Category: Infrastructure

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Infrastructure

Years Later, Sidewalks Still Dark

by Michael R. Allen

In the early 1960s, St. Louis began switching from shorter single- or double-globe street lights to taller “cobra-head” mercury vapor lights. Apparently, the new lights were not well-received by pedestrians. According to “Plaza Square Street Lights Leave Sidewalks in the Dark”, an article in the October 23, 1960 issue of the St. Louis Globe-Democrat, new lights around the Memorial Plaza area and other parts of the city increased light in the streetways while short-changing sidewalks. The new lights were also at 400 watts, replacing those of 500 watts.

“All agree that under the city’s new street-lighting system, streets in residential areas may be somewhat lighter but sidewalks definitely are darker,” states the article. Concerns raised by the darker sidewalks included increased danger of holdups and low visibility to motorists of pedestrians stepping into the street.

The article quotes acting St. Louis chief electrical engineer Frank M. Kratoville, who boasted that the new lights directed light straight down onto the street instead casting light into all directions. One of those directions, of course, was the sidewalk. However, Kratoville and others at the time were concerned with making lighting responsive to motorized forms of transportation. Unfortunately, the city’s effort ignored the needs of pedestrians at a time where there still was a strong pedestrian culture in the city. Once cannot know how much damage the street light system did to that culture, but years later pedestrian life in the city is greatly diminished.

Almost forty-seven years later, much of this “new” system remains in use in the city. Sidewalks all over remain fairly dark. In some areas, such as on Washington Avenue downtown and Delmar Boulevard near the city limits, recent street lighting has included ample sidewalk illumination. As the city reverses the mistakes of its past, street lighting should be high on the list for improvement.

Categories
Downtown Infrastructure South St. Louis Streets

Median Planters

by Michael R. Allen

Before the new Downtown Economic Stimulus Authority rushes to order new median planters for Tucker Boulevard downtown, its members should make an inspection of the results south on Tucker between Chouteau and Lafayette. There, the new median planters do more than serve the needed purpose of slowing traffic. The planters are too tall, blocking the view across the street and reinforcing the divide between the King Louis Square development and LaSalle Park. Being made of concrete, they are starting to get scuffed by cars — and even without scuffing are bland.

And, while I am sure that downtown plantings would get more care, the median plantings on 14th Street nearby — more sensibly planted on lower, curb-style medians — are decidedly shabby and overgrown. It’s amazing that in three short years the “beautification” plantings on 14th Street would already be so carelessly untended and the pattern of neglect that plagued the Darst-Webbe project would begin to return. Alas, one cause may be that 14th Street has been narrowed and traffic has been shunted west to the barren Truman Parkway. While broad thoroughfares like Tucker are generally disruptive, narrowed streets with obstacles like 14th Street often become dead spaces due to a lack of traffic. That seems to be what has happened to 14th Street, although it does not excuse the lack of maintenance.

A better idea for both the medians on Tucker and the plantings on 14th Street might be fewer exotic plantings and more native plants, and less elaborate plantings in general. Streets need beautification, but their primary purpose is the movement of people and vehicles. Contrary to city-in-a-garden musings, the street is no landscape. Why not focus instead on the quality of pedestrian experience?

Hopefully improvements on Tucker will be sensitive to the needs of street and sidewalk users, and not showy disruptions.

Categories
Infrastructure Lafayette Square Planning South St. Louis Streets

More Evidence That Street Closures Are Stupid

by Michael R. Allen

A friend who lives in the Eden Publishing Building at Chouteau and Dolman streets in Lafayette Square shared the following anecdote. Dolman Street is needlessly closed just south of Chouteau, allowing access to the parking lot behind the Eden building but no through traffic. Last week, landscaping crews came out and planted shrubs in the little grassy area formed between the cul-de-sacs created by the street closure. Since the shrubs went in, a truck that once drove through the street over the closure must be taking a more delicate route. Deep ruts caused by truck tires since have appeared slightly to the right of the shrubs, forming a curve that avoids the new plants.

