City of Waukesha | St. Paul Ave. 51 16 15 17 18 14 19 roof type upper story ground story 4.5.4 Primary & Non Primary Facades 16 Transparency: Ground Story on Primary Façades 20% min. 17 Transparency: Upper Stories on Primary Façades 15% min. Transparency: Non-Primary Façades 10% min. 18 Building Entrance Location 1 per unit on primary façade; Additionally, 1 per 2 units on non-primary or rear façade 19 Entrance Type Porch or Stoop 20 Ground Story Elevation 18 in. - 30 in. above grade or between 30 in. - 5 ft. with visible basement 21 Horizontal Divisions with Shadow Lines N/A 22 Vertical Divisions with Shadow Lines N/A
52 Apartment Apartments and condominiums are an essential tool in the city’s toolbox when designing the future of the St. Paul. corridor. This housing type ranges from 3 to 5 stories in the St. Paul study area. A majority of current housing stock on the street is made up of apartments. Developers familiar with the area believe that housing only apartments are the future of the market for the corridor and an essential part in accommodating the density required for desired amenities such as an urban grocery store. Apartments provide higher density which is appropriate for lots on the north east end of the study area near downtown. Due to limited lot sizes the standard double loaded corridor layout wont be viable for the entirety of the study area. More apartment living will also be able to provide greater accommodations for affordable housing which will help serve one of the large target populations of the corridor. We have heard from stakeholders that they would prefer to see more accommodations made by the city to allow for construction of apartments by right in the code without having to go through extraneous methods such as planned unit developments which can be more time consuming and need to go through more reviews by city staff before approval. Example of an Apartment Courtesy of: Fred Scharmen Upcoming apartment project 321 Bank St. along St. Paul Ave. - Courtesy of: The General Capital Group 4.5 Apartment
City of Waukesha | St. Paul Ave. 53 Regulation Recommendations An apartment building is a multi-story residential building consisting of multiple self-contained housing units, typically rented out to tenants. They offer a convenient and affordable option for both renters and investors, with the advantages of shared costs and easy maintenance, while also providing a sense of community and social interaction among residents. Apartment buildings can be designed in a variety of styles, from traditional to modern, and can be built using a range of materials and construction techniques, depending on the local building codes and regulations. Building Siting Parking & Accessory Structures Height Roof Design Primary & Non primary Facades Architectural Features Apartment Isometric
4.5.1 Building Siting 1 Lot Width 25 ft. 2 Primary Streetwall 75% Primary Streetwall Variation N/A 3 Primary Street Build-to Zone 10 ft. min. 25 ft. max. 4 Non-Primary Street Build-to Zone 5 ft. min. 25 ft. max. 5 Side Set Back Min. 10 ft. if adjacent to R district; otherwise min. 5 ft. 6 Rear Setback 20 ft. max. 54 Apartment 4 6 5 1 2 3
4.5.2 Parking & Accessory Structure 7 Parking & Driveway Access Location & Ped. Access 1 access off non-primary street; or 1 access off primary street Size 22 ft. max. Width at sidewalk 8 Internal Parking Setback 20 ft. from primary façade Internal Parking Door Location 9 Surface Parking Location Approved with planning adjustment Street Setback 25 ft. Side & Rear Setback 10 ft. 10 Accessory Structure Location Street Setback No closer to lot line than principal building Side & Rear Setback 5 ft. City of Waukesha | St. Paul Ave. 55 9 7 9 9 9 8 8
4.5.3 Height 11 Height 2 stories min. 5 stories max. 12 Ground-Story Height 9 ft. min. 12 ft. max. 13 Upper-Story Height 9 ft. min. 12 ft. max. 14 Stepped-Back Top Story If <3 stories & <120 façade along primary street, 505 of top story primary street façade must be stepped back at least 7 ft. from ground story primary façade. 15 Roof Types Pitched, Flat, Parapet Tower Allowed Allowed Encroachments Front Corner Side Rear Architectural Features 3 ft 3 ft 3 ft 3 ft Building Frontage Type 3 ft 3 ft x x Balcony 3 ft 3 ft x x Bay Window (< 10' wide) 3 ft 3 ft 3 ft 3 ft Patio & Decks (under 30') 3 ft 3 ft o o Building components shall be at least 18 in from any lot line 56 Apartment 10 14 13 12 12 12 11 20 roof type upper story upper story upper story ground story
4.5.4 Primary & Non primary facades 16 Transparency: Ground Story on Primary Façades 50% min. 17 Transparency: Upper Stories on Primary Façades 20% min. Transparency: Non-Primary Façades 30% min. 18 Building Entrance Location One/120 ft. of primary facade 19 Entrance Type Porch, Stoop, Gallery, Forecourt 20 Ground Story Elevation 18 in - 30 in above grade or 30 in - 5 ft with visible basement 21 Horizontal Divisions with Shadow Lines One within 3 ft of the top of any basement, first, or second story 22 Vertical Divisions with Shadow Lines One per every 120 ft of street facade City of Waukesha | St. Paul Ave. 57 15 1 14 19 17 18 roof type stepped-back upper story upper story upper story ground story
4.6 Townhouse 58 Townhouse The townhouse is a medium sized structure that consists of attached side by side attached units that are 2-3 stories tall. Townhomes may consist of rows of 2 to 16 units which usually face the street. The primary facades avoid incorporating garages but integrate essential parking into the back of the design, and require the necessary infrastructure to access on site parking such as drive ways with ample turning room for vehicles to access the rear of the building. Townhomes offer a practical and cost-effective way to live in an urban environment, while also providing the space, privacy, and convenience of a single-family home. They are a popular housing option for a variety of people, including young professionals, families, and retirees. The townhouse is a great typology for wider lots and can potentially accommodate unorthodox parking strategies such as a half grade below. Townhomes may be an excellent option for lining the large surface lots on the edge of St. Paul Ave. where it makes more sense for the market to accommodate housing only as you move further south-west away from downtown. Accommodating the transition in density down the length of St. Paul will be critical and town homes can be an essential tool in creating a strong residential transition. Example of a townhouse - Courtesy of: Missing Middle Housing https://missingmiddlehousing.com/wp-content/uploads/2019/03/OR_Portland_5067_Processed.jpg Example of a townhouse - Courtesy of: Missing Middle Housing https://missingmiddlehousing.com/wp-content/uploads/2019/03/OR_Portland_5067_Processed.jpg
