TOD Station Area Planning, Delmar & Forest Park Station - St. Louis, MO

Transit Oriented
Development Plan
For the DELMAR LOOP and FOREST PARKDeBALIVIERE

METROLINK STATIONS
prepared by H3 Studio
for the City of Saint Louis
Final Report
September 2013
Acknowledgements
CLIENT GROUP
PLANNING TEAM
The City of Saint Louis

Honorable Francis G. Slay
Don Roe
Connie Tomasula
H3 Studio
Lead Consultant
Mayor
Director of Planning, Planning & Urban Design
Agency
Urban Designer, Planning & Urban Design
Agency
St. Louis Development Corporation

Otis Williams
Amy Lampe
Executive Director
Major Project Manager
TECHNICAL ADVISORY COMMITTEE

Cheryl Adelstein
Director of Community Relations & Local

Government Affairs,

Washington University in St. Louis
Todd Antoine
Director for Planning,

Great Rivers Greenway District
Gary Boehnke
Director, Skinker DeBaliviere Community
Housing Corporation
Mary Campbell
Assistant Vice Chancellor for Real Estate,
Kim Cella
Director, Citizens for Modern Transit
Claybour Architects
Richard Claybour
Debra Cummings
Missouri History Museum
Joe Edwards
Loop Special Business Districts
Karin Hagaman
Skinker DeBaliviere Community Council
Vincent Haynes
Commercial District Manager, Saint Louis
Development Corporation
Paul Hubbman
Senior Manager of Corridor and Long Range
Planning, East-West Gateway Council of
Governments
M. Jaffe Group
Mark Jaffe
John Kohler
Planning & Program Manager, Board of Public
Service, City of Saint Louis
Brian Kolde 28th Ward Neighborhood Stabilization Officer,
City of Saint Louis
Lyda Krewson
28th Ward Alderwoman
Raymond Lai
Deputy Director of Planning & Community
Development,

City of University City
John Langa
Vice President of Economic

Development, Metro
Mary Grace Lewandowski
Transportation Planner, East-West Gateway
Council of Governments
Anjana Mohan
West End Neighbors
Deputy Executive Director, Saint Louis
Dale Ruthsatz
Development Corporation
President, Sandel & Associates
Dave Sandel
Sharon Spann
Wells Fargo Advisors
Dan Skillman
Parks Commission, City of Saint Louis
JoAnn Vatcha
Chair, Delmar Commercial Committee, Skinker
DeBaliviere Community Council
Cynthia A. Watson
West End Neighbors
David Whiteman
Director, Skinker DeBaliviere Community
Council
Frank Williamson 26th Ward Alderman
John Hoal, Ph.D., AICP

Timothy Breihan, A.AIA
Laura L. Lyon, VP, CNU
Bryan Taylor Robinson, AICP
Courtney Cushard, LEED AP
Angie Hristova
Jonathan Stitelman
Christopher Liao
Reed Miller
Andrew Luy

Principal-In-Charge
Major Project Manager
Project Manager
Sustainability Planner
Project Manager
Urban Designer
Urban Researcher
Urban Designer
Technical Staff
Technical Staff
Technical Staff
Bernardin, Lochmueller & Associates

Transportation Sub-Consultant
Douglas Shatto, PE, PTOE
Christopher Beard, PE, PTOE
Christopher Joannes
Ryan Bumb
Robert Innis

Transportation Services
Manager
Project Engineer
Traffic Planner
Traffic Engineering
Specialist
Principal,
Innis Consulting
Development Strategies
Economic Sub-Consultant
Robert M. Lewis, AICP, CEcD
Larry Marks
Katie Medlin
Principal
Principal | Executive Vice
President
Senior Analyst
M3 Engineering Group
Civil Engineering & Environmental Planning
Sub-Consultant
Marjorie L. Melton, P.E., LEED AP
Marc W. Eshelman, P.E.
Principal
Principal
Vector Communications Corporation

Public Outreach Sub-Consultant
Laurna Godwin
Rachel Powers
Partner
Consultant
The work that provided the basis of this publication was supported by funding under
an award with the U.S. Department of Housing and Urban Development through EastWest Gateway Council of Governments. The substance and findings of the work are
dedicated to the public. The author and publisher are solely responsible for the accuracy of the statements and interpretations contained in this publication. Such interpretations do not necessarily reflect the views of the Government or the East-West Gateway
Council of Governments.
Chapters
0|0
Executive Summary
1|0
Introduction
27
2|0
Project Background & Context
35
3|0
Station Area Plan
47
4|0
Implementation
87
5|0
Appendix 145
The Following Project Files Are Located at the St. Louis Development Corporation:
Transit Oriented Development Plan for the Delmar Loop and Forest ParkDeBaliviere MetroLink Station
Transit Oriented Development Plan Appendix
The Following Project Files Are Located at the East-West Gateway Council of Governments Website:
Electronic files of this Plan and corresponding Appendix are available on the website of the East-West Gateway
Council of Governments in adherence to the criteria for funding under an award with the U.S. Department of Housing
and Urban Development through East-West Gateway Council of Governments.
Table of Contents
0|0
1|0
2|0
3|0
Executive Summary
Plan Objective
Transit in Saint Louis
Summary of Existing Conditions
Station Area Plan Summary
Implementation Summary
8
10
11
12
20
Introduction
27
Project Introduction
Plan Objective
Planning Process
28
30
32
Project Background & Context
35
St. Louis as a Transit City

Current Planning Initiatives
Context Conditions
Consensus Issues
Project Assumptions
Station Area Transit Sheds
36
38
40
42
43
44
Station Area Plan
47
Station Area Plan

Delmar Loop & Forest ParkDeBalivere Development Framework
Urban Design & Planning
Delmar Loop Station Area

Forest ParkDeBaliviere Station Area

DelmarDeBaliviere Corridor

Transportation Connectivity Improvements
Pedestrian & Bicycle Access, Safety & Connectivity
Public Space
Green Infrastructure
Parking
48
52
54
56
60
64
68
72
76
80
84
4|0
Implementation
Implementation Recommendations

Implementation Action Items
Financial Analysis
Public Improvements
Parking Guidelines
Public Improvement Costs
Green Infrastructure Framework
Form-Based District Recommendations
5|0
Appendix
87
88
92
94
98
106
108
110
112
145
Planning & Urban Design (H3 Studio)

Technical Advisory Committee Meeting Presentations

Technical Advisory Committee Meeting Presentations
Public Engagement Report (Vector Communications)
Economic Development Report (Development Strategies
Transportation Report (Bernardin, Lochmueller & Associates
Civil, Sustainable & Environmental Engineering (M3 Engineering Group)
Opinion of Probable Costs (M3 Engineering Group)
A1
A1
A109
B1
C1
D1
E1
F1
6 | Revised Draft Transit Oriented Development Plan for the Delmar Loop & Forest ParkDeBaliviere MetroLink Station
0 | Executive Summary
0 | Executive Summary | 7
PLAN OBJECTIVE
BACKGROUND & CONTEXT
The City of Saint Louis has adopted a comprehensive, triple-bottom-line
approach to sustainability planning. The triple-bottom-line approach acknowledges the three pillars of sustainabilityenvironmental stewardship, improved
social equity, and increased economic developmentas equally important in
their contribution to a sustainable future. Transit oriented development has
been embraced as an exemplary model for holistic sustainable development
DELMAR LOOP
METROLINK STATION
and this Plan has embraced the three pillars of sustainability embodied in
the seven Livability Principles defined by HUD, DOT, and EPA. The City of
Saint Louis has listed Transit Oriented Development (TOD) as an essential
component of its Sustainability Plan and Mayors Sustainability Action Agenda.
As a result, the City wanted to conduct detailed TOD station area plans at
several existing and proposed MetroLink stations. These stations are: the
Cherokee and Kingshighway stations on the proposed Northside/Southside
alignment; the existing Arch-Lacledes MetroLink station, the existing Stadium
MetroLink station, and the existing Demar Loop and Forest ParkDeBaliviere
MetroLink stations.
The Delmar Loop and Forest ParkDeBaliviere MetroLink stations are some
of the most remarkable stations in the entire MetroLink system. Situated in the
The Plan sets forth

a market-based,
communitysupported vision
for transit oriented
development around
the Delmar Loop and
Forest ParkDeBaliviere
MetroLink stations, and
a roadmap for the City
of Saint Louis to make
this vision reality.
heart of Saint Louis central corridor, these stations provide direct access to
the regions major cultural, recreation, education, and entertainment destinations. Forest Park, Washington University in St. Louis, and the Delmar Loop
are all within a half-mile of the Delmar Loop and Forest ParkDeBaliviere
stations. As the transfer point between transit lines stretching from south
St. Louis County, the Metro East and Scott Air Force Base, and Lambert-St.
Louis International Airport, the regional importance of these stations cannot
be overstated.
The Transit Oriented Development (TOD) Plan for the Delmar Loop and Forest
ParkDeBaliviere MetroLink Stations (the Plan) establishes an actionable,
30-year plan for new development supported by access to transit. The Plan
outlines market-based development programs supported by proforma analysis
for recommended station area development. The Plan includes recommended
improvements to existing streets, parks, and infrastructure to maximize access
to the stations and achieve environmental best management practices. The
Plan describes the estimated costs of these public infrastructure improvements and outlines available mechanisms to provide incentives and aid in
implementation funding. Finally, the Plan proposes regulatory tools for the
City to pursue in the implementation process. In total, the Plan sets forth a
market-based, community-supported vision for transit oriented development

around the Delmar Loop and Forest ParkDeBaliviere MetroLink stations, and
a roadmap for the City of Saint Louis to make this vision reality.
PLAN DEVELOPMENT & FUNDING
This Plan is funded with a portion of the $4.7 million Sustainable Communities Regional Planning Grant from the joint U.S. Department of Housing
and Urban Development (HUD)U.S. Department of Transportation (DOT)
U.S. Environmental Protection Agency (EPA) Partnership for Sustainable
Communities. This grant was awarded to and administered by the East-West
Gateway Council of Governments as part of OneSTL (formerly the Regional
Plan for Sustainable Development). This Plan builds upon the existing Saint
Louis TOD Framework Plan, which was completed by Design Workshop
on behalf of East-West Gateway for the entire MetroLink system. As a
Consortium Partner for OneSTL, the City of Saint Louis is contributing this
Plan to East-West Gateway as part of the OneSTL planning effort.
Strengthening existing neighborhoods and connecting residents to transit is
a major component of sustainable neighborhood development and a stated
requirement of this Plan. The project Study Area incorporates the 10-minute
walk shed (one-half mile) for the Delmar Loop and Forest ParkDeBaliviere
MetroLink stations. This Study Area is comprised of 700 acres and is home to
approximately 7,700 residents and 2,300 jobs. In addition, there are approximately 300 vacant lots and vacant housing units within the Study Area. This
represents a significant opportunity for new development and enhancing
existing connectivity, mobility, and access to transit.
PARTNERS & ADMINISTRATION
The planning process for this Plan was administered by the St. Louis Development Corporation (SLDC) on behalf of the City of Saint Louis. The Project
Team lead was H3 Studio, performing project direction, transit oriented development planning, and project management. Project Team partner Development Strategies performed economic development program analysis
and funding plan development. Bernardin, Lochmueller & Associates (BLA)
performed transportation, parking, and connectivity planning and ridership
projections. Innis Consulting assisted BLA with transit policy and operations recommendations. M3 Engineering Group (M3) developed the civil and
environmental engineering recommendations and cost estimates. Finally,
Vector Communications led public outreach and communication efforts.
The St. Louis Development Corporation (SLDC) is responsible for the project
administration. The Client Group team consists of Otis Williams (Executive
Director, SLDC), Amy Lampe (Major Project Manager, SLDC), Don Roe
(Director, City of Saint Louis Planning and Urban Design Agency), and Connie
Tomasula (Urban Planner, City of Saint Louis Planning and Urban Design
Agency). The project team held four (4) coordination and review meetings
with the Client Group team throughout the course of the planning process for
regular guidance and review of materials and work products.
IMAGE OF HISTORIC SAINT LOUIS
PLANNING PROCESS
This planning process took place over the course of six months and involved
regular interface between the Client Group and the Project Team. In addition,
Transit Oriented
Development has been
shown to...
Increase land and property
values in the station area;
Improve access to
employment for all citizens of all
income levels;
the Project Team met with an assembled Technical Advisory Committee (TAC)
and conducted extensive public and stakeholder outreach. These efforts
allowed the Project Team to collect a large amount of data and feedback from
a wide cross-section of neighborhood residents, institutional and governmental staff, and community members. The public and stakeholder outreach
initiatives have helped to enrich the recommendations of the study and have
helped to build a broad base of consensus and support for the project.
Reduce car trips and greenhouse gas emissions;
TRANSIT IN SAINT LOUIS
Reduce costs for infrastructure

upkeep and construction;
The historic settlement patterns of Saint Louis produced an urban fabric that
Increase walkability within the

transit shed by bringing needed
services to the station area;
and tightly-knit residential neighborhoods are punctuated with numerous
Create opportunities for

diverse housing at the station
area and within the transit shed;
interstate highways. Despite these changes, the City has remained the nexus
Assure developers, entrepreneurs, and residents that transit

service will be sustained; and
THE POSITIVE IMPACTS OF TRANSIT ORIENTED DEVELOPMENT
Create a unique feature within

the city to attract residents,
workers, and visitors.
Despite 20 years of service, MetroLink stations have not delivered on the
makes for easy walkability and facilitates various forms of transit. Small blocks
parks and street-corner commercial districts. Over the past century, the Citys
street grid has evolved with the introduction of boulevards, streetcar lines, and
of transit in the greater Saint Louis region.
In 1993, Metro began operating MetroLink, the regions first light rail system.
potential of transit oriented development. Nevertheless, many of the neighborhoods retain a tight knit residential base, and shifting demographic trends have
resulted in new demand for these communities. Now is the time to capitalize
on this momentum to foster new development and sustainable infrastructure.
SUMMARY OF EXISTING CONDITIONS

The Delmar Loop and Forest ParkDeBaliviere Station Area is comprised
of two separate MetroLink Stationsthe Red Line Delmar Loop Station and
the Red Line/Blue Line Forest ParkDeBaliviere Station. These stations are
linked by the L-shaped, one-mile Delmar/DeBaliviere corridor. A third station,
the Blue Line Skinker Station, is located immediately to the southwest. The
Skinker Station was not included in this study because it is fully developed
DELMAR LOOP
and does not possess any major TOD opportunities. These three stations are
all within a half-mile of one another with overlapping transit sheds.
The Station Area includes three residential neighborhoods: Skinker DeBaliviere, the West End, and DeBaliviere Place. It also includes Washington
University in St. Louis North Campus and portions of The Loop and Forest
Park. It is situated between the regions premier commercial and entertainment main street and the regions premier park and cultural attraction.
In terms of accessibility to amenities, this Station Area is the best-located
and most transit-served place in the entire region. Despite these remarkable
assets and 20 years of light rail transit service, neither the Delmar Loop or
Forest ParkDeBaliviere Stations have yet delivered on the promise of transit
oriented development.
KEY CHARACTERISTICS OF THE STATION AREA

The Delmar Loop Station has 55,450 monthly boardings (June 2011-July
2012), which is the sixth highest among all stations. The Forest Park
SKINKER DEBALIVIERE
NEIGHBORHOOD STREET
DeBaliviere Station has 119,280 monthly boardings (June 2011-July

2012), the second highest among all stations;

The station area is accessed by nine MetroBus lines;
The station area contains one primary commercial corridor (Delmar

Boulevard) and one secondary commercial corridor (DeBaliviere Avenue);
The primary land use in the station area is single family residential;
The station area contains numerous underutilized sites, including surface

parking lots and inactive facades. Despite these characteristics, many of
these sites house viable businesses;
The station area contains multiple, overlapping National Register historic

districts, certified local historic districts, special assessment districts, and
redevelopment areas;
Neighborhoods south of Delmar Boulevard are stable; neighborhoods

north of Delmar face challenges of vacancy, disinvestment, and negative
perceptions of safety;
There are 7,718 residents, 2,337 employees, and 321 vacant housing
units within one-half mile of the two stations.
TWILIGHT TUESDAY AT MISSOURI

HISTORY MUSEUM
STATION AREA PLAN SUMMARY

The Delmar Loop and Forest ParkDeBaliviere Station Area Plan establishes a vibrant, mixed-use transit corridor linking the two MetroLink Stations.
In addition to creating a linear corridor along Delmar Boulevard and DeBaliviere Avenue, the plan envisions these two key commercial streetswhich
today function as the back door to the adjacent neighborhoodsas newlyrevitalized Main Streets supporting a transit oriented residential district. The
Plan utilizes a strategy of identifying key redevelopment anchors, focusing
infill development around existing amenities, and restoring the station areas
The Station Area Plan

recreates the walkable
relationship between
the corridor and
the surrounding
neighborhoods,
restoring the Delmar
Boulevard and
DeBaliviere Avenue
to their historic
grandeur.
urban street grid. This strategy recreates the walkable relationship between
the corridor and the surrounding neighborhoods, restoring the Delmar
Boulevard and DeBaliviere Avenue to their historic grandeur.
The Plan establishes three key anchors on existing redevelopment sites.
The Delmar Loop Station is redeveloped with a mix of primary retail, neighborhood services, office space, and new residences.
The Forest ParkDeBaliviere Station encompasses prime redevelopment
sites in Saint Louis overlooking Forest Park. New development and public
space improvements provide the station area with necessary vibrance while
providing key public space improvements.
Finally, the Metro DeBaliviere Garage is redeveloped as a residential
and mixed-use part of the Skinker DeBaliviere neighborhood. The Plan is
supported by key public realm improvements, including streetscapes, the
Loop Trolley, Saint Vincent Greenway, and Lucier Park to create a vibrant
transit oriented and truly car-optional neighborhood.
Cabanne Ave.
ban
Ave
.
Clemens Ave.
Enright Ave.
Goodfellow Ave.
Cates Ave.
Hamilton Ave.
Ho
m
dia
on
ne
.
ve
tA
Ca
Delmar Blvd.
Delmar Blvd.
De
Des Peres Ave.
Pershing Ave.
Rosedale Ave.
Skinker Blvd.
Gi
Laurel St.
Lucier Park
ve
rv
ille
DeBaliviere Ave.
Washington Ave.
Av
e
Waterman Ave.
Forest Park Parkway
Lindell Blvd.
Forest Park
STATION AREA PLAN

LEGEND
EXISTING BUILDINGS
NEW MIXED USE BUILDINGS
NEW RESIDENTIAL BUILDINGS
REDEVELOPED RETAIL/COMMERCIAL BUILDINGS
WASHINGTON UNIVERSITY NORTH CAMPUS BUILDINGS (not
included in development program)
NORTH SKINKER MIXED USE DEVELOPMENT (not included in
development program)
PARKING
PARKS
OPEN SPACE
NEW SIGNATURE INTERSECTION
NEW PLAZA
QUARTER MILE TRANSIT SHED
HALF MILE TRANSIT SHED
Proposed Development Program:

Residential Rehab and Infill: 320 Units
Residential: 1,750 Units (1,050 S.F./Unit)
Affordable Housing: 600 units (1,000 S.F./Unit)
Retail: 65,000 S.F.
Office: 55,000 S.F.
Structured Public Parking: 500 Spaces at Delmar Loop Station
Structured Private Parking: 500 Spaces at Delmar Loop Station
Parks & Plazas: 136,140 S.F.
Building Heights: 3 to 12 Stories (See pages 112-140 for Range)
DELMAR LOOP AND FOREST PARKDEBALIVIERE
STATION AREA PLAN 2043
DEBALIVIERE AVENUE
GOODFELLOW BOULEVARD, LOOKING SOUTH

TOWARD DELMAR BOULEVARD
DELMAR LOOP METROLINK STATION
IMPLEMENTATION SUMMARY
OVERALL IMPLEMENTATION CONSIDERATIONS
Successful implementation of all the Station Area Plans will require taking the
Plans on the road. It is recommended that the City of Saint Louis engage
with partner organizations, public and private, including professional associations that represent components of the real estate development industry. A
result of this widespread policy recognition will likely be the creation of approNEW GOTHAM BUILDING UNDER
CONSTRUCTION AT HAMILTON
AND DELMAR
priate partnerships to implement prioritized parts of each plan. The City and
Metro are key partners involved in this effort.
Resources will be needed for prioritized redevelopment projects. Money,
access to, and preparation of applications for various governmental and
foundations grants, incentive programs and their creation/management, fasttrack permitting, political advocacy, staff support and expedited reviews, etc.,
can all be offered as part of a package to entice the private market and land
owners to move quickly toward plan implementation.
STATION AREA IMPLEMENTATION ACTION ITEMS
While some of these issues are beyond the Citys control, the City can play
a key role in kick starting activity in the area. We recommend the following
A result of this
widespread policy
recognition will, and
should, be creation
of appropriate
partnerships to
implement prioritized
parts of each plan.
Almost certainly,
the City and Metro
should be partners
around both stations.
near-term activities:
1. SLDC, the nearby neighborhoods, and the City Streets Department
should begin the process to improve pedestrian access to both stations.
Funding for new sidewalks should be secured and any public engagement
activities should be scheduled;
2. SLDC should attempt to secure underutilized parcels near the MetroLink
stations. This may be in the form of a swap arrangement with another
City-owned property or an outright purchase of the property. Other friendly
entitiesMetro, Washington University, and local developersmust be
involved in this process. This will create larger development parcels at
critical locations;
3. After securing underutilized properties, work to consolidate or form a joint
venture opportunity with other nearby landowners or developers;
4. Once a developer is engaged, SLDC should include the realignment of

Rosedale Avenue in the development agreement;
5. The City should encourage more urban-friendly design and community
engagement be completed by developers to ensure that the project
is fulfilling the TOD plans and aligns with the desires of neighborhood
residents;
EXISTING SIDEWALK CONDITIONS

IN DEBALIVIERE PLACE
NEIGHBORHOOD
6. After securing the critical sites, the City should promote the projects
in the business community. Using the marketing tools described in the
Schematic Implementation Plan, the City can begin building a marketing
package for both local and out-of-town developers. Involve key stakeholdersWashington University, Metro, and local land ownersin the
development of this marketing package. Make it clear that collaboration
and support will be given at all levels;
7. After attracting interest in development opportunities, facilitate discussions between Metro and potential developers regarding the parking
facility and kiss-and-ride at the Forest Park station;
8. Market infill opportunities in the neighborhood to residents, local developers, and out-of-town developers. Partner with community organizations to ensure that existing residents are represented;
9. Invest in Tier 1 street improvements as detailed on pages 98-105 of this
TOD report.
Ideally, the tasks listed above should be accompanied by a long-term plan for
the area. The following activities are recommended for the long-term:
THE LOFTS AT WASHINGTON

UNIVERSITY - STUDENT HOUSING
UNDER CONSTRUCTION
1. Invest in Tier 2 and Tier 3 street improvements as detailed on pages

98-105 of this TOD report;
2. If Metro elects to move their facility at the corner of Delmar Boulevard and
DeBaliviere Avenue, work to facilitate the acquisition of the property or a
joint venture redevelopment;
3. Continue to market infill opportunities in the neighborhood to local and
out-of-town developers.
EXISTING PEDESTRIAN
CONDITIONS IN WEST END
NEIGHBORHOOD
GENERAL PUBLIC ASSISTANCE FOR REDEVELOPMENT

