Exploring Housing Options for 801 Dickson Street

Monday’s post was about reconnecting the pedestrian grid at 8th Street, just south of Cass Ave — see 8th Street Walkway Needed To Fill Missing 110’ Connectivity Gap. Today’s post is about exploring options for new housing on the large lot known as 801 Dickson Street — it stretches a full block along the north side of Dickson, between 8th & 9th streets. This vacant land is owned by the St. Louis Housing Authority.

First we’ll look at the site, conditions, etc. and then some of the various configurations I’ve considered. You may have others.

Site characteristics:

• Faces south-southwest.
• Gentle slope south from alley.
• The parking for 12 cars at the alley has been in place for 70 years, it lacks an accessible space and adjacent loading zone.
• The Youth & Family Center on the north side of the alley was built in 1982. It was previously called Cochran Youth & Family Center. It has entrances onto Cass and the back alley. It has no parking on its site at 818 Cass Ave. Nobody ever parks on Cass Ave, even though it isn’t marked as no parking.
• A northbound bus stop (#32) is on the short side, on 9th Street.
• Overhead electric enters the site on the east side, about 20 feet south of the alley. The poles and overhead wires stop just before 9th Street (left side).
• Some mature trees exist along the alley, 9th. Smaller street trees exist along Dickson Street. The trees next to the alley have been trimmed so as to not interfere with the overhead power lines.
• The west end had part of Cochran Gardens tower C-9 from 1951 until about 2005, the west end was part of a Cochran Gardens playground. Presumably the building foundations were fully removed. Potentially 19th century remnants remain buried.

Before getting into the various options for new construction please understand this post isn’t concerned with who would build any housing, or how it would be paid for, demand, market economics, etc. The purpose here is to see the various options for constructing additional housing on the site — what does & doesn’t physically fit on the site. Ideally I’d like to avoid a curb cut/driveway off both Dickson & 9th streets.

A good plan to start with ideas is to look at the context, the housing around the site. To the east of where I want a new 8th Street pedestrian walkway the dimension between 8th and 7th is just a few feet wider. It has two buildings, each with four townhouses. Along the alley are two garage buildings, each with a 2-car garage — one for each of the 8 total townhouses. When Cochran Gardens was replaced all the new construction, like my apartment, is rental — but each of the 8 townhouses are privately-owned, owner-occupied.

The problem is the aforementioned parking spaces off the alley, on the west end of the site. If the trees along the alley were removed you could building one group of four townhouses, with garage. You could do a second if the parking were removed, but that’s not ideal.

Directly across Dickson Street are more townhouses, these are mixed-income rentals with a common shared parking lot behind. Theoretically it may be possible to put a shallow parking lot behind townhouses.

The other contextual option is a building with garden apartments. The Cambridge Heights garden apartment buildings each contain 12 apartments — 3 floors, six units per two entrances/breezeways. Like townhouses, parking might be possible behind. One such building could fit. A variation with 18 units with three entrances/breezeways could potentially fit.

What about going higher than 3 floors? While elevators are expensive, and costly to maintain, a 4-5 story building could work as you get more units in the same space. The scale of an old 5-story building on 7th seems fine in the neighborhood. I’d love to see a lot of accessible units as the need for low-income housing for the disabled is needed — especially near downtown. With an existing bus stop adjacent it would be great for many people who don’t drive or own a car, this would make it easier to not have any off-street parking. Perhaps the site is arranged so a small parking lot is located off the alley, on the east end of the site.

It would be nice if an elevator building had a retail space at the corner, perhaps part of a live/work unit.

Another option would be groupings of tiny homes (300sf) or small homes (800sf).  Some could front onto the 8th Street walkway I’d like to see get built. Since the site is a block long there’s nothing to say it all has to be the same, some combination of ideas can be used.

The parking at the alley for the Youth & Family Center should probably be separated from the main lot, or a formalized easement. It would also be nice if the overhead electric was buried. The St. Louis Housing Authority also owns a larger lot between 8th & 9th, on O’Fallon Street (map), but kids often use this for ball, frisbee, etc.

The vacant land in my neighborhood, owned by the housing authority, is ideal for affordable/low-income new housing — perhaps by a developer seeking a tax break on a big project in the central corridor.

— Steve Patterson

8th Street Walkway Needed To Fill Missing 110’ Connectivity Gap

When cold water flats and tenements were cleared just north of downtown for St. Louis’ first high-rise public housing project, Cochran Gardens, several blocks of 8th Street were erased from the grid. Six decades later 8th Street was rebuilt* when the mixed-income Cambridge Heights apartments & townhouses replaced Cochran Gardens’ towers.

* 110 feet of 8th Street wasn’t replaced!