City of Waukesha | St. Paul Ave. 59 A townhouse is a type of residential housing that is typically narrow, multi-level, and attached to one or more similar units, forming a row of houses along a street or alley. They are a popular form of urban housing, offering the advantages of shared walls and lower maintenance costs, while also providing a degree of privacy and independence for each unit. Townhouses can vary in size and style, from traditional brick or stone facades to modern, minimalist designs, and can be constructed using a range of materials and techniques. They often include outdoor spaces, such as patios or balconies, and may have access to shared amenities such as swimming pools, playgrounds, or parks. Townhouses are often located in urban or suburban areas, close to transportation, services, and amenities, and can be a more affordable alternative to single-family homes. Building Siting Parking & Accessory Structures Height Roof Design Primary & Non primary Facades Architectural Features Regulation Recommendations Townhouse Isometric
4.6.1 Building Siting 1 Lot Width 15 ft. min. 2 Primary Streetwall 80% Primary Streetwall Variation N/A 3 Primary Street Build-to Zone 0 ft. min. 10 ft. max. 4 Non-Primary Street Build-to Zone 5 ft. min. 10 ft. max. 5 Side Set Back 5 ft. min. 6 Rear Setback 10% of lot depth 60 Townhouse 4 6 5 1 2 3
4.6.2 Parking & Accessory Structure 7 Parking & Driveway Access Location & Ped Access 1 access off non-primary street per unit; if no non-primary street, 1 access off primary street per unit Size Max. 22 ft. width at sidewalk 8 Internal Parking Setback Min. 5 ft. from primary façade Internal Parking Door Location Rear or non-primary façade; not visible from primary street and screened from non primary street. On primary façade with screening with approval. 9 Surface Parking Location x Street Setback x Side & Rear Setback x 10 Accessory Structure Location x Street Setback x Side & Rear Setback x City of Waukesha | St. Paul Ave. 61 9 8 9 8
4.6.3 Building Height 11 Height 5 stories max. 12 Ground-Story Height 9 ft. min. 11 ft. max. 13 Upper-Story Height 9 ft. min. 11 ft. max. 14 Stepped-Back Top Story 6 ft. min. 15 Roof Types Flat, pitched, parapet Tower Allowed Allowed Encroachments Front Corner Side Rear Architectural Features 3 ft. 3 ft. 3 ft. 3 ft. Building Frontage Type 10 ft. 10 ft. x x Balcony 5 ft. 5 ft. x x Bay Window (< 10' wide) 3 ft. 3 ft. 3 ft. 3 ft. Patio & Decks (under 30') 8 ft. 8 ft. o o Building components shall be at least 18 in from any lot line 62 Townhouse 10 11 12 20 roof type upper story upper story ground story 12 14
4.6.4 Primary & Non primary facades 16 Transparency: Ground Story on Primary Façades 20% 17 Transparency: Upper Stories on Primary Façades 15% Transparency: Non-Primary Façades 15% 18 Building Entrance Location Min. 1 per unit on primary façade 19 Entrance Type pouch, stoop, gallery 20 Ground Story Elevation Between 18 in. and 30 in. Above grade or between 30 in. and 5 ft. with a visible basement 21 Horizontal Divisions with Shadow Lines N/A 22 Vertical Divisions with Shadow Lines N/A City of Waukesha | St. Paul Ave. 63 15 16 14 17 18 21 upper story upper story ground story
4.7 Mixed Use Residential + Commercial 64 Mixed Use R+C Mixed-use residential developments can be a valuable addition to vibrant neighborhoods, combining housing with commercial or retail spaces. However, it’s crucial to ensure that such developments are located where commercial uses can be supported, particularly in areas closest to downtown. The viability of mixed-use projects may be limited compared to full apartment buildings, as they require a sufficient demand for commercial spaces. Nevertheless, apartments and condominiums remain essential in St. Paul’s urban development plans. These housing types offer higher density, making them suitable for lots near the downtown area. They can accommodate the desired amenities, such as an urban grocery store, and provide opportunities for affordable housing, catering to the needs of the local population. To facilitate the construction of apartments, stakeholders have expressed a preference for allowing development by right in the city’s code, without requiring time-consuming processes like planned unit developments. This approach streamlines approvals and reduces the burden on city staff. Adjusting zoning regulations may be necessary to meet the demand for high-density housing options while promoting vibrant and diverse communities. Example of Mixed Use Residential + Commercial - Courtesy of: Example of Mixed Use Residential + Commercial - Courtesy of:
City of Waukesha | St. Paul Ave. 65 Mixed-use residential is a type of urban development that combines residential and commercial uses in the same building or complex. These developments typically include a mix of apartments, or condominiums, along with commercial spaces such as retail shops, restaurants, or entertainment venues. Mixed-use residential buildings are designed to create a sense of community and vibrancy, with residents able to live, work, and socialize within the same development. They can help to promote walkability and reduce dependence on cars. Mixed-use residential developments can also offer economic benefits, providing a mix of uses that can attract a variety of customers and support local businesses. Building Siting Parking & Accessory Structures Height Roof Design Primary & Non primary Facades Architectural Features Regulation Recommendations Mixed Use Residential + Commercial Isometric
4.7.1 Building Siting 1 Lot Width 35 2 Primary Streetwall 80% Primary Streetwall Variation N/A 3 Primary Street Build-to Zone 0 ft. min. 20 ft. max 4 Non-Primary Street Build-to Zone 0 ft. min. 25 ft max. 5 Side Set Back 0 ft. min. 6 Rear Setback 20 ft. max 66 Mixed Use R+C 4 6 5 1 2 3
4.7.2 Parking & Accessory Structure 7 Parking & Driveway Access Location & Ped Access 1 access of non-primary street; or 1 access off primary street Size 22 ft. max. width at sidewalk 8 Internal Parking Setback Rear, side facade; if no alley exists, door may be located on a non-primary street facade with an approved planning adjustment Internal Parking Door Location Rear, side facade; if no alley exists, door may be located on a non-primary street facade with an approved planning adjustment 9 Surface Parking Location Rear yard Street Setback No closer to lot line than principal building. Side & Rear Setback 3 ft. 10 Accessory Structure Location N/A Street Setback N/A Side & Rear Setback N/A City of Waukesha | St. Paul Ave. 67 9 7 9 8 9 8 8
4.7.3 Building Height 11 Height 2 stories min. 5 stories max. 12 Ground-Story Height 12 ft. min. 16 ft max. 13 Upper-Story Height 9 ft. min. 12. ft. max. 14 Stepped-Back Top Story 7 ft. for buildings 3+ stories tall & 120+ ft. wide. 15 Roof Types Flat, parapet, pitched Tower Allowed Allowed Encroachments Front Corner Side Rear Architectural Features 3 ft. 3 ft. 3 ft. 3 ft. Building Frontage Type 3 ft. 3 ft. x x Balcony 3 ft. 3 ft. x x Bay Window (< 10' wide) 3 ft. 3 ft. 3 ft. 3 ft. Patio & Decks (under 30') 3 ft. 3 ft. o o 68 Mixed Use R+C 10 12 11 12 12 13 12 14 19 roof type upper story upper story upper story ground story