At this time, the City of Saint Louis has an array of development tools to help
offset some costs. Tax Increment Financing, a tool that allows a developer
to collect incremental real property and economic activity tax revenue, is a
popular way to finance property acquisition, infrastructure improvements, and
FOREST PARKDEBALIVIERE
METROLINK STATION
renovation costs in the City. Other tools, such as Community Improvement

Districts, allow for a developer to generate funds for area amenities or other
programs. A complete listing of possible incentive tools is included on page 33
DELMAR LOOP AND

FOREST PARK
DEBALIVIERE
STATION AREA PLAN
GENERAL PHASING
3 Stage Approach:
First, the City should
work to incentivize
development at the
Forest Park/DeBaliviere Metrolink station
parking lot as a
mixed-use residential
and retail development.
Second, steps must
be taken to work with
friendly parties to
identify a mixed-use
development for the
parcels immediately
west of the Delmar
Metrolink station.
The third stage of
the redevelopment
should focus on the
remaining developable
parcels within mile
of the station and infill
housing opportunities
within the mile
station area.
in Appendix C.
Gap financing can come from private sources as well. It should be noted that
competition for these limited resources is great. Other potential sources of
gap financing include: the business community, community-based organizations, developers, financial institutions, and philanthropic organizations. In
addition to tools geared towards property redevelopment, the City offers some
assistance to small business owners in the form of grants, tax credits, and other
specialized programs. In order to entice businesses into each station area, it
is critical that these programs be marketed towards the business community.
SUBSIDIES & DEVELOPMENT GAPS
While the Forest ParkDeBaliviere and Delmar station areas is an obvious
location for TOD, it is likely that a gap between the development cost and
the actual value of the development, post-development, will exist. This is
especially true for the first few TOD projects attempted. A critical mass of high
demand must be built upthrough the help of public financingto attract
developers that could build entirely reliant on the private market. Therefore, it
is necessary to find some sort of financing be it public or privateto fill the
gap and entice development.
The sidebars on the facing page detail the estimated funding gap and the
amount of public financing available for the finalized development scenario. In
general, the available public subsidies would not fill the financing gap for the
full project build out. The high costs associated with infrastructure improvements, land acquisition, and construction outstrip any gains based on current
rents and demand. To succeed as TOD, it is critical that a significant amount
of density is created to increase demand and rents.
FINANCIAL MODEL OUTCOMES
It should be noted that while the economic projections below estimate the
potential returns of the suggested redevelopment plan, no significant market
analysis has been performed to estimate the actual demand for these devel-
DELMAR LOOP AND

FOREST PARK
DEBALIVIERE
STATION AREA PLAN
opment configurations. The sidebar on the on this page indicates the estimated
financial returns for the Station Area Plan.
The overall return for the proposed development plan is within an acceptable
range for a developer if the development gap were filled by public or another
type of financing. However, the estimated amount of public financing available
does not cover the total construction costs. Therefore, it is critical that the
City insist that any development receiving public subsidy within a TOD area
be a quality development that will attract new residents or other users to spur
higher rents in the future. For the full economic analysis of each alternative,
please see page 64 in Appendix C.
PUBLIC SUBSIDY DESCRIPTIONS
General development incentives consist of:

Tax Increment Financing: A TIF collects a portion of net new real property,
earnings, and sales taxes. These funds are then used to finance development and other improvements within the TIF district.
Community Improvement District (CID): A CID can levy real property and/
or additional sales taxes to be used for certain improvements or services
within the boundaries of the CID. Sales tax CIDs are capped at 1.0%.
Transportation Development District (TDD): A TDD can be funded through

special assessment, real property tax, or sales tax. Sales tax TDDs are
capped at 1.0%. Funds are used to support transportation improvement
projects like signage, road conditions, or other transport-related needs
within the districts of the TDD.
Chapter 353 Redevelopment: This program allows for full or partial

abatement of real property taxes for up to 25 years.

Specialized development incentives consist of:

Tax-Exempt Bond Financing: This bond incentive provides long-term

capital financing for major projects.
Chapter 100 Bond Financing: This bond incentive provides long-term

Chapter 100 Sales Tax Exemption: Used in conjunction with Chapter

100 Bonds, the Chapter 100 Sales Tax Exemption reduces the costs of
purchasing non-manufacturing equipment.
The Small Business Association 7(a) Loan Guaranty: The SBA provides
financing to small businesses with reasonable terms.
New Markets Tax Credits (NMTC): These credits are typically used to
attract investments to low-income areas and offer tax credits for a portion
of the investment. Typically, NMTC are utilized for large areas of redevelopment to increase return.
Historic Tax Credits: Offers tax credits for owners of recognized historic
structures.
ESTIMATED
FUNDING GAP
DEVELOPMENT COST
$511.4 M
DEVELOPMENT VALUE
$373.4 M
FUNDING GAP
$138.0 M
AVAILABLE PUBLIC
SUBSIDY
$64.3 M
ESTIMATED
FINANCIAL RETURNS
RETURN WITHOUT
GAP FINANCING
3.8 %
RETURN WITH
GAP FINANCING
4.8 %
LAND RESIDUAL
VALUE @ 15%
$41.6 M
LAND RESIDUAL
VALUE @ 20%
$55.4 M
SUMMARY OF FORM-BASED DISTRICT RECOMMENDATIONS

Statement of Purpose for the FBD
The objective of the form-based district (FBD) is to regulate future
development
NEIGHBORHOOD CENTER TYPE
1 MIXED-USE BUILDINGS AT
DELMAR AND ROSEDALE
to encourage increased density and walkability. The
proposed district concentrates commercial activity and neighborhood

services along Delmar Boulevard and DeBaliviere Avenue, while
supporting incremental, contextual infill. Furthermore, the FBD is designed
to minimize redundancy with existing regulations (refer to Reconciliation
of the Historic Districts with the FBD
on page 114 for additional
information), and increase coordination with existing and proposed new

special assessment districts, including the Loop Special Business District
(SBD), East Loop SBD, Loop Trolley Transportation Development District
(TDD), and the proposed Loop and East Loop Community Improvement
Districts (CIDs) (proposed as part of the Loop Retail Study and Parkview
Gardens Neighborhood Sustainable Development Plan).
Finally, the proposed FBD boundary intentionally omits portions of
the West End Neighborhood north of Delmar Boulevard. This plan
recommends that the City work with the West End Neighborhood to
develop and establish a future neighborhood FBD. The portion of the
West End Neighborhood that falls within the half-mile transit shed could
be included in the proposed Delmar Loop and Forest ParkDeBaliviere
FBD. However, the City and planning team feel that a separate,
neighborhood-based FBD that considers the West End Neighborhood
EXAMPLE OF BOULEVARD TYPE 2
as a whole would better address the needs and desires of the West End
Neighborhood and its residents. Form-based district recommendation
are described in detail on pages 112-140.
Reconciliation of the Historic Districts with the FBD
The station area also encompasses portions of the Skinker DeBaliviere
Catlin TractParkview and Central West End Certified Local Districts.
Each Local District has established Rehabilitation and New Construction
Standards that specify building height, setback, materials, architectural
design guidelines, and site design guidelines. These standards apply to
all contributing structures within the district. Furthermore, construction
permits are required for all work (including for non-structural work
not normally requiring a permit, such as partial roof and window
replacement), and these permits trigger a review by the Citys Cultural
Resources Office (CRO) for conformity to district standards.
The existing Local Historic District Standards are redundant to new FBD
EXAMPLE OF NEIGHBORHOOD
GENERAL TYPE 1
regulations, and in general are more restrictive than proposed FBD

regulations. As a result, the FBD boundary is established, to the extent
PROPOSED REGULATING PLAN FOR DELMAR LOOP AND FOREST PARKDEBALIVIERE STATION AREA
LEGEND: BUILDING ENVELOPE STANDARDS
possible, to not include the Local Historic Districts. Overlap only

occurs where there is a need to achieve taller building heights and
greater levels of density than permitted in the existing Local Historic
NEIGHBORHOOD GENERAL TYPE 1

NEIGHBORHOOD CENTER TYPE 1
BOULEVARD TYPE 2
CAMPUS TYPE 1
District standards. This increased density is required for TOD to be

successful in this station area. These overlaps occur on the 5700to 6100-blocks of Delmar Boulevard and the 200- to 500-blocks of
DeBaliviere Avenue. Where these overlaps exist, we recommend
that the new FBD regulations be explicitly incorporated into the
Local Historic Districts Standards.
1 | Introduction
1 | Introduction | 27
INTRODUCTION
The Delmar Loop and Forest ParkDeBaliviere MetroLink stations are the
most remarkable stations in the entire MetroLink system. Located along
neighborhood commercial corridors in established residential neighborhoods,
these stations are among only seven of the 37 stations that offer immediate
walkable access from adjacent homes1. Additionally, these two stations are
situated in the heart of Saint Louis central corridor and provide direct access
to the regions major cultural, recreation, education, and entertainment destiAPARTMENT BUILDING
IN DEBALIVIERE PLACE
NEIGHBORHOOD
nations. Forest Park, Washington University in St. Louis, and the Delmar
Loopone of Americas Great Streetsare all within a half-mile of the Delmar
Loop and Forest ParkDeBaliviere stations.
These two stations, along with the Skinker Station, are all located within a
half-mile of each other. The proximity of these three stations provides the
framework for a transit district that is unmatched in the Saint Louis region.
Furthermore, the Forest ParkDeBaliviere station is the intersection of the
MetroLink Red and Blue Lines. As the transfer point between transit lines
Forest Park, Washington

University in St. Louis,
and the Delmar
Loop are all within
a half-mile of
the Delmar Loop
and Forest Park
DeBaliviere stations.
As the transfer point
between the Red and
Blue Lines, the regional
importance of these
stations cannot be
underestimated.
stretching from south St. Louis County, the Metro East and Scott Air Force
Base, and Lambert-St. Louis International Airport, the regional importance of
these stations cannot be overstated.
Despite these assets and the 20-year history of MetroLink in Saint Louis, the
development potential surrounding the Delmar Loop and Forest ParkDeBaliviere stations has never been realized. Existing commercial development
is generally low-density, low intensity, and automobile-centric. Persistent
vacancies and low-value land uses inhibit the creation of a high-quality pedestrian environment. Negative perceptions of safety deter transit riders from
walking to the Delmar Loop and Forest ParkDeBaliviere stations, despite
easy pedestrian access. More fundamentally, this combined station area is
very much a community on the edge. South of Delmar, the Skinker DeBaliviere and DeBaliviere Place neighborhoods have remained stable and vibrant
communities. To the west, the Delmar Loop is a nationally-recognized success
story for grassroots urban revitalization. North of Delmar, however, the West
End neighborhood has not experienced this kind of success. While population
and safety have increased measurably over the past decade, the neighborhood is still challenged by vacancies and a negative perceptions of safety.
The City of Saint Louis, Saint Louis Development Corporation, Metro, and
their partners possess a significant opportunity to recreate the Delmar Loop
and Forest ParkDeBaliviere Station Area as a key amenity to link between
surrounding neighborhoods with a community-based vision for neighborhood
1. Adjacent homes are defined as those that

are 500 feet or less from the entrance to
the MetroLink station platform.
development and placemaking that supports transit oriented development

through the creation of vibrant and active streets and public spaces. The
CONTEXT MAP
Transit Oriented Development (TOD) Plan for the Delmar Loop and Forest
ParkDeBaliviere MetroLink Stations is a roadmap for the City of Saint Louis,
its partners, and the development community to achieve the development
promise of MetroLink light rail transit.
METROLINK RIDERS AT THE

STATION
PLAN OBJECTIVE
The Transit Oriented Development (TOD) Plan for the Delmar Loop and Forest
ParkDeBaliviere MetroLink Stations (the Plan) establishes an actionable,
30-year plan for new development supported by access to transit. The Plan
outlines market-based development programs supported by proforma analysis
for recommended station area development. The Plan includes recommended
improvements to existing streets, parks, and infrastructure to maximize access
to the stations and achieve environmental best management practices. The
Plan describes the estimated costs of these public infrastructure improvements and outlines available mechanisms to provide incentives and aid in
implementation funding. Finally, the Plan proposes regulatory tools for the
City to pursue in the implementation process. In total, the Plan sets forth a
market-based, community-supported vision for transit oriented development
The Plan sets forth

a market-based,
communitysupported vision
for transit oriented
development around
the Delmar Loop and
Forest ParkDeBaliviere
MetroLink stations, and
a roadmap for the City
of Saint Louis to make
this vision reality.
around the Delmar Loop and Forest ParkDeBaliviere MetroLink stations, and
a roadmap for the City of Saint Louis to make this vision reality.
PLAN DEVELOPMENT & FUNDING
This Plan is funded with a portion of the $4.7 million Sustainable Communities Regional Planning Grant from the joint U.S. Department of Housing and
Urban Development (HUD)U.S. Department of Transportation (DOT)U.S.
Environmental Protection Agency (EPA) Partnership for Sustainable Communities. This grant was awarded to and administered by the East-West Gateway
Council of Governments as part of OneSTL (formerly the Regional Plan for
Sustainable Development.) This plan builds upon the existing Saint Louis
TOD Framework Plan, which was completed by Design Workshop on behalf
of East-West Gateway for the entire MetroLink systems. As a Consortium
Partner for OneSTL, the City of Saint Louis is submitting both this Plan and
the TOD Framework Plan to East-West Gateway as part of the OneSTL Plan.
The Transit Oriented Development (TOD) Plan for the Delmar Loop and
Forest ParkDeBaliviere MetroLink Stations is closely aligned with the goals
of the HUD-DOT-EPA Partnership for Sustainable Communities Livability
Principles. The Principles are to: Provide More Transportation Choices;
Promote Equitable, Affordable Housing; Enhance Economic Competitiveness;

Support Existing Communities; Coordinate and Leverage Federal Policies
and Investment; and Value Communities and Neighborhoods.
In order to achieve these principles through actionable implementation
initiatives, the Plan is comprised of the following components: 1) economic
analysis and development proforma outlining the station area development
program, projected costs, land values, and development gaps; 2) transportation analysis outlining street, sidewalk, and public space improvements,
parking, and multi-modal transit access; 3) stormwater and environmental
planning analysis outlining performance criteria and green infrastructure best
management practices; 4) public improvement cost estimates and funding
tools; and 5) a Form-Based District Regulating Plan, Building Envelope
Standards, and recommended changes to the City of Saint Louis Strategic
Land Use Plan.
Strengthening existing neighborhoods and connecting residents to transit is
a major component of sustainable neighborhood development and a stated
requirement of this Plan. The project Study Area incorporates the 10-minute
walk shed (one-half mile) for the Delmar Loop and Forest ParkDeBaliviere
MetroLink stations. This area extends from approximately one-half block north
of Etzel Avenue to the north to approximately one-half block south of Wydown
Avenue to the south; and from approximately one-half block east of the Union
Boulevard to the east to approximately one-half block west of the City limits to
the west. This Study Area is comprised of 700 acres and is home to approximately 7,700 residents and 2,300 jobs. In addition, there are approximately
300 vacant lots and vacant housing units within the Study Area. This represents a significant opportunity for new development and enhancing existing
connectivity, mobility, and access to transit.
PARTNERS & ADMINISTRATION
The planning process for this Plan was administered by the St. Louis Development Corporation (SLDC) on behalf of the City of Saint Louis. The Project
Team lead was H3 Studio, performing project direction, transit oriented development planning, and project management. Project Team partner Development Strategies performed economic development program analysis
and funding plan development. Bernardin, Lochmueller & Associates (BLA)
performed transportation, parking, and connectivity planning and ridership
projections. Innis Consulting assisted BLA with transit policy and operations recommendations. M3 Engineering Group (M3) developed the civil and
environmental engineering recommendations and cost estimates. Finally,
Vector Communications led public outreach and communication efforts.
PLANNING PROCESS
SCHEDULE
Project Kick-Off
Meeting
March 13, 2013
Stakeholder Interviews
AprilJuly, 2013
The St. Louis Development Corporation (SLDC) is responsible for the project
administration. The Client Group team consists of Otis Williams (Executive
Director, SLDC), Amy Lampe (Major Project Manager, SLDC), Don Roe (City
of Saint Louis Planning and Urban Design Agency Director), and Connie
Tomasula (Urban Planner, City of Saint Louis Planning and Urban Design
Agency). The project team held four (4) coordination and review meetings
with the Client Group team throughout the course of the planning process for
regular guidance and review of materials and work products.
Client Group
Coordination Meeting
02
April 11, 2013
PLANNING PROCESS
Technical Advisory
Committee (TAC)
Meeting 01
This planning process took place over the course of six months and involved
May 7, 2013
regular interface between the Client Group and the Project Team. In addition,
the Project Team met with an assembled Technical Advisory Committee (TAC)
and conducted extensive public and stakeholder outreach. These efforts
allowed the Project Team to collect a large amount of data and feedback from
Public Workshop 01
May 21, 2013
Technical Advisory
Committee (TAC)
Meeting 02
June 4, 2013
Client Group
03
July 10, 2013
a wide cross-section of neighborhood residents, institutional and governmental staff, and community members. The public and stakeholder outreach
initiatives have helped to enrich the recommendations of the study and have
helped to build a broad base of consensus and support for the project.
TECHNICAL ADVISORY COMMITTEE (TAC)
The purpose of the Technical Advisory Committee was to provide directed
guidance to the Planning Team and review of in-progress work, public
engagement materials and initiatives, and public work products. The Technical
Advisory Committee was comprised of representatives from key agencies and
institutions involved in the Plan, including the Skinker DeBaliviere Community
Council, West End Neighbors, Skinker DeBaliviere Community Housing
Corporation, Washington University in St. Louis, Metro, the East-West
Public Workshop 02
July 23, 2013
Gateway Council of Governments, Citizens for Modern Transit, Great Rivers

Greenway District, the Saint Louis Development Corporation, University City,
and the City of Saint Louis. Refer to the Acknowledgements section on page
Client Group
04
August 27, 2013
two for a complete list. The Technical Advisory Committee was identified
by the Client Group, with assistance from the Project Team, to serve as a
representative cross-section of project partners and stakeholders for decision
making and feedback. For presentations utilized during TAC Meetings, refer
to page 1 and page 58 of Appendix A.
STAKEHOLDER INTERVIEWS
Additionally, the Client Group and the Project Team identified 14 key project
stakeholders to be interviewed as part of the planning process. Stakeholders
included residents of the Skinker DeBaliviere and West End neighborhoods;
business and property owners; developers; City staff; Alderpersons; institutional representatives; non-governmental organizations; and other interested
parties. These stakeholders were invited to speak with the Project Team in
one-on-one, confidential work sessions. These stakeholder interviews were
one of multiple key items that helped shape the Project Teams understanding
of the station area, surrounding neighborhoods, transit use, and accessibility. While comments provided by the Stakeholders are confidential and not
PUBLIC WORKSHOP 02
attributed to any particular individual, information collected is compiled in the

Consensus Issues and Project Assumptions. A summary of major themes
provided by stakeholders is provided on page 8 of Appendix B.
PUBLIC ENGAGEMENT
In addition to the regular meetings with the Client Group team and Technical
Advisory Committee, the Project Team and Client conducted two Public
Workshops. The purpose of these Workshops was to present the Plan deliverables to date and collect input and feedback from the attendees. The first
Public Workshop was held on May 21, 2013 at Crossroads College Preparatory Academy. The second Public Workshop was held on July 23, 2013 at
New Cote Brilliante Church of God. Each Workshop began with a presentation by the Project Team outlining the current development of the Plan. This
presentation lasted approximately 45 minutes. Following the presentation,
attendees broke up into small groups to work hands-on with work boards that
PUBLIC WORKSHOP 01
summarized the content of the presentation. Attendees were encouraged to

draw their ideas on these work boards, which were collected by the Project
Team for review and summation. This small group work session lasted about
thirty-minutes and concluded with a public report out of key ideas from each
of the small groups. Following each Workshop, the Project Team reviewed
the comments selected and prepared summary documents for the Client. For
presentations utilized during public meetings, refer to page 109 and page 156
of Appendix A.
To maximize community participation, Vector Communications conducted a
public awareness and outreach campaign. The approach involved a comprehensive campaign that aimed to touch target audiences at least seven times.
These exposures occurred through: social media marketing, direct mail,
posters, phone calls, media relations, email marketing, online calendar posts
and personal stakeholder invitations during interviews. A full report on the
public outreach process is provided in Appendix B of this document.
PUBLIC WORKSHOP 01
2 | Project Background & Context
2 | Project Background & Context | 35
SAINT LOUIS AS A TRANSIT CITY

The historic settlement patterns of Saint Louis produced an urban fabric that
makes for easy walkability and facilitates various forms of transit. Small blocks
and tightly-knit residential neighborhoods are punctuated with numerous
parks and street-corner commercial districts. Over the past century, the Citys
street grid has evolved with the introduction of boulevards, streetcar lines, and
interstate highways. Despite these changes, the City has remained the nexus
of transit in the greater Saint Louis region.
IMAGE OF HISTORIC ST. LOUIS
The great places that characterize Saint Louis today were the direct result of
the Citys historic transit systems. For decades, the Citys many distinctive
neighborhoods flourished as traditional streetcar suburbs. Residents
commuted to jobs Downtown or in the northside industrial districts, but were
able to accommodate their everyday needs close to home. While the last
streetcar in the Saint Louis region ceased operation in 1966, residents today
seem ready to re-embrace transit oriented development to support connectivity of all residents to jobs, homes, shopping, and parks.
THE POSITIVE IMPACTS OF TRANSIT ORIENTED DEVELOPMENT
In 1993, Metro began operating MetroLink, the regions first light rail system.
Despite 20 years of service, MetroLink stations have not delivered on the
potential of transit oriented development. Nevertheless, many of the neighborhoods retain a tight knit residential base, and shifting demographic trends have
resulted in new demand for these communities. Now is the time to capitalize
on this momentum to foster new development and sustainable infrastructure.
Transit oriented development is situated within walking distance of transit
Total trackage in 1881

was 119.6 miles; the
companies owned 2,280
horses and mules and
496 cars, employed more
than a thousand workers,
and carried 19.6
million passengers.
stations and is characterized by a mix of uses such as residential, entertainment, retail, and office. TOD brings increased density with multi-story,
mixed-use buildings. TOD usually develops around light rail, which is
perceived as a more permanent type of transit infrastructure than bus routes
or other rubber wheeled modes of transit. This permanence tends to
encourage large investments in development and facilitate more concentrated
and compact development. Increased development density is more efficient,
requiring fewer resources and less infrastructure per capita. This efficiency
helps to preserve valuable land and resources.
James Neal Primm

Lion of the Valley
TOD can be attractive

when it is part of a
complete community...
Because of this efficiency, TOD is inherently more sustainable than other
types of single-use and auto-dependent development. Transit oriented development has been shown to:

Increase land and property values in the station area;
Improve access to employment for all citizens of all income levels;
Reduce car trips and greenhouse gas emissions;
Reduce costs for infrastructure upkeep and construction;
Increase walkability within the transit shed by bringing needed services

to the station area;
Create opportunities for diverse housing at the station area and within
the transit shed;
Assure developers, entrepreneurs, and residents that transit service

will be sustained; and
Create a unique feature within the City to attract residents, workers,

and visitors.
TOD AS A TOOL FOR SUSTAINABILITY

The City of Saint Louis has adopted a comprehensive, triple-bottom-line
approach to sustainability planning. The triple-bottom-line approach acknowledges the three pillars of sustainabilityenvironmental stewardship, improved
social equity, and increased economic developmentas equal in their
impact on allowing current generations to meet their needs while protecting
the ability of future generations to do the same. Furthermore, it recognizes
that when taken together, these three pillars can be leveraged to increase
positive outcomes on multiple fronts. This is due to the fact that most sustainability initiatives occur in the sphere of cities. Regardless of their specific
focus, these initiatives require some degree of investment of city funds. If
one of the effects of the initiatives is to increase property values or stimulate
economic activity, the tax base may increase enough to fully offset the cost
of the initiative or beyond. In addition, an increase in property value improves
the investment of individual residents, makes the community more desirable,
and may lead to an increase in other investments, both public and private.
This has the effect of increasing social equity by improving each individual
residents investment in their community and its return.
A complete community is opportunity-rich; all people have access to

quality housing, education, employment opportunities, open space and
recreation, retail, places of worship,
healthcare, and transportation. This is
to encompass the needs for households
with children, which may be overlooked
in areas around transit planning.
Center for Transit-Oriented Development
COMPLETE COMMUNITIES ARE

ATTRACTIVE TO FAMILIES WITH
CHILDREN WHEN THEY OFFER:
A sense of community and place
through investment in parks, libraries,
and community events;
A neighborhood where kids can run
and bicycle on streets through investment in streetscape and bicycle and
pedestrian improvements;
Transit-accessible schools which are
integrated into the community, rather
than separate from it;
Access to regional amenities such as
zoos and large parks;
Convenient access to daily shopping
such as groceries, clothing, or school
supplies; and
Access to regional employment opportunities via high-quality transit
THE BENEFITS OF COMPLETE
COMMUNITIES FOR FAMILIES ARE
BROAD AND INCLUDE:
Reduced spending on transportation
by owning fewer cars and driving less;
Reduced childhood obesity through
increased physical activity;
Reduced household stress through
shorter commute times and more time
for family activities; and
Improved
educational
outcomes
through access to stable housing and
a range of supportive and enriching
activities
HUD-DOT-EPA
Partnership for
Sustainable
Communities
Livability Principles
This type of success can be illustrated with the development of public transit and
transit oriented development. Through increased efficiency, mass transit lowers
Provide more transportation

choices: Develop safe, reliable, and
economical transportation choices to
decrease household transportation
costs, reduce our nations
dependence on foreign oil, improve
air quality, reduce greenhouse gas
emissions, and promote public health.
the per-capita carbon emissions when compared to transportation by car. This
Promote equitable, affordable

housing: Expand location- and
energy-efficient housing choices for
people of all ages, incomes, races,
and ethnicities to increase mobility
and lower the combined cost of
housing and transportation.
to convenient transit, increasing demand for housing, This spurs development,
Enhance economic
competitiveness: Improve economic
competitiveness through reliable and
timely access to employment centers,
educational opportunities, services
and other basic needs by workers, as
well as expanded business access to
markets.
Support existing communities:
Target federal funding toward existing
communitiesthrough strategies
like transit oriented, mixed-use
development, and land recyclingto
increase community revitalization
and the efficiency of public works
investments and safeguard rural
landscapes.
Coordinate and leverage federal
policies and investment: Align
federal policies and funding to
remove barriers to collaboration,
leverage funding, and increase the
accountability and effectiveness
of all levels of government to plan
for future growth, including making
smart energy choices such as locally
generated renewable energy.
Value communities and
neighborhoods: Enhance the unique
characteristics of all communities
by investing in healthy, safe, and
walkable neighborhoodsrural,
urban, or suburban.
has a measurable impact on environmental sustainability. Regular use of public

transit reduces annual transportation costs to households, which increases
individual wealth. This increase in wealth can have a positive effect on both
individual economic prosperity as well as social equity, because it enhances
individual empowerment within a community. People will choose to live closer
creates jobs, and encourages residents to support local businesses.
CURRENT PLANNING
INITIATIVES & STUDIES
There are a number of existing plans and current planning initiatives in and
around the Delmar Loop and Forest ParkDeBaliviere Study Area. These
existing plans and planning efforts affect the future environment of transit
oriented development in the Study Area. The Station Area Planning project
coordinates with these plans to the extent possible. Current planning initiatives and studies include:
THE ST. LOUIS TRANSIT ORIENTED DEVELOPMENT (TOD)
FRAMEWORK PLAN (2013)
Commissioned by East-West Gateway and Metro as part of the $4.7 million
OneSTL planning process, the St. Louis TOD Framework Plan establishes a
strategies for smart growth around existing Metro stations. The Framework
Plan includes station area typologies that are used to classify each MetroLink
station based on ridership, population sheds, and adjacent land use patterns.
The Framework Plan also examines the potential for economic development
around each station and provides recommendations for the existing regulatory
environment and public and private financing options.
THE CITY OF SAINT LOUIS SUSTAINABILITY PLAN (2013)
The City of Saint Louis spent two years collaboratively developing the Citys
first sustainability plan. During the planning process, the City learned from its
stakeholders that they envision a Sustainable City of Saint Louis as being
vibrant, progressive, prosperous, integrated, diverse, and a leader. They see
these characteristics being built upon the solid foundation of the Citys neigh-
borhoods; its rich architecture and built environment; a better connection with
natural resources; and the talent, innovation, and knowledge of local industry,
cultural organizations, and higher educational institutions. The City-wide plan
includes hundreds of strategies to advance sustainability in the City and can
be found at http://www.stlouis-mo.gov/sustainability. This Plan is designed to
achieve the applicable goals of the City of Saint Louis Sustainability Plan.
THE LOOP TROLLEY (2011PRESENT)
The Loop Trolley is an approximately 2.2 mile fixed-track streetcar that is
planned to run from the University City lion gates (Delmar Boulevard and
Trinity Boulevard) to the Missouri History Museum in Forest Park. The route
will follow Delmar Boulevard to DeBaliviere Avenue with designated stops at
the Delmar Loop and Forest ParkDeBaliviere MetroLink stations. The project
is a partnership between Citizens for Modern Transit and Loop developer Joe
Edwards, and is being funded by a $25 million grant from the Federal Transit
Administration and $19 million of privately-raised funds. When completed, the
Loop Trolley has the potential to serve as a local feeder for MetroLink. This will
effectively increase the transit shed for each station on the Trolley route. This
Plan assumes that the Loop Trolley will be constructed as planned to date.
SAINT VINCENT GREENWAY (2008PRESENT)
The Saint Vincent Greenway, a project of Great Rivers Greenway, is a dual-use
pathway that extends from Forest Park north to the campus of the University
of MissouriSt. Louis (UMSL.) The greenway is comprised of both off-street
trails and sidewalk alignments that parallel streets. Saint Vincent Greenway
begins at the Missouri History Museum in Forest Park and travels north on
DeBaliviere Avenue, running alongside the Loop Trolley alignment. At Delmar
Boulevard, the greenway begins an off-street alignment north through Ruth
Porter Park. The Saint Vincent Greenway will be transformative to the DeBaliviere Avenue streetscape, as well as significantly improving connectivity
between Forest Park, the West End Neighborhood, Skinker DeBaliviere, and
DeBaliviere Place. This Plan assumes that Saint Vincent Greenway will be
constructed as planned to date.
ST. LOUIS TOD FRAMEWORK

PLAN
Other Plans & Studies

Skinker DeBaliviere Urban
Design & Development Plan
(2012-Present): Commissioned by
the Skinker DeBaliviere Community
Council, this project encompasses
the entire Skinker DeBaliviere
neighborhood and includes both
MetroLink Stations. This Plan is
examining issues of connectivity,
public space, development, and
quality of life in the neighborhood,
and will be coordinated with the final
recommendations of the TOD Station
Area Plan.
Parkview Gardens Neighborhood
Sustainable Development Plan
(2011-Present): A project of
University City and City of Saint
Louis, this Plan was funded through
a joint HUD-DOT Partnership for
Sustainable Communities Grant.
This cross-jurisdictional plan includes
development recommendations,
building envelope recommendations,
and a neighborhood Sustainability
Action Plan. The Parkview Gardens
Neighborhood Sustainability Plan
has already resulted in development
projects, including a $80 million,
600-bed mixed commercial/student
housing complex and a new
University City Fire Station.
Delmar Loop Retail Study (2011):
This study was commissioned by
on behalf of the Delmar Loop
Special Business District, East Loop
Special Business District, and other
stakeholders. The Delmar Loop Retail
Study consists of a detailed retail and
commercial market analysis, future
retail market potential, tenanting
strategies, and implementation
recommendations. It was critical
in shaping the Project Teams
understanding of the commercial
market within the Study Area.
CONTEXT CONDITIONS
The Delmar Loop and Forest ParkDeBaliviere Station Area is comprised
of two separate MetroLink Stationsthe Red Line Delmar Loop Station and
the Red Line/Blue Line Forest ParkDeBaliviere Station. These stations are
linked by the L-shaped, one-mile Delmar/DeBaliviere corridor. A third station,
the Blue Line Skinker Station, is located immediately to the southwest. The
Skinker Station was not included in this study because it is fully developed
and does not possess any major TOD opportunities. These three stations are
all within a half mile of one another with overlapping transit sheds.
INTERSECTION OF GOODFELLOW
AND DELMAR BLVD.
The Station Area includes three residential neighborhoods: Skinker DeBaliviere, the West End, and DeBaliviere Place. It also includes Washington
University in St. Louis North Campus and portions of the Delmar Loop and
Forest Park. It is situated between the regions premier commercial and entertainment main street and the regions premier park and cultural attraction.
In terms of accessibility to amenities, this Station Area is the best-located
and most transit-served place in the entire region. Despite these remarkable
assets and 20 years of light rail transit service, neither the Delmar Loop or
Forest ParkDeBaliviere Stations have yet delivered on the promise of transit
oriented development.
KEY CHARACTERISTICS OF THE STATION AREA
Transit Oriented
Development
promotes sustainable
communities by
providing people of
all ages and incomes
with improved access
to transportation,
diverse housing
choices, and reduced
transportation costs.
The Delmar Loop Station has 55,450 monthly boardings (June 2011-July
2012), which is the sixth highest among all stations. The Forest Park
DeBaliviere Station has 119,280 monthly boardings (June 2011-July
2012), the second highest among all stations;
The station area is accessed by nine MetroBus lines;
The station area contains one primary commercial corridor (Delmar

Boulevard) and one secondary commercial corridor (DeBaliviere Avenue);
The primary land use in the station area is single family residential;
The station area contains numerous underutilized sites, including surface

parking lots and blank facades. Despite these characteristics, many of
these sites house viable businesses;
The station area contains multiple, overlapping National Register historic

districts, certified local historic districts, special assessment districts, and
redevelopment areas;
Neighborhoods south of Delmar Boulevard are stable; neighborhoods

north of Delmar face challenges of vacancy, disinvestment, and negative
perceptions of safety;
There are 7,718 residents, 2,337 employees, and 321 vacant housing
units within one-half mile of the two stations.
ZONING
LAND USE
SPECIAL USE DISTRICTS
TOPOGRAPHY
STREETS - STREET HIERARCHY
BLOCKS
BUILDINGS
METRO - BUS - TROLLEY
PARKS - OPEN SPACE
PARKING
SIDEWALKS
AMENITIES
DELMAR LOOP & FOREST PARK

DEBALIVIERE STATION AREA
CONSENSUS ISSUES
1. Development sites surrounding the
Delmar MetroLink Station are small
and constrained;
2. The entrance to Delmar MetroLink
Station in not visible from Delmar
Boulevard, making it less recog-
nizable, accessible, and userfriendly;
3. There is poor pedestrian connec-
tivity and infrastructure from the
North and East of the Delmar

MetroLink Station;
8
9
4. Current development is low density
and is not the ideal model for
Transit Oriented Development;
10
5. Large numbers of residential

vacancies in some surrounding
neighborhoods;
6. Lack of large, contiguous, or
available development sites.
7. Existing zoning and parking
requirements do not support
increased density necessary for
transit oriented development;
CONSENSUS ISSUES MAP

LEGEND
VACANT BUILDINGS
VACANT PARCELS
POOR PEDESTRIAN FACILITIES AND INFRASTRUCTURE
POOR PEDESTRIAN ACCESS
SMALL CONSTRAINED DEVELOPMENT SITES
8. Poor pedestrian access from

surrounding neighborhoods due
to poor pedestrian facilities and
unfavorable walking conditions;
9. Commercial vacancy and underutilization;
10. Forest Park Parkway creates a
barrier between Forest Park and
the station and neighborhoods;
11. There is a perceived lack of safety
at the Forest ParkDeBaliviere
Station.
11

DEBALIVIERE STATION AREA
PROJECT ASSUMPTIONS
1. Loop Trolley will be constructed as
planned;
2. Saint Vincent Greenway
construction will be completed
4
6
8
connecting Ruth Porter Mall to

Forest Park;
3. The Wabash Station will become
the main entrance to the Delmar
MetroLink Station;
4. Washington University North
Campus will be redeveloped over

the next 20 years as a major TOD
employment center;
5. North Skinker Boulevard will be

redeveloped over the next 20 years
with mixed use office, laboratory,
and other buildings catalyzed
or supported by Washington
University in St. Louis;
PROJECT ASSUMPTIONS MAP

LEGEND
LOOP TROLLEY
SAINT VINCENT GREENWAY
WASHINGTON UNIVERSITY NORTH CAMPUS
NORTH SKINKER AND DELMAR BLVD. FUTURE DEVELOPMENT
METRO-OWNED FUTURE DEVELOPMENT SITES
DELMAR METROLINK STATION AREA
6. The MetroLink park and ride lots at

both the Delmar Loop Station and
Forest ParkDeBaliviere Station
will be redeveloped;
7. The Metro DeBaliviere Garage will
be redeveloped over the 30 year
timeframe of the Plan.
8. Gigabit internet access will be
provided along the Loop Trolley
route as part of the Loop Media
Hub initiative.
Quarter Mile Transit

Shed Characteristics
TRANSIT SHEDS
Forest Park Parkway is a major

pedestrian barrier.
Forest Park is a major attraction that
is served by transit
The depressed MetroLink tracks
bisect the transit shed and form a
major barrier with only two crossing
points.
The Loop Trolley can help to improve
the urban character of the area
and create a more complete transit
system.
Washington University North Campus
is a major opportunity for a transit
oriented, mixed-use employment
center.
Population: 3,860
Employment: 1,176
Use Mix: 0.38
Transit Capture Rate: 15%
The neighborhoods, institutions, districts, and amenities that are part of the
Delmar Loop and Forest ParkDeBaliviere Station Area are served by three
MetroLink stations, located within a half mile of each other. This level of light rail
access is unequalled in the region with the exception of Downtown Saint Louis.
As a general rule, the maximum distance that a person is likely to walk in order
to ride transit is one half mile (a 10-minute walk). The ideal distance is one
quarter of a mile (a 5-minute walk). These approximate walking distances are
referred to as transit sheds. As a result of their proximity, the three MetroLink
Stations that serve this area share one large transit shed.
While transit sheds are typically defined as the crow flies with a simple
radius, this does not provide an true representation of the transit capture area.
In order to accurately predict transit capture rates and the positive effects of
TOD, the transit sheds are modified based on accessibility (the street grid,
quality of the urban environment, and barriers), concentrations of likely transit
riders, and the influence of existing stations. For example, areas with poor
street lighting or vacant buildings and surface parking can deter walkability if
people do not feel comfortable on the street. This will drive transit users to other
Half Mile Transit Shed

Characteristics
stations, particularly if other stations are available nearby. This can be seen
at the Delmar Loop Station. Despite its close proximity to Des Peres Avenue
and the numerous residences nearby, the quality of the surrounding urban
Influenced more by the proximity

to the station than by pedestrian
conditions.
environment is perceived as unpleasant and unsafe. Therefore, residents of
Forest Park Parkway is a major

pedestrian barrier.
and walkable, pedestrian oriented storefronts.
Forest Park is a major attraction that

is served by transit
The proximity to the station and the particular challenges also influence the
The close proximity of the Skinker

Station to the Delmar Loop and Forest
ParkDeBaliviere Stations limits the
size of the transit shed.
of workers and residents expected to use a particular station to access transit.
Population: 7,718
the Skinker DeBaliviere neighborhood will often walk twice as far or more to
the Skinker Station, which is surrounded by a high-quality urban environment
capture rates for the station area. Capture rates are defined as the percentage
These rates vary based on the mode of transit, density of the surrounding
areas, and ease of access to the station. They are primarily a function of
distance from the proposed station, but they are also influenced by connectivity, safety & quality of the walking environment. The quarter mile and half
Employment: 2,337
mile transit sheds and capture rates (which are illustrated on the following
Use Mix: 0.30
page and described in detail in the sidebar) have been modified based on
Transit Capture Rate: 10%
the unique accessibility and access challenges for each particular station. Of
special note are the fact that the quarter mile sheds for each station connect
along DeGiverville Avenue, because DeGiverville Avenue provides a direct
link between the two stations; and the fact that the sheds do not extend to the
southwest because that area is part of the adjacent Skinker Station quarter
mile and half mile transit sheds.
EXISTING STATION AREA CONTEXT PLAN SHOWING TRANSIT SHEDS

LEGEND
Skinker Blvd.

3 | Station Area Plan
3 | Station Area Plan | 47
STATION AREA PLAN

The Delmar Loop and Forest ParkDeBaliviere Station Area Plan establishes a vibrant, mixed-use transit corridor linking the two MetroLink Stations.
In addition to creating a linear corridor along Delmar Boulevard and DeBaliviere Avenue, the plan envisions these two key commercial streetswhich
today function as the back door to the adjacent neighborhoodsas newlyrevitalized Main Streets supporting a transit oriented residential district. The
plan utilizes a strategy of identifying key redevelopment anchors, focusing infill
REDEVELOPED DEBALIVIERE
AVENUE LOOKING SOUTH
TOWARD FOREST PARK
development around existing amenities, and restoring the station areas urban
street grid. This strategy recreates the walkable relationship between the
corridor and the surrounding neighborhoods, restoring the Delmar Boulevard
and DeBaliviere Avenue to their historic grandeur.
The Plan establishes three key anchors on existing redevelopment sites. The
Delmar Loop Station is redeveloped with a mix of primary retail, neighborhood
services, office space, and new residences. These surround a rehabbed
Wabash Station House that serves as the main entrance to the Delmar Loop
Station. This new development anchors the East Loop and is supported by
the revised street alignment and block structure north of Delmar and west of
the MetroLink tracks, and the adjacent future redevelopment opportunity of
Washington Universitys North Campus. The Delmar Loop Station improvements are described in detail on pages 52-53.
The Station Area Plan

recreates the walkable
relationship between
the corridor and
the surrounding
neighborhoods,
restoring the Delmar
Boulevard and
DeBaliviere Avenue
to their historic
grandeur.
The Forest ParkDeBaliviere Station encompasses the only available redevelopment sites in the station area overlooking Forest Park. To take advantage
of this location, mixed-use and high-rise residential development surround a
new transit plaza that spans a portion of the depressed MetroLink right-ofway. This new development and transit plaza provides the station area with
necessary vibrance and makes key improvements to adjacent public space.
These improvements will enhance the safety, comfort, and pedestrian access
of the Forest ParkDeBaliviere Station, making it a true asset to neighboring
residents. These station improvements are described in detail on pages 56-57.
Finally, the Metro DeBaliviere Garage is redeveloped as a residential and
mixed-use part of the Skinker DeBaliviere neighborhood. The Plan recreates
the historic street grid, extending Washington Avenue east to DeBaliviere and
Goodfellow Avenue south to Washington. This redevelopment anchors the
corridor and redefines the corner at Delmar and DeBaliviere. These improvements are described in detail on pages 60-61. These three anchor developments establish the key extents of the station area and facilitate infill of the
rest of the corridor. They are supported by key public realm improvements,
including streetscapes, the Loop Trolley, Saint Vincent Greenway, and Lucier
Park to create a vibrant transit oriented and truly car-optional neighborhood.
Cabanne Ave.
ban
Ave
.
Clemens Ave.
Enright Ave.
Goodfellow Ave.
Cates Ave.
Hamilton Ave.
Ho
m
dia
on
ne
.
ve
tA
Ca
Delmar Blvd.
Delmar Blvd.
De
Des Peres Ave.
Pershing Ave.
Rosedale Ave.
Skinker Blvd.
Gi
Laurel St.
Lucier Park
ve
rv
ille
DeBaliviere Ave.
Washington Ave.
Av
e
Waterman Ave.
Forest Park Parkway
Lindell Blvd.
Forest Park
STATION AREA PLAN

LEGEND
EXISTING BUILDINGS
WASHINGTON UNIVERSITY NORTH CAMPUS BUILDINGS (not
included in development program)
NORTH SKINKER MIXED USE DEVELOPMENT (not included in
development program)
PARKING
PARKS
OPEN SPACE
NEW PLAZA
Proposed Development Program:

Residential Rehab and Infill: 320 Units
Residential: 1,750 Units (1,050 S.F./Unit)
Affordable Housing: 600 units (1,000 S.F./Unit)
Retail: 65,000 S.F.
Office: 55,000 S.F.
Structured Public Parking: 500 Spaces at Delmar Loop Station
Structured Private Parking: 500 Spaces at Delmar Loop Station
Parks & Plazas: 136,140 S.F.
Building Heights: 3 to 12 Stories (See pages 112-140 for Range)
AERIAL PERSPECTIVE VIEW OF THE

STATION AREA (LOOKING SOUTHEAST)
EXISTING VIEW
PROPOSED VIEW

STATION AREA (LOOKING NORTHWEST)
EXISTING VIEW
PROPOSED VIEW

DEBALIVIERE DEVELOPMENT FRAMEWORK
The Development Framework for the Delmar Loop and Forest ParkDeBaliviere Station Area aims to establish a coherent, vibrant, mixed-use corridor
along Delmar Boulevard and DeBaliviere Avenue, connecting existing
assets and new opportunities. Today, the DelmarDeBaliviere corridor acts
as a barrier between its three adjacent neighborhoodsa vehcular-centric
no-mans land that divides rather than unites the heart of a diverse and vibrant
community. A revitalized transit corridor will function as a seam that integrates
Skinker DeBaliviere, the West End, and DeBaliviere Place. It will book-end
REDEVELOPED DELMAR
METROLINK STATION
and extend the Delmar Loop, providing a major catalyst for new market opportunities and the continued revitalization of the surrounding neighborhoods.
The Development Framework includes the following elements:
1. DEFINE THE CORRIDOR WITH KEY ANCHOR DEVELOPMENT: By
utilizing major redevelopment opportunities at the Delmar Loop Station,
Forest ParkDeBaliviere Station, and Metro DeBaliviere Garage, the
A revitalized transit
corridor will function
as a seam that
integrates Skinker
DeBaliviere, the West
End, and DeBaliviere
Place. It will book-end
and extend the Delmar
Loop, providing a
major catalyst
for new market
opportunities
and the continued
revitalization of
the surrounding
neighborhoods.
transit corridor can be established with major amenities that serve both the
surrounding neighborhoods and the region as a whole.
2. CONNECT LUCIER PARK: By extending Lucier Park north to Delmar
Boulevard, the park can become an amenity for the corridor, the West End, and
Skinker DeBaliviere serving as a catalyst for new surrounding development.
3. INFILL THE CORRIDOR: Once the corridor anchors are established, infill
the Delmar Boulevard and DeBaliviere Avenue transit corridor with new
mixed use development. This will enhance the activity and vibrance of the
area and create a new seam that links the adjacent neighborhoods together.
4. SUPPORT THE REDEVELOPMENT OF NORTH CAMPUS: Washington
University North Campus is a major opportunity for a transit oriented
employment center and will catalyze new market opportunities and
supporting development.
5. LEVERAGE THE LOOP TROLLEY AND SAINT VINCENT GREENWAY:
The Loop Trolley and Saint Vincent Greenway are funded initiatives that
will have major positive impacts on the public realm and vitality of Delmar
Boulevard and DeBaliviere Avenue. Leverage these projects to incentivize
development of the transit corridor.
6. ENHANCE CONNECTIVITY TO SURROUNDING NEIGHBORHOODS:
By improving the safety, beauty, and public realm of existing streets and
bicycle and pedestrian connections, the transit corridor can function as a
major amenity for the revitalization of adjacent neighborhoods.
6
4
6
6
3
6
3
DEVELOPMENT FRAMEWORK PLAN

LEGEND
MIXED USE DEVELOPMENT AREA
METROLINK STATIONS
NORTH SKINKER DEVELOPMENT
RESIDENTIAL DEVELOPMENT AREA
NEW AND IMPROVED STREETS
LOOP TROLLEY
LUCIER PARK
EXISTING SAINT VINCENT GREENWAY
FUTURE SAINT VINCENT GREENWAY
METROLINK
URBAN DESIGN & PLANNING

The following urban design and planning strategies define the Station Area
Plan for Delmar Loop and Forest ParkDeBaliviere Stations:
INCREASED INTENSITIES OF RESIDENTS AND EMPLOYEES: The Station
Area Plan should increase ridership and area density by adding a critical
mass of new residents and workers in the area. These will be associated with
development opportunities at the Delmar Loop Station, Forest ParkDeBaliviere Station, and Metro Garage, as well as incremental infill development of
VIEW OF GOODFELLOW AT
REDEVELOPED METRO GARAGE
vacancies in the surrounding neighborhoods.

