The "Not Past Cass" Mentality and Downtown St. Louis' Northern Edge

"Stay away from the state streets."

"Don't go to East St. Louis."

"Not Past Cass." 

Or, depending on the particular parent: Martin Luther King Drive. Or Delmar. Or Cole. Or Washington.

Near North side outlined in red, divided east-west at Tucker. Blue is the Bottle District and Orange is the Northside Redevelopment footprint.

Those are directives passed down to many (white) children in the St. Louis region -- it's a time-honored tradition ever since the mass exodus in the late-50's and 60's. Sure, you can justifiably point to volume of violent crimes in those particular sections of the region, but let's be honest -- most times, those warnings weren't as much for safety as they were for segregation.

The result of this perpetuation is that St. Louis is regularly called out as one of the United States' most segregated cities. Regardless of our disdain for lists like that, it exists, people read it, and there's truth in it. The Northside is largely black. The Southside is largely white. And for many a white St. Louisan, the "sage" advice offered by their elders has created a psychological tether, manifesting itself as a physical inability to experience/view more than half the City in which we live.

No clearer is this line than downtown's Near North Side, between the east-west streets of Cole and Cass.

By all measurable examples, there is a downtown revival well underway. Residential population has increased dramatically, with several apartment projects under development or in the works. This has allowed for an influx of small businesses -- bars, restaurants, cafes, retailers, service industries, etc. -- to confidently set up shop and strengthen the community. Mid-size marketing agencies, entrepreneurial firms and creative studios are filling up old building stock. As life at ground-level improves, I can only assume that will encourage increased business interest in our underused high-rise office space.

And then there's Washington Avenue. Arguably, the renaissance on Washington Avenue set the tone for the whole of downtown. A couple of decades back, real estate speculators saw these beautiful brick warehouses on sale for the cheap and snatched them up -- for what, even they may not have known back then. But now we do...spacious loft apartments, nightclubs, restaurants, quirky boutiques and interesting attractions. Washington Avenue today is a bustling day-and-night corridor for those living, working and playing. In 2011, it was voted one of America's Best Streets by the American Planning Association, and justly so.

The momentum of Washington Avenue now continues west with increased Mid-Town/Downtown West investment, and plans exist to connect it (however tenuously) via a greenway to the Mississippi River to the east. And just south, the tree streets -- Locust, Olive, Pine, Chestnut -- are evolving too! The recent development announcements for the Arcade, Chemical Building and the Roberts Brothers properties is very encouraging. 

Two views from Lucas: Suburban standard to the north, City classic south.

To the North, however, opportunities are limited to expand the definition of downtown and the success of Washington Avenue. The nearby blocks between Lucas and Cole are filled with squat, suburban office parks, back lots and the absolutely massive Convention Center/Edward Jones Dome combo. North of that is a series of outward-facing residential complexes with interior parking lots and blocks of vinyl-sided single-family townhomes. It's unfortunate that the progression of St. Louis lead to this rather than, say, an expanded mid-rise business district, but such is life. When downtown St. Louis was struggling to stop the bleeding, these efforts were implemented as a way to buoy a residential base in need.

And really, a few bland designs aside, it's hard to complain too much about these residential units, as the Columbus Square neighborhood -- which encompasses the entirety of this stretch -- now contributes 1,869 residents to the Near North side. But -- and herein lies the great divider -- it's predominantly black at 93 percent Black/A-A population, according to the 2010 census. And decidedly low-income, with the median household income siting at $12,000. And that, combined with the "Not Past..." mentality, is enough data to kill interest in the area for a lot of white St. Louisans.

So how do you combat it? Well, taking out any feelgoodery about loving your fellow man or caring for those less fortunate, it can be as simple as putting feet on the street. Or, hell, even tires on the road. It's entirely likely that the close-minded warnings-of-old were in large part responsible for the existing blight/economics of the North Side and the destructive line of thinking that accompanies it. It will take an equally open-minded and bullheaded approach to reverse it.

Looking south from 8th Street. Not the most inspired design, but a nice street all the same. Is this what you think of when you think of "Near North?" 

