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Readers: New CWE Apartment Project Isn’t Too Much Density

July 12, 2017 Central West End, Featured, Planning & Design Comments Off on Readers: New CWE Apartment Project Isn’t Too Much Density

In the non-scientific Sunday Poll, an overwhelming majority of those who voted felt a new project wasn’t adding too much density. I agree. Much greater density would’ve been good too, but the number of units was limited by the amount of parking that could fit into the former 1-story warehouse. I applaud the developers for leaving a small storefront space along the street.

Along the public sidewalk you have no sense that a tower emerges from within.

 

The Milton is located at 4534 Olive.

Here are the poll results, the response was slightly higher than in recent weeks.

Q: Agree or disagree: Adding a 4-story tower w/30 apts to a 1-story warehouse is just too much density.

  • Strongly agree 2 [4.08%]
  • Agree 1 [2.04%]
  • Somewhat agree 0 [0%]
  • Neither agree or disagree 1 [2.04%]
  • Somewhat disagree 3 [6.12%]
  • Disagree 10 [20.41%]
  • Strongly disagree 30 [61.22%]
  • Unsure/No Answer 2 [4.08%]

I’m curious about the few that do think it’s too much density.

From across Olive the tower is obvious.
Different angle
Another
With the tower set back from the front, the roof becomes common outdoor space for residents
You can easily see Olive when looking over the front parapet.

While I’m glad the front faced was reused, and I like modern contrasting with old — there’s something just not quite right about the new tower. It’s not displeasing, just not outstanding. Proportions and detailing — or lack of perhaps?

Opening night I entered unto the parking garage area, lots of concrete block walls to support the structure above. Pretty straightforward.

There were two interior details that were a miss — thresholds at each unit and out to each balcony.

The wrong interior threshold was used — both sides should have a beveled edge — these are a trip hazard or a major pain in a wheelchair.
And the huge step over to the outside is another area where these fall short. Try carrying a tray of drinks to guests with this tall step over.

So it’s not a perfect project, but it is a good example of how to retain a nice old facade while adding living space. In the next 5-20 years as fewer people own cars hopefully we’ll see less space & expense to accommodate car storage in new projects.

— Steve Patterson

 

Crossing Hampton At Elizabeth

June 5, 2017 Featured, Planning & Design, Walkability Comments Off on Crossing Hampton At Elizabeth

Four times per year I visit my doctor on South Hampton, 45-minutes each way via public transit to/from downtown. As a regular transit user and pedestrian I actually enjoy the time. What I don’t enjoy is crossing Hampton upon arrival.

The last five years I’ve taken MetroBus to my doctor — except maybe 2-3 times when my husband wasn’t using our car. So at least 15 times I’ve crossed Hampton at Elizabeth — West to East. The bus stop is in the 24th Ward, my doctor is in the 10th Ward.

Aerial image of intersection with bus stop in lower left corner — I cross SB lanes and then NB lanes to reach the lower right corner, click to view in Google Maps

Looking at older versions of Google’s Street View I know the pedestrian & traffic signals were added sometime between September 2007 and October 2009. The bus stop and curb ramps were all existing in September 2007.

View looking East across Hampton, the bus stop is to my right.
View looking back West across Hampton

Crosswalk and pedestrian signals, so what is there to complain about? Plenty.

The issue is the timing of pedestrian signals. First I need to cross the SB lanes of Hampton to the center median — not s problem — a walk is given when Elizabeth Ave traffic gets a green light. The walk signal might require pressing the activation button — I don’t remember. I reach the NB lanes og Hampton just as the pedestrian signal switches to don’t walk. While it would be nice to cross without having to wait I do realize the median is wide.

NB traffic gets a green light soon. After a while they get a red light. I should get a walk signal now that NB traffic has com to a stop, right?  No, that’s too logical. The NB traffic has been stopped because SB Hampton traffic has a left turn arrow. No traffic is crossing the crosswalk but the pedestrian signal on both directions of the NB Hampton lanes says “don’t walk.”No conflict at all — the city just didn’t think about the user or thought about it and didn’t care.

Weeks ago I mentioned the city’s bike/ped Twitter account while venting about this issue. The reply was

E-W peds conflict w N-S traffic…no time to cross if wired for xtra xing during SBL, safest to run w E-W traffic. Plenty of time to cross. 

