White Bear Avenue

A Walk Through Time
White Bear Avenue Corridor Study

Introduction

Process and Approach
This conceptual planning process was funded through the White Bear Avenue Business Association (WBABA), with additional funds from the City of Maplewood. At the core of this process was a volunteer steering committee representing the business association, residents, the City of Maplewood planning staff, the city of St. Paul planning staff (representing the small area plan task force), with assistance from the Ramsey County traffic engineers. The committee joined with the consultant team in meetings and workshops to review and contribute to all phases of the work.

To include the broader community into the process, two neighborhood open houses were held, one at the early stages of the process and one near the end. The first open house was held to gain an understanding  of the biggest issues facing the people who live and work along the corridor, providing an opportunity for those people to shape the direction of the emerging project. The second open house presented more refined concepts and gave community members another chance to respond to design proposals.

The consultant team then consolidated the ideas and feedback into a conceptual approach for the White Bear Avenue corridor.

Goals and Principles
The White Bear Avenue Corridor Study seeks solutions that strengthen the businesses, institutions and residential neighborhoods of the corridor, improves the driving and walking experience along the avenue and enhances the physical appearance of the street. A number of goals were established at the outset of the design study:


Farmhouse moving from its original location on White bear Avenue in Maplewood.

Vintage architectural style typical of much of White Bear Avenue's buildings.

The Maplewood community Center - new construction along the avenue.

Much of the commercial development along the avenue is found in close proximity to residential areas.

Commercial activity is a sign of a healthy street. Pedestrian comfort needs to be addressed.

Most commercial activity along the avenue focuses on the car and ignores the pedestrian realm.

The following guiding principles (adapted to this corridor) from the St. Paul Framework Plan are appropriate to the study of White Bear Avenue in both St. Paul and Maplewood:

Defining the Character

Structure of the Street

White Bear Avenue changes dramatically in character as one travels from Interstate 94 on the south to Interstate 694 on the north. In St. Paul, the road reflects an earlier era, when traffic was lighter, lanes were narrower and the streetcar system was alive and well. The commercial nodes that are characteristic of this older section of White Bear Avenue generally grew up around the places where the streetcar lines intersected. The residential community surrounded the commercial nodes, including between nodes along White Bear Avenue. There was a comfortable relationship between the two land uses, as each was dependent upon the other. 

East 7th Street and White Bear
Avenue in 1955.
Land  uses mixed, also, as businesses and apartments typically occupied the second floor above the retail establishments at grade. The street itself handled far fewer vehicles each day, and speeds were typically slower.
The dismantling of the streetcar system and the incremental increase in automobile traffic forever changed the once easy-going ambience of the older sections of White Bear Avenue. Traffic now moves quickly and purposefully along the corridor, connecting to freeways and major east-west routes. White Bear Avenue is a major north-south arterial road, yet it still has narrow lanes and residences lining it in St. Paul. It is a classic example of how increased mobility-not with mass transit but the use of the automobile-combined with demographic and land use changes, can forever change the nature of a street. 

White Bear Avenue through 
St. Paul has a largely residential 
and enclosed quality to it.
As one proceeds north, the character of the avenue begins to respond to the impact of the automobile. The Hillcrest development, state-of-the-art in the late 1950s, faces onto wider lanes and establishes a more suburban physical model, with parking lots now set in front of commercial strip centers. There is more room for left turn lanes and land uses move further back to accommodate the increased impact of traffic. The sidewalks lies between the street and the parking lot, often without a landscaped buffer, creating an abysmal pedestrian experience along the street. 

White Bear Avenue near
Cty Rd C at the turn
of the century.
The message of this environment is clear: this is a place for cars, not people on foot.

The character of White Bear
Avenue transforms into a wider,
more suburban model as it
moves into Maplewood.