It's sensory. At some level, you'll always be afraid of what's around that corner. Or what will happen to you if you step into an area outside your comfort zone. But then you do. And then it's yours -- you own it. Another part of the City map reveals itself to you as something to be considered, experienced, protected. This new perception is, in turn, shared with others -- maybe others with a vision, drive or financing to make their own improvements. And so it goes.

I firmly believe that our City's future is connected to this attitude. You're seeing it around town, as the "feet on the street" of younger generations, presumably sick of the divide, break down some of these stigmas. Cherokee Street has situated itself as a diverse business district. It refuses to let racism, socio-economic differences and general malaise turn back the overall creativity, energy and strength of an active neighborhood. Similarly, Old North St. Louis has re-centered itself around community pride -- rehabbing the historic Crown Square and working outward from there to retain/add residents and businesses, perform beautification and street upkeep, and break down that destructive "Not Past..." mentality.

The Near North side is as good a place as any to begin this process. It's just six blocks - six measly blocks! -- from Cole Street to Cass Avenue. That's a five minute walk in one of the City's more crime-free neighborhoods (16th overall, 32nd per 1,000 residents via NextSTL.com). And yet, many are mortified at the prospect.

View downtown from the Iron Horse Trestle. And, you know, those ugly/unnecessary Interstate lanes.

Fortunately, we'll be getting new reasons to do just that though. Whether through intention or circumstance, there are several projects in the works that should really push people to re-evaluate the Near North. In 2014, the new Mound Bridge (I've decided to stop calling it the MSRB) and Tucker extension will bring more people downtown along a street-level boulevard. The wildly-cool Branch Street/Iron Horse Trestle project offers a fresh perspective of Near North (and an outstanding view of the City). Projects east of I-70, including Farmworks and a potential Cotton Belt development are bringing positive attention to an important, yet overlooked, area of the City. And down the road (soon, I hope), the progress made through these projects could spur new projects of their own -- a high-rise residential unit at Bottle District, for instance, or removal of I-70, or a new North-South Metrolink Line!

All of these projects will help (or force!) people to get over their preconceptions and hopefully lay the groundwork for new life in the Near North and an incremental end to the "Not Past Cass..." mentality.

South City, Meet MetroLink: A No-Brainer Plan for Expansion

If you haven't noticed, the alternative transportation bug is quickly catching in the City of St. Louis -- and it's very exciting to witness! In recent weeks, we've seen the approval of $7 million in New Market Credits (in addition to $8 million previous NMCs) for the Loop Trolley project, the announcement of development on the Ironhorse Trestle (finally!), continued progress toward BRTs (Bus Rapid Transit) and an RFQ for a downtown-west streetcar line.

It really makes me giddy for the future direction of the region.

Yet with all this, we're missing that vital final push to get St. Louis residents to fully accept and embrace alternative transportation models as an everyday option -- a North-South rail line. Excepting a Metrolink branch dipping daintily into Shrewsbury, our south side -- home to the City's densest collection of intact neighborhoods and housing -- has no fixed rail options. Below are my thoughts on how this could -- and should! -- be implemented to connect the South Side's many amazing neighborhoods in a logical and cost-effective way.

Above you see my idea for a new South Side connector. I don't imagine I'm the first to think of this exact line because, unbelievably, IT ALREADY EXISTS! This route -- running along existing Union Pacific lines hits many of South St. Louis' great neighborhoods, streets and attractions. Just a quick list of those neighborhoods it runs through or close to -- Forest Park Southeast, The Hill, Shaw, Southwest Gardens, Tower Grove South, Bevo, Holly Hills, Boulevard Heights and even a corner of the Patch.

And now the public attractions -- Missouri Botanical Gardens, The Hill (its restaurants make it a neighborhood AND an attraction), Little Bosnia, Tower Grove Park, Carondelet Park, River des Peres Greenway, and River City Casino (a quick shuttle ride from the end o' the line).

Add in direct bus transfer points at the likes of Arsenal, Chippewa, Kingshighway, Morganford, Gravois, Grand and Des Peres/Germania (as well as potential highway express routes from I-55 and I-44), and you can start to see how obviously beneficial this South Side connector would be for public transportation in St. Louis.

