Property on Virginia Illustrates Mixed Uses, Evolution of Buildings

Buildings are hardly static and the property at 5411 Virginia in South St. Louis is a perfect example. What was once a 1-story structure grew over the years into a 15,000+ complex that includes a storefront, an office, an apartment, a garage and lots of open space. Over the years this property has been an early gas station, a bowling alley, a dance hall, a fried pies stand, a tavern and, most recently, a large-scale costume shop.

Preservation of buildings usual involves looking at a “period of significance” architecturally or historically. When originally built the complex was much smaller than today but we know from records, like the above, that the dance hall portion of the building on the 2nd floor was in place by March 1935.

The modern storefront may date to the 1930s as well.

The terrazzo entry clearly identifies the use as a bowling alley. The wood floor remains as well as some of the markings but the gutters have been filled in with wood and the manual pin equipment has long been removed.

The 5,000sf upstairs ballroom is a more “raw” space as the current owners removed the old plaster ceiling when they purchased the building back in the 90s. The space was used occasionally for parties, weather permitting (this floor is not air conditioned).

St. Louis is full of equally interesting buildings that, over time, have changed and evolved — sometimes for good and sometimes for bad. They are always fascinating. A great book on the subject of buildings is How Buildings Learn: What Happens After They’re Built by Stewart Brand.

As you might expect by this point, I do have an other motive for this post.

At my previous real estate company I had this listing and when I left the listing stayed there, I’m on good terms with the company & seller so all is good. In the MLS the listing still shows as “pending” but a backup is requested. I know a bit more than this but it is inappropriate for me to share details.Let’s just say if you or someone you know might be interested in such a property get on the phone and call your agent, me or the folks at Schaller Realty. The listing price is $199,900. Click here to view the listing detail (w/additional photos & contact info). And for full disclosure, yes I will receive a referral fee upon closing of this property.

When Monster Trucks Go Bad

Yesterday near Chicago:

“A monster truck plowed into a crowd of spectators during a demonstration in DeKalb Thursday. Ten people were hurt including a mother and child. Investigators are still trying to figure out what caused the accident.”

What happened?   Uh, a bunch of people lined a side street next to a Napa auto parts store to watch a Napa-sponsored monster truck drive over some flattened cars as a form of entertainment.  How perverted is it that parents take young children out to see the power of these trucks?  I doubt these same parents take their kids to see pedestrians on a city sidewalk or commuters using rail transit.  A once strictly utility vehicle (the pickup) has become something different in modern culture.
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I think the men who drive trucks with oversized tires are simply overcompensating for um, shortcomings, in other areas.

News Reports:

• ABC Chicago
• CBS News
• St. Louis’ KMOV (w/video)

Former St. Louis Planner Charles Kindleberger to Teach Course at St Louis University

Charles Kindleberger, an urban planner briefly with St. Louis County and with the City of St. Louis from 1976-2005 will be teaching a course this Fall called Planning and Development in St. Louis: Successes, Failures and Lessons Learned. From the course description:

How has the St. Louis region of the 1950s changed over the last fifty plus years? What is better? What is worse? How many of the changes were inevitable? What might we have done differently? This fall PPS 560-02 will examine St. Louis, both the city and region, from diverse perspectives. Taught by Charles Kindleberger, this will be an opportunity to learn and think about St. Louis in the context of state and national urban policies and politics.The class will examine the strengths and weaknesses of St. Louis – what we do well and what is more difficult – and the impact of specific development decisions made over the last fifty years. There will also be a practical component that focuses on writing staff reports, presentations and data sources.

This is my first time having a course taught by someone with their own wikipedia entry (of course wiki didn’t exist when I was an undergrad):

He served the city of St. Louis in a variety of capacities from 1976 to 2005. First, he was director of the Community Development Agency (CDA) Planning and Programming Division. Later, he served as CDA acting executive director. By the 1990s, he was Director of Research in CDA; and after 1999, in the Planning and Urban Design Agency (PDA), a new agency created from the restructuring of CDA. He retired from this position June 30, 2005.

