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:

• To improve the Riverfront.
• To provide a suitable form of transporting freight along the Riverfront by way of the proposed railway system, the Municipal Bridge and also the proposed yards and terminals along the River.
• To lay a foundation for valuable railroad property and hence attract manufacturing industries.

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:

• North Market Street Site - the site requires the construction of a nine hundred feet of quay wall located on the inner harbor line.
• Chouteau Avenue Site - the site requires the construction of a eight hundred feet of quay wall one hundred and twenty-five feet from the inner harbor line.
• Eads Bridge Site - below the Eads Bridge, this site requires the wall to be one hundred and twenty-five feet from the inner harbor line.
• Eads Bridge Alternative Site - this is at the same location as above, but the wall constructed one hundred and fifty-five feet from the inner harbor line, thereby providing room for warehouses on the wharf. In addition, a plan for a three story building would be built on this site to house conveying machinery and cranes to transport goods.
• Market and Spruce Streets Site - this site requires a wall one hundred and twenty-five feet from the inner harbor line, which would provide room for the necessary tracks and warehouses for four units of twelve hundred feet.

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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:

• A River Wall - this construction of a quay wall of concrete or masonry, parallel with the River, would serve boats and barges so that they may land at all stages of the River, in addition, a crane would be attached to the wall, assisting with the transportation of goods.
• Unit Terminals - that a portion of the Riverfront would be used to house units of about three hundred feet. The terminals would be used for shed purposes, a roadway and a storage area for coarse freight.

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:

• Railway connections to waterways would be essential so as to get the most of the potential advantages of the water transportation.
• The improvement and expansion of the wharf would accommodate the increase in waterway traffic.

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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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:

• To expand the width of major radial streets - Old Manchester Road, Watson Road, Wherry Avenue, Gravois Avenue, Morganford Road, Michigan Avenue, Ivory Avenue, Broadway, and Ivanhoe.
• A major cross-town street would be proposed in the River Des Peres Valley that would pass through the greatest industrial development area. The Eastern terminus of this street would be at Broadway and Davis Street, t it would end at Old Manchester Road and Ivanhoe Avenue and McCausland by means of the McCausland viaduct.
• The widening of principal rectangular streets: Longborough Avenue, Bates Street, Eichelberger Street, Nottingham Ave, Chippewa Street, Flyer Street, Arsenal Street, Hampton Avenue, Sulphur Avenue, Brannon Avenue, and Morganford Road.

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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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:

• The passage, on April 6, 1905, of an act by the Missouri Legislature, authorizing cities in states having populations of a hundred thousand or more, to build and operate bridges over rivers, enabling cities to annex land for the purpose of forming boundaries with other states.
• On April 25, 1905, Mayor Rolla Wells appointed a Municipal Bridge Commission whose purpose was to investigate terminal facilities and make any recommendations for improvements. They concluded in a series of reports that a bridge should be constructed at Poplar Street.
• Several construction plans were proposed to the United States War Department. A final plan was approved which consisted of a double deck municipal bridge that would accommodate railway and highway traffic.

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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:

• A new thoroughfare from the North and Northwestern part of the City to Third Street in the Central Business District.
• A new thoroughfare from the South and Southwestern part of the City to Third Street in the Central Business District.
• Construction of elevated roadways in these two new thoroughfares, having capacity for six lines of high-speed, and non-stop traffic.
• Widening and double-decking of Third Street from Poplar Street to Morgan Street.
• Acquisition of all property between Third Street and the River from Spruce Street to Franklin Avenue for a riverfront plaza.
• Construction of a high level mall between Market and Chestnut Streets form the Old Court House to the River, with extensions along the Riverfront connecting at the South with Clark Avenue and on the North with the upper deck of Eads Bridge and with Morgan Street.
• Use of the lower levels of the riverfront plaza for public parking space and garage, subway terminals.
• Direct connection between Third Street high level roadway and upper deck of the Municipal Bridge.
• Widening of Locust, Olive, Pine and Walnut Streets, between Third and Fourth Streets, so as to provide direct access between the Central Business District and the upper level of Third Street.

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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:

• To straighten the channel of the Mississippi River between Chain of Rocks and Bissell's Point and to secure the area between the present and proposed new channels for public use as either an airport and or a large park.
• An elevated approach thoroughfare, seven miles long, would be built from the Merchants Bridge to Chain of Rocks and 9.5 miles from Mullanphy Street to Chain of Rocks.
• In addition, approaches to the proposed park and or airport would be provided by with the construction of two viaducts: one passing over Broadway and railroads from O'Fallon Park to River Drive, one mile North of the Merchants Bridge; the other would be constructed on Calvary Avenue to River Drive.