USE MIX REFLECTING A FINE GRAIN, DIVERSE BLEND OF LAND-USES:
The Station Area Plan focuses primarily on the addition of new and renovated
Intensities of Residents & Employees
Use Mix Reflecting a Fine Grain & Diversity
Urban Form & Quality
+++++
+++++
+++++
residential units (2,670), with an affordable housing target of 20%. These are
supported by 65,000 square feet of new retail storefronts and 55,000 square
feet of new office space. Please refer to page 49 for further details.
URBAN FORM & QUALITY:
The Station Area Plan should build on the existing character of the East Loop,
Parking Strategy
Other Highly Desirable Features
introducing compatible new development with heights and forms that restore
+++++
+++++
+++++ Connectivity
Skinker DeBaliviere, West End, and DeBaliviere Place neighborhoods by
PARKING STRATEGY: While this is a TOD plan, the Station Area Plan should
the former grandeur of Delmar and DeBaliviere as walkable, neighborhoodsupported commercial corridors. Furthermore, the Station Area Plan should
build on the existing assets of the surrounding neighborhoods by utilizing
building types and material qualities compatible with the characteristics of
the early twentieth century brick structures, streets, and public spaces. This
approach will establish a coherent image for the corridor and neighborhoods
with unique character and a comfortable sense of place.
CONNECTIVITY: The Station Area Plan should enhance vehicular and
pedestrian connectivity along Delmar Boulevard and DeBaliviere Avenue
as well as provide an improved level of connectivity for pedestrians and
bicycles between the DelmarDeBaliviere corridor, MetroLink Stations, and
the surrounding neighborhoods. Access and circulation should be coordinated
with MetroBus, the Loop Trolley, and parking facilities in order to provide for
efficient and intelligible circulation throughout the Station Area.
provide sufficient parking for new development while ensuring that proposed
parking and parking requirements do not limit development or adversely affect
urban character. Proposed parking should be located in shared-use garages
on the interiors of blocks to conceal it from the street to the greatest extent
possible. Please refer to pages 106-107 for further details.
PERSPECTIVE VIEW OF LUCIER PARK AT THE CORNER OF

HAMILTON AVENUE AND DELMAR BOULEVARD
EXISTING VIEW
PROPOSED VIEW
DELMAR LOOP STATION AREA

The Delmar Loop Station Area has the greatest development potential and
access to surrounding amenities of any place within the Study Area. It is just
beyond the extent of current East Loop development, but is walkable from the
both the Delmar Loop in University Citydesignated one of Americas Great
Streets by the American Planning Associationand the East Loop. It is also
the major multi-modal bus transfer point in the area, serving five MetroBus
Lines (#02 Red Line, Green Line Shuttle, #16 City Limits, #91 Olive, and #97
REDEVELOPED DELMAR LOOP
METRO STATION ENTRANCE IN
THE WABASH STATION BUILDING
Delmar). Finally, it is within walking distance of Washington Universitys North

Campus, which has the potential to become a major TOD employment center.
The Delmar Station also provides easy, walkable access from the residential
neighborhoods of Skinker DeBaliviere, the West End, and Parkview Gardens
in University City. This accessibility and development potential classifies the
Delmar Loop Station as Major Urban Center in the TOD Framework Plan.
In order to realize this potential, there are a number of issues that must be
addressed. The existing street pattern results in small and oddly-shaped development sites, particularly north of Delmar and west of Hodiamont. There are
significant issues of pedestrian comfort and safety which must be improved
if the station is to become a walkable destination. There are also problems
with vehicular circulation and access to the Delmar Loop Station. Finally, the
Station is not easily visible or accessible from Delmar Boulevard itself. The
Delmar Loop Station Area plan includes the following recommendations:
1. Realign Des Peres Avenue and Rosedale Avenue north of Delmar
to create two larger, rectilinear development blocks. Work with property
owners and development partners to acquire and assemble existing
parcels on the open market;
2. Develop a shared-use parking garage and multi-modal bus transfer
facility. The parking garage should include Park-and-Ride Spaces with
The Delmar Loop

Station Area has the
greatest development
potential and access
to surrounding
amenities of any place
within the Study Area.
an internal bus transfer facility on the ground floor;

3. New, five to eight (5 to 8) story mixed-use development along
Des Peres Avenue, Rosedale Avenue, and Delmar Boulevard west of
Hodiamont;
4. Redevelop the Wabash Station House as main entrance to the Delmar
Loop MetroLink station. Provide a kiss-and-ride drop-off and station
access on each side of Delmar Boulevard;
5. New three to eight (3 to 8) story development along Delmar Boulevard
between Hodiamont and Hamilton Avenue;
6. Infill vacant properties and improve streetscape and pedestrian
facilities on Des Peres Avenue and Hodiamont Avenue;
7. Support the future development of North Campus and North Skinker
Boulevard.
6
1
3
1
1
2
5
5
6
DELMAR STATION AREA PLAN
LEGEND
EXISTING BUILDINGS
WASHINGTON UNIVERSITY NORTH CAMPUS BUILDINGS
NORTH SKINKER MIXED USE DEVELOPMENT
PARKING
PARKS
OPEN SPACE

DELMAR LOOP METROLINK STATION (LOOKING NORTHWEST)
EXISTING VIEW
PROPOSED VIEW
PERSPECTIVE VIEW OF THE

DELMAR LOOP METROLINK STATION
EXISTING VIEW
PROPOSED VIEW
FOREST PARKDEBALIVIERE STATION AREA

The Forest ParkDeBaliviere Station possesses few large redevelopment
opportunities. Parcels surrounding the station are small and constrained
by adjacent residential development in established, stable neighborhoods.
Properties between Waterman Boulevard and Pershing are underdeveloped and currently face issues of tenanting and deferred maintenance.
The greatest opportunities for new mixed-use development are the two
Metro-owned properties immediately adjacent to the station. These include a
VIEW OF FOREST PARK
DEBALIVIERE STATION LOOKING
NORTH FROM FOREST PARK
118-space Park-and-Ride Lot on the west side of DeBaliviere and a kiss-andride drop-off on the east side of the street. Given the smaller scale of current
and prospective development around the station, the Forest ParkDeBaliviere
station is classified as a Neighborhood Station in the TOD Framework Plan.
Despite the limited development area available, the value of the two Metroowned lots cannot be overstated. These are the only two readily-available
development sites in the City that overlook Forest Park. Since the Forest
ParkDeBaliviere Station is the intersection of the Red and Blue Lines, any
development at this station will have easy access to any place in the region
served by MetroLink. The major issues with development at this station involve
poor pedestrian accessibility and a lack of public safety enforcement. This
results in a kind of no mans land immediately outside the station entrance,
which creates negative perceptions of safety. The Forest ParkDeBaliviere
Station Area plan includes the following recommendations:
1. Redevelop the Metro Park-and-Ride Lot with a new mixed-use devel-
Despite the limited

development area
available, the value of
the two Metro-owned
lots cannot be overstated.
These are the only two
readily-available
development sites in
the station area that
overlook Forest Park.
opment. Include a three (3) story podium with ground-level commercial,

upper floor residential units, and internal structured parking. Construct
and eight to twelve (8 to 12) story residential tower at the corner of DeBaliviere and Forest Park Parkway;
2. Redevelop the Metro Kiss-and-Ride drop-off with a new mixed-use
building of five to eight (5 to 8) stories;
3. Redevelop the existing strip mall and facing properties along DeBaliviere between Waterman Boulevard and Pershing Avenue with new,
three to eight (3 to 8) story development oriented to the sidewalk;
4. Build a new transit plaza north of Forest Park Parkway at the intersection of Forest Park Parkway and DeBaliviere Avenue. This transit
plaza should cap a portion of the depressed MetroLink right-of-way.
Provide a kiss-and-ride drop-off, bus drop-off, and pedestrian station
access on each side of DeBaliviere Avenue;
5. Improve pedestrian crossings at DeBaliviere Avenue and Forest Park
Parkway;
6. Build a pedestrian connection between the transit plaza and the east
end of Pershing Avenue;
7. Implement the Loop Trolley and Saint Vincent Greenway improvements.
60 | Draft Transit Oriented Development Plan for the Delmar Loop & Forest ParkDeBaliviere MetroLink Station
3
6
1
6
2
4
5
FOREST PARK / DEBALIVIERE STATION AREA PLAN

LEGEND
EXISTING BUILDINGS
PARKING
PARKS
OPEN SPACE
AERIAL PERSPECTIVE VIEW OF THE FOREST PARKDEBALIVIERE

METROLINK STATION (LOOKING NORTHWEST)
EXISTING VIEW
PROPOSED VIEW
PERSPECTIVE VIEW OF THE FOREST PARKDEBALIVIERE

METROLINK STATION (LOOKING NORTHWEST)
EXISTING VIEW
PROPOSED VIEW
DELMARDEBALIVIERE CORRIDOR
The Metro DeBaliviere Garage is the largest single redevelopment opportunity
in the Station Area. While this facility has been a stabilizing force in the neighborhood over the past two decades, its blank faades do not support a vibrant
street life on Delmar or DeBaliviere. It is acknowledged that this development
is a medium- to long-term prospect and poses certain difficulties. However,
if this site is redeveloped as an integral part of the corridor and surrounding
neighborhoods, it will provide a critical development anchor and catalyst on
Delmar. More importantly, it will allow the proposed transit corridor to effectively turn the corner onto DeBaliviere Avenue. Recommendations include:
1. Reconnect the existing street grid by extending Washington Avenue
VIEW OF INTO NEW ENTRY PLAZA
OF LUCIER PARK AT HAMILTON
AND DELMAR
east to DeBaliviere, and extending Goodfellow Boulevard south to

Washington Avenue;
2. Develop new, three to five (3 to 5) story mixed use buildings along
Delmar Boulevard;
3. Develop new, two to three (2 to 3) story multi-family residential
buildings and attached rowhouses along Washington Avenue;
4. Redevelop the former Delmar High School building as the new Loop
Trolley Barn;
5. Extend the Delmar Boulevard road diet from Hodiamont east to
Goodfellow Boulevard by removing the outer travel lanes and installing
wider sidewalks to leave two (2) travel lanes and two (2) parking lanes;
6. Provide access to Lucier Park from Delmar Boulevard by creating a
new entrance plaza at 5900 to 5914 Delmar Boulevard;
7. Create a new public edge to Lucier Park by extending Hamilton Avenue
south to Westminster Avenue and extending Washington Avenue east to
Hamilton Avenue (subject to City of Saint Louis Charter, Article XXVI;
more information is provided in the paragraph below);
8. Implement the Loop Trolley and Saint Vincent Greenway improvements.
LUCIER PARK ALTERNATIVE OPTION
If this site is redeveloped

as an integral part
of the corridor
and surrounding
neighborhoods, it will
provide a critical
development anchor
and catalyst on Delmar.
An alternative proposal to improve Lucier Park is presented on the facing page.

While the aforementioned recommendation provides access to the park from
Delmar, it does not address the fact that the southwestern edge of the park
faces an alley behind residential properties. The alternative option creates a
square park that is surrounded by public frontages on all four sides. In addition,
it makes the parcel at 517 to 535 Hamilton Avenue a new residential development site facing the park. In order to achieve this plan, however, parcels
along Delmar Boulevard must be purchased and held by some entity in preparation for development of the new park. In addition, this plan is subject to the
requirements of the Parks Protection Charter Amendment, City of Saint Louis
Charter, Article XXVI. Approved by City of Saint Louis voters in 2006, Article
XXVI states that any real estate, now or hereafter owned by the City that
is used as a public park may not sold or otherwise redeveloped for non-park
uses unless the sale or redevelopment is approved by a majority of voters in
a city-wide ballot initiative.
4
5
2
1
2
8
DELMAR DEBALIVIERE
CORRIDOR AREA PLAN
LEGEND
EXISTING BUILDINGS
PARKING
PARKS
OPEN SPACE
LUCIER PARK ALTERNATIVE OPTION

AERIAL PERSPECTIVE VIEW OF THE METRO BUS MAINTENANCE GARAGE

(LOOKING SOUTHWEST)
EXISTING VIEW
PROPOSED VIEW
PERSPECTIVE VIEW OF THE METRO BUS MAINTENANCE GARAGE

(FROM GOODFELLOW LOOKING SOUTH)
EXISTING VIEW
PROPOSED VIEW
TRANSPORTATION CONNECTIVITY IMPROVEMENTS

1. Remove the bus roundabout at the Forest ParkDeBaliviere Station and use the
curb lane or proposed trolley station as a bus stop. This station currently serves
only two bus routes, Gold #1 and Hampton #90. Bus facilities should be integrated
into the new streetscape along with the proposed Loop Trolley and Saint Vincent
Greenway improvements;
2. Maintain the existing bus transfer center at the Delmar Station or incorporate
a similar facility into future development, keeping all existing routes that serve
this station. Reroute bus transfer to utilize a kiss-and-ride system on Delmar
Boulevard. Refer to Implementation for additional details;
3. In conjunction with the proposed Loop Trolley, institute a road diet along Delmar
Boulevard between Goodfellow Boulevard and the MetroLink station that matches
current conditions west of the MetroLink station. Current and projected traffic
volumes support the elimination of one travel lane in each direction. The roadway
could remain two lanes in each direction between Goodfellow and DeBaliviere
to maintain traffic flow between the West End neighborhood and Forest Park
Parkway via DeBaliviere;
4. Improve the intersection of Hodiamont Avenue and Skinker Parkway with
pedestrian facilities and a roundabout.
5. Restore the street grid on the DeBaliviere Metro Garage by: extending Washington
Boulevard east to DeBaliviere Avenue; extending Goodfellow Boulevard south to
Washington Boulevard; and make Laurel Street 2-way between Delmar Boulevard
and Washington Boulevard.
6. Realign Enright Avenue and extend Enright Avenue west to Eastgate Avenue.
7. Realign Cates Avenue and extend Cates Avenue east to N. Skinker Boulevard.
8. Extend Olive Boulevard southeast into future development of Washington
University North Campus.
Cates Ave.
Ho
.
ve
tA
on
m
dia
Goodfellow Blvd.
Delmar Blvd.
DeBaliviere Ave.
Waterman Blvd.
Des Peres Ave.
N. Skinker Blvd.
Waterman Blvd.
Forest Park Pkwy.
TRANSIT & STREETSCAPE IMPROVEMENT DIAGRAM
NORTH
SOUTH
CROSS-SECTION OF DELMAR BOULEVARD

(AT FAMILY DOLLAR)
NORTH
SOUTH
EXISTING SECTION
PROPOSED SECTION
NORTH
SOUTH

(AT DOBBS BUILDING)
NORTH
SOUTH
EXISTING SECTION
PROPOSED SECTION
PEDESTRIAN & BICYCLE ACCESS,

SAFETY & CONNECTIVITY
1. Convert the over-sized and under-utilized Hodiamont Avenue into a pedestrian
and bicycle corridor with widened sidewalks, improved lighting, improved street
trees, and benches;
2. Provide a pedestrian connection between Delmar Station and Olive Boulevard.
This could be located along the MetroLink right-of-way or included in future plans
for Washington University North Campus;
3. Upgrade pedestrian connections from Pershing Avenue to the Forest ParkDeBaliviere Station on both sides of DeBaliviere Avenue;
4. Improve the intersection of Hodiamont Avenue and Skinker Parkway with pedestrian facilities and a roundabout;
5. Improve pedestrian and bicycle intersections where Enright, Cates, Clemens, and
Cabanne connect with Hodiamont Avenue;
6. Improve Clemens Avenue to be an east-west pedestrian connection through the
northwest quadrant of the Delmar Loop Station transit shed, connecting the Saint
Vincent Greenway to the Delmar Loop station;
7. Enhance DeGiverville and Des Peres Avenues as pedestrian routes linking the
MetroLink stations to the Skinker-DeBaliviere neighborhood, while allowing them
to remain closed to vehicular traffic at Delmar Boulevard and DeBaliviere Avenue;
8. Ensure bicycle connections to both stations. Open Enright Avenue at Skinker
Boulevard and add a multi-use path between Ackert Walkway and Skinker
Boulevard.
9. (Not Shown) Ensure all sidewalks and intersections are ADA accessible;
10. (Not Shown) Include unique paving, seating, lighting, signage, and wayfinding
into new streetscape improvements. Ensure clear direction to MetroLink stations;
11. (Not Shown) Upgrade important intersections with signature pavement, wide
crosswalks, and well timed pedestrian crossing signals;
.
ve
tA
on
m
dia
N. Skinker Blvd.
Cates Ave.
Waterman Blvd.
6
5
Delmar Blvd.
DeBaliviere Ave.
Ho
Des Peres Ave.
Goodfellow Blvd.
Waterman Blvd.
Forest Park Pkwy.
PEDESTRIAN CONNECTIVITY DIAGRAM
EAST
WEST
CROSS-SECTION OF DEBALIVIERE AVENUE (AT STRIP MALL)
EAST
WEST
EXISTING SECTION
PROPOSED SECTION
EXISTING SECTION
NORTH
SOUTH
NORTH
SOUTH
CROSS-SECTION OF FOREST PARK PARKWAY (AT METRO PARKING LOT)
PROPOSED SECTION
PUBLIC SPACE
1. Convert the over-sized and under-utilized Hodiamont Avenue into a pedestrian
and bicycle corridor with widened sidewalks, improved lighting, improved street
trees, and benches;
2. Provide a pedestrian connection between Delmar Station and Olive Boulevard.
This could be located along the MetroLink right-of-way or included in future plans
for Washington University North Campus;
3. Upgrade pedestrian connections from Pershing Avenue to the Forest ParkDeBaliviere Station on both sides of DeBaliviere Avenue. On the west, create a new
pedestrian and bicycle only route from the east end of Pershing Avenue, through
the vacant parcel, connecting to the new transit plaza. On the east, widen and
improve sidewalk connections on the DeBaliviere Avenue overpass;
4. Improve the intersection of Hodiamont Avenue and Skinker Parkway with pedestrian facilities and a roundabout;
5. Improve pedestrian and bicycle intersections where Enright, Cates, Clemens, and
Cabanne connect with Hodiamont Avenue;
6. Improve Clemens Avenue to be an east-west pedestrian connection through the
northwest quadrant of the Delmar Loop Station transit shed;
7. Enhance DeGiverville and Des Peres Avenues as pedestrian gateways linking the
MetroLink stations to the Skinker-DeBaliviere neighborhood, while allowing them
to remain closed to vehicular traffic at Delmar Boulevard and DeBaliviere Avenue;
8. Develop a new entrance plaza to Lucier Park at Delmar Boulevard and Hamilton
Avenue.
9. (Not Shown) Ensure all sidewalks and intersections are ADA accessible;
10. (Not Shown) Include unique paving, seating, lighting, signage, and wayfinding
into new streetscape improvements. Ensure clear direction to MetroLink stations;
11. (Not Shown) Upgrade important intersections with signature pavement, wide
crosswalks, and well timed pedestrian crossing signals.
Goodfellow Blvd.
4
5
2
Ho
Cates Ave.
.
ve
tA
on
m
dia
5
1
6
5
Delmar Blvd.
DeBaliviere Ave.
Waterman Blvd.
Des Peres Ave.
N. Skinker Blvd.
Waterman Blvd.
Forest Park Pkwy.
PUBLIC SPACE DIAGRAM
WEST
EAST
WEST
EAST
CROSS-SECTION OF HODIAMONT AVENUE (AT CATES)
EXISTING SECTION
PROPOSED SECTION
NORTH
SOUTH
CROSS-SECTION OF DELMAR METROLINK STATION
NORTH
SOUTH
EXISTING SECTION
PROPOSED SECTION
GREEN INFRASTRUCTURE
1. Utilize permeable pavement where possible in parking lots, sidewalks, driveways,
and alleys;
2. Integrate bioretention facilities into curb bump-outs and tree wells, providing
additional greenery as part of the street level stormwater management strategy;
3. Install aesthetically pleasing rainwater harvesting facilities on new and existing
buildings, including rain barrels and green roofs;
4. Consider water features and fountains in the transit plazas and Lucier Park to
create interest and new programming for users;
5. (Not Shown) Install buffer strips adjacent to new and existing streets and parking
lots to reduce stormwater runoff and increase comfort on the sidewalk;
6. (Not Shown) Provide additional seating and activate street edges using planters;
7. (Not Shown) Where necessary, screen outdoor seating and gathering spaces from
the vehicular right-of-ways using planters;
8. (Not Shown) Integrate bioswales, rain gardens, and native plants into the design
of the Saint Vincent Greenway where possible;
9. (Not Shown) Use native plantings & perennials where possible;
10. (Not Shown) Plant street trees and specialty trees along all streets and public
spaces;
Waterman Blvd.
1
3
2
DeBaliviere Ave.
Des Peres Ave.
N. Skinker Blvd.
.
ve
tA
on
m
dia
Cates Ave.
Ho
Goodfellow Blvd.
11. (Not Shown) Develop neighborhood volunteer group for planting and maintenance.
Delmar Blvd.
Waterman Blvd.
2
4
Forest Park Pkwy.
GREEN INFRASTRUCTURE OPPORTUNITIES
PERSPECTIVE VIEW OF DEBALIVIERE AVENUE (LOOKING SOUTH)
EXISTING VIEW
PROPOSED VIEW
WEST
EAST
WEST
EAST
CROSS-SECTION OF HAMILTON AVENUE

