The East-West Gateway Council of Government’s preliminary plan is to award a $1.3 million federal grant on October 27 to help restart the trolley (the East-West Gateway already has the federal grant money but is still making final decisions on how to spend it). The trolley has already received $51 million in taxpayer funding but didn’t even last two years because ridership and revenue were less than one-tenth of what was projected.

Members of the East-West Gateway board must remember that this is the same trolley organization that comes back to taxpayers in different costumes every year asking for more candy—er . . . money. Some years the disguise is construction delays; some years it’s money to get more cars on the tracks.

The costumes this year are congestion mitigation and air quality, but these new costumes aren’t any more convincing.

For the trolley to relieve traffic, Delmar Loop shoppers traveling from miles away must stop their cars just short of their destination and take the Loop Trolley for the final two miles of their trip rather than driving the last two miles and parking closer. Shoppers simply haven’t been willing to do this, as poor ridership numbers attest. More to the point, anyone who drove on Delmar Boulevard when the trolley was still running knows that a gigantic train car sharing the road with cars driving and parking only creates more confusion and congestion, not less.

Since the trolley runs on electricity it may in theory improve local air quality, and supposedly the trolley scored well on an East-West Gateway greenhouse gas emissions reductions test. But claiming that the trolley is going to significantly reduce emissions seems questionable. An electric trolley only reduces transportation emissions if it gets people out of their cars. Moreover, don’t forget how that electricity is generated—coal. Given that coal emits much more greenhouse gases than gasoline per unit of energy, the trolley would have to get a lot of people out of their cars to make even a slight difference.

If backers of the trolley really want to start the party again, securing funding from private investors would be much better than handing out tax dollars this Halloween.

Until this happens, however, maybe the most appropriate costume for the trolley is a zombie.

The post Here’s a Scary Halloween Idea: Restarting the Trolley appeared first on Show-Me Institute.

The Loop Trolley Company treasurer admitted to the St. Louis Post Dispatch that the Trolley’s “capability to continue on with funding through sales tax and fares … does not look any better and is not going to look any better.”

As Show-Me Institute analysts noted for years, the trolley was a bad idea, despite the vocal support of a few backers. If there was a market for a trolley, private investors should have been the ones to fund it. Instead, the Delmar Loop visitors who don’t seem very interested in riding the trolley were forced to pay extra taxes.

So is this the end of the line for the Trolley? The Bi-State Development Agency, or Metro in common parlance, met Tuesday and is considering taking over the trolley to avoid jeopardizing future federal transportation grants.

The overall failure here is staggering. Twenty years. Fifty-one million dollars. Nine delays. Closed businesses. Dismal ridership. Broken promises.

If this is the legacy of the Loop Trolley, perhaps at the very least it can serve as a warning. Forcing a project on people that do not want it, no matter how much taxpayer money you can get, is simply not a good idea.

The post Clunk, Clunk, Clunk Goes the Trolley appeared first on Show-Me Institute.

As some readers will be aware of by now, the 8^th wonder of the world, the Delmar Loop Trolley, is in a financial pickle. The head of the company said that it needs $200,000 by next month to continue operations through the year, and $500,000 more to operate in 2020. One could call this a shocking policy failure, but I think many of us saw this coming. Whether it’s putting together or working within a reasonable budget, finishing a project on time or with appropriate permitting, or coming even remotely close to meeting ridership projections, the trolley leadership has proven time and time again that it cannot be trusted by policymakers or taxpayers.

(You should know that when your plan to boost ridership is to have stand-up comedians ride the rails, your project is absurd.)

But what I do find shocking this time around is the total lack of accountability exhibited by trolley leadership. They claim the trolley’s failure should be chalked up to delays in getting additional trolley cars on the tracks. So, the firm renovating the trolley cars is responsible for the delays, and thus responsible for the trolley’s laughable performance.

But this finger-pointing is all too easy to see through. First, the firm renovating the cars is accountable to the trolley company, its customer, and so, the trolley company should be compensated for the delayed product delivery. If the trolley company cannot be compensated by a contracted vendor for its failure to deliver, then the trolley company simply entered a bad agreement.

