CityArchRiver Bi-State Transportation Loop

tiger discretionary grant application october 2011

CFDA Title: Surface Transportation Infrastructure Discretionary Grants for Capital Investments II CFDA Number: 20.933 Opportunity Number: DTOS 59-11-RA-TIGER3

TRA

CityArchRiver Bi-State Transportation Loop

ConTenTS
BSDA Bi-State Development Agency cAr 2015 cityArchriver 2015 the city the city of St. Louis GrG Great rivers Greenway District IDOt Illinois Department of transportation JNEM Jefferson National Expansion Memorial LKS Leonor K Sullivan Boulevard MEPrD Metro East Park and recreation District MMMP Malcolm W. Martin Memorial Park MoDOt Missouri Department of transportation MrB Mississippi river Bridge NPS National Park Service PSB Poplar Street Bridge tAG technical Advisory Group trA transriver Authority USAcE U.S. Army corps of Engineers i. project description ii. project parties iii. grant Funds and sources iV. selection criteria primary criteria long term outcomes Economic Competitiveness Livability Safety State of Good Repair Sustainability job creation and near term economic activity Project Schedule Environmental Approvals Legislative Approvals State and Local Planning Technical Feasibility Financial Feasibility secondary criteria innovation partnership results of benefit-cost analysis V. project readiness and nepa Vi. Federal Wage certiFication Vii. changes to pre-application 23 23 24 25 25 25 14 14 15 17 18 19 20 20 21 21 21 22 22 1 12 13

I. Project Description
This grant application requests $43,160,000 for the following: 1. bridges, roadWays + ramps Grant Request: $30,739,800 Replace outdated bridges/infrastructure and make improvements along the I-70 corridor system in the Bi-State region and downtown St. Louis between the new Mississippi River Bridge (MRB) and Poplar Street Bridge (PSB) to accommodate changing vehicular and pedestrian traffic patterns while facilitating safer, multi-modal access between Downtown, the Jefferson National Expansion Memorial (JNEM), and the St. Louis Port District along the Mississippi River. The project includes: New Walnut Street Bridge over I-70 and improvements to Walnut Street into the Downtown Core Replacement of outdated, unsafe Market, Chestnut and Pine Street Bridges with new Land Bridge connecting the Downtown Core to JNEM New entrance/exit ramps at Washington Avenue to improve traffic flow into and out of the Downtown Core between new MRB and PSB City street grid upgrades at Washington Avenue and Third Street to accommodate safer vehicular and pedestrian traffic flow into potential economic development areas along Washington Avenue and also the Lacledes Landing Entertainment District Replacement of portion of Washington Ave. with a new gateway at the north end of the JNEM providing accessible route that connects Downtown, the JNEM, the MetroLink Light Rail System, Lacledes Landing Entertainment District and the St. Louis Riverfront/Port District A new exit ramp for southbound I-70 traffic to feed the Tucker Boulevard connection 2. leonor K sulliVan bouleVard + port improVements Grant Request: $10,025,400 Raise Leonor K Sullivan Boulevard (LKS), a major St. Louis Port access drive along the Mississippi River, 2.5 to 3 feet above its current elevation to allow 60-70% more riverfront/port access during flood season and provide positive connections to the Great Rivers Greenway Trail System. 3. conFluence biKeWay + Front street improVements Grant Request: $2,394,800 Make roadway improvements to Front Street in East St. Louis, Illinois and extend the Confluence Bikeway along the east bank of the Mississippi River completing the River Ring Trail system between St. Louis and East St. Louis. beneFit-cost analysis The CityArchRiver Bi-State Transportation Loop project cost is $99,360,000. The overall benefits of this project exceed the costs by a factor of 2.06. project bacKground An international design competition, sponsored by the CityArchRiver 2015 Foundation (CAR 2015), culminated in September 2010posing that access at a diffuse set of conditions surrounding the grounds of the Gateway Arch and the Mississippi River could yield a more integrated transportation and public space strategy to support economic growth in the St. Louis and East St. Louis region. The competition process led by CAR 2015 with the National Park Service (NPS) in 2009 built

One of many collaborative work sessions involving the applicant, partners, stakeholders and project planners.

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a network of critical partnering with local agencies including the Missouri Department of Transportation (MoDOT), Great Rivers Greenway District (GRG), Metro East Park and Recreation District (MEPRD) in Illinois and the City of St. Louis. A years worth of planning, design and stakeholder outreach since then has led to a plan that promotes transportation improvements on both the Missouri and Illinois sides of the Mississippi River and provides a multi-modal transportation network to support land use changes and economic development. This plan has been developed in a collaborative context, resulting in critical crossjurisdictional partnerships to facilitate and help fund urban infrastructure improvements. While St. Louis is a major hub for crosscountry and regional traffic, this infrastructure has continually developed at the expense of supporting the growth of the local downtown community. This infrastructure has especially impacted the JNEM, comprised of key national attractions: The Gateway Arch and Grounds, Luther Ely Smith Square and the Old Courthouse. By making transportation improvements that will result in greater connectivity between the JNEM and the City of St. Louis, the project will spur new economic growth and lay the groundwork for longterm economic competitiveness for the region. The existing network of highways, expressways and arterials in the Downtown Core focuses vehicular access onto a single collector road, Memorial Drive, resulting in a heavy flow of regional highway traffic mixing with local traffic and pedestrian movement between the city and the Gateway Arch, which receives 2.4 million visitors annually. This has resulted in a collection of compromised conditions for vehicular and pedestrian safety along the perimeter of the JNEM. The existing roadways, cantilevered lanes and bridges over the I-70 depressed lanes and Memorial Drive are primarily designed to accommodate peak traffic in and out of the city. These structures have aged to the point that their replacement and increased maintenance would become costly but necessary to support City

MISSISSIPPI RIVER BRIDGE (2014 COMPLETION)

traffic operations and visitation to the Arch. Successful city connections benefit the public by both providing the means to traverse obstacles and giving them the reasons for doing so. Similar to other integrated transportation planning projects of recent decades like the Embarcadero in San Francisco, The Big Dig in Boston and New York Citys Hudson River Drive, this application addresses aging, dysfunctional transportation infrastructure while also proposes a positive influence on the adjacent community. The presence of the JNEM in the downtown is a unique opportunity that has yet to be fully reconciled with the current transportation system, which the Bi-State Transportation Loop enables. concurrent transportation projects: the mississippi riVer bridge + poplar street bridge ramps Currently, the Poplar Street Bridge, known locally as the PSB, is the only urban interstate bridge between Illinois and Missouri and is one of only two bridges in the United States that carry three interstates. The new Mississippi River Bridge (MRB), which will relieve a significant portion of the demand on the PSB, will be the first new bridge connecting the St. Louis metro-region and southwestern Illinois in over 40 years. In order to leverage the most benefit out of public transportation investments, the project will build creatively within the changes brought about by the MRB. Construction work on the MRB project is well underway and is scheduled to open to traffic in 2014. Once open, The MRB will relieve the combined

