable environment.
• Central Areas: Encompassing downtown, midtown and other significant urban centers, these areas have the highest density and intensity of use. Street design in central areas, which are categorized as District streets in this document, emphasizes pedestrian priority, robust transit infrastructure, and streetscapes that support economic vitality and cultural identity.
• Mixed-Use Corridors: Serving as major thoroughfares, these corridors accommodate higher traffic volumes and a mix of uses across their length, including commercial and residential. Street design here focuses on multimodal transportation options, balancing the needs of vehicles, transit, cyclists, and pedestrians to support economic activity and accessibility.
• Industrial Areas: These zones are dedicated to manufacturing, logistics, and related activities. Streets are designed to accommodate heavy vehicles, ensure efficient goods movement, and maintain safety for all users.
• Open Spaces: Parks and recreational areas fall under this category. Street design adjacent to open spaces prioritizes pedestrian and cyclist access, connectivity, and the enhancement of the public realm.

2025 Strategic Land Use Plan

of the Comprehensive Plan

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STREET DESIGN FRAMEWORK - INTRODUCTION

The Street Design Framework is also a tool for aspirational planning. It not only responds to existing land uses but also recognizes the capacity for street improvements to catalyze land use change. Streets can play a powerful role in sparking reinvestment, encouraging development, and enhancing neighborhood vitality. By aligning street types with the land use vision in the Strategic Land Use Plan, such as supporting walkable, mixed-use corridors or creating better access in industrial areas, the framework helps direct infrastructure investments that reinforce the city’s long-term goals.

Importantly, this is a forward-looking approach. Rather than designing streets solely for current conditions, the framework envisions how streets can evolve to support the future we want to see. Whether that means adding transit emphasis in growing mixed-use areas, expanding low stress bicycle infrastructure into neighborhoods, or creating safer, more inviting spaces in underserved communities, the framework ensures streets are designed not just to serve present needs but to help realize a more equitable, connected, and vibrant St. Louis.

F | Who should use the SDF?

The Street Design Framework is a citywide tool in the form of a living map, which can be updated to respond to changing conditions on the ground, completed projects, or new planning. These revisions are essential to keep the information as current and accurate as possible and are intended to guide decisions about how streets are planned, designed, and improved. The SDF serves as a shared reference for a wide range of users involved in shaping the built environment, including:

City staff and planners – to align street design with long-term goals and coordinate across transportation, land use, and infrastructure projects Engineers and designers – to inform design decisions that balance multimodal needs, space constraints, and surrounding land uses Developers – to understand the city’s expectations for how streets should function and contribute to the public realm in new projects Elected officials – to support transparent and equitable decision-making about street investments and policy priorities Partner agencies – such as Metro Transit, utility providers, and regional transportation organizations that coordinate on shared infrastructure Residents and community groups – to help understand appropriate designs for different contexts, and to frame neighborhood desires within an overall planning context

ST. LOUIS STREET

DESIGN PROCESS

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STREET DESIGN FRAMEWORK - PROCESS FOR ST LOUIS

Streets are one of the city’s most visible and valuable public assets. They shape how people move, connect, and experience their neighborhoods every day. As the city works to address historic disinvestment, improve safety, support economic development, and promote equitable access to opportunities, the way streets are designed plays a central role.

A thoughtful and consistent street design process helps ensure that infrastructure investments align with community values, support multimodal transportation, and reflect the diverse needs of residents across all neighborhoods. It provides a foundation for building safer, more inclusive, and more resilient streets that serve current users and support St. Louis City’s vision for the future.

A | Who does the guidance apply to?

The Street Design Framework and its associated process apply broadly to both public AND private sector projects, ensuring that all street-related improvements contribute to a unified and future-focused vision for St. Louis streets.

CITY/PUBLIC PROJECTS

The framework guides city- and agency-led capital projects such as street reconstructions, utility upgrades, and transit investments, ensuring that design decisions support multimodal travel, safety, and surrounding land use. It helps public agencies prioritize improvements, coordinate across departments, and deliver projects that reflect the community’s needs. The process should apply to all significant capital projects, whether a simple resurfacing project or a full roadway reconstruction.

DEVELOPERS AND INSTITUTIONS

Private developers, hospitals, universities, and other institutions play a significant role in shaping the public realm. The framework provides clear expectations for how streets adjacent to private development should function and look, helping integrate private investments into the broader street network. It guides new development, which supports walkability, connectivity, and access for all users, while aligning with the city’s long-term goals.

PARTNER AGENCY STREETS AND PROJECTS

The Street Design Framework (SDF) applies to projects led by the City of St. Louis, or partner agencies like the Missouri Department of Transportation (MoDOT) or Great Rivers Greenway (GRG). The SDF provides a context-sensitive framework that the City can use to coordinate with agencies during project planning, review, and implementation. Although final design decisions may rest with external jurisdictions, the SDF offers a clear vision and a set of priorities that can help ensure street projects align with local goals, including multimodal access, equitable transportation, and land use compatibility.

B | Overall Street Design Process and Checklists

Today in St. Louis, street design decisions are typically made on a project-by-project and/or ward-level basis, which can lead to inconsistencies in multimodal access, safety, and alignment with long-term land use and transportation goals. The SDF helps address this gap by offering a structured, forward-looking approach to guide project identification, prioritization, and design, ensuring that there is continuity in the scope and priority of uses along a given corridor regardless of how improvements might be phased and implemented over time.

The SDF ties directly into the broader street planning and implementation process by:

• Defining clear street typologies and priorities based on existing and future land use;
• Guiding transportation mode priorities and design element selection during project scoping
• Supporting decision-making in cases where trade-offs must be made; and
• Providing the foundation for the eventual development of detailed technical street design guidelines

The Street Design Framework has an application for every major step in the process, from identifying, scoping, and prioritizing potential street projects through engineering, construction, and operations. The section below discusses key areas in the overall street design process where the SDF applies, across three phases:

• PHASE 1 – Project Identification, Scoping, and CIP Planning
• PHASE 2 – Project Design and Engineering
• PHASE 3 – Project Implementation and Operations

Each of these phases includes several steps detailed on the following pages.

PHASE 1 - Project Identification and CIP Planning/ Project Scoping

The SDF is critical in strengthening the City’s Capital Improvement Program (CIP) planning and project scoping process by providing a consistent, citywide vision for how streets should function and serve all users.

The Complete Streets Committee or a similar leadership body at the City of St. Louis will have a critical role in overseeing the integration of the SDF into capital project planning. This committee can serve as a coordinating group, reviewing projects for consistency with the framework, resolving trade-offs when modal priorities compete for limited right-of-way space, and ensuring that the City’s transportation investments support equitable and sustainable outcomes.

Step 1: Project Identification and Type Determination

When a potential street project is first identified as an opportunity, either through staff review, community input, or coordination with external agencies, the first step is to understand what type of project is under consideration. This may include:

• Spot improvements (e.g., traffic calming, accessibility improvements, sidewalk construction, spot intersection or safety enhancements);
• Minor capital projects (e.g., roadway resurfacing, maintenance projects);
• Major capital projects (e.g., full street reconstruction, corridor redesign, permanent transit infrastructure).

This step ensures that available resources and the urgency of need are considered early. Specific resources needed relative to project type are further refined in the step below:

Step 2: CIP Planning and Scoping

Once a project is identified, the next step is to reference the Street Design Framework as follows:

• Identify the street type(s) assigned to the project corridor and review any applicable overlays (transit, bike, calm streets, park access, road diet)
• Determine the mode priority, meaning which users (pedestrians, cyclists, transit, vehicles) are prioritized for that specific street
• Consult the street type matrix and design guidance (outlined in later sections of this document) to review the anticipated design elements, such as sidewalk enhancements, bike lanes, traffic calming features, or transit improvements.
• Ensure that all identified elements for the street type are referenced by the project scope and aligned with funding resources.
• Recommendations and documentation of scope should be applied with the Complete Streets Ordinance.

PHASE 2 – Street Project Design and Engineering

Phase 2 encompasses the core of the design and engineering tasks. Having established a clear scope and budget through Phase 1, data collection, technical analyses, alternative exploration, and construction documentation work can proceed through the steps below:

Step 3: Data Gathering and Analysis

Gather appropriate existing conditions data based on the project type and context to help inform design decisions. Depending on the scope, this may or may not include field data collection. The goal is to collect the most relevant information needed to understand current performance and support thoughtful design. Types of data may include, but are not limited to:

• Multi-modal traffic volumes
• Crash data and locations (including High Injury Network references)
• Pedestrian and bicycle counts (if necessary, based on project type)
• Transit ridership and stop locations
• Land use, zoning, and surrounding development patterns
• Age and state of repair of current infrastructure
• Function of segment within transportation network

Assess how the current street performance aligns or misaligns with the modal priorities and future aspirations identified in the SDF and Strategic Land Use Plan (SLUP).

Step 4: Alternatives Development and Evaluation

Depending on project scale and scope, develop design alternatives based on the street’s typology, overlays, and gathered data. This process may be formal or informal depending on the project scope and needs. Alternatives are evaluated based on:

• Safety improvements
• Equity impacts
• Multimodal accessibility
• Cost-effectiveness
• Alignment with community and citywide goals
• Community/public feedback

Modal priorities and safety impacts identified in the SDF should serve as a core evaluation criterion when selecting preferred alternatives.

STREET DESIGN FRAMEWORK - PROCESS FOR ST LOUIS

Step 5: Review Process and Approvals Review concept plans through the City’s internal review process, ensuring that they meet modal priorities, street design framework requirements, and existing standards.

• Coordinate with other agencies (e.g., MoDOT for state routes, Great Rivers Greenway for trail connections) where applicable.
• Engage with public and stakeholder groups to communicate about the implementation timeline and set expectations.

Step 6: Construction Documents and Cost Estimates Based on the preferred concept that was selected and reviewed concept plans, the project can move into the formal design and engineering phase, which can be up to and including full construction plans and bid documents for the project, including quantification of pay items, developing project specifications, and engineering-level cost estimates.

• Align cost estimates with expected project scope (short-term or long-term).
• Incorporate budgeting for special maintenance needs associated with new infrastructure (e.g., maintaining bike lanes, pedestrian crossings)
• Publish citywide map with projects in various phases from planning through construction with project timelines.

PHASE 3 – Project Implementation and Operation

Step 7: Construction Phase Once a project moves into the construction phase, it is critical to ensure that safety, access, coordination and communication are maintained for both construction workers and the public, including residents and adjacent businesses. Effective construction management helps build community trust, reduces disruptions, and ensures smooth delivery of the project. During construction the following practices should be followed:

• Minimize disruptions to nearby businesses and homes through thoughtful staging, communication, and scheduling.
• Implement proper safety precautions, including the use of clear signage, physical barriers, safety boards, and detour notifications for pedestrians, cyclists, and vehicles.
• Carefully manage construction staging to maintain as much access as possible to sidewalks, driveways, transit stops, and storefronts.
• Inform the community in advance about the construction timeline, potential impacts, and available detour routes through flyers, signage, digital alerts, and neighborhood meetings.
• Update the live SDF map to reflect any project-related changes to street typologies, modal overlays, or built conditions, ensuring the framework remains current and actionable.
• Continue coordination with other city departments and partner agencies (e.g., utilities, transit providers, MoDOT) to streamline construction activities, avoid conflicts, and maintain timelines.

