MDOT-Woodward Avenue Light Rail Transit Project FEIS Section 106

This page left intentionally blank. STATE HISTORIC PRESERVATION OFFICE Application for Section 106 Review

SHPO Use Only IN Received Date / / Log In Date / /

OUT Response Date / / Log Out Date / /

Sent Date / /

Submit one copy for each project for which review is requested. This application is required. Please type. Applications must be complete for review to begin. Incomplete applications will be sent back to the applicant without comment. Send only the information and attachments requested on this application. Materials submitted for review cannot be returned. Due to limited resources we are unable to accept this application electronically.

I. GENERAL INFORMATION THIS IS A NEW SUBMITTAL THIS IS MORE INFORMATION RELATING TO ER# 08-462

a. Project Name: Woodward Avenue Light Rail Transit Project - Phased Sec. 106 Submittal; see Attachment A. b. Project Address (if available): Generally Woodward Avenue from Downtown Detroit to Michigan State Fairgrounds/8 Mile Road. c. Municipal Unit: Detroit and Highland Park County: Wayne d. Federal Agency, Contact Name and Mailing Address (If you do not know the federal agency involved in your project please contact the party requiring you to apply for Section 106 review, not the SHPO, for this information.): Tricia Harr, AICP, Environmental Protection Specialist, Federal Transit Administration, 1200 New Jersey Avenue SE, E43-105, Washington, DC, 20590; 202-366-0486 or [email protected] e. State Agency (if applicable), Contact Name and Mailing Address: N/A f. Consultant or Applicant Contact Information (if applicable) including mailing address: Tim Roseboom, Project Manager, Detroit Department of Transportation, 1301 East Warren, Detroit, MI, 48207; 313-833-1196 or [email protected]

II. GROUND DISTURBING ACTIVITY (INCLUDING EXCAVATION, GRADING, TREE REMOVALS, UTILITY INSTALLATION, ETC.) DOES THIS PROJECT INVOLVE GROUND-DISTURBING ACTIVITY? YES NO (If no, proceed to section III.)

Exact project location must be submitted on a USGS Quad map (portions, photocopies of portions, and electronic USGS maps are acceptable as long as the location is clearly marked).

a. USGS Quad Map Name: Detroit and Highland Park, Attachment B. b. Township: T2S Range: R12E Section: N/A c. Description of width, length and depth of proposed ground disturbing activity: See Attachment A. d. Previous land use and disturbances: See Attachment A. e. Current land use and conditions: See Attachment A. f. Does the landowner know of any archaeological resources found on the property? YES NO Please describe:

III. PROJECT WORK DESCRIPTION AND AREA OF POTENTIAL EFFECTS (APE) Note: Every project has an APE.

a. Provide a detailed written description of the project (plans, specifications, Environmental Impact Statements (EIS), Environmental Assessments (EA), etc. cannot be substituted for the written description): See Attachments A and C. b. Provide a localized map indicating the location of the project; road names must be included and legible. c. On the above-mentioned map, identify the APE. d. Provide a written description of the APE (physical, visual, auditory, and sociocultural), the steps taken to identify the APE, and the justification for the boundaries chosen. See Attachment A. IV. IDENTIFICATION OF HISTORIC PROPERTIES a. List and date all properties 50 years of age or older located in the APE. If the property is located within a National Register eligible, listed or local district it is only necessary to identify the district: See Attachments A and C. b. Describe the steps taken to identify whether or not any historic properties exist in the APE and include the level of effort made to carry out such steps: See Attachment A. c. Based on the information contained in “b”, please choose one: Historic Properties Present in the APE No Historic Properties Present in the APE d. Describe the condition, previous disturbance to, and history of any historic properties located in the APE: See Attachment A.

V. PHOTOGRAPHS Note: All photographs must be keyed to a localized map. a. Provide photographs of the site itself. b. Provide photographs of all properties 50 years of age or older located in the APE (faxed or photocopied photographs are not acceptable).

VI. DETERMINATION OF EFFECT

No historic properties affected based on [36 CFR § 800.4(d)(1)], please provide the basis for this determination.

No Adverse Effect [36 CFR § 800.5(b)] on historic properties, explain why the criteria of adverse effect, 36 CFR Part 800.5(a)(1), were found not applicable.

Adverse Effect [36 CFR § 800.5(d)(2)] on historic properties, explain why the criteria of adverse effect, [36 CFR Part 800.5(a)(1)], were found applicable.

Please print and mail completed form and required information to: State Historic Preservation Office, Environmental Review Office, Michigan Historical Center, 702 W. Kalamazoo Street, P.O. Box 30740, Lansing, MI 48909-8240 Attachment A – Additional Information for Application for Section 106 Review

Section I. General Information

NOTE: A phased historic property identification effort and effects assessment was deemed appropriate for the Woodward Avenue Light Rail Transit (LRT) project and coordinated with the State Historic Preservation Office (SHPO); see response to Section IV, Part A. The enclosed documentation assesses project effects to properties listed in or determined eligible for listing in the National Register of Historic Places (NRHP) located within the portion of the project’s Area of Potential Effects (APE) along Woodward Avenue between Michigan Route 8 (M-8)/Davison Freeway and the project’s northern terminus, located approximately 1,500 feet south of M-102/8 Mile Road and proximate to the Michigan State Fairgrounds. Therefore, information provided in this Application for Section 106 Review and in its attachments describes both the general project and the specific portion of the project area between M-8/Davison Freeway and the project’s northern terminus, as relevant. Documentation identifying built resources more than forty years of age located within the project’s APE along Woodward Avenue between M- 8/Davison Freeway and the project’s northern terminus has been concurrently submitted for SHPO review.

Six reports were previously submitted for SHPO review. These reports included eligibility determinations for properties located from Downtown Detroit to Interstate 75 (I-75)/Fisher Freeway, in “Phased Section 106 Submittal, Downtown Detroit to Interstate 75/Fisher Freeway” (September 2010); from I-75/Fisher Freeway to Grand Boulevard, in “Phased Section 106 Submittal, Interstate 75/Fisher Freeway to Grand Boulevard” (September 2010); and from Grand Boulevard to M-8/Davison Freeway, in “Phased Section 106 Submittal, Grand Boulevard to M-8/Davison Freeway” (November 2010).

Additional reports included effects determinations for historic properties from Downtown Detroit to I-75/Fisher Freeway, in “Phased Section 106 Submittal, Assessment of Effects, Downtown Detroit to Interstate 75/Fisher Freeway” (October 2010); from I-75/Fisher Freeway to Grand Boulevard, in “Phased Section 106 Submittal, Assessment of Effects, Interstate 75/Fisher Freeway to Grand Boulevard” (October 2010); and from Grand Boulevard to M-8/Davison Freeway, in “Phased Section 106 Submittal, Assessment of Effects, Grand Boulevard to M- 8/Davison Freeway” (November 2010).

Section II. Ground Disturbing Activity c. Describe the proposed dimensions of ground disturbing activity. Plans and specifications should not be substituted here. Example: 4 feet wide, 20 feet long, 2 feet deep.

The Woodward Avenue LRT project would extend approximately 8.5 miles from Downtown Detroit near the Detroit River north to the project’s northern terminus, located approximately 1,500 feet south of M-102/8 Mile Road, generally along Woodward Avenue; total project length, including circulation in Downtown Detroit, would be 9.3 linear miles. The majority of the project corridor falls within the City of Detroit, with approximately two miles (from Webb Street to McNichols Street) located within the City of Highland Park. All rail line construction, including the guideway, tracks, rails, overhead contact system (OCS) poles, and stations, would occur within existing roadway rights-of-way and within travel lanes and/or median areas/sidewalks.

Woodward Avenue Light Rail Transit Project (ER# 08-462) Phased Section 106 Submittal – Assessment of Effects -- M-8/Davison Freeway to M-102/8 Mile Road (November 2010) The width and depth of ground disturbance would vary from approximately 28 to 48 feet wide and from 0 to 3 feet deep.

Potential vehicle storage and maintenance facility (VSMF) sites have been identified. These areas, along with appropriate adjacent parcels, have been included in the APE. A single VSMF site is located within the project area between M-8/Davison Freeway and the project’s northern terminus, the area that this submittal addresses. VSMF design would be site specific and include a yard and various industrial buildings; specific information regarding the width and depth of disturbance for VSMF construction is not currently available. This report addresses potential effects to aboveground historic properties; forthcoming archaeological reports will address potential effects to below-ground historic properties. d. Describe the previous use of the land. Was it farm land, an industrial site, a homestead, etc.? Was there a utility corridor placed on the property, were sewer and waterlines placed there 10 years ago, etc.?

Woodward Avenue Originally a Native American trail, Woodward Avenue became the main thoroughfare for the City of Detroit and eventually stretched twenty-seven miles from the Detroit River in urban Downtown Detroit through rural and later suburban areas northwest of the city to the City of Bloomfield Hills. In 1863, horse-drawn rail car lines were installed along four major Downtown Detroit roads, including Woodward Avenue from Jefferson Avenue to Alexandrine Street. Electric streetcar service replaced horse-drawn rail cars in late 1892.

In 1908, the world’s first mile of concrete roadway was built on Woodward Avenue between 6 Mile and 7 Mile roads. The entire twenty-seven-mile length of Woodward Avenue was paved in 1916, and the nation’s first three-color, four-way traffic light was installed in 1919 at the Woodward Avenue and Michigan Avenue intersection. After many legal disputes, Woodward Avenue was widened from 66 feet to 120 feet in 1936. The widening resulted in the demolition, relocation, or renovation of numerous buildings along the road. Streetcar operations along Woodward Avenue ended in April 1956. Today, the Detroit People Mover, a 2.9-mile elevated light rail system, provides local service between buildings and neighborhoods in Downtown Detroit.

Downtown Detroit and Midtown Area The historic core from which the rest of the city later developed was located from the Detroit River to what is now I-75/Fisher Freeway. Through the nineteenth and twentieth centuries, the city steadily expanded northward with farmland giving way to residential neighborhoods, commercial buildings, factories, universities, and municipal and cultural institutions. This area contains numerous office towers, churches, theaters, and smaller commercial buildings constructed in a variety of architectural styles, including Art Deco, Beaux Arts, Chicago Style, Gothic Revival, Romanesque Revival, and modern styles. The stretch of Woodward Avenue from Grand Circus Park to Mack Avenue was known as Piety Hill due to the numerous churches located in that area. In the early twentieth century, the construction of the Italian Renaissance- style Detroit Public Library, the Beaux Arts-style Detroit Institute of Arts, and portions of the Wayne State University campus created Detroit’s Cultural Center in the Midtown area. Midtown is the area located approximately between the north end of Downtown Detroit and the New Center area near the Woodward Avenue and Grand Boulevard intersection. The Cultural Center was later expanded in the mid-twentieth century with the construction of the Prairie-style Detroit Historical Museum and other cultural institutions.

Attachment A – Additional Information for Application for Section 106 Review 2 Woodward Avenue Light Rail Transit Project (ER# 08-462) Phased Section 106 Submittal – Assessment of Effects -- M-8/Davison Freeway to M-102/8 Mile Road (November 2010) New Center Area New Center developed in the 1920s in response to the increase in automotive factories and industries in the area. This development and the creation of a small commercial and business core led to extensive residential development of the surrounding areas that housed workers associated with New Center’s factories and commercial enterprises. A three-block commercial district developed on Woodward Avenue; it includes two- and three-story brick commercial buildings in the Neoclassical and Art Deco styles. The General Motors Corporation and the Fisher family, prominent local real estate developers, constructed Neoclassical-style and Art Deco-style skyscrapers along Grand Boulevard to the west of Woodward Avenue and the New Center commercial district.

North of New Center, the neighborhoods of Virginia Park, Arden Park, and Boston-Edison developed in the early twentieth century as enclaves for the middle class, upper middle class, and the wealthy. The neighborhoods feature a mix of houses and mansions including Prairie, Craftsman, and English Revival architectural styles.

Highland Park Along Woodward Avenue, the City of Highland Park stretches from Webb Street to McNichols Road. Highland Park incorporated as a village in 1889 and as a city in 1918. The location of the Highland Park Ford Plant along Woodward Avenue spurred the development of the community from a small farming village to an urban industrial center. Commercial buildings, apartment buildings, and church buildings on Woodward Avenue were constructed in the Gothic Revival, Beaux Arts, Renaissance Revival, and Craftsman architectural styles; they vary in height from two to eight stories, depending on the building type. Residential neighborhoods located approximately one block east and west of Woodward Avenue commonly include the American Foursquare and bungalow forms in the Craftsman, Prairie, and English Revival styles. In 1944, the world’s first limited-access urban expressway, the Davison Freeway (now M-8 and recently reconstructed), was opened through the city center. The closure of the Highland Park Ford Plant in the late 1950s contributed to population and economic declines in the city.

Palmer Park Area The City of Detroit jurisdiction resumes north of McNichols Road and includes Palmer Park and the Palmer Woods neighborhood. Palmer Park is a large 270-acre public park and golf course deeded to the city in 1893. Constructed prior to World War II, the apartment buildings south of Palmer Park include the Egyptian, Spanish, Mediterranean, Venetian, Tudor, and Moorish revival styles, and the Art Moderne and International styles. North of Palmer Park is the Palmer Woods neighborhood that developed from farmland in the 1920s as an upper-class neighborhood of large Tudor Revival-style homes. North of Palmer Park and the Palmer Woods neighborhood are the Evergreen and Woodlawn cemeteries, which date to 1905 and 1895, respectively. The sprawling Michigan State Fairgrounds are located on the east side of Woodward Avenue between West State Fair Avenue and 8 Mile Road. Organized in Detroit in 1849, the fairgrounds were moved to their present location in 1905. The main fairground buildings were constructed in the Neoclassical style typical of fair architecture in the early twentieth century; various buildings within the complex also represent Greek Revival, Arts and Crafts, and modern styles. e. Describe the current use and condition of the property.

The Woodward Avenue LRT project traverses a diverse area containing commercial, institutional, civic, recreational, industrial, and residential uses. Woodward Avenue remains a major thoroughfare from the Detroit River and the Central Business District of Downtown Detroit Attachment A – Additional Information for Application for Section 106 Review 3 Woodward Avenue Light Rail Transit Project (ER# 08-462) Phased Section 106 Submittal – Assessment of Effects -- M-8/Davison Freeway to M-102/8 Mile Road (November 2010) north to 8 Mile Road. Throughout the proposed project corridor along Woodward Avenue, commercial, institutional, and industrial land use is most common, with sprawling residential areas frequently located beyond development immediately fronting Woodward Avenue. Both modern redevelopment and vacant and cleared land is most common between I-75/Fisher Freeway and I-94/Ford Freeway. Despite some modern development, older buildings and neighborhoods are located throughout the corridor. Many historic buildings and neighborhoods along Woodward Avenue have been listed in the NRHP and/or have been locally designated as historic by the appropriate local municipality or by the State of Michigan.

The portion of the APE considered in this application, between M-8/Davison Freeway and the project’s northern terminus south of M-102/8 Mile Road, is the northernmost portion of the study area. The APE in this area encompasses a portion of the City of Highland Park (between M- 8/Davison Freeway and McNichols Road) and the City of Detroit (between McNichols Road and M-102/8 Mile Road). The City of Highland Park includes a mix of commercial, industrial, residential, and civic buildings, such as the City of Highland Park Municipal Buildings Historic District, and prominent historic properties, such as the Highland Park Ford Plant National Historic Landmark. North of Highland Park, the City of Detroit resumes and includes a mix of commercial and residential buildings and recreation sites, such as Palmer Park and the Palmer Park Golf Course. Other prominent sites include the Michigan State Fairgrounds, the Palmer Woods Historic District, and Woodlawn Cemetery.

