Prepared By:

Eleanor Harris, Group Liaison

Jaclynn Klimek

Kathryn LaBine, Group Leader

Rebecca Orrison

Joseph Ramm

Stefan Schiltz

Integrated Downtown ESPM 4041W Problem Solving for Environmental Change

Report Seven of Seven

Fall 2014

THE CITY OF

WHITE BEAR LAKE

Table of Contents

List of Figures ........................................................................................... iiList of Tables ............................................................................................ iiAcknowledgments .................................................................................... iiiExecutive Summary ................................................................................. ivIntroduction ................................................................................................ 1

Background .......................................................................................... 1Vision ................................................................................................... 3Objectives ............................................................................................ 3

Methods ..................................................................................................... 4Site Description .................................................................................... 4Research Techniques ........................................................................... 5

Findings and Analysis ................................................................................ 6Bike Infrastructure ............................................................................... 6One-Ways ............................................................................................ 7Solar ................................................................................................... 10Pervious Surfaces ............................................................................... 11Trees ................................................................................................... 15Rain Gardens ...................................................................................... 19

Management Options ............................................................................... 20Bike Infrastructure ............................................................................. 20One-Ways .......................................................................................... 22Solar ................................................................................................... 25Pervious Surfaces ............................................................................... 27Rain Gardens ...................................................................................... 28

Conclusion ............................................................................................... 30References ................................................................................................ 32

Appendices ............................................................................................... 38 Appendix A: Area of Downtown WBL

Appendix B: Survey to Downtown Business OwnersAppendix C: Results to Downtown Business Owners SurveyAppendix D: Bike Rack Current Locations and Bike Rack Site RecommendationsAppendix E: ZAP ProgramAppendix F: PeopleForBikes Grant GuidelinesAppendix G: Benefits of Bike LanesAppendix H: EPA Green Infrastructure Guide BookAppendix I: Bicycle and Pedestrian Federal Funding Resources ListAppendix J: Bike Rack ExamplesAppendix K: Website Example for Bike EducationAppendix L: Resources for Supporting Solar ImplementationAppendix M: Pervious Pavement ExamplesAppendix N: Pervious Surface Subbase Diagram

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Appendix O: Urban Tree RecommendationsAppendix P: Planting Trees in Parking LotsAppendix Q: Raid Garden Plant Recommendations

List of Figures

Figure 1: Perspective map of the location of White Bear Lake, MN ........ 1Figure 2: Depiction of the infrastructure of a developed one-way street .. 9Figure 3: Graphical representation of downtown business owner

opinions of about solar panels ........................................................... 11Figure 4: Impervious parking lots on Banning Avenue and Fifth Street

(left) and Fourth Street and Cook Avenue (right) .............................. 12Figure 5: Examples of pervious pavement options: A - pervious

concrete, B - pervious pavers, C - porous asphalt vs. standardasphalt ................................................................................................ 13

Figure 6: Map of canopy cover area in the downtown region of WBL ... 17Figure 7: A tree in poor health in downtown WBL, fall 2014 ................. 18Figure 8: Graphic of trunk flare ............................................................... 18Figure 9: Parking lot rain garden with educational sign in Clackamas

County, OR ........................................................................................ 20Figure 10: Example of art bike parking ................................................... 21Figure 11: Example of utilitarian bike parking ........................................ 21Figure 12: Proposed one-way conversions between downtown WBL

and White Bear Lake ......................................................................... 23Figure 13: Downtown WBL average daily traffic levels, MnDOT 2013 24Figure 14: Execution of back-in/head-out angled parking (left) and

how it increases a driver’s field of vision (right) ............................... 25Figure 15: Example of solar panels installed on the Seward Community

Co-op roof .......................................................................................... 26Figure 16: Proposed parking lots for short-term rain garden

implementation (gold) and post-redevelopment implementation (white) ................................................................................................ 29

Figure 17: Landscape design for a park in Fifth Street and Banning Avenue parking lot ............................................................................. 31

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Acknowledgments

This report, compiled by students and faculty at the University of Minnesota-TwinCities in collaboration with the City of White Bear Lake, would not have beenpossible without the assistance of a number of individuals and organizations.Specifically we would like to thank the staff of White Bear Lake, including theCommunity Development Director Anne Kane, Assistant City Manager EllenRichter, and Parks Lead Brad Fortin. We also thank the White Bear Lake BusinessAssociation, especially Dale Grambush, the Promotions Chair. Thank you also toaffiliates at the University of Minnesota, especially Dr. Paul Bolstad and Eric North.Finally, this report could not be complete without the guidance from our facultyadvisors and our Teaching Assistant, Amanda Meyer.

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Executive Summary

This report is to be used as a resource for the City of White Bear Lake to complimentthe process of enhancing the downtown district, with a goal of maintaining thehistoric charm that has kept the downtown “funky” since its founding. This report hasbeen developed in alignment with White Bear Lake’s Comprehensive Plan for 2030,Complete Streets policy, and mission statement. The findings and recommendationspresented in this report will serve as a tool for further decision making in the future.

Students from the University of Minnesota’s Environmental Science, Policy, andManagement program, have been given the opportunity to form management optionsin a capstone class while working with the City of White Bear Lake and localbusinesses. Suggestions for future opportunities to further develop the downtownregion of the city include updating the transportation infrastructure and developinggreen initiatives that can be utilized as educational opportunities. Theseenhancements will not only improve city infrastructure for current residents, but alsoallow visitors to have an environmentally rewarding and educational experiencewhile visiting the downtown district of White Bear Lake.

In the process of formulating this report, the team from the University of Minnesotahas devoted time to visiting White Bear Lake in order to observe the current designand infrastructure of the city. Site specific research was done on the design of theCity of White Bear Lake, and further research on city planning was done on sites inthe Twin Cities metro and the Midwest to help develop recommendations. Othermethods of research utilized include interviews with University professors andexperts in the private sector with city development experience.

After significant consideration of our objectives, findings, and the vision of WhiteBear Lake our suggested management options for downtown White Bear Lake are asfollows:

Management Option 1: Promote multi-modal transportation in downtown with morebike lanes, bike parking, and bike signage.

Management Option 2: Make a one-way road to increase movement between thedowntown and White Bear Lake public beach.

Management Option 3: Allow solar on city buildings to be an example for citizensand businesses.

Management Option 4: Improve groundwater management by creating morepervious surfaces, implementing rain gardens, and developing the downtown treecanopy.

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Introduction

Background

The City of White Bear Lake (WBL), established in 1921, is located in east centralMinnesota, twenty minutes northeast of St. Paul as shown in Figure 1. The city hasgrown around an isthmus between two lakes that separate the northern and southernparts of the city. The central lakes are Goose Lake and White Bear Lake, the latterbeing the lake closest to the downtown district. The city is bordered to the north byBald Eagle Lake and to the northwest by Birch Lake.

Figure 1: Perspective map of the location of White Bear Lake, MN.

In the mid-1800s, the community around White Bear Lake grew in response to thedemand for infrastructure to support those that came to the area as a retreat, attractedto the scenic views and extensive lakeshore. After being incorporated in 1921, thecity's economy boomed with the development of other industries and agriculture, and

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the city remains a destination for many even today (History of White Bear Lake,2014). The local economy of WBL currently supports about 24,000 residents, and thetotal area of WBL contains about 8.6 square miles. The boundary of the growing cityhas met the expanding borders of the city of Saint Paul and has come to be considereda second-ring suburb of the larger city. However, WBL maintains itself as a city in itsown right with a flourishing downtown that commands a vibrant historic characterand a strong sense of local community.

Now WBL looks to enhance and improve its thriving downtown in order to keep upwith the increased growth and new vision for the city. In order to accomplish thisWBL has partnered with the University of Minnesota and students in theEnvironmental Science, Policy, and Management major. The focus of thiscollaborative project is to develop a plan that will address the issues facing downtownWBL such as: minimal parking space, lack of city connectivity, a declining andvulnerable tree canopy, stormwater management, and community education.

Framing the IssueWBL’s historic downtown is in the heart of the city. The character of the areacontributes to the entire city as both a tourist destination for visitors and a unifyingfeature for the community. As WBL continues to grow, there is a great opportunity inthis challenge to shape the development of the city, especially the downtown district,such that it balances economic growth with the residents' quality of life. This ispossible through development projects that promote environmental stewardship of thecity and resident engagement. This report addresses three principal areas wheredevelopment can be focused to create an increasingly vibrant downtown area andbetter serve the city. The development themes for this report focus on ease of accessto and within downtown, increasing green spaces and projects that promoteenvironmental health, and creating educational opportunities for citizens in thedowntown area.

Currently, the downtown district is not easily accessible from all regions of thecommunity. For instance, routes to downtown from southern WBL are very limited,disconnecting it from downtown activities. In order to see WBL as a fully connectedcommunity, more effort needs to be put into creating routes that make all parts of thecity easily accessible via multiple modes of transportation. Making the downtownregion more accessible will also help to address the issue of minimal parking in thearea.

Another issue the city faces is managing stormwater from rain and snowmelt thatdoes not soak into the ground. Standing water runs off surfaces and into water bodiesor the city’s sewer system carrying chemicals and nutrients that can lower the overallwater quality of surface water in the area. Downtown WBL has many impermeablesurface that can exacerbate surface runoff by preventing water from soaking into theground. This problem has led to the development another goal, which is to negate the

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accumulation of runoff as much as possible by developing new opportunities forwater to penetrate the earth.

The last task to accomplish is creating “teachable moments.” These are ways toinform members of the community about environmentally friendly practices thatimprove the quality of life for those living in and visiting WBL. By creatingeducational opportunities throughout the downtown region, downtown WBL willserve as a hub of environmental knowledge for all who visit the area.

