Yet Another St. Louis Blog

Transitioning the Trainshed -- A New Vision for Union Station

2012-02-01T10:28:00.000-08:00

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

2011-12-28T14:33:00.000-08:00

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.

Getting back to the Gateway Streets plan for a buried garage, it could be fairly easily implemented in the unlikely event that I-70 (or, I-44, as the stretch will be called after 2015) is deemed removable. We need only look 300 miles north to see a working example of just such an underground lot.

That's the street-level configuration of the underground parking lots next to Millennium Park in Chicago, IL. Here, northbound and southbound Michigan Avenue drivers have equal access to the parking garage via left-lane entrances. Similarly, each has an easy point of access back out onto the Michigan Avenue boulevard. All in all, the infrastructure is just a shade over 50 feet in width and 350 feet in length.

Going back to the current configuration of Memorial Drive sans hood (and sans I-70 obviously) it would fit almost perfectly right here, in any position, really -- north, south or center. Here's a mock-up of a southern entry, parallel to the Old Cathedral and KMOX's headquarters:

Drivers entering the city on a new Memorial Drive Boulevard would be able to immediately enter the garage, park via electronic ticketing and return up to street level to visit the Arch, the city itself or (hopefully) both. And with a stretch of parking that runs nearly 2,400 feet, there's an opportunity for several points of exit.

In all likelihood, though, this is a down-the-road effort. What we will see in less than five years is a new overpass lid as a centerpiece, with north-south Memorial Drive connections severed. It's very sad (and believably short-sighted), but that's the plan that City+Arch+River will be moving forward with. However, in a future without I-70, the plan could easily be amended to reconnect Memorial Drive and build this Memorial Boulevard garage, like so:

Keep in mind that the above plan isn't doable only with the Memorial Drive lanes separated. In order to fit in with City to River's plan to tighten up the north-south lanes and reclaim development space on the west side, a new Memorial Boulevard may need to bow out for a hundred yards or so in order to accommodate the subterranean garage entrance, but the eastward shift (of southbound lanes) can work. Keep in mind too that the length of depressed I-70 through downtown would be given over entirely to underground parking (subsequently significantly increasing Arch-connected parking and rendering unnecessary the north end Arch garage and at least one of the Kiener Plaza garages).

Below ground there are several ways to implement this garage system. You could, for instance, send northbound entries to the top level while southbound arrivals are taken directly to B2. In this layout, the garage would be book-ended by curl ramps with a possible secondary access ramp at center. Likewise, each entry could be received at Level 1 but going in different directions, effectively allocating the southern half to south-bounders and the northern half to north-bounders.

There is also potential for secondary entry points at either end in the case of emergencies, clean-up or street-closures (such as for the VP Fair). These, I imagine would be closed down for the most part and only opened to the public on special occasions. In the case of the Fair, the city could elect to allow access from these entries rather than clogging up the central section.

- - -

This Memorial Drive Garage plan -- in whichever shape it may take -- fulfills multiple needs for downtown St. Louis: It creates parking adjacent to the Archgrounds and the soon-to-be-updated Museum of Westward Expansion. It takes an aging and redundant piece of infrastructure in the I-70 depressed lanes and smartly folds it into a new city plan. It also provides ample new parking space which means the city no longer needs some of it's more embarrassing structures (Arch garage, Kiener garage). All these things add up to a much healthier connection from the city to the river, a beautiful new Boulevard downtown from north to south and a stronger connection from the city to the Arch at all points along the way.

Right now it seems that the indifferent convenience of highways will once again win out over smart and considerate street-level design. With money from the state and federal government already tagged to further expand the highway infrastructure near the Archgrounds and a street-level plan that severs an existing north-south route, it will become harder and harder to see the City to River plan implemented. However, if support continues to grow, and the city's current and future leaders begin making bold decisions for our future,we still have a chance. We just need a set of sensible and actionable plans such as this ready when that chance presents itself.

(One more hat-tip to Gateway Streets who did the legwork on this idea. Its newest article, "Once Upon A Boulevard," is very appropriate as it gives a really interesting look at the short-lived Memorial Drive Boulevard)

Preserve Our Pevely! A Letter to the Preservation Board

2011-12-16T13:43:00.000-08:00

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.

- - -

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.

Of particular interest are the corner Pevely Office Building (1001-03 S. Grand Blvd.) and the neighboring Pevely Milk Plant (3626-80 Chouteau Ave.). The office building is a landmark for St. Louisans and a proud example of this city's rich, entrepreneurial history. It is important that this building be preserved, not only to pay tribute to our industrial past, but to preserve our present-day civic pride. As such, the adjacent Pevely Milk Plant is just as important to preserve as the corner office building. If one is saved and the other demolished, then the remaining building will certainly exist as less for the loss. Currently, these two buildings function as a whole, holding a strong street-presence that can be (and should be) an anchor for future development in the area.

It is also important to note that the Pevely Dairy Company is listed on the National Register of Historic Places and is, by virtue of that designation, a protected complex for which historic tax credits are available. I suggest that Saint Louis University follow the lead of developers at the nearby Council Plaza (Grand Blvd. near Forest Park Pkwy.) and remove its request for demolition in favor of revitalization. As is the case with Council Plaza, there are many ways to incorporate the existing Pevely Dairy Company structures into the university's new medical campus. By designing for reuse, Saint Louis University could be widely applauded for its creative design choices and community-centered preservation efforts.

To this point, many of Saint Louis University's land purchases have resulted in demolition and an overall negative impact on the neighborhood and its surrounding communities. I urge the Preservation Board to heed my advice and that of other interested citizens by denying the appeal for demolition of any and all Pevely Dairy Company components. Saint Louis University is an important institution in this city which helps shape minds and mold future professionals. City supporters respect it for the work it has done and only ask that the university return that respect by working with us to achieve city-strengthening development and preservation goals.

- - -

Bottle It Up or Shake It Up

2011-12-09T12:47:00.000-08:00

[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.

McKee's existing vision for the Northside Redevelopment Plan does not really scream "urban-classic," but it is certainly refreshing in light of the current state of the project area (keep in mind though that much of that can be attributed to McKee himself and his "distressed" land assemblage efforts). I am a proponent of shiny new mid/high-rises, office buildings and full-brick flats/apartment expanding the definition of downtown further north...if done in an urban-friendly context. Talk of vinyl-sided townhouses with attached garages, exposed parking (both in lots and garages) and full-block warehouses turn me way off though. I also fear the street-level efforts of individuals and organizations will be pushed aside, to the detriment of their goals.

The Bottle District is a bit of a different beast though. It's right at the edge of downtown and positioned to cradle new additions to the city's skyline. It's a big enough space to allow for multiple layers and multiple types of development. And it's close enough to (okay, damn near right on top of...) one of our favorite rallying points -- the I-70 elevated lanes -- that each project's fate is probably (and hopefully) inextricably tied.

First up -- highrises. Clayco has some fairly uninspired buildings in their portfolio, but they've also showed they can go above and beyond when given the freedom. I'm not saying they need to sculpt a 60-story, blue-glass, concave-curved piece of art, but any residential highrises (I would prefer two or three -- from Cole Street to O'Fallon) should be a bold statement for the future of downtown living and its northern expansion. At the very least, it should be a far shout better than what we have in the Mansion House.

Street Infrastructure...you're up. There are several no-brainers regarding street layout and infrastructure here on the Bottle District. Which makes me both cautious and fearful because I've seen too many no-brainers ignored or done improperly. Obviously, I-70 needs to go. Broadway and 4th feed into and out-of a new Memorial Drive Boulevard which heads north, serving as the eastern edge of the development. Sixth should bisect the district and connect from Cole up to O'Fallon and (New) Memorial. O'Fallon and Carr and (probably) Biddle should be connected through Memorial to 7th and beyond.

