MetroBus Guide For SLU Law Faculty, Staff, & Students

Very soon the Saint Louis University School of Law will move into a renovated building downtown, near the courts.

Last month (April 2013) the exterior of the new law school was basically complete, with new glass elements and a new top floor.

The same building in September 2012

But this post isn’t about the alterations to the building, this post is meant to help faculty, staff & students understand how to use the MetroBus system.

The distance between the current law school on the main SLU campus and the new building is 2.3 miles via Lindell/Olive & Tucker. Driving time is 9 minutes end to end, but no parking is available at the ends, so walking time needs to be added.

Taking the #10 (Gravois Lindell) MetroBus is 16 minutes, per Google Maps, including walking time.  Time on the bus is 11 minutes plus 5 for walking, so taking the bus is competitive with driving in this example.

Those going from the main campus can catch the #10 in one of two places: on Lindell east of Spring or Lindell east of Grand. You’ll exit the bus on just after it turns on 14th St., next to the Ford Building.

Riders returning the SLU main campus can catch the #10 at this bus stop at 14th & Pine, the Ford Building at left is the stop for those going to the law school.

In the opposite direction you’ll walk two blocks west along Pine to the stop shown above. You can exit at Grand to Spring for the main campus.

Frequency is every 30 minutes, 40 minutes after 11pm. The #10 line is the bus I use most often, the 30 minute frequency isn’t a problem when you know the schedule. I personally don’t use the printed schedule, I just check the times on the Google Maps iPhone app (or online) as needed.

The bus route number is shown on the front left followed by the the final destination. This example is the #70 (Grand) MetroBus heading NB.

The route number & destination is also displayed on the curb side of the bus, just behind the door.

Here are some other things to remember:

1. Make sure you look for your bus, if you are busy reading the bus driver may not realize you want to board and pass you.
2. Transfers offer a good value. Say you board the bus at 10:30am and pay $3 ($2 fare + $1 transfer), you’ll get a transfer good until 1pm!
3. Bus drivers can’t offer change, so having $1 bills is a good idea, a monthly pass is $72. Hopefully a new SLU administration will join the Metro campus programs like St. Louis Community College, Washington University, and University of Missouri-St. Louis (UMSL).
4. Let others get off the bus before boarding, when you exit use the back door rather than the front door. This reduces delays.
5. You’ll need to pull the cord to signal you want to stop at the next bus stop.
6. Don’t be afraid to sit toward the back, the front seats must be given up for elderly & disabled passengers.
7. Other MetroBus lines within 2 blocks of the law school include: 30, 41, 74, 94, 97, 99. Four blocks away at 14th & Market adds the 4 & 11.

Anyone else have any positive advice?

– Steve Patterson

Wheelchair Users Unable To Pay Parking Fee With Credit Card

Just weeks before Tishaura Jones was sworn into the office of St. Louis Treasurer I posted about a problem with a city-owned parking lot on Olive (see Wheelchair Users Unable To Pay Parking Fee In City Parking Lot). In that post I showed how disabled drivers that use wheelchairs would be unable to pay the central machine.

Disabled drivers that use a wheelchair are unable to reach the payment machine because no ramp up was provided.

At the time the city said they planned for the two disabled spaces to be free of charge, so disabled users didn’t need ADA-compliant access to the machine. The other night I noticed the city installed two old fashioned parking meters between the two disabled spaces.

The city’s solution was two meters for the disabled spaces.

Problem solved, right? Wrong! This means those parking in the two disabled spots must carry coins to feed the parking meter while everyone else gets the option to pay by coin or credit card.

The pay-per-space machine accepts coins and credit cards, but not bills.

The city made an error and didn’t consider disabled users. Then in trying to fix their error on the cheap they created a problem of inequality.
– Steve Patterson

Readers Split On Proposed Streetcar Route

Readers in the poll last week didn’t select any one option by a majority. The three routes presented as options, two being considered and another I’ve been advocating for years, each received a similar number of votes.