Vision

This document was produced as one of an ensemble of reports prepared for WBL.These reports were guided by the common vision given below.

We envision White Bear Lake as a community that fosters a sustainable,engaged and safe environment while maintaining its historic character.Through collaboration with the city, we will provide public outreach tools,policy options, and infrastructure change recommendations to attain thisvision.

Furthermore, this report was shaped by the following unique vision that lead to thedevelopment of the recommendations included in the following pages.

To maintain the historic character of downtown White Bear Lake whileincreasing the integration of environmental best-practices throughbusiness engagement and civil education, and strengthening communityaccessibility to downtown.

Objectives

The objectives that guided the evaluation and recommendation of an integrateddowntown WBL were:

C Gain a complete understanding of the current state of the downtowncommunity, its culture, and present assets through observation and interviews.

C Study the city’s Comprehensive Plan to identify areas where the current stateof downtown does not match the 2030 vision.

C Research opportunities that are available to help WBL move toward theComprehensive Plan 2030 vision.

C Provide a new perspective of the downtown area that helps the region flourishand adjust to future challenges.

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Methods

Site Description

WBL is a metropolitan area located northeast of the Twin Cities (Minneapolis andSaint Paul), in southeastern Minnesota. The city, which is laid out in anhourglass-like shape, covers a land area of 8.6 square miles and is located in twocounties, Ramsey and Washington. Around WBL lie seven adjacent communities. Onthe eastern border of WBL lies one of its largest natural assets, a lake of the samename. Within the city are several smaller bodies of water as well, two of which areBirch Lake and Goose Lake. The city is bordered to the south by Interstate 694 and tothe west by Interstate 35 East. The main thoroughfare through the city is Highway 61,which is currently (2014) under construction to eventually help with the flow oftraffic through the area.

The downtown area of the city, which was originally sited in 1871, is locatedprimarily on the northwest side of WBL and on the east side of Highway 61. Over theyears, the area has expanded to include a number of businesses on the west side ofHighway 61 as well. The area that was defined as downtown for the purpose of thisstudy is that which falls within a border created by Highway 61, Second Street, CookAvenue, and Sixth Street. A pictorial representation of this region can be found inAppendix A of this report. The total area of the region is 0.05 square miles.

Downtown is separated from the lakeshore by three to four blocks of residential,single-family housing. The parking in this area is a mix of on-street parallel andangled parking as well as small parking lots. Shops in the area also offer a widevariety of goods and services, ranging from restaurants and salons to hardware storesand yoga studios. According to the United States Census Bureau, retail sales forWBL totaled $457,309,000 in 2006.

DemographicsThe 2013 estimated population of the city was 24,555 people (U.S. Census Bureau).According to the 2010 United States Census Bureau, 90.1% of the citizens of WBLare white; other races represented in the city are Asian (3.5%), Hispanic or Latino(3.3%), Black or African American (2.5%), and American Indian and Alaska Native(0.4%). The percentage of the population above 65 years of age and older is 16.8%,while 6.3% is under the age of five and 21.7% is under 18 years of age. Based on datacollected from 2008 to 2012, the United States Census Bureau reports the medianhousehold income for the 10,492 households in WBL was $58,161.

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Research Techniques

Case StudiesCase studies were used to explore how the concept of an integrated downtown hasbeen implemented in other cities across the US. When looking for case studies, keywords were used to search in various search engines including Google and theUniversity of Minnesota Library’s MNCAT Discovery search tool. Some examplesof key words that were included in this search were downtown, green, sustainable,transportation, biking, and solar power. The case studies ultimately selected forevaluation were those which explained how a city, similar to the size of WBL,implemented strategies that improved both the environmental viability of theirdowntown region as well integrated the downtown with the rest of the city.

InterviewsA vital research method used to compile the information in this report wasconducting interviews, both one-on-one and in meeting settings. These interviewswere mostly held with business owners in the community, but some were held withcommunity members, city officials, and topic experts. Interviewees were selectedbased on their connection with and involvement in the downtown region.

The atmosphere of the interviews was casual and conversational. Questions werechosen based on the interviewees’ relationship to the various topics covered in thisreport. For example, when business owners were interviewed many questionsrevolved around downtown transportation and parking. When interviewing cityofficials, the topics pertained to new developments or future construction plans, andresources that they currently provide for downtown. Overall, the interviews were afree flowing exchange of ideas and information. The insights gained from theinterviews were then used as topic considerations and possible solutions to problemsor ideas that arose during the project. Interviews were conducted by one or two groupmembers with one individual asking questions and the second individual taking noteswhen possible.

SurveyIn order to gain a better understanding of how downtown business owners perceivethe downtown region a survey was conducted with the Downtown Business OwnersAssociation. The goal of the survey was to gain feedback from the business ownersabout basic concepts that were to be covered in our recommendation to the city. Thesurvey was designed to take about five minutes and consisted of questions aboutparking, rain barrels, compost bins, sidewalks, solar energy, and bicycletransportation. A copy of the survey can be found in Appendix B, and results inAppendix C. Many of the questions asked allowed participants to rank their supportof a concept on a range of one to five. Other questions allowed them to selectbetween alternative solutions to a perceived problem. Thirty-three peopleanonymously submitted completed surveys, yielding a better understanding of the

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business owners’ opinions. The survey was sent to members of the WBL BusinessAssociation email list. Through this voluntary survey method, answers were collectedfrom individuals with definite opinions and who care about their community. Theseresponses were compiled, interpreted, and taken into consideration when writing thisrecommendation.

Site VisitsConducting on-site observations was critical to the development of a detailedunderstanding of the current infrastructure and needs of the downtown area. The citywas visited six times by at least two members of the research group per visit and allauthors visited at least once. The site visits to the downtown area were documentedwith photographs and recorded notes from interviews and observations. These visitsenabled a comprehensive survey of the downtown area. Initial visits were primarilyfor orientating the authors to the region being studied and to establish a concept of thescope of the project. Subsequent visits were aimed at talking with business ownersand recording their perspectives. Additionally, photographs were taken to documentthe project. Later visits were aimed at gathering information strictly relevant to therecommendations of this report. These objectives included an inventory of bike andcar parking, public seating, and further discussion with business owners.

Findings and Analysis

Bike Infrastructure

Bike transportation is a great way to increase visitation to the downtown region ofWBL without an increase in motor vehicle traffic. However, the current state ofWBL’s bike infrastructure is not established enough to encourage biking downtown.In the city’s Comprehensive Plan there is a list of current bike trails in and aroundWBL, which include the Bruce Vento trail, the White Bear Lake-Stillwater trail, andCounty Highway 96. Although the city does have options for avid bikers, there arefew biking options for those who simply want to bike around town, and specificallydowntown. In fact, WBL’s Comprehensive Plan states the need for better signage andmarkings for bike transportation, as well as more on-road bike lanes. When exploringthe downtown area of WBL it is clear to see that small steps have been taken to bringbikers downtown, such as the installation of a small number of bike racks. However,despite the bike infrastructure that does exist in WBL, bike traffic is still limited.

Biking is good for a community for a number of reasons. First, biking has manyhealth benefits, some of which include heart health, immune system support, andweight control (Markham, 2011). Secondly, biking can help improve the downtowneconomy. According to a study done in Portland, OR business owners found that

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biking increased the number of customers, improved downtown atmosphere, andpromoted sustainability (Meisel, 2010).

One of the first challenges that WBL faces in building a bike-friendly community is alack of bike parking in the downtown district. Having limited bike parking decreasesthe ease of bikers traveling to and parking downtown. Downtown WBL currently has24 bike parking spots dispersed throughout the area. The locations of these bike rackscan be seen in Appendix D.

In addition to a lack of bike parking, there are concerns about the overall bike-abilityof the downtown area. According to a survey taken by downtown business owners,almost 60% of survey respondents said that bike traffic in downtown WBL is low,and when visiting the site it was rather uncommon to see bikers downtown. Studieshave shown that people are more likely to bike and enjoy biking more when properinfrastructure is present (Dill and Carr, 2003; Tilahun, Levinson and Krizek, 2007).Safety of both bikers and drivers is also important.

With little bike infrastructure, such as bike racks, lanes, and signage, bikers will beless inclined to bike to and from downtown WBL whether it be for transportation towork or leisure. Improving bike infrastructure is just one of the many methods ofincentivizing bike transportation. There are many communities, organizations, andschools that provide a variety of biking incentives in order to encourage biking intheir community. Incentives can be financial, but can also be simpler and less costintensive. Using methods such as increasing biking education and providing area bikemaps can create a more bike friendly community.

One example of an incentive program, used by the University of Minnesota-TwinCities to encourage bicycle commuting, is a program called ZAP. The programutilizes radio technology to track how many times a biker commutes to and fromschool or work. Once the biker reaches a certain number of trips they are rewardedwith coupons and gift cards (U of M ZAP Program). This program was started by theorganization Commuter Connection and was funded by a grant that they receivedfrom an organization called PeopleForBikes (ZAP Twin Cities). More informationabout the ZAP program and the grant that funded it can be found in Appendix E andF.

One-ways

When people think of WBL most often they will associate it with the physical lake aswell as the city’s vibrant downtown atmosphere. Upon visiting WBL it was foundthat currently the city lacks an adequate bike lane and walkway connecting thedowntown to the lake. Having a connection that is accessible for bikers, pedestrians,as well as automobiles, between these two areas would be very beneficial for the city.

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One-way streets can be a good tool to promote travel to these two areas while helpingto streamline the flow to and from each location and also promoting active living.

A multitude of additional benefits arise with the installation of one-way systems incities. These benefits include but are not limited to: creating space for bike lanes andparking, reducing paved surfaces, streamlining traffic operations, and decreasingoverall traffic accidents (Cunneen and O’Toole 2005).