The existing warehouse needs to be preserved and rehabiliated. It's a strong sturdy structure that could be a glowing example of our building stock for people coming into the city via the new southbound Broadway/Memorial Drive Blvd. or new Mississippi River Bridge. In fact, depending on expected output, I could see it becoming the new home of the William K. Busch Brewing Company. So I don't want to see any suspicious fires start up there in advance of development now, guys. Seriously, I can't believe how many "derelict" buildings have been lit up in the past decade by electrical shorts, blow torch accidents and acts of god. Juusst enough to designate it as unsafe/unsturdy and clear it for demo. It's amazing, isn't it?

On the new 6th Street, is where things get interesting. 6th Street should serve as one of two pedestrian access points to those shiny, new 40-story high-rises to the east (the other being New Memorial Drive on the other side). Cars enter here through one or two lanes into buried garages, which means no/limited curb cuts on (New) Memorial. Lobbies extend fully front to back giving building tenants options to either side where, you know, amenities and restaurants and such coexist successfully. Hopping across to the west side of 6th Street, the skyline dips dramatically to close-sitting office/apartment buildings of between 5 to 10 stories. Brick buildings, just to be clear. And the requisite street-level activity in the form of cafes, bars and shops.

From there we go further west to the eastern edge of 7th Street and the edge of the Bottle District. I'd like to see a series of closely-built flats and apartment buildings not to exceed five floors. Again, full brick...none of this brick-face, siding-sides stuff. By moving 7th Street slightly further west, you could even bring the existing western edge apartment buildings to the sidewalk and (mostly) complete the street. From there, it's only a matter of bringing the surrounding apartments up to market rate and supporting this newly-built area of town with your presence as it gains its legs.

Lofty goals, yes. But a vision I feel should be completed. And in full. This is downtown St. Louis we're talking about. The land has been cleared (albeit, questionably) and the path is, for the most part, clear as well. It's our downtown and should aspire to much more than suburban townhouses, duplexes and island lots. The first step is removal of I-70. Without that much-needed (and much requested) change in place, then the rest of a Bottle District project -- in whatever form it takes -- cannot succeed. We've got the empty land here on the Bottle District and frankly, I hope it stays that way until the correct decisions are made to make it worth filling.

Additional Content on 12-16-11: Included below are screen caps of new Bottle District site plans from Clayco and McEagle Properties. These images were taken from a 12-15-11 KMOV segment which can be viewed here.

(Street-level view of new Bottle District from Cole Street
at the Edward Jones Dome. Looking north.)

(Elevated view of new Bottle District. Looking south.)

In many ways, these early project plans closely mimic those suggestions I made here. There are a couple of east/west-facing high-rises, a renewed 6th Street, a couple of mid-rises and a re-utilized warehouse district on the site's north end. We can't tell from these sketches, however, which of the buildings caters to residential and which to commercial.

Different from my thoughts though, it looks like Clayco moved the highrises further west instead of fronting the development at the future Broadway-Memorial Boulevard. It also seems that there is a lot of poorly utilized space as three of the four main building parcels are anchored by wide, low-set platforms. Again, who knows whether this is planned space for lobbies, restaurants, etc. or if this is their vision for parking at the complexes.

With these plans, I feel comfortable that Clayco is moving in the right direction...though they aren't there yet. What can be said is that McKee will garner much more support for his northside projects if he continues to roll out site plans such as this one. While everyone will find something to dislike about a plan, by making them immediately available , McKee will be able to better adapt to the needs and wants of the community, and likewise the community can begin thinking of these developments as realities and recognize the potential of the project and the entire near north side.

Comment Period Ending for City+Arch+River/NPS

2011-08-30T12:12:00.001-07:00

The final day to submit comments and concerns to the National Park Service and the planning committee for the City+Arch+River project has arrived almost as quickly as it was announced. The groups are soliciting opinions from everybody -- residents, businesses, those with general or vested interest; you just have to have randomly found it on their website, subscribed to their newsletter in advance or follow a few of St. Louis' fine blogs who worked to post the info as quickly as possible.

The three questions asked are: 1) Do the purpose, need, and objectives reflect what you think the NPS needs to accomplish with this project? If not, what else do you think needs to be accomplished? ; 2) What concerns do you have about the potential impacts of the project to revitalize the park? How do you think these concerns could be addressed? ; 3) Please submit any additional comments in the box provided.I would encourage anyone who has a stance on the current design plan (or the handling of the initiative in general) to go to the NPS Planning, Environment and Public Comment page and share your thoughts, both positive and negative. You can check out City to River's submitted comments on the City to River blog.

The City+Arch+River project has the potential to signal the start of a serious effort to advance our city to a higher status. For those who have been following its progress, you know there are some worrisome developments -- from the radio-silence over the past seven months, the severe slashes to the original design and the questionable additions to its current iteration, just to name a few.

Following are my own additional comments, submitted yesterday:

While I have personal qualms with many of the independent features added or removed from the design, the many issues surrounding Memorial Drive, Washington Avenue and I-70 is the most impactful, and therefore presents the most potential harm.

When used in tandem with the existing Memorial Drive, the lid concept is a worthwhile strategy to mitigating the negative physical and psychological barriers of the sunken Interstate 70 lanes. It strengthens access points across four pedestrian walkways and succeeds in pulling the Archgrounds into the city, and vice-versa. However, the most logical concept of a simple lid within the boundaries of the existing North-South Memorial Drive has morphed into something that somehow complicates movement on a working street grid, encourages Interstate driving and limits pedestrian accessibility almost exclusively to the central lid. All this, while also creating new highway infrastructure which further separates this beautiful city and its equally stunning monument.

In an era where movement back towards the central city is picking up steam and where public transportation -- and yes, even walking or biking -- is becoming less socially divisive (be that due to rising gas prices or environmental awareness or other), it is unfair and irresponsible to take steps which further reward and expand the highway system. City to River, its organizers and its supporters have already done the legwork on a design plan that does away with what will soon become a superfluous Interstate connector.

By removing I-70 in its entirety -- from south of Poplar Street to the new Mississippi River Bridge at Cass Avenue -- Memorial Drive will take its rightful place as one of downtown St. Louis' main boulevards, rather than serving as a glorified exit ramp. A true grid can be built, connecting all East-West streets to the park, opening up the Grounds to the full breadth of the city and, in turn, the full city to its visitors.

In time, it alone could be the major catalyst for lucrative individual developments in downtown St. Louis: south at Chouteau's Landing, past the Archgrounds, adjacent to and across from the historic Laclede's Landing district, near the Edward Jones Dome, past the Bottle District and onward, to and through North Broadway, Old North St. Louis and more. The resultant change would allow new visually-appealing, pedestrian-friendly connections not only from the Gateway Mall, but from Busch Stadium, Washington Avenue, the burgeoning Old Post Office Plaza district, and more.

All that potential (something St. Louis has in spades) is now under perilous risk, pending the decision making of City+Arch+River's advisors, designers and backers. An Archgrounds corridor open to the city and free of loud, speeding vehicles signifies a forward-looking effort of growth and community. A decision to expand the highway infrastructure and terminate Memorial Drive in both directions continues a disgusting and disappointing trend of slighting forward progress for standard practice.

Clang! Clang! Clang! Goes The Trolley

2011-04-27T08:44:00.000-07:00

The Mississippi Mile...The Riverfront Trolley...

Kind of rolls off the tongue, doesn't it? In my three part series [Part 1 | Part 2 | Part 3] about ways to increase foot traffic and connections all along the downtown riverfront -- not just in front of the Arch -- I touched on the idea of a single-track trolley running from the Laclede Power Station and Trailhead Park, Laclede's Landing, the Archgrounds and a brand-spanking-new Chouteau's Landing district behind the southern flood wall.

Though none of the finalists in the City+Arch+River recommended this, it would be a fairly easy addition to implement into the final design. The winners, MVVA, initially planned to close off Leonor K. Sullivan to regular traffic and now seem open to the idea of "limited" auto-use. Either way, it's likely we'll see a river's edge road that sees less traffic and, hopefully, less width.

A rendering of MVVA's north end redesign. It's unlikely
the tree-lined pedestrian-only boardwalk will make the cut.