Q: My preferred route for a streetcar line is…

1. Option 2: Olive/Lindell>Euclid>Forest Park Blvd>Taylor>Lindell 35 [29.66%]
2. Option 1: Olive/Lindell>Taylor>Children’s Place/CWE MetroLink 31 [26.27%]
3. New option: Olive/Lindell to Vandeventer to Delmar to Loop Trolley 29 [24.58%]
4. None, don’t built a streetcar line 12 [10.17%]
5. Other: 10 [8.47%
6. Unsure/No Opinion 1 [0.85%]

The ten other answers were:

1. Use the old Hodiamont Streetcar right of way
2. grand blvd
3. Olive/Lindell>Euclid>Forest Park Blvd>Vanderventerr>Lindell/Olive
4. Street cars are a joke. They are a waste. Busses offer far more flexibility.
5. Use the old Hodiamont street car right of way.
6. Continue on Lindell to Debaliviere/Loop Trolley connection.
7. Middle-upper income routes to replace cars.
8. Link “downtown” only by s.cars: riverfrt. to Jeff Ave,, Delmar to Soulard.
9. free, downtown loop, between Tucker & Broadway
10. Option 1 but utilize Market and Forest park instead of Olive/Lindell

When streetcars were first installed it was a private effort by real estate developers to make it easier for buyers to reach new development:

The Gravois-Jefferson Streetcar Suburb Historic District is located within the boundaries of the City of St. Louis, Missouri. The -715-acre District is a triangular area generally bounded by the intersection of Gravois and South Jefferson Avenues at the north, South Jefferson Avenue and South Broadway Street (south of Chippewa Street) on the east, Meramec Street on the south, South Grand Boulevard on the west, and Gravois Avenue on the northwest.’ Gravois Avenue is a major arterial street and historically served as a wagon, streetcar, and vehicular transit corridor. South Jefferson Avenue also was and is a major transportation corridor. Meramec Street is a major collector street. Mixed commercial, institutional, and residential use along these major city thoroughfares visually and historically defines the survey area. (National Register nomination PDF)

Today funding streetcars in developed urban areas takes more than available right-of-way, it takes enough demand to justify the investment in infrastructure. Often this means connecting some big dots, the in between will fill in over time with proper land use controls. The problem in St. Louis is our big dots are generally east-west between downtown and Clayton.  What big dots exist north & south to guarantee ridership on a daily basis?

Grand has a few dots:

• VA Hospital
• Grand Center/SLU
• Grand MetroLink
• SLU Hospital

Okay, suppose you connect these via streetcar — that’s a mile and a half length. Not bad, but you’d still have to run the #70 (Grand) MetroBus to reach areas north and south — an additional 7.5 miles. Even my longtime preferred route of Olive/Lindell to Vandeventer to Delmar doesn’t have enough dots to get funding.

But between the Option 1 & 2 being considered I have a strong preference for #1 —  the double track on Taylor Ave option rather than the Euclid/Forest Park/Taylor loop.Establishing a double track on Taylor Ave sets up a perfect scenario for north-south expansion. Below is one concept:

Purple = Loop Trolley, Teal = #70 Grand BRT, Blue = Proposed Streetcar, Red = Possible Future Lines.  Click image to view map in Google Maps

The dots aren’t there for an initial north-south line but extending a couple of miles here and there every few years would eventually build a system. The current proposal calls for a north-south piece at 14th Street, going up to St. Louis Avenue. The double track on Taylor of Option 1 provides an ideal spot for a second north-south line further west. Expansion could happen to reach new development projects.

Yes, what I’ve shown above would take decades to construct. That’s how long-term planning works. For further reading on streetcars please see a 65-page literature review of Relationships Between Streetcars and the Built Environment.

– Steve Patterson

SLU’s Sculpture Garden Not Accessible To All

The northeast corner of Grand & Lindell, once an urban corner, is Saint Louis University’s Ellen Clark Sculpture Park. This large open site contains a number of sculptures that apparently please SLU President Lawrence Biondi.

ABOVE: The once vibrant urban street corner is now a passive hole in the city

I’ve only seen the colorful sculptures from the public sidewalk surrounding the fenced space. It is open to the public but the design isn’t accessible to those of us using wheelchairs.

Bare dirt at both entrances is an invitation to get stuck. Even grassy areas can be a challenge for my power chair and nearly impossible for those in manual chairs.

I can walk with my cane if there was a way to get my chair inside the gates so I don’t have to leave it out on the sidewalk to risk being stolen.  I’d think this sculpture garden should comply with the ADA due to #9 below:

Under the ADA public accommodations are private entities that own, lease, lease to or operate a place of public accommodation. This means that both a landlord who leases space in a building to a tenant and the tenant who operates a place of public accommodation have responsibilities to remove barriers.

