2013_Project on the City-3 by David Karle

PROJECT ON THE CITY UNIVERSITY OF NEBRASKA-LINCOLN COLLEGE OF ARCHITECTURE Spring 2013 ARCH/LARC 461 6 SCOPES, 20 TOPICS, 48 STUDENTS

PROJECT ON THE CITY OMAHA /ST. LOUIS 2 CITIES 8 SCOPES, 24 STUDENTS

Spring 2013 Arch/Larc 461 - Urbanism David Karle, Assistant Professor of Architecture Joe Kotulak, Teaching Assistant University of Nebraska-Lincoln College of Architecture

University of Nebraska-Lincoln College of Architecture 232 Architecture Hall Lincoln, NE 68588-0107 (402) 472-7943 http://archweb.unl.edu/ Spring 2012 Arch 461/Larc 461 Urbanism Issues of contemporary urbanism and the processes of urban design. Experiential nature of cities, role of public policy, ideology, genesis and development of urban form and space. Following us at: http://issuu.com/unl_urbanism All Rights Reserved. No part of this publication may be reproduced in any manner whatsoever without permission in writing from the University of Nebraska - Lincoln, College of Architecture. Typeset in Minion Pro and Arial Narrow. Printed by Lulu

Every reasonable attempt has been made to identify owners of copyright. Errors or omissions will be corrected in subsequent editions.

PROJECT ON THE CITY ST. LOUIS / OMAHA 2 CITIES 8 SCOPES, 23 STUDENTS

OMAHA, NE

ST. LOUIS, MO

Fabric

Numbers

Movement

Region

Fabric + Movement

Movement

Water 1

Water 2

Fabric

Program

Industry

Food

Food + Movement

100

Water + Region

104

Fabric + Industry

106

Water + Food + Industry

108

PROJECT ON THE ... CITY? Omaha, NE / St. Louis, MO

The Great Plains region has always been an area of contested aspirations and viewpoints. Historically the central Great Plains was known as the Great American desert. Attempts to inhabit the region have 4

often been meet with failed results, but not after a brief moment of opportunity and prosperity. From the Government assisted and influenced forms of urbanism in the mid-1800s (Homestead Act and Railroad Act), to natural and environmental consolidation acts in the late 1800s (The Timber-Culture Act of 1873, the Desert Land Act of 1877, The Timber and Stone Act of 1878, and the Timber Cutting Act of 1878), and the instable natural and economic cycles throughout the 1900s (Dust Bowl and the Farm Crisis) attempts to develop this region have continually been difficult. These factors have also had a significant impact on cities, town, and communities throughout the region. Two cities in the Midwest region, St. Louis and Omaha, are continually facing new challenges calling into question the use of the term city. The following research investigates how the process of systems-thinking can influence the way one views and interprets the density verses sprawl. The research emerged from a deep understanding of a broader system — its interactions, conflicts, strengths, and opportunities. The participants in this course engaged in the processes of systems-thinking as a tool to identify current and existing conditions within the center, middle, and edge of Omaha, NE and St. Louis, MO. The research seeks to re-frame the traditional ideology of the “city” through analysis to assess the systems on the ground; the region, transportation, politics, players, economics, ecologies, industries, and built fabric to formulate a new perspective.

Lincoln, Nebraska Population: 262,341 (Nebraska: 1,842,234) Persons per square mile: 2,899.4 (NE: 23.8) (2011 US Census Estimate)

Omaha, Nebraska Population: 415,068 (Nebraska: 1,842,234) Persons per square mile: 3,217.9 (IA: 23.8) (2011 US Census Estimate)

1 hour

6 hours 35 mins.

St. Louis, Missouri Population: 318,069 (Missouri: 6,008,984) Persons per square mile: 5,157.5 (Missouri: 87.1) (2011 US Census Estimate)

6 OMA

1850-2013 (1 of 2)

8 OMA

1880 / Movement / OMA / Omaha had an estimate of 118 miles of streets with only one quarter mile of those streets paved. 1880 / Fabric / OMA / The Boyd’s Packing House burnt down and was rebuilt much larger to handle the increase in cow, chicken, and turkey processing along with expansion of existing pork

1910 / Fabric / OMA / The Orpheum building was constructed in 1910, was 16 stories high and stood 219 feet tall. At the time was the tallest building in Omaha / Used for luxury residential purposes, and located in downtown. The building is on the historic registry.

1880 / OMA / Fabric / The Boyd’s Packing House was sold and became Union Stockyards, which became one of the largest Stockyards in the world. 1882 / Movement / OMA / The first asphalt pavement in Omaha was laid on Douglas Street, from Fourteenth to Sixteenth street.

1895 / Movement / OMA / The Omaha Cable Tramway Company was the city’s only cable car ended after consolidating with the Horse Railway as the Omaha Street Railway Company. 1913 / Movement / OMA / The Omaha Easter Sunday Tornado destroyed much of the city’s African-American community, in addition to much of Midtown Omaha. 1882 / Movement / OMA / An extensive boulevard system was designed by Horace Cleveland and built to create a park-like atmosphere for drivers throughout the city.

1913 / Movement / OMA / The original Lincoln Highway in Omaha was designated through Omaha. Crossing the Missouri River into Omaha on the old Douglas Street Bridge, it traveled west on Dodge Street, then meandered across the state following section lines. Some of these sections were built exclusively to accommodate the highway

1883 / Movement / OMA / Omaha gets connected by telephone with Lincoln and Plattsmouth. 1883 / Movement / OMA / The Omaha Belt Line is formed by the Union Pacific. 1883 / Movement / OMA / Andrew Rosewater, brother of newspaper owner Edward Rosewater, became city engineer and began an ambitious project to modernize city streets.

1853 / Movement / OMA / William D. Brown had the first vision for the city, leading him to found the Lone Tree Ferry crossing the Missouri River from Council Bluffs, Iowa.

1854 / Fabric / OMA / The City of Omaha was originally called Omaha City and was founded July 4, 1854. Speculators came from Council bluffs and started the city, known as the “Gateway to the West”. From the beginning the city was laid out on a perfect grid system. A bit like a small Manhattan with a park cut from the city blocks near the center of town 1854 / Movement / OMA / The city’s first settler built the St. Nicholas Hotel on the southwest corner of that intersection William P. Snowden, three years before the city was incorporated. 1854 / Movement / OMA / The Banner State is the first steamboat to land materials for building the city in early 1854, before the city was formally founded. 1854 / Fabric / OMA / Douglas county with the newly created plot of Omaha city. Hugging the river, and keeping to the river valley, little development moves into the hills.

1850

1911 / Movement / OMA / Herndon House no longer serves as the Union Pacific Headquarters.

1893 / Movement / OMA / The East Omaha Bridge is opened. 1893 / Movement / OMA / The development of the stockyards spurred the growth of South Omaha. While the South Omaha stockyards were initially seen as a resting place for cattle on their way to larger markets, such as Chicago, the industry expanded into packing operations and was the nation’s third largest stockyards. 1892 / Movement / OMA / Cleveland’s plan was accepted by the city’s Parks Commission, resulting in the construction of Omaha’s Prettiest Mile Boulevard.

1901 / Movement / OMA Local businessman Gurdon W. Wattles consolidated several of the older horse car and cable car companies to create the Omaha and Council Bluffs Streetcar Company, which later became the Omaha Traction Company. After receiving a 30-year franchise from the city of Omaha, the company established a mass transit system that covered the entire city, including commuter trains and interurbans.

1910 / Movement / OMA / Trucks became popular allowing the Omaha Stockyards to grow exponentially. Cattle, hogs and sheep were shipped cheaper by truck than by trains.

1920 / OMA / Fabric / The town is growing, and a park network is begging to be set up. With Fontenell Park to the north, Deer Park, and Riverview park to the south / Dodge street has been added, which is Omaha’s busiest street today.

1922/ Movement / OMA / The onetime hotel which eventually serves as the headquarters of the Union Pacific Railroad is demolished.

1884 / Movement / OMA / Omaha’s first cable car system is added with the powerhouse located at Twentieth and Harney Street. The Omaha Cable Tramway Company was the city’s only cable car company.

1865 / Movement / OMA / On July 8, the first locomotive, the “General Sherman,” arrived in Omaha. On July 10, the first rails were laid at Seventh and Chicago Streets. Track construction progressed at the pace of one-quarter mile per day at the beginning.

1920 / Movement / OMA / The Ak-Sar-Ben horse racing track is built.

1863 / Movement / OMA / Ground is broken in Omaha for construction of Union Pacific. 1862 / Movement / OMA / The passage of the Pacific Railroad Act on June 24, 1862. This act provided for the construction of a transcontinental railroad from an unspecified point on the Missouri River to a western terminus at Sacramento or San Francisco, California. 1861 / Movement / OMA / The Illinois and Mississippi Valley telegraph reaches Omaha from the east and was built by Edward Creighton. 1860 / Movement / OMA / The city became a major outfitting center for the major trails that went across Nebraska, including the Oregon, California and Mormon Trails. 1860 / Movement / OMA / Omaha connected for the first time with the outside world by telegraph.

1860

1870 / Movement / OMA / Omaha was made a port of entry by an act of Congress and S. A. Orchard was appointed the first surveyor of customs. 1870 / Movement / OMA / Omaha Horse Railway Company has reached five miles (8 km) of track, 10 cars, 70 horses, 20 employees and 495,000 passengers annually. 1872 / Movement / OMA / The first train crossed the Union Pacific Missouri River Bridge. 1872 / OMA / Fabric / The Boyd’s Packing House was the first in Omaha. Originally processed pork, but brought jobs to the city

1870

1867 / Movement / OMA / Many of the original streets of Omaha underwent significant grading to better serve the needs of business and transportation services. The coming of the Omaha Horse Street Railway System was the first sign of Omaha’s expansion westward.

1884 / Fabric / OMA / We see some expansion of Omaha by 1884, but still hugging the river. We also see Elkhorn, Waterloo, and Millard still with plenty of distance from Omaha / The streets are laid out nicely on a grid system, except to the north where the grid is skewed off of 90 degrees near Florence / small lot sizes, set up for walking distance and smaller communities revolved around religious establishments in neighborhoods low story construction height due to materials used.

1880

1890

1900

1896 / Movement / OMA / An electric car was built by Eurastus Benson between Omaha and Benson specifically to promote that suburbs development during this time. 1896 / Fabric / OMA / The introduction of the electric car between Benson and Omaha,

1910

1920

1915 / Movement / OMA / South Omaha, Florence were annexed to the city. 1915 / Movement / OMA / Dundee, near 50th and Dodge Streets, was originally a separate city. Dundee was annexed by Omaha in 1915, but this annexation was fought until 1917.

193

1950 / Movement / OMA / The city has continuously developed and redeveloped its major streets, particularly relying on them for east-west traffic. Major east-west thoroughfares in Omaha include Fort, Ames, Maple, Blondo, Dodge, Pacific, Center, L, Q and Harrison streets. Major north-south thoroughfares in Omaha include North and South 24th streets, 30th street, Saddle Creek Road, and 72nd, 84th, 90th, and 120th streets. South 10th Street is important in South Omaha

Early 2000s / Movement / OMA Section between Interstate 80 and Exit 5, Fort Street, widened to three through lanes in each direction, plus auxiliary lanes.

1961 / Movement / OMA Interstate 680 from Interstate 80 in Nebraska to Exit 3 (Junction U.S. 6) is completed.

2001 / Fabric / OMA / The Indian Hills Theater was demolished and turned into a parking lot despite all the protest.

1961 / Movement / OMA The first long segment of I-80 to be opened was a section between Dodge Street in Omaha and the West Lincoln interchange ranging to be around 50 miles.

1950 / Fabric / OMA / Rosenblatt Stadium becomes home to the College World Series / Start of Suburbanization and Highway Expansion to the West of Omaha which led to the “White Flight”

1930 / Fabric / OMA / Meat packing powerhouse / Several Beer breweries, such as: Metz, Storz, Krug / started the expansion of bars and public gaming districts

1950 / Fabric / OMA / Just before the housing boom that occurs after world war II. No noticeable growth since the 1917 map

1930 / Movement / OMA / Fourty-nine thousand autos were registered in Omaha to drive on local streets.

2010 / Fabric / OMA / Rosenblatt Stadium has last CWS / TD Ameritrade Park Omaha is new CWS host and is built on the North Side of Downtown.

1962 / Fabric / OMA / The Indian Hills Theater was built, it was a “super-Cinerama” with the worlds largest indoor screen of it’s type

2002 / Fabric / OMA / One First National Center is built, and is currently the tallest building in Omaha standing 645 feet and 45 stories.

1950 / Movement / OMA / Beginning of suburbanization and highway expansion led to white flight to newer housing and development of middle and upper class areas in West Omaha

1930 / Movement / OMA / Northwest Airlines start service between Minneapolis and Omaha. 1930 / Movement / OMA / The city’s transportation system is marred by violent protests. Transit workers want to unionize with the main company’s management against any effort to change Omaha’s reputation as a nonunionized city.

Map 3

1962 / Fabric / OMA / The Indian Hills Inn, was a 200 room luxury motor hotel and was recognized by the Chamber of Commerce for adding “beauty to the city, on a major approach route”

1932 / Movement / OMA / The Mormon Bridge’s first attempt to be built across the river results in failure.

2003 / Fabric / OMA / Qwest Center is built, which puts Omaha on a major event map, similar to when it hosted the Worlds Expo in 1898. 2003 / Fabric / OMA / Urban sprawl has continued through Douglas county, with little room for expansion in the county, the city of Omaha will begin a southward expansion into Sarpy county.

1950 / Movement / OMA / Center Mall opened at 42nd and Center streets, beginning the age of shopping malls in Omaha, and thus a further need to commute for leisurely purposes. 1970 / Movement / OMA Construction of the freeway in North Omaha started, facing many hurdles. Originally supposed to be I-580, the city of Omaha refused to invest additional money that the federal government required to gain designation, becoming the route of US Highway 75.

Mid 1930’s / Movement / OMA / Omaha rebounds with the development of Offutt Air Force Base just south of the city, after the tumultuous Great Depression of the 1930s. 1934 / Movement / OMA / The Saddle Creek Underpass, over which is the Dodge Street Overpass, is completed by the Works Progress Administration.

1940 / Movement / OMA Sixty-five thousand five hundred autos were registered in Omaha to drive on local streets.

1952 / Movement / OMA / Mormon Bridge (across Missouri River) constructed and opened as Iowa 988/Nebraska 36; it would be incorporated into Interstate 680 in 1980, once it was improved to four lanes and approaches to the bridge from both directions were built.

1963 / Fabric / OMA / Elmwood tower constructed, and is still the 3rd tallest building in Omaha, standing 320 feet / Residential Use 1964 / Movement / OMA Omaha’s private transit companies were not able to apply for federal subsidies available to public transit operators after the Urban Mass Transit Act was passed.

1971 / Movement / OMA Segment between Interstate 29 and Interstate 80 in Iowa constructed. 1971 / Fabric / OMA / The annexation of Millard ; resulted in a 60,000 increase in population, $4 billion in property tax base, and $21 million in local sales tax for the City of Omaha 1972 / Movement / OMA The Omaha Transit Company ceased operations on when the City of Omaha assumed authority for public transportation in the city. City Transit Lines, another private company in Omaha, went out of business as well. This formed the Metro Area Transit Authority under the Nebraska Legislature.

1940

1936 / Movement / OMA / The South Omaha Bridge opens.

1950

1946 / Movement / OMA / Omaha’s southern suburb becomes home to the Strategic Air Command.

1990’s / Fabric / OMA / The downtown area has experienced a resurgence in the late 1990s and early first decade of the 21st century, with several billion dollars of new construction. The new developments include the Qwest Center Omaha arena/convention center complex, the Holland Performing Arts Center, the Gallup University campus, The River City Star riverboat landing, National Park Service Midwest Region headquarters, new high-rise headquarters towers for First National Bank of Omaha, Union Pacific Railroad, TD Ameritrade Park, and hundreds of condominium units. The First National Bank of Omaha tower is the tallest building between Denver and Minneapolis, surpassing its tallest rival in Kansas City by one foot.

1970 / Movement / OMA Freeway of North Omaha is also blamed for causing 30 percent of housing loss and major increase in crime.

1960

1966 / Fabric / OMA / I-480 Bridge built over the Missouri River connecting Omaha and Council Bluffs

1973 / Movement / OMA Interstate 680 replaced Interstate 80 North designation in Iowa.

1980 / Movement / OMA Segment between Mormon Bridge and Interstate 29 completed; toll collection at Mormon Bridge across Missouri River for eastbound traffic ends.

1974 / Movement / OMA Remainder of route in Nebraska completed; at this time, Nebraska had finished its entire Interstate Highway Network as originally envisioned.

1980s / Fabric / OMA / Omaha runs successful campaign to attract telecommunications companies turning Omaha into one of the top forbes cities to live and work in.

1970

1966 / Movement / OMA Interstate 80N from Interstate 29 to Interstate 80 opened

1990’s / Fabric / OMA / Storz built a major brewery along 16th Street in East Omaha with 15 buildings. The majority of them were demolished by the 1990s.

1980

1975 / Fabric / OMA / Doubling in size the suburban movement has been in full swing, doubling the size of Omaha since 1950. Urban sprawl by this point has changed the city of Omaha. Sticking to the grid system for many years, col-de-sacs begin to show up causing interesting situations where the grid meets a

1990

2013 / Movement / OMA / Eppley Airfield sits on 2,650 acres and handles approximately 400 flights a week. There are two concourses that hold 20 gates. 2013 / Movement / OMA / The Port of Omaha was located downtown where Miller’s Landing is now. In addition to handling outbound barge shipments of grain, it also handled inbound shipments of steel and asphalt.

2004/ Fabric / OMA / We see here how the cities parks and trail systems correspond to the flood risk. Also in the works are plans for green streets and landscaped highways (I-80, and main streets Dodge, etc)

2013 / Movement / OMA / MAT recently completed three new transit centers, which function much like airport hubs. Located at Benson Park, Westroads Mall and in South Omaha, they are designed to bolster the city’s public busing needs. These join existing centers in Midtown and North Omaha.

Omaha Metropolitan Area Population Growth

865,350

City of Omaha Population Growth

408,900

2000

1999 / Fabric / OMA / The Omaha Union Stockyards 116-year-old institution closed. Livestock Exchange Building was listed on the National Register of Historic Places

2012 / Fabric / OMA / The blue depicts the cities industrial fabric through Omaha. Traditionally industrial was built near the river, but as the city grew further west, the planners moved it west primarily in a corridor to the south. There is also a sizeable area to the north west of town / Rosenblatt Stadium imploded and land was bought by the Henry Doorly Zoo and Aquarium / Omaha at its current size has merged with Elkhorn and Millard along with several other towns. Clearly seen is the sprawl that has been occurring / There is a proposed annexation package for area’s such as; Pepperwood, Colonies, Seven Pines, Lakeview Heights, Standing Bear, Walnut Lake, Hillsborough Plaza, and Pegasus.

2010

2005 / Movement / OMA / The Ak-Sar-Ben horse complex including buildings and the grandstands, is demolished.

1850-2013 (2 of 2)

1850

10 OMA

1860

1870

1880

1890

1856 / Fabric / OMA / East Omaha is formally annexed to Omaha. 1856 / Movement / OMA / The town of Saratoga is founded within the boundaries of present-day North Omaha.

1885 / Movement / OMA The Belt Line comes into the control by the Missouri Pacific Railroad. The Omaha Belt Line was a 15-mile (24 km) long railroad that circumnavigated Omaha, Nebraska.

1867 / Movement / OMA / Ezra Millard, Andrew J. Hanscom, and Augustus Kountze formed the Omaha Horse Railway Company to provide horse car service in the city. 1867 / Movement / OMA / State capital resided in Omaha until Legislature voted to move it south of the Platte River to the western edge of settlement in the new state.

1857 / Fabric / OMA / The City of Omaha is incorporated.

1877 / Movement / OMA / The Saratoga Bend is “cut off” from the Missouri River by a flood, forming what originally called Cutoff Lake. Vacation cabins on the east side of the lake eventually become the town of Carter Lake, Iowa. 1878 / Fabric / OMA / Creighton University was founded in 1878 in a pasture on the outskirts of Omaha.

1857 / Fabric / OMA / The Panic of 1857 was a financial panic in the U.S. caused by the declining international economy.

1879 / Movement / OMA / The first telephone exchange in Omaha was opened.

1897 / Fabric / OMA / The city continued to push out away from the river and into the bluffs. The city grid was projected on the rolling hills. In 40 years Omaha grew rapidly to nearly half its current size / lot size grew along with the increase in public transportation.

1910

1887 / Fabric / OMA / The annexation of North Omaha; one of the most demographic sections of Omaha with the start of German and Irish immigrants to Jewish and now predominately African American

1869 / Movement / OMA / Two of the four new doubled-ended streetcars had begun their one-mile route from the intersection of Ninth and Farnam at the Herndon House hotel to a residential area at Eighteenth and Cass and back again.

1915 / Fabric / OMA / The annexation of South Omaha also called “ The Magic City” due to the rapid population growth from the development of the stockyards. 1906 / Movement / OMA Transportation map of Omaha, Ne in 1906.

1898 / Fabric / OMA / City leaders rallied for the creation of the Trans-Mississippi Exposition - World Fair Side Shows consisted of: - Buffalo Bill’s Wild West Show - The Everleigh House

1917 / Movement / OMA / The southwest part of North Omaha includes Benson, located near 60th and Maple Streets. Originally incorporated as a city in the 1880s, it was annexed to Omaha in 1917.

1919 / Movement / OMA / 27% of livestock at the Stockyards was shipped by truck. 1919 / OMA / Fabric / AT&T building is constructed reaching 16 stories and 265 feet tall, making it the seventh tallest building today.

1858 / Movement / OMA Stagecoach lines arrive in Omaha. 1889 / Movement / OMA / Omaha’s cable car system combines operations with the horse street railway. 1889 / Movement / OMA / The first electric trolley cars began running, beginning an era of streetcars in Omaha.

1889 / Fabric / OMA / Jobbers Canyon - large industrial and warehouse area comprising 24 buildings located downtown / Jobbers Canyon mirrored Omaha’s Emergence as a Central Hub in the U.S. transportation system.

1920 / Movement / OMA / The Ak-Sar-Ben horse arena is constructed.

Interstate 80

1888 / Movement / OMA / The Omaha and Council Bluffs Railway and Bridge Company built the Douglas Street Bridge, the first pedestrian and wagon bridge between Omaha and Council Bluffs.

1889 / Movement / OMA / Otto Baysdorfer builds Omaha’s first auto, an electric car. The “Ottomobile” was the first of nearly a dozen car manufacturers eventually started in Omaha.

1929 / Movement / OMA / A bond is passed that would construct the Omaha Municipal Airport in East Omaha.

1917 / Fabric / OMA / Some growth since 1897, but planning for much more as the grid has been planned to double its current area. By this point Omaha is beginning to encroach on neighboring communities such as Ralston, and Elkhorn / The annexation of Benson, Dundee, Elmwood Park, and Florence; Florence predated the founding of Omaha City / Boys Town was founded.

1888 / Movement / OMA / The Douglas Street Bridge opens to traffic connecting Omaha and Council Bluffs as the first road bridge.

1889 / Movement / OMA / Horace W.S. Cleveland proposes that the city of Omaha develop a series of “broad ornamental avenues, known as boulevards or parkways” designed “with a tasteful arrangement of trees and shrubbery at the sides and in the center”, similar to the comprehensive plans of European cities in the mid-19th century.

193

1915 / Movement / OMA / Dundee, near 50th and Dodge Streets, was originally a separate city. Dundee was annexed by Omaha in 1915, but this annexation was fought until 1917.

1899 / Movement / OMA / Otto Bayesdorfer builds the first Ottomobile, becoming the first of nearly a dozen Omaha car manufacturers.

1869 / Movement / OMA / Herndon House at Ninth and Farnam Streets, the onetime hotel, serves as the headquarters of the Union Pacific Railroad.

Present

1920

1915 / Movement / OMA / South Omaha, Florence were annexed to the city.

1908 / Fabric / OMA / City leaders created Omaha University on North 24th and Pratt Streets.

1886 / Movement / OMA / Omaha had 44 miles (71 km) of paved streets, including asphaltum, Colorado sandstone, Sioux Falls granite and wooden blocks.

1857 / Movement / OMA / Alfred D. Jones surveys the land for the Council Bluffs and Nebraska Ferry Company and plotted the land around presentday Capital Avenue. 1857 / Movement / OMA / Freight traffic slowly develops in the Omaha area, aided by the construction of telegraph lines, 1958 / Movement / OMA / Peony Park, an amusement and water park, was annexed into the city of Omaha.

1900

1867 / Fabric / OMA / The City of Omaha lost the State Capital to Lincoln in 1867 / The annexation of Bemis Park, Gifford Park, Gold Coast, Kountze Place, Miller Park, Walnut Hill, and Orchard Hill 1855 / Movement / OMA / The golden era for steam boating on the Missouri begins.

1922/ Movement / OMA / The onetime hotel which eventually serves as the headquarters of the Union Pacific Railroad is demolished.

1884 / Movement / OMA / Omaha’s first cable car system is added with the powerhouse located at Twentieth and Harney Street. The Omaha Cable Tramway Company was the city’s only cable car company.

1975

Transit Authority under the Nebraska Legislature.

1940

1936 / Movement / OMA / The South Omaha Bridge opens.

1950

1960

1980 / Movement / OMA Segment between Mormon Bridge and Interstate 29 completed; toll collection at Mormon Bridge across Missouri River for eastbound traffic ends.

1974 / Movement / OMA Remainder of route in Nebraska completed; at this time, Nebraska had finished its entire Interstate Highway Network as originally envisioned.

1980s / Fabric / OMA / Omaha runs successful campaign to attract telecommunications companies turning Omaha into one of the top forbes cities to live and work in.

1970

1966 / Movement / OMA Interstate 80N from Interstate 29 to Interstate 80 opened

1946 / Movement / OMA / Omaha’s southern suburb becomes home to the Strategic Air Command.

1973 / Movement / OMA Interstate 680 replaced Interstate 80 North designation in Iowa.

1966 / Fabric / OMA / I-480 Bridge built over the Missouri River connecting Omaha and Council Bluffs 1968 / Movement / OMA The Douglas Street Bridge operated by the Knights of Ak-Sar-Ben is removed. 1937 / Fabric / OMA / In this map we see the addition of a U.S. highway, also State and county highways.

1980

1990

1946 / Fabric / OMA / Southern Suburb became home to the Strategic Air Command at Offutt Airbase / Omaha became a Military Family Hub

1955 / Fabric / OMA / The Omaha Union Stockyards became the worlds largest livestock processing center, passing Chicago’s Stockyards, shipping cattle by use of truck.

1938 / Movement / OMA / The Knights of AkSar-Ben operate the Douglas Street Bridge as a toll bridge.

1947 / Movement / OMA / The Knights of AkSar-Ben operation of the Douglas Street Bridge as a toll bridge ends.

408,900

2010

2005 / Movement / OMA / The Ak-Sar-Ben horse complex including buildings and the grandstands, is demolished.

2005 / Fabric / OMA / Neighborhoods and areas of civic importance (in red and green) are a key focus for the fabric of Omaha. Giving these areas specific character so people will notice the difference between each district / development of large housing developments, with larger lots revolving around automotive transportation and mega-mansion housing design styles

1989 / Movement / OMA Demolition of Jobber’s Canyon happens, creating the movement of major businesses to migrate headquarters toward the riverfront. 2006 / Movement / OMA Dodge Expressway is opened becoming an elevated controlled access freeway that would ease the commute to and from West Omaha. 2007 / Fabric / OMA / The annexation of West Omaha and Elkhorn near 204th St. and West Maple Road, was one of the largest annexations and most controversial ones in U.S. history.

1958 / Movement / OMA Peony Park, an amusement and water park, was annexed into the city of Omaha.

1897

1959 / Movement / OMA The airport was named for Eugene C. Eppley, the Omaha Eppley Hotel magnate. Eppley’s estate donated $1 million to be used to convert the Omaha Municipal Airport into a jet port.

1917

City of Omaha Population Growth

1854 1989 / Movement / OMA / Airport Authority completed a $70 million expansion program for Eppley Airfield.

1948 / Movement / OMA / Eppley Airfield is completed.

865,350

2000

1999 / Fabric / OMA / The Omaha Union Stockyards 116-year-old institution closed. Livestock Exchange Building was listed on the National Register of Historic Places

1989 / Movement / OMA City began the development of trails. 67 miles of paved recreational trails had been completed with the expectation of 35 more miles of trails to be under way.

Omaha Metropolitan Area Population Growth

2007 / Movement / OMA / The airport handled more than 4.4 million passengers, and in September 2008, Southwest Airlines was the largest carrier handling approximately 24% of passengers. United is the second-largest carrier, handling approximately 19% of passengers. Currently all regularly scheduled flights from Eppley Airfield terminate within the United States.

1950 2008 / Movement / OMA Trails in Omaha were connected to trails in Council Bluffs, Iowa by way of the new Bob Kerrey Pedestrian Bridge. Creating the span of around 3,000 ft across the Missouri River, the “S Shape” Bridge joins Omaha’s Riverfront Trail with Playland Park in Council Bluffs.

12 OMA

FABRIC

Brian Anderson, B. LARC; Jacob Kophamer, B. LARC

ABSTRACT: The urban fabric is created by individual components which work together to create an efficient network. Omaha’s fabric is not uniformly distributed throughout the city, allowing you to see the growth and advancement throughout. Being located along the Missouri river, created a geographical barrier of expansion to the east and allowed for expansion to the west. The Jobber’s Canyon District in the downtown provided the dense fabric for businesses along the river front. From this original infrastructure and fabric, the town expanded North and South of the downtown following the popular grid development format. Over the years annexations created disconnection of the city grid layout, disrupting the overall fabric. In these annexations or sub-urban areas the isolation of neighborhoods made the transportation network less efficient. With the expansion of housing came the new business district developments out west, which would continue to happen over the years creating underutilized land and heavy automotive biased developments, resulting in mega blocks further disrupting the grid. The thresholds within the developments and mega blocks could be reorganized to create more connections and establish efficient land use strategies. The expansion of Omaha began immediately after establishment in 1854. Located beside the Missouri River meant the new city could both receive and ship out goods. During Omaha’s beginning no trains went to the west; so goods were transported by horse and boat. Nearly all new towns heading west were located along a body of water for the same reason. In the United States cities built on the west side of the river tended to thrive, so is the case for Omaha. Des Moines, Iowa actually was founded before Omaha city; however, being located on the east side of the Missouri continues to stunt the cities development, while Omaha continues to expand. Similar cities such as Sioux City, Iowa and St. Louis Missouri developed along rivers. Sioux City developed on the eastern side of the Missouri river; north of Omaha, and was founded around the same time as Omaha. St. Louis

developed on the western side of the Mississippi River approximately one hundred years before Omaha, to which allowed the city to flourish developing to the west. In an interesting discovery the Missouri River connects to the Mississippi River on the northern side of St. Louis acting as another expanding barrier. These cities show similar styles of growth and development between St. Louis and Omaha, while Sioux City posed challenges of being developed over three different states. In the early years of Omaha’s development the Jobber’s Canyon District in 1860 which housed 24 warehouse buildings, helped the economy of Omaha gain traction. Soon to follow, the First Transcontinental Railroad 1862 and the Stockyards 1883, both helped Omaha become known as the “Gateway to the West”, after both Chicago and St. Louis, based off time of development and our countries expansion to the west. Being a primary point of crossing to get west of the Missouri, and the First Transcontinental Railroad in 1863, we further cement them as a gateway. The railroad played one of the biggest roles in not only developing Omaha but our country expanding to the West Coast. The Omaha stockyards and Jobber’s Canyon provided people a reason to stay in Omaha and to expand the city. A mere 40 years after the founding of the city in 1898 Omaha played host to the TransMississippi Exposition World’s fair. The fair lasted four months, and had over four thousand exhibits, a 2,000 ft. lagoon through North Omaha, and brought more than 100,000 people to the event. This was huge for Omaha, not only bringing next generation ideas through these exhibits, but also the exposure the city needed to boom. In the 1860’s Omaha fabric would have been vastly different, the streets were not paved, and at most they would have been gravel, more than likely just dirt. The city originally was designed to cater to the horse and buggy, this meant narrower streets, and as can still be seen today in the downtown area, a higher density of buildings. The city front along the Missouri River developed with the land plots focusing on access to the water for the supplies and transportation along the river. With the development of the dense downtown the

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city conformed to the small grid development north and south of the downtown district. The culture of these expansions for North Omaha and South Omaha, where focused on the ethnicity in those areas. This allowed the expansions to develop on a Grid format with Churches and green public spaces being focal points. The block sizes where developed with small housing lots to create the smaller communities within the city. The national Homestead Act also played a key role in the expanding fabric of Omaha with people migrating west to have land they could call their own. With the automobile in 1889 the city streets became congested, which in turn, streets where widened increasing the cities expansion. By the 1900s racial tensions, resulted in segregation of race throughout Omaha, contributing to problems in the fabric. Many community based projects or issues in none white parts of town, were over looked and poorly maintained. Sections of the town, housed different ethnicities which resulted in little communities such as Little Italy, Little Mexico and Greek Town. Which were established on smaller block sizes and maintained the grid layout, but based communities around public gathering spaces unlike the white community sections of town. A major riot in 1909 occurred in South Omaha which resulted in the destruction of the city’s Greek Town and overall removal of the Greek population. In 1913 a natural disaster in the form of a Tornado destroyed much of the Midtown Omaha and the African American community. Since the civil right movements and

Legend Omaha CIty Limits White African American Mix of all Races

Zones of Race Concentration

world wars an increase in racial tensions promoted the town’s selfsegregation. Many other racial riots occurred in Omaha resulting in the destruction of sections in Omaha and also reinforced racial barriers for the development of the city. After World War II in 1944 all the soldiers were coming back home, and they would need jobs, and of course housing. Thus leading to the “White Flight” movement, which created suburbs in western Omaha around the 1950s. The government came to their aid giving housing credits. This coupled with the interstate highway system in 1956 would drastically affect the fabric of Omaha. These changes are seen clearly through maps, particularly after 80th street, west of 84th started being developed in the 1950’s and 60’s during the rise of the suburbs. The car became treasured at this point; the grid system was thrown out the window, and made way for the cul-de-sac and mega blocks. Looking at Dodge Street from 84th to 102nd three vary distinct forms of fabric can be seen. The planning ranges from a relatively strict grid layout, offering many access points to neighboring streets, to cul-de-sacs and mega blocks with limited access as you move west. The access points on the cul-de-sacs and mega blocks are few which remove throughways and can lead to traffic congestion. The automobiles influence also generated density voids through large surface parking lots to service large business towers. This is easily seen in the expanding Commercial Business Districts as you move west away from the downtown. The introduction of the car and is important for ones self-efficiency was the single largest contribution to the diminishing of the city’s overall

EPPLEY AIRFIELD BENSON DUNDEE

ELKHORN 2008

2000

1950

1890 1854

MILLARD

Expansion over Time

fabric. The fabric’s break down is not a result of the car but of the quantities of cars. Once the Interstate system was developed in the 1970’s creating fast tracts of circulation not only through but around Omaha. The requirements of cars per household went from 1.16 cars in 1969 to 1.90 cars in 2001 per household. Since then Omaha has sprawled out more than doubling in size currently taking up 130 square miles. Distance is no longer a factor in convenience, but becomes a factor in creating disconnections through a cities fabric. Omaha’s annexation of cities have been a key to the cities continued growth in size and population while creating even more conflicts in the original cities fabric. The annexations of cities with private infrastructures and original planning strategies conflicts against the original Omaha fabric. The thresholds between these two spaces become voids and problematic area’s especially when related to the principles of lynch’s transect sections. The first annexation by Omaha was East Omaha approximately 30 acres which is where Eppley Airfield is located today. For town annexations can be seen all the way back to 1917 when they first annexed Benson, Dundee, Elmwood Park, and Florence. The town of Florence which predated the founding of Omaha was in an uproar about being annexed into Omaha. Located just north of North Omaha the town also rested along the Missouri River, north of the first annexation of land. In 1971 Omaha annexed Millard which was one of the largest Annexations for population growths and economics of Omaha. The most

controversial annexations happened in 2007 when Omaha annexed Elkhorn, which was at the westward edge of Omaha. The town of Elkhorn fought the annexation for over two years, but like most small towns they lost to the bigger city. In 2012 a proposed annexation package includes areas such as; Pepperwood, Colonies, Seven Pines, Lakeview Heights, Standing Bear, Walnut Lake, Hillsborough Plaza and Pegasus. These are all housing developments outside the city limits and where developed with their own private fabric outlook. This is what proposes the biggest challenge to mending the Fabric throughout Omaha. Independent cities Omaha is surrounding or neighboring are Ralston, Papillion, La Vista, Waterloo, and Valley. These cities contribute to the disruption of fabric through the same ways annexed cities affect the fabric. The problems differ by these cities being independent, which means different overall planning and less connections can be established between the two since they fall under different governance. Other issues arise not only with town annexations and independent towns but the surrounding agriculture land then become annexed to the city or border the cities edge. One key note to make is the importance of the village of Boys Town established in 1917, still a key factor with the amount of land consumed and agriculture still practiced within Omaha. The process of annexing towns has greatly benefited Omaha. Though the use of annexations provide benefits such as taxes and increased population, the conflicts with fabric emerge; such as maintaining the cities original fabric, and merging the thresholds between the two spaces properly.