Categories
Central West End Green Space Infrastructure Streets Urbanism

Park Space Isn’t All That BJC Threatens

by Michael R. Allen

If BJC gets to lease part of Forest Park, can the city not require them to reopen Euclid Avenue to through traffic? I am very disturbed that the city would contemplate leasing part of a public park to a private entity for new construction, but I am even more upset that the city has already granted BJC de facto ownership of public thoroughfares through their “campus.”

The park space issue raises a huge red flag with the voters, who overwhelmingly seem to oppose it. I suppose park space is obvious community space that people generally value. Street space, much more fundamental to building good neighborhoods, is also public space and worthy of defense. Yet few people defend streets against closures, cul–de-sacs and such. In fact, some vocal Forest Park Southeast residents oppose the proposed new BJC lease as vocally as they call for making some culvert-pipe barriers permanent closures with gates or walls.

BJC’s rampant expansion is creating a problem far worse than, although reflected in, the proposed lease: the creation of a virtual citadel that will sever connections between the Central West End and Forest Park Southeast (or “The Grove”). This is a terrible thing for FPSE, which is showing miraculous signs of recovery and the resurgence of the Manchester Avenue commercial district. That rebound will suffer if people cannot find FPSE or get to it quickly from other neighborhoods.

If Mayor Francis Slay wants to continue his public-defying embrace of the lease, he ought to demand that BJC provide some thing other than money in return. He needs to make sure that BJC stops closing streets and stops building parking garages that have no street-level retail or office space. Taylor Avenue in particular is a major connector between the CWE and FPSE, yet BJC treats it like their service alley and rush-hour freeway. The worst buildings, garages and lots face Taylor — yet Metro is relocating the Central West End MetroLink station entrance to Taylor from Euclid.

Save our park, and restore our streets!

Categories
Downtown Infrastructure Missouri Legislature Streets

Despite Some Flaws, MoDESA is Good for St. Louis

by Michael R. Allen

I’m definitely a supporter of the Missouri Downtown [and Rural] Economic Stimulus Act (MoDESA), which permits cities to take up to 50 percent of both state sales taxes and state withholding taxes generated by new development projects. The law gives cities up to 25 years to continue using this share of state taxes, and restricts use to infrastructure needs.

As someone who works downtown and who has been walking the streets of downtown since I was a child, I am excited at the prospect for infrastructure improvements downtown. Beyond Washington Avenue, most downtown streets could use anything from repaving to new sidewalks. All of downtown could stand new street, consistent lighting — the current distribution of new, fancier lights around new projects gives the appearance that the city doesn’t feel that the basics are important for all of downtown. Much of downtown infrastructure has deteriorated past the point of acceptability.

Of course, the city has not had the means to make big repairs. Much of downtown’s current infrastructure dates to 1950’s-era projects that were built when the city still had a residential population of around 856,000 people. The sort of public works consistency possible with that tax base is a distant memory nowadays, although completely necessary to attract new residents and business owners — and retain existing ones.

MoDESA is akin to the State Historic Tax Credit in that it levels things financially for older areas of great cultural importance that have special economic troubles that may otherwise be exceedingly difficult to address. Like tax credits, the MoDESA money is not a subsidy but an allowance to apply revenue generated in these areas to improvement projects — and since it applies to any area in the state that matches certain criteria, it doesn’t unfairly benefit cities or small towns. It just gives them some help.

There are political problems with using the money, and St. Louis Mayor Francis Slay has already made moves that are suspect. For instance, the first MoDESA project was originally going to be based entirely on projects by the Pyramid Companies, and was revised to include one other project by another developer. However, this proposal will target the desolate Tucker Boulevard streetscape for improvements — long overdue.

A disappointing move on the Mayor’s part is his appointment of the local authority to oversee the MoDESA money. There are nine voting members and two non-voting members, including the mayor. The roster of the mayor’s eight appointments consists entirely of longtime political players, five of whom are members of city development boards, one of whom works for St. Louis University, and one of whom is Downtown St. Louis Partnership head Jim Cloar. Most glaring is the absence of a single downtown resident. Isn’t this the mayor who mentions downtown residents in every speech about development in the city?