When two-way streets are converted into one-way streets an entire lane becomesavailable for different uses such as bike lanes and walkways. This creates a safeenvironment for pedestrians and bikers to travel without the fear of colliding withvehicles, making it more appealing for residents to participate in alternate forms oftransportation. Figure 2 depicts a visual of the potential uses for the excess spacecreated by one way conversions, such as bike lanes, foliage, green space, and parking.When creating bike lanes it is helpful to create a barrier between bike traffic andautomobile traffic. In a survey conducted by the AARP it was found that 60% ofAmericans would ride a bicycle if they felt safe doing so. This finding was supportedby Tim Mitchell, Bike and Pedestrian program director of the Minnesota Departmentof Transportation. Some examples of bike lane barriers include: parked cars (shownin Figure 2), posts, or planters. Using planters as a barrier not only protects bikelanes, but helps effectively manage stormwater. In a separate study conducted inPortland, OR it was found that cyclists will go out of their way to a street withenhanced biking infrastructure. Consequently, these streets create more exposure fornearby business (AARP, 2014). A variety of other benefits that arise from creatingbike lanes are outlined in Appendix G.

Along with bike lanes, excess space on a one-way could be utilized in other ways.One use for new space is automobile parking. Upon consulting with the DowntownBusiness Association Board of Directors it was found that there is a definite lack ofparking spots for customers and employees during peak business hours as shown inAppendix C. Increasing the parking availability in the downtown area will help topromote sales for local businesses. In downtown Sacramento, California, uponconverting the central 16th Street into a one-way, business improved in the area andproperty values increased (Cunneen and O’Toole 2005).

As well as creating space for bike lanes, reducing streets from two to one-lanereduces the amount of paved surface needed for roads. By cutting out a whole lanecities can turn the formerly paved area into green space, creating rain gardens orplanting trees to improve the aesthetics of the area and enhance stormwater quality.

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Figure 2: Depiction of the infrastructure of a developed one-way street.

One-way streets streamline traffic by reducing the amount of conflicts associatedwith opposing traffic, thus creating less turn delay and improving the traffic flow.This in turn reduces the automobile pollution that can arise from frequent starts andstops of vehicles. Along with decreasing pollution, higher traffic flows tend topromote business in the area by making it more convenient to access. (Cunneen andO’Toole 2005).

One of the most important benefits of one-ways is the increased safety of the roads.By creating space specifically for bikers and pedestrians, one-ways have been foundto decrease the amount of accidents and fatalities that occur for those using thesemodes of transit. Additionally, automobile accidents are reduced by lesseningconflicts that commonly occur with two-way streets, such as left turns. (Cunneen andO’Toole 2005).

The Oregon State Highway Department found that implementing one-way streetsthroughout Oregon resulted in an average of 10 percent fewer accidents as comparedto the previously implemented two-way streets. The City of Portland, OR convertedits downtown street system to mostly one-ways in the late 1940s. This resulted in a 50percent decline in pedestrian accidents, a decline in auto accidents, higher speeds,better traffic flow, and less busy looking streets because of the wider gaps in traffic.(Cunneen and O’Toole 2005).

 

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Solar

Each year, energy from renewable sources becomes more accessible throughdeveloping technology and policy options. Investment in renewable energy can be animportant part of reducing the environmental impact of a community. In Minnesotaparticularly, solar energy technology and policy support have swelled dramatically inthe last few years. Community interest in solar has grown in the last year as well. Thepolitical sphere has shown to be supportive of solar through a solar omnibus billpassed by the 2013 Minnesota legislative session. This bill helps to define the truevalue of solar and makes this technology more accessible for businesses andcommunities (Minnesota Department of Commerce 2013). There are many optionsfor engagement with solar technology, including leasing options, community solargardens, and ownership options.

When surveying downtown business owners, more than half of respondents reportedan interest in solar panels and having solar infrastructure on their business (thoughmany business owners do not own their buildings) as seen in Figure 3. As analternative to purchasing solar panels, a business or nonprofit group can work with asolar development company for a free consultation and a third party financier todevelop an inexpensive method of accessing solar energy. The financing party cantake advantage of numerous grants and financial incentives that are available for solardevelopment. Additionally, the financier takes on the responsibility of paying for theinstallation and maintenance of the panels during the course of the lease. During thisperiod, the financier sells solar energy back to the interested business or non-profit.Based on negotiated lease terms, the energy system ownership will be transferred tothe business or nonprofit, usually within 15 to 20 years.

While many business owners in WBL do not own their own buildings, they still haveoptions for supporting renewable energy technology. Community solar gardens havebeen developed for those homeowners or business owners without infrastructure tosupport solar technology. Stakeholders can also work with solar developmentcompanies to build free standing solar arrays that give power directly to the energygrid. Financing can be done as a leasing option for community solar gardens.

For businesses interested in immediate ownership of a solar energy system, and thatare capable of taking advantage of tax incentives and state and federal grant options,the payback period can be as little as four years. However, the process for navigatingthese financial aids can be complicated. Most solar installation companies areavailable to help with the solar installation process, assist with enrollment in rebateprograms and provide grant information.

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Figure 3: Graphical representation of downtown business owner opinions of about solar panels.

Pervious Surfaces

The impacts of urban areas can be extensive and strenuous on water resources. Largeareas of connected impervious cover and changes in land use dramatically decreasethe volume and rate of groundwater recharge. Runoff from stormwater on impervioussurfaces leads to increased pollutant delivery to water bodies, flooding, and erosion.With this in mind, the downtown area can be seen as a management priority forWBL. There is no “one size fits all” solution when it comes to stormwatermanagement and nonpoint source pollution (pollution from diffuse sources), but thereare countless strategies and tools that can be used to help mitigate stormwater impactsand diminish water runoff.

A vast amount of research has examined the performance of green infrastructure inreducing the amount of pollutants that reach surface waters by allowing rainwater tosoak into the ground as it would in a natural setting. This approach has the potentialto restore groundwater recharge rates and prevent large quantities of nonpoint sourcepollution. Green infrastructure uses natural hydrologic features to manage water andprovide environmental and community benefits. Not only does it have positiveimpacts on local water quality issues, but can have many beneficial social andeconomic outcomes as well. Incorporating both green infrastructure with pervioussurfaces can help mitigate stormwater management in WBL. The MinnesotaPollution Control Agency states that:

 

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The surest way to improve water quality in Minnesota is to better managestormwater. Unmanaged stormwater can have devastating consequences on thequality of lakes, streams and rivers we enjoy. Stormwater often contains oil,chemicals, and other pollutants. In addition, stormwater frequently overwhelmsstreams and rivers, scours stream banks and river bottoms and hurts or eliminates fishand other aquatic organisms (Minnesota Pollution Control Agency, 2014).

For guidelines on green infrastructure from the US Environmental ProtectionAgency, please see Appendix H.

Early site visits of downtown WBL concluded that there are large, imperviousparking lots that have potential for the implementation of pervious surfaces. Parkinglots are an important factor of stormwater management because of their large area.Conventional, impervious pavements used for parking lots contribute large volumesof runoff. Salt runoff is also a large contributor to decreased water quality becausesalt accumulation and runoff from deicing in the winter soaks into the groundwater.According to a study done by Kristopher Houle of the University of New Hampshire,up to 50% of total salt usage for winter operations are directly attributed to parkinglot treatments. (Kristopher Houle, 2006). Areas that were analyzed for possibleimplementation of pervious surfaces include the parking lots off of Fifth Street andBanning Avenue and the lot on the north side of Fourth Street between Cook Avenueand Banning Avenue, as demonstrated in Figure 4. Results from the survey conductedwith downtown business owners also found that multiple owners are interested in theuse of pervious pavements in sidewalks and parking lots.

Figure 4: Impervious parking lots on Banning Avenue and Fifth Street (left) and Fourth Street and CookAvenue (right).

Though pervious pavements are still a new concept, they are not a new technologyand can be very beneficial for improving stormwater management. For instance,boardwalks, gravel roads, and pebbles are all pervious pavements. This report,

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however, focuses on more newly developed pavements such as: pervious asphalt,pervious concrete, and pervious pavers for the proposed parking lots. These threematerials are being considered because of their practicality in the downtown setting(Invisible Structures, Inc., 2009). Figure 5.A and 5.B illustrate pervious concrete andpervious pavers, respectively. Figure 5.C shows standard asphalt and porous asphalt,and depicts the difference in standing water on the two.

Figure 5: Examples of pervious pavement options : A - pervious concrete, B - pervious pavers, C -porous asphalt vs. standard asphalt.

Dense, impervious pavement can cause problems for local bodies of water. Theseproblems arise from atmospheric and automobile pollutants aggregating in standingwater, being washed into the sewer system, and finally being discharged intosurrounding lakes. Detention basins (stormwater collection ponds) are normally usedin stormwater drains (i.e. sewage and stormwater drains), but can be avoided by usingpervious pavement. Pervious pavement allows water to infiltrate the ground, rather

 

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than flowing across the surface of traditional, impervious pavement (InvisibleStructures, Inc., 2009). This practice for parking lots can prevent the need to buildstormwater drainage systems, reducing costs and decreasing the need for drainageponds. This in turn allows more land to be available for development. However, themost important benefit of pervious pavement is the recharge of the water table.

It was also discovered during early site visits that WBL has had an issue withretaining new trees in order to replace aging trees in downtown. The new trees areoften small and unhealthy, thus unable to contribute to WBL’s tree canopy and thecharacter of downtown. These urban trees receive insufficient water infiltration andsuffer from ground compaction. additionally, these trees are found near streets andsidewalks (dense, impervious pavements) where most of the available water isdischarged to standing stormwater instead of infiltrating the soil and watering thetrees. Pervious pavement can help tree health by utilizing more of the available water.In turn, well watered trees are able to grow larger, helping mitigate air pollution,cooling the air by providing shade and transpiration, and reducing glare and noise(Invisible Structures, Inc., 2009).