Again, not enough time to cross all of Hampton at once. There must be a better solution, but I know the traffic engineer in charge of pedestrian infrastructure isn’t the person to figure it out.

It might take some new wires, but the pedestrian signals for NB should act independent of those for the SB lanes. If so, pedestrians wouldn’t get stuck in the median for a complete cycle of the traffic signals. This should have been the case when these were installed.

— Steve Patterson

 

Opinion: Recent Flooding An Act of Mankind, Not A Deity

May 10, 2017 Featured, Planning & Design, Politics/Policy Comments Off on Opinion: Recent Flooding An Act of Mankind, Not A Deity

The afternoon of Sunday April 29th I posted a news story to this blog’s Facebook page with a title that read: “MoDot: Very good chance Route 141 at I-44 underwater by Monday morning.” It was. Route 141 didn’t reopen again until late Monday May 8th. When posting the article I’d said: “Sprawl is to blame.”

Two comments stood out:

  1. Maybe rain is to blame. Not everything needs to be blamed folks.
  2. Poor design is to blame – how hard is it to to (re) build a road higher than known flood levels?! Higher than the adjacent flood wall?!

These two comments, both from individuals I know personally, demonstrate why the region is in this mess in the first place. The “it rains, it floods” and “just build higher” is exactly why such a major flood happened again so soon after the December 2015 flood.  We’ve been building higher which helps some initially — but water must go somewhere. More on this later.

Those who believe in a diety might say something like “It’s all part of his plan.” This is the “I can’t understand it so God must have done it” response.

Flooding on the St. Louis riverfront is a common occurrence. At least now the light fixtures stayed dry by being on raised concrete piers. May 7, 2017

The phrase “act of God” does have legal meaning:

act of God
n. a natural catastrophe which no one can prevent such as an earthquake, a tidal wave, a volcanic eruption, a hurricane or a tornado. Acts of God are significant for two reasons 1) for the havoc and damage they wreak, and 2) because often contracts state that “acts of God” are an excuse for delay or failure to fulfill a commitment or to complete a construction project. Many insurance policies exempt coverage for damage caused by acts of God, which is one time an insurance company gets religion. At times disputes arise as to whether a violent storm or other disaster was an act of God (and therefore exempt from a claim) or a foreseeable natural event. God knows the answer! (Law.com)

Note that flooding isn’t in the above definition. To be fair, other definitions do include flooding. As an atheist, I prefer the term, “act of nature.” But our recent flooding was neither — it was manmade.

“Land use is really a huge factor in flooding,” Holmes said. “From what I’ve seen, it trumps climate change in some areas.”

It’s definitely “a bigger game-changer,” he says, in urban areas, where paved surfaces drive more runoff into waterways and still more water is diverted by levee systems.

Bob Criss, a professor at Washington University’s Department of Earth and Planetary Sciences who studies flooding, agrees that the cumulative impact of diverted water — and not rainfall — best explains the region’s recent major floods.

The problem, he says, was especially apparent with last week’s crest of the Mississippi River. Such a big river, he says, should not normally be so sensitive to similar episodes of rain. But he says it’s increasingly behaving like a small basin “because it’s far too squeezed” by levees that amplify flood severity. (Post-Dispatch)

The City of St. Louis divorced itself from the largely rural St. Louis Count in 1876. In the 20th century population began to spread out — consuming more land per person. Just in the nearly 27 years I’ve lived in the region I’ve seen lots of low flood plain get developed.

Chesterfield Commons has over 2 million square feet, this site was flooded in 1993.

In the recent non-scientific Sunday Poll most didn’t think flooding was an “Act of God.”

Q: Agree or disagree: Recent flooding in the St. Louis region was an “Act of God.”

  • Strongly agree 0 [0%]
  • Agree 5 [14.71%]
  • Somewhat agree 2 [5.88%]
  • Neither agree or disagree 3 [8.82%]
  • Somewhat disagree 4 [11.76%]
  • Disagree 3 [8.82%]
  • Strongly disagree 16 [47.06%]
  • Unsure/No Answer 1 [2.94%]

Flooding throughout the region will continue until we take the necessary steps to undo the causes. This means we must remove considerable non-poutous paving, and un-develop flood plains. This line of thought led me to again watch Ellen Dunham-Jones’s 2010 TED Talk on Retrofitting Suburbia.

