On the 17th MX Movies had its Grand Opening.
I peaked into a theater during a movie, I’ll have to return to see a show and order food to be delivered to my seat. For more information, including theater pics, click here.
— Steve Patterson
Fuel economy is mentioned often in this year’s St. Louis Auto Show, which started yesterday and runs through 5pm Sunday.
No wonder really, given the views of today’s auto buyers:
15% of those surveyed said that fuel economy was their #1 criteria in choosing a new car, but as low as that figure sounds, it still outranked styling, reliability, and cost. In other words: fuel economy is leading the pack, but not by much. (Christian Science Monitor)
Consider where we were in 2008:
The cost of gas in June of 2008, the early stages of the heavy summer driving season and during the presidential campaign, was $4.10 per gallon. The 2008 gas crisis hit its peak one month later with prices averaging $4.11 per gallon. (CBS News/Face the Nation)
By December 2008:
Gas prices declined for the sixth straight day on Thursday, falling below the $1.65 per gallon, according to a national survey of credit card swipes at gasoline stations. (CNN Money)
Currently the national average is around $3.31/gal (AAA).
This focus on fuel economy is partly a response to consumer demand but also to higher standards announced by the Obama Administration in August 2012:
The standards — which mandate an average fuel economy of 54.5 miles per gallon for the 2025 model year — will increase the pressure on auto manufacturers to step up development of electrified vehicles as well as sharply improve the mileage of their mass-market models through techniques like more efficient engines and lighter car bodies.
Current rules for the Corporate Average Fuel Economy, or CAFE, program mandate an average of about 29 miles per gallon, with gradual increases to 35.5 m.p.g. by 2016. (NY Times)
I’m glad to see manufacturers and consumers on the same page.
The annual show is billed as the “largest automobile event in the St. Louis area, the 2013 Saint Louis Auto Show features more than 500 new cars, trucks, SUVs and luxury vehicles from over 25 manufacturers all under one roof.” Maybe, but some weren’t present: Mercedes-Benz, Land Rover, BMW, and Porsche.
Still, the show is a great place to see many cars in one place. It runs noon-10pm today, 10am-10pm Saturday, and 10am-5pm Sunday.
— Steve Patterson
Guest post by Kuan Butts
Murder, drugs, theft, car chases. In the three or so months since I left St. Louis to attend graduate school, much of what I have heard in reference to or from the Gateway City has circulated around danger and crime, particularly associated the urban core. Such news topics were not isolated to correspondence with those living in St. Louis currently. No, this reputation permeated everyday experiences. For example, during an introduction to GIS graduate course, the professor demonstrated an example of a “successful” final report for the semester; a project which happened to have mapped crime in relation to discovered meth labs and freeway onramps in, you guessed it, St. Louis, Missouri. While this did not pertain to the city center, per se, the thematic trends it presented were synonymous.
This information, of course, should come as no surprise to any who have lived in St. Louis. The City’s self-esteem issues have long been a source of both frustration and humor. An excellent example of this is any of the number or articles The Onion has produced. In one such article, published last year, they announced millions of new jobs had been created, but they were all located in St. Louis (implying that St. Louis was such an unappealing locale as to render these new jobs unattractive, even in such an economy). Many, including myself, wrote an angry comment or two, chastising the author for his cold attack on my city. Nonetheless, the popularity of the piece was clear, demonstrating a notion that was firmly entrenched in some national psyche regarding this “shrinking city,” and many others like it.
What concerns me most is the effect that some of these perceptions on the relationship of greater metropolitan regions with their urban core; particularly when the two are divided by political isolation. For example, the relationship occurring through the Zoo-Museum Tax District in St. Louis is an intriguing case study of this. The taxing entity covers a broad region, including much of St. Louis County in addition to the City of St. Louis. Created in 1971, the tax district demonstrates plainly the regional significance of such amenities – specifically that the Zoo is a zoo not just for those in St. Louis City and not just for those in Clayton. Rather, the Zoo is a cultural center whose benefits exist on a regional scale.
