Appendix B IPaC Report United States Department of the Interior FISH AND WILDLIFE SERVICE Minnesota-Wisconsin Ecological Services Field Office 4101 American Blvd E Bloomington, MN 55425-1665 Phone: (952) 252-0092 Fax: (952) 646-2873 http://www.fws.gov/midwest/Endangered/section7/s7process/step1.html
In Reply Refer To: July 19, 2018 Consultation Code: 03E19000-2018-SLI-1146 Event Code: 03E19000-2018-E-02422 Project Name: Portland & Washington Mixed Use
Subject: List of threatened and endangered species that may occur in your proposed project location, and/or may be affected by your proposed project
To Whom It May Concern:
The attached species list identifies any federally threatened, endangered, proposed and candidate species that may occur within the action area the area that is likely to be affected by your proposed project. The list also includes any designated and proposed critical habitat that overlaps with the action area. This list is provided to you as the initial step of the consultation process required under section 7(c) of the Endangered Species Act, also referred to as Section 7 Consultation.
Section 7 of the Endangered Species Act of 1973 requires that actions authorized, funded, or carried out by Federal agencies not jeopardize federally threatened or endangered species or adversely modify designated critical habitat. To fulfill this mandate, Federal agencies (or their designated non-federal representatives) must consult with the Service if they determine their project may affect listed species or critical habitat. Agencies must confer under section 7(a)(4) if any proposed action is likely to jeopardize species proposed for listing as endangered or threatened or likely to adversely modify any proposed critical habitat.
Under 50 CFR 402.12(e) (the regulations that implement Section 7 of the Endangered Species Act) the accuracy of this species list should be verified after 90 days. This verification can be completed formally or informally. You may verify the list by visiting the ECOS-IPaC website http://ecos.fws.gov/ipac/ at regular intervals during project planning and implementation and completing the same process you used to receive the attached list. As an alternative, you may contact this Ecological Services Field Office for updates.
Please use the species list provided and visit the U.S. Fish and Wildlife Service's Region 3 Section 7 Technical Assistance website at - http://www.fws.gov/midwest/endangered/section7/ 07/19/2018 Event Code: 03E19000-2018-E-02422 2 s7process/index.html. This website contains step-by-step instructions that will help you determine if your project will have an adverse effect on listed species or critical habitat and will help lead you through the Section 7 process.
For all wind energy projects and projects that include installing towers that use guy wires or are over 200 feet in height, please contact this field office directly for assistance, even if no federally listed plants, animals or critical habitat are present within the action area.
Although no longer protected under the Endangered Species Act, be aware that bald eagles (Haliaeetus leucocephalus) are protected under the Bald and Golden Eagle Protection Act (16 U.S.C. 668 et seq.) and Migratory Bird Treaty Act (16 U.S.C. 703 et seq), as are golden eagles (Aquila chrysaetos). Projects affecting these species may require measures to avoid harming eagles or may require a permit. If your project is near a bald eagle nest or winter roost area, see our Eagle Permits website at http://www.fws.gov/midwest/midwestbird/EaglePermits/index.html. The information available at this website will help you determine if you can avoid impacting eagles or if a permit may be necessary.
We appreciate your concern for threatened and endangered species. Please include the Consultation Tracking Number in the header of this letter with any request for consultation or correspondence about your project that you submit to our office.
Attachment(s):
▪ Official Species List ▪ Migratory Birds
07/19/2018 Event Code: 03E19000-2018-E-02422 1
Official Species List This list is provided pursuant to Section 7 of the Endangered Species Act, and fulfills the requirement for Federal agencies to "request of the Secretary of the Interior information whether any species which is listed or proposed to be listed may be present in the area of a proposed action".
This species list is provided by:
Minnesota-Wisconsin Ecological Services Field Office 4101 American Blvd E Bloomington, MN 55425-1665 (952) 252-0092
07/19/2018 Event Code: 03E19000-2018-E-02422 2
Project Summary Consultation Code: 03E19000-2018-SLI-1146
Event Code: 03E19000-2018-E-02422
Project Name: Portland & Washington Mixed Use
Project Type: DEVELOPMENT
Project Description: Mixed-use development in close proximity to downtown Minneapolis within the East Town neighborhood. The proposed redevelopment, replacing an existing surface parking lot bound by Portland and Washington, will be a true mixed-use development with four fundamental components. A 22-story, 222-unit market rate residential building will stand at the corner of Washington and Portland while a 6-story, 90 unit affordable residential building will line a new 312 stall parking garage. The project will also relocate Fire Station One, integrating it into the redevelopment with the construction of a new 19,596 square foot Fire Station. The redevelopment will also include 6,000 SF of retail space on Washington.
Project Location: Approximate location of the project can be viewed in Google Maps: https:// www.google.com/maps/place/44.97787780503826N93.26125642515338W
Counties: Hennepin, MN
07/19/2018 Event Code: 03E19000-2018-E-02422 3
Endangered Species Act Species There is a total of 4 threatened, endangered, or candidate species on this species list.
Species on this list should be considered in an effects analysis for your project and could include species that exist in another geographic area. For example, certain fish may appear on the species list because a project could affect downstream species.
IPaC does not display listed species or critical habitats under the sole jurisdiction of NOAA Fisheries1, as USFWS does not have the authority to speak on behalf of NOAA and the Department of Commerce.
See the "Critical habitats" section below for those critical habitats that lie wholly or partially within your project area under this office's jurisdiction. Please contact the designated FWS office if you have questions.
1. NOAA Fisheries, also known as the National Marine Fisheries Service (NMFS), is an office of the National Oceanic and Atmospheric Administration within the Department of Commerce.
Mammals NAME STATUS Northern Long-eared Bat Myotis septentrionalis Threatened No critical habitat has been designated for this species. Species profile: https://ecos.fws.gov/ecp/species/9045
Clams NAME STATUS Higgins Eye (pearlymussel) Lampsilis higginsii Endangered No critical habitat has been designated for this species. Species profile: https://ecos.fws.gov/ecp/species/5428
Snuffbox Mussel Epioblasma triquetra Endangered No critical habitat has been designated for this species. Species profile: https://ecos.fws.gov/ecp/species/4135
Winged Mapleleaf Quadrula fragosa Endangered Population: Wherever found, except where listed as an experimental population No critical habitat has been designated for this species. Species profile: https://ecos.fws.gov/ecp/species/4127
07/19/2018 Event Code: 03E19000-2018-E-02422 4
Critical habitats THERE ARE NO CRITICAL HABITATS WITHIN YOUR PROJECT AREA UNDER THIS OFFICE'S JURISDICTION.
07/19/2018 Event Code: 03E19000-2018-E-02422 1
Migratory Birds Certain birds are protected under the Migratory Bird Treaty Act1 and the Bald and Golden Eagle Protection Act2.
Any person or organization who plans or conducts activities that may result in impacts to migratory birds, eagles, and their habitats should follow appropriate regulations and consider implementing appropriate conservation measures, as described below.
1. The Migratory Birds Treaty Act of 1918. 2. The Bald and Golden Eagle Protection Act of 1940. 3. 50 C.F.R. Sec. 10.12 and 16 U.S.C. Sec. 668(a)
The birds listed below are birds of particular concern either because they occur on the USFWS Birds of Conservation Concern (BCC) list or warrant special attention in your project location. To learn more about the levels of concern for birds on your list and how this list is generated, see the FAQ below. This is not a list of every bird you may find in this location, nor a guarantee that every bird on this list will be found in your project area. To see exact locations of where birders and the general public have sighted birds in and around your project area, visit the E-bird data mapping tool (Tip: enter your location, desired date range and a species on your list). For projects that occur off the Atlantic Coast, additional maps and models detailing the relative occurrence and abundance of bird species on your list are available. Links to additional information about Atlantic Coast birds, and other important information about your migratory bird list, including how to properly interpret and use your migratory bird report, can be found below.
For guidance on when to schedule activities or implement avoidance and minimization measures to reduce impacts to migratory birds on your list, click on the PROBABILITY OF PRESENCE SUMMARY at the top of your list to see when these birds are most likely to be present and breeding in your project area.
BREEDING NAME SEASON Bald Eagle Haliaeetus leucocephalus Breeds Dec 1 to This is not a Bird of Conservation Concern (BCC) in this area, but warrants attention Aug 31 because of the Eagle Act or for potential susceptibilities in offshore areas from certain types of development or activities. https://ecos.fws.gov/ecp/species/1626
Black-billed Cuckoo Coccyzus erythropthalmus Breeds May 15 This is a Bird of Conservation Concern (BCC) throughout its range in the continental USA to Oct 10 and Alaska. https://ecos.fws.gov/ecp/species/9399
07/19/2018 Event Code: 03E19000-2018-E-02422 2
BREEDING NAME SEASON Eastern Whip-poor-will Antrostomus vociferus Breeds May 1 This is a Bird of Conservation Concern (BCC) throughout its range in the continental USA to Aug 20 and Alaska.
Golden-winged Warbler Vermivora chrysoptera Breeds May 1 This is a Bird of Conservation Concern (BCC) throughout its range in the continental USA to Jul 20 and Alaska. https://ecos.fws.gov/ecp/species/8745
Lesser Yellowlegs Tringa flavipes Breeds This is a Bird of Conservation Concern (BCC) throughout its range in the continental USA elsewhere and Alaska. https://ecos.fws.gov/ecp/species/9679
Red-headed Woodpecker Melanerpes erythrocephalus Breeds May 10 This is a Bird of Conservation Concern (BCC) throughout its range in the continental USA to Sep 10 and Alaska.
Rusty Blackbird Euphagus carolinus Breeds This is a Bird of Conservation Concern (BCC) throughout its range in the continental USA elsewhere and Alaska.
Semipalmated Sandpiper Calidris pusilla Breeds This is a Bird of Conservation Concern (BCC) throughout its range in the continental USA elsewhere and Alaska.
Short-billed Dowitcher Limnodromus griseus Breeds This is a Bird of Conservation Concern (BCC) throughout its range in the continental USA elsewhere and Alaska. https://ecos.fws.gov/ecp/species/9480
Willow Flycatcher Empidonax traillii Breeds May 20 This is a Bird of Conservation Concern (BCC) only in particular Bird Conservation Regions to Aug 31 (BCRs) in the continental USA https://ecos.fws.gov/ecp/species/3482
Wood Thrush Hylocichla mustelina Breeds May 10 This is a Bird of Conservation Concern (BCC) throughout its range in the continental USA to Aug 31 and Alaska.
Probability Of Presence Summary The graphs below provide our best understanding of when birds of concern are most likely to be present in your project area. This information can be used to tailor and schedule your project activities to avoid or minimize impacts to birds. Please make sure you read and understand the
07/19/2018 Event Code: 03E19000-2018-E-02422 3
FAQ “Proper Interpretation and Use of Your Migratory Bird Report” before using or attempting to interpret this report.
Probability of Presence ( )
Each green bar represents the bird's relative probability of presence in the 10km grid cell(s) your project overlaps during a particular week of the year. (A year is represented as 12 4-week months.) A taller bar indicates a higher probability of species presence. The survey effort (see below) can be used to establish a level of confidence in the presence score. One can have higher confidence in the presence score if the corresponding survey effort is also high.
How is the probability of presence score calculated? The calculation is done in three steps:
1. The probability of presence for each week is calculated as the number of survey events in the week where the species was detected divided by the total number of survey events for that week. For example, if in week 12 there were 20 survey events and the Spotted Towhee was found in 5 of them, the probability of presence of the Spotted Towhee in week 12 is 0.25. 2. To properly present the pattern of presence across the year, the relative probability of presence is calculated. This is the probability of presence divided by the maximum probability of presence across all weeks. For example, imagine the probability of presence in week 20 for the Spotted Towhee is 0.05, and that the probability of presence at week 12 (0.25) is the maximum of any week of the year. The relative probability of presence on week 12 is 0.25/0.25 = 1; at week 20 it is 0.05/0.25 = 0.2. 3. The relative probability of presence calculated in the previous step undergoes a statistical conversion so that all possible values fall between 0 and 10, inclusive. This is the probability of presence score. Breeding Season ( ) Yellow bars denote a very liberal estimate of the time-frame inside which the bird breeds across its entire range. If there are no yellow bars shown for a bird, it does not breed in your project area.
Survey Effort ( ) Vertical black lines superimposed on probability of presence bars indicate the number of surveys performed for that species in the 10km grid cell(s) your project area overlaps. The number of surveys is expressed as a range, for example, 33 to 64 surveys.
No Data ( ) A week is marked as having no data if there were no survey events for that week.
Survey Timeframe Surveys from only the last 10 years are used in order to ensure delivery of currently relevant information. The exception to this is areas off the Atlantic coast, where bird returns are based on all years of available data, since data in these areas is currently much more sparse.
07/19/2018 Event Code: 03E19000-2018-E-02422 4
probability of presence breeding season survey effort no data
SPECIES JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC Bald Eagle Non-BCC Vulnerable Black-billed Cuckoo BCC Rangewide (CON) Eastern Whip-poor- will BCC Rangewide (CON) Golden-winged Warbler BCC Rangewide (CON) Lesser Yellowlegs BCC Rangewide (CON) Red-headed Woodpecker BCC Rangewide (CON) Rusty Blackbird BCC Rangewide (CON) Semipalmated Sandpiper BCC Rangewide (CON) Short-billed Dowitcher BCC Rangewide (CON) Willow Flycatcher BCC - BCR
Wood Thrush BCC Rangewide (CON)
Additional information can be found using the following links:
▪ Birds of Conservation Concern http://www.fws.gov/birds/management/managed-species/ birds-of-conservation-concern.php ▪ Measures for avoiding and minimizing impacts to birds http://www.fws.gov/birds/ management/project-assessment-tools-and-guidance/ conservation-measures.php ▪ Nationwide conservation measures for birds http://www.fws.gov/migratorybirds/pdf/ management/nationwidestandardconservationmeasures.pdf
Migratory Birds FAQ Tell me more about conservation measures I can implement to avoid or minimize impacts to migratory birds. Nationwide Conservation Measures describes measures that can help avoid and minimize impacts to all birds at any location year round. Implementation of these measures is particularly important when birds are most likely to occur in the project area. When birds may be breeding in the area, identifying the locations of any active nests and avoiding their destruction is a very
07/19/2018 Event Code: 03E19000-2018-E-02422 5 helpful impact minimization measure. To see when birds are most likely to occur and be breeding in your project area, view the Probability of Presence Summary. Additional measures and/or permits may be advisable depending on the type of activity you are conducting and the type of infrastructure or bird species present on your project site.
What does IPaC use to generate the migratory birds potentially occurring in my specified location? The Migratory Bird Resource List is comprised of USFWS Birds of Conservation Concern (BCC) and other species that may warrant special attention in your project location.
The migratory bird list generated for your project is derived from data provided by the Avian Knowledge Network (AKN). The AKN data is based on a growing collection of survey, banding, and citizen science datasets and is queried and filtered to return a list of those birds reported as occurring in the 10km grid cell(s) which your project intersects, and that have been identified as warranting special attention because they are a BCC species in that area, an eagle (Eagle Act requirements may apply), or a species that has a particular vulnerability to offshore activities or development.
Again, the Migratory Bird Resource list includes only a subset of birds that may occur in your project area. It is not representative of all birds that may occur in your project area. To get a list of all birds potentially present in your project area, please visit the E-bird Explore Data Tool.
What does IPaC use to generate the probability of presence graphs for the migratory birds potentially occurring in my specified location? The probability of presence graphs associated with your migratory bird list are based on data provided by the Avian Knowledge Network (AKN). This data is derived from a growing collection of survey, banding, and citizen science datasets .
Probability of presence data is continuously being updated as new and better information becomes available. To learn more about how the probability of presence graphs are produced and how to interpret them, go the Probability of Presence Summary and then click on the "Tell me about these graphs" link.
How do I know if a bird is breeding, wintering, migrating or present year-round in my project area? To see what part of a particular bird's range your project area falls within (i.e. breeding, wintering, migrating or year-round), you may refer to the following resources: The Cornell Lab of Ornithology All About Birds Bird Guide, or (if you are unsuccessful in locating the bird of interest there), the Cornell Lab of Ornithology Neotropical Birds guide. If a bird on your migratory bird species list has a breeding season associated with it, if that bird does occur in your project area, there may be nests present at some point within the timeframe specified. If "Breeds elsewhere" is indicated, then the bird likely does not breed in your project area.
What are the levels of concern for migratory birds?
07/19/2018 Event Code: 03E19000-2018-E-02422 6
Migratory birds delivered through IPaC fall into the following distinct categories of concern:
1. "BCC Rangewide" birds are Birds of Conservation Concern (BCC) that are of concern throughout their range anywhere within the USA (including Hawaii, the Pacific Islands, Puerto Rico, and the Virgin Islands); 2. "BCC - BCR" birds are BCCs that are of concern only in particular Bird Conservation Regions (BCRs) in the continental USA; and 3. "Non-BCC - Vulnerable" birds are not BCC species in your project area, but appear on your list either because of the Eagle Act requirements (for eagles) or (for non-eagles) potential susceptibilities in offshore areas from certain types of development or activities (e.g. offshore energy development or longline fishing). Although it is important to try to avoid and minimize impacts to all birds, efforts should be made, in particular, to avoid and minimize impacts to the birds on this list, especially eagles and BCC species of rangewide concern. For more information on conservation measures you can implement to help avoid and minimize migratory bird impacts and requirements for eagles, please see the FAQs for these topics.
Details about birds that are potentially affected by offshore projects For additional details about the relative occurrence and abundance of both individual bird species and groups of bird species within your project area off the Atlantic Coast, please visit the Northeast Ocean Data Portal. The Portal also offers data and information about other taxa besides birds that may be helpful to you in your project review. Alternately, you may download the bird model results files underlying the portal maps through the NOAA NCCOS Integrative Statistical Modeling and Predictive Mapping of Marine Bird Distributions and Abundance on the Atlantic Outer Continental Shelf project webpage.
Bird tracking data can also provide additional details about occurrence and habitat use throughout the year, including migration. Models relying on survey data may not include this information. For additional information on marine bird tracking data, see the Diving Bird Study and the nanotag studies or contact Caleb Spiegel or Pam Loring.
What if I have eagles on my list? If your project has the potential to disturb or kill eagles, you may need to obtain a permit to avoid violating the Eagle Act should such impacts occur.
Proper Interpretation and Use of Your Migratory Bird Report The migratory bird list generated is not a list of all birds in your project area, only a subset of birds of priority concern. To learn more about how your list is generated, and see options for identifying what other birds may be in your project area, please see the FAQ “What does IPaC use to generate the migratory birds potentially occurring in my specified location”. Please be aware this report provides the “probability of presence” of birds within the 10 km grid cell(s) that overlap your project; not your exact project footprint. On the graphs provided, please also look carefully at the survey effort (indicated by the black vertical bar) and for the existence of the “no data” indicator (a red horizontal bar). A high survey effort is the key component. If the survey effort is high, then the probability of presence score can be viewed as more dependable. In
07/19/2018 Event Code: 03E19000-2018-E-02422 7 contrast, a low survey effort bar or no data bar means a lack of data and, therefore, a lack of certainty about presence of the species. This list is not perfect; it is simply a starting point for identifying what birds of concern have the potential to be in your project area, when they might be there, and if they might be breeding (which means nests might be present). The list helps you know what to look for to confirm presence, and helps guide you in knowing when to implement conservation measures to avoid or minimize potential impacts from your project activities, should presence be confirmed. To learn more about conservation measures, visit the FAQ “Tell me about conservation measures I can implement to avoid or minimize impacts to migratory birds” at the bottom of your migratory bird trust resources page.
Appendix C SHPO Correspondence Kristen Koehlinger
From: MN_MNIT_Data Request SHPO
THIS EMAIL IS NOT A PROJECT CLEARANCE
This information has recently been updated, please read the note below carefully.
This message simply reports the results of the cultural resources database search you requested. The database search produced results for only previously known archaeological sites and historic properties.
Archaeological sites and historic/architectural properties were identified in a search of the Minnesota Archaeological Inventory and Historic and Architectural Inventory for the search area requested. A report containing the results of the searches is attached.
The result of this database search provides a listing of recorded archaeological sites and historic/architectural properties that are included in the current MN SHPO databases. Because the majority of archaeological sites in the state and many historic/architectural properties have not been recorded, important sites or properties may exist within the search area and may be affected by development or construction projects within that area. Additional research, including field survey, may be necessary to adequately assess the area’s potential to contain historic properties.
Properties that are listed in the National Register of Historic Places (NRHP) or have been determined eligible for listing in the NRHP are indicated on the reports you have received. The following codes on the reports you received are:
NR – National Register listed. The properties may be individually listed or may be within the boundaries of a National Register District.
CEF – Considered Eligible Findings are made when a federal agency has recommended that a property is eligible for listing in the National Register and MN SHPO has accepted the recommendation for the purposes of the Review and Compliance Process. There properties need to be further assessed before they are officially listed in the National Register.
SEF – Staff eligible Findings are those properties the MN SHPO staff considers eligible for listing in the National Register, in circumstances other than the Review and Compliance process.
DOE – Determination of Eligibility is made by the National Park Service and are those properties that are eligible for listing in the National Register, but have not been officially listed. 1
CNEF – Considered Not Eligible Findings are made during the course of a Review and Compliance process. For the purposes of the review a property is considered not eligible for listing in the National Register. These properties may need to be reassessed for eligibility under additional or alternate contexts.
Properties without NR, CEF, SEF, DOE, or CNEF designations in the reports you received may not have been evaluated and therefore no assumption to their eligibility can be made. Integrity and contexts change over time, therefore any eligibility determination made ten (10) or more years for the date of the current survey are considered out of date and the property will need to be reassessed.
If you require a comprehensive assessment of a project’s potential to impact archaeological sites or historic/architectural properties, you may need to hire a qualified archaeologist and/or historian. If you need assistance with a project review, please contact Kelly Gragg-Johnson in Review and Compliance @ 651-201-3285 or by email at [email protected].
The Minnesota SHPO Survey Manuals and Database Metadata can be found at https://mn.gov/admin/shpo/identification-evaluation/
MN SHPO research hours are 8:30 AM – 4:00 PM Tuesday-Friday. Please call ahead at 651- 201-3295 to ensure staff is available to assist you, if necessary.
The Office is closed on Mondays.
SHPO Data Requests Minnesota State Historic Preservation Office 50 Sherburne Avenue, Suite 203 Saint Paul, MN 55155 (651) 201‐3295 [email protected]
From: Kristen Koehlinger
I am requesting a cultural resource database search, both historical/architectural properties and archaeological sites, for the corner of Portland and Washington in Minneapolis. This is located in Section 23, Township 29, and Range 24.