If I'm looking at MVVA's design plan properly, their idea is to replace the removed LKS lanes with an extended Archgrounds landscape. While this is a definite upgrade over the current characterless LKS, it does nothing to encourage exploration of the riverfront and its surrounding areas. A trolley line, however, nestled against the flood wall to the north and opening up to an Arch view as you move south, tells visitors that there is something to see and do beyond the Eads and the PSB.

I envision the Laclede Power Center as the trolley's roundhouse, entering -- on rail -- through a southern doorway and onto its main floor. Visitors can take the trolley down to the Center, view the river from Trailhead Park, and even see workers performing quick maintenance and cleaning before the trolley is pulled around and set south again. The building itself would be perfect as a combination roundhouse, rest stop and museum of St. Louis power industry and/or streetcar and trolley history.

The interior of the Laclede Power Center. Image screen-capped
from KETC's Living St. Louis "Warehouse Photographer" segment.

Neat, right? Now imagine a trolley pulling in - filled with passengers eager to explore past the Eads Bridge - and coming to rest on its turnabout. Passengers hop off, view artwork and photography on the wall that illustrates the beauty and history of St. Louis streetcars and the Laclede Power Center. While this goes on, the trolley is shined up and cleaned off. Workers grab hold of a couple of sturdy ropes tied into the turnabout and easily maneuver the trolley around for its departure. The bell clangs three times as it exits for its next run. Meanwhile, the passengers head outside, entering Trailhead Park through one of the large western-facing entrances, taking in new views of the river and the city and relaxing on Cassilly's sculptures as bicyclists make their way to and through the Riverfront Trail. When the trolley arrives again, they either hop back on and head south or linger for another fifteen minutes.

And don't forget the William A. Kerr Foundation building (a LEED Platinum
honoree) just a half block away - it's a great visual draw and an amazing
learning tool for alternate energy, green living and adaptive reuse.

If you've read this far, you're starting to recognize that the Riverfront Trolley may very well draw more people because of where it ends up rather than as another way to view the Arch and immediate riverfront. Well, that's the plan. Only by stretching out the notion of the "St. Louis Riverfront" can we begin to see creative revitalization of our dilapidating (and unappreciated) industrial riverfront to the north and south.

To the south, Chouteau's Landing will only be a draw if and when new development begins behind the flood wall. It's website offers some really neat concepts - if some of those ever happen and they go a step further to build right up to the flood wall, you suddenly have points at both ends of the Trolley line that, for many, will be a bigger draw than the Arch itself.

The proposed trolley line enters Chouteau's Landing's "Flood Wall"
district near Poplar Street and ends in a roundabout.
And yes, those are Monopoly houses and hotels I'm using in this example.

Here you see how this Riverfront Trolley could bring Arch visitors and downtown workers to a new single-street, tree-lined district with restaurants, galleries, antique shops, music clubs, residences and more. At its southern terminus, the trolley circles slowly (maybe around a fountain with a large, stylized fleur-de-lis statue as its centerpiece!), stops briefly and heads north again, taking visitors to and from the Archgrounds and north riverfront. In the future, maybe point serves as a junction for another line that heads further south onto Broadway, connecting visitors to the Farmer's Market, the Brewery and more!

With the Delmar Trolley moving closer to reality and a city-wide interest improving connections and activating the downtown riverfront, a trolley line like this on the new Mississippi Mile makes a lot of sense. As I said in a previous article, it need not be a big project and it need not be expensive -- but it is positioned, if done right, to be a great, new draw to the fairly-desolate riverfront, and one that could prove transformative for areas which have heretofore been underutlized and underappreciated.

Oh, and as far as what kind of trolley it should be? Well, that's open to debate, but I'm leaning toward one of these...

It's a beautiful day in the neighborhood...
...a beautiful day for a neighbor...

The Mississippi (1.2) Mile -- Part 3

2010-12-15T13:33:00.000-08:00

Despite owing its existence to the river that runs along its eastern edge, St. Louis has severely underutilized this powerful resource as both a natural destination for tourists and locals alike and also as a place for merchants, art and innovation. Of course, due to the untameable nature of the Mississippi River, development of this area will need to be approached with a cautious and inventive mindset.
A new 'Mississippi Mile' - actually 1.2 miles - would stretch from Chouteau Ave. to Laclede's Landing Blvd. -- a fitting tribute to St. Louis' founding fathers Pierre Laclede and Auguste Chouteau. The area for consideration contains the soon-to-be-developed Chouteau's Landing at the south edge, a rejuvenated Laclede's Landing to the north, and the riverfront itself.

Okay, where did we leave off?

In Part One, I discussed the area of our riverfront directly south of the Archgrounds -- Chouteau's Landing. This is an area that is unique in that it has a strong presence of existing, historical structures, while also offering plenty of space for the district to grow. Ideas have been bandied about for the past 5-10 years, with the Chouteau's Landing Art Center at Powell Square as the centerpiece and a move toward apartment/condo redevelopment in many of its industrial buildings. In Part Two, Laclede's Landing was discussed. The question there is a tough one -- how do you preserve the history of our city's oldest district while also adding density by way of new development? Click over to those stories and share your thoughts.

It's time now to tackle the most important question: How do we re-engage the river itself, and make it active and viable to the north, south and all points in between

It's an encouraging first step to see that the riverfront has received a lot of coverage lately.

First was the City+Arch+River redesign competition, which awarded the $300 million project to Michael Van Valkenburgh and Associates. We are now a mere week away from seeing what MVVA has in store for us, but early design concepts are discouraging - with a cobblestone riverwalk closed to public transportation.
In November, the now-defunct Admiral riverboat was put up on auction with the disclaimer that the vessel will need to be removed. This article from the Post-Dispatch hints toward a potential buyer, but no announcements have been made public.
Finally, the riverfront has received some press due to illegal drag racing, joyriding and "ghost riding" -- an idiotic pastime that involves getting out of a still moving car and riding its roof. Stupid? Immeasurably so. But hey! - these kids (?) are at least using the riverfront (Kidding...).

So what do you do with the St. Louis riverfront? Is it for tourists or locals? Do you have seasonal entertainment or full-time activity? Should pedestrians take precedence? Should cars be allowed or only approved shuttles, carriages, and bikes? And what about the river? Should we create opportunities for folks to go on it or encourage them to sit on its banks and take in the sights and sounds?

These are the questions facing St. Louisans and the designers at MVVA. To sum up my answer to all these questions, I say, resoundingly "Yes!"

Logic would dictate we start off with the area of our riverfront directly in front of the Archgrounds. It's the main section, the one people come to to take pictures, board the tour boats and attend the big festivals. However, I think the most important piece of the downtown riverfront is further north...mainly, the proposed Laclede Power Center.

Here on the Near North Riverfront is a diamond-in-the-rough park (complete with Cassilly sculptures), a trailhead to the St. Louis Riverfront Trail and an historic building to anchor it. The building itself was originally going to house Trailnet's new offices - a move that would have solidified the area as a destination for bicyclists and pedestrians. Unfortunately, Trailnet has announced a move to the Farm & Home Loan building at 10th and Locust where the new Downtown Bike Center will be developed, but that shouldn't stop the work they've already done to revitalize the Laclede Power Center.

If Trailnet (or Metro or the Jefferson National Park Service) were to get approval for the development of a Bike Sharing Center, the area could successfully serve to connect the north riverfront and its river's edge trail system to the Archgrounds and Wharf Street to the south. As both an alternative look-out point for tourists and a personal hub for trail riders, it could help stretch the "downtown riverfront" definition.

It looks like someone has already discovered
and claimed this great viewing area

Moving further south through Laclede's Landing the task is to find businesses and developers who want to embrace (and face) the riverfront -- be that through apartments, offices or retail/dining/nightlife. As of now, the only points of interest for anyone moving along Leonor K. Sullivan are the Admiral Riverboat (which made the news today) and vast tracts of parking. Speaking of parking, it's time to stop the use of the river's edge as a parking lot. Instead, I would prefer just one or two dedicated areas (both north and south of the Archgrounds) from which boaters can drop in their trailer-hitched vessels), leaving the rest of the cobblestone riverfront to river-watchers, picnics, strolling/biking, etc.

