Pedestrians Walking to Loughborough Commons Despite Lack of Internal Sidewalks

Look, pedestrians from adjacent areas walking from the store! See, not everyone drives a car for every errand they must do.

But look close at the image, the silver Grand Am pulling into Loughborough Commons is in the left turn exit to avoid hitting the pedestrians who are walking in the entrance lane. What would have happened if a car leaving L.C. intended to turn left? Would these cars have hit head on? Would the silver Pontiac swerve and risk hitting the pedestrians? A brand new $40 million project should not have elementary design flaws such as this.

This couple walked westbound along Loughborough.

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Schnuck’s Opens in Loughborough Commons, Pedestrians Unwelcomed.

Yesterday I brought you an image from the new Loughborough entrance to Loughborough Commons. I showed how no provisions were being made to allow people to walk from the public sidewalk along the street to the front door of the new Schnucks, the Lowe’s and other smaller retail buildings yet to be constructed.

Apparently Ald. Villa is taking exception to my statements and has indicated, to others, pedestrian access will be provided. He also suggested people should question where they get their information, implying I’m misleading the facts. Of course, my photos do a good job of documenting the reality of what is built and you are also free to attempt to walk to the Schnuck’s yourself. In fact, I may just organize such an event — walking to the neighborhood grocery store.

But, I want to share a few more images that I took today during the grand opening. First, the image at right is the bottom of the hill as you enter from Loughborough. As you can see, the grass is planted and no curb cuts are in place. If they come back and remove grass and add curb cuts for sidewalks it will only be as an afterthought.

To Matt Villa and/or the Schnuck’s family:
Show me the drawings indicating your plans for pedestrian access. I will gladly publish them here for all to see.

The right hand drive coming into Loughborough Commons is for trucks to access the docks for the Schnuck’s store. Among the pictures on Flickr you can see this area.

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Baby Boomers Brainwashed into Hating Cities

Although I am going to have a huge amount of reading for my classes in Urban Planning at Saint Louis University this Fall I could not help but stop by the Carondelet YMCA for their annual book fair (continuing through tomorrow). I bought a number of Life magazines from the 1960s as well as a former school library book, Cities and Metropolitan Areas in Today’s World by Samuel L. Arbital. The book is copyrighted 1968.

Wow, no wonder some many people hated cities, if I had read such propaganda as a child I might be living out in a suburb and fearful of the city. Here are some selected quotes from the first half of the book:

Preface:

The problems of our cites and metropolitan areas are nation-wide. No city is along in crisis.

Chapter 1 – From City to Megalopolis

During business hours, the core of the city teems with action. People at work, people shopping, people on a visit — people coming or going. Workers travel into the core every weekday morning from other parts of the city or from the suburbs. After work the movement of people flows in reverse — away from the core to their homes in the outlying sections of the city or suburbs.

Highways and main traffic arteries have had to be built to help route traffic into and out of the core. In Minneapolis, Hiawatha Avenue cuts across the core. In Detroit, the main arteries are Gratier Avenue, Woodward Avenue and Grand Avenue.

Those who live in the core are, for the most part, people who cannot afford to live elsewhere and must settle for old rundown tenements until they can afford to move away.

The majority of people who live in the inner ring, however, are poor. They live in old, outdated, neglected houses built when the city was young. Many houses lack adequate sanitation, heat, hot water, garbage removal facilities, fire protection or other requirements for decent living standards.

Just as the pioneers of old moved ever outward from the crowded areas, many families today have been pushing beyond the political boundaries of the city into open space in the suburbs.

Chapter 2 – The Problems of Cities and Metropolitan Areas

It is typical today for young married couples to move to the suburbs, while their parents and grandparents remain in the core. One of the chief reasons for deterioration has been the in-migration of rural families, both white and Negro, whose customs and values are different from those of older city dwellers, thus giving additional momentum to the movement out of the city. Those who remain have to adapt to the old houses, stores, schools and streets.

As national legislation helps to finance long-range programs worked out by local agencies, there can be a reduction in grinding poverty and improvement in educational and cultural opportunities within the city. Cities will then regain their vitality and blight can be eliminated.

All too often it is to the core of the city that Negro families have moved and the boundaries have become hardened and fixed. Housing is interior to the housing for white families on the city’s fringe or in the suburbs. Negro communities are permitted to deteriorate with no encouragement for those who want to maintain their property.

Every central city is faced with the difficulty of transporting passengers into and through the core at a minimum cost and with maximum speed and efficiency. Narrow streets in the downtown sections of cities are inadequate for the steady flow of automobiles, buses, taxis and trucks that move through them each day.

Detroit has 21 redevelopment and nine neighborhood conservation projects. One of the problems which Detroit has in common with other large cities is the relocation of Negro families, even those who can afford middle income or high rental housing, from the city slum areas.

In a future post I’ll bring you quotes from the second half with chapter 2, Cities meet the challenge and chapter 4, the future by design.

– Steve

Loughborough Commons Fails to Accommodate Pedestrians

No real surprise but the sprawl-centric new shopping center being constructed in the City of St. Louis lacks pedestrian connections. Loughborough Commons is the lowest form of development, suitable only for an auto-only exurb. Such clearly anti-urban development has no place in an established core of a region where pedestrians do exist.

And before the sprawl apologists tell me we need the sales tax revenue that Lowe’s and Schnuck’s will generate please read carefully:

It is entirely possible to construct sidewalks in and around big box stores. The big box and pedestrian access are not mutually exclusive. Just because you may not walk to the store does not mean we should prevent, by design, others from doing so. Got it?