Section III. Project Work Description and APE a. Provide a detailed written description of the project.

The Woodward Avenue LRT project would consist of an approximately nine-mile fixed guideway LRT system located primarily along the Woodward Avenue corridor in Detroit and Highland Park, Michigan (see Attachment C). The project alignment would extend from Downtown Detroit to the project’s northern terminus, located approximately 1,500 feet south of M-102/8 Mile Road and proximate to the Michigan State Fairgrounds. The proposed system would use steel-wheel LRT vehicles with a typical train consisting of two cars. The system would generally be street running.

Three design options are being considered. Within Downtown Detroit, the guideway would be installed in existing streets with the light rail train sharing the roadway with vehicular traffic. Each design option follows a unique alignment through the downtown area. North of the downtown area and south of Custer Street, the LRT would be located on the Woodward Avenue corridor, either in the median or along the rightmost travel lane in both the northbound and southbound directions. From Custer Street to the project’s northern terminus, located approximately 1500 feet south of M-102/8 Mile Road and proximate to the Michigan State Fairgrounds, the three design options are identical; in this area, the alignment would generally be located in the median of Woodward Avenue.

Downtown Design Options Three design options are being considered (see Attachment B).

Downtown Design Option 1 This design option provides circulation within portions of the downtown area. A loop would include one-way guideway alignments utilizing Larned, Randolph, and Congress streets via Washington Boulevard. In the downtown loop, the guideway would be installed in the existing street with the light rail train sharing the roadway with existing traffic. A two-way guideway Attachment A – Additional Information for Application for Section 106 Review 4 Woodward Avenue Light Rail Transit Project (ER# 08-462) Phased Section 106 Submittal – Assessment of Effects -- M-8/Davison Freeway to M-102/8 Mile Road (November 2010) would follow Washington Boulevard north to Grand River Avenue and would be located in the median. At Grand River Avenue, the alignment would turn east along that street and then turn north onto Woodward Avenue. Along Grand River Avenue, Washington Boulevard, and the Downtown loop, the guideway would be installed in the existing street with the light rail train sharing the roadway with vehicular traffic.

From Grand River Avenue to the project’s northern terminus, Design Option 1 would be located in the median of Woodward Avenue, separate from vehicular traffic.

Downtown Design Option 2: This design option generally follows the same streets along a slightly different alignment in the downtown area as Design Option 1; however, from Washington Boulevard, it is routed to the east along State Street before turning north onto Woodward Avenue.

From State Street north to Custer Street, Design Option 2 would be located along the right-most travel lane of Woodward Avenue in both the northbound and southbound directions.

From Custer Street to the project’s northern terminus, Design Option 2 would be located in the median of Woodward Avenue, separate from vehicular traffic.

Downtown Design Option 3: This option is located within Woodward Avenue along its entire route. It would originate in the downtown area between Larned and Congress streets. Just north of this point, the guideway would circumnavigate Campus Martius Park.

From Campus Martius Park to Custer Street, the guideway would be located along the rightmost travel lane of Woodward Avenue in both the northbound and southbound directions.

From Custer Street to the project’s northern terminus, Design Option 3 would be located in the median of Woodward Avenue, separate from vehicular traffic.

Project Elements and Facilities The proposed LRT system would require the construction of several supporting project elements and facilities, including trackwork, a traction electrification system, transit power substations, a VSMF, and LRT stations. A brief description of each follows:

Trackwork: The light rail system would run on a guideway comprised of steel tracks at a standard gauge of 4 feet, 8.5 inches. The guideway would be located exclusively within existing road rights-of-way, except near the VSMF (site unconfirmed at this time). Portions of the guideway would be exclusive to light rail operations; however, some areas would circulate in vehicular traffic. The guideway would generally be embedded in the pavement. However, north of Merton Road/Dakota Avenue, and within the area considered in this submittal, the guideway would be placed on ballast within Woodward Avenue’s grassed median.

Traction Electrification System: A simple catenary system would be used for the traction power contact system. The OCS would consist of support poles and wires providing electrification to the light rail vehicles. These features would be located along the proposed route and situated in existing road rights-of-way.

Transit Power Substations: Spaced along the proposed route at approximately one-mile intervals, these substations would supply power to the LRT system. The substations’ precise locations have not been determined at this time. Attachment A – Additional Information for Application for Section 106 Review 5 Woodward Avenue Light Rail Transit Project (ER# 08-462) Phased Section 106 Submittal – Assessment of Effects -- M-8/Davison Freeway to M-102/8 Mile Road (November 2010) Vehicle Storage and Maintenance Facility: A facility would be required to store and maintain the light rail vehicles. Typical functions at this location would include vehicle storage, paint booth, lifts, pits, wheel truing, wash bays, and associated administrative functions. It is expected that the site selected would be: 1) no less than five acres in size; 2) close to the transit alignment; and 3) located in an area consistent in land use and zoning. Selection of a preferred site is ongoing. Three potential sites for this facility have been identified; one of these sites is located in the area that is the subject of this application.

LRT Stations: Major features of the LRT stations would be the platforms and shelters. The platform length is derived from the length of the LRT vehicles, and with the two-car trains proposed for the Woodward Avenue LRT project, a typical near-grade, double-sided platform for proposed LRT stations between M-8/Davison Freeway and the project’s northern terminus would be 200 feet (two 90-foot vehicles plus approximately 20 feet for loading space and milling area). The platforms would have access ramps (up to 24 feet long) and landing areas (up to 6 feet) to provide pedestrian access to the platforms. Given the various site conditions at stations along the proposed route, total station length would vary from 180 to 260 feet. Typical width would be 18 to 24 feet for double-sided platforms; typical platform height would be 14 inches to accommodate the proposed low-floor LRT vehicles.

Station shelters may be designed with a signature look and/or be context-sensitive to the respective setting at each site. They protect waiting passengers from the elements and can include special features such as passenger displays, sound systems, lighting, and heating elements. Other facilities and station furniture would include ticket vending and security equipment, schedule and area information cases, railings, benches, and litter receptacles.

Four station locations are proposed along Woodward Avenue between M-8/Davison Freeway and the project’s northern terminus, including just north of Manchester Street (approximately 75 feet north of intersection), just north of McNichols Street (approximately 65 feet north of intersection), just north of 7 Mile Road (approximately 50 feet north of intersection), and just south of the project’s northern terminus and proximate to the Michigan State Fairgrounds (approximately 450 feet north of the West State Fair Avenue intersection). Of note, the station proximate to the Michigan State Fairgrounds would also include a pedestrian overpass over Woodward Avenue’s northbound lanes; it would be located at the station platform’s south end and include elevators and staircases. d. Provide a written description of the APE (physical, visual, auditory, and sociocultural), the steps taken to identify the APE, and the justification for the boundaries chosen.

The APE for the Woodward Avenue LRT project encompasses roadways within which the LRT would be located, all properties flanking those roadways, and properties for which the LRT or its components would be a prominent visual feature (see Map Attachment C). For visual considerations, the APE encompasses properties that do not directly adjoin the project corridor, but are otherwise located proximate to it or to a project facility. For example, a building not adjoining but directly facing a Woodward Avenue LRT roadway at an intersection, or a building separated from the proposed project corridor by a vacant lot or parking lot would be included in the APE. Properties surrounding or in proximity to three potential sites for the VSMF and for which that facility would be a prominent visual feature have also been included in the APE.

The APE was developed by utilizing preliminary project plans in conjunction with field surveys of the project corridor and consultation with project noise and vibration specialists. Because no Attachment A – Additional Information for Application for Section 106 Review 6 Woodward Avenue Light Rail Transit Project (ER# 08-462) Phased Section 106 Submittal – Assessment of Effects -- M-8/Davison Freeway to M-102/8 Mile Road (November 2010) auditory or vibratory impacts are anticipated, the APE was developed to encompass potential visual and physical effects related to facility construction near the project corridor. To encompass effects in the immediate vicinity of the project alignment, all roadways within which the LRT would be located and flanking properties have been included in the APE. Additional consideration was given to viewshed impacts and effects to setting beyond these properties. Properties determined to be subject to a potential visual effect were identified and included in the APE; the methodology employed is described below. No potential traditional cultural properties have been identified. At this time, no changes to land use, traffic patterns, or public access are anticipated. Transit-oriented development (TOD) planning is in preliminary stages and will be evaluated for Section 106 purposes, if applicable and appropriate, when TOD projects are proposed.

During the field survey, project architectural historians who meet the Secretary of the Interior’s Professional Qualification Standards reviewed the visual setting of properties that do not adjoin the project corridor but for which the project corridor is a visual component because of the lack of an intervening physical feature (for example, a property separated from the project corridor by a vacant lot). In general, the architectural historians determined that for such properties located within 250 feet of the proposed LRT guideway and OCS and/or a station, proposed project features would become a prominent component of the property’s visual setting; therefore, such properties would be visually affected by project implementation. For such properties beyond 250 feet, the architectural historians determined that the LRT would not become a significant component of the property’s visual setting; therefore, the Woodward Avenue LRT would not visually affect such properties. Thus, properties that do not immediately adjoin the project corridor but for which the proposed Woodward Avenue LRT was determined to be a prominent visual component have been included in the APE. Following the selection of three potential sites for a proposed VSMF, the APE was expanded in these areas to accommodate surrounding and proximate properties for which the facility would constitute a substantial visual change.

The APE for the Woodward Avenue LRT project was provided to the SHPO by letter from the Detroit Department of Transportation dated November 20, 2009; the SHPO concurred with the APE by letter dated January 13, 2010. Because the project’s VSMF sites were only recently identified, the APE has been expanded to accommodate these parcels, as well as adjacent parcels that would be potentially affected. Mapping showing this revised APE was submitted to the SHPO on September 17, 2010, for concurrence.

Section IV. Identification of Historic Properties a. List and date all properties 50 years of age or older located in the APE.

A historic property identification report, “Phased Section 106 Submittal, M-8/Davison Freeway M-102/8 Mile Road” (November 2010), that presents determinations of eligibility is being concurrently submitted to the SHPO. A phased historic property identification and effects assessment was deemed appropriate for the Woodward Avenue LRT project and coordinated with the SHPO to avoid a single large submittal, as well as to provide project architectural historians with valuable feedback from SHPO staff that can be incorporated into the future submittals. This report identifies built resources more than forty years of age located within the project’s APE between M-8/Davison Freeway and the project’s northern terminus, located approximately 1,500 feet south of M-102/8 Mile Road and proximate to the Michigan State Fairgrounds. Properties forty years of age or older (rather than the standard fifty-year age limit) were evaluated to accommodate the Woodward Avenue LRT’s construction schedule. Attachment A – Additional Information for Application for Section 106 Review 7 Woodward Avenue Light Rail Transit Project (ER# 08-462) Phased Section 106 Submittal – Assessment of Effects -- M-8/Davison Freeway to M-102/8 Mile Road (November 2010) The historic property identification report contained documentation on 121 resources more than forty years of age located within the APE between Grand Boulevard and the project’s northern terminus. Of these, five were previously listed in the NRHP, including the Highland Park Ford Plant National Historic Landmark. Of the 116 resources that were previously not identified and/or evaluated for NRHP eligibility, eight were determined to be eligible for listing. Therefore, the current submittal evaluates potential project effects to thirteen historic properties listed in or determined eligible for the NRHP; these properties are listed in the table (Figure 1) below.

Attachment A – Additional Information for Application for Section 106 Review 8 Woodward Avenue Light Rail Transit Project (ER# 08-462) Phased Section 106 Submittal – Assessment of Effects -- M-8/Davison Freeway to M-102/8 Mile Road (November 2010) Figure 1: NRHP-Listed and Eligible Properties in APE between M-8/Davison Freeway and M-102/8 Mile Road Name NRHP Date Listed/ Status Determined Eligible City of Highland Park Municipal Buildings Historic Eligible* 2010 District

S.S. Kresge Company Highland Park Branch Eligible* 2010 Stores

Highland Park Ford Plant National Historic Listed / 1973 Landmark Designated NHL** Detroit Terminal Railroad Bridge Eligible* 2010

First United Methodist Church of Highland Park Listed 1982

Palmer Park Apartment Buildings Historic District Listed 1980

Palmer Park Log Cabin Eligible* 2010

Palmer Park Substation Eligible* 2010

Palmer Woods Historic District Listed 1983

Michigan State Fair Riding Coliseum, Dairy Cattle Listed 1980 Building, Agricultural Building

Michigan State Fairgrounds Historic District Eligible* 2010

Woodlawn Cemetery Eligible* 2010

Woodward Avenue Eligible*** 2010

* Determinations of eligibility pending SHPO concurrence. ** Designated National Historic Landmark in 1978. *** Determination of eligibility pending SHPO concurrence. A portion of Woodward Avenue, as part of the Historic Woodward Plan of 1805, was previously determined eligible in 1979. b. Describe the steps taken to identify whether or not any historic properties exist in the APE and include the level of effort made to carry out such steps.

Project architectural historians made several site visits to the project area and utilized public property records to identify all properties within the APE older than forty years of age. Properties forty years of age or older (rather than the standard fifty-year age limit) were evaluated to accommodate the Woodward Avenue LRT’s construction schedule.

The status of NRHP-listed properties and districts located within the APE were reviewed using previous NRHP documentation to determine if any properties had changed to the extent that they were no longer eligible for the NRHP or that NRHP boundaries should be altered. During the current survey, architectural historians observed no substantial changes to any property between M-8/Davison Freeway and the project’s northern terminus that would alter its

Attachment A – Additional Information for Application for Section 106 Review 9 Woodward Avenue Light Rail Transit Project (ER# 08-462) Phased Section 106 Submittal – Assessment of Effects -- M-8/Davison Freeway to M-102/8 Mile Road (November 2010) eligibility/listing status. Thus, no eligibility or boundary changes to NRHP-listed properties are recommended in this portion of the project area.

Background research was conducted for each property not previously evaluated for listing in the NRHP. Sources consulted included public records, secondary published sources, and primary sources. Historians wrote detailed architectural descriptions and historic context statements. The NRHP criteria of eligibility were applied to each property and a determination of NRHP eligibility was made. This information is documented in survey data forms for each property.

All properties located in the APE between M-8/Davison Freeway and the project’s northern terminus are documented and evaluated in the “Phased Section 106 Submittal: M-8/Davison Freeway to M-102/8 Mile Road” (November 2010) that is being concurrently submitted to the SHPO.

Section V. Photographs

See Attachment C.

Section VI. Determination of Effect

Evaluations included in Attachment C assess potential project effects to the twelve NRHP-listed and NRHP-eligible historic properties within the Woodward Avenue LRT’s APE between M- 8/Davison Freeway and the project’s northern terminus, located approximately 1,500 feet south of M-102/8 Mile Road and proximate to the Michigan State Fairgrounds. The effects determinations are summarized in Attachment D.

Methodology Effects assessments were based on the criteria of adverse effect as defined in 36 CFR 800.5 “Assessment of adverse effects.” According to this portion of the regulations, the criteria of adverse effect are defined as follows:

An adverse effect is found when an undertaking may alter, directly or indirectly, any of the characteristics of a historic property that qualify the property for inclusion in the National Register in a manner that would diminish the integrity of the property’s location, design, setting, materials, workmanship, feeling, or association. Consideration shall be given to all qualifying characteristics of a historic property, including those that may have been identified subsequent to the original evaluation of the property’s eligibility for the National Register. Adverse effects may include reasonably foreseeable effects caused by the undertaking that may occur later in time, be farther removed in distance, or be cumulative.

