STL Downtown Multimodal Study Engagement Week Begins Today


 Today kicks off a week of events, from the Facebook Event page: You’re invited to join the City of St. Louis as we talk about the future of our Downtown transportation system. Join any of these half-day workshops. We hope you are able to attend and take part in the …

Sunday Poll: Was Justice Served In The Stockley Verdict?


 On Friday a judge finally issued his ruling on the murder trial of a former St. Louis police officer. Stockley, then a St. Louis officer, fatally shot Smith, 24, after a police chase in December 2011 over a suspected drug deal. After he pleaded not guilty to a murder charge, …

St. Louis Board of Aldermen: Board Bill #122


 Last week the St. Louis Board of Aldermen introduced twenty (20) new Board Bills. Today. only one. ON AGENDA* FOR INTRODUCTION TODAY 9/15/17: *Note that just because a bill is on the agenda doesn’t mean it’ll be introduced, similarly, bills not on the agenda might be introduced if they suspend the …

Readers: OK To Raze For Amazon’s HQ2


 Last week Amazon announced it planned to build a second headquarters somewhere in North America. Every Metropolitan Statistical Area (MSA) of at least 1 million people is likely interested in attracting Amazon. That’s roughly 50 regions just in the US, the St. Louis region is 20th in size on this …

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Reading: Urban Street Stormwater Guide by the National Association of City Transportation Officials

July 28, 2017 Featured, Planning & Design, Reading Comments Off on Reading: Urban Street Stormwater Guide by the National Association of City Transportation Officials

Though I receive a lot of new books, it’s rare to see a technical best practices manual — plus hardcover with tons of full-color photos and illustrations. But last month I received just such a book.

Though not a compelling novel for the nightstand, Urban Street Stormwater Guide is very intriguing nonetheless. It’s from the National Association of City Transportation Officials (NACTO) and published by Island Press.


The Urban Street Stormwater Guide illustrates a vision of how cities can utilize one of their best assets—streets—to address resiliency and climate change while creating public spaces that are truly public, and nurturing streets that deliver social and economic value while protecting resources and reconnecting natural ecological processes.

About The Guide

The Urban Street Stormwater Guide is a first-of-its-kind collaboration between city transportation, public works, and water departments to advance the discussion about how to design and construct sustainable streets. The Urban Street Stormwater Guide provides cities with national best practices for sustainable stormwater management in the public right-of-way, including core principles about the purpose of streets, strategies for building inter-departmental partnerships around sustainable infrastructure, technical design details for siting and building bioretention facilities, and a visual language for communicating the benefits of such projects. The guide sheds light on effective policy and programmatic approaches to starting and scaling up green infrastructure, provides insight on innovative street design strategies, and proposes a framework for measuring performance of streets comprehensively. (NACTO)

Even though it’s interesting, I don’t think many of you are ready to pay $44,99 for either the hardcover or electronic version. Good news — you don’t have to! The entire guide is online for free. Yes, free. This means everyone who’s interested can learn about best practices for managing stormwater on urban streets, I suggest emailing links of sections you think we need do consider to elected officials.

The following image is the main sections of the book & website:

Click image to view the guide online.

They are:

  1. Streets are Ecosystems
  2. Planning for Stormwater
  3. Stormwater Streets
  4. Stormwater Elements
  5. Partnerships & Performance

Each has many subsections. Everything is very technical, but presented in a way those of us who don’t deal with this on a daily basis can still find accessible and understandable.  I like how many hypothetical & real case study examples are used throughout.

Other guides from NACTO are:

Not surprising, St. Louis and the many municipalities in our region are not member cities of  the National Association of City Transportation Officials (NACTO).

— Steve Patterson


Opinion: Razing Vacant Buildings A Short-Term Strategy With Negative Long-Term Consequences

July 26, 2017 Featured, Planning & Design, Politics/Policy Comments Off on Opinion: Razing Vacant Buildings A Short-Term Strategy With Negative Long-Term Consequences

Razing buildings might seem like the answer, but the unintended consequences shouldn’t be overlooked.Sure, no vacant building but then you’ve got a vacant lot unlikely to be developed. Dumping, high weeds, etc are all nuisances that can happen at vacant lots. While rehabbing an old building is more expensice than building new, it’s also more likely than new infill construction — especially in marginal (low demand) neighborhoods.