Second, it seems there are a number of other and far more reasonable explanations for the trolley’s failure. For one, the project was delayed for years and developed a sort of toxicity, and so would-be riders just gave up on ever riding. When you fail to deliver half a dozen times, people tend to just give up on you. Another explanation is that the trolley just doesn’t provide a valuable service, and so people just don’t ride it. Who wants to pay to sit on a glorified bus that takes you down the loop slower than the pace of an average pedestrian? And how many people do you honestly think are going to drive to the loop just to pay to take the trolley to the history museum? I’ll let you in on a little secret: not very many! (I am in the loop every day, and the most common number of riders I see is zero.)    

But what about the $200–300 million in development the trolley has apparently spurred? Doesn’t that make the project worthwhile? Well, no. For one, most if not all of the recent development around the trolley has been subsidized. Who can tell if it was the trolley or the subsidies that spurred the development? Two, the loop is hot real estate, and so I think the strong market, rather than the presence of a needless novelty, is what spurred development. Three, the only reason for thinking the trolley spurred this development is that it occurred after the trolley was in place. But temporal succession is not identical to causation. Moreover, there is little evidence in general to suggest that vintage streetcars or streetcars in general spur investment.

So what should policymakers do at this point? Well, they needn’t rip up the tracks and say goodbye to the trolley forever. Here is a modest proposal: Don’t bail out the trolley company again. Force its leadership to find the funding on its own. In the meantime, shut the trolley down if need be. The more the trolley company is responsible for itself, the better it will be. And, let’s be honest; it won’t be leaving many riders stranded. 

The post If You Love it, Let it Go appeared first on Show-Me Institute.

By state law, local taxing jurisdictions can opt out of the annual sales tax holiday. This year, 50 counties, 156 cities, and 90 Special Taxing Districts decided not to give Missouri families a tax break. Of the 90 Special Taxing Districts, 83 were either community improvement districts (CIDs) or transportation development districts (TDDs). But unlike taxes collected by cities and counties, most of these districts’ sales tax revenues help the private interests that set up the districts rather than funding public services. Many of these districts are found in the most popular shopping areas in the state and encompass large retail stores like Walmart and Target. Some examples include the Arnold Retail Corridor, the Delmar Loop, and the Hanley Road Corridor in Maplewood/Brentwood.

These overgrown microgovernments have already taken over a billion dollars in taxes from Missourians to fund the development or redevelopment of commercial districts, with privately owned businesses reaping the benefits. One 3-day weekend without sales tax revenue would hardly put a dent in the millions collected the other 362 days of the year.

Absent any action from a special taxing district’s board of directors, the district, by default, participates in the tax holiday. However, the board of each of these districts—usually elected by a small number of property owners—instead voted to keep charging the district sales tax rather than give Missouri families a break. Unlike state, county, and city sales taxes, the taxes collected from the special taxing districts formed by developers do not contribute to the funding of public services for the average taxpayer. Instead—perhaps due to the lack of accountability and oversight—they go toward subsidies that primarily help big businesses.

So if you found yourself confused by the presence of a tax amount on your receipt this past weekend, thank the misguided laws that govern special taxing districts.

The post Eighty-Three Special Taxing Districts Opted Out of Tax-Free Weekend appeared first on Show-Me Institute.

One obstacle would have been difficult to predict. A two-car accident along the trolley’s route escalated into a shooting, and in the ensuing investigation police tape blocked the trolley’s path.

The other, longer-term problem involves not police tape but red tape, and should have been recognized and addressed long ago. The 2.2-mile vintage trolley line, which is supposed to transport passengers to and from the Delmar Loop, is only taking them halfway because of a dispute between the Trolley company and University City. According to Gregory Rose, U City’s city manager, the trolley enterprise hasn’t met the conditions required for the permit needed to operate there. U City will be off-limits to the trolley until (1) a $300,000 insurance bond is provided for cleanup efforts if the Trolley fails; and (2) a potentially dangerous electric pole along the route is removed. According to the St. Louis Post-Dispatch, the company has been aware of these issues for years. Which raises the question: Why weren’t these problems addressed earlier?