Through the Archgrounds, Leonor K. Sullivan should be parsed down to just two lanes - one north, one south. Despite 'No Parking' signs scattered throughout, people still use the street for that purpose. With two shoulder-less lanes, this would no longer be possible as it would block traffic. In much the same way as the cast-off points for boats, the eastern sidewalks should be widened and fitted with designated cut-outs for quick pick-ups/drop-offs from carriages, school/tour buses and the trolley (we'll get to that in a moment). This would make the stretch both safer for pedestrians and slower for drivers, allowing more sidewalk space for pedestrians (as well as vendors and entertainment on either side of Leonor K.).

To the south on Chouteau's Landing, I've already discussed the idea of development directly behind the flood wall, with patios and verandas extending out and over it so that visitors can climb one of many wrought-iron staircases up and over the flood wall and into the second-stories of new restaurants, shops and galleries.

To this point, I've talked about stretching out our definition of "the riverfront" to once again include the areas to the north and south. Through educational/physical programming at the Laclede Power Center and trailhead, east-facing multi-use developments on Laclede's Landing and a unique flood wall district in Chouteau's Landing, St. Louisans and tourists are no longer content to stop their experience at the Archgrounds itself. Capping this off are two projects - one of which uses existing features.

To finish off the "stretching" of the riverfront, I would love to see Metro separate our lone riverboats - the Becky Thatcher and the Tom Sawyer. As one of the main attractions of the St. Louis riverfront, these vessels can - just through their placement - make the riverfront from Chouteau Avenue to Laclede's Landing Boulevard a complete package. Moving one slightly south and one north to the current location of the Admiral - at least during the busy season - would immediately offer different experiences (and, more importantly, choices) for visitors. If Metro desired, they could program the separate tours to include different educational information, activities and sights.

Finally, as the final thread that connects a renewed St. Louis riverfront (north, south and center) -- a trolley. It need not be big and it need not be expensive. It is, however, VITAL that it have that classic, trolley bell that goes clang-clang-clang in St. Louis. Just a straight line north from the Laclede Power Center, south to Chouteau's Landing, and reverse. In an ideal world, the south terminus might even have a roundabout within the Flood Wall district, entering it either through the existing rail-line opening in the wall, or through a newly-activated Poplar Street. Traveling slowly along Leonor K. Sullivan's western edge, where its shoulder will have been, the Riverfront Trolley will provide river views and guided tours. More importantly, it signifies a destination. Visitors to the Archgrounds will see this trolley moving along to parts of the riverfront they never would have visited in the past. And as the Riverfront experience grows to the north and to Wharf Street or Broadway in the south, so too can the trolley.

So there you have another take (in three parts) for the future of St. Louis' riverfront. The reason, I feel, that the riverfront is so underutilized is that all of its attractions are located in the center. By spreading these out, building or programming points-of-interest to the north/south and actually giving visitors multiple options for getting to them and interacting with them, I believe the riverfront as a whole can achieve better standing and greater meaning.

I haven't addressed many individual features of the riverfront, but instead proposed ideas on how to give it recognition. With the changes mentioned here or from those being vetted for the City+Arch+River redesign, maybe another riverboat soon calls St. Louis its port. Maybe a farmer's market or a marina proves successful. Maybe a pedestrian-only approach works and maybe it leaves our river more barren than before. I don't believe, as MVVA seems to, that the riverfront experience would be better as a pedestrian realm. I don't believe that Leonor K. Sullivan should be closed to traffic. Nor should Washington Avenue. And nor should Memorial Drive! Instead, by limiting its presence through a narrower route, and removing river's edge parking, you create a new area for pedestrians, bikes, carriages, cars and yes, trolleys.

And who knows -- maybe a few of these!

The Mississippi (1.2) Mile -- Part 2

2010-09-23T08:18:00.000-07:00

Despite owing its existence to the river that runs along its eastern edge, St. Louis has severely underutilized this powerful resource as both a natural destination for tourists and locals alike and also as a place for merchants, art and innovation. A new "Mississippi Mile" would stretch from Chouteau Ave. to (and through) Laclede's Landing Blvd. -- a fitting tribute to St. Louis' founding fathers and a much-needed reintroduction and reconnection to the riverfront.

Way back when I started Yet Another St. Louis Blog, I shared the first of the three-part series, covering the potential future of Chouteau's Landing and the south riverfront -- I'd highly recommend checking that out and sharing your thoughts.

Part Two covers Laclede's Landing, which is an entirely different beast than its sister Landing to the south. Whereas Chouteau Landing is - from a development standpoint - a blank slate, Laclede's Landing is mostly developed and therefore much of its future is dependent on filling up the existing century-old buildings with residents, businesses and attractions while creating historically-sensitive developments on the few developable lots.

My instinct is to re-evaluate these ideas based on the winning Arch+City+River design team's plan, but the grumpy contrarian in me refuses to recognize that plan as the future of our riverfront and Archgrounds. With the official announcement a day away, this whole series might be moot anyway, but nevertheless I'll continue offering my ideas for the riverfront - filed under "Given my d'ruthers."
___________

Laclede's Landing is, as most people know, St. Louis' oldest district. What once was a sprawling riverfront industry center - with textiles, manufacturing, and storehouses - spanning the current Archgrounds, now exists as a 3x3 block entertainment and dining destination. For all intents and purposes, it exists between the Eads Bridge and the Dr. Martin Luther King Jr. Bridge, and from the riverfront to the elevated lanes of I-70.

Ideally, with the future removal of I-70 and a re-activated riverfront, some properties (mainly parking lots) will be bought up and built out as new office buildings and residential lofts. In particular, the southwest lot, which encompasses nearly a quarter of the Landing and serves as a divide between the Landing and the city, would be the first to be developed. There are also some vacant lots that can and should be activated if the riverfront is revitalized.

The Switzer lot has sat vacant ever since the top portion of it tumbled onto Eads Bridge during a particularly gusty mid-decade storm. As the closest developable space to the Archgrounds, there is an opportunity to build here, and welcome those traveling north on Leonor K. Sullivan Blvd. with a street level. I envision a visitors center and industrial museum, highlighting the hustle and bustle of St. Louis' riverfront in the past and directing visitors to the various restaurants, shops and attractions in and around Laclede's Landing.

This overgrown and fenced off lot is the first Laclede's Landing sight when arriving from the Archgrounds. It's important to develop it, not only to fill in the blanks, but to strengthen the Laclede's Landing brand/image.

Heading north, the next property is the block-wide parking garage between Lucas and Morgan. It was primarily used for visitors to the now-defunct President casino, but is still used regularly for events on Laclede's Landing and the Archgrounds. While I'd like to see a new structure in its place, it does serve a purpose as is (again, especially with a revitalized riverfront). The one alteration I would like to see is a redesign of its street-level portion. It would be great if this walk-up level were given over to small riverfront shops - cafes, sandwich shops, etc. - and within this block I could envision as many as 6 side-by-side establishments. By keeping a dedicated parking entrance at its south edge and building an exit at its northside, you allow the structure to continue providing parking on its upper levels while opening up the base for some much-needed river's edge activity.

It's important to note that there are a couple of harsh realities of this plan. If you've ever been down to the Landing during the summer, you'll realize that this section fo Leonor K. Sullivan regularly floods, sometimes to the extent that water is flowing into the parking garage. There are building materials that are water-resistant and any development would need to be self-contained at street-level and sealable against encroaching flood waters. The other issue is that the elevated train tracks extend the length of Laclede's Landing. While it would be interesting to see development under these tracks, it's not only an insurance issue, but a maintenance issue for future work on the tracks. Still, where there's a will there's a way.

West of the garage is an undeveloped (yet well-manicured) lawn, affectionately known as 'the grassy knoll' by some Laclede's Landing workers. The first impression is that this property too should be developed for one purpose or another but this scene...

...and this one...

