The End Of The Hodiamont Streetcar Right-of-Way

Forty-six years ago today the last streetcar in St. Louis stopped rolling down the streets. The Hodiamont was St. Louis’ last streetcar line. The Hodiamont ran in city streets from downtown to just west of Vandeventer Ave where it went into its own private right-of-way.

ABOVE: Looking east on the last eastern section of the Hodiamont Right-of-Way

ABOVE: Hodiamont ROW ends

ABOVE: Cole School was built in 1936

ABOVE: In 1909 the site was home to United Railways that owned the Hodiamont line. Click imaged to view larger version. Source: UM Digital Library Sanborn Maps Collection

ABOVE: The streetcar tracks come out of the private right-of-way and head east on Enright Ave

ABOVE: The streetcar tracks come out of the private right-of-way and head east on Enright Ave

Eventually new rubber-tire buses with air-conditioning  replaced  the older streetcars:

Only three lines were left in April 1964, when the new Bi-State agency winnowed the system to the Hodiamont line, which ran from downtown to the Wellston Loop. Along the way through north St. Louis, the Hodiamont had its own right-of-way, like a railroad. (STLtoday.com article from 2010 — recommended)

I can’t help but wonder if running a new modern streetcar through this right of way today would make sense. Or even a bus line?

– Steve Patterson

Grand Ave MetroLink Station Taking Shape

The new Grand Ave Viaduct is moving along, it’ll open later this  year to vehicles first and then to MetroBus and MetroLink.

ABOVE: Feb 2010 drawing of the Scott Ave Transit Plaza being built now under the new Grand Ave Viaduct. Click image for source.

Originally I saw the graphics  pointing toward the platform and incorrectly assumed pedestrians would be able to cross Scott Ave and the westbound track at the center point under the new bridge, but the access point is the sidewalk to the west which I don’t think will offer much protection from rain.

ABOVE: Fence to keep people away from tracks is already in place

ABOVE: Sidewalk with track crossing is already poured

Two tracks are located between the platform and Scott Ave — the westbound MetroLink and an additional track I thought was going to be removed. It’s unclear how pedestrians will get from the grade-level crossing up to platform height.

Before those transferring to/from the #70 (Grand) MetroBus & MetroLink had a flight of stairs or elevator ride. Now they’ll have to cross a plaza, Scott Ave and one or two tracks.  We shall see when it opens if this is an improvement or a fail.

- Steve Patterson

New Low-Floor Buses Make Boarding Easy

More of Metro’s new low-floor buses from California transit bus manufacturer GILLIG are on the routes I ride regularly. Eighteen months ago I was lucky to see one and now about half my bus trips are on a new bus. The old buses are worn out, used long after the expected lifespan. Any new bus would be an improvement over the old but the lower floor makes boarding and unboarding easier and faster for everyone — especially those of us using power chairs.

ABOVE: Interior of Metro's new low-floor buses from Gillig

The old high-floor buses had a mechanical lift to bring us up to the right height. One winter I spent 45 minutes stuck on a lift when it malfunctioned, not fun.  The low-floor bus has a piece of the floor that hinges out to provide a ramp. The operation is faster than the old lifts and it can be operated manually in case of a mechanical failure. The lack of steps is great for others not using mobility devices.

Not all are pleased though, Metro says these seat 39 compared to 43 on the older “Phantom” bus. Metro hasn’t provided me with seating diagrams I requested a couple of weeks ago so I cannot verify their numbers.

I’ll just keep enjoying these new buses and hope service improves on many routes to address overcrowding.

- Steve Patterson

Readers: Concealed Guns On Public Transit Is A Bad Idea

Nearly two-thirds of readers thought concealed guns on public transit was a bad idea. The original post, Poll: Concealed Weapons Allowed On Public Transit, has great comments on the topic.

The pro-conceraled gun argument goes something like this:

“I rarely ride transit but when I do I’m scared beyond belief about what might happen to me while waiting or en route. If a dark person tries something funny I want to be a hero with my gun.”