Since its inception nearly a decade ago, the Trolley has been plagued by construction delays and rising costs. It may even be responsible for the closure of numerous business, some of which had been in the Delmar Loop for decades.

Perhaps worst of all is that even if everything had gone smoothly for the trolley, there is little evidence that streetcars spur economic development. Considering the time and money that have been spent, and the revenue lost to local businesses during the construction, we’re long past the point of wondering whether the trolley was a worthwhile investment. The only question now is whether policymakers in St. Louis can learn from their mistakes.

The post Have You Got a Permit for that Trolley? appeared first on Show-Me Institute.

Trolley officials “hope” their project will be up and running within the next month or two.

It feels as if I’ve written or said this more times than the project has actually been delayed, but: it’s hard to see the Loop Trolley as anything besides a policy disaster. Not only is there little evidence that the Trolley will accomplish all that its proponents promise, like increased transit-oriented development, but its leadership has rolled things out so poorly that it seems hard for the public to take the project seriously at all (see Exhibit A). It’s also hugely over-budget.

So, at this point, what do we do? How can we, or policymakers, try to make the current, regrettable situation any better? My suggestion is this: Spare us all the misery and simply admit you’ve got no clue when the Trolley will be up and running. Maybe you (Loop Trolley officials) have an idea of when it will be up and running, and maybe this time that idea is based on reliable information—who knows? Even so, the public has been toyed with so much that the best thing to do—the least damaging, that is—is to just say, “We don’t know when the Trolley will be up and running.”

As an academic and researcher, I’ve learned that sometimes (a lot of the time, actually) you need to admit that you just don’t know the answer to a question. Sometimes you can do far more damage by providing an answer that you’re unsure of than admitting you just don’t know the answer. Officials involved with the Loop Trolley project should, more than many others, understand this point.

The post Please, Just Give Us All a Break appeared first on Show-Me Institute.

Things are no different when assessing the city’s massively expensive economic development programs.

A report released last year turned an objective and critical eye toward the city’s incentive practices and found that “[w]hile there may be disagreement about the value of some [incentive] packages, it is clear that the city gains no net benefit from an extremely costly program with no real economic development impact” (pg. 6). That’s about as damning as any finding could be. But, remember: framing is everything.

Otis Williams, Director of the city agency which administers development subsidies, wrote that the “study was conducted to show us what we’re doing well and where we can improve.” When framed this way, things don’t sound so grim.

But don’t be fooled. When the bigger picture shows that the city spends hundreds of millions of dollars—more than $700 million from 2000 to 2014—for naught, a bleak reality emerges. Incentive policies don’t need to be improved; they need to be jettisoned or comprehensively reformed.

When we look beyond the ribbon cuttings, temporary construction jobs, and consultant reports, we see that development subsidies like tax increment financing and tax abatement do not strengthen our economy. If they did, St. Louis would have a thriving downtown and there wouldn’t be a growing operating budget deficit. At worst, these subsidies are a flat-out waste of taxpayer dollars. At best, they meddle with the market, getting developers hooked on taxpayer handouts. When we see prime property at the busiest intersection in the Delmar Loop declared “blighted,” can’t we agree that our policies are missing the mark?

At their core, St. Louis’s incentive policies suffer from two fatal flaws. First, they assume politicians and bureaucrats know which investments are better than others. Second, the pols act as if they are spending “free money.” when in fact a dollar spent on quixotic economic development projects becomes one less dollar that is available for public safety and other purposes.

But how will St. Louis stay competitive when surrounding jurisdictions use incentives? Well, before policymakers worry about how to lure companies from just over the county line—which is about all that incentives accomplish—they might do well to focus on, say, improving schools and basic infrastructure, maybe even retiring the City’s debt and thereby improving its credit rating?

And if policymakers really want to attract business, why not incentivize everything—i.e., cut everyone’s taxes—instead of just the projects of politically-connected developers? If city officials and staff are right, and incentives truly grow the economy and boost tax revenue in the long run, just imagine what a broad-based tax cut for all residents would do!