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Omaha continues to try and revitalize the downtown area, in 1989 the National Historic Jobber’s Canyon District was demolished to be replaced by ConAgra’s water front Heartland of America Park, which caused huge controversy since becoming one of the largest demolitions of any National Historic District to date. This removed much of the downtown skyline and reduced the density of the downtown fabric. However this provided the downtown with green space which could only be found before at the Gene Leahy mall. The also famous Union Stock Yards helped create this city closed after being the driving force in Omaha economy for over 116 years. The construction of the Woodmen Tower in 1969 is still one of Omaha’s tallest building and first major skyscrapers. The introduction of I-480 in 1966 provided a connection from I-80 to I-29 and created a throughway for downtown and connected Omaha to Council Bluffs. Omaha’s economy was hurting so in a way to bring businesses back to Omaha, the launched a marketing strategy to establish Omaha as a major Telemarketing headquarters. This brought in more skyscraper buildings which affected the fabric throughout the city since they require more parking and increase the building scale. Most of these companies built away from the downtown, which resulted in more disconnects throughout the cities fabric along the edges. Omaha has relocated program and introduced new program to develop catalyst for re-urbanization of the downtown. The introduction of the Qwest Center in 2003 center provided a much needed driver to revitalize northern downtown Omaha. To piggy back on the Qwest Center’s new life in the downtown, the cities of Omaha and Council Bluffs wanted to establish a pedestrian connection, and they did so by building the J. Robert Kerrey Pedestrian Bridge in 2006. To follow up with the relocation of Rosenblatt Stadium next to the Century Link Convention Center (Qwest Center) in 2012 also generated new in-fill and redevelopment of old business warehouses and districts. Generating the catalyst in this section of downtown has provided much needed interest in reestablishing the downtown fabric. Dodge Street has played a big role in the extension of the downtown business district. All along dodge street businesses follow the Dodge corridor, from the river all the way past I-680 to West Omaha. Thus establishes a connection between multiple business districts along one common corridor. The program along dodge has increased traffic flow thus expansions of dodge have occurred to accommodate traffic flow but add to the disruption between program which does not happen in the downtown of Omaha.

rivers flood line. In the midtown map the same grid pattern emerges and can be seen through years of development, maybe slightly larger block sizes in some areas, the introduction of some green space to the site can also be seen in this section of town. These also show how the annexations of areas play a role with the development strategies, and representations through multiple types of land use along the dodge corridor. By illustrating the changes over time you can begin to see the ineffectiveness of maintaining the cities fabric throughout expansions. Omaha’s fabric has transformed greatly since being established, and designers have done what they could to mend the thresholds between clashing fabrics. From the beginning stages of Omaha, you can see where fabric order was under control. With the excessive growth

Qwest Center

TD Ameritrade Park

The different structures of city fabric. From the Missouri River to 102nd Street and Dodge you can see how the fabric transforms over time. In all three the light blue is residential areas, the light orange is commercial, and the purple lines are streets. In the downtown area a denser fabric is formed, with connections being established because of the strict grid pattern. What is interesting is to see next to the river how the grid does not push right up to the river, instead a buffer has been created between the city and the river, responding to the Pedestrian Bridge

Qwest Center

Dodge Street Douglas Street Farnam Street Harney Street

enue St. Mary’s Av

10th Street

13th Street

16th Street

I-480

24th Stree

20th Street

Leavenworth Street

Downtown The orange color depicts commercial areas, the light blue are residences, green is park space. The purple lines show the streets, and the white dots are the access points created through the three sites. Dodge Street

Farnam Street Harney Street

Emile Street

Holy Sepulchre Cemetery

et re S. 36th St

S. 42nd Street

dle

S. 45th Street

Cr ee

Leavenworth Street

of the town and annexations of many towns, issues in the fabric have been left unattended. Throughout Omaha historic portions of the city have done what they could to maintain the fabric they were developed with. These disruptions of fabric have a chance to be reorganized and to establish densification on specific sites like the 90th and Dodge business district, North Downtown, and West Dodge. These locations can begin to develop a language relating them all together while reestablishing the density and scale of a city’s business district. These connections between annexed towns and the city’s needs to be addressed differently based off the types of fabric being connected. Since established towns and suburbs broke away from the grid layout they will have to propose ways of reestablish an efficient way to reconnect private cul-de-sac neighborhoods into the cities fabric. Relating to the mega blocks developed for commercial or business needs, access points and locations of these sites should be reorganized. The convenience of having a Wal-Mart near every neighborhood should not be allowed in land use. These stores and businesses disrupt the fabric throughout Omaha; this can be seen clearly long Dodge where multiple land uses are applied to such a heavily trafficked roadway. By reestablishing these connections missed from the fabric Omaha can start to make proper densifications along the roadway reducing in excessive spatial relations. From the core of Omaha to the city limits the fabric is continually changing making Omaha unique in many ways.

MidTown References 1. Gruen, Victor. Save Urbia for the New Urbanities. AIA Journal, 1960. pg 36. 96th Street

reet

84th St

90th Street

2. Wolf, C. Morton. Site Design, Parking and Zoning for Shopping Centers. American Society of Planning Officials. Information Report No. 59. January 1959.

Dodge Street

3. Ben-Joseph, Eran. Rethinking a Lot: The Design and Culture of Parking. Cambridge, MA: MIT Press, 2012. pg 16.

Harney Street

90th and Dodge Street

90th and Dodge

Dodge St.

Downtown

Aerial of Omaha with mapping areas depicted

I-480

I-680

Midtown

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MOVEMENT

Lauren Barry, BSD; Nathan Krohn, BLA; Heather Tomasek; BLA

ABSTRACT: Methods of movement have had a large influence on the development of the fabric of the city of Omaha, Nebraska as it has grown east to west. We studied the hierarchy of networks of transportation relating to how they have impacted the fabric to shape the city we see today revealing a strong correlation.

not the only major settlement along the Missouri river. Other small towns such as Fontenelle, Bellevue, East Omaha, and Florence were all platted prior to Omaha. The major form of land transportation between these towns and Omaha during the 1850s was stagecoach. To accommodate the travel, Omaha saw formal stagecoach lines first in 1858.

Coinciding with Omaha’s rapid growth, many small towns were founded in the area around Omaha during the latter part of the 1800s. The first of these towns was Elkhorn in 1865, followed by Papillion, Millard, Dundee, South Omaha, Benson and finally Ralston in 1887. During the years between 1865 and 1887, new forms of transportation were also introduced to Omaha and the area to support the bustling population. One of the new transportation methods were horse This paper aims to discuss the evolution of movement through cars. Horse cars were made possible in Omaha by the Omaha Horse Omaha, Nebraska and implications on the fabric of the city. The Railway Company in 1867. At this time, Omaha still had not paved paper will begin with a glimpse into the history of Omaha, following its streets, making transportation a headache for citizens. Pedestrians with a synopsis of the key factors of movement that connected the city relied on horse cars to travel to nearby towns. In particular, Benson through regional and international networks of people, goods, and and Dundee owed their growth to the horse cars, as Omaha citizens traveled to these towns to conduct business. transportation systems, which have altered the fabric we see today. The first vision of Omaha was seen through the eyes of William D. Brown. With vision in mind, he founded the Lone Tree Ferry, which crossed the Missouri river from Council Bluffs. The introduction of the ferry to the area prompted the newly formed Council Bluffs and Nebraska Ferry Company to plat Omaha City on the west side of the Missouri River in 1953. Along with the Lone Tree Ferry, other ferries were carrying passengers to settlements in the area such as Florence and Bellevue. Omaha was officially founded in 1854 with the goal of becoming the “Gateway to the west”. Before formally being founded, Omaha attracted settlers from nearby Council Bluffs. These early settlers used steamboats to transport materials to build Omaha’s first structures. Omaha quickly became an important stop along the Mormon and Oregon trails for pioneers and hopeful prospects heading west toward the California gold rush. However, Omaha was

To fully realize the goal of becoming a pivotal destination along a traveler’s route west, some of Omaha’s most influential citizens lobbied for their city to be included along the route of the United States’ first transcontinental railroad. In 1865, construction on the railroad begins in Omaha and continues west. This first railroad ties were laid at 10th and Chicago Streets and each day, one-quarter mile of track was laid. This cemented Omaha as a major transportation center for the United States and helps Omaha become the fastest growing city in the 1860s. Union Pacific also broke ground in Omaha, making the city its official headquarters. By the summer of 1865, Omaha’s first locomotive arrived in Omaha. With the introduction of the railroad to Omaha, businesses staked claim along the Missouri river. One such business was the Union Stock Yard Company of Omaha, which Omaha Transportation Systems: Dodge Westward Movement Spine

To Sioux City

72nd

156th

Dodge Street Cooridor

To Des Moines

Miss ouri River

I-80 to Lincoln

To Kansas City

opened the Omaha Stockyards in the 1880s. The Omaha Stockyard’s spur line, the South Omaha Terminal Railway, transported cattle to and from the stockyards. Due in part to the stockyards, Omaha was served by every major railroad company in the country by the end of the 1880s. The growth of the stockyards in Omaha would again alter the fabric in the southern portion of the city by solidifying the area as one for industry. The railroad system in Omaha would allow the city to become the second largest stockyards and packing industry in the world by the 1950s. 20 OMA

Street in North Downtown Omaha with another major yard at 48th and Leavenworth. At its peak use, the Omaha Belt Line transported 178 trains per day in and out of Omaha carrying passengers, mail, and other cargo.

By the turn of the 20th century, Omaha was the location of two major train stations, Union Station and Burlington Station. Union Station was located at 10th street in Downtown Omaha bordering between Downtown Omaha and Little Italy, served seven major railroads including Union Pacific. It also served as Union Pacific’s headquarters On top of the use of railroads for the meat packing industry, the to support the company’s growth. Union Station is known for Omaha Belt Line, founded in 1885, was a 15-mile long railroad, which its unique art deco architecture. In 1933, the station’s architect, carried passengers and cargo from Sarpy County into Downtown Gilbert Stanley Underwood remarked “We have tried to express the Omaha. The Omaha Belt Line’s main yard was located at Nicholas distinctive character of the railroad: strength, power, masculinity”

The Railroad Corridor Divides the Fabric Between Downtown Omaha and South Omaha

when discussing the station’s design. The terminal firmly established Omaha as an important railroad terminus in the Midwest. By 1946, steam locomotives were in operation bringing 10,000 passengers daily in and out of the station. However, within a decade, passenger service on the rail lines would decline due to the popularity of the streetcar. The streetcar took two forms during a period of influence from 1869 to the 1950’s on Omaha’s city fabric through movement of people throughout the city. The first introduction of the streetcar was in 1869 during an economic boom period in Omaha, bringing several businesses important to the city’s growth, including the horse railway. After the Legislature awarded a contract for the horse railway, ground was broken for the first route from Cuming street south to Cass street, jogging to 18th and then along Capitol Avenue to South 15th. At Farnum, it turned east and ran to 9th Street to the Union Station, a total distance of three miles. The initial horse rail streetcar route served to provide the city of Omaha with a public transit system from the northern portion of Omaha, through downtown terminating at the railroad depot. The streetcar connected people, goods, and industry to each other and to the regional transportation network, the railroad. Within fifteen years, the city expanded from twelve square miles to twenty-four square miles with which the horse railway transportation system struggled to handle and service the new growth. By the late 1870s, the horse rail line had built eighteen miles of track serving four hundred ninety five thousand passengers annually. The streetcar system served as Omaha’s primary mode of mass transportation during this era, the 10th Street corridor was a primary corridor, serving both passengers and the access to storage and maintenance facilities. The 10th Street line ran from downtown to what was Riverview Park, the current location of the Henry Doorly Zoo. While routes still connected people, goods, and industry to the regional railroad transportation network, the horsecar (streetcar) began interconnecting neighborhoods to the downtown along with additional lines built in the downtown to service downtown internal public transportation needs. In 1887, the introduction of the Omaha Cable Tramway Company was founded, creating a competitor for the horsecar. Because the Horse Railway Company had exclusive rights on the market, public vote granted the Omaha Cable Tramway Company rights to compete with the Horse Railway. Later in 1889, these companies merged. In the late 1880s, the city had five franchise companies providing transit service within city limits connecting Kountze Place, Dundee, Bemis Park, and the Gold Coast neighborhoods. This significant mass transit system interconnecting the city of Omaha’s neighborhoods and annexations was able to cross the Missouri River with the completion of the Ak-Sar-Ben Bridge in 1888. Short lines connected the downtown to a series of single destinations, some of these being Downtown Omaha, 14th and Farnum Street, 1915 (UNO Criss Library)

parks and baseball fields. This significant rail expansion and the crossing of the Missouri River became a significant step in connecting Omaha’s downtown outward. Accommodation of Omaha’s continued city limit growth due to population growth and annexation resulted in company mergers of the horsecar and cable car transit services in 1870 Omaha Expansion 1889.

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Dodge

By 1901, a local businessman merged many of the older horsecar and cable car companies to create the Omaha and Council Bluffs Streetcar Company, later known as the Omaha Traction Company. The city of Omaha gave this new company a thirty-year franchise to Dodge establish a mass transit system that covered the entire city, including commuter trains and interurbans. With the construction of the AkSar-Ben Bridge, Omaha and Council Bluffs Streetcar Company laid out streetcar lines throughout Omaha and its suburbs, including South Omaha, Benson, Dundee, and Florence. With a sanctioned 1883 Omaha Expansion monopoly over streetcar service in the two cities, the Omaha and Council Bluffs Streetcar Company was among the earliest major electric street railway systems in the nation, and was one of the last streetcar operators in the United States, making its last run in 1955. By 1901, a local businessman merged many of the older horsecar and cable car companies to create the Omaha and Council Bluffs Streetcar Company, later known as the Omaha Traction Company. The city of Omaha gave this new company a thirty-year franchise to establish a mass transit system that covered the entire city, including Dodge Dodge commuter trains and interurbans. With the construction of the AkSar-Ben Bridge, Omaha and Council Bluffs Streetcar Company laid out streetcar lines throughout Omaha and its suburbs, including South Omaha, Benson, Dundee, and Florence. With a sanctioned monopoly over streetcar service in the two cities, the Omaha and Council Bluffs Streetcar Company was among the earliest major 1890 Omaha Expansion electric street railway systems in the nation, and was one of the last streetcar operators in the United States, making its last run in 1955. The introduction of the automobile drastically influenced Omaha’s transportation systems beginning in the 1800’s. In 1880, only a quarter mile of Omaha’s estimated one hundred and eighteen miles of streets were paved. By 1886, Omaha had forty-four miles of paved streets, including asphalt, Colorado sandstone, Sioux Falls, granite, Dodge and wooden blocks. In 1889, Otto Baysdorfer built Omaha’s first Dodge automobile, an electric car and Horace W.S. Cleveland proposed the city of Omaha develop a series of “broad ornamental avenues, known as boulevards or parkways” designed “with a tasteful arrangement of trees and shrubbery at the sides and in the center”, similar to the comprehensive plans of European cities in the mid-19th century. A series of boulevards were constructed throughout Omaha with Fontenelle and Lincoln boulevards displaying remnants of the early plan. 1897 Omaha Expansion

Dodge

Omaha City Limit and Transportation Network Historical Expansion

Dodge

The automobile resulted in the ability for people to connect locally and regionally with ease increasing travel distance ability to and from work. Omaha experienced growth through sprawl as suburbia became high demand living. Suburban sprawl then leads to the expansion of Omaha’s road network and a highway system due to the high numbers of automobiles commuting from suburbia and annexed suburbs to the downtown business district of employment. Lincoln Highway in Omaha was the first highway designed in Omaha in 1913, crossing over the Missouri River into Omaha on the old Douglas Street Bridge, traveled west on Dodge Street, and then continuedDodge across the state.

Dodge

As Omaha’s growth explodes westward along Dodge Street with the automobile, Omaha’s fabric becomes distorted with annexations and suburban sprawl. The Jeffersonian grid is left in Omaha’s downtown transitioning into an organic layout of internal transportation with limited external access points into the suburb. Large infrastructure is needed to handle the capacity of the growing numbers of automobiles in Omaha. In 1930, forty nine thousand automobiles were registered 1915 Omaha Expansion in Omaha and only ten years later sixty five and a half thousand automobiles were registered to drive on local streets. Omaha has continuously needed to develop and redevelop its major streets to, particularly relying on them for east-west traffic flow. With this continuous redevelopment, little regard is given to the impact of new major streets functioning to handle high traffic volume. Dodge Street is the major east-west connection linking downtown to west Omaha, which during Dodge’s life span has undergone numerous transformations to accommodate the large traffic volumes traveling to Omaha’s central business districts. Dodge Expressway opened in 2006 becoming an elevated controlled access freeway that would ease the commute to and from West Omaha. Due to Dodge undergoing repeated redevelopment to adapt to the high volumes of traffic, it has lost its identity as to what type of roadway system it wants to be.

Dodge

The automobile also influence the construction of the interstate highway system beginning with interstate 80Dodge in 1961. Later interstate 480 is added in the 1970s along with interstate 680. Today, Omaha connects well to the interstate highway system, utilizing eleven exits along the I-80 route. While the interstate highway system has contributed to Omaha’s sprawl, it connects Omaha’s people, goods, and industry, locally, regionally, and nationally. Movement today faces a variety of changes through the advancement of population and technological growth. Within city limits of Omaha, Nebraska, many combinations of housing and industry make up the ever-changing fabric, relying on specific needs of transportation 1923 Omaha Expansion still found today. Transportation in itself has evolved in a direction where the fabric is directly manipulated to support the realm of transportation, while moments in today’s growth specify role reversal 0 .75 1.5 Scale: 1” = 3 Miles and dependence on certain types of needed transportation systems.

Dodge

3 Miles

Omaha City Limit Omaha Railroad Omaha Streetcar Missouri River

A major source of transportation, which influences Omaha the most, is the imposing interstate systems, which run around and through the city. With connections to Iowa and other surrounding cities in the State of Nebraska, these interstates and highways have set boundaries to the growth and expansion of Omaha. What is so interesting about these systems is the connection, which occurs exteriorly, reeling Interstate traffic in towards more centralized road systems. This occurrence seems to have great effect on growth in terms of infrastructure and the ability for these specific systems to support high commuting traffic. 24 OMA

Omaha than ever. Nonetheless, the expanding of freeway systems has been a constant alteration, which Omaha today has grown, accustom. When it comes to the convenience of resources, Omaha has drastically reconsidered ways of transportation. Re-implementation of public serviced railroad is now seen within Omaha, along with the dynamic ability to service the Industry transit still today. Though the remodeling of the railroad in downtown Omaha has taken place, the system is still intact, causing some growth of the city today. The evolution is interesting comparing deconstruction with functionality and the relationship of the infrastructure of movement. This especially applies to the pattern in which transportation within Omaha is first formed, and how it has been broken down to fit the functionality of the city today. Movement has now grasped pedestrianism as an important aspect of transportation along with the providence of variety to support the many ways a pedestrian can be considered within a city such as Omaha, Nebraska.

Dodge is just one example highlighting the epitome of movement in Omaha. Not only has Dodge adjusted to growth and infrastructure, Dodge has re-determined an entire gesture of movement, which has forever changed the fabric of Omaha and its major sprawl westward. In 2006, the Dodge Expressway is opened, becoming an elevated, controlled access, freeway, which would essentially ease and shorten the commute to and from West Omaha. This has encouraged the implementation of suburban neighborhood and community growth In 1989, the city began the development of trails for bikers and further west causing more of a disconnection from the downtown pedestrians. The completion of 67 miles of paved recreational trails

10th and Dodge is located within Downtown Omaha. 28th and Dodge reveals more diversity within the 60th and Dodge shows high population density, and There is a greater relationship between pedestrian road system, where a greater overlap occurs with a differentiation with pedestrian convenience. and vehicular traffic. road systems. Pedestrian sidewalks occur, but show little thought. 10th and Dodge

28th and Dodge

60th and Dodge

had been implemented with the expectation of 35 more miles to be under way. Omaha sought an even greater project when the trails in Omaha were connected to trails in Council Bluffs, Iowa by way of the new Bob Kerrey Pedestrian Bridge. Creating the span of around 3,000 feet across the Missouri River, the “S Shape” Bridge joins Omaha’s Riverfront Trail with Playland Park in Council Bluffs. Though Omaha has seen much advancement in their pedestrian accessibility, the growth towards the western portion of the city re-justifies the actual advancement for these conditions. A perfect example within Omaha ties back to the reconstruction of Dodge and its push to support the massive amount of commuters on this route. This has put great influence on the availability of space in which pedestrians may access along Dodge Street on foot, but more importantly on bike. As one moves west on Dodge, the obvious surroundings show little to no support of these connections which are both healthy to the public and the environment. Dodge is a catalyst for growth, and as Omaha moves toward the future, it is hopefully one with advancement in accessibility to the pedestrian realm of the street corridor.

References 1. UNO Criss Library: http://www.flickr.com/photos/ unocrisslibrary/6198363535/ 2. Larsen, L.H., Cottrell, B.J., Dalstrom, H.A. (2007) Upstream Metropolis: An Urban Biography of Omaha and Council Bluffs. University of Nebraska Press. p. 101 3. Larsen, L.H. and Cottrell, B.J. (1997) The Gate City: A history of Omaha. University of Nebraska Press. p. 64.

108th and Dodge shows a threshold of transition, 160th and Dodge proves to become more of an 210th and Dodge transitions into a divided highway, elevating Dodge into an expressway and providing interstate as Dodge moves west. The commute is where the fabric density leads to vast expansion and no pedestrian accessibility. made easier as the lanes widen. sprawl. 108th and Dodge

160th and Dodge

210th and Dodge

26 OMA

MOVEMENT and FABRIC

Brian Anderson, BLA; Lauren Barry, BSD; Jacob Kophamer, BLA Nathan Krohn, BLA; Heather Tomasek, BLA; Brian Anderson, BLA

ABSTRACT: For almost 160 years Omaha has seen changes in growth and development, expanding its boundary and deriving new forms of fabric and systems of movement which have shaped the city we see today.

not always align with Omaha’s causing many of the fabric interruptions displayed today. This leads to the creation of districts that Omaha has today. The expansion rings displayed steady growth in Omaha’s early years due to the modes of transportation available at the time, mainly horse and buggy, walking, and the bicycle. A shift in growth begins as the automobile arrives in the 1900’s rapidly expanding Omaha westward along the Dodge Street corridor. Similar to other cities in the United States, the automobile has drastic influences on the growth rate, patterns, and density of Omaha. In 1950 we begin to see a change in the growth of the city. In just ten years Omaha grows equal to its sum of growth over the past fifty years. The fabric did not immediately take on an altered form with mass expansion in the 1950’s, the grid system continued to be the dominate form of planning. Due to the increased popularity of the automobile, the Interstate Highway System was created in 1956. With the boom of population after WWII and the increase in major housing developments, Omaha began to sprout up major suburban areas on the edges of the city. Everyone wanted to live in suburbia because it created neighborhood communities and removed your family from the tough gritty urban areas of the city. Suburbia had everything needed for living amenities, but increased the amount of privatized travel throughout the city and country.

This paper will discuss the growth of Omaha along the Dodge Street Corridor and its influence on the evolution of movement and the urban fabric of the city. Over the past 60 years, Omaha has experienced a change in growth patterns. In early history, the influence of transportation plays a major factor in the development of fabric of the city. Through advancements in transportation and technology, large growth patterns result in urban sprawl leaving disrupted forms in the urban fabric. During the past decade, a resurgence of new development and redensification has began to show in Omaha allowing the disrupted patterns of the urban fabric As Omaha’s westward growth along the Dodge Street corridor optimal sites of redevelopment strategies. expanded into suburbia, developments resulted in larger block sizes Since its founding in 1854, Omaha has expanded westward growing and the “first wave of Big Box Store developments”. During the 1960’s from the Missouri river’s edge in distinct growth rings displayed the development of Omaha took a new turn, not only were the growth through density and annexations. For the first one hundred years, rings ever increasing in size, leading to the creation of mega blocks, Omaha grew in a dense form laid out strictly on the grid system but a shift from the grid to the cul-de-sac abruptly takes place causing adjacent to the rivers edge utilizing the rivers supply channel for disruptions in Omaha’s city fabric. Western farmland was more transportation systems. The existing fabric formed from Omaha’s affordable at the edge of the city, providing adequate space to sprawl rapid westward growth displays times of interruption as the city of single story department stores and vast amounts of surface parking. Omaha annexed smaller towns when growth surrounded them such The automobile’s influence on development was at a new high due as Dundee and Benson. The fabric of these smaller annexed towns did to privatized travel. Individuals could drive to single destinations

separately, and have a parking stall waiting for them. Ultimately, parking lot ghost towns were created as results of business district’s large parking lot vacancy after the workday or on the weekend. This is seen in Omaha at multiple locations, including the 84th to 102nd dodge street corridor along West Dodge. Large parking lots are built for every individual site parcel and purpose of the building resulting in cases of surplus parking, paving the way for problems Omaha is experiencing today. As Omaha has continued to grow, many of the initial suburb’s commercial retail centers once located at the fringe of the city, are now centrally located within the city due to western expansion. These commercial retail centers have expanded into sub-downtown districts located at major transportation intersection nodes and along major circulation routes. A shift in fabric occurs in the 1950 growth pattern of Omaha from a grid to cul-de-sacs roadway system layout resulting in cases of low density development. Big box developments with large parking lots consume these sub-downtown districts due to suburban sprawl development strategies brought on by the popularity of the automobile.

even further west to cheaper land leaving areas of urban fabric infill decay as displayed along the 72nd to 102nd dodge street corridor. During the past 60 years, the “Leap Frog Effect” has continued to occur in the urban fabric. Within the last decade there has been a shift in development to revitalize centrally located portions of Omaha that fit this “Big Box” description. Among the most recognizable revitalization projects would include Midtown Crossing, Aksarben Village, and Florence. These projects represent Omaha’s need for a middle density, and integration of societal needs into the urban fabric. Completed in 2005, Midtown Crossing is one of the most significant developments in the twenty first century of Omaha’s history. The redevelopment located at 30th and Dodge focused their efforts on transforming vacant office buildings, underutilized parking lots and an inaccessible and overlooked green space known as Turner Park into 500 luxury condominiums and apartment units, ample parking, new chef-driven restaurants, retailers and entertainment venues, and reestablishing Turner Park as a focal point. This area has made Midtown Crossing a vibrant destination for Omaha as well as spearheading other revitalization movements within the city.

As city growth has expanded west along the Dodge Street corridor surpassing the first wave of big box stores, this “first wave” has undergone a period of decay leaving behind vacant structures and A year later, Aksarben Village would be Omaha’s next area of interest a sea of parking lots. The so called “Leap Frog Effect” happened in for redevelopment. Located at 72nd and Center, the land was Omaha when land values increased and new future developers moved previously home to the old Aksarben coliseum and horse track which

Omaha Growth Rings: Dodge Westward Movement Spine

1900 48th

1950

1859 30th

1960 72nd

1990 96th

2000 168th

230th

2010

132nd

Dodge Street Corridor

Growth Rings

has been transformed into a vibrant mixed use development providing new office space, retail and entertainment, dedicated research space, and a 4.5 acre park. Aksarben Village has a strong connection to the University of Nebraska at Omaha, with the campus locating new buildings and dormitory buildings within the area. Aksarben Village has been a strong example of the revitalization effort within Omaha.

28 OMA

In 2012, improvements were moving forward in the Florence Area. Florence is one of the oldest areas of the city, with the village of Florence platted in the spring of 1854. Florence is known as “the historic front door to Omaha” and efforts to improve the streetscape by replacing sidewalks, adding street parking, and renovation of the library have been the first public investment in over 30 years. All of these projects have been successful due to the redevelopment strategies of Omaha, Aksarben Village redensification, providing mixed landuse that is pedestrian oriented, and their connection to main arterials. In the past decade, Omaha has identified and embraced these key locations for revitalization. This site, 72nd to 102nd along the Dodge Street corridor, is an optimal condition for revitalization, densification, and redevelopment due to its poor imageability and ideal connection to a major transportation system. The Dodge Street corridor provides access to this centrally located site from both the east and west connecting it to the downtown and regional transportation system. Densification and redevelopment of the site would begin to amend the current disrupted fabric condition from Omaha’s great western expansion in the 1950s. Omaha’s reliance on the automobile for daily mass transportation along this corridor has created a disruption in Downtown Omaha, Florrence traffic flow as high volumes of automobiles transition from traveling an expressway condition road typology to a traffic controlled road typology condition of the Dodge Street Corridor. The integration of a mass transit system along the Dodge Street corridor would reduce daily traffic volumes of automobiles traveling to this site and along the corridor. Thus providing public transit hubs along the corridor connects suburbia to central business districts and key destinations along the Dodge Street corridor as well as to the downtown. As Omaha continues to grow, revitalization of these key central business districts along major transportation systems will greatly improve the imageability and development of these decaying districts. With Dodge as a central spine to Omaha, investing in mass transit systems to remove the dependability and congestion of the automobile is necessary to efficiently connect western suburbia through these central business districts to the downtown. Redensification of these central business districts is key to revitalizing the current decayed fabric of these areas. As Omaha continues to grow, emphasis on mass transportation systems are necessary to the redevelopment of the Dodge Street Corridor.

Downtown Omaha, Midtown References 1. Larsen, L.H., Cottrell, B.J., Dalstrom, H.A. (2007) Upstream Metropolis: An Urban Biography of Omaha and Council Bluffs. University of Nebraska Press. p. 101 2. Larsen, L.H. and Cottrell, B.J. (1997) The Gate City: A history of Omaha. University of Nebraska Press. p. 64.

30 STL

32 STL

FULL Bleed i

image OMA

34 STL

1760-2013 (1 of 2)

1800 / STL / Industry / The Spanish return St. Louis to the French in the Treaty of San Ildefonso, as the outpost was deemed unprofitable. 1803 / STL / Industry / Americans negotiate the purchase of Louisiana and the American flag is first seen flying in St. Louis.

1760 / STL / Region / The New Orleans firm of Maxent, Laclede & Company secured exclusive rights from France to trade with Native Americans in the Missouri River Valley and the territory west of the Mississippi River. 1763 / STL / Industry / The Louisiana Fur Company establishes an outpost on the future site of St. Louis, founding the city on an economic base. The outpost soon becomes a major trade hub for the region. 1764 / STL / Established / Pierre Laclede & Auguste Chouteau established the site for Indian fur trading.

1760

1770 / STL / Food / Lands for cultivation and livestock totaled around 25 sq. miles, distinct from the settlement. 1770 / STL / Program / The Spanish took control over St. Louis 1770 / STL / Program / The first 597 catholic church was built.

1770

1780 / STL / Region / Americans started arriving on the Mississipi’s east bank. French residents of St. Louis started referring to the east side of the river as the “American Bottoms.” 1780 / STL / Industry / British troops attack French and Spanish controlled St. Louis, destroying acres of farmland and slowing economic growth for the next few years.

1780

1779 / STL / Movement / Rowboat ferry first started across the Mississippi River.

1,188

1790

1788 / STL / Region / Pirates control the Mississippi River, stealing goods that were meant for trade. Fighting crew from New Orleans defeats pirates, reopening the river for trade. Inturn St. Louis emerges as a trading center.

