Grand Avenue would be a better place if the neighborhood organization was more concerned about good street frontage than petty parking minimums.
What was once a neighborhood coffee shop, high-end camera shop, kitschy nick-knack decor shop and Birkenstock storefront is now a high-end boutique. It appears as if the gentrifiers are being gentrified out. The clothing store Anthropologie recently renovated a corner of Grand Avenue's Milton Mall and has drastically changed the street scape of one of America's prettiest neighborhoods.
Grand Avenue has a great tradition of holding storefronts accountable and forcing businesses to address the sidewalk and the pedestrian. This is why I kept thinking that this project was still under construction. I was wrong. This is the finished project.
On the Milton Street side, large windows and bricked entryways have been covered up with a drab paneling and include glossy “windows that aren't windows".
On the Grand Avenue frontage, large windows have been covered up and a door has been closed off and glossed over in drab teal.
Along Milton Street the large windows have been covered up with blank walls (and one smaller window has been created).
The blank panels are large, these probably measure upwards to 10 to 12 feet tall. At such a busy pedestrian intersection it’s hard to imagine that a store wouldn’t want to use this space to at very least advertise their products.
The corner window does offer pedestrians a glimpse of whats inside. Yet, the teal green is off putting and doesn’t comfortably mesh well with the historic brick facade. The whole renovation gives off a cold vibe.
Anthropologie added a wooden outset display window along Grand Avenue. Again, the look is cold and empty and doesn’t offer much beyond a confusing window display. This is yet another example of how the streetscapes of the Twin Cities have devolved. Let’s use this “historic photograph” (i.e.: about two years old and from Google Streetview) as a quick learning tool and analyze what exactly went wrong here.
The image above is the corner of Grand Ave and Milton Street. It’s not flashy, but it offers awnings to protect pedestrians from the elements (rain, sun, etc) and shelter for those using the bus stop. Most importantly, it has windows that function and doesn’t have a single “blank wall”.
The Milton Street frontage had a coffee shop that had pleasant outdoor seating. Unfortunately, in their redesign of this space, Anthropologie completely ignored all the elements that made this building successful in the first place. It’s too bad. Maybe if the neighborhood wasn't busy fighting a 6 car parking variance, they might have noticed that a great building was being renovated into something with a soulless street front.
“Beer is proof that God loves us and wants us to be happy.” - Ben Franklin
What better way to bond than over beers, laughs and a good ideas from some of Minnesota's finest young urbanistas?
The April “on Tap” will be a series of fast-paced, highly-visual presentations on the topics of land use, transportation, urban development, placemaking, urban design, municipal finance or any other Strong Towns-related topic. The event will be recorded, videotaped and produced.
Oh yeah, there will be free food and a cash bar! This is a great venue and we really want to get as many people there as possible, so please plan to attend, invite your friends and neighbors and let everyone in your social networks know.
I hope to see you there!
Lowertown in St. Paul doesn’t have a parking problem. I take that back. It does have a parking problem – there’s too much of it.
Here’s a snapshot of downtown St. Paul. These blue spaces represent off-street surface parking lots and parking garages; but do not highlight on-street or underground parking. Also, they represent only, to the best of my knowledge, available public parking. There are a few more small parking lots but Google Maps limited me to 75 shapes per map.
I bring this up because there’s a debate going on in Lowertown about removing up to 22 on-street parking spaces to expand a sidewalk to accommodate outdoor dining.
“The proposed sidewalk expansion would remove 21 or 22 parking spots from either side of the street, allowing sidewalk cafes near the Barrio, Bulldog and Bin Wine Bar restaurants or future bars. Building owners Dave Brooks and Jim Crockarell have embraced the plan and would pay for the sidewalk widening through assessments …” – Pioneer Press [1/3/13]
If you think that 22 spots is a mere drop in the bucket, you’d be right.
Grid.mn brings up that “It seems remarkable that business owners not only want less parking, but are willing to pay $300,000 to do it.” This is true. The most important thing to note is that it seems like a change in attitude, at least from the business stand-point, of how city life should operate.
The opposition to the sidewalk expansion isn’t without a good argument; “Some downtown residents have said that parking lanes act as a buffer between moving vehicles and pedestrians on the sidewalk and that removing those lanes could be a safety hazard.” [Pioneer Press]. This is a good argument straight out of the Jeff Speck Walkable City Playbook. It’s true. Cars can create a great pedestrian buffer zone.