Step 8: Maintenance and Operations After construction is complete, attention shifts to long-term maintenance and operations. Establish project metrics and tracking systems to verify that design goals are being met and that the new street design is properly maintained across all agencies involved.

• The City should establish a live, publicly accessible online map where street improvements, overlays, and key infrastructure elements (such as bike lanes, curb extensions, transit stops) are tracked and regularly updated.
• This system would allow for greater transparency, enable ongoing monitoring, and support consistency in maintenance activities.
• Metrics could include pavement condition, maintenance of bike and pedestrian facilities, stormwater management performance, and signage or striping upkeep.

By tying maintenance tracking back to the Street Design Framework, the City can ensure that streets continue to perform as intended over time, and that public investments in safer, more multimodal streets are preserved for the benefit of all users.

STRATEGIES & DESIGN ELEMENTS

The Street Design Framework encompasses a diverse range of strategies and design elements that bring each street type to life. These elements are not one-size-fits-all; rather, they are selected and applied based on the unique characteristics and needs of each street.

Street design elements play a critical role in shaping how people experience and move through public space and are essential to translating the vision of the Street Design Framework into real-world outcomes. Many of the strategies included in this framework are drawn from the City’s broader Transportation & Mobility Plan (TMP), such as improving pedestrian safety, enhancing transit access and connectivity, and supporting livable neighborhoods. Others reflect core best practices, including traffic calming, ADA-compliant crosswalks, curbside management, and multimodal intersection design. Within the Street Type Guidelines, these elements are not applied uniformly; rather, each street type includes specific design element recommendations that reflect its context, function, and modal priorities. The framework provides a tiered system of recommendations to help designers and planners prioritize investments based on available space, user needs, and long-term city goals. This structured, context-sensitive approach ensures that streets not only function well, but also contribute meaningfully to broader goals around equity, safety, sustainability, and neighborhood vitality.

The strategies and design elements outlined in this section are informed by a variety of nationally recognized best practices and design standards. Key references used in the development of this framework include:

• SLUP Land-use Strategic Plan 2025
• MoDOT Arterial Design Guide
• City of St. Louis Gateway Bike Plan Update
• National Association of City Transportation Officials(NACTO) Bikeway Design Guide
• NACTO Urban Street Design Guide
• NACTO - Don’t Give Up at the Intersection
• Manual on Uniform Traffic Control Devices(MUTCD)
• NACTO - Designing for All Ages and Abilities
• AASHTO Guide for the Development of Bicycle Facilities

A | Strategies and Elements

The design process for complete streets must consider a broad range of improvements, configuration changes, and design elements in order to yield solutions that align with the goals and values of the Transportation & Mobility Plan. To provide consistency and streamline the decision-making process, a list of design strategies and elements can be followed to determine which features are necessary to include within the scope of a given street project.

The following section introduces a number of street design strategies and elements under several categories. This list of elements appears within the descriptions and matrices for each street type, and relationship of that element to that specific street type is indicated in one of several ways:

STR = Strongly Recommended

This design strategy or element should always be incorporated into the given street type. If there are extenuating circumstances that prevent its inclusion, documentation should be included as an appendix to the project design documents.

REC = Recommended

This strategy should generally be incorporated into the given street type. If the element is not suitable or feasible in a particular project/ location, the reason for it not being included should be documented. This may be due to lack of project budget/ scope. Alternative solutions should be explored to the extent feasible.

OPT = Optional

This strategy should be utilized if the opportunity to incorporate it into the design exists, but it is not required. In some cases, the strategy may only have situational uses or applications within the street type.

LIM = Limited

This strategy has limited use or applicability within the indicated street type and/or may be wholly incompatible with other features of that street type and is thus not recommended for inclusion.

The following list of strategies are briefly described, and where applicable, references to full design guidance in other approved documents will be indicated.

ROADWAY CONFIGURATION

• Design Speed Assessment Design Speed Assessment refers to analyzing roadway conditions and travel speeds on a given street corridor, typically to determine how to reduce speeds relevant to the adjacent context. Reduced speeds can increase safety and comfort for all users, especially pedestrians and cyclists. By narrowing lanes, tightening curb radii, and incorporating physical features like chicanes or vertical elements, streets can encourage more cautious driving behavior. Lower design speeds help reinforce context-sensitive design and contribute to a more walkable and livable public realm.

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• Lane Reconfigurations Lane Reconfigurations involve modifying the number, width, or function of travel lanes to better support a street’s multimodal goals. This may include converting a travel lane into a bike lane, transit lane, or parking lane, or reducing lane widths to recommended widths for a given street type to calm traffic and create space for pedestrian or landscape amenities. It could also include removing unnecessary dedicated right-turn lanes. Reconfiguring lanes can improve safety, balance competing demands, and make more efficient use of public right-of-way.

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• Volume Controls Volume control (also known as volume management) refers to techniques used to control the routing of vehicles, typically to discourage “cut-through” traffic on quieter streets where lower traffic volumes are desired. Specific volume management techniques, such as traffic diverters, right-in/right-out only turns, and other treatments can be used to prevent vehicles from continuing straight through an intersection or entering a particular street, thereby discouraging cut-through traffic and reducing overall vehicle volumes on certain local streets. Careful consideration of volume control should be taken, as reducing vehicle access on one street may end up pushing higher amounts of traffic to adjacent streets.

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STREET DESIGN FRAMEWORK - STRATEGIES & DESIGN ELEMENTS

• Speed Management Speed management techniques are physical design methods used to reduce vehicle speeds, using either vertical or horizontal control devices to maintain traffic at or below the posted speed limit. Key approaches include:

  • Speed Tables: Raised areas of road that require vehicles to slow down with gradual ramps on both sides.
  • Speed Humps: Smaller, curving raised areas, typically for lower-speed roads, reducing speeds to 15-20 MPH.
  • Lane Shifts (Chicanes): Deliberate shifts in lane direction to slow vehicles as they navigate the roadway.
  • Traffic Circles: Small circular features at intersections that reduce speeds to 5-15 MPH
  • Medians and Bump-outs: Narrowing the roadway to calm traffic and reduce crossing distances for pedestrians.

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• Roundabouts/Traffic Circles Roundabouts and traffic circles are circular intersection treatments that calm traffic and reduce vehicle speeds by requiring drivers to navigate a curved path around a central island. Smaller traffic circles, often used on neighborhood streets, help slow vehicles to 5-15 MPH, improving safety for all users. These features can also incorporate landscaping to enhance visual appeal and reinforce a sense of place. Traffic circles can add complexity for bicyclists traveling through the intersection, and standard and larger roundabouts increase the length of the travel path for pedestrians. During high traffic volumes, this can pose comfort challenges for pedestrians and bicyclists.

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• Enhanced Pavement Markings Enhanced pavement markings refer to locations where pavement marking practices go beyond minimum requirements and use optional treatments to increase the performance, visibility, and durability of markings. This includes the use of enhanced bike lane markings, such as conflict or intersection through markings, and the use of supplemental green paint in conflict areas. These markings can be installed using thermoplastic and MMA materials, which have increase durability. For high-traffic areas, this can also include the use of pavement reflectors to improve the longevity of marking materials.

⬚ figure Images above are from NACTO

Transportation & Mobility Plan

• Curbless/Shared Streets ⬚ figure Curbless or Shared Streets are streets designed without a traditional curb-and-gutter edge, creating a flush, continuous surface across the entire right-of-way that allows for flexible configurations over time. This design encourages slow vehicle speeds and prioritizes pedestrians by removing the clear separation between sidewalk and street. Shared streets are especially effective in areas with high pedestrian activity, such as plazas, festival streets, or woonerven, where flexibility and multi-modal use are desired, or where vehicles are only permitted for limited hours each day.

PEDESTRIAN ENHANCEMENTS

• Bump-outs/Curb Extensions ⬚ figure ⬚ figure Bump-outs, or curb extensions, enhance pedestrian safety and comfort by narrowing the street, reducing crossing distances, and increasing visibility at intersections and crossings (sometimes referred to as “daylighting” pedestrians at the corner). They can calm traffic, prevent parked cars from blocking curb ramps, provide space for landscape or stormwater features, and even create space for placemaking elements such as seating or public art. Different bump-out types - like corner, chicanes, and midblock bump-outs - serve unique purposes based on their location and intended function. Midblock bump-outs, for example, may be used in conjunction with midblock crosswalks and where on-street parking is present to increase visibility of pedestrians at the crosswalk waiting to cross.

• Raised Crosswalks/Intersections ⬚ figure ⬚ figure Raised Crosswalks and Intersections are traffic calming treatments that elevate the crosswalk (or the entire intersection) to the level of the sidewalk, creating a vertical deflection for vehicles. These features slow traffic, increase pedestrian visibility, and reinforce pedestrian priority at crossings. Raised intersections can also improve accessibility and provide visual cues that the entire intersection is a shared, pedestrian-oriented space. Raised crosswalks are often deployed on side-street crosswalks within neighborhoods, parallel to the primary street flow of higher speed traffic, helping to raise visibility of pedestrians, slow turning vehicles, and differentiate local streets from primary main streets. These need to be carefully considered on streets that buses and large trucks frequently use.

Images above are from NACTO

STREET DESIGN FRAMEWORK - STRATEGIES & DESIGN ELEMENTS

• Enhanced Midblock Crossings Midblock crossings provide pedestrians with a safe and visible way to cross streets away from intersections, particularly where a destination or a gap in the street network creates demand. By concentrating pedestrian activity in a designated location, they improve safety and predictability for everyone on the street. It is critical that midblock crossings provide adequate positive contrast lighting to ensure pedestrian visibility at all times of day. Midblock crossings can be enhanced through the use of Rectangular Rapid Flashing Beacons (RRFBs), in-road pedestrian crossing markers, gateway marker treatments, midblock bump-outs, raised crosswalks, and other improvements that raise visibility of the crosswalk and slow vehicles.

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• Hardened Centerlines/Corners Hardened Centerlines and Corners involve the use of physical barriers, such as surface mounted speed humps, bollards, and pavement markings. These treatments are designed to force vehicles to make slower and sharper turns and avoid making turning movements that cut corners or cut into opposing travel lanes during the turn. This slows vehicle turns and provides additional safety improvements for pedestrians and bicyclists. Typical treatments include delineator posts on the centerline approaching and extending towards the intersection, concrete islands, zebra mounds, and paint-and-post constructed bump-outs at corners.

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• Leading Pedestrian Intervals Leading Pedestrian Intervals (LPIs) give pedestrians a 3-4 second head start into the crosswalk before vehicles receive a green signal, increasing their visibility and reinforcing their right-of-way. This simple signal timing adjustment has been shown to improve safety and reduce conflicts between turning vehicles and pedestrians.

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• Widened Sidewalks Widened Sidewalks enhance pedestrian safety and comfort by providing more space for walking, especially in areas with high foot traffic. They allow for better accessibility, accommodate outdoor activities like dining or waiting for public transit, and can improve the overall pedestrian experience. Wider sidewalks also reduce conflicts between pedestrians and other street users, such as cyclists or vehicles.