Thank you for your assistance,
Kristen Koehlinger Hess, Roise and Company 100 North First Street Minneapolis, MN 55401 612-338-1987 [email protected]
2 COUNTY CITYTWP PROPNAME ADDRESS TOWNRANGESECQUARTERSUSGS REPORTNUMNRHCE DOEINVENTNUM Hennepin Minneapolis Northrup King & Co. (razed) 26 Hennepin Ave. 29 24 23 NW-SW Minneapolis South Y HE-MPC-0001 Imported Car Service 201 Washington Ave. S. 29 24 23 NWSW Minneapolis South Y HE-MPC-0010 store/ flats 301 Washington Ave. S. 29 24 23 SWSW Minneapolis South Y HE-MPC-0017 commercial bldg. 20 1st St. N. 29 24 23 NWSW Minneapolis South Y HE-MPC-0042 hotel/ restaurant 28 1st St. N. 29 24 23 NWSW Minneapolis South Y HE-MPC-0043 Market Hotel 30 1st St. N. 29 24 23 NWSW Minneapolis South Y HE-MPC-0044 Crossing the Mississippi River above St. Anthony Falls of St. Anthony Dam Falls 29 24 23 HE-2007-1H Y HE-MPC-0162 Falls of St. Anthony Apron Falls of St. Anthony, Mississippi River 29 24 23 HE-2001-1H Y HE-MPC-0163 Beneath the Mississippi River, 2nd Ave. SE to 5th Falls of St. Anthony Dike Ave. S. 29 24 23 HE-2001-1H Y HE-MPC-0164 Third Avenue Bridge (Bridge No. 2440) 3rd Ave. S. crossing the Mississippi River 29 24 23 NESW Minneapolis South Y HE-MPC-0165 Hall and Dann Barrel Company Factory 111 3rd Ave. S. 29 24 23 NWSW Minneapolis South HE-2001-1H Y HE-MPC-0166 Bridge No. L8900 (razed) 1st St. S. east of 3rd Ave. 29 24 23 NESW Minneapolis South HE-2001-1H YY HE-MPC-0167
Minneapolis Eastern Railway Engine House 333 1st St. S. 29 24 23 NESW Minneapolis South HE-2001-1H Y HE-MPC-0168 Fuji Ya Restaurant 320 1st St. S. 29 24 23 NESW Minneapolis South HE-2001-1H Y HE-MPC-0169 Fuji Ya Restaurant 29 24 23 NESW Minneapolis South HE-06-02 Y HE-MPC-0169 Crown Roller Mill 105 5th Ave. S. 29 24 23 NESW Minneapolis South HE-2001-1H Y HE-MPC-0170 Northwest Consolidated Elevator A 155 5th Ave. S. 29 24 23 SESW Minneapolis South HE-2001-1H Y HE-MPC-0171 Standard Mill 150 Portland Ave. S. 29 24 23 SESW Minneapolis South HE-2001-1H Y HE-MPC-0172 Whitney Garden Plaza 5th Ave. S. at 2nd St. S. 29 24 23 SESW Minneapolis South HE-2001-1H Y HE-MPC-0173 Whitney Mill Quarter Plaza Portland Ave. S. at 1st St. S. 29 24 23 SESW Minneapolis South HE-2001-1H Y HE-MPC-0174 Hennepin Minneapolis North Star Woolen Mill 109 Portland Ave. S. 29 24 23 SESW Minneapolis South HE-2001-1H Y HE-MPC-0175 Stone Arch Railroad Bridge (Bridge No. Crossing the Mississippi River below the Falls of St. 27004) Anthony 29 24 23 HE-2001-1H Y HE-MPC-0176 Upper St. Anthony Falls Lock & Dam 1 Portland Ave. S. 29 24 23 SESW Minneapolis South HE-2001-1H YY HE-MPC-0177 Upper St. Anthony Falls Lock & Dam 29 24 23 SESW Minneapolis South HE-2007-1H YY HE-MPC-0177 Washburn A Mill Complex 701-709 1st St. S. 29 24 23 SWSE Minneapolis South HE-2016-14H Y HE-MPC-0178 Washburn Crosby Co. Utility Building 628-630 2nd St. S. 29 24 23 SESW Minneapolis South HE-2001-1H Y HE-MPC-0179 Humboldt Flour Mill 710-714 2nd St. S. 29 24 23 SESW Minneapolis South HE-2001-1H Y HE-MPC-0181
Transmission Structure On bank of Mississippi River at St. Anthony Falls 29 24 23 Y HE-MPC-0188 Transmission Structure 29 24 23 Y HE-MPC-0189 Transmission Structure 29 24 23 Y HE-MPC-0190 Transmission Structure 29 24 23 Y HE-MPC-0191 Transmission Structure 29 24 23 Y HE-MPC-0192 Transmission Structure 29 24 23 Y HE-MPC-0193 Hennepin Bluff Park Shelter Between 5th and 6th Aves. SE below Main St. 29 24 23 NESE Saint Paul West HE-2001-1H Y HE-MPC-0194 Pillsbury Warehouse #3/Pillsbury Bakery Technical Center 105 5th Ave. SE 29 24 23 NESE Saint Paul West HE-2001-1H Y HE-MPC-0195 Pillsbury Warehouse #2 129 5th Ave. SE 29 24 23 NESE Saint Paul West HE-2001-1H Y HE-MPC-0196 Pillsbury Research & Development 224-228 2nd St. SE 29 24 23 SWNE Minneapolis South HE-2001-1H Y HE-MPC-0198 112-14 Central Ave, 104-110 2nd Ave, 121-29 & Salisbury & Satterlee Co. Complex 217-19 Main St. SE 29 24 23 SWNE Minneapolis South HE-2001-1H Y HE-MPC-0199 Spans portion of 2nd Ave. SE between Main and 2nd St. Anthony Main Skyway Sts. SE 29 24 23 HE-2001-1H Y HE-MPC-0200
Upton Block/ Union Iron Works (missing) 129 Main St. SE 29 24 23 SWNE Minneapolis South HE-2001-1H Y HE-MPC-0201 Upton Block/ Union Iron Works (missing) 29 24 23 HE-2001-1H Y HE-MPC-0201 Hennepin Minneapolis Morton and Morrison Block 127-129 Main St. SE 29 24 23 SWNE Minneapolis South HE-2001-1H Y HE-MPC-0202 Pracna Building 117 Main St. SE 29 24 23 SENW Minneapolis South HE-2001-1H Y HE-MPC-0203 Main Street Hydroelectric Station 206 Main St. SE 29 24 23 SWNE Minneapolis South Y HE-MPC-0206 Log Sluice S. side of Main St. SE 29 24 23 HE-2001-1H Y HE-MPC-0207 Pillsbury "A" Mill Transformer Building E. side of access road south of Main St. SE 29 24 23 HE-2001-1H Y HE-MPC-0209 Philip W. Pillsbury Park Hennepin Island 29 24 23 HE-2001-1H Y HE-MPC-0210 Philip W. Pillsbury Park 29 24 23 HE-2001-1H Y HE-MPC-0211 Philip W. Pillsbury Park 29 24 23 HE-2001-1H Y HE-MPC-0212 Philip W. Pillsbury Park 29 24 23 HE-2001-1H Y HE-MPC-0213 St. Anthony Falls Water Power Co. Canal/ Pillsbury Canal Under Main St. SE between 2nd and 3rd Aves. SE 29 24 23 HE-2001-1H Y HE-MPC-0214 St. Anthony Falls Water Power Co. Canal/ Pillsbury Canal 29 24 23 NWSE Minneapolis South HE-2001-1H Y HE-MPC-0214 Falls of St. Anthony, East Channel Escarpment St. Anthony Falls Hydroelectric Laboratory 29 24 23 HE-2001-1H Y HE-MPC-0215 Occidental Feed Mill (razed) 400-404 1st St. S. 29 24 23 HE-2001-1H Y HE-MPC-0216 Occidental Feed Mill (razed) 29 24 23 NESW Minneapolis South HE-2001-1H Y HE-MPC-0216 Columbia Flour Mill (razed) 406-416 1st St. S. 29 24 23 HE-2001-1H Y HE-MPC-0217 Columbia Flour Mill (razed) 29 24 23 NESW Minneapolis South HE-2001-1H Y HE-MPC-0217 Second Bassett Sawmill (razed) 418-430 1st St. S. 29 24 23 HE-2001-1H Y HE-MPC-0218 Second Bassett Sawmill (razed) 29 24 23 NESW Minneapolis South HE-2001-1H Y HE-MPC-0218 First Bassett Sawmill/ Second City Waterworks (razed)` 504-506 1st St. S. 29 24 23 HE-2001-1H Y HE-MPC-0219 Minneapolis Mill Co. Gatehouse & Power from 2nd St. S. to Mississippi River from 5th to 8th Canal Ave. S. 29 24 23 Y HE-MPC-0220 Peoples Flour Mill (razed) 512-514 1st St. S. 29 24 23 HE-2001-1H Y HE-MPC-0221 Arctic/ St. Anthony Mill (razed) 516-520 1st St. S. 29 24 23 HE-2001-1H Y HE-MPC-0222 Hennepin Minneapolis First City Waterworks/ Holly Flour Mill (razed) 526 1st St. S. 29 24 23 HE-2001-1H Y HE-MPC-0224 Cataract Mill (razed) 528-520 1st St. S. 29 24 23 HE-2001-1H Y HE-MPC-0225
Russell's Planning Mill/ Model Mill (razed) 29 24 23 HE-201-1H Y HE-MPC-0226 Russell/ Dakota/ King Midas Flour Mill (burned) 529-531 1st St. S. 29 24 23 HE-2001-1H Y HE-MPC-0227 Minneapolis Eastern Railroad Trestle Piers along Mississippi River from 6th Ave. S. to 8th Ave. (razed) S. 29 24 23 HE-2001-1H Y HE-MPC-0228 Clapp Woolen Mill/ Empire Mill-Pillsbury "B" Elevator 600-604 1st St. S. 29 24 23 HE-2001-1H Y HE-MPC-0229 Clapp Woolen Mill/ Empire Mill-Pillsbury "B" Elevator 29 24 23 SESW Minneapolis South HE-2001-1H Y HE-MPC-0229 Minneapolis Flour Mill (razed) 606-610 1st St. S. 29 24 23 HE-2001-1H Y HE-MPC-0230 Minneapolis Flour Mill (razed) 29 24 23 SESW Minneapolis South HE-2001-1H Y HE-MPC-0230 Alaska Flour Mill/ Pillsbury "B" Flour Mill (razed) 612-616 1st St. S. 29 24 23 HE-2001-1H Y HE-MPC-0231 Alaska Flour Mill/ Pillsbury "B" Flour Mill (razed) 29 24 23 SESW Minneapolis South HE-2001-1H Y HE-MPC-0231 Minneapolis Cotton Mill/ Excelsior Mill (razed) 618-620 1st St. S. 29 24 23 HE-2001-1H Y HE-MPC-0232 Minneapolis Cotton Mill/ Excelsior Mill (razed) 29 24 23 SESW Minneapolis South HE-2001-1H Y HE-MPC-0232 Minneapolis Paper Mill/ Pillsbury Warehouse "C" (razed) 622-626 1st St. S. 29 24 23 HE-2001-1H Y HE-MPC-0233 Minneapolis Paper Mill/ Pillsbury Warehouse "C" (razed) 29 24 23 SESW Minneapolis South HE-2001-1H Y HE-MPC-0233 Northwestern Flour Mill (razed) 628-632 1st St. S. 29 24 23 HE-2001-1H Y HE-MPC-0234 Northwestern Flour Mill (razed) 29 24 23 SESW Minneapolis South HE-2001-1H Y HE-MPC-0234 Pettit Mill/ Northwestern Consolidated Elevator "B" (razed) 700-706 1st St. S. 29 24 23 HE-2001-1H Y HE-MPC-0235 Hennepin Minneapolis Pettit Mill/ Northwestern Consolidated Elevator "B" (razed) 700-706 1st St. S. 29 24 23 SWSE Minneapolis South HE-2001-1H Y HE-MPC-0235 Zenith Flour Mill (razed) 708-710 1st St. S. 29 24 23 HE-2001-1H Y HE-MPC-0236 Zenith Flour Mill (razed) 29 24 23 SWSE Minneapolis South HE-2001-1H Y HE-MPC-0236 Galaxy Flour Mill (razed) 712-716 1st St. S. 29 24 23 HE-2001-1H Y HE-MPC-0237 Galaxy Flour Mill (razed) 29 24 23 SWSE Minneapolis South HE-2001-1H Y HE-MPC-0237 Minneapolis and St. Louis Railroad Wheelhouse (razed) 722 1st St. S. 29 24 23 HE-2001-1H Y HE-MPC-0238 Minneapolis and St. Louis Railroad Wheelhouse (razed) 29 24 23 SWSE Minneapolis South HE-2001-1H Y HE-MPC-0238 Anchor Flour Mill (razed) 606-608 2nd St. S. 29 24 23 SESW Minneapolis South HE-2001-1H Y HE-MPC-0239 Anchor Flour Mill (razed) 29 24 23 HE-2001-1H Y HE-MPC-0239
Washburn "C" Flour Mill Complex (razed) 614-620 2nd St. S. 29 24 23 HE-2001-1H Y HE-MPC-0240
Washburn "C" Flour Mill Complex (razed) 29 24 23 SESW Minneapolis South HE-2001-1H Y HE-MPC-0240
Washburn "B" Flour Mill Complex (razed) 622-626 2nd St. S. 29 24 23 HE-2001-1H Y HE-MPC-0241
Washburn "B" Flour Mill Complex (razed) 29 24 23 SESW Minneapolis South HE-2001-1H Y HE-MPC-0241 Palisade Flour Mill (razed) 101 8th Ave. S. 29 24 23 HE-2001-1H Y HE-MPC-0242 S. end of Nicollet Island to SE edge of Hennepin Eastman Tunnel Island 29 24 23 HE-2001-1H Y HE-MPC-0243
Second East Side Platform Sawmills (razed) East channel between foot of 2nd and 3rd Aves. SE 29 24 23 HE-2001-1H Y HE-MPC-0244 Pillsbury "A" Steam Power Plant (razed) East channel just below foot of 3rd Ave. SE 29 24 23 HE-2001-1H Y HE-MPC-0245 Pillsbury "A" Steam Power Plant (razed) 29 24 23 NWSE Minneapolis South HE-2001-1H Y HE-MPC-0245 St. Anthony Falls Water Power Co. Tailrace/ Chute Tunnel under Main St. SE from 3rd Ave. SE to 5th Ave. SE 29 24 23 HE-2001-1H Y HE-MPC-0246 Hennepin Minneapolis St. Anthony Falls Water Power Co. Tailrace/ Chute Tunnel under Main St. SE from 3rd Ave. SE to 5th Ave. SE 29 24 23 HE-94-28H Y HE-MPC-0246 Phoenix Flour Mill/ Pillsbury Rye Mill (razed) 101-103 3rd Ave. SE 29 24 23 HE-2001-1H Y HE-MPC-0247 Phoenix Flour Mill/ Pillsbury Rye Mill (razed) 29 24 23 NWSE Minneapolis South HE-2001-1H Y HE-MPC-0247 Minneapolis Post Office Main Office 201 1st St. S. 29 24 23 XX-2016-4H Y HE-MPC-0248 Minneapolis Post Office Main Office 29 24 23 NWSW Minneapolis South HE-2001-1H Y HE-MPC-0248 Minneapolis Post Office Main Office 29 24 23 HE-2001-1H Y HE-MPC-0248 Minneapolis Post Office Main Office 29 24 23 NWSW Minneapolis South XX-2016-4H Y HE-MPC-0248 Pillsbury Public Library 100 University Ave. SE 29 24 23 Y HE-MPC-0249 Pillsbury Public Library 29 24 23 SWNE Minneapolis South Y HE-MPC-0249 First Universalist Church/Our Lady of Lourdes Catholic Church 1 Lourdes Place 29 24 23 Y HE-MPC-0250 Our Lady of Lourdes Parsonage 29 24 23 Y HE-MPC-0251 Ard Godfrey House Chute Square 29 24 23 Y HE-MPC-0252 Grove Street Flats 2-16 Grove St 29 24 23 SWNW Minneapolis South HE-2012-10H Y HE-MPC-0253 Grove Street Flats 29 24 23 SWNW Minneapolis South HE-2012-11H Y HE-MPC-0253 Woodward Flat Fourplex 187-190 East Island Ave 29 24 23 NW-NW Minneapolis South HE-2012-10H Y HE-MPC-0254 Woodward Flat Fourplex 29 24 23 NW-NW Minneapolis South HE-2012-11H Y HE-MPC-0254 O'Brien/ Meyer House 185-186 E. Island Ave. 29 24 23 NWNW Minneapolis South Y HE-MPC-0255 Woodward Flat Duplex 183-184 East Island Ave 29 24 23 NWNW Minneapolis South HE-2012-10H Y HE-MPC-0256 Woodward Flat Duplex 29 24 23 NWNW Minneapolis South HE-2012-11H Y HE-MPC-0256 Edward Murphy House 167-169 East Island Ave 29 24 23 NWNW Minneapolis South HE-2012-10H Y HE-MPC-0257 Edward Murphy House 29 24 23 NWNW Minneapolis South HE-2012-11H Y HE-MPC-0257 Pye, James, House 163 E. Island Ave. 29 24 23 NWNW Minneapolis South Y HE-MPC-0258 Hennepin Minneapolis House & Shed 27 Maple Pl 29 24 23 NW-NW Minneapolis South HE-2012-10H Y HE-MPC-0259 House & Shed 29 24 23 NW-NW Minneapolis South HE-2012-11H Y HE-MPC-0259 House 18-20 Maple Pl. 29 24 23 NWNW Minneapolis South Y HE-MPC-0260 Franklin G. Griswold House 15-17 Maple Pl 29 24 23 NWNW Minneapolis South HE-2012-10H Y HE-MPC-0261 Franklin G. Griswold House 29 24 23 NWNW Minneapolis South HE-2012-11H Y HE-MPC-0261 Backe-Barquist House 91 Nicollet St 29 24 23 NWNW Minneapolis South HE-2012-10H Y HE-MPC-0262 Backe-Barquist House 29 24 23 NWNW Minneapolis South HE-2012-11H Y HE-MPC-0262 John Mayell House 93 Nicollet St 29 24 23 NWNW Minneapolis South HE-2012-10H Y HE-MPC-0263 John Mayell House 29 24 23 NWNW Minneapolis South HE-2012-11H Y HE-MPC-0263 Peter Conway House 97 Nicollet St 29 24 23 NWNW Minneapolis South HE-2012-10H Y HE-MPC-0264 Peter Conway House 29 24 23 NWNW Minneapolis South HE-2012-11H Y HE-MPC-0264 Geroge W. Brookins House 163 Nicollet St 29 24 23 NW-NW Minneapolis South HE-2012-10H Y HE-MPC-0265 Geroge W. Brookins House 29 24 23 NW-NW Minneapolis South HE-2012-11H Y HE-MPC-0265 Barquist-Holmberg House 167-169 Nicollet St. 29 24 23 NW-NW Minneapolis South HE-2012-10H Y HE-MPC-0266 Barquist-Holmberg House 29 24 23 NW-NW Minneapolis South HE-2012-11H Y HE-MPC-0266 Adams-Barquist House 177 Nicollet St 29 24 23 NWNW Minneapolis South HE-2012-10H Y HE-MPC-0267 Adams-Barquist House 29 24 23 NWNW Minneapolis South HE-2012-11H Y HE-MPC-0267 Mayall, John, House 93 Nicollet St. 29 24 23 NWNW Minneapolis South Y HE-MPC-0268 R.M.S. Pease House 101 West Island Ave 29 24 23 NW-NW Minneapolis South HE-2012-10H Y HE-MPC-0269 R.M.S. Pease House 29 24 23 NW-NW Minneapolis South HE-2012-11H Y HE-MPC-0269 Meader-Farnham House 103-105 West Island Ave 29 24 23 NW-NW Minneapolis South HE-2012-10H Y HE-MPC-0270 Meader-Farnham House 29 24 23 NW-NW Minneapolis South HE-2012-11H Y HE-MPC-0270 Griswold, Franklin, G. House (3rd) 107-109 W. Island Ave. 29 24 23 NWNW Minneapolis South Y HE-MPC-0271 Hennepin Minneapolis William D. Burnett Tenement 111-113 W. Island Ave. 29 24 23 NWNW Minneapolis South Y HE-MPC-0272 Weinard, Peter, House 115 W. Island Ave. 29 24 23 NWNW Minneapolis South Y HE-MPC-0273
William Bros Boiler & Manufacturing Co. Power St. 29 24 23 SENW Minneapolis South HE-2001-1H Y HE-MPC-0274 Island Sash & Door Factory 51-53 Merrium St. 29 24 23 SENW Minneapolis South HE-2001-1H Y HE-MPC-0275 Merriam St. crossing the east channel of the Broadway Bridge (Bridge No. 2722) Mississippi River 29 24 23 SE-NW Minneapolis South YY HE-MPC-0276 Townhouses 31 W. Island Ave. 29 24 23 NWNW Minneapolis South Y HE-MPC-0277 Townhouses 39 W. Island Ave. 29 24 23 NWNW Minneapolis South Y HE-MPC-0278 Townhouses 41 W. Island Ave. 29 24 23 NWNW Minneapolis South Y HE-MPC-0279 Townhouses 51 W. Island Ave. 29 24 23 NWNW Minneapolis South Y HE-MPC-0280 Riverwest Apartments 401 1st St. S. 29 24 23 NESW Minneapolis South Y HE-MPC-0281 St. Anthony Falls Lower Lock St. Anthony Falls 29 24 23 HE-2007-1H Y HE-MPC-0285 St. Anthony Falls Upper & Lower Control Stands 29 24 23 Y HE-MPC-0286
St. Anthony Falls Central Control Station 29 24 23 Y HE-MPC-0287 St. Anthony Falls Lower Dam 29 24 23 HE-2007-1H Y HE-MPC-0288 Between Hennepin Island and 10th Ave. S on Twin City Rapid Transit Co. Steam Plant Mississippi River 29 24 23 HE-2001-1H Y HE-MPC-0289 Minneapolis Western Railroad Trestle At the Twin City Rapid Transit Co. Steam Plant 29 24 23 Y HE-MPC-0290 building 830 Main St. SE 29 24 23 HE-MPC-0291 N. side of riverbank near Main St. SE and 6th Ave. Lucy Wilder Morris Park SE 29 24 23 Y HE-MPC-0294 Minnesota/ Island Mill (burned) E. side, lower Hennepin Island 29 24 23 HE-2001-1H Y HE-MPC-0295 End of Stone Arch Bridge at W. end of St. Anthony "V-shaped" Dam wall ruins Falls 29 24 23 Y HE-MPC-0296 Second Hennepin Island Paper Mill/ Waterworks (razed) West side, middle Hennepin Island 29 24 23 HE-2001-1H Y HE-MPC-0297 Hennepin Minneapolis Minnesota Brush Electric (razed) N. end of Upton School 29 24 23 HE-2001-1H Y HE-MPC-0298 Island Power Building (razed) E. side of Power St. on Nicollet Island 29 24 23 HE-2001-1H Y HE-MPC-0299 Island Power Building (razed) 29 24 23 SENW Minneapolis South HE-2001-1H Y HE-MPC-0299
10th Ave. S. Bridge/ Lower Bridge (razed) Main channel from 10th Ave. S. to 6th Ave. SE 29 24 23 HE-2001-1H Y HE-MPC-0300 Lower Dam (dam) Main channel from 10th Ave. S. to 8th Ave. SE 29 24 23 HE-MPC-0301
First E. Channel Dam E. channel, Central Ave. to Nicollet Island (razed) 29 24 23 HE-2001-1H Y HE-MPC-0302 Island Power Tower (razed) E. channel under 3rd Ave. bridge 29 24 23 HE-2001-1H Y HE-MPC-0303 First North Star Ironworks/ North Star Flour Mill (razed) 317-319 Main St. SE 29 24 23 NWSE Minneapolis South HE-2001-1H Y HE-MPC-0304 Andersch Brothers Complex/ Pillsbury Warehouse No. 5 (razed) 409-417 Main St. SE 29 24 23 NESE Minneapolis South HE-2001-1H Y HE-MPC-0305 Washington/ Summit Mill (razed) E. side lower Hennepin Island 29 24 23 HE-2001-1H Y HE-MPC-0306 Stock Food Co. of America/ Durkee Atwood Building No. 2 (razed) 40 Wilder St. 29 24 23 SENW Minneapolis South HE-2001-1H Y HE-MPC-0307 St. Anthony Falls Mississippi River, downtown Minneapolis 29 24 23 Y HE-MPC-0308 Nicollet Island 29 24 23 Y HE-MPC-0309 Hennepin Island 29 24 23 Y HE-MPC-0310 Main Post Office Parking Ramp corner of Hennepin Ave. S. and 1st St. S. 29 24 23 NWSW Minneapolis South Y HE-MPC-0319 Towers Apartments (River Towers) 15-19 1st St. S. 29 24 23 NWSW Minneapolis South YY HE-MPC-0320 commercial building 318 3rd St. S. 29 24 23 SWSW Minneapolis South Y HE-MPC-0332 Great Northern Implement Company 616 3rd St. S. 29 24 23 SESW Minneapolis South Y HE-MPC-0333 Strong-Northway Co. 413-417 3rd St. S. 29 24 23 SWSW Minneapolis South HE-MPC-0334 Chamber of Commerce Building (Grain Exchange) 400 4th St. S. 29 24 23 SWSW Minneapolis South Y HE-MPC-0342 Lumber Exchange Building 425 Hennepin Ave./ 10 5th St. S. 29 24 23 NWSW Minneapolis South Y HE-MPC-0343 Hennepin Minneapolis
Northwestern Bell Telephone Co. Building 224 5th St. S. 29 24 23 SWSW Minneapolis South Y HE-MPC-0346 Pillsbury Machine Shop 300 2nd Ave. SE 29 24 23 SWNE Minneapolis South Y HE-MPC-0402 Roman Alexander Sash & Door 195 Island Ave. E. 29 24 23 SENW Minneapolis South Y HE-MPC-0409 Nicollet School (razed) 137 Island Ave. E. 29 24 23 NWNW Minneapolis South Y HE-MPC-0411 Smith Fourplex (razed) 75 Island Ave. W. 29 24 23 NWNW Minneapolis South Y HE-MPC-0413 residence 27 Maple Pl. 29 24 23 NWNW Minneapolis South Y HE-MPC-0414
Minneapolis Cold Storage Warehouse (razed) 69-73 Nicollet St. 29 24 23 NWNW Minneapolis South Y HE-MPC-0415 William Bros Boiler Works Power St. 29 24 23 SENW Minneapolis South Y HE-MPC-0416 Mushroom Caves Nicollet Island 29 24 23 Y HE-MPC-0417
Wisconsin Central Railway Co. Depot (razed) 10 Hennepin Ave. S. 29 24 23 NWSW Minneapolis South Y HE-MPC-0433 Seymour Hotel (razed) 24 Hennepin Ave. S. 29 24 23 SWNW Minneapolis South Y HE-MPC-0434 warehouse (razed) 240 Park Ave. S. 29 24 23 SESW Minneapolis South HE-MPC-0463 Gerber Sheet Metal Shop (razed) 128 Portland Ave. S. 29 24 23 SESW Minneapolis South Y HE-MPC-0472 Nicollet Hotel (razed) 1xx Washington Ave. S. 29 24 23 Y HE-MPC-0478 100 Washington Square 100 Washington Ave. S. 29 24 23 NWSW Minneapolis South HE-2011-4H HE-MPC-0480 Federal Office Building 200 Washington Ave. S. 29 24 23 NWSW Minneapolis South HE-MPC-0481 United States Post Office 212 3rd Ave. S. 29 24 23 NWSW Minneapolis South XX-2016-4H Y HE-MPC-0484 Rivergate Apartments 115 2nd Ave. S. 29 24 23 NWSW Minneapolis South Y HE-MPC-0485 Northwestern Operations Center 255 2nd Ave. S. 29 24 23 SWSW Minneapolis South HE-MPC-0486 commercial building 3xx 2nd Ave. S. 29 24 23 HE-MPC-0487
On Leong Chinese Merchant's Association 318 3rd St. S. 29 24 23 SWSW Minneapolis South Y HE-MPC-0493 Hennepin Minneapolis
Chicago Milwaukee Saint Paul and Pacific Depot, Freight House, and Train Shed 201 3rd Ave. S. 29 24 23 NWSW Minneapolis South Y HE-MPC-0498 Flour Exchange 310 4th Ave. S. 29 24 23 SWSW Minneapolis South Y HE-MPC-0501 Minneapolis Boiler Works (razed) 121-129 5th Ave. S. 29 24 23 NESW Minneapolis South HE-2001-1H Y HE-MPC-0503 along the Mississippi River in Downtown Father Hennepin Bluffs Minneapolis 29 24 23 Y HE-MPC-0513 Andrew and Ole Loberg House 171 East Island Ave 29 24 23 NE-NW Minneapolis South HE-2012-11H Y HE-MPC-0577 Andrew and Ole Loberg House 29 24 23 NE-NW Minneapolis South HE-2012-10H Y HE-MPC-0577 Andrew and Ole Loberg House 175 East Island Ave 29 24 23 NE-NW Minneapolis South HE-2012-11H Y HE-MPC-0578 Andrew and Ole Loberg House 29 24 23 NE-NW Minneapolis South HE-2012-10H Y HE-MPC-0578 Surdyk's 303 HENNEPIN AVE E 29 24 23 NW-NE HE-MPC-0586 US Bank 333 HENNEPIN AVE E 29 24 23 NW-NE HE-MPC-0587 Commercial Building 420 HENNEPIN AVE E 29 24 23 NW-NE HE-MPC-0588 St. Anthony Locks and Dams Historic District 29 24 23 Minneapolis South HE-MPC-10000 Apartment Building 520 2nd Ave. SE 29 24 23 NE-NE Minneapolis South HE-MPC-10865 Soo Line Office Building 317 2nd Ave. S 29 24 23 SW-SW-SW HE-MPC-11716 W. Island Drive & Oberpriller Way (on St. Nicollet Grain Belt Beer Sign Island) 29 24 23 NE-SE-NW Minneapolis South Y HE-MPC-11893 Warehouse 616 2nd Ave. SE 29 24 23 NE-NE St. Paul West HE-MPC-12103 House 711 2nd Ave. SE 29 24 23 NE-NE Minneapolis South HE-MPC-12105 House 712 2nd Ave. SE 29 24 23 NE-NE St. Paul West HE-MPC-12106 House 715 2nd Ave. SE 29 24 23 NE-NE St. Paul West HE-MPC-12107 Duplex 716 2nd Ave. SE 29 24 23 NE-NE St. Paul West HE-MPC-12108 House 728 2nd Ave. SE 29 24 23 NE-NE St. Paul West HE-MPC-12109 Woodworking Shop 213 7th St. E 29 24 23 NE-NE St. Paul West HE-MPC-12123 Hennepin Minneapolis Apartment Building 320 7th St. E 29 24 23 NE-NE St. Paul West HE-MPC-12124 Apartment Building 323 7th St. E 29 24 23 NE-NE St. Paul West HE-MPC-12125 St. Anthony Village Apartments 407 7th St. E 29 24 23 NE-NE St. Paul West HE-MPC-12126 Commercial Building 122 8th St. SE 29 24 23 NE-NE St. Paul West HE-MPC-12132 House 214 8th St. SE 29 24 23 NE-NE St. Paul West HE-MPC-12133 Apartment Building 310 8th St. E 29 24 23 NE-NE St. Paul West HE-MPC-12134 House 318 8th St. E 29 24 23 NE-NE St. Paul West HE-MPC-12135 Apartment Building 319 8th St. E 29 24 23 NE-NE St. Paul West HE-MPC-12136 Apartment Building 330 8th St. E 29 24 23 NE-NE St. Paul West HE-MPC-12137 House 334 8th St. E 29 24 23 NE-NE St. Paul West HE-MPC-12138 House 338 8th St. E 29 24 23 NE-NE St. Paul West HE-MPC-12139 Warehouse 700 Hennepin Ave. E 29 24 23 NE-NE St. Paul West HE-MPC-12198 Filling Station/Restaurant 728 Hennepin Ave. E 29 24 23 NE-NE St. Paul West HE-MPC-12199 Restaurant 815 Hennepin Ave. E 29 24 23 NE-NE St. Paul West HE-MPC-12200 First ave. NE, to Central Ave. between Main St. and Hennepin-Central Commercial District Second St. 29 24 23 HE-MPC-12983 Hennepin Island Hydroelectric Plant/Hennepin Island Power Plant west side of Hennepin Island 29 24 23 HE-MPC-1522 Minnesota Iron Works 501-507 1st St S, 101-109 5th Ave S 29 24 23 HE-MPC-1527 Pillsbury "A" Mill - South "A" Mill, Cleaning House, and Warehouse No. 1 adjoins east wall of the original Pillsbury "A" Mill 29 24 23 HE-MPC-1543
Pillsbury "A" Mill - Tile Elevator Addition directly east of South "A" Mill 29 24 23 HE-MPC-1544 Pillsbury Hydroprocessing/Minildra Milling Company immediately east of the Pillsbury Tile Elevator 29 24 23 HE-MPC-1545 Second Avenue Suspension Bridge Spanned main channel at Hennepin Ave. 29 24 23 HE-MPC-1552 Hennepin Minneapolis