1804 / STL / Water / Lewis and Clark began their famous expedition from the St. Louis area heading north up the Missouri River. 1805 / STL / Program / St. Louis becomes the territorial capital of the Louisiana Territory. 9,373

1800

1797 / ESTL / Established/ East St. Louis was founded in 1797 by Captain James Piggott. Piggott began operating a ferry service across the Mississippi River connecting Illinoistown (East St. Louis) with St. Louis.

1810 / STL / Program / Two fire companies were formed by a town ordinance taking male volunteers at the age of 18. 1812 / STL / Program / Brick homes and stores began to appear due to brick’s durability and the lack of lumber in the surrounding area. 1815 / STL / Water / The first steamboat traveled out of St. Louis improving conntections with New Orleans and Eastern Markets. 1811 / STL / Fabric / The first public market was established, hense ‘Market Street.’

1810

1808 / STL / Region / St. Louis is recognized as a village according to the United States. 1808 / STL / Program / Missouri Gazette becomes the first newspaper publication.

1822 / STL / Region / Chicago congress authorized the construction of the Illinois and Michigan Canal. Construction completed in 1848, which gave Chicago a competitive advantage over St. Louis. This involved the reversal of the Chicago River. St. Louis attempted to go to court arguing that the dirty water was going into the river and threatening St. Louis’s water supply. However Chicago was too quick to start and St. Louis was too late for the courts to take action. 1822 / STL / Fabric / Area of the city was up to 385 acres.

1820

1816 / STL / Industry / The first banks are establish in St. Louis and remain active for 3 years. They are eventually forced to shut down in the Panic of 1819; the first economic disaster in American History.

1809 / STL / Industry / The Missouri Fur Company is founded and soon holds a monopoly on fur trade in the area. 1809 / STL / Fabric / St. Louis covered 7.63 square miles and was largely rural in character. It consisted of a bakery, 108 houses, 2 taverns, 3 blacksmiths, and 2 mills. Zebulon Pike

1817 / STL / Fabric / The first steamboat the arrive in St. Louis was the “Zebulon M. Pike.” This event liberated river commerce allowing easier travel upstream. A few short years later the town had become an outfitting point for explorers and trappers and steamboats lined the riverfront.

1817 / STL / Movement / The first steamboat arrived in St. Louis from Louisville on July 27th. This marked the beginning of an expansive steam boat trade network. 1818 / STL / Program / Bishop DuBourg formed the St. Louis academy with his personal 8,000 volume library. The academy later became St. Louis University.

1830 / STL / Water / Prior 1831 St. Louis, with a population of 6,000, received its water supply from springs and cisterns. 1831 / STL / Water / The City of St. Louis contracts with John Wilson and Abraham Fox to build a waterworks. 1831 / STL / Movement / Local steamboat construction started and the local whaft was partially improved leading to increased steamboat traffic. 1832 / STL / Region / Starting in 1832 more than 30,000 German immigrants started new lives in St. Louis due to its development of manufacturing enterprises. 1832 / STL / Program / St. Louis University was charted, the first university west of the Mississippi. 1833 / STL / Industry / The construction of a city hall and parcelling along the river promote an influx of industry as the city becomes more established. 35,979 14,125

1830

1825 / STL / Movement / Construction began on redeveloping Front Street into a proper levee.

1829 / STL / Fabric / The St. Louis courthouse was completed.

1766 / STL / Food / Initial area for livestock & cultivation were reserved southwest of the settlement. Fields were arranged in long narrow bands for protection from Native American raids. 1767 / STL / Industry / St. Louis governor Jean-Jacques Blaise d’Abbadie begins awarding land-grants.

1850 / STL / Water / Improvement of the St. Louis landing and levees by Robert E. Lee. 1850 / STL / Program / A permanent quarantine for cholera is established for all visitors who wish to enter the city.

1820 / STL / Movement / Eads bridge was designed and built to carry vehicle and train traffic. It was the world’s first steel bridge. Later it was updated to accommodate Metrolink, bicycles, and pedestrian traffic. 1820 / STL / Movement / St. Louis had become a outfitting point for explorers of the west with steamboats lining the riverfront. 1820 / STL / Industry / St. Louis is recognized as a city according to the United States. 1822 / STL / Region / St. Louis became known as a City.

1803 / STL / Region / The Louisiana Purchase was the acquisition by the United States of America in 1803 of 828,000 square miles of France’s claim to the territory of Louisiana The Louisiana territory encompassed all or part of 15 present U.S. states and two Canadian provinces. The land purchased contained Arkansas, Missouri, Iowa, Oklahoma, Kansas, and Nebraska; parts of Minnesota; most of North Dakota; most of South Dakota; northeastern New Mexico; northern Texas; the portions of Montana, Wyoming, Colorado, and Louisiana. 1804 / STL / Program / America claims St. Louis from the French. 1804 / STL / Region / The St. Louis Region acts as a major departure point for travelers on their way westward. Expeditions such as the Lewis and Clark Expedition. 1804 / STL / Food / Costs of transportation resulted in high costs for general grocer stock. $2.00/lb on coffee & sugar

1764 / STL / Program / St. Louis became a settlement by French explorers after the French - Indian war. The city provide the main trading post for the Mississippi River. 1764 / STL / Water / St. Louis depends on springs, cisterns, or water drawn directly from the river.

1764 / STL / Fabric / First structures were erected, including a large building for the fur company’s headquarters, 75 cabins for the men, a commons for grazing and a shed for fur storage. The post house was also built on the site it still sits today. 1764 / STL / Movement / St. Louis is founded with three North-South Street: La Grande Rue(Main Street), Rue d’Eglise(Church Street), and Rue des Granges (Barn Street). There were narrower east-west STL: Total Pop. streets.

1850 / STL / Movement / Railroads had spread from the east to reach St. Louis. No bridge yet existed, so passengers and goods were ferried across the river by boat. 1850 / STL / Fabric / The first public sewer was constructed.

1840 / STL / Fabric / St. Louis’s first large public park was built. 1840 / STL / Movement / The Mississippi River was divided into two streams by Bloody Island. The stream on the St. Louis side was diminished threatening to leave the city high and dry. To combat this, the River course was changed, joining Bloody Island by a dyke system to what is now East St. Louis. 1842 / STL / Industry / Adam Lemp establishes the first brewery in St. Louis. Others soon follow suit and by the 1880s brewing has become St. Louis’ largest uindustry. 1843 / STL / Movement / An omnibus line was established creating the first public transit system. It ran from the Old National Hotel to the North St. Louis Ferry Landing.

1853 / STL / Fabric / The first public high school was built. 104,978

1,470 Blacks / 5967 Slaves

1840

1835 / STL / Industry / The makings of city infrastructure begin with the construction of a water system for the city, further promoting St. Louis as a reputable city. 1836 / STL / Industry / The St. Louis Chamber of Commerce is founded. 1836 / STL / Program / Missouri Department of Conservation is established. 1837 / STL / Industry / The city undertakes an effort led by Robert E. Lee to remove sandbars from the Mississippi river. Hopes of increased commerce were dissuaded as the undertaking proved futile. 1837 / STL / Region / The State of Missouri created the Bank of Missouri. It was considered the strongest bank west of the Appalachians, and was one of few banks not to fold during the Panic of 1837.

1852 / STL / Industry / The Bavarian Brewing company is founded. The company eventually evolves into the distillery giant Anhueser-Busch. 1852 / STL / Movement / The Pacific Railroad was started on the west side of the Mississippi River. It later became the nucleus of the Missouri Pacific system.

1850

1847 / STL / Region / St. Louis becomes connected to the East Coast through telegraph.

1847 / STL / Region / A cholera epidemic struck St. Louis - over 4000 people died. 1849 / STL / Industry / Fire from a steamboat spread to the wharf district and destroyed 15 blocks in the commercial district. Estimates of property damage ran as high as $6 million. St. Louis rebuilt by replacing log and wood buildings with masonry. 1849 / STL / Industry / An outbreak of cholera prompts the city to create a new sewer system and remove all cemetaries to outside the city, thus reducing groundwater contamination. This boost in infrastructure soon proved benificial to the industrial development of St. Louis.

1860 / STL / Program / The St. Louis baseball team is named The Cardinals. 1860 / STL / Region / St. Louis became a base of Federal operations, and the city benefited from the purchase of manufactured goods by the Chief Quartermaster that totaled $180 million. 1860 / STL / Water / St. Louis was home to a large arsenal of weapons. Large Ironclad ships for the Civil War were built in St. Louis under the direction of James Eads.

1871 / STL / Water / New water works built at Bissells Point; including settling basins, service pump stations, (Corinthian) standpipe, and a new resevoir. 1873 / STL / Fabric / St. Louis city limits reach 17.98 square miles.

1861 / STL / Industry / The Camp Jackson Affair results in a temporary blockade of the Missouri river, cutting off all of St. Louis’ commerce. 1860-70 / STL / Industry / St. Louis benefits greatly by producing goods for the Union Army. Between 1860 and 1870 St. Louis’ industrial capacity increased by nearly 300%. 1863 / STL / Water / State legislators pass an act allowing the City to build new facilities to draw water from anywhere on the Mississippi River and to conduct it to the City.

1874 / STL / Program / The Eads Bridge is completed being the world’s first alloy steel bridge. It’s primary purpose is to link St. Louis to the rail lines. 351,189 350,518 324,720 Whites

1860

1859 / STL / Program / Street cars made their first appearance on the streets of St. Louis. 1859 / STL / Movement / The first tracks for horse car lines were laid on Olive Street from Fourth to 10th Streets. It provided a much smoother ride compared to riding over cobblestone.

Early 1880’s / STL / Fabric / The first so called skyscrapers were erected along Broadway and 6th Street. 1880 / STL / Program / St. L Cardinals baseball team is founde 1880 / STL / Region / The nation second oldest orchestra, The St. Louis Symphony Orchestra was founded. 1880 / STL / Industry / Trailing th lead industry of brewing, other lig industry includes slaughterhouse flour mills, and tobacco processin Heavy industry along the Missour river shoreline is comprised of iro mills and brick manufacturing pla 1884 / STL / Program / The St. L Expo and Music Hall is constructe

190,52

31,888

26,387 Blacks

1,864 Blacks / 4,340 Slaves

1855 / STL / Food / Founding of the St. Louis Agricultural Fair. 1857 / STL / Industry / A remarkably cold winter leaves the Mississippi river frozen into February and inhibits commerce. St. Louis suffers staggering losses in trade. Reliance on the river has inhibited St. Louis’ growth in the past, and will continue to do so for some years. 1858 / STL / Movement / River traffic had increased so rapidly that St. Louis was the second largest port in the U.S. with New York being #1. The levee extended for nearly 6 miles and as many as 170 steamboats were seen there at one time.

1870 / STL / Water / The Grand Water Tower is built at 20th Street and Grand Avenue.

9,185

1870

1866 / STL / Water / A second cholera and typhoid outbreak due to polluted wells killed many people. 1866 / STL / Water / Board of Health was established to regulate polluting industries and clean up the city’s water supply. 1868 / STL / Program / Land for Tower Grove Park was donated to the city.

ESTL: Total Pop.

9,185

1880

1875 / STL / Region / A grasshopper plague in Missouri caused an estimated $15 million worth of damages. 1875 / STL / Industry / A railroad station is constructed and St. Louis positions itself as a launching-point for Westward rail construction. 1875 / STL / Fabric / St. Louis city limits reach 61.37 square miles.

1876 / STL / Water / The 1,371 acre Forest Park was created. The River des Peres originally flowed through the park before being diverted underground through the park. 1876 / STL / Region / St. Louis was the first city west of the Mississippi River to host a national political convention.

1885 / STL / Water / Bissell Stree Water Tower built by designer William S. Eames. Stand-pipe tow helped to maintain an even water pressure throughout the city. 1886 / STL / Movement / The St. Louis and Western cable car lines began operations creating a new type of public transit.

Early 1890’s / STL / Fabric / Structure of ten or more stories became common in the downtown area.

1890 / STL / Movement / Merchants bridge built for train traffic. The bridge was built to counter the Terminal Railroad Association (TRRA) Eads bridge price monopoly.

Louis ed. n’s

1894 / STL / Water / The Chain of Rocks Water Treatment Plant was completed. 1894 / STL / Food / Robinsonhe Danforth Commission Co. created to ghtmill and sell animal feed. es, 1894 / STL / Program / The Union ng. Station is completed.At the time it ri was the largest railroad station in the on world. ants. Louis 451,770 ed. 4 Whites

1900 / STL / Water / First experiments using lime and ferrous sulfate as water purifiers are conducted. 1900 / STL / Movement / Kingshighway, originally Rue de Roi, was formally established as a boulevard by City Ordinance.

Early 1930’s / STL / Fabric / Urban growth was stunted due to the Depression.

1961 / STL / Food / Present Food Stamp program instituted by Executive Order 10914 under President John F. Kenndedy. Consisted of a series of pilot projects in various cities, including St. Louis, that replaced the direct commodity distribution program. 1961 / STL / Movement / The Mark Twain Expressway opened.

1901 / STL / Food / Monsanto founded in St. Louis by John Francis Queeny who had worked in the pharmaceutical industry for 30 years.

1901 / STL / Industry / AnheuserBusch becomes the nations most popular brewery 1902 / STL / Food / RobinsonDanforth Commission Co. changed its name to Ralston Purina. The company had also began to sell breakfast cereal and pancake flour. 1902 / STL / Food / Monsanto began manufacturing Saccharin, an artificial sweetener, which it sold to the Coca-Cola Company.

Early 1910’s / STL / Fabric / Multiple hotels were constructed within the central business district and Residential areas began to fill up the space between the major arteries of the city. 1912 / STL / Water / The Grand Water Tower and the Bissell Water Tower are taken out of Service. 1913 / STL / Fabric / The redevelopment of Forest Park led to the founding of the zoo. 687,029

1923 / STL / Region / An $87 million bond issue improved the city’s infrastructure and financed the construction of new public buildings. This included the transformation of the western downtown. The bond also implemented the park plan creating seven park blocks, the collective park was named Memorial Plaza. This plaza offered comissions to local designers and a chance for the city to display its local designer’s talents. 1923 / STL / Movement / The Peoples Motorbus Company started operating both single and double deck bus. It became a serious competitor to the United Railways Company. 772,897

1934 / STL / Region / A second bond similar to that in 1923 was issued to continue improvement of the St. Louis. Aloe Plaza was created acroos from Union Station. This bond along with the one from 1923 helped pull St. Louis through the Great Depression. 821,960

Early 1940’s / STL / Fabric / Multiple wartime plants were constructed in the city. 1940s / STL / Food / Monsanto began focusing on plastics, specifically polysyrene which is widely used in food packaging. 1941 / STL / Program / World War II affects local manufacturing. 816,048

726,879 Whites

1952 / STL / Movement / Martin Luther King, Jr. bridge built to relieve congestion on MacArthur bridge. 1953 / STL / Fabric / Plaza Square apartment project was built was of Memorial Plaza. 1953 / STL / Water / The Water Division begins adding fluoride to the treated water. 1954 / STL / Water / Water and sewer companies consolidated into the Metropolitan Sewer District: a city-county water and sewer company. 856,796

1962 / STL / Food / A fire destroys the Purina mill which is rebuilt into headquarters. 1962 / STL / Program / Parkside Plaza is finished. 1963 / STL / Movement / The BSDA acquired all transit facilities from 15 private firms creating a single unified transit system.

1990 / STL / Movement / Construction of the light-rail system began in 1990 using unused rail bed and railroad right-of-ways that were expendable. 1990 / STL / Food / Monsanto’s agriculture division began to significantly out perform the chemical division. 1992 / STL / Program / Riverboat gambling is approved on the Mississippi and Missouri rivers. 1993 / STL / Program / The MetroLink light rail transit system begins operation. The system has 37 stations.

1970 / STL / Region / Interstate 55 was constructed replacing the original Pontiac trail connecting Chicago to St. Louis, to Memphis. 1972 / STL / Water / Howard Bend also becomes completely electric powered.

1981 / STL / Industry / AnheuserBusch International, Inc. is established to manage the companies 15 internation breweries. 1982 / STL / Food / Monsanto scientists genetically modify a plant cell for the first time. 1982 / STL / Program / 1010 Market Street Office Tower is completed.

1972 / STL / Program / PruittIgoe was built as a solution to overcrowding and deterioration in St. Louis. Despite it’s affordable housing, the domestic atmosphere declined resulting in the destruction of the entire complex in 1972. 1973 / STL / Program / The concept for new town in the city implemented the luxury of suburban living with convenience and vitality of the city. 1973 / STL / Food / Monsanto began producing Roundup herbicide. 951,671

1983 / STL / Movement / Jefferson Barracks bridge built to service I-255 and Route 55. 1984 / STL / Food / Ralston Purina buys Continental Baking Co., the maker of Hostess. 1984 / STL / Water / St. Louis Shipbuilding & Steel Co. Closes 974,177

1993 / STL / Region / The Great Flood of 1993 was one of the most significant and damaging natural disasters ever to hit the United States. Damages totaled $15 billion, 50 people died, hundreds of levees failed, and thousands of people were evacuated, some for months. The flood was unusual in the magnitude of the crests, the number of record crests, the large area impacted, and the length of the time the flood was an issue. 1993 / STL / Movement / MetroLink deputed in St.Louis with a three-day, fare-free introduction. It connected 16 stations over 14 miles from St. Louis County to St. Clair County in Illinois. 993,529

2000 / STL / Fabric / A Gentrification project began in the Washington Avenue Historic District which converted older buildings into apartments, lofts, and offices, increasing the population of the St. Louis area.

2001 / STL / Food / Ralston is bought by Nestle, creating Nestle Purina Percare CO., which is based out of the St. Louis headquarters. 2002 / STL / Program / Central Library opens playing the role of St. Louis’s Public Library. 2004 / STL / Water / St. Louis became the third largest inland port by tonnage, 21st largest of any sort 1,016,315 998,954

750,026

780,830 Whites

,34

406

251

598,

tes

Whi

211,593

534,944 Women

396,685

348,189

1900

58,540

1910

1903 / STL / Water / The most devestating flood ever to hit East St. Louis. It inspired action to construct a better levee system along the river which held against the great flood of 1993.

1920

1915 / STL / Water / New filter plant was built at Chain of Rocks Water Treatment Plant making it the largest plant in the world at the time.

1896 / STL / Fabric / The Wainwright Building by Louis Sullican was constructed and was one of the tallest buildings at the time at 16 stories. 1897 / STL / Water / Additional plant built at Chain of Rocks; water was still fairly turbid.

. s

1898 / STL / Water / Compton Hill Water Tower built. It is one of only seven remaining stand-pipes in the United States.

1904 / STL / Region / St. Louis hosted a World’s Fair to celebrate the centennial of the 1803 Louisiana Purchase. It was delayed from a planned opening in 1903 to 1904, to allow for full-scale participation by more states and foreign countries. 1904 / STL / Water / New filtration system (adding milk of lime and ferrous sulfate) built to provide clear water for the 1904 World’s Fair. 1904 / STL / Program / The Summer Olympics is hosted in St. Louis. 1905 / STL / Food / Monsanto began producing caffeine and vanillin. 1907 / STL / Industry / The United Railways Company has a monopoly on all rail transit in St. Louis, including street cars.

1916 / STL / Region / On December 21, 1916 (taking effect January 1, 1917), the Pittsburgh, Cincinnati, Chicago and St. Louis Railway merged with the Vandalia Railroad, Pittsburgh, Wheeling and Kentucky Railroad, Anderson Belt Railway and Chicago, Indiana and Eastern Railway, forming the Pan Handle Route. 1917 / STL / Food / Monsanto began producing aspirin. 1917 / STL / Movement / The first major street plan was published upon which many future streets and street improvments were based.

81,728

1930

1927 / STL / Industry / Construction begins on a paved runway for Lambert Field 1927 / STL / Movement / Charles Lindbergh completed his transatlantic flight in the “Spirit of St. Louis”. 1929 / STL / Water / The Howard Bend Plant goes into service, while the Compton Hill Water Tower is taken out of service.

1929 / STL / Movement / Chain of Rocks bridge built. Closed in 1968 and was later turned into a pedestrian and bicycle route with viewing platforms.

82,366

75,603

74,397

66,785

1940

1935 / STL / Fabric / Promotion for the Jefferson National Expansion Memorial took place. 1936 / STL / Movement / The Oakland Expressway Highway opens as the first part of the creation of major automobile expressways. 1937 / STL / Food / Ralston Purina introduced Wheat Chex breakfast cereal. 1938 / STL / Industry / James Smith McDonnell creates the McDonnell Aircraft corporation at Lambert Field. 1939 / STL / Food / “Food Stamp Plan” instituted in Portland. The commencement of WWII terminated the program.

1950

1945 / STL / Food / Monsanto began to encourage the use of chiemical pesticides in agriculture. 1948 / STL / Food / Reddi-wip invented in St. Louis. 1949 / STL / Program / Waterfront redevelopment projects begin. 1949 / STL / Movement / The Bi-State Development Agency was created through an interstate compact between Illinois and Missouri.

19,007 Blacks

1960

1956 / STL / Region / Interstate 70 (I-70) began construction. I-70 runs from Interstate 15 near Cove Fort, Utah, to a Park and Ride near Baltimore, Maryland. It was the first Interstate Highway project in the United States constructed under the Highway Act of 1956. 1957 / STL / Food / Monsanto moved out of its downtown St. Louis location and into the suburban neighborhood of Creve Coeur. 1958 / STL / Water / Chain of Rocks switches from steam power to electric power.

55,239

70,029

1970

Late 1960s / STL / Movement / I-70 and I-44 built as part of Federal Aid Highway Act of 1956. 1965 / STL / Water / The Water Division begins using activated carbon in the water purification process.

1980

1975 / STL / Movement / The Bi-State Development Agency became the regional port coordinator for the Port of Metropolitan St. Louis, the leading port of the U.S. Inland Waterways system. 1976 / STL / Food / Monsanto produced the world’s first plastic softdrink bottle which was later pulled off the market due to cancer risks. 1978 / STL / Fabric / Amtrak abandoned the Union Station terminal. 1979 / STL / Fabric / Urban decay had spread rapidly leaving vacant spots in the interior of downtown.

40,921

1990

1985 / STL / Fabric / Union Station re-opened as a festival marketplace. The four story mall called St. Louis Centre was also opened. 1986 / STL / Food / Ralston sells Purina Mills, its animal feed brand.

1986 / STL / Water / The Missouri and Mississippi Rivers flood, prompting plans for a new flood wall at Howard Bend Plant.

1965 / STL / Program / The Gateway Arch was completed. It symbolizes the role of St. Louis in the development of the western frontier. 1965 / STL / Movement / St. Louis Downtown Airport was opened to develop reliever airports for Lambert International Airport. 1965 / STL / Movement / New Chain of Rocks Bridge built for I-270 to cross the river. 1966 / STL / Program / Busch Stadium completed. 1989 / STL / Fabric / One Metropolitan Square was completed making it the tallest building in St. Louis.

1959 / STL / Program / The Mansion House redevelopment project is implemented in downtown St. Louis.

472,903 Men

319,294

STL: Pop.

Blacks

95,580 Blacks

526,051 Women

481,371 Men

452,804

214,377 Blacks

153,766

201,791 Whites

100,737

82,417

STLC: Pop. 29,734

780,830 Whites

236

15,169

STLC: White Pop.

622,

274,2

37,066 Blacks

2011 / STL / Program / Peabody Opera House opens for worldwide performances and events.

STLC: Total Pop.

703,030 Whit

575,238

414,70

1890

1920s / STL / Movement / The ferry across the river was still in heavy use due to the Eads Bridge monopoly and the Merchants Exchange Company. 1920 / STL / Movement / Peak period for trolley car operation ended at this time with other 300 miles of track in use. This reached almost all developed portions of the city. 1920 / STL / Water / 20s/early 30s most of river des Peres was confined to a channel or put underground 1921 / STL / Program / First radio station in Missouri is built in St. Louis. 1921 / STL / Movement / The first bus transit system started with the Missouri Motorbus Company operating one line.

1933 / STL / Industry / AnheuserBusch introduces the famous Clydesdale horses

wers r

1960 / STL / Fabric / Funding was approved for Eero Saarinen’s Arch. 1961 / STL / Region / The group of North American metroplolitan areas which surround the Great lakes region was named an emergent megalopolis. The region is also one of the world’s strongest economic regions. One-fifth of the earth’s freshwater is in the region due to the Great Lakes. Several industrial centers are also located in the region’s major metropolitan area. About 200 million tons of cargo are shipped by way of the Great Lakes each year.

Early 1920’s / STL / Fabric / The old theatrical district of the 1890’s gradually becomes a warehouse district.

1966 / STL / Industry / Douglas Aircraft creates the first jet to travel twice the speed of sound, the Skyrocket DB-II 1966 / STL / Industry / Douglas Aircraft and McDonnell aircraft merge to create the McDonnell Douglas Corporation. They use the facilities at Lambert Field as headquarters.

193,306 Blacks

ESTL: Black Pop.

152,666 Whites

STL: White Pop.

31,542

2000

1994 / STL / Movement / MetroLink expanded services to Lambert Aiport as well as to the the New East Riverfront Metro Station. 1994 / STL / Region / Missouri legalized riverboat gambling. Riverboat gambling soon began at Riverside, Mo. 1994 / STL / Food / Monsanto released the bovine growth hormone rBGH or rBST. 1994 / STL / Fabric / Scottrade Center, the city’s new hockey area, was completed. 1995 / STL / Program / The Trans World Dome is completed. Serves as home to the St. Louis Rams of the NFL.

1996 / STL / Food / Monsanto released Roundup Ready soybeans, its first biotech crop. 1997 / STL / Water / Additional filtering and softening basins built at Chain of Rocks Water Treatment Plant. 1998 / STL / Movement / MetroLink added another station at Lamber Airport to the East Terminal.

ESTL: Total Pop. 27,006 307 Whites

193,306 Blacks 157,160 Blacks 140,267 Whites

165,075 Women 154,219 Men

26,446 Blacks 243 Whites

14,745 Women 12,261 Men

2010

2006 / STL / Movement / MetroLink expanded again with a new extension that added 8 miles and 9 new stations into mid-St. Louis County.

2006 / STL / Fabric / St. Louis Cardinals Busch Stadium was completed

2007 / STL / Water / St. Louis City Water voted “Best Tasting Tap Water in the Nation” by the US Conference of Mayors for it’s overall clarity, aroma and taste. Although the water has pollutants and chemicals, like all other US cities, it is far above EPA standards.

Louisiana Fur Company establishes an outpost on the future site of St. Louis, founding the city on an economic base. The outpost soon becomes a major trade hub for the region. 1764 / STL / Established / Pierre Laclede & Auguste Chouteau established the site for Indian fur trading. 1803 / STL / Region / The Louisiana Purchase was the acquisition by the United States of America in 1803 of 828,000 square miles of France’s claim to the territory of Louisiana The Louisiana territory encompassed all or part of 15 present U.S. states and two Canadian provinces. The land purchased contained Arkansas, Missouri, Iowa, Oklahoma, Kansas, and Nebraska; parts of Minnesota; most of North Dakota; most of South Dakota; northeastern New Mexico; northern Texas; the portions of Montana, Wyoming, Colorado, and Louisiana. 1804 / STL / Program / America claims St. Louis from the French. 1804 / STL / Region / The St. Louis Region acts as a major departure point for travelers on their way westward. Expeditions such as the Lewis and Clark Expedition. 1804 / STL / Food / Costs of transportation resulted in high costs for general grocer stock. $2.00/lb on coffee & sugar

36 STL

1760-2013 (2 of 2)

1760

1770

1780

1779 / STL / Movement / Rowboat ferry first started across the Mississippi River.

1,188

1790

1800

1810

1808 / STL / Region / St. Louis is recognized as a village according to the United States. 1808 / STL / Program / Missouri Gazette becomes the first newspaper publication.

1820

1830

1825 / STL / Movement / Construction began on redeveloping Front Street into a proper levee.

1829 / STL / Fabric / The St. Louis courthouse was completed.

1850

1847 / STL / Region / St. Louis becomes connected to the East Coast through telegraph.

1819 / STL / Fabric / The first brick house was built in the area.

1853 / STL / Fabric / The first public high school was built. 104,978

1,470 Blacks / 5967 Slaves

1840

1874 / STL / Program / The Eads Bridge is completed being the world’s first alloy steel bridge. It’s primary purpose is to link St. Louis to the rail lines. 351,189 350,518 324,720 Whites

1860

31,888

26,387 Blacks

9,185

1870

ESTL: Total Pop.

1876 / STL / Region / The St. Louis – San Francisco Railway “Frisco” was incorporated in Missouri on September 7, 1876. It was formed from the Missouri Division and Central Division of the Atlantic and Pacific Railroad. 1876 / STL / Program / Forrest Park was dedicated at a large public ceremony just before the attack on Sitting Bull. It is currently one of the largest urban parks in the country containing approximately 500 acres. 1876 / STL / Program / St. Louis City split from St. Louis county and became an independent city. 1876 / STL / Home Rule / Missouri was the first state to offers home rule allowing larger cities to set their city limits. St. Louis choose this option in 1876 setting their city limit and separating themselves from St. Louis county.

1849 / STL / Fabric / A fire along the riverfront destroyed 15 city blocks.

Mississippi River provides mass Steam Boat Transporataion

Old Grand water tower

9,185

1880

1849 / STL / Food / The discovery of gold in California makes St Louis the main outfitting settlement for wagons heading west.

Eads Bridge

190,52

1,864 Blacks / 4,340 Slaves

1870 / STL / Water / The Grand Water Tower is built at 20th Street and Grand Avenue.

1878 / STL / Region / The city’s first Union Station was built. Trains started to replace steamboats as the primary mode of transportation. 1878 / STL / Movement / The Eads Bridge was dedicated and brought the railroad across the Mississippi River. This eliminated the dependence on ferries to span the river.

Early 1890’s / STL / Fabric / Structure of ten or more stories became common in the downtown area.

1890 / STL / Movement / Merchants bridge built for train traffic. The bridge was built to counter the Terminal Railroad Association (TRRA) Eads bridge price monopoly.

Louis ed. n’s

by Executive Order 10914 under President John F. Kenndedy. Consisted of a series of pilot projects in various cities, including St. Louis, that replaced the direct commodity distribution program. 1961 / STL / Movement / The Mark Twain Expressway opened.

1901 / STL / Food / Monsanto founded in St. Louis by John Francis Queeny who had worked in the pharmaceutical industry for 30 years.

726,879 Whites

1972 / STL / Water / Howard Bend also becomes completely electric powered.

780,830 Whites

703,030 Whit

,34

251

598,

tes

Whi

534,944 Women

396,685

348,189

82,417

STLC: Pop.

1900

58,540

1910

1903 / STL / Water / The most devestating flood ever to hit East St. Louis. It inspired action to construct a better levee system along the river which held against the great flood of 1993.

1920

1915 / STL / Water / New filter plant was built at Chain of Rocks Water Treatment Plant making it the largest plant in the world at the time.

. s

1898 / STL / Water / Compton Hill Water Tower built. It is one of only seven remaining stand-pipes in the United States.

1898 / STL / Movement / The first automobile appeared on city streets.

Wainwright Building

1930

1940

1929 / STL / Movement / Chain of Rocks bridge built. Closed in 1968 and was later turned into a pedestrian and bicycle route with viewing platforms.

1950

Highest Population in 1950’s-1960’s

19,007 Blacks

1960

55,239

70,029

1970

Late 1960s / STL / Movement / I-70 and I-44 built as part of Federal Aid Highway Act of 1956. 1965 / STL / Water / The Water Division begins using activated carbon in the water purification process.

1980

40,921

1990

1986 / STL / Water / The Missouri and Mississippi Rivers flood, prompting plans for a new flood wall at Howard Bend Plant.

1959 / STL / Program / The Mansion House redevelopment project is implemented in downtown St. Louis.

1914-1918 / STL / Food / WWI caused Monsanto to become a world competitor in chemical manufacturing when it was cut off from European manufactured materials. 1918 / STL / Program / The city implemented zoning to regulate growth, height, and area of buildings. 1919 / STL / Water / The Water Division begins using chlorine in the water purification process. 1919 / STL / Fabric / One of the most prominent civic buildings, the Municipal Opera House, was founded.

152,666 Whites

81,728

82,366

75,603

74,397

66,785

193,306 Blacks

Blacks

95,580 Blacks

472,903 Men

319,294

STL: Pop.

214,377 Blacks

153,766

201,791 Whites

100,737

526,051 Women

481,371 Men

452,804

274,2

15,169

780,830 Whites

236

406

29,734

STLC: White Pop.

622,

211,593

37,066 Blacks

2011 / STL / Program / Peabody Opera House opens for worldwide performances and events.

STLC: Total Pop.

750,026

575,238

414,70

1890

the Missouri Motorbus Company operating one line.

1933 / STL / Industry / AnheuserBusch introduces the famous Clydesdale horses

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experiments using lime and ferrous sulfate as water purifiers are conducted. 1900 / STL / Movement / Kingshighway, originally Rue de Roi, was formally established as a boulevard by City Ordinance.

1966 / STL / Industry / Douglas Aircraft creates the first jet to travel twice the speed of sound, the Skyrocket DB-II

31,542

2000

ESTL: Black Pop.

STL: White Pop. ESTL: Total Pop. 27,006 307 Whites

1967 / STL / Movement / Memorial Drive built. Five years later I-70 became integrated with it. 1967 / STL / Movement / Bernard F. Dickman (Poplar street) bridge opens to vehicle traffic. Four major roads converge to cross the river here. 1968 / STL / Food / Construction of Ralston Purina’s new headquarters is completed. Company purchases Jack in the Box restaurants. 1968 / STL / Movement / St. Louis has become the nation’s number two rail and truck center. It also maintains a large river presence with bulk shipments on the river doubling since 1950. 1969 / STL / Food / Monsanto began to produce Lasso herbicide. 1969 / STL / Program / Downtown mall blighted.

165,075 Women 154,219 Men

26,446 Blacks 243 Whites

14,745 Women 12,261 Men

2010

2006 / STL / Movement / MetroLink expanded again with a new extension that added 8 miles and 9 new stations into mid-St. Louis County.

