Two Downtown Restaurants Closing This Weekend

I’ve lived in St. Louis for more than 25 years now, the last 8+ downtown (Downtown West). In this time, many restaurants have come and gone all over the region.  Anniually publications highlight closings & openings — RFT’s 2013 Openings & Closings, for example.

Restaurants close for a variety of reasons.

According to a frequently cited study by Ohio State University on failed restaurants, 60% do not make it past the first year, and 80% go under in five years. (Food Network Chef Robert Irvine Shares The Top 5 Reasons Restaurants Fail)

At the end of this month two longtime downtown restaurants will close: Mike Shannon’s Steaks & Seafood and Harry’s Restaurant & Bar.

On the heels of Mike Shannon’s Steaks and Seafood (closing Jan. 30), Prime 1000, the Dubliner and Joe Buck’s shuttering, comes word that Harry’s Restaurant & Bar will close after a celebration Jan. 29-30.

Harry’s co-owner Tim Pieri confirmed to the Post-Dispatch that the sprawling complex at 2144 Market Street will close after nearly two decades. Harry’s includes a dining area along with a patio and the Horizon at Harry’s nightclub. (Post-Dispatch)

Shannon’s will focus on their two other locations — Edwardsville & the airport. Harry’s only has the one location.

City records online don’t list the date the building was constructed. In 1969 the Spanish Pavilion (briefly) opened on the block, this building appears on a 1971 aerial.  In the early 1990s the East-West Gateway Council of Governments, our Metropolitan Planning Organization (MPO), was located on the 2nd floor.  I have no recollection what was on the 1st floor prior to Shannon’s relocating here 10-15 years ago. They installed new windows along Market — making a strong connection to the public realm. Pedestrians could see the beautiful dining room & bar — though both were slightly higher. I ate there once 5-8 years, a friend was treating. Great food & service. Convenient location, we arrived as pedestrians.

The location is excellent, very close to Busch Stadium. Unfortunately, the city allowed the Cardinals/Cordish to build Ballpark Village without pedestrian access from 7th Street. So anyway wanting to eat here before or after a baseball game were forced to walk in auto driveways or a circuitous route to stay on marginal sidewalks.  This didn’t cause them to close, but it didn’t help. It also presents physical challenges for the next tenant of the space.

On paper Harry’s location is also good: surrounded by hotels and at a highway on/off ramp. The building was built in 1964, for years a Mercedes-Benz dealership was across 22d  Street — now the FBI.  I remember the auto dealership, but I don’t recall what was in the Harry’s building. The dealership closed in 1995 — about the same time Harry’s opened.

I’ve never eaten at Harry’s — never had any desire. The building isn’t inviting. They took the on-street parking for valet use. Though I live closer to Harry’s than to Shannon’s, pedestrian access is basically impossible. Not the building — getting there. I was able to photograph the conditions in June 2010:

Even a guest at the hotel across Market St from Harry’s would have a challenge walking to dinner. But again, even if it was a walker’s paradise the building isn’t inviting.

I looked at their menus and photos — how did they stay open this long?

[Harry’s owner] Pieri cited a familiar scenario: “It’s the economy, the highway closing, Ballpark Village. Downtown is just a dead area right now, unfortunately. Obviously, the sad part is nobody is talking about it. Iconic places are going out of business, and nobody cares.

“Ballpark Village was the nail in the coffin. It shut down Washington Avenue and took 70 percent of our business. We thought it would be more like 10 or 20 percent. It took the people left who were coming to downtown.”

He said the closing of Highway 40 (Interstate 64) for construction in various stages between 2007 and 2009affected Harry’s because “St. Louisans are creatures of habit. When it was closed for 2½ years, they went elsewhere.”

Pieri thinks there’s a downward swing that will continue until downtown books more conventions and brings crime under control. “People are afraid to come downtown,” he said. (Post-Dispatch)

The closing of Harry’s isn’t a shock to me.