MoDESA, however, is a good thing for the city and state despite the expected flaws in its application.

Categories
Infrastructure North St. Louis Old North

Trash Collection and City Block 1130

by Michael R. Allen

The Refuse Division missed pick-up of the one refuse dumpster on City Block 1130 — our block — starting on Friday, May 19. They missed pick-up on the following Tuesday and Friday. By Tuesday, people had started dumping trash into the yard waste dumpster on the block. We simply walked our trash to a business-sized dumpster the next block west that sits behind a vacant lot where a storefront building stood until the late 1980’s.

Complaint to the Citizens’ Service Bureau led to the trash in both the refuse and yard waste dumpsters being collected yesterday evening.

The incident reminded me of how depopulated Old North St. Louis remains, and how similar conditions are here to those found in the small towns of southern Illinois where I grew up. In both places, one must not expect any luxury or regularity to life, even in trash collection. There simply are not enough people in either place to keep things on schedule. Times like these can set people into a rage, and lead some to abandon a neighborhood. To a country-born fellow like myself, I simply shrug at the uncollected waste and take my trash to the next dumpster. Where I grew up, we burned our trash outdoors!

The 1897 Whipple fire insurance map shows 14 buildings on the irregularly-shaped City Block 1130 (almost a triangle formed by 14th, Wright and Sullivan streets). Today, there are four. (We own one and the sites of six others.) A quick estimate of households in 1897 is twenty-two; today, there are three. One dumpster for three households is a luxury by 1897 standards. Perhaps today it is, too — although I hope that the Refuse Division is not trying to phase out collection on our block.

Categories
East St. Louis, Illinois Granite City, Illinois Infrastructure Metro East Mississippi River

New Bridge Could Widen the Gap

by Michael R. Allen

In a St. Clair County Journal article discussing the possibility of tolls being imposed on the proposed Mississippi River Bridge, mayors and alderpersons of several different Illinois cities were quoted, and all favor the new bridge. The mayor of Granite City, Ed Hagnauer, thinks that the new bridge will bring Missourians into Illinois.

One city rarely mentioned in discussions of the new bridge, and without an elected leader quoted in the article, is East St. Louis. Perhaps this neglect is due to the fact that new bridge has no real physical connection with East St. Louis, and will instead divert I-70 from even passing through the old city. The new bridge’s backers tout the economic growth it will bring to Illinois, but overlook or dismiss the inequity such growth will bring. Cities farther east, liked Edwardsville and Collinsville will benefit greatly from a quick route connecting their new strip malls and office parks to the moneyed residents of St. Charles County. This economic flow will miss older cities close to the river, like East St. Louis and even Granite City — cities that face depopulation, widespread poverty and a lack of economic growth. The bridge will allow the haves to gorge on growth while ensuring that have-nots continue to remain economically malnourished. It will carry people over the old cities and their minority populations, just as the highways built in the late twentieth century did for larger cities.

Proponents of the bridge dodge the issue. The bridge will spread the sprawl eastward, and balance out the effect of the far-west suburban growth in St. Charles and Warren counties. But it will be creating a distribution pattern resembling a donut, fueling new growth on the edges of the east side’s developed area instead of helping redensify the inner core of east side cities.

East St. Louis is left out, again. Why not? Dealing with its problems is too difficult and requires careful, long-term action. Preventing exurban growth requires strong will on the part of politicians, who would have to tell their big-bucks backers “no.” Building a bridge gives everyone a relatively quick dose of what they want: faster profits on new east side development, a short-term decrease in commute time between far suburbs in Illinois and Missouri and a fancy new structure to experience from a car.