(BETWEEN ENRIGHT & CLEMENS )
EXISTING SECTION
PROPOSED SECTION
SOUTH
NORTH

(AT METROBUS GARAGE)
SOUTH
NORTH
EXISTING SECTION
PROPOSED SECTION
PARKING
1. Accommodate approximately 600 private parking spaces at the corner of Delmar
Boulevard and DeBaliviere Avenue for residential development. Retail parking
should be accommodated on-street.
2. Accommodate approximately 600 private parking spaces in the vicinity of the
Forest ParkDeBaliviere Station for residential development;
3. Accommodate approximately 1,800 parking spaces near the Delmar Loop station
for new development.
4. Provide 500 public parking spaces for centralized East Loop parking and MetroLink
Park-and-Ride at the Delmar Loop MetroLink station. Provide two structured
parking garages at the Delmar Loop station;
5. (Not Shown) Structured and surface parking should always be located behind
buildings, never adjacent to a main street to preserve primary street frontage for
ground floor commercial and retail uses;
6. (Not Shown) Shared parking strategy between residential properties and
commercial, office, or retail properties can reduce the parking demand by 25%;
7. (Not Shown) Use permeable pavement, bioswales, shade trees, and other green
infrastructure to reduce the environmental impacts of surface parking;
on
m
dia
.
ve
tA
4
3
Cates Ave.
Ho
Goodfellow Blvd.
8. (Not Shown) Establish a zero parking requirement for new development to

encourage transit ridership and let the market drive parking necessity.
Delmar Blvd.
DeBaliviere Ave.
Waterman Blvd.
Des Peres Ave.
N. Skinker Blvd.
Waterman Blvd.
2
Forest Park Pkwy.
PARKING DIAGRAM
4 | Implementation
4 | Implementation | 87
STATION AREA IMPLEMENTATION

RECOMMENDATIONS
GENERAL IMPLEMENTATION RECOMMENDATIONS
Successful implementation of all the Station Area Plans will require taking
the Plans on the road. It is recommended that the City of Saint Louis make
presentations to and have conversations with partner organizations, public
and private, including professional associations that represent components
of the real estate development industry. Presentation materials would be
enhanced by sharing ideas for implementation (discussed further below). A
DELMAR LOOP
METROLINK STATION
result of this widespread policy recognition will likely be the creation of appropriate partnerships to implement prioritized parts of each plan. The City and
Metro are key partners involved in this effort.
Resources will be needed for prioritized redevelopment projects. Money,
Successful
implementation of all
the Station Area Plans
will require taking the
Plans on the road. It
is recommended that
the City of Saint Louis
make presentations to
and have conversations
with partner
organizations, public
and private, including
professional associations
that represent
components of the real
estate development
industry.
access to, and preparation of applications for various governmental and

foundations grants, incentive programs and their creation/management, fasttrack permitting, political advocacy, staff support and expedited reviews, etc.,
can all be offered as part of a package to entice the private market and land
owners to move quickly toward plan implementation.
PHASE 1: ORGANIZATION
The City and the region should organize itself to identify and promote TOD
development. To that end, we recommend the following structure to ensure
that TOD is promoted at all levels:
1. Consider convening a regional task force that identifies and promotes
TOD opportunities on a region-wide basis throughout St. Louis, St.
Louis County, and St. Clair County. The group will be tasked with recommending prime areas for TOD on a regional level.
2. This group should include representatives from Metro, local governments, East West Gateway, RCGA, APA, Trailnet, and others.
3. Consider convening a City-wide task force that focuses on TOD opportunities throughout the City. The group will identify the key stationsor
future stationswhere TOD should occur and promote the adoption of
policies that promote sustainable development at each identified area.
4. This group should be composed of representatives from the Board of
Aldermen, large institutions (Washington University, St. Louis University,
BJC, etc.), and Metro. Ideally, similar groups will be formed in St. Louis
County and St. Clair County to promote TOD within their jurisdictions.
5. Consider forming a station area-specific group for each station identified
as having the potential for TOD in the City. This group will focus on
attracting development and enhancing TOD at the station level.

6. Each station-specific group should include representatives from Metro,
neighborhood organizations, the Board of Aldermen, nearby land owners,
business owners, and local developers.
7. Formally adopt the station area plans as part of the Citys Strategic Land
Use Plan. To succeed as TOD, the City of Saint Louisand all City
departments, commissions, boards, etc., involved with redevelopment
should support the preferred plan for each station. The station area plan
for each station should be fully adopted by the City and/or appropriate
departments, commissions, and boards. Strong leadership on the part of
EXAMPLE OF THE OLD

LOOP TROLLEY
the City of Saint Louis is key to ensuring that the vision remains intact.
8. This adoption process should continue beyond the Citys governance and
regulatory boundaries. Metro should adopt the plans as official policy.
Great Rivers Greenway should adopt all or parts of the plans as appropriate to its mission in these areas. Trailnet might adopt the policies.
Citizens for Modern Transit should do the same. Even key institutions
with important interests in the station areas should adopt the plans as
part of their real estate and related missions: Washington University,
for example, as well as the Skinker DeBaliviere Community Council
and other neighborhoods. All these organizations should buy in to the
plans and, in an effort to move quickly, absorb such plans into their own
missions and plans.
9. The City should complete and adopt the recommended Form Based
District.
10. Consider dedicating a staff memberor create a new positionas the
TOD project lead within SLDC. This individual should be capable of
developing a marketing program for the general station area and key
development parcels within it, promoting the plan for each station area,
building relationships with key individuals or groups, assisting in land
acquisition, implementing specific projects, and assisting individual
developers with public subsidy programs. In addition, it is recommended
that this staff member work closely with the TOD specialist at Metro.
PHASE 2: INVESTMENT & RISK MITIGATION
Several issues exist in each station area that should be addressed by the City
to reduce developer risk and encourage investment. Meetings with several
developers and key institutions at each station area confirmed these issues.
Despite positive
trends in the area, the
MetroLink stations
at both Delmar and
Forest Park/DeBaliviere
have not yielded
dense, mixed-use
development that
would encourage
increased use of
transit and create a
truly urban atmosphere.
The following is a general list that the City should address at all station areas
where TOD is desired:
1. The City should work with the City Streets Department, Forestry, and St.
Louis Metropolitan Police Department to target City resources to the station
areas. This could include investing in key roadway improvements, adding
additional vegetation, and improving safety within each station area.
METROLINK STATION
2. Work to facilitate the acquisition of properties when available. If possible,

target available funds from the general fund, CDBG, etc. to purchase
market rate properties.
DELMAR LOOP AND

FOREST PARK
DEBALIVIERE
STATION AREA PLAN
GENERAL PHASING
3. Target enforcement of building maintenance requirements and resolution
3 Stage Approach:
5. Consider the creation of a master development organization for each
First, the City must

work to incentivize
development at the
Forest Park/DeBaliviere Metrolink station
parking lot as a
mixed-use residential
and retail development.
Second, steps must
be taken to work with
friendly parties to
identify a mixed-use
development for the
parcels immediately
west of the Delmar
Metrolink station.
The third stage of
the redevelopment
should focus on the
remaining developable
parcels within mile
of the station and infill
housing opportunities
within the mile
station area.
of Citizen Service Bureau (CSB) complaints to properties within the

station areas.
4. Invest in a marketing strategy for each station area and develop materials
to promote TOD to both local and out-of-town developers.
station area. Because some redevelopment corporations are already in
existence at some station areas, the City should work with these existing
groups to either amend existing redevelopment agreements or extract
undeveloped parcels from existing redevelopment agreements.
PHASE 3: PROJECT INITIATION
1. Work with partnering institutions and other stakeholders to convene a
Developers Forumbeginning with local developers and perhaps
expanding to out-of-townersto showcase each station area. These
forums should be held annually; as the targeted station areas fulfill their
plans, efforts can shift to other station areas.
2. Develop an easily accessible development prospectus, based on the
recommendation of this plan, that details key financial and population
demographics, basic development parameters, available financial incentives by parcel, and suggested future land use.
3. Consider streamlining the permitting processes and giving timeline
estimates to potential developers for projects in the station areas.
4. With the coalition team, issue RFPs or RFQs for key project components
within each station area. .
5. Focus the initial RFP processes on the amount of developable residential
and commercial property as defined in the St. Louis TOD Framework
Plan market analysis. Then, if market conditions are favorable, foster
additional development per the station area plan.
6. Consider remaining an active, ongoing partner with the development
team.
IMPLEMENTATION OBSERVATIONS
Over the past few decades, the Skinker DeBaliviere Neighborhood, the
West End Neighborhood, and the Delmar corridor have experienced positive
growth and redevelopment. Despite positive trends in the area, the MetroLink
stations at both Delmar and Forest Park/DeBaliviere have not yielded dense,
mixed-use development that would encourage increased use of transit and
create a truly urban atmosphere.
The consulting team has had multiple discussions with key partiesincluding
Metro, Washington University, and other developersto uncover opportunities and barriers to redevelopment within each station area and under-
stand possible solutions to those problems. The following list details the key
outcomes of those conversations:
1. Initial efforts should be focused on achieving the market-supported develREDEVELOPMENT OF THE METRO
GARAGE SITE
opment recommendations of this TOD Station Area Plan;

2. The property at 640 Rosedale Avenue has long been targeted as a prime
location for redevelopment given its adjacency to the Delmar MetroLink
station and visibility from Delmar Boulevard. However, the current owners
are generally happy with their location and do not wish to leave the City;
3. The Wabash Stationwhile beautiful and ripe for redevelopmentis
essentially an island surrounded by open lots;
4. Metro is very willing to contribute their property holdings around the
Delmar and Forest ParkDeBaliviere stations through either a jointventure or outright sale. If sold, the properties should achieve fair market
value. Metro can act as a partner by contributing the property through a
long-term ground lease. A joint venture project will likely have to demonstrate a benefit to transit users/ridership to satisfy Federal Transit Administration (FTA) requirements;
5. The development of other Metro operations facilities in the region may
render the bus facility at the corner of Delmar and DeBaliviere obsolete,
or mostly obsolete, in the next five to seven years. If that were to occur,
Metro would be open to discussing redevelopment of the garage pending
completion of a fleet maintenance plan;
6. McCormack Baron retains options on key properties along DeBaliviere
Boulevard near the Forest ParkDeBaliviere MetroLink station. These
options will expire in the fall of 2014. The surrounding neighborhood does
not support the development of only affordable housing on this site.
7. Access to both stationsespecially pedestrian accessis difficult;
SLDC, the nearby

neighborhoods, and the
City Streets Department
should begin the process
to improve pedestrian
access to both stations.
8. Both the West End and the Skinker DeBaliviere neighborhoods would like
more daily needs shopping and restaurants along Delmar to the east of
the MetroLink station. Improved shopping and residences along DeBaliviere Avenue are very much desired by both communities.

DEBALIVIERE IMPLEMENTATION
ACTION ITEMS
While many of these issues are beyond the Citys control, the City has
the opportunity to play a key role in kick starting activity in the area. We
recommend the following near-term activities:
1. SLDC, the nearby neighborhoods, and the City Streets Department
should begin the process to improve pedestrian access to both
stations. Funding for new sidewalks should be secured and any public
engagement activities should be scheduled;
DELMAR BOULEVARD PROPOSED

IMPROVEMENTS
2. SLDC should attempt to secure underutilized parcels near the MetroLink

stations. This may be in the form of a swap arrangement with another
City-owned property or an outright purchase of the property. Other
friendly entitiesMetro, Washington University, and local developers
should be involved in this process to help ensure success. This will
create larger development parcels at critical locations;
3. After securing properties, the SLDC should work to consolidate or form
a joint venture opportunity with other nearby landowners or developers;
4. Once a developer is engaged, SLDC should include the realignment of
Rosedale Avenue in the development agreement;
5. The City should encourage more urban-friendly design and community
engagement be completed by developers to ensure that the project
is fulfilling the TOD plans and aligns with the desires of neighborhood
residents;
6. After securing the critical sites, the City should promote the projects
in the business community. Using the marketing tools described in the
Schematic Implementation Plan, the City can begin building a marketing
package for both local and out-of-town developers. Involve key stakeholders in the development of this marketing package. the City should
make clear that collaboration and support will be given at all levels;
7. After attracting interest in development opportunities, facilitate discussions between Metro and potential developers regarding the parking
facility and kiss-and-ride at the Forest Park station;
8. Market infill opportunities in the neighborhood to residents, local
developers, and out-of-town developers. The City should partner with
community organizations to ensure that existing residents are represented;
9. Invest in Tier 1 street improvements as detailed on pages 98-105 of this
TOD report.
Ideally, the tasks listed above should be accompanied by a long-term plan for
the area. The following activities are recommended for the long-term:
1. Invest in Tier 2 and Tier 3 street improvements as detailed on pages
98-105 of this TOD report;
2. If Metro elects to move their facility at the corner of Delmar Boulevard
and DeBaliviere Avenue, work to facilitate the acquisition of the property
or a joint venture redevelopment;
A result of this
widespread policy
recognition will, and
should, be creation
of appropriate
partnerships to
implement prioritized
parts of each plan.
3. Continue to market infill opportunities in the neighborhood to local and

out-of-town developers.
STATION AREA FINANCIAL ANALYSIS

DEVELOPMENT PROGRAM
Given feedback from the Technical Advisory Committee and the public, the
consultant team developed the finalized station area plan for the Forest Park
DeBaliviere and Delmar Loop Stations. This plan assumes that mixed use
residential, retail, and office will be developed near the Delmar Loop station
and a significant residential tower with ground level retail will occupy the
MetroLink-owned site near the Forest ParkDeBaliviere station. The following
CROSS SECTION OF
DELMAR BLVD.
is the development program for the Station Area Plan:

Renovated Residential:
320 Units
Market Rate Residential: 1,750 Units

Affordable Residential:
600 Units
Retail:
65,000 Square Feet
Office:
55,000 Square Feet
Public Structured Parking: 500 Spaces

DEVELOPMENT PLAN COST & PHASING
An econometric model was developed to analyze the preferred development
plan for the Forest ParkDeBaliviere and Delmar Loop stations. The table on
the facing page details key assumptions in the preferred development model
regarding rents, construction costs, and other factors.

A full listing of the development assumptions for the Forest ParkDeBaliviere and Delmar Loop stations is available in Appendix C on page 29.
An inflation rate of 2.5 percent was applied to rents, operating costs,

and developments costs. For the sake of comparison, it is assumed that
all development will be sold in year 30 and priced using an appropriate
capitalization rate.
Generally, it was assumed that residential property would be built prior to

the construction of significant office or retail space. The following diagram
shows the general phasing of the suggested redevelopment.
Forest Park/DeBaliviere & Delmar Stations
AneconometricmodelwasdevelopedtoanalyzethepreferreddevelopmentplanfortheForest
Park/DeBaliviereandDelmarstations.Thefollowingtabledetailskeyassumptionsinthepreferred
developmentmodelregardingrents,constructioncosts,andotherfactors:
Fiscal Impact and Feasibility Analysis

Summary of Assumptions and Inputs
Developm ent
Affordable Housing
Monthly Rent/s.f.
Monthly Parking
Average Unit Size
Number of Units
2011 Private Development Cost
Non-Profit Cost Multiplier
Total Development Cost
Stand-Alone Apartments
Monthly Rent/s.f.
Monthly Parking
Average Unit Size
Number of Units
Mixed-Use Apartments
Monthly Rent/s.f.
Monthly Parking
Average Unit Size
Number of Units
Storefront Retail
Annual Lease/s.f.
Monthly Parking
Square Feet (net leasable)
2013 Development Cost
Restaurant
Annual Lease/s.f.
Monthly Parking
Office/Institutional
Annual Lease/s.f.
Monthly Parking
Surface Parking
Annual Lease/space
Monthly Parking
Spaces
Parking Garage
Annual Lease/space
Monthly Parking
Spaces
DEVELOPMENTSTRATEGIES
N EW C ON STRUC TION
REN OVATION S
$0.90
$0
800
90
$160
60%
$260
per square foot

per month
square feet
per acre
per square foot
of Private Dev Cost
per square foot
$0.90
$0
800
90
$160
60%
$260
per square foot

per month
square feet
per acre
per square foot
of Private Dev Cost
per square foot
$1.45
$0
800
90
$160
0%
$160
per square foot

per month
square feet
per acre
per square foot
of Private Dev Cost
per square foot
$1.15
$0
950
90
$160
0%
$160
per square foot

per month
square feet
per acre
per square foot
of Private Dev Cost
per square foot
$1.58
$0
1,000
90
$160
0%
$160
per square foot

per month
square feet
per acre
per square foot
of Private Dev Cost
per square foot
$1.15
$0
1,000
90
$160
0%
$160
per square foot

per month
square feet
per acre
per square foot
of Private Dev Cost
per square foot
$20.00 per square foot (NNN)

$0 per month
17,850
$150 per square foot

$0 per month
17,850

$0 per month
17,850

$0 per month
17,850

$0 per month
17,000

$0 per month
17,000
$200 per space

$100 per space
500
$10,000 per space
$200 per space

$100 per space
500
$10,000 per space
$1,000 per space

$117 per space
500
$20,000 per space
$1,000 per space

$117 per space
500
$20,000 per space
28
GENERAL PUBLIC ASSISTANCE FOR REDEVELOPMENT

At this time, the City of Saint Louis has an array of development tools to help
offset some costs. Tax Increment Financing, a tool that allows a developer
to collect incremental real property and economic activity tax revenue, is a
popular way to finance property acquisition, infrastructure improvements, and
renovation costs in the City. Other tools, such as Community Improvement
DELMARDEBALIVIERE
INTERSECTION
Districts, allow for a developer to generate funds for area amenities or other
programs. A complete listing of possible incentive tools is included on page 33
in Appendix C.
Gap financing can come from private sources as well. It should be noted that
competition for these limited resources is great. Other potential sources of
gap financing include: the business community, community-based organizations, developers, financial institutions, and philanthropic organizations.
In addition to tools geared towards property redevelopment, the City offers some
assistance to small business owners in the form of grants, tax credits, and other
specialized programs. In order to entice businesses into each station area, it
is critical that these programs be marketed towards the business community.
SUBSIDIES & DEVELOPMENT GAPS
While the Forest ParkDeBaliviere and Delmar station areas is are an obvious
DELMAR LOOP AND

FOREST PARK
DEBALIVIERE
STATION AREA PLAN
ESTIMATED
FUNDING GAP
DEVELOPMENT COST
$516 M
DEVELOPMENT VALUE
$372.1 M
FUNDING GAP
$143.9 M
AVAILABLE PUBLIC
SUBSIDY
$63.6 M
location for TOD, it is likely that a gap between the development cost and
the actual value of the development, post-development, will exist. This is
especially true for the first few TOD projects attempted. A critical mass of high
demand must be built upthrough the help of public financingto attract
developers that could build entirely reliant on the private market. Therefore, it
is necessary to find some sort of financing be it public or privateto fill the
gap and entice development.
The sidebars on this page and the facing page detail the estimated funding
gap and the amount of public financing available for the finalized development
scenario. In general, the available public subsidies would not fill the financing
gap for the full project build out. The high costs associated with infrastructure
improvements, land acquisition, and construction outstrip any gains based on
current rents and demand. To succeed as TOD, it is critical that a significant
amount of density is created to increase demand and rents.
FINANCIAL MODEL OUTCOMES
It should be noted that while the economic projections below estimate the
potential returns of the suggested redevelopment plan, no significant market
analysis has been performed to estimate the actual demand for these devel-
opment configurations. The table on this page indicates the estimated financial
returns for the Station Area Plan.
The overall return for the proposed development plan is within an acceptable
range for a developer if the development gap were filled by public or another
type of financing. However, the estimated amount of public financing available
does not cover the total construction costs. Therefore, it is critical that the
City insist that any development receiving public subsidy within a TOD area
be a quality development that will attract new residents or other users to spur
higher rents in the future. For the full economic analysis of each alternative,
DELMAR METROLINK STATION
please see page 64 in Appendix C.

PUBLIC SUBSIDY DESCRIPTIONS
General development incentives consist of:

Tax Increment Financing: A TIF collects a portion of net new real property,
earnings, and sales taxes. These funds are then used to finance development and other improvements within the TIF district.
Community Improvement District (CID): A CID can levy real property and/
or additional sales taxes to be used for certain improvements or services
within the boundaries of the CID. Sales tax CIDs are capped at 1.0%.
Transportation Development District (TDD): A TDD can be funded through

special assessment, real property tax, or sales tax. Sales tax TDDs are
capped at 1.0%. Funds are used to support transportation improvement
projects like signage, road conditions, or other transport-related needs
within the districts of the TDD.