4.7.4 Primary & Non primary facades 16 Transparency: Ground Story on Primary Façades 70% 17 Transparency: Upper Stories on Primary Façades 20% Transparency: Non-Primary Façades 20% 18 Building Entrance Location 1 per every 60 ft of primary façade 19 Entrance Type Storefront 20 Ground Story Elevation Within 24 in. of sidewalk elevation 21 Horizontal Divisions with Shadow Lines Within 3 ft. of the top of the first story 22 Vertical Divisions with Shadow Lines 1 per every 60 ft of ground story façade City of Waukesha | St. Paul Ave. 69 1 20 15 21 1 14 17 18 stepped-back upper story upper story upper story upper story ground story
V. Streetscaping & Design Guidelines 70 Goals Objectives Enhance walkability along St. Paul Avenue by fostering a vibrant public realm with enhanced bicycle and pedestrian infrastructure, wayfinding, public art, and spaces for community programming that seek to bolster feelings of comfort, safety, and the overall character of the corridor. The streetscaping and design guidelines seek to establish an identity for St. Paul Avenue by strengthening connecting with downtown, the Fox River, and adjacent parks, creating a consistent street landscape character, identifying opportunities for placemaking and public art, and encouraging new commercial and residential development along the corridor 5.1 Introduction 77 5.2 Purpose & Objectives: 78 5.1 Complete Streets Policy 79 5.3 Pedestrian Improvements 84 5.4 Streetscaping & Landscaping 86
71 5.1 Introduction In 2022, the City of Waukesha completed a $9.1 million reconstruction project of St. Paul Avenue and North Avenue, two major thoroughfares bordering its historic central business district. Since the 1990s, the City of Waukesha has been converting one-way streets into twoway streets, per the recommendation of several past planning efforts, including the 1998 Downtown Comprehensive Plan, the 2012 Central City Master Plan, and the 2013 Waukesha Downtown Street Master Plan. Supported by the notion that two-way streets are easier to navigate, enhance circulation and flow, and increase the visibility of adjacent businesses, St. Paul Avenue’s two-way conversion comes at an opportune time to further new development experienced along the corridor. In addition, St. Paul Avenue serves as the “first impression” for many visitors to downtown Waukesha, especially those entering downtown from I-94 via Redford Boulevard. A mix of new civic and private development in recent years has positively impacted the feeling of the corridor, with civic projects including City Hall, the Downtown Transit Center, Fire Station #1, and the Waukesha Parade Memorial Park. Private developments include the Mandel Group’s 116-unit BridgeWalk Apartments and General Capital’s 180-unit apartment building soon to break ground. With all these exciting developments, now is the time to establish the character of St. Paul Avenue; one that respects the past and celebrates its future. Unique to St. Paul Avenue, it is the only street that runs parallel with the Fox River. Underutilized parcels, including several surface parking lots and vacant lots, are prime for new development. Some large surface lots serve multiple purposes for downtown - the large parking lot adjacent to the Waukesha State Bank transforms with hundreds of produce vendors during the seasonal summer farmers’ market, a beloved St. Paul Avenue is growing into its own unique identity. With the completion of its two-way conversation in 2022, combined with new public and private development taking place along the corridor, St. Paul Avenue has an elevated purpose in the community. No longer viewed as merely a thoroughfare, the new St. Paul Avenue connects to the river, features an abundance of new housing, and has the characteristics of a walkable urban neighborhood, all just across the Fox River from downtown Waukesha. The following streetscaping and design guidelines seek to bolster a unique “sense of place” for the corridor and stoke local pride for St. Paul Avenue’s place in the community. Streetscaping Guidelines
72 tradition for Waukesha residents. The proposed streetscaping and design guidelines seek to enhance the overall comfort for all users, including pedestrians and bicyclists, while integrating the corridor’s new development with existing structures and the historic, walkable downtown character found across the Fox River. The guidelines support the recent development along the 0.75-mile stretch of St. Paul Avenue by providing recommendations for good practice in design. 5.2 Purpose & Objectives: 1. Achieve a high-quality built environment that compliments the reconstructed St. Paul Avenue and its new public and private development. 2. Spur new private development that is compatible with and compliments its surroundings. 3. Strengthen pedestrian connectivity between St. Paul Avenue and surrounding destinations, including downtown, the Fox River, and numerous parks. 4. Create an exceptional first impression of downtown Waukesha with new streetscaping elements and gateway signage. 5. Foster a sense of place on St. Paul Avenue by establishing a new placebased identity for the corridor. 6. Celebrate Waukesha by honoring places of historical significance on St. Paul Avenue and by providing new spaces for community gatherings. Objective: The streetscaping and design guidelines seek to establish an identity for St. Paul Avenue by strengthening connectivity with downtown, the Fox River, and adjacent parks, creating a consistent street landscape character, identifying opportunities for placemaking and public art, and encouraging new commercial and residential development along the corridor. The following recommendations are included in the streetscaping guidelines: 1. Complete Streets Policy a. Road Diets and Bicycle Improvements b. Pedestrian Improvements c. Streetscaping Elements i. Lighting ii. Gateway and Wayfinding Signage iii. Street Furniture iv. Planters 2. Landscaping Improvements a. Trees b. Parking Lot Screening c. Greening Existing Parking Lots 3. Placemaking and Public Art Opportunities 4. Corridor Branding and Identification Re-envisioning St. Paul Avenue’s public realm requires the ongoing partnership and dialogue between the City of Waukesha, corridor property owners, and residents. Given the City’s recent investment and reconstruction of the corridor and its narrow public rightof-way, there is little to no room for sweeping changes. Therefore, the following streetscaping guidelines turned to “inside the box” for pedestrian and bicycle improvements and “outside of the box” for landscaping and public art improvements. Underutilized parcels and privately-owned green space immediately adjacent to the corridor’s public right-of-way are susceptible for streetscaping improvements, including enhanced pedestrian and bicycle infrastructure, a mature tree canopy, and locations for public art. Streetscaping Guidelines