Kindleberger was instrumental in the advancement of information technology applications within St. Louis city government. In particular, he helped initiate the development of the St. Louis Community Information Network, and promoted the development of Geographic Information Systems within St. Louis city government.

His father, also named Charles Kindleberger, was a “distinquished” economist. You can read more about him from Wiki and from MIT, where he taught for over 30 years (yes, that MIT).

Well, as you can imagine, I registered for this course right away. Wednesday nights this semester will be interesting indeed!

MoDOT’s Pete Rahn on a ‘Pefect Storm’ in Transportation Funding

In the July 2007 issue of the Missouri Municipal Review the director of the Missouri Department of Transportation, Pete Rahn, has a one page commentary entitled “Perfect Storm Brewing in Transportation”, (view PDF). Rahn argues that over the next 20 years and based on the current funding formula, they’ll have a funding gap of roughly $18 billion “without future inflation factored into the calculation.” MoDot is estimating a need for $37 billion and that we’ll have “only 19 billion.” Only?

Rahn is correct when he talks about gasoline taxes being on a per gallon basis thus not “being set up to keep pace with rising costs.” True enough, material and labor costs can rise but more funding is dependent upon increased sales of gasoline which likely means either less fuel efficient vehicles or increased miles driven — both arguably bad for our society.

The disturbing part is that Rahn believes we should just continue to fund project after project, with no end in sight. He talks about their efforts to manage projects well to save money but that we have “looming financial woes” because of things like “stagnant funding” and “lagging federal funding.” Uh, no, we have financial woes because we’ve made foolish decisions over the last 50 years to build a road network that only encourages more driving and more road network. We’ve built a system that now outstrips our ability to even fund the safe maintenance of what we have in place today and yet every more miles of road and bridges are planned.

Our roads are no longer for our convenience. They are now controlling and abusing us but we are the victims in the relationship. That which we thought would be good for us turned out to be far more demanding and costly than we ever imagined when we first entered the relationship. Anytime we threaten to leave the abuser hits us with a big traffic jam or a tragic bridge collapse. Year after year we spend more and more money hoping to improve our relationship but it only gets worse. As a national I think we all have Stockholm Syndrome relative to highways and bridges.
But Rahn, an apologist for the abuser, is encouraging voters to support more funding for the road building:

It’s up to our General Assembly to decide how to fund transportation. It’s up to MoDOT to show we’re good stewards of Missourians’ money. It’s up to the voters to decide if they want to invest in their children and grandchildren’s future through the foundation of our modern economy…transportation.

Oh please, what doesn’t get argued in this city and state without pulling in the children and grandchildren. We need to hunt more deer for the future of our grandchildren, we need to pack concealed weapons for the future of our grandchildren, we need to ban abortions so that we have more grandchildren. We need to keep gays from having long-term marriages because they can’t produce any grandchildren. It is more like we need to build more roads for ourselves today but it will be up to our grandchildren to figure out how to pay to maintain them!

Sure Pete, let’s invest in transportation! Let’s invest in localized transit (aka streetcar/quality local bus service) in urban core areas. Let’s invest in making it easier and safer for Missouri citizens to bicycle. Let’s invest in high-speed rail to connect our cities and towns so that people can forgo the single occupancy vehicle. Let’s invest in commuter rail lines to get suburbanites into employment centers. Let’s invest in rail lines for shipping goods so we can remove these semis from our existing roads. But let’s not just keep building mile after mile of expensive roads and bridges and then saddling future generations with the bond payments.

City Makes Intersection Dangerous at Request of Grand Center and Saint Louis University

Crossing busy four lane streets as a pedestrian can be a dangerous proposition even at intersections with good crosswalks and proper signals. Change that intersection so that traffic doesn’t have to stop and simply turn off the pedestrian signals and you’ve created a situation just waiting for a tragic accident. This is exactly what has happened at Vandeventer and West Pine at the request of Grand Center and SLU (this is confirmed via internal email, not speculation on my part).

