A Detailed Look at the Streets of St. Charles

Last month I posted about the Streets of St. Charles after driving through it, see Indulge In Urban Living’ At Streets of St. Charles. In that post I wrote:

To most residents of St. Charles County this is more urbanity than they ever thought they’d see on their side of the Missouri River.

A decade or more ago this site would’ve been developed as a big box with an even bigger parking lot. Smaller buildings would’ve dotted the perimeter. Visitors would’ve been expected to arrive via car and to drive to reach other buildings on the site.  From my brief observations, it appears the planners have made sure pedestrians can reach every building via a sidewalk.

While I’m not going to give up my downtown loft to live here, it’s an improvement over old-school development patterns.

I didn’t feel I could be too harsh based on just driving through. So, later in February, I returned in my power wheelchair so I could spend more time there —  to see how well it works…or doesn’t. Within the project boundaries it works fairly well, they’ve made a much better effort than most developments to make sure each business is accessible as a pedestrian. Attempting to reach adjacent & nearby developments proved difficult, though the blame for that isn’t necessarily the fault of this developer.

I arrived at just before 10am — in need of a bathroom. I knew the adjacent Quik Trip would be a good choice.  Just how to get to it.

The internal site issues are pretty easy to correct, including a direct connection toward QT. Other problems, beyond the site, are more complex. St. Charles City, St. Charles County, MoDOT, etc all need to play a role in better connecting this site to its surroundings.

— Steve Patterson

Metro Makes Long-Needed Changes at 18th & Clark, Still Violates ADA

In a couple of weeks Metro’s new North County Transit Center will open, so many MetroBus routes will see major changes:

Metro’s quarterly service change on March 14 will impact the operations of 48 MetroBus routes in the St. Louis metropolitan region, including the introduction of nine new MetroBus routes and discontinuation of service on eight routes. This service change will also introduce a new and completely redesigned MetroBus service plan for North St. Louis County, made possible with the opening of the new North County Transit Center in Ferguson, Missouri on March 14. (Metro)

On that same day, changes will take place in downtown (technically Downtown West):

The Civic Center Transit Center is scheduled to be closed down for construction activity shortly, at a date to be decided. In advance of the closure, Metro has prepared bus stops at 18th Street & Clark Street, adjacent to the Union Station MetroLink, to provide the same system connectivity. 

The routing and schedules of the routes serving the Civic Center Transit Center have been modified to serve 18th Street & Clark Street to ensure the same connections with the other MetroBus routes and MetroLink at Union Station instead.

Please note that till the closure of the Civic Center Transit Center, these routes will continue to serve the Civic Center Transit Center. Public Announcement of the closure of the Civic Center Transit Center will be made in advance of the event. (Metro)

The following MetroBus routes will change to include 18th & Clark.

• 10 Chippewa
• 32 ML King-Chouteau
• 41 Lee
• 73 Carondelet
• 80 Park-Shaw
• 94 Page
• 97 Delmar
• 99 Downtown Trolley
• 40X I-55 Express
• 58X Twin Oaks Express
• 410X Eureka Express

When I need to catch the #10 Westbound I do so at 16th & Olive, but starting March 14th it’ll use 18th rather than 14th Street. Same goes for the #97  — I usually catch it at 16th & Washington but it’ll turn on 18th.  Those who ride the #94 & #97 to Washington & 14th, then catch the #99 Downtown Trolley to take them the rest of the way into the Central Business District (CBD), will need to figure out an alternates. Perhaps catching the Trolley bus at Civic Center/18th & Clark? That’ll require more time though — years ago more bus routes entered the CBD.

For a few months now I’ve been watching the changes at 18th & Clark. I posted about the upcoming Civic Center changes in 2014, see Civic Center Transit Center Sans Trees, Awaiting Redo.

Before I get into the recent changes along Clark I want to show you the before conditions, in October 2011 & August 2012.

Ok, so now you’ve seen the before. In December last year I began seeing work going on so I braved the cold one day to get some pics:

I was encouraged seeing the West end of the crosswalk completely removed — a fresh start so it’ll be done correctly! I returned a month later, in late January:

I returned again, a month later, on February 26th:

The ramp location behind the crosswalk is a head scratcher, for sure. I resisted the urge to post it to social media — opting to wait until the project is closer to completion.  I even went back yesterday to see if the crosswalk had been changed. It hasn’t. I also discovered another problem: pedestrian signal location.

The best words that come to mind are gross incompetence. Both sides were completely opened up — all new concrete. That was the time to move pedestrian signals so they align with the crosswalk, to build the new ramps so they also align. I’m not sure if St. Louis’ new bike-pedestrian coordinator reviewed this, but other civil engineers did see it on paper. This is yet another thing making me realize I need to live in another city.

— Steve Patterson

Local Example of Light Rail in Center of Street

For a while now I’ve been trying to convey how disastrous light rail in the center of Natural Bridge & Jefferson would be. I kept trying to think of a local example, but then the 2006 light rail extension in the center of Forest Park Parkway in Clayton came to mind.