Washburn, Crosby and Company "A" Flour adjoining the east wall of the "A" Mill, south (at the Mill - East Engine House Addition rear) of the Wheel House Addition 29 24 23 HE-MPC-1559 Washburn, Crosby and Company "A" Flour northwest corner of the "A" Mill/701-709 South First Mill - Mill Office Addition Street 29 24 23 HE-MPC-1560
Washburn, Crosby and Company "A" Flour Mill - West Engine House Addition 701-709 South 1st St. 29 24 23 HE-MPC-1561 Washburn, Crosby and Company "A" Flour Mill/Second Washburn "A" Mill 29 24 23 HE-MPC-1563 West Side/Minneapolis Mill Company Power South Second Street to Missisppi River, from Fourth Canal, Gatehouse, and Taleraces Ave. to Eighth Ave. 29 24 23 HE-MPC-1565 commercial building 512 7th St. S 29 24 23 SW-NE-NE St. Paul West HE-MPC-1612 Commercial Building 409 Central Ave. SE 29 24 23 NW-NE HE-MPC-1636 Bridge No. 93916 Pedestrian bridge over Mississippi Spillway 29 24 23 Minneapolis South XX-2011-2H Y HE-MPC-17045 Commercial Building 509 1st Ave NE 29 24 23 NW-NE Minneapolis South HE-2012-10H HE-MPC-17122 Commercial Building 29 24 23 NW-NE Minneapolis South HE-2012-11H HE-MPC-17122 Commercial Building 515 1st Ave NE 29 24 23 NW-NE Minneapolis South HE-2012-10H HE-MPC-17123 Commercial Building 29 24 23 NW-NE Minneapolis South HE-2012-11H HE-MPC-17123 Commercial Building 555 1st Ave NE 29 24 23 NW-NE Minneapolis South HE-2012-10H HE-MPC-17124 Commercial Building 29 24 23 NW-NE Minneapolis South HE-2012-11H HE-MPC-17124 Commercial Building 501-503 1st Ave NE 29 24 23 NW-NE Minneapolis South HE-2012-10H HE-MPC-17125 Commercial Building 29 24 23 NW-NE Minneapolis South HE-2012-11H HE-MPC-17125 Superior 1st Ave NE 29 24 23 NW-NE Minneapolis South HE-2012-11H HE-MPC-17126 Superior 29 24 23 NW-NE Minneapolis South HE-2012-10H HE-MPC-17126 Commercial Building 1st Avenue NE 29 24 23 NE-NW HE-MPC-17127 House 213 3rd Ave NE 29 24 23 NE-NW Minneapolis North HE-2012-10H HE-MPC-17153 House 29 24 23 NE-NW Minneapolis North HE-2012-11H HE-MPC-17153 House & Garage 301 3rd Ave E 29 24 23 NE-NW Minneapolis North HE-2012-10H HE-MPC-17154 Hennepin Minneapolis House & Garage 301 3rd Ave E 29 24 23 NE-NW Minneapolis North HE-2012-11H HE-MPC-17154 Commercial Building 115 5th St NE 29 24 23 NW-NE Minneapolis North HE-2012-10H HE-MPC-17158 Commercial Building 29 24 23 NW-NE Minneapolis North HE-2012-11H HE-MPC-17158 Commercial Building 127 5th St NE 29 24 23 NW-NE Minneapolis North HE-2012-10H HE-MPC-17159 Commercial Building 29 24 23 NW-NE Minneapolis North HE-2012-11H HE-MPC-17159 Commercial Building 607 6th St NE 29 24 23 NW-NE Minneapolis North HE-2012-10H HE-MPC-17167 Commercial Building 29 24 23 NW-NE Minneapolis North HE-2012-11H HE-MPC-17167 Commercial Building 122 8th St SE 29 24 23 NE-NE St. Paul West HE-2012-10H HE-MPC-17238 Commercial Building 29 24 23 NE-NE St. Paul West HE-2012-11H HE-MPC-17238 Warehouse 8th St SE 29 24 23 NE-NE St. Paul West HE-2012-10H HE-MPC-17239 Warehouse 29 24 23 NE-NE St. Paul West HE-2012-11H HE-MPC-17239 Warehouse 29 24 23 NE-NE St. Paul West HE-2012-10H HE-MPC-17240 Warehouse 29 24 23 NE-NE St. Paul West HE-2012-11H HE-MPC-17240 Commercial Building 724 Central Ave NE 29 24 23 NE-NE Minneapolis South HE-2012-11H HE-MPC-17247 Commercial Building 29 24 23 NE-NE Minneapolis South HE-2012-10H HE-MPC-17247 Warehouse Building 726 Central Ave NE 29 24 23 NE-NE Minneapolis Siuth HE-2012-10H HE-MPC-17248 Warehouse Building 29 24 23 NE-NE Minneapolis Siuth HE-2012-11H HE-MPC-17248 Commercial Building 718-720 Central Ave NE 29 24 23 NE-NE Minneapolis South HE-2012-10H HE-MPC-17258 Commercial Building 29 24 23 NE-NE Minneapolis South HE-2012-11H HE-MPC-17258 Commercial Building Central Ave NE 29 24 23 NE-NE Minneapolis South HE-2012-10H HE-MPC-17260 Commercial Building 29 24 23 NE-NE Minneapolis South HE-2012-11H HE-MPC-17260 Commercial Building 29 24 23 NE-NE Minneapolis South HE-2012-10H HE-MPC-17261 Commercial Building 29 24 23 NE-NE Minneapolis South HE-2012-11H HE-MPC-17261 Hennepin Minneapolis Commercial/Residential Building 20 3rd Street SE 29 24 23 NW-NW HE-MPC-17269 House & Garage 304 University Ave NE 29 24 23 NE-NW Minneapolis South HE-2012-10H HE-MPC-17414 House & Garage 29 24 23 NE-NW Minneapolis South HE-2012-11H HE-MPC-17414 The LeBlanc House 306 University Ave NE 29 24 23 NE-NW Minneapolis South HE-2012-10H HE-MPC-17415 The LeBlanc House 29 24 23 NE-NW Minneapolis South HE-2012-11H HE-MPC-17415 Mississippi Father of Waters Statue 350 5th St. S 29 24 23 SW-SW Minneapolis South HE-MPC-18003 The Frederick 429 2nd Ave. SE 29 24 23 NW-NE Minneapolis South HE-MPC-18061 Apartment Building 520 2nd Ave. SE 29 24 23 NE-NE Minneapolis South HE-MPC-18065 Apartment Building and Garage 417 2nd Ave. SE 29 24 23 NW-NE Minneapolis South HE-MPC-18075 House 415 2nd Ave. SE 29 24 23 SW-NE Minneapolis South HE-MPC-18077 House and Garage 409 2nd Ave. SE 29 24 23 SW-NE Minneapolis South HE-MPC-18078 Legends Bar 301 Harrison St NE 29 24 23 NE-NE St. Paul West HE-MPC-19302 Broadway Bridge (moved) Broadway Ave. over Mississippi River 29 24 23 SE-SE-NW Minneapolis South YY HE-MPC-2009 Third Northwestern Bank 4xx Hennepin Ave. E. 29 24 23 SE-NW-NE Minneapolis South HE-MPC-2050 garage 14-18 University Ave. NE 29 24 23 S-N-N Minneapolis South Y HE-MPC-2136
Minneapolis Fire Department Repair Shop 24-28 University Ave NE 29 24 23 SE-NE-NW Minneapolis South HE-2012-10H Y HE-MPC-2137
Minneapolis Fire Department Repair Shop 29 24 23 SE-NE-NW Minneapolis South HE-2012-11H Y HE-MPC-2137 LeBlanc House 302 University Ave. NE 29 24 23 NE-NW Minneapolis South XX-2012-11H HE-MPC-2138 LeBlanc House 29 24 23 NE-NW Minneapolis South XX-2012-10H HE-MPC-2138 Gopher Upholstering Company 130 2nd St. NE 29 24 23 SE-NE-NW Minneapolis South Y HE-MPC-2202 Melrose Falts 13-21 5th St. NE 29 24 23 E-NW-NE Minneapolis South HE-MPC-2228 Economy Service Station 100 5th St NE 29 24 23 N-NW-NE Minneapolis South HE-2012-10H HE-MPC-2229 Economy Service Station 29 24 23 N-NW-NE Minneapolis South HE-2012-11H HE-MPC-2229 Hennepin Minneapolis Automobile Garage 127 1st Ave. NE 29 24 23 SE-NE-NW Minneapolis South HE-MPC-2241 St. Anthony Commercial Club 200 Central Ave. SE 29 24 23 C-SW-NE Minneapolis South HE-2016-11H Y HE-MPC-3016 Minneapolis Brewing Company Tavern 112 Hennepin Ave. E. 29 24 23 NE-SE-NW Minneapolis South Y HE-MPC-3035 Harness Shop 116 Hennepin Ave. E 29 24 23 NE-SE-NW Minneapolis South Y HE-MPC-3036 Andrews Building 208 Hennepin Ave. E. 29 24 23 NW-SW-NE Minneapolis South Y HE-MPC-3037 Commercial Building, Lafferty Building 210 Hennepin Ave. E. 29 24 23 NW-SW-NE Minneapolis South Y HE-MPC-3038 Rainville Funeral Home 222 Hennepin Ave. E. 29 24 23 NW-SW-NE Minneapolis South Y HE-MPC-3039 Lane Block 226 Hennepin Ave. E. 29 24 23 NW-SW-NE Minneapolis South Y HE-MPC-3040 commerical building 228 Hennepin Ave. E. 29 24 23 NW-SW-NE Minneapolis South Y HE-MPC-3041 Nicollet Lodge No. 16 of the AOUW 308-310 Hennepin Ave. E. 29 24 23 SW-NW-NE Minneapolis South HE-MPC-3042 bank 3xx Hennepin Ave. E 29 24 23 SW-NW-NE Minneapolis South HE-MPC-3043 Simpson Duplex 504 University Ave. SE 29 24 23 NE-NE-SE St. Paul West Y HE-MPC-3082 Belmont Apartments 506-508 University Ave. SE 29 24 23 NE-NE-SE St. Paul West Y HE-MPC-3083 Santiago Apartments 516 University Ave. SE 29 24 23 NE-NE-SE St. Paul West Y HE-MPC-3084 Salvage Corporation, Station No. 2 528-530 University Ave. SE 29 24 23 NE-NE-SE St. Paul West Y HE-MPC-3085 apartments xxx 2nd Ave. SE 29 24 23 NW-SE-NE Minneapolis South HE-MPC-3114 apartments xxx 3rd Ave. SE 29 24 23 NW-SE-NE St. Paul West HE-MPC-3115 house 522 3rd Ave. SE 29 24 23 SE-NE-NE St. Paul West HE-MPC-3116 Holy Trinity Episcopal Church 308-316 4th Ave. SE 29 24 23 C-SE-NE St. Paul West HE-MPC-3118 Shepard Manufacturing Company 129 6th Ave. SE 29 24 23 N-NE-SE St. Paul West Y HE-MPC-3121 Como Congregational Church 1039 14th Ave. SE 29 24 23 SE-NW-NE St. Paul West HE-MPC-3145 Pillsbury Industrial Equipment 300 2nd St. SE 29 24 23 NE-NW-SE Minneapolis South Y HE-MPC-3206 Tuttle-Chapman Carriage House 507 2nd St. SE 29 24 23 NE-NE-SE St. Paul West Y HE-MPC-3207 Hennepin Minneapolis
Union Railway Storage Company Warehouse 520 2nd St. SE 29 24 23 NE-NE-SE St. Paul West HE-2012-3H Y HE-MPC-3208 Herzog Manufacturing Company 600-800 2nd St. SE 29 24 23 E-NE-SE St. Paul West HE-MPC-3210 Cataract Lodge Building 101 4th St. SE 29 24 23 NE-SW-NE Minneapolis South HE-2011-4H HE-MPC-3211 house xxxx 4th St. SE 29 24 23 SE-SE-NE St. Paul West HE-MPC-3212 house 510 4th St. SE 29 24 23 SE-SE-NE St. Paul West HE-MPC-3213 house 323 5th St. SE 29 24 23 NE-SE-NE St. Paul West Y HE-MPC-3220 John W. North House 2xx 4th St. SE 29 24 23 NE-SW-NE Minneapolis South HE-MPC-3221 house 403 5th St. SE 29 24 23 NE-SE-NE St. Paul West Y HE-MPC-3222 commercial building 201 6th St. SE 29 24 23 SW-NE-NE Minneapolis South HE-MPC-3244 Minneapolis Fire Station No. 11 229 6th St. SE 29 24 23 SE-NE-NE St. Paul West HE-MPC-3245 house 316 6th St. SE 29 24 23 SE-NE-NE St. Paul West HE-2011-4H HE-MPC-3246 Wheaton Reynolds & Company Building 519 Central Ave. NE 29 24 23 NW-NE Minneapolis South HE-2004-1H HE-MPC-3809 Gluek Brewing Company Building 505 Hennepin Ave. E 29 24 23 NW-NE Minneapolis South HE-2004-1H HE-MPC-3810 St. Anthony Lodge 401 Hennepin Ave. E 29 24 23 NW-NE Minneapolis South HE-2004-1H HE-MPC-3811 Zalner Block 407-413 Hennepin Ave. E 29 24 23 NW-NE Minneapolis South HE-2004-1H HE-MPC-3812 Merriman-Barrows Company Building (Northwestern Furniture Mart) 615 1st Ave NE 29 24 23 NW-NE Minneapolis South HE-2004-1H Y HE-MPC-3813 Merriman-Barrows Company Building (Northwestern Furniture Mart) 29 24 23 NW-NE HE-2004-1H Y HE-MPC-3813 Baker-Leber House 95 West Island Ave 29 24 23 NW-NW HE-2012-11H Y HE-MPC-5065 Baker-Leber House 29 24 23 NW-NW Minneapolis South HE-2012-10H Y HE-MPC-5065 Baker-Leber House 29 24 23 NW-NW HE-2012-10H Y HE-MPC-5065 Baker-Leber House 29 24 23 NW-NW Minneapolis South HE-2012-11H Y HE-MPC-5065 Washburn-Crosby Company Train Shed 7xx 1st St. S. 29 24 23 Y HE-MPC-5066 Hennepin Minneapolis commercial building 125 Main St. SE 29 24 23 SWNE Minneapolis South Y HE-MPC-5067 Washburn Crosby Co. Wheel House 711-719 1st St. S. 29 24 23 SWSE Minneapolis South Y HE-MPC-5068 Washburn Crosby Co. Feed Elevator 715 1st St. S. 29 24 23 SWSE Minneapolis South Y HE-MPC-5069 Washburn Crosby Co. Elevator No. 1 721-729 1st St. S. 29 24 23 SWSE Minneapolis South Y HE-MPC-5070 Washburn A Mill Complex 708 2nd St. S. 29 24 23 SESW Minneapolis South Y HE-MPC-5071 store building 201-205 Hennepin Ave. E. 29 24 23 SENW Minneapolis South Y HE-MPC-5072 store building 207-215 Hennepin Ave. E. 29 24 23 SENW Minneapolis South Y HE-MPC-5073 Thomas J. Tuttle Residence 204 5th Ave. SE 29 24 23 NESE Saint Paul West Y HE-MPC-5074 Government Shafthouse (razed) E. side of upper Hennepin Island 29 24 23 Y HE-MPC-5075 Bridge 94247 (Bassett Creek Tunnel) West River Parkway over Bassett Creek 29 24 23 NW-NE Minneapolis South Y HE-MPC-5152 Great Northern Railway and Minneapolis and St. Louis Railroad yards: “The Cut” 401 Washington Avenue 29 24 23 HE-MPC-5205
City of Minneapolis Public Service Center 250 4th St. S 29 24 23 HE-2011-4H HE-MPC-5277 Bridge No. L8900 MUN 605; 1st St S Over C&NW RR 29 24 23 HE-MPC-5322 Bridge No. L8924 MUN 868; Nicollet St / BN Inc 29 24 23 HE-MPC-5323 Bridge No. L5902 MUN 790 ; Portland Ave / Old Canal 29 24 23 HE-MPC-5338
Milwaukee Road Depot and Freight House 300 Washington Ave. S 29 24 23 HE-MPC-5607 Minneapolis Union/Great Northern Railway Segment 29 24 23 HE-2008-1H Y HE-MPC-5958 BNSF Railway Bridge over West Channel N/A crossing the West Channel of the Mississippi Mississippi River at Nicollet Island River 29 24 23 SW-NW Minneapolis South HE-2012-10H YY HE-MPC-5961 BNSF Railway Bridge over West Channel Mississippi River at Nicollet Island 29 24 23 SW-NW Minneapolis South HE-2012-11H YY HE-MPC-5961 Hennepin Minneapolis
BNSF Railway Bridge over West Channel N/A crossing the West Channel of the Mississippi Mississippi River at Nicollet Island River 29 24 23 SW-NW Minneapolis South HE-2009-1H YY HE-MPC-5961 East Side Station (Minneapolis Street Railway Company) 29 24 23 NW-NW-NE HE-MPC-7075 East Side Station (Minneapolis Street Railway Company) 29 24 23 SW-NW-NE HE-MPC-7075 Hennepin & Central Commercial Historic District 29 24 23 SE-NW HE-MPC-7076 Hennepin & Central Commercial Historic District 29 24 23 NW-NE HE-MPC-7076 Hennepin & Central Commercial Historic District 29 24 23 NE-NW HE-MPC-7076 Hennepin & Central Commercial Historic District 29 24 23 SW-NE HE-MPC-7076 Hennepin & Central Commercial Historic District 29 24 23 NE-NE HE-MPC-7076 House 327 5th Street SE 29 24 23 St. Paul West HE-MPC-7661 Western Union Bank Building (William E. McGee Office Building) 315-321 2nd Ave S 29 24 23 SE-SE-SE Minneapolis South XX-2016-3H HE-MPC-7865 Trail over Mississippi River Channel between Bridge 93835 Nicollet Island and Boom Island 29 24 23 NW-NW Minneapolis South Y HE-MPC-8372 Building 11 - VA Medical Center One Veterans Drive 29 24 23 NE-SW-SW Minneapolis South HE-2004-6H HE-MPC-8651 Building 11 - VA Medical Center 29 24 23 NE-SW-SW Minneapolis South HE-2004-7H HE-MPC-8651 Building 12 - VA Medical Center 29 24 23 NE-SW-SW Minneapolis South HE-2004-6H HE-MPC-8652 Building 12 - VA Medical Center 29 24 23 NE-SW-SW Minneapolis South HE-2004-7H HE-MPC-8652 Building 13 - VA Medical Center 29 24 23 NW-SE-SW Minneapolis South HE-2004-7H HE-MPC-8653 Building 13 - VA Medical Center 29 24 23 NW-SE-SW Minneapolis South HE-2004-6H HE-MPC-8653 Building 14 - VA Medical Center 29 24 23 NW-SE-SW Minneapolis South HE-2004-6H HE-MPC-8654 Building 14 - VA Medical Center 29 24 23 NW-SE-SW Minneapolis South HE-2004-7H HE-MPC-8654 Hennepin Minneapolis
Security/Midland Bank 401 2nd Ave. S 29 24 23 SW-SW-SW Minneapolis South XX-2016-4H HE-MPC-8907 Commercial Building 505 1st Ave NE 29 24 23 NW-NE HE-2012-11H HE-MPC-9015 Commercial Building 29 24 23 NW-NE Minneapolis South HE-2012-10H HE-MPC-9015 Commercial Building 29 24 23 NW-NE HE-2012-10H HE-MPC-9015 Commercial Building 29 24 23 NW-NE Minneapolis South HE-2012-11H HE-MPC-9015 Henry Thompson Building 617 Central Ave NE 29 24 23 NW-NE HE-2012-11H HE-MPC-9017 Henry Thompson Building 29 24 23 NW-NE HE-2004-1H HE-MPC-9017 Henry Thompson Building 29 24 23 NW-NE HE-2012-10H HE-MPC-9017 Henry Thompson Building 29 24 23 NW-NE Minneapolis South HE-2012-11H HE-MPC-9017 Henry Thompson Building 29 24 23 NW-NE Minneapolis South HE-2012-10H HE-MPC-9017 Henry Thompson Building 29 24 23 NW-NE Minneapolis South HE-2004-1H HE-MPC-9017 Upper St. Anthony Lock And Dam - Control Building 29 24 23 Minneapolis South HE-2007-1H Y HE-MPC-9691 Upper St. Anthony Lock And Dam - Jetty 29 24 23 Minneapolis South HE-2007-0396 HE-MPC-9693 Upper St. Anthony Lock And Dam - Dolphins 29 24 23 Minneapolis South HE-2007-1H HE-MPC-9694 Upper St. Anthony Lock And Dam - Shear Gate 29 24 23 Minneapolis South HE-2007-1H HE-MPC-9695
Case Threshing Machine Company Building 233 Park Ave. 29 24 23 Minneapolis South HE-2011-4H HE-MPC-9842 McKnight Building 200-224 5th St. S. (425 2nd Ave. S) 29 24 23 SW-SW-SW Minneapolis South XX-2016-4H Y HE-MPC-9844 McKnight Building 29 24 23 SW-SW-SW Minneapolis South HE-2011-4H Y HE-MPC-9844 commercial building 601 University Ave. SE 29 24 23 St. Paul West HE-2011-4H HE-MPC-9886 Crown Roller Mill Boiler House & Engine Room 100 Portland Ave. S. 29 24 23 SESW Minneapolis South Y HE-MPC-9973 Brown-Ryan Livery Stable Main St. SE (moved from 20 2nd St. NE) 29 24 23 SENW Minneapolis South Y HE-MPC-9981 K. Simpson Residence 208 5th Ave. SE 29 24 23 NESE Saint Paul West Y HE-MPC-9982 Hennepin Minneapolis Chapman Barn/ Simpson Residence 210 5th Ave. SE 29 24 23 NESE Saint Paul West Y HE-MPC-9983 G. Simpson Residence 216 5th Ave. SE 29 24 23 NESE Saint Paul West Y HE-MPC-9984 Union Railway Storage Co. 110 5th Ave. SE 29 24 23 NESE Saint Paul West Y HE-MPC-9985 Pillsbury "Manilda" Milling Building 401 Main St. SE 29 24 23 NWSE Minneapolis South Y HE-MPC-9986 Pillsbury Storehouse 309 2nd St. SE 29 24 23 SWNE Minneapolis South Y HE-MPC-9987 Pillsbury Bran House 116-118 3rd Ave. SE 29 24 23 NWSE Minneapolis South Y HE-MPC-9988 Pillsbury Concrete Elevators 2nd St. SE & 3rd Ave. SE 29 24 23 SWNE Minneapolis South Y HE-MPC-9989 Morrison Block 123 Main St. SE 29 24 23 SWNE Minneapolis South Y HE-MPC-9990 St. Anthony Main 201 Main St. SE 29 24 23 SWNE Minneapolis South Y HE-MPC-9992 Pillsbury Industrial Equipment Building 300 3rd Ave. SE 29 24 23 SENE Minneapolis South HE-MPC-9993 Pillsbury "A" Mill 301 Main St. SE 29 24 23 NWSE Minneapolis South Y HE-MPC-9995 Multiple Multiple
St. Paul and Pacific Railroad Corridor 29 24 23 SW-NW Minneapolis South XX-2012-11H Y XX-RRD-001 St. Paul and Pacific Railroad Corridor 29 24 23 SW-NW Minneapolis South XX-2012-10H Y XX-RRD-001 St. Paul and Pacific Railroad Corridor 29 24 23 XX-2012-11H Y XX-RRD-001 St. Paul and Pacific Railroad Corridor 29 24 23 XX-2012-10H Y XX-RRD-001 St. Paul & Northern Pacific /NP/BN between St. Anthony and Sauk Rapids 29 24 23 SW-NW Minneapolis South XX-2012-11H Y XX-RRD-003 St. Paul & Northern Pacific /NP/BN 29 24 23 SW-NW Minneapolis South XX-2012-10H Y XX-RRD-003 St. Paul & Northern Pacific /NP/BN 29 24 23 SW-NW Minneapolis South XX-2011-3H Y XX-RRD-003 GN & NP Railway - Minneapolis Jct to Sauk Rapids Railroad Corridor Overlay Historic District 29 24 23 SW-NW Minneapolis South XX-2012-11H Y XX-RRD-011 Multiple Multiple GN & NP Railway - Minneapolis Jct to Sauk Rapids Railroad Corridor Overlay Historic District 29 24 23 SW-NW Minneapolis South XX-2012-10H Y XX-RRD-011 COUNTY SITENUM SITENAME TOW RAN SECXQUARTERS ACR WORKDESCRIPT TRADITCONTEXReportNum NatrCEFDOE Hennepin
21HE0115 Pacific Sawmill 29 24 23 NW-SW-SW-NW 0 3 SR HE-84-04 Yes Yes Pacific Sawmill 29 24 23 NW-SW-SW-NW 0 3 SR HE-84-05 Yes Yes Pacific Sawmill 29 24 23 NW-SW-SW-NW 0 3 SR HE-87-03 Yes Yes Pacific Sawmill 29 24 23 NW-SW-SW-NW 0 3 SR HE-95-08 Yes Yes Pacific Sawmill 29 24 23 NW-SW-SW-NW 0 3 SR HE-03-04 Yes Yes 21HE0116 Hennepin Avenue Bridge 29 24 23 SE-SW-NW 0 3 SR HE-03-04 Yes Hennepin Avenue Bridge 29 24 23 SE-SW-NW 0 3 SR HE-84-04 Yes Hennepin Avenue Bridge 29 24 23 SE-SW-NW 0 3 SR HE-84-05 Yes Hennepin Avenue Bridge 29 24 23 SE-SW-NW 0 3 SR HE-85-07 Yes 21HE0117 Gateway Residential Area 29 24 23 C-NE-NW-SW 0 3 AS W-1 HE-84-04 Yes Gateway Residential Area 29 24 23 C-NE-NW-SW 0 3 AS W-1 HE-84-05 Yes Gateway Residential Area 29 24 23 C-NE-NW-SW 0 3 AS W-1 HE-03-04 Yes Gateway Residential Area 29 24 23 C-NE-NW-SW 0 3 AS W-1 HE-87-03 Yes 21HE0118 Old City Waterworks 29 24 23 SW-SE-NE-SW 0 3 SR HE-03-04 Yes Old City Waterworks 29 24 23 SW-SE-NE-SW 0 3 SR HE-84-04 Yes Old City Waterworks 29 24 23 SW-SE-NE-SW 0 3 SR HE-86-03 Yes Old City Waterworks 29 24 23 SW-SE-NE-SW 0 3 SR HE-86-06 Yes Old City Waterworks 29 24 23 SW-SE-NE-SW 0 3 SR HE-87-03 Yes 21HE0119 1st Street Canal Gates 29 24 23 C-SE-NE-SW 0 3 SR HE-03-04 Yes 1st Street Canal Gates 29 24 23 C-SE-NE-SW 0 3 SR HE-84-04 Yes 1st Street Canal Gates 29 24 23 C-SE-NE-SW 0 3 SR HE-87-03 Yes 21HE0127 King Midas 29 24 23 NE-NE-SE-SW 1 3 SR, HD HE-90-06 Yes King Midas 29 24 23 NE-NE-SE-SW 1 3 SR, HD HE-03-04 Yes Hennepin
21HE0196 Bridgehead Area B 29 24 23 SW-SW-SW-NW 1 1 SR, AS HE-03-04 Yes Bridgehead Area B 29 24 23 SW-SW-SW-NW 1 1 SR, AS HE-95-08 Yes 21HE0266 Federal Courthouse 29 24 23 SW-SW 0.5 3 SR, AS Ur-1 HE-03-04 21HE0272 Pettit Flour Mill 29 24 23 SW-NW-SW-SE 0.2 2 SR UC-1 HE-03-04 21HE0273 Zenith Flour Mill 29 24 23 SW-NW-SW-SE 0.2 2 SR UC-1 HE-03-04 21HE0274 Alaska Flour Mill 29 24 23 NW-NE-SE-SW 0.2 2 SR UC-1 HE-03-04 E-SW, SW-NW-SW- 21HE0275 Minneapois Company Waterpower Canal 29 24 23 SE 2 2 SR UC-1 HE-03-04 21HE0276 Minneapolis Gas Light Company 29 24 23 SE-SE-SE 4.1 1 AS,SR Ur-1 21HE0279 Blocks 97, 107 29 24 23 SW-SE-SE 2.5 1 SR UC-1 HE-03-04 21HE0283 Palisade Mill 29 24 23 SE-NW-SE-SE 0.3 2 SR RA,Ur HE-03-04 21HE0332 Minneapolis/St. Louis Depot 29 24 23 SE-SW-SE 1 1 SR UC-1 HE-03-04 Minneapolis Transfer Roundhouse/Locomotive 21HE0333 House 29 24 23 SW-SE-SE 1 1 SR UC-1 HE-03-04 RA-1,UC- 21HE0345 Minneapolis Mill Company Tail Race Canals 29 24 23 NE-SE-SW 0.5 2 AS,SR,STR 1 RA-1,UC- Minneapolis Mill Company Tail Race Canals 29 24 23 NW-SW-SE 0.5 2 AS,SR,STR 1 EA-1,RA- 21HE0363 Bassett's Second Sawmill 29 24 23 NE-SW 0.2 2 SR 1,UC-1 21HE0364 Columbia Flour Mill 29 24 23 NE-SW 0.2 2 SR 21HE0365 Occidental Feed Mill 29 24 23 NE-SW 0.1 2 SR RA-1 Minneapolis Eastern Railway Company RA-1,UC- 21HE0366 Features 29 24 23 NE-SW 0.2 2 SR 1 EA-1, Ur- 21HE0367 Cataract Mill Complex 29 24 23 NE-SE-SW 0.4 4 AS,SR 1 EA-1,RA- 21HE0369 King Midas Flour Mill 29 24 23 NE-SE-SW 0.5 1,2,3 SR,AS 1 21HE0370 Phoenix Mill 29 24 23 NE-NW-SE 0.1 3 SR,AS EA 21HE0373 23-25 and 29 Grove Street 29 24 23 NE-SW-NW 1 1 AS,SR EA-1,Ur-1 Hennepin
21HE0373 23-25 and 29 Grove Street 29 24 23 NW-SE-NW 1 1 AS,SR EA-1,Ur-1 21HEao Minnesota Central Railroad Yard 29 24 23 SE-SW 10 1 SR UC-1 HE-03-04 Yes Appendix D Historical Technical Report Corner of Washington and Portland Avenues, looking southwest
PORTLAND AVENUE AND WASHINGTON AVENUE: A TECHNICAL REPORT
PREPARED BY KRISTEN KOEHLINGER AND CHARLENE ROISE, HISTORIANS, AND KATHRYN GOETZ, RESEARCHER HESS, ROISE AND COMPANY 100 NORTH FIRST STREET MINNEAPOLIS, MINNESOTA 55401
OCTOBER 2018 Table of Contents
Introduction ...... 2 Proposed Work Scope ...... 2 Historic Resources in the APE ...... 3 West Side History ...... 5 Previously Listed Properties ...... 6 Standard Mill (HE-MPC-0172) ...... 6 North Star Woolen Mill (HE-MPC-0175) ...... 8 Great Northern Implement Company (HE-MPC-0333) ...... 11 Advance Thresher/Emerson-Newton Implement Company (HE-MPC-0335) ...... 12 North Chamber of Commerce Building (Grain Exchange) (HE-MPC-0342) ...... 13 United States Post Office (HE-MPC-0481, HE-MPC-0484) ...... 15 Milwaukee Road Depot and Freight House (HE-MPC-0498 and HE-MPC-5607) ...... 17 Previously Inventoried Property ...... 20 J. I. Case Threshing Machine Company Building (HE-MPC-9842) ...... 20 Properties Not Previously Inventoried ...... 27 Minneapolis Fire Station 1, 530 South Third Street ...... 27 Skellet Company Warehouse (People Serving People), 614 Third Street South ...... 28 Commercial Building, 501-511 Washington Avenue South ...... 30 Eagle Bolt Bar, 513-517 Washington Avenue South ...... 31 Lindsay Brothers Warehouse, 607 Washington Avenue South ...... 32 Impacts on Historic Resources...... 34 Conclusion ...... 34 Sources Consulted ...... 35
Portland and Washington: A Technical Report – Table of Contents INTRODUCTION
The city block bounded by Washington Avenue South to the north, Portland Avenue to the east, South Third Street to the south, and Fifth Avenue South to the west is the location of the proposed project. Currently, a surface parking lot covers a majority of the block, except at the northwest and southeast corners. A collection of commercial buildings from the turn of the twentieth century are at the northwest corner, and at the southeast corner is Minneapolis Fire Station 1. Sherman Associates has proposed constructing a multi-story, mixed-use building on the site, which has triggered the need to prepare an Environmental Assessment Worksheet (EAW).