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mo
PRojeCT DeSCRIPTIon 3

i-4 4/

I-70/I-44 corridor by relocating the I-70 portion to the northern edge of Downtown and away from the depressed lanes adjacent to the Downtown Core. The remaining infrastructure will provide easier localized access to the Downtown Core as I-44 continues to serve as a major gateway to the city. Learn more about the MRB project at this weblink With the MRB taking over the role of carrying I-70 traffic, the Poplar Street Bridge ramps that feed cars into the St. Louis Downtown Core are being redirected to better accommodate I-55 traffic to and from south of the City. Elimination of an east bound I-70 ramp from the depressed section to the PSB will allow easier facilitation of the new Walnut Street Bridge and the southbound Washington Avenue ramp. The MRB and PSB Ramps both have a tremendous impact on the CAR 2015 transportation initiatives. These two projects are already funded and will be completed by 2015. The St. Louis MetroLink Light Rail system first implemented in 1993 repurposed the rail deck of the historic Eads Bridge for public use. The success of this major investment and commitment in light rail, managed by the BiState Development Agency, spurred several successive waves of the networks expansion in both states. This proposal recognizes the importance of this success in terms of the regions appetite for multi-modal means of transportation. The transportation improvements for which TIGER funds are being requested are core components of the larger CAR 2015 project which seeks to bolster visitor and resident pedestrian engagement with the City, the Arch and the River by improving access into the city. When complete, the project will improve access to downtown St. Louis and to the Jefferson National Expansion Memorial (JNEM), the site of the monumental Gateway Arch. Completing the primary transportation project described here is crucial to spurring steady, sustainable, growth in the St. Louis region.

MO

il

SAINT LOUIS

EAST SAINT LOUIS

LEy kin E MC RidG b

i PP SSi SSi ivER E Mi R G id bR

0 i-7
i-7 0 ro u te 3
MLk bRidGE EAdS bRidGE

TuCkER bLvd. ConnECTion

Jefferson National Expansion Memorial

i-64

i-5

0 i-7 i-4 4

i-5

5/i

64

PSB rAMPS

PoPLAR ST. bRidGE

Malcolm W. Martin Memorial Park + Future Park Land Acquisition

il

diagram Key

Mississippi River Bridge (MoDOt) Phase 2 MrB

tUcKEr rAMP

2014 Transportation Links Proposed for TIGER Discretionary Funding Project Component

Tucker Boulevard Connection

(city of St. Louis)

RIVER

Transportation Loop Components Post-2015

(Bi-State, city of St. Louis)

BrIDGES, rOADWAyS + rAMPS

existing eads Bridge + Lightrail Crossing

Illinois Route 3 Connection

(IDOt)

Bike Trail Connection

MISSISSIPPI

cONFLUENcE BIKEWAy + FrONt StrEEt IMPrOvEMENtS

CityArchRiver Bi-State Transportation Loop

LEONOr K SULLIvAN BLvD. +POrt IMPrOvEMENtS

Illinois Route 3 extension

Poplar Street Bridge Ramps (MoDOt) Aerial Lift Connection

sT. loUis, mo eAsT sT. loUis, il

project description The CityArchRiver Bi-State Transportation Loop builds upon the transportation improvements of the MRB, but also upon the opportunity to rewire traffic flow to both increase efficiency of movement and facilitate safer multi-modal, multipurpose transportation, simplifying the lives of drivers, light rail users, bicyclists and pedestrians, and reducing accidents and delays. A TIGER Discretionary Grant would both realize these vital transportation improvements and provide a strong foundation upon which future connectivity initiatives can build. Many such future proposals are already being explored under the umbrella of the CAR 2015 project and its partnerships, including an aerial lift which will connect to a new National Park Service (NPS) unit on the east side of the river and an extension of Illinois Route 3 which will serve as a new entry to Malcolm W. Martin Memorial Park (MMMP), also on the east side. The larger CAR 2015 project will integrate the improved infrastructure supported by TIGER Grant funds with public space investments to complete the transformation of the area into a revitalized multi-modal network and thriving communities. CAR 2015 and Bi-State Development Agency have formed the TransRiver Authority (TRA) to facilitate this project. TRA merges the funding ability of CAR 2015 and Bi-State Development Agencys capacity to implement the project and the cooperation and resources of the National Park Service. Full TIGER funding will allow the documentation and construction of this transportation project to be completed in time to meet the target deadline of October 28, 2015, celebrating the 5oth anniversary of the completion of the Gateway Arch.

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SUMMARy of BenefITS
the cityArchriver Bi-State transportation Loop will provide the following benefits: coordinate repairs and improvements to regional transportation systems between Illinois and Missouri. Provide safe and convenient choices with respect to multi-modal, multipurpose transportation, simplifying the lives of drivers, public transportation users, bicyclists and pedestrians, and reducing conflicts and delays. Upgrade existing city downtown street grid to allow better access to growing business, entertainment and residential districts, and provide accessible routes for the disabled community Integrate transportation and public space improvements to support economic growth in the St. Louis and East St. Louis region. Improve vehicular access to downtown St. Louis and to the Jefferson National Expansion Memorial (JNEM), the site of the monumental Gateway Arch. Spur sustainable, economic growth in St. Louis region. Fully leverage transportation investments and concurrent land use changes. Strengthen the links between the Missouri and Illinois communities across the Mississippi river by creating new means of connection. Encourage a park once strategy for the visitor experience
cONFLUENcE trAIL NOrth
LEy kin E MC RidG b

project components
1 Bridges, Roadways + Ramps 2 Leonor K Sullivan Blvd. +

Port Improvements

3 Confluence Bikeway + Front

Steet Improvements

i iPP iSS iSS ivER E M R dG i bR

0 i-7
i-7 0

3
i-4 4

ro ut e

3
MLk bRidGE EAdS bRidGE

TuCkER bLvd. ConnECTion

Jefferson National Expansion Memorial

i-64

i-4

4/

i-5

cONNEctION tO cIty BIKE rOUtES

PRojeCT DeSCRIPTIon

0 i-7

i-5

5/i

64

wAShinGTon AvE.

PoPLAR ST. bRidGE

Malcolm W. Martin Memorial Park + Future Park Land Acquisition

FUtUrE cONFLUENcE trAIL SOUth

FUtUrE SOUth rIvErFrONt trAIL

mo

il

PRojeCT CoMPonenT DeSCRIPTIonS

accessing a riVerFront district
a b c d e f g h

land bridge

Land bridge (p.6) new walnut Street and bridge (p.7) washington Avenue Ramps (p.7) Third Street Punch-Through (p.8) Tucker Ramp (p.8not shown on plan) north Gateway (p.9) Leonor k Sullivan boulevard + Port improvements (p.10) Confluence bikeway + Front Street improvements (p.11not shown on plan)
CARR S TREET

MLk bR

idGE

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RidGE

c
wAShinGTon AvEnuE

f
R i v E R

a
wALnuT STREET

M i S S i S S i P P i

The proposed Land Bridge establishes a direct pedestrian and bike connection between the Arch Grounds and the Downtown Core and eliminates the treacherous crossing of Memorial Drive and the I-70 / I-44 depressed lanes that has frustrated Arch visitors for more than five decades. This structure accomplishes two key agendas for the Bridges, Roadways + Ramps component of the Transportation Loop project. First, by removing one block of Memorial Drive, the structure sets in motion a series of changes that restructure how vehicles enter the Downtown Core. Congestion that currently collects along Memorial Drive will be relieved by utilizing the capacity of the downtown grid for better vehicular flow. This redirected traffic will also better support the development currently planned for the Downtown. Second, it fosters a safer, fully accessible and expanded visitor accommodation for the 2.4 million people that the Arch attracts annually. The transformed end blocks of Market Street and Chestnut Streetfrom peak traffic feeders onto Memorial Drive into low traffic park dropoff roadswill accommodate tour bus, taxi, and vehicle drop-offs and pick-up lanes at the edge of Luther Ely Smith Square, an aspect of the existing facility that is considerably underserved.

i-70

erase the experience of the i-70 trench

PoPLAR STREET bRidGE

Chou

TEAu

AvEn u

vIew eAst from LutHer eLy smItH squAre

Existing context of Memorial Drive crossing (above) and view of proposed Land Bridge, which will erase the experience of the I-70 depressed lanes below for the 2.4 million annual visitors to the Arch Grounds (below).