A place of public accommodation is a facility whose operations affect commerce and fall within at least one of the following 12 categories:

1. Places of lodging (e.g., inns, hotels, motels, except for owner-occupied establishments renting fewer than six rooms)
2. Establishments serving food or drink (e.g. , restaurants and bars)
3. Places of exhibition or entertainment (e.g. , motion picture houses, theaters, concert halls, stadiums)
4. Places of public gathering (e.g. , auditoriums, convention centers, lecture halls)
5. Sales or rental establishments (e.g. , bakeries, grocery stores, hardware stores, shopping centers)
6. Service establishments (e.g. , laundromats, dry-cleaners, banks, barber shops, beauty shops, travel services, shoe repair services, funeral parlors, gas stations, offices of accountants or lawyers, pharmacies, insurance offices, professional offices of health care providers, hospitals)
7. Public transportation terminals, depots, or stations (not including facilities relating to air transportation)
8. Places of public display or collection (e.g. , museums, libraries, galleries)
9. Places of recreation (e.g. , parks, zoos, amusement parks)
10. Places of education (e.g. , nursery schools, elementary, secondary, undergraduate, or postgraduate private schools)
11. Social service center establishments (e.g. , day care centers, senior citizen centers, homeless shelters, food banks, adoption agencies)
12. Places of exercise or recreation (e.g. , gymnasiums, health spas, bowling alleys, golf courses) (source)

b

The park also serves as a dog park

SLU installed a bag dispenser so dog owners can clean up and Biondi likes seeing dogs there.

“I am a dog lover,” said Biondi, who has an 8-year-old golden retriever named Iggy, in honor of St. Ignatius, founder of the Jesuit order. “But even if I didn’t love dogs, I’d still want the dogs in the park. It’s a nice opportunity for the community to get together and come to the campus and form friendships.” (stltoday.com)

Even as a dog park it has issues. If I were to try to enter the park there’s a risk someone’s dog might escape since no vestibule is provided.

Officially the entire corner is temporary, the university sought development  proposals when the recession hit. Rather than make the park accessible I’d much prefer to see it get redeveloped. SLU has tons of open land, plenty of space exists to create another dog park nearby.

Marina Building August 1977

The historic Marina Building was only two stories high but a new building could be many more floors given the height of others in the area. I’d love to see a Trader Joe’s in the ground floor of a new building.

Here’s an interesting tidbit I ran across researching this post:

This year [2011] marks the sesquicentennial of the Camp Jackson massacre at this site, then known as Lindell Grove on the western edge of the city. On May 10, 1861, federal troops — already on edge and spooked by the sound of gunfire — fired into the crowd, killing 28 civilians, including several children, and wounding nearly 100 more. From 1929 to 1959 a monument to the event stood nearby, but it was banished when a descendant of Daniel M. Frost, general of the pro-Confederate Missouri militia, donated funds for Saint Louis University to purchase the midtown Frost Campus. Today, the site houses the Ellen Clark Sculpture Park, which is full of colorful abstractions reflective of Saint Louis University president Lawrence Biondi’s taste in art. Not even a small plaque commemorates the historic event or the two dozen-plus civilians who died here. (RFT Best Hidden Historical Site – 2011)

- Steve Patterson

Poll: What is Your Preferred Route For Streetcar Line West Out of Downtown St. Louis?

Plans were presented to the public last week to built a 7-mile modern streetcar line in St. Louis that would:

• Circulate in the downtown central business district.
• Head west on Olive/Lindell past Midtown to the Central West End.
• A north-south segment would connect at 14th Street & Olive, initially going north Florissant Rd to St. Louis Ave. and south to the Civic Center MetroBus Center/MetroLink light rail.
• Open in 2016/17.

Artist rendering of streetcar in downtown St. Louis

Metro is part of the planning process and this would become part of our transit system. But I know some of you still question the effectiveness of the streetcar over the bus. To be fair, here is a skeptical view that I happen to agree with.

Streetcars that replace bus lines are not a mobility improvement. If you replace a bus with a streetcar on the same route, and make no other improvements, nobody will be able to get anywhere any faster than they could before. This makes streetcars quite different from most of the other transit investments being discussed today.