Simply, the Zoo and museums are broad ranging benefits, whose costs are born by those outside of the traditional taxation district in an attempt to recapture some of its positive externalities, seeking equity in the bearing of its costs. Applying this same logic to the civic core of St. Louis, it is striking to see how such a clearly regional asset (from its architecture to its history, entertainment capacities, judicial and governing functions, business environment, and convention infrastructure) can be provided and the costs born by such a small group of individuals. What creates the culture of entitlement, ownership, and thus stewardship in the case of the Zoo, that fails to occur in the downtown core of St. Louis? Conversely, does fiscal investment such as taxation, in itself, create this sense of possession?
I posit that one element of difference between these two locations is a “sense of persistence.” By the word “persistence,” I mean an attitude that, if one is not presently in the location, one’s social circle or someone with whom one identifies closely (be it through cultural similarities or racial composition) could very well be there at this moment. Just as many suburban neighborhoods operate through a Homeowner’s Association that unifies homogenous groups to care for a collective good, denizens of the St. Louis region feel a stewardship towards the Zoo, along with much of Forest Park, because there is a belief that those similar to you could very well be standing to gain should you not be using the services yourself at that particular moment. Thus, it would behoove you, the tax-payer, to contribute to the care of this amenity, preserving it for the greater good of yourself and those like you.
In the case of downtown, this same metric of cognition falls short due to its perceived brevity of occupation by those living in, for example, the suburbs. In many ways, St. Louis City is still stuck in a strange notion of the Instant City, as developed by Archigram, a London-based avante-garde architectural group from the 1960s. In this model, a city could be brought anywhere, even to the smallest town or village, carried by a blimp and set up almost instantaneously. The wonders of the city were provided and, once consumed, lifted up into the air, out of sight and mind. In St. Louis, the arrangement of peripheral cities exists in such a way as to have the benefits of a major city, taking in the qualities only substantive urbanity can provide, but ignoring it once such benefits have been acquired.
Such attitudes have fostered a quality of impermanence within the downtown core. Those same individuals who obtain a sense of stewardship of Forest Park or the Zoo often see downtown as a limited,programmed environment. Downtown is, to many, a place in which specific events occur and then end. It is almost as though the scheduling of such activities has the capacity to turn “on” and then “off” the existence of such a place and its setting.
In many ways, the recent “Cavalia: A Magical Encounter Between Human and Horse” event space in downtown St. Louis is a physical manifestation of this attitude. What attitudes toward downtown development created the present environment, enabling such a large temporary structure to be erected? The singularity of structures, their lack of contextual design within the greater surroundings, is often targeted as the primary reason for retention failure post major events. While deficiencies in formal planning and urban design rightfully hold the fault for these failures, these accusations are often tired and played out. Physical alterations and plans for future build-out are costly and often long-range in scope. Furthermore, physical remediation of presently deficient urban environments can only achieve as much as the attractions which it services. If the amenities do not appeal to the targeted social groups, then the area may remain under-utilized.
While physical environments can significantly improve an experience, often the primary inhibitor of occupation in an environment is a damaging perception of what is there. Often, because of limited experience and interaction, distorted notions of places and those within it create apprehension or even repugnance towards the idea of such areas. In a simple example, consider the willingness of a stereotypical suburbanite to enter an aging strip mall and yet express hesitancy toward approaching an older urban structure. In presenting the urban environment as desirable to a population that has become unfamiliar with it, creating a sense of familiarity is key. Just as with Forest Park, the notion that “I” or someone like myself, can be in an environment at any time of the day, can have a very powerful effect on the behavior and investment patterns of a region. Unlike the programmed nature of major sporting events at Busch Stadium, for example, the notion of permanence in occupation, day in and day out, enables spontaneity. No longer is a scheduled activity (be it work or an event) necessary for one to feel “allowed” or for it to be “okay” to be in downtown. While the flexible nature of a park environment makes such an accomplishment much more easily accomplished in the case of a park, the same can still be achieved in an urban environment.
An additional advantage of culturing such an attitude is the ability to develop interest and occupation by a “desired” market sector without the displacement of those currently living in an environment. Because of the absence of major physical redevelopments, an environment can grow and infill organically, to meet both new demands as well as retain and continue to service old ones.