The City must recognize that in order to successfully implement public transportation in the region, the South Side needs to buy-in. Looking at the Appendix of Metro's 2009 "Moving Transit Forward" plan (below), we see a mass of red -- fittingly, for St. Louis -- located south, west and north of downtown St. Louis. Each mass is made up of dots, and if I'm reading the data correctly, each dot equals the starting point of ten home-based work trips into downtown St. Louis. Which, in turn, means each dot is ten potential regular fares on a South Side fixed rail line.

That's a lot of dots/fares!

I'm sure many (okay...most) would still opt to drive rather than take Metrolink to Downtown, Grand Center, CWE or points West, but the numbers at least show that there is a large traveling workforce to be courted. With stops in the neighborhoods and attractions listed above, the South Side line could easily turn into a sustainable and, dare I say it, successful Metrolink branch.

- - -

So with the answer of "Why?" framed, the question then, is "How?" 

Well, thanks to St. Louis' once-rich history as a rail hub, the region is streaked with freight lines -- both operational and abandoned. Using the regional rail map from the Terminal Railroad Association of St. Louis, we learn that the line in question is owned by Union Pacific and is called the "De Soto Subdiv. 1." 

I couldn't confirm whether this line is still in action or not for Union Pacific, but an inside source (read: my aunt who lives near Loughborough) insists that she hasn't seen a train run in front of Schnucks for a few years now. This would make sense, as the Loughborough bridge recently went through a two-year rebuild, and Union Pacific's connecting Carondelet branch was abandoned and subsequently turned over to Great Rivers Greenway to become Grant's Trail. Union Pacific still operates the Lesperance Branch along the Riverfront.

If the De Soto Subdiv. 1 is still in use things do get a bit difficult. While it's not the most uncommon situation for light rail and freight to share a line, for obvious reasons of safety and expedience it's a scenario best avoided. In these instances, you usually see parallel lines for each. This would be an expensive endeavor and one that both Union Pacific and Metro may balk at. But with UP spending $25 million to redo its river line into Chester, IL and expecting to spend upwards of $3.6 billion upgrading its tracks next year, who knows -- maybe now is the time to hitch on to their engine with some creative funding and project-sharing to get a parallel line in place?

If it's not active though -- well, that's just great! The City and Bi-State Development can work out a purchase or long-range lease deal for the 9+ mile stretch of line and get to work within the year laying rails, stringing wires, optimizing grades and constructing platforms. With a right-of-way already in place, they save a load of time and money by skipping most of the grading/demolition process.

My map shows nine sure-fire stops whose location fits one or more of the following criteria:

• taps directly into dense neighborhoods and communities.
• adjacent to or nearby popular attractions or public spaces.
• links to active streets with existing/future Metrobus service routes.

These stops are, from north to south: Forest Park Southeast, MoBot/The Hill, Tower Grove Park, Morganford, Gravois, Delor/Gustine, Carondelet Park at Grand, Loughborough Commons and Patch/River des Peres. Each of these stops represents a distinct piece of south St. Louis City and, for the most part, intersects with one or more main streets. [Note: In orange, I've also included potential ancillary stations at Northampton, Chippewa and Bates -- but I doubt those would be warranted]

It's interesting to see how perfectly this line caters to the neighborhoods and attractions which abut it. The existing freight lines have basically served as a boundary between neighborhoods in the past -- and now they can be re-utilized as a seam that instead stitches them together!

By virtue of its industrial nature, there is ample space around this line for smart and effective Transit-Oriented Development. The Tower Grove Park stop, for instance -- which I centered along Reber -- has a wide swatch of open land adjacent to it, and is positioned so that it would lead directly into the park's western entrance (Here, a case could also be made for locating the station stop along Arsenal or Southwest Ave, but I liked the symmetry -- and open space -- at Reber). 

At the Delor stop near Gustine, the land to the east of the line could see heavy reinvestment and serve as a new entrance to the Dutchtown South neighborhood to the east and just a bit of a walk to go get some Ted Drewes on Grand.

