Most older streets in St. Louis were paved in cobblestones or paver bricks, few exist anymore. Asphalt paving is significantly smoother, just far less attractive. In 1953 the Cochran Gardens high rise public housing complex opened, but construction closed off 8th Street between O’Fallon Street and the alley south of Cass Avenue. Eighth Street was reopened when the high rise towers were replaced with the mixed-income Cambridge Heights townhouses & apartments, except 8th wasn’t connected through to the little stub of a street to Cass.
This October 2, 2019 view is looking south on 8th from Cass. You can see the land just after the alley, Cambridge Heights, and the downtown skyline on the horizon. In the foreground you can see brick pavers. It looked like it had been paved over decades ago, but most was long gone so the old bricks were exposed.On May 5th I returned home tfrom a press conference at the Chain of Rocks water treatment plant to see city crews paving over the small amount of bricks.Closer viewA couple of days later I went back to see the finished results.The concrete in the foreground was part of the new river bridge project, when Cass was raised in height over the interstate.
This half block of 8th Street gets very little traffic, the uniformity of the asphalt paving does look better than it did with patches of old asphalt and broken bricks. This is better, but I still miss seeing the bricks.
Early last month I saw landscapers planting new trees along Broadway next to Baer Plaza, across from the dome.
On May 3. 2021 I saw workers busy planting new trees on the east side of Broadway.
I frequently take Broadway to/from the central business district. Living north of the convention center & dome, Broadway (5th)& 9th are the only options to get around the massive facility that closed 8th, 7th, and 6th streets. Sometimes to make things interesting I roll on the east side of Broadway, so I knew exactly where they were planting.
On October 1, 2020 I snapped a few pics of the empty spots where trees had once been:
Looking north you could see the numerous empty squares where the allee vanished.Some were just bare dirt.Others still had some liriope (aka monkey grass)
There were 11 trees missing, very obvious sign of neglect. Not sure why, but I didn’t post the pictures to social media. So last month I was very happy to see workers busy planting eleven new trees. I retuned on May 7th to get these pics.
The new trees are small compared to the more mature trees further north, but they’re quite big for new trees.Another view.
I don’t know trees to tell you the variety or how fast they’ll grow. Hopefully within a few years they’ll fill out nicely. I’m going to take the east side of Broadway more often, especially when going to Laclede’s Landing, Eads Bridge, Arch grounds, etc.
Remember when Lenore K. Sullivan Blvd used to flood nearly every year? How it was a costly mess because street light wiring, guard rails. and such were all damaged? The street between the Arch and the Mississippi River underwent a major makeover, including increasing the elevation roughly four feet.
Re-opening day June 2, 2016. Lights were mounted on top of angled concrete piers to keep the wiring dry.
The work to elevate the road reduces odds of flooding, but it can and does happen.
Major flooding on the St. Louis riverfront, May 5, 2019
In the above example you can see the tops of the concrete piers sticking out of the water. Keeping the electrical connections dry significantly reduced the time & expense to reopen the street once flood waters recede. Hopefully we won’t see future flooding so extreme the connections are under water.
More than six decades ago 9th & 10th streets were changed from two-way to one-way in the opposite directions — a one-way couplet. This still exists from Clark Ave on the south to Cass Ave on the north — a distance of 1.2 miles. The north end used to continue past Cass to connect to I-70, but it was shortened when construction on the newest bridge over the Mississippi River began approximately 15 years ago. The south end still connects to I-64 ramps.
The purpose of one-way streets decades ago was to quickly get cars into downtown in the morning, then back out after work. They did their job…a little too well. Downtown was so quick to empty out nobody stuck around for shopping, dinner, or a show. There many reasons why downtowns emptied out, but one-way streets were a major contributor. To make downtown St. Louis enjoyable as a place to live, work, and visit all the one-way streets need to return to two-way traffic eventually. When Locust Street west of 14th switched back to two-way a dozen years ago it made a huge difference.
For nearly 50 years 9th & 10th extended north of Cass Ave to connect to I-70, but that ended with the 2010 start of a new bridge over the Mississippi River, later named the Stan Musial Veterans Memorial Bridge. But downtown 9th & 10th weren’t the original couplet of paired opposite direction one-way streets.