This technical report serves as a supplement to EAW question fourteen. Sherman Associates retained Hess, Roise and Company to prepare this document in August 2018. Hess Roise principal Charlene Roise contributed to the following report. Kristen Koehlinger, staff historian, conducted fieldwork, reviewed earlier studies of the area, and drafted most of the report. Since most properties in the Area of Potential Effects (APE) have been the subject of previous studies, the following findings were drawn primarily from of review of these reports. Additional research was conducted by Kathryn Goetz, staff researcher, using Hess Roise’s in-house files and materials from the Hennepin County Central Library Special Collections, City of Minneapolis, and Minnesota Historic Society.
PROPOSED WORK SCOPE
The proposed project consists of four elements: a twenty-two-story market rate residential building, a six-story affordable residential building, a parking garage, and a new fire station. The project also includes 6,000 square-feet of retail space along Washington Avenue. The parking garage is proposed for the center of the block and is lined with the new fire station on Fifth Avenue and the affordable housing on Third Street and Portland Avenue. The market rate tower will be at the corner of Washington and Portland Avenues.
The materials on the facades of the buildings distinguish one use from the other. The market-rate tower will be constructed of concrete, clad with metal panels, and have large windows in the units. The affordable housing uses cast stone at its base and brick on the upper floors. Composite metal panels will also be used at the first and sixth levels. Although the fire station is incorporated into the larger structure, it will be set apart by the use of red in its color palette and the set-back of the affordable housing building above it.
Portland and Washington: A Technical Report – Page 2 HISTORIC RESOURCES IN THE APE
The following list identifies properties in the APE that have a construction date of 1973 or older per the Hennepin County Property database (see APE map in the EAW report). This date was chosen because properties must be fifty years or older to qualify for the National Register unless they are exceptionally important. Selecting 1973 as a cut-off date provides a five-year buffer. For previously listed and inventoried properties, fieldwork and research were conducted to consider whether the findings remain valid. The table below lists the historic properties in the APE and their current National Register and Local Designation Status. “SAFHD” refers to contributing properties in the Saint Anthony Falls Historic District.1
Property Name Address Inventory Number National Minneapolis HPC Register Status Status Standard Mill 150 Portland HE-MPC-0172 Designated Designated Avenue SAFHD SAFHD North Star Woolen Mill 117 Portland HE-MPC-0175 Designated Designated Avenue SAFHD SAFHD Great Northern 250 Park HE-MPC-0333 Designated Designated Implement Company Avenue Advance 700 South HE-MPC-0335 Designated Designated Thresher/Emerson- Third Street Newton Implement Company Chamber of Commerce 301 Fourth HE-MPC-0342 Designated 400-412 Fourth Building (Grain Avenue South (part of the Street South is Exchange) Grain designated by not Exchange 301 Fourth complex) Avenue South United States Post Office 212 Third HE-MPC-0481 Designated (Federal Office Building) Avenue South HE-MPC-0484 Chicago, Milwaukee, 300 HE-MPC-0498 Designated Designated Saint Paul and Pacific Washington HE-MPC-5607 Railroad Company: Avenue South Station, Train Shed, and Freight House (Milwaukee Road Depot and Freight House) J. I. Case Threshing 233 Park HE-MPC-9842 Machine Company Avenue Building Minneapolis Fire Station 530 South 1 Third Street Skellet Company 614 South Warehouse (People Third Street Serving People)
1 Hennepin County Property Information website, http://gis.hennepin.us/property/map/default.aspx.
Portland and Washington: A Technical Report – Page 3 Property Name Address Inventory Number National Minneapolis HPC Register Status Status Commercial Building 501-511 Washington Avenue South Eagle Bolt Bar 513-517 Washington Avenue South Lindsay Brothers 607 Warehouse Washington Avenue South
The location of the proposed development has held a variety of commercial, industrial, and residential uses over time. Because of the disruption that has occurred as a result, the potential for significant prehistoric or historic archaeological sites appears negligible.
Portland and Washington: A Technical Report – Page 4 West Side History
The history of Minneapolis begins with Saint Anthony Falls. Its waterpower potential drew industries, such as flour mills, to the river’s banks. With the construction of the Stone Arch Bridge (1883) and other railroad trestles in the 1880s, access to the area was greatly enhanced, and by 1889, Minneapolis became the country’s leading center of flour milling. 2
Grain for the mills came from recently created farms as settlers transformed prairies into fields. Farmers needed threshing machines and other implements, stimulating the growth of equipment manufacturers and distributors. These companies constructed warehouses and manufacturing facilities in close proximity to railroads, which transported raw materials and finished products. The Grain Exchange was established in close proximity to the mills, railroad lines, and businesses that relied on fair grain prices.
As the number of mills and other businesses increased, so did the population of Minneapolis. A historical assessment of the developing riverfront and adjacent areas explained: “When Minneapolis was established in the mid-nineteenth century, development was concentrated at Bridge Square, located between Hennepin, Nicollet, and Washington Avenues.” With the expansion of public transportation, upper- and middle-class residents moved out of downtown, but the “working class often remained, . . . seeking affordable housing close to their jobs so they only had to travel a short distance to work. Amenities varied. Boarding houses included meals while rooming houses did not, and flophouses provided only a bunk or a place to sleep on the floor.”3
The assessment continued: “Saloons were almost as common as boarding houses. . . . Here, the local laborers and businessmen could discuss the issues of the day. Many saloons were on Washington Avenue South, which became the city’s Broadway and bowery. Along with bars, the street was lined with grocery stores, shops, theaters, pool halls, and lodgings of various quality. The densely developed neighborhood ‘jumbled together houses, shops, apartments, businesses, warehouses, families, factories, managers, misfits, laborers, servants, prostitutes, and animals,’ according to historian Annette Atkins.”4
The increase in Minneapolis’s population brought a need for public services. The dust in the flour mills was highly flammable as seen with the destruction of the Washburn “A” Mill in 1878. A fully staffed fire station was constructed within two blocks of the mills to increase response times. The federal government built a post office in the area because of the low cost of land and proximity to rail lines.
2 Martha H. Frey, “North Star Woolen Mill,” Historic American Engineering Record No. MN-93, 1998, 2-4. 3 Rachel Peterson and Charlene Roise, “1207 Washington Avenue South, Minneapolis: An Assessment of Significance,” prepared by Hess, Roise and Company, 2015, 7. 4 Peterson and Roise, “1207 Washington Avenue,” 2015, 7.
Portland and Washington: A Technical Report – Page 5 Previously Listed Properties
Standard Mill (HE-MPC-0172)
The Standard Mill at 150 Portland Avenue is in the northwest corner of the Portland Avenue and South Second Street intersection. The five-story historic mill building is towards the north, behind the two-story lobby and the elevator tower that were constructed in the 1980s as part of the mill’s remodeling into a hotel. The historic building is rectangular in shape with its narrow sides parallel to Portland, and is constructed with cream-colored brick. The Portland facade is divided into three bays, with brick pilasters at the corners and between the bays. A corbelled brick Figure 1: Standard Mill, southeast corner, band divides the fourth and fifth stories in the looking northwest. outer bays, and a corbelled cornice runs the width of the building above the fifth floor, which was added in 1881. At the roof level, a monitor runs the length of the building over the center bay.
The north facade, facing the Mississippi River, is divided into fourteen bays. The brick band between the fourth and fifth floors continues along the length of the facade, but stops abruptly at the westernmost bay. The cornice at the fifth floor continues along this facade, including the last bay. The brick in this bay and on the western end of the building is different than the brick on the rest of the structure. It does match the brick of the monitor, meaning that the bay was probably added in the 1980s at the same time that a wood monitor was replaced with the current brick one. The wood two-over-two sash windows were also replaced with metal sashes in the 1980s. Balconies were added on the north facade in the early 2000s when the hotel was changed into condominiums.
The following history was excerpted from the Historic American Engineering Record No. MN- 14, written by historians Demian and Jeffrey Hess in 1990. Minor edits were made.5
The Standard Mill was built in 1879 by the newly formed partnership of Ebenezer V. White and Dorilus Morrison. The partnership was called E. V. White and Company until White left in 1883. It then became D. Morrison and Company. White and Morrison contracted with William Dixon Gray, a noted mill engineer, to design the Standard, and with the firm of Otis A. Pray, one of the most respected mill furnishers in Minneapolis, to construct the building.
The Northwestern Miller applauded the new mill’s efficient and rational design. In regard to the milling floor, the journal reported that “it is without doubt, one of the cleanest, lightest and best arranged in the country.” This, of course, had been
5 The HAER report and large-format photographs were created as part of a Memorandum of Agreement when the mill was changed into a hotel.
Portland and Washington: A Technical Report – Page 6 White and Morrison’s intention from the outset, and they proudly named the mill the “Standard” to call attention to its exemplary design.
The name proved apt, for although the owners had vowed to utilize ‘all the very latest improvements,’ the Standard was notable more for the typicality of its design than its innovations. Despite the fact that Gray had developed the first all- roller, gradual reduction mill early in 1879, he did not employ the method in the Standard Mill. White and Morrison apparently believed that the technology was too new, and chose to rely on the New Process[—the process used to mill Spring Wheat—]and traditional mill stones. However, they were well aware of the increasing use of roller mills, the heart of the gradual reduction system. Consequently, White and Morrison employed rollers on a limited basis and planned for the mill’s eventual technological conversion.
From 1880 to 1930, West Side mill owners made every effort to centralize operations and increase efficiency. The history of the Standard Mill reflects the trend toward consolidation, particularly in terms of mill ownership. In an attempt to gain economies of scale in an increasingly competitive market, Morrison and another Minneapolis milling company agreed in 1889 to form the Minneapolis Flour Manufacturing Company. The new company operated three mills, including the Standard, with an aggregate daily capacity of 3,400 barrels.
In 1899, Minneapolis Flour became the object of further consolidation when it was acquired by the United States Flour Milling Company. In addition to Minneapolis Flour, United States Flour eventually controlled the Northwestern Consolidated Milling Company, which was the third largest flour producer in Minneapolis, as well as major mills in Buffalo, Syracuse, Milwaukee and Duluth. In 1902, the firm was reorganized as the Standard Milling Company. Standard Milling placed all of its West Side properties under the command of Northwestern Consolidated, which it operated as a wholly-owned subsidiary. Following conventional practice, Northwestern Consolidated assigned letters to its mills rather than names, the Standard being labeled the ‘F Mill.’
In 1888, a boiler house was constructed to the rear of the mill and a steam engine was installed. A larger steam engine was added in 1903 due to the power shortages on the West Side caused by the falls inability to meet the growing demand for power. “In 1910, Northwestern Consolidated installed a central electric generating station in the boiler house of the nearby Crown Mill, replacing auxiliary steam operations in all of its mills with electricity.”
With the decline of milling operations on the West Side in the 1930s, Northwestern Consolidated was forced close many of its mills. By 1933, only the Crown, or ‘A Mill,” and the Standard were still operating. In 1933, Standard Milling sold its waterpower leases and electrified its remaining Minneapolis mills in hopes that buying electricity from the local utility would be cheaper.
Standard was in operation until 1948, when its buildings were sold. The mill was then used primarily as a warehouse, until 1984 when it was bought and turned into a luxury hotel. This
Portland and Washington: A Technical Report – Page 7 remodel included the addition of the two-story lobby structure and the tower on the southside of the historic mill building. The hotel was turned into condominiums in the early 2000s.
In 1971, the Standard Mill was listed in the National Register of Historic Places as a contributing property of the Saint Anthony Falls Historic District for its role in the development of Minneapolis’s West Side Milling District. The HAER study noted that at the time of its listing, “the Standard was one of only four flour mills still standing which dated to the district’s heyday as the flouring capital of the United States.” The Standard Mill retains enough historic integrity to remain a contributing property of the Saint Anthony Falls Historic District both in the National Register and as a local landmark.
North Star Woolen Mill (HE-MPC-0175)
The North Star Woolen Mill at 117 Portland Avenue is in the northeast corner of the Portland Avenue and South Second Street intersection. The complex is composed of three connected buildings: The Blanket Building (around 1890), the Picker Building (1922), and the Main Factory Building (1925). A 1939 warehouse was demolished with the conversion of the mill building to condominiums in the late 1990s.
Portions of the following section were excerpted, with minor edits, from “North Star Woolen Mill,” Historic American Engineering Record No. MN-93, written by Martha H. Frey in 1998 when the mill was converted into condominiums
The Blanket Building, located in the northwest corner of the lot, was originally “a one-story building with a six-story tower at its southwest corner, the building was enlarged between 1892 and 1904 with the Figure 2: North Star Woolen Mill, addition of two stories that referenced the original northwest corner, looking southeast. building’s architectural features. Later, a portion of the southern half of the building, including its six-story tower, was demolished in 1925 to accommodate the construction of the Main Factory Building to the south. The Blanket Building was used for carding and spinning wool and weaving and finishing woolen blankets.”
The west facade is divided into five bays with rounded arch windows in each bay on every floor. The windows have been replaced with metal sashes, but still retain the four-over-four light configuration of the original windows. The soil slopes down towards the north end of the facade creating a tall raised basement level. The arched window openings are half the size of the openings on the upper floor. The window in the northernmost bay has been filled in.
The north facade is oriented towards the river and has seven bays. At the raised basement level, the opening in the first bay was bricked in at an earlier date, but a portion was opened in the late
Portland and Washington: A Technical Report – Page 8 1990s for a window matching the others at that level. The seventh bay contains an entry door. The upper floors have symmetrically placed rounded arch windows with steel sashes and four- over-four lights. The eastern most bays at the second and third floors contain French doors.
The Main Factory Building was constructed in 1925 [to the south of the blanket building] and is currently the largest building in the complex. This six-story building was constructed around the original 1864 five-story mill by building a steel frame around the older structure. Once the frame was in place, the building was constructed from the top down and the older mill was dismantled one floor at a time.
The Main Factory Building was used for a variety of processes associated with the production of woolen goods. [Production in this building was vertically integrated with the process starting on] the sixth floor where cleaned and oiled wool fibers entered from the Picker Building. The sixth floor had a two-story section that was used as a dye room. This floor was used for wool storage and housed elevator drive machinery. The fifth floor was the Card Room. Here carding machines would comb the wool fibers to have them oriented in the same direction. Strands of wool fibers would come off the machines in loosely twisted strands called ‘roving’ or ‘roping’ that were wound onto large rolls. The third and fourth floors were used as spinning rooms. Here rolls of roving were placed on spinning frames. The roving or roping were drawn through small rollers on the spinning frame and stretched and twisted into yarn. The second floor, the Warp Room, had spoolers on the western half of the south wall. Here warp rolls were prepared and then dropped through an opening in the floor to the Weaving Room on the first floor, [which held fifty-two looms].
An eleven-story high stair tower, which is located off of the Main Factory’s northwest corner, is positioned outside the Main Building’s rectangle, on top of the Blanket Building. The tower contains a stairway that extends from the basement to the sixth floor which serves this building and the Blanket Building. Above the sixth floor of the tower [were water storage tanks]. Sited on the flat roof of the stair tower is a large neon sign mounted on a metal frame and facing north that reads ‘North Star Blankets.’ A large star is centered between ‘North Star’ and ‘Blankets.’ A similar neon sign is mounted on the stair tower’s south facade near the roofline. Remnants of painted signs are located on the upper panels of the west and north sides of the tower.
The exterior of the building reflects its reinforced concrete construction. The concrete encased steel frame creates a square grid pattern that is infilled with blond brick in a common bond pattern with most housing two factory steel sash windows.
Joining the Main Factory Building to the east is the Picker Building. Here the wool was sorted, dusted, and cleaned. The building, constructed by Pike and Cook in 1922, is similar in style to the Main Factory Building with its grid pattern facades. The north and south facades of the Picker Building and the Main Factory Buildings have metal balconies on multiple levels, stacked over each other.
Portland and Washington: A Technical Report – Page 9
The North Star Woolen Mill, [established by Eastman, Gibson and Company in 1864], is an important industrial complex that is associated with the growth and development of Minneapolis’s West Side Milling District. Like the adjacent flour mills, the mill utilized the area’s water power and became the largest manufacturer of woolen blankets in the nation.
Other textile industries, including a carding mill and two woolen mills, were established in the West Side Milling District by the 1860s. These mills generally met local needs until the 1870s when railroads began to transport finer quality textile products from Eastern Mills, thus undermining the market for local textiles. As Eastern textiles gained favor, the local textile industry dwindled and by 1885 the only textile mill left in the West Side Milling District was the North Star Woolen Mill.
Early owners of the mill were W. W. Eastman, Paris Gibson, and John De Laittre. In 1867, Alexander Tyler bought out the interests of Eastman and De Laittre and the firm became known as Gibson and Tyler. By 1869, the mill had begun to focus on producing high-quality woolen blankets. North Star blankets were sold under brand names such as Falls of Saint Anthony, Itasca, Red River, Cardinal, Royal Rose, and Mountaineer. The firm boasted customers such as the Pullman Palace Car Company who used North Star blankets in their trains. The company’s line of Jacquard blankets, that had special deigns woven in them, were particularly popular. Marshall Field was a major customer, and eventually owned one-fourth interest in the company.
In 1876, the North Star Woolen Mill received first place for its fine blankets at the Philadelphia Exposition and won other prizes at various fairs and competitions across the country. Although the mill was recognized for its high-quality products, that same year the financially distressed mill declared bankruptcy. The Minneapolis Mill Company, one of the city’s two water power companies, purchased the mill and hired managers to oversee its operations. One of these managers was William G. Northup.
During his fifty years with the company, Northup oversaw two expansions, established sales offices nation-wide, and received a patent in 1887 for the design of a harness board for Jacquard looms. In 1905, Northup’s son William G. Northup, Jr. joined the firm and eventually became president. Like his father, Northup, Jr. was inventive and created “a cloth measuring and registering device in 1923 that would attach to a loom and record the length of material as it was woven.”
By the 1920s, the North Star Woolen Company was the top manufacturer of woolen blankets in the country. Much of the company’s trade was built on ‘contract’ blankets used by hotels and transportation lines such as trains, ships and later airlines.
Portland and Washington: A Technical Report – Page 10 The mill had a history of supplying woolen goods during wartime, and provided blankets to the government. During World War II, the North Star Woolen Mill Company had multiple contracts with the armed services and supplied blankets for the Navy. Production greatly increased during wartime and all civilian production ceased. By the end of World War II, the company was manufacturing five times the volume they had before the war. To meet the demand, the company purchased two mills outside of Minnesota in the 1940s.
Prompted by Minnesota’s high state income tax, increased freight rates and the desire to be closer to raw materials and markets, corporate leaders decided to close the Minneapolis mill in 1949. The mill’s operations were consolidated at its factory in Lima, Ohio.
The complex was turned into a warehouse, and in 1960, the it was purchased by John Zellie who named it the North Star Warehouse, Inc. The complex closed around 1980 and sat vacant until 1998. Brighton Development Corporation bought it and turned it into condominiums.
In 1971, the North Star Woolen Mill was listed in the National Register of Historic Places as a contributing property of the Saint Anthony Falls Historic District for its role in the development of Minneapolis’s West Side Milling District. It retains enough historic integrity to remain a contributing property of the Saint Anthony Falls Historic District both in the National Register and as a local landmark.