In addition to these benefits, pervious pavement can reduce noise from cars andtrucks because the pavement absorbs sound energy efficiently. By allows air aroundtires to absorb into the pores of the pavement, noise loudness and pitch are reduced.This concept also makes streets safer for driving because the porous pavementabsorbs water, reducing the chance of cars hydroplaning or slipping (InvisibleStructures, Inc., 2009).

A common concern about pervious pavement is that it creates more ice duringMinnesota's harsh winters than regular asphalt and concrete. However, bothpermeable asphalt and concrete can clear ice and snow faster than conventionalpavements reducing the use of salt by 70% (Winter Performance Assessment ofPermeable Pavements, 2006). When ice melts, the open pores in the perviouspavement allow water to infiltrate through the surface.

Snow removal with pervious pavements requires snowplows to be raised two-inchesabove the ground, so the plow does not grind the pavement or become deteriorated(Winter Maintenance Guidelines for Porous Pavements, 2014).This practice maycause problems with city maintenance by requiring more plowing. Another difficultywith the use of pervious pavement is that the pores in the pavement can becomeclogged. Due to this characteristic, pervious pavement needs to vacuumed, much likecarpeting in a home (Winter Maintenance Guidelines for Porous Pavements, 2014).

If a parking lot is located near an area of heavy traffic or near businesses such as gasstations, groundwater can become more contaminated (Stormwater Technology FactSheet: Porous Pavement, 1999). It is advised that pervious pavement is not used bygas stations, which might prove to be a problem for the parking lot off of BanningAvenue and Fifth Street because of the proximity to a local gas station. Toxic

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chemicals from fuels that drip from parked cars have the possibility of contaminatingthe water. Additionally, pervious surfaces should not be placed by areas that areprone to high sedimentation.

Today, pervious pavements are becoming a popular stormwater management tool. InMinnesota, there are many pervious pavement projects that have been conducted.Shoreview, MN (a city neighboring WBL) has the largest pervious concrete publicstreet project in North American history, which has improved water quality anddecreased flooding in Lake Owasso (Porous Roadway, 2009). With the help of theRamsey-Washington Metro Watershed District, the Maplewood Mall, directly southof WBL, has implemented a pervious parking lot that includes rain gardens. Thisproject has reduced the amount of phosphorus flowing into nearby rivers and streams(Maplewood Mall Retrofit, 2012). Currently in WBL, there are two parking lots thatutilize pervious pavement, located at Lions Park and the White Bear Center for theArts (Sather and Burch, 2010).

Trees

BL has been a proud member of Tree City USA for the past 23 years. It is clear thatthe city understands the importance of a healthy tree canopy. Catherine Martineu,from the nonprofit Canopy, provides a list of the many benefits of having an urbantree canopy. For trees, the term “healthy” can simply mean being able to have newgrowth and producing leaves each year. Through the natural process of convertingcarbon dioxide to oxygen, trees and other plants can increase the levels of clean air inthe area surrounding their location. The trees and plants intercept airborneparticulates, reduce smog, and enhance the community’s respiratory health. Byhaving healthy trees, the beneficial qualities that they provide can be increased.

In addition to benefitting the physical aspects of the city, trees can benefit thecommunity members as well. Several different studies have found that people whoare around nature more frequently have lower blood pressure (Madren, 2011).

Stacey J. Ray and Kathleen L. Wolf from the International Society of Arboricultureexplain how trees can promote business as customers tend to linger and shop longerwhen trees are present. Customers are willing to spend more for goods and serviceswhen there are healthy trees present outside of businesses. Visitors have also claimedto pay more for parking on streets and parking lots with trees present (Ray and Wolf,2005).

According to an article about the benefits of tree canopy by Martineau and AnwynHurxthal, trees also have many seasonal benefits. They serve as a natural airconditioner in the summer by blocking the sun's heat from buildings or open spaces.Shading paved surfaces can decrease the heat island effect which is a phenomenon inwhich highly developed areas tend to be hotter than rural areas due to the trapping of

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heat by paved surfaces and buildings. In the autumn months, the changing of leafcolors attract people to the area. As each tree drops their leaves the region isdecorated with many beautiful colors. When it is cold in the winter, trees and othervegetation can help reduce wind speeds. Year round, they can be a habitat for manyspecies of wildlife including birds (Martineau and Hurxthal, 2009).

Martineau and Hurxthal (2009) go on to explain how a healthy tree populationbenefits stormwater management. Urban trees can reduce surface water runoff instorms, while helping prevent soil erosion, accumulation of sediments and reducingthe number of potentially harmful chemicals in waterways. In addition, tree roots cancreate soil conditions the promote infiltration of rainwater into the soil.

The state of health of the trees in downtown WBL is concerning. As seen in Figure 6,the area surrounding the heart of downtown has a healthy tree canopy, whiledowntown and the region near Highway 61 has a very low percent of canopy cover.The current sidewalk tree holes in downtown WBL are not sufficient to support thecurrent canopy as seen in Figure 7.

Another factor that is affecting downtown tree health is soil compaction. Accordingto a publication by Dr. Kim Coder from the University of Georgia, there are threeforms of soil compaction: compression, compaction, and consolidation. In thepublication Coder (2000) states, “the three components of the generic term ‘soilcompaction’ listed above do not necessarily occur in order, or on any given soil. Ageneral summary of compaction as applied to tree and soil health problems would bea soil which has: loss of soil aggregates; destroyed aeration pore spaces; crushed orcollapsed pore spaces; and, undergone extensive resorting and packing of soilparticles.” Soil compaction can be found in urban areas that are covered withimpervious surfaces and have a high level of traffic (pedestrian, vehicle, bikes, etc.).Impervious sidewalks can compact the soil to the point where pore space for air,water, and roots is minimal.

City planners need to consider the mature size of trees and root growth whenpreparing locations for trees. Sidewalk design plays a vital role in supporting betterhealth for tree canopy. The use of a sidewalk construction method called suspendedpavement can help prevent trunk flare damage, which happens when a growing treetrunk lifts the sidewalk and causes root damage to the tree. According to LedaMarritz of Deeproot (2013), “Suspended pavement is a general term for anytechnology that supports the weight of paving, thereby creating a void spaceunderneath. The void space is then filled with soil—either the soil that was excavatedfrom that site or a specified mix—and the system is paved over as it would benormally.” Trunk flare (or root flare) is diagramed in Figure 8. Trunk flare is a vitalaspects of a tree’s health. If trunk flare does not develop appropriately, or if it isinjured, trees can become unstable and fall over.

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Figure 6: Map of canopy cover area in the downtown region of WBL.

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Figure 7: A tree in poor health in downtown WBL, fall 2014.

Figure 8: Graphic of trunk flare.

 

 

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Rain Gardens

Since water quality is such a vital aspect of the WBL community it is important toconsider a variety of methods for properly managing stormwater runoff. As alreadymentioned, water runoff downtown can be decreased by minimizing the amount ofimpervious surfaces and increasing healthy tree numbers. Another method of watermanagement is ensuring that water that does run off surfaces is directed to a perviousarea that allows for water to percolate, or seep, into the groundwater system. One ofthe best systems to assist this process is to create rain gardens throughout thedowntown region of WBL. These water collecting gardens help filter stormwater as itseeps back into the groundwater system (Clark, 2011). Currently, WBL is takingadvantage of this stormwater collection mechanism throughout its residential areas,but there is potential for increased utilization of rain gardens downtown.

WBL has a beautiful downtown, and in order to accommodate the many visitors thereare a number of large parking lots. The pavement of these parking lots is impervious,preventing water from entering the groundwater systems which supply drinking waterfor the community. Despite the large amount of impervious space, however, there area number of smaller green islands in the parking lots that are underdeveloped. Thesespaces are located in the parking lots on the corner of Banning Avenue and FifthStreet, between Banning and Washington Avenues, and along Clark Avenue.

Not only do rain gardens increase the amount of water that is able to infiltrate into thegroundwater, but they also help improve the water quality of the water that passesthrough them. According to a publication on rain gardens by Oregon State University,“rain gardens filter and settle sediment and pollutants, and they remove pollutantsthrough nutrient cycling or by sequestering pollutants in the soil of in the plantsthemselves” (Godwin, Cahill & Sowles, 2011).

The groundwater supply of WBL is being impaired by a lack of groundwaterrecharge, and trees are failing in health as well. Without water reaching their roots,trees are not able to flourish, degrading the beauty of the downtown area. Creatingrain gardens can allow more water to reach the soils in the downtown area, supplyingtrees with this vital resource.

Finally, rain gardens are aesthetically pleasing and provide educational opportunitiesfor community members about the benefits of having and maintaining rain gardensthroughout the city. Rain gardens use a variety of low maintenance plants and flowersto add beauty to the functionality of the garden (Clark, 2011). Figure 9 shows anexample of what a rain garden and educational sign looks like from ClackamasCounty, OR. By implementing gardens downtown, the city can benefit from betterstormwater management, healthier trees, a beautified downtown, and education forcity residents.

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Figure 9: Parking lot rain garden with educational sign in Clackamas County, OR.

Management Options

Bike Infrastructure

With limited bike parking, signage, and education, people are unlikely to ride theirbikes to downtown WBL. With a few simple infrastructure changes, WBL canincentivize biking in downtown. By placing bike racks close to businesses, havingsigns posted in the community, and safer road crossings, people will be morecomfortable biking around town and will be more likely to do so. There are a numberof funding opportunities for bicycle infrastructure projects, such as federal and statefunding and grants from nonprofit and nongovernmental organizations. Appendix Iprovides a list of possible funding opportunities for bike infrastructure improvements.