Specialized development incentives consist of:

Tax-Exempt Bond Financing: This bond incentive provides long-term

Chapter 100 Bond Financing: This bond incentive provides long-term

Chapter 100 Sales Tax Exemption: Used in conjunction with Chapter

100 Bonds, the Chapter 100 Sales Tax Exemption reduces the costs of
purchasing non-manufacturing equipment.
The Small Business Association 7(a) Loan Guaranty: The SBA provides
financing to small businesses with reasonable terms.
New Markets Tax Credits (NMTC): These credits are typically used to
attract investments to low-income areas and offer tax credits for a portion
of the investment. Typically, NMTC are utilized for large areas of redevelopment to increase return.
Historic Tax Credits: Offers tax credits for owners of recognized historic
structures.
DELMAR LOOP AND

FOREST PARK
DEBALIVIERE
STATION AREA PLAN
ESTIMATED
FINANCIAL RETURNS
RETURN WITHOUT
GAP FINANCING
5.0 %
RETURN WITH
GAP FINANCING
6.2 %
LAND RESIDUAL
VALUE @ 15%
$41.0 M
LAND RESIDUAL
VALUE @ 20%
$54.7 M
STATION AREA PUBLIC IMPROVEMENTS

PEDESTRIAN RECOMMENDATIONS
A
Hodiamont Avenue: Develop Hodiamont Avenue as a pedestrian and
bicycle corridor. Narrow the street width for vehicles and provide dedicated
DELMAR BLVD.
bicycle lanes and vastly improved pedestrian accommodations. The space

along Hodiamont Avenue should ultimately be enhanced as a linear park
with features oriented to pedestrians, such as benches, lighting, and other
aesthetic treatments.
B
MetroLink Right-of-Way Path: Provide a multi-use path along the west
side of the MetroLink right-of-way to connect the Delmar Station with Olive
Boulevard at Skinker Boulevard. This connection would travel along the
eastern periphery of the Washington University North Campus and link the
campus with the station, while also helping to expand the stations capture
area further to the northwest.
C
Forest Park Parkway Pedestrian Connection: Develop an improved pedestrian connection between Pershing Avenue and the Forest ParkDeBaliviere
Station. An improved sidewalk should be provided along the north side of
Forest Park Parkway to connect the station with the transit plaza and Pershing
Avenue to the west. The walkway should be separated from moving traffic
by a safety barrier. The alley just east of the existing bus loop should be
enhanced as a pedestrian corridor to provide a direct connection between the
station and dense residential uses along Pershing Avenue to the east. Access
By creating
recognizable and
beautiful entry ways
into the station areas,
more pedestrians will
be comfortable using
the stations.
to the east end of the station platform could be provided via a new stairwell
and walkway along the north side of the MetroLink right-of-way.
D
Clemens Avneue: Improve Clemens Avenue and designate it as the primary
east-west pedestrian connection within the West End Neighborhood. A
possible pedestrian bridge should be constructed over MetroLink where
Clemens Avenue intersects the rail corridor right-of-way. This structure would
then facilitate an extension of the Clemens Avenue pedestrian corridor along
the south periphery of the Washington University North Campus to Skinker
Boulevard
PEDESTRIAN RECOMMENDATIONS PLAN
A
B
D
HODIAMONT AVENUE
PEDESTRIAN IMPROVEMENTS
C
F
E
DeGiverville Avenue: Enhance DeGiverville Avenue and Des Peres Avenue
as pedestrian gateways for the Skinker-DeBaliviere neighborhood that link
residents with the Forest ParkDeBaliviere and Delmar Loop Stations.
Emphasize pedestrian connectivity; these streets are not being recommended for
increased vehicular access or re-establishing connections to Delmar Boulevard or
DeBaliviere Avenue.
F
Key Intersections: Implement pedestrian upgrades at the intersections
of Delmar Boulevard with Skinker Boulevard and DeBaliviere Avenue with
Forest Park Parkway, as follows:

Require protected-only left-turn phases to reduce conflicts between

yielding left-turn movements and pedestrians.
Increase awareness of pedestrian crossings by using longitudinal zebra

pavement markings in crosswalks.
Upgrade traffic signal equipment to maximize intersection efficiency and

enhance intersection lighting to promote pedestrian safety.
Prohibit right-turns on-red and consider employing leading pedestrian

intervals to reduce right-turn conflicts with pedestrians.
Verify curb ramps are ADA-complaint and make improvements as

necessary.
For General Station Area Transportation Principles & Guidelines, see page 12
of Appendix D.
BICYCLE RECOMMENDATIONS PLAN
B
C
A
F
ST. VINCENT GREENWAY
E
E
E
E
E
BICYCLE RECOMMENDATIONS
A
Enright Avenue/Clemens Avenue Corridor: Establish an east-west bicycle
connection along the Enright Avenue/Clemens Avenue corridor to connect the
heart of the Delmar Loop and Ackert Walkway/Centennial Greenway to the
Delmar Loop MetroLink Station, West End Neighborhood, and Saint Vincent
Greenway. A dedicated off-street, multi-use path should be provided parallel to
Enright Avenue from Ackert Walkway east to Hodiamont Avenue. This should
transition to a designated share-the-road corridor along Clemens Avenue with
shared-lane pavement markings east of Hodiamont Avenue to Saint Vincent
Greenway. This corridor would effectively integrate designated bike routes
along Centennial Greenway,Skinker Boulevard, Westgate Avenue, and Saint
Vincent Greenway.
B
Hodiamont Avenue: Develop Hodiamont Avenue as a pedestrian and bicycle
corridor. The street width designated for vehicles should be narrowed and
a dedicated off-street, multi-use path along the eastern edge of Hodiamont
Avenue and vastly improved pedestrian accommodations should be provided.
C
MetroLink Right-of-Way Path: Provide a multi-use path along the west
side of the MetroLink right-of-way to connect the Delmar Loop Station with
Olive Boulevard at Skinker Boulevard. This connection would travel along the
eastern periphery of the Washington University North Campus and link the
campus with the station, while also connecting to the dedicated bike lanes
planned for the Olive Boulevard corridor per the Gateway Bike Plan (www.
stlbikeplan.com).
D
Commuter Bicycle Stations: Bicycle stations should be provided at both the
Delmar Loop and Forest ParkDeBaliviere MetroLink stations to increase the
mode share of bicycle-to-MetroLink intermodal connections. Bicycle stations
should follow the model of the existing, Trailnet-operated Downtown Bicycle
Station and provide, at minimum:

Secured storage for 100 bicycles
Dressing rooms with 100 Lockers
Five showers
20-hour secure access
SAINT VINCENT GREENWAY
Bicycle stations should be located in street-level storefronts in mixed-use

buildings. Bicycle stations should be located within 500 feet of the primary
MetroLink station entrance. Bicycle stations should be operated in conjunction
with local or regional partners, such as Great Rivers Greenway, Trailnet,
Washington University, Metro, or neighborhood organizations.
E
Proposed Gateway Bike Plan Facilities: The Saint Louis Regional Gateway
Bike Plan recommends the following bicycle facilities withing the station area:

Bike Lanes on Olive Boulevard;
Shared Lane Markings on Skinker Boulevard;
Shared Lane Markings on Lindell Boulevard;
Bike Lane on Union Boulevard from Lindell to Delmar Boulevard;
Shared Lane Markings on Union Boulevard north of Delmar Boulevard;
Shared Lane Markings on Des Peres Avenue;
Bike Boulevard on Waterman Avenue from Des Peres Avenue to Union

Boulevard;
Centennial Greenway is an off-street, multi-use path that runs parallel to

Forsyth Boulevard along the northern edge of Forsyth Boulevard from
Skinker Boulevard/Forest Park west.
These facilities should be taken as minimum level-of-service requirements.

Should facilities providing a higher level of service (e.g. dedicated bike lanes)
be proposed on designated routes, these facilities should be permitted
F
Saint Vincent Greenway: Saint Vincent Greenway is a multi-use Path
connecting Forest Park and Saint Vincent Park (7335 St. Charles Rock Road)
in the municipality of Greendale in north St. Louis County. Saint Vincent
Greenway follows DeBaliviere Avenue north from Forest Park to Delmar
Boulevard. It through Ruth Porter Mall north to Etzel Avenue, where it turns
west to follow the MetroLink tracks north to Saint Vincent Park.
of Appendix D.
TRANSIT RECOMMENDATIONS PLAN
DEBALIVIERE AVENUE
TRANSIT RECOMMENDATIONS
A
Forest ParkDeBaliviere Station: Provide the following enhancements to
the Forest ParkDeBaliviere MetroLink Station:

Remove the bus loop at the Forest ParkDeBaliviere Station to accommodate future development. The bus loop is not warranted by the limited
MetroBus connections provided at the station. Instead, bus pull-outs
should be constructed along DeBaliviere Avenue. Note that U-turn
maneuvers for the Forest Park Shuttle would need to be accommodated
along DeBaliviere Avenue.
Build a new transit plaza north of Forest Park Parkway at the intersection
of Forest Park Parkway and DeBaliviere Avenue. This transit plaza
should cap a portion of the depressed MetroLink right-of-way. Provide
a kiss-and-ride drop-off, bus drop-off, and pedestrian station access on
each side of DeBaliviere Avenue;
B
Delmar Loop Station: Provide the following enhancements to the Delmar
Loop MetroLink Station:

Activate the former Wabash Railroad Station Building on Delmar

Boulevard as a prominent entrance for the MetroLink Station.
More effectively integrate the station with Delmar Boulevard by extending

pedestrian connections under Delmar Boulevard and establishing a
station entrance on the south side of the street. This would provide transit
riders on the south side of Delmar Boulevard the ability to access the
station without crossing the busy street.

Maintain a transit center at the station, thereby preserving transfers

between MetroBus and MetroLink at that location for all routes currently
served. Note that a reconfigured transit center may be established on the
ground floor of planned structured parking.
C
MetroBus: Consider re-routing the #97 Delmar MetroBus off of frequently
congested sections of Delmar Boulevard to a parallel route along the Enright
Avenue corridor to the north. This new corridor would be established by the
recommended completion of the Enright Avenue extension between Skinker
Boulevard and Eastgate Avenue. This would enable MetroBus routes to
by-pass congestion while continuing to serve the greater Loop mixed-use
DELMAR LOOP METROLINK

STATION IMPROVEMENTS
district. Rerouting of the #97 Delmar MetroBus can only be accomplished in

conjunction with the proposed Enright Avenue extension.
D (not shown)
Operational Enhancements: Other transit enhancements for consideration
include:

Increasing frequency of the planned Loop Trolley from 20 minutes to 10

minutes.
Increasing the frequency of #16 and #97 routes to the Delmar Loop
Station.
Increase frequency of the Forest Park Shuttle from 15 minutes to 10

minutes.
Extend the operating schedule of the Forest Park shuttle. Currently, the
shuttle operates from 10:00 a.m. 7:00 p.m. Extend this to 7:00 a.m.
7:00 p.m. to better serve the parks employment base.
Extend service of the Forest Park Shuttle to April 1st through October
30th in order to more fully capture the parks seasonal usage.
of Appendix D.
TRAFFIC RECOMMENDATIONS PLAN
C
A
STATION AREA
TRAFFIC RECOMMENDATIONS
A
Delmar Boulevard Road Diet: Perform a Road Diet along Delmar Boulevard
between the Delmar Loop MetroLink Station and Goodfellow Boulevard.
Existing and projected traffic volumes support the elimination of one travel lane
in each direction in order to accommodate enhanced sidewalks and on-street
parking. Under this recommendation, Delmar Boulevard would remain 2
lanes in each direction east of Goodfellow Boulevard to help maintain existing
vehicular access and traffic flow between the West End Neighborhood, Forest
Park Parkway, and destinations to the east. A detailed analysis of the Delmar
Boulevard Road Diet is provided on the facing page.
B
The purpose of a road

diet is to lessen the
adverse effects of traffic,
improve walkabilty, and
encourage walkable
development.
Key Intersections: Improve the intersection of Hodiamont Avenue and North

Skinker Blvd.

Realign Hodiamont to intersect North Skinker at a more direct angle.
Install a roundabout to accommodate all traffic movements and serve as

a gateway for the enhanced Hodiamont pedestrian and bicycle corridor.
C
Enright Avenue Corridor: Extend Enright Ave. west of Skinker Blvd. to more
effectively connect the station area with the residential neighborhood to the
west. This would accommodate the #97 Delmar MetroBus route, facilitating its
removal from congested Delmar Blvd.
DELMAR BOULEVARD ROAD DIET

A road diet is recommended along Delmar Boulevard between the Delmar
Loop MetroLink station and Goodfellow Boulevard. This recommendation
would reduce the number of through traffic lanes from four (4) lanes to two (2)
lanes, leaving one (1) through traffic lane in each direction. On-street, parallel
parking would be provided along both sides of the street, and sidewalk widths
would be increased to encourage pedestrian activity. This would effectively
represent an extension of the roadway cross-section that presently exists along
Delmar, west of Rosedale Avenue in the heart of the Loop mixed-use district.
In the Saint Louis area, a road diet was implemented on South Grand
Boulevard near Tower Grove Park as part of East-West Gateways Great
Streets Initiative. This road diet is located between Arsenal Street and Utah
Street in the heart of the South Grand business districta heavily-trafficked
DELMAR BOULEVARD ROAD DIET
section of a major City arterial route comparable to Delmar Boulevard.

The purpose of a road diet is to lessen the adverse effects of traffic, improve
walkabilty, and encourage walkable development. Road diets are widely credited
for increasing safety. The Federal Highway Administration (FHWA) considers
a road diet to be a proven safety countermeasure for their ability to decrease
crashes, reduce crash severity, and lessen conflicts between vehicles and
pedestrians. A nationwide study attributed a 29 percent reduction in crashes to
road diets. Road diets also inhibit speeding by eliminating passing lanes. The
South Grand road diet achieved a 14% reduction in average speeds. Lower
speeds help create a more desirable street for pedestrians, which in turn stimulates patronage of businesses. The South Grand Community Improvement
District credits the road diet project with an 8% increase in sales tax.
Traffic volumes along Delmar Boulevard were evaluated to determine if the
corridor would be a good candidate for a road diet. FHWA recommends road
diets for corridors with 20,000 vehicles per day (vpd) or less. This section of
Delmar currently serves about 11,000 vpd, so a road diet would effectively
accommodate existing traffic volumes. Development associated with the
preferred station area plan, coupled with the Washington University North
Campus and North Skinker developments, would add approximately 3,700 vpd,
increasing the total volume on Delmar to just below 15,000 vpd. This future year
forecasted traffic volume is well within the acceptable guidelines for a road diet.
A more detailed analysis was performed using traffic modelling software
to further validate road diet feasibility. This analysis considered the effect of
roadway capacity and traffic signals upon traffic flows both with and without a
road diet. Future year traffic volumes were forecasted and included growth due
to the preferred station area plan as well as the Washington University North
Campus and the North Skinker development area. The analysis of the Delmar
Boulevard corridor between MetroLink and Goodfellow Boulevard is provided
in Appendix B on pages 14-16. The results confirm that overall levels of service
(LOS) would remain unchanged at an acceptable LOS C, but average speeds
The Federal Highway

Administration
recommends road diets
for corridors with
20,000 vehicles per
day (vpd) or less. This
section of Delmar
currently serves about
11,000 vpd.
would be reduced by approximately 10 percent as a result of the road diet.
STATION AREA PARKING GUIDELINES

ANTICIPATED PARKING FOR THE DEVELOPMENT PROGRAM
Guidelines for providing parking for the preferred station area plan are offered
with the goal of accommodating parking needs in an efficient manner, while
STATION AREA
minimizing the supply of spaces. The proposed uses would generate total
demand for approximately 3,000 additional parking spaces, not including the
Washington University North Campus and North Skinker developments. This
calculation reflects the mixed-use, urban character of the station area as well
as the light rail stations anticipated impact reducing vehicular trips.
A total of 600 parking spaces would be needed in the vicinity of the Forest
Park-DeBaliviere Station to accommodate residential development at that
location. Likewise, approximately 600 parking spaces would be needed near
the intersection of DeBaliviere Avenue and Delmar Boulevard to serve development concentrated on the site of the existing Metro facility. Note that it was
assumed retail uses in both of these areas would primarily consist of neighborhood services and would attract significant patronage from pedestrians.
As a result, retail parking demands should be almost entirely accommodated
on-street. Similarly, it was assumed that any single family residences would
include dedicated parking.
The remaining 1,800 parking spaces would be needed near the Delmar
MetroLink Station to accommodate development in that area. Note that an
The amount of the

off-street space need
could be reduced by
the concept of shared
parking. Offsetting
temporal parking
demands for retailers
and residents could
enable the same space
to be shared by both
uses.
additional 500 spaces above the 1,800 would likely be needed to replace
existing park and ride spaces displaced by development. In total, up to 2,300
parking spaces may be needed in that vicinity. This parking need is exclusive
of the parking demands that would be generated by Washington University
North Campus, which would amount to an additional 500 spaces assumed
to be provided for on their campus. Likewise, the North Skinker development
would require 1,500 spaces, assumed to be accommodated in dedicated
parking on the west side of Skinker Boulevard.
Surplus on-street parking capacity may be able to accommodate some of
these demands. However, it is advised that residential and office uses
especially be allocated dedicated off-street parking facilities. According to
Development Strategies, off-street spaces would be necessary for these
uses to attract residential and businesses lease rates that are sufficient to
sustain development. Moreover, forcing the parking needs of large-scale
developments onto streets creates shortages that result in adverse neighborhood impacts, including parking districts and management strategies.
The long-term approach for the station area is to avoid the need for on-street
parking management.
The amount of the off-street space need could be reduced by the concept
of shared parking. Offsetting temporal parking demands for retailers and
residents could enable the same space to be shared by both uses. For
example, a residential space occupied overnight but vacated during the day
when the resident is at work could be used by a retail customer. Shared
parking could reduce the parking supply for the mixed-use development near
DELMAR LOOP STATION AREA
the stations by 25 percent. However, the segregation of uses away from the
station, particularly the concentration of office space northwest of the station,
would limit opportunities for shared parking elsewhere.
GENERAL TOD PARKING STRATEGIES
One of the challenges to TOD that the Station Areas face is current City of
Saint Louis off-street parking requirements, as outlined in the Citys Revised
Code. These requirements exist on a parcel-by-parcel basis and are tied to
allowed uses under City Zoning. Given the small lot sizes that exist along
the DelmarDeBaliviere corridor, existing off-street parking requirements can
make higher-density development cost-prohibitive for developers. This is
because structured parking is generally required to meet minimum off-street
parking requirements. In the absence of structured parking, large areas of
required surface parking will not allow the Station Area to achieve the density
targets of TOD.
As outlined in the Form-Based District recommendations presented on pages
112-140, Building Envelope Standards developed for TOD do not specify
minimum parking requirements. This strategy, which relies on a market based
approach to parking (i.e. developers have a financial interest in meeting the
needs of their tenants without oversupplying parking) is recommended in the EPA
publication Parking Spaces / Community Places: Finding the Balance through
Smart Growth Solutions. This publication is a guidebook compiled by U.S. EPAs
Development, Community, and Environment Division (DCED) and contractors
using existing and new case studies, current bibliographical research, and interviews with experts. In addition to relieving parking requirements, this guidebook
recommends a variety of context-specific parking standards. These include
transit zoning overlays (utilized by Milwaukee, Wisconsin; Montgomery County,
Maryland; and others to reduce parking requirements where there is access to
transit. In addition, new zoning districts or specific plans that reduce or relieve
parking requirements are in place in downtowns and special business districts
throughout the country, including Downtown Saint Louis. These approaches
have been proven to help incentivize development while maintaining a dense,
vibrant, and walkable urban character.
One of the challenges

to TOD that the
Station Areas face is
current City of Saint
Louis off-street parking
requirements. Given
the small lot sizes that
exist along the Delmar
DeBaliviere corridor,
existing off-street
parking requirements
can make higherdensity development
cost-prohibitive for
developers.
DelmarandDeBaliviereStationPercentCostbyTypeofConstructionfor
EachTypeofImprovement
MENT TOTAL
8,178,252.66
STATION AREA PUBLIC

IMPROVEMENTS COSTS
100%
PercentageofCostforallTiers
90%
80%
70%
The total estimated public improvement cost for the station area is estimated
60%
50%
to be $44.37 million in 2013 dollars and includes all tiers of improvements
40%
described in the Transportation Analysis of Area Plans. Roadway Construction
30%
accounts for 33 percent of the total costs with pedestrian/bike construction
20%
and intersection construction accounting for 23 percent and 22 percent
10%
0%
respectively. These are followed by Utility costs at 18 percent and Streetscape

PEDESTRIAN
IMPROVEMENTS
VEHICULARTRAFFIC
Construction
at 2 percent. TRANSIT
Transit improvements
comprise less thanTOTAL
1 percent
BIKEIMPROVEMENTS
IMPROVEMENTS
IMPROVEMENTS
STREETSCAPECONSTRUCTION
$0.46M
of construction
cost because
the proposed station
area plan improvements
$0.00M
$0.00M
$1.06M
$1.93M
include$0.00M
virtually no City of Saint
on MetroLink infrastructure
$0.00MLouis expenditures
$0.21M
$0.67M
ROADWAYCONSTRUCTION
$0.11M
PEDESTRIAN/BIKECONSTRUCTION
$6.22M
$0.00M (e.g. station$0.04M

$0.15M
$0.29M
improvements
platforms, tracks, etc.).
A detailed cost breakdown,
INTERSECTIONCONSTRUCTION
$0.52M
UTILITIES(INCLUDESSEWERS)
$0.86M
$0.58M
$0.00M
$1.66M
including
assumptions, is included
on page 2 of
Appendix F.
$0.00M
$0.00M
$4.15M
$8.46M
$4.67M
DelmarandDeBaliviereStationPublicImprovementCostby
ConstructionTypeandImprovementTypeforAllTiers
$27.53M
ConstructionCost(2013Dollars)
$18.00M
$16.00M
$8.46M
$14.00M
$12.00M
$4.67M
$10.00M
$8.00M
$0.29M
$6.00M
$0.67M
$1.93M
TOTAL
PEDESTRIANIMPROVEMENTS
$4.00M
$2.00M
VEHICULARTRAFFICIMPROVEMENTS
$0.00M
577,720.00
BIKEIMPROVEMENTS
TRANSITIMPROVEMENTS
35,503.00
7,229,156.99
$0.00M
UTILITIES
(INCLUDES
SEWERS)
$0.00M
$0.04M
$0.00M
$0.00M
$0.58M
$0.15M
$0.21M
$1.06M
$7.23M
$0.11M
$0.46M
$0.86M
$8.18M
$0.29M
$0.67M
$1.93M
$16.02M
INTERSECTION
CONSTRUCTION
PEDESTRIAN/BIKE
CONSTRUCTION
ROADWAY
CONSTRUCTION
TRANSITIMPROVEMENTS
$0.00M
$0.00M
$0.04M
BIKEIMPROVEMENTS
$0.00M
$0.58M
$0.00M
VEHICULARTRAFFICIMPROVEMENTS
$4.15M
$1.66M
PEDESTRIANIMPROVEMENTS
$0.52M
$6.22M
TOTAL
$4.67M
$8.46M
STREETSCAPE
CONSTRUCTION
TOTAL
INTERSECTION
IMPROVEMENTS
PEDESTRIAN/BIKE
IMPROVEMENTS
ROADWAY
IMPROVEMENTS
UTILITIES
(INCLUDES
SEWERS)
STREETSCAPE
IMPROVEMENTS
TIER TOTAL
AREA TOTAL
PEDESTRIAN IMPROVEMENTS
TIER 1
TIER 2
TIER 3
AREA "B"
AREA "C"
335,249.88
414,277.50
3,965.00 $
319,800.00 $
311,350.00 $
$
$
206,700.00 $
101,400.00 $
$
$
5,200.00
144,820.00
$
$
$ 1,393,877.41
631,150.00
4,000.00
4,000.00
$
$
215,900.00
250,220.00
15,834.00
125,554.00
104,130.00
73,800.00
177,930.00
1,000,000.00
TIER 1
FILL IN GAPS OF SIDEWALKS AND CONSTRUCT ADA-COMPLIANT

RAMPS
CONNECT TO A POTENTIAL PEDESTRIAN CORRIDOR ALONG
HODIAMONT AVENUE
CONSTRUCT A BRIDGE OVER METROLINK TRACKS TO CONNECT TO
AND THROUGH THE WASH U NORTH CAMPUS
703,950.00
35,999.96
11,440.00
11,440.00
400,000.00
400,000.00
ENHANCE DEGIVERVILLE AND DES PERES AVENUES AS PEDESTRIAN

GATEWAYS LINKING THE METROLINK STATIONS TO THE SKINKERDEBALIVIERE NEIGHBORHOOD, WHILE ALLOWING THEM TO REMAIN
CLOSED TO VEHICULAR TRAFFIC AT DELMAR AND DEBALIVIERE
1,803,360.00
87,999.91
TIER 1
TIER 1
TIER 1
TIER 1
TIER 1
TIER 2
TIER 1
TIER 2
TIER 1
TIER 2
[6] PROTECTED-ONLY LEFT-TURN PHASES TO REDUCE CONFLICTS

BETWEEN YIELDING LEFT-TURN MOVEMENTS AND PEDESTRIANS
INCREASE PEDESTRIAN AWARENESS BY USING LONGITUDINAL
'ZEBRA' MARKINGS IN CROSSWALKS
REPLACE THE TRAFFIC SIGNAL AND UPGRADE INTERSECTION
LIGHTING TO IMPROVE THE INTERSECTION'S EFFICIENCY AND
ENHANCE PEDESTRIAN SAFETY
CONNECT TO THE ACKERT WALKWAY TRAIL TO THE DELMAR

STATION ON THE NORTH SIDE OF DELMAR BOULEVARD
CONNECT THE RUTH PORTER TRAIL TO THE FOREST PARK STATION
AND FOREST PARK ALONG DEBALIVIERE AVENUE
[4] NARROW HODIAMONT AND INSTALL A MULTI-USE PATH ALONG THE
EAST SIDE OF THE RIGHT-OF-WAY
[5] ENHANCE THE MULTI-USE PATH AS A LINEAR PARK WITH FEATURES
ORIENTED TO PEDESTRIANS SUCH AS BENCHES, LIGHTING, AND
AESTHETIC TREATMENTS
REMOVE THE BUS ROUNDABOUT AT THE DEBALIVIERE STATION AND