2006 / STL / Fabric / St. Louis Cardinals Busch Stadium was completed

1966 / STL / Industry / Douglas Aircraft and McDonnell aircraft merge to create the McDonnell Douglas Corporation. They use the facilities at Lambert Field as headquarters.

Right: John F. Kennedy Below: Pruitt Igoe demolition

193,306 Blacks 157,160 Blacks 140,267 Whites

2008 / STL / Industry / McPheeters Warehouse Company structure, constructed in 1881, is demolished. 2008 / STL / Food / Ralcorp purchased Post cereal from Kraft. 2008 / STL / Food / FDA holds Gateway to Food Protection: Federal, State and Local Partners National Meeting in St. Louis.

Great Lakes Region

38 STL

POPULATION DENSITY

Jessica Greene, B.S. Design; Cory Ostrander, B.S. Design

ABSTRACT: St. Louis rapidly became a major port for trade and industry due to the location along the Mississippi River. This location made the city a Hub for early growth which continued into the modern era. Rail and automotive transport became the route of expansion for St. Louis with the investment of public transportation as well as city streets, public utilities, railway, and the interstate system help to increase the cites population as well as become the cities demise. St. Louis originally explored in 1542 by Hernando de Soto of Spain. While he choose not to establish a settlement in the area, more than 200 year would pass until French fur traders Pierre Laclede & Auguste Chouteau left New Orleans to travel up the Mississippi river in an effort find a new site for Indian fur trading. St. Louis was founded under French control in 1764. After Pierre Laclede chose the site of St. Louis he announced “I have found a situation where I am going to form a settlement which might become, hereafter, one of the finest cities in America”. This statement by Laclede will hold true for 150 years until government, technology, infrastructure and segregation cause wide spread movement out of the city, leaving blighted communities throughout the city. 1764-1804 St. Louis was established on the western side of the Mississippi river, French territory. Some of the first structures erected on site included a large house to serve as the fur company’s headquarters, cabins for the men and storage shed for provisions and tools. As more people settled in St. Louis the community soon grew to nearly 40 people by the end of the first year. St. Louis would see an onset of new settlers immediately as news from France had transferred the land east of the Mississippi to Great Britain. This news caused an onset of French settlers on the east bank villages to rapidly move to new settlements on the western banks of the Mississippi river. This caused an immediate expansion into the city which came to be known as Laclede’s village, Even though the city

was official named St. Louis for named for the Crusader King, Louis IX of France. The first settlers to arrive in St. Louis whom had come to stay were allowed lot selections which were generally give along the riverfront near the water. This land was appointed by Laclede on a verbal agreement. Not until 1766 when the French Captain Louis St. Ange de Bellerive, a Lieutenant Governor of France arrived and established administration “Livre Terrien” or Register of Deeds to be obtained by the citizens for their land. The trading post proved to be a vital resource for this new frontier and would be considered the most important village within hundreds of mile. By 1770 the village now back under Spanish authority tracked a population of 500 inhabitants, which in turn nearly doubling by 1798. 1803-1850 The Louisiana Purchase in 1803 gave the newly formed United States of America control over the Mississippi River and the City of St. Louis. Following the first US Census in 1804 showed St. Louis area population had grown to 9,373. This growth began to sprout up subdivisions outside the city limits as the city contained nearly 5000 citizens. In 1820 St. Louis expands boarders for the first time adding 385 acres to the 7.63 square miles originally platted. Much of this growth was attributed to industrial sector in northern St. Louis which had been plated for mill work along the river. In 1822 State Legislature passed an act to incorporate St. Louis as a city, this would help the city to better govern itself and with this new power the first act by the mayor and nine appointed alderman would be to pave the major streets of St. Louis. Street grading was to be done at the City’s expense, although paving and curbing was to be charged to property owners along those streets. This caused several owners of large lots to sub-divide their land which in turn gave new opportunity for business improvements in areas which had been disfigured due to rustic enclosures built by the early settlers as a way of defining the property lines.

Carondelet Addition St. Louis County Pop:

City of St. Louis Pop:

1880

1890

36,307

451,770

Keokuk Street

1870

1900

50,040

Wyoming Street

31,888

1910

82,417

Park Avenue

350,518

1920

100,737

1930

211,593

1940

274,230

Mississippi River

575,238

816,048

1950

406,349

1960

750,026

1876

772,897

1870

687,029

1970

622,236

1860

1980

452,804

974,177

1840

951,671

1990

396,685

993,529

1820

856,796

1764

351,189

821,960

Second Carondelet (18th)

2000

348,189

1,016,315

N 2010

319,294

998,954

Illustrated Map by F. Graf, St. Louis 1896 40 STL

The opening of the Erie Canal in 1825 allowed river transport from New York to New Orleans, creating transportation lanes from the east coast all the way to the Gulf of Mexico. Immigrants took this opportunity to travel to the open lands of the mid-west. Along with the mills and paddle boat production the U.S. congress passed an act authorizing a U.S. Arsenal to locate near St. Louis. The arsenal would be located a mile south of the city limits. While the arsenal was located south of St. Louis business owners saw opportunity and the real impact the arsenal would create a draw of new businesses and property owners buying up land around the arsenal. By 1840 St. Louis population was nearing 36,000 people and had forced the city to expand for a second time. Much of the growth at this time is due to large onsets of immigrates from Germany and Ireland who are fleeing their homelands for the United States and settling in Midwestern city’s such as St. Louis. Settlement became so rapid the city found it hard to keep up with housing and industry. Due to this rapid growth in 1849 the city would experience a fire which would burn along the river front and by the time the fire is contained more than 15 city blocks along with 23 steamboats have burned; with disaster comes opportunity.

including American presidents, several international dignitaries and even European royalty. The fair’s primary devotion was to the arts and sciences; but also included a zoological garden and a race course. By 1860 the St. Louis had expanded to 190,524 people and included 46 new subdivisions to be platted for St. Louis. This period in U.S. history became an important time St. Louis, the Civil War (18611865). St. Louis was recognized as one of the most important city in the west. This brought on a calling from the state of Missouri to hold a convention in St. Louis to determine the state’s stand on slavery and secession, the state voted to stays with the Union. This would create opportunities for the city of St. Louis with the introduction of a metro

1850-1900 The great fire of 1849 allows for changing of street systems and providing better building construction with the introduction of fire proofing. St. Louis at this time has reached a population of 104,978, second in population to New York City. By 1855 population has forced city limit expansion to an area of 13.94 square miles, nearly three and a half times the previous size. A new form of transportation has aided to the rapid number of people moving into the St. Louis area. The railroad enters into East St. Louis on the Illinois side of the Mississippi river, which allows for people and goods to be able to be ferried across the river into St. Louis, rail being a much cheaper option for travel and transport thereby reducing transportation by steam boat and increased the amount of visitor to St. Louis. In 1855 the city of St. Louis established an agricultural and mechanical fair; although it began as a community event, the fair would soon bring hundreds of thousands of visitors to the city each year. The fair eventually grew into a large exposition which utilizing more Eads Bridge Construction 1870 Railroad Bridge Across the Mississippi River than 100 acres in size and drew in spectators from around the world connecting East St. Louis, IL. with St. Louis, MO.

Police system as well as paid fire departments. Ironclad riverboats were commissioned to be constructed in Carondelet for the Union army near the arsenal base brings several more opportunities for jobs. After the war, came a need for increased housing for all the freed slaves as well as well as for immigrant pouring in for work. Because of the vast jobs opportunities surrounding St. Louis brought in a rapid increase in population and by 1870 the population had reached 351,189 as well as a new high for subdivisions to be platted at 58. The city has begun to expanding in all directions at this point and St. Louis is force to expand the city limits to an area of 17.98 square miles. Just shortly after in 1876 would become the last year the city of St. Louis would expand the city limits for good. Due to a new Legislative act known as “Home Rule” which allows large city to become self-govern entity. St. Louis was the first city to act on “home rule” in the nation,

St. Louis POPULATION

<< 1,000 people 1,000 -- 2,000 1,000 2,000 people 2,000 - 3,000 2,000 3,000 people 3,000 4,000 people 3,000 - 4,000 OPULATIONPOPULATION 4,000 5,000 people 4,000 - 5,000 < 1,000 people < 1,000 people 5,000 6,000 people 5,000 - 6,000 1,000 - 2,000 people 1,000 - 2,000 people 2,000 - 3,000 people 2,000 - 3,000 people 6,000 7,000 people 6,000 - 7,000 3,000 - 4,000 people 3,000 - 4,000 people 7,000 - 8,000 people 7,000 4,000 - 5,000 people 4,000 - 5,000 people8,000 5,000 - 6,000 people 5,000 - 6,000 people 8,000 9,000 people 8,000 -- 9,000 6,000 - 7,000 people 6,000 - 7,000 people 9,000 10,000 people 9,000 -- 10,000 7,000 - 8,000 people 7,000 - 8,000 people 8,000 - 9,000 people 8,000 - 9,000 people >> 10, 000 people 10,000 9,000 - 10,000 people 9,000 - 10,000 people

YEARS

St. Louis St. Louis

> 10, 000 people

Academy Baden Benton Park West Bevo Mill > 30% decrease Botanical Heights 20-30% decrease 10-20% decrease College Hill 5-10% decrease 0-5% decrease Covenant Blu Grand Center 0-5% increase 5-10% increase Dutchtown 10-20% increase 20-30% increase Fairground 30-50% increase 50-100% Hyde increase Park >100% increase JeffVanderLou Mark Twain O'Fallon Princeton Heights Skinker DeBaliviere Southwest Garden The Hill Tiffany Tower Grove South Vandeventer Walnut Park West Wells Goodfellow West End Downtown Downtown West Midtown

2000 2010

Decrease Pop: Increase Pop:

> 10, 000 people

2000

2010

2000 Population Trends

essentially what this has done is separate the city of St. Louis from St. Louis County, and therefore the city does not fall under the county’s jurisdiction. During this act of “home rule” the city is given one last chance to expand the city limits to meet future growth needs, St. Louis choose to expanded from 17.98 square miles to 61.37 square miles. With so many increases in Industrial growth this aided in population growth, as St. Louis had created some of the industry leader during this time in the brewing, flour milling, slaughtering, machining, and tobacco processing with some smaller industries performing manufacturing of paint, bricks, and iron. A long with the industrial production brought upon changes in the city’s movement with the introduction of the St. Louis Cable and Western cable car lines, as well as the opening of Union Station in 1894 in West Downtown neighborhood, the largest train station in the world. St. Louis would

> 30% decrease 20-30% decrease 10-20% decrease 5-10% decrease 0-5% decrease 0-5% increase 5-10% increase 10-20% increase 20-30% increase 30-50% increase 50-100% increase >100% increase

2010 Population Movement Per Neighborhood: Population Change Population Change Most neighborhoods showed decline (2000 with only three neighbor- 2010) (2000 - 2010) 2010 hoods showing a large increase in population. The average movement was near 1,000 people with the exception of downtown which listed an increase of over 12,000.

also see further advancements in technology and construction during this time with the introduction high-rise steel construction. Designed by architect Louis Sullivan “Wainwright Building” (still in use today) became the first high-rise building in St. Louis and one of the first in the United States. All these advancement aided in the success of St. Louis early in the city’s development with the street car system becoming a valuable commodity in make the city travel easier and enabled travel from suburban towns of St. Louis County to the city.

42 STL

1900-1945 The turn of the Century would show an increased industrial growth as well as an increasing population to 575,238. St. Louis would be the benefactor of one of the most popular attraction of this time period the 1904 World’s Fair and Louisiana Purchase Exposition which would attract 20,000,000 visitors to the city. The fair focused worldwide attention on St. Louis which in turn created an increased in the construction of hotels, office buildings, and homes. This also created an urban in-fill with residential areas which sprang up between major arteries of the city; by 1908 the city had constructed the first free highway bridge across the Mississippi River. With all the attention on St. Louis the population soared to 687,029 by 1910, St. Louis has seeing a huge spike in the city’s economy at this point and this is only further being fed by city repairs due to growth. In 1923 the city was awarded a bond issue in the amount of $87, 000, 000 for the construction of new hospitals, electric street lighting for the entire City, construction of the Memorial Plaza, Kiel Auditorium and the Civil Courts building, as well as extensive street improvements. The largest portion of this bond issue was to the River Des Peres drainage works which eliminated an open sewer on the West End and provided for proper drainage of flood waters over the full length of the stream within the City. By 1920 over 300 miles of track were in use for public transit touching every part of the city which allowed for commuter traffic from outside the city to travel anywhere within the city. With a booming economy brought on an all new high in population at 772,897 by 1920. At this time all remaining large vacant areas in the extreme southern, southwestern, and northwestern parts of the City are being reutilized with subdivision activity causing the city is running out of room with no opportunity for expansion due to the “Home Rule Act”. By 1930 population is at 821,960. While the 1930 saw many down turns with the nationwide Great Depression, large scales of unemployment put a halt to most building construction. St. Louis would not see much of a down turn with the 1923 bond issue still incomplete this helped to keep St. Louis progressing as well as the added governmental support of a memorial in 1935 of the Jefferson National Expansion Memorial. This was a joint venture with the U.S. National Park Service and the city. Although the project was halted several times by war and the relocation of the railroad this became an aid to St. Louis in not experiencing the demise which others had felt. By 1950 St. Louis has reached an all time record high in population of 856,796.

1950-Present Day In 1916 St. Louis passed a zoning ordinance creating legal segregation of black neighborhoods dividing the population by race. Policies formed both an intense concentration of African Americans in certain wards and neighborhoods of North St. Louis. While segregation was deemed illegal private and public strategies reinforced segregation of the black community. The St. Louis real estate commission also

Condemned Building in Old North St. Louis

Crown Candy Established in 1913 has become a destination point for St. Louis locals and has been featured on the travel channel. Due to such success the city of St. Louis has made Crown Candy the anchor point for the Old North St. Louis revitalization plan to repopulate the area with new business and residence.

St. Louis

St. Louis St. Louis

CONDEMNED BUILDINGS

St. Louis

CONDEMNED BUILDINGSCONDEMNED BUILDINGS CONDEMNED BUILDINGS 0-5 condemned buildings 6-10 condemned buildings 11-15 condemned buildings 16-20 condemned buildings 21-25 condemned buildings 26-30 condemned buildings 31-35 condemned buildings 36-40 condemned buildings 41-45 condemned buildings 46-50 condemned buildings >50 condemned buildings

0-5 condemned buildings 0-5 6-10 condemned buildings 6-10 11-15 condemned buildings 11-15 16-20 condemned buildings 16-20 21-25 condemned buildings 21-25 26-30 condemned buildings 26-30 31-35 condemned buildings 31-35 36-40 condemned buildings 35-40 41-45 condemned buildings 41-45 46-50 condemned buildings 46-50 >50 condemned buildings +50

0-5 condemned buildings 6-10 condemned buildings 11-15 condemned buildings 16-20 condemned buildings 21-25 condemned buildings 26-30 condemned buildings 31-35 condemned buildings 36-40 condemned buildings 41-45 condemned buildings 46-50 condemned buildings >50 condemned buildings

1990

Condemned Building Per Neighborhood African-American

1990 2000

2000

2000 2010

2010

limited the selling of white owners to black owner creating another form of racial discrimination. In 1948 the United States Supreme Court ruled in a case that ruled the real estate limitations were seen as unconstitutional and lead to what has been termed “white flight”. White families began to move out of the city and into St. Louis County. They are able to commute to and from the city by way of automobile or mass transit which had spread to all areas of the city. New highway construction and increased automobile ownership enabled further sub urbanization which aided to the city’s decline. The City’s population would begin to plummet by 1970 with nearly 60% of the white population fleeing the city. In 1980 the population had dropped to 452,804 as white families fleeing the inner suburbs as well, which has seen an increase in black residence moving into primarily white community in the western reaches of St. Louis County. By 1990 only 396,685 people live in the city and has now become over run with vacant and condemned building which have begun to crumble and fall down. While “Home Rule” played a role in the population decrease for the City of St. Louis, several other factors have also played into the demise of the city. Segregation which divided the city into white and black as well as the overturning of the Supreme Court caused a panic in the white community and a movement to St. Louis County. The support of the city’s infrastructure only helped in the movement with increased vehicle traffic and the city’s metro Caucasian rail systems allowing people easier transportation travel into the city. In 2010 the population dropped to 319,294.

St. Louis RACE: 2010 Whites 0-10% 100-90% 10-20% 90-80% 20-30% 80-70% 30-40% 70-60% 40-50% 60-50% 50-60% 50% 1990 60-70% 60-50% 70-80% 70-60% 80-90% 90-80% 90-100% 100-90% African American Racial Trends Per Neighborhood 2010

References 1. Gordon, Colin. “Mapping Decline St. Louis and the Fate of the American City” . University of Pensilvania Press, Philidelphia, PA. 2008. 2. St. Louis City Plan Commission 1969. “Physical Growth of the City of St. Louis”, 1969 http://www.riverweb.uiuc.edu/NINETEENTH/Archives/ History69/index.html. 3. St. Louis Historical Timeline. http://www.wikilou.com/1.20.0/index. php?title=St._Louis_Historical_Timeline 4. GEO St. Louis. “The City of St. Louis GIS System”, http://dynamic.stlouis-mo. gov/citydata/newdesign/statsselector.cfm?type=data&geo=neigh

2000

44 STL

REGION

Ally Pierce, B.S. Design; Hannah Schurrer, B.S. Design

ABSTRACT: St. Louis acts as a strong contributor to the success of the state of Missouri. On a larger scope, St. Louis is a node within a network called the Great Lakes mega-region. The Great Lakes mega-region is created by linking cities as a strong unit to compete economically with 10 other mega-regions. While St. Louis has contributed to the success of the mega-region the city today would not have achieved the level of success without the connection to the region.

Mega-regions (a.k.a. megalopolis) are defined as a chain of roughly adjacent metropolitan areas. A way to fully understand a Mega region is the comparison to the structure of a city. Cities are composed of neighborhoods, which form districts. All parts work mutually to ensure success. A Mega-region is like a larger form of a city. Megaregions bring together cities not only to grow larger and denser but also to grow together. The mega region combines the best talents, markets and resources to act as one unit to perform and survive against other competitive mega regions.

Louis became free of the Spanish government and was soon claimed by the American authorities. In 1822, St. Louis was incorporated as a city. Achievements and success were already reached within the cityâ&#x20AC;&#x2122;s own boundaries by incorporating the steamboat to break the boundary between West and East St. Louis, also the implementation of banks, stores, and mills. These improvements still were not enough to provide an impact large enough to mark St. Louis an important city. The popularity of the city started to boom when the connection was made to what today is called a mega region. As a part of the Great Lakes mega-region, St. Louis positions itself on the outer edge or on the fringe of this mega-region. If one were to look at the larger map of mega-regions within the eastern part of the United States, shown would be St. Louis located centrally between the hearts of two other mega regions. The question at hand is why did St. Louis take refuge in the Great Lakes Region. St. Louis could have been an asset to the Piedmont Atlantic region or the Texas Triangle region, but these two regions already had direct access to the ocean, which put St. Louis in a better position to provide services for the Great Lakes. The connection to the Great Lakes Region now gave St. Louis identity. This connection created an identity of being the central hub to other regions

River Transportation In a time when transportation typologies were limited due to inefficient technology, the rivers offered a direct and time efficient way of transportation. Traveling by land provides many difficulties such as how does one cross through unfriendly topography or the journey of traveling around difficult terrain causes insufficient time management for the suppliers and those in demand. A in depth water transportation system was already at work within the heart of the St. Louis was founded in 1764 by Pierre Laclede Liguest. He chose the Great Lakes Region. Systematically it ran from the Great Lakes and site of St. Louis as an establishment for his fur trading post due to its through canals ended in Chicago. centrality. The development of this central trading post started the establishment of a village. With the help of the Louisiana Purchase, St. The reliance on the mega-region is an essential part of a cityâ&#x20AC;&#x2122;s survival. The success of a mega region can cause all affiliated parts to prosper. One way the mega-region prospers is in the city distribution of the Great Lakes region as compared to other regions. The Great Lakes Region is not a string of cities coupled within a linear fashion but is dispersed like a network of nodes. This separation requires highly efficient ways of connectedness.

GREATLAKES REGION

CHICAGO

388 counties 205,452 square miles 262 population density/sq. mi.

PIEDMONT REGION

300 miles

121 counties 59,525 square miles 356 population density/sq. mi.

STL

550 miles 600 miles TEXAS TRIANGLE REGION

101 counties 85,312 square miles 189 population density/sq. mi.

3.5 MILLION

ATLANTA

DALLAS

46 STL

Interstate Systems [I-70]

Mississippi River from St. Louis Arch

With goals to continue with a connection to the ocean at New Orleans, the creation of the Illinois and Michigan Canal came about in 1822. The Illinois and Michigan Canals led to the reversal of the Chicago River and now allowed direct access to the Mississippi River with the next major port city before arriving to New Orleans being St. Louis. Transforming St. Louis into a port city changed the dynamics tremendously. Population took a turn upwards at a rapid rate within the city beginning in 1830.

across the United States. Starting in 1852, the Pacific and North Missouri railroad was under construction, becoming the first passenger trains west of the Mississippi River. Railroads became another way of traveling long distances. Another link was created in 1983, the Baltimore and Ohio Railroad. This railroad system emerged as the first large-scale railway, allowing St. Louis to become a connecting node between Pittsburgh and San Francisco.

Following the spread of railroads, the movement of the automobile became more vigorously integrated through highways. The United States set in motion a grid system with north/south and east/west roadways. U.S. Route 40, originally a part of the 1920’s interstate system, connected St. Louis to both the east and west coast. Running Today. The Great Lakes region consists of one-fifth of the world’s from Chicago to New Orleans, Interstate 55 was developed in the surface fresh water and covers 10,210 miles of shoreline. The Port of 1970’s and allowed a direct connection for St. Louis to the Great St. Louis can reach twenty-nine industrial centers by barge. The port Lake Region. Through the multiple systems of transportation, St. serves as storage, commodity transfer, and as a distribution point for Louis becomes accessible not only as an end destination but also as a goods destined worldwide. The port handles thirty-two million tons stopping point throughout one’s trip. of freight each year; major goods are grain, coal petroleum products, scrap metals, aggregates, and chemicals. The port of St. Louis still Worlds Fair 1904 achieves high levels of effectiveness today the region acts as the second World recognition came to St. Louis in 1904 because of the World’s Fair. This event was originally to be held in Chicago but due to St. largest port by trip-ton miles and third largest by tonnage. Louis’ belief a central location was more appealing, the venue was Without the access of this city to the Great Lakes Region, the success changed. This opportunity allowed St. Louis to have an event large of this port could not have reached full potential with missing links to enough to bring huge recognition to the city, and to allow the city to northern ports instigating high levels of water traffic for goods. be recognized as an independent attraction, along with being part of a larger region. St. Louis became a high attraction for the duration Although the river has acted as a spark in transportation for St. Louis’ of the fair, running from April 30, 1904 until December 1, 1904, and role within the mega-region, other forms of transportation developed attracted nearly twenty million visitors. soon after allowing the city to grow and travel in multiple directions The city grew outward and industry started to bloom within St. Louis. By 1850, St. Louis was the second largest port, next to New York City, in point of the tonnage. Tonnage is the measure of the size or cargo carrying capacity of a ship.

The fair took place on 1,240 acres in the vicinity of present day Forest Park. Many buildings were built in preparation for this event boosting the development of St. Louis. Events during this fair were the first tournament of airships, greatest railway exhibit and worldrenowned t Beyond the major events and exhibits, this fair brought culture to life through music and food. Within the running time of the event, the fair inspired the song “Meet me in St. Louis, Louis”. The fair continued in popularity through music and became a feature film “Meet Me in St. Louis” starring Judy Garland and a Broadway musical “Cascades” inspired from the elaborate waterfalls in front of the Festival Hall. Different types of food were made popular such as the ice cream cone, hot dog, ice tea, and cotton candy. By spreading these significant traits, St. Louis’ culture starts to define itself among other American cities.

The influence of the World’s Fair brought St. Louis major recognition through the physical experience of the city and the cultural essence set. No world fair before or after has ever reached this success in terms of numbers. The city of St. Louis owes a great debt to Chicago for the opportunity to hold this event. Industry Influence The connectedness of transportation from the region to St. Louis has brought a new dynamic to current industry. Within the beginning years of the city of St. Louis, the industry consisted of fur trade, flour mills, and water powered mills. While industry has always existed in St. Louis, the business stayed confined to the bounds of the city and areas close in proximity. With St. Louis now being tied to the Great Lakes region a larger-scale of industry has emerged resulting in a larger 1 2 3 4 5 6

UNION PACIFIC RAILWAY 1862 NORTHERN PACIFIC RAILWAY 1864 ILLINOIS CENTRAL RAILWAY 1877 BALTIMORE AND OHIO RAILWAY 1893 INTERSTATE 70 1920s INTERSTATE 55 1970s

2 DETROIT CHICAGO 4

KANSAS CITY

5 1

Major Transportation Routes through St. Louis

STL

48 STL

source of income to support the city. Many types of industry call St. Louis home as of 2011 nine Fortune 500 companies have developed; Emerson Electric, Peabody Energy, Express Scripts, Monsanto, Reinsurance Group of America, Ameren, Charter Communications, Graybar Electric, and Centene. Another major industry formed in St. Louis is Anheuser-Busch. The Anheuser-Busch Company Headquarters was founded in St. Louis in 1852. The beginning success of the company came from the integration of railroad connections to the region, the railroad allowed for the product to reach larger proximity to the demand of the region. In present day, this company continues to offer a product in high demand across the United States but at the same time has developed a way to draw in tourists. The company provides the opportunity for tourists to see the functions of the brewery and observation of the famous Budweiser icons, the Clydesdales. Innovation Transportation Current issues plaguing the Great Lakes Region as a whole is the decentralization of the city. Cities are struggling with the loss of density within the core. Middle to upper class occupants are moving outward towards the suburbs. In return, the center is becoming a low income to poverty zone more perceptible to higher crime rates, unemployment, and areas of highly abandoned buildings. This condition is widely known through out three of the once prosperous cities of the Great Lakes Region, St. Louis, Detroit, and Buffalo, New York. The Great Region succeeds as one unit and is affected by hardship as one unit. Revitalization of the region has been an issue for the past several years and planners are attempting strategies to stop the decline and look forward towards potential growth. Strategies being implemented today are looking at ways to revitalize arts districts or even looking at ways of in-fill through architecture to encourage life back into areas. Currently the city of St. Louis is benefitting from the notion of keeping the Great Lakes on the edge of innovation. The Great Lakes region is currently looking at the notion of high-speed rails to connect the major cities. The major hub is to be located out of Chicago however still keeping St. Louis involved within its implementation. The completion of this high-speed rail will allow for commuting times between the major cities to become significantly less as compared to an automobile. In-turn this will result in a higher opportunity for people to commute. Reason foreseen to commute between these cities can be for personal motives such as vacation. As a more beneficial result, the shorter commute time can lead to a higher exchange in employees to employment. Companies and employees can live at larger distances while avoiding the wasted time spent in a car travelling. Companies can also place offices on a larger network allowing the regional influence to increase. On an immediate basis, the high-speed rail will Home Vacancies East of Grand Center Development

create instant employment opportunities. Looking at this proposal economically, according to the Midwest High-Speed Rail Association this vision will improve the global competitiveness of the mega region with a $2.6 trillion economy. The association also did estimates on the success of the high-speed rails by ridership. Estimates show a total of 43 million passengers between four high-speed rail corridors generating $2.2 billion dollars annual revenue. These numbers are calculating with the factors of 25 daily departures on each of the four corridors and a capacity for up to 10 trains in the peak hours. Overall, the plan to implement high-speed rail systems throughout the Midwest leads to nothing but improvement of the region and St. Louis. Creating new jobs for citizens along with new revenue is oneway to help revitalize the region with the current issues of dying cities. In conclusion, over the years since St. Louis’s founding, the city has received substantial benefits from the Great Lakes Region. The Great Lakes Region has allowed St. Louis to be part of a major river transportation system, an iconic part within culture with the World’s Fair of 1904, and has kept St. Louis currently in the plans to find innovation transportation in the exploration of high-speed rail systems. Without the Great Lakes Region St. Louis would be merely another dot on the map of the United States.

MINNEAPOLIS & MINNEAPOLIS & ST PAUL ST PAUL

LA CROSSE LA CROSSE ROCHESTER ROCHESTER MADISON MADISON

References 1. “America 2050.” America 2050. Regional Plan Association, n.d. Web. 20 Feb. 2013. <http://www.america2050.org/>. 2. “At the Fair The 1904 St. Louis World’s Fair.” Homestead. N.p., n.d. Web. 20 Feb. 2013. <http://atthefair.homestead.com/1904Fair.html>. 3. “Midwest Network 220-mph High-Speed Rail Network Benefits Study | Midwest High Speed Rail Association.” Midwest High Speed Rail Association. N.p., n.d. Web. 20 Feb. 2013. <http://www.midwesthsr.org/midwest-network220-mph-high-speed-rail-network-benefits-study>. 4. “Missouri Port Authority.” Missouri Port Authority. N.p., n.d. Web. 20 Feb. 2013. <http://www.missouriports.org/stlouis.html>. 5. Wayman, Norbury. “Physical Growth of the City of Saint Louis.” Riverweb. N.p., n.d. Web. 19 Feb. 2013. <www.riverweb.uiuc.edu/NINETEENTH/ Archives/History69/index.html” 6.Who’s Your City?: What Is a Megaregion? - CBS News.” Breaking News Headlines: Business, Entertainment & World News - CBS News. CBS Interactive Inc, n.d. Web. 20 Feb. 2013. <http://www.cbsnews.com/8301-505125_16251192951/whos-your-city-what-is-a-megaregion/>.

8 8

7 7 6 6

5 5

4 4

3 3 2 2

MILWALKEE MILWALKEE

DETROIT DETROIT

1 1 CHICAGO CHICAGO

CHAMPAIGN CHAMPAIGN SPRINGFIELD SPRINGFIELD

3 3 2 2

MINNEAPOLIS & MINNEAPOLIS & ST PAUL ST PAUL

CLEVELAND TOLEDO CLEVELAND TOLEDO

ROCHESTER ROCHESTER

LA CROSSE LA CROSSE

1 1

MADISON MADISON MILWALKEE MILWALKEE CHICAGO CHICAGO

TOLEDO TOLEDO CHAMPAIGN CHAMPAIGN LAFAYETTE LAFAYETTE SPRINGFIELD INDIANAPOLIS SPRINGFIELD INDIANAPOLIS

LAFAYETTE LAFAYETTE INDIANAPOLIS INDIANAPOLIS

DETROIT DETROIT

ST. LOUIS ST. LOUIS

CLEVELAND CLEVELAND

CINCINNATI CINCINNATI

ST. LOUIS ST. LOUIS

AUTOMOBILE AUTOMOBILE Approximate Travel Time Automobile Vs High-Speed Rail System

MPH (max) 220220 MPH (max) HSRHSR

50 STL

MOVEMENT

Matthew Kreutzer, B.S. Design; Autumn Neujahr, B.S. Design

ABSTRACT: St. Louis was founded as a small trading fort in 1764 and quickly grew into a major trading center. In the role of “the Gateway to the West,” the growth of the city became reliant on the growth of the trading networks that supported the city. The periods of the highest amount of growth came during the highest peaks of infrastructure usage. Over time, St. Louis adapted to new technologies and new forms of transportation and learned to grow with these new technologies. St. Louis is what St. Louis is today because of the expansive growth of the transportation networks.

The site of current day St. Louis was chosen by its founder Pierre Laclede Liguest as an ideal spot for a fur trading post due to the central location and yet would not be subject to flooding. After the selling of lands on the east side of the river to the British, French settlers moved across the river to St. Louis making St. Louis an official village. Originally three North-South streets were laid out along with several narrower east-west streets. By 1766, approximately 300 people were living in St. Louis. Surrounding St. Louis were “common fields,” narrow strips of land privately owned and worked for crops. By 1777, these subsidiary lands covered about 25 square miles and the boundaries of these fields would later become major streets in St. Louis including North Grand Boulevard, Jefferson Avenue, and Kingshighway.1 St. Louis remained mostly the same over the next 40 years with the addition of only three streets and the population rising steadily to around 1,200 inhabitants in 1809.

lead and fur trade. In 1817, the first steamboat arrived in St. Louis which began the expansive river traffic that helped make St. Louis what the city is today.1 Just three years later, steamboats would line the riverfront converting the town into a true river port. In 1821, eight streets ran parallel to the river with 23 other streets intersecting them at right angles. Market Street was the only paved street at this time but soon after Main Street also was paved. In 1825, Front Street was redeveloped into a proper levee. In the 1830’s many new additions opened beyond the city limits. Because of this, the streets were not controlled by the city leading to varying widths and no continuity in direction or location leading to jogs and dead ends throughout the new developments.1 The direction of this movement was up and down the river as well as westward. The city limits were expanded in 1841 to include an area of four and one half square miles and contained the areas of North St. Louis, St. George, Central St. Louis, as well as many others. This expansion shows how the city was growing at this time. While the city expanded west by 10 blocks, the city expanded almost twice the distance both north and south along the river. As the river was the main source of trade and transportation at this time, it makes sense that the growth of the city would follow the river.

As people began moving westward, steamboat traffic in St. Louis expanded as the city grew into the role as a transportation hub. This increased traffic led St. Louis to improve the city’s wharf and levee. Steamboat construction also started in the city bringing a new industry to the city. The Mississippi River at the time was split into two streams by St. Louis by an island named Bloody Island. This In 1816, St. Louis added the first new subdivisions in the area now stream was also causing the river to recede from the St. Louis side. To known as North St. Louis. These new additions included the addition combat this, a series of dykes were built joining Bloody Island to the of new streets which were much wider than the narrow French Streets Illinois side of the River and saving St. Louis’s port traffic. originally laid out. By 1821, St. Louis and the area around the city had a population of around 9,700. Much of this growth was seen as direct Over the next 15 years, St. Louis would rapidly expand. In 1840, the result of the economic boost after the War of 1812 which stimulated city population was 16,649. By 1850, the population had grown by

ST. LOUIS AND SURROUNDING VICINITY 1777-1804 1777 ST. LOUIS EXTENTS 1804 ST. LOUIS EXTENTS

THIRD ST. SECOND ST.

MISSISSIPPI RIVER

MAIN ST.