An important way to encourage alternative transportation is to make sure that theinfrastructure exists and is accessible to those who want to use it. It is recommendedthat WBL makes more bike racks available to its citizens and visitors. Figures 10 and11 show examples of different types of bike racks that could be installed in the

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Figure 10: Example of art bike parking.

Figure 11: Example of utilitarian bike parking.

downtown area. These examples show both artistically inspired and utilitarianstyle infrastructure options. Additionally, Appendix D shows a map withrecommendations for new bike rack locations and Appendix J shows suggestedrack styles. Bike racks need to be both easily accessible to bikers and out of theway of pedestrian and vehicular traffic. The bike rack locations recommended onthe map (seen in Appendix D) provide about twice as many spots as currentlyexist. Most of the proposed bike parking is located around the outer edge ofdowntown and near Washington Square where the WBL farmers’ market islocated. Parking options on the edge of downtown will provide ample parkingwithout congesting the area and parking near the farmers' market will be valuableas parking is limited during the event.

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Another infrastructure improvement that needs to be made is signage posting thatinforms bikers and motorized vehicle drivers of best practices for downtown biking.Signs to post include “Share the Road” signs, signs encouraging motorists to watchfor cyclists at intersections, and signs that instruct bicyclists to not ride on sidewalks.It is also important to use signs as a way to instruct bicyclists, especially visitors, howto navigate WBL most effectively. For example, the city can put up signs along aroute from the lake to downtown informing bicyclists of the best route to and fromthese two important features of WBL.

Another easy way to encourage biking is by providing educational tools for bikers.Focuses of education may include bike safety classes, maps of trails and bike parkinglocations, and guides for bike trip itineraries or destinations in the area. Appendix Kcontains an example of a bike education website that was created by the city of Edina,MN. Integrating bike safety into the WBL website would be great way tocommunicate this information to the public.

Looking toward the future of alternative transportation in WBL, it will be importantto provide a means for bicyclists and pedestrians to cross Highway 61. There are twoways that this could be accomplished without interrupting the flow of vehicle traffic.One is to construct a pedestrian bridge over the road and the other is to create a tunnelunderneath the road. Creating this connection would provide a way for people livingin western WBL to access the downtown area more easily and safely. It would alsoconnect the newer downtown developments on the west side of Highway 61 to thehistoric downtown to the east. This project would require a large investment andsubstantial location and design planning. However, it is something that WBL couldconsider in working to create a more connected community.

One-Ways

The streets considered for redesign into one-ways are Sixth Street, Fourth Street, andCook Avenue, shown in Figure 12. It is suggested that Sixth Street flow east from theintersection of Cook Avenue, Fourth Street flow west from Lake Avenue to CookAvenue, and Cook Avenue flow north between Fourth Street and Sixth Street,connecting the two. This creates a flow heading from the northeast corner of thedowntown district towards Ramsey Beach and then reconnects the beach to thedowntown via Fourth Street connecting from Lake Avenue to Cook Avenue.

Turning Sixth Street and Fourth Street into one-ways will make it possible to havebike lanes connecting downtown to the current bike path on Lake Avenue. MakingCook Avenue a one-way flowing north balances the current flow of Lake Avenue andcreates possible space for increased tree canopy along the road, rain gardendevelopment, and additional parking for the downtown area.

Sixth Street was chosen to flow in the eastern direction because it does not have adirect connection to Highway 61, therefore it would not displace the high volume of

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traffic that drives west towards Highway 61. Motorists would still have access toHighway 61 via Seventh Street. Selecting Sixth Street as the main access to RamseyBeach directs visitors to drive through downtown before heading to White Bear Lake,thereby promoting business in the downtown area. Fourth Street was chosen as thewestern flowing road because it provides easy access to Highway 61 from the lakeshore, while still connecting the lake to downtown.

Figure 12: Proposed one-way conversions between downtown WBL and White Bear Lake.

The average daily traffic levels (ADTs) of the downtown streets were reviewed toensure they can support street conversion to one-ways. Based on information fromthe Minnesota Department of Transportation (MnDOT) in 2013, Sixth Street had anADT of 580 cars, Fourth Street had an ADT of about 1,450 (average of 1,850 and1,050), and Cook Avenue had an ADT of around 710 (average of 910 and 510). Thisis shown in Figure 13.

Based on these values it was assumed that half of the traffic flowed in one directionand half flowed in the opposite direction. Therefore, it was estimated that the amountof traffic displaced from the one-way conversion would be about half that of the ADTvalues. Traffic displaced from Sixth Street was estimated to be around 290 vehiclesdaily, for Fourth Street 725 vehicles, and 355 vehicles for Cook Avenue. It was alsospeculated that the traffic that would normally flow west on Sixth Street and east onFourth Street would use Seventh and Fifth Streets as an alternate route since theywould remain two-way streets. For Cook Avenue it was assumed that the displacedtraffic would use Stewart or Banning Avenues as an alternate route. In reviewing thecapacity for traffic of these new routes it was found that the displaced traffic wouldnot greatly affect Fifth Street, Seventh Street, Stewart Avenue, or Banning Avenue.

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Therefore, they would be able to support the traffic that is displaced by the proposedone-way conversions (MnDOT, 2013).

Figure 13: Downtown WBL average daily traffic levels, MnDOT 2013.

Minnesota Traffic Observatory (MTO) director John Hourdos was consultedregarding the proposed one-way design. The MTO is a transportation laboratory thatfocuses on the testing and evaluation of new transportation management andoperational strategies. Dr. Hourdos agreed that the conversion of Sixth Street, FourthStreet, and Cook Avenue, would be possible and would not disrupt the flow of trafficbeyond street capacity. His main concern was the intersection of Cook Avenue andFourth Street where he predicted congestion caused from left turns of eastboundtraffic onto Cook Avenue. However, in reviewing the intersection it was found thatthere was a stop sign in place that would help ease traffic flow at that intersection.Further evaluation of the intersection would need to be taken after the conversion tosee if a stoplight would be necessary at the intersection.

When creating new parking spaces along Cook Avenue, it is a good idea to considerimplementing back-in angled parking for cars. This will increase the safety forcyclists riding along Cook Avenue as well as increase the amount of availableparking along those two blocks. Back-in parking creates clear sightlines for drivers to

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see bicyclists, pedestrians, and oncoming traffic when pulling out of a parking space.It is easier and decreases risks associated with parallel parking such as hitting bikersby opening a car door. It makes loading purchases into cars easier as well as protectschildren, and when opening a door in a back-in angled spot the door blocks trafficfrom those entering the vehicle rather than pushing them into oncoming traffic. Asshown in Figure 14, back-in angled parking is no more complex than parallel parkingand the field of vision is enhanced greatly. Along with the safety benefits it increasesthe parking capacity of the road. Back-in angled parking only requires 10 to 12 feet ofcurb versus 22 feet per vehicle. Another benefit of having vehicles back-in alongCook Avenue is that it prevents the disturbance of headlights shining into theresidential homes. In a case study done in Tucson, AZ, data was collected for bicycleand car crashes using head-in angled parking and after the implementation of back-inangled parking. On average, there were 3 to 4 crashes per month for head-in angledparking versus zero crashes after the implementation of back-in parking(Nelson/Nygaard Consulting Associates, 2005).

Figure 14: Execution of back-in/head-out angled parking (left) and how it increases a driver’s field ofvision (right).

It is also important to provide adequate bike parking to support the increased biketraffic that will result from a new corridor along Cook Avenue. Bike racks encouragebicycling and well-placed racks provide a secure place to park bikes while shopping,working or playing downtown. Implementing adequate bicycle parking at theintersection of Cook Avenue at Sixth and Fourth Streets will promote cyclists to stayand explore the downtown area making it a destination along their bike route (AARP,2014).

Solar

While there is substantial interest by the WBL business community in solar energy,there is currently very little awareness of the possibilities for solar developmentdespite increasing availability. Through a range of actions, WBL can develop

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supportive infrastructure to encourage the growth of solar technology implementationin the community. Due to the many environmental benefits and minimal economichardship, solar technology has truly become available to all people. The SewardCommunity Co-op in Minneapolis, MN is an excellent example of a business thatbenefited greatly from solar installation (see Figure 15). Despite the many benefits ofsolar power, with any change in a community, there will be some initial hesitancy todeveloping solar. The city has an important role to play as a leader in the communityby showing a model of success in solar implementation. An important factor inadoption of new ideas in a community is being able to observe a functional system,and to test out the impact (Rogers, 1983). Implementing solar arrays on the top of citybuildings will be more than a way of reducing the city carbon footprint—being acommunity role model will allow the entire city to recognize benefits of solartechnology.

Figure 15: Example of solar panels installed on the Seward Community Co-op roof.

In addition to implementing solar technology on city buildings, there are manyopportunities for providing resources to the WBL community. Introducinginformation about solar to the community can be a part of current community events,such as Marketfest, Arbor Day, Manitou Days, and others. Creating an onlineresource will also be a way for the city to support business owners with an interest insolar. This resource can include those listed in Appendix L as well as monitoring newstate and federal policy, especially with regards to solar gardens and solar valuationas they become developed out of the 2013 solar legislation (Minnesota Department ofCommerce, 2013).

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Solar implementation can be promoted actively as an educational tool for residentsand schools. Downtown WBL can be imagined as a forum for discussion about solarenergy through promoting implementation of solar in the community. Creatingsimple infrastructure such as signage about implemented solar will be a good tool topush the conversation about solar technology. The city can encourage businesses andschools to work together to create more citizen participation in solar power.