Ok, my characterization is a bit unfair but these folks sound like they’re frightened by their own shadow. They might be well trained to use their gun on a paper target in a controlled setting but I’m transit dependent and I can assure you the bus and train are not a shooting range. They cite a drop in crime in areas where concealed  guns are allowed on transit but fail to mention the similar drop in crime in other places where concealed guns aren’t allowed on transit. I’ve yet to see one independent scientific study that says conclusively that concealed guns results in a drop in crime.

The total vote count was higher than usual (160) but the percentages stayed consistent throughout the week so I don’t think any side tried to alter the results with a campaign:

Q: Concealed guns on public transit is:

1. A bad idea 102 [62.96%]
2. A good idea 46 [28.4%]
3. Neither a good or bad idea 10 [6.17%]
4. Other: 3 [1.85%]
5. Unsure/No Opinion 1 [0.62%]

The other answers were:

1. Are you serious? Could we be any more uncivilized?
2. Already happening.
3. already happening & will continue no matter what the laws are

Drinking alcohol is legal and people drink & drive, we should make that legal by the logic of these last two. The pro-gun lobby (NRA) seems to think they should be able to carry their guns anywhere and everywhere. In 2008 the US Supreme Court declared Washington D.C.’s gun law unconstitutional but conservative Justice Antonin Scolia wrote in the majority opinion:

There seems to us no doubt, on the basis of both text and history, that the Second Amendment conferred an individual right to keep and bear arms. Of course the right was not unlimited, just as the First Amendment ’s right of free speech was not, see, e.g., United States v. Williams, 553 U. S. ___ (2008). Thus, we do not read the Second Amendment to protect the right of citizens to carry arms for any sort of confrontation, just as we do not read the First Amendment to protect the right of citizens to speak for any purpose. Before turning to limitations upon the individual right, however, we must determine whether the prefatory clause of the Second Amendment comports with our interpretation of the operative clause. (District of Columbia v Heller) 

In other words, keeping a loaded gun in your own home is protected by the constitution. That doesn’t automatically extend to everywhere outside your home. Legislators that responded to my email on this subject tell me the bill to make concealed guns on public transit in Missouri legal won’t make it out of committee…this year.

- Steve Patterson

Emerson Park MetroLink Station East St. Louis, Illinois

Yesterday I posted about the challenge of bringing back the area around the 5th & Missouri Station in downtown East St. Louis.Today I’m focusing on the next station to the east on the light rail line: Emerson Park.

Construction on the St. Clair County MetroLink extension from the 5th & Missouri station to the College station in Belleville began in 1998 and opened in May 2001. The extension added eight new stations and seven park-ride lots. The total project cost was $339.2 million, with the FTA and St. Clair County Transit District sharing the burden at 72% ($243.9 million) and 28% ($95.2 million), respectively. Local funding was provided by the St. Clair County Transit District as a result of a 1/2 cent sales tax passed in November 1993.

May 5th marks the 11th anniversary of the Emerson Park station and the area has seen considerable positive change, but planning mistakes were made.

The Good:

New housing, lots of it, has been built and more is under construction now. From last year:

Today marked the groundbreaking of a $17 million development in East St. Louis adjacent to the Emerson Park MetroLink Station, Jazz @ Walter Circle. The $17 million development is a public-private partnership between the East St. Louis Housing Authority (ESLHA), Hampton Roads Ventures and Dudley Ventures, and is the first in the nation to combine public housing development funds from the U.S. Department of Housing and Urban Development with New Market Tax Credits. (NextStopSTL)

This station has seen a steady flow of new construction over the last 11 years.

ABOVE: NW corner of Bowman Ave & N 15th St on April 27, 2007, click image for aerial in Google Maps

ABOVE: The same corner 5 years later on April 19, 2012 with Jazz @ Walter Circle under construction. Click image for more information on this project

ABOVE: Central City Apartments across Bowman Ave from the Emerson Park Station in April 2007

ABOVE': A typical street in the Parsons Place development just notheast of the Emerson Park Station, April 2007

ABOVE: Park in the center of the Parsons Place development

I’m thrilled with how much has been built in the last decade around the Emerson Park Station. The new senior housing over storefronts will be outstanding for this neighborhood.

