I still want urban buildings along the new Grand bridge

In January 2006 I posted the idea of urban buildings with retail next to a new Grand bridge (Grand Bridge Should Follow Columbus Ohio Example):

“St. Louis is planning to rebuild the existing Grand bridge by adding a landscaped median as well as wider sidewalks and bike lanes. The intent is to make it more pedestrian friendly so that St. Louis University to the north and their medical center campus to the south are better connected. You can dress up a bridge all you like but it is still hundreds of feet of dead space. No amount of median planting will make it pedestrian friendly.”

To prove my point I give you Exhibit A:

The new bridge/viaduct for Jefferson Ave (above) is what is proposed for Grand Ave, without question a huge improvement over the old crumbling bridge it replaced.  It is new and pretty but to the pedestrian on the wider sidewalk it is still a long dull stretch. The planted median is there to make the drive less boring for motorists. Buildings next to a bridge?  We’ve had this for decades along Tucker (formerly 12th):

Granted the Tucker bridge/tunnel is falling apart — it is roughly twice the age of the Grand bridge. The point is the Post-Dispatch, St. Patrick’s Center and Globe-Democrat buildings are all built on lower ground up against a bridge structure.  From the sidewalk you don’t realize that is the case.  Along with the Columbus Ohio recent example I cited in 2006 the idea is not far fetched at all.  But in 2006 some felt the idea wasn’t feasible.

Some, incorrectly, thought it was too impossible because of the amount of rail lines.

But as you can see above the width for the rail lines isn’t that wide, perhaps 20% of the total span.  See map.

Two city streets serve the properties on both sides of the bridge  — one north and one south of the tracks.

In the left of the above image you can see a single story structure next to the current bridge.  This structure actually continues under the bridge.

The plan is to redevelop both sides of grand for research facilities.  The #70 Grand bus in the busiest bus line in the region and the MetroLink light rail station is currently roughly in the middle of the pack for station traffic.  When this desolate area is remade transit will be key.

So here is my bridge concept:

• forget the planted center median
• plan railings that can be removed as buildings with storefront floors are built up to the sidewalks.
• Allow on-street parking along the bridge except at the transit station, which would be reserved for buses.
• The area at the station/over the tracks would be slightly wider and have room for a newsstand, food kiosks, seating, etc
• Each side would have a self-cleaning pay public restroom.
• the structures next to the two streets below could have elevators to get get pedestrians to/from the bridge level to the street level.
• the buildings could contain research offices on the lower levels, retail on the bridge level and residential above.
• with transit (bus and light rail) and a few car=sharing vehicles available for use by workers and residents the total parking count could be significantly reduced.
• The retail on the bridge would be the commercial center for all the offices and residential I envision along the bridge and in the surrounding blocks.

Unfortunately my idea won’t happen, the engineering for the new bridge is well under way.  Maybe in 20-30 years the bridge can be retrofitted and it can still happen?

– Steve Patterson

Public plazas part one: people sit where there are places to sit

I’ve been a huge fan of the late William H. Whyte since I bought his book City: Rediscovering the Center when it was published in 1988.  It would be many years later before I would read his 1980 book The Social Life of Small Urban Spaces or see the companion film of the same name.  I had hoped to show you the film but the six YouTube videos that someone had posted have been removed due to copyright infringement.

The book and film are brilliant.  New York City had passed zoning changes that allowed developers to build taller buildings if they provided public plazas.  A decade later Whyte and his team meticulously studied numerous public plazas to determine why some were heavily used and others stood vacant. In the coming weeks and months I’m going to take a closer look plaza spaces here in St. Louis and use Whyte’s findings to see if they apply and how our plaza spaces might be improved.

One important finding was that “people sit where there are places to sit.”  Sounds obvious right? People would sit on steps and any place they could and not necessarily where the designers wanted them to sit.  “People attracted people” was also a finding, people watching is better when there are others to watch.

– Steve Patterson

St. Louis’ 19th century street pattern is a valuable asset getting destroyed little by little

I love the thousands of 19th century buildings in St. Louis.  Many have been designated as historic with placement on the National Register of Historic Places. I think I love our 19th century street pattern even more than the structures that fit into the spaces between the streets.  But little by little our fine network of public streets is being destroyed.