Pervious Surfaces

The parking lots at the intersection of Banning Avenue and Fifth Street and theintersection of Fourth Street and Banning Avenue are the parking lots recommendedfor redevelopment using pervious surface technologies. The survey of businessowners found that the businesses of downtown WBL are interested in theimplementation of pervious pavement, highlighting community support for usingpervious pavements in these parking lots. Lion's Park, in WBL, has already installeda pervious asphalt parking lot that could be used as a reference in developing theproposed parking lots (Sather and Burch, 2010). If the recommended parking lotswere reconstructed with a pervious pavement, they would require the samemaintenance practices as WBL parking lots that currently have pervious surfaces(Lion’s Park and the Center for the Arts), making maintenance done by the city moreunified.

Pervious pavement options of asphalt, cement, and pavers should all be considered byWBL for future parking lot redevelopment. Best management practices should beused if these parking lots are redeveloped because each option has unique uses,maintenance requirements, and life cycles. Costs will depend on site conditions,construction materials, transportation, type of subgrade soil, stormwaterrequirements, project size, and installation methods (StormWater Technology FactSheet: Porous Pavement, 1999). Guidelines for designing pervious pavement can befound in Appendix M Figure M-1.

Pervious asphalt is similar to impervious asphalt, but has an open-grade with porespace that contains fine sands. Examining Appendix M, Figure M-2, one can see thesubbases and overall structure of a pervious asphalt installation. Pervious cement hasthe same structure as pervious asphalt with a distinct top layer. Appendices M-3 andM-4 show the difference between the amount of contaminants removed by differenttypes of pavement (i.e. conventional pavement, pervious asphalt, parking lots, roads),which is helpful in analyzing different pavement types. Appendix N has moreinformation on materials and sections of the subbase.

The final recommended pervious pavement option for use in downtown WBL ispervious pavers. Pervious pavers have a similar impact as the other two options,except they are different in that they are blocks of stone, brick, or cement that are

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porous due the space between the blocks. They also tend to be more expensive thanother types of permeable surfaces (Invisible Structures Inc., 2009).

Pervious asphalt, cement, and pavers have the potential to be used in all future WBLcity infrastructure projects. They are aesthetically the same as conventional cementand asphalt, except there are tremendous ecological benefits once installed. Specificproject analysis can give a true estimate of the cost and feasibility of installingpervious materials.

This report has specifically looked at the use of pervious pavements in parking lots,however sidewalks are also a way to introduce pervious pavement to downtownWBL. Group 2 (Complete Streets: Stormwater and Tree Canopy Management)explored how to design sidewalks in order to promote tree health. More informationregarding this topic can be found in their report.

Trees

Proper tree selection is important to the success of urban tree growth. Group 4(Residential Tree Care and Yard Waste Management) has developed a list of treerecommendations for city residents, and many of these trees can be ideal fordowntown as well. However, trees that may be 'messy' should be placed thoughtfullyalong sidewalks. Suggestions for trees to plant near parking lots include, but are notlimited to, Japanese lilac, eastern cottonwood, river birch, alder, lindens, and manyothers (Johnson et. al, 2009). A full list of recommended trees can be found inAppendix O. When selecting city trees it is important to consider cultivars that do notproduce fruit so sidewalks will not need to be cleaned from the mess of nut shells orfruit juices.

The practice of good site planning can help the trees live long and healthy lives. Aconsideration when planting is to “provide at least two cubic feet of usable soil forevery one square foot of expected mature canopy” (Center for Watershed Protectionand US Forest Service, 2008). Site conditions may need to be improved to help withsoil drainage and fertility before planting by adding soil amendments like compost orlime. When picking the right tree species one must consider site conditions such asthe amount of sun light availability, soil type, and even the ability to handle salt overthe winter months. Finally, proper planting techniques and maintenance can helppromote tree health in the long run. Simple things like adding too much mulch cancause root rot, or insect infestation. A guide to planting trees in parking lots can befound in Appendix P.

Rain Gardens

An evaluation of the downtown region of WBL found that there are areas that wouldbenefit from being transformed into rain gardens. The gardens would provide

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multiple benefits to the downtown including increasing groundwater recharge,improving the ability of trees to grow and improving the aesthetics of the area.

The parking lots in the downtown region have a lot of impervious surfaces, but thereare medians and small green islands that provide opportunities for the creation of raingardens. By transforming these now bare green spaces into functional rain gardens,WBL can capture some of the rainwater that is currently running off the parking lotsinto storm drains. Other than being a convenient location, these spaces are also wellsuited for rain gardens in that they are sunny and not located near buildings or undertrees.

There are two main locations where rain gardens can be implemented in WBL in thenear future (see Figure 16). One is the parking lot at the corner of Fifth Street andBanning Avenue and the other is in the median of the parking spaces along ClarkAvenue. Another potential location for rain gardens is in the parking lot betweenBanning and Washington Avenues. Given current plans to reconstruct this parkinglot, however, development of rain gardens should not be executed until after the newparking lot design has been implemented.

Figure 16: Proposed parkinglots for short-term raingarden implementation (gold)and post-redevelopmentimplementation (white).

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One concern about the development of rain gardens in a high traffic area, like aparking lot, is the possible hazard due to the lowering of the land needed to captureprecipitation. When covered in snow, the rain gardens may appear to be level groundcausing people to step on them and sink further than expected. In order to reduce thisrisk, decorative fencing can be placed just in from the outer edge of the garden,preventing pedestrians from walking across the garden.

Another way to utilize the idea of rain gardens in the downtown region is to develop apark-like space that implements rain gardens while also providing a beautiful spacefor downtown visitors. Within the parking lot at the corner of Fifth Street andBanning Avenue is a large green space that hosts a number of oak trees. These treesare a beautiful aspect of the downtown area, but their health is being threatened by alack of water. That space provides a great canvas for creating a park-like space.

The first component of the park would be to create two rain garden spaces on thenorth and south ends of the space (see Figure 17). A list of plants that thrive in a raingarden setting has been developed by the University of Minnesota, and can be foundin Appendix Q. Since this space is to be utilized as a park, WBL can install aneducational sign that informs the public on how rain gardens are being usedthroughout the community, the benefits of the garden, and how residents canimplement rain gardens in their own yards. Secondly the park would provide seatingand a picnic table so people can sit and enjoy the beautiful trees and rain gardens.Ultimately, this park would provide both a recreational and educational space for theresidents and visitors of downtown WBL.

Conclusions

The recommendations set forth in this report were developed to meet WBL’scomprehensive plan goals of sustainability, active living, and smart-growththroughout WBL’s downtown area. This report promotes the use of bikes as analternate form of transportation, increased road safety, enhanced city green space andtree canopy, new energy technology, and implementation of pervious surfacesthroughout the downtown area. These recommendations would bring new life to thedowntown area and can be implemented without disturbing the vibrant and historicdowntown character.

Sustainability is also addressed in this report through both pervious surface options tohelp stormwater infiltration and recommendations about expanding the use of solarthroughout the city, especially on downtown businesses. Active living is addressed byadvising increases in the safety of multi-modal transportation throughout thedowntown area by implementing more bicycle infrastructure. It is also integrated viathe introduction of one-way streets which promote walking and biking arounddowntown and White Bear Lake. Finally, smart-growth is brought into the report by

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involving the community in the process of expanding the aforementionedenvironmental initiatives. Ultimately, the topics addressed in this report seek to createa community that not only stays true to its historic culture but also seeks to preservethe beauty of the downtown region for years to come.

Figure 17: Landscape design for a park in Fifth Street and Banning Avenue parking lot.

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North, Eric. It’s All About The Trees. Accessed September 23, 2014.http://www.stumblingdistance.com/

Pasi, Eric. Sales Representative, Innovative Power Systems. In discussion with theauthor, October 14, 2014.

PeopleForBikes. ZAP Twin Cities Bicycle Commuter Program. Accessed November25, 2014.http://www.peopleforbikes.org/grants-awarded/entry/zap-twin-cities-bicycle-commuter-program

Porous Pavements—Groundwater’s Best Friend. 2010. Pavement Interactive.http://www.pavementinteractive.org/2010/10/06/7038/

34

Ramsey Washington Metro Watershed District. 2012. Maplewood Mall Retrofit. http://www.rwmwd.org/index.asp?Type=B_BASIC&SEC={DB475310-069F-4230-9E97-01E92FD50527

Ray, Stacey J., and Kathleen L. Wolf. 2005. Trees are Good for Business. PacificNorthwest Chapter of the International Society of Arboriculture.http://www.naturewithin.info/CityBiz/BizTech.pdf

Rodgers, Everett M. 1983. Diffusion of Innovation, 3d ed. New York: CollierMacmillion Publishers.

Sather, Mark, and Mark Burch. 2010. Water. White Bear Lake. Accessed November19, 2014.http://www.whitebearlake.org/vertical/Sites/{D1A83686-A6D1-414A-99F1-95F5CFD97325}/uploads/{2774782C-6B3D-424B-8A7C-F7F3F11B2D76}.PDF

Tilahun, Nebiyou Y., David M. Levinson, and Kevin J. Krizek. 2006. Trails, lanes, ortraffic: valuing bicycle facilities with an adaptive stated preference survey.Transportation Research Part A: Policy and Practice 41(4:287-301.