Examples of adverse effects are identified in 36 CFR 800.5 and include, but are not limited to, the following: x Physical destruction of or damage to all or part of the property x Alteration of a property, including restoration, rehabilitation, repair, maintenance, stabilization, hazardous material remediation, and provision of handicapped access, that is not consistent with the Secretary’s Standards for the Treatment of Historic Properties (36 CFR 68) and applicable guidelines x Removal of the property from its historic location

Attachment A – Additional Information for Application for Section 106 Review 10 Woodward Avenue Light Rail Transit Project (ER# 08-462) Phased Section 106 Submittal – Assessment of Effects -- M-8/Davison Freeway to M-102/8 Mile Road (November 2010) x Change of the character of the property’s use or of physical features within the property’s setting that contribute to its historic significance x Introduction of visual, atmospheric, or audible elements that diminish the integrity of the property’s significant historic features x Neglect of a property that causes its deterioration, except where such neglect and deterioration are recognized qualities of a property of religious and cultural significance to an Indian tribe or Native Hawaiian organization x Transfer, lease, or sale of property out of federal ownership or control without adequate and legally enforceable restrictions or conditions to ensure long-term preservation of the property’s historic significance

NRHP bulletins do not address assessments of effects, as effects evaluations are related to the Section 106 process and not the Section 110 process in which the National Register guidance is more commonly used. However, crucial information on integrity assessments (used for eligibility determinations) provides information regarding what each aspect of integrity entails and how each aspect relates to the select National Register criteria for eligibility. As described above, retention of relevant aspects of integrity is critical to a property’s significance under the NRHP Criteria for Evaluation. The National Register Bulletin How to Apply the National Register Criteria for Evaluation (NPS 1997) identifies the aspects of integrity and describes their relevance to the NRHP Criteria for Evaluation. The seven aspects of integrity are described in the bulletin as follows: Location is the place where the historic property was constructed or the place where the historic event occurred. The relationship between the property and its location is often important to understanding why the property was created or why something happened. The actual location of a historic property, complemented by its setting, is particularly important in recapturing the sense of historic events and persons. Design is the combination of elements that create the form, plan, space, structure, and style of a property. It results from conscious decisions made during the original conception and planning of a property (or its significant alteration) and applies to activities as diverse as community planning, engineering, architecture, and landscape architecture. Design includes such elements as organization of space, proportion, scale, technology, ornamentation, and materials. A property’s design reflects historic functions and technologies as well as aesthetics. It includes such considerations as the structural system; massing; arrangement of spaces; pattern of fenestration; textures and colors of surface materials; type, amount, and style of ornamental detailing; and arrangement and type of plantings in a designed landscape. Design can also apply to districts, whether they are important primarily for historic association, architectural value, information potential, or a combination thereof. For districts significant primarily for historic association or architectural value, design concerns more than just the individual buildings or structures located within the boundaries. It also applies to the way in which buildings, sites, or structures are related. Setting is the physical environment of a historic property. Whereas location refers to the specific place where a property was built or an event occurred, setting refers to the character of the place in which the property played its historical role. It involves how, not just where, the property is situated and its

Attachment A – Additional Information for Application for Section 106 Review 11 Woodward Avenue Light Rail Transit Project (ER# 08-462) Phased Section 106 Submittal – Assessment of Effects -- M-8/Davison Freeway to M-102/8 Mile Road (November 2010) relationship to surrounding features and open space. Setting often reflects the basic physical conditions under which a property was built and the functions it was intended to serve. In addition, the way in which a property is positioned in its environment can reflect the designer’s concept of nature and aesthetic preferences. The physical features that constitute the setting of a historic property can be either natural or manmade, including such elements as: topographic features (a gorge or the crest of a hill); vegetation; simple manmade features (paths or fences); and relationships between buildings and other features or open space. These features and their relationships should be examined not only within the exact boundaries of the property, but also between the property and its surroundings. This is particularly important for districts. Materials are the physical elements that were combined or deposited during a particular period of time and in a particular pattern or configuration to form a historic property. The choice and combination of materials reveal the preferences of those who created the property and indicate the availability of particular types of materials and technologies. Indigenous materials are often the focus of regional building traditions and thereby help define an area’s sense of time and place. A property must retain the key exterior materials dating from the period of its historic significance. If the property has been rehabilitated, the historic materials and significant features must have been preserved. Workmanship is the physical evidence of the crafts of a particular culture or people during any given period in history or prehistory. It is the evidence of artisans’ labor and skill in constructing or altering a building, structure, object, or site. Workmanship can apply to the property as a whole or to its individual components. It can be expressed in vernacular methods of construction and plain finishes or in highly sophisticated configurations and ornamental detailing. It can be based on common traditions or innovative period techniques. Workmanship is important because it can furnish evidence of the technology of a craft, illustrate the aesthetic principles of a historic or prehistoric period, and reveal individual, local, regional, or national applications of both technological practices and aesthetic principles. Feeling is a property’s expression of the aesthetic or historic sense of a particular period of time. It results from the presence of physical features that, taken together, convey the property’s historic character. Association is the direct link between an important historic event or person and a historic property. A property retains association if it is the place where the event or activity occurred and is intact to convey that relationship to an observer. Like feeling, association requires the presence of physical features that convey a property’s historic character.

According to guidance found in How to Apply the National Register Criteria for Evaluation, different aspects of integrity may be more or less relevant dependent on why a specific historic property was listed in or determined eligible for listing in the NRHP. For example, a property that is significant for its historic association (Criteria A or B) is eligible if it retains the essential physical features that made up its character or appearance during the period of its association

Attachment A – Additional Information for Application for Section 106 Review 12 Woodward Avenue Light Rail Transit Project (ER# 08-462) Phased Section 106 Submittal – Assessment of Effects -- M-8/Davison Freeway to M-102/8 Mile Road (November 2010) with the important event, historical pattern, or person(s). A property determined eligible under Criteria A or B ideally might retain some features of all aspects of integrity, although aspects such as design and workmanship might not be as important. A property important for illustrating a particular architectural style or construction technique (Criterion C) must retain most of the physical features that constitute that style or technique. A property that has lost some historic materials or details can be eligible if it retains the majority of the features that illustrate its style in terms of the massing, spatial relationships, proportion, pattern of windows and doors, texture of materials, and ornamentation. The property is not eligible, however, if it retains some basic features conveying massing but has lost the majority of the features that once characterized its style. A property significant under Criterion C must retain those physical features that characterize the type, period, or method of construction that the property represents. Retention of design, workmanship, and materials will usually be more important than location, setting, feeling, and association. Location and setting will be important for those properties whose design is a reflection of their immediate environment (such as designed landscapes). For a historic district to retain integrity, the majority of the components that make up the district’s historic character must possess integrity even if they are individually undistinguished. In addition, the relationships among the district’s components must be substantially unchanged since the period of significance. In some cases, select aspects of integrity are currently and substantially compromised by prior undertakings not related to the current project. These changes may have been made prior to determinations of eligibility or since these determinations were made. Because of common misunderstandings regarding the application of the criteria of adverse effects to historic properties, it is necessary to clearly state that just because project components may be visible from a historic property, this does not necessarily constitute an adverse effect. Factors considered for resources that fall into this category include proximity of the guideway to the historic property, the significance of viewsheds as indicated in prior documentation (including earlier documentation and more recent updates), and the overall importance of integrity of setting to the historic property’s determination of eligibility. In most cases, installing the LRT guideway and OCS proximate to a historic property is not considered an adverse effect; in some cases, this finding is supported by the history of the area, where streetcars were previously present during the periods of significance of many historic properties. Conversely, adverse effect determinations tended to result when proposed stations are located proximate to historic properties or within historic districts where integrity of setting remained intact. Generally, in these cases, the stations adversely affected integrity of setting or feeling and diminished the relationship among contributing resources within the district. Prior documentation for historic properties was reviewed to determine under which Criteria for Evaluation a property was deemed eligible for the NRHP, which historic characteristics and features of a property qualified it for eligibility, and which areas of integrity were most relevant to the eligibility determination and to what degree the property retains them. During the current assessment of effects, information available for each historic property was reviewed to determine if the setting within and/or outside of the historic boundary, as well as viewsheds to and from each property, was historically significant and contributed to the property’s eligibility. Using the same information, a determination was made regarding which aspects of integrity were most critical to a historic property’s NRHP eligibility. Of note, over the course of the evaluation, it was determined that many of the historic properties did not retain integrity of setting as their historic urban surroundings have been altered over the course of time.

Attachment A – Additional Information for Application for Section 106 Review 13 Woodward Avenue Light Rail Transit Project (ER# 08-462) Phased Section 106 Submittal – Assessment of Effects -- M-8/Davison Freeway to M-102/8 Mile Road (November 2010) Preliminary noise and vibration analyses were also conducted along the transit corridor. At this time, no noise or vibration effects were identified. Results of any additional noise and vibration analyses will be reviewed to determine the potential for effects. To determine project effects, architectural historians conducted site visits to each historic property and reviewed project plans, proposed station designs, and additional documentation. Following guidelines set forth in 36 CFR 800 and supported by information on integrity set forth in the National Register Bulletin How to Apply the National Register Criteria for Evaluation, the following findings were used to assess project effects to historic properties: x No Effect: Per 36 CFR 800.4(d)(1), an undertaking may have no effect to historic properties present in the APE, and a finding of “No Effect” may be determined for an undertaking. This finding indicates that an undertaking would not alter any aspects of integrity for any historic properties. This rationale has been used to assess effects to historic properties within the APE for the guideway alignment. x No Adverse Effect: Per 36 CFR 800.5(b), an undertaking may be determined to have “No Adverse Effect” to historic properties if the undertaking’s effects do not meet the criteria of adverse effect as described above. If project implementation would alter a specific aspect of integrity for a historic property but the effect would not alter a characteristic that qualifies that resource for inclusion in the NRHP in a manner that diminishes the significant aspect of integrity, then the finding for that aspect of integrity is “No Adverse Effect.” x Adverse Effect: An adverse effect is determined if the undertaking would alter a characteristic that qualifies that contributing resource for inclusion in the NRHP in a manner that diminishes the significant aspect(s) of integrity.

Avoidance Alternatives, Planning To Minimize Effects, and Mitigation Per 36 CFR 800.6, findings of adverse effect to historic properties require that efforts to resolve such effects by developing and evaluating alternatives or modifications to the undertaking that could avoid, minimize, or mitigate adverse effects must be undertaken. Throughout the course of the project, planners and design staff were made aware of the historic and architectural significance of the historic properties within the APE. Efforts have been successfully made to avoid physical impacts to historic properties. For environmental and functional considerations, the proposed guideway alignment would be located within the existing roadway alignments, avoiding direct physical impacts to historic properties.

Preliminary design and engineering drawings indicating station locations under the three proposed design options and general station concepts were utilized to assess potential project effects. Based on the evaluations contained in this report, as well as project requirements and other planning and environmental constraints, project planners and designers will make all possible efforts to avoid and/or minimize adverse effects to historic properties. As feasible, such measures could include alignment shifts and/or station relocations.

To determine if any historic properties within the project’s APE between M-8/Davison Freeway and the project’s northern terminus would be affected by the Woodward Avenue LRT project, documentation was reviewed for all NRHP-listed and eligible properties within this portion of the APE, project plans were reviewed, and additional field visits were taken to each historic property. Using the criteria of adverse effect established in 36 CFR 800.5(a)(1) and guidance found in How to Apply the National Register Criteria for Evaluation, each historic property was evaluated to determine if implementation of the Woodward Avenue LRT project would alter any

Attachment A – Additional Information for Application for Section 106 Review 14 Woodward Avenue Light Rail Transit Project (ER# 08-462) Phased Section 106 Submittal – Assessment of Effects -- M-8/Davison Freeway to M-102/8 Mile Road (November 2010) historically significant characteristics or features of each historic property by diminishing relevant aspects of that property’s historic integrity.

Indirect and cumulative effects to historic properties have also been considered; such effects may include reasonably foreseeable land use changes.

Future Project Refinement and/or Changes Future project refinements and/or changes that would affect determinations made in this report, including efforts to avoid and/or minimize identified adverse effects, will be coordinated with the SHPO through appropriate documentation (amendment reports and/or technical memoranda). All such documentation will be provided to consulting parties for comment.

Attachment A – Additional Information for Application for Section 106 Review 15 Woodward Avenue Light Rail Transit Project (ER# 08-462) Phased Section 106 Submittal – Assessment of Effects -- M-8/Davison Freeway to M-102/8 Mile Road (November 2010)

This page left intentionally blank.

Attachment B Project Location Map

This page left intentionally blank. Sheet Index 1:150,000

2 1 (Median-Running) (Median- and Curb-Running) (Median- and Curb-Running) (Median-Running) (Median- and Curb-Running) (Median- and Curb-Running) (Curb-Running) (Median-Running) (Curb-Running) (Curb-Running) See design GLENDALE ST CALVERT ST ST CALVERT HAZELWOOD ST/HOLBROOK ST HAZELWOOD GRAND BLVD BLVD GRAND FERRY ST FERRY WARREN AVE AVE WARREN AVE MLKBLVD/MACK TEMPLE ST PIQUETTE ST/AMTRAK STATION ST/AMTRAK PIQUETTE STATION CANFIELD ST options !. !. !. !. !. !. !. !. !. !. in insets below

Design Option 1 Design Option 2 Design Option 3 RANDOLPH ST RANDOLPH

!. !. RANDOLPH ST (split platforms) CONGRESS/LARNED STATE/GRATIOT ADAMS/ CIRCUS GRAND PARK FOXTOWN/STADIUM FOXTOWN/STADIUM ADAMS/ CIRCUS GRAND PARK FOXTOWN/STADIUM !. !. WOODWARD (split platforms) !. !. !. !. !. !. !. !. !. !.

!. (split platforms) !. !. COBO CENTER !. !. COBO CENTER (split platforms) ROSA PARKS !. MICHIGAN TRANSIT CENTER ROSA PARKS (WASHINGTON BLVD) TRANSIT CENTER (WASHINGTON BLVD)

1 INCH = 2,000 FEET Alignment Attachment B: Project Location Map USGS Detroit, Highland Park, and Royal Oak 1:24,000 Quadrangle Maps F !. Station 0 4,000 Feet Sheet 1 of 2 Sheet Index 1:150,000

2 1 (Median-Running) (Median- and Curb-Running) (Median-Running) (Median-Running) (Median-Running) (Median- and Curb-Running) (Median-Running) (Median-Running) (Median-Running) GLENDALE ST MANCHESTER ST ST CALVERT MCNICHOLSRD HAZELWOOD ST/HOLBROOK ST HAZELWOOD GRAND BLVD BLVD GRAND STATE FAIR FAIR STATE RD MILE 7 PIQUETTE ST/AMTRAK STATION ST/AMTRAK PIQUETTE STATION

!. !. !. !. !. !. !.

1 INCH = 2,000 FEET Alignment Attachment B: Project Location Map USGS Detroit, Highland Park, and Royal Oak 1:24,000 Quadrangle Maps F !. Station 0 4,000 Feet Sheet 2 of 2 Attachment C Determinations of Effect Downtown Design Options 1, 2, 3

This page left intentionally blank.