This short missing piece is a connectivity problem for those of us who live here. Later, when Cass Ave over I-44 (aka I-70) was raised as part of the Stan Musial Veterans Memorial Bridge project 7th Street got disconnected from Cass Ave. So now neither 7th or 8th connect to Cass. Getting to/from the bus at Cass Ave & Broadway is likely the primary reason for needing access here, it would also be nice when we go to Shady Jack’s or walk/roll up Broadway.

Motorists use the alley south of Cass to get to/from Cass Ave, but pedestrians often walk though vacant land where 110 feet of 8th street should be. As you’ll see, putting in street, curbs, drainage, etc would be challenging & costly — all that’s needed is a 110 foot long sidewalk and a couple of curb ramps.

This is needed because going between the neighborhood and Cass Ave is challenging as a pedestrian. I’ve thought so for the 3+ years I’ve lived here. I’ve also seen a woman at least 15 years my senior (so 70+) walking though the grass with a cane. The trail through the snow earlier this year was also a clue.

You might be thinking this land is vacant do it can be developed for more housing. Let’s take a look at the property lines.

My assumption is the 15 foot wide parcel known as 725 Dickson (map) is there to prevent anyone building over utilities, like sewer, under the old 8th Street. The end row house has a lot of extra land beyond their fence. Basically there’s more than enough width to create a generous pedestrian path. There are some obstacles near the alley.

There’s room to fit a 5′ wide walkway at the alley to then toward 8th & Dickson streets, we just need to figure out property lines, utilities, easements, etc. City mowers have a hard time during the summer keeping the back area cut — a private home owner would get a violation letter from the city for such conditions. The elevation is slightly higher at the alley than south at Dickson Street.

The need exists, much of the land is owned by the housing authority. Cost wouldn’t be that substantial. I’d love to see fruit trees planed on both sides of a walkway so the public can access free fruit.

— Steve Patterson

Newish Book — ‘Autonorama: The Illusory Promise of High-Tech Driving’

Imagine the car of the future, no steering wheel or pedals. Just get in and tell it where to go and then it quietly whisks you to your destination. Will this ever be a reality for anyone living today?

Maybe, for newborns.

A newish book looks at the promise of the future automobile.

“The foundation has been laid for fully autonomous,” Elon Musk announced in 2016, when he assured the world that Tesla would have a driverless fleet on the road in 2017. “It’s twice as safe as a human, maybe better.” Promises of technofuturistic driving utopias have been ubiquitous wherever tech companies and carmakers meet.

In Autonorama: The Illusory Promise of High-Tech Driving, technology historian Peter Norton argues that driverless cars cannot be the safe, sustainable, and inclusive “mobility solutions” that tech companies and automakers are promising us. The salesmanship behind the driverless future is distracting us from investing in better ways to get around that we can implement now. Unlike autonomous vehicles, these alternatives are inexpensive, safe, sustainable, and inclusive.

Norton takes the reader on an engaging ride —from the GM Futurama exhibit to “smart” highways and vehicles—to show how we are once again being sold car dependency in the guise of mobility. He argues that we cannot see what tech companies are selling us except in the light of history. With driverless cars, we’re promised that new technology will solve the problems that car dependency gave us—zero crashes! zero emissions! zero congestion!  But these are the same promises that have kept us on a treadmill of car dependency for 80 years.

Autonorama is hopeful, advocating for wise, proven, humane mobility that we can invest in now, without waiting for technology that is forever just out of reach. Before intelligent systems, data, and technology can serve us, Norton suggests, we need wisdom. Rachel Carson warned us that when we seek technological solutions instead of ecological balance, we can make our problems worse. With this wisdom, Norton contends, we can meet our mobility needs with what we have right now. (Island Press)

I’m very glad to see someone challenging idea that autonomous vehicles is the future of mobility. You can preview the book here.

— Steve Patterson

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We Saved 17.3% On Last Month’s Electric Bill

Many more of you now have a smart electric meter, assuming you’re an Ameren Missouri customer, than when I have previously posted about this new technology — and the variety of billing rates that go along with it.

My three prior posts:

• April 2021: Smart Electric Meters & Time Of Use (TOU) Rate Plans Coming To Ameren Missouri Customers
• June 2021: Smart Meter Installed, On A Time Of Use (TOU) Electric Plan
• August 2021: We Saved Money On Our Electric Bill By Switching Rate Plans

We have now completed 8 billing cycles using new time of use (TOU) billing rates — the rate charges varies depending upon the time of day. We did one month of Evening/Morning Savers, four months of Ultimate Savers, and the last three on the Smart Savers plan.  The latter plan is best for us, more on that below.