From 2009 to 2016, the tax revenue annually handed back to developers has more than doubled from $17.9 million to $38.1 million. Yet, today, most of our economic, social, and governmental woes persist. The answer is not more of the same. It’s time to reframe the discussion on incentives.

The post A Sober Look at Development Subsidies appeared first on Show-Me Institute.

As the St. Louis Post-Dispatch reports, a $26 million multi-use development planned for a busy intersection in the Loop was recently awarded some $4.4 million in tax increment financing (TIF). This means the developers will pay $4.4 million less in taxes over the next few decades because, apparently, the project isn’t financially feasible without tax breaks.

As with all subsidies, there is a question regarding the prudence of funneling taxpayer dollars to specific projects on the grounds that they could not be profitable on their own. I also can’t help wondering why incentives are still “needed” in the Loop when the $51 million trolley is supposed to spur economic growth. But I don’t want to focus on these issues here. Instead, I want to focus on a much larger lesson we can learn from the widespread use of development subsidies in Saint Louis and elsewhere.

The handing out of subsidies in one of the most lucrative Saint Louis is evidence that policymakers have created a “developer’s market.” In short, subsidy-granting agencies have given away so much in taxpayer money that developers are rarely willing to invest without public help. And not because their projects aren’t financially viable, but because they know policymakers will grant their requests for subsidies. Incentives are no longer about eliminating blight, or making tough projects feasible. Instead, incentives are an ordinary part of doing business, because policymakers have repeatedly shown developers that subsidy dollars are there for the taking. The use of incentives has transformed the real estate market—and not for the better.

Despite spending hundreds of millions of taxpayer dollars on developments, Kansas City and St. Louis continue down bleak economic paths. In fact, there’s evidence that incentives have reduced private investment in Missouri cities. It’s time policymakers enact meaningful incentive reforms to ensure that taxpayer money isn’t wasted and that development occurs according to the free market principles that grow the economic pie for everyone. 

The post A Developer’s Market appeared first on Show-Me Institute.

Despite these objections, Saint Louis regional officials allowed the project to move forward. The trolley, they promised, would lead to development. Trolley planners also assured residents that the money needed would come from a transportation development district (TDD) around the line, along with federal grants. As we pointed out in a previous post, trolley planners originally stated that cost overruns would not be the responsibility of city or county taxpayers.

However, as of late 2014, the Loop Trolley faced cost overruns. Initial construction bids came back $11 million over the project’s $43 million budget. The project was put out to bid once more, and Loop Trolley planners announced the project was within the budget and everything was fine. But actually, the second round of bids still came back $8 million over budget.

Instead of looking to the Trolley’s TDD to cover cost overruns, trolley planners sought regional tax dollars. This included money from Great Rivers Greenway (a sales tax–funded body designed to build recreational trails) and an additional $5.4 million federal grant (which required a local match).

None of these efforts was known to the public until November, 2015, well after the construction of the trolley was underway. The overruns only became public because the Saint Louis County Council had to approve the $3 million needed to match the aforementioned federal grant. That money will come from County’s mass transit fund, which means that more than $8 million is being diverted from transit projects in the County. That $3 million easily could have matched other, similarly sized federal grants for transit projects of the county’s choosing. Now it will be spent on the trolley.

Summing it up, trolley planners sold their project to Saint Louis residents with a budget that would not work and promises they could not keep. When that became apparent, those planners said nothing, quietly committed local residents to pay for overruns, and then started putting rails in the streets. Presented with this fait accompli, the County Council approved what amounts to an $8 million bailout. In essence, the Council rewarded the tactics of trolley planners.

The post The Loop Trolley Bailout: A Retrospective appeared first on Show-Me Institute.

                The East-West Gateway Council of Governments, which is responsible for coordinating transportation spending in the Saint Louis region, releases a transportation improvement program (TIP) every year. That program contains all scheduled transportation projects receiving federal aid for the next four years. The latest TIP, approved on July 29, shows the costs of projects (including the Loop Trolley) from 2016 to 2019.