Where a streetcar is faster or more reliable than the bus route it replaced, this is because other improvements were made at the same time — improvements that could just as well have been made for the bus route. These improvements may have been politically packaged as part of the streetcar project, but they were logically independent, so their benefits are not really benefits of the streetcar as compared to the bus. (source – highly recommended)

He’s right that streetscape improvements are just as important as the mode of transit, but funding realities mean a complete makeover of 7 miles for a bus isn’t very likely. Even if it was, a streetcar is a better choice for other reasons:

Streetcar vs. Bus

Buses are excellent local and regional public transportation options, but they will do little to spur redevelopment and economic investment in Downtown LA. This is due to the inherent flexibility of bus service, as routes change regularly to accommodate varying needs; in addition, buses contribute to nerve-racking pedestrian experiences due to heavy street-level emissions and noise pollution that discourages active use of sidewalks. Streetcars do the exact opposite. They provide developers and business owners certainty that the routes will not change, and are considered preferable to buses by residents, visitors, and employees as they offer more amenities, highly reliable routes and timetables, and enhanced urban experiences.

Buses and streetcars do, however, work together to connect access points within regional transportation networks. For example, sidewalks can be designed to specifically accommodate both vehicle configurations; in return, a transit stop effectively doubles its value within a regional transportation network. (LA Streetcar)

And…

While it’s true that streetcars require a much larger initial capital investment than buses, that capital cost is offset by significant operational savings year to year. In the long term, streetcars are more affordable as long as they are used on high ridership routes.

Streetcars have higher passenger capacity than buses (even bendy ones), which means that if there are lots of riders on your route, you can move them with fewer vehicles. Fewer vehicles means more efficient use of fuel and fewer (unionized, pensioned) drivers to pay.

Streetcar vehicles themselves are much more sturdy than buses, and last many decades longer. While buses must generally be retired and replacements purchased about every 10 years, streetcars typically last 40 years or more. For example, Philadelphia’s SEPTA transit system is still using streetcar vehicles built in 1947. (Washington Post — recommended)

Even in Portland the value of streetcars have been debated, critics questioning claims of Mayor Hales:

So that brings us to the ruling. Hales said “streetcars carry more people than buses … you attract more riders who don’t ride transit now, and actually the operating costs are not any greater than the bus.” Whether these arguments make a persuasive case for the necessity and usefulness of a streetcar system is, of course, up for debate. The statement itself remains factual. While, there’s some missing context, it’s nothing significant. We rate this claim True. (PolitiFact Oregon)

For a detailed look at operating costs of streetcars vs bus click here. Labor tends to be a big factor why streetcars are cheaper to operate.

For the poll this week I want you to vote on your preferred route. I’ve included “don’t build” as an option as well as my idea of Olive to Vandeventer to Delmar: described here.

ABOVE: Blue was my original route idea, red is my variation, green is continuing on Lindell, purple is a north-south line on Vandeventer. Click image to view post. Note: This image added to this post at 10:30am on 3/10/2013.

The poll also has the two options from the study (p17):

Option 1 includes double track on Taylor south to Children’s Place/CWE MetroLink

Option 2 continues to Euclid, to Forest Park Blvd to Taylor back to Lindell

My views on a St. Louis streetcar are evolving, more on Wednesday March 20. The poll is in the right sidebar (mobile users need to switch to the desktop layout)

– Steve Patterson

Parking Space Half Into Public Sidewalk

In August 2011 I addressed part of the parking issue at Vito’s on Lindell (see Where is Vito’s Disabled Parking?). Last week I had dinner at Vito’s, going in I spotted another problem with how their parking lot is designed. 

ABOVE: Tail end of a car at Vito’s takes up half the public sidewalk

This car is parked in what appears to be a legitimate parking space in their lot. The problem is the space isn’t even long enough for a smart fourtwo so any car parked in the space sticks out into the public sidewalk.

The city has minimum requirements for the size of parking spaces, and the sidewalk can’t be counted toward the minimum.  Vito’s needs to redesign their parking lot to provide a disabled space and to eliminate this space that extends over the sidewalk.

– Steve Patterson

Grand Center’s Northern Boundary?

If you were to ask most people what is the northern boundary of Grand Center is they’d likely tell you Delmar Blvd. That’s where the urban buildings end and the parking lots begin, the change is stark.

ABOVE: For a few blocks from Olive to Delmar, Grand has an urban feel to it.

ABOVE: Upon going north to Delmar you can quickly tell you’re suddenly in a different place.

The Grand Center website confirms Delmar Blvd as the northern boundary:

Where is Grand Center?