That's from the 2010 Big Muddy Blues Festival, which was held just three weeks ago on Laclede's Landing. An estimated 60,000 attendees showed up for the free two-day festival and the grassy knoll was packed for pretty much its entirety to watch Blues legends like Booker T, Magic Slim and, locally, Kim Massie and Roland Johnson, perform at the main stage. This location is perfect for an event of this size and energy, and I can only hope that the property owners continue to offer it up as the main focus of the annual Labor Day event.

Heading further along Leonor K. Sullivan you encounter an area which is vital to extending the appeal of St. Louis' riverfront north toward the new Mississippi River Bridge and Trailnet's proposed Trailhead bike center at a rehabbed Laclede Power Company. Say what you will about the President Casino - express the importance of grand riverboats or remember fondly its days as the Admiral - but the boat, as it is right now, is a decidely negative mark on the riverfront. Art and architecture enthusiasts are fond of its art deco style, but the ship had its hey-day already and, personally, I would prefer it removed and replaced with an actual river-ready vessel. Just west of that is, again, a vacant lot and another parking lot. And another. Pinnacle, Lumiere Place's ownership company, owns this property and recently was brought to court by the City of St. Louis for having failed to develop some of that land for restaurant/retail/business use, as was stated in the agreement when they received their license. With the sole riverfront attraction adjacent to that location now closed, it is important that Lumiere Place honor its contract and develop worthwhile points-of-interests for Archgoers, Laclede's Landing patrons and river enthusiasts. There are, of course, naysayers about having a "land-locked casino in downtown St. Louis, but if Pinnacle were to move forward on even some of this proposed development, I expect the goodwill and praise directed toward them would be torrential.

Laclede's Landing is an important piece of the city's riverfront and, more importantly, its history. While it was revived in the late-70s and continues today as a preferred nightlife destination and restaurant district, its future relies on more. As downtown St. Louis' only active district east of the I-70 divide, it serves not only as a connection to the Archgrounds, but to the city itself, proving that barriers need not exist between active business centers and passive greenspace. But much like the city as a whole, Laclede's Landing doesn't yet fully (if at all!) take advantage of the major difference it has from the rest of St. Louis' districts -- its location along and proximity to the banks of the Mississippi River. One thing that can be said about the Arch redesign competition is that its purpose is to build a better riverfront experience on the Archgrounds. Laclede's Landing can do the same, and in so doing, strengthen that experience and serve as an example of what the rest of the city misses through its I-70 disconnect.

___________

That's Part Two of The Mississippi Mile. Stay tuned as I hope to bring you the final segment in a signifcantly shorter time than it's taken me to post this one. The third section, dealing with the riverfront itself, south from Chouteau's Landing and north past Laclede's Landing is the rug that really ties the room together, so to speak. By improving the riverfront experience throughout, development and growth can begin at its edges, hopefully signalling a renewed interest in the Mississippi River, and new opportunites for business, activity and residency along its banks.

And The Winner Is...

2010-08-24T10:40:00.000-07:00

Following is my online submission to the National Park Services competition comment page. I don't know if they'll consider it when judging (since it doesn't necessarily adhere to their Four Question format), but I can only hope it guides them in picking SOM Hargreaves as the winning design team -- and helps them target some necessary redos

- - - - - -

After reviewing each plan, I see portions of each I like, and portions I don't. Since I can't piecemeal my vote, I give it to SOM Hargreaves, for the amenities it adds, the connections it builds, and the history, culture and nature it highlights.

First and foremost, the central Archgrounds are - and should continue to be - unassuming, modest and simple. Saarinens gorgeous sculpture should be seen with a clear view -- not from a gimmicky walkway or through a subterranean window or a glass elevator/gondola. SOM successfully activates the grounds' boundaries - creating points of interest that not only draw people to the grounds, but catch those exiting them - without sacrificing the deserved solitary status of the marvelous Arch itself.

The North end is particularly well-conceived. It becomes an important transit hub for Metrolink and Metro buses. Combine that with the proposed auditorium and education facilities, and this could prove an exciting opportunity to activate the city's youth, who can arrive independently on bus or train throughout the year for continuing education/entertainment programs. The North edge also preserves Washington Avenue - which is very important, since that street arguably reignited downtown development in St. Louis. With the removal of the 6th Street skybridge and the projected and sensical removal of I-70 downtown, there's every indication that Washington Avenue can and will continue its growth eastward, to Laclede's Landing, the Eads Bridge and a new North Archgrounds.

SOM's plan successfully activates the South edge of the Archgrounds for recreation and relaxation, a very important addition if Chivvis Development succeeds in redeveloping some of nearby Chouteau's Landing for residential lofts and apartments. While regulation rinks and courts and fields are difficult to incorporate without creating a generic 'sportsplex' feel, SOM does a decent job of making natural space for them within the existing southern section and the street- level space under the highways.

Through the Market/Chestnut corridor, SOM makes a couple of 'look-at- me' mistakes (a condition unique to architects and designers where, in an effort to put their legacy stamp on a project, they create something bohemith/abstract/interpretive and, ultimately, ugly and/or unnecessary; usually accompanied by an artistic piece in quotes). The activation of the Old Courthouse is admirable, but the "Whispering Gardens" and "Magic Carpet" to the courthouse's west and east, respectively, reeks of 'look-at-me' syndrome. In fairness to SOM though, their vision of "Whispering Gardens" is just too big and would become interesting if scaled down and limited to East Kiener Plaza (leaving the waterfall basin intact) and Magic Carpet is - as SOM themselves thankfully alluded to - a temporary solution until I-70 is removed entirely between Poplar Street and the new Mississippi River Bridge at Cass Avenue.

The riverfront itself looks nice and is, apart from the odd 'river pool' barge, respectful to the river and the Arch. With more riverboats, increased tour hours and a dedicated bank-to-bank tow-tug, life on Lenor K. Sullivan should be fairly active. My major qualm, however, is the closing of LKS to street traffic. If, as this competition intends, the surrounding areas (i.e. Laclede's Landing, Chouteau's Landing) are rejuvenated, LKS needs to exist to connect these two districts - if not for personal automobiles, then for taxis, dedicated buses or even a future Mississippi Mile trolley from Laclede's Landing boulevard to Chouteau Avenue.

SOM almost planned the East riverfront perfectly. I say 'almost' because there are four humongous 'look-at-me' Easter Island heads posing as art or culture or Cahokian river spirits or...something. Get rid of those heads and you have an East Side success story. SOM smartly made the focus about nature and about history. The paths, the riverwalk, the mounds (sans "Mississippi Soul"), all pay tribute to the tribe that was here before the city and the land that was here before the tribe. It's a compliment to SOM that, having designed a smart and centered river's edge amphitheater, the peaceful river trails and foliage is still maintained as the focal point.

The MacArthur Bridgeway is a design that, while admirable and beautifully imagined, should be discouraged. St. Louis used to be a hub for rail traffic and a hub for commerce. While both the city and the rail industry have changed, it would be disastrous to cut the city off from its nearest East/West connector in favor of another walk/bike path. For St. Louis to excel, it needs to strengthen its commercial connections - not weaken them. Furthermore, quality options for public transportation increases a city's desirability and the MacArthur Bridge is the best option for a future true-train commuter system (akin to Chicago's suburb-serving Metra) better linking the neighboring region and bringing workers of all collars from Cahokia, Dupo, Belleville East, Columbia, Waterloo, etc.

I think SOM has it right. The stuff that's good is very good - it's respectful not only of Saarinen's design, but of the modesty and sensibilities of St. Louisans as a whole. Looking at the design proposal, one can envision how successful this plan could be, and imagine what other growth it could direct. Beware the "look-at-me's" though -- when possible, these should be sized down considerably or removed all together.

Thank you. I look forward to the competition results and a design selection that respects the region's history and the people who have shaped it, while smartly and confidently helping advance it toward its future.

2010 Big Muddy Blues Festival - The Blog

2010-07-21T13:01:00.000-07:00

Big Muddy Blues Festival 2010
Labor Day Weekend

Saturday, Sept. 4 and Sunday, Sept. 5, Noon to 11 p.m.
Historic Laclede's Landing

I just wanted to take a quick moment to direct all of my readers (all 6...7...of you?) to the new blog for Big Muddy Blues Festival.