United States Census Bureau. State & County QuickFacts: White Bear Lake (city),Minnesota. Accessed October 2, 2014.http://quickfacts.census.gov/qfd/states/27/2769970.html

United States Environmental Protection Agency. 2009. Porous Asphalt Pavement. http://water.epa.gov/polwaste/npdes/swbmp/Porous-Asphalt-Pavement.cfm

United States Environmental Control Agency. 1999. Storm Water Technology FactSheet: Porous Pavement. http://www.epa.gov/nscep/index.html

University of New Hampshire. Winter Maintenance Guidelines for PorousPavements. Accessed November 19, 2014.http://www.unh.edu/unhsc/sites/unh.edu.unhsc/files/pubs_specs_info/winter_maintenance_fact_sheet.pdf

University of Minnesota. U of M Zap! Program.. Accessed November 25, 2014.http://www1.umn.edu/pts/bike/bikeRFID.html

Xcel Energy. Solar*Rewards. Accessed September 19, 2014.http://www.xcelenergy.com/Save_Money_&_Energy/Rebates/Solar*Rewards_-_MN

35

Image References

Figure 1. James Laven and Margo McKlveen. Perspective map of the location ofWhite Bear Lake, Minnesota. (Created October 20, 2014).

Figure 2. Urban Street Design Guide. NACTO. (Accessed October 15, 2014).http://nacto.org/usdg/streets/downtown-streets/downtown-1-way-street/.

Figure 3. Kathryn LaBine. Graphical representation of downtown business owneropinions of about solar panels. (Created November 12, 2014).

Figure 4. Google Maps. (Accessed November 6, 2014).https://www.google.com/maps/place/White+Bear+Lake,+Minnesota/@45.0859539,-93.0073554,247m/data=!3m1!1e3!4m2!3m1!1s0x52b2d74de51bb67f:0x17bb94263c1aebec

Figure 5.A,B. Invisible Structures, Inc. Pervious Concrete and Pervious Pavers.(Accessed November 7, 2014).https://www.greence.com/courses/gis33a/gis33a.pdf.

Figure 5.C. Pavement Interactice. Pervious asphalt vs impervious asphalt. (AccessedNovember 7, 2014). http://www.pavementinteractive.org/2010/10/06/7038/.

Figure 6. Kathryn LaBline. Downtown Tree Canopy Map. ArcGIS. (CreatedNovember 12, 2014).

Figure 7. Jackie Klimek. Dying tree. (Taken September 26, 2014).

Figure 8. Clemson University HGIC. 2006. Bare Root Planting. (AccessedNovember 23, 2014). http://collaborate.extension.org/wiki/How_to_Plant_a_Tree.

Figure 9. Salzer, Tom. 2012. Parking Lot Garden Out, Rain Garden In. ClackamasCounty Soil and Water Conservation District. (Accessed November 22, 2014).http://conservationdistrict.org/2012/parking-lot-island-to-rain-garden.html

Figure 10. Ann Armstrong. Stems of Forged Steel. (Accessed November 18, 2014).http://archinect.com/features/article/2122999/working-out-of-the-box-ann-armstrong-architect-turned-maker

Figure 11. San Francisco Citizen. Bike Racks. (Accessed November 18, 2014). http://sfcitizen.com/blog/tag/rack/

36

Figure 12. Eleanor Harris, Google maps. Proposed one-way conversion.https://www.google.com/maps/@44.970697,-93.2614785,12z. (CreatedNovember 12, 2014).

Figure 13. Minnesota Department of Transportation. (Accessed November 12, 2014).http://www.dot.state.mn.us/maps/gdma/gis-data.html

Figure 14. Greenwald, David. Reverse Angle Parking Coming on Second Street? (Accessed November 23, 2014.) http://www.davisvanguard.org/reverse-angle-parking-coming-on-second-street/

Figure 15. Kathryn LaBine. Solar Panels. (Taken October 26, 2014).

Figure 16. Jackie Klimek, Google Maps. Proposed lots for rain garden development.https://www.google.com/maps/@45.0853236,-93.0080776,400m/data=!3m1!1e3.(Created November 20, 2014).

Figure 17. Jackie Klimek. Landscape design. (Created November 20, 2014).

37

Appendices

Appendix A: Area of Downtown WBL

Appendix B: Survey to Downtown Business Owners

Appendix C: Results to Downtown Business Owners Survey

Appendix D: Bike Rack Current Locations and Bike Rack SiteRecommendations

Appendix E: ZAP Program

Appendix F: PeopleForBikes Grant Guidelines

Appendix G: Benefits of Bike Lanes

Appendix H: EPA Green Infrastructure Guide Book

Appendix I: Bicycle and Pedestrian Federal FundingResources List

Appendix J: Bike Rack Examples

Appendix K: Website Example for Bike Education

Appendix L: Resources for Supporting Solar Implementation

Appendix M: Pervious Pavement Examples

Appendix N: Pervious Surface Subbase Diagram

Appendix O: Urban Tree Recommendations

Appendix P: Planting Trees in Parking Lots

Appendix Q: Raid Garden Plant Recommendations

38

Appendices

Appendix A: Area of Downtown White Bear Lake

A-1

Appendix B: Survey to Downtown Business Owners

Dear local business owner, Thank you for participating in a local, voluntary, and anonymous survey carried out by students from the University of Minnesota working with the City of White Bear Lake. This project specifically focuses on improving the City’s aging tree canopy, water conservation practices, parking, and greening the city, while encouraging a robust economy and the Downtown’s very unique feel. Over the next couple of months, we will be addressing these issues, finishing with a report to the City, based on the community’s input. All responses will be presented as summary information, not individual responses. Please feel free to pass over any questions you do not feel comfortable answering. The survey should take approximately 5-10 minutes to complete, and feel free to express any questions or thoughts about the survey with us. Thank you very much for your time and input. It is greatly appreciated! Downtown Parking:

1) In general, how sufficient do you think the parking is in Downtown White Bear Lake? (1 being no available spots when needed, and 5 being parking spots are always open/available)

1 2 3 4 5

No available spots when needed

Spots are always open/ available

Please comment on where you find parking is or is not available?

2) Is there a noticeable problem with your employees or employees from other

businesses occupying close-to-store parking? (Circle One) Yes No

If yes, how often do you notice employees parking in close-to-store parking spots? (1 being rarely, and 5 being all the time)

1 2 3 4 5

Rarely All the time

Comments:

B-1

Rain Barrels and Compost Bins: 3) How much do you support the placement of a rain barrel or compost bin near your

business? (1 being very opposed, and 5 being very supportive) Rain Barrel:

1 2 3 4 5

Very Opposed

Very supportive

Compost Bin:

1 2 3 4 5

Very Opposed

Very supportive

Comments:

4) Would you be willing to buy and maintain a compost bin or rain barrel? (Circle one)

Rain Barrel: Yes No

Compost Bin:

Yes No Comments: Sidewalks:

5) How supportive are you of installing pervious sidewalks in Downtown White Bear Lake to help maintain tree health and groundwater management? (1 being very opposed, and 5 being very supportive)

1 2 3 4 5

Very Opposed

Very supportive

Comments: Solar Energy:

B-2

6) How supportive are you of the use of solar energy? (1 being very opposed, and 5 being very supportive)

1 2 3 4 5

Very Opposed

Very supportive

Comments:

7) If your downtown business building was able to support a rooftop solar installation would you consider installing solar panels on your roof? (Circle one)

Yes No Comments:

Bike Transportation: 8) What is the current level of bike traffic in Downtown White Bear Lake? (1 being no

bike traffic, and 5 being heavy bike traffic)

1 2 3 4 5

No bike traffic

Heavy bike traffic

Comments:

9) How do you think bike traffic could be increased/improved in Downtown White Bear

Lake? (Circle all that apply) On-street bike lanes More bike parking Improved bike path signage Better trails throughout town Safer intersections Biking Education One way Streets Other?: Thank you for completing the questionnaire! ESPM 4041 students, Environmental Science, Policy, and Management, University of Minnesota In collaboration with the City of White Bear Lake

B-3

Appendix C: Results from Business Owner Survey

1.) In general, how sufficient do you think the parking is in Downtown White Bear Lake? (1 being no available spots when needed, and 5 being parking spots are always open/available)

Rank Number of Responses 1 4 2 11 3 9 4 7 5 2 Total 33

Comments Response we need a new parking lot and we need employes to park in desinated area's ! 2 not readily available 3rd to 5th, all lots are usually full of employees 2 Depends on if Manitou Station is having a banquet upstairs 2 Parking spots are usually available downtown and certainly always within 2 blocks of downtown.

3

most of downtown but epecially on 3rd & 4th street 1 around 4th and banning 2 Is on 4 th, but parallel parking. Is usually available in lot off 3rd 4 While its nice to park in front of the store to shop at I can usally find a spot within a block. Less walking than a mall.

4

My feelings are that we can do better by making our parking lots designed for cars, remove the big trees and layout the city parking lot on 5th street

5

Down 4th Street 4 Like any area, parking can be difficult during high demand periods. Overall I feel what we have is sufficient during normal business hours.

3

Terrible - and no enforcement of timed parking!! 1 It is good to see the town be busy and active, however. 3 4th and Banning 3 3rd and 4th street 1 Always parking available at Mainstreet Crossing 5 Street parking is often available, but harder to find on the busier days (weekends/events) 4 It's generally available within a block or two 3 It really depends on the day and the hour 4 not available 4th & banning 2 Between 3 and 5 streets, Washington and Banning 2 There are days or time periods when there are plenty of places to park. Other times ... sometimes because of events or just customers inclinations to make WBL a desitination ... there are no places to park within the core area. Parking can be found however by moving into the next blocks.

3

4th and Banning, parking lot between 4th and 5th, parking lot between 3rd and 4th, Washington Square

2

C-1

2.) Is there a noticeable problem with your employees or employees from other businesses occupying close-to-store parking?