The Bad:

As you might expect, mistakes have been made in the past and that continues. Where to begin? Parking is a good place, this station has three parking lots with a total of 816 parking spaces! This is the 2nd highest number of spaces at Illinois MetroLink stations, Fairview Heights has the highest with 853 spaces. The parking is divided among three lots — the main lot and two overflow lots.

ABOVE: 816 parking spaces divided among three parking lots, click image to view aerial in Google Maps

The lot to the far right should go away immediately or at least be significantly reduced in size, it serves as a barrier between the new housing to the east of the station. I first noticed the disconnect when I drove there and walked around in April 2007 before I was disabled.

ABOVE: At the end of Parsons Ave looking across the parking lot at the Emerson Park station. Why doesn't the sidewalk continue? April 2007

ABOVE: Same location as viewed from the opposite side, not friendly to pedestrians, difficult pushing a stroller and impossible in a wheelchair. April 2007

ABOVE: Looking toward Parsons Place after leaving the Emerson Park Station. Not exactly inviting. April 2007

ABOVE: The walkway leaving the station is nice and wide but a newly built crosswalk across N 15th is off to the left rather than a direct line. April 2012

ABOVE: In April 2007 the connection was more direct, but the crosswalk and curb ramp was still indirect

ABOVE: Now the amount of concrete is greater and a new pedestrian bridge takes pedestrians over the interstate. Bleak! Shade trees and seating would have been nice here.

In 2007 this east overflow parking lot had a few cars but on my recent visit it had none. Even if it’s 100% full on days the Cardinals play at home it shouldn’t be allowed to separate the nice newer housing from transit. Huge fail. Who’s fault? No clue, but nobody figured out that a continuous sidewalk would figuratively and literally connect housing to the station.

… Continue Reading

5th & Missouri MetroLink Station East St. Louis, Illinois

I like East Louis, Illinois. Yes, it has been hit hard by abandonment but, oddly enough, that’s part of it’s appeal. There’s so much to be done!

East St. Louis is a city in St. Clair County, Illinois, United States, directly across the Mississippi River from St. Louis, Missouri in the Metro-East region of Southern Illinois. As of the 2010 census, the city had a total population of 27,006, less than one-third of its peak of 82,366 in 1950. Like many larger industrial cities, it has been severely affected by loss of jobs in the restructuring of the railroad industry and de-industrialization of the Rust Belt in the second half of the 20th century. In 1950 East St. Louis was the 4th largest city in Illinois. (Wikipedia)

Last week I visited the 5th & Missouri MetroLink Station twice (Monday & Thursday). Thursday was for the grand opening of Legends Restaurant & Sports Bar just a half block from the station. I’d met Mayor Alvin Parks before but I was a bit starstruck by Jackie Joyner-Kersee.

So now they’ve got a nice restaurant in downtown East st. Louis, there might be others but not that I’ve seen. Still, the most common elements around the light rail station are parking, vacant buildings and vacant land. Tomorrow I’ll post about the amazing development that’s taken place around the next station east, Emerson Park, but today is about the 5th &  Missouri Station area.

ABOVE:Aerial view of station, the arrow marks the entrance. Click to view in Google Maps

The station opened as part of the original MetroLink line on July 31, 1993, it was the east end of the line. “The station features 322 Park-Ride spaces, including 25 long term spaces.” (Wikipedia). Numerous bus routes serving St. Clair & Madison counties stop at the station.

Access to the platform is via a single point. 5th & Missouri is the intersection at the top of the above map so I’m not exactly sure how that intersection was picked as the name for the station. The railroad right-of-way that was used is equal distance between 5th & 6th, with the entry point facing 6th. The entry to the station is also halfway between Route 15 (Broadway) on the bottom left and Missouri Ave, upper right.

ABOVE: Looking east from the platform

ABOVE: Looking west from the station across the park-and-ride lot

ABOVE: Looking west from the MetroLink platform past N 5th St. to buildings along Collinsville Ave.

ABOVE: Rotating at bit to the right the tall building you see is the Spivey Building at the literal 5th & Missouri.