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:

• A Bluff Drive from Bellerive Park North to the Marine Hospital, 2.5 miles long.
• A Yacht Harbor.
• A thirty-seven acre park along the bluff between Gasconade Street and President Street.

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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:

• A new thoroughfare from the South, hundred feet wide, extending from Thirteenth and Allen to Third and Poplar Streets.
• A new thoroughfare from the North, hundred feet wide, extending from Thirteenth and Mullanphy to Third and Morgan Streets.
• The widening of Third Street to one hundred and forty feet from Poplar to Morgan Streets.
• The paving of Third Street and new approach thoroughfares including footings for the future elevated roadway.
• A direct connection from the Municipal Bridge to Third Street.
• Connections North and South from Eads Bridge to Third Street.

Plan B included the following:

• The construction of the elevated trafficway in widened Third Street.

Plan C included the following:

• The acquisition of property for the riverfront plaza from Morgan Street to Clark Avenue, East of Third Street to the River.
• Preliminary improvements of the Riverfront Plaza, including grading, paving, parking space for six thousand or more automobiles, ornamentation, lighting, and planting.

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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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:

• To produce an efficient network of streets, utilizing established rights- of-way whenever possible, while vacating unnecessary existing streets.
• Encourage the dynamic growth of the waterfront as a regional industrial center.
• Relocate existing strip commercial development into concentrated shopping centers.
• Provide residential land use by the Riverfront by designing neighborhood complexes.
• Promote water oriented parks and recreational activities for use by all citizens of St. Louis.

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 -

• A primary street system was designed to provide access to Broadway, which is considered the City's major artery. This could be accomplished by creating several short routes connecting industrial complexes, extensions or improvements to existing streets; by providing proper traffic signals to improve through movements of traffic on primary routes, and to propose new bridges to facilitate access across the River at Chippewa and at Cass Avenue.

• A secondary street system was designed to eliminate through traffic to the primary system from minor streets, which serve individual, industrial and residential sites. The plan would discourage industrial traffic through residential neighborhoods by endeavoring the following: use the existing rights-of-way whenever possible; eliminate dead end industrial routes by providing a loop system to primary streets; discourage through traffic on minor streets and abandon unnecessary rights-of-way.

Proposed Land Use -

• Industrial Land Use - would expand by eight and one-half percent. In order to achieve this goal, existing non-industrial uses from established industrial areas would be relocated in order to develop and expand industrial land use.
• Commercial Land Use - would be reduced and concentrated at appropriate street intersections.
• Residential Land Use - would expand by seventeen percent. A combination of new and existing residential developments was proposed in certain areas, which would then help to improve existing residential neighborhoods.
• Mixed Use Areas - were proposed directly adjacent to the River. A mixture of residential, industrial, and recreational uses were proposed. The plan calls for a public parkway with a high concentration of recreational nodes, an industrial use with docking facilities and in some cases direct access to the River.

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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:

• Levee Development of the Central Riverfront was designed in order to create pedestrian and automobile access to the Riverfront area, to improve public facilities and to create viewing areas and viewing barges for the public.
• Zones of Development was the idea to put restrictions on the design and location of floating facilities.
• The Promenade area would be secured for the flood stages of the River.
• Plaza and viewing area between the Arch steps and the levee at Wharf Street would be developed for viewing of the River. Beautification of the area by way of two parks at either end of the Riverfront and a tree lined grassy area would encourage open space activities.

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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:

• Design - design guidelines or standards for all proposed improvements or developments should be adopted by the Board of Aldermen and incorporated into the Port Authority review procedures.
• Land and Water Uses - the "L Memorial" zoning district should be modified so that certain uses can be permitted on a conditional use basis. A market analysis should be conducted prior to making leasing decisions for waterfront attractions.
• Capacity - the physical and market capacities of the Central Riverfront should be considered during the process of evaluating all proposed leases. Market feasibility and financing plans should be submitted prior to receiving a riverfront lease. Dimensions of space between riverfront attractions should increase, and to maintain a systematic placement for vessels, and nine fixed spaces should be established between Poplar Street Bridge and Eads Bridge.
• Location - space should be reserved for a mix of uses, consisting primarily of restaurants, excursion boats and retail shops.
• Parking and Circulation - a coordinated system of parking and circulation includes the following policies: developing new surface parking facilities, restricting the use of levee parking, implementing a fee during periods of peak demand, designing a vehicular tram along the waterfront and improving signage.
• Governance - to give Port Authority the power to coordinate and provide basic services to the area. A port development fund should be implemented and funded by a portion of the revenues from the area; in addition a Port Authority Committee should be established.

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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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