Categories
Central West End Infrastructure Streets Urbanism

Reform the Central West End MetroLink station

by Michael R. Allen

The Central West End MetroLink station is becoming the least accessible station in the system. Once upon a time, the station was quite easy to access — its entrance on Euclid Avenue pt it on an open street, there were a few back paths to the station and all was well. In the twelve years since the station opened, the growth blob of the Barnes-Jewish-Children’s Hospital has engulfed the station with new buildings and a disastrous closing of Euclid between Forest Park and Children’s Place. The station’s visibility has declined and access is not as easy. The only back path remaining is an illegal and unwise walk from the platform to Taylor Avenue, which bypasses ticket machines and validators. This path is no option to disabled persons, either. The main entrance on Euclid is obscured by the street closure, which has created an elbow flow at the Euclid and Childrens Place intersection. This flow has made pedestrian life in this area difficult since people don’t come to the same sort of stop at an elbow as they did at a full T intersection. That is, they don’t really stop.

Lately, a large half-block section of sidewalk on Euclid immediately south of the station has been closed for six months for construction of a new building. A covered scaffold could have been put in palce during the project’s duration but such a pedestrian and transit-friendly gesture is of little interest to BJC planners.

I don’t even have to mention ow the mono-use blob development of the hospital has made life pretty boring around the station — there are no shops, no bathrooms and little visual interest.

What needs to be done to make the station better?

– Re-opening Euclid.

– Creating another station entrance at Taylor.

– Creating some strategic cut-throughs in the enormous and large-scaled hospital complex.

– Placing storefronts in the new hospital building adjacent to the station. (Tenants won’t move in, of course, if Euclid remains closed south of Forest Park.)

The situation at the Central West End MetroLink station is proof that density alone doesn’t make for an inviting and person-friendly built environment. Access and thoughtful design choices are essential to making a big city work for its residents and visitors.

Categories
Infrastructure South St. Louis St. Louis Board of Aldermen Streets

Blocking Streets in Gravois Park?

Alderman Craig Schmid of the 20th Ward sent the following e-mail to the Gravois Park listserv outlining proposed changes to the street grid in that area of the city. These changes are the tired and ineffective methods of blocking streets and turning others one-way. In Forest Park Southeast, barriers and one-way streets have created fertile pockets for criminal activity and abandonment — check out the 4400 blocks of Swan, Norfolk and Vista to see what effect barriers have on a neighborhood. We’re fighting to get ours removed!

Feel free to give Alderman Schmid your two cents. He’s the only south side alderperson who seems to have genuine progressive inclinations, and usually is reasonable. He may be persuaded.

From: “craig schmid”
Subject: [gravoispark] Proposed barricades and one-way streets to keep non-resident criminals out of area.
Date: Tue, 10 May 2005 23:13:28 -0500

> Greetings:
>
> The police major for the South Patrol Division has compiled
> statistics to show that 2/3 of the folks arrested in our area come
> from outside of the neighborhoods. Therefore, he is committed to
> working with the City and neighborhoods to install barricades and
> one-way streets to deal with the easy accessibility of our
> neighborhoods to criminals. These are just proposals (which are in a
> number of wards), but the intent would be to try to put them in place
> by June. Let me know what you think.
>
> BARRICADES:
> Texas south of Arsenal; Juniata east of Minnesota; Nebraska
> north of Juniata; Ohio south of Arsenal; Pennsylvania south of
> Wyoming; Winnebago west of Jefferson; California north of alley to the
> north of Chippewa; Osage west of Broadway; Ohio south of Gasconade;
> Compton between Osage and Gasconade [Marquette Park].
>
> ONE-WAYS:
> Change 36xx Iowa to one-way north (was south); Meramec from
> Broadway to California one-way west; Osage from Virginia to Louisiana
> one-way west; Osage from Virginia to Compton one-way east; Miami from
> Arkansas to Grand one-way west; Osage from Tennessee to Louisiana
> one-way east (neighbor suggests one way west); Osage from Virginia to
> Louisiana one-way west (neighbor suggests one way east from Louisiana
> to Compton); Louisiana 34xx block one-way north (neighbor sugggests
> leaving two-way); 35xx Pennsylvania one-way north (was south); 36xx
> Iowa one-way north (was south); Jefferson one way east from Texas to
> Jefferson.
>
> Thanks.
> Craig
>