ABOVE: Looking north on N 5th St toward Missouri Ave

ABOVE: Looking east on Missouri Ave just north of the station. Legends restaurant has the striped awnings on the left

East St. Louis Mayor Alvin Parks and City Manager Deletra Hudson mentioned a downtown plan but I haven’t received a copy after making personal and email requests. Who knows if it’s any good or realistic?  The problems are serious, some beyond their control.

In August 2007, the Federal Emergency Management Agency (FEMA) announced its conclusion that the levees protecting a large area in Southwestern Illinois from flooding no longer meet the agency’s requirements. The result of FEMA’s conclusion is to change Southwestern Illinois’ flood insurance designation as part of its national Flood Map modernization process. FEMA’s actions would classify much of St. Louis’ Metro East as subject to flooding as if the levee system did not exist at all. This conclusion was based on a finding by the U.S. Army Corps of Engineers (USACE) that the agency had “reduced confidence” that the 74-mile levee system could protect against a flood that has a 1% chance of being equaled or exceeded in any single year (commonly referred to as a 100-year flood or a base flood) without the need for flood fighting. As a result, the American Bottom, an area of 174 square miles in Southwestern Illinois that is home to 156,000 people, 4,000 businesses and 56,000 jobs in 25 communities in Madison, St. Clair and Monroe counties, would be declared a Special Flood Hazard Area (SFHA), with dire consequences for our region’s economy. While we continue to dispute FEMA’s conclusion, we must take immediate steps to demonstrate that we can meet FEMA’s standards for flood protection. (The Southwestern Illinois Flood Prevention District Council)

I’m rooting for a comeback in East St. Louis, but the odds are good. Tomorrow I’ll show you a reason to bet on East St. Louis’ success.

- Steve Patterson

Can’t Decide My Preferred Metro Fare Increase Option

Nobody likes cost increases but they are a fact of life. Metro has asked transit riders to comment on three variations for increasing fares.

Options 1 and 2 maintain the current $2 (MetroBus), $2.25 (MetroLink) and $4 (Metro Call-A-Ride) cash fares without any change. Reduced cash fares for eligible seniors, children and customers with disabilities would also remain the same.

 Option 1 would increase the prices of Metro passes to more accurately reflect the number of boardings made using these passes. Monthly passes would increase from $68 to $75 ($34 to $37.50 for reduced fare); weekly passes would increase from $23.50 to $26; and the college semester pass from $145 to $155.

Option 2 retains the current cash fare but would increase the price of the 2-hour pass/transfer from $2.75 to $3 (reduced fare would increase from $1.35 to $1.50.) Option 2 would preserve a greater discount rate for the weekly, monthly, and semester passes than Option 1. Option 2 would increase weekly passes from $23.50 to $25; monthly passes would increase from $68 to $72 ($34 to $36 for reduced fare); and the college semester pass would increase from $145 to $150.

 Option 3 would implement an approximate 5 percent across-the-board increase for all fares including cash fares, passes and Metro Call-A-Ride fares.

The following chart shows what the changes look like:

ABOVE: Quick look at the 3 options, source: Metro. Click images to view larger version

This is tough because I switched to paying cash instead of buying a monthly pass. Thinking beyond myself to the typical riders using transit, what is the most fair…fare.

Option 1 those who buy weekly/monthly/semester passes are the only ones that will see an increase — 10%.With option 2 those who buy passes as well as those who uses transfers will see increases. Many, if not most, cash riders get transfers since more than one bus/train is often needed to reach their destination. Option 3 is a 5% increase across the board. This seems the most fair but riders used to paying $2.00 will now have to carry dimes since their fare will be $2.10. Same with transfers, option 2 is a simple $3.00 (up from $2.75) but option 3 is $2.85 — again a dime more.

ABOVE: Metro CEO John Nation (right) speaking to a person that came to the informational meeting on Wednesday at St. Louis City Hall

I don’t know about you but I find change annoying. I’m a “reduced fare” rider so my fare w/transfer is $1.35, I’ve finally gotten used to making sure I’ve got the 35¢ I need for my transfer. Would it be worth it to me to pay $1.50 rather than $1.40 just so I only need to worry about carrying quarters? Maybe. But I often buy (10) 2-hour passes at the MetroRide Store on Washington Ave so option 2 would be a buck cheaper than option 3 and I pay with plastic when I buy the 2-hour passes.