Street Scapeing Guidelines 73 5.1 Complete Streets Policy 15 16 • Street Diets and Bicycle Improvements • Pedestrian improvements “Complete Streets” are broadly defined as roadways designed and operated to enable safe, convenient, and comfortable access and travel for all users. Pedestrians, bicyclists, motorists, and public transport users of all ages and abilities can move along and across a complete street safely and comfortably. Wisconsin is one of the country’s leaders in implementing the Complete Streets Policy. In 2009, Wisconsin state legislation, State Statute 84.01(35), and the Connections 2030 Plan required WisDOT-funded projects to conform with federal laws and policy. The new legislation requires the consideration of bicyclists and pedestrians on all modernized or reconstructed highway projects that are either partially or fully funded with state or federal funds. Federal policy for providing bicycle and pedestrian accommodation, as stated in the 2010 US DOT Policy Statement on Bicycle and Pedestrian Accommodation Regulations and Recommendations, is as follows: “The DOT policy is to incorporate safe and convenient walking and bicycling facilities into transportation projects. Every transportation agency, including DOT, has the responsibility to improve conditions and opportunities for walking and bicycling and to integrate walking and bicycling into their transportation systems. Because of the numerous individual and community benefits that walking and bicycling provide — including health, safety, environmental, transportation, and quality of life — transportation agencies are encouraged to go beyond minimum standards to provide safe and convenient facilities for these modes.” As a result of the legislation, several municipalities have enacted complementary Complete Street policies, including Appleton, Franklin, Grand Chute, La Crosse, Madison, Manitowoc, Milwaukee, New Richmond, Onalaska, Stevens Point, and West Salem. While Waukesha has not formally adopted a Complete Streets Policy, its work to convert the city’s one-way streets into two-way streets supports Complete Street Policy. Several of the following recommendations incorporate Complete Streets Policy, and fortunately, most are relatively easy and affordable to implement on the new St. Paul Avenue. Street Diets A street “diet” implies a reduction of unnecessary road width from curbto-curb, such as a vehicular travel lane or parking lane, and in its place, oftentimes, portions of the street’s width are redesigned for bicycles and pedestrians. Street diets allow for the addition of: • Bike lanes • Parking lanes • Wider pedestrian zones • Curb extensions • Parklets (semi-permanent café seating extension) • Transit lanes/loading areas Existing Road Diet St. Paul Avenue was reconstructed and converted into a two-way vehicular street in 2022. Parking lanes were preserved along much of the corridor. The current street width, including sidewalks, is between 58 ft. and 60 ft., depending on the location. The corridor is landlocked and greatly constricted by natural features surrounding the corridor, including steep terrain to the northwest and the Fox River to its south. In addition, new building frontages on St. Paul Avenue have set the precedent for a minimum setback,
74 Streetscaping Guidelines leaving limited room to widen the corridor in the future. This has resulted in a narrow pedestrian environment, featuring sidewalks with a maximum width of 5 ft. and no space for lush landscaping to buffer pedestrians from the street. For alternative road diets, the following recommendations turned to “inside the box” for enhancements to the pedestrian and bicycle experience on St. Paul Avenue. The recommendations may be incrementally phased over the next twenty years. Existing Street - St. Paul Ave. Mill Reserve Drive
City of Waukesha | St. Paul Ave. 75 Existing Street Section - St. Paul Ave. + N. Prairie Ave.
76 Streetscaping Guidelines Alternative Road Diets The following alternative road diets may be considered to improve the overall comfort for pedestrians and bicyclists with phased implementation. Alternative 1: Identified as a “quick win” to improve the new St. Paul Avenue, Shared Lane Markings (SLMs), or “sharrows,” can be quickly and affordably installed. SLMs indicate a shared lane environment for bicycles and automobiles. According to NACTO, “Among other benefits, SLMs reinforce the legitimacy of bicycle traffic on the street, recommend proper bicyclist positioning, and may be configured to offer directional or wayfinding guidance.” While SLMs do not take the place of a protected bike lane, they raise awareness of bicyclists on the road. As an affordable improvement, SLMs may be rapidly implemented within the next one to two years. Alternative 2: Enhance the pedestrian environment by installing curb extensions in the parking lane. This recommendation preserves most on-street parking, while also providing the necessary space to incorporate landscaping, street furniture, and café seating space. By working with new private real estate developments, curb extensions may be essential to provide outdoor dining space or enhanced landscaping necessary to support street-level retail/ restaurant space. Curb extensions, including “gateway” and “pinchpoint” treatments reduce the curb-to-curb crossing distance for pedestrians, slow traffic speeds, and add public space. According to NACTO, plant street trees on curb extensions aligned to the parking lane to narrow the overall profile of the roadway. Curb extensions may be installed within the next 5 to 10 years, especially if it is integrated with new private development streetscaping plans. 17 Sharrow markings indicate a shared lane environment for bicycles and vehicles - Courtesy of: NACTO https://nacto.org/publication/urban-bikeway-design-guide/bikeway-signingmarking/shared-lane-markings/ A midblock “pinchpoint” or corner “gateway” often removes parking spaces or turning lanes to create more space for pedestrians. This technique should be explored when new private developments include ground-level retail and restaurant space. Courtesy of: NACTO - https://nacto.org/publication/urban-street-design-guide/street-design-elements/curb-extensions/pinchpoint/
City of Waukesha | St. Paul Ave. 77 Note on Parking: Throughout the planning process, preserving on-street parking has been a constant point of discussion, especially for existing residents to have parking for visitors and themselves. While the parking lane may be rededicated to allow space for an improved public realm in some locations, zoning changes could require new developments to provide adequate parking integrated into the new construction. 18 (Left) Updated Street Section St. Paul Ave. + Mill Reserve Drive (Right) Updated Street Section - St. Paul Ave. + N. Prarie Ave.