One of the biggest cases is Delmar in Midtown.  Delmar used to run uninterrupted from downtown through the city and out to the suburbs. At Spring St it had a slight jog and the angled street (above) helped facilitate the continuous flow of vehicles (private & mass transit) and pedestrians on Delmar.

Enter Cardinal Ritter College Prep school at 701 N. Spring.  Their facility opened in August 2003 permanently erasing Delmar between Vandeventer and Spring.

b

A recent article talks about the importance of the street grid and it’s intersections:

It’s a little counterintuitive, but it turns out that having lots of intersections is really important for neighborhood walkability and transit use. (Source)

The graphic from the article is so compelling I thought you should see it:

The three images are the same scale.  More streets and intersections means more walkability and fewer cars, reduced pollution, etc.  Urban Planners in the early 20th century knew this.  Harland Bartholomew and his contemporaries sought to reduce intersections so traffic could flow faster.They wanted wide streets — but fewer of them. Rather than multiple choices of streets to take, on foot or while driving, you were given one — the newly widened roads, and later the freeway.

– Steve Patterson

New shopping center in Des Peres not reachable by pedestrians, many to blame

I don’t get out to suburbia often but when I do I stop to photograph the new construction that I see. Recently I visited The Shoppes at Tallbrooke in Des Peres MO (11698 Manchester Rd): 

Pretty ordinary wouldn’t you say? These are a dime a dozen in auto-centric areas of our region.  What is consistent is the new sidewalk along the major road, in this case, Manchester Rd:

Projects that “we’re walkable” image.  But this sidewalk is only about image and not about actually being walkable.

You see the sidewalk runs along the side of the road but a pedestrian on the sidewalk doesn’t have a walk to use to enter the development to patronize the retailers.  The blame falls to several: the developer, the architect, the civil engineer and the City of Des Peres.

The site plan clearly shows the walk in front of the businesses but nothing connecting to the main road or either side road leading to the residential neighborhood to the south.  I expect the architects and civil engineers to include an ADA Access Route from the public sidewalk to the business entrances but all too often they don’t.

I am most angry with the City of Des Peres. I looked up their most recent Comprehensive Plan, from the 2003 document you get a sense that walkability was important but it is such a weak document it is no wonder all they got was the useless window dressing sidewalk that doesn’t connect to anything.  The following is selected text under the section “Planning Goals:”  (Bold added for emphasis)

Land Use
1. Attain the highest quality development for all land use classifications.
2. Enhance the value of residential properties.
3. Enhance community identity in the existing areas of Des Peres and develop that identity in newly annexed areas.
4. Guide urbanization consistent with the ecological capabilities of the land.
12. Limit commercial uses exclusively to the Manchester Road Corridor.

Transportation
4. Expand facilities for pedestrians and bicyclists.

Urban Design
1. Increase landscaping on both public and private properties along the Manchester Road streetscape.
2. Enhance the pedestrian facilities along the Manchester Road corridor.
4. Improve the quality of signage along Manchester Road.
5. Enhance architectural standards for buildings along the Manchester Road corridor.
6. Provide more human scale elements to the Manchester Road streetscape such as street furniture, art, lighting and signage.

Economic Development
4. Retain the retail sales and service identity of shopping centers in the City.
5. Increase employment within the City’s business district.
6. Promote the development of business establishments that service the needs of the local population.

Good stuff, they want pedestrian & bicycle facilities and they want to serve the local population — the folks that might actually walk to the businesses.  They want to expand sidewalks:

Residential area:

Objective 1: Expand the network of pedestrian sidewalks in the area.

You might think the document is very general and not that specific — until you read further:

When redevelopment or rehabilitation of commercial properties takes place, it is important that they follow architectural guidelines established for all buildings in the commercial area. The purpose of such guidelines is not to impose a certain architectural style on the area but to ensure that the varying styles of buildings in the area will be architecturally harmonious and pleasing. There should be a mixture of styles, colors and materials for each commercial building in the district. However the diversity among buildings should blend well throughout the district. The whole should be greater than the sum of its parts.

When either a new building is developed or an old building redeveloped, their design should be reviewed in the context of surrounding buildings and the area in general.