- Steve Patterson

Readers Have Mixed Views On Loop Trolley Project

Interesting results on the poll from last week:

Q: The Loop Trolley Is:

1. flawed, but a great way to reintroduce streetcars to St. Louis streets 61 [42.66%]
2. great, can’t wait for it to open 39 [27.27%]
3. a massive waste of tax dollars 30 [20.98%]
4. unsure/No Opinion 4 [2.8%]
5. Other: 9 [6.29%]

I agree with the top answer, this is a great way to dip our toes into building more streetcar lines in the road where transit is needed, as apposed to an abandoned rail line far removed from everything.

The other answers were:

1. visionary
2. A Start for a Streetcar System in St. Louis
3. a great idea that seems to get worse with each update.
4. A tourist line
5. Connect to CWE and METRO and its a winner
6. Good start. Now run some up and down Grand, Kings H, Hampton, etc.
7. Flawed, but a “way” to reintroduce streetcars to St. Louis
8. It has a lot of technical problems that may limit ridership and expansion.
9. I’ll give it 4 years before it is is bankrupt due to non-use/

You can read the original post and comments here.

- Steve Patterson

Let’s Build Around Light Rail

The title of this post is from the title for an upcoming luncheon:  CMT’s Let’s Build Around Light Rail Luncheon to be held May 8th (ticket deadline April 26th). Guest speaker Katherine Perez is billed as a “national Transit Oriented Development Expert.” Awesome!

When I saw the invitation it got me thinking; “How are we doing at building around light rail?” The original line of our St. Louis MetroLink opened on July 31, 1994 1993, almost 18 19 years ago. I decided to visit two of those original stations that had the most opportunity for new development: Wellston & Rock Road.

Wellston Station

The Wellston Station is located in the very poor St. Louis County municipality of Wellston:

Wellston was incorporated as a city in 1909; due to “government difficulties” the city was dissolved three years later, only to be reestablished in 1949. The city was named for Erastus Wells.

During the early 1900s, the Wagner Electric Company, a manufacturer of small motors for appliances and transformers, began development along Plymouth Avenue in Wellston, growing to occupy the entire block and providing 4,500 jobs during World War I. North of the Wagner site, ABEX Corporation built a steel foundry that began operation in 1923.

In 1982 ABEX moved out of its Wellston location; the next year, the Wagner Electric Company closed its doors. After closure, it took 22 years, and millions of dollars in tax credits and development grants, for the St. Louis County Economic Council to demolish five buildings and clean up 15 acres (6.1 ha) of the Wagner brownfield land along the MetroLink so that it could be made marketable as the Plymouth Industrial Park. (Wikipedia)

An industrial park isn’t the most vibrant idea around transit but when you try to develop formerly toxic industrial land your options are limited, housing isn’t possible. So how’s that going around the Wellston Station? (Aerial)

The station itself isn’t much, two platforms and “243 park and ride spaces” (Source). That’s a lot of parking!

ABOVE: Park and ride lot on Monday April 9, 2012 at 1:39pm

ABOVE: I arrived at the station via the #94 (Page) MetroBus, I got on the bus a block from my downtown loft. At Wellston Station a huge crowd waited to board the westbound bus

ABOVE: Looking east on Plymouth Ave after crossing the tracks, on the left is the MET Center

In 1994 the Metropolitan Education and Training Center opened in an existing building east of the MetroLink line at 6347 Plymouth Ave:

The MET Center is a strategic partnership created to stimulate the economic self-sufficiency of individuals living in low-income communities of the St. Louis region. The Center seeks to accomplish this mission by delivering focused, comprehensive, and accessible job training, placement, assessment, career development services and transportation services. We serve the underemployed, unemployed, and displaced workers, leading to sustainable work and a competitive regional economy. (MET Center)

Great, how do I get there? Their website says it’s “Centrally Located Near the Metro Link” but under location they offer a link to Metro’s Trip Finder but mostly they give driving directions. Wow, major TOD fail. But the low-income customers they serve know how to find MET.