And then, of course, you have Loughborough Commons -- a sea of concrete anchored by a Schnucks and a Lowe's, which will serve as a park-and-ride for all those South County commuters who always balk at a city-county train but will nevertheless ride this one.

By my count, there are 14 at-grade crossings, with the most notable located at Shaw (n. of Vandeventer), McRee, Delor, Gustine and Bates. Most of these crossings, however, are along poorly-maintained industrial roads or dead-end streets. In these cases, a simple black fence divider would do the trick. For the rest of the route, the line either goes below surface streets (Arsenel, Kingshighway at Daggett, Morganford, Loughbourough) or above (Chippewa, Gravois, Kingshighway n. of Fyler). Perfect.


- - -


It really seems like the De Soto line offers the most practical and financially-sound solution to getting a line to St. Louis City's southern tip (and beyond?!). It runs in an existing right-of-way, hits many of the great south side attractions and neighborhoods, better connects bus routes, encourages public transit among individuals and families, and would hopefully lead to some contextually-sensitive Transit-Oriented Development around the station stops.


It really is the definition of a no-brainer, and the obvious next step for the City of St. Louis and Metro St. Louis. Hopefully this plan will be the next big announcement as we further embrace alternative transportation in our region.

New Life On The Old River: Delta Queen Coming to St. Louis

St. Louis' underutilized downtown riverfront is set to receive a big bump with news that the majestic Delta Queen steamboat will be arriving later this year as part of a "last-blast" river tour.

The Delta Queen moored at St. Louis' downtown riverfront.

The vessel, which is listed both as a National Historic Landmark and on the National Register of Historic Places, was constructed in 1926 in Dumbarton, Scotland before arriving in San Francisco for final assembly. It was later enlisted as a U.S. Navy vessel during World War II -- the U.S.S. Delta Queen. She is currently moored in Chattanooga, TN.

St. Louis is one of twelve American ports which will be hosting the ship for three months each over a span of three years, highlighting the role of river travel in America and acting "as a kind of This Is Your Life tribute for the ship herself."

The plan, as presented by the Delta Queen Historical Society (an arm of Save the Delta Queen 2010, which successfully funded the ship's purchase in 2010-11), is to send the ship to various cities, including San Francisco where it was finished, Pittsburgh where it received it's most recent rehab, and several river ports like St. Paul, Cincinnati, Memphis and, of course, New Orleans.

During these stays, tours of the ship will be available, as will lessons/lectures on the country's river-based history, and opportunities to stay aboard as a "passenger" in any of the Delta Queen's 88 cabins.

The sturdily-built sternwheel was decommissioned in 2008 due not to its age, but because of the maritime laws by which it had theretofore been exempt due to its Historic status.

The law in reference comes from SOLAS -- the International Conference for Safety of Lives at Sea. While many of its regulations would combine to justify her dockage, Chapter II-2 (Construction - Fire Protection, Fire Detection and Fire Extinction), Part 3 (Suppression of Fire), Regulation 11 (Structural Integrity) was the determining factor.

The regulation reads that water-worthy vessels must be composed primarily of noncombustible materials such as steel, iron or aluminum. The 86-year-old Delta Queen is heavily wood-framed from cabin and deck to portions of her hull.

The Delta Queen Historical Society will be operating its three-year voyage under an ordinance which lifts this regulation for ships carrying less than 49 people. By this method, the ship can transport crew and select guests to different points of portage, at which time it ceases to be a traveling vessel and instead operates as an anchored "leisure and resort accommodation."

St. Louis is scheduled to host the Delta Queen later this year, from mid-August to mid-November, sandwiched between a summer session in St. Paul and a winter home in New Orleans. DQHS warns that early reservation dates may be subject to change based on potential delays due to weather or water level.

With the decommissioning of the Delta Queen and her sister, the Mississippi Queen, only a few tier-one passenger steamboats operate along the Mississippi. At present, only the Spirit of Peoria (docked, obviously, in Peoria, IL) makes regular visits to St. Louis.

