2. Bringing the streetcar back to St. Louis  Connecting two existing light-rail transit stops, Forest Park, the Missouri History Museum and the University City Loop  Providing a greenhouse gas-minimizing alternative for travel  Encouraging urban infill and transit-oriented development along the route  Alleviating car congestion along the route and in Forest Park  Providing an unparalleled opportunity to create a 21 st century “smart city” zone along the route Bringing the streetcar back to St. Louis  Connecting two existing light-rail transit stops, Forest Park, the Missouri History Museum and the University City Loop  Providing a greenhouse gas-minimizing alternative for travel  Encouraging urban infill and transit-oriented development along the route  Alleviating car congestion along the route and in Forest Park  Providing an unparalleled opportunity to create a 21 st century “smart city” zone along the route The Loop Trolley

3.  2.2 miles long  $40 to $43 million estimated project cost  A unique collaboration  Historic in appearance, the new trolleys will be heated, air conditioned and accessible  Safety and environmental issues paramount  2.2 miles long  $40 to $43 million estimated project cost  A unique collaboration  Historic in appearance, the new trolleys will be heated, air conditioned and accessible  Safety and environmental issues paramount Overview of Trolley

4. Loop Trolley Route East Loop DeBaliviere History Museum

5. Unique Public/Private Collaboration The Loop Trolley Company is managing the design grant with the East-West Gateway Council of Governments and will manage the operations of the Loop Trolley.

6. Costs and Funding Project Implementation Budget is $40 to $43 Million  $25 M from Federal Urban Circulator Grant  $6 M from other Federal Funding  $3.5 M from TIF Monetization  $3.5 M from New Market Tax Credits  $2 to $5 M in Private Donations Project Implementation Budget is $40 to $43 Million  $25 M from Federal Urban Circulator Grant  $6 M from other Federal Funding  $3.5 M from TIF Monetization  $3.5 M from New Market Tax Credits  $2 to $5 M in Private Donations

7. Costs and Funding Operations Budget is $1.3 Million per year  $500,000 from Loop Trolley Transportation Development District Revenues  $600,000 estimated from Fares  Advertising Income (TBD)  Institutional Subsidies or Sponsorships (TBD) Operations Budget is $1.3 Million per year  $500,000 from Loop Trolley Transportation Development District Revenues  $600,000 estimated from Fares  Advertising Income (TBD)  Institutional Subsidies or Sponsorships (TBD)

8. Overhead Contact System Selected to Power Loop Trolley System The Hybrid street car originally discussed presents risks to the operations that could jeopardize service.  There are no hybrid heritage streetcars currently operating in regular transit service in mixed traffic  Hybrid streetcars stopped due to congestion or an accident could run out of power  Hybrid streetcars would be vulnerable to outages during Forest Park special events when ridership spikes and congestion occurs  The untested hybrid streetcars are three times the cost of the heritage streetcars The Hybrid street car originally discussed presents risks to the operations that could jeopardize service.  There are no hybrid heritage streetcars currently operating in regular transit service in mixed traffic  Hybrid streetcars stopped due to congestion or an accident could run out of power  Hybrid streetcars would be vulnerable to outages during Forest Park special events when ridership spikes and congestion occurs  The untested hybrid streetcars are three times the cost of the heritage streetcars

9. Overhead Contact System Selected to Power Loop Trolley System The Direct Suspension Overhead Contact System is different from the overhead catenary system that powers Metrolink and is significantly less obtrusive.  Because it is operating at relatively low speeds, the Trolley doesn‘t need as much power and can operate on a single wire connected to either poles or buildings  Unlike the hybrid system, there are many models worldwide and in the U.S. that have been proven to work under conditions similar to ours in St. Louis  The Design Team is exploring visual reduction methods to minimize visual impact The Direct Suspension Overhead Contact System is different from the overhead catenary system that powers Metrolink and is significantly less obtrusive.  Because it is operating at relatively low speeds, the Trolley doesn‘t need as much power and can operate on a single wire connected to either poles or buildings  Unlike the hybrid system, there are many models worldwide and in the U.S. that have been proven to work under conditions similar to ours in St. Louis  The Design Team is exploring visual reduction methods to minimize visual impact

10. Overhead Wires- Examples from Other Cities Memphis

11. Overhead Wires- Examples from Other Cities MemphisSan Francisco

12. Overhead Wires- Examples from Other Cities A circular set of tracks in Kenosha, Wisconsin is similar in diameter to what is envisioned for Forest Park. Poles are spaced about 90 feet apart.

