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.
There is a memorial service down the street in honor of the 38 Dakotans executed during the Dakotan Conflict as I sit here at a bagel shop in downtown Mankato. There are a good number of people in attendance and police are directing traffic. You can read about it here.
The largest mass execution in United States’ history happened here. It’s been 150 years and there is going to be a new monument. It’s a 20 foot scroll with 38 names located across the street from the execution. A public library and a few statues sit on the actual execution site while a bridge leaves the site in its shadow.
The monument is an island. You can check out the Google Streetview here.
Riverfront Drive, a major arterial road, cuts on the north side of the site. All the decorative lights and flower planters in the world won’t help improve the joy of walking along Riverfront Drive, which hasn’t been connected to the Minnesota River in 5 decades. It should be called Concrete Wall Front Road. The new statue, along with the statue of the now-locally vanished American Bison, is wedged between this busy road, an industrial railroad track and a concrete retaining wall protecting the City of Mankato from a 200 year floods and from good, scenic views.
The monument is an island, and it’s practically located under a bridge. It’s not exactly hidden, but it certainly doesn’t have a prominent location or good civic location.
Unless you knew the local history, you’d never know it was an execution site. Maybe that’s intentional? By virtual of its location, it is a “drive by” statue. Ninety-nine point nine percent of people will experience the monument by automobile. I bring this up because I think it effects how we relate to our history.
I lived in Edinburgh – a city with an exciting (but tremendously violent) history. It’s hard to walk a few hundred yards without seeing an execution site, unmarked grave or an advertisement for a haunted catacombs tour (where countless anonymous black plague victims were tossed). These tragedies are part of Edinburgh’s history – and they are embraced. And by the way, this brief paragraph doesn’t even begin to describe the historical atrocities that occurred in and around Edinburgh’s city walls.
I can’t say whether or not the Scottish people are embarrassed by these tragedies, but I can say that they have embraced them. It’s not just Edinburgh, but violent histories have been accepted so much that they even play into the realm of marketing of place. There is a pub across the street from a public execution site in Edinburgh that, as the marketed history goes, gave a free pint to the soon-to-be executed. The execution block still stands, as does the pub. The last public execution there was on the site: June 21st, 1864 (FYI: the Mankato Mass execution: December 16th, 1862).
The difference is that those hung in Edinburgh’s public square were likely criminal, to what severity I do not know. Mankato’s victims, while many may not have been innocent, were victims of a much wider and complex set of scenarios (Listen to the This American Life episode titled, “Little War on the Prairie”). Minnesota doesn’t have a long history, so maybe that makes tragedies things stick out? Of course, what community wants their claim to fame to be “Home of the Largest Mass Execution in United States History”?
History is written by the victorious. In the United States, we have a history of tearing down our history – just look at our built environment. I feel that holds true more often than not, but destructing the Dakotan Conflict execution is seemingly more difficult. We acknowledge that it happened, but we don’t fully embrace it. We’ve built monuments to the event, but we place them practically under bridges.
The best of 2012 - Local Urban & Transportation Style! You voted. We wrote it all up.
The first couple 'best of' have already been posted:
It's not every day you get such a specific 'best of' opportunity. I wrote on New Urbanism's Excelsior and Grand and it's victory as the best simulacrum of Main Street.
That isn’t to say Excelsior and Grand isn’t without criticism, but it’s the best we’ve got. In fact, it’s hard to take other Twin Cities New Urbanist projects seriously. Arbor Lakes? No real residential. West End? Same problem, but with too much parking and it’s half-empty. Burnsville’s Heart of the City? I’m really happy they are trying. Woodbury Lakes? You can’t be serious?
I had this college summer internship that paid me too much money to basically drive aimlessly around the metro. Coming from a small town and moving directly to an walkable, urban-university setting, this internship was the first chance I had to experience suburbia. I’d drive from suburban office complex to strip mall to industrial park, and repeat. One day pre-ubiquitous GPS systems, I remember coming off Highway 100 while coming down from one of Blaine’s excruciatingly depressing industrial parks. I made a wrong turn and somehow bumped into Exclesior & Grand.
I remember thinking it was a mirage, an oasis in the suburban desert. This place couldn’t be real?
There are a few elements that put Excelsior and Grand ahead of the competition. The location is aided by its proximity to Minneapolis. That, and it’s surrounded by a partial traditional street grid. The strip malls nearby are old by strip mall standards, but they look quaint relics of the bygone years when compared to the expansive Power Center Strip Malls of the late 1990s and early 2000s. In a way, Excelsior and Grand is still surrounded by suburbia, but a humble suburbia in its first generation. The type of suburbia that still had some traditional patterns and acknowledged that Minneapolis, the big city, actually existed.
Excelsior and Grand is not an island (a criticism I have with all the other NU projects on the list). It’s connected to the neighborhood to the south and the few apartment / condo buildings to the north. As long as those walking are willing to brave Excelsior Blvd. The pedestrian connections aren’t that bad and walking within is a pretty pleasant experience. The project doesn’t feel too out of place either – it’s as if it is less than 10 years old, but already part of the neighborhood.
The retail currently occupying Excelsior and Grand is doing well. My only complaint is that the businesses are boring (CVS, Panera Bread, Starbucks, etc.). This isn’t a bad thing for most people. Eventually, as rents and markets change, businesses will come and go. That’s part of how a these things operate and I’m confident the Panera Breads of the world won’t stay forever. I’m just glad that we’ve got a place with good bones – even if the shops are bland.