While this project is unaffiliated with the planning being done as part of City+Arch+River 2015, its progress will surely be followed closely by members of the organization. If a stationed steamboat hotel proves successful in the region, hopefully we will see a similar effort to install a permanent fixture here down the road -- maybe even the Delta Queen herself!

The Delta Queen anchored as a hotel in Chattanooga, TN.

Transitioning the Trainshed -- A New Vision for Union Station

Union Station, this city's beautiful rail-hub-turned-tourist-mall, is fast approaching its 120th birthday -- September 1st, 2014. And five years after that, its 125th year. Its quasquicentennial! So in the spirit of our city's obsession with anniversaries, I've been thinking of ways to build toward this milestone and give our gorgeous old Union Station a deserving revival.

The lavish Union Station Grand Hall and its vast midway once provided amenities to more than 50,000 regular passengers a day boarding, de-boarding or passing through on the routes of 22 different rail transportation companies. Excited (but weary) travelers, just off the train, searched the walkways for loved ones. Businessmen had their shoes shined, read the St. Louis Post-Dispatch or stole a nap as they awaited their next connecting line. Many, many more exited the station out onto Market Street, getting their first experience with a bustling city of industry and activity. And a Missouri Senator triumphantly showed the world a copy of the Chicago Daily Tribune:

"Hit 'Em Up" Harry Truman proudly promoted Union Station's flourishing knick-knacks trade.

Then, as things seemed to have a way of going in St. Louis, it all went away. Passenger rail suffered a critical hit in the 1950s as personal transportation was hailed as the new American Dream. Governments -- both local and national -- made every effort to cow-tow to the burgeoning automobile industry, quickly creating a wide, impersonal highway/interstate system from coast to coast. St. Louis was no different. A national hub which handled over 100,000 daily passengers at its height quickly became obsolete. By the 1970s, only a handful of daily passenger routes scuttled into (and quickly out of) St. Louis, Missouri. The station was shuttered.

- - - - 

While the future of the Station itself is a crucial piece, my focus will be almost entirely on the massive 11.5 acre train shed at the Station's rear. It is, to me, the main visual draw of Union Station. Whether you're passing on 64/40 or approaching via Metrolink, this beautiful 600ft. x 800ft. behemoth spreads out across the entire block, just asking to be put back in to regular use. Of course, Union Station won't be "back" on solid footing until the interior gets new life and trains start to pull in once again with some regularity, but you have to start somewhere, right?

From page 8 of the 1968 National Register of Historic Places nomination form:

George H. Pegram designed the train shed. It is built of structural steel with engineering features expressed directly and left exposed. The shed originally covered an area of 424,000 square feet enclosing the terminal ends of 31 tracks. (Architects and Officers of the Terminal Railroad Association of St. Louis, St. Louis Union Station Terminal Railroad Association of St. Louis, St. Louis Union Station-A. Monograph, 1895, p. 49.) It presently covers 11.45 acres, of 498,762 square feet. The umbrella ceiling rests on six rows of support. The ceiling is broadly ribbed crosswise with alternating depressed and elevated sections permitting entrance of light and fresh air while screening out precipitation.

Even just reading its description, it sounds like a beautiful structure and a marvel of engineering, doesn't it? Imagine standing beneath this "umbrella ceiling" in the Station's hey-day -- trains chugging out and easing in, crowds gathered on various platforms, saying their goodbyes and juggling their luggage. Constantly something interesting to look at or something important to do. 

Now think of Union Station trainshed today. Quick! All there is today is a sea of hourly-rate parking and a kitschy franchise restaurant from a by-gone era (the mid-1990s). Disgusting, really. There is a sort of poetic injustice in it though: as the passenger train was passed over for the personal automobile, this mighty hub for rail travel now exists as a lot for the cars and trucks which helped hasten its downfall.

There are some positives here. Landry's and the adjacent koi pond are wonderful. And, while standing under the trainshed, the entrance to Union Station's midway is a beautiful thing to behold. So why stop there? In lieu of more interesting components such as these, the designers for the 1985 redesign elected to pave over the floor of the shed. I am calling for the complete removal of this parking lot and a return to purpose for the Union Station trainshed.