You’re probably thinking you don’t want to mess with new rate plans, you’ll just stick with the flat rate (aka Anytime Users) you’ve always had. Sorry, if you have a new smart meter Ameren will automatically move you to the Evening/Morning Savers plan.  This plan charges slightly less for electricity used between 9pm and 9am.

Why is Ameren Missouri changing all meters and complicating electrical rates? They’re trying to minimize energy use during peak demand periods. Think about shopping malls, they have massive amounts of unused surface parking — except for peak periods like Black Friday when parking lots fill up. Surface parking, unfortunately, is cheap so building extra capacity that isn’t used most of the time is no big deal. Energy plants, on the other hand, are incredibly expensive. Plus, Ameren is planning to shut down its second largest coal plant later this year.

Ideal for energy unities (natural gas & electric) the demand would be perfectly flat 24/7/365. Reality is our air conditioning, electric heat, electric clothes dryers, lighting, and electric cooking use isn’t flat. Most people have similar enough schedules they cool off the house after work in summer, make meals at the same time, etc.  These activities cause spikes in demand. Roller coaster use isn’t a good match for electricity generation.

Spikes in energy demand are costly to deal with, so it’s better for electric utilities to reward customers to help flatten out demand. So peak times cost more, off peak less. Peak demand happens at different times of the day in winter months compared to summer months.

All four of Ameren’s TOU rate plans have a few common elements.

Summer rates are valid for 4 months, June-September. Thus, winter rates are the remaining 8 months, October-May. The flat rate we’ve all had for years has been different in summer vs winter — higher in summer because of air conditioning demand. What’s new is the variability based on the time of day, and day of week.

Let’s review the plans, starting with the flat rate we’ve all had for years — the same rate no matter the time of day or the day of the week.

Now we can get into the new plans, starting with the one Ameren has moved you to after installing the smart meter:

Here are the other three rate plans. They can be confusing but after 4 months Ameren can show you the average cost of each plan based on your usage.

I should note here that major holidays are a break from peak rates, see my first post on TOU rates for specifics.

I jumped into plans as soon as I could, without waiting 4 months to see which plan was best for us. However, I’ve also changed when we use electricity because of these rates — trying to maximize our savings each month. When our report was available I could clearly see the Smart Savers rate plan would save us over the Ultimate Savers plan. I switched based on the report and now that we’re in winter and using electric heating we’re saving big money each month.

We recently received our February bill for the period 1/22/22-2/22/22 — a savings of $12.39 compared to the old Anytime flat rate. The previous cycle we saved $10.64.  So far we’ve cumulatively saved $29.22 on time of use rates compared to the old flat rate — nearly 80% of that amount in just the last two billing cycles! I can’t wait to see the savings after we’ve been on our current TOU rate plan for a full 12 billing cycles. Ameren doesn’t tell you the savings, but I’m a spreadsheet geek so I don’t have to do the math manually.

Our apartment is 100% electric, about 15 years old, 3 exterior walls, with two occupied apartments above ours — winter heat is a bigger expense than summer cooling. The best plan for you may be different, all you need to do is log into your Ameren account online to see the approximate average cost per month for each of the time of use billing rates.

And finally, what makes these new electric meters so smart?  They’re able to understand what is using electricity based on the loads. This allows Ameren to show me reports like these:

Once you have a login for your account it only takes a minute to see if they’ve had enough data from your use to compare rates. You might be paying more each month than necessary.

I mentioned that I did make changes in an effort to reduce our energy costs. I used to do 3 loads of laundry per week, in the mornings. I now do 2 loads timed so the dryer isn’t turned on until 10pm. The washer is set to tap cold water. Most of the time our dishwasher is also run after 10pm — the heat dry and other energy sucking features are off. The dishwasher is occasionally run during the mid-peak time, but never during full peak. Our thermostat is set to a temperature during peak hours so our heat/cooling won’t kick on. I’ve not made any changes to what, how, or when we cook.

In addition to saving money by using some appliances during off-peak hours, we’re using less electricity.  Here’s the totals for the last 3 years:

• 2019: 10,179 kWh
• 2020: 9,620 kWh
• 2021: 7,447 kWh

The weather, of course, plays a role in our heating & cooling costs.

Without changing your life you can potentially save money by checking out Ameren’s advanced time of use billing rates — let them show you the comparison. If you’ve only just received your smart meter check bask online each month to see if they have a comparison ready.  If you can additionally reduce energy use during peak hours you can save even more.

— Steve Patterson

Electrified Vehicles at the 2022 Chicago Auto Show

Earlier this month I attended the 2-day media preview of the Chicago Auto Show. I’ve attended the show every year since 2014, except last year when the usual February show was rescheduled to the summer because of the pandemic. This year’s show was smaller than previous years, but there was still a lot to see.