                Despite the fact that the program was released months before the public was told that the Loop Trolley would be over budget, and Saint Louis County residents knowing they were on the hook for the those overruns, the latest TIP accurately puts the Loop Trolley’s cost at about $51 million. When the TIP was proposed (and commented on), the trolley’s cost was still only $44 million. But on the day the TIP was approved (July 29), the East West Gateway board approved a final additional project, sponsored by Saint Louis City, to improve “Delmar, DeBaliviere, and Loop Trolley Infrastructure.”

                The funding for that project comes from a $5.4 million federal STP-S grant, requiring a $1,350,000 local match. That grant should sound familiar, because that’s precisely the grant Saint Louis County is now being asked to match, which will cover cost overruns on the Loop Trolley.

                Given the timeline, it is almost certainly the case that regional planners have known about cost overruns on the Loop Trolley since mid-July. Indeed, they appear to have planned for dealing with problem by committing more federal funds (and the Saint Louis County match) to the trolley. However, they clearly did so before the county government, or county residents, had signed off on the plan. Those funds will come from county’s mass transit sales tax and could have been used to fund any number of other projects in Saint Louis County. No one should be under the illusion that Saint Louis only gets federal STP-S grants for streetcars; in the next 4 years the county is slated to receive 96 such grants.

                Might planners have known about the cost overruns before trolley construction began in the spring? Was this an attempt to make to the additional funding for the Loop Trolley a fait accompli once residents found out about it? We don’t know, but it is clear that the trolley funding process has not been as transparent as Saint Louis County residents could hope.

The post How Long Have Saint Louis Planners Known About Loop Trolley Cost Overruns? appeared first on Show-Me Institute.

The measure would treat street performers like peddlers and canvassers. Performers would be required to pay a licensing fee and obtain a permit.

Along with the attempt at licensing landlords, this measure is just one of the more recent examples of a government solution in search of a problem. As someone who works near the Delmar Loop and visits there often, I can assure you that street performers are not a nuisance.

Thankfully, a couple of city council members are also skeptical of the need to license street performers. Due to their questioning of provisions within the bill, action on this measure will be delayed until later in the month. The City Council should spend that time reflecting on whether licensing a few street performers is really something that University City should be doing.

Street performers make the Delmar Loop a more vibrant and exciting place to visit. University City should not make it harder for these people to practice their craft. 

The post Licensing Street Performers: Another Example of Government Overreach appeared first on Show-Me Institute.

Current funding sources for the Loop Trolley are multifarious, including a 1 percent sales tax in the Loop Transportation Development District (TDD), tax credits, congestion relief funds (despite the possibility that traffic may get significantly worse due to the trolley), MoDOT, Great Rivers Greenway (funded by sales taxes), and private money. By far the most important contributor is the federal government, which granted the project $25 million.

While sources are diverse, they tend to be both rigid and highly contingent, with little room to generate an extra $11 million. The federal government already is unhappy with the progress of the trolley and, far from considering further subsidies, has previously threatened to remove the grant. Tax credits and TIF revenue only go so far, and private donations, congestion relief funds, and state aid were never guaranteed in the first place, when less was required. The oft-mentioned 1 percent sales tax in the TDD is supposed to fund the operation of the trolley, not its construction.

If the Loop Trolley comes in $11 million over budget, existing funding mechanisms (which could only maybe cover $43 million) would be overwhelmed. But Loop Trolley planners remain confident. We can only hope that confidence is based on cost-cutting measures or private support, not more public subsidies.

The post Loop Trolley Hits $11 Million Speed Bump appeared first on Show-Me Institute.

The post Op-Ed About Loop Trolley In Post-Dispatch appeared first on Show-Me Institute.

On Tuesday, a key Kansas City transit group unanimously endorsed a plan that would put the downtown route primarily down Main, not Grand Boulevard.

The city’s Parking and Transportation Commission approved a consultants’ recommendation, which favored streetcars over rapid buses on a two-mile route from the River Market to Crown Center.

“A Main Street streetcar is the superior alternative,” project manager Charlie Hales, with HDR Engineering, told the commission.