Great Northern Implement Company (HE-MPC-0333)6
The Great Northern Implement Company Building at 250 Park Avenue is in the northwest corner of the Park Avenue and South Third Street intersection. The structure was designed by the Minneapolis firm of Kees and Colburn and constructed in 1910, as the National Register Nomination notes, “to serve the dual function of sales and production” for farm machiner. It was built after a fire consumed the company’s previous warehouse in the same location. By the 1951 Sanborn fire insurance map, the Pittsburgh Plate Glass Company (PPG) owned the building. Figure 3: Great Northern Implement Company, PPG still owned the building when it was listed southeast corner, looking northwest. in 1977. Currently, the building contains condominiums.
The main entrance is in the center of the south facade of the seven-story building. This facade is divided into nine bays and clad in stone on the first level and red brick on the upper levels. The bays are divided by brick pilasters, topped with terra-cotta caps at the base of semi-circular
6 Portions of this section were excerpted, with minor edits, from “Great Northern Implement Company,” National Register of Historic Places nomination form, written by Charles W. Nelson in 1976.
Portland and Washington: A Technical Report – Page 11 arches. The “corners are massive windowless piers of brick; these are accentuated by a chamfer which begins at the third story and widens toward the cornice. The flaring effect of the cornice is provided by a brick corbel, the gradations of which provide the effect of a gently curve.” The east facade is similar to the south, except it is divided into seven bays and has an entry in the northernmost bay of the arcade.
The secondary north and west facades are clad in a pink brick and have no ornamentation. The windows are stacked in a regular pattern over the facades. The north facade has a large overhead door in the first level towards the west end. Other large openings on the first floor are closed in, as is a column of windows towards the east end of the north facade.
The Great Northern Implement Company Building was listed in the National Register of Historic Places in 1977 under Criterion C for architecture. Charles W. Nelson stated in the nomination that this building “is significant among commercial/industrial buildings in Minneapolis as one of unique design accomplished through simplicity and the execution of integral ornament, the combination of which can be traced to the strong influences of Louis Sullivan on commercial architecture at the turn of the century. The architects, Kees and Colburn, knew of Sullivan’s work and employed his philosophies and designs in several of their large-scale commissions in Minneapolis. Of these, the Great Northern Implement Company Building is unique in a sense of monumental dignity and permanence through a highly restrained handling of ornamentation.”
This building retains its historic integrity and remains eligible for listing in the National Register as well as its designation as a local landmark.
Advance Thresher/Emerson-Newton Implement Company (HE-MPC-0335)
The Advance Thresher/Emerson-Newton Implement Company property at 700 South Third Street is in the northeast corner of the Park Avenue and South Third Street intersection. The cubiform structure was designed by the Minneapolis firm of Kees and Colburn. The National Register Nomination noted that the property is “actually two structures erected four years apart on adjoining lots. These post-and- beam-within-bearing-wall structures were designed as two manufacturing-assembly plants for farm machinery.”7 By the 1950s, both Figure 4: Advance Thresher/Emerson-Newton Buildings, southwest corner, looking northeast. buildings were warehouses. On the 1951 Sanborn map, the Advance Thresher Building was owned by the Allis Chalmers Manufacturing Company and was listed as an agricultural implements and machinery warehouse. Emerson-Newton was a general warehouse owned by United Warehouse. The buildings are currently under renovation to become a hotel.
7 Charles W. Nelson, “Advance Thresher/Emerson-Newton Company Buildings,” National Register of Historic Places nomination, 1976.
Portland and Washington: A Technical Report – Page 12 Constructed in 1900, the Advance Thresher Building is the westernmost building and has two street facades. The Emerson-Newton Implement Company Building was constructed in 1904 and has one street facade. Both buildings have red brick walls that flare at the base to the same width as the stone foundation wall. Each has the main entrance centered in the Third Street facade. The entrance and a window on either side have a terra-cotta surround. The design of the terra-cotta is similar between the buildings with the only difference being names and letters in the plaques, signifying which company was within.
Above the first floor, each building as three distinct sections across its facade. The center section contains three columns of windows set back from the facade. The columns are separated by brick pilasters, and the windows in each column are separated by terra-cotta panels of similar design. Above the windows is a terra-cotta plaque with the company name. To either side of the center section, the buildings are solid masses of brick with a large terra-cotta medallion centered in the mass. The terra-cotta used on the Emerson-Newton Building is a slightly different shade than that used on Thresher. The west facade of Thresher is similar to its south facade except the center section has five columns of windows and no door. The red brick on Emerson-Newton wraps around the southeast corner and includes a terra-cotta medallion on the east facade. Both buildings are topped with a pressed metal cornice.
The Advance Thresher/Emerson-Newton Implement Company property was listed in the National Register of Historic Places in 1977 under Criterion C for architecture “as excellent examples of the Sullivanesque influence on the design of large-scale commercial/industrial buildings in Minneapolis at the turn of the century.”
The property retains its historic integrity and remains eligible for listing in the National Register as well as its designation as a local landmark.
North Chamber of Commerce Building (Grain Exchange) (HE-MPC-0342)
The Chamber of Commerce Building, now known as the Grain Exchange, is a complex of three interconnected buildings covering half the block east of Fourth Avenue South between South Third and Fourth Streets. The following will focus on the north building at 301 Fourth Avenue South, the last to be constructed.
Portions of this section were excerpted, with minor edits, from “Chamber of Commerce,” National Register of Historic Places nomination, written by Kari Grabinski and Deborah Renz in Figure 5: North Grain Exchange Building, northwest corner, looking southeast. 1995.
Known as the North Chamber of Commerce Building, the ten-story, L-shaped building was constructed in 1928 with only seven stories, but but was designed and constructed to carry three more stories. These were added in 1955.
Portland and Washington: A Technical Report – Page 13
The building has a 132-foot leg along Third Street and a 157-foot leg along Fourth Avenue. Both facades are similar in design, but the Fourth Avenue facade has the main entrance in a semi- circular arched bay just north of center. The rest of the first floor has large window openings. The upper floors have windows evenly spaced in a grid pattern, with two columns of windows over each of the large windows on the first floor. This would indicated that the structural column grid is in line with the separation of the first-floor windows.
The verticality of the building is visually broken into horizontal segments by the cladding’s variation in color and materials. Gray, granite panels cover the bottom half of the first floor. The rest of the floor and the second floor are covered in cream-colored, stone panels. Between the second and third floors is a band of cut stone in a repeating pattern of diamond and rectangular shapes. The third through six floors are clad in a dark red brick laid in an English Bond pattern. The seventh floor, the original top of the building, is clad in stone panels with decorative panels between the windows. The upper three floors are a lighter red brick that is laid in common bond.
The two skyways linking the North and the Main Buildings at the fourth and fifth floors have always existed allowing access to the trading floor from all buildings; previous to the building of the North Building, the walkway linked the Main Building to the original 1884 building. A third walkway was built in 1947 linking the seventh floors.
The advances made in farming machinery, grain storage facilities, and processing in addition to the expansion of the railroads, all evolved together in a complex cause and effect relationship that led to the development of Minneapolis as the trading center of the Northwest. In 1890, Minneapolis became the leading milling center of the world, due to the large influx of grain funneled through the city.
Previous to 1876, there was no organization to regulate grain stored, sold, and transported to and from Minneapolis. In 1876, a group of flour millers developed the Minneapolis Millers’ Association whose main interest was to create a buying pool to alleviate the Spring’s low supplies and to prevent competition from other grain markets. This association owned sixteen of the eighteen grain elevators in the city, therefore, most of the grain for flour milling in the 1870s was its property. The association was said to have created a monopoly throughout most of the state, buying grain at country points as well as that offered in the city, controlling terminal elevator capacity and practicing unfair grain trade.
The Minneapolis Chamber of Commerce was formed on October 19, 1881, to offset the unfair trading practices of the Minneapolis Millers’ Association by shifting the commercial focus from flour milling to grain commodities. [After the construction of the 1884 building], the Grain Exchange increased in physical size four times [between 1902 and 1944], three of those being with new buildings. [In 1927], the decision was made to raze the original 1884 Chamber of Commerce Building and to build the North Building, a much larger, conservatively designed commercial structure on the same site. Architects Bertrand and Chamberlin and
Portland and Washington: A Technical Report – Page 14 builders Pike and Cook worked together to construct the building in a record six months during 1928.
The contractor had to wait until the end of the 1927 heavy trading period in December before wrecking of the original building could begin. The new building had to be in place before heavy trading started again in August. The quick time schedule was due to tenants needs. Most were grain merchants who needed offices close to the trading floor and equipped with market tickers.
The property has held offices for grain traders and others since its opening, although live grain trading ended on the trading floor in 2008 and the space has been converted into co- working offices.
The building was designed by the architectural firms of Bertrand and Chamberlin, started in 1896 by George Bertrand and Arthur Chamberlin. Bertrand was born on June 22, 1859, in Superior, Wisconsin. He moved to Minneapolis in 1886 after studying architecture in Boston. Before partnering with Chamberlin, he had a short partnership with Walter Keith from 1890 to 1894. Chamberlin was born on March 12, 1865, in Solon, Ohio, but grew up in Milwaukee. He moved to Minneapolis in 1882 and was hired in 1884 as a draftsman in the firm of Long and Kees. He moved to Seattle in 1890 but moved back to Minneapolis in 1896. He worked as a draftsman in Orff and Joralemon’s office until he partnered with Bertrand. The partnership lasted until Bertrand’s death on October 31, 1931. Chamberlin died a few years later on September 18, 1933.8
The Minneapolis Grain Exchange was listed in the National Register of Historic Places in 1977 under Criteria A and C. This listing did not include the North Building, but it was added in updated documentation written in 1995 under Criterion A, because “all three buildings are considered to have housed activities which contributed significantly to the development of Minneapolis as a major grain center of the Northwest and of the United States.”
The property retains its historic integrity and remains eligible for listing in the National Register. Local landmark documentation should be updated to include the North Chamber of Commerce Building.
United States Post Office (HE-MPC-0481, HE-MPC-0484)
The United States Post Office Building, now known as the United States Federal Office Building, is at 212 Third Avenue South and its site encompasses the entire block between Second and Third Avenues South, South Second Street, and Washington Avenue South.
Portions of this section was excerpted, with minor edits, from “United States Post Office,” National Register of Historic Places nomination, written by Andrew J. Schmidt in 2010.
8 Alan K. Lathrop, Minnesota Architects: A Biographical Dictionary (Minneapolis: University of Minnesota Press, 2010), 22 and 36.
Portland and Washington: A Technical Report – Page 15 The building “was completed in 1915 and illustrates a Neoclassical Revival style design. The building is constructed of stone, brick, and concrete with a raised basement level, a three- story main mass, and single-story wings on the north, south, and west. Significant stylistic elements include: a symmetrical facade; paired Corinthian order columns supporting a richly developed entablature; projecting end pavilions; employment at window and door openings of a mix of round and flat arches with keystones, as Figure 6: Federal Office Building, northeast corner, looking southwest. well as pediments with scrolled brackets. Granite is used on all facades except for the west, which is faced in brick. The main mass has a flat roof at the center and a mansard roof around its perimeter, while the single-story sections all have flat roofs.”
The late nineteenth century was a time of growth for the federal government, as Government departments, bureaus, and agencies were established or expanded to administer the growing national economy. The number of civilian employees grew steadily and, to house the growing federal workforce, the United States Treasury Department, which was responsible for federal buildings, constructed custom houses, mints, post offices and courthouses throughout the country. The Office of the Supervising Architect, established within the U. S. Treasury Department in 1864, oversaw design and construction of federal civilian facilities. From the 1860s to the 1890s, the number of buildings constructed and operated by the U. S. Treasury Department increased seventeen-fold. Federal buildings were the public face of the federal government, and they embodied the federal presence at the local level. Supervising architects consistently sought to convey dignity and refinement in their designs through the proportions, siting, materials, and overall solidity of the buildings.
“From 1895 through World War I, the federal government grew even faster than before, as Progressive Era reformers advocated government intervention to address problems that emerged as American society transformed from primarily rural and agrarian to urban and industrial.” The increase in federal building construction coincided with the World’s Columbian Exposition in Chicago in 1893. Neoclassical Revival was the unifying style of the exposition and the public’s response to the architecture helped popularize the style in public buildings.
Minneapolis’s commerce and population also expanded during this period, and as it grew, so did the federal government’s representation in the city. In 1889, federal courts, a Federal Reserve Bank, a post office, and other federal offices opened in the first federal building in Minneapolis. Within ten years, the post office outgrew its space, and planning began for a new post office building. In 1907, the block between Washington Avenue, South Second Street, and Second and Third Avenues South was purchased and cleared for the new post office. “This site was not a popular choice locally because the area was considered to be a less desirable location, and Washington Avenue in particular housed low-rent hotels and cheap saloons. However, the land
Portland and Washington: A Technical Report – Page 16 at this site was less expensive to acquire, and it provided access to the Chicago, Milwaukee, and Saint Paul Railroad freight depot across Third Avenue and the proposed Third Avenue bridge over the Mississippi River.”
The design of the United States Post Office resulted in a fine Neoclassical Revival style public building. Under the supervision of James Knox Taylor, [Supervising Architect for the Treasury Department, the building was designed and evolved between 1909 and 1912]. Construction began in 1912 and was completed in early 1915 at a cost of $1,267,162. The new facility officially opened on January 18, 1915. It handled increasingly heavy volumes of mail until 1929. At that point the U. S. Post Office Department established separate operational facilities to handle the increased demand.
Although planning for renovation of the 1915 United States Post Office had begun in 1926, by 1929 local officials were lobbying for a new postal facility. Ultimately, the decision was made to construct a new post office building and to convert the 1915 building to house federal offices. The new post office building was completed in 1934, and the 1915 building vacated in 1935. The 1915 post office building was vacant for about a year, then the U. S. Treasury Department remodeled the interior during 1936, and in 1937, the Internal Revenue Service Collector’s Office moved into the building. In recognition of its new function, the 1915 United States Post Office was renamed the United States Federal Office Building in 1937. Over the years, the Federal Office Building has provided space for a variety of federal agencies.
The Federal Office Building was listed in the National Register of Historic Places in 2010 under Criterion C for its architecture “as a fine example of a federal building in Minneapolis that represents the distinctive characteristics of the Neoclassical Revival style.” The building retains its historic integrity and remains eligible for listing in the National Register.
Milwaukee Road Depot and Freight House (HE-MPC-0498 and HE-MPC-5607)
The Chicago, Milwaukee, Saint Paul and Pacific Railroad Company Station, Train Shed, and Freight House, also known as the Milwaukee Road Depot and Freight House, are at 300 Washington Avenue South. The following focuses on the station and train shed buildings that encompass the southern half of the blocks between Third and Fifth Avenues South, South Second Street, and Washington Avenue South. Only the yellow-brick office section of the 1879 freight house remains to the north and it no longer retains integrity. Figure 7: Milwaukee Road Depot and Train Shed, southwest corner, looking northeast.
Portland and Washington: A Technical Report – Page 17 Portions of this section were excerpted, with minor edits, from “Chicago, Milwaukee, Saint Paul and Pacific Railroad Company Station, Train Shed, and Freight House,” National Register of Historic Places nomination, written by Robert M. Frame, III in 1978.
The station-shed unit, [designed by Charles Frost and] built in 1897-1899, is a head or stub-end type railroad station. The station building or ‘head house’ is Renaissance Revival style and almost square in plan, being 130 feet long, 120 feet wide. Centered on and extending slightly beyond the Third Street facade is a square yellow brick tower which once rose 140 feet with an elaborately spired cupola which was removed following storm damage about 1941 and not replaced. The tower now terminates at approximately the 100-foot level where a heavy cornice marks the cupola base. Near the top are large clocks on four sides above large signs reading “Milwaukee Road.”
Extending behind the station is a long span steel truss roof train shed approximately 625 feet long, 100 feet wide, and 40 feet high. The five stub tracks are spanned by a single 100-foot riveted truss of the Fink type, supported on steel posts each having pierced metal ornamental brackets beneath a longitudinal steel lattice beam running the length of the shed. [A metal roof has replaced the original slate roof and subsequent replacements, and the steam locomotive smoke hoods and chimneys were removed.] Along the north side of the shed, directly behind the head house, is a brick baggage room approximately 225 feet long, 20 feet wide, and 14 feet high, which terminates with a 75-foot brick chimney.
Passenger service terminated in 1971. In the late 1970s, one of the freight buildings was removed and the area became a large surface parking lot. The second freight building was removed in the late 1980s or early 1990s and the parking lot was enlarged. In 2002, the depot building and the train shed were incorporated into a hotel.
In 1978, the property was nominated to the National Register. At that time, the train shed was “one of only twelve surviving long span truss roof train sheds in the United States, seven of which have been designated National Landmarks because of their rarity. Around 1900 there were hundreds of similar train sheds. It is the only known surviving shed in the upper Midwest (the nearest being in Saint Louis and Indiana). Also, the shed is situated immediately alongside Washington Avenue, a major downtown thoroughfare, making it directly accessible to the public.”
[The property] is of local significance for several reasons. [With the demolition of the Great Northern station in the 1970s, this became] the only remaining railroad station structure in Minneapolis. Built in 1897-1899, it would be Minneapolis’s oldest station [even if the Great Northern station (1912-1914) had remained]. In addition, being continuous with the Saint Anthony Falls Historic District, it is in a strategic location relative to many other historic industrial structures. Not only is the station closely associated geographically with the milling district but chronologically as well, since virtually all of the District industrial buildings date from the 1880s.
Portland and Washington: A Technical Report – Page 18
As a complex, the structures have great stylistic unity. They are a classical example of what Carroll L. V. Meeks in The Railroad Station: An Architectural History has termed the “Sophistication” or “middle phase” of the picturesque style of railroad station development in the nineteenth century. Meeks dates this style to 1860-1890, using primarily eastern and European examples; thus, a Midwestern example of late 1890s is appropriate.
Elements which Meeks considers keys to this stylistic period are well-represented in the station complex. It is a head or stub-type station, meaning that the railroad tracks terminate at the station building or head house. The head station, typically constructed with a long metal train shed, was developed to replace the side station which could not adequately accommodate increased traffic and more complicated operations. Significantly, the Minneapolis station and shed were constructed to replace a side station, considered outmoded, which fronted on Washington Avenue. The 1890s also saw the decline of the head station in favor of the through-type station, represented by the Minneapolis Great Northern Station, were the tracks pass uninterrupted through or beneath the building.
In architecture as well as engineering the station and shed are also representative of the Meeks type. During this ‘middle phase’ station and shed maintained a double identity, with the contemporary debate being whether stations were to be considered architecture or engineering. Often this was settled by having an architect design the head house while the railroad engineers designed the shed. The result, as in the Milwaukee Road station, was often two separate designs, related only by physical proximity.
The Milwaukee Road Depot and Freight House were listed in the National Register of Historic Places under Criterion A for their association with Minneapolis’s West Side Milling District and with railroad history in the United States. The property was also listed under Criterion C for its architecture and engineering. The head house and train shed are examples of the development of the picturesque style and the train shed is one of the last with a long span roof remaining in the country. Despite that fact that the freight buildings and railroad tracks were removed and the the track beds and other industrial uses on the surrounding blocks have been replaced with newer low- to mid-rise residential buildings, the property retains its historic integrity and remains eligible for listing in the National Register as well as its designation as a local landmark.
Portland and Washington: A Technical Report – Page 19 Previously Inventoried Property
J. I. Case Threshing Machine Company Building (HE-MPC-9842)
The J. I. Case Threshing Machine Company Building at 233 Park Avenue is in the southeast corner of the Washington Avenue South and Park Avenues intersection. The structure was designed by the Minneapolis firm of Kees and Colburn and was built in 1906–1907. The main entrance of the three-story building faces Park Avenue and is in the northern most bay of the five bays on this facade. The western most bay of the six bays on the Washington Avenue facade is filled in below the window with brick that does not match the rest of the building. This Figure 8: Case Threshing Machine Company, indicates that the entrance was originally set northwest corner, looking southeast. back from and angled to the intersection with the northwest corner of the upper two floors overhanging it and supported on a brick column.
The building’s street facades are clad in red brick and the west and south facades are clad in cream brick. The street facades use white terra-cotta tiles to cap the brick pilasters between each bay at the first floor. The majority of each bay is filled with large, replacement, storefront windows. Below the windows, the brick pilasters widen towards the street. A line of red stone runs the width of the street facades at the window sill level. Every other brick pilaster also has a light attached just above the stone.
A band of terra-cotta at the base of the second floor divides the facades into two distinct sections. The upper section, the second and third floors, is capped with a dentiled cornice. Each bay on these levels contains two replaced windows with one-over-one sashes. Halfway between the top of the third-floor windows and the bottom of the cornice is a terra-cotta stringcourse running the entire width of both facades.
Kees and Colburn designed four buildings on Park Avenue between South Third Street and Washington Avenue South. These buildings include J. I. Case Threshing Machine Company, Great Northern Implement Company, Advance Thresher, and Emerson-Newton Implement Company. Frederick Kees was born in Baltimore on April 9, 1852. He moved to Minneapolis in 1878 and partnered with Burnham W. Fisk. From 1884 to 1898, he partnered with Franklin Long. He was in private practice until 1900 when he partnered with Serenus Colburn. Born in Connecticut on October 12, 1871, Colburn moved to Minneapolis at the age of fifteen. He started as a draftsman for James C. Plant. In 1891, he became the head draftsman in William C. Whitney’s firm until he left in 1898. The partnership of Kees and Colburn lasted until Colburn’s death on January 13, 1927. Kees death happened a few months later on March 16, 1927.9
9 Lathrop, Minnesota Architects, 46 and 124.
Portland and Washington: A Technical Report – Page 20 Mead and Hunt conducted a reconnaissance level survey on the property in 2011, but no determination of eligibility was stated. The survey form does state that the building is possibly eligible for listing in the National Register for its architecture and for its association with the business and industry of this area, but more research is required. Although the Case Threshing Machine Company building is the smallest of the Kees and Colburn buildings in the area, it portrays the firm’s ability to design “through simplicity and the execution of integral ornament” on a smaller scale.10
Assessment of National Register Eligibility
Minneapolis had an extensive and expanding rail network by the late nineteenth century. This made it a natural hub for manufacturing and distributing the products demanded by the flood of pioneers pushing the frontier west. Agricultural equipment was a leading sector. In January 1896, the Minneapolis Tribune proclaimed the city “the greatest distributing point in the world” for farm machinery. “Representatives of the large houses which have branches in all the principal distributing points testify with almost one voice that Minneapolis is now ahead of Kansas City,” long its rival, “as a farm implement point.” During the previous year, “in small grain machinery, harvesters, threshers and the like, the large st increase has been made, and in this line of goods the gain is from 30 to 100 per cent. Many houses had their stocks exhausted long before the demand was supplied.” The momentum continued into the twentieth century. According to the Guide to the Industrial Archeology of the Twin Cities, “By 1915 the manufacture and distribution of farm equipment had succeeded the flour and grain trade as the biggest business in Minneapolis in dollar volume.”11
Farm equipment dealers first clustered near a depot of the Chicago Saint Paul Minneapolis and Omaha Railway at 56 Fourth Avenue North, erected in 1880. A group of warehouses built to serve this market became known as “Implement Row,” a legacy acknowledged by the area’s inclusion in the Minneapolis Warehouse Historic District. By the early twentieth century, vacant land near the depot was scarce and companies seeking larger sites began looking elsewhere in the city. This need had been anticipated by William Henry Eustis, a lawyer and real estate investor who served as the city’s mayor from 1893 to 1895. He hoped to harness the demand to facilitate an early urban renewal project, the redevelopment of the infamous “Fish Alley, . . . a field for midnight fights and all night beer drinking parties.” He persuaded A. G. Wright, president of the Advanced Thresher Company, to launch the effort on block 45, edging the south side of Washington Avenue between Seventh (Park) and Eighth (Chicago) Avenues: “In 1900, Mr. Eustis purchased a little over one-half of block 45 and nearly one-half of block 46 [to the west, across Seventh Avenue] for Mr. Wright.” While gaining control of many blighted properties, their acquisitions did not include all of Fish Alley, which extended across the north part of block 45. The developers did, though, try to make all of blocks 45 and 46 more attractive to businesses. “Arrangements were made with the Milwaukee road to extend its tracks from
10 Mead and Hunt, “Case Threshing Machine Company Building,” Minnesota Architecture-History Inventory Form HE-MPC-9842, 2011; Charles W. Nelson, “Great Northern Implement Company,” National Register of Historic Places Nomination Form, 1976, Section 8. 11 Rolf Anderson, “Minneapolis Warehouse Historic District,” National Register of Historic Places nomination form, January 1987, 8:2; “Big Year for Jobbers,” Minneapolis Tribune, January 1, 1896; Nicholas Westbrook, A Guide to the Industrial Archeology of the Twin Cities (n.p.: Society for Industrial Archeology), prepared for the Twelfth Annual Conference of the Society for Industrial Archaeology, Saint Paul and Minneapolis, 1983, 90.
Portland and Washington: A Technical Report – Page 21 Tenth Avenue south across both blocks, thus assuring fine trackage facilities for industries located either on the Washington or Third Street side.”12
Advanced Thresher erected a handsome structure on block 45 at the corner of Third Street and Seventh Avenue, which “attracted extraordinary attention at the time, partly on account of its fine architectural appearance and heavy cost, but chiefly because it loomed up like a great industrial monument in an unsavory locality.” The faith that Wright and Eustis had in the neighborhood soon paid off, however, as block 46 became populated by warehouses for agricultural business including the Great Northern Implement Company, Bement-Darling Implement Company, and Waterbury Implement Company—the latter in a building developed by the Lindsay Brothers, another implement dealer. In 1904–1905, Wright erected a building adjacent to his for the “Emerson-Newton Company of Rockford, Ill., a firm which deals heavily in agricultural implements, buggies, etc.”13
The proliferation of implement companies is a reflection of major advances in farming technology during the nineteenth century, including the introduction of the threshing machine. The first successful model was patented by two inventors in Maine in 1834. Entrepreneurs soon developed more efficient and larger versions, spawning a number of businesses to manufacture them. Additional innovations came in the 1880s when the demand for wheat skyrocketed due to improved flour-milling techniques. Threshing machines streamlined several steps in harvesting grains and other crops: rotating cylinders pulled seeds from the straw and isolated the grain, blowers removed the chaff from the grain, and stackers gathered the straw. Threshing machines were initially powered by animals but were later linked to steam engines. “The most important advance in threshing technology prior to 1900,” historian John W. Oliver observed, “was the substitution of steam power for horsepower. Steam engines brought about larger machines, provided greater speed in operation, and greatly increased the threshing capacity. Steam threshers could easily thresh from 700 to 1,000 bushels of wheat in one day.” He noted that “most of the threshing was performed by itinerant threshermen who owned and operated the larger improved machines. Wheat threshing became something of a specialized industry, one of the first in the history of American agriculture.” In the twentieth century, gas engines gas would become more common than steam engines and threshers would be upstaged by combines, which could harvest the crops and do the threshing on the move.14
A leading inventor and entrepreneur in the agricultural world was Jerome Case, who moved from New York to in Racine, Wisconsin, in 1842, six years before the territory became a state. He brought with him six small threshing machines, which were in high demand in the rapidly developing agricultural region. He sold five of the machines and operated a threshing crew with the sixth one. In his spare time, he experimented with ideas to improve the equipment’s design, producing his first threshing machine in 1844. This “laid the foundation of the largest manufacturing concern of its kind in the world,” as his company later claimed. The business’s growth led to the formation of J. I. Case and Company in 1863. The firm was renamed the J. I. Case Threshing Machine Company in 1880 and the business structure was reorganized in 1897
12 “Rapid Progress Being Made in Redemption of the Notorious Fish Alley District,” Minneapolis Tribune, February 18, 1906. 13 Ibid. 14 John W. Oliver, History of American Technology (New York: Ronald Press, 1956), 228, 367.