The Grand Center district is conveniently located in Midtown St. Louis. The boundaries of the district run along Grand from Lindell to Delmar and from Vandeventer to the west and Josephine Baker to the east. The heart of the district is located at Grand and Washington, next to the Fabulous Fox Theatre. (Grand Center district FAQ)

That’s settled then isn’t it? Hold on, not so fast. Let’s go for a walk north to see if we can find any evidence that suggests a different boundary.

ABOVE: The street sign at Delmar is a “Grand Center” branded sign. Ok, north edge so that makes sense, right?

ABOVE: Same at Franklin Ave

ABOVE: And at Bell Ave

ABOVE: and at Windsor Place

ABOVE: And Finney Ave

ABOVE: One block before Page Ave is the last Grand Center sign, Cook Ave is the street on the north side of the St. Alphonsus Ligouri “The Rock” Church

Five blocks (map) covering a third of a mile is marked on street signs as being part of Grand Center but you don’t see the signature double head streetlights north of Delmar, just the standard issue cobrahead lights. No banners, no branded trash receptacles. Nothing except a different street sign.

Grand Center folks like to say the district is “steeple to steeple” referring to Saint Francis Xavier (College Church) on the south and  St. Alphonsus Ligouri “The Rock” on the north. That sounds good but the reality is this isn’t the case in practice.

ABOVE: The distinctive Grand Center double-head light are continuous from Lindell to the south side of Delmar.

Clearly the streetscape sends a very different message than the phrase “steeple to steeple” does. Clearly Grand Center.

This week Grand Center is holding a “public open house”, maybe they’ll present something to improve the streetscape north of Delmar.

ABOVE: Conveniently Grand Center is hosting an open house on February 28th

The open house is being held at the Metropolitan Artist Loft building. How do you get to Grand Center? Let’s take a look at how Grand Center Inc tells you to do it via public transportation and then I’ll add in the other ways they fail to mention:

Public Transportation

MetroBus

Take the #70 Grand MetroBus for several stops available in Grand Center. Click here to plan your trip through Metro Transit – St. Louis.

 MetroLink

The Grand MetroLink Station is now open. Travel about two blocks north on Grand Boulevard once out of the MetroLink Station to get to Grand Center at Lindell Boulevard and Grand Boulevard. (Grand Center, Inc)

That “about two blocks” is a half mile walk, that’s just to reach the south edge of Grand Center.  Use your MetroLink ticket as your transfer and catch the #70 northbound. For the Metropolitan you want the stop just on the north side of Lindell.

Not arriving via MetroLink? You can catch the #10 MetroBus from downtown, CWE and even  south city along Gravois. Other good MetroBus options include the #97 (Delmar) and #94 Page, getting you to Grand & Delmar and Page, respectively. Remember the farthest north Grand Center sign is just a block from Page.

You’d think since Grand Center President, former Mayor Vince Schoemehl, is also on Metro’s board the transit information would be more complete.  The five block discrepancy in the northern boundary remains a mystery.

UPDATE: 2/26/2013 @ 9:35am: In the comments below it was pointed out the website says Page, not Delmar. So here’s the proof

From http://www.grandcenter.org/about/district/ on 2/17/2013

– Steve Patterson

Chronicle Coffee Now Open, Grand Opening Soon

Last July I posted about a New Coffeehouse Opening Soon on Page Blvd Just East of Grand Ave. It took a white while to open but last month it finally did. A few days ago I met someone there and returned for lunch.  The concept is simple, a nice neighborhood coffeehouse that hires employees from the area.

ABOVE: Chronicle Coffee is located in the corner of a building that also houses the St. Louis Public Housing Authority and a PNG Bank branch. Click for Google Maps.

But how do you make such an enterprise financially viable? During my visit I was able to chat with the owner, turns out the answer is through acquisition!

Rick Milton, owner of Northwest Coffee Roasting Co., has sold his company to Jason Wilson, the owner of Chronicle Coffee. Chronicle is located just north of Grand Center at 1235 Blumeyer Ave. The sale, completed in December, includes both the Northwest Coffee roasting operation as well as Northwest Coffee cafes in Clayton and the Central West End. (Sauce Magazine)

By buying the well established Northwest Coffee Wilson has quality coffee for Chronicle and a good place to train new employees.

ABOVE: Owner Jason Wilson sat down with us to talk about Chronicle, Northwest, and creating jobs in a community in need of more employment opportunities.