This calls for a Kansas City trolley soundtrack. Hit it, Johnny!

For those unfamiliar with Kansas City’s politics, the idea of bringing rail lines in one form or another has been kicked around exhaustively for the last two decades, to the point where currently there are actually two competing passenger rail proposals: the Main Street trolley and, no joke, a $1 billion-plus rail project that perpetual rail proponent Clay Chastain has put forth. While the prospects of Chastain’s proposal (again) look bleak, supporters of the trolley project are pumping theirs up at a fraction of that price — a cool $100 million.

But even Chastain, of billion dollar rail fame, won’t rally behind a trolley project:

One outspoken opponent [of the trolley project] is Clay Chastain, who has mounted numerous unsuccessful attempts to bring light rail to Kansas City. Chastain has once again gathered sufficient signatures to place a $1.4 billion light rail system before voters next year, but the City Council has not yet approved it for an election.

“You’re not going to take a streetcar to the airport,” Chastain said Tuesday when told about the commission’s recommendation. “This is not the major response we need to build a world-class transit system.”

When Clay Chastain says your project is impractical, that’s saying something.

Of course, Kansas City’s not the only major metropolitan area in Missouri that might put hundreds of millions of quarters on municipal rails. St. Louis is putting together a trolley project that would run from Forest Park to the Delmar Loop — locations that Metrolink already serves, and within walking distance of the #1 Metro bus.

To give you an idea of the sort of distance we’re talking about here:

View Larger Map

The estimated cost for the roughly 2-mile line? About $50 million.

Are these projects really the best use of taxpayer dollars? At least one form of public transit already serves both areas, and in the case of St. Louis’ proposed line, there are two. The money the respective cities would spend on these projects couldn’t be spent on other pressing municipal matters. What would the cities forgo by rebuilding rail lines that were torn out long ago?

In this economy, Kansas City and St. Louis need…trolleys? Really?

The post Nothing Says ‘Progress’ Like a Vanity Trolley Project appeared first on Show-Me Institute.

This post I wrote three years ago is part one of the series on urban planning that I’m continuing today. The theme of this post is different from the first, because although planners had almost nothing to do with the success of the Delmar Loop, they certainly did with Wydown Boulevard. But the planning that shaped Wydown was the work of private industry and individuals, not the government. I want to make that clear.

“Planning” today is intimately linked in most people’s minds with government oversight and regulation. At the APA’s website, both the “What is planning?” and “What do planners do?” questions immediately begin with a reference to government.

Many of the subdivisions that were built along the St. Louis central corridor (Wydown is in the heart of that corridor) were built in a unique, intensely private style found throughout St. Louis. That includes private roads, sewers, and other infrastructure paid for by internal assessments and fees from property owners, not by general taxes for government provision of those services. I don’t think Wydown was ever a private road, but many of the neighborhood streets along it were (some still are), and I believe the streetcar that served Wydown was likely a private company, too, although I have been unable to find conclusive information about that particular streetcar that reveals whether or not it was actually private.

As the APA itself says:

• Subdivisions along trolley line originally developed as “private places,” characterized by large 1- to 3-acre lots with traditionally designed single-family estates, mature trees, and native plants

Yes, some of the more recent cited reasons for issuing this award involve government planning — the bike lanes, for example. But the neighborhoods of St. Louis’ central corridor have historically been some of the most privately operated urban subdivisions in the country. Wydown is a beautiful street that I have enjoyed traveling many times. It deserves an award for planning. But it’s important to remember that it was private planning, not government planning, that made Wydown what it is.

The post Urban Planners Give Award to St. Louis, Part 2 appeared first on Show-Me Institute.

Maybe I’m biased, but I found it to be really fun. I read about:

• how private initiative, rather than urban planning, created the Delmar Loop of today;
• some fascinating history of public education;
• how charter school success sometimes means failure; and,
• some interesting missouri tax advice that anyone can use.

Granted, I’ve already read most of this before, but if you arrive at the blog only to see something you’ve already read or that isn’t your favorite topic, give the random button a spin — an unexpected insight that will make your day might be just around the corner. Give it a try!