Big Muddy Blues Festival is in its 15th year at Laclede's Landing and showcases over 30 bands locally and nationally known bands and musicians. The line-up is taking shape right now and in a few weeks the full list of performers should be available. In the meantime, we wanted to whet your blues-lovin' appetite by announcing a few of our main stagers, including Magic Slim and the Teardrops, Roland Johnson, Moreland & Arbuckle, and others.

The event is produced annually by Laclede's Landing Merchants Association (the organization for which I am the Communications Assistant) and is the longest-running event of its kind in the region. If you don't already know, LLMA is the nonprofit group of Laclede's Landing restaurants, bars and shops that focuses on preserving St. Louis' oldest and introducing people to the historic area through its various businesses, events and sights.

The new BMBF blog will be doing semi-regular posts, updating the performer lists, announcing a few surprises (hopefully), and doing band bios/interviews. In the meantime, click over, read the first couple of posts and participate in our first Poll ("How Many Big Muddy Blues Festivals Have You Been To?"). Don't forget to add the site (and this one!) to your blog roll too and spread the word.

The Shopping Line Effect

2010-07-09T12:09:00.000-07:00

Back in college, I took an economics class -- an Intro to Economics class actually -- and while it was purely meant to fill out some required credit or another, there was one part of it I took away with me, which I think about a lot: The Shopping Line Effect.

The Shopping Line Effect is this: When you're at a grocery store, and there's one lane open, everyone who needs to check out is obviously in it. You open another and customers from the original line will immediately jump out and line up there until the two lines are essentially equal. The more check-out lanes you open, the shorter the lines get, but -- and this is the important part -- the customers will almost ALWAYS self-equalize the lines as a means to get to the counter and, ultimately, the exit.

Grocery store lines, like life and dinosaurs, find a way.

Simple enough, huh? Obvious too...we all do it. I can't quantitatively tell you its connection to Economics (something about supply and demand?), but I think it certainly applies to the Interstate-70 issue and the effect removal of its Poplar to Cass would have.

There has been a lot of conversation about the traffic impact of City to River's boulevard plan -- feasibility studies, back-up/congestion concerns, issues of flow and bottle-necking. Actually, just today Gateway Streets approached the subject (Link complements of STL Rising). Taking the Shopping Line Effect into account, it stands to reason that, even if there was back-up on a new Memorial Drive boulevard, the drivers moving north and south, from 70, 55, 40, 64, 44 and all the numbers of the rainbow would utilize the surface streets of downtown St. Louis, north St. Louis and Midtown.

This, in almost entire likelihood, will require a few more exit ramps and - gasp! - the adjusting of speed limits along these Interstates as you approach the ramp options, but people will adjust. And who knows, as more people move up and down the roads -- rather than above and past them -- these once "unsavory" or "blighted" or "undevelopable" lands and areas will be rediscovered and re-emerge as an extension of downtown or thriving neighborhoods in their own rights.

Shameless plug for City to River (like you all don't know about it already), but they really have a great plan ready for the city to adopt -- aesthetically, functionally and fiscally (and other "ly's" too). We're two months away from getting to see whether the City and the designers it has given this responsibility to think the same.

Some Intern Discusses the I-70/City to River/City+Arch+River Debate

2010-06-29T14:28:00.000-07:00

Some guy over at FOCUS St. Louis (wait a minute - that guy's name seems awfully familiar...) wrote a blog about the City+Arch+River competition, the efforts of City to River and the compartmentalizing effects of city highways and Interstates. Check it out over at FOCUS St. Louis' blog and leave some comments. Or just leave them here. Where have I heard that name before?!

And the requisite Arch/I-70 picture that
must accompany these types of articles/blogs

The Whole General Mish-Mash or 'You go, St. Louis!'

2010-06-03T11:21:00.000-07:00

Last night, I was looking at a map I had earlier printed off from the Partnership for Downtown St. Louis website (shown above) and had to smile at the fact that there are A LOT of developments started, discussed or imagined that, if they come to fruition, will greatly alter the downtown map. Not this particular map, of course, but the visual map...the experiential map...the map in your head that you can only appreciate when you walk around and see the changes.

Looking again at the downtown map, I tried to fill in the blanks, so to speak. A City to River success, for instance, and the districts it reconnects or reinvents: Washington Avenue to Laclede's Landing, the Bottle District and Riverside North, Memorial Drive and the Archgrounds. You've got Chouteau's Landing and the potential it has, not only as a thriving district of its own, but as a connector between downtown and Soulard. The list goes on: Mississippi River Bridge, Northside, the possible North-South Metrolink and a Madison County offshoot over the McKinley Bridge, Kiel, Park Pacific, the Gateway Mall, Trailnet's headquarters and the Riverfront Trail.

And there are more. Small-scale and large, infrastructure and built structures, demolition and revitalization. And that's just in an area that's only a shade over one square mile! I haven't even mentioned the biggest change yet: the people, the public opinion, the fact that more people than ever have an opinion or an idea and an urge to be a part of the rejuvenation. These may prove to be the biggest catalyst of all.

This post isn't about anything specific, really. It's just every once in awhile, it's good to take the wide view - the long-term view - and just marvel at what is happening. There are problems that need fixing, obviously, and the ever-present fear that at any time, the momentum could just as easily stall as it could build, but I (like you, presumably) prefer to be inspired by the positives than disgruntled by the negatives. I've been trying to my niche - my 'get' - in the wonderful world of St. Louis blogs, but, well, Yet Another St. Louis Blog is what its name implies, and I think the best thing I and it can do is flop my enthusiasm on to the table, and say, "Use it, St. Louis!"

Call it youthful exuberance or cock-eyed optimism, but downtown St. Louis (and the region as a whole) is and can be an attractive Midwest destination and a place people are proud to call home. The projects are in place, the public support is there, and a return toward city life seems imminent. I can think of no better symbol for the progress being made than the map at the top (or one similar), twenty feet high and twenty feet wide, marked up with the developments that are occuring and the changes to be made. And - hey! - maybe some onlookers will add their own ideas and enthusiasm too. Something like this, maybe (and yes, I covered up 'Twain.')

Man, Microsoft Paint...is there anything you CAN'T do??? (Poorly...)

Now THAT'S public art with a purpose.

Enjoy your weekend, folks. Get out, take advantage of the weather and take advantage of the city you live/work/play in.

A New View For Washington Avenue

2010-05-20T15:28:00.000-07:00

Yep, you guessed it. Yet another post about the tomorrow's skywalk destruction. It's been done to death, I know (even mainstream news is talking about it!), but, well...isn't it just great? We can only hope that this is a starter's pistol for a new direction in downtown preservation/demolition decision-making. By all counts, the removal of this bridge is a positive - functionally, aesthetically, obviously, etc. Though I'm still scratching my head at the half million dollar cost of removal. Oh well. Without further ado, yet another Skybridge post, courtesy of Yet Another St. Louis Blog:

This Friday, another victory for the revitalization of Washington Avenue begins with the removal of the four-story skywalk between 6th Street and 7th Street. The demolition of the unused bridge – which is viewed as both a physical and psychological barrier for pedestrians - is part of a larger plan for the redevelopment of the buildings it currently connects.

Opening in 1985, the St. Louis Centre mall was positioned as the catalyst for a rejuvenated downtown. The large-scale development was home to over 100 businesses at its early peak, and 20+ restaurants. It had skywalks connecting both the Famous Barr (now Macy’s) department store to the south and to Dillard’s on the adjacent northern block. The urban mall was shuttered and sold in 2006, with new developers planning a mixed-use residential/retail redevelopment. Shortly after, the property was again sold and will now serve as a parking garage for business tenants at One City Center. The entire building will be ‘shelled’ with a modern glass facing and street-level retail space will be added.

The Dillard’s location, formerly the Stix Bear and Fuller building, recently secured financing for a $142 million overhaul. The renovated building, renamed The Laurel, will include an Embassy Suites Hotel and apartments.