At the 16 minute mark she talks about regreening parts of Atlanta — pulling development back from waterways. The St. Louis region desperately needs to do this. I doubt anything like this will take place, regular flooding will continue.

— Steve Patterson

 

Reading: Within Walking Distance: Creating Livable Communities For All by Philip Langdon

April 24, 2017 Books, Featured, Walkability Comments Off on Reading: Within Walking Distance: Creating Livable Communities For All by Philip Langdon

Last week I received a new book that immediately caught my attention. Within Walking Distance: Creating Livable Communities For All speaks to a core personal issue for me — walkability. Before the personal automobile displaced public transit, most everything in American cities was within walking distance. For nearly a century now Euclidean, AKA single-use, zoning has actively created places that are well beyond walking distance.

I’m not alone in seeking out walkable places:

For five thousand years, human settlements were nearly always compact places. Everything a person needed on a regular basis lay within walking distance. But then the great project of the twentieth century—sorting people, businesses, and activities into separate zones, scattered across vast metropolises—took hold, exacting its toll on human health, natural resources, and the climate. Living where things were beyond walking distance ultimately became, for many people, a recipe for frustration. As a result, many Americans have begun seeking compact, walkable communities or looking for ways to make their current neighborhood better connected, more self-sufficient, and more pleasurable.

In Within Walking Distance, journalist and urban critic Philip Langdon looks at why and how Americans are shifting toward a more human-scale way of building and living. He shows how people are creating, improving, and caring for walkable communities. There is no one-size-fits-all approach. Starting conditions differ radically, as do the attitudes and interests of residents. To draw the most important lessons, Langdon spent time in six communities that differ in size, history, wealth, diversity, and education, yet share crucial traits: compactness, a mix of uses and activities, and human scale. The six are Center City Philadelphia; the East Rock section of New Haven, Connecticut; Brattleboro, Vermont; the Little Village section of Chicago; the Pearl District in Portland, Oregon; and the Cotton District in Starkville, Mississippi. In these communities, Langdon examines safe, comfortable streets; sociable sidewalks; how buildings connect to the public realm; bicycling; public transportation; and incorporation of nature and parks into city or town life. In all these varied settings, he pays special attention to a vital ingredient: local commitment.

To improve conditions and opportunities for everyone, Langdon argues that places where the best of life is within walking distance ought to be at the core of our thinking. This book is for anyone who wants to understand what can be done to build, rebuild, or improve a community while retaining the things that make it distinctive. (Island Press)

I’ve visited Portland’s Perl District and Philadelphia’s Center City, in July we’ll go to Chicago’s Little Village. Learning from other places is one of the smartest ways to get the inspiration to tackle neighborhoods that have great potential.

Within Walking Distance: Creating Livable Communities For All by Philip Langdon, releasing next month, is available via Island Press, Left Bank Books, and Amazon.

— Steve Patterson

 

Some Drivers Get Confused On Locust Street at Tucker

April 17, 2017 Featured, Planning & Design Comments Off on Some Drivers Get Confused On Locust Street at Tucker

Many people get confused by one-way streets. At least once per week I see this on display at Locust & Tucker. Locust St is one-way Westbound as it approaches Tucker. Those of us familiar with the area know both lanes can continues straight and cross Tucker; the left lane can also turn left onto Southbound Tucker, the right lane can also turn right onto Northbound Tucker. Simple enough.

Looking West toward Tucker
Same view with cars in both lanes

So what’s the confusion? I often see the first car to the light be in the right lane but signaling to turn left. If nobody stops to their left I’ve seen them turn left from the right lane. I’ve seen then try to do a double left from the right lane — even though cars in the left lane can go straight.

Clearly it isn’t obvious to some motorists that wish to turn left that they should be in the left lane. When we drive here we’re usually in the right lane going straight — less likely to get hit by a confused motorist than if we went straight in the left lane. .

Signs &/or pavement markings might help clarify this intersection.

— Steve Patterson

 

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