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Images above are from NACTO

BICYCLE ENHANCEMENTS

• Greenway/Shared-Use Side Path Side paths are wider, paved shared-use facilities located within the street right-of-way but outside of the roadway, designed to accommodate both pedestrians and cyclists in a lower-stress environment. By providing full separation from vehicle traffic, side paths are especially valuable for less confident riders, children, and seniors. While they serve as an alternative to both sidewalks and on-street bikeways, right-of-way space constraints present challenges for implementing in certain locations. ⬚ figure

• Separated/Protected Bikeways and Cycle Tracks with Barrier Enhancements Separated bicycle lanes and cycle tracks are on-street bikeways that use physical barriers - such as curbs, posts, concrete islands, medians, or planter boxes, to create space between cyclists and motor vehicle traffic. This added protection significantly increases comfort and safety, encouraging use by a wider range of riders, including those who are more cautious or vulnerable. Separated bikeways can be configured as one-way lanes on either side of the street or as a two-way facility (cycle track) on one side, depending on context and space availability. Separation can also be achieved by raising the bikeway up to the sidewalk or an intermediate level, with curbing, buffers, and/or landscape to separate it from the roadway. Separated bikeways, depending on intersection conditions, may also require use of bicycle signals to provide phase-separated movements for bicycles.

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Separated bicycle facilities, especially two-way cycle tracks, may also necessitate the use of dedicated bicycle signals as an intersection control. Bicycle signals are separate traffic signals designed to guide cyclists at intersections, enabling more controlled timing and reducing conflicts with motor vehicles. They allow for dedicated turning phases or concurrent travel with other roadway users, improving safety and flow for cyclists.

Images above are from NACTO

STREET DESIGN FRAMEWORK - STRATEGIES & DESIGN ELEMENTS

• Normal/Buffered Lanes Bicycle lanes - whether buffered or conventional - are dedicated on-street facilities that provide defined space for cyclists and improve predictability for all road users. Buffered bicycle lanes include a painted separation between bikes and vehicle lanes, offering greater comfort than conventional lanes, though without physical protection. Buffered lanes can increase safety and comfort, and buffers used between the bike lane and parking cars can reduce conflicts and risks of dooring. They are more cost-effective and less complex to maintain than fully separated facilities, however they not provide the same level of comfort on busier streets as fully separated lanes.

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• Bike Boulevards Bike Boulevards, sometimes called Neighborhood Greenways or Calm Streets, are low-traffic streets designed to prioritize bicycle travel while still accommodating motor vehicles. This type of facility is especially appropriate for residential streets with limited space. These streets often feature traffic calming measures, such as speed bumps and signage, to slow down car traffic and create a safer environment for cyclists. These measures can also include volume management, such as traffic diverters that discourage through vehicle movements while still allowing access for bicycles. Bike boulevards offer a more comfortable and efficient route for cyclists, especially in urban areas, while maintaining local access for residents and businesses.

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• Shared Lanes/Sharrow Shared lane markings, or “sharrows,” are pavement symbols used to indicate that a travel lane is intended to be shared by both drivers and cyclists. They help position cyclists within the lane and remind all road users to expect shared use, but they do not provide dedicated space for bicycling. As a result, not all cyclists may feel comfortable relying solely on sharrows, especially in higher-traffic environments. Sharrows are most suitable on lower-speed and lower-volume roadways to supplement the dedicated bicycle network.

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• Bike Amenities (lockers, repair, racks) Bicycle parking is a vital amenity within a multi-modal transportation network, offering cyclists safe, convenient, and secure options for short- or long-term storage. Amenities can include standard racks, bike lockers, repair stations, and high-capacity bicycle corrals - compact installations often placed in the curbside zone that can serve 12 to 20 riders in the space of one car. These facilities not only support everyday cycling but also improve sidewalk access and are especially valued near commercial areas where demand is high.

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• High Visibility/Green Bike Markings High Visibility/Green Bike Markings are pavement treatments designed to increase the visibility of bike lanes, especially at intersections and other conflict points. These markings, installed in a bright green color, help draw attention to the presence of cyclists and alert drivers to the need to yield or share the road. By enhancing the visibility of bike lanes, these markings improve safety for cyclists and make it clearer to all roadway users how to navigate shared spaces. Additional applications for green bike markings include two-stage turn queues and bike boxes, two approaches that can help facilitate left turns for bicyclists.

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• Protected/Enhanced Intersections Protected intersections are designed with raised curb islands to create waiting and queuing space for cyclists, extending the protection of separated bike lanes into the intersection. These intersections provide more controlled and clearly marked crossing points for cyclists, improving safety and flow. The corner geometry can also be adjusted to reduce vehicle turning speeds while still accommodating designated design vehicles.

⬚ figure Images above are from NACTO

STREET DESIGN FRAMEWORK - STRATEGIES & DESIGN ELEMENTS

TRANSIT ENHANCEMENTS

• Transit Operational Enhancements This strategy relates to the determination and coordination of enhanced transit infrastructure used to improve the operational performance of transit vehicles along designated corridors. Specific design elements may include dedicated transit lanes, transit queue jumps, and use of Transit Signal Priority (TSP) signal controls (these three elements are described below). City and transit agency partners should assess whether operational enhancements are needed on a particular corridor and what specific enhancements are needed. Enhancements may include the following:

• Dedicated Transit Lanes/Railway: Transit can operate in lanes shared with general traffic or in dedicated lanes that prioritize bus service, particularly on busy streets with frequent transit routes. Dedicated bus lanes significantly increase the capacity of a street by allowing buses, capable of carrying 40 or more passengers, to bypass traffic, reducing delays and improving service reliability. These lanes, which can be curbside or offset depending on available space and service needs, are key to encouraging transit use by making the service faster, more reliable, and more enjoyable.

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• Transit Queue Jump: A bus queue jump lane, or bus bypass lane, is a dedicated lane at the approach to a traffic signal that allows buses to bypass waiting traffic, improving transit travel time. Buses use this lane to proceed straight through from the turn lane to the bus lane, while other vehicles must turn right. These lanes are often paired with dedicated transit signals, such as advanced green lights, and merge lanes to facilitate the safe reentry of buses into general traffic after the intersection.

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• Transit Signal Priority (TSP): Transit Signal Priority (TSP) is a system that adjusts traffic signal timings to prioritize the movement of transit vehicles, such as buses or trams, at intersections. By giving transit vehicles a longer green light or an early green phase, TSP helps reduce delays and improves the reliability of public transportation. This system encourages greater use of transit by making travel more efficient, and can be especially beneficial in busy urban areas with frequent transit service.

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Images above are from NACTO

• In-Lane Boarding In-Lane Boarding is a strategy that calls for buses to stop within the travel lane to load and unload passengers onto the sidewalk. While this may slow traffic for other vehicles on the road, it can improve transit performance by avoiding the need for buses to merge back into traffic. In-lane boarding is typically paired with bus bulbs (a type of bump-out). Bus bulbs extend the bus stop space into the roadway, providing a designated area for passengers to wait and board. This design offers additional space for waiting and queuing, enhancing comfort and access to transit amenities. By positioning passengers further from the adjacent travel lanes, bus bulbs improve visibility and safety for riders while helping to keep the flow of traffic uninterrupted. ⬚ figure

• Bus Boarding Islands Bus boarding islands are extensions of the sidewalk area that provide wider raised spaces for riders to board and disembark from buses. These platforms typically work in conjunction with in-lane boarding (are similar to bus bulbs in that regard). Boarding islands are also often used when bike lanes are present on the street, as bike lanes can be routed behind the boarding island in a manner that allows bicycle traffic to continue to flow even when the roadway traffic is stopped for the bus. Bus boarding islands also enhance accessibility by offering a level platform for easier entry and exit, particularly for individuals with mobility challenges. ⬚ figure

• Enhanced Transit Stops/Stations Enhanced transit stops/stations are upgraded transit facilities designed to provide a more comfortable, efficient, and accessible experience for riders. These stations often feature amenities such as shelter, seating, real-time arrival information, and improved lighting, making waiting areas more inviting and safer. They may also include accessibility features like ramps, better signage, and bike racks, helping to accommodate a wide range of passengers and encourage greater use of public transit. ⬚ figure Images above are from NACTO

STREET DESIGN FRAMEWORK - STRATEGIES & DESIGN ELEMENTS

CURBSIDE ZONE

• On-Street Parking Curbside parking on local and neighborhood streets is primarily intended to serve adjacent or nearby residences, though it may be subject to additional regulations in areas with higher traffic volumes, such as downtown or commercial districts. In addition to providing parking spaces, neighborhood parking helps slow traffic by narrowing the perceived width of the roadway, encouraging drivers to proceed more cautiously. On narrower streets without centerline markings, on-street parking can create a shared-lane effect, further reducing travel speeds.

⬚ figure Image from NACTO

• On-Street Parking, Metered Metered parking provides convenient access to storefronts and businesses, supporting commercial activity by offering proximity to key destinations. The availability and placement of these spaces significantly influence the balance of street uses, particularly in commercial or downtown areas. However, careful consideration is required to ensure that public street space is used in the most effective way to benefit both business and broader community needs.

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• Allow Dining Platforms/Parklets Dining platforms/parklets are temporary or permanent extensions of the sidewalk or street that provide space for outdoor dining and social activities. These areas are typically created by converting on-street parking or underused roadway space into vibrant community spaces, often featuring seating, tables, and greenery. Dining platforms and parklets support local businesses, enhance the pedestrian environment, and create more inviting public spaces for relaxation and social interaction.

⬚ figure Image from NACTO

• Loading Zones Commercial loading zones are designated curbside spaces intended for short-term use to facilitate deliveries to nearby businesses or properties, supporting the efficient movement of goods. When well-located and properly managed, loading zones enhance street safety, reduce double-parking, and contribute to a thriving retail environment. However, because they occupy valuable curb space, their placement and use should be carefully balanced with other demands such as parking, pedestrian movement, and transit access.

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Transportation & Mobility Plan 137

• Pick-up/Drop-off Zones/Valet Pick-up/drop-off zones/valet are designated spaces on the street or at transit stations where vehicles can temporarily stop to allow passengers to enter or exit the vehicle. These zones are essential for managing traffic flow and ensuring safety, particularly in areas with high pedestrian activity or dense development. They may also include valet services, where attendants manage the parking of vehicles, helping to reduce congestion and enhance convenience for users while maintaining smooth traffic movement.

⬚ figure Image from NACTO

AMENITY ZONE

• Street Trees Street trees are a vital part of the City’s green infrastructure, offering a wide range of benefits—from managing stormwater and reducing the urban heat island effect to providing shade, improving safety and walkability, and enhancing both aesthetics and property values. In dense urban areas it’s essential to design supportive growing conditions, plan for their eventual replacement, and proactively replant to sustain long-term canopy cover. Street tree planting should consider the available soil volume that can be achieved, water access, and conflicts with utilities such as overhead wires or underground utilities.