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b neW Walnut street and bridge

Currently Walnut Street and the associated bridge over the I-44/I-70 depressed lanes are one-way and primarily serve traffic leaving the city via Memorial Drive. The proposed changes associated with the Land Bridge necessitate the reconfiguration of Walnut Street as a 2-way street that will be directly tied to the existing Memorial Drive exits on I-44. This change creates an entirely new vehicular entry experience to the Downtown that will stimulate activity and development in the south side of the Downtown Core and better serve some of the major city facilities in this vicinity, notably Busch Stadium, City Hall and the Courthouse complex. The new bridge over the depressed lanes associated with this change will also foster a much improved and safer pedestrian crossing between Walnut Street and the Arch Groundsnotably at the Basilica of St. Louis which draws a considerable amount of pedestrian activity.
c the Washington aVenue ramps

memorial dr.

marKet st. 4th st.

i iPP iSS E SS RidG Mi b w R nE RivE

i-44

Walnut st.

ExIStING WALNUt StrEEt BrIDGE

memorial dr.

marKet st. 4th st.

i-44

TuCkER ExTEnSion

Walnut st.

NEW WALNUt StrEEt BrIDGE

The ramps associated with the elevated section of I-70 at the north end of the Arch Grounds begin above the intersection of Memorial Drive and Washington Avenue. The Eads Bridge roadway also feeds into this location, creating an un-signalized five-leg intersection set beneath the elevated highway and ramps. This configuration is not only inefficient for traffic movement but also results in vehicular/pedestrian conflict. The proposed removal of these elevated ramp structures opens up an opportunity to directly link the depressed lanes to Washington Avenue with at-grade ramps. As with the Walnut Street reconfiguration to the south, this proposal will foster a new threshold that will serve the north end of the Downtown Core. It will reinforce Washington Avenues economic renaissancethe street was voted this year as one of Americas Great Streets by the American Planning Associationand further support the established loft district, cultural destinations and retail development.

tUcKEr rAMP
i-70

i iPP iSSdGE SS i Mi bR w R nE RivE

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i-70

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dr rial

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n ingto Washenue aV

iVe

oria mem

NEW WAShINGtON AvENUE rAMPS + INtErSEctION WIth MEMOrIAL DrIvE

PRojeCT DeSCRIPTIon

i-44

ld oria mem

l dr

MEMoRiAL dRivE

iVe

n ingto Washenue aV

i-44

riVe

TuCkER ExTEnSion

ExIStING WAShINGtON/ MEMOrIAL INtErSEctION

WAShINGtON AvENUE rAMPS

MEMoRiAL dRivE

Finally, the one block of Washington Avenue south of the Eads Bridge abutment must be removed so that the ramps and intersection at Washington Avenue can be normalized as a four-leg intersection, which will facilitate safe pedestrian crossings at this important connection to the Arch Grounds and improve vehicle flow and traffic management through signalization.
d

third street punch-through

The incremental growth of roadway infrastructure in this area has cumulatively created a barrier that negatively impacts the development potential of the neighborhood adjacent to the riverfront: the Lacledes Landing Entertainment District. The ConvEnTion roadway configuration at the end of Martin Luther CEnTER/ EdwARd JonES King (MLK) Bridge especially limits the flow of doME vehicles between the Downtown and this district to a few key intersections that conjoin access to city streets and the interstate system. The proposal to punch-through this configuration and re-establish the continuity of Third Street allows for normalized intersections and better management of the wAShinGTon interface between regional and local traffic. AvEnuE In combination with the Washington Ramps, Third Streets continuity through the Washington/ Memorial intersection builds greater capacity for vehicle flow in and out of Lacledes Landing Entertainment District. These key intersection MEMoRiAL dRivE improvements effectively create a new front door that simultaneously opens up convenient interstate ConvEnTion access to and from this district and improves CEnTER/ pedestrian interfaces with taxi stands and EdwARd JonES doME drop-off lanes. The realignment of Third Street and the continuation of Great Rivers Greenway planning along the riverfront set the stage for revitalizing this area as a draw for downtown residents and visitors, and as an incentive for more diverse development within the District. wAShinGTon
AvEnuE

Washington Avenue

I-70
circulatiOn knOt
mlK brid

ge

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RD

ST.

lacledes landing
eADS BRIDGe

I-70

5-LeG InTeRSeCTIon/ fLAShInG ReD

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nOrMalize intersectiOn
mlK brid ge

ThI

RD

ST.

lacledes landing
eADS BRIDGe

tucKer ramp

As the Third Street Punch-Through improves direct flow of traffic northbound onto the interstate, a critical ramp addition is planned in conjunction with the MRB project to create a similar improvement to southbound I-70 traffic entering the Downtown Core.

I-44

SIGnALIzeD InTeRSeCTIon wAShInGTon AvenUe RAMPS

Existing configuration (above), proposed Third Street Punch-Through (below).

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north gateWay
WAShINGtON AvENUE cOrrIDOr

To eliminate the five-leg intersection at Eads Bridge and Washington Avenue and accommodate new I-70 Washington Avenue ramps, Washington Avenue east of Memorial Drive to the riverfront must be closed. This portion of Washington Avenue traverses 60 feet of grade change. Historically, the challenges of this grade change and the intensity of the surrounding regional roadway infrastructure have cut off the Riverfront from the City and rendered the MetroLink Light Rail Station at the Eads Bridge and the Riverfront inaccessible. The proposed removal of the garage opens up a significant potential for park program development, but most importantly it creates the only opportunity in the vicinity to make an accessible North Gateway that accommodates a safe environment for pedestrians, bikes, event vehicles, and a seasonal circulator. With this reconfiguration, the Arch Grounds will effectively connect the Downtown Core, the Lacledes Landing Entertainment District and the Riverfront. This reorganization of the north end of the Arch Grounds also accommodates a park drop-off for visitors and makes the MetroLink Light Rail accessible, therefore expanding the visitor transportation choices at these regional and national destinations.

