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Let’s party — and redesign St. Paul’s Charles Avenue!

A similar project slated for Jefferson Avenue in St. Paul

MinnPost photo by Joe Kimball

A similar project slated for Jefferson Avenue in St. Paul has already encountered bitter neighborhood opposition.

The fact that only 9 percent of eligible voters turned out for Minnesota’s primaries last week doesn't speak well for our involvement in civic affairs.

Maybe more people would vote if we called elections "balloting parties" and served food and beverages to everybody who shows up. Call the idea democro-tainment or maybe gastro-democracy.

You may laugh, but the practice worked really well for the Central Corridor Friendly Streets Initiative, a coalition of two neighborhood groups that aimed to redesign Charles Avenue in St. Paul. In case you don't know it, Charles, which spans the Hamline-Midway and Frogtown neighborhoods, runs two blocks north of and parallel to University Avenue, where the new light rail line is under construction.

The parties came as a response to St. Paul's "Bike Walk Central Corridor Action Plan," issued in 2010. It called for Charles to become a bicycle boulevard from Aldine to Park Street once the light rail is complete. Planners wanted to give bikers an alternative to University Avenue, where cycling has always been hazardous --and possibly more so since the LRT is in place.

Just what is a bicycle boulevard? Instead of restricting bikers to lanes on the side of the road, the bike boulevard allows them to use the middle of the street, sharing space with cars. (So no honking, when you're stuck behind a cyclist going 10 miles an hour.) Signage and pavement markings alert drivers to the presence of bikers.

To limit through traffic on a bike boulevard, in this case, engineers use so-called traffic calming measures. Chief among them is the diverter, an island that prevents drivers from making particular turns at major intersections to discourage cars from cutting through to avoid congestion on University. Breaks in the middle of the diverter allow pedestrians and bikes to pass through. Other traffic calming measures: speed bumps and roundabouts to slow drivers down.

A similar project slated for Jefferson Avenue in St. Paul had already encountered bitter neighborhood opposition.  The sticking point was the diverter, which residents claimed sent frustrated drivers speeding down alleys and side streets, creating a safety hazard.

Neighborhood alliance

To fend off opposition on Charles Avenue, especially the knee-jerk variety, the Hamline-Midway Coalition, a community-based nonprofit, formed an alliance with the Frogtown Neighborhood Association to reach out to residents to learn what they wanted Charles Avenue to look like. The federal money used to create the boulevard would also go to spiff up the neighborhood with street furniture like signs, benches and other whatnot that could make the area a more habitable. No one interested in neighborhood improvement wanted to leave money on the table.

Charles Avenue, I discovered in a walk with Michael Jon Olson, executive director for the Hamline-Midway Coalition, and Anthony Schmitz, a volunteer with the Frogtown Neighborhood Association and former editor of City Pages, is a pleasant tree-canopied street lined with modest but mostly well-manicured single-family homes.

Going along into Frogtown, the houses look a bit the worse for wear, and there are fewer trees. Traffic on Charles didn't seem overwhelming, but crossing the major arteries like Snelling, Dale and Lexington, was frightening, even in a car. "Those streets have become walls," says Olson. Pedestrians don't have enough time to cross them, and they often wind up stranded in the middle of the road in a live game of Frogger.

Initial meetings with residents revealed, however, that Charles Avenue wasn't sold on the bike boulevard any more than Jefferson Avenue. Changes to the street, people suspected, were designed simply to speed bike commuters from elsewhere through the neighborhood. They were more interested in changes to the street that would make it better to live on than move through. So the working group assembled from the two neighborhood associations set three goals for themselves: to inform residents about tools that could make the street "friendlier," to find out what they wanted their street to be like and to promote the changes needed.

The next step, as you can imagine, would have been a series of meetings at some drab community center where maybe nine people turn out to listen to a city planner drone about traffic diversion.

But that's not what happened. Steve Mitrione, a member of the working group and a physician at Allina Hospitals and Clinics, came up with the idea of throwing block parties to introduce people to a batch of ideas and to get their feedback.

So throughout 2011, the coalition threw five parties at different spots along Charles. A "gallery" displayed pictures of roundabouts, diverters and bicycle and pedestrian signals as well as street beautification ideas, like murals, painted pavement, "playful" tiled walls as so on. While they knocked back food from neighborhood restaurants (Flamingo, Mai Village, Saigon Restaurant among others), residents posted stickers with their opinions of gallery ideas. They also filled out a survey about what they wanted and participated with artists in so-called place-making activities, for example, designing a neighborhood flag or places to sit. About 700 people attended.

The parties generated a great deal of information. Residents' concerns centered on motorists driving too fast, and many worried that traffic from University Avenue, squished by the new train line, would sluice off onto Charles, which they felt was already busy enough. Danger for children was also high on their anxiety list.

 "St. Paul is returning to neighborhood schools and [using] less bussing, so residents want safer routes for their kids," says Olson. Other worries that came up: crime, violence, foreclosures and, in the case of Frogtown, the flagging reputation of the community.

So what did they like? Making the street one-way for cars but two-way for bikes; installing permeable pavement (which promotes absorption of water and snow); and providing bike-friendly speed bumps, traffic islands, road painting to indicate that the street was a bicycle boulevard and decoration of intersections.