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• Roadway Lighting Road lighting is a fundamental component of street design that supports safety, visibility, and street character, particularly at intersections, crosswalks, and along sidewalks and bike facilities. Effective street lighting should balance adequate illumination for comfort and visibility with energy efficiency and thoughtful design, as pole placement not only defines the curb line and street rhythm but also influences the layout of other elements like street trees. Roadway lighting is typically mounted higher, 30 to 40 feet above the street, with arms that extend the fixture over the roadway to ensure consistent coverage. Lighting at intersections is especially important to ensure that all travelers are visible when navigating the intersection. At signalized intersections, roadway lighting can be integrated into the design of street signals to provide proper illumination. At all-way stop-controlled intersections, adequate lighting at the intersection is required. At mid-block crossing locations, positive contrast lighting should be provided to allow pedestrians to be clearly seen by approaching vehicles.

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STREET DESIGN FRAMEWORK - STRATEGIES & DESIGN ELEMENTS

• Enhanced and Pedestrian Lighting Pedestrian-scale lighting is typically mounted lower - about 12 to 20 feet above the sidewalk - and is designed to illuminate the pedestrian zone rather than the roadway. This type of lighting enhances safety, comfort, and visibility for people walking or biking, helping them clearly see others and navigate the space confidently. When well-integrated with street design, pedestrian lighting also contributes to the character of the street and supports a cohesive streetscape rhythm. Hybrid lighting approaches, with fixtures able to uniformly light both sidewalk and roadway spaces, is a typical approach in areas where enhanced lighting is desired, minimizing or eliminating the need for two separate lighting systems.

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• Seating and Site Furnishings Street furnishings, such as benches, single seats, and seat- walls, provide comfortable places for pedestrians to rest, wait, or simply enjoy the street environment. These elements make public streets more accessible and inclusive, particularly for people with mobility challenges who benefit from regular opportunities to pause along their route.

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• Landscape Planting Beds Planting areas for landscaping within the public right-of-way generally takes the form of either tree lawns or landscape planters. These two approaches are described below:

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*   Tree lawns are generally turf areas located between the
    sidewalk and street curb that serve as a buffer between
    pedestrians and vehicle traffic. Common in neighborhood
    settings with lower foot traffic, they offer flexible
    greenery that softens the streetscape, though they
    do require regular maintenance to remain healthy and
    attractive.

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*   Landscape planters are fixed, curbed or raised soil
    areas used to organize decorative plantings within
    the streetscape, softening the urban environment and
    adding visual interest for all users. Designed to contain
    durable perennials, street trees, or annuals with proper
    maintenance, planters also serve functional roles -
    deterring foot traffic, containing soil and mulch, and in
    some cases, offering informal seating along the street
    edge. Their placement within the amenity zone should
    be thoughtfully coordinated with other streetscape
    elements to balance aesthetics, accessibility, and overall
    functionality.

• Tree Wells Tree Wells refer to areas of streetscape where curbed planters, tree grates, and other elements are used to create a hospitable environment for street trees to grow and thrive. Minimally, four key considerations must be balanced in the design of tree wells: adequate uncompacted soil volume based on the size and type of tree to allow for proper root growth, adequate exposed surface area to allow for air exchange with the soil, adequate moisture and water availability, and adequate structural support of adjacent paving areas to allow for tree growth without jeopardizing other infrastructure.

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• Soil volume is a critical metric for planning for healthy trees in streetscape environments. Typically, trees desire a minimum of 2 cubic feet of soil volume for every square foot of desired canopy area, based on the anticipated size, growth, and habit of trees. This equates approximately to 150 cubic feet for smaller trees (10-foot diameter canopy or less), 350 cubic feet for medium street trees (15-foot diameter canopy or less), and 600 cubic feet for larger trees (20-foot diameter canopy).

• Generally, the minimum size for newly constructed tree wells should be six feet long, five feet wide, and five feet deep, with a soil volume of at least 150 cubic feet.

• Sidewalk Dining and Retail The pedestrian area of the street often supports commercial activity that brings vibrancy and energy to the public realm. Sidewalk occupancy refers to the permitted use of public right-of-way space, most commonly for outdoor dining or retail displays, which allows businesses to extend their presence into the streetscape. These uses typically occur in the amenity zone, but may also extend into the curbside zone depending on site conditions.

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Overall Traffic Operations

• Two-way Traffic Restoration Two-way Traffic Restoration involves converting one-way streets back to two-way operation to improve circulation, reduce vehicle speeds, and support local businesses. Restoring two-way traffic can make streets more intuitive to navigate, increase visibility for storefronts, and reduce the need for circuitous travel routes. This strategy also tends to calm traffic and enhance the overall accessibility and vitality of a street.

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STREET DESIGN FRAMEWORK - STRATEGIES & DESIGN ELEMENTS

• All-Way Stop Conversions All-way Stop Conversions typically involve modifying an intersection to remove existing traffic signals and instead use stop signs on all approaches, ensuring that all users must come to a complete stop before proceeding. This conversion can be impactful in areas with higher pedestrian volumes to reduce pedestrian wait times at corners while creating a more pedestrian-oriented atmosphere. This treatment can also be used on lower-volume streets where one direction of travel has no stop controls, in which case it improves intersection safety by clarifying the right-of-way, reducing vehicle speeds, and increasing driver awareness of pedestrians and cyclists. All-way stops can be especially effective in managing traffic at low- to-moderate-volume intersections where signalization is not warranted , and in locations with no more than one travel lane in each direction.

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• Signal Vehicle Detection Signal Vehicle Detection refers to technologies used to detect the presence of vehicles at signalized intersections, allowing traffic signals to respond dynamically to actual demand. These systems, which may include inductive loops, video detection, or radar, help optimize signal timing, reduce unnecessary delays, and improve intersection efficiency. Accurate vehicle detection is especially important for actuated or adaptive signals and can improve safety and operations across all travel modes.

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• Protected Left Turn Phasing Protected left turn phasing provides dedicated signal time for left-turning vehicles, reducing conflicts with oncoming traffic and improving vehicular flow. These can be “leading lefts” at the start of the green phase or “lagging lefts” at the end. Protected left turn phases should not be concurrent with any pedestrian crossing indications in order to minimize potential conflicts between vehicles and pedestrians.

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• Signal Progression Signal Progression is a traffic signal timing strategy that coordinates multiple signals along a corridor to allow vehicles to travel through several intersections with minimal stopping. While this approach is typically used to improve traffic flow, reduce congestion, and decrease emissions by minimizing idling and stop-and-go conditions, it can also encourage faster driving behavior in order to “beat the light”. Signal progression can alternatively be deployed specifically to stop cars at selected intersections more consistently, ensuring that vehicles maintain appropriate speeds along a corridor. Progression is typically designed for a target travel speed and direction, and may be adjusted based on time of day or overall network priorities.

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• Pedestrian Signals + Countdown Timers Pedestrian Signals and Countdown Timers improve safety and predictability for pedestrians at intersections. Pedestrian signals provide clear guidance for when it is safe to cross, while countdown timers display the remaining time for pedestrians to complete their crossing, helping to reduce accidents and confusion. These features promote more efficient pedestrian movement and enhance the visibility of walkers in busy traffic environments.

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B | Transportation Mode Priority and Overlays

Overview

A key concept in the Street Design Framework is the use of a transportation mode priority tool. This tool helps prioritize different types of street users based on the context and intended function of the street. Rather than treating all modes equally in every situation, mode priority recognizes that some streets should place greater emphasis on pedestrians, transit, or cyclists, depending on their role in the transportation network and surrounding land uses. When one mode of travel is prioritized, it does not mean that other modes are prohibited. Rather, it means that the prioritized mode should be given the most consideration in areas where trade-offs in space or design emphasis are necessary.

The need to prioritize different modes is most often felt when there is limited right-of-way space to work with, and tough trade-off decisions concerning the allocation of street space must be made. The mode priority tool provides direction for designers and engineers in evaluating trade-offs and making a determination.

STREET DESIGN FRAMEWORK - STRATEGIES & DESIGN ELEMENTS

How to determine transportation mode priority for a street project?

1. Start with the SDF Strategies and Tools Checklist (Section 3a): The design team should review the checklist of strategies and tools and determine, based on the anticipated project scope what features or elements are required and desired.

2. Identify the Street Type (Section 4): Look up the assigned street typology and review the default mode priority table for that street type.

3. Review Applicable Overlays: Check for transportation mode overlays (e.g., bike, transit, calm street, park access, lane reduction) that may shift or elevate certain mode priorities (see below).

4. Consider Community Context: Identify adjacent land uses, nearby destinations (schools, parks, transit), and expected user groups (e.g., students, seniors, commuters).

5. Engage Stakeholders: Talk with residents, local businesses, and institutions along the corridor to understand local travel behavior and access needs.

6. Cross-check with Citywide Plans: Consult other adopted plans, such as Neighborhood Plans, park master plans, SLUP, GRG project corridors, and other relevant initiatives.

7. Account for Future Land Use: Align design decisions with SLUP future land use vision to ensure the street supports desired transformation and reinvestment.

8. Determine Primary and Secondary Users: Based on the above inputs, clearly define which modes (walking, biking, transit, vehicles) should be prioritized in the design.

9. Document and Justify Decisions: Summarize design choices and intent as part of project design.

10. Use Priorities to Guide Design Elements: Apply user priorities to inform the selection of infrastructure (e.g., protected bike lanes, transit stops, curb extensions, lane reductions).

These support decision-making around user priorities and ensure that design decisions fully consider the guidance contained in the Street Design Framework. These overlays create a flexible but structured way to ensure that complete streets are tailored to local needs while staying aligned with the city’s broader transportation goals.

Street Overlays

To further support mode priority decisions, the Street Design Framework includes five street overlays, including:

• Bicycle Emphasis
• Transit Emphasis
• Park Access
• Road Diet
• Calm Streets

These overlays reflect citywide priorities for specific modes or street functions along certain streets, with the goal of building complete bicycle, transit, and calm streets networks across the city. They help clarify how different design choices should be prioritized and assist in making trade-off decisions when space is limited or design conflicts arise. For example, a street with both a transit emphasis and future bike network designation may require more detailed analysis to determine how best to serve both users while maintaining safety and connectivity. Ultimately, a decision may be to prioritize one mode (i.e., transit) and the other mode (e.g., bikes) may need to shift to a parallel corridor.

Designations in the Overlay Maps can change over time. The curent, up to date map will be available on the City of St. Louis website.

• Bicycle Emphasis Bicycle Emphasis Overlay streets are those where bicycle facilities are given priority in the street design, with the overall intent to have the bicycle emphasis overlay by the backbone of an All Ages and Abilities (i.e., Low Stress) bicycle network. These streets are identified as critical connectors in the city’s bike network, serving local and regional destinations and are intended to be safe, comfortable, and accessible for riders of all ages and abilities.

  Streets with this overlay typically include shared-use side paths, dedicated bike infrastructure such as protected/separated bike lanes, buffered bike lanes on lower speed/volume streets, or neighborhood greenways/bike boulevards, depending on traffic speeds and volumes. In higher-traffic areas, more robust separation from motor vehicles may be required, while on calmer, lower-volume streets, shared or advisory lanes may be appropriate.

  The overlay is applied based on street usage and physical characteristics, such as connections to parks, schools, employment centers, or transit; gaps in the existing bike network; and opportunities to support mode shift through better infrastructure.

  When designing or upgrading a Bike Emphasis Overlay Street, the priority is to create continuous, visible, low-stress routes that encourage everyday cycling and improve safety for all street users.