Even though it's 55 degrees outside, it is still winter, so imagine if the current-day this...

"Son, this is the Union Station trainshed. In my day, over two hundred mini-vans could park in here. All at once!"

...looked like this:

Hey Mr. Stillman -- care to co-sponsor this effort? Pretty please?

I don't know about you, dear reader(s), but I have a sudden urge to go ice skating. I'd gladly give up the current parking lot in favor of adaptable space like this. [P.S. Break out the egg nog, folks -- there's a poorly-done Christmasy-themed rendering here].

I can't begin to guess what money is being made by using the trainshed as a parking lot. Outside of Blues home games and the occasional concert/sporting event/circus, it seems to be pretty empty. And I won't pretend to know the financial stability of the Hard Rock Cafe either. Though floating out there in a lifeless lot outside of a struggling (and for sale) "urban mall" certainly isn't a good recipe for success. But changing this space into an active area makes a whole lot more sense than the current use.

You just saw how neat an ice rink would look. In the summer, this same space could be a beer garden or an outdoor restaurant. Neighboring Emmis Communications and its local stations (KSHE, the Point, K-Hits, 97.1) could host large-scale concerts on this lot. Maybe a few decommissioned classic trains are parked on the remaining western-edge rails. Or, as we've been discussing on the NextSTL forums recently...you could go gaudy (but in a good way!) with a 200-ish ft. Ferris or observation wheel, foundations solidly anchored within the shed and rising up through the roof.

Imagine you and your friends boarding your walk-in capsule next to or through a re-imagined HRC space. The wheel starts its rotation, providing you aerial views of renewed activity in the shed before rising through a perfectly-measured slit in the trainshed roof. Here, you're welcomed by sights of the lively (and beautiful!) downtown, the Arch, City Museum's roof, scenes to the west, north and south, etc. After a prolonged stay at the wheel's apex, you drop back down through the roof, over the pond where kids are racing RC boats or feeding koi and step out of the capsule to grab a drink or dinner.

This idea -- while certainly worth an eye roll or two -- has some merit, I believe. By placing the wheel behind (or through!) the Hard Rock Cafe site, the wheel (positioned to face east-west like above) would create an enticing scene from the highway and for the millions of adults and children exiting out of Busch Stadium and onto Clark Street every season. If even 10% of those in attendance are encouraged to taxi, walk or Metrolink over there, Union Station will be more relevant than it has been in either of the last three decades.

The fact that the trainshed is protected in the National Historic Register is a problem, but if there were a way to allow for the removal of a small section, a wheel with a diameter of about 200 ft. could be slotted in without removing much of the historic curved metal roof. After that, a few more braces dropped down on either side of the wheel slot brings the whole plan together, structurally.

The yellow space represents a cut of about 200 ft. x 70 ft. through three roof  strips 

Above, you can see that a 200 ft. cut through the historic trainshed roof would not require a substantial amount of structural removal. Just three 70ft. x 25ft. pieces of the solid roof strips (which of course would stay on site and repurposed as a part of a new band shell).

As I said at the start, Union Station won't see a full return to purpose (if not glory) until trains begin entering its grounds once again. I don't foresee a near future where Amtrak passenger rail changes its tunes on back-out/in stations here in St. Louis, but there is an opportunity to use existing infrastructure -- both at the station and across the St. Louis region -- to bring the station back to its passenger rail purpose.

While looking for information on Union Station, I stumbled upon this 1985 National Register of Historic Places nomination form for the beautiful Union Station Post Office Annex (329 S. 18th Street). The annex will certainly need to play a role in the future of the trainshed...either as offices, maybe a live theatre space (!) or some other still-to-be-determined use. Of real interest to me though was what I saw on page 12 of the nomination form -- a picture of the track exchange system leading up to and under the Union Station trainshed.

