urbanSTL

$19.5M building permit application submitted

Prospect Yards is reporting that there are only six units left in Steelcote Crossings (the second building in Steelcote Square).

Word from the developer is that work begins on Mill Creek Flats this Wednesday. A formal groundbreaking event may be held later this year.

Chris, have you heard of any conversations around reconnecting Edwin Street or S. Theresa Avenue over the tracks? I realize I-64 is still a massive barrier, but this would make a huge difference on accessibility to Metrolink and much else closer to SLU's campus and Midtown.

MarkGroth2020 wrote:Chris, have you heard of any conversations around reconnecting Edwin Street or S. Theresa Avenue over the tracks? I realize I-64 is still a massive barrier, but this would make a huge difference on accessibility to Metrolink and much else closer to SLU's campus and Midtown.

The rail yard is a problem since it’s so wide. But I am not aware that any talks have taken place to reconnect Theresa or Edwin Street.

MarkGroth2020 wrote: ↑

Nov 17, 2020

Chris, have you heard of any conversations around reconnecting Edwin Street or S. Theresa Avenue over the tracks? I realize I-64 is still a massive barrier, but this would make a huge difference on accessibility to Metrolink and much else closer to SLU's campus and Midtown.

A slightly larger one of these would do the trick: 

It would largely take a taxing district to cover all of the ped improvements needed, including a bridge. I think we need a little more residential development in this immediate area to convince property owners to support a taxing district.


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It's possible to open it to cars right? It's 5 separate rails though per Google Streetview.

I don’t believe either has been open since MetroLink construction and I vaguely remember it being said that FTA grandfathered in MetroLink at-grade crossings in CWE/Cortex but wouldn’t allow any additions? I could be wrong.


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MarkGroth2020 wrote: ↑

Nov 17, 2020

It's possible to open it to cars right? It's 5 separate rails though per Google Streetview.

Fulton Market area of Chicago seems to function well enough with at-grade rail crossings:


Fulton Market, Chicago
There are at least half a dozen at-grade crossings like this in a very busy and increasingly dense residential and commercial neighborhood, with a whole lot of pedestrians and cyclists. And these tracks include three separate Metra lines, so during rush hour that's a long and fairly fast-moving commuter train going through at least every 10 mins.

Thanks for the context, seems feasible. So let's do this for all the new and long-time residents in the area. With all the investment and tax breaks, seems like we should expect this common sense measure.

MarkGroth2020 wrote: ↑

Nov 17, 2020

It's possible to open it to cars right?

I'm sure Metro wants to keep the Metrolink ROW as car/bike/pedestrian free as possible. But the bigger problem would be the TRRA who wouldn't want at-grade crossings on the 3 freight tracks.

A pedestrian bridge seems like the way to go. Also, if you are driving you can just use Grand or Compton depending on where you're going.   

In a nutshell, Chicago's Metra is a commuter railroad subject to ordinary FRA regulations. Those permit grade crossings, so long as you meet certain safety criteria. Metrolink is a transit system generally operating under (I believe) FTA regulations, not FRA, though FRA can still claim jurisdiction in certain areas such as at-grade crossings with FRA regulated (rail)roads, inside shared rights of way with FRA regulated roads, or at-grade highway crossings shared with FRA regulated roads. That last one might be the sticking point. FRA would want Metrolink to act like a freight railroad at crossings shared with UP/BNSF/TRRA. The fact that Metrolink operates so very differently might make it difficult or impossible to meet ordinary FRA crossing protection standards there. (Which could be why they closed it in the first place.) I'm pretty far in the weeds here, as I'm just a volunteer railroader. (And not presently a terribly active one. Just doing some history stuff right now.) But I will say that Metra and Metrolink might as well be in different universes. They both have steel wheels on steel rails, but that's about all they have in common.

$1.5M building permit issued for the foundation

^Equipment was being delivered on Wednesday, so I'd say it's a go.

As someone who used to go over that Fulton market connection all the time, it can’t be compared to the rail lines in the mill creek valley.

This was posted by a member of my “St. Louis Construction Projects” Facebook group. Some dirt was pushed around. Personally, I think it’s great to finally have this project begin. It will really transform that neighborhood that Pier Property Group is building.

Quite a few apartment projects have or are about to break ground in the last few months. Good stuff!

symphonicpoet wrote: ↑

Nov 18, 2020

In a nutshell, Chicago's Metra is a commuter railroad subject to ordinary FRA regulations. Those permit grade crossings, so long as you meet certain safety criteria. Metrolink is a transit system generally operating under (I believe) FTA regulations, not FRA, though FRA can still claim jurisdiction in certain areas such as at-grade crossings with FRA regulated (rail)roads, inside shared rights of way with FRA regulated roads, or at-grade highway crossings shared with FRA regulated roads. That last one might be the sticking point. FRA would want Metrolink to act like a freight railroad at crossings shared with UP/BNSF/TRRA. The fact that Metrolink operates so very differently might make it difficult or impossible to meet ordinary FRA crossing protection standards there. (Which could be why they closed it in the first place.) I'm pretty far in the weeds here, as I'm just a volunteer railroader. (And not presently a terribly active one. Just doing some history stuff right now.) But I will say that Metra and Metrolink might as well be in different universes. They both have steel wheels on steel rails, but that's about all they have in common.

Wow, thanks for the informed response. Sounds like re-connecting this area with its surroundings will be a challenge. I'm sure it can be done, not sure if there is will or bang for the buck on having Theresa and Ewing go through.

I'm really, really impressed by what these developers have been able to do. They came in to a completely untested area, had a vision of what it could be, conceived a plan, nailed down financing, and are actually getting it all built. And in a very short time, too. Let's hope these guys keep looking for more projects in STL. They know how to get things done. 

Shame they couldn't have rehabbed the Pevely.

Maybe they could rehab the Falstaff or Lemp brewery complexes before they collapse entirely.

alataristarion wrote:Maybe they could rehab the Falstaff or Lemp brewery complexes before they collapse entirely.

Is there some history as to why those are untouched despite being in good locations?


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Others might know more than I do, but my impression is that it is mostly the cost of environmental cleanup and rehab. They both really are in great locations though and have collections of absolutely beautiful buildings.

MarkGroth2020 wrote: ↑

Nov 21, 2020

Wow, thanks for the informed response. Sounds like re-connecting this area with its surroundings will be a challenge. I'm sure it can be done, not sure if there is will or bang for the buck on having Theresa and Ewing go through.

I'd swear I've said this before, but I'm just not sure what connecting Theresa across the tracks really gets you. You end up in a fairly industrial area and you're still cut off from the nearest commercial by 40. Thanks to the tangle of ramps where the end of the elevated structure meets Market and Forest Park I think you probably have to completely revamp that interchange before you can even really start to talk about anything else. Maybe it's just time to decommission every interstate inside 270 and start downgrading them and turning them into slower, more general access roads. But until you can tear up some of the worst concrete offenses . . . just build stairs from Gratiot up to Grand and call it a day. That gets you better pedestrian access to most things fairly cheaply. And those of us with a stick up our transmission who insist on driving can afford to go a few blocks out of our way.