DOWNtOWN St. LOUIS

ConvEnTion CEnTER + EdwARd JonES doME

1 Arch GrOUNDS

1-44/I-70

3rd street

2
2nd street

1st street

EADS BrIDGE

LAcLEDES LANDING

LKS BLvD

M i S S i S S i P P i

R i v E R

1 2 3

Accessible Pedestrian and bikeway Connection (north Gateway) Existing Eads bridge MetroLink Station 1st + 2nd Street vehicular Loop

ExiSTinG PARkinG GARAGE

1-44/1-70

EAdS bRidGE AbuTMEnT

wAShinGTon AvEnuE

PRojeCT DeSCRIPTIon

leonor K sulliVan bouleVard + port improVements St. Louis has a long history of exploring opportunities for new business along the riverfront and portgoing back to the origins of the historic cobble levee as the stepping stone for commerce that drove this nations westward expansionand the City, Great Rivers Greenway Districe (GRG), TransRiver Authority (TRA) and the project partners are eager to support the programming of this unique stretch of roadway, once the high-frequency flooding is mitigated with the implementation of the proposed port improvements. The proposed port improvements also seek to foster continuity across the monument, the historic cobble levee, and the river. The project promises to better integrate various modes of traffic that need to traverse and cross LKS: tour buses dropping off visitors, bicyclists using the riverfront bike path, and pedestrians moving between the Arch grounds and the river. The improvements also accommodate the mooring and utility needs of vessels docked at the levee and brings visitors down to these riverfront businesses with accessible approach walks. The connective potential of this proposal is especially evident in the incorporation of a critical link within the GRG River Ring Plan starting from the bike trailhead to the north at Carr Street, which goes on to connect to the Illinois Confluence Bikeway at the McKinley Bridge crossing, and to the south to Chouteau Avenue where the bike route sponsored by the City of St. Louis connect.

Leonor K Sullivan Boulevard (LKS) is a 1.6-mile stretch of roadway that is the main north/south City right-of-way adjacent to the Mississippi River. By land, LKS accommodates special event staging, group tour buses, emergency vehicles, delivery trucks, taxis and event parking. By river, the roadway anchors the local barge businesses, boat launches, Port Authority mooring sites, and soon the return of overnight stay riverboats. Currently the existing roadway floods frequently, restricting access and limiting the economic viability of Riverfront development. In addition to lost jobs due to business closures, this results in an average annual cost to the City of over $200,000 for removal of deposition and repair of flood damage. The proposal for this stretch of roadway is centered on the benefits of elevating the road above the frequently occurring flood stage events, which typically coincide with peak visitorship to the Gateway Arch and Riverfront, the season when riverfront businesses are most active and the most City-sponsored events take place. Based on an analysis of historical flood data, raising the road elevation by 2-3 feet will decrease flood occurrences by 60 to 70 percent in an average wet year, thus offering a dramatic reduction in risk of flood impacts and creating reliable vehicular service to the Riverfront, improving accessibility and usefulness to operations and businesses moored in this location.

Leonor K Sullivan Blvd. (at Eads Bridge) and historic cobble levee where riverbased businesses are moored.

Flooding along Leonor K Sullivan Blvd. (at Eads Bridge) is a frequent occurence on average wet years.

Existing infrastructure limitations do not support opportunities for new business along the Riverfront

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the conFluence biKeWay + Front street improVements linking the East side to the JNEM and Downtown. The Confluence Bikeway from the McKinley Bridge to the Malcolm W. Martin Memorial Park (MMMP) along the east bank of the Mississippi River will complete a loop across the east and west side of the River. A portion of this east side extension will exist within the Front Street right-of-way, which currently functions as the primary means of access to MMMP, and will include roadway improvements and a connection to the MetroLink Light Rail station at the Illinois side of the Eads Bridge.

As part of the 2011 Long Range Plan, adopted by the MEPRD board, a regional bikeway network spanning the Mississippi River will create improved access between the MEPRD, GRG and the Madison and St. Clair County Transit districts. Concurrently, there is legislation in place for the NPS to acquire land on the East Bank for an expansion of the JNEM and the process of site investigation for this potential acquisition has begun. The key to seeing the future park unit realized is establishment of an effective set of connections to the other side of the River. This proposal sets forth a plan for implementing a first phase of st. louis

connection to conFluence trail south

eads bridge metrolinK connections

conFluence biKeWay

mississippi riVer bridge

connection to mcKinley bridge trail

connection to conFluence trail north

malcolm W. martin memorial parK Front street improVements illinois route 3 connection to Front street

BRooKlYN

EAst st. louis

malcolm W. martin memorial parK

Flood Wall

Front street

PRojeCT DeSCRIPTIon

11

II. Project Parties

applicants/sponsors/partners
Missouri Department of Transportation (MoDOT) TIGER Grant main applicant Has jurisdiction over the highway corridor, bridges, ramps and Memorial Drive. $25,000,000 contribution Great Rivers Greenway District (GRG) GRG was formed by the voters in November, 2000, and is responsible for the development of greenways, parks and trails in St. Louis City, St. Louis County and St. Charles County, Missouri. $10,000,000 contribution Metro East Park and Recreation District (MEPRD) The MEPRD was formed by voters in November, 2000, and is responsible for the development of parks, trails, and green spaces in Madison and St. Clair Counties in Illinois. $800,000 contribution City of St. Louis Has jurisdiction over the City Streets and Riverfront. $400,000 contribution CityArchRiver 2015 (CAR 2015) CityArchRiver 2015 Foundation is a non-profit 501(c)(3) organization involved in planning, design and fundingv of the project. $20,000,000 contribution

TRA

TransRiver Authority (TRA)

TRA is a non-profit corporation organized by Bi-State Development Agency in partnership with CAR 2015 and NPS to oversee and facilitate execution and construction of the entire project.
Bi-State Development Agency (BSDA) Created by an interstate compact between Missouri & Illinois, ratified by the U.S. Congress. Its compact was modeled after the New York-New Jersey Port Authority compact giving it many of the same, specific powers, among them bonding capacity. Supporting TRA in the letting and administration of projects proposed for the Arch and River improvements. National Park Service (NPS) Landowner of JNEM, including Memorial Drive and North Gateway. Partner with Bi-State Development Agency for 48 years. East-West Gateway Council of Governments Designated by state and federal agencies as the metro planning organization for the bi-state area Responsible for selecting the road, bridge and transit projects in the region that will receive federal funds.

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III. Grant funds + Sources

MoDOT is requesting $43,160,000 of TIGER Discretionary Grant funding. This award is the amount needed to fund the completion of design and subsequent construction of the transportation improvements needed to realize the goals of the CityArchRiver Bi-State Transportation Loop project. Letters and documentation outlining the financial commitments from funding sponsors and partners for the 56.6% match are available for review at the application website.

($.8 MILLION) ($.4 MILLION)

0.8%

meprd city oF st. louis

0.4%

grg
($10 MILLION)

10.1%

car 2015

($20 MILLION)

20.1%

($43.2 MILLION)

43.4%

tiger discretionary grant request

($25 MILLION)

25.2%

modot

project cost, local Funding and tiger grant request

PROJECTCOMPONENTS 1.Bridges,RoadwaysandRamps MoDOT CityofSt.Louis CAR2015 2.LeonorK.SullivanBlvd.+PortImprovements GreatRiversGreenwayDistrict CAR2015 3.ConfluenceBikeway+FrontSt.Improvements MetroEastParksandRecreationDistrict CAR2015 TotalProjectCost PublicMatch PrivateMatch* GrantRequest

CityArchRiverBiStateTransportationLoop

$70,288,000.00 $25,000,000.00 $ 400,000.00 $14,148,200.00 SubTotal $70,288,000.00 $25,400,000.00 $14,148,200.00 $30,739,800.00 $25,072,000.00 $10,000,000.00 $ 5,046,600.00 $ 4,000,000.00 $ 800,000.00 $ 805,200.00

SubTotal $25,072,000.00 $10,000,000.00 $ 5,046,600.00 $10,025,400.00

SubTotal $ 4,000,000.00 $ 800,000.00 $ 805,200.00 $2,394,800.00 TOTALPROJECT $99,360,000.00 $36,200,000.00 $20,000,000.00 $43,160,000.00

*NOTE:ThePrivateMatchisguaranteedat$1forevery$2ofTIGERFunding.