Despite being so industrial in nature, it really has a sort of elegance to it, doesn't it? Sure, maybe the days of 50,000 daily transcontinental passengers pulling into our station are done, but there is, at least a greater St. Louis area where 3,000,000+ residents exist as potential riders. By striking agreements with current rail lines and, in some cases, laying dedicated passenger lines directly alongside, I could definitely see St. Louis reopening Union Station as a local heavy-rail commuter center. I've been looking at at Chicago's Metra system as an example of how this could be done.

Metra primarily serves the out-city and suburban towns surrounding Chicago north, south and west. The trains are unspectacular yet serviceable. A single two-level car seats 60 or so people. The station stops vary in quality but most are nothing amazing. Each route arrives or departs every 1.5 to 2 hours, removing any need for concern about backing out of station or moving/switching engines. It is a convenient (and cheap) way to get from point A to points E, F, or G. And that's kind of the point. Metra exists as a reliable no-frills alternative to traffic delays and parking fees.

In St. Louis, this heavy-rail model could advance the presence and usage of public transportation not only in Missouri, but in Illinois, where cities and towns as far away as Alton, Edwardsville, Highland, Waterloo or Chester could be connected to the Downtown over the McKinley or MacArthur Bridges. Back at Union Station, I envision the track exchange model shown in the Post Office Annex document being reintroduced almost as is with the exception that trains would pull in under the trainshed. Not under the trainshed roof, but underground. From here, riders would step off on their platform, climb a flight of stairs (or ride an escalator) and arrive within Union Station itself.

And I would hope this would spur the no-brainer move of relocating the Union Station Metrolink stop, you know, actually inside of Union Station rather than a block east and south.

I can't believe we are currently seeing the best Union Station has to offer. It will never be the center of the transportation world as it (and St. Louis) once was. But it should have a far better future than what is represented by the current collection of novelty shops, sports memorabilia stores and tourist traps.

I think it all starts with the trainshed, really. It's a historic structure connected to a beautiful building...and it now exists as a semi-covered parking lot. If you can activate this area and get people spending time in it as they once did, the whole of Union Station could receive a similar rejuvenation. It's time that all ideas are on the table for creative use -- be that through a local commuter line, creative activities and events, or even an admittedly corny Ferris wheel beckoning new visitors.

Revisiting the Memorial Drive Parking Garage Idea

The above picture was pulled from a September 2010 Gateway Streets article...as was the inspiration for this post. It represents close to 2,000 additional parking spaces (or ~1,000 for a single level/split-level plan). In the article, it was posited that all that empty space which would be filled in if a new Memorial Drive Boulevard were implemented could be better utilized as a massive underground parking garage connected directly to the Archgrounds and the city's central spine. For many reasons, this seems like a no-brainer.

Part of the beauty of the City to River plan is the creative reuse of street-level space previously given over to characterless highway lanes and disruptive Interstate infrastructure. Using this plan, the southbound lanes of Memorial drive would be shifted east (over the existing I-70 depressed lanes) freeing up some valuable downtown plots for river-facing development or expansion. East-west street connections would be restored to the Arch at Spruce, Poplar and possibly Locust. So while these plans take advantage of recovered land, the garage idea creatively incorporates the existing I-70 trench.

At this point, there is no plan to remove I-70 through downtown. In fact, a representative for the Missouri Department of Transportation all but discounted this transformative vision in a response posted by jakektu on the NextSTL forums:

Thank you for your recent e-mail about the section of interstate 70 in downtown St. Louis between the future location of the new Mississippi River Bridge and the Poplar Street Bridge.

There are no plans to consider a study to replace that section of interstate. When I-70 moves north to the new Mississippi River Bridge,this stretch of interstate will be redesignated I-44 to ensure that there remains a north-south interstate on the east side of St. Louis. 

According to the Federal Highway Administration, there is very little precedent for decommissioning an interstate highway and that process would be highly scrutinized. The plans currently underway will meet the requirements of the project, to include creating an easier pedestrian access between downtown and the arch and a project completion date of October 28, 2015. 