78 Streetscaping Guidelines 5.3 Pedestrian Improvements St. Paul Avenue comprises a network of sidewalks and crosswalks that are piecemealed and lack any clear circulation between destinations, including City Hall, Downtown, the Fox River, and parks. One of its greatest challenges is the overall lack of space to provide a robust pedestrian environment. Its narrow 5-ft. sidewalks are often interrupted by intrusions, such as telephone poles and street signage. Combined with a steep slope, lack of a tree canopy, and only a parking lane as a buffer between the sidewalk and vehicular traffic, the pedestrian experience is uncomfortable at times. 1. Improve pedestrian crossings at Barstow Street, Madison Street, Wisconsin Avenue, and N. Prairie Avenue. 19 20 a. Stripe all signalized crossings with highvisibility ladder or “zebra” markings to reinforce yielding of vehicles turning during a green signal phase. b. Stripe the crosswalk as wide as or wider than the walkway it connects to. This will ensure that when two groups of people meet in the crosswalk, they can comfortably pass one another. c. Add an advanced stop bar at least 8 feet in advance of the crosswalk to reinforce vehicles yielding to pedestrians. In addition, bike boxes may be explored as a dedicated space for bicycles to await the green light with vehicular traffic. d. Adjust traffic light signals to be timed to provide pedestrians with a “leading interval,” so they can step into the intersection before cars are given the green light to increase the pedestrian’s visibility. 2. Explore a raised intersection at Barstow Street and Madison Street to improve pedestrian safety and call attention to key entrances into downtown Waukesha. Raised intersections create a safe, slow-speed crossing and public space at minor intersections. 3. Explore a painted crosswalk or intersection treatment at St. Paul Avenue and Wisconsin Avenue to strengthen the connection between the corridor and the central business district, Waukesha Parade Memorial Park, and the Riverwalk. Additional streetscaping elements, such as a signature gateway element and wayfinding signage will amplify this corner as a prominent entrance into downtown Waukesha. 4. Enhance the visibility of the mid-block crosswalk between the Downtown Transit Center and the existing Waukesha State Bank parking lot at the intersection of St. Paul Avenue and Brook Street. a. Create curb extensions to call out the crosswalk and shorten the pedestrian’s crossing distance and add a Pedestrian Hybrid Beacon (PHB) or signalcontrolled crossing that is activated by the pedestrian. This intersection could also become a 4-way stop. 5. Add pedestrian wayfinding signage on St. Paul Avenue with walk times (in minutes) to direct transit users and visitors to nearby destinations, especially City Hall, Downtown, the Downtown Transit Center, the Riverwalk, and Waukesha Parade Memorial. 6. Maintain crosswalks and other intersection treatments, such as crosswalk murals, with regular repainting. Wisconsin’s harsh winters, combined with the high traffic volume on St. Paul Avenue, will eventually break down the crosswalk and/or asphalt mural. Budget for crosswalk restriping and crosswalk mural repainting yearly. High-visibility ladder or “zebra” markings increase the visibility of crosswalks, especially at major intersections. Courtesy of: NACTO https://nacto.org/publication/urban-street-design-guide/intersection-designelements/crosswalks-and-crossings/conventional-crosswalks/
City of Waukesha | St. Paul Ave. 79 Existing crosswalk on St. Paul Avenue connecting the Downtown Transit Center and Waukesha State Bank parking lot. - Courtesy of: Gabe Yeager High-visibility crosswalks are not only practical, but can be a beautiful addition to the streetscape by incorporating mural art. Courtesy of: la.curbed.com https://la.curbed.com/2017/8/23/16186006/broad-museum-los-angeles-art-crosswalk-downtown An enhanced St. Paul Avenue includes “pinchpoints” that increase the sidewalk width and decrease the crossing distance across St. Paul Avenue. An enhanced crosswalk should be explored near the Downtown Transit Center, at St. Paul Avenue and Brook Street. Courtesy of: HSRC https://www.hsrc.unc.edu/maintenance/pedsafe/countermeasures_detail.cfm?CM_NUM=4
80 Streetscaping Guidelines 5.4 Streetscaping & Landscaping 21 22 23 24 • Lighting • Gateway / Wayfinding Signage A street’s overall character can be greatly influenced by just a few defining elements, such as an iconic gateway entrance, a comprehensive lighting scheme, and a mature tree canopy. The most memorable streets offer a cohesive and compelling experience for all users. The following recommendations utilize streetscaping elements to help define the corridor’s character, particularly with lighting enhancements and gateway and wayfinding signage. Lighting Lighting is a critical element for the overall safety and comfort of the street, but can also provide a dynamic nighttime cadence, incorporate artistic elements, and provide a strong sense of character for the corridor. Recommendations: • Incorporate special nighttime lighting effects into gateway signage elements. • Install pedestrian-scale lighting, in addition to the standard vehicular lighting currently seen along most of the corridor. • Enhance the landscaping and add new sculptural lighting elements in the median that divides the grade change between St. Paul Avenue and North Avenue, between Albert Street and Moreland Boulevard. This median has the potential to provide a grand boulevard and a first impression of downtown via Redford Boulevard. The recommended landscaping and lighting enhancements will further the City’s recent efforts to beautify this median, including the recent construction of a new “Welcome to Waukesha” sign installed near Moreland Boulevard. Gateway & Wayfinding Signage: • Gateway signage at key entry points into Downtown Waukesha can further bolster the significance of St. Paul Avenue as a visitor’s first impression of the central business district. Local examples of gateway Landscaping, lighting, and signage work in harmony to create a grand entrance into the University of North Dakota’s campus. A similar layering approach to streetscaping should be considered for the St. Paul Corridor. Courtesy of: RDG Planning & Design https://rdgusa.com/sites/news/2022/10/asla-nebraska-dakotas-announces-recipients-of-2022-design-awards/
City of Waukesha | St. Paul Ave. 81 signage include overhead archways as one enters the Historic Third Ward in Milwaukee and Historic Downtown Greendale in Greendale, Wisconsin. Meanwhile, smaller wayfinding elements in Wauwatosa and Shorewood greet pedestrians with pedestrian-scale kiosks that feature the community’s logo and branding. Recommendations: • Signage should embody the brand and identity of the corridor – the St. Paul Avenue River District – including design elements that reflect the adjacent Fox River. • Signage should provide wayfinding directions for both vehicles and pedestrians. • Pedestrian signage should support circulation between St. Paul Avenue’s green spaces and the Fox River, by including walk times (in minutes) to nearby destinations. • Gateway signage at key entry points into Downtown Waukesha should lure vehicular traffic traveling on St. Paul Avenue to turn off St. Paul Avenue and drive into Downtown Waukesha and provide a “sense of arrival” for visitors and residents alike. Key intersections include Barstow Street and Wisconsin Avenue. Install kiosks with directional signage and maps, especially in front of the Downtown Transit Center and Grede Park. • An articulated sign featuring “Waukesha” letters could be incorporated on the corner of Grede Park, at St. Paul Avenue and Wisconsin Avenue (see Long Beach example), while pedestrian-scale kiosks and small structures could anchor the corners of parking lots at key intersections, including Barstow Street. • Kiosks with directional signage and maps should be installed in prominent visitor areas, including the Downtown Transit Center and Grede Park. A pedestrian-scale kiosk may anchor key corners where structures don’t exist and in areas with high visitor frequency, such as the Downtown Transit Center, the Waukesha Farmers Market, and the Riverwalk. Courtesy of: The Village of Wauwatosa A gateway sign and structure could anchor the SE corner of St. Paul Avenue and Barstow Street and serve as an iconic gateway to the Fox River and downtown. Courtesy of: GreerDevelopment.com https://greerdevelopment.com/