Bicycle Emphasis

National guidance provides the foundation for designing safe, connected, and comfortable bicycle facilities. These resources establish best practices for selecting the right facility type based on roadway conditions, safety needs, and user comfort. Within the TMP, the Future Bike Network map applies those principles locally, identifying where bicycle travel should take priority and ensuring projects are scoped with appropriate accommodations. The facility types tied to the overlay are described further in Chapter 5: Connectivity and Mobility Framework (page 231).

RESOURCES:

National Association of City Transportation Officials (NACTO)

NACTO’s framework guides city- and agency-led capital projects such as street reconstructions, utility upgrades, and transit investments, ensuring that design decisions support multimodal travel, safety, and surrounding land use. It helps public agencies prioritize improvements, coordinate across departments, and deliver projects that reflect the community’s needs. This process applies to all projects, from a simple resurfacing project to a full roadway reconstruction.

AASHTO Guide for the Development of Bicycle Facilities

This guide establishes nationally recognized standards for bicycle facility design, offering technical detail on dimensions, alignment, and safety considerations. It helps agencies select context-sensitive treatments, integrate bicycle facilities into roadway projects of all scales, and ensure consistency with engineering practice and roadway operations.

OTHER NATIONAL RESOURCES

Guidance from the Federal Highway Administration (FHWA), the Manual on Uniform Traffic Control Devices (MUTCD), and peer best practices provide additional direction on bicycle facility planning and design. These resources emphasize safety, connectivity, and accessibility while helping agencies comply with federal requirements and align projects with broader transportation goals.

Transportation & Mobility Plan 145

Future Bike Network

• Existing Trails and Greenways
• Planned Greenways
• Future Bike Network (Bike Lanes and On-Street Facilities)
• Future Local Signed Routes (Traffic Calming, Signage, and Striping)
• Potential Calm Streets

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• o MetroLink Station
• MetroLink Red and Blue Lines
• Planned Transit Expansion
• Streets
• City Boundary
• Open Space
• Water

STREET DESIGN FRAMEWORK - STRATEGIES & DESIGN ELEMENTS

• Transit Emphasis Transit Emphasis Overlay streets are designed to prioritize public transit users and enhance transit services’ reliability, efficiency, and safety. These streets may serve as existing or future key corridors for high-ridership bus routes, enhanced transit amenities, Bus Rapid Transit (BRT), or light rail lines, and often connect major destinations such as employment centers, schools, medical facilities, and commercial districts.

  Streets with this overlay could incorporate a range of transit-supportive infrastructure depending on context, including dedicated bus lanes, in-lane or curbside bus boarding areas, transit signal priority, and accommodations for light rail where applicable. Design elements also ensure safe pedestrian access to transit stops, including intersection safety, mid-block crosswalks near bus stops, ADA-compliant crosswalks, shelters, lighting, and wayfinding.

  The overlay is applied based on transit usage, service frequency, and regional connectivity needs. It supports a modal hierarchy that places transit near the top in these corridors, especially where ridership demand is high or where the city aims to increase access to equitable, sustainable transportation options. When implementing the Transit Emphasis Overlay, the goal is to create efficient, safe, and comfortable environments for transit users while improving system performance and supporting broader mobility goals.

Transportation & Mobility Plan

Overlays: Transit Emphasis

Transit Emphasis Overlay

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• MetroLink Station
• MetroLink Red and Blue Lines
• Planned Transit Expansion
• Existing Greenways & Major Trails
• Streets
• City Boundary
• Open Space
• Water

STREET DESIGN FRAMEWORK - STRATEGIES & DESIGN ELEMENTS

• Park Access Park Access Overlay streets are designated to enhance access to parks, trails, and open spaces, serving as key connectors between neighborhoods and the city’s recreational and natural assets. These streets either border major parks and green spaces (and facilitate improved connectivity across them to the park spaces beyond) OR serve as vital corridor linking neighborhoods to park spaces. These streets align with regional trails such as those maintained by Great Rivers Greenway (GRG).

  The design of Park Access Overlay streets prioritizes pedestrian and bicycle infrastructure, ensuring safe and comfortable routes for people of all ages and abilities. This can include shared-use paths, widened sidewalks, protected bike lanes, enhanced crosswalks, and traffic calming features to create a more inviting and accessible environment for non-motorized users. Where appropriate, designs also integrate green infrastructure and landscaping to reinforce the connection to nearby open spaces. Enhanced wayfinding and placemaking elements, like street art, upgraded lighting, and streetscape amenities, are also a key consideration.

  This overlay is applied based on a street’s proximity to parks, trails, waterfronts, or planned greenway connections. It emphasizes the role of streets not just as mobility corridors, but as extensions of the city’s public realm. These places encourage outdoor activity, support public health, and connect people to nature, taking advantage of St. Louis’s unique presence of open spaces throughout.

Transportation & Mobility Plan 149

Overlays: Park Access

— Park Access Overlay

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○ MetroLink Station — MetroLink Red and Blue Lines ••••• Planned Transit Expansion — Existing Greenways & Major Trails — Streets ☐ City Boundary ■ Open Space ■ Water

STREET DESIGN FRAMEWORK - STRATEGIES & DESIGN ELEMENTS

• Road Diet The Road Diet Overlay identifies corridors where reconfiguring the existing roadway space can improve safety, mobility, and multimodal access. A road diet is typically applied to streets with excess space for cars or a history of safety concerns. The diet often involves reducing the number of general-purpose lanes, where use can be maintained at an appropriate level, to create space for other uses like bike lanes, wider sidewalks, turn lanes, or landscaped medians. Common applications of a road diet often include converting a four-lane road into a three-lane street with a center turn lane and bike lanes on each side.

This treatment is not just about removing lanes; however, it is also about right-sizing streets, or making the street the “right size” for the amount and type of use, to serve everyone safely and efficiently. Road diet candidates are often arterial or collector roads that pass through urban neighborhoods, commercial corridors, or areas with increasing multimodal demand- places where people are walking, biking, using transit, and getting out of vehicles. By reallocating space, right-sized streets help lower vehicle speeds, reduce crash frequency and severity, and improve crossings for pedestrians and cyclists.

The Road Diet Overlay is applied based on traffic volumes, safety data, and land use context, and is intended to make streets more efficient, predictable, and accessible for all users. When paired with transit stops, schools, or active commercial areas, right-sized streets can also support placemaking (creating welcoming public spaces for everyone to enjoy), economic development, and a more comfortable public realm.

Transportation & Mobility Plan 151

Overlays: Road Diet

— Road Diet Overlay

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○ MetroLink Station — MetroLink Red and Blue Lines •••••• Planned Transit Expansion — Existing Greenways & Major Trails — Streets ☐ City Boundary ■ Open Space ■ Water

STREET DESIGN FRAMEWORK - STRATEGIES & DESIGN ELEMENTS

• Calm Streets Calm Streets Overlay streets are designed to prioritize safety, comfort, and livability, especially for people walking and biking in residential areas. These streets are typically located in neighborhoods, near schools, parks, or other community destinations, where low speeds and reduced traffic volumes are essential to creating a safe and welcoming environment.

  This overlay emphasizes the use of traffic calming strategies, such as speed humps, raised crosswalks, curb extensions, mini-roundabouts, and street narrowing. The goal is to reduce vehicle speeds and discourage cut-through traffic, creating a more pedestrian- and bike-friendly environment that supports everyday neighborhood activity.

  Calm Streets overlays are driven by street context, safety concerns, and community need, often applied where there is a concentration of vulnerable road users like children and older adults, or where crash history indicates a need for intervention. These streets help foster a greater sense of community, encourage active transportation, and ensure that residential areas are designed for people, not just vehicles.

Overlays: Calm Streets

— Calm Streets Overlay

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• o MetroLink Station
• — MetroLink Red and Blue Lines
• …… Planned Transit Expansion
• — Existing Greenways & Major Trails
• — Streets
• □ City Boundary
• ■ Open Space
• ■ Water

STREET TYPE GUIDELINES

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The proposed Street Design Framework includes 16 different street types, formed by the unique intersection of differing transportation roles and adjacent land use contexts in St. Louis. Street types are organized into four categories based on the street’s land-use context, which aligns with the Strategic Land Use Plan (SLUP). These four street type categories are Neighborhood, District, Mixed-Use, and Other.

A | Determining Street Types

Streets stitch together the fabric of the city and are therefore defined by many variables, including function, size, adjacent land use, and even user behavior. The street types designated in this framework are based not only on existing conditions but also on current and future land use types, allowing the framework to reflect the city’s long-term vision for growth and development. A single street may even transition between different Street Design types along its length depending on geographical location, street character, and future land use aspirations.

The street types were derived through a rigorous process that included analysis of existing street conditions, evaluation and consideration of the City’s Strategic Land Use Plan, on-site field reviews, and ultimately the development of a detailed matrix used to classify every city street according to its present role and potential future context.

Streets in St. Louis vary widely in their physical and functional characteristics, including the number of travel lanes, traffic volumes, speed limits, and the presence of multimodal infrastructure. To better reflect this diversity, streets were first organized into three core scale categories based on Annual Average Daily Traffic (AADT):

• Local Streets (AADT less than 2,000)
• Connector Streets (AADT between 2,000 and 15,000)
• Primary Network Streets (AADT between 10,000 and 50,000)

STREET DESIGN FRAMEWORK - STREET TYPE GUIDELINES

To refine this classification, additional criteria such as right-of-way width, number of lanes, speed limits, and presence of multimodal facilities (e.g., bike lanes, transit service, curbside access) were considered. These physical characteristics were analyzed alongside existing and future land use designations from the Strategic Land Use Plan (SLUP) to create a context-sensitive typology of 16 distinct street types. These include Neighborhood Streets that serve residential areas with slower speeds, Main Streets that support vibrant commercial activity and prioritize walking, biking, and transit, and District Streets located in SLUP-designated central areas like Downtown and The Grove that attract regional users.

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Additional types were developed for unique contexts: Park Interior Streets provide circulation within the city’s larger parks, while Industrial Streets are tailored to freight-heavy corridors adjacent to industrial land uses. Each of the 16 street types is described in detail in the following section, including typical characteristics, primary users, modal priorities, and design recommendations to guide context-sensitive improvements.

STREET DESIGN FRAMEWORK - STREET TYPE GUIDELINES

A street type represents a classification that defines how a street functions within St. Louis’s transportation network and urban fabric. Each type reflects the relationship between a street’s mobility role, surrounding land use, and physical characteristics. Together, these street types capture both existing conditions and the city’s long term vision for growth. This framework for designing streets balances movement, access, and context across neighborhood, district, mixed-use and other areas.

Designations in the Street Design Framework can change over time. The curent, up to date map will be available on the City of St. Louis website.

Transportation & Mobility Plan 159

All Street Types

Street Types

• Neighborhood Local
• Neighborhood Connector
• Neighborhood Main Street
• Neighborhood Network
• District Local
• District Main Street
• District Connector
• District Gateway
• Mixed-Use Local
• Mixed-Use Connector
• Mixed-Use Arterial
• Industrial Connector
• Industrial Service
• Park Interior
• Limited Access
• Private Road
• Interstate

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• MetroLink Station
• MetroLink Red and Blue Lines
• Planned Transit Expansion
• Existing Greenways & Major Trails
• Streets
• City Boundary
• Open Space
• Water

STREET DESIGN FRAMEWORK - STREET TYPE GUIDELINES

B | Neighborhood Streets

These are streets from local residential streets to larger neighborhood connectors and network streets. These streets pass through “neighborhood” designated areas that are predominantly residential in character but may also have a mix of smaller-scale commercial uses scattered within. The “Neighborhood Main Street” type aligns with traditional mixed-use commercial areas that provide goods and services primarily to the surrounding neighborhood. Each neighborhood street type is briefly described below, followed by more detailed descriptions on the following pages.