USE THE CURB LANE OR PROPOSED TROLLEY STATION AS A BUS
STOP
[6] MAINTAIN THE EXISTING BUS TRANSFER CENTER AT THE DELMAR
STATION OR INCORPORATE A SIMILAR FACILITY INTO FUTRE
DEVELOPMENT, KEEPING ALL EXISTING ROUTES THAT SERVE THIS
STATION
[6] RE-ESTABLISH CONNECTIONS BETWEEN HODIAMONT AND ENRIGHT,

CLEMENS, CATES, MAPLE
CLOSE HODIAMONT AT DELMAR TO PREVENT CUT-THRU TRAFFIC
AND INCREASED TRAFFIC CIRCULATION WITHIN THE WEST END
NEIGHBORHOOD
$ 1,303,484.00
UTILITIES(INCLUDESSE
STREETSCAPECONSTRU
INTERSECTIONCONSTR
$ 1,000,000.00
739,949.96
$ 1,891,359.91
$ 1,151,389.96
$ 1,891,359.91
4,979.00
4,979.00
260,000.00 $
62,400.00
322,400.00
355,160.00
355,160.00
222,560.00
222,560.00
35,503.00
35,503.00
$18.00M
327,379.00
577,720.00
577,720.00
35,503.00
$16.00M
$14.00M
$12.00M
$10.00M
$8.00M
$6.00M
$4.00M
$2.00M
$0.00M
35,503.00
TRANSITIMPROVEME
BIKEIMPROVEMENTS
VEHICULARTRAFFICIM
PEDESTRIANIMPROVE
[6] STRIPE THE ROADWAY TO REDUCE THE CROSS SECTION DOWN TO

$
ONE TRAVEL LANE, A TWO-WAY LEFT-TURN LANE, AND ONE PARKING
LANE IN EACH DIRECTION (ALONG WITH TROLLEY TRACKS).
CONSTRUCT ADA-COMPLIANT RAMPS, UPGRADE SIDEWALKS, AND
IMPROVE LIGHTING
[7] ENHANCE THE CORRIDOR WITH IMPROVED LANDSCAPING,
$
TEXTURED CROSSWALKS, AND AESTHETIC FEATURES
REALIGN HODIAMONT TO MAKE A MORE PEDESTRIAN FRIENDLY
INTERSECTION
INSTALL A ROUNDABOUT TO ACCOMMODATE ALL TRAFFIC
MOVEMENTS AND TO SERVE AS A GATEWAY SYMBOL INTO A
POTENTIAL HODIAMONT PEDESTRIAN CORRIDOR
466,120.00
PEDESTRIAN/BIKECONS
PROVIDE A PEDESTRIAN BRIDGE OVER THE METROLINK TRACKS THE

CONNECTS THE WEST SIDE OF PERSHING TO THE EXISTING PARK-NRIDE LOT OR FUTURE DEVELOPMENT SITE
TIER 1
ROADWAYCONSTRUCT
TIER 3
TIER 1
$ 3,038,519.78
$ 1,013,492.38
$
VEHICULAR TRAFFIC
AREA "C"
304,249.91
109,720.00
TRANSIT
AREA "B"
TIER 2
AREA "A"
TIER 2
AREA "B"
BIKES
AREA "A"
ESTABLISH SIDEWALK ALONG THE NORTH SIDE OF FOREST PARK

PARKWAY WEST OF DEBALIVIERE TO PERSHING, REPLACE EXISTING
ROLLED CURB WITH VERTICAL CURB, AND PROVIDE BARRIER
BETWEEN SIDEWALK AND ROADWAY
IMPROVE THE ALLEY JUST TO THE EAST OF THE BUS ROUNDABOUT
AND CREATE ACCESS FROM THIS ALLEY TO THE EXISTING
STAIRWELL DOWN TO TRACKS IN ORDER TO CREATE A MORE
DIRECT ROUTE FOR THE DENSE HOUSING ALONG PERSHING
TIER 3
AREA "B"
260,000.00
1,089,627.50 $
TIER 1
TIER 2
AREA "A"
$
$
TIER 3
AREA "F"
CONSTRUCT A SIDEWALK FROM OLIVE BLVD TO THE STATION

INSTALL A MULTI-USE TRAIL FOR PEDESTRIAN AND CYCLISTS
TIER 2
AREA "E"
TIER 1
TIER 2
TIER 2
AREA "D"
WIDEN SIDEWALK, CONSTRUCT ADA-COMPLIANT RAMPS, AND

IMPROVE LIGHTING ALONG HODIAMONT FROM DELMAR BLVD TO
SKINKER PKWY
NARROW HODIAMONT AND INSTALL A MULTI-USE PATH ALONG THE
EAST SIDE OF THE RIGHT-OF-WAY
[3] ENHANCE THE MULTI-USE PATH AS A LINEAR PARK WITH FEATURES
ORIENTED TO PEDESTRIANS SUCH AS BENCHES, LIGHTING, AND
AESTHETIC TREATMENTS
8,178,252.66
ConstructionCost(2013Dollars)
AREA "A"
Delm
IMPROVEMENT TOTAL
PercentageofCostforallTiers
TRANSPORTATIONORIENTEDDEVELOPMENT
PLANNINGLEVELOPINIONOFPROBABLECONSTRUCTIONCOST
FORPUBLICIMPROVEMENTS
ATTHEEXISTING
DELMARANDFORESTPARKDEBALIVIERESTATIONS
1,553,344.00 $
1,182,480.00 $
21,840.00
79,999.92
$ 2,837,663.92
158,340.00
306,384.00
53,950.00 $
97,024.98
320,780.98
148,044.00
169,806.00
1,330,706.00 $
111,800.00
702,099.45
$ 2,144,605.45
1,263,117.70 $
44,720.00
150,999.94
$ 1,458,837.64
126,685.00
34,200.00
673,660.00 $
4%
1,925,457.94
12%
$
4,672,146.70 $
TOTALS
29%
NOTES:
[1] ALL COSTS ARE IN 2013 DOLLARS
[2] ALL COSTS INCLUDE MOBILIZATION (5%) AND CONTINGENCY (25%)
[3] TIER 3 IMPROVEMENTS BUILD ON TIER 2 IMPROVEMENTS OF PEDESTRIAN IMPROVEMENTS AREA "A"
[4] BIKE IMPROVEMENTS FOR AREA "B", TIER 1 ARE THE SAME AS FOR PEDESTRIAN IMPROVEMENTS, AREA "A", TIER 2
[5] BIKE IMPROVEMENTS FOR AREA "B", TIER 2 ARE THE SAME AS FOR PEDESTRIAN IMPROVEMENTS, AREA "A", TIER 3
[6] NO PUBLIC IMPROVEMENTS COSTS WITH THIS TIER
[7] TIER 2 IMPROVEMENTS BUILD ON TIER 1 IMPROVEMENTS OF VEHICULAR IMPROVEMENTS AREA "A"
[8] COSTS DO NOT INCLUDE LAND ACQUISITION AND BUILDING DEMOLITION
[9] COST DO NOT INCLUDE SITE CONTAMINATION REMEDIATION
8,457,245.00 $
53%
292,123.00 $
2%
$ 3,144,047.92
7,229,156.99
$ 2,465,386.43
$ 1,619,722.64
160,885.00
$ 16,020,632.64
REV. 0 - 7/30/2013 DD
TOTAL
STATION AREA GREEN INFRASTRUCTURE

FRAMEWORK
In support of the Citys sustainability initiatives, complete streets including
green infrastructure and retrofitted buildings are prescribed throughout the
Station Area. Green infrastructure is a defining element of street improvements and new developments within the Delmar Loop and Forest ParkDeBaliviere Station Area. Local species of plants remediate toxins in the ground
and control and collect rain water to increase water quality before it gets into
the drinking supply; green roofs with the potential for urban agriculture and
HAMILTON AVENUE
new trees reduce the heat island effect and create comfortable walking environments; bioswales and permeable pavement reduce stormwater runoff and
increase infiltration. Green infrastructure also enhances public spaces and
provides a venue for public art. All of these features combined will improve
air quality and water management around the stations, enrich the character
and experience of the streetscape, and elevate property values around the
stations.
Impact on Imperviousness/Stormwater Runoff/Water Quality
Development that increases imperviousness will cause an increase in the
stormwater (and pollutants) that runs off into the enclosed combined sewer
system, as well as an increase in bypass into the Mississippi River during
heavy rain events. For the Delmar Loop and Forest ParkDeBaliviere Station
Area, it appears that there may be an increase in the percent impervious on
certain sites. In general, the best approach is to maximize green space for
each site when combined with parking strategies, and utilize green infrastructure wherever possible.
DELMAR BOULEVARD
Regulatory and Permitting Requirements

Stormwater permitting for this project will be administered by the Metropolitan St. Louis Sewer District (MSD). All projects submitted to MSD must be
reviewed to determine if stormwater quantity and/or quality management will
be required. A project will require stormwater quantity and/or quality management if any of the following apply:

The project is a new development or redevelopment project that disturbs greater than or equal to one acre;
The project on an individual parcel disturbs less than one acre, but it
is part of a larger overall, project that disturbs over one acre;
There is a proposed increase in stormwater runoff over two cubic

feet per second (cfs) for the 20 year-20 minute design rainfall;
Downstream stormwater problems (insufficient pipe capacity) exists that might require the proposed site to have quantity detention,
where less than two cfs increase in runoff is proposed.
All new development projects must reasonably mimic pre-construction runoff

LUCIER PARK
with the aim of preventing or reducing water quality impacts. Any project site
PRELIMINARY ESTIMATED
UNIT COSTS FOR WATER
QUALITY AND WATER
QUANTITY

BIORETENTION FACILITIES $20

TO $25/SF
PERMEABLE PAVEMENT $15 TO

$20/SF
RAINWATER HARVESTING $150

AND UP (DEPENDS ON THE
AESTHETIC NATURE OF THE
BMP).
GREEN ROOFS $15 TO $20/SF
DISCONNECTION $500 TO
$1,000 PER DISCONNECTION.
BUFFER STRIPS $5 TO $10/SY
PRELIMINARY ESTIMATED
COST OF CONSTRUCTION
FOR WATER QUALITY AND
WATER QUANTITY

BIORETENTION FACILITIES
(SF); 200,000; 25$ / UNIT; TOTAL
COST OF $5,000,000
PERMEABLE PAVEMENT (SF);

57,000; 20$ / UNIT; TOTAL COST
OF $1,140,000
RAINWATER HARVESTING (EA);

11; $20,000 / UNIT; TOTAL COST
OF $220,000
that has an existing percent impervious of 20 percent or less, will be considered new development. Any succeeding or additional development to these
sites will also be considered new development. All redevelopment projects
GREEN ROOFS (SF); 23,500; $25

/ UNIT; TOTAL COST OF $587,500
must also reasonably mimic pre-construction runoff with the aim of preventing
or reducing water quality impacts, by utilizing effective water quality strategies.
TOTAL ESTIMATED COST
The three key components of stormwater quantity and quality management
$6,947,500
are water quality volume, channel protection storage volume, and flood protection volume. The preferred method to address these components is removing stormwater volume through infiltration.
For further details on the Delmar Loop and Forest ParkDeBaliviere Station
Area Green Infrastructure Recommendations, see page 5 of Appendix E.
FORM-BASED DISTRICT
RECOMMENDATIONS
Statement of Purpose for the FBD
The objective of the form-based district (FBD) is to regulate future
development
NEIGHBORHOOD CENTER TYPE
1 MIXED-USE BUILDINGS AT
DELMAR AND ROSEDALE
to encourage increased density and walkability. The
proposed district concentrates commercial activity and neighborhood

services along Delmar Boulevard and DeBaliviere Avenue, while
supporting incremental, contextual infill. Furthermore, the FBD is designed
to minimize redundancy with existing regulations (refer to Reconciliation
of the Historic Districts with the FBD
on page 114 for additional
information), and increase coordination with existing and proposed new

special assessment districts, including the Loop Special Business District
(SBD), East Loop SBD, Loop Trolley Transportation Development District
(TDD), and the proposed Loop and East Loop Community Improvement
Districts (CIDs) (proposed as part of the Loop Retail Study and Parkview
Gardens Neighborhood Sustainable Development Plan).
The proposed FBD boundary intentionally omits portions of the West End
Neighborhood north of Delmar Boulevard. This plan recommends that
the City work with the West End Neighborhood to develop and establish
a future neighborhood FBD. The portion of the West End Neighborhood
that falls within the half-mile transit shed could be included in the
proposed Delmar Loop and Forest ParkDeBaliviere FBD. However,
the City and planning team feel that a separate, neighborhood-based
FBD that considers the West End Neighborhood as a whole would better
EXAMPLE OF BOULEVARD TYPE 2
address the needs and desires of the West End Neighborhood and its
residents. Finally, the Metro DeBaliviere Garage site, while comprised of
multiple parcels, is under single ownership by a friendly development
partner. As a result, this site is an ideal candidate for a Planned-Unit
Development (PUD) under a Chapter 99 redevelopment area.
Regulating Plan & Building Envelope Standards for the FBD
The Regulating Plan designates the recommended Building Envelope
Standards for the station area. Building Envelope Standards regulate
the building placement, building height, building types, encroachments,
and use requirements for the station area. Neighborhood Center Type 1
is applied along Delmar Boulevard west of Hodiamont to create a highdensity commercial center around the existing East Loop. Neighborhood
General Type 3 is applied along DeBaliviere Avenue and Delmar east of
Hodiamont to create a medium-density mixed-use corridor supporting
residential, office, and secondary retail uses. Boulevard Type 2 is applied
along North Skinker Boulevard to create a distinctive urban edge to a major
EXAMPLE OF NEIGHBORHOOD
GENERAL TYPE 1
City arterial, and a the new Campus Building Envelope Standard is applied
to Washington University North Campus to facilitate the development of
Cabanne Ave.
Cates Ave.
Enright Ave.
Goodfellow Ave.
Ho
Enright Ave.
Hamilton Ave.
m
dia
Eastgate Ave.
Clemens Ave.
Delmar Blvd.
Delmar Blvd.
Des Peres Ave.
Pershing Ave.
Rosedale Ave.
Skinker Blvd.
Gi
ve
rv
ille
Av
e
Kingsbury Pl.
Clara Ave.
De
Laurel St.
Lucier Park
DeBaliviere Ave.
Washington Ave.
Waterman Ave.
Belt Ave.
Ave
.
on
ne
Clara Ave.
ban
.
ve
tA
Ca
Forest Park Parkway
Lindell Blvd.
Forest Park
STATION AREA PLAN

an urban campus. These Building Envelope Standards accommodate
a range of building forms and uses, detailed on pages 120-140.
The Existing Zoning for the FBD
The Regulating Plan and Building Envelope Standards established
will serve as an overlay to the St. Louis City Revised Code Title
26 (shown on the opposite page for reference) within the boundary
noted. Any parcel subject to the rules and regulations of the adopted
Form-Based District, would no longer be subject to the Zoning Code,
with exception to any regulatory subjects not addressed within the
final adopted FBD.
LEGEND
EXISTING BUILDINGS
BUILDINGS (not included in development program)
(not included in development program)
PARKING
PARKS
OPEN SPACE
NEW PLAZA
1/4 MILE TRANSIT SHED
1/2 MILE TRANSIT SHED
FORM BASED DISTRICT BOUNDARY
Triggers for the FBD

As the FBD is an overlay zone for the existing zoning, the triggers
(otherwise known as permits) for the FBD will be important to determine.
We are recommending, at a minimum, that the ordinance be applicable
(similar to existing Ordinance 69406) to new construction permits or
addition permits within the FBD area. Additionally, great consideration
should be given to the applicability of permits for the renovation of
existing buildings and occupancy permits, especially when considering
the vacant buildings in the area.
PROPOSED REDEVELOPMENT
OF THE DEBALIVIERE METRO
GARAGE SITE
Reconciliation of the Historic Districts with the FBD

The station area encompasses the Hamilton Place and West Cabanne
National Historic Districts. Within these districts, the Secretary of the
Interiors Standards will only be applicable if a property owner desires
state or Federal historic preservation tax credits. These standards contain
no zoning criteria, and the design standards are more relegated to very
specific requirements for restoration and rehabilitation. We recommend
that the form-based district regulations take precedence over the national
historic district guidelines, and that the final adoption ordinance contain
language (similar to existing Ordinance 69406) addressing any conflicts
with historic district regulations or requirements.
The station area also encompasses portions of the Skinker DeBaliviere
When these regulations

are combined with
improvements to the
public realm,
the new development
and redevelopment
within the station
area will exhibit
more of the vibrant
qualities which
are characteristic
of transit-oriented
development.
Catlin TractParkview and Central West End Certified Local Districts.

Within these districts, the Secretary of the Interiors Standards apply
as indicated above. Additionally, however, each Local District has
established Rehabilitation and New Construction Standards that specify
building height, setback, materials, architectural design guidelines,
and site design guidelines. These standards apply to all contributing
structures within the district. Furthermore, construction permits are
required for all work in Certified Local Districts, including non-structural
work not normally requiring a permit (e.g. window replacement, roof
replacement comprising 25-percent or less of the roof, etc.). These
permits trigger a mandatory review by the Citys Cultural Resources
Office (CRO) to ensure conformity with district standards.
The existing Local Historic District Standards are redundant to new FBD
regulations, and in general are more restrictive than proposed FBD
regulations. As a result, the FBD boundary is established to not include
the Local Historic Districts to the extent possible. Overlap only occurs
where there is a need to achieve taller building heights and greater levels
of density than permitted in the existing Local Historic District standards.
This increased density is required for TOD to be successful in the station
area. These overlaps occur on the 5700- to 6100-blocks of Delmar
Boulevard and the 200- to 500-blocks of DeBaliviere Avenue. Where
Cabanne Ave.
Cates Ave.
Goodfellow Ave.
Ho
Enright Ave.
Hamilton Ave.
m
dia
Eastgate Ave.
Enright Ave.
Clemens Ave.
Delmar Blvd.
Delmar Blvd.
ve
Des Peres Ave.
Pershing Ave.
Rosedale Ave.
Skinker Blvd.
Gi
rv
ille
Av
e
Kingsbury Pl.
Clara Ave.
De
Laurel St.
Lucier Park
DeBaliviere Ave.
Washington Ave.
Waterman Ave.
Belt Ave.
Ave
.
on
ne
Clara Ave.
ban
.
ve
tA
Ca
Forest Park Parkway
Lindell Blvd.
Forest Park
EXISTING ZONING
these overlaps exist, we recommend that the new FBD regulations be
explicitly incorporated into the Local Historic Districts Standards for
rehabilitation and new construction.
Parking Requirements for the FBD
As described in General TOD Parking Strategies on page 107, proposed
regulations eliminate minimum off-street parking requirements to
encourage higher density, transit-oriented development. Thus all
Building Envelope Standards within the station area are designated with
the suffix TOD following their respective titles.
LEGEND
NEIGHBORHOOD PRESERVATION
NEIGHBORHOOD DEVELOPMENT
NEIGHBORHOOD COMMERCIAL
REGIONAL COMMERCIAL
INSTITUTIONAL
RECREATIONAL/OPEN SPACE
BUSINESS & INDUSTRIAL
BUSINESS & INDUSTRIAL DEVELOPMENT
SPECIALITY MIXED USE AREA
OPPORTUNITY AREA
RECOMMENDED LAND USE CHANGE
EXISTING STRATEGIC LAND USE PLAN

RECOMMENDED CHANGES TO THE STRATEGIC
LAND USE PLAN & OTHER CITY REGULATIONS
The Strategic Land Use Plan was established by the City
of Saint Louis on January 5, 2005. It has been updated
through Amendment #10 December 5, 2012. The
purpose of the plan is to guide, at a very broad level,
development and preservation throughout the area in a
comprehensive manner. As the intent of the Station Area
Plan is to establish a vision and development plan, it will
be necessary to make modifications to the Strategic Land
Use Plan in order to ensure that it is concurrent with the
Form-Based District. As a transit oriented neighborhood,
parking requirements (as required by the City of Saint

Louis Revised Code Title 26) have been removed within
the Delmar Loop and Forest Park-DeBaliviere FormBased District.
The following are the recommended changes to the
Strategic Land Use Plan within the Delmar Loop and
Forest Park-DeBaliviere Form-Based District:

The parcels creating Washington Universitys North

Campus have been changed to Institutional in order
to support the future development plans of the
university and the benefit this will add as an anchor
RECOMMENDED CHANGES TO THE STRATEGIC LAND USE PLAN

within the Delmar Loop Station transit shed.

Parcels along the West side of North Skinker
Boulevard have been changed from regional
commercial to Specialty Mixed Use Area to reflect
the greater possibility of mixed use office in this
area rather that regional commercial, which is more
realistic along Delmar Boulevard.
Two parcels at the Southwest corner of the
intersection of Delmar Boulevard and Hamilton
Avenue have been changed from Specialty Mixed
Use Area to Recreational/Open Space to support the
expansion and/or reconfiguration of Lucier Park so it
connects to Delmar Boulevard.
The parcels of the current Metro Garage Site at

the Southwest corner of Delmar Boulevard and
DeBaliviere Avenue have been changed from
Institutional to Specialty Mixed Use Area and
Neighborhood Redevelopment to support the
redevelopment of the Metro Garage site for mixed
use and residential uses.
SEE ABOVE MAP FOR RECOMMENDED CHANGES
REGULATING PLAN

NEIGHBORHOOD CENTER TYPE 1
BOULEVARD TYPE 2
CAMPUS TYPE 1
DELMAR LOOP AND FOREST PARKDEBALIVIERE FORM-BASED

DISTRICT
Six (6) Building Envelope Standards apply within the Delmar Loop/
Forest ParkDeBaliviere Form-Based District. Each Building Envelope
Standard regulates building placement, height, type, encroachments,
use requirements, and parking requirements.
Each Building Envelope Standard accommodates a particular range of
density and experiential character.
LEGEND
PRIMARY STREETS
SIDE STREETS
PRIMARY & SIDE STREETS
PRIMARY & SIDE STREETS
Primary Streets within the Delmar Loop and Forest Park-DeBaliviere

Form-Based District are:

Skinker Boulevard
Delmar Boulevard
DeBaliviere Avenue
Forest Park Parkway
Enright Avenue
Waterman Boulevard
Pershing Avenue
DeGiverville Avenue
McPherson Avenue
Kingsbury Place
Kingsbury Avenue
Westminster Place
Washington Boulevard
Nina Place
PRIMARY STREETS
SIDE STREETS
Laurel Street
Clemens Avenue
Cates Avenue
Rosedale Avenue
New Street through
Washington University
North Campus
All other streets shall be considered Side Streets.

