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

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

A View From East St. Louis, Illinois

Leaving East St. Louis city hall on Monday evening I spotted a guy taking pictures but I couldn’t figure out of what. Then I saw the geyser from the Malcolm W. Martin Memorial Park on the east riverfront.

ABOVE: Picture perfect: geyser, Arch, MetroLink and sun as seen from East St. Louis, IL, click image to see a larger version

The park, and specifically the geyser, are among my favorite places in the region. The time I took the picture would have been just past 6pm since the geyser is only operated every three hours.

- 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

2011: MetroBus Growth Rate Double MetroLink

Ridership on the region’s bus service (MetroBus) grew at more than twice the rate of the region’s light rail service (MetroLink), according to figures in a new report by the American Public Transportation Association. Looking at 2011 compared to 2010 the light rail service increased ridership a below average  4.62% while bus ridership increased a whooping 10.04%, way above average for the report.

APTA reported large bus systems like MetroBus in St. Louis grew by 0.4 percent nationally. Columbus, Ohio at 10.1 percent showed the strongest bus ridership growth in the nation while St. Louis at 10 percent experienced the second largest growth, and Orlando, Florida at 8.4 percent, the third strongest bus ridership growth in the nation. (Metro Press Release)

Outstanding!

ABOVE: A large crowd waits to board the #70 Grand MetroBus at Union Station

As a result of the substantial increase the humble bus is carrying an even greater percentage of the region’s transit riders. MetroBus carried 61% of Metro’s passengers in 2010 but that increased to 62% for 2011. Conversely the light rail service dropped from 38% to 37% from 2010 to 2011, see pie charts below.

It’s no wonder since MetroBus service covers so much more of the metropolitan area. MetroBus likely has a stop near your home and work/school whereas light rail isn’t as convenient. I can catch three different MetroBus lines within a block of my house (3min) but the nearest MetroLink station is 12 minutes away! Sure the MetroLink is faster than MetroBus but when I factor in time getting to/from each mode the bus usually wins if both are a choice.

Some will point out that MetroLink has a higher farebox recovery than MetroBus (27.8% vs 19.9%; source page viii). True enough, but MetroBus covered 5.7 times as many “revenue miles” as MetroLink in FY2011 (18,198,927 vs 3,147,407; same source). Naturally bus service isn’t going to have the same farebox recovery rate given how much of the region the service covers — those routes to low density areas just aren’t as efficient as other routes. We could never afford to provide light rail service to all parts of the region now served by bus.

St. Louis bus & rail ridership was down in 2011 from what it was in 2008, but current gas prices might push ridership levels for 2012.

- Steve Patterson

MetroBus & MetroLink: Separate And Unequal

Winter weather is here but not to worry, Metro will keep you warm.

ABOVE: MetroLink platforms have heaters to keep passengers warm while waiting for trains

Unless you are like most transit riders and you take MetroBus. I’ve not inspected all the MetroBus Transit Centers but I know the Civic Center Transit Center doesn’t have any heaters, yet all MetroLink platforms do!

ABOVE: Shelter at Civic Center without heaters

A Metro blog post in October titled It’s Getting Cold Outside: Platform Heaters Now on All Outdoor MetroLink Stations explains the heaters:

Is it us, or is it getting colder outside? Not too cold for baseball fans though! All outdoor MetroLink Stations are now fitted with platform heaters, but it’s important to remember that in order to conserve energy, the heaters operate under the following conditions:

•  Only during regular scheduled service (4:30 a.m. – 12:30 a.m.)
• Only if the temperature is 45 degrees Fahrenheit or below.
• Only for 15 minutes each time the button is pushed.

All platform heaters now have decals on them with information about how and when they can be turned on.

Uh, it’s cold at MetroBus Centers as well. Metro treats rail and bus riders differently and in the winter this is painfully obvious…oh the pain is frostbite.  Most exterior MetroLink platforms are in a depressed rail right-of-way somewhat naturally sheltered from the cold wind, but most MetroBus Transit Centers are at grade and fully exposed to cold winds.

This inequity is new too:

Metro’s partners in Illinois at the St. Clair County Transit District determined that MetroLink passengers need to stay toasty while waiting for MetroLink. In 2009, Metro finished installing platform heaters at all Illinois MetroLink stations, thanks to funding from St. Clair County Transit District. These heaters are passenger-controlled, ceiling-mounted heaters that Metro installed along with a wind shelter on the MetroLink platforms. They run on a timer, so they turn off after 15 minutes, to save energy. The heaters are also set so that they don’t come on at all if the temperature is above fifty degrees. This initiative was so popular, Metro decided to extend it to Missouri stations as well.