• Neighborhood Local: Calm, low volume streets within residential neighborhoods providing direct access to homes. Streets with the lowest posted speed limits, high intersection density, and prioritized for pedestrian use.
• Neighborhood Connector: Collector streets within residential areas connecting to neighborhood destinations and higher volume streets. Streets with mostly residential land uses with occasional commercial/mixed use.
• Neighborhood Network: Located predominantly within residential land uses while contributing to the major road network of the city. Streets with pedestrian-friendly environments, landscape buffers, and connections to streets with higher traffic volumes.
• Neighborhood Mainstreet: Vibrant, pedestrian-friendly nodes of mixed use with neighborhoods. Medium traffic with lower speed limits fostering active commercial frontages.

Transportation & Mobility Plan

⬚ figure

Neighborhood Streets

Neighborhood Street Types

• Neighborhood Local

• Neighborhood Connector

• Neighborhood Main Street

• Neighborhood Network

• o MetroLink Station

• = MetroLink Red and Blue Lines

• ...... Planned Transit Expansion

• — Existing Greenways & Major Trails

• — Streets

• City Boundary

• Open Space

• Water

C | District Streets

District Streets are referred to as central areas in the City’s Strategic Land Use Plan (SLUP) and include parts of the city such as Downtown, Midtown, and The Grove, that draw a regional audience and constitute significant city-wide destination areas. There are four types of District Streets, detailed below, that vary in size and amount of use, from smaller district local streets to larger, regionally-significant district gateway streets. District Main Streets are the highest activity commercial streets in the district category with concentrations of retail, cultural, and/or entertainment destinations and accommodate the highest volumes of pedestrians. Each of the district street types are briefly described below followed by more detailed descriptions on the following pages.

• District Local: Vital infrastructure providing access to district residential, institutional, commercial and recreational spaces. With moderate traffic and low speed limits, these streets foster a dynamic, accessible environment that encourages vibrant street life.
• District Connector: Serving a wider variety of land uses, these streets serve as collectors to higher capacity roadways while still having speed limits and traffic volumes conducive of calm and shared use streets.
• District Main Street: Positioned in the heart of these districts, these streets foster a concentration of active uses. These streets exhibit the character of the district through placemaking, experience, and accessibility.
• District Gateway: Serving as vital entry points and key corridors, these streets connect districts to other parts of the city and region. These streets support the highest volume of vehicles and serve as primary network streets, while standing out by incorporating unique amenities or design features.

District Streets

District Street Types — District Local — District Main Street — District Connector — District Gateway

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• MetroLink Station — MetroLink Red and Blue Lines ⋯⋯ Planned Transit Expansion — Existing Greenways & Major Trails — Streets □ City Boundary ■ Open Space ■ Water

D | Mixed Use Streets

Mixed-use refers to areas that, over the length of a corridor, contain a variety of uses from commercial, office, retail, different types of housing, and institutions. The land use may change block-by-block, but a variety of uses are present over a longer distance. Streets include smaller, mixed-use local streets, which provide parking, loading, and business access/circulation, up to the larger Mixed-use Arterials, which include some of the biggest, regionally important corridors traversing across the city. Each of the mixed-use street types is briefly described below, followed by more detailed descriptions on the following pages.

• Mixed-use Local: Key routes linking residential areas to local amenities such as schools, parks, and small businesses. These streets support a balance of local traffic and non-motorized transportation, fostering accessibility and connectivity within the community.
• Mixed-use Connector: Characterized by concentrated retail, office, and service-oriented businesses, these streets often serve as significant transportation corridors, accommodating heavier traffic flow linking users to neighborhoods, districts, and larger roadways.
• Mixed-use Arterial: Primarily characterized by high-density commercial uses and wider rights of way, these streets offer multimodal connections, including parking, transit stops, and may include separated bike facilities With medium to high traffic volumes, they efficiently support access to businesses while balancing the needs of pedestrians, cyclists, and commuters.

Transportation & Mobility Plan 165

Mixed-Use Streets

Mixed-Use Street Types

• Mixed-Use Local
• Mixed-Use Connector
• Mixed-Use Arterial

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○ MetroLink Station — MetroLink Red and Blue Lines ⋯⋯⋯ Planned Transit Expansion — Existing Greenways & Major Trails — Streets □ City Boundary ■ Open Space ■ Water

E | Other Street Types

Other street types capture unique street conditions requiring their own design considerations. Each of the other street types is briefly described below, followed by more detailed descriptions on the following pages.

• Park Interior: Roadway infrastructure within some of the City’s 108 parks. These streets serve parks providing public access, parking, and/or maintenance.
• Industrial Service: Predominantly lined with industrial land uses and experiencing a higher prevalence of truck and container traffic, these streets have low posted speeds, lower AADT, and wider lanes to provide trucks with local access to industrial properties.
• Industrial Connector: Primary streets providing access to industrial areas where users are workers commuting to and from industrial areas. These streets also facilitate heavier truck traffic, requiring wider lanes and turning movements.
• Limited Access: Not as restrictive as fully controlled-access highways (like interstates), these streets aim to manage access for better traffic efficiency. These streets have fewer entry and exit points, often only at designated intersections or ramps and provide limited or no direct access to adjacent properties. They often have restricted driveway access, and traffic control measures such as medians, barriers, or signage to prevent turns or crossings. These streets have an emphasis on through traffic rather than local or destination traffic.
• Interstates/Highways: Highest capacity, high-speed corridors designed to provide access at a regional scale, these facilities are focused on moving vehicles within and through the City and region. These roadways are generally owned by the Missouri Dept. Of Transportation.

Park Interior Streets

Park Interior Street Types

— Park Interior

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○ MetroLink Station — MetroLink Red and Blue Lines •••••• Planned Transit Expansion — Existing Greenways & Major Trails — Streets □ City Boundary ■ Open Space ■ Water

Industrial Streets

Industrial Street Types

— Industrial Connector — Industrial Service

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• MetroLink Station
• MetroLink Red and Blue Lines
• Planned Transit Expansion
• Existing Greenways & Major Trails
• Streets
• City Boundary
• Open Space
• Water

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The following section contains the main guidance for each street type in detail.

NEIGHBORHOOD LOCAL

BASE CROSS-SECTION

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KEY INFORMATION

STREET TYPE DESCRIPTION

These are calmer streets located within residential neighborhoods, designed primarily to provide direct access to homes. They feature low posted speed limits, minimal traffic, on-street parking, a high density of intersections, and stop controls, and prioritize pedestrian-friendly mobility through low traffic speeds and a continuous sidewalk network.

TYPICAL CHARACTERISTICS

MULTI-MODAL PRIORITIES

LAND USE CONSIDERATIONS

• Medium-Intensity Neighborhood, some Low and High Intensity (as identified in City of St. Louis Strategic Land Use Plan, 2025)
• Primarily residential, including other uses that serve people living in the area (small parks, gardens, neighborhood shops, schools, and religious institutions, etc.)
• Housing similar in height and size to the historic buildings, maximum 3 stories and 4-8 units, plus optional ADUs
• Front and Side yard (space between building edge and ROW) parking is discouraged, street parking is common.

DESIGN CONSIDERATIONS

Str Strongly Recommended Rec Recommended Opt Optional Lim Limited

Refer to page 126 for additional category detail

ROADWAY CONSIDERATIONS

• Low-volume, low-speed, unmarked lanes.
• Minimum 16-feet clear for passing vehicles with space in parking lanes for yielding CALM STREET OVERLAY: High opportunity for calm street improvements, with speed management improvements taking priority.

PEDESTRIAN CONSIDERATIONS

• 5-foot sidewalks on both sides of the street
• Crosswalks should be present at all legs of the intersection
• Reconstructions are an opportunity for incorporating bump outs, raised crosswalks, and other enhancements.
• When connecting to signalized intersections, use LPIs

BICYCLE CONSIDERATIONS

• With low speeds and volumes, bicycling in the roadway should be comfortable for most users.
• On higher volume local streets, consider sharrows, signed routes, and/or bike boulevard treatments. FUTURE BIKE NETWORK: Suitable low stress facility required, typically a bike boulevard in this context.

TRANSIT CONSIDERATIONS

• Typically, do not have active transit routes. TRANSIT OVERLAY: Dedicated transit space likely not required due to low volumes. Consider signal improvements when connecting to larger streets.

CURBSIDE CONSIDERATIONS

• On-street parking desired on both sides of the street where space allows.

PLACEMAKING CONSIDERATIONS

• Landscape treatments – Street Trees to provide character and comfortable environment
• Lighting – focused primarily at crossings and intersections. Avoid spilling light directly into residences.
• Consider banners, signs, and other enhancements at entrances into neighborhoods. PARK ACCESS OVERLAY: Additional accommodations for bikes, wider sidewalks, lighting, and signage enhancements.

STREET DESIGN FRAMEWORK - STREET TYPE GUIDELINES

LOCAL EXAMPLE STREETS

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MARGARETTA AVE

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WELLS AVE

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LANDSDOWNE AVE

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MARYLAND AVE

BENCHMARK PROJECTS

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LOUISIANA AVE CALM STREET - ST. LOUIS, MO

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SAFE STREETS FOR ALL - KALAMAZOO, MI

NEIGHBORHOOD CONNECTOR

BASE CROSS-SECTION

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KEY INFORMATION

STREET TYPE DESCRIPTION

These streets function as essential links, connecting quieter residential areas to mixed-uses. They are residential streets connecting neighborhood activity centers like recreational centers, parks, etc., to homes. These streets prioritize pedestrian connectivity, transit routes, and dedicated bike lanes, ensuring safe and efficient movement for all users. They can be considered for ‘calm streets’ improvements.

MULTI-MODAL PRIORITIES

TYPICAL CHARACTERISTICS

LAND USE CONSIDERATIONS

• Medium-Intensity Neighborhood, some Low and High Intensity (as identified in City of St. Louis Strategic Land Use Plan, 2025)
• Primarily residential, including other uses that serve people living in the area (small parks, gardens, neighborhood shops, schools, and religious institutions, etc.)
• Housing similar in height and size to the historic buildings, maximum 3 stories and 4-8 units, plus optional ADUs
• Front and Side yard (space between building edge and ROW) parking is discouraged, street parking is common.

DESIGN CONSIDERATIONS

ROADWAY CONSIDERATIONS

• Mid-volume, low-speed, 2-3 lanes.
• Minimum 10-foot travel lanes with additional space for on-street parking CALM STREET OVERLAY: High opportunity for calm street improvements, with speed management improvements taking priority.