Branding ideas

Some people came up with interesting branding ideas. "I'd like to see different frog designs on every street corner," wrote one Frogtown resident. "We could make them all colors to represent our great neighborhood."

Diverters did not receive much enthusiasm, but in meetings held this year, residents backed "pedestrian refuges" -- raised islands where walkers can stand while waiting for traffic to abate -- but basically just another name for those D-things.

Some ideas -- street sports, tiled walls and decorated fences -- drew opposition, too.  Some residents loathed the idea of traffic diverters, and others thought that the one-way-two way street and islands would be problematic.

Transit for Livable Communities, which administers federal grants for bike boulevards (among other things), had the coalition work with a design group to formulate a plan. Right now it calls for medians on major arteries that will allow all traffic to pass through but will limit left turns into Charles, better signage and marking.

"We don't know if we'll have enough money for traffic circles," says Olson.

Doing without them would be a shame. The one already on Charles Avenue, which is covered with flowers, would, with the installation of a few benches, become a welcome oasis for walkers.

Already, some residents have made their own street modifications. At one corner house, the owner had placed more than a half dozen vari-colored Adirondack chairs in the front yard where neighbors could sit and chat.

Plan gets public airing

St. Paul's planning commission will discuss the project today, and on Sept. 5, the City Council will hear from the public.

And there are objections to be heard. Richard Purcell, owner of the nearly century-old Holcomb-Henry-Boom-Purcell Funeral Home on Snelling and Charles, says that he's not at all opposed to turning the street into a bike boulevard. But he worries that restricting left turns from Snelling into Charles will keep those who attend services and visitations from easy access to his parking lot.

"We serve people who are in crisis; a lot of them are elderly, and their sense of navigation is not as quick," he says.

Purcell worries that they'll have trouble figuring out how to get where they're going. He's asked the city to consider jogging the boulevard up a block or two to cross Snelling at a street where there already is a median and lights. "It wouldn't make a big difference to the overall plan," he says.

It would be great if the plan could accommodate his needs because life runs much more smoothly when neighbors get along.

Maybe they need another party to iron out the last wrinkles.

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Comments (3)

Bikes are "traffic," too.

"The bike boulevard allows them to use the middle of the street, sharing space with cars." Not to split hairs, but that's true on any street depending on circumstances. If the lanes are too narrow to be occupied by both a bike and a car, the cyclist has the right to use the full lane.

Drivers "stuck" behind a cyclist in this situation need to just be a grown-up about it and take their foot off the gas for a few seconds until it's safe to pass, like they would any other slower-moving vehicle.

Bike boulevards (as I understand it) don't give cyclists special privileges, they just discourage and slow motor vehicle traffic to prevent conflicts. If cyclists' legal rights to use roadways were more widely respected, they wouldn't be necessary in the first place.

A comment from Stephen Mitrione

Mr. Mitrione was the fellow behind all the block parties. Here's his take on the process of redesigning Charles Ave.

"When we were just beginning the process of creating the bike/pedestrian corridor concept we realized that there was a problem with the process by which previous projects (most notably a very contentious Jefferson Avenue Bike Boulevard) had developed the designs. It was a top down process and it seemed as if people were talking past one another. In addition, the elements we were talking about were not in most peoples vocabulary or experience in the car dominant culture that we are. We felt if people could actually see what we were talking about, they would be able to understand better and have a more informed opinion. We began to assemble images of design possibilities to help people re imagine what their street could look like. We initially thought of people coming to us and we would show them images. We were trying to figure out a venue for this when it occurred to me that instead of the residents of Charles Ave coming to us, we should go to them. A traveling road show is how I imagined it, right on the street we were talking about, where people could just step outside their door and participate and share their concerns and opinions. It grew from there to the series of block parties with food, art and a chance for the residents to share their ideas and opinions with us. It was, in my opinion, civic involvement at its best and I really enjoyed getting to meet and talk with so many people about street design."

Great article up until that part at the end

The Snelling Avenue median is an integral piece to this project and removing it
would destroy the integrity of Charles Avenue as a calmed street. The main
part of this project is to make Charles Avenue more friendly to non-motorists
by lowering the number of, and the speed of, motorists on Charles.

The medians that will block auto traffic while allowing bicycle and walking
traffic to pass through at major arterial crossings will prevent Charles from
becoming an alternative route to University Avenue for motorists. The traffic
circles serve to slow down the speeds of autos between the major arterials and
also serve to discourage motorists from turning into the neighborhood off of
University in order to cut through to avoid the Snelling/University
intersection. The median on Snelling at Charles accomplishes the same thing
preventing southbound motorists from turning left onto Charles.

If this median is removed from the project, Charles Avenue would remain an
attractive cut through option for motorists from Aldine to Lexington the entire
way through Hamline Midway. This would destroy the integrity of the project
and render it ineffective.

I don't believe Mr. Purcell makes a compelling case that his motoring patrons
are being inconvenienced by accessing his Charles Avenue parking lot curb cut
from Asbury instead of Snelling. His opposition is certainly not a sufficient
reason to destroy this improvement through our entire neighborhood.

I applaud the work of the volunteers who worked so hard to make this happen and
look forward to testifying in support at the City Council hearing.