82 Streetscaping Guidelines A sign of articulated letters for “Waukesha” or “Downtown” may serve as an interesting gateway in Grede Park, at the corner of St. Paul Avenue and Wisconsin Avenue. Courtesy of Long Beach Local News https://www.longbeachlocalnews.com/2017/04/20/city-long-beach-unveils-new-wayfinding-signage-design/ Rendering of the new “Welcome to Waukesha” sign installed on St. Paul Avenue in 2016. Courtesy of: Waukesha Archives https://archive.waukeshanow.com/news/304170641.html/
City of Waukesha | St. Paul Ave. 83 Wayfinding Signage 25 In 2016, the City of Waukesha utilized the Community Development Block Grant (CDBG) program to fund new wayfinding and gateway signage to help visitors and residents navigate their way downtown. At the same time, the City of Waukesha commissioned a rebranding for its downtown and incorporated the new logo on 40 wayfinding signs along major thoroughfares leading to downtown, including Highway F, St. Paul Avenue, and Main Street. The plan also included elevating key entry points downtown, including North Street, Wisconsin Avenue, and Barstow Street. As part of St. Paul Avenue’s enhanced streetscaping, additional wayfinding signs can guide both vehicles and pedestrians through a complex environment. Pedestrian wayfinding signs strapped to existing street poles can provide a relatively affordable and simple installation and provide helpful information for pedestrians and vehicles to nearby points of interest. Pedestrian wayfinding signs should include walk times and be installed frequently on poles between the Downtown Transit Center and downtown attractions. Downtown Waukesha Text Branding Courtesy of: Downtownwaukesha.com https://www.downtownwaukesha.com Pedestrian signs with walk times are strapped to existing street poles and infrastructure for a cost-effective way to provide additional wayfinding in downtown Racine. Courtesy of: Corbin Design https://www.corbindesign.com/work/civic/racine-wi.html?cat=true
84 Streetscaping Guidelines A balance of vehicular wayfinding signs and pedestrian kiosks with maps and helpful visitor information improve circulation and mobility for all users. - Courtesy of: Corbin Design https://www.corbindesign.com/work/civic/south-bend-in.html?cat=true Local architecture and design elements should influence wayfinding signs as a reflection of the distinct characteristics of the community. Courtesy of: Corbin Design https://www.corbindesign.com/work/civic/racine-wi.html?cat=true
Tree Planting Guidelines New trees should be planted between the sidewalk and abutting private property, where applicable, especially in areas that have an existing setback. Trees should be planted a maximum of 30 ft. apart and remain clear of overhead obstructions and wires. Ideal placement of trees is every 15 ft. to 20 ft. No trees shall be planted closer than 40 ft. from the curb face at intersections and street corners within the sight of the distance triangle. No trees shall be planted within 40 ft. of a controlled intersection (traffic light or stop sign) A minimum of 10 ft. from a driveway. A minimum of 12 ft. from a commercial driveway. A minimum of 15 ft. from an alley A minimum of 15 ft. from a street pole A minimum of 10 ft. from a fire hydrant. City of Waukesha | St. Paul Ave. 85 Landscaping Improvements • Trees • Parking Lot Screening • Greening Existing Parking Lots Trees There are several benefits of street trees, including providing necessary shade during the summer and reducing carbon emissions produced by vehicular traffic. Corridors with a mature tree canopy are attractive for businesses and residents alike as they help provide privacy and shade and reduce the heat entering through windows and porous facades. St. Paul Avenue’s existing narrow rightof-way leaves little to no room for landscaping, let alone a mature tree canopy. Currently, an approximately 2.5 to 3 ft. strip of grass is used to separate the curb and sidewalk. The following landscaping recommendations turn to “outside of the box” for opportunities. By leveraging existing public parkland, privately-owned green spaces, underutilized land, and setbacks adjacent to the sidewalk, it’s feasible to establish a regular landscaping cadence and mature tree canopy along much of St. Paul Avenue. A City-led initiative can determine the placement of the trees. Key opportunity sites for new landscaping and trees include : • Vacant strip of green space between Wisconsin Avenue and Mill Reserve Drive • Waukesha State Bank surface parking lot setback and other vacant parcels between Madison Street and Barstow Street • Grede Park’s St. Paul Avenue streetedge • Vacant parcels between S. Washington Avenue and N. Prairie Avenue
86 Streetscaping Guidelines
5 ft. Landscape Buffer with Low-Rise Wall or Fencing Parking Lot Screening Guidelines Minimum width of landscape between PROW and parking lot 5 ft. Low-level plants required At least one row of low-level shrubs, perennials and/or ornamental grasses Canopy trees required 1 tree per 15 ft. minimum, or clustering of trees Fence/wall required 3’ wall or decorative fencing required Green infrastructure required Stormwater management/ bioswale incorporated into landscape plan City of Waukesha | St. Paul Ave. 87 Parking Lot and Vacant Lot Screening St. Paul Avenue is dotted with surface parking lots, vacant parcels, and underutilized land. These interruptions in the built environment have a negative effect on one’s perception of the overall sense of place. To create a more defined street edge along the corridor, interim steps can be taken to improve landscaping adjacent to these vacant lots for a more comfortable walking experience. Additional green infrastructure should also be incorporated into new and existing parking lots, especially when the opportunities to repave existing parking lots arise. The parking lot’s street edge shouldn’t be a detriment to the pedestrian experience, but rather enhance it by providing lush landscaping and shade from mature trees. In many locations, the privately owned green space adjacent to the sidewalk serves as the only landscaping adjacent to St. Paul Avenue, thus elevating the importance of high-quality landscaping standards. It’s important to consider the challenges of growing lush landscaping next to a hardscape, including the lack of irrigation, foot traffic, and the effects of car exhaust and salt and snow. Hardy perennials include the Purple Coneflower and Black-eyed Susan. In this diagram, a 5’ landscaped bed screens the parking lot from the sidewalk. A combination of low-rise perennials, canopy trees, and an ornamental fence or low-rise seating wall. Courtesy of: The City of Milwaukee https://city.milwaukee.gov/LandscapeDesignGuide