FARMLAND TOWN COMMONS FOR GRAZING TOWN BLOCKS

VINE ST.

AREA BOUNDARIES LOCUST ST. OLIVE ST. PINE ST.

CHESTNUT ST. MARKET ST. FORT

WALNUT ST.

ELM ST. MYRTLE ST.

TOWN COMMONS

almost 5 times to 77,860. 1855 also saw the second major city limit expansion. It expanded to a size of 13.94 square miles.1 At this time, most of the growth came from the city center, west to Grand Avenue. Many major streets began taking shape as the patterns of movement into the city took shape. These included Market Street, Easton Avenue, Natural Bridge Road, Florrisant Avenue, Gravois Avenue, South Broadway and North Broadway.

52 STL

The city would expand again in 1870 with the annexation of the city of Carondelet to the south. The area of the previous annexation also began to be developed at this period and brought the city’s population to 310,000 with an area of 17.98 miles. This made St. Louis the nation’s fourth largest city. Six years later, the city would separate from St. Louis County and annex the surrounding area to the city’s present day size. At the time, the area annexed was mostly farmland with only a few buildings except for the country homes of landed gentry. This vast undeveloped area was assumed to accommodate the city’s physical growth for an indefinite period.

Because of this large amount of expansion, St. Louis also began a public transit system in 1843. An omnibus line ran from the old National Hotel at Third and Market Streets to the North St. Louis Ferry landing at Madison street. Eleven lines were maintained until the end of their service in 1859 and reached all the main points of ST. LOUIS ANNEXATIONS interest in the city. The omnibus lines were replaced by horse car lines Neighborhood Boundaries on tracks which would eventually cover much of the built up portion Annexation Boundaries of the city. However, the lines were owned by separate companies and did not provide for transfers which would be a problem for much of Mississippi River St. Louis’ public transport history. In 1850, St. Louis also became the second largest port in the country with New York being the largest.1 The levee in 1858 extended along six miles of the Mississippi River and at one time as many as 170 steamboats were reported as docked there. “As river traffic increased, so did St. Louis; during this period, it was the largest city in the nation west of Pittsburgh. St. Louis was a flourishing community when Chicago was only a small town of a few hundred inhabitants on the shores of Lake Michigan.”1 St. Louis also became a major outfitting point for settlers heading west for the California Gold Rush and for those traveling along the Sante Fe and National Trails.

Cabberet Island

Current City Parks 1841 Annexation pop. 16,469 1855 Annexation pop. 77,860 1870 Annexation pop. 310,869 1876 Annexation pop. 350,318 1883 Developed Regions

At the same time St. Louis was growing west, the nation was also. By 1850, the railroad had reached the eastern shore of the Mississippi but traffic and goods still had to be ferried across the river to St. Louis. In 1852, construction began on the first railroad west of the Mississippi which would become the nucleus of the Missouri Pacific system. However, once the Civil War began in 1861, St. Louis ceased almost all growth as the river traffic coming up from the south was lost.1 This illustrates the dependence that St. Louis had on the transportation networks. Without the growth of the networks, St. Louis itself could not continue to grow. After the war in 1865, river traffic resumed, but started to fall in importance to the new railroad system. Railroad traffic continued to increase but it still struggled as there was no bridge spanning the Mississippi river. Instead all traffic had to be ferried across the river. Plans to fix this problem existed as early as 1855. However, due to opposition from St. Louis businessman and ferry companies, no bridge would be build for almost 20 years. In 1874, the railroad was finally united by the dedication of the Ead’s Bridge.2 Two other bridges first proposed in 1867 were never built due to the stiff operation seen by St. Louis businessman and ferry companies. Figure 1: St. Louis City annexations

streets.”3 His plan included widening streets as well as extending and connecting others. Many of the features of this plan were implemented in a 1923 bond issue though not all. By 1926, St. Louis had already grown past the city boundaries permanently set in 1876. In the Ten Years’ Progress on the City Plan of St. Louis, the author wrote, “It is unfortunate that the planning has necessarily been confined to the city’s are of sixty-one (61) miles. While the same mistakes are now occurring in the surrounding territory that were made by St. Louis in its early days and that are gradually being corrected at great cost to the taxpayers, the future taxpayers in the surrounding areas will have to pay for the correction of mistakes being made today, and in these days Over the next 20 years, St. Louis would continue to grow westward. city planning mistakes are inexcusable.”3 The boundaries set in 1876 Part of this growth was encouraged by the development of boulevards would definitely hurt St. Louis in future years as the city could no which ran east and west aiding in their development as major longer annex new territory and control the transportation networks thoroughfares. By 1900, the city had reached a population of 575,238. surrounding the city’s boundaries. The transit lines were officially consolidated into one company in 1907 by the United Railways Company. In 1917, the City Plan Commission In the 1921, bus operations began in St. Louis bringing a new face to published its first major street plan. The plan focused on developing the public transit system. At this time, over 300 miles of trolley car the unconnected street system into a connected system. Harland tracks existed which extended to practically every developed portion Bartholmeew, the engineer responsible for the plan wrote, “The streets of the city. With the rise of the bus system and private car use, trolley are of first importance in a city plan. For residence, for business, and usage began to decline. In 1923, the Peoples Motorbus Company for communication between each part of the city, we depend on began operation of both single and double deck buses and was a In 1886, public transport changed again as two cable car lines began operation. A few years later though, electric trolley cars supplanted the cable car lines. St. Louis Transit Company consolidated most of these lines in 1899 and also initiated a universal transfer system. Railroad connections were also coordinated this same year with the Terminal Railroad Association. As part of consolidation, all railroads entered the city from the east and west. The Terminal Railroad Association also took over operations of the Eads and Merchants Bridge as well as the railway yards. Construction soon began on the new Union Station that when it opened in 1894 was the largest in the world.

Figure 2: Original 1917 City Street Plan3

The continued growth of the automobile lead to the development of expressways and highways through St. Louis; the first expressway to be opened was the Oakland Expressway in 1936. This allowed the automobiles to travel greater distances in a shorter amount of time across the city laterally. The paved streets allowed shopping centers to become dispersed and move away from the industrial and downtown In response to the growing popularity of automobiles, St. Louis area. The Oakland Expressway promoted the continuation of this started to pave roads. 168 miles of roads and 53 miles of alleys existed decentralization. in 1925. Plans to continue paving increased the road amount to 765 miles and 523 miles of alleys. This left 160 miles of unimproved alleys Three years after the Oakland Expressway opened the National City with about 70% of St. Louis being paved for the traffic. The paved Lines of Chicago purchased the St. Louis Public Service Company. streets solidified the automobile transportation routes throughout the Chicago has played a small role in the development of St. Louis. city. The improved roads necessitated a template for road widths to Chicago is also a trade hub concerning water transport as well as rail exist with respect to the transportation being used on the street. Prior and truck transport. St. Louis was behind on developing the means to paving, the roads varied in width based upon the traffic using them to keep up with the influx of trade business due to economical issues. with very little understanding of parking and moving traffic space. Chicago helped St. Louis by purchasing the Public Service Company For example, a new paved road that was to carry two streetcars was to by updating the streetcars and introducing diesel buses. be sixty feet with room for parking on either side. This would allow proper space for the streetcars and still allow cars and buses to use After World War II, 1945, the use of streetcars declined while the use of air and bus lines increased. In turn, Union Station, the major the road. streetcar hub in St. Louis, was not being used like it was in the past. This has since created a large covered space that is not being used. serious competitor to the United Railways Company. In response, the United Railways Company also began operation of buses as feeders to the companyâ&#x20AC;&#x2122;s trolley cars. United Railways Company would later reorganize and then absorb the Peoples Motorbus Company in 1930 to remain the cityâ&#x20AC;&#x2122;s only transit company.

54 STL

Figure 3: Proposed and Built Railroad Bridges2

BRIDGES, INTERSTATES AND EXPRESSWAYS

Chain of Rocks Bridges

I-70 Mark Twain Expressway I-64 Oakland Expressway

I-44

McKinley Bridge Martin Luther King Bridge Eads Bridge Poplar Street Bridge MacArthur Bridge

lanes of traffic based upon the needs of traffic of the time. Two lanes are to head east to Illinois and one lane to head west into St. Louis with a center divider for the safety of the public. Ten years after the Martin Luther King Bridge was built, the expressway in St. Louis expanded again. In 1961 the Mark Twain Expressway opened. The expressway runs along the Mississippi River with access to all of the bridges north of the Eads Bridge as well as provides access to the northern portion of St. Louis city. The Mark Twain Expressway is a major thoroughfare in East St. Louis. It becomes an important connector to the Interstates that were built as part of the Federal Highway Act of 1956 as well as an important commuting route for the people who moved into the suburbs of St. Louis after the war. To further service suburbs, the northern most suburbs of St. Louis and I-270 are connected to St. Louis by the New Chain of Rocks Bridge which was built in 1965.

I-55

A few years later, in 1967, the Poplar Street Bridge was built south of Eads Bridge next to the MacArthur Bridge. The Poplar Street Bridge holds traffic for four major roadways, I-70, I-64, I-55, and Hwy-40. This creates a large interchange near downtown St. Louis, Jefferson Barracks Bridge but also connects to Memorial Drive, which was built the same year. Figure 4: Current bridges, interstates, and expressways in St. Louis City Memorial Drive is an important focal point for St. Louis because it While Union Station was in decline after 1945, the airports and showcases the Gateway Arch. The Poplar Street Bridge, Memorial bus terminals had to be expanded to accommodate the increase in Drive and the Gateway Arch were all finished within a few years of users. The shift in transportation use was due to the popularity of each other. Even though I-70 runs parallel to Memorial drive it was suburbanization. People wanted to have a house and yard to call their not integrated into the Drive until five years later. Memorial Drive own. Suburbanization caused St. Louis to decrease in population in was built at street level and when I-70 was integrated, I-70 was built the 1950s. The decrease was around 100,000 people who moved. This to go under the cross streets of St. Louis. The Poplar Street Bridge decrease continued through the 1960s and the 1970s, which totaled carries 121,000 vehicles per day, so this is an important street and an important interchange in St. Louis. 378,000 people to move to the suburbs in thirty years. This increase in transportation can be seen in other forms as well. In St. Louisâ&#x20AC;&#x2122;s history there have been eight bridges that have been built to accommodate the growth and changing needs of the city. The connection across the Mississippi River was important because RIVER TRADE ROUTE it allowed not only trade but also people to commute to work from Illinois or to Illinois. The MacArthur Bridge was built south of the Eads Bridge for railroad traffic and for automobile traffic. The bridge opened in 1917 to automobile traffic to allow commuting to St. Louis.5 The bridge soon met a boycott after opening for use and the lower half of the bridge which was to have railroad access remained unused until 1928. In 1928 an agreement was met and the boycott was lifted. To this day the bridge has around 20 trains crossing it per day. In 1952, the Martin Luther King Bridge was built to relieve congestion on the MacArthur Bridge.6 The Martin Luther King Bridge carried US-40 and US-66, just north of the Eads Bridge. The daily traffic was just under 32,000 vehicles per day before it was closed in 2009 for reconfiguring and safety. The bridge has been configured for three Figure 5: River trade routes to St. Louis and from St. Louis

56 STL

While there are major expansions with the vehicular traffic, the river and truck traffic are still in use; as of 1968, St. Louis has doubled river traffic with bulk shipments since the 1950s and the city has become the second largest rail and truck center in the nation.1 Even though Chicago is near, to the north, St. Louis is still a major trade hub of the region. Most of the traffic on the river is shipments. Not many people want to use the river as their mode of transportation when vehicular modes of transportation exist. Trucks, rail and river is used mainly for the trade industry and dispersing products to cities all over the nation. The importance of the ports in St. Louis becomes apparent in 1975 when the Bi-State Development Agency became the regional port coordinator for the Port of Metropolitan St. Louis. In 1975 the Port of Metropolitan St. Louis was the leading port of the U.S. inland Waterways System. The St. Louis port sees river traffic for three other BENEFITS OF PUBLIC TRANSPORT 1 BUS

1 METRO TRAIN

40 CARS

16 HIGHWAY LANES

Figure 6: I-70 Expressway underneath Memorial Drive

major waterways. Those waterways directly service six states in the Midwest region. This is a major city to the service industry. 1990 was a big year for the public transportation sector of St. Louis. This was the year the light-rail system started construction. The light-rail system was constructed by using unused rail bed and railroad right-of-ways that were expendable. In 1993 the Metrolink was opened. People were allowed to ride for free on the first day of operation to promote the new public transport system. At this time it had sixteen stations and it spanned over fourteen miles. The Metrolink ran from St. Louis County to St. Clair County in Illinois. The Metrolink continued to grow expanding in 1994 to service Lambert Airport and the New East Riverfront Metro Station. It again

expanded four years later to add another station at the airport to service the east end. Most currently, the Metrolink was added to again with nine stations and eight more miles of line to run. Currently the Metrolink has Thirty-seven stops and runs East-West across St. Louis City with one line extending out to Lambert Airport. The focus of movement through the city has primarily been east-west, much like the movement across the United States. However, northsouth movement is being taken into consideration. This is shown by the proposal of the Metrolink to expand along 14th street, close to downtown. The Metrolink is the next phase in the north-south major movement connections. Currently there are streets that are heavily used by private vehicles and buses. The bus routes reach most of downtown and are well connected with the suburbs that surround St. Louis. The bus routes not only promote public transportation use, but they also promote walking within the city. A five minute walk is equivalent to about four blocks. All of St. Louis city can be reached by a bus route, or two, and then a ten minute walk at most, especially the downtown area. However, only 10% of St. Louis citizens use

ST. LOUIS PUBLIC TRANSPORT City Boundary Bus Routes Red Line MetroLink Blue Line Metro Link Metro Link Stops State Boundary 5 minute Walking Distance

public transport and 73% of them do not even car pool to work. To further promote public transportation and walking, St. Louis has also converted one of the bridges into a pedestrian only bridge. The first Chain of Rocks Bridge, which is located south of I-270. The bridge was cleaned up and fitted for pedestrian traffic and reopened to the public in 1999. It has been used by pedestrians and cyclists since then.7 Growth of St. Louis can be tracked through the different transportation systems, ferries, railroads, trucks, buses, streets and even the prevalence of bicycling and walking. These systems tell the story of how St. Louis has grown over the past 253 years. Movement began with the rivers, moved to streets, and railroads. On a more city level the growth of the city can be traced through the street developments, the omnibus line, the bus lines, further street expansions, the Metrolink and finally the emphasis on bicycling and walking. As the city has grown, the ways to get around the city have also grown to keep up with the needs of the people.

References 1. Commission, St. Louis City Plan. Physical Growth of the City of St. Louis. 1969. http://www.riverweb.uiuc.edu/NINETEENTH/Archives/History69/ index.html (accessed February 21, 2013). 2. Jackson, Robert W. Rails Across the Mississippi: A History of the St. Louis Bridge. Urbana and Chicago: University of Illinois Press, 2001. 3. Bartholomew, Harland. The City Plan Commission. St. Louis, Missouri. Major Street Plan for St. Louis. St. Louis, MO: Nixon Jones Printing Co., 1917. 4. The City Plan Commision. St. Louis, Missouri. Ten Yearâ&#x20AC;&#x2122;s Progress on the City Plan of St. Louis 1916-1926: Including the Annual Report of the City Plan Commission 1925-1926. St. Louis, MO: City Plan Commission, 1927. 5. III, John A. Weeks. MacArthur Bridge. http://www.builtstlouis.net/ macarthur.html (accessed February 21, 2013). 6. III, John A. Weeks. Martin Luther King Bridge. 2012. http://www. johnweeks.com/river_mississippi/pagesC/umissC05.html (accessed January 28, 2013). MacArthur Bridge. http://www.builtstlouis.net/macarthur.html (accessed February 21, 2013). 7. III, John A. Weeks. Chain of Rocks Bridge. http://www.johnweeks.com/ river_mississippi/pagesC/umissC02a.html (accessed February 21, 2013).

Figure 7: Metrolink and bus routes with five minute walking in grey

58 STL

WATER

Daniel Conces, B.S. Design; Nate White, B.S. Design

ABSTRACT: The rapid growth and significant history of St. Louis is heavily related to the sounding water systems. Water has been the force behind a massive infrastructure as well as the cause of mass destruction. Today, the city of St. Louis is heavily invested in the water systems helping to transport potable water through the dense region as well as natural water concerns of the 21st century.

to connect water transportation to the gulf coast, St. Louis seized the opportunity to become one of the countries largest hubs for goods to the western United States. Furthermore, the steamboat arrived on the Mississippi River in St. Louis in the year 1818. The use of the large barges up and down the river only increased the connection with the main gulf port in New Orleans. By 1850, the boom of the river operations and the decrease in transport time made St. Louis the second largest port in the United States. The transformative water driven industry also takes credit for the explosion of St. Louis’s population. By 1865, the end of the American Civil war, this new gateway to the west was the fourth largest city in country.

The city of St. Louis has not only depended on the river for industry Immersed in the positive and negative effects water can have on a and transportation but the river is also the city’s main source of fresh large metropolitan region. St. Louis has grown tremendously through water. With a rich past in a strong water division, St. Louis pride’s taking advantage of the river but has also seen much devastation itself on a historically efficient water works system. Until the year and major catastrophe. Water systems act as the veins of every city, 1829, the city depended on the springs and cisterns to collect and pumping water to and from every artery and allowing the city to store water. With a population of fewer than 5,000 people, this was a function properly. Today this American city takes a great deal of pride sufficient system of water capture. As the city grew in the coming years in the relationship maintained with the river and contributes success a true water collection and distribution system was needed to supply in water treatment systems, as well as great consideration for the water the rising population. Over the early 19th century the original water use, to the foundation of the city’s history. The topic of efficient water system grew to supply over 6,000 people, 12 hydrants, one hospital treatment and use is a high priority to the city and as St. Louis moves and one fountain in the city. The St. Louis water division, originally through the 21st century, the topic will only grow larger for this great built and privately owned by a single businessman, was taken over by the city in 1835 and began regular improvements and expansion over Midwest City as well as the rest of the United States. the next century. Historical Significance The city of St. Louis owes a great deal of success and rewarding history to the Mississippi river. Intentionally placed at the confluence of the Missouri and Mississippi rivers, in 1764 two fur traders, Pierre Laclede and Auguste Chouteau, determined the main site and plan for what was to be a strong trading post for merchants in the south. In the early 19th century, the young city utilized the strong water transportation system already in place in the great lakes region and in the northeast United Sates. With the flip of the Chicago River and a national plan

The rapidly increasing growth of the city demanded a stronger public water division. The implementation of three large water towers placed around the city was a strong move allowing fresh water to be distributed efficiently. The Compton Hill Water Tower, the Grand Water Tower, and the Bissell Water Tower were all built within a time period of 30 years. Constructed in 1870, the Grand Water Tower was the first standpipe tower in the city. The tower stands 154 feet tall and, at the time, efficiently controlled the water pressure in the

75% OF HOUSEHOLD WATER USE IS FROM THE BATH/SHOWER, SINK, AND TOILET

HEAVY RAINFALLS CAN CAUSE FLOODING OF THE COMBINED SEWER SYSTEM, SENDING RUNOFF POLLUTANTS FROM ROADS, BUILDINGS, AND LOTS INTO CLEAN WATER SOURCES. INCREASING GREEN SPACES THROUGH URBAN AREAS REDUCES SEWER LOADS AND ACTS AS BIOFILTRATION.

ST. LOUIS USES AN AVERAGE OF 135 MILLION GALLONS OF WATER PER DAY DOMESTIC USE ≈ 54% COMMERICAL/IND USTRIAL USE ≈ 26% PUBLIC USES ≈ 20%

SUPPLY WATER SEWER/STORMWATER

THE CITY OF ST. LOUIS UTILIZES A COMBINED SEWAGE AND STORMWATER SYSTEM, WHICH UNDER RARE CIRCUMSTANCES CAN LEAD TO COMBINED SEWER OVERFLOWS,DISCHARGING EXCESS WATER(POLLUTED) DIRECTLY INTO RIVERS AND STREAMS. Coffee Milk Soda Bourbon Water

gal 100 100 100 100 100

≈cost $110 $250 $400 $3,500 $0.14

60 STL

Eads Bridge & Mississippi River

surrounding area. The Bissell Tower, completed in 1885, and the Compton Hill Tower, completed in 1898, were built just in time to serve as a spectacle for the upcoming worlds fair. The three iconic towers still stand today as historic landmarks of the city. 1904 proved to be a taxing year for this thriving city and the progressing water management system. With both, the World’s fair and the Summer Olympics occurring in St. Louis within the same year, the city was determined to establish a presence on the world stage. For decades leading up to the large events, the city had struggled with muddy looking drinking water. Prior to the two affairs, the city became mortified by visions of visitors from around the world looking upon fountains billowing and bubbling with brown. Engineers at the city’s water works division worked around the clock to solve the issue. The use of lime and iron sulfate to separate the silt from the water was implemented at the Chain Of Rocks plant but the outcome didn’t prove favorable. Until one chemist had a simple idea of dumping ten times the amount of lime into the process did the silt in the water begin to settle, rendering the water clear enough for the fair. The process of the perfection of St. Louis’s water has a strong history through the 20th century. From various purification processes to the expansion and progression of the water division in many ways, this water-enriched city has put forth countless efforts for continued water cleanliness. Today, the city’s water is captured at two separate locations, the Chain Of Rocks Plant and the Howard Bend Plant. Sitting at the confluence of the Missouri and the Mississippi Rivers, the Chain Of Rocks plant intakes about 80 million gallons of water each day. The Howard Bend Plant, sitting northwest of St. Louis on the Missouri River intakes about 60 million gallons per day. These two plants combine to produce approximately 140 million gallons of water each day but are capable of producing up to 380 million gallons each day. Today’s process of water purification in St. Louis City is conducted in the two intake plants, the Chain of Rocks Plant and Howard Bend Plant. The water harvested from the Missouri and the Mississippi Rivers is monitored daily for over 150 potential contaminants including Arsenic, Nitrates, Water Plants & Standpipes and Coliform Bacteria.

CHAIN OF ROCKS PLANT

HOWARD BEND PLANT OUTSIDE OF ST. LOUIS COUNTY

GRAND AVENUE STANDPIPE

BISSELL POINT STANDPIPE

COMPTON HILL STANDPIPE

Current Water Concerns Though St. Louis has a long history of taking great care of necessary water resources, today we can find a few concerns with the city’s water infrastructure.

can negatively impact revenue if not taken care of. Furthermore, aging water systems can impact water quality. Outward leaking pipes can also leak inward, contaminating the systems, which can lead to health effects on the public.

Aging Water Infrastructures The concern of aging water infrastructures is especially relevant to the city of St. Louis because so much of the city population is served by the public water supply. The basic equipment and structures public water suppliers use to provide services can become less efficient or break with age. The material making up the structure of the water lines is inferior to the material allowed by current technology. ‘Transmission loss” or leakage can reduce the systems efficiency and

The care of these infrastructures by the public water division is imperative. Many of the current water lines, which were adequate when first constructed, are undersized when considering present requirements. Aging water systems may not be able to adequately produce the water user’s need and future development may be restricted. Stormwater and Wastewater Management The issue of storm water management is a concern for any larger American city. The effects of pollutants and runoff can be disastrous to the environment of the city with potential long-term effects on many different scales. Currently the city of St. Louis maintains a combined sewer system mixing wastewater and stormwater runoff. Advantages revealed with this system show all pollutants from storm water runoff are treated like wastewater assuring all contaminants are filtered before released back into the Mississippi River. However, a few more disadvantages outweigh the advantages of this combined system. When we look at downtown St. Louis we see nearly the entire area is paved for roads and sidewalks, even the vacant lots are paved in concrete. This impermeable surface treatment makes runoff a strong concern for the city. Pollutants, running off of streets, roofs and other areas of everyday use, now have limited drainage routes and can be a threat to many environmental systems. The current combined treatment system of stormwater and sewage has a certain capacity and in extreme weather cases, with heavy rainfall, the runoff and pollutants may bypass these treatment systems and drainage access points. This would lead to the runoff leading straight to rivers or streams later connecting to the Mississippi River. Furthermore, stormwater, without carrying the extra pollutants, can have other harmful effects on the city. The vast surfaces of impermeability lead directly to natural waterways and even the smallest amounts of rainfall can contribute to the erosion and impact other natural water systems.

St. Louis Watersheds & Combined Sewer Overflows

St. Louis’s current combined sewer overflow (CSO) volume is about 13.3 billion gallons. The currently combined system, while meeting health criteria, still raises cause for concern due to the large amount of overflow bypassing the regular combined system and leading directly to the river. Moreover, on a non-typical rainfall year, the amounts of overflow can exceed this already substantial number. The city can resolve some of these issues by directly altering the current water capture process through the collection system, storage technologies, and other treatment processes. Another approach is to reduce the

62 STL St. Louis Flood 1993

Portland Green Street

Urban Green Space

storm water volume by allowing the rainfall to permeate the natural wetlands and urban streams as well as an implemented infrastructure ground. Green spaces, instead of paved lots, can also act as great of ‘eco roofs’ and ‘green streets’ to naturally resolve stormwater issues. storm water collection points for associated roads and buildings. Water Conservation The examination of a few of St. Louis’s peer cities will reveal examples Historically, the city of St. Louis has had limited concerns for water from around the United States having both similar and different conservation. The old age of the water division, the large commodity water treatment and collection systems. Looking to cities as old of water supplied from the Mississippi and Missouri Rivers, and as Washington DC and Philadelphia, we find the use of combined the reasonable cost to produce fresh, filtered water for the city have systems are mostly attributed to the age of the city and the age of the allowed St. Louis to maintain a non-metered water service throughout underground water system. Washington DC uses both a combined the city’s history. The lack of water metering in a city of this size can sewer and storm water system as well as a separate sanitary system. result in water wastage and can also skew the true cost to produce and While approximately 2/3 of the current system is a separate sanitary the price charged for drinking water. system the older, combined system, serving both sanitary flow and storm water drainage, falls in the older areas of the city. With over While water meters can also add to the final cost of delivering 60 CSO outfalls permitted to the city, Washington DC also deals water to individual residents, they have proven to be an excellent heavily with a large combined sewer overflow. Over the past decade, way to encourage water conservation. Measuring the water usage the city has implemented a CSO Abatement Program becoming an of an individual residence increases a resident’s knowledge of their effort to maximize in-line storage and minimize combined sewer consumption because they are paying for what is used, which can overflows to receiving waters. Current efforts include collection then result in a resident paying greater attention to concerns like leaky system optimization using inflatable damns, dynamically controlled fixtures due to the payment for wasted water. The metering of public weirs, outfall gates, sewer separations, and swirl treatment facilities. water also holds a magnifying glass over uses like lawn and garden watering. Along side conserving water, a benefit of decreased lawn Philadelphia, Pennsylvania, another historically grounded US city, and garden watering means less potential water pollution surface deals with similar issues through using both a separate sanitary system runoff. Excessive watering of lawns and gardens can wash fertilizers and a combined system. The city has great concerns with the current and other pollutants into stormwater drains which lead to natural amount of combined sewer overflow, but has taken necessary steps to ecological environments. address the issue. Philadelphia has taken new approach with a “Green Stormwater Infrastructure”. This strategy includes a range of soil- The city of St. Louis, at large, also has many reasons to implement water-plant systems to intercept stormwater, infiltrate a portion into the use of a water metering system. The measurement of water usage the ground, evaporate a portion into the air and in some rare cases, on a detailed scale will provide the city with accurate information maintain releasing a portion into the sewer system. The city believes on present water consumption, quantities lost in transmission to this new infrastructure plan will maximize social, economical, and private residences, as well as information to guide future growth environmental benefits for all of Philadelphia. Furthermore, The city and consumption planning. The city management of wastewater and of Portland, Oregon has already made significant strides to correctly stormwater is also a factor. Less water coming out for the tap results manage stormwater run off. A system almost completely comprised in less quantities of wastewater to be treated, which, in turn, results in of ‘green’ storm water alternatives, Portland capitalizes on natural less electricity used to pump and treat the water as well as a decrease in

St. Louis has a deep history and focus in the water, impacting the life of city. From wastewater and storm water management, to fresh drinking water and the use of the river, St. Louis is rooted in water resources. The management of every aspect of those resources should be correctly cared for to prepare the city for the future in urban life.

References

St. Louis Water Meter Cover

the quantity of filters and chemicals used to produce the clean water. These typically discarded conservation factors, prompted by metered water conservation can lead to economic savings for the city on a large scale and can help to secure water supply to the public during times of severed draught. Water Division Administration Attempting to continue with a history of water treatment success, the city of St. Louis is dealing with numerous issues to maintain healthy drinking water and wastewater management. The city of St. Louis, remaining a public water division, has recently taken interest in outsourcing the water utility management. In 2012 the city of St. Louis began reconsidering annual costs for water treatment and distribution. Because the city government and the people of St. Louis hold their water success so high, the issues of whether to outsource water treatment management or even public water treatment advising have become a large topic in the city today. Government officials have expressed interest on a world scale to find a water-consulting firm to assist the city of St. Louis in finding ways to make the current water system more efficient while maintaining great quality. In 2012, the people of the city and one activist group in particular has voiced an opinion about the consulting firm, chosen by city officials, to work with. Veolia North America is a major subsidiary of Veolia Environment, a private, French, multi-national company based in Paris. A local group, the St. Louis Dump Veolia Coalition, is calling for the city to reject the proposed consulting contract with Veolia due to their controversial track record.

1. City of St. Louis. Water Quality. 3 3, 2003. www.stlwater.com (accessed 3 23, 2013). 2. District of Columbia Water and Sewer Authority. DC Water. 2013. http:// www.dcwater.com/about/facilities (accessed 2 25, 2012). 3. Hunn, David. “Water problem under investigation in St. Louis.” St. Louis Today, June 23, 2012: 1-5. 4. Louis, City of St. Water Quality Report. City of St. Louis, St. Louis: City of St. Louis, 2011. 5. O’Neil, Tim. “A Look Back - Fire destroys Missouri Capitol.” St. Louis Today, February 03, 2013: 1-3. 6. O’Neil, Tim. “A Look Back - St. Louis made tap water clear just in time for World’s Fair.” St. Louis Today, March 27, 2011: 1-3. 7. Philidelphia Water Department. Storm Water Management. 2013. www. philywatersheds.org (accessed 2 25, 2013). 8. Portland Water Bureau. Portland’s Water System. 2013. www. portlandoregon.gov/water (accessed 2 25, 2013).

64 STL

WATER

Simon Beckmann, B.S. Design; Garth Britzman, B.S. Design; Ben Schoeneberger, B.S. Design

Abstract: For St. Louis, as a major city at the riverside of the Mississippi, water has always been and will be important, but the importance of the different water uses has been shifting. Early St. Louis developed from the riverside and relied on water for major transportation needs. The city was growing rapidly in population and was therefore dependent on a functioning water supply and sewage system. Water management became more and more important for the city to fulfill the needs of the people. Therefore the different actions have been taken to establish a working underground water system with modern technology, which the people are not aware of.

Mississippi are the River des Peres and the Meramec River. All the waterways opened up the possibility for water transportation and an easy access to drinking water and irrigation water, allowing rapid growth of the city at the riverside and for St. Louis to become a major inland port. The water of the Rivers around St. Louis was originally primarily used for transportation, not only for goods, but also for people. For this particular use a rowboat ferry across Mississippi River was established in 1779. St. Louis became a starting point for many expeditions, for example the Louis and Clark Expedition in 1804. In 1815 the first steamboat landed in St. Louis and since then the importance of St. Louis as an inland port increased further. St. Louis continued to grow along the Mississippi, with especially heavy industry along the riverfront, acting as one of the main drivers for St. Louis’ intersecting city grids. After the introduction of the railroad in St. Louis in 1852 and the later invention of cars and planes one might argue that water transportation and therefore St. Louis as a port city became less important, but still today St. Louis is listed as the second largest inland port by ton miles.1

While water has always been important to St. Louis, its contemporary connection to and management of water differs from its past. Situated at the confluence of the Missouri and Mississippi rivers, it acted as a crossroads at a time when water the easiest and fastest means of mass transportation of both people and goods, granting access to much of what would become the northwest of the United States. The “Gateway to the West” remained so as rail first passed through the city, but as the importance of rail and, later, the highway and interstate system grew, the importance of St. Louis’ relation to the water shifted as so Water Management have many others from transportation to providing water for and The early settlement in St. Louis relied on springs and cisterns or water drawn from the river, but as the population of St. Louis was rapidly managing the waste of a growing population. growing, the need of a drinking water system became necessary. In 1831 the first waterworks was installed by John Wilson and Abraham Water As Transportation In the Mid-18th Century settlers were moving up North using the Fox and soon more installations followed. A series of standpipe water Mississippi river for transportation. In 1764 St. Louis was founded at towers were installed along a high ridge in the city, which is the North the point where many rivers merge into the Mississippi River. North Grand Boulevard today. The Grand Water Tower, built in 1870, the of what St. Louis is today the Mississippi and Missouri river merge Bissell Point Water Tower, completed in 1887, and the Compton Hill and further north upstream is the confluence of Mississippi and Water Tower from 1896, have been used until the early 20th century Illinois River. Together all three rivers open up major water routes and are three of the last seven remaining standpipe water towers in the to a large territory in the north, which is connected at the location of United States and declared as city landmarks. Water purification and St. Louis to the south and the sea by Mississippi River. Smaller rivers, pumping facilities that are still in service today are the Chain of Rocks but also important in the history of St. Louis on the west side of the Plant at the Mississippi riverside 11 miles north from downtown, built

1”

F M A M J

A S O N D

Trees absorb and purify stormwater, bypassing treatment facilities and buffering rainfall intensity.

2” 3” 4”

Average: 37” of precipitation per year.

Bioswales along roadways can reduce the volume of water that goes to stormwater management infrastructure.

Non-permeable surfaces can overstress stormwater management systems resulting in an overflow (CSO)

Drainage

Vegetation Promotes rainwater absorbtion into ground

Stormwater + Sewer

Diverts precipitation from paved areas to designated treatment facilities. Transports human waste to treatment plant.

Water Main

-Provides clean drinking water to buildings -1831 Clean Drinking Water first provided

Many rooftops drain directly to stormwater system. Integration of green roofs and rainwater harvesting can alleviate stormwater loads.