13. The Trolley is Consistent with the Forest Park Master Plan

14. Design Principle: Multi-Modal, Distributed Access System Forest Park Master Plan, page 332 Maximum use of mass transit should be encouraged as an alternative means of travel to and within the park to reduce automobile dependence, traffic volumes and to improve air quality. Design Principle: Multi-Modal, Distributed Access System Forest Park Master Plan, page 332 Maximum use of mass transit should be encouraged as an alternative means of travel to and within the park to reduce automobile dependence, traffic volumes and to improve air quality.

15. Transit: Forest Park Master Plan, page 344 Cooperate with future transit planners to develop a park shuttle service, possibly with steel or rubber tires. Transit: Forest Park Master Plan, page 344 Cooperate with future transit planners to develop a park shuttle service, possibly with steel or rubber tires. The Trolley is Consistent with the Forest Park Master Plan

16. Metrolink Long-Range Vision: General Notes: Forest Park Master Plan, page 346 Possible long-term transit option is a fixed rail circulator, to be determined via future planning efforts. Metrolink Long-Range Vision: General Notes: Forest Park Master Plan, page 346 Possible long-term transit option is a fixed rail circulator, to be determined via future planning efforts.

17. The Trolley is Consistent with the Forest Park Master Plan Long-Term Regional Opportunities: Forest Park Master Plan, page 355 Link Forest Park with regional parks and ecological features via Metrolink, especially with proposed system expansion, creating a “green train system.” Long-Term Regional Opportunities: Forest Park Master Plan, page 355 Link Forest Park with regional parks and ecological features via Metrolink, especially with proposed system expansion, creating a “green train system.”

18. Projected Trolley Service It is anticipated that the Loop Trolley will operate 7 days a week, 360 days a year Estimated hours of operation will be 11 am to 6 pm, Sunday to Thursday, and 11 am to midnight on Friday and Saturday. It is projected that Fares will be similar to Metro with discounts for seniors, students and low-income riders It is anticipated that the Loop Trolley will operate 7 days a week, 360 days a year Estimated hours of operation will be 11 am to 6 pm, Sunday to Thursday, and 11 am to midnight on Friday and Saturday. It is projected that Fares will be similar to Metro with discounts for seniors, students and low-income riders

19. Conceptual Image of Trolley within Forest Park Track in Concrete

20. Conceptual Image of Trolley within Forest Park Track in Asphalt

21. Conceptual Image of Trolley within Forest Park Replacement poles could serve both lighting and rail needs. The top of the proposed poles would be approximately 23 ft.. high. The wire would be 18 ft. high. Lights would be 15 ft. high (2 ft. lower than current granitoid fixtures). It is anticipated that 4 or 5 additional poles would be needed. In general, the poles are spaced about 90 ft. apart.

22. Safety Measures are Incorporated into Design The Design Calls for the Rail and the Pavement to be Flush  The gap between the rail and the pavement is narrow (less than 2 inches) so when crossing at a right angle, there is no safety hazard for wheels.  Clear and obvious signs on the route and at all crossings will explain that right angle crossing is the safest way to cross.  Crosswalks painted on the pavement will be obvious, and signs will direct people to the crosswalks.  The Loop Trolley Company will work with community and special interest groups to educate users to safe practices.  The Design Team will explore the possibility of a “filler” to reduce the width of the gap.

23. Estimated Capacity The Capacity of Ridership is Scalable Based on Demand  Each trolley can carry 80 passengers.  If single cars are operating with 20 minute headways, the system can move 240 people per hour.  During peak periods, adding an additional car to operate in tandem will double capacity to 480 people per hour.  Headways can also be reduced during peak periods. Reducing headways to 10 minutes and using two cars in tandem, the system can move 960 people per hour.

24. Station Stops Station stops will be at curb height (no platforms) and will blend with the existing pedestrian area  All station stops will be accessible and ADA compliant.  The overall treatment for station stops is minimalist.  It is anticipated that the Forest Park stop south of the History Museum will include signage and a bench.  Ticket kiosks will not be located in Forest Park.

25. Ticketing Final Decisions on How and Where Passengers will Purchase Tickets Have Not Yet Been Made.  Options include making tickets available in stores, businesses and other locations along or near the route (including the History Museum and the Visitor Center)  Passengers could also purchase tickets on board  The Loop Trolley Company is considering annual passes for unlimited rides

27. Project Team Harvey Stone, Project Manager Stone Consulting, Warren, Pennsylvania Jim Graebner and Tim Page CH2M Hill Ken Kinney URScorp Shelia Hudson, Hudson & Associates Mary Ann Taylor Crate, Added Dimension LLC

28. Safety Measures are Incorporated into Design Safety Measures are Incorporated into Design of System The wire is direct current, so you’d have to have one hand on the wire and one on the rail simultaneously to be electrocuted. The wire alone cannot injure anyone. A mechanism to turn off the power immediately will be incorporated in the event of a natural disaster that would bring down the lines.