M V BRUSH ST

JOHN KENNEDY PL

RK ST T S D

PA L

EVENS A A

NA VALE ST T

D " GER DGE Potential Location of Vehicle Storage E ETROIT AN and Maintenance FacilityJOHN GLENN PL D 3

ST S

TY E

4-28 E TER

8 ND AVE 8 DRIVE

CI JOHN R ST EW

S A

E IS ST

E E

JOHN R ST CTOR

R ORDT AVE

ENS AV

RNDAL

F VI

URCH ST

S E

N FR RVIC FER

CANDLER ST ANCH

STE

M ERE

CITY OF HIGHL AUBU

B E

RD ON SE S

8/DAVISO VIS

HOL M-

C DA 2 1 E MCNI

!4-17

4-28 LD ST 4-46 8 A ! R

4-121 WOODWARD AVE WOODWARD AVE 4-121 ! 4-31 ! ! MANCHESTER ST

4-21

LE ST

L !

KWY P

LA BE

CHESTER

E IV

WAY DR

T E

S DR

FRE DR

T R

R RVIC

O SE

TLE

NTE NTE

R E

N E

/DA

T ISO

8 S

- E

E TOWN C

ST TOWN C

T E DAV

ST T

ST AS

ST DST

S ND

N D AV

E M N

YS D

AN ST

IS 2ND AVE

ON UR

SS S

DE AN

S B

DLA OR

ORENC SE

VERL U F

L A

PILGRI ASA

F PURI

W GR

W WA

KEY KWY

4-17 City of Highland Park Municipal Buildings Historic District NRHP-Eligible P

4-21 S.S. Kresge Company Highland Park Branch Stores NRHP-Eligible R E

4-28 Highland Park Ford Plant National Historic Landmark NRHP-Listed T 4-31 Detroit Terminal Railroad Bridge NRHP-Eligible 4-46 First United Methodist Church of Highland Park NRHP-Listed

*4-121 Woodward Avenue NRHP-Eligible MANCHES *The portion of Woodward Avenue from Jefferson Avenue to the project's northern terminus approximately 1,500 feet south of M-102/8 Mile Road is being evaluated for National Register of Historic Places eligibility as part of the submittal assessing resources between M-8/Davison Freeway and M-102/8 Mile Road. THIRD ST

Aerial Imagery: Bing Maps

1 INCH = 400 FEET Guideway Alignment !1-1 NRHP-Listed or Eligible Historic Property Sheet Index Map Attachment C: Area of Potential Effects and Historic Properties F Proposed Station 81-1 National Historic Landmark 0 500 Feet M-8/Davison Freeway to M-102/8 Mile Road Parcel Area of Potential Effects Design Options 1, 2, and 3 - Sheet Index 1 of 4 (Page 1 of 12) R VE US H A SEL ULL L S S ER T AST T D R I EN DE ST A M I-75

RIVE

CITY OF DETROIT

ON SERVIC

VIS RK A GHLAND PA D CITY OF HI W

CARDO NI S T

HA WTHO RNE ST

CA T MER O N ST OR S

4 VIC VE A OAK LA TA ND O ST

ED TY OF DETROIT OAKLAND ST CI OAKLAND ST WA NDA ST

CITY OF HIGHLAND PARK SHAWCROSS D O R MI S RA S L AY

T W HO

IC E

M AV

N FREE T

E T

S DT BR S IS

T E

U T T

S S OR

H S LD S

ST AL

A SF

/DAV

H V

IS R

E ND C

LER R

D DA

M-

GE ER

UR B

FER BU H

AN AN C C

ST AU

ER ST

E E GR 4-28 T NA 8

ST ES

RIZ BRUSH ST CH BRUSH ST BRUSH ST OR

M VICT BRUSH ST

JOHN KENNEDY PL

S T S

T EN

ALD

NA S R

GEVALE ST " GE D Potential Location of Vehicle Storage E KEY and Maintenance FacilityJOHN GLENN PL 4-28 Highland Park Ford Plant National Historic Landmark NRHP-Listed 3

Aerial Imagery: Bing Maps

VE S T 1 INCH = 400 FEET S

T S

E AV

1-1 IVE E T Guideway Alignment NRHP-Listed or Eligible Historic Property Sheet Index Map Attachment C: Area of Potential Effects and T

V !

! T WAY S S

A TER

RS ND A AL

OR D 8 DR H Historic Properties F Proposed Station 81-1 National Historic Landmark 0 500 Feet M-8/Davison Freeway to M-102/8 Mile Road Parcel Area of Potential Effects 2 1 Design Options 1, 2, and 3 - Sheet Index 2 of 4 (Page 2 of 12) VA C NA ARMAN S L ST CH TP T S ARL E R E ST V ON HU A ST A RK SEST A O P H E NR AV JOHN R ANA ST PE S E DAKOT T NA ST

ZO I R A E HE RSHE Y ST

BAUMAN CHARLESTON S

ST T

D E R V E

PL L E I T T E EA M S T V ST A A D AS D G O D VE W 7 O EST N O L T

HURST O OTA AV E ST W OO A EA S

PL D D A ST 6 A

ARHURST PL L 5 RIZON L AL NT YW INW I LE OD PL

D ARK

A E L B ER A O

AD GO P R L T

W DAK W

NTAN WH S

RO RIXD EV W TST W G E WB W EEND R OOD ST W HO T W R A WN ONG W

WMO

ORCE RG

WG W

W VE A ARCH L

L W MA ANNAH S T

SAV ORA W

RLE

MCNICHOLS RD ERD 7 MILE RD !4-121 WOODWARD AVE !4-121 RD

LS 4-66 4-115 ! ! ! CHO

RD R E D IL N W MCNI O 4-63 GT IN ! W 7 M

COV

S VA

TROIT E

E N GE

N RD OF D O T S ERT E TY M I C S N E CO C 4-65 A ND S BL ! I VD ! A L D 2ND AVE P R L D S CITY OF HIGHLAND PARK L R I R E OL R R E O ICH M M T I CN H M W W

KEY S

4-63 Palmer Park Apartment Buildings Historic District NRHP-Listed 4-65 Palmer Park Log Cabin NRHP-Eligible ROVE

G 4-66 Palmer Park Substation NRHP-Eligible

4-115 Palmer Woods Historic District NRHP-Listed ST *4-121 Woodward Avenue NRHP-Eligible

A *The portion of Woodward Avenue from Jefferson Avenue to the project's northern T

R terminus approximately 1,500 feet south of M-102/8 Mile Road is being evaluated for National Register of Historic Places eligibility as part of the submittal assessing PO resources between M-8/Davison Freeway and M-102/8 Mile Road. THIRD ST

Aerial Imagery: Bing Maps

1 INCH = 400 FEET Guideway Alignment !1-1 NRHP-Listed or Eligible Historic Property Sheet Index Map Attachment C: Area of Potential Effects and Historic Properties F Proposed Station 81-1 National Historic Landmark 0 500 Feet M-8/Davison Freeway to M-102/8 Mile Road Parcel Area of Potential Effects Design Options 1, 2, and 3 - Sheet Index 3 of 4 (Page 3 of 12) HA VAN RA A LS ST TON 4-118 ST !

H ERSH 4-118 EY S ! B T AUM AN ST

ST 4-118 E ! N T S ADELI L L

T T S FERNHI DS K ST FAIR ST TZ O E N N A E O N E ETH T V LA ED S ST A TAT M S W ILDW R E W W T ALA LTON NST O ES C

CH ANNI

T BRY S SEST L E SO W WIN RO 8 7 M 6 R N A PEN C S

T D R R AL E ST ON ST TROY PL MIL E 8 AV 4-119 AL ! R

BALMO

7 MILE RD 7 !4-121 WOODWARD AVE !4-121 ! STATE FAIR !

4-120 4-115

R ! ! D W K AFTON RD

D OC T R S E L I OD O 8 M W

Q UE EN STO N ST BURLINGTON DR

YD R E D

A ESL E D L V R ON A L E HC WEL A L R AT CUMBE O RLAND W M TR AY L S A W 7 MI B

DKEY UR HA SU M S FFOLK 4-115 PalmerT Woods Historic District NRHP-Listed DR DR E 4-118 Michigan State Fair Riding Coliseum, Dairy Cattle Building, and Agricultural Building NRHP-Listed R HI 4-119 Michigan State Fairgrounds Historic District NRHP-Eligible S N 4-120 Woodlawn Cemetery NRHP-Eligible COL *4-121 Woodward Avenue NRHP-Eligible N LI *The portion of Woodward Avenue from Jefferson Avenue to the project's northern terminus approximately GLOUCES 1,500 feet south of M-102/8 Mile Road is being evaluated for National Register of Historic Places eligibility TER as part of the submittal assessing resources between M-8/Davison Freeway and M-102/8 Mile Road. DR

Aerial Imagery: Bing Maps

JOHN R ST

ALE ST

N SERVICE DRIVE

T RST

SON FREEWAY

VISO

E AUBURND

ORDT AVE

E DA VICTOR S

M-8/DAVI

4-17 E GRAND A BERESF MANCHESTE !! 88

GERALD ST WOODWARD AVE !!4-121 MANCHESTER ST

4-21

LE ST !!

E V

LA BEL

VE T

WAY T

Y ST

CE D

HESTERHESTER PKWY PKWY

ALE S

R ADENA S

SEARS

FORD S

MANC MANC

WAVER

W GRAND A PAS

SON FRE

KEY

TOWN CENTER DR ISON SE AUBURND 4-17 City of Highland Park Municipal Buildings Historic District NRHP-Eligible V

4-21 S.S. Kresge Company Highland Park Branch Stores NRHP-Eligible A W

4-28 Highland Park Ford Plant National Historic Landmark NRHP-Listed D *4-121 Woodward Avenue NRHP-Eligible

M-8/DAVI E *The portion of Woodward Avenue from Jefferson Avenue to the project's northern terminus approximately 1,500 feet south of M-102/8 Mile Road is being evaluated for National Register of Historic Places eligibility as part of the submittal assessing resources between M-8/Davison Freeway and M-102/8 Mile Road.

Aerial Imagery: Bing Maps

1 INCH = 200 FEET Guideway Alignment !1-1 NRHP-Listed or Eligible Historic Property Map Attachment C: Area of Potential Effects and Historic Properties F Proposed Station 81-1 National Historic Landmark 0 200 Feet M-8/Davison Freeway to M-102/8 Mile Road Parcel Area of Potential Effects Design Options 1, 2, and 3 - Sheet 1 of 8 (Page 5 of 12) JOHN R ST

Potential Location of Vehicle Storage and Maintenance Facility "

CNICHOLS RD

M ST

CITY OF DETROIT

ER ST CITY OF HIGHLAND PARK FERRIS ST

CHURCH

CANDL

STEVENS AVE

4-28 !!4-46 88

WOODWARD AVE 4-121 !! !!4-31

CE ST

IM ST

TAN

LET

MOSS ST

EASON ST IDLA

LOU

PILGR

PURI

LOREN

F B

KEY

4-28 Highland Park Ford Plant National Historic Landmark NRHP-Listed 4-31 Detroit Terminal Railroad Bridge NRHP-Eligible 4-46 First United Methodist Church of Highland Park NRHP-Listed *4-121 Woodward Avenue NRHP-Eligible

*The portion of Woodward Avenue from Jefferson Avenue to the project's northern terminus approximately 1,500 feet south of M-102/8 Mile Road is being evaluated for National Register of Historic Places eligibility as part of the submittal assessing resources between M-8/Davison Freeway and M-102/8 Mile Road.

Aerial Imagery: Bing Maps

OAKLAND ST R ST

884-28 VICTO

FERRIS ST MANCHESTER ST BRUSH ST

BRUSH ST

Potential Location of Vehicle Storage and Maintenance Facility "

KEY

4-28 Highland Park Ford Plant National Historic Landmark NRHP-Listed

Aerial Imagery: Bing Maps

HOL

CNIC M CITY OF DETROIT E

CITY OF HIGHLAND PARK

R ST

Aerial Imagery: Bing Maps

OD PL C

URST

H AH ST

ERLE ST

W ARIZONA ST

W NEVADA ST

W DAKOTA AVE

W MONTANA ST

WORCESTER PL

CEDARHURST PL

W PARK

W LONGWO

W SAVANN

MCNICHOLS RD WOODWARD AVE 4-121

!! D

SR L !!4-66

MCNICHO

W TON DR 4-63 !! DETROIT VING CO T GHLAND PARK S I E C KEY N A RTON RD FH 4-63 Palmer Park Apartment Buildings Historic District NRHP-Listed IS CITY OF 4-65 Palmer Park Log Cabin NRHP-Eligible A ME 4-66 Palmer Park Substation NRHP-Eligible L *4-121 Woodward Avenue NRHP-Eligible P L *The portion of Woodward Avenue from Jefferson Avenue to the project's northern IL terminus approximately 1,500 feet south of M-102/8 Mile Road is being evaluated for GENEVA ST R CITY O National Register of Historic Places eligibility as part of the submittal assessing R resources between M-8/Davison Freeway and M-102/8 Mile Road. 4-65 E M !! Aerial Imagery: Bing Maps 1 INCH = 200 FEET Guideway Alignment !1-1 NRHP-Listed or Eligible Historic Property Map Attachment C: Area of Potential Effects and Historic Properties F Proposed Station 81-1 National Historic Landmark 0 200 Feet M-8/Davison Freeway to M-102/8 Mile Road Parcel Area of Potential Effects Design Options 1, 2, and 3 - Sheet 5 of 8 (Page 9 of 12) HEY ST

BAUMAN ST

VE T

TE A T OD S S E ST OD AVE E V N GA O WO ALE ST RET IN YW ND NTWOOD ST LDAL HWOOD ST I LL EE RGA E GOLDE 7 MILE RD WH W ROB W LARC W W BRE W HO W GR WMA W GRIXDALE A

ORAL AV

WOODWARD AVE ERD 7 MILE RD !!4-121

!!4-115

7 MILE RD

KEY

4-115 Palmer Woods Historic District NRHP-Listed *4-121 Woodward Avenue NRHP-Eligible

Aerial Imagery: Bing Maps

4-115 Palmer Woods Historic District NRHP-Listed 4-119 Michigan State Fairgrounds Historic District NRHP-Eligible 4-120 Woodlawn Cemetery NRHP-Eligible *4-121 Woodward Avenue NRHP-Eligible

ILL ST

ADELINE ST T

ERNH F

W LANTZ S

IN ST IR ST RA T B LST ANN RY ON LS S ATE FA T TROY PL SON S T E V

4-119 WS CARME !! T

BALMORAL A

WOODWARD AVE 7 MILE RD 7 !!4-121

R Y

D E

A L S 4-120 N 4-115 E

O ! ! L ! C ! L

H E E W T AFTON RD W V A A R L T A S R O M L A B

Aerial Imagery: Bing Maps

1 INCH = 200 FEET Guideway Alignment !1-1 NRHP-Listed or Eligible Historic Property Map Attachment C: Area of Potential Effects and BURLINGTO Historic Properties F Proposed Station 81-1 National Historic Landmark 0 200 Feet M-8/Davison Freeway to M-102/8 Mile Road Parcel Area of Potential Effects Design Options 1, 2, and 3 - Sheet 7 of 8 (Page 11 of 12) KEN NE TH ST

E V

T D

ILE R

NCHESTER A 8 M ALAMEDA ST COLTON S 4-119 WWI !!

WOODWARD AVE !4-121 ! STATE FAIR

!!4-120

ILE RD M 8 OCK DR

KEY

4-119 Michigan State Fairgrounds Historic District NRHP-Eligible 4-120 Woodlawn Cemetery NRHP-Eligible WOOD *4-121 Woodward Avenue NRHP-Eligible

Aerial Imagery: Bing Maps

Between M-8/Davison Freeway and the project’s northern terminus, located approximately 1,500 feet south of M-102/8 Mile Road and proximate to the Michigan State Fairgrounds, the Woodward Avenue LRT comprises a two-way, median-running guideway alignment within Woodward Avenue. In this portion of the project area, Design Options 1, 2, and 3 are identical.