88 Streetscaping Guidelines Consider pedestrian entry points into the parking lot from the sidewalk. Courtesy of: Crowley Landscape https://crowleylandscape.com/blog/how-to-choose-business-parking-lot-trees/ Consider the harsh growing conditions around surface parking lots when choosing plant species, including high sun exposure and salt runoff. - Courtesy of: Landscape LLC https://i0.wp.com/www.e-landscapellc.com/wp-content/uploads/2011/02/DSF29241.jpg Consider incorporating lighting elements into the parking lot screening kit of parts. Courtesy of: Qtran https://www.q-tran.com/portfolio/university-of-north-dakota-campus/
City of Waukesha | St. Paul Ave. 89 Greening Existing Parking Lots Existing parking lots are excessively large and rarely fully occupied by parked vehicles. Even today, the parking lots are re-imagined as places for community events and maximize the scenic views of the Fox River, including the seasonal farmers’ market and outdoor concerts These spaces can become community assets, not a detriment to the overall look and feel of downtown Waukesha. Retrofitting existing surface parking lots is key for short-term improvements that pedestrian experience and reduce the environmental impact of large asphalt parking lots. In order to provide the necessary space for the parking lot or vacant lot’s street edge, the parking area should be required to be setback a minimum of 5 ft. from the sidewalk. This simple move would allow for an additional 5 ft. zone for a landscaped separation between the parking lot and sidewalk. A more generous setback would allow for even greater landscaping enhancements. While the existing surface parking lots are prime for redevelopment, interim measures should be considered to improve their use over the next ten years, especially given their proximity to the Fox River. Today, the lack of green infrastructure, such as permeable paving, bioswales, and stormwater management contribute to a significant water runoff into the Fox River. Parking lots adjacent to the Fox River should incorporate a landscape buffer between the surface parking lot and the river walk, as well as in areas of low topography in the parking lot. Additional landscaping elements in the parking lot, such as bioswales and medians, may also incorporate pedestrian circulation, including a protected sidewalk from vehicles and clear crosswalks to connect between nodes of interest. 26 Courtesy of: The City of Milwaukee https://city.milwaukee.gov/LandscapeDesignGuide
Each 100 square feet of permeable paving may be substituted for 1 tree and 100 square feet of landscaped area Each 100 square feet of rain garden with a rainwater catchment area of at least 1,000 square feet may be substituted for 1 tree and 100 square feet of landscaped area Each 50 cubic feet (375 gallons) of bio-retention capacity with a rainwater catchment area of at least 1,000 square feet may be substituted for 1 tree and 100 square feet of landscaped area. 90 Streetscaping Guidelines Large industrial sites, including Wisconsin Centrifugal and INNIO Waukesha Gas Engines Inc. should consider enhanced landscaping, permeable pavers, and a mature tree canopy along the street edge. Courtesy of: North Van Dyke Avenue Master Plan https://www.sterling-heights.net/DocumentCenter/View/10415/NVDA-Master-Plan-Report Consider pedestrian entry points into the parking lot from the sidewalk. Courtesy of: Crowley Landscaping https://crowleylandscape.com/blog/how-to-choose-business-parking-lot-trees/ Greening Existing Parking Lot Guidelines
City of Waukesha | St. Paul Ave. 91 A parking lot corner can be converted into green space for stormwater management. Courtesy of: Hattoy’s Nursery, Landscape & Garden Center https://www.hattoys.com/before-after/commercial-parking-lot-remodel-before-after/ A parking lot’s edge can be converted into green space for stormwater management. Courtesy of: Hattoy’s Nursery, Landscape & Garden Center https://www.hattoys.com/before-after/commercial-parking-lot-remodel-before-after/
92 Streetscaping Guidelines Planters The existing St. Paul Avenue streetscaping does not include planters, and in many locations, the narrow right-of-way doesn’t provide adequate space for planters. However, there are several benefits of planters, including providing greening in a relatively inexpensive manner, serving as a separating barrier between pedestrian flow and private café seating or vehicles, and, above all, stimulating the visual appeal of the corridor. Private properties along St. Paul Avenue should consider planters to enhance their curb appeal. On narrow sidewalks, large aggregate planters and free-standing planters should be avoided altogether or strategically placed to ensure they don’t obstruct the pedestrian flow. Federally established accessibility guidelines allow a 32” minimum pinch point for a 2’ maximum travel distance. Rather, planters can be incorporated as part of the buffer space between the private property or parking lot and the sidewalk to provide varying heights and added visual interest. Consider incorporating planters with other street furniture, such as a bench or low-rise wall, to maximize the use of the space and minimize the encroachment into the public right-of-way. Planters can add visual interest and height to narrow planter beds. To avoid interruptions on the sidewalk, planters should be set-back from the walking zone. Courtesy of: Tournesol https://www.tournesol.com/products/category/pots-planters
City of Waukesha | St. Paul Ave. 93 Placemaking and Public Art Opportunities Downtown Waukesha is flourishing with various forms of public art around every corner. From the infamous painted guitar sculptures as a nod to the birthplace of Les Paul to new gateway murals welcoming visitors into the central business district, as seen on Madison Street and Wisconsin Avenue, extending downtown’s collection of public art should be a priority as part of the new St. Paul Avenue. Recommendations • Identify key intersections for crosswalk murals. Crosswalk murals and asphalt murals help increase the visibility of pedestrian crossings, while also integrating downtown’s existing mural scene on St. Paul Avenue. • Incorporate public art into as many streetscaping elements as possible, including bus shelters, benches, and utility boxes. The City may explore creating a St. Paul Avenue River District artist selection committee to curate opportunities for artists along the corridor. • Encourage street-facing public art in new private development on St. Paul Avenue, including facades for murals, sculptures in recessed areas, and artist-designed benches and utility boxes on the sidewalk. The City has already begun incorporating sculptures in the setback in front of Fire Station #1 and the Downtown Transit Center. • Identify new sites for murals on St. Paul Avenue, which could include the Downtown Transit Center, Fire Station #1, Tom’s Heating Service, Inc., and Fernandez Auto Service. Murals should be viewed as temporary public art installations to enhance the vibrancy of St. Paul Avenue. To provide maximum flexibility to remove or replace murals, explore installing murals on de-mountable surfaces to preserve the building’s façade from a direct-paint application. • Explore implementing a 1%-for-thearts program in the City of Waukesha, which could require new private development to allocate 1% of the development costs to fund public art on-site or to support a general public art fund for the City. Potential Mural Location on Waukesha Downtown Transit Center Potential Mural Location on Tom’s Heating Sercive Inc.