With the supply of fresh water a sewage system had to be installed as well. Due to a cholera epidemic in 1849 he early sewage system was replaced by a newer one, containing 31 miles of sewer pipe being built by 1861, draining of several sinkholes and the removal of cemeteries to reduce groundwater contamination. Today the sewage system is managed by the Metropolitan St. Louis Sewer District, which is not only responsible for the city of St. Louis, but for the whole Metropolitan Area.

Stormwater Management In addition to meeting the needs for the urban populationâ&#x20AC;&#x2122;s water demand and waste, St. Louis, like other cities (especially dense), needs to account for stormwater. Compared to undeveloped sites, the extensive paving of urban systems cover much of the ground that precipitation would otherwise largely evaporate or infiltrate. Particularly in the extreme example of downtown St. Louis, where nearly one-hundred percent of the open space between buildings is paved as either road or sidewalk and even vacant lots tend towards surface parking over greenery, the now impervious ground makes surface runoff becomes a significant concern. To prevent water from

The Riverâ&#x20AC;&#x2122;s Influence on the City Grid

St. Louis Watersheds

in 1894 and the Howard Bend Plant at the Missouri riverside 15 miles west of the city limits.1

66 STL

quickly flooding low-lying areas during storms, cities like St. Louis development reduces stormwater runoff proportionally – stormwater develop stormwater sewer systems as extensive as their water supply runoff is a smaller concern in residential areas than dense urban areas due to the larger proportion of green space although stormwater, and waste network. especially from roads, is still collected and sent through the combined In addition to the increased volume, stormwater runoff in urban sewer system. areas also carries more pollution. Pollution from everyday activities is collected from roads, roofs, and lots and carried by the runoff. Green spaces can also be planned as the collection points for runoff While some of the surrounding municipalities use a split sewage and from roads or parking lots, rather than drains connected directly stormwater system, St. Louis, as is typical of larger or denser cities, to the combined sewer system. Stormwater runoff can be drained exists on a combined sewer system that conveys both sewage and through pervious paving or directed to retention ponds and stormwater. This means that rather than releasing potentially polluted bioswales where it is allowed to infiltrate and evaporate instead of runoff directly into waterways, the collected runoff is sent to and adding to the stormwater loads. In addition to being diverted from through a water treatment facility before being released, in this case potential overflows, reducing the stormwater entering the combined back into the Mississippi River. sewer system also reduces the loads, and thus costs, at the water treatment facilities. Allowing the water to infiltrate instead recharges However, while the combined sewer system means that stormwater groundwater, largely cleaned through biofiltration, and reduces runoff will be treated in normal conditions, pollution can bypass erosion from the increased flow in waterways. St. Louis can reduce treatment in the rare cases of heavy rainfall. When the rate of rainfall the load on its stormwater system, and water treatment facilities, exceeds the sewer system’s capacity to carry it away, combined sewer overflows (CSO’s) discharge excess water directly in rivers or streams. For St. Louis the CSO’s are primarily located along either the Mississippi River or the River Des Peres - which flows through the city also ending in the Mississippi. When the overflow occurs, having a combined sewer systems means that the stormwater is discharged directly with sewage although the latter is largely diluted by the large volume of the stormwater. Beyond the carried pollutants, stormwater runoff can be a pollutant of its own right. Compared to undeveloped sites where a majority of water infiltrates and either becomes groundwater or is released by plants through evapotranspiration, the impervious surfaces and stormwater systems quickly carry stormwater to waterways so that even light rainfall can lead to increase the waterway flows. The increased water flows can increase erosion and further impact the natural water systems. If the combined sewer system is adequately sized then CSO events should be relatively rare. Still, the CSO volume for St. Louis in an average year (2000) is around 13.3 billion gallons. While many environmental and health criteria are still met, the overflow still impacts the connected waterways and non-typical rainfall years can have larger impacts. These events can be reduced by improving the system itself, including collection system controls, storage technologies, or treatment technologies, but making changes to the existing system tends to be expensive (in some cases prohibitively).2

Combined Sewer Overflows

Sanitary Sewer Overflows Another approach is to reduce the stormwater loads by reducing the source volume. The main way to reduce stormwater’s source volume Combined Sewer Areas is to allow more to infiltrate as it would have before development. Creating and maintaining green spaces in addition to impervious Combined Sewer Overflow Locations1

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without large-scale sewer improvements by promoting the inclusion The St. Louis Gateway Arch borders this riverfront, however, it does of pervious surfaces and bioswales. not allow direct access to the water. The city of St. Louis has created a Riverfront Master Plan that has provided a framework to enhance Experiencing Water the riverfront area along either side of the Gateway Arch. The Master Successful water management techniques are often viewed as those Plan states, “(to) provide the nearly 4 million annual visitors to the that efficiently transport water around a city out of the eye of the Arch with an opportunity for experiencing the Mississippi River in public. While most water management infrastructure exists in a close proximity to an attractive and comfortable environment...”3 subterranean condition, water features such as streams, retention Throughout history, the riverfront has been renovated several times lakes, and rivers can be an attraction for the public. St. Louis has to strengthen its levee system as the Mississippi River has a tendency the benefit of having a large river in close proximity. Unfortunately, to flood. Development can still occur much closer to the river’s edge very little of the riverfront has been developed to create an attractive without disrupting the integrity of the levee system. The City of St. venue. Louis wants to make the riverfront a departure point for excursion Despite an attempt to create a strong riverboat culture along the and entertainment boats. Most importantly, the riverfront master riverfront, St. Louis has turned its head away from the river. A large plan maintains that the riverfront must still accommodate the varying highway cuts off most downtown activity from extending to the river. water levels of the Mississippi River. With the Riverfront Master Plan,

St. Louis City Garden - Recreational and Environmental Aspects of Water

St. Louis Riverfront MVVA Proposal4

St. Louis Riverboat

St. Louis can take advantage of the Mississippi River. For the Riverfront Master Plan to be successful, interest points must be developed near the river. Visitors to the arch should be drawn to other attractions along the river front. Seattle, Washington, underwent an extensive waterfront master plan with James Corner Field Operations. They proposed a series of piers reaching into the water as well as several opportunities for people to enter the water on foot. Seattle faced many similar problems that St. Louis does today, namely, the busy roadway that cuts of the riverfront from the rest of the downtown area. Developing this connectedness between the urban core and the waterfront will increase accessibility and open up many recreational opportunities. This includes riverboat rides and tours, swimming, and other boating activities. Maintaining clean water for these activities is crucial. Michael Van Valkenburgh and Associates developed an expansion to the Gateway Arch Memorial. The winning proposal provides an ecological diversity to the surrounding area. MVVA sought to, “create a host of new ways and reasons for both locals and tourists to explore the entirety of the Arch grounds.”4 The plan respects the guidelines provided by the Riverfront Masterplan and creates focal points for new civic functions to occur. The appeal of water features is not easy to describe. People place high aesthetic value on lakes, streams, rivers, and ponds. Water is often integrated into landscaping both on private property as well as public. An emerging storm water management technique utilizes landscaped

MVVA Proposal4

bioswales to control storm water runoff. These bioswales mitigate the loads put on St. Louis’ stormwater and sewer infrastructure. Bioswales can be coupled with retention ponds to help harvest rainwater during heavy rainfall. In conclusion, water management in St. Louis covers many different categories of management. From coordinating sewage and drinking water systems to managing watersheds and stormwater runoff, the city’s infrastructure is influenced by these major components of a city. St. Louis is fortunate to be situated adjacent to a major waterway. Not only is the river a source for drinking water, but also an excellent venue for recreation and entertainment. With successful strategic planning, the city of St. Louis can improve access to water and transport needed water more efficiently. Water management should be carefully controlled to ensure availability well into the future. References 1. Curtis B. Skouby, “History of the City of St. Louis Water Division.” http:// www.stlwater.com/history.php. 2012 2. Metropolitan St. Louis Sewer District, “Combined Sewer Overflow LongTerm Control Plan Update Report” (Revised February 2011) 3. St. Louis Riverfront Master Plan -The Great Rivers Greenway District http://www.docstoc.com/docs/40387809/The-St-Louis-Riverfront-Master-Plan 4. Michael Van Valkenburgh Associates Inc. http://www.mvvainc.com/. 2013.

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FABRIC

Lauren, B.S. Design; Zach Stofferahn, B.S. Design

ABSTRACT: Like all cities, St. Louis is comprised of an urban fabric in a perpetual state of evolution. This relentless flux is driven by a diverse range of forces: technological, societal, and natural. These forces are different in every city, and give rise to vastly different urban fabrics. Therefore, an understanding of St. Louis as the city exists today, involves both identifying the unique forces which have shaped the city historically, as well as a tentative understanding of the forces which will project the city into the future.

fabric of St. Louis was the Mississippi River. The city started at the river and began to grow west towards the Missouri River. After the invention of the steamboat St. Louis was transformed into a trading and emigration hub. The Zebulon M. Pike was the first steamboat to arrive in St. Louis ports in 1817. An immediate population increase happened afterwards extending city limits to almost 400 acres. St. Louis became the second largest port in point of tonnage in the country with an extensive levee. Growth of the city leads to improvements such as paving of the streets and curbs downtown. Property owners were to cover the expenses which lead to the smaller subdivided plots of the areas closer to the riverfront. Market Street became the chief business street for the city and residences were replaced by stores. This drastic change in population and reallocation of residences lead to the creation of the suburban neighborhoods which are located on the perimeter of the downtown area. This increase in population continued during the next two decades and more public buildings were erected such as public education and theaters.

Three driving forces behind the evolutions in the urban fabric of St. Louis, Missouri, are technological advances, societal events, and natural topographic occurrences and events. These forces have led to the way in which the city has historically grown and currently decays. Certain parts of St. Louis are in need of re-densification in order to reintegrate portions of the city which are currently underutilized or abandoned. This re-densification of the urban fabric can occur in a plethora of different ways; however they will be heavily dependent In 1849 a St. Louis was devastated by a fire which broke out on one of on the three original forces which have shaped the city from the the steamboats in the harbor and quickly spread to the coastline. This is the largest fire the city has ever seen. The fire covered approximately beginning. fifteen blocks and destroyed around 430 buildings. One of the most In early St. Louis history, a grid street pattern was established and began visual effects the fire had on the urban fabric is the site of the Jefferson growing west out of the Mississippi River creating a market place. Nation Expansion Memorial which now sits on part of the fifteen city Among the first buildings erected, a Fur Company Headquarters, blocks which were destroyed. The results of the fire were far reaching. cabins for working men, and a town commons for grazing. The post After this incident all buildings were required to be made of brick office was also built on the site the building still sits today. Following or stone and were typically four or five stories tall changing the these institutions the first public market was established on Market urban fabric from wood frame, two or three stories structures. The Street, which is a prominent roadway in the downtown to this day. In combination of the fire and rapid spread of cholera, due to the dense 1776 the first church was built. The city of St. Louis officially became urban conditions, an extensive new public water and sewage system a city of the United States in 1803 after the Louisiana Purchase and was created influencing the organization of the downtown urban area. started undergoing a dramatic transformation in the decade to follow. Chouteauâ&#x20AC;&#x2122;s Pond was also drained as a result of the cholera epidemic One of the most influential forces behind the shaping of the urban and became the site for the Pacific Railroad Station.

Gateway Arch, designed by Eero Saarinen, is the tallest accessable structure in downtown St. Louis at 630 feet. Eads Bridge connected St. Louis with to Illinois allowing train and automobile transportation across the Mississippi River.

One of the most influential forces behind the shaping of the urban fabric of St. Louis was the Mississippi River. The Peabody Opera House was established in 1934 and recently underwent renovations in reopening in 2011.

Multiple city park projects were introduced during the nineteenth century, dotting the urban fabric with green space.

Washington Street is one of the primary thoroughfares within the downtown St. Louis Area. Extending West from the river the street corridor consists of primarily brick or stone construction with a wide rage of building heights.

ST. LOUIS URBAN FABRIC Originally settled in 1764, St. Louis grew west from the Missouri River. The first roads were oriented to the river, both along and perpendicular. These early interventions into the landscape established the Jeffersionian Grid which structures the city still today.

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St. Louis endured only one devastating natural disaster comparable to the Fire of 1849. One of the largest tornadoes in United States history tore through East St. Louis in 1896. The tornado left a mile wide path of destruction until the storm crossed the river into Illinois. Over 8,000 buildings were destroyed or damaged including homes, churches, and parks facilities. Eads Bridge also lost 300 feet on the eastern side. More recently, in 2011 St. Louis was hit by a EF4 rated tornado which did equally as much if not more damage than the tornado of 1986. The cyclone left a twenty two mile long track through the city destroying thousands of buildings and a portion of the Lambert-St. Louis International Airport.

industrial

Eads Bridge was constructed in 1874 connecting St. Louis to East St. Louis, Illinois. This was the first major bridge to use steel and cantilevered construction. The bridge was also the longest arch bridge in the world at 6,442 feet total length and a longest span of 520 feet. The bridge was designed by James Buchanan Eads and was originally designed for trains to get across the Mississippi River and after restoration in 1974 a car crossing was built on the top of two rail lines allowing the two modes of transportation to coexist. Currently four lanes of traffic across Eads Bridge, two Metro Link tracks which use the bottom rails, and along with a path for pedestrian traffic. Transformations of transportation technologies have had important impacts on the urban fabric of St. Louis. The first public transit was an omnibus line established in 1843. This transit system ran from the old National Hotel at Third Street and Market Street to the North St. Louis ferry landing at Madison Street. This affected the urban fabric because in their last year of operation in 1859 the city had eleven lines of omnibus busses running through the city which created connections to multiple areas throughout the area into the downtown allowing people to relocate to the suburbs. Railroad transportation started becoming popular in the St. Louis area around the 1850’s Destruction of 1849 Fire

WASHINGTON AVENUE 520’ 0” 6442’ 0”

Eads Bridge, St. Louis

88’ 0”

which began to nullify the heavy reliance of the steamboat after Eads Bridge was completed. The railroad affected the urban fabric by turning the city into a commercial metropolis with a population increase which almost doubled the population of the decade previous. With the increase in population and business, new structures were built in order to accommodate the flux of people. Union Station was completed in 1894 and was the largest railroad station at the time of opening adding to the increase in business and people within the area. Shortly after the railroad became popular the Civil War began. Since St. Louis was still a critical hub for the trading and transportation of goods the war impacted the fabric of the downtown. The war caused a cessation of river traffic from the South and St. Louis lost its ground as the most prominent port city to Chicago, Illinois. As a result of the cessation of river traffic the city began to grow west and the business district shifted creating the need for new hotels, office buildings, banks, and stores. Office buildings centered around the old Forest Park

O’Fallon Park

Fairgrounds Park

Tower Grove Park

Willmore Park

Caronelet Park

Parks in St. Louis, MO

Courthouse making the site a focal point of the city. Subdivisions also began to rapidly expand expanding the population to 310,869 people within 17.98 square miles. Park systems within the city also began to expand during the 1870’s. Increasing the amount of parks in the area impacted the urban fabric by providing void spaces in contrast to the surrounding high rise buildings. The first park in the St. Louis area was Washington Square in 1840 which occupied the space where City Hall is now located. In 1842 Carr Square was donated to the city by William C. Carr. Fairground Park was dedicated in 1855. In 1868 Henry Shaw donated land to the city called Tower Grove Park. Later land was divided up into Forest Park, O’Fallon Park, and Carondelet Park. Of these three Forest Park is the most well-known. Forest Park officially opened in 1876 and has remained am important impact to the St. Louis fabric since the park is still used as a prominent recreation area for the city. In the early 1900’s the first so called skyscrapers were started to be constructed in the downtown area, particularly on Broadway and Sixth Street. This was spurred by invention of steel structural framing and the elevator. The Wainwright building by Louis Sullivan was constructed off of Chestnut Street and became one of the tallest buildings in St. Louis. These events were important to the urban fabric of St. Louis because they had a large effect on the building heights and building construction methods in the downtown area which are still present today. This invention promoted the business district to continue to spread to the west. This westward spread was also aided by the establishment of the boulevard system in 1891. These main thoroughfares now include Lindell, Delmar, Washington, Page, Forest Park and Union Boulevards. The World’s Fair of 1904 transformed the western half of Forest Park into a wonder land of marvelous temporary structures to celebrate the centennial of the Louisiana Purchase. The fair affected the urban fabric by increasing the amount of visitors to the city which in turn resulted in the construction of many hotels, office buildings, and homes around the city. Industry was also booming and St. Louis became the top producer of many products creating a large industrial sector along the Missouri River which is currently predominantly underutilized. This growth caused the relocation of the central business district and the old theatrical district which became the location of the largely industrial sector. Due to the boom in a diversity of industries from the St. Louis World Fair the city survived World War I and the depression better than others. The Zoo was founded in 1913 and was followed by the opening of the Municipal Opera in 1919. The City Plan Commission published its first major street plan in 1917 with the 1923 bond issue. This was enacted in order to coordinate the street pattern of St. Louis which resulted in the street patterns which exist in the city today. The

improvements to the city grid also lead to the construction of new hospitals, Memorial Plaza, Kiel Auditorium, and the Civil Courts building. The Depression affected the urban fabric of St. Louis much like many other cities by halting building construction with the exception of the unfinished projects from the bond 1923 issue. The Depression also resulted in a civic attraction in order to stabilize the land values in the downtown area. In 1948 Eero Saarinenâ&#x20AC;&#x2122;s design of the Arch was approved. A large amount of building construction happened within the city of St. Louis within the 1920â&#x20AC;&#x2122;s. New apartment buildings and hotels rose up along Lindell Boulevard and in on the west side of the city. Monumental structures were also erected such as the Masonic Temple and the Scottish Rite Cathedral. These large buildings denoted Lindell Boulevard as one of the more prominent thoroughfares in downtown. Other important civic buildings constructed during this time were the Fox, Missouri and St. Louis theaters. These buildings were located along Grand and Olive Streets creating the theatrical district.

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Pruitt-Igoe, The Edward Jones Dome (Residential District beyond), Jefferson National Expansion Memorial Mall

Wainwright Building, Adler and Sullivan

World War II brought about the construction of many wartime plants within the area. Post war efforts drove the developments of Chain of Rocks, River Des Peres, and Willmore Parks. The transit system in St. Louis underwent a major change since the motor vehicle became increasingly popular, resulting the Oakland Expressway Highway which opened in 1936. After the war the cityâ&#x20AC;&#x2122;s street system could not accommodate for the traffic volume resulting in the construction of more highways and express highway systems.

permanent physical and emotional scar on the landscape. Today the area is vacant and is surrounded by residential neighborhoods and public schools. By reducing the scope of our conversation to the portion of St. Louis depicted below, the current conditions of the city will become more simplified. After a long period of crippling decentralization, Downtown St. Louis is currently showing signs of revitalization. This can be seen along Washington Ave. which has seen rising economic and social activity during the last decade. This area is among the Major civic changes to the urban fabric after World War II were most active entertainment destinations downtown. Physical features the completion of Eero Saarinenâ&#x20AC;&#x2122;s Gateway Arch, Busch Memorial include historic brick building which form a semi continuous street Stadium, and Pruitt-Igoe. Pruitt-Igoe was an urban housing project wall condition. on the lower North side of St. Louis which was comprised of thirty three apartment buildings which were each eleven stories tall. The Many major institutions exist within the immediate downtown area, apartments were soon known as a place for crime and poverty and the region highlighted in orange is largely a business district, which quickly began to decay. Demolition of the structures began in 1972 and many buildings twenty stories and above, including AT&T, Peabody ended in 1976. Pruitt-Igoe has impacted the urban fabric by leaving a Energy, and Thompson Coburn.

I-70

Building Height vs

Vegetative Density

Building Heights vs Vegetative Density

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One of the more prominent features of the area depicted here, is the Jefferson National Expansion Memorial and the large linear mall which terminates into the park. The archway mall is defined on both sides by tall buildings, and is comprised of Kiener Plaza, Serra Sculpture Park, Poelker Park, Memorial Plaza, and Aloe Plaza. Jefferson National Expansion Memorial itself is 91 acres of crisscrossing trails and considerable open green space which surrounds the arch. The largest park in St. Louis, although not downtown, is Forest Park which is considerably larger, at over 13,000 acres. Within this sizable plot are many water features, winding trails, a zoo, library, art galleries, and a history museum.

residential suburban

industrial

Washington Ave. I - 70

central business district

I - 64

residential suburban

Downtown St. Louis has three sports venues, Edward Jones Dome, Scottrade Center, Busch Stadium. These buildings are powerful economic generators, however these establishments cater to a largely suburban population who travel to the area to watch the sporting event before returning home. This type of economic activity gives rise only to the establishments which cater to this wealthier suburban influx. This in some ways creates an environment which neglects the needs of the locals who are less wealthy, but actually live in the area. Edward Jones Dome (home of the St. Louis Rams), has housing units exist directly across the street.

City Museum

industrial

central business district

Hyatt Hotel

residential suburban

industrial

In addition to the many public parks, other public amenities of this area include a large city museum and city library. The city museum is located in a former International Shoe building. The museum is an attraction for locals and tourists alike featuring mostly repurposed industrial and building objects. The city library is an old classical style building but has recently reopened with a new more modern interior intended to meet the increasingly technological needs of libraries. central business district

In terms of geographic features, the area exhibits little topographic change. Major streets in the North-South are Broadway, Tucker Boulevard, 14th and 20th Streets, Market Street and Chestnut Street (running East-West) contain the archway mall. Washington Avenue and MLK Drive are other major East-West connections. Above Washington Avenue, a large drop off in building density occurs and conversely a large upswing in green space. This is a dramatic shift between densely packed city fabric and much less dense neighborhood fabric. These neighborhoods are pelage with many decrepit buildings and empty lots. Despite the somewhat dreary state of things, reinvestment in these areas does seem to be occurring. Several developments of single family houses have gone up within the last ten years. Interstate 64 and Interstate 70 are both defining boundaries of St. Louisâ&#x20AC;&#x2122; downtown. I-70 has a somewhat undesirable impact on the downtown fabric as the thoroughfare divides the archway mall from the Jefferson National Memorial Expansion. Although the interstate is recessed into the ground, and pedestrian crossings circulate overtop, the large road still creates a strong perceptual divide between the city

Serra Sculpture Park Jefferson National Expansion Memorial Residential District industrial

Entertainment District Industrial District Business District

industrial

Primary Roads, Buildings, Green Spaces, and Districts

View from Gateway Arch with Grid Overlay

and the park/ riverfront. 64 effectively define a southern edge to the References downtown. Below I-64, the fabric becomes primarily industrial.

1. Wayman, Norbury. “Physical Growth of the City of St. Louis.” St. Louis City Plan Commission. http://www.riverweb.uiuc.edu/NINETEENTH/Archives/ History69/index.html. 2. Williams, Scott. “The St. Louis Cyclone of 1896.” History’s Time Portal to Old St. Louis. http://www.usgennet.org/usa/mo/county/stlouis/cyclone.htm 3. “Eads Bridge.” Bridge Pro. http://bridgepros.com/projects/eads/ 4. Robinson, Dan. “Low Flyover of Downtown’s Westside.” St. Louis Missouri Professional Photography. http://stormhighway.com/stlouisphotos/aerials/ 5.Welcker, F. “The Bridge at St. Louis.” Print Collection. http://www. printcollection.com/print/1099 6. Jubel, Michael. “The Pruitt Igoe Myth.” Covering Media. http://www. coveringmedia.com/movie/2012/01/the-pruitt-igoe-myth.html 7. Munsey and Suppes. “Edward Jones Stadium.” Ballparks. http://football. ballparks.com/NFL/St.LouisRams/index.htm 8. “Gateway Arch.” Next Stop St. Louis. http://www.nextstopstl.org/tag/gatewayarch/ 9. “Wainwright Building.” Twists and Learnings. http://crcleblue.blogspot. com/2011_06_01_archive.html

ST LOUIS _ URBAN FABRIC

The urban fabric of St. Louis is still undergoing a process of flux which is focused on a re-densification the city with new programs and creation stronger connections between the many large parks which characterize the city. Downtown specifically benefits from an Originally settled in 1764, St. Louis grew west from the Misopen plaza providing not only a causeway to the arch, but also as relief from thesouri density ofRiver. the business The district immediately surrounding first roads were oriented to the river, both the plaza. Many of the city’s main thoroughfares surround the area along and perpendicular. very early interventions providing connections of transportation and communication toThese many differentinto nodes ofthe the city.landscape Projecting into theestablished future a new scheme the Jeffersionian Grid that for the Gateway Arch Mall space is being renovated. The city is also structures the citypotentially still today. considering introducing a light rail system connect the downtown urban area to increasingly vacant suburbs which line the periphery of the downtown area. These changes in the cities natural landscape and the technological adaptation to the light rail system will surely be the catalyst for changes in the urban fabric of St. Louis in the decades to come.

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PROGRAM

Kendra Heimes, B.S. Design; Michelle Lindgren, B.S. Design

ABSTRACT: St. Louis program distribution and adjacency creates a hard line effect of flourishing neighborhoods and industries immediately adjacent to areas of disrepair and urban void. The hard line effect is a direct reflection of government policy trends and their redistribution of program. These trends tend to be in direct relation to government policies often dealing with racial implications, and provide virtual walls within the city. These 1 barriers must be addressed and resolved.

France. This purchase was made at the cusp of America’s westward growth. The signing of the Louisiana Purchase was made in St. Louis in 1804 where the Corps of Discovery, led by Meriwether Lewis and William Clark, began their exploration of the wilderness west of the Mississippi. The Missouri Gazette, established in 1808 was also established as a part of the exploration movement, marking one of the first of a blossoming variety of program to be established a few years later.

This act brought large attention to the city, giving St. Louis the opportunity to host both the 1904 World Fair and Olympics. Though the events provided St. Louis with publicity, and over 200,000 visitors Trends of program inactivity and re development have been seen came for the festivities, the events did not come without cost. The throughout the history of the city, defining and slowly altering the city’s diversity and density of retail and business was minute, with urban fabric. St. Louis program distribution and adjacency creates three blacksmiths and only one doctor. Many merchants were a hard line effect of flourishing neighborhoods and industries required to work from their home with inflated pricing plaguing the immediately adjacent to areas of disrepair and urban void. The hard city. The issues were due to excessive travel costs both overland and line effect is a direct reflection of government policy trends and their via boat due to the events hosted in relation to the Olympics and the redistribution of program. Looking at the history of St. Louis, how World’s Fair. The first noteworthy physical extension of the city after various programs developed, and the government policies, which original establishment occurred in 1816. Sprawling out to the west, often informed their growth, studying St. Louis in the city’s current the new development of program provided for larger blocks laid out state become a strong framework to build future program. in a regular grid and wider streets for easier circulation. The city’s effort to expand north came for the need of industrial expansion. History St. Louis was established with a programmatic drive. Pierre Laclede The city’s history of fluctuating between extreme growth and quick established the city as a fur trading post in 1763. With access to the urban decay became a reoccurring trend. A few years after St. Louis’s Mississippi river and all of its tributaries, the city’s central location large expansion, government policies divided the city into three provided for easy expansion and further development. Under both wards, and raising taxes. This act caused large properties owners to French and Spanish rule the city flourished. However, upon US subdivide and sell their large lots and start over. Many times after the domain transfer in 1803 the city had already experienced a lack of city has repeated itself in government policies, directly impacting the 2 growth and activity for thirty years. positive/negative economic situations. Large events, such as the great fire of 1845 were detrimental to the development of St. Louis, and The completion of the Louisiana Purchase marked the opening of created an urban void for many years. However, events such as the America’s Gateway to the West when the land west of the Mississippi invention of the skyscraper put St. Louis into periods of growth and River was purchased from Napoleon Bonaparte, the current king of development.

Industrial

Commercial

Residential

25’ T

’F

LA R-

Civic / Government

- LA

ROA

25’

INDUSTRIAL BLOCK

O- L

ANE

LOCATION: 22ND AND CLARK AVENUE 25’

PLOT AREA: 64,745 SQ. FT. BUILDING AREA: 12,570 SQ. FT

O- L

ANE

-L

ROA

PARKING AREA: 26,539 SQ. FT

ROA

’T

COMMERCIAL BLOCK

- LA

ROA

’T

-L

25’ T

LOCATION: 8TH AND LOCUST STREET

VEGETATION AREA: 25,636 SQ. FT 60’ F E

’F

-L

OUR

- LA

ROA

RESIDENTIAL BLOCK

PLOT AREA: 13,323 SQ. FT.

LOCATION: 20TH AND MADISON

BUILDING AREA: 9,045 SQ. FT

PLOT AREA: 16,263 SQ. FT.

PARKING AREA: 2,598 SQ. FT

BUILDING AREA: 6,222 SQ. FT

VEGETATION AREA: 1,680 SQ. FT

PARKING AREA: 3,291 SQ. FT VEGETATION AREA: 6,750 SQ. FT

CIVIC / GOVERNMENT BLOCK LOCATION: 14TH AND MARKET AVENUE

PLOT AREA: 122,426 SQ. FT. BUILDING AREA: 30,858 SQ. FT PARKING AREA: 44,304 SQ. FT VEGETATION AREA: 47,264 SQ. FT

Aloe Plaza Major Roads Arterial Roads

Memorial Plaza

One- Lane Low Traffic Density One- Lane High Traffic Density

Eternal Flame Park

Plaza Park Road Adjacencies and

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Kaufman Park Poelker Park

Road adjacencies to parks and plazas within the city

Program Development Urban Green space Parks, forests, and green space have played a significant role in the development and organization of St. Louis. The original settlement adopted the concept of common field farming in response to protection from Native American attacks. The long narrow strips became large areas of green space, and the town laid vehicular circulation out based off of the layout of the fields, creating portions of the current patchwork grid, which exists yet today. Grand Prairie Common Field became the foundation of what is now North Grand 3 Boulevard, and being the guiding framework for the grid of the area. The park system officially started in 1844 when Lafayette Park was opened in replacement of the old city commons. Parks became a necessity for a complete urban life and various city commons were subdivided and became established parks and cemeteries. Forest Park came into play in 1872 when Hiram W. Leffingwell Forest Park: Aerial view of the Grand Basin. secured a section of the city, and went through the court systems in order to legally reassign the land. In doing this, 1,000 acres of mostly forested area became the new Forest Park. This park was chosen for the foresting purposes in which the name holds significance, and contains over 1,100 acres of extensive landscape and trees. Extensive reworking was required before the park could be officially opened, delaying the official opening. Forest Park was also considered an outer park at the time due to the fact of location being west of Grand Avenue. Today 4 the public area serves as one of the cityâ&#x20AC;&#x2122;s principle recreation areas. Industrial In 1816 the City of Missouri expanded north for industrial purposes. The new locations provided room for various programs including a series of mills, which provided as a catalyst for new businesses and urban growth. Within the next two years 40 stores, a post office, steam flower mill, three banks, several water mills, and their first brewery and distilleries were established. This development was in direct response to the fur trading industry, which in turn fed back into the success of fur trading on a larger scale. This new accomplishment

Forest Park: Fountain at the bottom of the Grand Basin.

crowned St. Louis as the gateway to the west three years later. The development of the skyscraper became a catalyst for development in downtown St. Louis. The Wainwright building, one of the first steel frame buildings to be erected, was followed by a serious of steel structures infiltrating the downtown in the form of various hotels and office buildings. The central business district was also relocated to the western edge of downtown, transforming once fine buildings into office and industrial work. The old theatrical district of Broadway and Walnut was also overtaken. In time, the once vibrant place for music and the arts became a warehouse district. Though the Olympic theatre closing was a part of the movement, several theatres were created in 6 response to replacing the Olympic monument. Arts District & Education The first church was built in 1776 later becoming the Old Cathedral. The government and city officials were unaware of the lack of program related to the arts and culture until the 1830’s when the city’s population increased bringing in a large variety of ethnicities. With this, a wide range of church types was erected including the Catholic cathedral. St. Louis University was a program established in direct response to the implementation of churches. The library to start the university was donated by a bishop, providing the school system with over 500 books, and an establishment to initiate the program. Areas of needed program were directly related to the arts as well. The city lacked a suitable theater, hotel, park, & public library. Many of these programs were then acknowledged and developed in the coming decade as a reaction to the booming population and public 7 awareness.

Pruitt Igoe Housing Development.

Residential Housing started in the form of individual residences, with stone and timber posts being the main material palette, following the style of the south. The concept for new town in the city implemented the luxury of suburban living with convenience and vitality of the city. Zoning became a main factor in the housing of St. Louis in relation to racial issues. The results of zoning also provided citizens with more desirable options in the suburbs with less desirable options in the city core and high apartment costs leaving many people astray from living 8 in what would be a vibrant city center. By the 1960’s the government, in attempt to stabilize property values and establish large–lot single-family enclaves, a plethora of such prototypes became to rapidly appear. This act was looking toward broader metropolitan goals with the intent of placing industrial program immediately adjacent to residential neighborhoods. The act ended in varying legal challenges and left the area a place of urban despair. Pruitt-Igoe is a perfect example of housing program being implemented as a solution to overcrowding and deterioration, eventually resulting in destruction. This destruction happened at the program scale in 1972. However, the destruction left the entire site to urban decay. Benchmarks The Gateway Arch is the nation’s tallest monument. Anticipation of the monument began thirty years before construction. The birth of the arch was erected in 1963 and completed in just over two years. City civic leaders wanted the monument to be seen as a pivotal development to revive the riverfront and stimulate the economy. The

Pruitt Igoe Housing Development Destruction.

Gateway Arch has received an award for enduring significance. The monument has been declared as “a symbolic bridge between East and West, past and future, engineering and art, which embodies the boundless optimism of a growing nation.”

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Temporary program has also played a role in the development of St. Louis. The St. Louis fair started as a small county fair, but as the town grew into a city, the event evolved into a national exposition, taking up hundreds of acres and drawing guests such as the nation’s presidents and European royalty. These fairs attracted hundreds of people, and 9 many people became residents. City of St. Louis Sustainability Plan, 2012

PRUITT IGOE HOUSING DEVELOPMENT SURROUNDING INDUSTRY

Pruitt Igoe, Low-Income housing, in response to industry.

