RIVERFRONT PLANS

1913 The Riverfront - Possible Municipal Ownership of Terminals
1914 Five Possible Locations and Comparative Cost of Proposed River Terminals
1915 St. Louis River Front - Municipal Terminals for Boats and Railroads and Conferences of Governors and Delegates for River Cities
1916 River Des Peres Plan
1922 The Municipal Bridge of St. Louis: A Record of Municipal Efforts
1928 A Plan for the Central River Front - Saint Louis
1929 Plans for the Northern and Southern River Front
1933 A Plan for the Central Riverfront
1967 Saint Louis Riverfront Development Plan
1977 Central Riverfront Plan
1984 The St. Louis Central Riverfront: An Analysis of Challenges and Opportunities
1988 Market Analysis and Developments Strategy for the Central Riverfront Area


1913 THE RIVERFRONT - POSSIBLE MUNICIPAL OWNERSHIP OF TERMINALS

By: City Plan Commission
Pub: April 1913

This report discusses a plan that would open the way to municipal ownership of a railroad from a point considerably South of the Municipal Bridge along the levee and the River to the Chain of Rocks.

The plan was conceived for several reasons:

1914 FIVE POSSIBLE LOCATIONS AND COMPARATIVE COST OF PROPOSED RIVER TERMINALS

By: City Plan Commission
Pub: March 19, 1914

This document outlines the construction of a continuous quay wall in the vicinity of Eads Bridge. It would lie midway between the inner and outer harbor lines. The purpose of these walls would be to protect the wharves and tracks during flood stages of the River.

There are five main sites of construction:

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1915 ST. LOUIS RIVER FRONT

MUNICIPAL TERMINALS FOR BOATS AND RAILROADS & CONFERENCES OF GOVERNORS AND DELEGATES FROM RIVER CITIES

By: City Plan Commission
Pub: April 1913 and March 1, 1915

The first report, Municipal Terminals for Boats and Railroads, is also known as The River Front - Possible Ownership of Terminals; it was previously submitted April 1913, by the City Plan Commission. The second report is titled The River Front - Proposed Terminals for Boats and Railroads; it was published on March 1, 1915.

The second report outlines the possibility of improving conditions relative to the transportation of freight by water and the economical interchange of freight between railroads and boats.

This report consists of several planning components:

This plan was conceived with regard to the development of transportation and the housing of manufactured goods along the Riverfront. The following points have been made in support of this proposal:

The remaining portion of this bounded publication is concluded with the report: Two Mississippi Valley Conferences . The purpose of the conferences was to discuss the subject of modern river terminals. The importance of transportation systems surrounding the Mississippi was highlighted and it was regarded as one of the most urgent issues for local as well as national economies at that time.

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1916 RIVER DES PERES PLAN

By: City Plan Commission
Pub: no date listed

The River Des Peres Plan was designed primarily to expand commercial and industrial growth around the River Des Peres Valley area. This plan intended on opening idle territory to new industries and residential uses, creating an accessible railroad system, and completing a circuit boulevard that would circle the area's park system. In addition, this plan focused on the River Des Peres channel and sewage system. Major sewers and channels were drafted to insure the correct disposal of sewage, to provide relief from possible flooding, and to eliminate the possibility of dangerous unsanitary conditions that could threaten the health and property of St. Louisans.

The following points are discussed in the River Des Peres Plan:

Proposed Sewer System - a series of sewer systems would be constructed: an open channel system from the Mississippi River to Maclind Avenue; a closed sewer system from Maclind Avenue through Forest Park to the City Limits; and a foul water sewer system from Maclind Avenue to Maplewood.

Streets - it was proposed that streets where public transit lines were expected to be placed should be wider than those which are exclusively vehicular trafficways. The following street plans were drafted:

Railroads - a municipal railroad was designed to run from the levee at the mouth of the River Des Peres, to the Frisco and Terminal railroad intersection at Maplewood. With the construction of a new rail line, the entire municipal railroad system would extend along the Riverfront, from Chain of Rocks to Arsenal Street, with the possibility of an extension to Maplewood. This complete railway belt would facilitate in the economic and industrial growth of the River Des Peres Valley area as well as the St. Louis area as a whole.

Residential and Industrial Districts - two large vacant areas around the River Des Peres Valley would be annexed for industrial as well as residential uses. This area would then house a mixture of industrial and residential uses of which would lie next to one another.

Driveway - a proposed scenic boulevard or the River Des Peres Drive would be built starting from Kingshighway Southwest, along the River Des Peres and the city limits to McCausland. The idea behind the construction of a scenic drive was to connect several major parks to a boulevard so as to enhance the desirability of the River Des Peres Valley area.

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1922 THE MUNICIPAL BRIDGE OF ST. LOUIS : A RECORD OF MUNICIPAL EFFORT

By: Board of Public Service and Municipal Reference Library
Pub: August 1922

Area of Concern: The St. Louis Municipal Bridge would connect the cities of St. Louis, Missouri and East St. Louis, Illinois. The bridge would be located about one mile below the Eads Bridge, and approximately three hundred feet North of Chouteau Avenue in St. Louis.

This document is a historical sketch of the construction of St. Louis' first municipal bridge. The existing toll bridge, Eads Bridge, created such monetary conflict, it was necessary to build a municipal bridge, making it free to all users, from the private sector to the public sector. The municipal bridge was built across the Mississippi River and down river from all other bridges. The location was chosen in hopes of centralizing traffic from all primary points on the West bank to all primary points on the East bank of the Mississippi River.