94 Streetscaping Guidelines Case Study: North Mural Arts District or “NoMAD” in Wauwatosa, Wisconsin 27 In 2019, the City of Wauwatosa partnered with Wallpapered City, a local mural arts agency, to commission six murals of varying sizes and styles on the East North Avenue corridor in Wauwatosa. The project was mostly funded by the City of Wauwatosa Tourism Commission, which provided $50,000 to cover fees, artist stipends, and equipment. The project transformed six different buildings, ranging from a service station to a two-story commercial building. The project serves as a best practice for its innovative funding solutions and transformative results to add character to a corridor in their city with an eclectic creative vibe. Corridor Identity & Branding: St. Paul Avenue River District At the community design charrette, an overwhelming 73% majority of attendees supported a rebranding of the 0.75-mile stretch of St. Paul Avenue as the “River District.” In many ways, this new brand evokes a special place in the City of Waukesha and appropriate for St. Paul Avenue, as it’s the only street to run parallel with the Fox River. The River District also supports marketing this portion of St. Paul Avenue for new residential development, and already has a natural tie to new and existing apartment building names, including Rivers Edge Apartments and Bridgewater Apartments. To further elevate the St. Paul Avenue River District, the City of Waukesha may explore a neighborhood brand through a new logo and color scheme for the corridor. Examples of branding for other “river districts” across the country are depicted below. The NoMAD project in East Wauwatosa, WI transformed several buildings with colorful murals along North Avenue. The project serves as a best practice in its cost-effective way to transform the identity of the corridor and offer a North Avenue a new brand and identity. Courtesy of: Discover Wauwatosa https://www.discoverwauwatosa.com/the-tosa-spotlight/the-murals-of-wauwatosa/ Potential Mural Location on Firestation #1
City of Waukesha | St. Paul Ave. 95 Encourage Street Furniture that Supports District Branding Brand Identification The St. Paul Avenue River District received nearly 75% support from community members attending the community charrette. The new brand should be incorporated throughout the corridor, including bike racks, benches, and trash receptacles. There are several ways to accomplish a cohesive and consistent cadence of branding, including street pole banners, metal work in the bike racks, and subtle lettering on trash receptacles. The uniform brand can be accomplished through a unique and identifiable color scheme, as seen in the Historic Third Ward neighborhood in Milwaukee, or through the creation of a district logo that could be incorporated into street furniture. Courtesy of: The River District Fort Worth, Texas Courtesy of: Danville River District Bike racks and trash receptacles offer corridor branding opportunities, as seen in the metal work on these bike racks in Hermosa Beach, California, and trash receptacles in Bryant Park in New York City. Courtesy of: Hermosa Beach https://www.hermosabeach.gov/our-government/city-departments/police/programs-tips/bike-registration Sample of River District Branding
96 St. Paul Ave. Corridor Plan VI. St. Paul Ave. Corridor Plan The recommendations for the St. Paul Corridor consist of a land use master plan, housing typologies, form-based code for housing, and streetscaping elements. The land use master plan provides recommended uses for the eight observed areas of opportunity along the corridor. The housing typologies shown on the master plan are townhouses, quadplexes, live-work, and apartments. The form-based code provides regulations for each of the housing typologies. The streetscaping elements are meant to be utilized as a tool set by the city in order to pick which elements to incorporate and where along the corridor. The recommendations put forth aim to a provide a cohesive identity for the St. Paul Corridor as well as attract new investment and redevelopment through enhancing the pedestrian experience via streetscaping elements, new housing typologies, and land uses for both public and private space. 6.1 Recommended Land use Mixed Use Residential + Commercial Apartment Live-work Townhouse Apartment Live-work Townhouse Quadplex Live-work Townhouse Quadplex Duplex Recommended Form based code allowances
W M A I N S T. W I S C O N S I N AV E . W B R OA D WAY S WA S H I N G T O N AV E . N W B A R S T O W S T. M A D I S O N S T. FOXRW ST PAU L AV E . FOX RIVER TRAI L D O P P PA R K BETHESDA PARK C U T L E R PA R K G R E D E PA R K V E T E R A N S PA R K Form Based Code Areas
98 Alternatives Zone 1 Zone 2 Zone 3
City of Waukesha | St. Paul Ave. 99 6.2 Corridor Plan Observed Areas of Opportunity 1 The first area of opportunity is the corner of St. Paul Avenue and Washington Avenue where the Stop-n-Go gas station is located. Townhomes with back entrances are proposed to line St. Paul Avenue. Quadplexes are recommended for the parking lot just north of the gas station. Parking is located in the rear of the quadplexes which would line the street along Washington Avenue and Motor Avenue. 2 The second area of opportunity is the narrow infill housing that runs parallel to St. Paul Avenue beginning at the intersection of N. Prairie Avenue and running east until Grede Park. Townhouses would bookend a few of the middle parcels which should be combined since they are either too shallow or not wide enough to build on. This would create a moment for a streetscaping element. The parking would be located in the front via a drive-in garage. 1 2 Zone 1
100 3 The third area of opportunity is the ACME spring located in the middle of hill just west of the Village Mountain Apartments. 4 The fourth area of opportunity is Grede Park where the Waukesha Parade Memorial is going. The eastern portion of the park shall remain greenspace however this would be another area to provide a streetscaping element. 5 The fifth area of opportunity is the greenspace in front of the condos on Mill Reserve Dr. This greenspace would become a bike trail entrance as well as provide a tree canopy lining St. Paul Avenue. 6 The sixth area of opportunity is the various occupied and vacant businesses in a variety of different building types that are on the north side of St. Paul Avenue from W North Street to Fuller Street. The area could become one or multiple apartment buildings. Additionally, adaptive reuse is recommended. 3 4 5 6 Zone 2