Over half of those who voted in the non-scientific Sunday Poll favor retaining the cobblestone zipper design motif in the center of Washington Ave:
Q: Wash Ave’s 12+ year old streetscape includes a cobblestone “zipper” motif down the center, which makes repaving from 14th-18th Streets a challenge. We shou[ld]:
Lose the zipper motif, not important to the well-being of the area 18 [32.14%]
Retain zipper, just don’t resurface the center where cobblestones are located 17 [30.36%]
Retain zipper, incurring extra costs to resurface street 15 [26.79%]
Unsure/No Opinion 5 [8.93%]
Other: 1 [1.79%] “Let the residents decide and let them pay for any extra costs.”
As you can see from the numbers, there isn’t a consensus view.
A recent resurfacing left the center with the cobblestone zipper intact between 14th-18th Streets.
You can count me among those who say rip out the zipper from 14th-18th Streets. The two blocks from Tucker to 14th is different — Washington Ave is brick pavers, not asphalt.
It won’t be long until the new asphalt fades and it’ll be hard to see the difference between the old & new. Setting cobblestones in asphalt was a very poor decision, and as a motif I doubt anyone could guess what it’s supposed to be.
Aloe Plaza, across Market Street from Union Station, used to be very dark at night — too dark. While Kacie Starr Triplett was Alderman of the 6th Ward new lighting was added. The best that can be said is that it’s no longer dark.
Two new light poles were added to shine lights on Carl Milles’ “Meeting of the Waters”:, October 22nd
From a distance, the lighting does a good job. Before nobody wanted to be there after dark because it too dark, but now it’a too bright! Trying to get a good photo with Union Station in the background is impossible.
Not sure how much was spent on this lighting, or if it can be modified. It shouldn’t stay like this.
“Per dollar of transit investment, and under similar conditions, BRT can leverage more (development) investment than LRT or streetcars.”
For example, Cleveland’s Healthline, a BRT project completed on Cleveland’s Euclid Avenue in 2008, has generated $5.8 billion in development —$114 for each transit dollar invested. Portland’s Blue Line, a light rail project completed in 1986, generated $3.74 per dollar invested.
and…
The U.S. has seven authentic BRT lines in Cleveland, Las Vegas, Los Angeles, Eugene Ore., and several in Pittsburgh. None achieve the internationally recognized “gold standard” of BRT like Bogota’s TransMilenio line. But one planned for Chicago’s Ashland Avenue might.
“There’s no gold standard BRT in the U.S. yet,” Weinstock said, “but if we continue with the Ashland project on the current trajectory, Ashland could be the first gold in the U.S.”
I’ll address Chicago’s Ashland Ave in a future post. BRT — more development return than LRT or streetcars?
Long-time readers know I love rail — especially streetcars. Public transit was often about real estate development, to get people to a new project, developers would build a streetcar line to get them there. Cities would lease part of the public right-of-way (PROW) so they could operate. Cities, including St. Louis, would have multiple private companies providing public transit. Eventually cities would increase the fees for the track & overhead wires in the PROW or even require the operators to repave roads where they operated. This quickly made streetcar operations unprofitable. One solution, of course, was to abandon the track and use rubber tire vehicles — the bus.
Eventually governments bought up all the private systems — remaining streetcar lines and those that had been converted to bus. Remember, their origin was rooted in the development of real estate. With land developed these lines became strictly about moving people to/from. We need to retuning to the days of the connection between transit and development!
As you can see from the BRT, LRT, and streetcar limes above the return on investment is all over the board. In the top section (Strong TOD Impacts) we see the LRT cost more than the BRT or streetcar lines, but had significantly less development. A return of $3,74 on every dollar looks good until compared to $41.68 or more. Kansas City’s MAX bus line doesn’t even meet the basics to be BRT — yet it has had a return of $101.96 per dollar!
The report begins talking about the Metro subway system in Washington D.C. — a long & costly undertaking:
A growing number of US cities are finding, however, that metro or subway systems are simply too expensive and take too long to implement to effect significant changes in ongoing trends toward suburban sprawl. As such, cities are turning to lower-cost mass transit options such as LRT, BRT, and streetcars. These systems, which frequently use surface streets, are much less expensive and can be built more quickly than heavy-rail subways or metro systems. Over the past decade, some evidence has emerged that some LRT systems in the US have had positive development impacts. Outside of the US, in cities like Curitiba, Brazil, and Guangzhou, China, there is copious evidence that BRT systems have successfully stimulated development. Curitiba’s early silver-standard BRT corridors, completed in the 1970s, were developed together with a master plan that concentrated development along them. The population growth along the corridor rate was 98% between 1980 and 1985, compared to an average citywide population growth rate of only 9.5%. However, because bronze-, silver-, or gold-standard BRT is still relatively new to the US, evidence of the impact of good-quality BRT on domestic development is only now beginning to emerge and has been largely undocumented. (p14)
A detailed look at the Corridors with Strong TOD Impacts begins on page 110:
The analysis shows that all of the corridors in the Strong TOD Impacts category had Strong government TOD support and either Emerging or Strong land potential.