Portland and Washington: A Technical Report – Page 22 when “younger men, many of whom had been trained for years in the modern school of business, assumed active control in the management of the affairs of the company.” By the early twentieth century, the company offered an array of products in addition to threshing machines including tractors, steam engines, plows, road rollers and graders, and six-cylinder automobiles.15
Case joined other implement dealers in establishing a distribution point in Minneapolis in the late nineteenth century. In 1882, the J. I. Case Plow Company registered with the Minnesota Secretary of State and began selling its line at 308–310 Third Avenue North. The J. I. Case Implement Company registered in 1883 and the J. I. Case Threshing Machine Company followed in 1899, although it was active in the state at an earlier date. By 1900, the J. I. Case Implement Company had expanded to 308–314 Third and the J. I. Case Threshing Machine Company was at 328–330 Third. An advertisement inside the back cover of the 1900 city directory described Case Implement as “jobbers of J. I. Case plows, Mitchell farm and spring wagons, Hoosier seeders and drills,” and that “a full line of carriages, buggies, farm implements, twin, bicycles and harness [was] always on hand.” The company claimed to have the “largest stock in the Twin Cities.” Business was soon booming—Case Threshing claimed a 100 percent increase in sales in 1895 alone. Case’s operations, like other businesses in the original warehouse district, needed more space.16
The twentieth century brought change to the organization. In 1903, Case Plow became the Great Northern Implement Company and moved to a new seven-story building on block 46, just across the street from Advanced Thresher and apparently also developed by Wright. During the same period, Case Implement occupied an office and warehouse on the north side of the block at 615– 625 Washington, but this was a temporary arrangement. The company had set its sights on a new building on the southeast corner of Washington and Seventh Avenues. A late nineteenth-century Sanborn map shows small two- to three-story commercial buildings packing the Washington Avenue frontage of the block between Seventh and Eighth (Chicago) Avenues, which was bisected by the “notorious” Fish Alley. The company worked to assemble an adequate site from a patchwork of owners. In spring 1903, it purchased lot 11 and part of lot 9 from Mr. and Mrs. Frank Prince for $10,000; part of lot 9 from Mr. and Mrs. Samuel Hill for $6,000; parts of lots 10 and 14 from Agnes Hull and her husband for $10,000; and part of lot 10 from the Heinrich Brewing Association for $8,500.17
By September 1903, the city had issued a permit to Case for a “large $125,000 building.” A newspaper reported that “the building which will be begun soon, will be of pressed brick, six stories high.” For reasons unknown, the project was delayed. In May 1905, Eustis was collared
15 “The J. I. Case Plant Sold,” Minneapolis Tribune, October 13, 1897; “Case Started Farm Factory 80 Years Ago,” Minneapolis Sunday Tribune, February 5, 1922. 16 Minneapolis City Directory for 1882–1883 (Minneapolis: C. Wright Davison, 1882), 561; Davison’s Minneapolis City Directory 1896 (Minneapolis: Minneapolis Directory Company), 1896, 1271; “Big Year for Jobbers,” Minneapolis Tribune, January 1, 1896. 17 “Rapid Progress Being Made”; notice of a building permit for J. I. Case Threshing Machine Company, Minneapolis Tribune, June 4, 1898; help-wanted advertisement for a “young man for general office work,” Minneapolis Tribune, October 25, 1903; Davison’s Minneapolis City Directory 1906 (Minneapolis: Minneapolis Directory Company), 2274, 2287 Sanborn Map Publishing Company, Insurance Maps of Minneapolis, Minnesota (New York: Sanborn Map Publishing Company, 1885, updated 1889), sheet 6b; notices of real estate transactions, Minneapolis Tribune, May 12, 1903, and July 7, 1903.
Portland and Washington: A Technical Report – Page 23 by a newspaper reporter and would only state that Case had owned the site “for a long time, and I presume [the company] intends to put up a fine building there some day, but when it is to be I do not know, nor does anyone else that I know of.” Within days, though, the newspaper reported: “It is understood the J. I. Case Threshing Machine Co. will go ahead with their building, corner Washington and Seventh Avenue South. Kees and Colburn, architects. Cost $100,000.” Construction was finally underway by the following year. In February 1906, the Minneapolis Tribune had an article titled “Case Company Builds: Big Threshing Machine Concern Will Improve Property at Washington and Seventh Ave.”—although it incorrectly reported that the address was on Seventh Avenue North rather than south. The “company will erect a fine implement building, . . . a very substantial building, in keeping with the other large wholesale structures in that section. The cost was estimated to run $50,000 to $60,000. “The property has a frontage of 132 feet on Washington Avenue and 115 feet on Seventh Avenue. The building will be three stories and basement, and will be so constructed that additional stories can be put on in the future.” Another article noted that “the building is intended for [a] ‘show room’ and will be of handsome appearance.” The showroom was for the trade, not direct sales to the public. From the building at 701 Washington, Case’s Minneapolis branch oversaw distribution of Case products to dealers in the Upper Midwest for retail sale. By December, the Tribune reported that “contractor J. L. Robinson has the brick work on the new J. I. Case Threshing Machine company’s building . . . up to the third floor.”18
Case had settled into its new building for a few years before tragedy struck the block across Seventh Avenue in May 1910. A fire fanned by a strong wind “practically destroyed the seven- story brick building occupied by the Great Northern Implement Company and the Rock Island Plow Company, at Seventh Avenue South and Third Street.” In addition, “the five-story brick structure occupied by the Waterbury Implement Company was badly damaged,” and “nearly every building in the block was burned in part or whole.” The story made national news; it was covered by the New York Times as well as local newspapers. The fire tried to jump across the street to the Case and Advanced Thresher buildings, but the flames were pushed back by the heroic efforts of local firefighters. The Case property did, though, experience “about $2,000 loss from windows broken by the heat of the fire across the street and on carpets and office furniture from water thrown on the building.”19
The building’s survival further enhanced its stature as a landmark on Washington Avenue. Even before Case started construction, the Minneapolis Tribune had acknowledged the project’s role in bolstering the area’s rebirth: “The fact that the J. I. Case Threshing Machine Company is about to build a handsome building on the northwest corner of Washington and Seventh Avenues South in a region which years ago was shunned like a pestilence by pedestrians and police alike, shows how ‘trade’s unfeeling train’ has wrought wonders in the dark nooks of Minneapolis.” In addition to sustaining this positive momentum, the Case building displaced Fish Alley, a potential threat to the viability of efforts to reclaim the area for more reputable commerce.20
18 “Big Permit,” Minneapolis Tribune, September 3, 1903; “W. H. Eustis Denies Knowledge of Case Deal,” Minneapolis Tribune, May 16, 1905; “Building News of Past Week,” Minneapolis Tribune, May 21, 1905; “Rapid Progress Being Made”; “Case Company Builds,” Minneapolis Tribune, February 7, 1906; “Building News for Week from the Bulletin,” Minneapolis Tribune, December 23, 1906. 19 “Fire Destroys Entire Block,” New York Times, May 29, 1910; “Modern Buildings to Supplant Ruins,” Minneapolis Sunday Tribune, May 29, 1910. 20 “Rapid Progress Being Made.”
Portland and Washington: A Technical Report – Page 24
The building also made a significant contribution to a major surge of construction in Minneapolis in the early twentieth century. In February 1906, the Minneapolis Tribune ran an extensive article on the “immense increase in building operations” including “plans for constructing more wholesale houses. Minneapolis will build more than ever this year.” It reported on “the downtown business section, . . . the scene of the erection of a number of business blocks, costing all the way from $50,000 to $150,000. Included in this class of structures are two agricultural implement warehouses and office buildings to be put up, one by the J. I. Case Threshing Machine Company, at Washington Avenue South, and the other in the North Minneapolis wholesale district by the La Crosse Implement Company. Each of these buildings will be of the most modern type of fire-proof warehouses and when completed they will cost upwards of $100,000.”21
The Case building also illustrates larger trends in regional and national history. In city directories in the 1910s, the entry for the J. I. Case Threshing Machine Company lists threshing machines, road machinery, and automobiles as primary products. The addition of automobiles is noteworthy. Cars were on the ascent, with the concomitant need for good roads. On the other hand, the farm machinery business was going through a shake-up in the first decades of the twentieth century. Although Minneapolis claimed more tractor manufacturers than any U.S. city in 1918, it lost this title after Henry Ford’s entry into the field. By the 1920s, “most of Minnesota’s tractor makers were out of business and the implement trade had slipped to fourth in dollar volume among the commercial interests of Minneapolis.” Other aspects of the farm implement industry were in transition as well.22
Case was more aggressive than most implement manufacturers in its efforts to diversify with the rise of the automobile and the decline of the city’s role in the farm implement industry. In Minneapolis business directories from the 1910s, Case is listed with manufacturers and dealers of automobiles as well as under “farm implements and machinery.” While Case’s local managers served in leadership positions in the implement industry—J. E. Garner headed the Northwest Tractor Trade Association for a number of years—they were also very active in promoting automobiles. Case’s six-cylinder models, developed in partnership with an array of suppliers, offered a step up from Ford’s bare-bones, four-cylinder Model T. In the words of Enos Ashley, a Minneapolis-based distributor of Case automobiles in the Upper Midwest: “The name Case stands for quality. . . . For more than three-quarters of a century the J. I. Case Threshing Machine Company has been recognized as a leader in the mechanical world. Associated with it in producing the new Case Six are 24 of the best known and most responsible names in the automobile industry. This combination of talent, backed by the whole weight of the Case reputation, therefore, is the Case guarantee of a degree of excellence that has never before been approached in a motor car at so moderate a price.”23
21 “Early Spring Activity in the Minneapolis Real Estate Field,” Minneapolis Tribune, February 18, 1906. 22 Davison’s Minneapolis Directory 1912 (Minneapolis: Minneapolis Directory Company, 1912), 410, 2062, 2130; Davison’s Minneapolis Directory 1915 (Minneapolis: Minneapolis Directory Company, 1915), 2187, 2258; Westbrook, ed., Guide to Industrial Archeology, 91. 23 Ibid.; “J. E. Gardner Again Head of Tractor Trade Body,” Minneapolis Morning Tribune, April 28, 1922; “Case Dealers Enthusiastic over Product,” Minneapolis Morning Tribune, February 10, 1921.
Portland and Washington: A Technical Report – Page 25 The J. I. Case Threshing Machine Company owned the building until the late 1950s when it became a warehouse for Minneapolis House Furnishings. It remained a furniture warehouse and showroom until the 1980s. In the late 1990s and early 2000s, the building was remodeled into offices.
Based on the above information, the J. I. Case Threshing Machine Company Building is locally significant. It is recommended as individually eligible for the National Register under Criterion A for its role in Commerce. The branch operation served as the regional marketing and distribution point for a national firm that adapted to changes in agriculture and transportation in the early twentieth century. The property also appears to be eligible under Criterion A in the area of Community Planning and Development. With its prestigious occupant and a prominent frontage on busy Washington Avenue, the building was a strong endorsement of the area’s transformation into a reputable business district, and its construction actively advanced that process by displacing Fish Alley. The period of significance begins with the building’s completion in 1907. More research is needed to establish the end of the building’s period of significance. This is beyond the scope of this report given that the property retains very good integrity from the time of its construction. Although the entry has been modified to change its orientation from Washington to Park Avenue, this does not diminish the building’s character. Demolition and new development have altered the building’s setting, but Washington Avenue remains a busy transportation corridor and the neighboring Advance Thresher and Emerson- Newton Implement Company Buildings, built before the Case building, as well as the 1910 Great Northern Implement Company Building, rebuilt after the 1910 fire, still stand, reinforcing the physical context of the early twentieth century.
Portland and Washington: A Technical Report – Page 26 Properties Not Previously Inventoried
Minneapolis Fire Station 1, 530 South Third Street
The Minneapolis Fire Station No. 1 at 530 South Third Street is in the northwest corner of the South Third Street and Portland Avenue intersection. The structure was built by Hoglund Brothers in 1908 for the City of Minneapolis. Even though the station was deemed “one of the largest and finest stations in the city” when it opened in February 1909, the city used day labor in 1929 to alter the structure. The structure went through a major alteration in 1963 that removed virtually all of the 1909 character. Ronald Pearson’s history of the fire company notes that Figure 9: Minneapolis Fire Station No. 1, the station’s exterior was altered again in the southeast corner, looking northwest. 1990s, but he did not state what the changes were.24
The two-story structure is clad in cream-colored stucco and red brick. The front facade is oriented toward South Third Street and contains, from east to west, one single-bay door, one double-bay door, and one pedestrian door. The garage bay doors are red and fold back instead of rolling up. The doors contain a series of equally spaced square windows above and below a tall rectangular window. Four sets of the windows cover one garage bay. Above the doors are flat panels covered in stucco. Above the stucco panels is a line of dentils laid into the brickwork, dividing the second floor from the first. The second floor has three bays with each containing two double-hung windows. The bays are separated with a section of brick wall that has a slightly recessed panel. Stucco panels finish the top of the second story. The panels over the windows flare out slightly and cover the tops of the sashes.
The Portland Avenue facade has a brick chimney at about its center. South of the chimney, the facade has the same details as the front including the stucco panels, dentils, and double-hung windows. Below the sets of windows on the second floor is a single window on the first floor. A third window opening on the first floor is centered between the others and is covered with a metal panel. North of the chimney both stories are painted brick. The dentil detail continues, and a slightly protruding line of brick is visible dividing the top of the third floor from the parapet. The second floor has four double-hung windows, but the one closest to the chimney is shorter than the rest. The first floor has a garage door centered in the wall segment. North of the garage door are two window openings with a slight arch. Both of the openings are filled with metal panels.
24 Minneapolis Building Permit Index Cards, Hennepin County Library, Minneapolis.; Minneapolis Building Permit A19429, Minneapolis Development Review Office, Minneapolis; Ronald Pearson, Minneapolis Fire Department Rescue Company #1: Is History Repeating Itself? (Minneapolis: Extra Alarm Association of the Twin Cities, 2001), 2.
Portland and Washington: A Technical Report – Page 27 The Minneapolis Fire Department started in 1868 as a volunteer force. Saint Anthony’s volunteer fire brigade was established in 1854, but the two sides operated separately until 1879. On May 2, 1878, the Washburn “A” Mill caught fire. The destruction highlighted Minneapolis’s need for a larger professional fire-fighting force. On July 1, 1879, the Volunteer Fire Department was dissolved and the East and West Divisions were combined establishing Minneapolis’s first paid fire-fighting force under the command of Chief Winslow M. Brackett. Station B—a holdover from the volunteer fire-fighting nomenclature—was located at 259 Sixth (Portland) Avenue South. In 1891, the department reorganized and Station B became Station 1. In February 1909, a new building opened at 530 South Third Street and Station 1 moved in.25
In 1958, Fire Chief Raymond Malmquist proposed to the city council a sweeping five-year plan of station building and improvements. Station 1 was on his list of buildings that needed a complete overhaul. The Minneapolis Star noted that the stations on his list “are relics from the long-gone days of horse-drawn fire wagons.” Malmquist’s plan called for Station 1 “to be rebuilt on the same site, retaining most of the existing outside shell.” Despite Malmquist’s plans to modernize the city’s fire department, city council was still debating whether to remodel or replace Station 1 in February 1963. They eventually decided to remodel the building. Firefighters and equipment were moved to a station at Fifteenth Street and Fourth Avenue South during construction. The fire department’s 1963 annual report noted that both Station 1 and Station 10 “were completely remodeled into efficient, modern housing for apparatus and personnel.” Although Station 1 became the oldest operating fire station in Minneapolis with the closing of downtown Fire Station 10, Station 1 lacks historic integrity from its 1909 design and the alterations done in the 1960s are not associated with a significant period or of architectural merit. As a result, the property is not eligible for listing in the National Register or for designation as a local landmark.26
Skellet Company Warehouse (People Serving People), 614 Third Street South
The building at 614 Third Street South is in the northeast corner of the South Third Street and Portland Avenue intersection. Its original address was 247-251 Sixth (Portland) Avenue South when it was constructed by James Leck and Company in 1917. The ten-story warehouse was design by Victor F. V. De Brauwere who was born in Islington, England, and only practiced in Minneapolis from 1911 to 1918.27
25 Richard Heath, Mill City Firefighters: The First Hundred Years, 1879-1979 (Minneapolis: The Extra Alarm Association of the Twin Cities, 1981), 7-10, 210; “Fire Station 1,” Minneapolis Fire Department Website, accessed September 2018, http://www.minneapolismn.gov/fire/stations/fire_station01. 26 Frank Wright, “Five-Year Drive Gets Under Way to Replace Old Fire Stations,” Minneapolis Star, June 2, 1958; “Should City Remodel or Abandon Station No. 1,” Minneapolis Star, February 1, 1963; “Remodeled Station,” Minneapolis Star, September 26, 1963; “Minneapolis Fire Department Annual Report 1963: From Horses to Horsepower” (Minneapolis: Minneapolis Fire Department, 1964), 3; Pearson, Minneapolis Fire Department Rescue Company #1, 2. 27 Minneapolis Building Permit A13521, Minneapolis Development Review Office, Minneapolis; Lathrop, Minnesota Architects, 55-56.
Portland and Washington: A Technical Report – Page 28 The front facade was originally oriented to Portland Avenue. This facade is divided into seven bays. A door is centered in the facade and the first floor is clad in stone panels while the upper floors are clad in red brick. The windows in the remaining six bays on the first level have a four-light transom over a large, undivided pane of glass. The transoms in the outermost bays have a slightly triangulated top, and the stone around them creates a stylized Greek temple look. Figure 10: People Serving People, southwest corner, looking northeast. The upper floors have five, regularly spaced columns of windows, but at each floor, the windows have a staggered appearance. The outer columns and the center column contain windows that are smaller and set higher on the facade than the other two columns. Most of the outer column windows from the third floor up were replaced with metal louvers. The brick is recessed at regular intervals creating stripes across the center section of the facade. Short, recessed segments of brick at regular intervals across the tenth floor and down both sides of the facade create a border around the windows. The building was erected to serve as a storage warehouse, a property type that needs few windows, so most of the windows on this facade today are altered or have been added.
The rest of the building is clad in large panels of exterior insulation finishing system (EIFS). Most of the EIFS is red to blend with the brick, but on the south facade, the color of the panels was used to create abstract house shapes on the second through fourth floors. The primary entrance is located in the interior corner of the L-shaped building on the south facade. This entrance is adjacent to a surface parking lot off Third Street.
The building was originally owned by S. T. McKnight Company, which leased the warehouse to the Skellet Company. By 1924, the Skellet Company was noted as the owner on a permit to construct a 15-foot by 21-foot addition to the building. The 1951 Sanborn fire insurance map labels the building as the Skellet Company General Storage Warehouse Number 1. People Serving People moved into the building in 2002 when the warehouse was converted into a high- rise homeless shelter. The windows and other alterations apparently date from this time. The building lacks historic integrity and is not eligible for listing in the National Register or for designation as a local landmark .28
28 Building Permit A13521; Minneapolis Building Permit A17201, Minneapolis Development Review Office, Minneapolis; Sanborn Map Company, Insurance Maps of Minneapolis, Minnesota (New York: Sanborn Map Company, 1912, rev. 1951); Minneapolis Building Permit BLDG247540, Minneapolis Property Information Search Website, accessed September 2018, http://apps.ci.minneapolis.mn.us/PIApp/InspectionPermitsDetail.aspx?P_ID=1428060&PID=2302924340450.
Portland and Washington: A Technical Report – Page 29 Commercial Building, 501-511 Washington Avenue South
The buildings at 501-511 Washington Avenue South are in the southeast corner of the Washington and Fifth Avenues South intersection. The 1951 Sanborn map labels these buildings as “K. Aslesen, Store Fixtures, Restaurant Supplies, and Whole Sale Groceries,” and these buildings have remained one property. The front portion of the buildings at 501-507 Washington Avenue were wrecked in 1971. The rear one-story additions constructed in the late 1940s survive.29 Figure 11: Commercial building, front facade, looking south. The building at 509-511 Washington was designed by Magney and Tusler and constructed by Libby and Libby for the Holding Company in 1929. The three-story, brick and reinforced- concrete warehouse received a concrete-block addition in 1953.30
The current footprint, including the remaining portion of 501-507 Washington, is a T-shape with the cross leg at the southern end of the building. The western half of the cross leg is a one-story, concrete-block rectangle with the northeast corner removed. A store entrance is located in this cut-out. A second entrance is located at the interior corner of the T. A rounded marquee extends out from the corner and a metal-and-glass vestibule is below. The east facade has two windows towards the northern half of the facade.
The eastern leg of the cross member is a three-story rectangle extending behind the structure at 513 Washington Avenue. The north and south facades have four windows, two at the second level and two at the third level. The west facade is a solid mass. This section of the building is constructed with concrete block and is possibly the 1953 addition replacing a structure with the same footprint.
The north facade of the T’s vertical leg is oriented to Washington Avenue. The facade contains two storefronts on the first level. Three double-hung windows, equally spaced over each storefront, are on both the second and third levels. Flat metal awnings, supported by steel cables, extend across each storefront under the transom windows. Three awnings are attached to the west facade of the vertical leg over three large windows. The center window is smaller than the other two, but a door was included under the awning. The south facade of this leg has windows at every level. The eastern windows are larger and are divided into three lights. The western windows have two lights. The western half at the first level does not have windows, but it has
29 Minneapolis Building Permit Index Cards, Hennepin County Library, Minneapolis. http://digitalcollections.hclib.org/cdm/search/collection/PermitCards; Sanborn Map Company, Insurance Maps of Minneapolis, Minnesota, rev. 1951. 30 Minneapolis Building Permits A19466 and A31117, Minneapolis Development Review Office, Minneapolis; Minnesota Historical Aerial Photographs, John R. Borchert Map Library, University of Minnesota, Minneapolis www.lib.umn.edu/apps/mhapo/.
Portland and Washington: A Technical Report – Page 30 two doors with access to the surface parking lot behind the building. All facades are painted or covered in EIFS except the north facade, which is clad in red brick. All windows are replaced, and no historic character remains on the north facade.
The architects for the building had many commissions in the Twin Cities. Born on April 15, 1884, in Hager City, Wisconsin, Gottlieb Magney studied at the University of Minnesota and graduated in 1905. After graduation he moved to Seattle, then moved to San Francisco in 1906. There he worked as a construction engineer during the city’s rebuilding after a major earthquake in 1906. Around 1907, he moved to Duluth and partnered with P. M. Olson until 1908, when he moved to Minneapolis and joined Edwin Hewitt’s firm. He partnered with Cecil Chapman in 1912. Finally, in 1917, he partnered with Wilbur Tusler, creating “what became one of the most successful firms in Minnesota.” Magney stayed with the firm until his retirement in 1954. He died on May 20, 1969.31
Wilbur Tusler was born on August 26, 1890, in Miles City, Montana, but he grew up in Saint Paul. He started his studies at the University of Minnesota but transferred to the University of Pennsylvania, where he graduated in 1914. After returning to Minneapolis, he partnered with Magney. Tusler retired in 1961 and died on August 14, 1985, just days before his ninety-fifth birthday.32
The property does not have significant historical associations and its integrity is poor. It is not eligible for listing in the National Register or for designation as a local landmark.
Eagle Bolt Bar, 513-517 Washington Avenue South
The building at 513-517 Washington Avenue was originally three buildings that were combined sometime in their history. The building at 517 Washington was wrecked in 1971, and the remaining buildings are now the Eagle Bolt Bar. This bar is associated with the LBGTQ community in Minneapolis.33
The earliest building permit available for 513 Washington was in 1893 to repair the front and interior of a store, although the permit index card states that a permit was granted for a store Figure 12: Eagle Bolt Bar, north facade, looking alteration in 1884. The 1885 Sanborn map shows south. a building at this location. There is no indication
31 Lathrop, Minnesota Architects, 148-149. 32 Ibid., 217. 33 Minneapolis Building Permit I15381, Minneapolis Development Review Office, Minneapolis
Portland and Washington: A Technical Report – Page 31 in the building permits or index cards that an earlier building was wrecked and this one constructed in its place. Therefore, the building likely dates from before 1884.34
The primary facade of the two-story building at 513 Washington is its north facade. This facade is altered from its historic appearance with most of the original window and storefront openings closed in. New window openings were cut into the facade at what is normally considered the dividing line between the two floors. The brick on the first floor is thinner and longer than the brick on the upper floors. The dentiled cornice remains.
Similar to the building at 513 Washington, the building at 515 Washington appears to date from before 1884. It is shown in the 1885 Sanborn map, but there is no indication in the index cards or building permits that an earlier building was replaced. There is a shift in the address in the 1912 Sanborn map. A 1900 building permit, obtained by the Gluek Brewing Company, was for alterations and a new storefront at 517 Washington. It is possible that this added storefront caused the address shift.35
Like 513 Washington, the north, primary facade of 515 Washington has been altered. The storefront windows were bricked in as were the window openings on the second floor. The cornice was removed. A large blade sign is attached at the center of the facade. A cloth awning spans the facades of both 513 and 515 Washington Avenue. The buildings are constructed of brick and painted black.
The site of 517 Washington Avenue has been turned into a small parking lot and a patio seating area for the Eagle Bolt Bar. According to the bar’s website, it has been at this location since 1998 and “falls somewhere between a neighborhood bar and grill and a gay nightclub.”36
The building lacks historic integrity and is not eligible for listing in the National Register or for designation as a local landmark at this time. With continued association with Minneapolis’s LGBTQ community, the property should be re-evaluated when it achieves the National Register fifty-year cut-off date for historic properties.
Lindsay Brothers Warehouse, 607 Washington Avenue South
The building at 607 Washington Avenue South is in the southeast corner of the Washington Avenue South and Portland Avenue intersection. The five-story brick warehouse was constructed in 1916 by J. H. McKenzie for the Lindsay Brothers. In 1953, Madsen Construction Company reinforced the wood beams and columns in the building for Sears Roebuck and Company. Delta Construction converted the first-floor office into Sawatdee Thai Restaurant in 1986. The upper floors were transformed into residential condominiums in the early 2000s.1
34 Minneapolis Bu ilding Permit A3336; Minneapolis Building Permit Index Cards, Hennepin County Library, Minneapolis; Sanborn Map Publishing Company, Insurance Maps of Minneapolis, Minnesota (New York: Sanborn Map Publishing Company, 1885, updated 1889). 35 Sanborn, Insurance Maps of Minneapolis, 1885; Sanborn Map Company. Insurance Maps of Minneapolis, Minnesota (New York: Sanborn Map Company, 1912, updated to 1930); Minneapolis Building Permit A6929; Minneapolis Building Permit Index Cards. 36 Eagle Bolt Bar Website, accessed September 28, 2018, https://www.eagleboltbar.com/about-us.