— Steve Patterson

SUV Blocked Pedestrian Path At The Boulevard

Last Saturday morning we drove out to The Boulevard to get a gift at Crate & Barrel.  When we arrived and left a large SUV was parked blocking the crosswalk.

A person was inside, but I didn’t confront him other than giving him a dirty look as I slowly walked around with my cane.

This person was either:

1. Waiting to pick up someone who was shopping, or
2. Security

I emailed the property manager at Pace Properties, asking if this person was security. I’ve not heard back.

— Steve Patterson

Reimagining 100 North Broadway to Take Advantage of New Luther Ely Smith Square & Arch Entrance

For over 5 years now I’ve been thinking about how to redesign the Bank of America Tower at 100 N. Broadway. My primary beef wasn’t with the 22-story tower, but with the 1-story section to the South of the tower.

First, a little background:

Bank of America Tower is a 22-story, 500,000 square foot Class-A office tower located in the heart of the prominent Downtown St. Louis market – the regional center for Missouri’s largest law, accounting and financial service firms. Located at the intersection of two major downtown arteries, Broadway and Pine, the Bank of America Tower offers easy access to the region’s extensive highway system and Metrolink light rail system.

Bank of America Tower was built to exceptional standards in 1976 as the corporate headquarters facility for Boatman’s Bancshares. Designed by the world-renowned architectural firm Hellmuth, Obata & Kassabaum, the building features exquisite granite and marble finishes throughout and floor configurations which offer tenants breathtaking views.

Hertz Investment Group acquired this prestigious property in 2005. It is currently owned and managed by Hertz Investment Group. (Hertz Investment Group)

NationsBank bought Boatman’s Bancshares in 1996, and two years later it bought the larger BankAmerica Corporation — taking the name Bank of America. At some point the building was sold to investors. Through all the ownership changes the 1-story section remained a branch bank — until November 21, 2014.  See: Bank of America closing one of its downtown St. Louis branches.

My design idea is directed at the San Diego owners, I’m not proposing taxpayers do or fund any of what I’ll suggest below. Some of you may think if there was market demand for my idea it would already exist. This viewpoint ignores the fact that markets & buildings are constantly changing to reflect new market conditions. Because building changes don’t happen overnight, there’s a delay between a shifting market and physical changes.

Before I get into my idea I want to show you more of the photos I took in June 2010:

I returned in September of 2010 to have another look. With an active bank branch in the 1-story part my focus was on the tower’s ground floor facing Broadway. This time I did do a brief post, sharing the next two images. The captions are new.

The Atrium Cafe was very good, but it’s only open for lunch weekdays. Given that it’s hidden from anyone outside, that makes sense.

After the Bank of America branch closed I returned in July of this year to see the interior space and take another look at the exterior.

Even at this point it hadn’t hit me, though I knew the protruding greenhouse glass had to go. It was on my 2nd visit to the new Luther Ely Smith Square that I figured it out. Lets start with the last photo from that post.

The owners consider Broadway & Pine the main corner, but the diagonally opposite corner is positioned to take advantage of the new Square and future Arch entrance.Many Arch visitors will park in the Kiener garages and walk right past 100 N. Broadway.

The solution is to remove all the glass & cladding from the 1-story section and rethink it. The space has been vacant for over a year, with bank branches continuing to close it’s unlikely a bank will lease it. It is time for s physical change to the space to respond to the changing market. It isn’t 1976 anymore!

So my thought is this should become a restaurant. Not a weekday lunch-only spot but a place open for breakfast, lunch, & dinner 7 days a week. With all the tourists it should be familiar — Panera — still called St. Louis Bread Co here. There’s one on the ground floor of the Kiener East garage a block West — this could be a larger more up-to-date location.