North of Merton Street/Dakota Avenue, the guideway would be located on ballast within Woodward Avenue’s existing grassed median, which would be modified to accommodate the guideway. Existing small trees and shrubs within the median would be removed, and the median itself would be expanded. The current median’s width ranges from approximately 12 to 50 feet, with a typical width of 25 to 40 feet; the proposed, expanded median would have a typical width of approximately 75 feet. Corresponding to the median expansion, Woodward Avenue’s existing travel lanes in this area would typically be reduced from four to five lanes in each direction to three lanes in each direction.

The guideway alignment would incorporate the overhead contact system (OCS), including electrification, support wires, and support poles. At this time, no traction power substation locations have been proposed between M-8/Davison Freeway and the project’s northern terminus.

LRT stations between M-8/Davison Freeway and the project’s northern terminus include platforms just north of Manchester Street (approximately 75 feet north of intersection), just north of McNichols Street (approximately 65 feet north of intersection), just north of 7 Mile Road (approximately 50 feet north of intersection), and just south of the project’s northern terminus and proximate to the Michigan State Fairgrounds (approximately 450 feet north of the West State Fair Avenue intersection).

LRT station design would be context sensitive, as applicable, and would be based on stakeholder input, adjacent land use, and/or proximate building forms and materials. Between M-8/Davison Freeway and the project’s northern terminus, the proposed stations would be located within the median area of Woodward Avenue. Typical LRT stations in this area would include double-sided platforms up to 14 inches high, 180 to 200 feet long, and from 18 to 24 feet wide. Platforms would require access ramps from 14 to 24 feet long, depending on site conditions. The station proximate to the Michigan State Fairgrounds would also include a pedestrian overpass, with elevators and staircases, over Woodward Avenue’s northbound lanes at the station platform’s south end. Station shelters would be open or glass-enclosed and approximately 100 feet long and 10 to 14 feet tall. Additional station components would include railings, light fixtures, benches, ticket vending equipment, information cases, and litter receptacles.

Final LRT station design would be approached on a specific, case-by-case basis based on station location, physical context, public involvement, and any applicable local ordinances, including historic preservation ordinances mandating design review for structures in local historic districts.

A Vehicle Storage and Maintenance Facility (VSMF) is proposed for the LRT project; one potential site has been identified between M-8/Davison Freeway and the project’s northern terminus. This proposed site includes an area located west of Woodward Avenue and bounded

Woodward Avenue Light Rail Transit Project (ER# 08-462) Phased Section 106 Submittal – Assessment of Effects – M-8/Davison Freeway to M-102/8 Mile Road (November 2010) on the north by the Detroit Terminal Railroad’s right-of-way, on the south by the Highland Park Ford Plant, and on the east by Oakland Street. The facility would be required to store and maintain the light rail vehicles. Typical functions at this location would include vehicle storage, paint booth, lifts, pits, wheel truing, wash bays, and associated administrative functions. VSMF design would be site specific; however, each site would include the yard and industrial-style buildings.

The following table (Figure 2) summarizes effect determinations for NRHP-listed and eligible properties between M-8/Davison Freeway and the project’s northern terminus, located approximately 1,500 feet south of M-102/8 Mile Road and proximate to the Michigan State Fairgrounds. Detailed effects assessments and viewshed photographs of each historic property follow.

Attachment C – Determinations of Effect 2 Woodward Avenue Light Rail Transit Project (ER# 08-462) Phased Section 106 Submittal – Assessment of Effects – M-8/Davison Freeway to M-102/8 Mile Road (November 2010) Figure 2 - Effects Determinations for NRHP-Listed and Eligible Properties between M-8/Davison Freeway and M-102/8 Mile Road

Name Effect City of Highland Park Municipal Buildings Historic District NE Determined Eligible 2010* S.S. Kresge Company Highland Park Branch Stores NE Determined Eligible 2010* Highland Park Ford Plant National Historic Landmark NA Listed 1973 Detroit Terminal Railroad Bridge NA Determined Eligible 2010* First United Methodist Church of Highland Park NE Listed 1982 Palmer Park Apartment Buildings Historic District NA Listed 1980 Palmer Park Log Cabin NE Determined Eligible 2010* Palmer Park Substation NE Determined Eligible 2010* Palmer Woods Historic District NE Listed 1983 Michigan State Fair Riding Coliseum, Dairy Cattle Building, Agricultural Building NE Listed 1980 Michigan State Fairgrounds Historic District NA Determined Eligible 2010* Woodlawn Cemetery AE Determined Eligible 2010* Woodward Avenue AE Determined Eligible 2010** * Determinations of eligibility are pending SHPO concurrence. **Determination of eligibility pending SHPO concurrence. A portion of Woodward Avenue, as part of the Historic Woodward Plan of 1805, was previously determined eligible in 1979.

Attachment C – Determinations of Effect 3 Woodward Avenue Light Rail Transit Project (ER# 08-462) Phased Section 106 Submittal – Assessment of Effects – M-8/Davison Freeway to M-102/8 Mile Road (November 2010) City of Highland Park Municipal Buildings Historic District (See Map Attachment C; see Figures 3-4) The City of Highland Park Municipal Buildings Historic District is a complex of three Neoclassical-style civic buildings located on Gerald Street, a short boulevard east of Woodward Avenue. The complex includes the Police Headquarters, Municipal Building, and Fire Department. The district was determined eligible for listing in the NRHP under Criterion A for its association with the genesis, early development, and local governance of the City of Highland Park and under Criterion C as a locally significant complex of Neoclassical-style civic architecture.

Near the City of Highland Park Municipal Buildings Historic District, project implementation would include construction of the guideway alignment and OCS in the median of Woodward Avenue. The OCS, consisting of support poles and wires, and the embedded, median-running guideway would be installed along the alignment, in the right-of-way of Woodward Avenue, and approximately 215 feet west of the district’s NRHP boundary. No planned stations are proximate to the City of Highland Park Municipal Buildings Historic District.

No physical impacts to the City of Highland Park Municipal Buildings Historic District would occur; no project activity is proposed within the district’s NRHP boundary. Therefore, no effects to the district’s integrity of location, design, materials, and workmanship would occur.

The City of Highland Park Municipal Buildings Historic District no longer retains integrity of setting due to vacant lots located immediately east of the district; these were not present historically. The buildings within the district are oriented to Gerald Street rather than Woodward Avenue. Although the proposed guideway and OCS would be visible from portions of the City of Highland Park Municipal Buildings Historic District’s west boundary, these project facilities represent a minor alteration to the district’s visual setting and would occur outside of the historic district’s boundary. No historically significant views to or from the district would be obscured, and no character-defining features of the district’s setting would be impacted. No proximate views to or from the City of Highland Park Municipal Buildings Historic District would be obstructed or obscured. Furthermore, commercial buildings along Woodward Avenue to the district’s west already partially shield views to and from portions of the district. Because no historically significant views would be obscured, no visual effects to the district were identified. In addition, based on current information, no auditory, vibratory, or atmospheric impacts were identified for this property. Therefore, project implementation would have no effect to the district’s integrity of setting.

Furthermore, no project activity would alter the district’s feeling as an early twentieth-century complex of Neoclassical civic buildings or its association with that style or its association with the local governance of the City of Highland Park. Therefore, project implementation would have no effect to the district’s integrity of feeling or association.

Based on this evaluation, the Woodward Avenue LRT would have no effect to the City of Highland Park Municipal Buildings Historic District.

Attachment C – Determinations of Effect 4 Woodward Avenue Light Rail Transit Project (ER# 08-462) Phased Section 106 Submittal – Assessment of Effects – M-8/Davison Freeway to M-102/8 Mile Road (November 2010) Figure 3 Facing southwest to Woodward Avenue from west NRHP boundary of the City of Highland Park Municipal Buildings Historic District at Gerald Street

Figure 4 Facing northwest to Woodward Avenue from west NRHP boundary of City of Highland Park Municipal Buildings Historic District at Gerald Street Attachment C – Determinations of Effect 5 Woodward Avenue Light Rail Transit Project (ER# 08-462) Phased Section 106 Submittal – Assessment of Effects – M-8/Davison Freeway to M-102/8 Mile Road (November 2010) S.S. Kresge Company Highland Park Branch Stores (See Map Attachment C; see Figures 5-6) The S.S. Kresge Company Highland Park Branch Stores comprises two, one-story brick and limestone-ornamented commercial buildings. The buildings are stylistically identical, sharing the same brickwork and Gothic-inspired parapet wall ornamentation. The buildings were determined eligible for listing in the NRHP under Criterion A for their association with the S.S. Kresge Company and its practice of constructing dollar stores adjacent to five-and-dime stores and under Criterion C as locally significant, intact examples of adjacent S.S. Kresge Company branch stores.

Near the S.S. Kresge Company Highland Park Branch Stores, project implementation would include construction of the guideway alignment and OCS in the median of Woodward Avenue. The OCS, consisting of support poles and wires, and the embedded, median-running guideway would be installed along the alignment, in the right-of-way of Woodward Avenue, and approximately 45 feet east of the property’s NRHP boundary. No planned stations are proximate to the S.S. Kresge Company Highland Park Branch Stores.

No physical impacts to the S.S. Kresge Company Highland Park Branch Stores would occur; no project activity is proposed within the property’s NRHP boundary. Therefore, no effects to the property’s integrity of location, design, materials, and workmanship would occur.

The S.S. Kresge Company Highland Park Branch Stores no longer retain integrity of setting due to demolition of nearby buildings and the construction of nearby strip mall shopping centers and parking lots to the northeast and northwest. Although the proposed guideway and OCS would be visible from portions of the S.S. Kresge Company Highland Park Branch Stores buildings’ east-facing facades and side elevations, these project facilities represent a minor alteration to the property’s visual setting and would occur outside of the historic district’s boundary. No historically significant views to or from the property would be obscured, and no character- defining features of the property’s setting would be impacted. No proximate views to or from the S.S. Kresge Company Highland Park Branch Stores would be obstructed or obscured. Because no historically significant views would be obscured, no visual effects to the property were identified. In addition, based on current information, no auditory, vibratory, or atmospheric impacts were identified for this property. Therefore, project implementation would have no effect to the property’s integrity of setting.

Furthermore, no project activity would alter the property’s feeling as early twentieth-century, stylistically identical S.S. Kresge Company branch stores with Gothic-inspired ornamentation, or its association with that style or as adjacent branch stores in the City of Highland Park. Therefore, project implementation would have no effect to the property’s integrity of feeling or association.

Based on this evaluation, the Woodward Avenue LRT would have no effect to the S.S. Kresge Company Highland Park Branch Stores.

Attachment C – Determinations of Effect 6 Woodward Avenue Light Rail Transit Project (ER# 08-462) Phased Section 106 Submittal – Assessment of Effects – M-8/Davison Freeway to M-102/8 Mile Road (November 2010) Figure 5 Facing southeast along Woodward Avenue from east NRHP boundary of S.S. Kresge Company Highland Park Branch Stores at Ford Street

Figure 6 Facing northeast along Woodward Avenue from east NRHP boundary of S.S. Kresge Company Highland Park Branch Stores at Ford Street Attachment C – Determinations of Effect 7 Woodward Avenue Light Rail Transit Project (ER# 08-462) Phased Section 106 Submittal – Assessment of Effects – M-8/Davison Freeway to M-102/8 Mile Road (November 2010) Highland Park Ford Plant National Historic Landmark (See Map Attachment C; see Figures 7-9) The Highland Park Ford Plant National Historic Landmark is a 103-acre site located between Woodward and Oakland avenues. The site’s fourteen remaining structures are large industrial buildings constructed mostly of reinforced concrete and brick, with concrete foundations and flat, monitored, or saw-tooth roofs. The site’s contributing Sales and Service Building is located just east of Woodward Avenue, while remaining buildings are set back from Woodward Avenue. Building 76 at the north National Historic Landmark (NHL) boundary was demolished sometime in the last twenty years; the accompanying railroad tracks were also removed at that time. The site was listed in the NRHP under Criterion A for its association with the development of the automobile in the United States and under Criterion C for the pioneering industrial architectural designs of Albert Kahn. It was designated as a NHL in 1978.

Near the Highland Park Ford Plant National Historic Landmark, project implementation would include construction of the guideway alignment and OCS in the median of Woodward Avenue; construction of a single, double-sided, center platform LRT station located within and along that street just north of Manchester Street; and the potential construction of a VSMF northeast of the property’s NHL boundary. The OCS, consisting of support poles and wires, and the embedded, median-running guideway would be installed along the alignment, in the right-of-way of Woodward Avenue. The proposed single, double-sided, center platform LRT station, consisting of a near-grade platform with a one-story station shelter, would be located along Woodward Avenue’s median and in its existing right-of-way; pedestrian access ramps would be located at each end of the platform. The proposed single, double-sided, center platform LRT station would be located approximately 770 feet southwest of the site’s northwestern NHL boundaries near the contributing Sales and Service Building fronting Woodward Avenue, and approximately 720 feet directly west of the site’s west NHL boundary near the contributing First Assembly Line Factory. The potential VSMF site would be located in a large, vacant lot currently used for storage and adjacent to the north NHL boundary. The VSMF would consist of a yard and various industrial-style buildings. It would be located approximately 755 feet east of the site’s contributing Sales and Service Building near the northwest NHL boundary and approximately 310 feet northeast of the site’s contributing First Assembly Line Factory at the west NHL boundary.

No physical impacts to the Highland Park Ford Plant National Historic Landmark would occur; no project activity is proposed within the site’s NHL boundary. Therefore, no effects to the site’s integrity of location, design, materials, and workmanship would occur.

The Highland Park Ford Plant National Historic Landmark no longer retains integrity of setting due to the construction of the non-historic Model T Plaza shopping center and associated surface parking lots at the property’s southwest NHL boundaries, east of Woodward Avenue; the construction of non-historic shopping centers and associated surface parking lots on the west side of Woodward Avenue, across from the contributing Sales and Service Building; and the demolition of contributing buildings and associated railroad tracks within and near the north NHL boundary. The majority of the site’s contributing resources are located off Woodward Avenue and not within the viewshed of the proposed embedded guideway, OCS, or LRT station; these resources are further obstructed from view by the non-historic Model T Plaza shopping center at the site’s southwest NHL boundaries. The site’s industrial character would not be compromised by the implementation of the proposed LRT station, as the site is partially obscured by the Model T Plaza shopping center on the east side of that street and also overlooks busy, multi-lane Woodward Avenue to non-historic shopping centers on the west side of that street, which contributes to a diminished integrity of setting. Although the proposed Attachment C – Determinations of Effect 8 Woodward Avenue Light Rail Transit Project (ER# 08-462) Phased Section 106 Submittal – Assessment of Effects – M-8/Davison Freeway to M-102/8 Mile Road (November 2010) guideway, OCS, and LRT station would be visible from portions of the Highland Park Ford Plant National Historic Landmark, particularly from the contributing Sales and Service Building at the northwest NHL boundary east of Woodward Avenue, no historically significant views are present within the site’s setting and no character-defining elements would be impacted; therefore, the proposed guideway, OCS, and LRT station would not obstruct or obscure important viewsheds.