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13

Iv. Primary Selection Criteria

Long Term outcomes
eConoMIC CoMPeTIveneSS
Draw additional tourists from the region, country, and international locations to bolster the economy. Encourage private development of underused parcels located near the perimeter of the JNEM. Optimize the utilization of private property located near the perimeter of the JNEM (Lacledes Landing Entertainment District, Chestnut, Market and Walnut Streets, Washington Avenue). Foster more efficient transitions between regional highway infrastructure, city street networks, neighborhood destinations and bike trails. Revitalize the national legacy of the Gateway Arch and its influence upon the prosperity of the city and region. Bring together the Downtown Core, the JNEM and the riverfront as a cohesive economic entity. Leverage the segment of riverfront adjacent to the JNEM as a regional draw and connectivity hub. Transform underutilized open space into public space, capitalizing on its proximity to the Arch. Elevate Leonor K Sullivan Blvd. to anchor a comeback for local riverfront business and increase tourism opportunities along the Mississippi River. Extend the Confluence Trail along the Illinois bank of the Mississippi River to provide recreation and connections to the MetroLink Light Rail Station and nearby communities.

SEATTLE

MINNEAPOLIS DETROIT CHICAGO DENVER

BOSTON NEW YORK

SAN FRANCISCO

ATLANTA LEGEND
The Gateway Arch Tourist Zip Codes 300 Mile Radius 600 Mile Radius

DALLAS

Zip Code analysis of Gateway Arch Visitors. After the Bi-State Development Agency Visitor Survey 2001-2003.

MIAMI

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LIvABILITy
The CityArchRiver Bi-State Transportion Loop project will improve multi-modal access for communities on both the Missouri and Illinois banks of the Mississippi River. As a multijurisdictional, multi-sponsor project it includes livability initiatives that will benefit every part of the St. Louis region, and will demonstrate that action undertaken by government agencies at all levels, private and non-profit sectors can help build greater value into interaction between various members of the community. Multiple aspects of the scheme will contribute to the improved reliability, safety, and convenience of multi-modal access to the Downtown Core, the Old Courthouse, the Convention Center, the sports stadiums, the MetroLink Light Rail System, the JNEM, the historic Lacledes Landing Entertainment District, East St. Louis Businesses, and Malcolm W. Martin Memorial Park by providing a new land bridge, highway ramps, bikeways and year-round use of Leonor K Sullivan Boulevard. One aspect of livability will be efforts to mitigate the existing negative experience of air and noise pollution at pedestrian crossings of Memorial Drive. The growing number of residents in Downtown St. Louis will be better able to take advantage of proximity to local and regional destinations through improved access to a bistate transportation loop for motorists, transit riders, pedestrians and bicyclists brought about by the project. Several projects contribute to the creation of convenient local and regional pedestrian access to the Gateway Arch, which is the symbol of St. Louis, and yet is very difficult and hazardous to access from the Downtown Core. In another high-profile improvement, pedestrian connections for residents and visitors crossing Washington Avenue at Memorial Drive will be dramatically improved by the reconfiguration of a notoriously confusing and unsafe intersection.

erase the experience of the i-70 trench

vIew eAst from LutHer eLy smItH squAre

Proposed Washington Avenue Ramps Memorial Drive exit is directed to proposed Walnut Street Bridge

I-70 Depressed Lanes

The proposed Land Bridge over I-70 will erase the negative experiences of traffic noise and air pollution associated with the depressed lanes for the 2.4 million annual visitors to the Arch Grounds.

PRIMARy SeLeCTIon CRITeRIA

15

This will lay the groundwork for an accessible North Gateway between Downtown, Lacledes Landing Entertainment District, Eads Bridge MetroLink Light Rail station, the Arch Grounds and LKS Riverfront through proposed removal of the garage and installing multi-modal lKs biKeWay paths. Traffic improvements at Walnut Street and Washington Avenue will also contribute to the increased consumer access to ground floor retail and stronger economic competitiveness of residential communities in Downtown St. Louis. The economically depressed neighborhood on Existing Roadway the North Riverfront, and the City of St. Louis, will be given greater opportunity to prosper through the elevation of LKS roadbed above seasonal flooding, and reducing the $200,000+ average Relocate Curb street cleaning and repair expenditure attributed to flooding in this area. The integration of LKS into the growing regional bike trail networks on both sides of the Mississippi River will further fortify the social vitality of the riverfront. The project as a whole will increase the direct Modified Roadway use value tourists and other visitors place on the Jefferson National Expansion Memorial, and the St. integrate promenade converting paved Louis Mississippi Riverfront, by circulation and edge areas to green space and dramatically expanding program opportunities and safe connections.

Existing Concrete Sidewalk

Proposed Bikeway

Existing Concrete Sidewalk

The new roadway configuration will set the stage for the comeback of a Mississippi Riverfront that anchors local business.

ARch

RiVERfRont AMEnitiES

40 hiGh SEcuRity BARRiER wAll

BollARDS

RiVERfRont pRow

MoVEABlE BARRiERS

lKs biKeWay

Value 16 Analysis Alternatives Riverfront & East Slopes CITyARChRIveR BI-STATe TRAnSPoRTATIon LooP
JEFFERSON NATIONAL EXPANSION MEMORIAL ST. LOUIS, MISSOURI

MVVA 10-12 August 2011

p. 44

SAfeTy
The improvements proposed by the CityArchRiver Bi-State Transportation Loop will address a range of vehicular, pedestrian, and bicycle safety issues. First, the construction of the Land Bridge and the re-routing of Memorial Drive traffic will eliminate the vehicular-pedestrian conflicts that occur at the existing Market and Chestnut Street crossings. These crossings link two important JNEM destinations the Old Courthouse and the Arch Grounds. The crossing distance frequently tempts pedestrians to violate the walk signals rather than wait for two signal changes to reach their destination. Second, the relocation of the existing high-speed through traffic from Memorial Drive to the City arterials of Broadway and 4th Street, the project will effectively calm incoming traffic and improve pedestrian crossings in the Downtown Core. Additionally, improved pedestrian crossing points along Memorial Drive at Walnut Street and Washington Avenue will make it easier and safer for pedestrians to navigate these intersections. Traffic calming measures proposed along LKS, including a slightly elevated table top at the base of the Arch Grounds steps and designated bus drop off zones, will create better opportunities for safely accommodating visitor arrival and gathering spaces moat of transportation while reducing vehicular-pedestrian circulation. The existing LKS and Front Street right of ways do not adequately provide safe vehicle-bicycle separation. Improvements in bike route delineation at both locatons will separate vehicle and bicycle traffic.