Social & Government Impact Social impact played a large role in the programmatic layout of St. Louis in the mid 20th century. This division factor still plays a role in some ways today. St. Louis, being a main transportation hub in the United States, became a segregated city, with government policies forcing the African American population to the north. Dividing the city racially created a virtual wall, which became unbreachable, dividing the city and the suburb. At the center of the exclusion effort was a programmatic concern. Local industry escalated to racial based zoning during WWI due to industrial demand for the war effort. In the 1940’s housing and realty became a direct target. Residential zoning followed the same border as industry, enforcing the wall effect. Realtors selling to African Americans outside of provided areas were 10 subject to lose their license. During the 1960’s a concept known as white flight occurred within St. Louis, where many occupants fled to

the suburbs. African Americans also fled the city in retaliation to the Current state segregation. These acts provided for largely abandoned areas in the Today, St. Louis is developed in most of the present city limits. Though north and west, which are still largely in disrepair today. the city faces a current and severe issue of urban blight, this terrible trend is occurring in most large cities across the United States. The The government has always carried a strong role in urban renewal, area right west of downtown, the Mill Creek Urban Renewal project, providing various laws, programs, and procedures to follow. This is is part of a large renewal project. The investment of five billion dollars due to the extremely complex process, which takes place in order for was for the center of the city to reestablish downtown as the heart and an urban renewal project to be implemented. Not only are the finding soul of St. Louis. and clearing of land important, but the thought of urban growth and community needs to be addressed as well. St. Louis has had a history of This movement is in reaction to the large slum area, replacing vacant having private property owners seeking out the government help and lots with program such as housing, industrial parks, commercial causing for an unorganized overlapping of program in redevelopment facilities and the expansion of the St. Louis University. Various other spaces. Redevelopment interests have also had a history of being renewal projects are currently happening as well, all in attempt to developed based off of a variety of laws, most of which are enacted to revive the once thriving city, which is now down trodden. try and counter the failures of the previous law.

Zones 1 2 3 4

Commercial Residential Civic / Government Industrial

Average Block Values $0

$500,000

$30,400,000

Price based on property data. Average block value is calculated for the year 2012. Data Sources: Property Shark | www.propertyshark.com

Average block values across the downtown area of St. Louis

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INFORMATION INFORMATIO INFO OV

MORE DENSE MORE DENSEMORE DE

FOOD FOOD / DRINK FOOD / DRINK AND / DRINK AND RETAIL RETAIL AND RETAIL

OFFICE OFFICE AND OFFICE AND PARKPARK AND PARK

Program adjacencies centered on Washington Avenue

HOUSING HOUSING DENSITY HOUSING DENSITY DENSITY

FOODFOOD / DRINK /FOOD DRINK DENSITY / DENSITY DRINK DENSITY

INFORMATION OVERLAY

Program density overlay, Washington Avenue redevelopment area.

The non-white population also plays a role in providing the city with a negative light. A radical shift in location of varying ethnicities was greatly altered by a shift of large numbers of rural areas. Many middle class white residents move out to the suburb, leaving the city vacant. MORE DENSEpopulation, tax funds grow ever LESS DENSEless VACANT VACANT DENSITY VACANT DENSITY DENSITY RETAIL RETAIL DENSITY RETAIL DENSITY DENSITY With a smaller smaller, leaving 11 opportunity to fix the state of repair. In response, St. Louis’s Urban Plan of Sustainability wants to harness the strength and spirit of a diverse community to create an economically, socially and ecologically vibrant city for present and future generations. This environment will serve not only the community of people but the city’s historic landscape. Program can be seen being implemented within the cityscape in various locations and cross-referencing program with place. Most of the development projects have already received either funding or incentives from the City to assist in the development of the city core. Sites such as Washington Avenue have development projects planned

for commercial along with residential. Here, residential units will be rehabbed from a vacant warehouse building while retail occupies the main floor. The 14th St. Mall area is another example of harsh urban blight being revitalized. Building rehabilitation of historic buildings has already taken place. The continued repair and reprogramming of this area is currently taking place. The finished product will result in 42 affordable apartments, 38 market rate apartments and 33,000 sq. ft. 12 of commercial space. Forest Park area is also receiving renovations, with a 200,000 sq. ft. expansion to the St. Louis Art Museum. All such projects are areas where urban blight made the area one of avoidance, OFFICE OFFICE DENSITY OFFICE DENSITY DENSITY where now people radiate toward the locations. St. Louis program distribution and adjacency creates a hard line effect of flourishing neighborhoods and industries immediately adjacent to areas of disrepair and urban void. The hard line effect is a direct reflection of government policy trends and their redistribution of program. These trends tend to be in direct relation to government policies often dealing with racial implications, and provide virtual walls within the city. These barriers must be addressed and resolved. Viewing and understanding various situations in the urban fabric where the program distribution is successful and comparing the location to areas of urban blight sets up a framework for direction on PARK DENSITY PARK DENSITY PARK DENSITY completing a successful urban strategy within the renewal movement in the future.

SITESITE AS

Redeveloped park on Washington Avenue.

Redeveloped building on Washington Avenue- Residential & Retail.

Urban Blight-Hard edge effect along Washington Avenue.

References

Mapping Decline: St. Louis and the American City” Colin Gordin, University of Iowa, accessed February 7, 2013, http://mappingdecline.lib.uiowa.edu/map/. 9 St. Louis Planning Commission, “Physical growth of the City of St. Louis,” 10.

“Mapping Decline: St. Louis and the American City” Colin Gordin, University of Iowa, accessed February 7, 2013, http://mappingdecline.lib.uiowa.edu/map/. 2 St. Louis Planning Commission, “Physical growth of the City of St. Louis,” 4. 3 Ibid., 3. 4 Ibid., 11. 5 Ibid., 5. 6 Ibid., 14. 7 Ibid., 6.

Mapping Decline: St. Louis and the American City” Colin Gordin, University of Iowa, accessed February 7, 2013, http://mappingdecline.lib.uiowa.edu/map/. 11 St. Louis Planning Commission, “Physical growth of the City of St. Louis,” 18. 12 “Development Activity,” The City of St. Louis Missouri, Accessed March 3, 2013, http://stlouis-mo.gov/government/departments/sldc/developemnt-activity. cfm?DevProjectID=431.

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Matthew Elsom, B.S. Design; Alec Saline, B.S. Design

ABSTRACT: The City of St. Louis was built upon industry, thanks largely to circulation routes along the Missouri river. Along the riverbanks heavy industry was established, creating a dense urban core directly to the west. As the United States shifted from a product-based industry to a service-based one, the city moved farther west away from the industrial spine. The current urban condition is one of sparse population, urban decay, and crime. However, there are new opportunities in the city center. According to a recent survey two of St. Louis’ top ten employers are within city limits. These two employers are some of the city’s youngest, and perhaps marks a trend for urban revitalization.

One may make the argument St. Louis owes everything to the Missouri river, and the trade which the river brought in. Navigable access to the country’s interior from the east would become a driving force in the creation of the city; which was once nothing more than a French outpost. From outpost to trade-post, trade-post to village, and village to city, one is able to map the hand of industry as it defined the culture and resultant civilization of the area. One thing which never changed, however, was the need to move goods from city to city. As the United States moved westward St. Louis found itself in the center of a country fueled by goods. The Missouri river was the spine, and St. Louis the heart.

the decades of 1830 and 1850 the population of St. Louis increased by over 70,000 citizens, an impressive statistic considering that the 1830 population was a meager 5,000 citizens.1 With more people migrating to the city businesses began to appear, and trading was no longer the main proprietor of economy. Mining became a viable industry in the region and when the railroad was introduced to St. Louis in 1852 the St. Louis Mineral Railroad Co. was one of the first industries to make use of the new corridor.2 The railroad was perhaps the singlemost important development the city experienced industrially, a feat which would have been much more difficult had the city not been located along the banks of the Missouri river. The riverbanks made completion of the railroad system feasible and soon St. Louis was on the forefront of the west.

The uniqueness of St. Louis’ situation near the river allowed for costeffective implementation of the railroad system, something which was much more difficult in the increasingly-crowded east. Since the railroad was readily installed, freight-rates for Missouri were nearly half of those in New York. For this reason distributors began flocking to St. Louis.3 Around this time St. Louis made the shift from trade-city to manufacturing city, encouraged by convenient access to both water and rail corridors. This period signified the largest migration the city experienced and from 1850 to 1865 the city grew to a population of 310, 864 citizens.4 In 1871 the St. Louis and Southeastern Railroad was built and trade with the Great Lakes flourished.5 As railroad traffic increased, quicker routes were sought after and 1874 saw the The earliest industry in St. Louis was fur trade; and the city became completion of Eads Bridge; the first arched steel truss bridge in the an epicenter for the practice. Trappers would take furs from the outer territories into St. Louis to be shipped back east via the Missouri river. world. With convenient rail access heavy industry such as ironworks In the following decades America grew, as did her technology and and steel mills began appearing on the shoreline. By 1880 St. Louis hunger for trade. By the early 1800s steamboats were venturing up had a blast furnace capacity of 281,500 tons and was competing to St. Louis from New Orleans; a motion which created significant with industry giants up north in Chicago. As heavy industry grew trade-ties to the well-established cities in the east. These water routes in St. Louis, previous industries such as sugar refining, sawmills, still served the main industry of trapping, but what they brought with and meat packaging dwindled. Even St. Louis’ 6largest industry, flour them is more important than the goods they took back. With easier milling, began to disappear in the late 1800s. St. Louis’ reputation means of access the city of St. Louis began to grow rapidly. Between grew alongside industry and soon the city was competing with the

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Population density 1950 (peak city population: 856,796)

Population density 2010 (current city population: 318,069)

likes of New York and Chicago. Though St. Louis did not have the manufacturing capabilities of Chicago and the Great Lakes region, the location of the city made up for the difference. At the turn of the century recognition was abundant for the city St. Louis and the new epoch was ushered in by a state fair and economic growth.

lived. These revolutions were primarily in the field of propulsion of the streetcars, and by the 1890s most streetcars were electrically powered. These new lines were cheap and efficient, carrying “passengers from downtown to city limits” in under an hour “for a fare of five cents.”9 Most busy lines ran east-west, in accordance to the developing residential areas. During the days in which the streetcar was popular most areas of downtown were easily reachable by the majority of the population. Edge cities were also easily accessible via inter-urban railway. One could reach any in as little as 30 minutes. By 1910 the evolution from horse-drawn carriage to electric streetcar was complete.

With low freight rates, St. Louis became a hub for warehousing, in addition to the already present industrial riverfront. The largest warehouse of the time, Cupples Station, was erected in early 1900 and boasted two million square feet of leasable warehouse capacity.7 One of the companies that utilized Cupples Station was International Shoe Company, a leathercraft manufacturer which dominated St. Louis’ remaining light-industry. International Shoe Co. opened its doors in 1911, producing 6.4 million pairs of shoes and bringing in 20 million dollars of revenue. The location of St. Louis brought fruition to the leather industry, as it had for many others, and by 1941, a mere 30 years later, the company was producing 56.6 million pairs of shoes and bringing in a net-sales figure of 116.5 million dollars.8 This revenue boost was thanks largely to military contracts during World War II. A few years later International Shoe Company moved out of St. Louis, dispersing to small factories across Missouri, Illinois, and Arkansas. Mechanization of production decreased the required labor force and by moving to small towns the shoe company did not have to contend with unions. By moving the company was able to decrease wages by 40%.

Having a tightly interconnected system of public transit had many benefits for the economy inside of the downtown area. Streetcars promoted a denser residential organization, since being near these lines was considered preferable and convenient. New lines were quickly followed by an increased amount of activity and development in that area. Employers also benefited from this network in regards to the availability of employees to travel. Employers now had a larger and more diverse labor pool from which to hire.

Although the street car unified and shortened travel across St. Louis, it had unwanted implications in the realm of social stratification. The streetcar began the movement of suburbanization. Wealthier citizens were able to leave an older city center for new “streetcar suburbs” that provided privacy and yet a close connection with the city. Before The late nineteenth century also saw growth and development of this movement started, the concentration of rich and poor lead to the city’s rapid transit system alongside industry. New technologies a tax base that created quality urban spaces. With this separation, a revolutionized horse drawn streetcars and transformed the nature of snowballing movement of sprawl was created. the St. Louis’ industries: who they could hire, and where employees

Although the auto industry went nearly dormant during the depression years, the St. Louis area welcomed another type of technological innovation. The invention of the airplane would soon reshape industry in the city of St. Louis. The city hosted its first heavier-than-air flight in 1909, and shortly after an air field was constructed near present-day Lambert Field. Like the automobile, there were many short lived attempts at aircraft manufacturing and production but the McDonnell Aircraft Corporation would put St. Louis on the map as a leader in aviation technology. This began when young flight enthusiast Jim McDonnell left his position at the Glen L. Martin Aircraft Company to start his own near Lambert Field in 1939. What started as an operation of 15 grew to 5,000 by the end of WWII. The area surrounding the field did not likely see any growth as a result from the company in the postwar period however, as the shortage in demand called for layoffs within the operation. When demand for new aircraft development did resume it was nearly a decade later, sparked by the Korean War. Undoubtedly the demand for aircraft development only exacerbated the trend of moving out of the city center and into the periphery.

a Are tria l dus z In ere eP er d Riv

However, St. Louis’ local automobile industry was short lived as previously mentioned. All of the producers were focused on high quality and small volume, and as larger automakers were able to refine their streamlined assembly line process, these smaller producers could not compete. St. Louis’ automobile companies were better describes as “assemblers” rather than “manufacturers.” A good embodiment of this concept was the business model of the St. Louis Automobile and Supply Company. From their catalogue one could order the modern day equivalent to a kit car which included all of the necessary components to assemble an automobile.

rea trial A Indus dway Broa

This movement outward is also credited to the automobile, which would eventually replace the street car. Despite these trends, the automobile industry created many positives for the city. The predepression era saw many entrepreneurs enter this new field, with St. Louis being a center for many start-up companies. This was due to St. Louis already being an established transportation hub. Assembly in the city made logistical sense as goods and parts were already entering the city. This made a selection of parts and goods readily available for assembly. Shipping vehicles out was also inexpensive via the railroad system. Before the great depression wiped out 200 automakers nationwide and consolidated the industry, St. Louis was known as home to the “big three” auto manufacturers. These “big three” were companies that had previously produced horse drawn buggies and later transitioned into the automobile industry.

Interstate Industrial rail River traffic

Primary circulation and industrial zones

into the city center looking for jobs and as wealthier citizens moved to new suburbs outside of the city center, poorer families were crammed into urban housing. The slum problem escalated quickly due to realtors’ business practices creating social stratification. The problem got out of hand leading some to believe government housing to be the only way out, but this only further developed segregation. Tactics were put in place to “prevent negro de-concentration.”10 The Pruitt Igoe public housing soon became a victim of government neglect and a product of bad policy which perpetuated the perception of a crime ridden, unstable St. Louis center.

Despite these trends, markings of strong industrial growth from the pre-WWII era was still evident. One such example is GM’s north side plant, located near the intersection of Union Boulevard and Natural Bridge. This plant peaked in employment around the late 1970s. But the next decade saw production dwindle as foreign automakers had a growing share of the market. Sub-standard working conditions also brought employee sabotage that lead to the closing of the plant in Also spurring this movement outward was long standing social 1983. divisions, both of race and economic status. The areas within St. Louis saw a large population of farmers from the rural south forced out of Looking to the future economic status of St. Louis, one can see the small farms and properties by competition. The farmers immigrated possibility of growth. As the United States entered the 21st century they

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The connectedness of downtown space provides a unique opportunity for a new kind of industry, one which does not rely on railroads or water-routes. Vacated buildings prove useful as business incubators; small offices catering toward start-up companies, a growing trend in city cores. Business incubators stand in contrast to business parks, a product of urban sprawl, since they are readily retrofitted into existing buildings, a commodity St. Louis has in abundance.11

Emerging businesses need space in which to grow and collaborate, especially technology companies, where human interaction and I G brainstorming is a crucial component on the process.12 These C businesses are drawn to versatile spaces with low rent and overhead J costs. The versatility is often easily found since most tech start-ups E require little equipment, but the low rent aspect brings a unique D opportunity to the Midwest. The nature of tech companies allows for flexible work spaces: international conference calls can take place in any office, and a file can just as easily be emailed across the country. F This has encouraged many start-up companies to migrate to the Midwest where the cost of living is lower than coastal cities. This has lead to the growth of a region many are calling the “Silicon Prairie.”13 The Silicon Prairie is bounded roughly between Nebraska and Illinois, and south to Texas, and is comprised of many metropolitan hubs. This A Emerson 127,700 scenario provides hope for St. Louis’ abandoned buildings, left behind B Monsanto Co. 21,400 by large industries which required more space. The program of these Pruitt-Igoe C Energizer Holdings Inc. 21,100 D Amdocs Limited 19,500 buildings would require little change, and tenants would ideally be E Charter Communications Inc. 16,600 McDonnell Douglas able to move in quickly and in a cost-effective manner. Perhaps St. F Panera Bread Co. 15,900 G Viasystems Group Inc. 14,800 Louis could adopt the Silicon Prairie idea and find a way to rejuvenate H Express Scripts Inc. 13,100 Chevrolet plant the downtown core in a way of mutual benefit. In 2005 incubation I Brown Shoe Co. 12,100 J Railcorp Holdings Inc 10,800 programs in North America assisted over 27,000 start-up companies, which took in over $1.7 billion in revenue that year.14 The results Location of top 10 local employers Notable landmarks are staggering, and the revenue impressive. City Louis has all the necessary provisions to incubate such start-ups, and could use the did so as a service-based country, no longer product-based. As jobs income these companies generate. St. Louis is in a position to leverage went overseas the automobile took people away from urban centers. itself to a new industry and create a situation of mutual benefit. The sprawl offered room to grow and pulled away both baby-boomers and corporations. The region around St. Louis offered inexpensive land The city of St. Louis was founded around heavy industry fed by the and room to grow and with the workforce now commuting, existing Missouri river and grew into a bustling city center in the mid 1800s, in the sprawl was no longer a problem of logistics. A 2010 survey of rivaling such hubs as Chicago and New York. Industries such as St. Louis’ top employers showed the majority of old companies had brewing, steel mills, chemicals, and auto and aircraft manufacturing moved from the urban core into the metropolitan area. Of the top ten kept the city alive throughout the years, providing residents with jobs employers, only two were situated within city limits, and interestingly, and the city with a taxable base. As the United States shifted industries they are two of the youngest in the top ten. Brown Shoe Company, jobs moved overseas and St. Louis found itself heavily affected, among founded in 1875 and the oldest company on the top ten, moved out other reasons. However, the emergence of tech-based industry in the of the city in recent years. The top ranked employer Emerson, almost Midwest may prove to be the life-line St. Louis needs. Creating a city as old as Brown Shoe Co., moved out of the city limits at some time that embraces start-up companies would potentially provide the city in the past few decades. As social borders are broken down over time, with new jobs, and give employers a reason to return to the urban one can hope that a trend of newer companies locating on the city core. center can begin to reverse to trend of population growth as people see the benefits of living in a highly connected area.

References Vexler, Robert. St. Louis: A Chronological & Documentary History. New York City: Oceana Publications, INC., 1974. pg 6.

Vexler, pg 12.

U.S. Department of Commerce. Economic Development Program: St. Louis. Palo Alto: Management & Economics Research Incorporated, 1968. pg 23.

Lipsitz, George. The Sidewalks of St. Louis. Columbia: University of Missouri Press, 1991. pg 116.

Friedrichs, Chad. The Pruitt-Igoe Myth, 2011.

Strauss, Steven. “Business Incubator Can Mean A Faster Start For Your Startup.” Usa Today. May 9, 2011. http://usatoday30.usatoday.com/money/ smallbusiness/columnist/strauss/2011-05-08-business-incubator_n.htm (accessed March 4, 2013).

Vexler, pg 23.

Ibid., pg 28.

U.S. Department of Commerce, pg 30.

Ibid., pg 27.

Ibid.

Rubin, Josh. “Techies Reject Coasts For ‘Silicon Prairie’.” CNN.com. July 18, 2010. http://www.cnn.com/2010/TECH/innovation/07/16/silicon.prairie/ (accessed March 4, 2013). Knopp, Linda. State of the Business Incubation Industry. Athens: National Business Incubation Association, 2006.

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FOOD

Alvan-Bidal Sanchez, B.S. Design; Gregory Schepler, B.S. Design

ABSTRACT: Large cities have always had a close connection between the development of urban space and agricultural land. As St. Louis has developed the city has eaten up the agricultural land which used to feed the population. This has made St. Louis dependent on produce from large distribution centers. Now, with an increased awareness of nutrition and sustainability, urban farming has become a way of not only using declining inner-city space more effectively but also offsetting the external dependence on food processing centers. While there have been several rises and falls of urban farming in the past, the belief is urban farming is now here to stay due to cultural shifts that have begun in the United States and the recognition of the benefits to cities like St. Louis. “This settlement will become one of the finest cities in America.”Pierre Laclede Liguest St. Louis’ form and development through the last two centuries has been intimately tied to the growth and changes in the agriculture processes servicing the city, surrounding areas, and the nation. The shift from agriculture as a family enterprise to a mechanized industrial process has further changed the form of the city, altering concepts such as city and country and blurring the boundary between each. Initially scouted in 1763 as a post for fur trading, St. Louis’ central location determined the city’s future development and growth. Auguste Chouteau and a band 30 men cleared the site in February of 1764 and erected a variety of structures dedicated to the fur trade, as well as laying out areas for future development. While farming played an important role in the history of St. Louis, fur trading remained the lucrative business venture in the region. St. Louis remained a post until the transfer of the territory east of the Mississippi River from France to Great Britain. The transfer resulted in the abandonment of numerous towns along the east bank, whose populations migrated to St. Louis.4

St. Louis was located along the river due to geological features of the area, planned in the traditional French town system, a large tract of land subdivided into squares owned by habitants. The Commons, fields for livestock grazing, were set aside to the southwest of the city, further town expansion necessitated the enlargement of the Commons in the same southwest direction. In addition to the Commons, Common Fields were set aside for the cultivation of land on the outskirts of the settlement. Arranged in long rows, the fields followed the curve of the river and the natural ridges surrounding the area. Divided into farms, the rows were around 1-2 arpents wide (192-384 feet) and 40 arpents deep (7,700 feet). The organization of these cultivation fields mirrors development in other French colonies of the New World situated along river frontage. (See Figure 1) The narrowness of the fields allowed for river access for each settler family and protection against Indian attacks. Future development of the city resulted in more fields located past the former fields, so by 1770 the area of the secondary tracts of land roughly equaled twenty-five square miles.4 As the city grew through the decades, new streets were laid over the common fields, resulting in the patchwork of street grids seen today. Due to the lack of royal grants for land ownership at the time of the transfer of the Louisiana Territory to the United States, 1803, the US Government canceled numerous land grants if the residents could not prove ownership or cultivation. Merchant areas in the town were sparse and the goods provided were expensive because of travel requirements, overland or up river prior to steamboat. Coffee and sugar for example cost $2.00/lb. With the invention and proliferation of the steamboat in 1817, river traffic was opened up to a greater extent.4 St. Louis became the most important city for hundreds of miles, and the trade circle included military installations as far west as Council Bluffs along the Missouri River and as far north as Saint Peters along the Upper Mississippi River. Most supplies for forts, posts, and villages west of the Mississippi were delivered to St. Louis, or passed through the city. The golden age of river transport in the

ST. LOUIS’S HISTORICAL ROLE AS A NATIONAL HUB OF TRANSPORTATION HAS LED TO THE DEVELOPMENT OF INTERMODAL TRANSPORT, ALLOWING PRODUCT TO REACH 90% OF THE US IN 24 HOURS.

ST LOUIS’ PORT AVERAGES 31 MILLION SHORT TONS OF FREIGHT TRAFFIC PROVIDING ACCESS TO INDUSTRIAL CENTERS IN 15 STATES

SUPPLIER

MANUFACTURER

ST LOUIS IS ONE OF THE NATIONS LARGEST RAIL CENTERS, AND IS HOME TO SIX CLASS I RAILROADS: BNSF CANADIAN NATIONAL RAILWAY CSX KANSAS CITY SOUTHERN NORFOLK SOUTHERN UNION PACIFIC

DISTRIBUTOR

ST LOUIS IS SERVED BY 4 MAJOR INTERSTATES: I-44 I-55 I-64 I-70

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CONSUMER

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Figure 1: Aerial image of surviving French arpents in southern Louisiana.

1850â&#x20AC;&#x2122;s lulled the city into a false sense of security concerning river transport and the new mode of transport, the railroad. By 1860, St. Louis had stuck to river transport and had barely added rail lines to augment trade; Chicago had surpassed the city in both rail mileage and rail companies. St. Louisâ&#x20AC;&#x2122; role as the major hub for transportation east-west did not come about until the end of the Civil War, when interests in St. Louis saw the need to augment the north-south trade of the river with rail lines extending east and west.2

FORTS ST. LOUIS

St. Louis, as all major areas of the U.S., experienced a significant shift in the rural-to-urban population in the mid twentieth century. The post World War II era saw the transition of farming from a familial livelihood process, to a large scale mechanized form of production. This transition shrunk the farm population ten fold and the number of farms declined by half, however at the same time average farm acreage doubled and farm profits increased six fold.13 The farther from the city a farm is, the more likely the farm is to be a large mechanized farm industry, while the opposite is true the closer farms are to the city. The establishment of numerous independent municipalities west of St. Louis city caused agriculture development for the area to be organized north of the Missouri River and I-70, as well as northwest of the city in Illinois as those cities developed to encompass the majority of St. Louis County. Prior to the development of industrial agriculture, when farming remained a familial occupation, the concept of the city and country were distinct and separate, acting as poles on the spectrum of Figure 2: St. Louis & the extent of her military trade circle.

development. The industrial revolution and the mass exodus of citizens towards cities resulted in the development of the concept of “agrarian urbanism.” Agrarian urbanism offered an approach to the massive growth and density of the industrial cities in contrast to the subsistence farming practiced on the periphery. Agrarian urbanism’s approach continued the process of decentralization of cities begun with Henry Ford’s model of industrial process. The traditional figure-ground relationship of the dense older city gave way to the field condition of suburban productive landscape. This resulted in a blurring of the concepts of city and country and a rethinking of the form urban development should take.9

The interaction between what is urban and what is agriculture has continued to fluctuate and change as cities and the nation have gone through economic ups and downs. One of the major interactions coming in and out of fashion over the years is the use of urban farming and community gardens in the interiors of cities. The use of community gardens in the United States is traceable to Detroit. During the 1893 Depression, the unemployment rate of Detroit was over ten percent. In response to this, the Mayor of Detroit started a program of community gardens in an attempt to provide food for the needy. This program took advantage of vacant land and converted into gardens which would produce food for the unemployed called “Pingree Potato Patches.”10 The cities of Chicago, Providence, Boston and Buffalo followed suit the following year. These programs died

REGIONAL FOOD HUBS (W/ 100 MILE DISTANCE) REFUGEE URBAN FARMING

Figure 3: Distribution of Regional Food Hubs in relation to Refugee Farming Projects.

out, however, when the economy improved and the value of the lands went back up causing new development. This pattern of rises and falls of urban farming continued over the next century during economic swings. These included World War I, World War II, and the oil scare in the 1970s.

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The latest rise of urban farming started in the mid- to late-90s and was intensified by the recent recession. This has caused a big boom in the awareness of urban farming as a possible solution to dying inner cities, like the situations found in Detroit, Milwaukee, and St. Louis. There are criticisms of this idea; however, saying this is just another trend. It is argued these urban farms will not be long lived either, because once the value of the land goes up, the land will become redeveloped. The current supporters of urban farming counter those claims by pointing out the benefits of urban farming have become more apparent in recent years, as well as the educational and cultural influence behind the current movement. Some say urban agriculture is not meant to be a permanent solution, such as John E. Mogk of Wayne State University in Detroit who specializes in land use and urban development law. In regards to urban agriculture bringing a city back the former economic glory of the city, he says, “You’d have to be an idiot to think it would. That’s not the point. The point is, can agriculture provide at least some kind of interim use [of] what is now unproductive land?”11 This is just one of the many benefits urban agriculture can bring to a city such as St. Louis. Like Detroit and Milwaukee, St. Louis has large tracts of vacant land. These parcels of land are currently sitting unused and the city is unable to collect any taxes off of the land. There are also roads and other public utilities serving all these parcels which take away from tax money which could be used in other areas of the city. In the case of Philadelphia’s vacant neighborhoods, vacant land is estimated to costs the city $20 million a year to maintain those portions of the city while they lose $2 million in taxes.11 This is an issue especially relevant to St. Louis as they are unable to annex any land outside of the current city limits. Most of the upper-class living in the St. Louis Metropolitan area lives in the suburbs outside the city limits. Allowing the land to be farmed can create a tax base which can then help provide an income off the land which, though minimal, is better than no taxes. Even if minimal to no taxes are collected on urban farm land, the idea is urban agriculture will take maintenance of the land away from the city and put the land’s care back in the hands of the public. Another benefit of urban farming comes in the increase of land values. Vacant properties drive down the prices of neighboring lots as they are often maintained poorly. A 2009 study in Philadelphia estimated the vacant properties in Philadelphia were costing property owners $3.6 billion in lost value.11 Urban farming and community gardens help offset this. A study of community gardens in St. Louis over

REGIONAL 100 MILES (LOCAL) ST. LOUIS

Figure 4: Public perceptions of “local” food product.

ST. LOUIS CITY ST. LOUIS COUNTY FARMERS MARKET

Figure 5: Fresh produce availability in St. Louis City & St. Louis County.

time showed they increased not only the land value of surrounding properties, but was also linked with an increase in owner occupancy and household income when compared to the rest of the city.10 A similar study in New York City found sale prices of homes within 1000 feet of a community garden were positively affected and the impacts increased over time. The greatest effects were seen in the most economically disadvantaged neighborhoods.10 Community gardens and urban farming create a greater sense of community and increase the nutritional levels of the individuals in the community. Community gardens can improve mental health and act as a source of stress reduction. The organization and development of community gardens help improve the social networks and organizational ability of low-income neighborhoods. The gardens act to provide of sense of community pride. This comes from the aesthetic benefits of the garden as well as the pride from the community participating in the upkeep of the garden. The farms

and gardens also provide an educational opportunity and job skills training for the community and immigrants.10 St. Louis has a large immigrant refugee population and has already begun to implement urban farming programs through the International Institute to teach the immigrants how to use the farming skills they learned in their home nation in the United States. The use of vacant land to grow food also offers other environmental and economic benefits including improved air quality, and revitalized brownfield sites, improved urban biodiversity, and vibrant green spaces.10 Urban farms and community gardens also help lower building energy costs when implemented in rooftop gardens. Chicago has promoted green roofs since the late 90s for this reason, as well as reducing the cityâ&#x20AC;&#x2122;s heat island effect. On roofs the biomass of the plants adds an extra layer of insulation from the heat of the sun. In general, temperatures are lowered by the shade from the plants as well as the plants reflecting heat away and cooling the surrounding

Figure 6: An example of a farmers market supplied through a refugee farming project in Palmer, Alaska. (http://thepanamerican.blogspot.com/2010/09/alaska-farmers-market-fresh.html)

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Figures 8: An example of a Community Garden in Philadelphia, Pennsylvania. (http://futurehousefarm.blogspot.com/2010/07/philly-community-gardens-andsome.html)

air through evapotranspiration.10 The use of urban farms and gardens also reduce the amount of storm water runoff by absorbing the rain water into the ground verses the rain running into the storm water system.

Figures 7: Urban Farming example in Detroit, Michigan on Meldrum Street. (http://myamericanodyssey.com/digging-detroit/)

begun to advertise using fresh locally grown produce which has spiked popularity in local produce. More Farmers markets have also begun to pop up in cities as a result, which has also caused more individuals to become interested in urban farming and has increased the demand for both local crops and farmers markets. Educational institutes have also shown an increased interest in community gardens and farming. As a result, kids participate in the gardens are more likely to try the food they helped grow and as a result eat healthier.12

Another form of reduced energy consumption comes from the reduced distance to transport food to the retailer and consumer. This is one of the main reasons local retailers as well as big box stores, such as Wal-Mart, have begun to carry more local produce. There has also begun to be a greater demand for locally grown food from Large cities have always had a close connection between the consumers in an effort to support their local economies and to development of urban space and agricultural land. The development promote sustainability.14 of St. Louis has eaten up the agricultural land which used to feed the city. This process, along with the development of eased shipping This culture wide emphasis on sustainability is one of the main reasons processes, has made St. Louis dependent on produce from large the proponents of the current wave of urban farming think itâ&#x20AC;&#x2122;s around distribution centers. Now, with an increased awareness of nutrition to stay. Our culture has recently become re-aware of where our food and sustainability, urban farming has become a way of not only is coming from and the fact our food is mostly processed by a few using declining inner-city space more effectively but also offsetting major corporations through recent food health scares. A shift of view the external dependence on food processing centers. While several has occurred where individuals have begun to feel our cities should rises and falls of urban farming have occurred in the past, the belief is not mindlessly consume and should be partly self-sustaining.12 As of a urban farming is now here to stay because of the cultural shift which 2009 study, the urban farms and community gardens in Detroit were has begun in the United States. Urban farming has many community producing over 163 tons of produce.10 Restaurants and chefs have and health benefits and can help turn around inner-city St. Louis.

Figures 9: Vancant land use available for community gardens.

Figures 10: Conversion of space from one program to another.

1. Davis, Ronald L. F. “Community and Conflict in Pioneer Saint Louis, Missouri.” The Western Historical Quarterly 10 (1979): 337-355.