Although the proposed VSMF site is located adjacent to the site’s north NRHP boundary, the VSMF’s industrial design and style would be compatible with the industrial character of the site’s contributing buildings that have a viewshed onto the VSMF site. Additionally, rail lines have historically been located proximate to and within the site and the setting at the north NHL boundary has been changed through the demolition of Building 76 and the construction of the Model T Plaza shopping center. Further, based on current information, no auditory, vibratory, or atmospheric impacts were identified for this site. Therefore, project implementation would have no adverse effect to the site’s integrity of setting.

Furthermore, although an alteration to the site’s setting would occur, no project activity would alter the site’s feeling as an early twentieth-century collection of pioneering industrial architectural designs by Albert Kahn or its association with that building type or with the development of the automobile in the United States. Therefore, project implementation would have no effect to the site’s integrity of feeling or association.

Based on this evaluation, the Woodward Avenue LRT would have no adverse effect to the Highland Park Ford Plant National Historic Landmark.

Attachment C – Determinations of Effect 9 Woodward Avenue Light Rail Transit Project (ER# 08-462) Phased Section 106 Submittal – Assessment of Effects – M-8/Davison Freeway to M-102/8 Mile Road (November 2010) Figure 7 Facing southwest along Woodward Avenue from southwest NRHP boundary of Highland Park Ford Plant National Historic Landmark near the contributing Sales and Service Building

Figure 8 Facing northwest along Woodward Avenue from southwest NRHP boundary of Highland Park Ford Plant National Historic Landmark near the contributing Sales and Service Building (at right) Attachment C – Determinations of Effect 10 Woodward Avenue Light Rail Transit Project (ER# 08-462) Phased Section 106 Submittal – Assessment of Effects – M-8/Davison Freeway to M-102/8 Mile Road (November 2010) Figure 9 Facing east to proposed VSMF site from the contributing Sales and Service Building in the northwest portion of the Highland Park Ford Plant National Historic Landmark

Attachment C – Determinations of Effect 11 Woodward Avenue Light Rail Transit Project (ER# 08-462) Phased Section 106 Submittal – Assessment of Effects – M-8/Davison Freeway to M-102/8 Mile Road (November 2010) Detroit Terminal Railroad Bridge (See Map Attachment C; see Figures 10-11) The Detroit Terminal Railroad Bridge is a single-span, steel girder-floorbeam bridge with built-up floorbeams and riveted I-beams. The bridge spans Woodward Avenue on three concrete piers; the concrete abutments are decorated with modest, geometric, Art Deco-style motifs, as are the steel railings and posts lining the deck. The bridge was determined eligible for listing in the NRHP under Criterion A for its association with early Depression-era public works projects in Detroit and Highland Park and under Criterion C as a locally significant example of an Art Deco- style railroad bridge.

Near the Detroit Terminal Railroad Bridge, project implementation would include construction of the guideway alignment and OCS in the median of Woodward Avenue. The OCS, consisting of support poles and wires, and the embedded, median-running guideway would be installed along the alignment, in the right-of-way of Woodward Avenue. No planned stations are proximate to the Detroit Terminal Railroad Bridge.

Unless the OCS is directly connected to the bridges, no physical impacts to the Detroit Terminal Railroad Bridge would occur; no project activity is proposed within the property’s NRHP boundary. Historically, previous OCS for the former streetcar line on Woodward Avenue was attached directly to the underside of this bridge; if required, the OCS could be attached to the bridge in a similar manner. Therefore, at this time, no adverse effects to the property’s integrity of location, design, materials, and workmanship are anticipated.

Although the proposed guideway and OCS would be visible from the north and south elevations of the Detroit Terminal Railroad Bridge, these project facilities represent a minor alteration to the property’s visual setting and would not obstruct significant views to or from the bridge. No historically significant views to or from the property would be obstructed or obscured, and no character-defining features of the property’s setting would be impacted. No proximate views to or from the Detroit Terminal Railroad Bridge would be obstructed or obscured. Because no historically significant views would be obscured, no visual effects to the property were identified. In addition, based on current information, no auditory, vibratory, or atmospheric impacts were identified for this property. Therefore, project implementation would have no adverse effect to the property’s integrity of setting.

Furthermore, no project activity would alter the bridge’s feeling as an early twentieth-century, Art Deco-style railroad bridge or its association with that style or Highland Park’s Depression-era public works projects. Therefore, project implementation would have no effect to the property’s integrity of feeling or association.

Based on this evaluation, the Woodward Avenue LRT would have no adverse effect to the Detroit Terminal Railroad Bridge.

Attachment C – Determinations of Effect 12 Woodward Avenue Light Rail Transit Project (ER# 08-462) Phased Section 106 Submittal – Assessment of Effects – M-8/Davison Freeway to M-102/8 Mile Road (November 2010) Figure 10 Facing northeast along Woodward Avenue to Detroit Terminal Railroad Bridge

Figure 11 Facing southeast along Woodward Avenue to Detroit Terminal Railroad Bridge

Attachment C – Determinations of Effect 13 Woodward Avenue Light Rail Transit Project (ER# 08-462) Phased Section 106 Submittal – Assessment of Effects – M-8/Davison Freeway to M-102/8 Mile Road (November 2010) First United Methodist Church of Highland Park (See Map Attachment C; see Figures 12-13) The First United Methodist Church of Highland Park is a red brick-and-limestone-clad, skillfully rendered Arts and Crafts-influenced, Gothic Revival-style church; it has a contrasting International-style rear addition. The building is defined by its gabled front and a four-story bell tower. Ornamental patterned brickwork reveals the building’s Arts and Crafts influence and includes paneling, chevrons, solider courses, check work, and various types of coursing. The building was listed in the NRHP under Criterion C as an excellent example of an Arts and Crafts-influenced, Gothic Revival-style church building as designed by Michigan church architect William E.N. Hunter and Criteria Consideration A as a religious structure with architectural distinction.

Near the First United Methodist Church of Highland Park, project implementation would include construction of the guideway alignment and OCS in the median of Woodward Avenue. The OCS, consisting of support poles and wires, and the embedded, median-running guideway would be installed along the alignment, in the right-of-way of Woodward Avenue, and approximately 45 feet west of the property’s NRHP boundary and approximately 55 feet west of the west, side elevation. No planned stations are proximate to the First United Methodist Church of Highland Park.

No physical impacts to the First United Methodist Church of Highland Park would occur; no project activity is proposed within the property’s NRHP boundary. Therefore, no effects to the property’s integrity of location, design, materials, and workmanship would occur.

The First United Methodist Church of Highland Park no longer retains integrity of setting due to the construction of non-historic buildings in its immediate vicinity. Although the proposed guideway and OCS would be visible from portions of the First United Methodist Church of Highland Park’s south-facing facade, north elevation, and east, side elevation, these project facilities represent a minor alteration to the property’s visual setting and would occur outside of the historic property’s boundary. No historically significant views to or from the property would be obscured, and no character-defining features of the property’s setting would be impacted. No proximate views to or from the First United Methodist Church of Highland Park would be obstructed or obscured. Because no historically significant views would be obscured, no visual effects to the property were identified. In addition, based on current information, no auditory, vibratory, or atmospheric impacts were identified for this property. Therefore, project implementation would have no effect to the property’s integrity of setting.

Furthermore, no project activity would alter the property’s feeling as an early twentieth-century, Arts and Crafts-influenced, Gothic Revival-style church or its association with those styles or as a church building. Therefore, project implementation would have no effect to the property’s integrity of feeling or association.

Based on this evaluation, the Woodward Avenue LRT would have no effect to the First United Methodist Church of Highland Park.

Attachment C – Determinations of Effect 14 Woodward Avenue Light Rail Transit Project (ER# 08-462) Phased Section 106 Submittal – Assessment of Effects – M-8/Davison Freeway to M-102/8 Mile Road (November 2010) Figure 12 Facing southwest along Woodward Avenue from southwest NRHP boundary of First United Methodist Church of Highland Park at Church Street

Figure 13 Facing northwest along Woodward Avenue from southwest NRHP boundary of First United Methodist Church of Highland Park at Church Street Attachment C – Determinations of Effect 15 Woodward Avenue Light Rail Transit Project (ER# 08-462) Phased Section 106 Submittal – Assessment of Effects – M-8/Davison Freeway to M-102/8 Mile Road (November 2010) Palmer Park Apartment Buildings Historic District (See Map Attachment C; see Figures 14-16) The Palmer Park Apartment Buildings Historic District is a roughly triangular neighborhood comprised of sixty low-rise apartment buildings and five religious buildings dating from 1925 to 1963. The neighborhood contains a rare and exceptional sampling of apartment buildings executed in a variety of architectural styles that include Colonial, Egyptian, Mediterranean, Tudor, and Moorish revival styles, as well as Art Deco, Art Moderne, and International Style examples. The neighborhood also contains a large collection of post-World War II apartment buildings compliant with Federal Housing Administration design recommendations. The district’s five religious buildings encompass a range of denominations and styles. The district was listed in the NRHP under Criterion A as an example of a high-density community of multi- family dwelling types associated with the garden suburb concept of living in an urban environment; under Criterion B for its association with prominent Detroit residents, such as Thomas Palmer; under Criterion C for its large number of architecturally significant, high quality, architect-designed apartment buildings and religious buildings that reflect the diversity and evolution of architectural styles and forms characteristic of the district’s construction era; under Criteria Consideration A for its religious structures with architectural distinction; and under Criteria Consideration G for exceptional properties achieving significance within the past fifty years.

The Palmer Park Apartment Buildings Historic District’s irregular east NRHP boundary follows the alley behind the motel building fronting Woodward Avenue between McNichols Road and Merton Road, and runs slightly east to encompass the contributing apartment building fronting Woodward Avenue between Merton Road and Covington Drive. The motel building partially obscures the viewshed of the contributing apartment building between McNichols Road and Merton Road. Near the Palmer Park Apartment Buildings Historic District’s east NRHP boundary, project implementation would include construction of the guideway alignment and OCS in the median of Woodward Avenue. The OCS, consisting of support poles and wires, and the embedded, median-running guideway would be installed along the alignment, in the right-of- way of Woodward Avenue, and approximately 165 feet east of the district’s east NRHP boundary between McNichols Road and Merton Road, and approximately 60 feet east of the district’s east NRHP between Merton Road and Covington Drive. Also proposed near the district is a single, double-sided, center platform LRT station, including a one-story canopy structure and pedestrian access ramps located at each end of the platform. The single, double- sided, center platform LRT station would be located in the center of Woodward Avenue, immediately north of McNichols Road, within the existing wide median between Merton Road and Covington Drive. The proposed LRT station would be located approximately 165 feet east of the east NRHP boundary and easternmost contributing apartment building between McNichols Road and Merton Road and approximately 160 feet southeast of the east NRHP boundary and approximately 190 feet southeast of the easternmost contributing apartment building between Merton Road and Covington Drive.

No physical impacts to the Palmer Park Apartment Buildings Historic District would occur; no project activity is proposed within the district’s NRHP boundary. Therefore, no effects to the district’s integrity of location, design, materials, and workmanship would occur.

Project implementation would not adversely affect the Palmer Park Apartment Buildings Historic District’s setting. Significant, previous modifications to the property’s setting not related to the project include substantial land clearance in its immediate vicinity and twentieth-century commercial development to the east, across Woodward Avenue. Although the proposed guideway and OCS would be visible from portions of the Palmer Park Apartment Buildings Attachment C – Determinations of Effect 16 Woodward Avenue Light Rail Transit Project (ER# 08-462) Phased Section 106 Submittal – Assessment of Effects – M-8/Davison Freeway to M-102/8 Mile Road (November 2010) Historic District’s contributing resources, these project facilities represent a minor alteration to the district’s visual setting and would occur outside of the historic district’s boundary. Furthermore, based on the scale of the district’s two contributing four-to-five-story apartment buildings with a viewshed to Woodward Avenue, which are respectively located approximately 165 feet and 190 feet from the nearest project facilities, these proposed project components would represent a minor alteration to the district’s setting. No historically significant views to or from the district would be obscured, and no character-defining features of the district’s setting would be impacted. No proximate views to or from the Palmer Park Apartment Buildings Historic District would be obstructed or obscured. Because no historically significant views would be obscured, no visual effects to the district were identified. In addition, based on current information, no auditory, vibratory, or atmospheric impacts were identified for this district. Therefore, project implementation would have no adverse effect to the district’s integrity of setting.

Furthermore, although a minor alteration to the district’s setting would occur, no project activity would alter the district’s feeling as an early to mid-twentieth-century collection of architecturally significant apartment buildings and religious buildings in a variety of revival styles, or its association with those styles, with religious architecture, as a high density garden suburb community, or with prominent Detroit citizens. Therefore, project implementation would have no effect to the district’s integrity of feeling or association.

Based on this evaluation, the Woodward Avenue LRT would have no adverse effect to the Palmer Park Apartment Buildings Historic District.

Attachment C – Determinations of Effect 17 Woodward Avenue Light Rail Transit Project (ER# 08-462) Phased Section 106 Submittal – Assessment of Effects – M-8/Davison Freeway to M-102/8 Mile Road (November 2010) Figure 14 Facing southeast along Woodward Avenue from east NRHP boundary of the Palmer Park Apartment Buildings Historic District at Merton Street

Figure 15 Facing east across Woodward Avenue from east NRHP boundary of the Palmer Park Apartment Buildings Historic District at Merton Street Attachment C – Determinations of Effect 18 Woodward Avenue Light Rail Transit Project (ER# 08-462) Phased Section 106 Submittal – Assessment of Effects – M-8/Davison Freeway to M-102/8 Mile Road (November 2010) Figure 16 Facing northeast along Woodward Avenue from east NRHP boundary of the Palmer Park Apartment Buildings Historic District at Merton Street

Attachment C – Determinations of Effect 19 Woodward Avenue Light Rail Transit Project (ER# 08-462) Phased Section 106 Submittal – Assessment of Effects – M-8/Davison Freeway to M-102/8 Mile Road (November 2010) Palmer Park Log Cabin (See Map Attachment C; see Figure 17) The Palmer Park Log Cabin is a Rustic-style, two-story, nineteenth-century cabin located on the western bank of Lake Francis within Palmer Park. The gable-end cabin has a log frame and a cedar-shake roof with prominent log chimneys on each end. In 1885, the local architectural firm of Mason & Rice designed the cabin as a vacation home for the wealthy landowner and philanthropist Thomas Palmer, who later donated it, along with land that later became Palmer Park, to the City of Detroit. The Palmer Park Log Cabin was determined eligible for listing in the NRHP under Criterion B and Criterion C as the only remaining property associated with Thomas Palmer and as the only log cabin indicative of Rustic-style resort architecture in the City of Detroit.

Near the Palmer Park Log Cabin, project implementation would include construction of the guideway alignment and OCS in the widened median of Woodward Avenue. The OCS, consisting of support poles and wires, and the guideway would be installed along the alignment, on ballast in the existing median, and approximately 640 feet east of the property’s easternmost proposed NRHP boundary. No proposed stations are proximate the Palmer Park Log Cabin.

No physical impacts to the Palmer Park Log Cabin would occur; no project activity is proposed within the property’s proposed NRHP boundary. Therefore, no effects to the property’s integrity of location, design, materials, and workmanship would occur.

The Palmer Park Log Cabin no longer retains integrity of setting due to changes in the landscape and components of the greater Palmer Park, within which the cabin is located. The proposed guideway and OCS would be minimally visible from portions of the cabin’s proposed boundary, on the eastern side of Lake Francis. However, these project facilities would be located nearly 640 feet away and separated from the property by large grassy areas, clusters of vegetation, and various Palmer Park facilities not within the cabin’s proposed NRHP boundary. Therefore, the proposed guideway and OCS would represent a minor alteration to the property’s visual setting. No historically significant views to or from the property would be obscured, and no component of the property’s setting, which is no longer a character-defining feature, would be impacted. In addition, no proximate views to or from the Palmer Park Log Cabin would be obstructed or obscured. Because no historically significant views would be obscured, no visual effects to the property were identified. In addition, based on current information, no auditory, vibratory, or atmospheric impacts were identified for this property. Therefore, project implementation would have no effect to the property’s integrity of setting.