What methods can achieve this perception change? Clearly, the issue has now been framed perfectly for a marketing solution. Presently, a number of major marketing initiatives are already in place, ranging from an amenities-driven approach (Explore St. Louis by the St. Louis Convention and Visitors Commission) to a business development initiative (St. Louis is All Within Reach by the St. Louis Regional Chamber and Growth Association). The success or failure of these initiatives is not within the parameters of this essay, though. Rather, concepts for alternative methods of culturing familiarity need to be sought.
One such alternative attempt is currently being pursued by local St. Louis startup CityPulse. (Full disclosure: I was part of the Brain Drain collaborative team that developed this idea in early 2012 for the Good Ideas for Cities event hosted by the Contemporary Art Museum and GOOD Magazine.) In this case, a series of beacons placed strategically throughout the city sense pedestrian presence, which in turn activates a light feature, thus highlighting activity, Furthermore, every beacon is connected digitally and all are represented through a web portal. This web portal would, in addition, sync social media activity, linking geo-spatially tagged locations which allow observers to begin to connect pedestrian activity with individuals and interests. Ideally, such a mechanism could enable individuals to identify with areas they previously shouldered.
This solution is by no means the final answer, a perfect resolution for the observed problem. Rather, it begins to identify qualities that presently hinder current initiatives, such as those aforementioned. Specifically, creating data that is absolute and out of the control of any incentivized individual or organization’s control overcomes concerns of deception or biased curation by such groups. Ultimately, fostering that sense of permanence necessitates a neutral means of delivering data, presenting unpruned information that is easily consumable, but effectively highlighting the liveliness that already exists, “under the radar,” within numerous urban cores across the country.
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Born and raised in San Diego, CA; Kuan Butts is currently a graduate student at MIT’s Department of Urban Studies and Planning, where he is focusing in City Design and Development. Prior to MIT, he worked at H3 Studio in St. Louis, MO after receiving a BS Architecture from Washington University in St. Louis, MO.
In the poll last week 40.99% thought race relations were improving while 29.19% thinks they are declining with almost as many (21.74%) indicating they are holding steady:
Q: The State Of Race Relations In St. Louis Are…
While I think overall race relations are slowly improving, we’ll unfortunately see a rapid decline between now and the March 5th primary election. Regardless of which candidate prevails in the Democratic primary and April general election I hope we can all come together.
— Steve Patterson
In yesterday’s post, my 9th annual look at Dr. Martin Luther King Drive, I briefly mentioned the now-complete Arlington Grove Apartments. Today is a closer look at this project by McCormack Baron Salazar, the folks behind the North Sarah Apartments.
The biggest problems with Arlington Grove is the context: crossing Martin Luther King Drive on foot and recent non-urban developments.
The gas station across the street is a 4,300 square foot building on a 52,087 square foot lot, built in 2007. It is massive and destroys urban potential of the three-story buildings facing MLK Dr.
Arlington Grove contains 112 1, 2 & 3-bedroom apartments in 22 new buildings and a renovated 3-story school on two parcels totaling 213,800 square feet. At the scale of the gas station, this large site would contain just 17,650 square feet of interior space. Each floor of the renovated school contains nearly 15,000 square feet! The school, without the 22 new buildings, was already far denser than the gas station.
In other words, these two are radically different visions for the community. The 112 new apartments doesn’t detract from the gas station, but the gas station is a major detractor from the new residential neighborhood. An urban gas station like this one in Milwaukee would’ve been ideal to create a 3-story front to MLK while also providing a place for people to fuel their cars. Update 1/122 @ 9:25am: See this example of an urban gas station on Google maps here.
The next place to cross is Arlington Ave four blocks to the east! Someone needs to look at this area and make it easier/safer to cross the street.
Ok, back to the development itself. Like I said, the Arlington School, built in 1900, is the centerpiece.
The one flaw I found with Arlington Grove is wheelchair access to the school building. A wheelchair ramp is provided in back — very convenient for anyone driving a $45,000 van.
I realize the entire 5+ mile stretch of Dr. Martin Luther King Drive can’t be lined with 3-story buildings, some with storefronts. But with some advanced planning the Arlington Grove development could’ve been anticipated prior to the construction of the gas station in 2007. That would’ve allowed for the plans to create similar building scales on both sides of MLK with either an urban gas station or with the gas station located a little further away.
But we don’t plan, we do piecemeal.
— Steve Patterson