ABOVE: The MET Center doesn't have any route for pedestrians arriving on foot, the facility was designed to be driven to.

So the MET Center failed to grasp the idea of orienting to transit, how about the industrial park?

In order to obtain the state’s oversight and participate in the Missouri Department of Economic Development’s Brownfield Tax Credit program, the St. Louis County Economic Council enrolled the site in Missouri’s Voluntary Cleanup Program in 1997. The tax credits were sold to Ameren Corp. and Allegiant Bank, which earned the project $3.5 million. The site was also funded in part with $1.9 million by an Economic Development Administration grant for remediation and infrastructure and a County Industrial Development Authority loan. (2005 St. Louis Business Journal story)

Big bucks, must be great

ABOVE: The entrance to the Plymouth Industrial Park along Page

ABOVE: Sign marketing the Plymouth Industrial Park along Page, click image for Clark Properties website

ABOVE: The road is gated off but the sidewalk on the east side of the road is open

ABOVE: Housing adjacent to the entrance road for Plymouth Industrial

ABOVE: Nothing has been built yet, other than the closed road

ABOVE: The site plan shows three parcels. Lot C is the nearest the station but a fence prevents true TOD.

ABOVE: Existing industry across Plymouth from the MET Center does provide some employment but it's not TOD

So not much east of the Wellston MetroLink Station, let’s go west and see if that nearly vacant park and ride lot has spurred development.

… Continue Reading

I’m Car-Free…Again!

ABOVE: Steve Patterson in his vehicle of choice

On July 5th 2007 I was so excited that I was car-free (First Time in 25 Years, I Don’t Own A Car!), having only a 49cc Honda Metropolitan scooter and a bicycle. A year later I bought a car again — I could no longer ride the scooter & bike due to a stroke (I Drove My Car Today). I had to have a car in St. Louis, right?

I felt guilty though:

So now my trick will be to see how seldom I can drive the car. I feel like a failed environmentalist selling the scooter and getting a car. As I start to buy gas I know I will quickly be reminded of just how efficient the scooter was. 

The scooter was very efficient (90+ mpg) and I did a good job of not driving my car often (5k/year).  In July 2010 I bought a monthly transit pass and began to use and learn our public transit system. After nearly two years as a regular rider I knew I was ready to ditch the car. Why you ask? To improve my standard of living!

You’re probably confused how NOT having a car will improve my standard of living, most view car ownership as increasing one’s standard of living. As a low-income person the cost of insurance, maintenance, taxes, and fuel were too much even though my car was paid for. In addition to the expenses the car’s value was dropping. The car was a burden rather than the key to freedom.

I’ll save money by not having to pay for auto insurance every six months as well as annual personal properly taxes. Based on my annual driving and MPG I’ll save about $750 a year in gas.  I’ll also be able to rent my parking space to a neighbor. I’ll be able to increase my available cash by 15%!

After the couple test drove my car they made an offer and I accepted, then it hit me — this will very likely be the last time I own a car. Ever. I’ve been driving for 29 years and all but one year I’ve owned a car, sometimes 2-3. Before when I went car-free I had the scooter and thought that yes I might have a car again but with my income and my inability to work in a paying job the only way I’d ever have a car again is if I won the lottery.

In addition to taking MetroBus I’ll be getting rides from friends and taking cabs. I’ve downloaded the Taxi Magic app to my phone and set up account with debit card. Two St. Louis taxi firms, St. Louis County & Yellow Cab and Laclede Cab Co. use this service. This will allow me to schedule and pay for a cab from my phone without having to call someone. It stores my home address and I can easily type in the other address. Even if I spend $20/month average on cab fare  I’ll still be way ahead of where I’ve been.

I’ve also, reluctantly, gotten a credit card so I can rent a car on occasion, mostly when traveling. I can’t use car sharing services like WeCar because I require a spinner knob to steer the wheel and a crossover bar to operate turn signals with only my right hand.

I understand that my situation is rather unique, I don’t have to drive 15 miles to a job five days per week. It will be a challenge to not have the convenience of a car but I’m looking forward to facing  and overcoming them.

- Steve Patterson