Existing Front Street right of way showing dominance of freight traffic.

to arch
Existing Washington / Memorial 5-leg intersection currently managed by flashing red lights.

oria

pedestrian cr ossing

l dr

ive

arch

1 5 0
i-4 4/i -7 0

me

mo

ri

al

dr

iv

Existing Market Street Bridge over depressed lanes to be replaced by Land Bridge (p. 6).

PRIMARy SeLeCTIon CRITeRIA

mem

downtown

17
Michael Van Valkenburgh associates, inc.

STATe of GooD RePAIR

The existing roadways, cantilevered lanes and bridges over the I-70 depressed lanes have aged to the point that their replacement and increased maintenance will become increasingly costly, simply to adequately maintain the current level of service needed for visitors and residents within the Downtown Core and Arch Grounds area. By updating this infrastructure, the project will specifically alleviate the capital costs of replacement and dramatically reduce future life cycle costs associated with four critical collector road bridges at Walnut, Market, Chestnut and Pine Streets, while also improving the roadway system to better meet current and future demands. Each bridge mentioned above requires a different response based on its role within the overall transportation network. The Market and Chestnut Bridges will be replaced by the Land Bridge. The Walnut Street Bridge will be replaced with a wider, more functional bridge. These bridge structures will be designed and built to the most current engineering standards in an effort to achieve maximum life expectancy and minimal operation and maintenance costs. The Pine Street Bridge and the cantilevered turn lanes will be demolished and not replaced, effectively eliminating the higher operations and maintenance costs required by these elevated structures. Taken as a whole, the inefficiencies of the existing traffic network have the effect of limiting the economic vitality of the region. The reconfigured network will improve mobility and efficiency for visitors and residents and by providing a more even distribution of traffic across the network the project will reduce concentrated wear and tear on roadway surfaces. Raising the elevation of LKS will provide a new roadway that is less costly for the City to maintain and one that is less prone to annual flood damage. Additionally, the improved LKS Boulevard will provide greatly improved infrastructure with greater reliability for year-round, long term, access and support of Riverfront businesses. Front Street roadway improvements will address long-neglected maintenance of the roadway surface and right-ofway, returning them to a state of good repair.

Delamination of concrete is visible on the underside of the bridges over the I-70 depressed lanes.

Memorial Drive ramps to be removed Memorial r.O.W, bridges and cantilevered lanes to be removed and replaced with Land Bridge and Walnut St. Bridge

Bridges, ramps and cantilevers to be removed at I-70 depressed lanes.

High frequency flood events during spring and summer can each last up to 2 weeks. A single event could account for 10-20% of the peak revenuegenerating period for riverfront businesses. The clean-up of flood deposition costs the city $200,000+ annually.

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SUSTAInABILITy
Sustainable approaches have been integrated as key components of the CityArchRiver Bi-State Transportation Loop and CAR2015 planning. The project will result in a more efficient traffic network that reduces dependence on oil by reducing vehicle idling time and providing new bike routes and connections with the existing MetroLink Light Rail System. The key strategies are as follows: Reconfigure and improve efficiency of the City signalization system to improve traffic flows and reduce vehicle idling time, thus reducing dependence on oil and reducing emissions. Create better conditions for managing event traffic congestion through reconfiguration of the Washington/Memorial intersection and providing the Third Street Punch-Through. Additionally, the proposed removal of the JNEM parking garage will relocate event parking to other City garages with more direct access to the interstate highway system. Reduce dependence on oil by providing new bicycle routes connected to the regional network. Both the LKS and Confluence Bikeways, included in this project, will connect to the MetroLink Light Rail System to further promote alternative modes of travel that decrease the movement of people through less energy-efficient vehicles. Improve and protect the environment through sustainable construction technologies and procurement protocol. Replace five acres of impervious roadway surface with green space, thus reducing the quantity of stormwater runoff and treatment while simultaneously improving air and water quality.
The MetroLink Light Rail System promotes rail and bicycle combined commuting within the region as an alternative to less energy-efficient vehicles.

The 1916 downtown street widening program laid the groundwork for the peak hours traffic that currently loads the I-70 corridor.

Transportation Corridor Impervious Area Replaced with Pervious Open Space

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job Creation/near Term economic Activity

CityArchRiver Bi-State Transportation Loop construction will create more than 800 jobs over the course of the project. A preliminary economic impact study showed that a very modest increase in tourism alone(same number of people staying another halfday) would provide over 900 jobs in retail, dining, lodging and entertainment, and multiplier effects would add another 1,500 jobs. The applicants are committed to fair employment and contracting practices [link to website] and job opportunities for low-income and disadvantaged workers. The new Transportation Loop links will connect the job sites to low income and disadvantaged neighborhoods in St. Louis, East St. Louis, Brooklyn and Venice, all of which are in Economically Distressed Areas. >NEPA /AJR approval - 04/2012 Letters >Start Preliminary Design - 04/2012 of support from five agencies that connect >Startworkers with economic opportunities disadvantaged Final Design -12/2012 >Award Project - 04/2014 show the availability of willing partners in that >Construction Start - 06/2014 endeavor. >Construction Complete - 04/16

PRojeCT SCheDULe
Planning and permitting stages are currently under way on all parts of the project. The construction phasing of the projects Bridges, Roadways + Ramps will be coordinated to minimize disruptions to regional traffic flow. Bridges and Roadways and Ramps in the project schedule include the following: Land Bridge, Walnut Street Bridge, Tucker and Washington Avenue Ramps, Third Street Punch-Through, North Gateway, and work on all city streets associated with the above. CAR 2015 and TRA are funding and providing design services prior to AJR approval in order to meet the project completion by the 50th Anniversary of the Gateway Arch, October 28, 2011.

POPLAR STREET BRIDGE RAMPS Permitting (NEPA) Permitting (AJR) Preliminary Design Final Design Letting + Construction MISSISSIPPI RIVER BRIDGE
1 BRIDGES, ROADWAYS RAMPS Permitting (NEPA MoDOT, NPS) Permitting (Section ) Permitting (AJR FHWA) Preliminary Design Final Design Letting + Construction 2 LEONOR K SULLIVAN BLVD. PORT IMPROVEMENTS Permitting (NEPA) Permitting (USACE) Preliminary Design Final Design Letting + Construction 3 CONFLUENCE BIKEWAY FRONT ST. IMPROVEMENTS R.O.W./Easement Acquisition Permitting (NEPA) Preliminary Design Final Design Letting + Construction rOD = record of Decision FONSI = Finding of No Significant Impact AJr = Access Justification report