Response

Yes 20

No 12

Total 32

3.) If yes, how often do you notice employees parking in close-to-store parking spots?(1 being rarely, and 5 being all the time)

Rank Response 1 4 2 2 3 6 4 3 5 10 Total 25

Comments Response most park as close to thier door as possible 5 where can they park? Not enuff spaces for emplpoyees and customers 5 Yes and it's usually never by their store. 4 While this may certainly occur to some degree (I don't think it's serious), there is little that can be done without making downtown very cumbersome for business owners and employees.

NA

my employees are required to park outside of the downtown business area & in the residential area

5

This question is not applicable to us NA I am guilty of this and risk the chance of being given a ticket 5 It will be up to each individual business owner to enforce their parking rules for employees. Making sure they aren't taking up spots that should be used for their customers. Particularly in the winter months.

3

ours have been told NO - others not so much 5 Employees can walk a little distance. People who live downtown need to be by their residences. customers need to be able to stay long enough to have lunch/dinner and shop. So the problem is not so easy to solve except by voluntary cooperation.

3

I used to have this problem in the past. It was not just the employees but management was just as inconsiderate

1

Late shift employees occasionally park in close-to-store parking spots 3 4 4 If you come in early morning you will see who the employees are as there are no customers between 8/10 escept for salon traffic

4

My employees understand the need to keep spaces open for customers. We all park a little farther out from the core ... either on Cook Av, Third or Second Streets.

1

C-2

4.) How much do you support the placement of a rain barrel or compost bin near your business? (1 being very opposed, and 5 being very supportive)

Rank Rain Barrels Compost Bins

1 12 13

2 1 3

3 7 4

4 3 7

5 9 5

Total 32 32

Response Comments Rain Barrels Compost

rodents 3 1

We need recycling not gardening tools 1 1

Main concern would be ensuring proper use through education. 5 5

Why? NA NA

our buildings directly put the rain water into the city storm sewer and composting is available at county locations

1 1

I'm not right in downtown WBL so I do my own trash etc. 3 3

I don't believe there would be that much to compost and I would like organics halled away. Too busy running our business to add this to the list

1 1

I guess it would depend on what you were composting and who was putting material into it. I'd be concerned about them becoming trash bins. Rain barrels would be fine.

3 3

5.) Would you be willing to buy and maintain a compost bin or rain barrel?

Rain Barrel Compost Bin

Yes 10 6

No 22 26

Total 32 32

Response

Comments Rain Barrel Compost Bin

rodents Yes No

I have both of these at home, so I'm not against them - just don't see a use downtown.

No No

This is not necessarily applicable to me given the space I lease downtown, but if it were applicable I would be interested.

NA NA

no there is no area on the downtown area No No

I do not like this idea! No No

C-3

Same answer as #4. (I'm not right in downtown WBL so I do my own trash etc.)

No No

Compost bins would probably be mainly for restaurants? Yes No

I don't know that much about rain barrels and what they do No No

This would be my landlord's decision. No No

Depends on cost and upkeep Yes No

6.) How supportive are you of installing pervious sidewalks in Downtown White Bear Lake to help maintain tree health and groundwater management? (1 being very opposed, and 5 being very supportive)

Rank Response

1 7 2 3 3 9 4 3 5 9 Total 31

Comments Response need more information on proposal 3 Absolutely! This would also provide a great opportunity for education and would likely cut down on icy sidewalks and plowing in the winter.

5

believe there are other issue to address before this 1 we have had enough of construction and disruption in downtown. Plus dont want to pay for it.

1

Neither supportive, nor opposed NA I do not see the winter favoring well with melting and freezing of water in the side walks 1 Depends on the cost 3 As long as walking is safe--we need to be walker friendly too. 5 Taxes in the downtown district are already very high, I do not support anything that would increase taxes.

1

It will come at a cost that will have to be weight with what the plantings it will be supporting

3

Don't use of the Sidewalks, but in other locations like maybe parking lots, the brick area near the sidewalks

1

Trees create an ambiance that makes downtowns approachable. I know that the current way of growing trees in WBL has been a problem.

5

Not sure as a renter I would want to pay for this 2

C-4

7.) How supportive are you of the use of solar energy? (1 being very opposed, and 5 being very supportive)

Rank Response

1 1

2 2

3 7

4 4

5 15

Total 29

Comments Response

solar energy for what use? NA

We have very sunny winters in Minnesota, which is often an issue in other northern states due to winter cloud cover.

5

For what purpose? Where? NA

Best renewable option on the planet! 5

Depends on the cost 4

If there is a reasonable payback period 4

I would love to do this on the top of our buidling if it is cost effective. 5

It would depend on the cost. 3

What would this mean? NA

8.) If your downtown business building was able to support a rooftop solar installation would you consider installing solar panels on your roof?

Response

Yes 18

No 15

Comments Response

need more information Yes

I do not owe the building No

The owner of the building should No

I am not the building owner, but if I were I would be interested. I think my building owner may be open to it.

Yes

We do not own the building, and this should be addressed by the landlord Yes

C-5

Not interested in maintenance or the costs but if grant funds available, knock yourself out.

Yes

Not sure, I would like to know more about its impact No

Good idea--would the electricity run through the building lines first and then the excess go into the grid?

Yes

I am renting my office No

Yes, but the landlord would pass that cost on to the business in the end. Yes

We are not the building owner, so we can't make that decision No

If there were city or county grants this would be a viable option Yes

if it is cost effective. my guess is it is now because the new liabrary has no solar and it is being built by the county

Yes

This is a landlord issue. No

Would be up to my landlord No

9.) What is the current level of bike traffic in Downtown White Bear Lake? (1 being no bike traffic, and 5 being heavy bike traffic)

Rank Response

1 4

2 15

3 9

4 4

5 0

Total 32

Comments Response

they rarely obey traffic laws for bikes 3

Very minimal! Would love to see more bikes, less cars. 2

I am personally a bike rider when weather pemits. I have only had problems getting a bike rack during the farmer's market or other special events.

3

And that's just fine. -

Way, way more cars than bikes and I bike almost every day. 2

I see very few bikes downtown. limited bike parking and NO bike shop or rental. I am not familiar with what bike trails are connected to downtown or where our customers are coming form that may bike.

1

I see a lot of bikes but more walkers. It is annoying that bikers bike on the sidewalks. It's hard for shoppers to get by or feel safe sometimes.

3

C-6

10.) How do you think bike traffic could be increased/improved in Downtown White Bear Lake? (Select all that apply)

Options Response

On-Street Bike Lanes 10

More Bike Parking 19

Improved Bike Path Signage 13

Better Trails Throughout Town 15

Safer Intersectinos 13

One Way Streets 1

Bike Education 7

Other 10

Total Respondents 31

Other Responses

education for both auto's and bikers

City promoting more bike usage through camapaigns and ads.

Bike parking should not interfere with motorized vehicles. Parking for bikes should be in a section of a remote parking lot only Warmwer winters with no snow. Living closer to work. I happen to live only 2 miles so it takes me less than 10 minutes. Since we need parking we cannot eliminate parking for the sake of bike lanes, but there are probably good ways to provide bike parking and directions for bike paths into town. Roads and sidewalks are too crowded already. Get off your bike and walk it. It's a small downtown.

Bike Shop/rental,

Reduction of Car Lic Tax if you ride a bike x number of days a year.

Signage reminding bikers that they need to stop at stop signs, pay attention to walkers in the crosswalk, stay off the sidewalks. Not really sure

C-7

Appendix D: Bike Rack Current Locations and Recommendations

D-1

Appendix E: ZAP Program

E-1

E-2

E-3

Appendix F: Bike Grants

F-1

F-2

F-3

Appendix G: Benefits of Bike Lanes

G-1

Appendix H: EPA Green Infrastructure

Since this is a large document, the PDF of this appendix has been provided on a CD along with

the report to the City of White Bear Lake.

H-1

Appendix I: Bicycle and Pedestrian Federal Funding Resources List

I-1

I-2

I-3

I-4

Appendix J: Bike Rack Examples

Figure 1 - http://sinoconcept-en.blogspot.com/

Figure 2 - http://bikeportland.org/2011/11/10/vancouver

-gets-its-first-artistic-bike-rack-61850

Figure 2 - http://walksitka.wordpress.com/2013/09/18/new-

jumping-salmon-bike-racks-start-to-appear-around-sitka/

Figure 3 - http://www.benrothdesign.com/342/public-art/animal-bike-rack/

Figure 4 - http://www.urbancincy.com/2010/09/artworks-looking-to-secure-sponsors-for-final-nine-queen-city-art-

racks/

Figure 5 - http://downtowntoledo.org/wp/wp-content/uploads/2013/07/Bikes-2.png

J-1

Appendix K: Website Example for Bike Education

K-1

K-2

K-3

Appendix L: Resources for Supporting Solar Implementation

● Made in Minnesota (MiM) Solar Incentive Program

This website provides an overview of the program and has information about how to apply for these

incentives.

www.mn.gov/commerce/energy/topics/resources/energy-legislation-initiatives/made-in-minnesota/

● Xcel Energy Solar*Rewards Program

This website provides an overview of the program and has information about how to apply for these

incentives.

www.xcelenergy.com/Save_Money_&_Energy/Rebates/Solar*Rewards_-_MN

● Innovative Power Systems Solar Developer

This is the website of a solar development company and a good resource for local companies

interested in solar development.

http://ips-solar.com/

L-1

Appendix M: Pervious Pavement Examples

Figure M-1

M-1

Figure M-2

Figure M-3

M-2

Figure M-4

M-3

Appendix N: Pervious Surface Subbase Diagram

N-1

Appendix O: Urban Tree Recommendations

O-1

O-2

Appendix P: Planting Trees in Parking Lots

P-1

P-2

P-3

P-4

P-5

Appendix Q: Rain Garden Plant Recommendations

Q-1

Q-2

Q-3