We believe that the current plan that we are designing with our partners, and will unveil to the public sometime next spring, will not only further open up the Arch grounds and the park to the many visitors and downtown residents, but will also handle the anticipated traffic levels for the downtown area after the new Mississippi River Bridge has started carrying I-70 traffic.  

v/r

[name redacted]
Customer Relations, MoDOT St. Louis District
1590 Woodlake Dr.
Chesterfield, MO 63017
phone (314) 453-1808 [cell phone redacted] fax (573) 526-0085
NEXTEL [redacted]

"Our mission is to provide a world-class transportation experience that delights our customers and promotes a prosperous Missouri." 

       - - - end response - - -

It's a disappointing response, but at least it's straightforward and honest -- and brutally so. Now, at least, we know for certain one force against a boulevard plan and some of its reasoning for that opposition. With this organizational view and over $45 million state/federal funds now secured to build the lid/expand Interstate infrastructure, it's basically a foregone conclusion that 2015 will feature an Interstate lid and a larger downtown Interstate system (View MODOT's 27-page federal grant application here).

And yet I'm not willing to give up on the Memorial Drive Boulevard.

Preserve Our Pevely! A Letter to the Preservation Board

Included below is my letter to the Preservation Research Board, who will be reviewing Saint Louis University's demolition appeal for the Pevely Dairy Company site at the corner of Chouteau and Grand. I have prioritized preservation for the corner office building and adjacent milk plant, as these two parcels will best be able to anchor a urban-friendly streetscape if/when SLU and other developers allow it to be.

Even if you have no inherent interest in saving these particular structures, I would suggest you submit a letter or email to the Cultural Resources Office and the Preservation Board. Remember, these efforts aren't as much about preserving individual buildings as they are about stopping a planning culture through which it has become okay for developers to take the much easier, destructive route than one which is more measured and respectful to St. Louis' built environment and the citizens who are eager to see this city thrive again. Contact information can be found at NextSTL. 

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December 16, 2011

To Whom It May Concern:

On Monday, December 19, 2011, the Preservation Board for the City of St. Louis will hear an appeal from Saint Louis University regarding the demolition of four parcels in the Pevely Dairy Company complex located within the boundaries of Chouteau Avenue, Grand Boulevard, Spring Avenue and Hickory Street. Permission for demolition was previously denied and I resolutely believe that these denials should be upheld, in full, by the Preservation Board.

Bottle It Up or Shake It Up

[Update on 12-16-11: A news story on KMOV Channel 4 provided a few pictures of early Bottle District plans from Clayco and McEagle Properties. Those screencaps are included below with my brief thoughts.]

In light of today's approval by the Board of Alderman to allow the purchase of the Bottle District by Paul McKee, current "planner" for a northside redevelopment plan which includes, well, basically everything north of Cole, I wanted to discuss the potential of the site and the best/worst case scenarios in planning it.

I will say upfront that Paul McKee terrifies the hell out of me. After the sale is finalized, he (alone, for all intents) will control the future of much of our city's northern build environment. His early clandestine land grabs were ominously documented by the Riverfront Times almost five years ago ("Phantom of the Hood", Randall Roberts, 01-10-07) as he and several "separate" companies -- McEagle, Blairmont, as examples -- purchased and subsequently abandoned various parcels near Cole Street and as far north as St. Louis Avenue. What followed was severe dilapidation, fly-by-night demolition and more and more purchases made easier by the continued deterioration of neighboring parcels.

Following up on the original story ("Phantom of the Hood, Part 2", Kathleen McLaughlin, 06-20-07), the Riverfront Times and local preservationist Michael Allen posited that several hundred properties had been purchased by McKee or one of many dummy companies. This, all while McKee successfully lobbied for the crafting of a new Distressed Land Assemblage Tax Credit which awards funds to developers in possession of 100 distressed acres.

Despite all this, he had gained enough city support to go forward with his still hazy plans, collect tax credits through blighting (though 22nd Circuit Court Judge Robert Dierker ruled against McKee, the City, and the Board of Aldermen in 2010), and now he will soon have, in conjunction with Clayco and Larry Chapman, rights to the 17-acre Bottle District site. This, similarly, isn't without its intrigue as the deal was surreptitiously passed without an Alderman currently representing the 5th Ward.

With all of that said -- it's time to looks at options.