City officials, downtown patrons and St. Louis urbanists are enthusiastic about the removal of the sky-bridge. In a recent post, Paul Hohmann of local preservation blog Vanishing STL, recognized the benefits of an unobstructed view along the vibrant Washington Avenue:

“Opening Washington Avenue will have an amazing impact in terms of re-connecting the area east of the former bridge with the rest of Downtown St. Louis. For the first time in 25 years one will be able to stand at Fourth Street and look west down the street canyon Washington Avenue as far as the eye can see.“

While removal of the bridge’s innards has already started, the demolition officially starts on Friday, May 21st, at 5:10 p.m. with the first swings of the wrecking ball. In celebration, US Bank and Emmis Radio are sponsoring ‘Bridge Bash’ on Washington Avenue between 7th Street and 9th Street. America’s Center will cater the open-to-the-public event and local blues guitarist Big Mike Aguirre will provide the background music for the destructive sounds of progress made by the wrecking crew.

I'll be there tomorrow (as I'm sure the rest of you will), listening to Aguirre, chowing down and reveling in the havoc. Hopefully, I'll be able to get some good video of the destruction, talk to some folk and see what their thoughts are on what it means for Washington Avenue and what it may mean going forward for the urban landscape/planning of downtown St. Louis. See you there.

Event: What's Right With The Region

2010-05-14T07:24:00.000-07:00

Last night at the Sheldon Concert Hall, twenty individuals, groups and organizations were honored for the work they have done to improve the St. Louis region.

The 13th Annual 'What's Right With the Region' event, run by FOCUS St. Louis honors movers and shakers in five different categories. They are:

Creating Quality Educational Opportunities
Demonstrating Innovative Solutions
Fostering Regional Cooperation
Improving Racial Equality and Social Justice
Promoting Stronger Communities

For a complete list of the winners, visit the WRWR on FOCUS's website.

Vickie Newton of KMOV - Newschannel 4 emceed the event with representatives from Wells Fargo, Edward Jones, Mercy East Medical Center and Monsanto presenting awards.

Of particular interest (to me anyway) was the celebration of the St. Louis Public Library in the 'Communities' category. Monsanto representative and FOCUS Board President Deb Patterson spoke passionately about the quality of our library system - a system that regularly ranks among the top five in the country - and its part in making St. Louis the country's second most literate city.

Other honorees varied in their work. There are, of course, many programs that support and assist the poor, homeless and under-served and the more proactive honorees who are breaking the cycle of poverty by creating educational and professional growth opportunities for children and teens.

Trailnet was honored in the 'Innovative Solutions' category, for the vision and determination they showed while securing land for pedestrian/bike trails and promoting active living. The St. Louis Area Chapter of American Red Cross was honored (in the 'Cooperation' category) for the creation of the Ready Rating program - a system that helps businesses, schools and communities be better prepared for emergencies. Washington University Medical Center Redevelopment Corporation was honored for its revitalization of the Central West End and Forest Park Southeast. WUMCRC, recognizing the need for strong urban neighborhoods, has improved security in the area, invested in real estate and redevelopment, and enhanced community service programs.

What's Right With The Region concluded with the 2010 Leadership Award, given to John Vatterott for his work in both affordable quality education and helping the underserved or homeless. John, the founder of Vatterott College, accepted the award and expanded on the NativityMiguel model his schools use.

The event began with a cocktail reception at 5:30, followed by the awards ceremony at 7:00. The Sheldon saw a capacity crowd (minus balcony).
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The 'What's Right With the Region' ceremony certainly proved that there are members of our community actively working to improve the region in a variety of ways. While, personally, I would have liked to have seen a few less 'help-the-underprivileged' and a few more innovative, region-affecting programs, it is important to realize that all of these people are connected in their goal of a better St. Louis region. Without rehabilitation and support for those in need, the city and its surrounding areas see further blight and more stagnation. So when others help them, it opens the door for the change we want to see - namely more business, development and residency and a renewed energy, spirit, passion and pride for St. Louis.

Immediately after the event, FOCUS St. Louis begins accepting applications for next year's honorees, so if there are any programs, initiatives or individuals you think fit into the listed categories, call, email or write FOCUS St. Louis to let them know.

Oh yeah - this was my first time in the Sheldon Concert Hall. It's pretty great and I want to go back immediately.

Sweet Home, St. Louis: A Returning Traveler's Pictorial

2010-05-09T16:18:00.001-07:00

Interesting fact: I haven't had a car for five years now. No, I'm not particularly environtmentally-minded nor was there some horrific accident that turned me off of personal transportation. I just haven't had a car. My old '89 Bonneville shuffled loose its mortal (motoral?) coil and I just didn't feel inclined to get another.

Considering I've lived exclusively in Illinois and worked primarily in St. Louis, you'd think this is a huge hindrance, but it really hasn't been. It just puts your planning skills to work. And it definitely teaches punctuality! The big benefit of going car-less is that I have to take the Amtrak train (or the Megabus) when I go to or from Chicago, which I do often. In case you haven't done this yourself, you should -- long distance train travel is convenient and a nice throwback to a different time. The trip itself is great, mainly because I don't have to drive myself five hours each way on a straight, boring stretch of Interstate 55.

The best part of my Amtrak trips is always the return. You hit the Alton station stop, travel for another twenty-five minutes, turn a corner and there, looming in the hazy late-day distance is the Gateway City and its iconic Arch. It really is inspiring and no matter how many times I see it, it still gives me an emotional stir.

I recommend doing it yourself, but if you won't, here's a pictorial of the unique views you get as you circle and enter St. Louis via train:

As you clear the industrial lots and trainyards northeast of St. Louis, the train starts it southern arc past the river. And no, I don't know what that thing is on the ground. I'm going to say 'wet cardboard.'

A very cool picture - if I were one for deep, meaningful metaphors I might wax on about the turbulent relationship of nature with industry or where we are vs. where we came from. Fortunately, I won't do that. This picture does, however provide a strong counterpoint to the we-need-more-downtown-greenspace proponents. There's plenty just across the river! Manicure it, promote it, visit it and - boom! - Forest Park East (with actual forests!).

Here, almost directly east of downtown St. Louis, the trees open up for a direct line to the East Riverfront. I can see this corridor as an important part of the City+Arch+River plan. Depending on current track usage, perhaps a trolley could be brought in, bringing visitors from locations further east to a new, attractive east riverfront destination?

The track (and subsequently the train) begins curving westward toward the MacArthur Railbridge.

View from the MacArthur Bridge. As you can see, the south riverfront is currently home to a barge landing. Ideally, this port could move slightly south, freeing up space for the relocation of either the Becky Thatcher or Tom Sawyer. It actually wouldn't be too bad to build a little marina here where personal and tour small-engine/speed boats could be loaded/unloaded and docked.

The view of the open space between the flood walls and 1st Street that will (hopefully) become home to a new Chouteau's Landing riverfront retail/dining/entertainment/art district. Read my previous story 'The Mississippi (1.2) Mile -- Part 1' for more details on this transformative idea.

An elevated view of the twin Grunden Martin Manufacturing Company buildings. Also, one of the few examples of St. Louis skywalks that actually makes some functional sense. Doesn't look half-bad either.

Downtown St. Louis, rising proudly (but modestly) as the center of the region.

Interstate 55/70 leading to/away from Memorial Drive and downtown St. Louis. What will be its function five years from now when St. Louis has a new bridge, a reconnected archgrounds and the possible (cross your fingers!) removal of I-70 downtown.

A view of 4th Street where renovation and revitalization has already started as part of the new Chouteau's Landing development plan. Behind, you can see Powell Square which, amazingly, still stands and will now get a second life as an arts center. And what will happen to Peace-Man Bandana Beard (as I affectionately call him) in the bottom-left? He's a 4th Street mainstay!

With the potential to be an iconic St. Louis image, the southern facing of the Sheraton is the welcoming sign for inbound train-travelers. It signals your arrival (if the Arch didn't already), boldly stating the city's name above while recreating the recognizable "Apotheosis of Saint Louis" below, proudly displaying the uniqueness and history you'll encounter here during your stay/life.