Here’s more detail:

• Remove the greenhouse glass from all three sides, widen Chestnut sidewalk
• Create new building lobby with door to new restaurant — not open like it has been for nearly 4 decades.
• Place the kitchen & restrooms in the center.
• Include an elevator and stairs to a new rooftop patio. Shade for rooftop patio could come from a pergola, stretched canvas, umbrellas, etc.
• Nighttime lighting would be important to make this a great evening destination.

A St. Louis Bread Co here would be bad for the Atrium Cafe, perhaps they move to the old Bread Co space a block West. Their old space could be opened to the plaza like I suggested in September 2010 — occupied by a restaurant different enough from Panera/Bread Co. to survive.

The other side of the Old Courthouse has a similar low platform with tower arrangement. That low platform is occupied by the inwardly-focused Tony’s. I don’t see change coming to that building anytime soon. The owners of 100 N. Broadway have a great opportunity to rethink their building to take advantage of the new Arch entrance.

— Steve Patterson

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Online Retailers Opening Physical Stores

Increasingly online retailers are opening brick & mortar stores. But don’t expect big boxes filled with merchandise, purchases will still be shipped:

For instance, New York-based Bonobos offers four styles of men’s pants , 20 color options and about 30 sizes in its clothing mix. That’s over 2,400 different possibilities.

“If you were actually to stock that in inventory, the amount of space you would need would be exorbitant,” said Erin Ersenkal, the New York-based company’s chief revenue officer.

Customers leaving its stores “walk out hands-free” as the Bonobos website says, their order shipped directly to their home or office.

By only stocking clothes that customers can try on for fit, and then shipping them, “we’re able to take all the energy that would have been focused on inventory management and shift it to our customers,” he said. (USA Today)

Retailing is continually changing. It’s nothing like I remember from the 70s when I’d go to Sears, TG&Y, & OTASCO with my mom. Or even the 80s when I worked at Toys “R” Us and Dillard’s.

For online retailers, a physical store or two lets them study what customers want. Today I won’t be anywhere near a physical store.  However, tomorrow is Small Business Saturday — put in your zip code to see local small businesses.

— Steve Patterson

Cleveland’s Healthline Bus Rapid Transit (BRT), Part 4

This is my final part on Cleveland’s Healthline Bus Rapid Transit (BRT). However, donations to offset the cost are still accepted here.

Earlier posts:

• Part 1 introduction
• Part 2 Why 76/100 score?
• Part 3 Streetscape & ADA

One of the articles that got me seriously looking at BRT was from Forbes in September 2013: Bus Rapid Transit Spurs Development Better Than Light Rail Or Streetcars: Study. Two parts stood out:

“Per dollar of transit investment, and under similar conditions, BRT can leverage more (development) investment than LRT or streetcars.”

For example, Cleveland’s Healthline, a BRT project completed on Cleveland’s Euclid Avenue in 2008, has generated $5.8 billion in development —$114 for each transit dollar invested. Portland’s Blue Line, a light rail project completed in 1986, generated $3.74 per dollar invested.

and…

The U.S. has seven authentic BRT lines in Cleveland, Las Vegas, Los Angeles, Eugene Ore., and several in Pittsburgh. None achieve the internationally recognized “gold standard” of BRT like Bogota’s TransMilenio line. But one planned for Chicago’s Ashland Avenue might.

“There’s no gold standard BRT in the U.S. yet,” Weinstock said, “but if we continue with the Ashland project on the current trajectory, Ashland could be the first gold in the U.S.”

I’ll address Chicago’s Ashland Ave in a future post. BRT — more development return than LRT or streetcars?

Long-time readers know I love rail — especially streetcars. Public transit was often about real estate development, to get people to a new project, developers would build a streetcar line to get them there. Cities would lease part of the public right-of-way (PROW) so they could operate. Cities, including St. Louis, would have multiple private companies providing public transit. Eventually cities would increase the fees for the track & overhead wires in the PROW or even require the operators to repave roads where they operated. This quickly made streetcar operations unprofitable. One solution, of course, was to abandon the track and use rubber tire vehicles — the bus.