Moving further north, into suburban Maplewood, the character of the street changes yet again, and again it is in response to the impact of the car. Lanes get still wider, turn lanes are now commonplace, sidewalks come and go, and accommodations for landscaped edges appear, in an effort to at least partially ameliorate the effects of high traffic volumes and greater speeds on the street. Most of the buildings in this section of the avenue were constructed after 1980, and the sure signs of an  automobile-dominated environment are apparent: parking lots are in front, lighting is auto-oriented, buildings are set farther back from the road and have larger signs to be seen from a greater distance, the number and quality of transit stops is limited, and traveling from one commercial establishment to another almost necessitates having a car. 
The characteristics and issues at the two ends of White Bear Avenue are, in some respects, as different as night and day. One is a modern suburb, with a thriving commercial district. The other is an older model, struggling to remain competitive in a mobile society. 
In between, at the line between the cities, lies the hybrid environment, also struggling to compete, but also needing, perhaps, to re-invent itself and discover a new identity that will work for locals and visitors alike. Without a doubt, businesses and residents along the avenue share one thing in common: an automobile-dominated environment and the wide variety of issues that comes with it.

Maplewood Mall prior to construction.

Mogren's corner, White Bear Avenue
and County Rd C.
Connections and Linkages
White Bear Avenue is a primary north-south arterial through the east side of St. Paul and Maplewood, linking Battle Creek Park at the south end to the City of White Bear Lake at the north. The section studied in this planning effort runs from I-94 on the south to I-694 on the north. The avenue accommodates truck traffic, buses, and high volumes of automobile traffic. In  St. Paul, the street's role as a unifying element-a "Main Street" for adjacent and nearby neighborhoods-has evolved over time into a barrier that divides rather than unites the bordering communities. In Maplewood, the road is designed for high traffic volumes, and pedestrian use is minimal.

The intersections with east-west thoroughfares are extremely important components of the avenue. The interstate crossings and Highway 36 are grade-separated, and hostile pedestrian environments. They provide, however, opportunities to create "gateway icons," which can inform people about the presence of the avenue and introduce them to the character of the road and neighborhoods.

The at-grade intersections in the corridor vary in scale and type, but Ramsey County and the St. Paul Small Area Plan is intent on improving the safety of the major crossings in St. Paul, such as Minnehaha and White Bear Avenue, by adding turn lanes and improving traffic control. The addition of turn lanes at these intersections will assist traffic flow, but because of the narrow rights-of-way the widening will require improvements on the sidewalks and at building facades, and possible demolition of some structures.

There are other important crossings as well, such as the  Gateway Trail and the bridge over the rail lines just south of Hazel Park Junior High School. These bridges are dramatic punctuation's along the avenue, and have tremendous potential as "places of orientation."

Railroad bridge near Hazelwood 
Junior High, ca. 1928
Design Elements

White Bear Avenue was traditionally an important "Main Street" for several east side St. Paul communities. It served a number of roles successfully, accommodating a mix of land uses, and modes of transportation. The street was an active place for pedestrians as well. Today, those who live and work in the St. Paul portion of the corridor are interested in calming traffic and creating a more pedestrian and bicycle-friendly environment. There is a desire to restore some of the positive qualities that characterized the street decades ago, a desire to create a "place" rather than a thoroughfare.

In Maplewood, White Bear Avenue has never had the qualities of a traditional main street. Rather, it has always been as much about movement as it has been about creating a "place." Land uses are more consolidated and the fabric of the road is more disconnected. The scale and design of the roadway requires a different design response, much more about the landscape and much less about the more traditional "urban" streetscape elements, such as fencing, historic lighting, walls and so forth. The "place" in Maplewood is linear, more about movement and the automobile experience.


Lantern style light fixtures similar
to the St. Paul standard.
Many elements must work together to make the street safer, more comfortable and inviting. The following elements and guidelines for their use are recommended for White Bear Avenue:
Lighting is one of the most important components in a successful roadway corridor. Lights provide safety and security and help define the character of the street. They are especially important during the winter months. In the "urban" section (St. Paul) the light fixtures should:
  • Reflect the urban, more historic character of the neighborhood (recommended fixture is the "St. Paul Lantern" fixture)
  • Relate to human scale (lower and more numerous fixtures)
  • Help animate the street (visually interesting poles and optional multiple vs. single fixtures on each pole.)
Fences are common elements along the road. Fencing helps define an area and controls movement. It can effectively separate public from semi-public or private space. The quality of fences has a significant impact on the character of the road: chain link is functional and affordable but too often unattractive; ornamental iron is more expensive but more timeless and visually pleasing. Fencing on White Bear Avenue should:

A durable, high quality parking lot screen.

An example of high quality fencing appropriate for institutional areas.