Welcome to St. Louis.

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That's it as far as my pictures go. I had more - mainly on the lead-up to the Amtrak station - but I deleted them when Yet Another St. Louis Blog was still just a twinkle in my eye. I am a strong supporter of train travel - for the bond it represents to our country's original veins of travel and industry and for the ease of travel it provides. Also, the random conversations/acquaintances you make along the way are fun too.

As I mentioned at the start, our city truly does have a phenomenal skyline and seeing it rise above the trees as the train approaches opens the eyes of every person on-board - whether a first-timer or a life-longer. In every trip I've had, at least a couple people always snap some pictures, ask questions or simply marvel at the scene.

On this most recent return trip, I imagined the cityscape filled with all the great ideas and images that I, you and others have proposed for improving our city, and let me tell you -- it looked good. Damn good.

I would recommend Amtrak to everyone here, if only so you can experience the scenes I just showed you. Train travel, just like downtown/urban living, is coming back strong and as each movement grows, innovates and integrates, the resulting experiences will only become more eye-opening and inspirational.

And please, remember to leave lots of comments. Your thoughts tell me you're reading it and your criticisms help me fine-tune it for you. Let me know your own Amtrak travel stories or just tell me your thoughts on the ideas and pictures presented.

Free Sandwiches!!! I mean...Landshire, Inc. Relocates to Laclede's Landing

2010-04-30T14:29:00.000-07:00

Governor Jay Nixon was in town today to welcome the newest business to St. Louis. About 100 people were in attendance - all of which enjoyed complementary Landshire brand sandwiches and snacks afterward.

Landshire, Inc., the makers of 'quality and convenient' microwaveable sandwiches, hot dogs and burgers, is relocating it's offices from Belleville, IL to Raeder Place on Laclede's Landing. In preparation yesterday, the building's facing received a fresh coat of bright white paint. Fifty employees will soon move into the building's top floors. This is a huge get for St. Louis' oldest district. Such a dramatic influx of workers will certainly help lunch, dinner and evening business for the Landing's merchants.

The governor spoke about the relocation, stressing the importance of business growth in the city and the state. Somewhat ironically, considering the criticism he's received on his proposed curbs on historic restoration taxes, Nixon admired the "great historical past" of Laclede's Landing.

Nixon next gave the podium to the Landshire, Inc. president who, after lamenting the death of the company's founder, went on to recognize "the wonderful atmosphere of Laclede's Landing and the city" and to celebrate the work done within and on the part of St. Louis to finalize the relocation.

St. Louis mayor Francis Slay next said a few words, welcoming Landshire, Inc. to the city and reflecting on the great things that can happen when involved individuals, governments and businesses work together.

After the ceremony's completion, away from news crews, Landshire staff received a nicely wrapped and ribboned present that included coupons and gift certificates from Laclede's Landing merchants.

Speaking briefly with a Landshire, Inc. employee in attendance, I learned the official move-in date is May 21st. A move had been rumored for months, but it wasn't until recently (within the last month), that employees were told of the likely location. She also recommended I drop in the office for a free sandwich once they finally get settled in.

Quite a crowd gathered on 1st Street to hear the announcement.
Then we all went around the corner to Dr. John's.

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As I mentioned earlier, this is a very big positive for the Landing. While it is known as an entertainment and nightlife district, it also houses many businesses ranging from marketing groups, law offices, web developers and construction firms.

Each of these businesses are vital to a thriving and populated Laclede's Landing. They and their employees are the ones that frequent the restaurants, fill the lots and generally influence more businesses to call Laclede's Landing their home.

The Landshire relocation (and its roughly 50 employees) gives further weight to the idea of Laclede's Landing as a business destination. It is the hope of the Laclede's Landing Merchants Association and the Laclede's Landing Redevelopment Corporation that this investment in the district will soon encourage others to fill the remaining office space and street level locations -- and also activate development in its few vacant lots.

Oh and in case you're wondering, I had the Turkey & Swiss sandwich, with a roll of chocolate doughnuts for dessert.

The Mississippi (1.2) Mile -- Part 1

2010-04-30T07:02:00.000-07:00

Despite owing its existence to the river that runs along its eastern edge, St. Louis has severely underutilized this powerful resource as both a natural destination for tourists and locals alike and also as a place for merchants, art and innovation. Of course, due to the untameable nature of the Mississippi River, development of this area will need to be approached with a cautious and inventive mindset.

A new 'Mississippi Mile' - actually 1.2 miles - would stretch from Chouteau Ave. to Laclede's Landing Blvd. -- a fitting tribute to St. Louis' founding fathers Pierre Laclede and Auguste Chouteau. The area for consideration contains the soon-to-be-developed Chouteau's Landing at the south edge, a rejuvenated Laclede's Landing to the north, and the riverfront itself.

Let's start with the south edge, shall we? Chouteau's Landing, you're up:

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Currently, Chouteau's Landing exists as a vision. Chivvis Development hopes to transform it into 'an energetic arts district' including lofts, nightlife and merchants. The oft-discussed Arts Center in Powell Square may be the true catalyst for the project as the large-scale renovation represents a very visible (and financial) commitment to the district. It will definitely be exciting to watch as this area grows its identity.

While development has already started on Broadway and 4th street, the picture from Wharf Street seems bleak:

How many bags of Quik-rete do you think that took?!

Keeping in mind that this road is susceptible to flooding, it's no wonder that riverfront development has been light to nonexistent. Currently, Downtown's south riverfront is home to a barge landing on the river side of the flood wall and industrial lots to its west. The entire length of Wharf St. is paralleled by a 20(ish) foot high flood wall. This wall isn't going away, and with good reason too -- it's protection for any developer or business that tries their hand at revitalizing the area. So rather than treat it as an obstacle, I say embrace it as a vital part of the south riverfront's new identity. Imagine something like this...

Yes, that is a (very) poor MS Paint mock-up.
And what looks to be LOST's smoke monster.

Now imagine that one of those row houses is home to an art gallery. Another houses a Cajun-style restaurant. Perhaps that second blue one is an antique shop or a blues bar. Now imagine that each of these buildings (and others built between the Poplar Street Bridge and the MacArthur Bridge) have second floor patios or doorways rather than windows, and crank-down iron staircases hugging the flood wall and leading down to a busy south riverfront. Maybe some of those antique dealers (antiquers? antiquists? antiquistadors?) are hawking their wares at the base of their steps too. Tourists and locals alike file in and out, enticed by the sights, sounds and smells escaping onto Wharf St.

Behind the flood walls, between Wharf St. and 1st St., the buildings' main entrances will be on a new, well-tended street (we can call it Barbeau Blvd.! No? Oh, okay...), protected from the waters and always accessible, even if Wharf St. is submerged. Honestly, it'd be just as intriguing if it were, as the back decks would then be suspended over the river!

Interior of flood wall, taken from the MacArthur Bridge
as I returned home from Chicago via Amtrak.
The city looks entirely different when you come home via train...

The pictures above show that the area between the bridges is mostly vacant. The area is ideally suited for development, as the land is (mostly) already graded for and it already has interesting borders to the east and west in the forms of the flood wall and the elevated rail line, respectively. It seems the area is now used as a pass-through for barge shipments - but a slight southern adjustment of the port and a new truck route could alleviate any issues there.

This development plan makes the most sense for the eastern edge of Chouteau's Landing, as it provides protection against any pesky rising river water. It will form a unique and functional identity and encourage exploration on the new Mississippi Mile.

The riverfront itself is a discussion for another day [The Mississippi (1.2) Mile -- Part 3], but let's just say there will be riverboats. And street performers. And a trolley! (They go Clang! Clang! Clang! in St. Louis, you know...)

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Coming up in 'Part 2,' I'll discuss opportunities to reconnect Laclede's Landing to the riverfront and the Archgrounds. Whereas the south riverfront and Chouteau's Landing is a blank canvas right now and, consequently, easier to build up, Laclede's Landing is a much more difficult task. It's already been built - and demolished - and for better or worse, new development will be limited and any that there is must be sensitive to the historic structures already there.