Portland and Washington: A Technical Report – Page 32 The building’s L-shape plan is oriented so that the inner corner of the L is towards the intersection, and the shorter leg runs east and west from Portland Avenue. All of the street facades are ordered, indicating the column grid in the interior. The use of columns allowed for large six- to nine- light replacement windows in each bay at the upper levels. Every other bay contains modern metal balconies.
The north street facade has modern balconies only at the easternmost bay. The first floor has Figure 13: Lindsay Brothers warehouse, front facade, looking south. large four-over-one windows in three of the bays and the primary restaurant entrance in the westernmost bay. The door is set back from the facade. The opening has a modern cloth awning beneath an original stone pediment. A blade sign is attached to the wall west of the door. The west street facade varies from the north facade with its use of two narrower windows at the upper levels and a garage door at the first floor, all in the center bay, and it has no balconies. Both facades have decorative brickwork around the top of the fifth-floor windows and at the top of the wall. Both are capped with a pressed-metal cornice.
All facades are clad with red brick, except the east and south facades, which are clad in cream brick. Stucco was applied to the interior legs of the L, and covers the brick from the first up to the mid-point of the third floor. Four penthouse structures, clad in metal panels, were added to the building’s roof.
This building was erected several years after a fire swept across the block in 1910, destroying a previous Lindsay Brothers warehouse (see J. I. Case Threshing Machine Company Building section above). It was part of a warehouse district initiated in 1900 to counter blight in the area. Alterations to the building in recent decades have compromised the integrity of its design. Because the building lacks historic integrity, it is not eligible for listing in the National Register or for designation as a local landmark.
Portland and Washington: A Technical Report – Page 33 IMPACTS ON HISTORIC RESOURCES
The proposed project has the potential to directly impact Minneapolis Fire Station 1 with the building’s destruction. Originally constructed in 1908, it is the oldest, continuously used fire house in Minneapolis. During a period of modernization by the fire department, virtually all of the 1908 character was removed in 1963, and these mid-century alterations do not have any historical or architectural significance.
The proposed project has the potential to indirectly impact the setting of the surrounding properties in the APE. A large portion of the buildings in the APE are newer residential structures, especially north of Washington Avenue where the railroad tracks that supplied the West Side milling district were removed. The buildings are low- to mid-rise structures that match the scale of the warehouses, mills, and other historic buildings in the area. The tallest structures currently in the APE are the twin Wells Fargo Buildings at the corner of Portland Avenue and South Fourth Street. Most of the high-rise structures of downtown are to the west and southwest of the project location. The proposed project generally fits with the setting of this area, although the twenty-two-story residential tower, almost twice as tall as the Wells Fargo buildings, has the potential to dominate the landscape. The older structures at 501-515 Washington Avenue, on the same block as the proposed project, and the buildings at 607 Washington Avenue and 614 South Third Street, directly across Portland from the tower, have all been significantly altered and no longer retain their historic character. All of the buildings listed or potentially eligible for listing in the National Register of Historic Places are at least one block from the proposed project, diminishing the project’s effect on their setting.
CONCLUSION
The current project proposes to demolish the fire station and construct a new station, parking garage, low-rise affordable housing, and high-rise market-rate housing. Although it is the oldest, continuously operating fire station in Minneapolis, the building does not retain any historic integrity and is not eligible for listing in the National Register. No other properties in the APE will be directly affected by this project. The potential indirect effects are highest on the immediately adjacent properties, but they do not retain any historic integrity and are not eligible for historic designation. With the amount of newer construction in the area, the historic setting is already distributed, and this project has little potential to diminish the setting for historic properties further away in the APE. Therefore, the proposed project will have no adverse effect on historic properties.
Portland and Washington: A Technical Report – Page 34 SOURCES CONSULTED
Anderson, Rolf. “Minneapolis Warehouse Historic District.” National Register of Historic Places nomination form. January 1987.
Coddington, Donn. “Saint Anthony Falls Historic District.” National Register of Historic Places Nomination Form, 1971.
Eagle Bolt Bar website. Accessed September 28, 2018, https://www.eagleboltbar.com/about-us/.
“Federal Office Building.” Minnesota Architecture-History Inventory Form HE-MPC-0481, 1988.
“Fire Station 1.” Minneapolis Fire Department Website, Accessed September 2018. http://www.minneapolismn.gov/fire/stations/fire_station01.
Frame, Robert M. III. “Chicago, Milwaukee, Saint Paul and Pacific Railroad Company: Station, Train Shed, and Freight House.” National Register of Historic Places Nomination Form, 1978.
Frey, Martha H. “North Star Woolen Mill.” Historic American Engineering Record Documentation HAER No. MN-14, 1998.
Grabinski, Kari, and Deborah Renz. “Chamber of Commerce (Grain Exchange).” National Register of Historic Places Nomination Form, 1995.
Heath, Richard. Mill City Firefighters: The First Hundred Years, 1879-1979. Minneapolis: The Extra Alarm Association of the Twin Cities, 1981.
Hennepin County Property Information website. Accessed September 2018. http://gis.hennepin.us/property/map/default.aspx.
Hess, Demian, and Jeffrey A. Hess. “Standard Mill.” Historic American Engineering Record Documentation No. MN-14, 1990.
Mead and Hunt. “Case Threshing Machine Company Building.” Minnesota Architecture-History Inventory Form HE-MPC-9842, 2011.
Meeks, Carroll L. V. The Railroad Station: An Architectural History. New Haven: Yale University Press, 1956.
Minneapolis Building Permits. Minneapolis Development Review Office, Minneapolis.
Minneapolis Building Permit Index Cards. Hennepin County Library, Minneapolis. http://digitalcollections.hclib.org/cdm/search/collection/PermitCards.
Portland and Washington: A Technical Report – Page 35 “Minneapolis Fire Department Annual Report 1963: From Horses to Horsepower.” Minneapolis: Minneapolis Fire Department, 1964.
Minnesota Historical Aerial Photographs. John R. Borchert Map Library, University of Minnesota, Minneapolis. www.lib.umn.edu/apps/mhapo/.
Nelson, Charles W. “Advance Thresher/Emerson-Newton Company Buildings.” National Register of Historic Places Nomination Form, 1976.
———. “Great Northern Implement Company.” National Register of Historic Places Nomination Form, 1976.
“North Star Woolen Mill.” Minnesota Architecture-History Inventory Form HE-MPC-0175, 1988. Updated by Hess, Roise and Company, 2001.
Oliver, John W. History of American Technology. New York: Ronald Press, 1956.
Pearson, Ronald. “Minneapolis Fire Dept. Rescue Company # 1: Is History Repeating Itself?” Booklet. Minneapolis: Extra Alarm Association of the Twin Cities, April 2001.
Peterson, Rachel, and Charlene Roise. “1207 Washington Avenue South, Minneapolis: An Assessment of Significance.” prepared by Hess, Roise and Company, 2015.
“Remodeled Station.” Minneapolis Star, September 26, 1963.
Sanborn Map Company. Insurance Maps of Minneapolis, Minnesota. New York: Sanborn Map Company, 1912. http://sanborn.umi.com.ezproxy.hclib.org.
———. Insurance Maps of Minneapolis, Minnesota. New York: Sanborn Map Company, 1912, rev. 1951. http://sanborn.umi.com.ezproxy.hclib.org.
Sanborn Map Publishing Company. Insurance Maps of Minneapolis, Minnesota. New York: Sanborn Map Publishing Company, 1885. http://sanborn.umi.com.ezproxy.hclib.org.
Schmidt, Andrew J. “United States Post Office.” National Register of Historic Places Nomination Form, 2010.
“Should City Remodel or Abandon Station No. 1?” Minneapolis Star, February 1, 1963.
Westbrook, Nicholas. A Guide to the Industrial Archeology of the Twin Cities. N.p.: Society for Industrial Archeology. Prepared for the Twelfth Annual Conference of the Society for Industrial Archaeology, Saint Paul and Minneapolis, 1983.
Wright, Frank. “Five-Year Drive Gets Under Way to Replace Old Fire Stations.” Minneapolis Star, June 2, 1958.
Portland and Washington: A Technical Report – Page 36 Appendix E Context Views FLOUR EXCHANGE BUILDING
MILWAUKEE ROAD DEPOT & FREIGHT HOUSE
PROPOSED DEVELOPMENT
NORTHERN GRAIN EXCHANGE IMPLEMENT BUILDING COMPANY ADVANCE MINNEAPOLIS CITY THRESHER HALL
MINNEAPOLIS ARMORY
Individual landmarks within proximity of proposed development View from Stone Arch Bridge: existing, top; proposed, bottom View from 3rd Avenue Bridge: existing, top; proposed, bottom View from Washington Ave S & Chicago Ave S, looking west: existing, top; proposed, bottom View from Washington Ave S & 2nd Ave S: existing, top; proposed, bottom View from Portland Ave & 2nd St S, looking south: existing, top; proposed, bottom View from Portland Ave S at Minneapolis Armory, looking north: existing, top; proposed, bottom Appendix F Traffic Demand Management Plan Portland and Washington
DRAFT Travel Demand Management Plan
Prepared for
Sherman Associates
December 12, 2018
SRF No. 01811792
Plan Approval
Sherman Associates
By: ______Dated: ______Ross Stiteley Senior Developer
233 Park Avenue
Minneapolis, MN 55413
Minneapolis Community Planning and Economic Development Department
By: ______Dated: ______Steve Poor CPED Development Services Director
Minneapolis Public Works Department
By: ______Dated: ______Allan Klugman, PE, PTOE Traffic Operations Engineer
Portland and Washington i SRF Consulting Group, Inc. DRAFT Travel Demand Management Plan
Table of Contents
Introduction ...... 2
Project Description ...... 2
City of Minneapolis Transportation Goals ...... 4
Travel Demand Management Plan Goals ...... 5
Disclosure of Transportation Impacts ...... 5
Existing Conditions ...... 5 Data Collection...... 5 Intersection Capacity Analysis ...... 6
Proposed Development ...... 8 Background Traffic Growth ...... 9 Trip Generation ...... 9
Year 2022 Build Conditions ...... 13 Intersection Capacity Analysis – Scenario 1 ...... 13 Intersection Capacity Analysis – Scenario 2 ...... 14
Parking Assessment ...... 15
Bicycle Parking ...... 16
Site Plan Review ...... 16
Alternative Transportation Modes Infrastructure ...... 17
Travel Demand Management Measures ...... 19
Commitments ...... 19 General ...... 19 Transit, Shared Car, Bicycles, and Trails/Sidewalks ...... 20 Deliveries ...... 21 Parking ...... 21 Budget and Schedule ...... 22 Portland and Washington ii SRF Consulting Group, Inc. DRAFT Travel Demand Management Plan
List of Figures
Figure 1: Project Location ...... 3 Figure 2: Existing Conditions ...... 7 Figure 3: Site Plan ...... 10 Figure 4: Directional Distribution ...... 11 Figure 5: Year 2022 Build Conditions...... 12
List of Tables
Table 1: Project Elements Summary ...... 2 Table 2: Target Transportation Goals ...... 4 Table 3: Level of Service Criteria for Signalized and Unsignalized Intersections ...... 6 Table 4: Existing Intersection Capacity Analysis ...... 8 Table 5: Proposed Development Trip Generation Estimate ...... 9 Table 6: Year 2022 Build Intersection Capacity Analysis – Scenario 1 ...... 13 Table 7: Year 2022 Build Intersection Capacity Analysis – Scenario 2 ...... 14 Table 8: Vehicle Parking Demand Estimate ...... 15 Table 9: Transit Service ...... 18
H:\Projects\11000\11792\TS\Report\11792_Draft_PortlandWashingtonTDMP_181212.docx
Portland and Washington iii SRF Consulting Group, Inc. DRAFT Travel Demand Management Plan
Introduction
SRF has completed a Travel Demand Management Plan (TDMP) for the proposed redevelopment of the southwest quadrant of the Portland Avenue S and Washington Avenue S intersection in the City of Minneapolis, MN (see Figure 1: Project Location). The proposed development is generally bounded by 5th Avenue S to the west, Portland Avenue to the east, Washington Avenue S to the north, and 3rd Street S to the south. The project site is currently a surface parking lot and includes the Minneapolis Fire Department building in the southeast corner. The fire station in the southeast corner is expected to be relocated on site to the southwest corner, with access to 5th Avenue S. The main objectives of this study are to review/quantify existing operations within the study area, evaluate transportation impacts of the proposed development, and recommend improvements to address identified issues, if necessary. This TDMP documents City of Minneapolis Travel Demand Management (TDM) policies and goals for sustainable growth, potential impacts to area traffic and parking, and recommended TDM strategies to address area transportation impacts associated with the proposed development. The following information provides the assumptions, analysis, and recommendations offered for consideration.
Project Description
The site is currently used as a surface parking lot and Minneapolis Fire Station. This site would be redeveloped with a new fire station, 350 apartment units, and approximately 6,400 square feet (sf) of ground floor retail. There is expected to be a newly constructed 312 space public parking structure, along with 260 private parking spaces for the apartments, fire station, and retail components. There is expected to be 350 bicycle parking spaces for the residents and 22 bicycle spaces for guests and the commercial properties. Access to the proposed development is being considered under two scenarios . Both scenarios would include a full access on Portland Avenue S and a full access on 5th Avenue S. Access Scenario 1 would include an enter only on 3rd Street S, with Scenario 2 would not. The existing curb cut along Washington Avenue S is proposed to be removed. Additionally, the fire station access would move from 3rd Street S to 5th Avenue S. A summary of project elements is shown in Table 1.
Table 1: Project Elements Summary
Type of Use Existing Conditions Build Conditions Restaurant/Commercial 0 square feet ~6,400 square feet Apartment Units 0 Units 350 Units Vehicle Parking 231 Spaces 572 Spaces Bicycle Parking 0 Spaces 372 Spaces
The proposed development site is zoned B4S-2 Downtown Service District and is located in the Downtown Parking Overlay District. The zoning regulations for the proposed site are discussed later in this document.
Portland and Washington 2 SRF Consulting Group, Inc. DRAFT Travel Demand Management Plan Figure 1
venue S A Project Location
3rd Street S ashington
W
venue S S venue
A
Portland Portland
venue S S venue
A 5th 5th TDMP ashington Associates, Inc.
Project Location Portland and W Sherman NORTHNorth 1792
0181 August 2018
H:\Projects\1 1000\1 1792\TS\Figures\Fig01_Project Location.cdr 1792\TS\Figures\Fig01_Project .cdr
City of Minneapolis Transportation Goals
The following transportation goals are identified in the Minneapolis Plan for Sustainable Growth, adopted by the Minneapolis City Council on October 2, 2009: Policy 2.1 – Encourage growth and reinvestment by sustaining the development of a multi-modal transportation system. Policy 2.2 – Support successful streets and communities by balancing the needs of all modes of transportation with land use policy. Policy 2.3 – Encourage walking throughout the city by ensuring that routes are safe, comfortable, pleasant, and accessible. Policy 2.4 – Make transit a more attractive option for both the new and existing riders. Policy 2.5 – Ensure that bicycling throughout the city is safe, comfortable, and pleasant. Policy 2.6 – Manage the role and impact of automobiles in a multi-modal transportation system. Policy 2.7 – Ensure that freight movement and facilities throughout the city meet the needs of the local and regional economy while remaining sensitive to impacts on surrounding land uses. Policy 2.8 – Balance the demand for parking with objectives for improving the environment for transit, walking and bicycling, while supporting the city’s business community. Policy 2.9 – Promote reliable funding and pricing strategies to manage transportation demand and improve alternative modes. Policy 2.10 – Support the development of a multi-modal downtown transportation system that encourages an increasingly dense and vibrant regional center. Policy 2.11 – Minneapolis recognizes the economic value of Minneapolis-Saint Paul International Airport and encourages its healthy competition to reach global markets in an environmentally responsible manner.
Based on previous TDMPs in the Downtown Area, the developer has identified the Target Transportation Goals shown in Table 2. This goal is consistent with other area developments and is expected to be attainable due to area TDM options available to residents.
Table 2: Target Transportation Goals
Mode Split Target Transportation Goals Auto 40% Taxi/TNC 10% Transit 10% Bike/Walk 40%
Portland and Washington 4 SRF Consulting Group, Inc. DRAFT Travel Demand Management Plan
Travel Demand Management Plan Goals
The purpose of this TDMP is to support the overall City of Minneapolis Transportation Goals previously noted, namely to encourage residents, visitors, and employees of the proposed development to use alternative modes of transportation to/from the site. This TDMP identifies actions to manage /minimize vehicle trips and parking generation by the development. To ensure that key issues are identified and adequately addressed, this TDMP has been prepared in consultation with the City of Minneapolis Community Planning & Economic Development (CPED) and Public Works Departments. The transportation goals set forth previously in Table 2 are attainable, due to a number of factors working in favor of the proposed development. With the close proximity of the proposed development to the Downtown core, multi-purpose trails and bike lanes, transit routes, shared/dock less bicycle/scooter/car stations, and various taxi/ride-sharing services, residents, visitors, and employees will have access to an abundance of transit and alternative transportation modes.
Disclosure of Transportation Impacts
This section of the TDMP summarizes and describes the transportation impacts associated with the proposed development.
Existing Conditions
Existing conditions were reviewed to establish a baseline to identify any future impacts associated with the proposed development. The evaluation of existing conditions included various data collection efforts and intersection capacity analysis. Data Collection Weekday a.m. and p.m. peak period intersection turning movement and pedestrian counts were collected by SRF during the week of July 9, 2018 at the following intersections: Washington Avenue S/5th Avenue S 3rd Street S/Portland Avenue Washington Avenue S/Portland Avenue Four (4) Site Parking Lot Access Driveways 3rd Street S/5th Avenue S Historical turning movement and average daily traffic volumes were provided by MnDOT (Minnesota Department of Transportation) and the City of Minneapolis. Due to I-35W construction related impacts on traffic volumes in Downtown Minneapolis, the July 2018 intersection turning movement counts were modified based on historical patterns to represent a “non-construction” condition to more accurately represent existing conditions based on recommendations from City staff.
In addition to the intersection turning movement counts, detailed information regarding the number of fire station runs was collected. Based on information received from the City, there was a total of 4,241 service calls in 2017. A further breakdown indicates that 2,969 calls traveled west on 3rd Street S and that 1,272 calls traveled south on Portland Avenue.
Portland and Washington 5 SRF Consulting Group, Inc. DRAFT Travel Demand Management Plan
Observations were completed to identify area roadway characteristics (i.e. roadway geometry, posted speed limits, and traffic controls). Washington Avenue S, 3rd Street S, and 5th Avenue S are classified as minor arterial roadways. Washington Avenue S, is primarily a four-lane divided roadway, with protected bike lanes west of 5th Street S and select turn lanes at intersections. 3rd Street S and 5th Avenue S are three-lane, one-way roadways with select turn lanes. 3rd Street S has a one-way westbound bike lane. Portland Avenue S is a two-lane, one-way roadway with a one-way southbound buffered bike lane. The posted speed limit along all study roadways is 30 miles per hour (mph). All of the study intersections are signalized, except for the existing parking lot access driveways, which are unsignalized with side-street stop control. Existing geometrics, traffic controls, and volumes are shown in Figure 2.
Intersection Capacity Analysis
An existing intersection capacity analysis was completed for the a.m. and p.m. peak hours to establish a baseline condition to which future traffic operations can be compared. Study intersections were analyzed using Synchro/SimTraffic (Version 9). Capacity analysis results identify a Level of Service (LOS), which indicates the quality of traffic flow through an intersection. Intersections are given a ranking from LOS A through LOS F. The LOS results are based on average delay per vehicle, which correspond to the delay threshold values shown in Table 3. LOS A indicates the best traffic operation, with vehicles experiencing minimal delays. LOS F indicates an intersection where demand exceeds capacity, or a breakdown of traffic flow. Overall intersection LOS A through LOS D is generally considered acceptable in the Twin Cities metropolitan area.
Table 3: Level of Service Criteria for Signalized and Unsignalized Intersections
Signalized Intersection Unsignalized Intersection LOS Designation Average Delay/Vehicle (seconds) Average Delay/Vehicle (seconds) A ≤ 10 ≤ 10 B > 10 - 20 > 10 - 15 C > 20 - 35 > 15 - 25 D > 35 - 55 > 25 - 35 E > 55 - 80 > 35 - 50 F > 80 > 50
For side-street stop controlled intersections, special emphasis is given to providing an estimate for the level of service of the side-street approach. Traffic operations at an unsignalized intersection with side- street stop control can be described in two ways. First, consideration is given to the overall intersection level of service. This accounts for the total number of vehicles entering the intersection and the capability of the intersection to support these volumes. Second, it is important to consider the delay on the minor approach. Since the mainline does not have to stop, the majority of delay is attributed to the side-street approaches. It is typical of intersections with higher mainline traffic volumes to experience high levels of delay (i.e. poor levels of service) on the side-street approaches, but an acceptable overall intersection level of service during peak hour conditions.
Portland and Washington 6 SRF Consulting Group, Inc. DRAFT Travel Demand Management Plan
olume olume
667 (856)
200 (242) Figure 2
498 (464) 498 621 (473) 621
133 (44) 133 40 (7) 40
venue
venue A A LEGEND .M. Peak Hour V
A.M. Peak Hour V Portland Portland Portland Portland - - P Access - Side-Street Stop Control - Signalized Control
(35) 10 East 3rd Street S
XX
(XX)
68 (105) 100 (831)
1
225 (158)
38 (57) 38
280 (146) 280
32 (17) 32
venue ve A
A Portland Portland
ashington W (55) 23
(740) 667
(176) 156
venue S S venue
A
5th 5th venue S S venue
A Project Location Portland
3rd Street S
40 (0) 760 (900)
venue S
A
0 (20) 0
Access South South ashington
W 3rd Street S TDMP
ashington
Associates, Inc. 55 (48)
1077 (800) 10 (30)
205 (94)
555 (826)
(171) 177 (171) 52 (42) 52
(15) 30 (15)
(132) 65 (132)
98 (59) 98 Existing Conditions Portland and W Sherman
(298) 250 (298) (408) 482 (408) (329) 597 (329)
venue
A S venue venue S venue
(227) 350 (227) A A
5th 5th 5th 5th
Access
venue S venue
A ashington est 5th
W (31) 41 W NORTHNorth (698) 617 3rd Street S 1792
0181 July 2018
H:\Projects\1 1000\1 1792\TS\Figures\Fig02_Existing Conditions.cdr 1792\TS\Figures\Fig02_Existing
Results of the existing intersection capacity analysis shown in Table 4 indicate that the study intersections currently operate at an acceptable overall LOS C or better during the a.m. and p.m. peak hours with the existing geometric layout and traffic controls. Existing signal timing obtained from the City was utilized for this analysis.
Table 4: Existing Intersection Capacity Analysis Level of Service (Delay) Intersection Weekday A.M. Weekday P.M. Peak Hour Peak Hour Washington Avenue S and 5th Avenue S C (24 sec.) C (23 sec.) Washington Avenue S and Portland Avenue S C (24 sec.) C (16 sec.) Portland Avenue S and East Site Access (1) A/A (8 sec.) A/A (7 sec.) 3rd Street S and Portland Avenue S B (14 sec.) C (21 sec.) 3rd Street S and South Site Access (1) A/A (1 sec.) A/A (1 sec.) 3rd Street S and 5th Avenue S A (9 sec.) A (8 sec.) 5th Avenue S and West Site Access (1) A/A (4 sec.) A/A (8 sec.)
(1) Represents an unsignalized intersection with side-street stop control, where the overall LOS is shown followed by the worst approach LOS.
Although all of the study intersections currently operate at acceptable levels of service, the following queuing issues should be noted: During the a.m. and p.m. peak hours, 95th percentile westbound queues along Washington Avenue are expected to extend the entire length of the blocks from 4th Avenue S to Park Avenue. During the a.m. and p.m. peak hour, northbound queues along 5th Avenue S and southbound queues along Portland Avenue S can block access to/from the parking lot accesses approximately 10 to 15 percent of the peak hours. However, internal queueing issues were not observed. During the a.m. peak hour, the southbound queue along Portland Avenue S north of Washington Avenue can extend to 2nd Street S approximately five (5) percent of the peak hour. Due to the lack of a southbound left-turn lane/phase and the high number of pedestrians crossing Washington Avenue S, it can be challenging for southbound vehicles to make a left-turn. However, motorists were typically able to proceed through the intersection during their second light cycle, which is generally common in a downtown setting.
Proposed Development As previously mentioned, the proposed development, shown in Figure 3, includes 350 apartment units and 6,400 square feet of commercial space which currently has undefined tenant(s). The development would replace the existing 231 space parking lot. The existing fire station on site would be relocated from 3rd Street S to 5th Avenue S. Access to the proposed development being considered in two (2) different scenarios. The first scenario is proposed at generally the same locations as the existing site access driveway along Portland Avenue S (right-in/right-out), 3rd Street S (right-in only), and 5th Street S (right-in/right-out). The existing site access on Washington Avenue S is expected to be removed. The existing fire station access would be removed from 3rd Street S and relocated to a new 5th Avenue S access. Portland and Washington 8 SRF Consulting Group, Inc. DRAFT Travel Demand Management Plan
The second scenario would remove the right-in only access from 3rd Street, leaving only the site access on Portland Avenue S and 5th Avenue S. Both access scenarios will be analyzed. There are 572 vehicle parking spaces planned (312 public spaces and 260 private spaces) to be constructed, for a net increase of 341 spaces.
Background Traffic Growth
To account for general background growth in the area, an annual growth rate of one-half percent was applied to the existing peak hour traffic volumes to develop year 2021 background traffic forecasts. This growth rate is consistent with historical trends within the study area and accounts for additional development within the study area. Trip Generation To account for traffic impacts associated with the proposed development, a trip generation estimate for the weekday a.m. and p.m. peak hours, as well as on a daily basis was developed for vehicular trips. This trip generation estimate includes trips generated by the proposed development and the existing uses (i.e. public parking, Minneapolis Fire Department building and the restaurant/bar buildings) since these uses are expected to continue to generate at a similar rate under future build conditions. The trip generation estimates were completed using the ITE Trip Generation Manual, Tenth Edition and include a pick-up/drop-off estimate based on previously collected information in downtown Minneapolis. The proposed residential component was estimated using a “City Center Core” area rate and the commercial space using a “Dense Multi-Use Urban” rate. The estimates are shown in Table 5. Table 5: Proposed Development Trip Generation Estimate
Weekday A.M. Weekday P.M. Weekday Land Use Type (ITE Code) Size Peak Hour Trips Peak Hour Trips Daily In Out In Out Trips High Rise Multi-Family (222) 350 units 29 48 47 34 756 Shopping Center (820) 6,400 sf 8 7 15 16 315 Future Additional Public Parking 81 spaces 43 7 11 34 210 Pick-Up/Drop-Off Trips 20 20 30 30 600 Total Development Trips 100 82 103 114 1,881 Existing Uses 231 spaces 125 21 31 98 600 Total Site Trips 225 103 134 212 2,481 The results of the trip generation estimate indicate the proposed development is expected to generate an additional 182 a.m. peak hour, 217 p.m. peak hour, and approximately 1,881 daily trips. Trips were distributed using the directional distribution found in Figure 4. The year 2022 build condition traffic forecasts, which include general background growth and adjacent and proposed development trip generation are shown in Figure 5. Note that these forecasts are shown for Access Scenario 1. Under Access Scenario 2, the right-in maneuvers at the access on 3rd Street S would proceed west on 3rd Street S and make a right-turn onto 5th Avenue S and a right-turn in the site.
