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Above: Historic photo of Eads Bridge.
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This Bridge was Made for Walking
A unique coalition of civic groups says there’s room for bicyclists, pedestrians and motorists on the historic Eads Bridge.
When the Eads Bridge opened in July 1874, a “test elephant” was sent across to prove its structural soundness. The bridge was designed for horsedrawn vehicles and pedestrians—not elephants, streetcars or automobiles. However, cars and trucks eventually prevailed, and continued to carry people and goods across the Mississippi River until 1991, when the top deck was closed. The lower deck was retrofitted for MetroLink in 1993.
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Above: An artist’s rendering shows the transformation of Eads Bridge into a pedestrian, cyclist and local traffic thoroughfare.
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Now the 3,360-foot upper deck of the Eads Bridge is scheduled to reopen to cars and trucks—and bicyclists and walkers as well—in 2002. For the past two years, a unique coalition of the RCGA, bridge engineers Modjeski & Masters, Trailnet, Metropolis, St. Louis 2004 and the Landmarks Association of St. Louis has been working on a plan that would allow the historic bridge to serve as both a downtown “linear recreation resource” for pedestrians and cyclists and as a local traffic thoroughfare.
Specifically, the coalition’s proposal is for the 54-foot-wide upper deck to have four lanes of vehicular traffic on weekdays. On weekends and holidays, the two north lanes would be used for traffic, and the two south lanes for strolling, cycling or simply enjoying the magnificent views of the Gateway Arch and downtown.
The new deck is projected to cost more than $35 million, including design fees, removing the old deck, obtaining rights of way and construction. The St. Louis Board of Public Service manages the project, and St. Louis Bridge is the contractor. Funding comes from the federal government, the Missouri and Illinois Departments of Transportation, and the City of St. Louis that—is, funding for the original proposal of four traffic lanes. To pay for the proposed pedestrian enhancements, including the two-lane conversion on weekends, the coalition has agreed to raise the city’s portion of the incremental costs. Funds will come from corporate and foundation support and other avenues (including selling t-shirts that read, “This Bridge Was Made For Walkin’).”
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Above: Historic photo of Eads Bridge. It took 10 years and a sum of $10 million to complete this 6,000-foot bridge. Finished in 1874 under the direction of James Eads, it is still considered one of the finest engineering feats of this type.
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Mayor Clarence Harmon strongly supports the reduction of traffic lanes from four to two in off-peak times. “What we’re concerned about now is replacing the concrete ‘jersey’ barriers in the original design with a decorative steel-reinforced railing,” says Freeman McCullah, vice president of infrastructure development at the RCGA.
The railing, developed by the State of Massachusetts, recently passed federal crash tests for safety, and has a historical, wrought-iron look. “It evokes the past and satisfies the need for safety, which is paramount,” says Carolyn Toft, executive director of the Landmarks Association.
Ideally, the coalition would have preferred that the entire top deck of the bridge be a “linear park” promenade for bicyclists and pedestrians on weekends. McCullah explains, “The Eads Bridge doesn’t carry that much traffic on weekends, and it doesn’t tie into main highways.” Before it was closed, the bridge carried 3,000 to 4,000 cars a day, and it’s estimated it will carry 6,000 to 7,000 when completed. “That’s local commuter and commercial traffic,” McCullah says. “Yet, it’s additional lanes across the river, so it will have an impact on traffic.”
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The real impact, the coalition believes, will come when the new Mississippi River bridge is built in 10 to 15 years. Ted Curtis, executive director of Trailnet, the land trust that developed the Old Chain of Rocks Bridge, says, “When the new bridge goes in, maybe then the Eads could be closed to cars. There’s plenty of potential for modification downstream.” Adds Matt O’Leary, a local developer and past president of Metropolis, the group that’s dedicated to making St. Louis more attractive to young people: “By using the flexible, open-bridge deck design now, it will be easier to make changes when the new Mississippi River bridge is built. It won’t be necessary to rip out concrete and put in new railings. Adopting our plan now is cheaper in the long term.”
Whether the promenade is two lanes or four, a walkable, cyclable Eads Bridge could become a major downtown attraction. “Our whole focus is to take an asset like the Eads Bridge and turn it into something that will attract people to downtown, rather than push them away, which is what has happened,” Curtis says. The bridge would be an important link in the Missouri Confluence Greenway, a 40-mile riverside park and trail system on both sides of the Mississippi River. “Also, there’s a real experiential factor involved,” Curtis says, citing the 1,000-plus daily summertime visitors to the Old Chain Of Rocks Bridge, which is now a pedestrian/bike trail. “On the Eads you get just an incredible view of downtown, like the outline of a magical city.”
Besides becoming a downtown attraction, the Eads Bridge also could contribute to downtown’s revitalization. This has happened in other cities that have converted their old bridges into tourist destinations. For example, Chattanooga, Tenn., turned its old downtown bridge into a pedestrian strollway about eight years ago. Since then, shops and restaurants have opened at the bridge entryways. “The incredible part about that bridge is it’s been a real catalyst for new commercial development on both sides,” Curtis says. “It wasn’t blessed with an anchor like Laclede’s Landing, but had a ‘wrong-side-of-the-river’ type area next to it. Now the bridge is one of the city’s most popular outdoor destinations.”
It’s easy to imagine the Eads Bridge having a similar effect. “For a little more money you can get a car mover and a world-class pedestrian attraction on weekends that’s a hub of activity. Plus, the Eads Bridge is connected to the Arch grounds and Laclede’s Landing, and supported by services that offer a wonderful environment. It would definitely have an impact on the regional economy,” O’Leary notes.
In the meantime, the coalition is working with the Mayor and the Board of Public Service with a goal of putting the finishing touches on the Eads Bridge project. “Our goal is to work in tandem with the contractors currently there, and take advantage of this opportunity to find a balanced and creative solution for the bridge that satisfies capacity and safety issues while allowing for pedestrian and bicycle use,” Toft says.
Although the grand re-opening of the Eads Bridge isn’t scheduled yet, Toft is hopeful it can coincide with Historic Preservation Week, which occurs every May. “I’m also going to call Charlie Hoessle at the Zoo and see if we might send an elephant across the bridge again,” she jokes.
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