Architectural guidelines should focus on eliminating two areas of the architectural spectrum. They must eliminate designs on the extremes and designs in the center. The extremes represent cheap or unusual building materials, wide use of bright colors and odd design schemes. These buildings draw so much attention to themselves that the rest of the commercial district recedes into obscurity. The center of the spectrum represents the conformist, cookie-cutter building found in any suburban community. These buildings draw little attention to themselves because they can be found anywhere. They don’t add character or identity to a commercial district.

A lot of attention to architecture but nothing about being able to get anywhere on the expanded sidewalks.  I kept reading:

Ground signs are a separate structure located in the front yard of a site along Manchester Road. They primarily relate to the streetscape and not the building. The critical element in the design of these signs is ensuring that they are human scale and do not dominate the streetscape. These signs should be at the eye level of the motorist or the pedestrian. They should also be easy to read and understand. Excessive messages, font styles, small-scale lettering and colors unnecessarily clutter the appearance of a sign and make it confusing to motorists.

Oh I see, pedestrians get human scaled signs at eye level.  That is so much better than being able to walk to businesses on a sidewalk.  It gets better:

There should be some improvements to both the hardscape and landscaping along Manchester Road. More human scale elements need to be inserted into the area to make it more inviting for pedestrians. Although there is a sidewalk along both sides of Manchester Road, some segments are missing. The sidewalk needs to be extended in these areas. There should be a continuous sidewalk along both sides of Manchester Road throughout the planning area. The sidewalks along the roadway should be accented with pedestrian plazas at strategic intersections along the corridor. These small congregating areas would be approximately 500 sq. ft. in size. The area would be hard surfaced with a decorative material such as paving stones or stamped concrete. It would contain benches, trash receptacles and street art. The hard surface area would be ringed by plant material and accented with decorative street lamps. It is important for all of these plazas to be similar in design and materials to create continuity throughout the corridor.

Are they serious? Decorative lamps and “inserted” elements?  Some planners got paid good money to write this useless phrasing.

Paving stones of a consistent style and color should be inserted in the area of the streetscape between the sidewalk and the street curb. These areas vary in width along the corridor from 2-10 ft. They usually contain either asphalt or sod. The asphalt is unattractive and lacks flexibility as a material. These strips usually contain underground utilities where excavations are necessary. Asphalt does not lend itself well to surface patching, as it tends to fade over time. Sod is more attractive but not hearty enough to survive the difficult conditions present along a major arterial roadway. Salt, exhaust, debris and other materials destroy the sod over time.

They can go into this level of detail but the idea of suggesting that developments along Manchester Rd actually connect to the sidewalk isn’t mentioned.  Instead they’ve covered all those things that help create the appearance of walkability without, you know, actually being walkable.  It is no wonder this new strip center is so disconnected.

– Steve Patterson

A mom sets bad example for her kids

Even before I was a teenager I’d tell the librarians at my local branch when someone would park in a disabled parking space without the proper permit.  This was a good 15 years before the passage of the Americans with Disabilities Act of 1990 as well as before I became disabled in 2008.  These days most drivers seldom park in a disabled parking spot without a permit.

But the loading space next to the disabled parking spot is another story. On Friday I was in the St. Louis suburb of Warson Woods Missouri (Manchester & Sappington).  When I left the store I was visiting I see a mom unloading two kids from her car.  One was a baby in a stroller and they other maybe 4-5 years old.  My car was parked not in the disabled space to the left of her car but in the regular space to the right. I parked to the right of the loading zone because getting in and out of my car requires me to open my driver’s door fully.

As I made my way to my car I had to pass right by her.  I said something like, “You know that is not a parking space?” She replied, “Oh, yeah.” I then told her that space is very helpful for those using wheelchairs and that she was setting a bad example for her kids.  I  was very upset.  Perhaps I should get stickers printed to slap on a window — one of those that is hard to remove? But that would probably be considered an act of property damage or something.

The loading zone is critical for a ramp from a van but also a must when helping a passenger to get in and out of a manual wheelchair or even using a walker. As the Baby Boomers age we will see more and more people who need a bit of assistance — and space.

What really upsets me is she had the choice of two space nearly as close — the one in front of her car and the one in front of the disabled space.  There was no shortage of parking, she just felt that she was entitled.  I think when someone parks as she did they don’t expect to get called out by some who is disabled.  Hopefully she will remember me.

– Steve Patterson