Fencing appropriate for residential applications.

Specially paved crosswalks
increased safety at intersections.


Perennial planting can be more
successful than bluegrass
in boulevards.

Paving makes the corridor safer and can add texture and character to the street. It can help define areas for movement and resting, identify street crossings, and can clarify public versus private space. While paving design can definitely improve the physical environment, it is noteworthy that many great streets have no special paving patterns at all. Paving design should:
  • First and foremost, enhance safety, such as at crosswalks and behind the curb of the street (in the boulevard)
  • Help define different spaces along the road, such as transit stops
  • Be simple and easy to maintain (snow removal, etc.)
  • Be constructed of "genuine" materials (brick pavers or specially scored concrete as opposed to faux stamped concrete in a brick pattern which will not hold up over time.)
Walls are often required where changes in grade occur and there is no room for creating a sloped transition between levels. There are many types of walls available, from pre-cast concrete systems to natural stone. Walls are very visible in the environment; they should be:
  • Constructed of high quality, low maintenance materials. Longevity is important.
  • Compatible with the surrounding context
  • Adaptable to a range of conditions on the street
  • Capable of being integrated with fencing and landscape materials
Street trees and landscaping help soften the urban environment and bring color, texture and seasonal interest to the street. It is critical to design with the long-term health of plants in mind; the corridor environment is harsh and the goal is to have plants thrive, not just survive. Street trees will be the primary element added to the corridor. Trees and landscaping should:
  • Be hardy, primarily native
  • Bring continuity, color and variety to the street
  • Be more "urban" in the St. Paul portion of the road: hardy boulevard plantings behind the curb, trees used in a more traditional boulevard pattern
  • Be more aggressively applied in the "suburban" areas: twin rows of trees where space allows, masses of shrubs and perennials, "framed" views of natural openings, ponds, and so forth
  • Be planted in generous planting beds rather than isolated in tree grates
Transit stops are active public spaces. Significant bus use along White Bear Avenue suggests that careful attention should be paid to public transportation systems and the character, comfort and safety of transit stops. Transit stops should be:
  • Well lighted and furnished with benches, trash receptacles, etc.
  • Protected from inclement weather
  • Integrated with the surrounding landscape and streetscape
  • Durable, well-designed and well-maintained
  • Clearly identified, providing neighborhood identification (signage) and transit schedules
Signage is an important consideration for White Bear Avenue, especially in commercial areas.

A good sign system will contribute to the friendliness and legibility of the community. Such a system should:

  • Provide a unified framework for the sign systems of the various commercial districts (e.g. Minnehaha and White Bear, Hillcrest District, etc.)
  • Standardize and codify important features of the district systems, such as size, setback, orientation and location of signs
  • Be appropriate to the district (signs on the older buildings in St. Paul should relate to pedestrians as well as passing motorists)
  • Be well designed (understated): the sign system has the potential to add character and identification to the various districts
  • Phase out old signage with new property owners and developments.
  • Business owners requesting a public funding for improvements will be required to comply with signage design guidelines

Custom bus shelter design
Federal Reserve Bank, Mpls.


Custom bus shelter design
Nicollet Mall, Mpls.

 
Examples of signage integrated into
the architecture of the structure.


An example of high quality signage on the Avenue.


Banners add color and texture to streets.
Site furnishings and visual amenities beautify the corridor and provide the added comfort that makes a place inviting and livable. Places to sit, park the bike, toss a wrapper and buy a paper should be integrated into the design. Colorful elements such as banners can help identify the neighborhood or commercial area. 
Furnishing should:
  • Be durable and well designed
  • Unify and add character to the street
  • Be well located to provide real benefit for those using the area
Attention to street amenities and bicycle use will improve the experience of traveling on White Bear Avenue.

Bicycle connections are important for neighborhood access to White Bear Avenue. Bicycles are a serious mode of transportation for most children and teenagers. Bicycle movement and parking should be considered and integrated into the overall streetscape design. Design for bicycles should include:

Maintenance, while not a design element, is perhaps the single most important component in creating a successful public environment. A well-maintained area is subject to far less vandalism and degradation than an area with poor maintenance. A coordinated maintenance effort should be a high priority for the entire corridor. Options for maintenance could include:
Home
Page 1
Page 2
Page 3
Page 4