Poll: How should Missouri make up the shortage in funding for roads & highways? (pick 2)

The Missouri Department of Transportation (MoDOT) says it needs more money than it receives:

MoDOT has been warning for years that its annual highway construction budget would decline significantly as bond payments for those projects came due. That drop-off has now hit: The annual construction budget has fallen from $1.2 billion to less than $700 million, and it’s projected to drop to $425 million by 2019.

Missouri’s highway system has long depended on fuel taxes. But the report, required by federal law, said people drive less, and vehicles are more fuel-efficient. Meanwhile, inflation is increasing the cost of projects, the report noted. The price of asphalt, concrete and steel are double and triple what they were 20 years ago, when fuel taxes were last raised, the report said. (Columbia Daily Tribune)

One idea from earlier this year, a sales tax, is back in the news:

A proposal to raise a statewide one-cent sales tax to fund transportation projects could be headed to a Missouri ballot in 2014, if supporters of a new initiative petition are able to gather enough citizen support to put it there. (Kansas City Business Journal)

Other revenue options include tolls, increased licensing fees, raising the state fuel tax, and even closing roads/bridges rather than maintain/replace them. For the poll this week I’d like you to pick your top two options. Two because one alone might not be sufficient enough, the poll is at the top of the right sidebar.

 — Steve Patterson

Sunday’s Weather in Three Images

The weather last Sunday was crazy, including deadly tornados that caused extensive damage in Illinois. There was some wind damage in St. Louis, but no injuries to my knowledge.   I took three images in ten minutes that capture what I saw from our loft in downtown St. Louis:

That’s a lot to happen in just ten minutes! My heart goes out to everyone who lost family, friends, or property in these storms. Have a great weekend — no post tomorrow. New poll on Sunday though.

— Steve Patterson

Fifth Anniversary of the Gateway Transportation Center 2008, Future High-Speed Rail to Chicago’s O’Hare Airport

During the last five years Amtrak has seen a steady increase in ridership.

The timing was perfect, although Amtrak’s FY 2009 showed a dip in ridership from 2008, it was still above 2007 levels.

I’ve taken trains out of this station five times now: Kansas City (x2), Jefferson City, Bloomington-Normal, Dallas. Bloomington-Normal was Memorial weekend 2012, our station was way too small for all the rail & bus passengers that weekend. The trip to Dallas was in July 2012, I continued to Fort Worth & Oklahoma City on Amtrak, returning to St. Louis via Greyhound bus.

Thinking about this post I was curious how our station compared to others in Missouri, Illinois, and nationally. Turns out St. Louis had more than double the traffic as the #2 station in Missouri, Kansas City.

Amtrak serves 46 of the 48 continental United States, no service to Wyoming or South Dakota. Of the 46 states served, and the District of Columbia, Missouri ranked 18th in FY13, Illinois 4th.

Clearly, our proximity to Chicago doesn’t hurt. Plus, Missouri and Illinois have both been making track upgrades which have resulted in reduced travel time. Amtrak spokesperson Marc Magliari told me the usage at the St. Louis station “has exceeded expectations.”

The Lincoln Service between Chicago and St Louis saw a 10 percent jump in passenger count, for the largest increase for any route in Illinois. It also saw a 22 percent jump in revenue. (Source)

The St. Louis station took years to be planned, funded, and opened. Now we need to plan a facility to handle high-speed rail traffic. How will a high-speed train cross the Mississippi River, a new rail bridge? Could it serve the region from a location on the Illinois side, or must it cross into Missouri? You think I’m dreaming, but I’m not:

The study concluded that a 220-mph HSR service from O’Hare Airport through downtown Chicago to Champaign-Urbana and on to St. Louis and/or Indianapolis is feasible and would be likely to cover its operating costs without subsidies. Express high-speed trains would travel from downtown Chicago to Champaign in approximately 45 minutes, to Springfield in approximately one hour and twenty minutes and to St. Louis or Indianapolis in approximately 2 hours. The study assumed that trains would run every half-hour during peak times and hourly at other times. The economic analysis of the HSR system showed potential substantial benefits to Illinois, including the creation of 409,000 to 792,000 job-years during five years of construction and creation of 10,890 to 13,820 jobs per year during the first 10 years of operation. In addition, analyses of several different cost and revenue scenarios indicated that the HSR system is expected to be operationally profitable. However, as with many large public transportation projects, the initial cost to build it is substantial and would require public and/or private sector funding to cover the initial capital cost.

Various public-private partnerships (PPP) have been successfully used to finance HSR overseas and the viability of adapting these to the US environment should be explored. An incremental or blended approach completed over a longer time period would reduce initial capital costs and provide other nearer-term transportation benefits, while simultaneously improving intercity transportation quality and travel times. This is similar to the approach commonly used internationally and should be studied further. (UIUC w/links to study)

Two hours to Chicago? Count me in!

— Steve Patterson

Readers: Sesame Street Was a Positive Influence on Their Perception of Urban Neighborhoods

When Sesame Street debuted in November 1969 I was and wasn’t the target audience. Just shy of turning 3, I was the ideal age for the new educational show, but I was a kid in a new middle-class suburban subdivision in the sprawling city of Oklahoma City.