In my mind, this whole debate is moot and has leapfrogged into the realm of ridiculous, including an implied comparison of the construction of Interstate 94 through downtown and the destruction of a historic neighborhood to that of a one-block sidewalk expansion proposal. The sidewalk proposal was also rejected by the Historic Preservation Committee, confusingly so I might add. What’sWhy is the moot? Because the real culprit isn’t parking or cafes, and it shouldn’t be viewed under just those two lenses.
This debate about city life (parking vs. cafes) has a uniquely American bend. I say this because we are ignoring the role that the street plays in this debate. Why does a street through the heart of our downtown need to have two through-lanes? Why can’t we impede upon the traffic flow?
We have all of this space for an estimated 5,000 to 6,000 cars per day [MnDOT]. While it’s not downtown’s sleepiest road, it certainly doesn’t have a lot of traffic compared to other areas that many would consider successful commercial, residential and retail streets. For example, this stretch of street has about 1,000 to 2,000 fewer cars than (smaller) Selby Avenue.
One of the failures of St. Paul is that it’s refused to let go of one-way coupling streets; a move that would be likely lauded by planners and citizens alike (with St Peter St. and Wabasha St. being possible exceptions). St. Paul is still being held hostage by out-of-date auto-oriented transportation planning. And worse yet, it’s so ingrained in our psyche that a situation like sidewalk cafes and parking comes into our public dialogue and we don’t even consider that one-way couplings and our tenacity for traffic flow might be our biggest impediment to a successful downtown. Instead, we pit on-street parking versus cafe seating. Little do we consider that, if we were to slightly impede peak traffic flow, that we could actually have both.
Rice Park is a perfect urban park.
There’s never a bad time of year in Rice Park. In the winter, it illuminates and warms up downtown. In the summer, it has beautiful tree cover. In the fall, you can enjoy the changing colors of the leaves against the beautiful backdrop of the St. Paul Hotel, Central Library and Landmark Center. In the spring, you can walk around and snap photos of Peanuts characters or measure yourself up against the stature of St. Paul favorite writer/alcoholic F. Scott Fitzgerald.
Rice Park is a beautiful island surrounded by equally beautiful local landmarks. It feels almost European.
The park is historic. In fact, the park is a few years older than the State of Minnesota. And, one of its amazing attributes is that it’s changed over time in that sort of beautiful urban adaptability type of way. It was first used to dry laundry and graze animals. A fountain and bandstand were added in the 1870s and electric lights in the 1880s [source]. Now, it’s a pleasant outdoor room with activities, ice sculptures, an occasional hockey rink and kitschy, yet-interesting and well-done statues.
Rice Park is a park, but it’s also an outdoor room surrounded by some of St. Paul’s most distinctive architecture.
The Landmark Center
The St. Paul Hotel & Lawson Commons
The Ordway Center for Performing Arts
St. Paul Central Library
Ice Hockey Rink
Rice Park is magical. I love it. Happy Valentine’s Day!
Streets.MN is doing an "I Love" series for Valentine's Day Week. To see what other people love; visit Streets.MN.
The word “Stroad” has officially made it into the Urban Dictionary.
“Noun. Portmanteau of “street” and “road”: it describes a street, er, road, built for high speed, but with multiple access points. Excessive width is a common feature. A common feature in suburbia, especially along commercial strips. Unsafe at any speed, their extreme width and straightness paradoxically induces speeding. Somewhat more neutral than synonymous traffic sewer.”
Driving a car is dangerous. In fact, it’s probably one of the most dangerous activities in your day. If you’re in a collision, you run the risk of death, injury or best case scenario, property damage and increased insurance rates. Many view this as an inevitable, albeit acceptable, consequence to modern life. And that is probably true. While it’d be naive to think design alone could reduce accidents, it can help.
What makes a street safe?
I think there are a lot of elements. The design is the first thing that comes to mind, and it’s followed by speed and traffic volume. I was curious to know how the stroad held up against other alternatives. To do this, I turned to my usual test lab: my hometown of Mankato. I examined Minnesota Department of Transportation crash data & AADT (average daily traffic volume) data in an admittedly non-scientific study.
I selected seven different road segments with comparable volumes and extracted crash data from 2009, 2010 and 2011. I picked the three most recent years available. I selected four stroads, two traditional downtown streets and a medium volume road connecting the west side of town with the university neighborhoods.