Portland and Washington 9 SRF Consulting Group, Inc. DRAFT Travel Demand Management Plan N O R T
H
North
1792\TS\Figures\Fig03_Site Plan.cdr 1792\TS\Figures\Fig03_Site
1000\1 H:\Projects\1
Site Plan Figure 3 Portland and Washington TDMP Sherman Associates, Inc. 01811792 November 2018 Figure 4
40%
venue S A Project Location
ashington
W
5%
venue S S venue 3rd Street S A
Portland Portland
venue S S venue
A
5th 5th 20% TDMP
35% ashington Associates, Inc.
Directional Distribution Portland and W Sherman NORTHNorth 1792
0181 August 2018
H:\Projects\1 1000\1 1792\TS\Figures\Fig04_Directional Distribution.cdr 1792\TS\Figures\Fig04_Directional .cdr olume olume
Figure 5
695 (890)
205 (250)
LEGEND .M. Peak Hour V
A.M. Peak Hour V
635 (485) 635 525 (495) 525 - - P - Side-Street Stop Control - Signalized Control
120 (85) 120 145 (55) 145
XX
(XX) venue venue
A A
Portland Portland Portland Portland
Access
(65) 30 East 3rd Street S
10)
70 (1 125 (850)
1
255 (190)
40 (60) 40
295 (155) 295
35 (20) 35
venue ve A
A Portland Portland
ashington W (60) 25
(800) 710
(225) 210
venue S S venue
A
5th 5th venue S S venue A
3rd Street S Portland
60 (15) 780 (925) venue S
A
Access South South ashington
W 3rd Street S TDMP
ashington
Associates, Inc. 210 (100) 60 (50) 100 (820) 575 (830)
1 75 (150)
(235) 215 (235)
55 (45) 55 ear 2022 Build Conditions
(35) 50 (35)
(360) 630 (360) (140) 70 (140)
100 (60) 100 Y Portland and W Sherman
(420) 495 (420) (235) 360 (235) (360) 285 (360)
venue
A S venue venue S venue venue S venue
A A A
5th 5th 5th 5th 5th 5th
Access
ashington est
W (35) 45 W 3rd Street S NORTHNorth (750) 665 1792
0181 November 2018
H:\Projects\1 1000\1 1792\TS\Figures\Fig05_Y ear 2022 Build Conditions.cdr Build 2022 ear
Although not represented in the above trip generation of the site, the number of service calls for the fire station is expected to grow in between present day and 2030 due to consolidation of emergency facilities within the City. The fire station calls do not have a typical peak hour trip generation as they are random in nature. It is estimated that the number of calls is expected to grow from 4,241 calls in 2017 to 5,010 calls in 2020 and up to 6,990 calls in 2030. This represents an increase of approximately two (2) calls per day by 2020 and approximately eight (8) calls per day by 2030. Based on the new fire station location on the site, the following breakdown in direction for the calls in 2020 and 2030 is as follows:
2020 Service Calls 2030 Service Calls o North on 5th Avenue S – 3,507 o North on 5th Avenue S – 4,893 o West on 3rd Street S – 1,503 o West on 3rd Street S – 2,097
Discussion regarding signal pre-emption and other safety measures is included later within the documents.
Year 2022 Build Conditions To determine impacts associated with the proposed development, year 2022 build conditions were reviewed. The year 2022 build conditions account for historical general area background growth (i.e. other nearby developments) within the area as well as the net increase in trips generated by the proposed development. An intersection capacity analysis was completed for both access scenarios described (i.e. with and without a right-in only 3rd Street S access).
Intersection Capacity Analysis – Scenario 1
Results of the year 2022 build condition intersection capacity analysis for Access Scenario 1 (includes right-in only access on 3rd Street S) shown in Table 6 indicate that all study intersections are expected to operate at an acceptable overall LOS C or better during the weekday a.m. and p.m. peak hours with minimal changes in delays. This analysis assumes that there are no changes to the existing signal timing would be implemented.
Table 6: Year 2022 Build Intersection Capacity Analysis – Scenario 1 Level of Service (Delay) Intersection Weekday A.M. Weekday P.M. Peak Hour Peak Hour Washington Avenue S and 5th Avenue S C (25 sec.) C (24 sec.) Washington Avenue S and Portland Avenue S C (27 sec.) C (18 sec.) Portland Avenue S and East Site Access (1) A/A (8 sec.) A/A (9 sec.) 3rd Street S and Portland Avenue S B (15 sec.) C (21 sec.) 3rd Street S and 5th Avenue S B (10 sec.) A (8 sec.) 5th Avenue S and West Site Access (1) A/A (6 sec.) A/B (11 sec.)
(1) Represents an unsignalized intersection with side-street stop control, where the overall LOS is shown followed by the worst approach LOS.
Portland and Washington 13 SRF Consulting Group, Inc. DRAFT Travel Demand Management Plan
Queueing is expected to remain similar to existing conditions, with northbound and southbound queues potentially blocking the access driveways approximately five (5) to 10 percent of the peak hours. Additionally, the southbound queue along Portland Avenue S north of Washington Avenue S is expected to spill back to 2nd Street S approximately 10 to 15 percent of the peak hour. Once again, it is expected that motorists will be able to perform their southbound maneuver after their second light cycle if/when queues reach this length. There is not expected to be any significant impact on area traffic operations from the proposed development and therefore, no mitigation is recommended to area roadway geometry or traffic control.
Intersection Capacity Analysis – Scenario 2
Results of the year 2022 build condition intersection capacity analysis for Access Scenario 2 (no access on 3rd Street S) shown in Table 7 indicate that all study intersections are expected to operate at an acceptable overall LOS C or better during the weekday a.m. and p.m. peak hours with minimal changes in delays. This analysis assumes that there are no changes to the existing signal timing would be implemented.
Table 7: Year 2022 Build Intersection Capacity Analysis – Scenario 2 Level of Service (Delay) Intersection Weekday A.M. Weekday P.M. Peak Hour Peak Hour Washington Avenue S and 5th Avenue S C (25 sec.) C (24 sec.) Washington Avenue S and Portland Avenue S C (27 sec.) C (18 sec.) Portland Avenue S and East Site Access (1) A/A (8 sec.) A/A (9 sec.) 3rd Street S and Portland Avenue S B (15 sec.) C (21 sec.) 3rd Street S and 5th Avenue S B (10 sec.) A (9 sec.) 5th Avenue S and West Site Access (1) A/A (6 sec.) A/B (11 sec.)
(1) Represents an unsignalized intersection with side-street stop control, where the overall LOS is shown followed by the worst approach LOS. Between Access Scenario 1 and 2, there is not expected to be changes in delay during the a.m. peak hour. During the p.m. peak hour at the 3rd Street S and 5th Avenue S intersection there is expected be an increase in overall delay of one (1) second between Access Scenario 1 and 2. The remaining study intersections are expected to have the same delays between Access Scenario 1 and 2.
The 95th percentile queues for the westbound right-turn from 3rd Street S to 5th Avenue S are expected to increase by one (1) vehicle length under Access Scenario 2, however, both 95th percentile queues are expected to be less than 100 feet and fit within the available turn-lane storage. The remaining study intersections are expected to have similar queuing between Access Scenario 1 and 2.
Portland and Washington 14 SRF Consulting Group, Inc. DRAFT Travel Demand Management Plan
Parking Assessment As noted previously, the proposed development is expected to construct 572 off-street parking spaces, 260 of which are designated for private use for the development with the other 312 stalls for public use. Both City of Minneapolis Code and ITE parking demand values were reviewed for the parking assessment. Based on the City Code the proposed development has the following minimum and maximum parking requirements: Due to the location of the development within a downtown district, the proposed development has no minimum parking requirement, except: o Multiple-family dwellings of 50 or more units that provide off-street parking for residents shall also provide designated visitor parking at a ratio of not less than one visitor space per 50 dwelling units. The following maximum parking requirements must be followed: o 1.6 spaces per dwelling or rooming unit in the B4S-2 Districts o one (1) space per 500 sf for retail areas There is expected to be 350 dwelling units and 6,400 sf of retail space. This would equate to a minimum parking supply of seven (7) spaces and a maximum parking supply of 572 spaces. Since only 260 of the parking spaces are designated for the private uses, the proposed development is expected to meet the City Code parking minimum. The other 312 public parking spaces, while built within the parcel, are expected to be separate from the private development spaces and replace the public spaces in the existing surface lot. With a supply of 260 spaces proposed for the private development, the Americans with Disabilities Act (ADA) Accessibility guidelines recommend a minimum of seven (7) handicap accessible spaces for the proposed total private parking supply. The public parking supply is recommended to have eight (8) handicap accessible spaces based on the 312 parking spaces planned. An estimate of the anticipated parking demand for the proposed development per dwelling unit was completed using the ITE Parking Generation Manual, Fourth Edition for the average and 85th percentile peak parking demand rates for an urban setting. Results of the parking analysis shown in Table 8 indicate that the proposed development is expected to have a parking demand of 175 to 197 spaces to accommodate residents, visitors, and employees. Based on this assessment, there is expected to be a surplus of 63 to 85 spaces.
Table 8: Vehicle Parking Demand Estimate
ITE Average ITE 85th Percentile Land Use Type (ITE Code) Size Peak Parking Demand Peak Parking Demand
High-Rise Apartment (222) 350 Dwelling Units 158 176(1) Shopping Center (820) 6,400 sf 17 21 Total 175 197 (1) Estimated 85th percentile demand.
Portland and Washington 15 SRF Consulting Group, Inc. DRAFT Travel Demand Management Plan
Bicycle Parking
Based on City of Minneapolis Code, multiple-family dwellings with five or more units shall provide one (1) space per two (2) dwelling units. Furthermore, not less than 90 percent of the required bicycle parking shall meet the standards for long-term (secured internal) bicycle parking. Long-term bicycle parking for residential uses is defined as, “…spaces located in enclosed and secured or supervised areas providing protection from theft, vandalism, and weather…not located within dwelling units, or within deck or patio areas accessory to dwelling units.” Based on these requirements for the residential portion of the development, a minimum of 175 bicycle spaces are required, of which a minimum of 158 bicycle spaces must meet the standards for long-term bicycle parking. As noted previously, a minimum of 350 secured internal bicycle parking spaces are proposed for the residential portion. The 6,400 sf commercial portion of the development has a separate bicycle parking minimum. General retail sales or services and/or coffee-shop/restaurant type uses all have a minimum required bicycle parking of three (3) spaces based on City Code. Additionally, 50 percent of the spaces must meet the standards of short-term bicycle parking. If this space was office space, it has the same minimum requirement, however, 50 percent of the spaces must meet the standards of long-term parking. Based on the current subdivided layout of the commercial space into two uses, there is a minimum of six (6) spaces required. If this space is subdivided further, each land use will require an additional three (3) spaces based on City Code. Currently there are eight (8) bicycle spaces planned for the setback area at the intersection of Portland Avenue and Washington Avenue S, which will exceed the minimum required bicycle parking. Additionally, there are 14 short-term bicycle spaces located near the porte- cochere on Portland Avenue.
Site Plan Review A review of the proposed site plan was completed to identify any issues with respect to access and circulation for both pedestrians and vehicles. Results of this review indicate that appropriate traffic controls should be considered for internal driveways. In regards to access, the existing access onto Washington Avenue S is proposed to be removed as part of the project. The existing parking lot accesses on 5th Avenue S and Portland Avenue S are expected to remain. The parking lot access on 3rd Street S is planned to be restricted to enter-only under Scenario 1 and removed in Scenario 2. In regards to the fire station, the existing accesses to Portland Avenue S and 3rd Street S are both planned to be removed. Per discussions with both City of Minneapolis Public Works and Planning staff, it was determined that the new fire station would construct an additional access on 5th Avenue S approximately 100 feet north of 3rd Street S; and only the fire station would use this access. An ambulance/chief vehicle access would be internal to the site and utilize either the 5th Avenue S or Portland Avenue S parking ramp access driveways.
Portland and Washington 16 SRF Consulting Group, Inc. DRAFT Travel Demand Management Plan
Queues along 5th Avenue S and Portland Avenue S are expected to block the parking lot accesses approximately five (5) to 10 percent of both the a.m. and p.m. peak periods. It should be noted that emergency vehicles exiting the fire station onto 5th Avenue S would have the ability to pre-empt at the traffic signals in order to clear a pathway for them to respond. During both the a.m. and p.m. peak hours, there is not expected to be a significant amount of conflict for pedestrians with vehicles crossing the bike lane or sidewalk along 3rd Street S. Additionally, this driveway already exists, giving bicyclists and pedestrians familiarity with it, should this access remain as in Access Scenario 1. It is recommended that either an emergency vehicle pre-emption light or sign be installed internally to the site to indicate to motorists exiting the parking ramp that either the ambulance or fire trucks are leaving the station and to remain clear of their operation. This can help reduce any potential internal conflicts to provide a safe and efficient pathway for emergency vehicles.
Alternative Transportation Modes Infrastructure
As shown in Table 9, the proposed development site is served by nine (9) Metro Transit local bus routes within a quarter mile and is located less than a quarter mile from the US Bank Stadium Station, which serves the Blue Line and Green Line LRT. Additionally, the nearby bus stops at the Gateway Ramp and Platform immediately west of the site are served by various suburban express busses. This ramp serves over two (2) dozen express routes to suburbs within the Twin Cities Metropolitan area. Pedestrian and bicycle travel is also very common in the vicinity of the proposed development and throughout the downtown area. Extensive sidewalk, bike path (Hiawatha Bike Trail), and bike lane networks currently exist in downtown, including along Portland Avenue S, 3rd Street S, 5th Avenue S, and Washington Avenue. The bike infrastructure along Washington Avenue west of 5th Avenue S includes a separated and raised bike path with traffic signal control. Additionally, an extensive skyway network throughout downtown Minneapolis provides a climate controlled systems of walkways connecting buildings throughout downtown. An entrance to the skyway network is provided within the Gateway Ramp, immediately west of the proposed development.
Portland and Washington 17 SRF Consulting Group, Inc. DRAFT Travel Demand Management Plan
Table 9: Transit Service Route Service Area Day Time Frequency Rush Hour 10 min Green Midday 10 min Line Weekday and Evening 15 min Minneapolis, St. Paul, Bloomington Blue Owl 1 Hour Line LRT Saturday -- 10-15 min Sunday -- 10-15 min Rush Hour 5-15 min Weekday Midday 10-15 min 3 Minneapolis, St. Paul Evening 15-30 min Saturday -- 15-30 min Sunday -- 30-60 min Rush Hour 15-30 min Weekday Midday 30 min 7 Minneapolis Evening 30 min Saturday -- 30 min Sunday -- 60 min Rush Hour 10-20 min Weekday Midday 15-20 min Minneapolis, Crystal, Golden Valley, 14 Evening 20-30 min Robbinsdale, Richfield Saturday -- 20-30 min Sunday -- 20-30 min Rush Hour 10-20 min Weekday Midday 20 min 22 Minneapolis, Brooklyn Center Evening 20-30 min Saturday -- 20-30 min Sunday -- 30 min Rush Hour 12-15 min 94 St. Paul, Minneapolis Weekday Midday 30 min Evening 30 min 133 Minneapolis, South Minneapolis Weekday Rush Hour 15-30 min 134 St. Paul, Minneapolis Weekday Rush Hour 15-30 min 135 Minneapolis Weekday Rush Hour 15-30 min 146 Minneapolis, Edina Weekday Rush Hour 15-30 min
Portland and Washington 18 SRF Consulting Group, Inc. DRAFT Travel Demand Management Plan
It should be noted that there are four (4) Nice Ride Minnesota bicycle stations located within three blocks of the proposed development and numerous stations located throughout Minneapolis. Nice Ride Minnesota is a seasonally-operated, subscription based, nonprofit bicycle sharing system in the heart of the Twin Cities Metropolitan Area. As of this TDMP, the maximum capacity of the adjacent Nice Ride Minnesota station ranges from 19 to 27 bicycles. Dock-less Nice Ride spaces are located adjacent to the Nice Ride docking stations. Additionally, Lime bikes and Bird and Lime scooters are available within Minneapolis. These bike and scooter rentals can help assist with both short trips and help with trips to and from high frequency transit routes. The docked and dock-less shared mobility platforms are expected to be ever changing going into future years.
The last alternative transportation mode to be highlighted is shared cars. HOURCAR and Zipcar are car sharing services in use across Minneapolis. These services allow users to rent on an hourly basis (or daily depending on need) a community car without having the responsibility or significant costs of insurance, fuel, and maintenance. As of this TDMP, there is an HOURCAR rental location at the Gateway Ramp immediately west of the proposed development site. Additionally, there are five (5) other HOURCAR and Zipcar rental locations throughout western downtown Minneapolis. Given the transit and pedestrian/bicycle connections within the study area, residents are able to easily access these shared cars for any vehicle trips that may be necessary.
Travel Demand Management Measures The management team shall develop and implement an incentive program in order to actively encourage residents to use alternative modes of transportation instead of driving. The incentive program encompasses a range of alternatives listed in the following section. The implementation of the following commitments is the responsibility of the manager and/or building owner. Should the owner sell the property, the existing or subsequent building owner agrees to fund, construct, and maintain all actions identified.
Commitments
General 1. Designate a TDM liaison to coordinate various ongoing TDM commitments. 2. Monitor the implementation of the proposed TDMP commitments and progress made toward achieving the TDMP mode split goals through the following monitoring program: a. Conduct a statistically valid baseline resident and visitor commuter survey within the first year of full occupancy of the proposed development. b. Conduct a resident and visitor commuter survey every year for three (3) years after the original baseline survey, or until the TDMP mode split goals for alternative modes of transportation are achieved.
Portland and Washington 19 SRF Consulting Group, Inc. DRAFT Travel Demand Management Plan
c. After each round of annual commuter surveys, review the TDMP to determine effectiveness. As part of the review, prepare a status report for the City of Minneapolis CPED and Public Works Departments to review and approve with recommendations. These recommendations may require an alternative compliance program if significant progress toward achieving the TDMP mode split goals are not demonstrated. 3. Provide a list of nearby shops (grocery, liquor, convenience store), services, and restaurants to residents. This can be broken down into walking distance (i.e. 15-minute walk or less), bus distance, and/or LRT distance. This can also include services and restaurants that provide delivery/pick-up and menus to those restaurants. This could be done through an e-packet, online advertisement on a wi-fi login page, a stand within the lobby, and/or a through and information binder at the front desk of the lobby. 4. Provide an emergency vehicle interconnection from the Fire Station to the signal at 5th Avenue S/Washington and to the signal at 5th Avenue S/3rd Street S. The goal of the interconnection is to have the physical interconnection and programming capability to pre-empt both traffic signals during emergency calls. This can accommodate fire trucks that go to Washington and/or trucks that go the “wrong way” for a short distance on 5th Avenue S to access 3rd Street S. Costs for this will be borne by the development team. 5. Provide either an emergency vehicle pre-emption light or sign be installed internally to the site to indicate to motorists exiting the parking ramp that either the ambulance or fire trucks are leaving the station and to remain clear of their operation. This can help reduce any potential internal conflicts to provide a safe and efficient pathway for emergency vehicles.
Transit, Shared Car, Bicycles, and Trails/Sidewalks 6. Provide electronic welcome packets to residents and employees detailing ways to reduce vehicle travel, including the following: a. Provide links to information on carpool, transit/express bus, and bicycle/pedestrian facilities and amenities. b. Provide links to information on shared car programs. 7. Provide residents the option of subscribing to high-speed internet access. Where relevant, provide information and promote telecommuting for residents. 8. Promote biking as a mode of transportation to/from the proposed development by providing bicycle amenities, including short-term bicycle parking for visitors located in the setback area near the corner of Portland Avenue and Washington Avenue S; long-term covered, secured bicycle parking for residents and employees; and a bicycle air/repair station within each residential building at street level. Bicycle parking for the high-rise residential building will be located within the below grade parking garage. Bicycle parking for the low-rise residential will be located within the low-rise building at street-level. Currently, it is planned for 350 residential indoor bicycle spaces and 22 guest/commercial bicycle spaces located around the property. 9. Provide safe, secure sidewalks on the development property to transit facilities and nearby retail facilities, including lights and security cameras. Portland and Washington 20 SRF Consulting Group, Inc. DRAFT Travel Demand Management Plan
10. Ensure development property sidewalk areas are clean and free of snow during winter months to encourage people to utilize transit amenities during times of inclement weather. 11. Provide one (1) free Metro Transit ride pass as part of the move in package for new tenants to promote a transit trial. 12. Provide adequate signing inside/outside of the facility to advertise transit services and wayfinding. This can include stands with bus and train schedules and directions to nearby trails/parks in the lobby areas. A map of the local and regional trail system with connections and trail names could be provided at this station. 13. Provide a real time transit sign/kiosk within the lobby of the residential buildings. 14. Provide information on Hourcar/Zipcar parking spaces that can be used for short-term needs, and potentially help with the costs associated with these rentals. Explore the potential of housing a parking location for one or both of the vehicle sharing services if deemed necessary by resident input.
Deliveries 15. Develop and maintain a policy that provides for truck and service deliveries outside of peak traffic periods. This does not include courier-type deliveries. These will be accommodated within the area identified as loading/trash collection. 16. Provide a dedicated off-street space or loading zone in the above ground parking facility for grocery delivery and other delivery type services such as Fed Ex, and USPS. 17. Within both residential buildings provide an automated package delivery locker system, accessible to USPS, UPS and FedEx. Larger packages that don’t fit in the lockers should be received by staff at the front desk and stored in a secured package storage room. 18. Encourage residents/visitors/employees to load/unload via the internal parking structure or porte cochere, while discouraging residents/visitors/employees from on-street operations. This area provides a safe location for ride-sharing services and courier type deliveries to pick-up/drop-off out of the public right-of-way (i.e. vehicle and/or bike lanes).
Parking 19. Access to the residential parking structures shall be controlled through access cards or other similar technology and shall be for residents, visitors, and employees. 20. Electric vehicle parking spaces will be provided on an as-needed basis based on tenant needs. 21. Work with the fire department to provide an adequate amount of the private parking spaces for use by one shift of fire department personnel only. Additionally, agreements should be made for where fire department personnel may park within the public parking space during a shift-change time period.
Portland and Washington 21 SRF Consulting Group, Inc. DRAFT Travel Demand Management Plan
22. Within the above ground parking ramp, indication should be made either on the pavement or by sign of the 18 spots reserved for the low rise housing portion of the residential development. Parking for the high-rise development is located in a separate underground garage. The two housing developments are two separate entities and therefore have separate parking facilities.
Budget and Schedule 23. All costs associated with the implementation of these TDMP commitments will be borne by the project developers and building owners/management. 24. All TDMP commitments will be implemented (if applicable) within one year after the certificate of occupancy is issued for the development.
Portland and Washington 22 SRF Consulting Group, Inc. DRAFT Travel Demand Management Plan Appendix G References Agricultural Interactive Mapping- MN Department of Agriculture What's In My Neighborhood, www.mda.state.mn.us/chemicals/spills/incidentresponse/disclaimer.aspx
Audubon Minnesota. 2010. Bird-Safe Building Guidelines. http://mn.audubon.org/sites/g/files/amh601/f/05-05-10_bird-safe-building-guidelines.pdf
Bloomgren, B. A., Cleland, J. M., and Olsen, B. M., 1989, Depth to bedrock and bedrock topography, in Balaban, N. H., ed., Geologic Atlas - Hennepin County, Minnesota: University of Minnesota - Minnesota Geological Survey, County Atlas Series, Atlas C-4, Plate 4, Scale 1:100,000.
Braun Intertec, Phase I Environmental Site Assessment, Allied Parking Site and Minneapolis Fire Department Station 1, 500-530 3rd Street South and 240 Portland Avenue, Minneapolis, Minnesota, Project BL1803222, May 29, 2018 (2018 Phase I ESA).
Braun Intertec, Phase II Environmental Site Assessment, Allied Parking Site and Minneapolis Fire Department Station 1, 500-530 3rd Street South and 240 Portland Avenue, Minneapolis, Minnesota, Project BL1803222, (2018 Phase II ESA).
City of Minneapolis, 2009, The Minneapolis Plan for Sustainable Growth. Community Planning and Economic Development. Updated 2016. http://www.ci.minneapolis.mn.us/cped/planning/cped_comp_plan_update_draft_plan
City of Minneapolis, 2018, Minneapolis 2040: the City’s Draft Comprehensive Plan. Community Planning and Economic Development. https://minneapolis2040.com/
Environmental Protection Agency 40 CFR Part 312 Standards and Practices for All Appropriate Inquiries, Final Rule, Vol. 70, No. 210, Tuesday, November 1, 2005, Rules and Regulations.
Kanivetsky, R., 1989a, Quaternary Hydrogeology, in Balaban, N. H., ed., Geologic Atlas - Hennepin County, Minnesota: University of Minnesota - Minnesota Geological Survey, County Atlas Series, Atlas C- 4, Plate 5, Scale 1:133,333.
Kanivetsky, R., 1989b, Bedrock Hydrogeology, in Balaban, N. H., ed., Geologic Atlas - Hennepin County, Minnesota: University of Minnesota - Minnesota Geological Survey, County Atlas Series, Atlas C- 4, Plate 6, Scale 1:150,000.
Meyer, G. N., and Hobbs, H. C., 1989, Surficial Geology, in Balaban, N. H., ed., Geologic Atlas - Hennepin County, Minnesota: University of Minnesota - Minnesota Geological Survey, County Atlas Series, Atlas C-4, Plate 3, Scale 1:100,000.
Minnesota County Well Index, n.d., http://www.health.state.mn.us/divs/eh/cwi/
Minnesota Pollution Control Agency's What's In My Neighborhood, n.d., http://pca- gis02.pca.state.mn.us/wimn2/index.html Olsen, Bruce M., and Bloomgren, Bruce A., 1989, Bedrock Geology, in Balaban, N. H., ed., Geologic Atlas - Hennepin County, Minnesota: University of Minnesota - Minnesota Geological Survey, County Atlas Series, Atlas C-4, Plate 2, Scale 1:100,000.
Web Soil Survey: Soil Survey Staff, Natural Resources Conservation Service, United States Department of Agriculture, Web Soil Survey, http://websoilsurvey.nrcs.usda.gov/app/