PEDESTRIAN CONSIDERATIONS

• 5-foot sidewalks on both sides of the street
• Minimum 10-foot travel lanes with additional space of the intersection
• Reconstructions are an opportunity for incorporating bump outs, raised crosswalks, and other enhancements.
• When connecting to signalized intersections, use LPIs

BICYCLE CONSIDERATIONS

• With low speeds and volumes, bicycling in the roadway should be comfortable for most users.
• On higher volume connector streets, consider signed routes, protected bike lanes, and/or bike boulevard treatments. FUTURE BIKE NETWORK: Suitable low stress facility required, typically a bike boulevard or separated bikeway if there are concerns about parking conflicts.

TRANSIT CONSIDERATIONS

• Occasionally have active transit routes. TRANSIT OVERLAY: Dedicated transit space likely not required due to low volumes. Consider signal improvements when connecting to larger streets.

CURBSIDE CONSIDERATIONS

• On-street parking desired on one or both sides of the street where space allows and does not conflict with bike treatment.

PLACEMAKING CONSIDERATIONS

• Landscape treatments – Street Trees to provide character and comfortable environment
• Lighting – focused primarily at crossings and intersections. Avoid spilling light directly into residences.
• Consider banners, signs, and other enhancements at entrances into neighborhoods. PARK ACCESS OVERLAY: Additional accommodations for bikes, wider sidewalks, lighting, and signage enhancements.

Str: Strongly Recommended Rec: Recommended Opt: Optional Lim: Limited

LOCAL EXAMPLE STREETS

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ARSENAL ST

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BATES ST

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SHENANDOAH AVE

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ST. LOUIS AVE

BENCHMARK PROJECTS

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TOWER GROVE CONNECTOR

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NEIGHBORHOOD GREENWAYS - SEATTLE, WA

STREET DESIGN FRAMEWORK - STREET TYPE GUIDELINES

NEIGHBORHOOD MAIN STREET

BASE CROSS-SECTION

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KEY INFORMATION

STREET TYPE DESCRIPTION

These streets are typically located at key nodes or intersections, featuring a mix of residential and neighborhood commercial uses. They are designed to be vibrant and pedestrian-friendly, with inviting infrastructure encouraging walking and social interaction. With medium traffic flow and low posted speed limits, they provide supportive spaces for local businesses while incorporating transit routes and bike lane connectivity to enhance accessibility for all users.

MULTI-MODAL PRIORITIES

TYPICAL CHARACTERISTICS

LAND USE CONSIDERATIONS

• Medium-Intensity Corridors (as identified in City of St. Louis Strategic Land Use Plan, 2025)
• Pedestrian focused, neighborhood commercial activity, adjacent to residential, including other uses that serve people living in the area (small parks, gardens, neighborhood shops, schools, and religious institutions, etc.)
• Building similar in height and size to the historic buildings, typically 3-5 stories and no limits on residential units/buildings
• Front and Side yard (space between building edge and ROW) parking is discouraged, street parking is common.
  • Minimal to no curb cuts.
  • Prioritize pedestrian arrival to businesses.

DESIGN CONSIDERATIONS

Str: Strongly Recommended Rec: Recommended Opt: Optional Lim: Limited

ROADWAY CONSIDERATIONS

• Low to mid-volume, low-speed, 2-3 lanes.
• 10-foot travel lanes with additional space for on-street parking and amenity zone.

PEDESTRIAN CONSIDERATIONS

• 8-foot sidewalks on both sides of the street
• Crosswalks should be present at all legs of the intersection
• Reconstructions are an opportunity for incorporating bump outs, raised crosswalks, and other enhancements.
• When connecting to signalized intersections, use LPIs.

BICYCLE CONSIDERATIONS

• With low speeds and volumes, bicycling in the roadway should be comfortable for most users.
• On higher volume main streets, consider sharrows, signed routes, and/or bike boulevard treatments.
• Bike parking and other amenities should be provided near commercial activity.
• FUTURE BIKE NETWORK: Suitable low stress facility required, typically a bike boulevard or separated bikeway if there are concerns about parking conflicts.

TRANSIT CONSIDERATIONS

• Occasionally have active transit routes.
• TRANSIT OVERLAY: Dedicated transit space likely not required due to low volumes. Consider signal improvements when connecting to larger streets.

CURBSIDE CONSIDERATIONS

• On-street parking desired on both sides of the street where space allows.
• Priority amenity zone with space for outdoor dining/parklets/retail. Enhanced site planting and furnishing.

PLACEMAKING CONSIDERATIONS

• Landscape treatments – Street Trees to provide character and comfortable environment
• Lighting – focused primarily at crossings and intersections. Avoid spilling light directly into residences.
• Consider banners, signs, and other enhancements at entrances into neighborhoods.
• PARK ACCESS OVERLAY: Additional accommodations for bikes, wider sidewalks, lighting, and signage enhancements.

LOCAL EXAMPLE STREETS

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MACKLIND AVE

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N BROADWAY

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CHEROKEE ST

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TOWER GROVE AVE

Transportation & Mobility Plan 181

BENCHMARK PROJECTS

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SOUTH GRAND

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P STREET CORRIDOR - LINCOLN, NE

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NEIGHBORHOOD NETWORK

BASE CROSS-SECTION

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KEY INFORMATION

STREET TYPE DESCRIPTION

These streets act as key connectors between local neighborhoods and regional commercial or mixed-use destinations. With dedicated bike lanes, wider sidewalks, and safe crossings, they prioritize pedestrian-friendly infrastructure. They experience medium-high traffic volumes compared to Neighborhood Connectors. Neighborhood Network streets are essential for providing safe and accessible transit connections, supporting both local mobility and access to larger commercial areas.

TYPICAL CHARACTERISTICS

MULT-MODAL PRIORITIES

LAND USE CONSIDERATIONS

• Medium-Intensity Neighborhood, some Low and High Intensity (as identified in City of St. Louis Strategic Land Use Plan, 2025)
• Primarily residential, including other uses that serve people living in the area (small parks, gardens, neighborhood shops, schools, and religious institutions, etc.)
• Housing similar in height and size to the historic buildings, maximum 3 stories and 4-8 units, plus optional ADUs
• Front and Side yard (space between building edge and ROW) parking is discouraged, street parking is common.

DESIGN CONSIDERATIONS

Str Strongly Recommended Rec Recommended Opt Optional Lim Limited

ROADWAY CONSIDERATIONS

• Higher-volume, low-speed, 3-4 lanes.
• 10-foot travel lanes, designated turn lanes, additional space in some areas for on-street parking. CALM STREET OVERLAY: Opportunity for calm street improvements, with speed management improvements taking priority.

PEDESTRIAN CONSIDERATIONS

• 5-foot sidewalks on both sides of the street
• Crosswalks should be present at all legs of the intersection
• Enhanced midblock crossings recommended.
• Reconstructions are an opportunity for incorporating bump outs, raised crosswalks, and other enhancements
• When connecting to signalized intersections, use LPIs

BICYCLE CONSIDERATIONS

• Bicycles are prioritized in some areas, typically with separated bike lanes. FUTURE BIKE NETWORK: Suitable facilities required, typically a bike boulevard or separated bikeway if there are concerns about parking conflicts. High visibility, protected intersections and bike amenities prioritized.

TRANSIT CONSIDERATIONS

• Often have active transit routes. TRANSIT OVERLAY: Safe, comfortable bus stops provided where transit stops are present. Can occupy curbside zone. Ensure safe crossing and transfer.

CURBSIDE CONSIDERATIONS

• On-street parking desired on both sides of the street where space allows.

PLACEMAKING CONSIDERATIONS

• Landscape treatments – Street Trees to provide character and comfortable environment
• Lighting – focused primarily at crossings and intersections. Avoid spilling light directly into residences.
• Consider banners, signs, and other enhancements at entrances into neighborhoods. PARK ACCESS OVERLAY: Additional accommodations for bikes, wider sidewalks, lighting, and signage enhancements.

STREET DESIGN FRAMEWORK - STREET TYPE GUIDELINES

LOCAL EXAMPLE STREETTS

⬚ figure PAGE BLVD

⬚ figure MORGANFORD BLVD

⬚ figure JAMIESON AVE

⬚ figure RIVERVIEW BLVD

BENCHMARK PROJECTS

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HEART OF PINE LAWN - PROJECT CLEAR STREETSCAPE REDEVELOPMENT

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BELMONT AVE, CHICAGO IL

STREET DESIGN FRAMEWORK - STREET TYPE GUIDELINES

DISTRICT LOCAL

BASE CROSS-SECTION

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KEY INFORMATION

STREET TYPE DESCRIPTION

These streets in core downtown and central areas of the city integrate residential, institutional, commercial, and recreational spaces. They prioritize pedestrian access with wide sidewalks, protected bike lanes, and transit stops, while also accommodating parking and loading zones. With low traffic and low-speed limits, these streets foster a dynamic, accessible environment that supports various uses and encourages vibrant street life. District Local Streets often connect to District Main Streets and District Connector Streets, enhancing the overall connectivity and flow of the urban core.

MULTI-MODAL PRIORITIES

TYPICAL CHARACTERISTICS

LAND USE CONSIDERATIONS

• Central Areas (as identified in City of St. Louis Strategic Land Use Plan, 2025)
• Pedestrian focused, access to building entrances to be street facing, very mixed use, high density and strong urban character, prioritize public and social space
• Building height varies, but aims for density. Maximum 20-30+ stories, and no limits on residential units/buildings
• Front and Side yard (space between building edge and ROW) parking is discouraged, street parking is common.
• Minimal to no curb cuts.
• Prioritize pedestrian arrival to businesses.
• Prioritize pedestrian/transit/bicycle

DESIGN CONSIDERATIONS

Str Strongly Recommended Rec Recommended Opt Optional Lim Limited

ROADWAY CONSIDERATIONS

• Low-volume, low-speed, 2 lanes, sometimes one-way.
• 10-foot travel lanes with additional space for on-street parking

PEDESTRIAN CONSIDERATIONS

• 8-foot sidewalks on both sides of the street
• Crosswalks should be present at all legs of the intersection
• Reconstructions are an opportunity for incorporating bump outs, raised crosswalks, and other enhancements.
• When connecting to signalized intersections, use LPIs

BICYCLE CONSIDERATIONS

• With low speeds and volumes, bicycling in the roadway should be comfortable for most users.
• On higher volume district local streets, consider 5’ minimum bike lanes.
• Bike parking and other amenities should be provided where appropriate. FUTURE BIKE NETWORK: Suitable low stress facility required, typically a separated bikeway if there are concerns about parking conflicts.

TRANSIT CONSIDERATIONS

• Typically, do not have active transit routes. TRANSIT OVERLAY: Dedicated transit space if appropriate for traffic volume. Consider signal improvements when connecting to larger streets.

CURBSIDE CONSIDERATIONS

• On-street parking desired on both sides of the street where space allows.
• Some amenity zone with space for outdoor dining/parklets/retail where appropriate.

PLACEMAKING CONSIDERATIONS

• Landscape treatments – Street Trees to provide character and comfortable environment. Enhanced site landscape recommended.
• Lighting – roadway and pedestrian lighting recommended, unified design for vibrant District character.
• Consider banners, wayfinding, and other enhancements at nodes to enhance District character. PARK ACCESS OVERLAY: Additional accommodations for bikes, wider sidewalks, lighting, and signage enhancements.