But to developers like Desco the concept of pedestrians is completely foreign. Desco, if you will recall, is one of the developers that razed the historic Century Building in downtown St. Louis to construct a parking garage next door to the Old Post Office building. The argument was people using the Old Post Office needed an adjacent parking garage — they could not walk a block or two from numerous other garages or MetroLink. And if you take a look at many of the Schnuck’s they’ve built all over the region you’ll see pretty much the same thing — zero planning for pedestrians.

Using the same decades-old development formula in various sprawl areas is hard to question. With the various areas of suburbia being so isolated from each other by design it is virtually impossible to walk anywhere except in circles within your gated subdivision. But more urban areas are different. And this is another of those places where people get confused. Urban does not necessarily mean 6-story buildings in a gritty neighborhood. Urban generally means a grid pattern of interconnected streets that affords a high level of pedestrian access and multiple route choices. In this regard, much of suburban communities such as Ferguson, Kirkwood, Webster Groves, Maplewood, Alton, Edwardsville and Belleville are “urban.” While technically suburbs they do not, at least in their older areas, invoke the images of suburbia/sprawl. Downtown Webster Groves is more urban than Chesterfield.

So, with older urban municipalities such as Maplewood around the city I personally expect the entire City of St. Louis to be urban in design. Again, this does not mean everything should be high-density housing. Many areas can and should remain as single family and 2-family housing types. The area adjacent to Loughborough Commons is primarily single family homes but it is still very urban in nature — gridded streets that are all connected and walkable (the complete opposite of sprawl which has few access points and numerous streets that end).

Within a mile radius of Loughborough Commons we have over 7,000 households and nearly 17,000 people. That is quite urban relative to our sprawl areas. Granted, people aren’t to walk a mile but they will walk a quarter of a mile. That would still place several thousand people within walking distance of the development. Do we, as a society, really expect someone that can see the project to get in their car and drive to it?

So am I just bitching after the fact? Well, yes and no. I bitched beforehand as well. In fact, I attended and spoke out at the public meeting held on January 25, 2005. This meeting was a bit of a farce. The intention was not to get feedback to create a better project but a chance for Desco and Ald. Villa to say they went to the public. It was a cover your ass meeting. In addition to speaking publicly at the meeting I also talked one on one with Ald Villa and with a representative from Desco’s engineering consultant. Disingenuous claims of “we can’t show sidewalks at this scale of drawing” were said to give me the brush off. However, as I pointed out, they were able to show the thickness of the curb and parking lot strips — they could show sidewalks. The real issue is they didn’t plan any sidewalks. None. Zip. Nada. Not even along Loughborough and Grand where they would be removing existing sidewalks!

Again, this is the lowest form of design. The only way to make it any lower would be if the buildings were constructed only out of concrete blocks or faced with vinyl siding. Desco is basically scraping the bottom of the urban design barrel with Loughborough Commons. Are we as a city and region that desperate for new construction that we are not willing to insist that developers raise their standards just a tad? I’m not saying require a high-density mixed-used project (although that would have been great) but simply to allow a neighbor to walk from their home to the grocery store on a sidewalk. Is that really too much to require? Instead, this neighbor seeking a few items will either have to drive or walk in grass or in the entrances used by cars, SUVS and trucks. Schnuck’s claims to be the friendliest stores in town but walking to them is anything but friendly.

This view is looking south from the new main entrance on Loughborough. The new Schnuck’s is down the hill but as you can see they’ve already planted grass next to the entrance. Pedestrians must walk in the drive or on the grass.

The curb cut does show provision for a sidewalk along Loughborough, something not even shown on their original drawings in January 2005. I suppose they assume that people just wander around on main streets but don’t actually walk to destinations such as a friendly neighborhood grocery store.

Turning to the west we see the curb cut in the foreground for the sidewalk running along Loughborough although at this point it is not clear which side of the massive traffic signal controller the sidewalk will take. My hope is the sidewalk will go to the left so that it is set back from the curb and traffic. This would allow for street trees to be planted, although developments like this usually don’t like trees as they tend to block views of the buildings. The curve of the plantings suggests the sidewalk will be pushed out toward the street and to the right of the traffic control device.

The massive pile of dirt is where homes once stood. I certainly hope a stack of dirt is not the highest and best use of this land.

This is a view of the other entrance to the project, off of South Grand. It should be noted that Grand south of the park and Loughborough is a very residential street — much different than most of Grand.

This is the most convenient entrance to the hundreds of people living immediately adjacent to this project and as you can see the Lowe’s is actually quite close so walking is not unreasonable. However, no provisions have been made for any pedestrians at this entrance — no curb cuts in the new entrance. No sidewalks for pedestrians.

We as a city should be embarrassed that we’ve allowed such a project to be built without even minimal (token) accommodations for pedestrian access. If we want to be a strong urban core city we’ve got to start acting like it at some point.

Prior Posts:

January 25, 2005 (Initial Public Meeting)
June 4, 2005 (Construction Begins)
September 27, 2005 (Alternate Development from Atlanta)
October 4, 2005 (A more Urban Lowe’s with rooftop parking)

– Steve

More Videos From MetroLink’s Cross County Inagural Run

On Tuesday August 22, 2006 myself and others were treated to a “sneak a peak” ride on the new alignment of St. Louis’ MetroLink light rail system (see prior post w/video). The grand ribbon cutting is today at 11am at the Forest Park Station. Dignitaries will perform a progressive ribbon cutting at each station as they make their way to the end at Shrewsbury where LinkFest will be taking place.

Larry Salci, Metro’s CEO, narrates as we leave Shrewsbury, cross over I-44 and head into the Sunnen station in Maplewood. Salci shows his funny side by saying this new section was, “a bit more expensive.” Try, substantially more expensive. He explains how Phase 1 (original) and Phase 2 (St. Clair Illinois) used mostly abandoned right of way and existing tunnels. Salci compares our new underground stations to those of Washington D.C.’s Metro system.