The only two transit corridors in our study that rate above bronze — the Cleveland HealthLine BRT and the Blue Line LRT — both fell into the Strong TOD Impacts category and were in Emerging land markets. The Blue Line LRT leveraged $6.6 billion in new TOD investments, and the Cleveland HealthLine BRT leveraged $5.8 billion, making them the two most successful transit investments in the country from a TOD perspective. Portland achieved this over a much longer time period and in a stronger economy than Cleveland did.
In the Strong TOD Impacts category, three corridors with below-basic-quality transit had Strong land development potential and Strong government TOD support: the Portland Streetcar, the Seattle SLU Streetcar, and the Kansas City Main Street MAX.
In each of these cases, local developers and development authorities did not feel that the transit investment was all that critical to the TOD impacts. Thus, we can conclude that if the land market is strong enough, and the government TOD efforts strong enough, a below-basic transit investment might suffice; but a higher-quality transit investment could have even greater impacts.
Not all of the investment along Cleveland’s Healthline is urban. We visited this CVS — built right after the line opened. The building is set back behind a fenced parking lot.
A typical suburban CVS is among the new development along Cleveland’s Healthline. Click image to view in Google Maps.Like most newer CVS stores, it has an ADA accessible route out to the public sidewalk. In this view from the entry pedestrians must go left to the intersection to reach the EB & WB stations. If the entry were at the corner less walking would be required.
As I noted previously. a lot of the new development was on college & hospital campuses — it would’ve happened anyway — but it faces the street rather than looking internal (like SLU, BJC, etc).
I’ve got to read the full report a few more times so absorb it all — while recognizing it was written with a pro-BRT viewpoint.
Any TOD effort is most successful when land-use planning and urban development efforts are concentrated around a high-quality mass transit corridor that serves land with inherent development potential. Assistance from regional and city-level agencies, community development corporations, and local stakeholders can help create more targeted policies to direct development to such transit corridors. Local foundations can be critical to the process of funding redevelopment and providing capital and equity for projects. Local NGOs, which can communicate the projects to the public to help broaden support, are also important.
Although cities in the US are still far from fully transforming their declined urban neighborhoods into high-quality, mixed-use urban developments, they are well on their way. Gold-, silver-, or bronze-standard BRT, when combined with institutional, financial, and planning support for TOD, is proving to be a cost-effective way of rebuilding our cities into more livable, transit-oriented communities.
Regardless of their bias, the above is true — we’ve invested hundreds of millions in light rail and have little TOD to show for it because of poor land-use planning.
Like streetcars & LRT, I think BRT is a great option to consider in the St. Louis region, We can argue about the mode, but we need to take action to have land-use planning that will strongly support transit-oriented development!
In September I posted about a dangerous to reach MetroBus stop, and once there it was nearly impossible for the driver to see me waiting. It stopped because a passenger wanted to get off, not because he saw me. The problem was overgrown trees just before the stop.
Looking West for the approaching MetroBus, August 2015Looking Eastbound on November 1st
Driving down Manchester recently I noticed the overgrowth had been trimmed, as I had requested, by the City and/or Metro. Crossing Manchester at this point is still dangerous, nothing has been done to address that. In August I used this stop to take the #32 back downtown because overgrowth on the other side blocked the sidewalk — preventing me from reaching the next stop at the traffic light seen in the background. That overgrowth was also cleared.
It’s far from perfect — but it’s also far more user-friendly than before.
Five years ago today people were able to do what they hadn’t in 33+ year — drive on two blocks of North 14th Street.
From 1977-2010 two blocks of N 14th was a “pedestrian mall”. By Spring 1991 it was already long-dead.After many years of trying to un-mall 14th, a ribbon cutting for the new street was held on July 29, 2010. But since new streetlights hadn’t arrived, vehicular traffic wasn’t allowed to drive down it.The new streetscape is friendly to both pedestrians & motorists, need not be mutually exclusiveThis photo is from a May 1972 thesis, taken before 14th was malled. Source: “A rehabilitation of a small commercial district: 14th Street in Murphy-Blair” by Norman Robert Spatz
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historic architecture of St. Louis, Missouri – mourning the losses, celebrating the survivors.
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