Beginning in February 2010, Metro began turning on new platform heaters at several Missouri MetroLink stations, including: North Hanley, Delmar Loop, Clayton, Shrewsbury, Civic Center, and Central West End. All other Missouri MetroLink stations are slated to get heaters, excluding the underground stations (such as the 8th & Pine station downtown – passengers are already sheltered and those stations don’t get as cold), and the two airport stations.

The project necessarily includes an evaluation of the power needed at each station, and in some cases updating equipment to move extra power into the station. The stations chosen for the first round of installation in Missouri are some of the busiest stations, but also the easiest to upgrade. The Grand Station heaters will be placed as a part of the station redesign in 2011, in conjunction with the construction of a new transit plaza underneath the new Grand Avenue bridge that the City of St. Louis will build.

Metro is working to complete all remaining stations -with the exception of the tunnel stations, two airport stations, and Grand – by the end of 2010. (source)

I don’t even know the total number of MetroBus Transit Centers, they aren’t listed online — at least not that I can find. Metro needs to put a plan in place to rectify this inequality.

- Steve Patterson

4th Annual MetroLink Prom 7pm Tonight

Tonight is the annual MetroLink Prom. Here is the full press release:

METROLINK FANS TO DON CORSAGES AND BOUTONNIERES FOR THE FOURTH ANNUAL METROLINK PROM

Citizens for Modern Transit, City Affair, and the Transit Riders Union of St. Louis Present Celebration of the MetroLink Blue Line

FEELING BLUE? AT METROLINK PROM, BLUE IS THE COLOR OF HAPPINESS!

Five years ago, St. Louis’s illustrious MetroLink light rail system took a great leap forward with a brand new line that connected St. Louisans for the first time by rail to exotic locales such as Maplewood, Richmond Heights and Shrewsbury. For the fourth time in as many years, St. Louisans will unite to dance aboard the the trains in the off-beat, one-of-a-kind MetroLink Prom. Why do we do this year after year? Because MetroLink—and public transit in general—makes St. Louis a better, more accessible city. Now, with the Blue Line in place, St. Louis can experience our resurgent, historic urban core as well as our thriving, inner ring suburbs in just seven light rail stops.

WHAT: 4th Annual MetroLink Prom

WHO: All lovers of mass transit and formalwear

WHEN: Friday, October 7, 2011 at 7 p.m.

WHERE: Meet at the Forest Park/DeBaliviere MetroLink Station at 7pm

HOW MUCH: A two-hour Metro pass ($2.75) – Purchase your own, please!

WHAT IS IT?

Just like it sounds – a full-blown, high school-style PROM aboard your favorite transit system. Dress in your finest attire—try to wear something blue—and meet us at the MetroLink Forest Park/DeBaliviere Station on Friday, October 7, 2011 at 7 p.m. We’ll direct you from there. When we arrive at Shrewsbury Station, we’ll award the night’s finest dressed (blue-themed formalwear or costumes) with the title of Prom King and Prom Queen before riding back to the Skinker Station.

The newly anointed Prom Court will then lead us in our promenade from the Skinker Station to the Moonrise Hotel’s rooftop bar for our Blue Moon Ball – a night of drinking and dancing with an unparalleled bird’s eye view of the city and its duo of MetroLink lines. (That’s a half mile parade to show off our finery to the general public. A drum line will lead the way!).

The official Facebook event is here. Last year was my first MetroLink Prom and I had a great time so I wouldn’t think of missing this year. If you live in the city or inner suburbs you can easily get to the MetroLink system via MetroBus if you don’t live close to a station. You can use Metro St. Louis or Google Transit to check your transit options.  The #01 Gold and #90 Hampton MetroBus lines stop at the Forest Park MetroLink station.

I’ve been trying to think of a fun themed event to do on MetroBus. MetroBus Homecoming?

- Steve Patterson

Readers: MetroLink Light Rail was a Good Investment

This morning I’m meeting a friend at the airport so we can catch up on the ride to his downtown hotel. Sure, he could take a cab or ahotel shuttle or I could drive out there to get him, but why?

ABOVE: The MetroLink platform at the main terminal

Our light rail connection to the airport is outstanding. We’ve enjoyed the connection since 1993. When I flew to Seattle in 2009 their airport light rail wasn’t yet complete.   Flying into LaGuardia Airport in 2005 I took a bus into Manhattan, NYC’s excellent rail system didn’t reach the airport.

No doubt the airport connection helped garner so many favorable responses in the poll last week, Poll: Was MetroLink a Good Investment?:

Q: MetroLink light rail opened 18 years ago, was it a good investment?