The Palmer Park Log Cabin no longer retains integrity of feeling because its setting no longer conveys the scenic, rural character intended by its designers. Therefore, project activity would have no effect to the cabin’s integrity of feeling. Furthermore, project activity would not alter the cabin’s association with the productive life of Thomas Palmer or with nineteenth-century, Rustic- style resort architecture. Therefore, project implementation would also have no effect to the property’s integrity of association.

Based on this evaluation, the Woodward Avenue LRT would have no effect to the Palmer Park Log Cabin.

Attachment C – Determinations of Effect 20 Woodward Avenue Light Rail Transit Project (ER# 08-462) Phased Section 106 Submittal – Assessment of Effects – M-8/Davison Freeway to M-102/8 Mile Road (November 2010) Figure 17 Facing northeast across Palmer Park toward Woodward Avenue from east NRHP boundary of Palmer Park Log Cabin

Attachment C – Determinations of Effect 21 Woodward Avenue Light Rail Transit Project (ER# 08-462) Phased Section 106 Submittal – Assessment of Effects – M-8/Davison Freeway to M-102/8 Mile Road (November 2010) Palmer Park Substation (See Map Attachment C; see Figures 18-20) The Palmer Park Substation is a small, Neoclassical-style, electrical substation located within Palmer Park and on the northwest corner of Woodward Avenue and Merrill Plaisance. The 1923 substation is composed of rusticated stone, has limestone decorative treatments, and a steeply-pitched hipped roof with slate shingles and copper trim. The Palmer Park Substation was determined eligible for listing in the NRHP under Criterion C as a distinctive example of an early twentieth-century, Neoclassical-style utility building in Detroit.

Near the Palmer Park Substation, project implementation would include construction of the guideway alignment and OCS in the widened median of Woodward Avenue. The OCS, consisting of support poles and wires, and the guideway would be installed along the alignment, on ballast in the existing median, and approximately 50 feet east of the property’s easternmost proposed NRHP boundary. No proposed stations are proximate to the Palmer Park Substation.

No physical impacts to the Palmer Park Substation would occur; no project activity is proposed within the property’s NRHP boundary. Therefore, no effects to the property’s integrity of location, design, materials, and workmanship would occur.

Project implementation would not affect the Palmer Park Substation’s setting. Although the proposed guideway and OCS would be visible from portions of the property’s north, east, and south elevations, these project facilities represent a minor alteration to the building’s visual setting. No historically significant views to or from the property would be obscured by project implementation and no character-defining features of the property’s setting would be affected. Prior alterations to the substation’s eastern setting include land clearance and twentieth-century commercial development along Woodward Avenue. Because no significant views would be obscured, no visual impacts to the property were identified. In addition, no auditory, vibratory, or atmospheric impacts were identified for the historic property. Therefore, project implementation would have no effect to the property’s integrity of setting.

Although a minor alteration to the historic district’s setting would occur, no project activity would alter the property’s feeling as a Neoclassical-style electrical substation or its association with that style and building type in Detroit. Therefore, project implementation would have no effect to the property’s integrity of feeling or association.

Based on this evaluation, the Woodward Avenue LRT would have no effect to the Palmer Park Substation.

Attachment C – Determinations of Effect 22 Woodward Avenue Light Rail Transit Project (ER# 08-462) Phased Section 106 Submittal – Assessment of Effects – M-8/Davison Freeway to M-102/8 Mile Road (November 2010) Figure 18 Facing southeast to Woodward Avenue at Merrill Plaisance Street from southeast corner of Palmer Park Substation

Figure 19 Facing east across Woodward Avenue from southeast corner of Palmer Park Substation

Attachment C – Determinations of Effect 23 Woodward Avenue Light Rail Transit Project (ER# 08-462) Phased Section 106 Submittal – Assessment of Effects – M-8/Davison Freeway to M-102/8 Mile Road (November 2010) Figure 20 Facing south along Woodward Avenue to Palmer Park Substation (at right)

Attachment C – Determinations of Effect 24 Woodward Avenue Light Rail Transit Project (ER# 08-462) Phased Section 106 Submittal – Assessment of Effects – M-8/Davison Freeway to M-102/8 Mile Road (November 2010) Palmer Woods Historic District (See Map Attachment C; see Figures 21-25) The Palmer Woods Historic District encompasses a 188-acre planned subdivision roughly bounded by Evergreen Cemetery on the north, Woodward Avenue on the east, West Seven Mile Road on the south, and Strathcona Drive on the west. Landscape architect Ossian Cole Simonds designed the serene, early twentieth-century subdivision with an emphasis on winding roads, abundant vegetation, and large lots. The district is composed of nearly 300 architect- designed houses in a variety of styles. The Palmer Woods Historic District was listed in the NRHP under Criterion C for its quantity of high-style residences executed by master architects and for its unique landscape architecture and design.

Near the Palmer Woods Historic District, project implementation would include construction of the guideway alignment and OCS in the widened median of Woodward Avenue. The OCS, consisting of support poles and wires, and the guideway would be installed along the alignment, on ballast in the existing median, and approximately 65 feet east of the district’s easternmost NRHP boundary. Also proposed near the district is a single, double-sided, center platform LRT station, including a one-story canopy structure and a pedestrian access ramp located on the south end of the station. The single, center platform LRT station would be located immediately north of Seven Mile Road, within the existing widened median, approximately 65 feet east of the district’s southeastern NRHP boundary and 170 feet east of the nearest contributing property.

No physical impacts to the Palmer Woods Historic District would occur; no project activity is proposed within the district’s NRHP boundary. Therefore, no effects to the district’s integrity of location, design, materials, and workmanship would occur.

Project implementation would not affect the Palmer Woods Historic District’s setting. Buildings are not oriented to Woodward Avenue and Simonds’ design intentionally isolates the buildings from the roadway. Substantial vegetation along the district’s eastern, Woodward Avenue historic district boundary limits and/or inhibits visibility to Woodward Avenue from individual properties within the district and from those properties to Woodward Avenue. Although the proposed guideway, OCS, and LRT station would still be visible to and from portions of the district near the intersections of Balmoral, Wellesley, and Strathcona drives and Woodward Avenue, these facilities would represent a minor alteration to the district’s visual setting. The proposed LRT station would be located 65 feet east of the district’s southeastern boundary and would not obscure any significant character-defining views to or from the district; it too would be largely screened by vegetation along the western side of Woodward Avenue. No historically significant views to or from the district would be obscured by project implementation, and no character-defining features of the district’s setting would be affected. Because no significant views would be obscured, no visual impacts to the district were identified. In addition, no auditory, vibratory, or atmospheric impacts were identified for the historic district. Therefore, project implementation would have no effect to the Palmer Woods Historic District’s integrity of setting.

Furthermore, no project activity would alter the district’s feeling as an early twentieth-century subdivision containing an abundance of architect-designed homes in a variety of styles, or its association with those styles, early twentieth-century community planning, or the work of landscape architect Ossian Cole Simonds. Therefore, project implementation would have no effect to the district’s integrity of feeling or association.

Based on this evaluation, the Woodward Avenue LRT would have no effect to the Palmer Woods Historic District. Attachment C – Determinations of Effect 25 Woodward Avenue Light Rail Transit Project (ER# 08-462) Phased Section 106 Submittal – Assessment of Effects – M-8/Davison Freeway to M-102/8 Mile Road (November 2010) Figure 21 Facing southeast along Woodward Avenue to Seven Mile Road from southeast NRHP boundary of the Palmer Woods Historic District at Balmoral Drive

Figure 22 Facing east across Woodward Avenue from southeast NRHP boundary of the Palmer Woods Historic District at Balmoral Drive Attachment C – Determinations of Effect 26 Woodward Avenue Light Rail Transit Project (ER# 08-462) Phased Section 106 Submittal – Assessment of Effects – M-8/Davison Freeway to M-102/8 Mile Road (November 2010) Figure 23 Facing northeast along Woodward Avenue from southeast NRHP boundary of the Palmer Woods Historic District at Balmoral Drive

Figure 24 Facing southeast along Woodward Avenue from northeast NRHP boundary of the Palmer Woods Historic District at Strathcona Drive Attachment C – Determinations of Effect 27 Woodward Avenue Light Rail Transit Project (ER# 08-462) Phased Section 106 Submittal – Assessment of Effects – M-8/Davison Freeway to M-102/8 Mile Road (November 2010) Figure 25 Facing northeast along Woodward Avenue from northeast NRHP boundary of the Palmer Woods Historic District at Strathcona Drive

Attachment C – Determinations of Effect 28 Woodward Avenue Light Rail Transit Project (ER# 08-462) Phased Section 106 Submittal – Assessment of Effects – M-8/Davison Freeway to M-102/8 Mile Road (November 2010) Michigan State Fair Riding Coliseum, Dairy Cattle Building, Agricultural Building (See Map Attachment C) The Michigan State Fair Riding Coliseum, Dairy Cattle Building, and Agricultural Building are three colossal exhibition buildings grouped together on the 164-acre Michigan State Fairgrounds. The three 1920s buildings share Neoclassical ornamentation, stuccoed walls, denticulated cornices, and arcade porticoes. The buildings were listed collectively in the NRHP under Criterion A for their key role in the activities of the Michigan State Fair and in the development of agriculture in Michigan and under Criterion C as excellent examples of Neoclassical-style, early twentieth-century, exhibition architecture.

No project activity is proposed near the Michigan State Fair Riding Coliseum, Dairy Cattle Building, and Agricultural Building. The closest project activity would occur approximately 1,000 feet from the Agricultural Building, approximately 1,300 feet from the Riding Coliseum, and approximately 1,600 feet from the Dairy Cattle Building.

No physical impacts to the Michigan State Fair Riding Coliseum, Dairy Cattle Building, and Agricultural Building would occur, as no project activity would be proximate to the buildings or their NRHP boundaries. Therefore, no effects to the buildings’ integrity of location, design, materials, and workmanship would occur.

No portion of the proposed guideway, OCS, or LRT stations would be visible from the Michigan State Fair Riding Coliseum, Dairy Cattle Building, and Agricultural Building. Therefore, no views to or from the buildings would be obscured. Because no views would be obscured, no visual effects to the buildings were identified. In addition, based on current information, no auditory, vibratory, or atmospheric impacts were identified for the buildings. Therefore, project implementation would have no effect to the buildings’ integrity of setting.

Furthermore, because no physical impacts or impacts to setting were identified, no effects to the buildings’ integrity of feeling as Neoclassical-style exhibition buildings, or their association with that style and building type, or with the Michigan State Fair were identified.

Based on this evaluation, the Woodward Avenue LRT would have no effect to the Michigan State Fair Riding Coliseum, Dairy Cattle Building, and Agricultural Building.

Attachment C – Determinations of Effect 29 Woodward Avenue Light Rail Transit Project (ER# 08-462) Phased Section 106 Submittal – Assessment of Effects – M-8/Davison Freeway to M-102/8 Mile Road (November 2010) Michigan State Fairgrounds Historic District (See Map Attachment C; see Figures 26-27) The Michigan State Fairgrounds Historic District is a 164-acre site comprised of twenty-two exhibition-type buildings and a variety of supporting fair facilities constructed between 1922 and 1985. Many of the district’s buildings are representative of exhibition architecture popularized by international fairs and expositions of the late nineteenth and early twentieth centuries. The Michigan State Fairgrounds Historic District was determined eligible for listing in the NRHP under Criterion A for its association with the legacy of the Michigan State Fair and under Criterion C for its collection of exhibition architecture and facilities unique to the planning of twentieth-century fairgrounds.

Near the Michigan State Fairgrounds Historic District, project implementation would include construction of the guideway alignment and OCS in the widened median of Woodward Avenue. The OCS, consisting of support poles and wires, and the guideway would be installed along the alignment, on ballast in the existing median, and approximately 60 feet west of the district’s westernmost proposed NRHP boundary. Also proposed near the district is a single, double- sided, center platform LRT station, including a one-story canopy structure and a pedestrian access ramp located on the north end of the station. In addition, a pedestrian overpass, with elevators and staircases, would be constructed over the north-bound lanes of Woodward Avenue, at the south end of the station. The proposed station would be located near the southwest end of the district, within the existing widened median, and approximately 60 feet from the western proposed NRHP boundary. The staircase and elevators of the proposed pedestrian bridge would be located concurrent with the district’s proposed western NRHP boundary. Further project activity within the proposed historic district boundary would include use of a portion of the Michigan State Fairgrounds’ parking lot located along Woodward Avenue for a proposed park-and-ride facility.

No physical impacts to contributing elements of the Michigan State Fairgrounds Historic District would occur. Construction of the proposed guideway, OCS, and LRT station would not take place within the district’s proposed NRHP boundary; construction of a portion of the proposed pedestrian bridge and park-and-ride facilities would take place on non-historic sidewalk, roadway, and parking lot areas containing non-historic materials that do not contribute to the district’s significance. Therefore, no adverse effects to the district’s integrity of location, design, materials, and workmanship would occur.

Project implementation would not adversely affect the Michigan State Fairgrounds Historic District’s setting. Although the proposed guideway, OCS, LRT station, and pedestrian bridge would be visible from some portions of the district, these project elements would represent a minor alteration to the district’s setting. The western, Woodward Avenue setting is not a character-defining feature of the district and no historically significant views were identified in this area. Furthermore, existing parking lots and vegetation along Woodward Avenue largely shield views to and from contributing resources. While a portion of the district would be utilized for a proposed park-and-ride facility, this project component would occur in an existing parking lot and would not alter significant views to or from the district. No historically significant views to or from the district would be obscured, and no character-defining features of the district’s setting would be impacted. In addition, based on current information, no auditory, vibratory, or atmospheric impacts were identified for the property. Therefore, project implementation would have no adverse effect to the district’s integrity of setting.

Furthermore, no project activity would alter the district’s feeling as a collection of twentieth- century exhibition architecture or its association with that building type, the various represented Attachment C – Determinations of Effect 30 Woodward Avenue Light Rail Transit Project (ER# 08-462) Phased Section 106 Submittal – Assessment of Effects – M-8/Davison Freeway to M-102/8 Mile Road (November 2010) architectural styles, or the Michigan State Fair. Therefore, project implementation would have no effect to the property’s integrity of feeling and association.

Based on this evaluation, the Woodward Avenue LRT would have no adverse effect to the Michigan State Fairgrounds Historic District.

Attachment C – Determinations of Effect 31 Woodward Avenue Light Rail Transit Project (ER# 08-462) Phased Section 106 Submittal – Assessment of Effects – M-8/Davison Freeway to M-102/8 Mile Road (November 2010) Figure 26 Facing southwest along Woodward Avenue from west NRHP boundary of Michigan State Fairgrounds Historic District

Figure 27 Facing northwest along Woodward Avenue from west NRHP boundary of Michigan State Fairgrounds Historic District Attachment C – Determinations of Effect 32 Woodward Avenue Light Rail Transit Project (ER# 08-462) Phased Section 106 Submittal – Assessment of Effects – M-8/Davison Freeway to M-102/8 Mile Road (November 2010) Woodlawn Cemetery (See Map Attachment C; see Figures 28-30) Woodlawn Cemetery is a sprawling, turn-of-the-century, landscape lawn cemetery containing an abundance of high-style monuments, mausoleums, chapels, and accessory structures. The site is distinguished by its winding paths, large plots, extensive vegetation, and various other park- like amenities. Woodlawn Cemetery was determined eligible for listing in the NRHP under Criterion A for its association with the development of the landscape lawn cemetery movement in Detroit, and under Criterion C and Criteria Consideration D for its landscape lawn plan and for its collection of high-style, architect-designed funerary architecture.