ROD CEII SIGNED AND APPROVED

ROD EA FONSI SIGNED AND APPROVED

ROD EA

ROD EA

Deadline for NEPA Approvals and Obligations of TIGER Funding

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envIRonMenTAL APPRovALS
All environmental approvals are anticipated to be completed during the course of 2012, in compliance with requested scheduling for a DOT TIGER funded project. The NPS 2009 JNEM General Management Plan and Environmental Impact Statement set the groundwork for an international design competition sponsored by CAR 2015. weblink MoDOT and NPS have initiated NEPA processes and anticipate separate Environmental Assessments tiered off the 2009 JNEM General Management Plan/Environmental Impact Statement. weblink The Section 106 review process required by the National Historic Preservation Act (NHPA), was initiated in coordination with the NPS NEPA process. Great Rivers Greenway and TRA have initiated the U.S. Army Corps of Engineers (USACE) Individual permit (weblink) and the NEPA application for work on Leonor K Sullivan Boulevard. The NEPA decision is anticipated to be an Environmental Assessment tiered off the 2009 JNEM General Management Plan/Environmental Impact Statement. Metro East Park and Recreation District will complete their NEPA process during design in 2012. City of St. Louis Board of Public Service (BPS) will review roadway projects during preliminary and final documentation.

dedicated local tax money to design and construct the Confluence Bikeway. View the MEPRD Act at the following location: weblink

STATe + LoCAL PLAnnInG

MoDOT has documented its transportation planning process in regards to the Mississippi River Bridge at the following location: weblink The City of St. Louis Director of Streets and Director of the Planning and Urban Design Agency have both participated in the development and submission of this TIGER Discretionary Grant application and fully support it on behalf of the City of St. Louis. Both of these cabinet officials have review and approval authority over Right-OfWay changes and are committed to pursuing any necessary administrative or legislative approvals that may be needed to allow the changes. The City of St. Louis Regional Transportation Plan 2040 of the East-West Gateway Council of Governments regarding transportation improvements and urban planning is documented here: weblink The City of St. Louis Downtown Development Action Plan is the current City plan for the area, and established the framework and the key projects that this TIGER application is designed to achieve: weblink GRG has documented its planning process in the River Ring Plan which can be viewed at the following weblink MEPRD has documented its planning process in a Long Range Development Plan which can be viewed at the following website: weblink East-West Gateway Council of Governments is responsible for making transportation investment decisions in the context of a 20-year Transportation Plan which places the regions economic, community and environmental needs at the top of its agenda. The agency works with a variety of local government partners to facilitate and assist coordinated community-driven planning processes to ensure that development enhances the quality of life for present and future generations without compromising the regions natural resource base.
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LeGISLATIve APPRovALS
MoDOT has the legislative authority in place to move forward with the roadways, bridges and ramps design and construction. Legislative approval to organize TRA to oversee and obligate construction and management contracts is in place. Great Rivers Greenway has the legislative authority in Missouri to allocate dedicated tax money to design and construct Leonor K Sullivan Boulevard improvements. weblink Metro East Park and Recreation District has the legislative authority in Illinois to allocate

PRIMARy SeLeCTIon CRITeRIA

TeChnICAL feASIBILITy
The components of the Bi-State Transportation Loop project (including the Land Bridge, the Washington Avenue Ramps, the City of St. Louis street work, the North Gateway, the Leonor K Sullivan Blvd. Riverfront and Confluence Bikeway + Front Street improvements) come with their own implementation issues related to project and sponsor, but all are fundamentally feasible. All have been the subject of extensive engineering and design studies that have resulted in design approaches that are consistent with the capabilities and limitations of their sites. Cost estimates have been developed along with contingency allowances that are consistent with each projects complexity and current state of design resolution. The individual sponsors, including the Missouri Department of Transportation, Great Rivers Greenway District, Metro East Park and Recreation District and the City of St. Louis Streets Division have demonstrated their capacity to implement projects of similar scale and complexity within comparable time and budget constraints. TRA will facilitate and oversee the implementation and execution of the entire bi-state project to assure uniform schedules, standards and execution. The resources of NPS, Bi State Development Agency and other public partners are available to it. For a more detailed description of the specific methods used to determine technical feasibility for each project, as well as the relevant qualifications of each project sponsor, please visit our website. The MEPRD, which also has a strong record of handling grants, and has no outstanding debts or bonds, has committed up to $800,000 out of its annual operating budget (FY 2012) for the Confluence Bikeway/Front Street Improvements from McKinley Bridge to Malcolm W. Martin Memorial Park. The City of St. Louis, which oversees an annual budget in excess of $ 937 Million, of which over $ 450 Million is from locally generated revenue, will provide $400,000 from locally generated funds. In Addition, CAR 2015, which has spent over $15 million to date in the development of the larger design, has secured a legally binding charitable pledge in the maximum amount of $20 million, $1 for each $2 awarded by TIGER grant to finish the project. Upon receiving the award, CAR 2015 will cause the funds to be transferred into an appropriate escrow to assure timely funding of costs for which it is responsible. TransRiver Authority was formed by the Bi-State Development Agency (BSDA) of the Missouri-Illinois Metropolitan District in partnership with NPS and CAR 2015 to facilitate implementation of the plan, utilizing the powers and authorities of BSDA, to issue bonds to finance certain of the infrastructure projects. Because BSDAs compact gives the agency broad powers in two states, it has been called upon frequently to accomplish projects that individual states or local governments or other entities find difficult to do. Currently BSDA is managing over 25 construction grants totaling over $100 million and it has a long history of successful grant administration and management of capital projects valued well in excess of $1 billion. Through the partnership of CAR 2015 and NPS, TRA also has available to it access to the engineering, design and construction management services of NPS. For a more detailed description of the financial qualifications of each project sponsor, please visit our application website.

fInAnCIAL feASIBILITy
Given the multi-faceted nature of the transportation initiatives being coordinated through the CityArchRiver Bi-State Transportation Loop, funding will come from a variety of sources. MoDOT will be contributing $24.5 million from the 20122016 Statewide Transportation Improvement Program (STIP) budget for improvements related to the Jefferson National Expansion Memorial ParK The Great Rivers Greenway District, which has a strong track record of managing federal grants, will be contributing $10 million for improvements to the Leonor K Sullivan Boulevard + Port Improvements.

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Secondary Selection Criteria

InnovATIon
The project and this application were made possible through a unique consortium of partnerships assembled to guide and facilitate the planning process, approvals strategy, and design reviews from the outset. In organizing the Technical Advisory Group (TAG) during the competition process brought together a spectrum of jurisdictional administrators whose understanding of their own agencies objectives and operations allowed the project partners to devise efficient crossjurisdictional strategies and expedite approvals. Similarly, the comprehensive and coordinated decision-making that has resulted in plans for the Bi-State Transportation Loop would not have been possible without the formation of the TransRiver Authority (TRA). The TRA was created specifically to oversee and facilitate the implementation of a complex bi-state, multi-party public-private partnership. Without this type of innovative partnering, the efficiency and efficacy of executing this complex project would be reduced. With respect to implementation, the unique partnership-based governance structure has allowed the project team to be more resourceful when considering potential transportation improvements. In many cases, strategic adaptive reuse of existing structures and and repurposing of existing urban amenities have been used in lieu of dramatic interventions or new construction. Inter-agency cooperation allows for initiatives that simultaneously address local and regional connectivity and encourage more convenient multi-modal choices. An innovative parking strategy, which resulted from a collaboration with city agencies, supports new urban connections by coordinating use of existing city parking and introducing integrated wayfinding. This holistic approach allows the project to leverage multiple benefits, including the proposed removal of a parking garage from the JNEM, improved access from Washington Avenue to the Riverfront, and increased use and economic vitality of existing downtown parking garages. A carefully balanced construction implementation plan, also the result of cross-agency planning, will minimize impact to traffic flow during the surveying and construction phases of the project. For construction of Interstate improvements MoDOT will be building upon its success using Practical Design and Design/Build techniques to deliver the project on time and under budget while maintaining the highest standards for sustainability and long-term maintenance.