Some terms you’ll see in this post:

• BEV = battery electric vehicle
• FCEV = fuel cell electric vehicle
• Frunk = front trunk
• HEV= hybrid electric vehicle
• ICE = internal combustion engine (i.e: a gasoline engine)
• MPGe = miles per gallon equivalent
• PHEV = plug-in hybrid electric vehicle
• Unibody = body & chassis are designed and built together, different than body on frame

In the past years you’d see a number of HEVs and the occasional BEV, but in 2022 the BEVs were everywhere. Most vehicles on display were ICE vehicles, but it was the electric vehicles that were the center of attention at most displays. Only manufacturers that have a dealership network are part of this and other big car shows; so no Telsa, Rivian, Lucid, etc.

Ford

Ford F-150 Lightening BEV:  Like the ICE F-150, the electric version is big. Other than a light bar front & rear it looks like any other new pickup. Ford intentionally kept the truck looking similar to other F-150s, a smart move considering the F-series is the best selling vehicle in America.

1978 Ford F-100 Eluminator BEV: I was very excited to see this truck. It was converted to a BEV using Ford’s BEV crate motor, first shown at the ’22 CES (Consumer Electronics Show).

Ford Mustang Mach-E BEV: I’ve seen a couple on the streets in St. Louis, and a friend’s husband got one. I got to ride in one on the test track, which included a too fast launch control demonstration. I asked if they could demonstrate regenerative braking to stop the car but they said no.

Ford E-Transit BEV delivery van: Delivery & work vans are a big market and they’re good candidates for electric vs ICE since they’re not driven long distances.

In addition to vehicles, a lot of displays talked about their electrified vehicles.

Ford Maverick HEV compact pickup: Ford’s new unibody compact pickup was one of my favorite vehicles at the show, though it’s still larger than the smallest pickups of the 1970s. The base powertrain is hybrid, but a larger non-hybrid ICE is optional. Truck purists aren’t a fan of unibody trucks, others include the Honda Ridgeline and the new Hyundai Santa Cruz.

To complete Ford’s electric marketing this banner was displayed on their test track.

GENERAL MOTORS

General Motors is working toward being a leader in BEVs, but they had little to offer — make that nothing small, only big trucks.

Recently the EPA numbers on the GMC Hummer became public — this is now the least efficient BEV you can buy, only 47 MPGe! Seems appropriate. We need a BEV equivalent term for a gas guzzler, electron hog?

TOYOTA

Toyota, with the Prius HEV, has been into electrified vehicles for decades. They’ve made some BEV versions of their RAV4 compact crossover, but they showed their first BEV on a new non-ICE platform.

SUBARU

Subaru had a very large, interesting display. The premium spot was for their first BEV, the Solterra. Toyota and Subaru worked together to create the new BEV platform shared by the bZ4X (above) and the Solterra.

VOLKSWAGEN

Following the costly dieselgate scandal on many Volkswagen Group vehicles, they had to pivot to electric vehicles. The ID.4 is the first such VW here in the United States.

NISSAN

Nissan had a huge lead in BEVs with the Leaf, but odd looks, limited range, and price limited sales.Now they’ve got a new BEV platform and vehicle.

BMW

BMW no longer offers the unconventional i3 — now offering more conventional BEVs.

Kia

The sister brand to Hyundai has a new BEV platform, a new model, and a bulky concept.

HYUNDAI

Hyundai has 3 car brands: Kia, Genesis, and Hyundai. All three have a new BEV on a new platform, shown above in the Kia section. Genesis wasn’t at this show, so I didn’t get to see the GV60 BEV. Hyundai has used the Ionic name for a few years, on a vehicle available as a HEV, PHEV, or BEV — depending upon market. Now the Ionic name is being used as a sub-brand. The Ionic 5 BEV crossover is the first of their trio of new BEVs to market.

CLOSING THOUGHTS

It was great seeing so many BEVs in one place, like it or not vehicles are quickly switching from internal combustion to battery electric.

I wish more emphasis was placed on efficiency, rather than just 0-60 time or total range. In reviewing MPGe numbers on FuelEconomy.gov I can see none of the world’s legacy auto manufacturers can beat the efficiency of Tesla & Lucid. Chevy & Kia do have models in the top 10 in efficiency.

Think of it like an efficient car with a small fuel tank going the same distance as a heavy inefficient vehicle with a huge fuel tank, the latter being able to travel the same distance simply because the tank is so large. It makes sense that Tesla is great at efficiency, they’ve been at this the longest. Lucid, however, has only begun shipping their first cars and yet they’ve beaten all the efficiency of BEVs from legacy manufacturers.

More on efficiency, charging, etc in a future post(s).

— Steve Patterson