Think about the decade of the 1960s, leaders assassinated (JFK, MLK), race riots in cities, etc.  The show was targeted at poor inner-city kids, helping them learn and to feel good about their own neighborhoods — which didn’t look like Mr Roger’s Neighborhood (1968) or another show from 1969, The Brady Bunch.    I’m not the only person who’s written about growing up with Sesame Street:

Sesame Street was my first experience of a city. I had no idea where it was set when I was a kid, or even that it was in a city at all. I tended to imagine all settings as more or less equivalent to the small Midwestern city where I grew up. I was shocked as an adult to learn that Harriet the Spy, to take one example, was an Upper West Sider. As far as I was concerned, she lived down the block. I didn’t realize how centralized American culture is, how little of America Sesame Street depicts. I didn’t realize my life was considered provincial.

Sesame Street is supposed to represent a Manhattan street, which should be obvious to anyone who’s watched the program — though it wasn’t to me until I asked the show’s art director, Victor Di Napoli. I was thinking that it might be located in, oh, I don’t know, Brooklyn or Philadelphia (it’s actually filmed on a soundstage in Astoria, Queens). The folks at Sesame Street actually disagree over which specific Manhattan neighborhood the show depicts. Di Napoli, a longtime Sesame Street staffer, says it’s always been based on the Upper West Side, though Joan Ganz Cooney, Sesame Street’s founder, said during a 1994 talk at the Museum of Television and Radio in New York that she’d wanted to call the show 123 Avenue B — in the late ’60s, this now prosperous part of the East Village was called Alphabet City, and was considered part of the Lower East Side.

Whether or not I understood Sesame Street’s setting, it stuck in my head as a model for how people should live: close to one another, in a place where neighbors knew, liked, and watched out for each other, where chance encounters were common and meaningful. And I’ve sought that out repeatedly in my adult life. (How to Get to Sesame Street)

And based on the unscientific poll results many of you were also positively influenced:

Q: How did Sesame Street influence your childhood perceptions of urban neighborhoods?

1. Positively 69 [37.91%]
2. Very positively 66 [36.26%]
3. Neutral 21 [11.54%]
4. Unsure/No Answer/Not Applicable 21 [11.54%]
5. Negatively 4 [2.2%]
6. Very negatively 1 [0.55%]

Nearly 75% indicated Sesame Street positively or very positively influenced their perceptions of urban neighborhoods. The comments on the original post are interesting, some doubting the influence of the show and others saying they too wanted to experience such a way of living.

Historic Art Deco Storefronts Removed From Board of Education Building

The former St. Louis Board of Education Building was built in 1893, but in the late 1930s the storefront spaces on the ground floor were replaced with new Art Deco fronts. The National Register Nomination lists the period of significance for the building as 1893-1953, so these storefronts are considered historic even though they’re not original.  The building is now loft apartments.

The quotes in the post are from the nomination linked above:

Overall, most of the building retains a high degree of historic integrity. The primary elevations have seen few changes and most of the exterior storefront modifications took place during the period of significance. The only other major exterior change is the loss of the pressed metal cornice, removed in 1942 during the historic period.

In March I was worried when I saw the plywood up at the entrance to the main Art Deco storefront. But perhaps it was just to protect the vitrolite and curved glass…

Here’s more detail on the exterior:

The remaining openings on the first floor (901-909 Locust and 401-409 North Ninth Street) are either display windows or entrances into the businesses that once occupied the first floor of this building. The original configuration of first floor openings generally alternated between display windows and recessed storefront entrances with display windows on one or both sides. Minor changes to these storefronts were noted in school board records as early as 1910. Major renovations in the 1930s transformed the original wood-framed first floor storefront entrances and display windows into distinctive examples of the Art Deco style with new Vitrolite storefronts and aluminum transom windows along the east elevation and in two bays (901, 903 Locust) on the south elevation. Art Deco modifications were completed on the 905 and 907 storefronts in 1937. An Art Deco entry, storefront and lobby was installed at 911 Locust in 1935, including a revolving door, but the revolving door was replaced in 1948 with paired glass doors within the revolving door enclosure. Additionally a single storefront was created at 905-907 Locust by removing the lower portion of the load-bearing pilaster and replacing it with a half-round, steel column. Modernization of the storefronts again took place in the 1960s, removing some of the Art Deco period features, mostly by replacing some of the doors and display window framing along Locust with the aluminum framed units seen today. The second floor windows of these bays are triple window units with fixed transoms.

The city’s Cultural Resources office attempted to get the owner to retain the storefronts but ultimately had no authority to prevent their removal.  While I loved the design of these Art Deco storefronts I also knew they were an obstacle to getting tenants in the spaces. It’ll be interesting to see new storefronts in this building.

Will they be wood like the 19th Century originals or a modern design? I’d favor a modern storefront system at this point, with busy retail stores or restaurants behind them.

— Steve Patterson