Eventually governments bought up all the private systems — remaining streetcar lines and those that had been converted to bus. Remember, their origin was rooted in the development of real estate. With land developed these lines became strictly about moving people to/from. We need to retuning to the days of the connection between transit and development!

Which brings me back to Cleveland’s Healthline, it had an amazing $114.54 dollars of development for every dollar spent on the BRT line. Below is page 9 from More Development for Your Transit Dollar: An Analysis of 21 North American Transit Corridors.

As you can see from the BRT, LRT, and streetcar limes above the return on investment is all over the board. In the top section (Strong TOD Impacts) we see the LRT cost more than the BRT or streetcar lines, but had significantly less development.  A return of $3,74 on every dollar looks good until compared to $41.68 or more. Kansas City’s MAX bus line doesn’t even meet the basics to be BRT — yet it has had a return of $101.96 per dollar!

The report begins talking about the Metro subway system in Washington D.C. — a long & costly undertaking:

A growing number of US cities are finding, however, that metro or subway systems are simply too expensive and take too long to implement to effect significant changes in ongoing trends toward suburban sprawl. As such, cities are turning to lower-cost mass transit options such as LRT, BRT, and streetcars. These systems, which frequently use surface streets, are much less expensive and can be built more quickly than heavy-rail subways or metro systems. Over the past decade, some evidence has emerged that some LRT systems in the US have had positive development impacts. Outside of the US, in cities like Curitiba, Brazil, and Guangzhou, China, there is copious evidence that BRT systems have successfully stimulated development. Curitiba’s early silver-standard BRT corridors, completed in the 1970s, were developed together with a master plan that concentrated development along them. The population growth along the corridor rate was 98% between 1980 and 1985, compared to an average citywide population growth rate of only 9.5%. However, because bronze-, silver-, or gold-standard BRT is still relatively new to the US, evidence of the impact of good-quality BRT on domestic development is only now beginning to emerge and has been largely undocumented. (p14)

A detailed look at the Corridors with Strong TOD Impacts begins on page 110:

The analysis shows that all of the corridors in the Strong TOD Impacts category had Strong government TOD support and either Emerging or Strong land potential.

The only two transit corridors in our study that rate above bronze — the Cleveland HealthLine BRT and the Blue Line LRT — both fell into the Strong TOD Impacts category and were in Emerging
land markets. The Blue Line LRT leveraged $6.6 billion in new TOD investments, and the Cleveland HealthLine BRT leveraged $5.8 billion, making them the two most successful transit investments in the country from a TOD perspective. Portland achieved this over a much longer time period and in a stronger economy than Cleveland did.

In the Strong TOD Impacts category, three corridors with below-basic-quality transit had Strong land development potential and Strong government TOD support: the Portland Streetcar, the Seattle SLU Streetcar, and the Kansas City Main Street MAX.

In each of these cases, local developers and development authorities did not feel that the transit investment was all that critical to the TOD impacts. Thus, we can conclude that if the land market is strong enough, and the government TOD efforts strong enough, a below-basic transit investment might suffice; but a higher-quality transit investment could have even greater impacts.

Not all of the investment along Cleveland’s Healthline is urban. We visited this CVS  — built right after the line opened. The building is set back behind a fenced parking lot.

As I noted previously. a lot of the new development was on college & hospital campuses — it would’ve happened anyway — but it faces the street rather than looking internal (like SLU, BJC, etc).

I’ve got to read the full report a few more times so absorb it all — while recognizing it was written with a pro-BRT viewpoint.

Regardless of their bias, the above is true — we’ve invested hundreds of millions in light rail and have little TOD to show for it because of poor land-use planning.

Like streetcars & LRT, I think BRT is a great option to consider in the St. Louis region, We can argue about the mode, but we need to take action to have land-use planning that will strongly support transit-oriented development!

— Steve Patterson