ABOVE: Tables & chairs will arrive next month

One wall of Chronicle Coffee includes enlarged black & white prints of the former Blumeyer public housing project that once  occupied the immediate area.I know I’ll return when I’m nearby. Wilson is finalizing plans for their grand opening later this month.

– Steve Patterson

Olive Street Is Streetcar Ready

Most days Olive St. is pretty much deserted even though it’s a major east-west arterial.

ABOVE: Looking eastbound on Olive from Cardinal St. at 10:52am on Thursday December 6, 2012

In each direction you have a parking lane, a bike lane, and two travel lanes. I don’t know the posted speed limit but the road design is for much higher speed. Any savvy urban cyclist will use Locust St a block north even though it lacks dedicated bike lanes because Locust is narrower and has much slower traffic.

Former director of planning Rollin Stanley had suggested a green median where you could jog down the middle of Olive St. I could never figure out why someone would want to do that.

If the Partnership for Downtown St. Louis has their way Olive St. will once again have a streetcar line. Their aggressive timeline calls for it to be operational by 2016. Great if it can happen but I’d be happy with 2020. Actually I ride the #10 MetroBus often along Olive and Lindell and I’m pretty happy with it.

Much of the potential new development along the eastern part of the route could happen between Jefferson Compton avenues. If the right land-use controls are put into place first this will be very urban a decade from now. If not, we’ll have an expensive streetcar line passing by vacant/underdeveloped land.

– Steve Patterson

Scott Joplin’s Brief St. Louis Connection

Legendary ragtime composer Scott Joplin wasn’t born, or raised, in St. Louis, but he lived here during a significant part of his short career.  That much is well documented, Joplin’s birthplace & birthday aren’t so clear:

One tenacious myth tells us that Joplin was born in Texarkana, Texas, on November 24, 1868. The location is easily dispensed with: Texarkana was not established until 1873. Testimony of a family friend has Scott born in Marshall, Texas, some 70 miles south from what was to become Texarkana; in 1870, according to the U.S. Census, the family lived on a farm in Linden, Texas, almost 40 miles away. That same census, of 1870, certifies that on July 18, 1870, the young Scott was already two years old, thereby ruling out a birth date of November 24, 1868. The 1880 census and his death certificate support that conclusion. Though we cannot cite an exact date for his birth, documents place the event between July 19, 1867 and mid-January 1868. (source)

As a young man in his 20s he began his musical career:

During the late 1880s he left his job as a laborer with the railroad, and travelled around the American South as an itinerant musician. He went to Chicago for the World’s Fair of 1893, which played a major part in making ragtime a national craze by 1897.

Joplin moved to Sedalia, Missouri, in 1894, and earned a living teaching piano and continuing to tour the South. In Sedalia, he taught future ragtime composers Arthur Marshall, Scott Hayden and Brun Campbell. Joplin began publishing music in 1895, and publication of his “Maple Leaf Rag” in 1899 brought him fame and had a profound influence on subsequent writers of ragtime. It also brought the composer a steady income for life. During his lifetime, Joplin did not reach this level of success again and frequently had financial problems.(Wikipedia)

Joplin only lived in St. Louis from 1900-1907, but it was a productive period in his life:

Joplin moved to St. Louis in the spring of 1900 with his new wife, Belle. They moved into the flat at 2658A Morgan Street, now Delmar Boulevard. While living there between 1900-1903, he produced some of his better known compositions: The Entertainer, Elite Syncopations, March Majestic and Ragtime Dance. With royalties coming in from his musical creations, he began to perform less and became more of a teacher and composer. During this productive time in St. Louis, Joplin also wrote his first major serious composition, an operatic piece called A Guest of Honor, which had as its setting the Missouri governor’s mansion in Jefferson City. The original score for this work was lost, and it can no longer be performed. (Scott Joplin House)

Although Joplin and his wife only lived at that address for a few years, it is a Missouri state historic site, with most of the block face intact as it was during his time here.

ABOVE: Scott Joplin lived in an upstairs flat on a ordinary stretch of Delmar

ABOVE:

ABOVE: Originally built as a single family house, it was divided into two flats. The house on the right wasn’t divided and retained a single front door.

Joplin moved to New York City in 1907 to further his career, but he never achieved  the same success. He died there on April 1, 1917, basically pennyless.

The Scott Joplin House State Historic Site is an interesting place to see. It’s is closed November-January but I’d suggest visiting next year.

– Steve Patterson