STREET DESIGN FRAMEWORK - STREET TYPE GUIDELINES

LOCAL EXAMPLE STREETS

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LOCUST ST

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CHESTNUT ST

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11TH ST

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22ND ST

BENCHMARK PROJECTS

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CARDINAL WAY - BALLPARK VILLAGE

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JACKSON ST - ST PAUL, MN

DISTRICT CONNECTOR

BASE CROSS-SECTION

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KEY INFORMATION

STREET TYPE DESCRIPTION

These streets in core downtown areas of the city integrate residential, institutional, commercial, and recreational spaces. They prioritize pedestrian access with wide sidewalks, protected bike lanes, and transit stops, while also accommodating parking and loading zones. With moderate traffic and low-speed limits, these streets foster a dynamic, accessible environment that supports various uses and encourages vibrant street life. District Local Streets often connect to District Connector Streets, enhancing the overall connectivity and flow of the urban core.

MULTI-MODAL PRIORITIES

TYPICAL CHARACTERISTICS

LAND USE CONSIDERATIONS

• Central Areas (as identified in City of St. Louis Strategic Land Use Plan, 2025)
• Pedestrian focused, access to building entrances to be street facing, very mixed use, high density and strong urban character, prioritize public and social space
• Building height varies, but aims for density. Maximum 20-30+ stories, and no limits on residential units/buildings
• Front and Side yard (space between building edge and ROW) parking is discouraged, street parking is common.
• Minimal to no curb cuts.
• Prioritize pedestrian arrival to businesses.
• Prioritize pedestrian/transit/bicycle

DESIGN CONSIDERATIONS

Str: Strongly Recommended Rec: Recommended Opt: Optional Lim: Limited

ROADWAY CONSIDERATIONS

• Mid-volume, low-speed, 2-3 lanes.
• 10-foot travel lanes with additional space for on-street parking, dedicated turn lanes.

PEDESTRIAN CONSIDERATIONS

• 8-foot sidewalks on both sides of the street
• Crosswalks should be present at all legs of the intersection
• Reconstructions are an opportunity for incorporating bump outs, raised crosswalks, and other enhancements.
• When connecting to signalized intersections, use LPIs

BICYCLE CONSIDERATIONS

• On higher volume connector streets, consider dedicated bike lane (10’ minimum, 4’ buffer), and/or signed routes.
• High visibility/green bike markings and enhanced intersections recommended.
• Bike parking and other amenities should be provided where appropriate.
• FUTURE BIKE NETWORK: Suitable low stress facility required, typically a separated bikeway.

TRANSIT CONSIDERATIONS

• Occasionally have active transit routes.
• Enhanced transit stops/stations to match District character.
• TRANSIT OVERLAY: Safe, comfortable bus stops provided where transit stops are present. Can occupy curbside zone. Ensure safe crossing and connection.

CURBSIDE CONSIDERATIONS

• On-street parking desired on both sides of the street where space allows.
• Some amenity zone with space for outdoor dining/parklets/retail where appropriate.

PLACEMAKING CONSIDERATIONS

• Landscape treatments – Street Trees to provide character and comfortable environment. Enhanced site landscape recommended.
• Lighting – roadway and pedestrian lighting recommended, unified design for vibrant District character.
• Consider banners, wayfinding, and other enhancements at nodes to enhance District character.
• PARK ACCESS OVERLAY: Additional accommodations for bikes, wider sidewalks, lighting, and signage enhancements.

LOCAL EXAMPLE STREETS

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OLIVE ST

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N COMPTON AVE

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10TH ST

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S 8TH ST

BENCHMARK PROJECTS

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SARAH ST PROJECTS

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NICOLLET MALL - MINNEAPOLIS, MN

DISTRICT MAIN STREET

BASE CROSS-SECTION

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KEY INFORMATION

STREET TYPE DESCRIPTION

Positioned in the districts throughout the City, these streets are designed as vibrant, pedestrian-oriented spaces that support local businesses. They feature welcoming streetscapes, parking and loading areas, bike lane connectivity, and transit stops. With low posted speed limits, these streets prioritize accessibility and ease of movement for pedestrians, cyclists, and public transit users. Additionally, some Downtown Main Streets may occasionally be closed to vehicle traffic for community events, transforming into lively public spaces.

TYPICAL CHARACTERISTICS

MULTI-MODAL PRIORITIES

LAND USE CONSIDERATIONS

• Central Areas, some Medium to High- Intensity (as identified in City of St. Louis Strategic Land Use Plan, 2025)
• Pedestrian focused, access to building entrances to be street facing, very mixed use, high density and strong urban character, prioritize public and social space
• Building height varies, but aims for density. Maximum 20-30+ stories, and no limits on residential units/buildings
• Front and Side yard (space between building edge and ROW) parking is discouraged, street parking is common.
• Minimal to no curb cuts.
• Prioritize pedestrian arrival to businesses.
• Prioritize pedestrian/transit/bicycle

DESIGN CONSIDERATIONS

Str: Strongly Recommended Rec: Recommended Opt: Optional Lim: Limited

ROADWAY CONSIDERATIONS

• Low to mid-volume, low-speed, 2-3 lanes.
• 10-foot travel lanes with additional space for on-street parking

PEDESTRIAN CONSIDERATIONS

• 8-foot sidewalks on both sides of the street
• Crosswalks should be present at all legs of the intersection
• Reconstructions are an opportunity for incorporating bump outs, raised crosswalks, and other enhancements.
• When connecting to signalized intersections, use LPIs

BICYCLE CONSIDERATIONS

• On higher volume connector streets, consider dedicated bike lane, and/or signed routes.
• High visibility/green bike markings and enhanced intersections recommended.
• Bike parking and other amenities should be provided where appropriate. FUTURE BIKE NETWORK: Suitable low stress facility required, typically a separated bikeway.

TRANSIT CONSIDERATIONS

• Occasionally have active transit routes.
• Enhanced transit stops/stations to match District character. TRANSIT OVERLAY: Dedicated transit space likely not required due to low volumes. Consider signal improvements when connecting to larger streets.

CURBSIDE CONSIDERATIONS

• On-street parking desired on both sides of the street where space allows.
• Priority amenity zone with space for outdoor dining/parklets/retail. Enhanced site planting and furnishing.

PLACEMAKING CONSIDERATIONS

• Landscape treatments – Street Trees to provide character and comfortable environment. Enhanced site landscape recommended.
• Lighting – roadway and pedestrian lighting recommended, unified design for vibrant District character.
• Consider banners, wayfinding, and other enhancements at nodes to enhance District character. PARK ACCESS OVERLAY: Additional accommodations for bikes, wider sidewalks, lighting, and signage enhancements.

STREET DESIGN FRAMEWORK - STREET TYPE GUIDELINES

LOCAL EXAMPLE STREETS

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DELMAR BLVD

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MANCHESTER AVE

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EUCLID AVE

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WASHINGTON AVE

BENCHMARK PROJECTS

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EAST LOOP DELMAR CID

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THE VILLAGE - WAUWATOSA, WI

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STREET DESIGN FRAMEWORK - STREET TYPE GUIDELINES

DISTRICT GATEWAY

BASE CROSS-SECTION

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KEY INFORMATION

STREET TYPE DESCRIPTION

These streets connect downtown to the rest of the city, serving as vital entry points and unique key corridors. Designed with dedicated transit and bike lanes, clear wayfinding, and low-speed limits, they facilitate commuter traffic while providing access to offices, residential areas, regional serving institutional and entertainment destinations, and commercial spaces.

TYPICAL CHARACTERISTICS

MULTI-MODAL PRIORITIES

LAND USE CONSIDERATIONS

• Central Areas, some Campus (as identified in City of St. Louis Strategic Land Use Plan, 2025)
• Pedestrian focused, access to building entrances to be street facing, very mixed use, high density and strong urban character, prioritize public and social space
• Building height varies, but aims for density. Maximum 20-30+ stories, and no limits on residential units/buildings
• Front and Side yard (space between building edge and ROW) parking is discouraged, street parking is common.
• Minimal to no curb cuts.
• Prioritize pedestrian arrival to businesses.
• Prioritize pedestrian/transit/bicycle

DESIGN CONSIDERATIONS

Str Strongly Recommended Rec Recommended Opt Optional Lim Limited

ROADWAY CONSIDERATIONS

• Higher-volume, low-speed, 3-5+ lanes.
• 10-foot travel lanes, designated turn lanes, additional space in some areas for on-street parking.

PEDESTRIAN CONSIDERATIONS

• 8-foot sidewalks on both sides of the street
• Crosswalks should be present at all legs of the intersection
• Midblock crossings strongly recommended to ensure safe crossing.
• Reconstructions are an opportunity for incorporating bump outs, raised crosswalks, and other enhancements.
• When connecting to signalized intersections, use LPIs

BICYCLE CONSIDERATIONS

• On higher volume connector streets, consider dedicated bike lane, and/or signed routes.
• High visibility/green bike markings and enhanced intersections recommended.
• Bike parking and other amenities should be provided where appropriate.
• FUTURE BIKE NETWORK: Suitable facilities required, typically dedicated bikeway. High visibility, protected intersections and bike amenities prioritized.

TRANSIT CONSIDERATIONS

• Often have active transit routes.
• Enhanced transit stops/stations to match District character.
• TRANSIT OVERLAY: Safe, comfortable bus stops provided where transit stops are present. Can occupy curbside zone. Ensure safe crossing and transfer.

CURBSIDE CONSIDERATIONS

• On-street parking desired on both sides of the street where space allows.

PLACEMAKING CONSIDERATIONS

• Landscape treatments – Street Trees to provide character and comfortable environment. Enhanced site landscape recommended.
• Lighting – roadway and pedestrian lighting recommended, unified design for vibrant District character.
• Consider banners, wayfinding, and other enhancements to enhance District character.
• PARK ACCESS OVERLAY: Additional accommodations for bikes, wider sidewalks, lighting, and signage enhancements.

STREET DESIGN FRAMEWORK - STREET TYPE GUIDELINES

LOCAL EXAMPLE STREETS

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MARKET ST

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14TH ST

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TUCKER BLVD

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BROADWAY

BENCHMARK PROJECTS

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BRICKLINE GREENWAY - MARKET ST

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WASHINGTON AVENUE CORRIDOR - MINNEAPOLIS, MN

MIXED USE LOCAL

BASE CROSS-SECTION

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KEY INFORMATION

STREET TYPE DESCRIPTION

These streets serve as key routes within neighborhoods, linking residential areas to local amenities such as schools, parks, and small businesses. They typically feature medium traffic volumes and pedestrian-friendly infrastructure, including sidewalks, bike lanes, and safe crossings. Mixed Use Local streets support a balance of local traffic and non-motorized transportation, fostering accessibility and connectivity within the community.

TYPICAL CHARACTERISTICS

MULTI-MODAL PRIORITIES

LAND USE CONSIDERATIONS

• High-Intensity Nodes and Campuses (as identified in City of St. Louis Strategic Land Use Plan, 2025)
• Pedestrian focused, high quality streetscape, sometimes distinct character
• Building height variable, generally up to 8 stories, but could be higher in key locations.
• Front and Side yard (space between building edge and ROW) parking is discouraged, street parking is common.
• Minimal to no curb cuts.
• Prioritize pedestrian/transit/bicycle

DESIGN CONSIDERATIONS