Let’s look at the original one-way couplets in the downtown central business district (Arch to 12th/Tucker):
Northbound 4th & southbound Broadway (aka 5th)
Southbound 6th & northbound 7th
Southbound 8th & northbound 9th
Southbound 10th & northbound 11th
The first still exists today, the rest have all been changed to the point they no longer function as original intended. Three streets lots blocks to the convention center & dome: 6th, 7th, 8th. Ninth will soon be added to that list. Sixth street lost blocks to Kiener Plaza & the hotel south of Market. Both sixth & seventh streets lost blocks to the original downtown Busch Stadium (now Ballpark Village), and the current Busch Stadium. And finally northbound 9th Street is closed for one block between Market & Chestnut because the designers of Citygarden didn’t think about a pedestrian signal at 9th & Market. D’oh!
I’ve posted about changing these opposite one-way streets back to two-way traffic numerous times, but now it’s urgent. When the convention center expansion begins a couple of blocks of 9th will be closed, but that’s not the urgent reason for restoring two-way traffic. The vacant AT&T Tower downtown at 909 Chestnut (bordered by 9th, Chestnut, 10th, and Pine) is why these streets need to revert to two-way traffic. Why?
909 Chestnut was built at the headquarters for Southwestern Bell Telephone, later purchased by AT&T
The entrance and exit to the small underground garage was designed with the one-way streets in mind, the entrance was off northbound 9th and the exit was onto southbound 10th. The 44-story building has been vacant since 2017, but eventually someone will renovate it. When they do it would be easy to switch the entrance and exit. If the building is renovated while 9th & 10th are still one-way it’ll be impossible to make them two-way in the future.
The original entrance off nb 9th could be an exit after future renovations.The original basement entrance could just as easily be the exit.On the opposite side of the building we have the original exit onto sb 10th. Again, this could easily be the entrance if 10th was two-way.
Since built, exiting traffic has come out southbound just before Chestnut. Switching the exit from 10th to 9th wouldn’t change this potential conflict point.
The building has lost value and changed hands numerous times, eventually someone is going to renovate it.
The 1.4 million-square-foot, 44-story office building on Chestnut Street is the largest office building by square-footage in the region, and the 1986 structure built for a single tenant has posed a vexing challenge amid a downtown market already struggling with the highest office vacancy rate in the metro area.
AT&T vacated its lease in September 2017 and about 2,000 of the company’s employees relocated nearby in buildings at 801 Chestnut and 1010 Pine streets. (Post-Dispatch, May 2019)
For comparison here are some other large vacant buildings downtown
Since 909 Chestnut was built as a headquarters it was connected to buildings to the east & west. Another block west was a large company parking garage. The garage under 909 Chestnut is small, was built for service vehicles and company executives. A MetroLink light rail station is only a block away, but parking obsessed assumes everyone has a car.
The building footprint is too small to ramp up to use some upper floors for parking. A car elevator or automated system are the only options to get cars up higher, but they’re very costly.
Eventually someone will figure it out. When they do 9th & 10th should be two-way traffic.
May 21, 2021Featured, Public TransitComments Off on Hodiamont Streetcar Ended Service 55 Years Ago, Right-of-Way To Become Trail
Fifty-five years ago today the last streetcar ended service. That line was the Hodiamont. West of Vandeventer Ave. it ran on a private right-of-way, not mixed with vehicles on the street.
Looking East on the last eastern section of the Hodiamont Right-of-Way, 2012
For a time after the last streetcar Metro (then known as Bi-State Development Agency) ran a bus down the private strip. The bus was a huge improvement over old fashioned streetcars — faster, quieter, flexible, etc.
Not sure when buses stopped using the Hodiamont right-of-way. Currently Great Rivers Greenway is working on making it a trail.
The Hodiamont Tracks were once the route of a streetcar line and in later years a bus route. While the bus route is no longer active, the 3.5 mile corridor has the potential to become a greenway that would link the St. Vincent and the future Brickline Greenways. (GRG)
In the ideal world a new streetcar/light rail line would occupy this corridor as it snakes through neighborhoods.
I’d love to go back in time to ride the streetcars and see the neighborhoods at their peak. Of course, I’d also have to see the segregation of housing and transportation.
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