1. Yes, it is an important part of our region’s transportation system. 180 [79.3%]
2. Other answer… 19 [8.37%]
3. No, likely cost too much given the ridership 16 [7.05%]
4. Possibly, need data to know 10 [4.41%]
5. unsure/no opinion 2 [0.88%]

Here are the numerous other answers:

1. If it went faster I would easily say YES. Right now it is a VERY “nice to have”
2. Yes, although we need more lines for it to be truly effective.
3. Good starter line but not designed to take advantage of STL’s Urban Form
4. Yes, but it needs more lines to make it fully functional
5. No, because it’s taking away from the bus system.
6. It’s a good start, we need a north south line in high density residential nabes
7. It’s a needed part of trans. system, but need data to know if good investment
8. Yes, but it needs to be expanded to MidAmerica to grasp the airport’s potential.
9. ghetto link
10. Good investment, but really need to encourage TODs to maximize investment return
11. Overall yes but NIMBYs have strongly compromised its potential and overall worth
12. Yes, but the subsequent failures have hurt: lack of extension down 40, etc.
13. a good investment subsequently wasted by failure to expand to critical mass
14. It would have been but not as it stands.
15. No. It is too limited to be useful.
16. Only if they build more lines
17. Yes, but we need to do better.
18. yes, but it still needs improvement in service hours and number of stops
19. Without turnstiles, we have no idea how much revenue we are losing.

Here are some of my thoughts:

• Light rail is one of several types of fixed rail transit, others include heavy rail and streetcars. Each has it’s place. Light rail into Illinois and to the airport was a good investment because we had the right-of-way, bridge, and tunnels to support the construction.
• The extension further into Illinois was also a good investment as the distance is substantial, getting many cars off the roadways with minimal infrastructure since the line used existing at-grade right-of-way.
• The extension to Shrewsbury, however, was not a good investment. Expensive tunnels and flyover bridges drove up costs enormously. The distance covered is not that great.
• The lack of turnstiles made sense in the late 80s when the original line was being planned, ridership was unknown and the additional costs to construct a closed system would have been too much. I don’t think much revenue is lost by those who don’t pay, but not having a reloadable card option (yet) is a huge disadvantage.
• Light rail is typically run in it’s own right-of-way so therefore it isn’t where you need it to be – in the street next to your destination.
• Light rail doesn’t belong in street right-of-ways, that’s what a streetcar is for.
• I see very limited need for additional light rail in the region.  An extension into Madison County Illinois would be nice.  Connecting north county via existing right-of-way from Clayton or airport area makes sense too.  Extending into south county from Shrewsbury also makes sense.
• I oppose street running light rail going through north & south St. Louis to get county riders downtown.
• We will never again have a streetcar system serving all neighborhoods in the city and light rail only serves a very small portion of people.  Bus service, therefore, is the main mode of transit.
• Light rail distracts Metro and funding from bus service, which has been getting the short end of the stick for too long.

- Steve Patterson

Poll: Was MetroLink a Good Investment?

ABOVE: The elevator tower at the Convention Center MetroLink station, 6th & Washington Ave.

Eighteen years ago today St. Louis’ initial light rail line, MetroLink, opened for service:

Construction on the initial MetroLink alignment from Lambert-St. Louis International Airport to the 5th & Missouri station in East St. Louis began in 1990. The portion between North Hanley and 5th & Missouri stations opened in July 31, 1993, and the line was extended westward to Lambert Airport Main station in 1994. At that time another station, East Riverfront, was opened in East St. Louis. Four years later, in 1998, the Lambert Airport East station was added. The capital cost to build the initial phase of MetroLink was $465 million. Of that amount, $348 million was supplied by the Federal Transit Administration (FTA).

MetroLink exceeded pre-opening ridership estimates, but the system has expanded slowly. Construction on proposed extensions has been delayed by the increasing scarcity of FTA funds. As time has passed, an ever-greater share of the costs has been borne by state and local governments. The most recent work has been entirely funded by local dollars. (Wikipedia)

The fact we had the Eads Bridge, existing tunnels under downtown, and unused railroad right-of-way, created the needed local match to get federal funding the initial project.

Since today is the 18th anniversary I thought I’d do the weekly poll question about MetroLink: was it a good investment?

- Steve Patterson

Lambert Airport Main Terminal MetroLink Extension Opened 17 Years Ago

When our light rail system, MetroLink, opened on July 31, 1993 it didn’t quite reach Lambert Airport, as it does today. Originally the line stopped at the Hanley Station. Eleven months later, on June 25, 1994, the 3.15 mile extension to the main terminal opened.

ABOVE: The MetroLink platform at the main terminal

The original line used existing railroad right-of-way but new structures had to be constructed to get the line over I-70 & I-170 to get to the airport. Many use MetroLink to get to/from the airport for flights or work.  In fact, MetroLink has been a success:

“More than 15 Million passengers boarded Metrolink in FY 2010.”- Metro’s 2010 Annual Report

The airport’s Terminal 2 (East) opened in May 1998 but , due to several delays, the MetroLink  station didn’t open until December 23, 1998.

- Steve Patterson