The below road segments are ranked by crash ratio. The more dangerous roads are listed on top.
|Location||Road Type||Daily Volume||# of Crashes||Crashes per Day||Crash Ratio|
|Madison Ave (Victory to Hwy 22)||Stroad||16,300||165||0.15||9.24447E-06|
|2nd St (Warren to Main St)||Traditional Street||6,500||58||0.05||8.14893E-06|
|Bassett Dr (Madison to Hwy 22)||Stroad||6,000||34||0.03||5.17504E-06|
|Madison Ave (Dane to Victory)||Stroad||22,300||71||0.06||2.90763E-06|
|Adams St (Victory to Hwy 22)||Stroad||11,000||30||0.03||2.49066E-06|
|Stolzman Rd (Stadium to Blue Earth)||Road||11,800||20||0.02||1.54787E-06|
|Riverfront (Bridge to Madison)||Traditional Street||19,100||28||0.03|
[Note: This is not a scientific study. I used MnDOT CMAT and MnDOT ADT data. Speed limits on each road range from 35 to 45 miles per hour. There were zero fatalities on these roads. Most crashes were not alcohol related.]
The most dangerous road is Madison Avenue. This is Mankato’s Epic Stroad. It has 16,300 vehicles per day and 165 crashes. Compare this to Mankato’s traditional street, now a downtown thoroughfare, that has 19,100 vehicles per day and a mere 28 crashes over the same three year period.
This stretch of Madison Avenue has 14 access points within less than a mile stretch. This number alone wouldn’t be bad if the access points were traditional intersections. In the past year, Strong Towns has pointed to how these access points causes congestion. And studies have shown that these formless, high-volume arterials may also be a root cause of accidents [see Safe Urban Form and Safe Streets, Liveable Streets by Eric Dumbaugh & Robert Rae].
Contrast Madison Avenue to Riverfront Drive. Riverfront Drive is a high-volume stretch of road through Mankato’s first downtown (now marketed as “Old Town”). Make no mistake, Riverfront Drive carries a lot of vehicles. In fact, it carries more vehicles than Madison Avenue with fewer lanes and fewer crashes. It also has on-street parking, sidewalks, street trees and the buildings address the street [Important Note: This segment of town is actually fairly unpleasant. There are lots of vehicles, truck traffic, some existing industrial activity, the buildings aren’t typically well-kept and there seems to be a high rate of business turnover – but, as urban planners say, it has great bones.
Stroads aren’t always less safe. Second Street in downtown and Bassett Drive both have around 6,000 vehicles per day, but Second Street has nearly double the crashes. Of course, maybe that’s because my mom has been padding the stats (Sorry Mom! I love you, but I had to post that).
When it comes to crash statistics, 2nd Street performs poorly. It ranks behind three other local stroads, including the road behind the Wal-Mart (I have no explanation for why this is the case). Bassett Drive is a collector that connects all things suburban–auto dealerships, both failed and successful big and small boxes, misplaced townhouses, gas stations and parking lots.
Bassett Drive is excessively wide and acts primarily as a way to funnel vehicles elsewhere. Yes, it’s safer than 2nd Street (as are two other stroads examined), but what good is it if the street doesn’t add any real value to the community?
Do stroads cause more accidents?
Academic research seems to indicates they do. In my brief Mankato-oriented research, with the exception of 2nd Street, stroads had higher crash ratios than traditional streets. Admittedly, my figures may be too simplistic. Crashes vary in severity, and being that there were few fatal crashes on Mankato roads, I wasn’t able to get a good gauge on the real danger of the selected roads (that’s a good thing by the way). As a society, fatal crashes are what we care about. Whether we like to admit it or not, as long as it doesn’t slow down our commute we really don’t care if someone gets into a minor, non-serious fender bender. These accidents cause minor economic damage, but they don’t yield protestors demanding something be changed.
Safety alone isn’t the best metric of how a street is doing. Don’t get me wrong, transportation safety is absolutely important. Yet, it can’t be an end in and of itself. I’m confident that everyone reading this would rather have a town full of crash-prone Second Street’s than any of the statistically safer stroads.
I mentioned above that while it’d be naive to think design alone could reduce accidents, it can help. But it’s not just the design of the road, it’s the design of the community, the buildings and the people. Now, we can’t afford to go around and retrofit our stroads. What we can do to stroads is simple, and again, you don’t need to be a rocket scientist to understand this.
It’s that simple and I guarantee it’ll work. Also, don’t text and drive.