Such walls preventing pedestrians, bicyclists, and motorists and crossing the street except at a few points would be horrible for the surrounding neighborhoods. Do as I did — go to the interception of Meramec & Forest Park Parkway and see if you think that would be good for Natural Bridge or Jefferson.

— Steve Patterson

 

 

St. Louis Fails At Crosswalks, Part 2

Monday, in Part 1, I explained why St. Louis officials shouldn’t be shocked their colorful art crosswalks don’t meet federal guidelines. They’re less visible than the classic bright white “continental” crosswalk.

From the Federal Highway Administration (FHA):

8.5 Crosswalks
Crosswalks are a critical part of the pedestrian network. A crosswalk is defined as “the portion of a roadway designated for pedestrians to use in crossing the street” (Institute of Transportation Engineers, 1998). Crosswalks are implied at all intersections whether or not they are marked. Midblock crossings include all marked crosswalks that do not occur at intersections. Midblock crossings are only created if a marked crosswalk is provided. The agency responsible for the roadway must ensure that all marked and unmarked crosswalks and midblock crossings are optimized for the safety and accessibility of all pedestrians.

8.5.1 Crosswalk markings
Crosswalk markings, if provided, are used to define the pedestrian path of travel across the roadway and alert drivers to the crosswalk location. Marked crosswalks should be designed in accordance with the Manual of Uniform Traffic Control Devices (MUTCD). Although the MUTCD provides options for crosswalk markings, the continental design is recommended because research indicates that it is the most visible to drivers (Knoblauch et al., 1988). The ladder design is created with white longitudinal lines at a 90 degree angle to the line of the crosswalk. The lines should be approximately 305 mm to 610 mm (12 in to 24 in) wide and spaced 305 mm to 610 mm (12 in to 24 in) apart (USDOT, 1988). The continental design can also be installed so that the primary paths for vehicular tires are between the crosswalk markings, which helps to reduce wear and maintenance. Use of the continental design for crosswalk markings also improves crosswalk detection for people with low vision and cognitive impairments. It is recommended that the continental design be used consistently to mark all crosswalks; otherwise the impact of less visible markings may be weakened by comparison.

They make it very clear that “continental” crosswalk markings are preferred. The design is such that, if properly done, allows vehicle tires to roll over the non-painted areas — thus reducing wear on the paint.  The last sentence above is worth repeating:

“It is recommended that the continental design be used consistently to mark all crosswalks;
otherwise the impact of less visible markings may be weakened by comparison.”

Crosswalk markings downtown are anything but consistent, the continental marking is rare.

From the National Association of City Transportation Officials:

While pedestrians generally have the right to cross at any intersection regardless of crosswalks, designers should be sensitive to the misperception that a crosswalk is the only legal place to cross the street. Use crosswalks as both a guide for pedestrians and a way to communicate crossings to motorists.

The practice of discouraging pedestrian crossings by leaving uncontrolled crossings unmarked is not a valid safety measure. Instead, it encourages unsafe, risk-taking behavior and discourages walking citywide. Efforts should be made to enhance or highlight desired crossings wherever practicable. Hybrid beacons, rapid flash beacons, raised crossings, medians, and other safety counter-measures may be suitable and less expensive than full signalization. These should all be considered before leaving an uncontrolled crossing unmarked.

But we can’t afford to mark every possible crossing point — how do we determine when to mark and when to leave unmarked?

All legs of signalized intersections must have marked crosswalks unless pedestrians are prohibited from the roadway or section thereof, or if there is physically no pedestrian access on either corner and no likelihood that access can be provided. Pedestrians are unlikely to comply with a 3-stage crossing and may place themselves in a dangerous situation as a result.

Let’s look at 14th Street from Washington Ave to Olive Street to see how inconsistent St. Louis is with crosswalks:

I’d like to think St. Louis’ new bike/ped coordinator will be able to make a difference — but for so long pedestrians got half-ass infrastructure. Not sure one bureaucrat can change the culture.

— Steve Pattersin

 

St. Louis Doesn’t Care About Pedestrians, Recycling Bins Still Blocking Sidewalk

Over two years ago I posted about recycling dumpsters blocking a public sidewalk on the West side of Target, At the time Clifton Ave was being resurfaced so I wasn’t sure if they were on the sidewalk temporarily.

In the time since I’ve noticed them still on the sidewalk, but I was passing by on Chippewa and couldn’t get a picture. Yesterday, Target had the Chippewa entrance to the lower level parking closed, so we turned onto Clifton Ave. — so I stopped the car to get a pic.

Recycling is important, but so are pedestrians!  All pedestrians should be able to go from Chippewa to Bancroft — that’s why the sidewalk exists.

Here’s what needs to happen:

1. Move the bins into the street, OR
2. Add more sidewalk behind the bins, OR.
3. Relocate the bins elsewhere

I’d love to know who made the decision to block the public sidewalk.

— Steve Patterson