I’m not suggesting they intentionally sought to make the area more dangerous for pedestrians but in the quest to make it easier for motorists they’ve made it much more challenging for pedestrians and bicyclists in the area. Motorists leaving the SLU parking lots at the intersection may also have to risk an accident to find a break in traffic for a left turn.

Above, the pedestrian oasis of the former West Pine closed by SLU in the 1990s awaits the pedestrian if they can make it across the street. The traffic signal is flashing red in this direction and the pedestrian signals are unplugged. Press the walk buttons that still remain in place and nothing happens.

Look both ways before crossing. From here you can see a continual line of cars heading northbound on Vandeventer where they have a flashing yellow light allowing them to continue through the intersection. One of the two parking lots for SLU can be seen at the right.

Stepping back from the intersection we see parking lots for SLU on both sides of West Pine. Students, faculty and staff using these parking lots daily as well as people coming from the adjacent neighborhood or a bus stop must all attempt to cross Vandeventer. These pedestrian do, I suppose, have the option to go south to Laclede to cross. However, at Laclede the intersection does not have any pedestrian signals like those turned off at West Pine. Lindell, which is closer anyway, does have working pedestrian signals. Still, many campus buildings are along this pedestrian spine so having a good connection for pedestrians would make sense.

From the opposite view, above, we see three women attempting to cross Vandeventer to reach their car parked on the other side of the street. Classes resume later this month but already we see cars from SLU faculty/staff or students. As you can see, SLU has their own branding on the street sign and some traffic signals are painted blue. For more pictures click here.

It is amazing how similar this intersection is to a one in Kansas City. In KC, a university removed vehicular traffic from a street to create a pedestrian only street. However, the city failed, the court found recently, to properly control the remaining intersection and unfortunately a student was struck and killed. From the court opinion:

Opinion modified by court’s own motion on May 1, 2007. This substitution does not constitute a new opinion.
Appeal of a judgment on a jury verdict in a wrongful death action against the City of Kansas City. The plaintiffs, parents of a deceased student struck by a vehicle while crossing Troost Avenue in a pedestrian crosswalk, contended that the City negligently created a dangerous condition of property at the intersection of 53rd and Troost Avenue by installing a pedestrian crosswalk and then failing to adequately control traffic and failing to adequately warn vehicles of the existence of the crosswalk. The City contended the claim was barred by governmental immunity pursuant to Section 537.600 RSMo 2000.

AFFIRMED.
Division holds: (1) The plaintiffs showed that the City waived immunity by creating a dangerous intersection and by failing to take appropriate action to mitigate the danger to pedestrians, although the City had notice of the danger caused by the inadequate warnings and controls at the intersection; (2) The plaintiffs also showed that the death of the deceased directly resulted from the City’s negligence, and that the City remained proximately at fault, although the City’s negligence concurred with the negligence of the driver whose vehicle struck the deceased; and (3) the waiver of immunity in 537.600 is an absolute waiver of immunity, regardless of whether the City’s actions would otherwise have been protected by “discretionary immunity.”

In short, a city cannot be immune to negligence for an intersection they control. Several options exist for this intersection.

One ‘solution’ is to leave the dangerous situation exactly as it is and we simply wait until someone is seriously injured or killed before correcting the situation. As you might imagine, I’m not fond of doing nothing. The simplest and least costly solution is to take the traffic lights off flash mode and turn the pedestrian signals back on. This could be done via regular cycles or on a 3-way red flash mode so that traffic stops at the intersection but doesn’t have to wait for the light to turn green if they have the right of way. A good compromise to keeping traffic moving along Vandeventer but allowing for pedestrians is to allow them to activate the signal so that traffic stops when pedestrians are present. This, however, doesn’t help motorists, bicyclists or scooterists trying to turn left onto Vandeventer from West Pine. If we can stop traffic along Grand for a pedestrian crossing on the other end of the pedestrianized West Pine we can find a way to be as considerate on this end as well.