Obviously St. Louis doesn’t have the population it had in 1950 — but that was a time of severe overcrowding. The number of housing units didn’t meet the need. As, mostly Northside, neighborhoods continue to empty out it becomes harder and harder to support these areas. What does that mean? Sparsely populated areas with few remaining structures should likely be cut off so limited resources can be focused on more populated areas. However, doing so will have a huge impact on low-income/minority neighborhoods.

This was part of the 1970s Team Four plan, still widely criticized today. From 2014:

Some corners of St. Louis still have hard feelings over the so-called “Team Four” plan of the early 1970s, which studied that approach. And a similar effort to “right-size” Detroit was scuttled a few years ago amid sharp resident opposition. (Post-Dispatch)

You can’t tear down buildings indiscriminately all over the city and not expect consequences.

When I travel throughout neighborhoods I think about many buildings that people, including the Alderman, wanted razed. Many of these are now rehabbed and occupied. Holding onto these structures until a plan could be put together helps bring a positive vibe to struggling neighborhoods.

This building on the NE corner of MLK & Marcus once had a huge hold in the West facade, but it was saved.
This long-vacant building was rehabbed as part of the same project.
Buildings on 14th Street crumbled fore decades but most survived to be rehabbed, Spring 1991

As mentioned above, people were upset about “right-sizing” Detroit. also known as urban triage. From 2009, early on in the effort:

Today, though, more and more people in leadership positions, including Mayor Dave Bing, are starting to acknowledge the need to stop fantasizing about growth and plan for more shrinkage. Growth is as American an ideal as the capitalistic enterprises that fuel it. So by itself, this admission is a step forward.

It’s way overdue. Detroit has been shrinking for 50 years. The city has lost more than half of the 2 million people it had in the early 1950s, but it remains 138 square miles. Experts estimate that about 40 square miles are empty, and Bing has said that only about half the city’s land is being used productively.

The next steps are complicated and largely uncharted. Moving residents into more densely populated districts has legal and moral implications; it must be done with care and the input of those who would be moved. And what do you do with the empty space? The city is already dotted with big vegetable gardens, and one entrepreneur has proposed starting a large commercial farm. Some people advocate bike paths, greenways, and other recreation areas. Surrounded by fresh water, and buffeted by nature reasserting itself on land where factories used to be, Detroit could someday be the greenest, most livable urban area in the country. A city can dream, can’t it? (Newsweek)

You can’t want vacant buildings razed and not expect the least populated areas to be written off. Don’t want to be written off? Stabilize vacant buildings and work to get them rehabbed.

Just over half of those who voted in the recent non-scientific Sunday Poll also don’t think razing buildings will help.

Q: Agree or disagree: Tearing down vacant buildings more quickly will help St Louis.

  • Strongly agree 8 [18.18%]
  • Agree 3 [6.82%]
  • Somewhat agree 5 [11.36%]
  • Neither agree or disagree 4 [9.09%]
  • Somewhat disagree 3 [6.82%]
  • Disagree 7 [15.91%]
  • Strongly disagree 13 [29.55%]
  • Unsure/No Answer 1 [2.27%]

Obviously, there isn’t consensus on this issue.

We need to have a serious community discussion about the future of this city. What’s our plan — controlled shrinkage or aggressive infill? Probably both is the best way to proceed. This reminds me about an old planning joke about a city tearing down enough downtown buildings for parking, only then realizing there wasn’t enough downtown left to attract anyone.

— Steve Patterson


Pine @ Tucker Treated Different Than Locust @ Tucker

July 24, 2017 Downtown, Featured, Planning & Design, Transportation Comments Off on Pine @ Tucker Treated Different Than Locust @ Tucker

In April I wrote how some drivers get confused on one-way Locust approaching Tucker — some turn left from either lane because it’s not properly marked. Two blocks directly South, on Tine St, is the identical situation but properly marked.  Pine is also a 2-lane street one-way Westbound.  But the city treats Locust very different than it does Locust.