Several steps were instrumental in the construction of the Municipal Bridge:

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1928 A PLAN FOR THE CENTRAL RIVER FRONT - SAINT LOUIS

By: City Plan Commission
Pub: June 1, 1928

The idea behind this plan was to create better access to St. Louis' Central Business District, therefore providing improved circulation, increased street capacity, stabilization of the business district, and an improved appearance.

The plan consists of several interdependent projects:

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1929 PLANS FOR THE NORTHERN AND SOUTHERN RIVER FRONT

By: City Plan Commission
Pub: August 1, 1929

This report was designed to extend improvements from the Central Riverfront, North and South. The area of development lies North, from Bestowal's Point to the city limits at the Chain of Rocks, and from Bellerive Park to President Street. The plan was submitted as an additional planning feature of A Plan For The Central River Front , a comprehensive plan for St. Louis' Central Business District. The purpose of these plans were to create accessibility, by way of street expansion and street construction. This plan has two main planning areas of concern: the Northern Riverfront and the Southern Riverfront.

The Northern Riverfront (Area of Concern: from Bissell's Point North to the Chain of Rocks). Several areas of planning were discussed:

The Southern Riverfront (Area of Concern: from the Municipal Bridge to President Street and from Bellerive Park to the River Des Peres). Several areas of planning were discussed:

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1933 A PLAN FOR THE CENTRAL RIVERFRONT

By: City Plan Commission
Pub: June 1, 1933

This plan is a revised publication of the original 1928,A Plan for the Central Riverfront . Several urban trends led to the decline of the area from Third Street to the River opposite the Central Business District: Westward growth of the City, decline of early forms of river traffic, inaccessibility due to narrow streets and bad grades, and obsolescence of large numbers of buildings. As a result of the deteriorating conditions, this plan was developed in hopes of revitalizing the Central Riverfront.

The proposed plan is divided into three interdependent projects:

Plan A included the following:

Plan B included the following:

Plan C included the following:

The advantages of this plan were presented as follows. Property values of the Eastern end of the business district would be stabilized and greatly enhanced. The greatly increased street capacity would be advantageous to traffic circulation throughout the City. The improvement to the Riverfront could be accomplished in a most monumental manner. Demand for public parking space and garage facilities would be satisfied. Both vehicular and water approach to the City of St. Louis would be highly attractive and inviting.

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1967 SAINT LOUIS RIVERFRONT DEVELOPMENT PLAN

By: City Plan Commission
Pub: no date listed

Area of Concern: Along the Riverfront from River Des Peres to North Corporate Limits. The plan was divided into eight design sections of the Riverfront area. These areas are labeled as follows: River Des Peres, Bellerive Park, Chippewa Street, Lafayette Avenue, Carr Street, McKinley Bridge, Carrie Avenue, Valley Drive, and North Corporate Limits.

The basic objective of this plan was to maximize the potential use of the Riverfront as an industrial, residential and recreational center. The plan is outlined as follows:

Discussion on circulation and landuse were important subjects in the planning process. The proposed primary and secondary transportation system was made to follow and compliment the City's Major Street Plan :

Proposed Circulation -

Proposed Land Use -

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1977 CENTRAL RIVERFRONT PLAN

By: Team Four Associates and Hoffman Partnership
Pub: September 1, 1977

Area of Concern: The Central Riverfront stretches for a mile from the Union Electric plant North of Martin Luther King Bridge to MacArthur Bridge on the South.

The Central Riverfront Plan highlights the importance of the Riverfront Area. It emphasizes the need to develop the area, aesthetically as well as economically, so as to utilize its potential as a recreational site. The plan outlines several physical improvements that would enhance public accessibility of the St. Louis Riverfront and encourage visits from residents and tourist alike.

The following improvements were proposed for the Central Riverfront area:

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1984 THE ST. LOUIS CENTRAL RIVERFRONT

AN ANALYSIS OF CHALLENGES AND OPPORTUNITIES

By: Mayor's Central Riverfront Committee
For: Mayor Vincent Schoemehl, Jr.
Pub: September 1984

Area of Concern: bound by Memorial Drive to the West, Biddle to the North Chouteau to the South and the Mississippi to the East.

This report was designed to promote preservation of the Central Riverfront. The document reviews several important improvements that have enhanced the marketability and image of the central riverfront area: the removal of trains, the construction of the promenade and the development of new attractions and parking facilities. In order maintain the quality and the cultural and historical importance of the area, new initiatives were proposed.

Several new issues and or recommendations were discussed by the committee:

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1988 MARKET ANALYSIS AND DEVELOPMENT STRATEGY FOR THE CENTRAL RIVERFRONT AREA

By: Prepared by Laventhol and Horwath
For: St. Louis Port Authority
Pub: March 1988

The purpose of this market and development report was determine the focus theme of City's Central Riverfront and to determine the use for a vacant site within this area (located adjacent to the Northern foot of the Arch between the S.S. Admiral and St. Louis concessions). Several phases of analysis were conducted and a riverfront development strategy was proposed. Its main focus of this development strategy was the promotion of tourist-based attractions.

In addition, the analysis identified three specific uses for the vacant site that would be consistent with the riverboat period theme: a tourist retail and amusement space, a rotating exhibition space and multi-media presentations.

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