PARTneRShIP
This project would not be possible without the formation of strong partnerships to facilitate agile decision-making. This was initiated when CAR 2015 partnered with NPS to hold the initial design competition, which underscored the value of jurisdictional partnerships. This led to the formation of The Technical Advisory Group (TAG) during the competition, which is made up of representatives from over 23 federal, state and local entities. The TAG has counseled CAR 2015 and the design team throughout the competition and subsequent planning and design phases. MoDOTs partnership with CAR 2015 following the competition was formed around the goal of developing innovative multi-modal transportation improvements to support the larger urban revitalization goals of the project; this has resulted in the Bi-State Transportation Loop proposed. As initial post-competition plans were being developed, CAR 2015 also developed an agreement with BSDA to form the TransRiver Authority (TRA) to plan, coordinate, and implement development on both sides of the Mississippi River. Additionally, in the course of planning this project, CAR 2015 and Great Rivers Greenway District (GRG) have recently executed a partner agreement for preliminary design services for the Leonor K Sullivan Boulevard project improvements.

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Results of Benefit-Cost Analysis

A Benefit-Cost Analysis (BCA) was generated for the project in August and September of 2011. The Benefit-Cost Analysis was prepared by Development Strategies in accordance with the benefit-cost methodology recommended by the USDOT. in its Notice of Funding Availability. The full analysis is provided in the Appendix on the application website. beneFits eXceed costs by 2.06 to 1 With a discount rate of seven percent, the BCA shows that the quantifiable benefits from the project exceed anticipated costs by a ratio of 2.06 to 1 (Table A). state oF good repair Increase Life-Cycle Cost Savings: The replacement of two bridges over the depressed lanes of I-70 and the reworking of the intersection at Washington Avenue, Memorial Drive, and Eads Bridge will produce annual life cycle cost savings Capture Replacement Cost Savings: The proposed removal of Washington Avenue between Memorial Drive and Sullivan Blvd. will eliminate the need to replace or heavily repair the roadbed in the future. The savings from this eliminated future cost will produce a one-time cost savings. economic competitiVeness Amplify Land Premiums: The properties in Downtown St. Louis near the changes proposed at the land bridge and intersection along with the properties bordering the proposed bike trail in the Metro East are not oriented towards attracting pedestrians or bicyclists. Many parcels are underutilized. The proposed changes will prompt property owners to redevelop property to capture this new market. Reduce Travel Time: Travel times per automobile user are expected to decrease due to the introduction of a more efficient transportation network, resulting in a net economic benefit to each automobile user. liVability Increase Direct Use Value: The proposed changes will support and enhance the use of an existing National Park, the St. Louis riverfront, Downtown St. Louis, and the riverfront in the Metro East. The additional direct use value captured by residents and visitors is estimated to increase to levels similar to other cultural institutions and areas in the region. Increase Health Benefits: The improvements will encourage easier connectivity to various parts of the region by walking, bike or public transit. While improvements to road infrastructure will occur, the easier access to the region by alternative transit modes will prompt increased use of bike and public transit. This increase in physical activity is linked to improved individual health along with a benefit to society in the form of reduced medical expenditures. Provide Recreational Benefits to Bicyclists: The project will promote increased bike use for recreational purposes along both sides of the Mississippi River and throughout Downtown St. Louis. This results in a net increase of recreational bike riders in the region. The NHCRP estimates that the recreational value of a one-hour bicycle trip is $10. Create Value for Off-Street Bike Commuters: Bicycle commuters are willing to spend 20.38 extra minutes per trip to use off-street bicycle trails when presented along with traditional roadways with parked cars. This mobility benefit can be captured for all new bike commuters and existing commuters able to utilize an off-street trail can be captured on both the east and west banks of the Mississippi River. Decrease Auto Use from Bike Commuting: All net new bicycle commuters are assumed to replace some of their existing auto commute with a bike commute. We have assumed that the average bike commute is approximately five miles in each direction. The average savings per mile for bike commuters in urban areas is $0.13. These savings can be applied to the benefit-cost analysis. sustainability Increase Tree Cover: The land bridge and improvements to City streets will contain new trees to be added as enhancements to the area, providing benefits including stormwater retention, energy conservation, and air quality

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improvements. Reduce Emissions due to Vehicle Idling: The improved signaling at the intersection of Washington Avenue, Memorial Drive, and the Eads Bridge will reduce vehicle idling time at street lights. saFety Reduce Vehicular Accidents: There have been a minimum of 66 accidents at the intersection of Washington Avenue, Memorial Drive, and the Eads Bridge between 2006 and 2010. Many of these accidents were reportedly due to the confusing nature of the five-way intersection and poor signalization. The redevelopment of this intersection into a more typical four-way intersection with improved signalization will vastly reduce the number of accidents in the immediate area. residual Value Capture Residual Values: The new bridges over the depressed lanes of Interstate 70 and the bridge over the train tracks in the Metro East have a lifecycle value of 50 years. Residual values beyond the 25-year BCA timeframe are accounted for in this analysis. costs Capital Costs: Initial project costs include engineering and design, construction, acquisition of rights-of-way, other capital investments, and contingency factors. These costs will be incurred beginning in 2012 and ending in 2015. The project will be operational in 2015. Operations and Maintenance Costs: The annual costs of operating and maintaining the proposed

components were included in the analysis. Estimated O&M costs were compared against the existing highway, roadway, parks, and trails maintenance costs. Net costs were calculated and used for the BCA.

TableA:BenefitCostAnalysisResults
TableA:BenefitCostAnalysisResults NetPresentValue(2011$)for20152039 DiscountRate RecurringBenefits(Costs) StateofGoodRepair LifeCycle ReplacementCosts EconomicCompetitiveness LandPremiums TravelTime Livability DirectUseValue HealthBenefitsofBiking RecreationalValueofBiking ValueofOffStreetTrailstoBikeCommuters DecreasedAutoUseFromBikeCommuting Sustainability TreeCover EmissionsduetoVehicleIdling Safety VehicularAccidents ResidualValue TotalRecurringBenefits(Costs) OneTimeBenefits ProjectConstructionEarnings ProjectCosts MatchingFunds TIGERRequest TotalProjectCosts BenefitCostRatio

7.00%

$4,457,547 $7,275 $16,911,182 $10,725,416 $100,295,280 $6,890,877 $530,549 $2,496,864 $238,305 $341,994 ($126,664) $61,644,580 $593,499 $205,006,704

$67,404,049

$56,492,301 $42,867,699 $99,360,000 2.06

v. Project Readiness and nePA Sections vI and vII

Planning and environmental approvals processes for the CityArchRiver Bi-State Transportation Loop are currently underway. The sponsors are prepared for Design Documentation phases and can act quickly upon award of a TIGER discretionary grant to complete documentation and begin constuction in the fall of 2012 as shown in the Project Schedule (p.20). For supporting documentation please visit the application website.

For Federal Wage Rate Certification and Changes to the Pre-Application please visit the application website.

BenefIT-CoST AnALySIS

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