Locust has no pavement markings or signs to indicate where drivers should be.

Locust approaching Tucker, from April post

Pine, however, has both pavement markings and at least one sign.

Pine looking West toward Tucker. Pavement markings and sign indicate the left lane must turn left at Tucker.

Maybe AT&T got the city to make this intersection less confusing? Two blocks away is the same type of intersection treated very differently — untreated. I favor having traffic that wants to continue Westbound being in the right lane. with the left lane for left-turn only traffic. When I drive Westbound on Locust I stay in the right lane to cross Tucker, allowing me to get through the intersection and not be caught behind cars waiting on pedestrians to cross Tucker.

Locust should be treated just like Pine.

— Steve Patterson

Sunday Poll: Would Tearing Down Vacant Buildings More Quickly Help St. Louis?

July 23, 2017 Featured, Sunday Poll Comments Off on Sunday Poll: Would Tearing Down Vacant Buildings More Quickly Help St. Louis?
Please vote below

Vacant buildings are often in the news in St. Louis, here’s two recent examples.

The morning the historic James Clemens house burned two other vacant properties also had fires. Few disagree vacant buildings can be an eyesore or even be a hangout for unsavory elements, but there’s less agreement as to the solution. Some want to see the vacant structures stabilized and held until they can be rehabbed and occupied again. Others argue they should be razed quickly before they cause other buildings to be abandoned.

Today’s poll aims to see where readers fall on this topic.

This poll will close at 8pm tonight.

— Steve Patterson

Reading: Bike Boom: The Unexpected Resurgence of Cycling by Carlton Reid

July 21, 2017 Featured, Reading Comments Off on Reading: Bike Boom: The Unexpected Resurgence of Cycling by Carlton Reid

As I said Wednesday, I’d participate in the annual World Naked Bike Ride if I could still ride a bike.  However, the current bike boom is doing fine without me.

Bicycling advocates envision a future in which bikes are a widespread daily form of transportation. While many global cities are seeing the number of bike commuters increase, this future is still far away; at times, urban cycling seems to be fighting for its very survival. Will we ever witness a true “bike boom” in cities? What can we learn from past successes and failures to make cycling safer, easier, and more accessible? Use of bicycles in America and Britain fell off a cliff in the 1950s and 1960s thanks to the rapid rise in car ownership. Urban planners and politicians predicted that cycling would wither to nothing, and they did their level best to bring about this extinction by catering to only motorists. But in the 1970s, something strange happened—bicycling bounced back, first in America and then in Britain.

In Bike Boom, journalist Carlton Reid uses history to shine a spotlight on the present and demonstrates how bicycling has the potential to grow even further, if the right measures are put in place by the politicians and planners of today and tomorrow. He explores the benefits and challenges of cycling, the roles of infrastructure and advocacy, and what we can learn from cities that have successfully supported and encouraged bike booms, including London; Davis, California; Montreal; Stevenage; Amsterdam; New York; and Copenhagen.

Given that today’s global bicycling “boom” has its roots in the early 1970s, Reid draws lessons from that period. At that time, the Dutch were investing in bike infrastructure and advocacy— the US and the UK had the choice to follow the Dutch example, but didn’t. Reid sets out to discover what we can learn from the history of bike “booms” in this entertaining and thought-provoking book. (Island Press)

In 2015 I looked at another book by Reid: Roads Were Not Built for Cars: How Cyclists were the First to Push for Good Roads & Became the Pioneers of Motoring. His new book is very timely, as I’m one of many serving on a Trailnet committee working on buildings a protected sidewalk/bikeway network here.

The book has 8 chapters:

1. How Cyclists Became Invisible
2. From Victory Bikes to Rail Trails
3. Davis, The Bicycle Capital of America
4. Cycling in Britain—From Swarms to Sustrans
5. The Great American Bicycle Boom
6. The Rise and Fall of Vehicular Cycling
7. Where It’s Easy to Bike and Drive, Brits and Americans Drive
8. How the Dutch Really Got Their Cycleways

I’m starting on chapter 8. Bike Boom: is available locally through Left Bank Books, through the publisher, and other sites such as Amazon.

— Steve Patterson





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