The post New Blog Feature: Random! appeared first on Show-Me Institute.

[A] federal grant […] could finally make a long-sought streetcar route a reality.

The U.S. Department of Transportation announced today a $293 million investment in transportation projects around the country, including $24 million for a two-mile trolley line that would run between Forest Park and the University City Loop. […]

Supporters of the Loop trolley have said it could cost between $45 million and $55 million, with private donations covering the portion not covered by public funds.

I think it’s laudable that a great deal of the trolley’s expenses will be paid for with private funds, but I’m still suspicious of anything that requires federal funds. If it’s such a great idea for everyone involved, why can’t all the money be raised from Loop merchants and other donations — or, if a government entity has to be involved, University City? Costs aside, I have a number of other reservations about the project.

Driving on Delmar between Skinker and Kingsland is already a nightmare, and I’m pretty sure a slow-moving trolley would make matters even worse. If the trolley only ran in the Loop itself, that wouldn’t be such a huge issue because people wishing to bypass the area already know how, but it will also be running up Delmar to DeBaliviere and from there to the art museum. Those are both pretty major thoroughfares, so the trolley could cause traffic to pile up, which will cut into any environmental benefit it might have.

Furthermore, this area is already overserved by rail. Anyone wishing to travel from Forest Park to the Loop can do so quite easily by hopping on the MetroLink, as the Loop Trolley Project’s own website shows.  Granted, MetroLink can’t drop you off every block, but the entire Loop is only about seven blocks long, which is hardly a long walk from one end to another.

Finally, if trolley riders aren’t brought to the area by other forms of mass transit, they will have to park and ride. The Loop has a large parking lot, which is often near capacity as it is, but I am not sure where people wishing to ride from Forest Park are supposed to park their cars. Without more parking capacity, I don’t see how the line can attract enough riders to make it worthwhile, but I don’t know where they will put more parking.

I don’t think any of these points show definitively that the Loop Trolley is a bad idea, but they are questions that should be addressed before we start lavishing tax dollars on the plan.

The post Saint Louis Streetcars Making a Comeback? appeared first on Show-Me Institute.

The vibrant area the Loop as it exists now developed thanks to the lack of an overriding government plan, not because of one. Urban planners didn’t sit down with investors 30 years ago and say, "Hey, here’s $30 million in tax credits, now go build a hotel here and a restaurant here, and make everything look like such and such, and so on and so forth."

University City, where I very proudly live, has played a role in the success of the Loop, often by just staying out of the way. The city deserves praise for that. Joe Edwards credits the city’s ordinance mandating first floor retail for all buildings in the Loop, so I guess that does constitute planning, in a minor way. Tight control of the liquor license laws by the city has also been good for the Loop, making sure it did not go the way of Gaslight Square.

No doubt that U. City also does a good job in responding to the needs of the Loop businesses when necessary. The U. City police do a particularly good job of patrolling the area, in my opinion. I think that the magnificent City Hall and the library play an important role in bookending the Loop, but that is not because of modern urban planning. (Old planning by E.G. Lewis, maybe.)

The partnership U. City government has with the Loop is not about planning the area out, in the manner of Boulevard-St. Louis or New Town in St. Charles. I think U. City’s own planning director recognizes this, as he takes no credit for the award in his newspaper quote:

Lehman Walker, University City’s director of planning, said the award recognized the Delmar Loop as "one of the outstanding pedestrian streets in the country."

I love the Delmar Loop. I met my wife there. I will be there tonight playing darts at Blueberry Hill, just as I have almost every Wednesday for the past 12 years. I make no claims of knowing anything about urban planning. If you want someone who does, go to Steve Patterson’s website. If you want someone who knows a lot about planning and doesn’t like it, go here. I just know what I like, and in the case of the Loop, what a lot of people like. Urban planning didn’t make the Loop; capitalism and entrepreneurship did. And beer. Lots and lots of beer.

The post Urban Planners Give Award for Something They Had Nothing to Do With appeared first on Show-Me Institute.