BUILDING ENVELOPE STANDARDS
DELMAR BLVD.
Neighborhood General Type 1 (NG1-TOD)

Neighborhood General Type 1 intends to preserve and enhance the integrity
and quality of primarily single family, duplex, triplex, fourplex, and rowhouse
residential area of the neighborhood. The area is designed to provide for
sensitive and respectful infill development which allows for the variety of
building types and forms, and front yards found in the neighborhood.
Neighborhood General Type 3 (NG3-TOD)
Neighborhood General Type 3 intends to establish a flexible mixed-use
residential area that enhances and densifies this primarily larger, lot
mixed-use area of the neighborhood. The area is designed to provide
for architectural appropriate infill development which allows for a variety
of building types, uses, heights, and forms, as well as the creation of a
vibrant mixed-use streetscape.
Neighborhood Center Type 1 (NC1-TOD)
Neighborhood Center Type 1 intends to regulate areas which are typically
neighborhood retail centers in order to establish, preserve or enhance
the vibrant, pedestrian oriented character of these walkable neighborhood
main streets. The physical form of the buildings are regulated while allowing
flexibility in use. The area is designed to provide convenient shopping
and servicing establishments for persons residing in the neighborhood, so
long as such uses are compatible with adjacent residential uses.
MOONRISE HOTEL IN THE LOOP
Boulevard Type 2 (B2-TOD)

Boulevard Type 2 intends to establish a flexible mixed-use residential area
that enhances and densifies this primarily larger, lot mixed-use area of the
neighborhood. The area is designed to provide for architectural appropriate
infill development which allows for a variety of building types, uses, heights
and forms as well as the creation of a vibrant mixed-use streetscape.
Campus Type 1 (C1-TOD)
Campus Type 1 intends to establish the flexible, mixed-use areas of primarily
large lot and combined lot developments while maintaining and supporting
an active streetscape and a vibrant urban character. The physical form
of these areas responds to the existing context by meeting a minimum
coverage of the build-to-line and orienting buildings to the primary streets.
Campus Type 1 is a new Building Envelope Standard, additional to the eight
(8) Building Envelope Standards adopted as part of Ordinance 69406.
HOMES IN SKINKER
DEBALIVIERE NEIGHBORHOOD
NEIGHBORHOOD GENERAL TYPE 1 (NG1-TOD)
INTENT STATEMENT:
The intent of this Building Envelope Standard is to regulate the physical form of the Neighborhood General Type 1 areas in order to preserve and enhance the integrity and quality of this primarily single family, duplex, triplex, fourplex and rowhouse residential area of the neighborhood. The area is designed to
provide for sensitive and respectful infill development which allows for the variety of building types and
forms, and front yards found in the neighborhood. This intent statement and the images shown below are
advisory only.
EXAMPLES OF CHARACTER

DIAGRAM - 1
DIAGRAM - 2
I - BUILDING PLACEMENT
II - BUILDING HEIGHT
BUILD-TO-LINE:
[L] BUILDING HEIGHT MINIMUM:
2 Stories and 25
3 Stories and 40
[A] PRIMARY STREET:
25 Min | 50 Max (1)
[M] BUILDING HEIGHT MAXIMUM:

[N] MAX FROM B.O. EAVE
[B] SIDE ST., ANC. & MAIN BLDG
10
TO T. O. PARAPET OR ROOF:
[C] ALLEY, ANC. BLDG:
[O] FINISHED GRND FLOOR LEVEL:
15 Max
1 Min | 3 Max
Above Back of Sidewalk

or Adjacent Lot Level
SETBACK:
[D] SIDE, ANC. & MAIN BLDG
5 Min | 10 Max
[E] ALLEY, MAIN BLDG:
60 Min | 120 Max (2)
[P] FIRST FLOOR CEILING HTS:
10 Min | 12 Max (F to C)
[Q] UPPER FLOORS CEILING HTS:
[R] ANC. BLDG. MAX. HEIGHT
3 Stories and 40 (3)
III - BUILDING TYPES
BUILDING FORM:
[F] PRIMARY STREET:
At least 80% of Build-to-Line
[G] SIDE ST., MAIN BLDG:
At Least 25% of Build-to-Line
[H] LOT WIDTH:
Per Existing
[I] LOT DEPTH:
Per Existing
[J] BETWEEN BLDGS:
25 Min b/t Main & Anc. Buildings
[K] DEPTH OF ANC. BLDG:
30 Max
Detached Single Family Dwelling

Rear Garage
Carriage House
Duplex, Triplex, and Fourplex
Rowhouse and Courtyard Rowhouse
FOR REFERENCE NOTES REFER

TO FINAL PAGE OF THIS TYPE.
*Indicates a change from the existing Building Envelope Standards adopted as part of Ordinance 69406.

DIAGRAM - 3
DIAGRAM - 4
IV - ENCROACHMENTS
VI - PARKING REQUIREMENTS
LOCATION:
LOCATION:
[S] PRIMARY STREET:

[T] SIDE STREET:
12 Max
10 Max
[V] PRIMARY SETBACK:

[W] SIDE STREET SETBACK:
[U] ALLEY:
5 Max
[X] SIDE SETBACK:

0 , If Surface Lot; Per Main
Building if Structured Parking
V - USE REQUIREMENTS
[Y] ALLEY SETBACK:
GROUND FLOOR USES:
REQUIRED SPACES:*
Residential

UPPER FLOOR(S) USES:
Residential
60 Max
10 Min
5 Min
THERE ARE NO MINIMUM OFF-STREET PARKING

SPACE REQUIREMENTS.

VII - REFERENCE NOTES
1. The Build-to-Line must match the average Front Facade
Line of the Block Face; and lots with NO Primary Street
or Side Street frontage (abutting adjacent properties) are
exempt from the Primary Street Build-to-Line dimensional
requirements, and are only required to have a five foot (5)
setback on said frontage.
2. Lots with NO Alley frontage (abutting adjacent properties)
are exempt from the Alley, Main Building Build-to-Line dimensional requirements; and are only required to have a
five foot (5) setback on said frontage.
3. In no case shall the Ancillary Building have a height greater
than that of the Main Building.
INTENT STATEMENT:
The intent of this Building Envelope Standard is to regulate the physical form of the Neighborhood General Type 3 areas in order to establish a flexible mixed-use residential area that enhances and densifies
this primarily larger, lot mixed-use area of the neighborhood. The area is designed to provide for architectural appropriate infill development which allows for a variety of building types, uses, heights and forms
as well as the creation of a vibrant mixed-use streetscape. This intent statement and the images shown
below are advisory only.

DIAGRAM - 2
DIAGRAM - 1
BUILD-TO-LINE:
[I] BUILDING HEIGHT MINIMUM:

[J] BUILDING HEIGHT MAXIMUM:
[K] MAX FROM B.O. EAVE
[A] PRIMARY STREET:

[B] SIDE STREET:
0 (1)
0 Min | 10 Max (1)
[L] FINISHED GRND FLOOR LEVEL:
SETBACK:
3 Stories and 40
8 Stories and 90 (1) (6)
15 Max
1 Min | 3 Max

Back of Sidewalk Or Adjacent
Lot Level For Residential;
[C] SIDE:
0 Min | 10 Max (2)
All Other Uses are Max 6
[D] ALLEY:

5 Min | 10 Max (3)
[M] FIRST FLOOR CEILING HTS:

[N] UPPER FLOORS CEILING HTS:
[N1] MEZZANINES AND PODIUMS:
Mezzanines and Podiums
[E] PRIMARY STREET:
At Least 80% of Build-to-Line (4)
Greater Than 1/3 of the
[F] SIDE STREET:

[G] LOT WIDTH:
At least 80% of Build-to-Line (5)

Per Existing
Floor Plate Area Shall

Be Counted as a Full Story
[H] LOT DEPTH:
Per Existing
BUILDING FORM:

TO THE FINAL PAGE OF THIS TYPE.

Stacked Flats
Courtyard Building
High Rise Residential Building
Commercial Block Building
Flex Building
Liner Building

DIAGRAM - 3
DIAGRAM - 4
IV - ENCROACHMENTS
LOCATION:
LOCATION:
[O] PRIMARY STREET:

[P] SIDE STREET:
[Q] ALLEY:
10 Max
10 Max
5 Max
GROUND FLOOR USE:
Office
Primary Retail
Residential
Secondary Retail
Special
[R] PRIMARY STREET SETBACK:
30 Min (7)
[S] SIDE STREET SETBACK:

[T] SIDE SETBACK:
30 Min (8)

[U] ALLEY SETBACK:
5 Min
REQUIRED SPACES:*
SPACE REQUIREMENTS.
UPPER FLOOR(S) USE:

Office
Residential
Special

1. At the 200 and 300 blocks of DeBaliviere Avenue, maximum building height shall be 12 stories and 130 with a minimum setback of thirty feet (30) required on primary streets
for 7 to 12 stories and a minimum setback of ten feet (10)
required on side streets for 7 to 12 stories.
2. For buildings with Dwelling Units primarily opening to side
yards, Side Setback is required to be ten feet (10). Buildings higher than three (3) stories and forty feet (40) are
required to have a ten foot (10) Side Setback.
3. Lots with NO Alley frontage (abutting adjacent properties)
are required to have a five foot (5) setback on said frontage.
4. This percentage (%) can be adjusted to fifty percent (50%)
in the case of the following Building Types: Courtyard Rowhouse and Courtyard Building .
5. Corner Lots will be treated as having a Primary Street
for the first thirty (30) feet of the building facing any Side
Street; and shall thus conform to the Primary Street Buildto-Line for that length of Building Facade.
6. At the 5600, 5700, and 5800 blocks of Delmar Boulevard,
maximum building height shall be 5 stories and 65
7. This figure reflects an additional dimension of thirty feet
(30) beyond the Primary Street Build-to-Line for above
grade parking. Below finished ground floor level parking
can be coterminous with the Facade Line of the building.
8. This figure reflects an additional dimension of twenty feet
(20) beyond the Side Street Build-to-Line for above grade
parking. Below finished ground floor level parking can be
coterminous with the Facade Line of the building.
9. Within the Delmar Loop and Forest ParkDeBaliviere
Station Area Form-Based District Boundary, required spaces do not apply.
NEIGHBORHOOD CENTER TYPE 1 (NC1-TOD)
INTENT STATEMENT:
The intent of this Building Envelope Standard is to regulate the Neighborhood Center Type 1 areas which
are typically neighborhood retail centers in order to establish, preserve or enhance the vibrant, pedestrian oriented character of these walkable neighborhood main streets. The physical form of the buildings
are regulated while allowing flexibility in use. The area is designed to provide convenient shopping and
servicing establishments for persons residing in the neighborhood, so long as such uses are compatible
with adjacent residential uses. This intent statement and the images shown below are advisory only.

DIAGRAM - 1
DIAGRAM - 2
BUILD-TO-LINE:
[A] PRIMARY STREET (For First 5 Stories):
[A1] PRIMARY STREET (For 6 to 8 Stories):
[B] SIDE STREET (For First 5 Stories):
[B1] SIDE STREET(For 6 to 8 Stories):
0
25 *
0
25 *
SETBACK:
[C] SIDE:
[D] ALLEY:
0 Min | 10 Max (1)

5 Min | 10 Max (2)
PRIMARY STREET:
SIDE STREET:
LOT WIDTH:
LOT DEPTH:
[N1] MEZZANINES AND PODIUMS: Mezzanines and Podiums


BUILDING FORM:
[E]
[F]
[G]
[H]
[I ] BUILDING HEIGHT MINIMUM:

3 Stories and 40
[J] BUILDING HEIGHT MAXIMUM: 8 Stories and 90 *
15 Max
[L] FINISHED GRND FLOOR LEVEL: 6 Max Above
Back of Sidewalk
Or Adjacent Lot Level
[N] UPPER FLOORS CEILING HTS: 8 Min | 15 Max (F to C)

Per Existing
Per Existing

Podium Building
Commercial Block Building
Flex Building
Live / Work Units
Liner Building


DIAGRAM - 3
DIAGRAM - 4
IV - ENCROACHMENTS
LOCATION:
LOCATION:
[O] PRIMARY STREET:

[P] SIDE STREET:
[Q] ALLEY:
10 Max
10 Max
5 Max
[R]
[S]
[T]
[U]
PRIMARY STREET SETBACK:

SIDE STREET SETBACK:
SIDE SETBACK:
ALLEY SETBACK:
30 Min
30 Min
0
12 Min
GROUND FLOOR:
Office
Primary Retail
Secondary Retail
Special
REQUIRED SPACES:*
SPACE REQUIREMENTS.
UPPER FLOOR(S):
Office
Residential
Special

1. Lots which share a Side Setback with lots in the
Neighborhood Center Type 2 zone are required to
have a Building Height Maximum of six (6) stories and
seventy-five feet (75) for the first thirty feet (30) of
adjacent frontage.
2. Lots with NO Alley frontage (abutting adjacent properties) are required to have a ten foot (10) setback on
said frontage.
Station Area Form-Based District Boundary, required
spaces do not apply.
BOULEVARD TYPE 2 (B2-TOD)
INTENT STATEMENT:
The intent of this Building Envelope Standard is to regulate the physical form of Boulevard Type 2 areas
which are near important city-wide boulevards with adjacent mixed use high density areas in order to
establish, preserve or enhance the existing vibrant, pedestrian oriented character of these areas while
allowing flexibility in use. The physical form of these mixed-use areas follow the existing pattern of the
area wherein there is a great variety of building types with zero lot lines and a variety of frontage types.
This intent statement and the images shown below are advisory only.

DIAGRAM - 1
DIAGRAM - 2
BUILD-TO-LINE:
[A] PRIMARY STREET:
[B] SIDE STREET:
0 (3) (4)
0 (3) (4)
SETBACK:
[C] SIDE:
[D] ALLEY:

0 Min | 10 Max
5 Min | 10 Max
[E]
[F]
[G]
[H]
At Least 85% of Build-to-Line (1)

Per Existing
Per Existing
[I ] BUILDING HEIGHT MINIMUM:

3 Stories and 40
[J] BUILDING HEIGHT MAXIMUM: 12 Stories and 130
15 Max
[L] FINISHED GRND FLOOR LEVEL: 6 Max Above
Back of Sidewalk
Or Adjacent Lot Level
[N] UPPER FLOORS CEILING HTS: 8 Min | 15 Max (F to C)
[N1] MEZZANINES AND PODIUMS: Mezzanines and Podiums
BUILDING FORM:
PRIMARY STREET:
SIDE STREET:
LOT WIDTH:
LOT DEPTH:



Duplex, Triplex, and Fourplex
Stacked Flats
Courtyard Building
High Rise Residential Building
Commercial Building
Flex Building
Live / Work Unit
Liner Building

DIAGRAM - 3
DIAGRAM - 4
IV - ENCROACHMENTS
LOCATION:
LOCATION:
[O] PRIMARY STREET:

[P] SIDE STREET:
[Q] ALLEY:
10 Max
10 Max
5 Max
[R]
[S]
[T]
[U]
PRIMARY STREET SETBACK:

SIDE STREET SETBACK:
SIDE SETBACK:
ALLEY SETBACK:
30 Min
30 Min
0
10 Min
GROUND FLOOR:
Office
Primary Retail
Residential
Secondary Retail
Special
REQUIRED SPACES:*
SPACE REQUIREMENTS.
UPPER FLOOR(S):
Office
Residential
Special


1. This percentage (%) can be adjusted to fifty percent

(50%) in the case of the following Building Types:
Courtyard Rowhouses and Courtyard Buildings (See
Section 4.1: Building Types for further details on the
Building Types).
Station Area Form-Based District Boundary, required
spaces do not apply.
3. On the West side only of the 600 and 700 blocks of
North Skinker Boulevard, the minimum setback shall be
15 required on primary streets, with a thirty feet (30)
setback required for stories 7 to 12. A minimum setback
of ten feet (10) is required on secondary streets with a
thirty feet (30) setback required for stories 7 to 12.
4. On the West side only of the 800 and 900 blocks of
North Skinker Boulevard, minimum building setback
shall be thirty feet (30) to eighty feet (80) required on
primary streets with a minimum setback of zero feet (0)
to ten feet (10) required on side streets.
CAMPUS TYPE 1 (CM1-TOD)*
INTENT STATEMENT:
The intent of this Building Envelope Standard is to regulate the physical form of Campus developments,
defined as large-lot developments with multiple Building Types. Campuses are singular, identifiable sites
within the district, bounded by public streets and typically featuring unifying characteristics. The area is
designed to allow for a variety of urban business, industrial, institutional, and academic uses while maintaining and supporting an active streetscape and a vibrant urban character. This intent statement and the
images shown below are advisory only.
*Indicates that this is a new Building Envelope Standard.

DIAGRAM - 2
DIAGRAM - 1
BUILD-TO-LINE:
[I] BUILDING HEIGHT MINIMUM:

[J] BUILDING HEIGHT MAXIMUM:
3 Stories and 40 (6)

8 Stories and 90

15 Max
[A] PRIMARY STREET:

[B] SIDE STREET:
30 Min | 80 Max (1,12)

0 Min | 10 Max (2,12)
SETBACK:
[C] SIDE:
0 Min | 10 Max (3)
[D] ALLEY:

Not Applicable (3,4)
[E] PRIMARY STREET:
[F] SIDE STREET:

[G] LOT WIDTH:

At Least 500 (5)
[H] LOT DEPTH:
At Least 425 (5)
BUILDING FORM:
[L] FINISHED GRND FLOOR LEVEL: 2 Min | 3 Max

Back of Sidewalk Or Adjacent
Lot Level For Residential;

All Other Uses are Max 6
[N] UPPER FLOORS CEILING HTS:
[N1] MEZZANINES AND PODIUMS:
Mezzanines and Podiums



TO FINAL PAGE OF THIS TYPE
Commercial Block Building (7)

Flex Building (7)
Live|Work Units (7)
Liner Building (7)
Civic|Institutional Building (7)

DIAGRAM - 3
DIAGRAM - 4
IV - ENCROACHMENTS
LOCATION:
LOCATION:
[O] PRIMARY STREET:

[P] SIDE STREET:
12 Max
10 Max
[Q] ALLEY:
Not Applicable (8)
[R] PRIMARY STREET SETBACK:

60-110 Min (10)
[S] SIDE STREET SETBACK:
30-40 Min (10)
[T] SIDE SETBACK:
[U] ALLEY SETBACK:
Not Applicable (11)
GROUND FLOOR USE:
Office
Primary Retail
Civic|Institutional
UPPER FLOOR(S) USE:
Office
Residential
Civic|Institutional

1. On all lots, a minimum of two (2) bounding streets must be
Primary Streets.
2. Lots may be bounded by Side Streets on the remaining lot
lines.
3. Private streets, driveways, and alleys that are internal to the
lot shall not be subject to setback requirements; and when
the conditions enumerated in the Build-to-Line requirements are fulfilled, side setbacks shall apply to remaining
lot lines.
4. Where alleys are present, setbacks shall be from five feet
(5) to ten feet (10)
5. Lots shall have a minimum area of five (5) acres, irrespective of lot dimensions; and lot dimensions and lot area shall
be measured either (A) by individual lot or parcel; (B) by
multiple contiguous lots or parcels under single ownership;
or (C) by multiple contiguous lots or parcels agglomerated
by a legally-enforcable development agreement.
6. Building Heights for buildings interior to the campus block
are not required to meet the building height minimum.
7. This Building Envelope Standard allows multiple Building
Types per lot.
8. Where alleys are present, setbacks shall be five feet (5)
Maximum.
9. This figure reflects and additional dimension of thirty feet
(30) beyond the Primary Street Build-to-Line for on grade
and above grade parking. Below finished ground floor level
parking can be coterminous with the Facade Line of the
building.
10. This figure reflects and additional dimension of thirty feet
(30) beyond the Side Street Build-to-Line for on grade and
above grade parking. Below finished ground floor level
parking can be coterminous with the Facade Line of the
building.
11. Where alleys are present, setbacks shall be five feet (5)
Minimum.
12. At the 6100 block of Enright Avenue and the 600 and 700
blocks of Rosedale Avenue, north of Delmar Blvd., minimum building setback is ten feet (10) and maximum building setback is thirty feet (30).
This Page Left Intentionally Blank
5 | Appendix
5 | Appendix | 143
Appendix Table of Contents
Planning & Urban Design:

H3 Studio
a. Technical Advisory Committee Meetings
TAC Meeting 1 Presentation: May 7, 2013
TAC Meeting 2 Presentation: June 4, 2013
b. Public Workshops
Public Workshop 1 Presentation: May 21, 2013

Public Workshop 2 Presentation: July 23, 2013
Public Engagement:
Vector Communications Group Report
Economic:
Development Strategies Report and Appendices
Transportation:
Bernardin, Lochmueller & Associates Report
Civil, Sustainability & Environmental Planning: M3

Engineering Group
Opinion of Probable Costs:

M3 Engineering Group
5 | Appendix | 145
The work that provided the basis for this publication was supported by funding
under an award with the U.S. Department of Housing and Urban Development.
The substance and findings of the work are dedicated to the public. The
author and publisher are solely responsible for the accuracy of the statements
and interpretation contained in this publication. Such interpretations do not
necessarily reflect the views of the Government.
This material is based upon work supported by the Federal Transit
Administration under Cooperative Agreement No. MO-79-1001.
Any opinions, findings, and conclusions or recommendations expressed in
this publication are those of the Author(s) and do not necessarily reflect the
view of the Federal Transit Administration.

TOD Station Area Planning, Delmar & Forest Park Station - St. Louis, MO

Uploaded by

Copyright:

Available Formats

TOD Station Area Planning, Delmar & Forest Park Station - St. Louis, MO

Uploaded by

Document Information

Original Description:

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

TOD Station Area Planning, Delmar & Forest Park Station - St. Louis, MO

Uploaded by

Copyright:

Available Formats

Transit Oriented

For the DELMAR LOOP and FOREST PARKDeBALIVIERE

for the City of Saint Louis

The City of Saint Louis

St. Louis Development Corporation

TECHNICAL ADVISORY COMMITTEE

Director of Community Relations & Local

John Hoal, Ph.D., AICP

Bernardin, Lochmueller & Associates

Vector Communications Corporation

Project Background & Context

Station Area Plan

Project Background & Context

St. Louis as a Transit City

Station Area Plan

Station Area Plan

Planning & Urban Design (H3 Studio)

The Plan sets forth

market-based, community-supported vision for transit oriented development

Reduce car trips and greenhouse gas emissions;

TRANSIT IN SAINT LOUIS

Reduce costs for infrastructure

Increase walkability within the

and tightly-knit residential neighborhoods are punctuated with numerous

Create opportunities for

Assure developers, entrepreneurs, and residents that transit

THE POSITIVE IMPACTS OF TRANSIT ORIENTED DEVELOPMENT

Create a unique feature within

Despite 20 years of service, MetroLink stations have not delivered on the

SUMMARY OF EXISTING CONDITIONS

DeBaliviere Station has 119,280 monthly boardings (June 2011-July

The station area is accessed by nine MetroBus lines;

The station area contains one primary commercial corridor (Delmar

The station area contains numerous underutilized sites, including surface

The station area contains multiple, overlapping National Register historic

Neighborhoods south of Delmar Boulevard are stable; neighborhoods

TWILIGHT TUESDAY AT MISSOURI

STATION AREA PLAN SUMMARY

The Station Area Plan

Des Peres Ave.

Forest Park Parkway

STATION AREA PLAN

Proposed Development Program:

Residential Rehab and Infill: 320 Units

Residential: 1,750 Units (1,050 S.F./Unit)

Affordable Housing: 600 units (1,000 S.F./Unit)

Retail: 65,000 S.F.

Office: 55,000 S.F.

Structured Public Parking: 500 Spaces at Delmar Loop Station

Structured Private Parking: 500 Spaces at Delmar Loop Station

Parks & Plazas: 136,140 S.F.

Building Heights: 3 to 12 Stories (See pages 112-140 for Range)

DELMAR LOOP AND FOREST PARKDEBALIVIERE

STATION AREA PLAN 2043

DELMAR LOOP AND FOREST PARKDEBALIVIERE

STATION AREA PLAN 2043

GOODFELLOW BOULEVARD, LOOKING SOUTH

DELMAR LOOP AND FOREST PARKDEBALIVIERE

STATION AREA PLAN 2043