8. Terreri, April. “Not Using Rail? Maybe You Should.” Food Logistics, March 13, 2011. Accessed February 10 2013. http://www.foodlogistics.com/ article/10239432/not-using-rail-maybe-you-should

2. Lemly, James H. “The Mississippi River: St. Louis’ Friend or Foe.” The Business History Review 39 (1965): 7-15. 3. St. Louis Regional Chamber. “Transportation Advantages.” Accessed February 17, 2013. http://www.stlrcga.org/x523.xml?ss=print 4. St. Louis City Plan Commission. “Physical Growth of the City of St. Louis.” Accessed February 4, 2013. http://www.riverweb.uiuc.edu/NINETEENTH/ Archives/History69/index.html 5. GRACE. “Local and Regional Food Systems.” Accessed February 10, 2013. http://www.gracelinks.org/254/local-regional-food-systems 6. Brown, Patricia Leigh. “When the Uprooted Put Down Roots.” The New York Times, October 9, 2011. Accessed February 10, 2013. http://www. nytimes.com/2011/10/10/us/refugees-in-united-states-take-up-farming. html?pagewanted=1&_r=1& 7. Office of Refugee Resettlement. “Refugee Agricultural Partnership Program.” Last Modified September 27, 2012. http://www.acf.hhs.gov/programs/orr/ resource/refugee-agricultural-partnership-program

9. The Design Observer Group. “Notes Towards A History of Agrarian Urbanism.” Las Modified November 4, 2010, http://places.designobserver.com/ feature/notes-toward-a-history-of-agrarian-urbanism/15518/ 10. Michail Broadway, “Growing Urban Agriculture in North American Cities: The Example of Milwaukee,” FOCUS on Geography 52, no.3 (2009): 23-30. 11. Kristin Choo, “Plowing Over: Can Urban Farming Save Detroit and Other Declining Cities? Will the Law Allow It?” ABA Journal, August 1, 2011, http:// www.abajournal.com/magazine/article/plowing_over_can_urban_farming_ save_detroit_and_other_declining_cities_will. 12. David Hanson and Edwin Marty, Breaking Through Concrete: Building an Urban Farm Revival. Berkeley: University of California Press, 2012. 13. Lobao, Linda & Meyer, Katherine. “The Great Agricultural Transition: Crisis, Change, and Social Consequences of Twentieth Century US Farming.” Annual Review of Sociology 27 (2001): 103-124 14. Walmart. “Environmental Sustainability.” Accessed February 24, 2013. http://corporate.walmart.com/global-responsibility/environment-sustainability

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FOOD, MOVEMENT and PROGRAM

Kendra Heimes, B.S. Design; Michelle Lindgren, B.S. Design; Matthew Kreutzer, B.S. Design; Autumn Neujahr, B.S. Design; Alvan-Bidal Sanchez, B.S. Design ABSTRACT: St. Louis has been plagued with many problems of deteriorating urbanism throughout the years. When addressing issues such as program, food, and movement individually, solutions have the potential to be vague and superficial. When combining issues of the urban environment and looking at areas of overlap, the solution of urban farming provides the answer to multiple issues and creates a seamless fabric to travel through.

residential district for African Americans after government policy made it impossible for African Americans to move past a virtual wall into southern St. Louis. This government action caused program to suffer in large areas of St. Louis. Making it illegal for realtors to sell houses based upon race left large areas of the city to become areas of disuse and abandonment. Program became the center of the exclusion effort. Local industry escalated to racial based zoning during WWI due to industrial demand for the war effort.

The cityâ&#x20AC;&#x2122;s history of fluctuating between extreme growth and quick urban decay became a reoccurring trend. A few years after St. Louisâ&#x20AC;&#x2122;s large expansion, government policies divided the city into three wards, providing for a long lasting set of hard line conditions for the city to The hard-edge condition of St. Louis is a reoccurring phenomenon try and overcome. Natural disasters, such as the great fire of 1845 also that often follows program placement. This condition often leaves played and unintentional role in the displacement of program and vast areas of urban void within the dense fabric of the city. The additional urban void as well. Today, St. Louis is developed in most of implementation of agriculture in the form of urban farming provides the present city limits. Though the city faces a current and severe issue a potential health solution to the hard edge conditions of St. Louis of urban blight, this terrible trend is occurring in most large cities while simultaneously helping to revive dying communities. The act across the United States. of implementing urban farms addresses issues of transportation and provides opportunities to fix poor road conditions, as well as open the As St. Louis grew, it lost vast amounts of valuable farmland that city for better circulation opportunities. Urban farming also addresses originally supported the growing number of residents within the city. issues of program through the opportunities it provides to fill urban Originally, the farmland district was immediately adjacent to the city void with new infrastructure while calling need for supporting center, placing it right outside of the central focus of the cities events. program within the surrounding area to revitalize communities and This provided for the transportation of food to be acknowledged as insignificant, due to the ease in which food could reach the consumer. erase the hard edges that are the current condition of the city. As the city grew, the distance food traveled to reach its destiny St. Louis is currently facing issues in relation to program. St. Louis increased as well. Today, St. Louis is dependent on produce from large program distribution and adjacency creates a hard line effect of distribution centers. Currently, there are no major food distribution flourishing neighborhoods and industries immediately adjacent centers within the city of St. Louis so local grocery stores must rely on to areas of disrepair and urban void. The hard line effect is a direct distribution centers located outside of city limits. reflection of government policy trends and their redistribution of program. One of the first expansions of the city in 1816 was to the North with the original intent of an industrial district. Later, the area became a

The current location and distribution of grocery stores and farmers markets also becomes an issue of food within St. Louis. Within the city there are far more grocery stores located in the southern part

CURRENT FOOD DISTRIBUTION NETWORK

SURROUNDING SUBURBS ST. LOUIS CITY FOOD DISTRIBUTION CENTERS FARMERS MARKETS GROCERY STORES

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of the city in comparison to northern St. Louis. While this is partly related to the population density of the city, it is also influenced by the poverty level within the city. The sparse arrangement of grocery stores leads to a condition known as “food deserts.” Food deserts occur when people do not have ready access to grocery stores or fresh produce. This leads to a deficiency of a person’s diet, and in cases such as St. Louis, the concept turns into a mild epidemic in areas. “Food deserts” occur in larger frequency in northern St. Louis. This is not only due to the higher poverty rate within the area, but also becomes a response to the lack of grocery stores and farmer’s markets provided within easy access. Suburban areas also have a lower density of grocery stores. However, the effect within the suburbs is in response to a different fabric condition and a larger reliance on the car rather than an inability due to poverty. Areas as such are less likely to suffer from the “food desert” condition.

two due to the fact that they run almost parallel to each other within approximately 10 blocks of each other, framing the center of the city. Other than the interstate system, a current system of boulevards that developed over time also exists. However, the current system of boulevards has proven ineffective. Due to the roads being based off old farming plots and independent developments, they often do not line up other roads often tend to turn into a dead end condition.1 While the condition of the roads was addressed as early as 1917, most issues were not solved and many of the roads too narrow in order to properly serve large amounts of traffic.

Overall, the transportation network that exists in St. Louis works well for travel to and from the city. However, it proves ineffective at the inner city level of travel. This is good for the surrounding suburban areas, but is detrimental to the citizens within the city. This also creates issues concerning supply for grocery stores and residential The transportation network within St. Louis has also created problems areas located farther away from the few main arterial roads that exist relating to program and food. Currently, the interstate system that runs within St. Louis. DR MA RT IN L through St. Louis consists of I-70, following the eastern boundary of UT HE city along the river edge and is the only north south interstate. The One possible solution that addresses the issues within the lenses of the RK ING DR two interstates that run east west almost perfectly bisect the city in program, food and movement is the creation of urban farming within

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Figure 1: Household Traffic Analysis Diagrams INTER

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21-30%

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Figure 2: Poverty, Vacancy and Proposed Sites for Markets Diagrams

the blighted areas of St. Louis. Urban farming provides an extensive amount of benefits including increased economic activity, increased land value, a stronger sense of community, and a higher level of health for the surrounding community. A shift of view has occurred toward the concept of urban farming in that individuals have begun to feel our cities should not mindlessly consume and should be partially selfsustaining.2 Unused parcels of land which do not generate any tax for the city are able to generate tax for the city when used for urban farming. Though not a permanent solution, urban farming serves as a temporary use for land that would otherwise be unused. As cities in economic slumps such as St. Louis that have wide areas of unused land as they begin to re-densify, these areas of urban farming would become redeveloped into permanent program as the area becomes more developed.

in the intersection of the urban environment and rural environment within. New small commercial areas have the potential to migrate toward the major boulevards with redeveloped residential sections surrounding and supporting them. With the current trend of local grown food, new grocery stores would have greater opportunity to play a vital role within the new commercial areas. Farmer’s Markets also begin to crop up in nearby areas, helping to solve the current issue of relying on far off distribution centers.

Due to various social and government issues during the expansion of St. Louis, many lenses of the city including program, food and movement have deteriorated from their original flourishing state to the current blight that has settled within St. Louis. When addressing such issues individually, the solutions are infinite and often arbitrary. However, when combining various issues, and looking at overlap, The implementation of urban farming would also help solve current solutions such as urban farming become a potential solution for issues of movement. In the act of clearing current street infrastructure environments such as the city of St. Louis. Issues that are addressed for farming purposes and creating larger land parcels, new boulevards within the implementation of urban farming through the various have the potential to be created and provide for a new transportation lenses solve health concerns and poverty by solving the concern of the system that helps with the current congestion of traffic. The city “urban desert” and the hard edge conditions created from program currently lacks major north-south arterial road through the center of are quickly erased, leaving for a seamless fabric for new roadway the city. Through the implementation of urban farming, these major systems to pass through. north-south arterial roads could be built. Larger parcels would also References: allow for less infrastructure overall, which would help to lower the city’s transportation budget while simultaneously generating more tax 1. The City Plan Commission. St. Louis, Missouri. Ten Year’s Progress on the revenue. City Plan of St. Louis 1916-1926: Including the Annual Report of the City Plan Commission 1925-1926. St. Louis, MO: City Plan Commission, 1927.

Finally urban farming helps to solve issues relating to program. With the creation of new boulevards and transportation systems along with 2. David Hanson and Edwin Marty, Breaking Through Concrete: Building an new sources of locally grown produce, new program is able to develop Urban Farm Revival. Berkeley: University of California Press, 2012.

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WATER and REGION

Simon Beckmann, B.S. Design; Garth Britzman, B.S. Design; Ally Pierce, B.S. Design; Ben Schoeneberger, B.S. Design; Hannah Schurrer, B.S. Design At the intersection of the Missouri and Mississippi Rivers, St. Louis has served as a major inland port, becoming the crossroads for industrial products being shipped up the Mississippi River or across the United States via railroad. A large region is connected by the rivers and tributaries connected to the Mississippi, which allowed water transportation deep inland. In addition to a transportation avenue, the river provided water for farmland and cities like St. Louis as well as fresh fish. However, the river was often the dumping ground for city sewer systems and industrial waste. The river itself could not dilute the toxic inflow and consequently suffered severe ecological damage as a compounding impact. The damage cannot easily be reversed, but awareness has led to stricter waste management and boosted conservation and recovery efforts. The conversion of the floodplain basin to agricultural cropland continues to mean increased chemical levels in the water through runoff of artificial pesticides and herbicides, the problem worse during periods of flooding. The city of St. Louisâ&#x20AC;&#x2122; fresh water is drawn from the Mississippi River and the Missouri River. The City of St. Louis Water Division treats this water in the Chain of Rocks Plant built in 1894 11 miles north of the city at the Riverside of the Mississippi and in the Howard Bend Plant built in 1929 on the riverside of the Missouri River. From the filtration plants, the treated water is fed into the cityâ&#x20AC;&#x2122;s fresh water supply system. The filtration systems at the two plants remove a variety of chemicals that the Mississippi River has collected from the region. Giardia and cryptosporidium are common contaminants that come from animal waste in the watershed. Effective treatment removes these contaminants from the drinking water. Many other contaminants found in the water are tested and treated by the City of St. Louis Water Division to ensure that the chemicals remaining in the drinking water are within a tolerable range based on guidelines of the Environmental Protection Agency. The water that passes St. Louis comes from the Missouri River and the Upper Mississippi River systems. The Upper Mississippi River

System mainly consists of the Upper Mississippi and the Illinois River and drains an area located within the states of Illinois, Indiana, Iowa, Michigan, Minnesota, Missouri, South Dakota and Wisconsin. More than 30 million people live in this basin that drains extensive metropolitan areas, forests and farm lands. Major cities include Minneapolis, St. Paul, the Quad Cities (Bettendorf, Davenport, Moline and Rock Island), Peoria and Chicago and on the southern border St. Louis. The Illinois River is the waterway that connects St. Louis and the Mississippi River to Chicago and the Great Lakes Megaregion, but while it provides a route for transportation, it also transports a major part of the urban pollution within the Upper Mississippi River System. The Illinois River originally was not linked to the highly populated Chicago area. By 1840 the population of the river basin was estimated at 190,000 people. In 1848 the Illinois and Michigan Canal connected the Great Lakes and the Illinois River. In 1856 the city of Chicago initiated a disposal system that discharged untreated waste into the Chicago River and then into Lake Michigan. The city drew its drinking water from Lake Michigan, but soon the sewage disposal resulted in serious health problems from water pollution and the city decided to reverse the Chicago River by deepening the Illinois and Michigan Canal into Des Plaines River, thereby transporting waste away from the Lake into Illinois River. The pollution history of the Illinois River closely relates to the urban population growth and the building of the Chicago Sanitary and Ship Canal. By 1914 the population pressure on the river increased to 4.2 million people. The river was described as completely anoxic and sludge-like, most bottom fauna and fish eliminated by that time and the pollution spread downstream and by 1920 the zone of degradation was about two thirds of the way to the Mississippi River. Growing cities and industries upstream of St. Louis thus had an impact on the water quality not only that flowed by but also that the city drew from which increased the importance of the cities filtration plants.

The waste-treatment efforts beginning in the 1920s struggled with the rapidly growing population. In 1960 wastes from a population of 9.5 million people was reduced to an equivalent of 1.15 million people before being discharged to the river. Extensive efforts to treat domestic sewage and control toxic discharges, with more than $6 Billion spent on modern waste treatment facilities (by 1998), water quality has since improved over time. Another problematic development, which is less obvious, though serious, was the massive transformation of the basinâ&#x20AC;&#x2122;s prairie savannas to extensive crop agriculture over the last 150 years and the growing use of fertilizers, pesticides and other chemicals. While cities have largely implemented waste management reducing their impact downstream, agricultureâ&#x20AC;&#x2122;s impact largely continues. The resultant increased erosion, sediment loading and nutrient and herbicides transported to the river, threaten the quality of habitats for many native species. What was once a healthy river bed may now be covered in feet of sedimentation disrupting the local ecology of the area. Fish and wildlife habitats may be lost in the near future. The changes that have occurred due to human intervention in the river system has significantly altered the natural systems in the region along the Mississippi and tributaries. Sedimentation and agricultural runoff still exist and are recognized as factors that should be addressed to restore the former ecological vitality of the Illinois River. While natural habitats have clearly been affected by human intervention, the water is also being used by humans to supply potable water for cities located near the river systems. The increase in pollutants has made water purification more involved and expensive.

RANK FACILITY 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15

ANHEUSER-BUSCH INC. MALLINCKRODT INC. SENSIENT COLORS INC. SIGMA-ALDRICH CO. PRECOAT METALS U.S. PAINT CORP. P.D. GEORGE CO. ALUMAX FOILS INC. MARQUETTE TOOL & DIE CO. SIEGEL-ROBERT PLATING CO. SCHAEFFER MFG. NORDYNE INC. ST. LOUIS METALLIZING CO. NEW WORLD PASTA SOLUTIA INC. JOHN F. QUEENY

POUNDS

453,220 222,268 116,236 98,205 90,142 68,996 56,690 54,920 48,840 48,795 32,596 25,710 21,850 17,600 16,266

Immediate Polluters

losses and extensive property and crop damage in the different states along Mississippi and Missouri River, also had negative ecological effects on the water quality of the rivers by huge inputs of agricultural chemicals, sewage, livestock waste and industrial and household chemicals. Over 1,082 levees were damaged allowing the flood to infiltrate homes and croplands, while deposited sediments in these areas. Water quality was examined in 1993 and compared to other years. The analysis of the water showed that the concentration of several common herbicides, such as atrazine, alachlor, cyanazine and metachlor and also the nitrogen concentration where similar to maximum concentrations in other years. This meant that there was no dilution effect and the ultimate quantity of chemicals delivered to the Gulf of Mexico increased between 37 and 235 percent.

Human intervention has induced many harmful changes to the regional river systems impacting the people and wildlife that live along or depend upon it. Agriculture and sewage contribute to water toxicity while levee systems alter both the flow of the river and river navigation and transportation. The river has suffered from lost habitats and changed wildlife migrations as well as become more toxic for drinking water and recreation. The value of the Mississippi River The extreme flooding of 1993 was the result of unusually wet weather to St. Louis and other port cities is tremendous yet the management of pattern stalled over the already-saturated Mississippi River Basin. The the river system is poor. Continued conservation efforts are crucial to flood that caused significant human hardship, tremendous economic maintaining a healthy water resource for generations to come. River flooding along the Mississippi is a natural occurrence. Because the upstream watersheds of the Missouri and Mississippi cover such a large area, regional increases in precipitation are eventually felt by St. Louis, at times causing large floods. The creation of levees along the river can protect certain areas but have devastating effects in other areas, passing the flood potential further downstream.

1848 Michigan and Illinois Canal connect the Great Lakes to the Illinois River 1856 City of Chicago initiated a disposal system discharging waste into the river

1848 Increase in water activity

1856 Drinking water drawn from the river; disposal into river caused severe heatlh issues and water pollution; Chicago River was reversed

1871 1894 Implementation of Implementation of Bissels Point Plant -STL Chain or Rocks Plant STL

1900 Chain of Rocks Plant leads in new technology to fiter water using lime softening and ferrous sulfate

1914 Popluation along the River increases 4.2 million

1914 Increase in pollution to river causes most fauna and fish to be eliminated

1930 Implementation of Howard Blend Plant -STL

1930 Enabled continue residue removal, and had the capabilities to recarbonate and filter water

1960 Closing of Bissels Point Plant-STL

1993 Mississippi River floods

1993 Water quality came into question and results showed chemicals to the Gulf of Mexico increased from 37% to 235%

106 STL

FABRIC and INDUSTRY

Lauren Denney, B.S. Design; Matt Elsom, B.S. Design; Alec Saline, B.S. Deisign; Zach Stofferahn, B.S. Design St. Louis sprung forth from opportunity as the United States moved westward. The once small trading town found itself on the cusp of a national movement, ideally located along the flourishing Missouri River. Positioned as such, St. Louis grew with industry. Originally, goods were moved out of the city but this changed as the years progressed and St. Louis quickly became an importer as well. Raw materials and components were sent to the city to be formed and composed. As the city grew, so did the tapestry of fabric that defined the city. Industrial zones of manufacturing stretched out along the riverfront as residents moved inland to the west. Next to the steel mills and breweries grew housing institutions and markets; density decreasing as one moved westward. The lively nature of St. Louis created an equally lively fabric of roads and distribution of materials, wealth, and peoples. By exploring the intrinsically-tied nature of these two components, fabric and industry, one may better understand how St. Louis grew as a city and reveal the unique potential the city has for the future.

positioned in the crux of this movement and benefited greatly. Industrial manufacturing plants were constructed along the river, and lapped up the freshwater thirstily. Steel mills were popular since heavy freight could be readily delivered to company docks, then forged, cooled, processed, and shipped back out along the river. Breweries took in large quantities of water to produce beverages, and the city became known for production of beer. All of these large enterprises took place along the river, while life spread out behind them.

As industry was progressing in the city of St. Louis, so were the modes of transportation. Original forms of horse and buggy and pedestrian traffic molded the fabric of the downtown urban area. These methods created smaller plot sizes for buildings, smaller block sizes within the downtown, and more narrow streets. The street car had a resounding impact on both industry and the fabric within the city. Once the street car was implemented, it allowed for people to commute from outside of the city with greater ease. The use of the street car initially spurred the suburban â&#x20AC;&#x153;white flightâ&#x20AC;? in which families began relocating to The earliest formation of St. Louis began as a French-controlled neighborhoods on the periphery of downtown and commuting into trading post consisting of few settlements, dirt roads, and small docks the more industrial or business districts. along the Missouri River; the townâ&#x20AC;&#x2122;s lifeline. St. Louis was a typical outpost town occupied by fur traders and the adventurous, and the The downtown portion of St. Louis was established in respect to the fabric of the town remained much unchanged for years. By the 1800s river as well, with a primary access to the waterfront and later the Eads America was moving west and St. Louis adopted with the Louisiana Bridge bisecting the city North/South, with the downtown core on the Purchase in 1803. Two years later, in 1805 Zebulon Pike brought centerline. Banks and other service-based industry sprung forth in the first steamboat through the town on his search for the source of this area, creating a bustling center for the City. As the wealthy traded the Missouri River, a gesture which marked the beginning of new the goods of bountiful St. Louis, the life-force of industry lived their growth for St. Louis. Once Pike had demonstrated the navigability of lives in poor conditions to the north. The separation between the blue the river trade increased in the following years, since the method of collar and white collar workers is still a prevalent issue within the city transferring goods became more efficient via riverboat. today and creates radical extremes in building densities, poverty rates, and even racial seams throughout St. Louis. Resulting factors of these As more and more riverboats visited St. Louis, and more and more varying cultural and economic seams are multiple pockets of blight goods were exchanged, the city grew and the fabric began to change. and disrepair throughout the city, but mainly within the northern Through St. Louis, the western frontier was able to trade with the regions and those surrounding downtown. Large portions of East, and the East was able to send goods westward. St. Louis was suburban lots remain vacant and even more numerous are the houses

or buildings that have been abandoned. Even within the edges of the downtown district many once prominent buildings are left unused. A large population of migrant workers lived in proximity to the industrial zones, residing in nearby housing units primarily clustered in the North part of the city. The area has had a long history of blight and pollution, even cholera. One of the primary influences on the spread of cholera in the North part of St. Louis was Chouteau’s Pond. During 1849 the cholera epidemic was at its peak costing the city almost six percent of its population. Chouteau’s Pond was originally a mill pond but over the years had become decrepit due to industrial run off and human waste since the city lacked a public sewer system. This infected water supply, coupled with dense and impoverished living quarters, allowed cholera to spread rapidly in the area. The pond was drained and a public sewer system was established the following year. Since the land was known to be disease ridden, no one wanted to build or live upon it. The empty site created a large uncrossable zone within the community and yet another distinct division within the St. Louis fabric. In the years following the draining of the pond, the Union Pacific Railroad broke ground for railroad tracks upon the site. Currently, the site is still occupied by the railroad tracks and an expressway has recently been built. By using this site for primarily transportation needs the divide that they pond had originally created is perpetuated. The early 1900s were a prosperous time for St. Louis. Industry continued to grow leading to the construction of new hotels, many civic buildings, and development of the theater district. Since St. Louis was a transportation hub it survived WWI and WWII better than most cities. The city’s industry did not fall into disorder and wartime factories began to dot the urban fabric. Construction of 1980s wartime factories lead to an end of unemployment brought on by the depression. World War II marked the beginning of McDonnell 1,000,000 Aircraft Corporation, now McDonnell Douglas, which is still one of the leading employers of the city. In 1950 the population of St. Louis peaked, and the city looked poised to continue on the uphill. However, the 1950s brought about drastic 500,000 change as the automobile swept residents out of the city limits and in to the suburbs. Industries began leaving as well, snatching up low-cost properties on the outskirts of the city. The Midwestern plains provided a clean slate upon which to build, and an enticing offer to money-conscious businesses. This time also marked a shift in the United States economy, from product-based industry to service 0 based industry. These businesses leaving the downtown core did not need the commodity of the river to transport goods or quench 1750 1800 1850 hot steel- these jobs had moved overseas. Under these conditions suburban sprawl began in St. Louis, as in many other United States cities. This changed the fabric as one moves out from the city core. Dense, gridded streets were now making way for stretches of highway, Growth of Industry and Fabric

1930s

1890s

CITY

METRO

1900

1950

2000

108 STL

and the space in-between became interstitial and secondary. Cul-desacs and boulevards now threaded their way through the periphery, The infrastructure is still present within St. Louis, and many of the buildings are still functional, though vacant. This is the type of place marking a notable change from the city density. which some companies are seeking to utilize, as low-cost offices The typologies of buildings changed as well; cookie-cutter houses of located downtown are available. “Tech-Incubators,” or start-ups, are the 1950s sprung up, creating a landscape of residency. The varied places in which small business set up shop in a shared space, and fabric of downtown St. Louis lost its vibrancy as it moved outward ideas and conversations flow amongst the occupants. Perhaps many of and programs separated in the sprawl. Housing communities needed St. Louis’ woes may be resolved by bringing in new businesses into city not concern themselves with proximity to work, at least for the limits, and maybe the city can make a name for itself, yet again, in the wealthy, and were fed by highways. However, those less-fortunate coming years. were left behind. Blue-collar citizens who could afford to commute stayed in the downtown core, and by the 1960s government housing was prevalent. These neighborhoods, built in the same region once plagued with cholera, and historically occupied by the poor, turned to shambles as crime took over. The fabric of the city decayed in the north, and to this day remains blighted. Wayman, Norbury. “Physical Growth of the City of St. Louis” St. Louis City Plan Gone are the glory days of St. Louis, and though it has had a rough past, there is potential for the future. The fabric of the downtown core which has deteriorated over the years may hold opportunities for new businesses seeking space to grow. The modern age has ushered in a new way of working; one which no longer requires occupation of a “hub” such as Los Angeles or New York City. Telecommunications and video meetings have shrunk the business world, making work from almost anywhere possible. All that is needed is a place in which to hook up a telephone.

Commission. http://www.riverweb.uiuc.edu/NINETEENTH/Archives/History69/ index.html. O’Neil, Tim, “A Look Back: Cholera Epidemicof 1849” St. Louis Post – Dispatch, http://www.stltoday.com/news/local/metro/a-look-back-cholera-epidemic-hit-apeak-here-in/article_f50b669f-a4c8-595b-bc6a-d3d9833ffc14.html. “Physical Growth of the City of St. Louis” iv Vexler, Robert. St. Louis: A Chronological & Documentary History. New York City: Oceana Publications, INC., 1974. pg 6. V Strauss, Steven. “Business Incubator Can Mean A Faster Start For Your Startup.” Usa Today. May 9, 2011. http://usatoday30.usatoday.com/money/smallbusiness/ columnist/strauss/2011-05-08-business-incubator_n.htm (accessed March 4, 2013).

110 STL

WATER, FOOD, and NUMBERS

Daniel Conces, B.S. Design; Jessica Greene, B.S. Design; Corey Ostrander, B.S. Design; Greg Shepler, B.S. Deign; Nate White, B.S. Design Upon establishment, St. Louis became a major port for trade and industry primarily due to the Mississippi River as well as the city’s location within the United States. This location made St. Louis a hub to the expanding west creating rapid growth early on which continued into the modern era. Rail and automotive transport became the route of expansion. In early 1920’s the city of St. Louis made a substantial investment in transportation and public utilities by creating advanced water and sewer system, automotive friendly city streets, metro transit systems reaching every port in the city. This along with the interstate system in 1956 helped to increase the city’s population to a record high 856,796. The city had expanded to maximum capacity at a total area of 61.37 square miles. After 1950 a number of factors played a role in an even faster decline in population to just 319,294 in 2010. Some of the major factors leading to such a rapid decrease were the city metro system and the automobile. St. Louis also made the decision to accept a federal program known as “Home Rule” which allowed the city to become a self-governing body separate from the county; the one downfall to Home Rule was the city could not expand borders once home rule had taken effect. Real estate segregation was a large issue in St. Louis and this would become a large factor to the city’s decline when in 1948 the United States Supreme Court ruled the real estate limitations were seen as unconstitutional which in turn lead to what has been termed “white flight”. A wide spread panic of white families moved out of the city and into St. Louis County. By 1970 nearly 60% of the white population had moved beyond the city limits. Shortly after, the middle class black community would follow the movement out of the city.

networks of small gardens to larger gardens with smaller parcels of the land rented to community members. While several community gardens are smaller in scale, urban farming can reach an industrial sized scale using modern agricultural techniques depending on the amount of adjacent land available. Urban farming could be used to infill large portions of vacant land, which begins to help the community surround these urban farms and community gardens. Because vacant land can cost millions of dollars in lost tax revenue and maintenance costs to a city. Through Urban farming the city of St. Louis can begin to generate income from these areas of blighted and vacant properties. Urban farming can also provide an increase in property value and community pride which over time increase the value of surrounding properties as well as owner occupancy and household income. This can affect properties up to 1000 feet away from an urban farm or community garden. The most drastic increases in property values have the greatest results in the most blighted areas of a community. Urban farms and community garden also create a draw of more individuals back into the community and helps increase growth and density in the areas of most need to be revitalized. Urban farms and community gardens encourage an increase in community involvement as well as a health conciseness with members of the community having access to fresh produce and participating in its planting, care and cultivation of the fruits and vegetables creating healthier lifestyles. Many existing programs also include a charity function, where a portion of the produce is given to charities helping the community’s less fortunate members. In the past, urban farming and community garden programs have been so successful at increasing the desirability of communities; many smaller gardens were redeveloped into other This movement in population has left a large amount of vacant programs because the land value was seen as too high for only an properties caused by the population and industrial decline, which agricultural use. Our society, however, has begun to see the necessity has severely affected the economic and social settings of these urban of green space in our cities for environmental and health reasons. neighborhoods. Urban farming along with community gardens These include a reduction in pollution, revitalized brown-field sites, could help to revitalize these neighborhoods. Urban farming and improved urban biodiversity, aesthetic and reduction of storm water community gardens are ways of taking abandoned urban land and runoff, sewage and grey water which can be used to water and fertilize putting the land to work. They typically range in scale from scattered the urban farms and community gardens.

While the city of St. Louis has seen a rapid decrease in population in the past, programs such as Urban Farming can be implemented to infill areas of the community which have become blighted or disconnected. Through Urban Farming these areas can become redeveloped which in turn increases in surrounding property values, creates a reduction in pollution, increased aesthetics of the community, reduces storm water drainage and taxable area for the city. With public effort, urban farming can revive this type of abandoned community.

2000

396,685

348,189

2010

VACANCIES

1990

319,294

1980

452,804

1970

622,236

1960

750,026

1950

856,796

POPULATION

The current water and sewer infrastructure of the city of St. Louis has a deep history in providing safe and sanitary water to citizens, however, the system is outdated and has many issues which will need to be resolved as the city continues to revitalize. Fortunately, this leaves us with a great opportunity to find many solutions for issues like, storm water runoff and drainage over flow. The city currently utilizes a combined sewer system which has served well in the past but comes with a number of problems like combined sewer overflow (CSO). This becomes a problem in extremely rainy seasons and the storm water drains over flow, causing polluted water to find other natural escape routes and allowing pollutants to drain to the Mississippi River. The implementation of urban farming gives the city of St. Louis the opportunity to utilize the grey water and improve the current conditions of the cityâ&#x20AC;&#x2122;s water management. Collection and reuse of rainwater combined with the implementation of the urban agriculture production would have extreme effects on the city of St. Louis. Captured water can be reused to increase productivity as well as decrease the amount of polluted runoff leading to the cityâ&#x20AC;&#x2122;s natural watersheds and ultimately the Mississippi River. In turn, the collection and reuse will also decrease the risk and amount of CSO, which lead to these natural watersheds. The reuse of captured rainwater and runoff in combination with urban farming allows for natural biofiltration opportunities. These opportunities can be captured through systems like rain gardens, which capitalize on a large amount of water capture to filter and distribute water in order to grow plants and vegetables. The use of water can have great impacts on the quality of living in urban environments like St. Louis. The efficiency of water use will allow for suitable urban agricultural conditions and will in turn provide a the opportunities to re-densify these blighted areas of the city and allow communities to grow through the production of agriculture along side water reuse.

VACANCIES DESTROYED HOMES CONTAMINATED LOTS

POLLUTED RUNOFF

IMPROVE HOUSING MIXED GARDENS RAIN GARDENS

RAIN WATER COLLECTION

RESTORE POPULATION

Afterwards

Reflection on the work

112

The Midwest cities of Omaha, NE and St. Louis, MO have been influences by cultural and societal shifts at various scales and speeds throughout history. Each city was developed around or adjacent to a major piece of infrastructure but today each city is facing new speeds and scales of developments including a sprawling periphery into the agrarian fields. Population shifts, franchise relocation, and economic factors continue to put pressure on the urban core of these Midwest cities. To investigate this condition further the chapters in this booklet encouraged pieces of historical interest alongside more projective tracts and speculative arguments in attempt to address the most pressing issues facing communities or regional players surrounding Omaha and St. Louis.

Contributors

OMAHA / ST. LOUIS 2 CITIES 8 SCOPES, 24 STUDENTS

114

OMAHA, NE Studio Faculty: Anne Trumble, Director, Emerging Terrain Sloan Dawson, Metropolitan Area Planning Agency (MAPA) Brian Anderson Jacob Kophamer Nate Krohn Heather Tomasek Not in Studio Lauren Barry

Nebraska is rapidly transforming into a metropolitan state, at least with respect to the distribution of its population. This process challenges designers and planners operating within administrative codes and modes of professional practice that are highly standardized and spatially oriented toward rural contexts. Among the most powerful and constraining of these standards of practice are the Nebraska Department of Roadsâ&#x20AC;&#x2122; Minimum Roadway Design Standards. The standards establish a seemingly discrete set of land use frameworks, regardless of spatial context and with little regard for future evolutions in the form of uses adjacent to the roadway. The resultant landscapes and development responses are anything but discrete. This studio examined the impact of the NDOR standards on the design of the urban built environment of Omaha, using the West Dodge Road subcorridor between Crossroads and Westroads Malls as a case study. Students began by mapping site conditions through four conceptual lenses: fabric, program, and flows of waste and people. These mappings informed the development of the final projects, each introducing new forms of ecological infrastructure, public space, and program to the right of way and intensifying the use of urban land. The projects gesture toward a more complex understanding of the functions a road can perform, and the kinds of urbanism that complexity can engender.

ST. LOUIS, MO Studio Faculty: Peter Hind , Assistant Professor of Architecture

ST. LOUIS, MO Studio Faculty: Tom Laging, Professor of Architecture

Dan Conces Lauren Denney Jessica Greene Kendra Heimes Matt Kreutzer Michelle Lindgren Autumn Neujahr Cory Ostrander Zach Stofferahm Nate White

Simon Beckmann Garth Britzman Matt Elsom Ally Pierce Alec Saline Alvan-Bidal Sanchez Greg Schepler Ben Schoeneberger Hannah Schurrer

116 STL

PROJECT ON THE CITY OMAHA / ST. LOUIS 2 CITIES 8 SCOPES, 24 STUDENTS

Spring 2013 Arch/Larc 461 - Urbanism David Karle, Assistant Professor of Architecture Joe Kotulak, Teaching Assistant University of Nebraska-Lincoln College of Architecture

PROJECT ON THE CITY_2013