Near the Woodlawn Cemetery, project implementation would include construction of the guideway alignment and OCS in the widened median of Woodward Avenue. The OCS, consisting of support poles and wires, and the guideway would be installed along the alignment, on ballast in the existing median, and approximately 65 feet west of the district’s easternmost proposed NRHP boundary. Also proposed near the district is a single, double-sided, center platform LRT station, including a one-story canopy structure and a pedestrian access ramp located on the north end of the station. In addition, a pedestrian overpass, with elevators and staircases, would be constructed over the north-bound lanes of Woodward Avenue, at the south end of the station. The proposed station and pedestrian bridge would be located near the cemetery’s main entrance, within the existing widened median, and approximately 65 feet from the eastern proposed NRHP boundary.

No physical impacts to the Woodlawn Cemetery would occur; no project activity is proposed within the cemetery’s proposed NRHP boundary. Therefore, no effects to the integrity of location, design, materials, and workmanship would occur.

Project implementation would adversely affect the Woodlawn Cemetery’s bucolic setting. The proposed guideway and OCS would be visible to and from portions of Woodlawn Cemetery’s eastern proposed NRHP boundary and from its main entrance; however, these project components alone would represent a minor alteration to the site’s eastern setting. The proposed and LRT station and elevated pedestrian bridge would be located directly east of the cemetery’s main entrance and would obscure views to and from the Main Office building and to and from portions of the cemetery’s main arterial road, which runs northwesterly from the main entrance. These views are significant to the cemetery’s character-defining, park-like setting. Additionally, the presence of the elevated walkway would introduce a disparate element into the cemetery’s setting, which includes only low-level built components. Based on current information, no auditory, vibratory, or atmospheric impacts were identified for the historic property. Because project implementation would obscure significant views and change the cemetery’s historic setting, an adverse effect to the property’s integrity of setting would occur.

Because an adverse effect to the cemetery’s setting would occur, project activity would also alter the property’s feeling as a landscape lawn cemetery and its association with that landscape design. Therefore, project implementation would have an adverse effect to the cemetery’s integrity of feeling and association.

Based on this evaluation, the Woodward Avenue LRT would have an adverse effect to the Woodlawn Cemetery.

Attachment C – Determinations of Effect 33 Woodward Avenue Light Rail Transit Project (ER# 08-462) Phased Section 106 Submittal – Assessment of Effects – M-8/Davison Freeway to M-102/8 Mile Road (November 2010) Figure 28 Facing southeast along Woodward Avenue from east NRHP boundary and entrance of Woodlawn Cemetery

Figure 29 Facing east across Woodward Avenue to Michigan State Fairgrounds Historic District from east NRHP boundary and entrance of Woodlawn Cemetery Attachment C – Determinations of Effect 34 Woodward Avenue Light Rail Transit Project (ER# 08-462) Phased Section 106 Submittal – Assessment of Effects – M-8/Davison Freeway to M-102/8 Mile Road (November 2010) Figure 30 Facing northeast along Woodward Avenue to Michigan State Fairgrounds Historic District (at right) from east NRHP boundary and entrance of Woodlawn Cemetery

Attachment C – Determinations of Effect 35 Woodward Avenue Light Rail Transit Project (ER# 08-462) Phased Section 106 Submittal – Assessment of Effects – M-8/Davison Freeway to M-102/8 Mile Road (November 2010) Woodward Avenue (See Map Attachment C; see Figures 31-45) Woodward Avenue is a northwest-southeast running road that originates in Downtown Detroit at Jefferson Avenue and passes through eleven municipalities before its termination twenty-seven miles northwest in the City of Pontiac. The road falls under the jurisdiction of the City of Detroit between Jefferson Avenue and Adams Street. The portion of Woodward Avenue within the project’s APE extends from Jefferson Avenue in the south to approximately 1,500 feet south of Michigan Route 102 (M-102)/Eight Mile Road to the north. Within this eight-mile corridor, Woodward Avenue is primarily a multi-lane road in an urban setting that extends through the cities of Detroit and Highland Park. In 1979, the Historic Woodward Plan of 1805 was determined eligible for listing in the National Register of Historic Places (NRHP). The Historic Woodward Plan of 1805 encompasses only a portion of Woodward Avenue within the APE. As part of the current project, Woodward Avenue between Jefferson Avenue and Eight Mile Road was determined eligible for listing in the NRHP under Criteria A and B as a historically significant major transportation corridor that has contributed to many facets of Detroit’s history and development and for its association with Judge Augustus B. Woodward. The period of significance for Woodward Avenue is 1805 to 1960. This period includes the date of Judge Augustus B. Woodward’s plan for the City of Detroit, which established the Saginaw Trail as Woodward Avenue, and includes the development of the road as a major transportation route. It extends to the fifty-year age consideration from the current date. The proposed NRHP Boundary for Woodward Avenue includes the entire length of Woodward Avenue between its intersections with Jefferson Avenue and M-102/Eight Mile Road, spanning the existing right-of- way and including the median where applicable.

The proposed project occurs within the proposed NRHP boundaries for Woodward Avenue. Within the NRHP boundaries, project implementation would include construction of the guideway alignment and OCS within Woodward Avenue. The OCS, consisting of support poles and wires, and the guideway would be installed along the alignment, in the right-of-way of Woodward Avenue, which comprises the NRHP boundary. Dependent on Design Option and location along Woodward Avenue, the alignment may be median-running or located in the roadway’s outermost travel lanes. LRT stations would also occur within the historic boundary. Under Design Option 1, LRT stations would be located within the median area of Woodward Avenue and include split-platform stations incorporating separate, single-sided platforms each serving one direction of LRT traffic and single-platform stations, incorporating a single, double- sided platform serving LRT traffic in each direction. Under Design Options 2 and 3, LRT stations would be curb-running, split-platform stations, incorporating separate, single-sided platforms each serving one direction of LRT traffic. All three design options’ platforms would include access ramps from 14 to 24 feet long, depending on site locations, and open or glass- enclosed station shelters, approximately 10 to 14 feet tall, and approximately 100 feet long under Design Option 1 and approximately 70 feet long under Design Options 2 and 3. LRT stations under Design Options 2 and 3 would also include an approximately 10-foot-tall and 10- foot-wide, roof-mounted, square billboard structure on top of the platforms’ station shelters. Additional station components would include railings, light fixtures, benches, ticket vending equipment, information cases, and litter receptacles.

Woodward Avenue retains integrity of location. The roadway would not be realigned as part of any proposed work under Design Options 1, 2, or 3. Therefore, there would be no effect to Woodward Avenue’s integrity of location.

Woodward Avenue does not retain integrity of design. Judge Augustus B. Woodward’s plan was not executed in its entirety and the current design does not convey his design intent. As a Attachment C – Determinations of Effect 36 Woodward Avenue Light Rail Transit Project (ER# 08-462) Phased Section 106 Submittal – Assessment of Effects – M-8/Davison Freeway to M-102/8 Mile Road (November 2010) result, the roadway was not determined eligible under Criterion C. Subsequent changes to the roadway, most notably its widening, while necessary, have diminished its integrity of design and eliminated character-defining design features. While Design Options 1, 2, and 3 may alter features of Woodward Avenue’s current design, the historic property as a whole does not retain sufficient original design to convey its significance. Remaining sections that retain medians that were present within the period of significance may be altered; however, they would remain in place. The design options may introduce elements that may alter the roadway’s design, but because Woodward Avenue does not retain integrity of design, there would be no effect to this aspect of integrity.

Likewise, Woodward Avenue does not retain integrity of materials. Over the course of its history, Woodward Avenue’s materials have changed to accommodate changes in technology and road-building standards. As a resource that is in continuous use, these changes are to be expected and are necessary. However, these constant changes have resulted in a loss of integrity of materials. Dispersed remnant materials, such as sections of brick pavers and streetlights, do not adequately convey the nature of the roadway’s historic materials. Design Options 1, 2, and 3 would introduce new materials into sections of Woodward Avenue, most notably LRT stations and ballast in select medians that do not retain historic plantings. However, because Woodward Avenue does not retain historic materials, these introductions would have no effect on the integrity of materials.

Woodward Avenue does not retain integrity of workmanship. The many changes required to keep the roadway in use as a functional and safe travel corridor have resulted in a removal of evidence of workmanship. The remnant brick-paved sections do not adequately convey the roadway’s historic workmanship and do not convey important technological or aesthetic associations. Although Design Options 1, 2, and 3 would introduce built components within Woodward Avenue’s proposed NRHP boundary, the road does not retain integrity of workmanship, and the design options would have no effect on Woodward Avenue’s integrity of workmanship.

Woodward Avenue does not retain integrity of setting. Overall, the corridor’s setting within the project area has undergone substantial alterations, most notably in recent years due to significant demolition of historic buildings, substantial alterations to older flanking built resources, and the construction of new and incompatible buildings. The widening of Woodward Avenue, which did occur within the period of significance, nonetheless altered the road’s setting by destroying carefully designed and executed character-defining setbacks and changing the relationships of historically significant buildings to the corridor. Design Options 1, 2, and 3 would introduce built components into Woodward Avenue’s setting. However, because Woodward Avenue does not retain integrity of setting, the design options would have no effect on Woodward Avenue’s integrity of setting.

Woodward Avenue retains integrity of feeling. Despite changes over time, the roadway collectively retains features that convey its historic character as a significant transportation corridor within the cities of Detroit and Highland Park. Historically, Woodward Avenue has included mass transit vehicles, most notably a horse-drawn rail car system from 1863-1892 and an electric streetcar system from 1892-1956, collectively comprising 93 years of the road’s 155- year period of significance. Introducing a light-rail guideway, traction electrification system, and a vehicle storage and maintenance facility (that would be located off Woodward Avenue and outside of its NRHP boundary) as proposed under Design Options 1, 2, and 3, would have no effect to Woodward Avenue’s integrity of feeling. Woodward Avenue currently contains mass transit stops primarily in the form of bus shelters that do not affect the road’s integrity of feeling. Attachment C – Determinations of Effect 37 Woodward Avenue Light Rail Transit Project (ER# 08-462) Phased Section 106 Submittal – Assessment of Effects – M-8/Davison Freeway to M-102/8 Mile Road (November 2010) The stations proposed under Design Option 1 would introduce new built components within the road’s NRHP boundary; because the scale of these stations is appropriate for an established, large-scale urban corridor, they would have no adverse effect on Woodward Avenue’s integrity of feeling. However, the stations that are proposed under Design Options 2 and 3 would contain 10-foot-tall and 10-foot-wide roof-mounted billboard structures atop each station’s canopy structure. These billboards would introduce an incompatible component within the historic roadway’s proposed NRHP boundary. Although Woodward Avenue has historically been a commercial corridor, its advertising has always been of an appropriate type and scale for this historic property and for its period of significance. The stations with billboards proposed under Design Options 2 and 3 would have an adverse effect on Woodward Avenue’s integrity of feeling, which is described as “a property’s expression of the aesthetic or historic sense of a particular period of time.”

No project activity proposed under Design Options 1, 2, and 3 would diminish Woodward Avenue’s historic association as a prominent transportation corridor, as an integral component of early city planning efforts in Detroit, or as an important component related to Detroit’s commercial and social history. Therefore, project implementation would have no effect to Woodward Avenue’s integrity of association.

Based on this evaluation, the Woodward Avenue LRT would have an adverse effect to Woodward Avenue.

Attachment C – Determinations of Effect 38 Woodward Avenue Light Rail Transit Project (ER# 08-462) Phased Section 106 Submittal – Assessment of Effects – M-8/Davison Freeway to M-102/8 Mile Road (November 2010) Figure 31 Facing south along Woodward Avenue to Congress Street from Campus Martius Park at Fort Street

Figure 32 Facing southeast along Woodward Avenue from Grand River Avenue

Attachment C – Determinations of Effect 39 Woodward Avenue Light Rail Transit Project (ER# 08-462) Phased Section 106 Submittal – Assessment of Effects – M-8/Davison Freeway to M-102/8 Mile Road (November 2010) Figure 33 Facing northeast along Woodward Avenue from Elizabeth Street

Figure 34 Facing northeast along Woodward Avenue, north of Charlotte Street, in Midtown

Attachment C – Determinations of Effect 40 Woodward Avenue Light Rail Transit Project (ER# 08-462) Phased Section 106 Submittal – Assessment of Effects – M-8/Davison Freeway to M-102/8 Mile Road (November 2010) Figure 35 Facing northwest along Woodward Avenue, north of Forest Avenue

Figure 36 Facing northeast along Woodward Avenue, north of Warren Avenue, in Cultural Center

Attachment C – Determinations of Effect 41 Woodward Avenue Light Rail Transit Project (ER# 08-462) Phased Section 106 Submittal – Assessment of Effects – M-8/Davison Freeway to M-102/8 Mile Road (November 2010) Figure 37 Facing northwest along Woodward Avenue from East Ferry Avenue

Figure 38 Facing northwest along Woodward Avenue from Piquette Avenue

Attachment C – Determinations of Effect 42 Woodward Avenue Light Rail Transit Project (ER# 08-462) Phased Section 106 Submittal – Assessment of Effects – M-8/Davison Freeway to M-102/8 Mile Road (November 2010) Figure 39 Facing northeast along Woodward Avenue from Baltimore Avenue, in New Center

Figure 40 Facing northwest along Woodward Avenue from Westminster Street at Arden Park-East Boston Historic District (at right) and Boston-Edison Historic District (at left)

Attachment C – Determinations of Effect 43 Woodward Avenue Light Rail Transit Project (ER# 08-462) Phased Section 106 Submittal – Assessment of Effects – M-8/Davison Freeway to M-102/8 Mile Road (November 2010) Figure 41 Facing northeast along Woodward Avenue from Highland Street in Highland Park

Figure 42 Facing northwest along Woodward Avenue from west NRHP boundary of Highland Park Ford Plant National Historic Landmark

Attachment C – Determinations of Effect 44 Woodward Avenue Light Rail Transit Project (ER# 08-462) Phased Section 106 Submittal – Assessment of Effects – M-8/Davison Freeway to M-102/8 Mile Road (November 2010) Figure 43 Facing south along Woodward Avenue, north of McNichols Road near Palmer Park

Figure 44 Facing northeast along Woodward Avenue, north of 7 Mile Road at east NRHP boundary of Palmer Woods Historic District

Attachment C – Determinations of Effect 45 Woodward Avenue Light Rail Transit Project (ER# 08-462) Phased Section 106 Submittal – Assessment of Effects – M-8/Davison Freeway to M-102/8 Mile Road (November 2010) Figure 45 Facing northwest along Woodward Avenue to Woodlawn Cemetery (at left) and 8 Mile Road (at center) from west NRHP boundary of Michigan State Fairgrounds Historic District

Attachment C – Determinations of Effect 46 Woodward Avenue Light Rail Transit Project (ER# 08-462) Phased Section 106 Submittal – Assessment of Effects – M-8/Davison Freeway to M-102/8 Mile Road (November 2010) Attachment D Summary of Effects Determinations

This page left intentionally blank. Attachment D – Summary of Effects Determinations Between M-8/Davison Freeway and the project’s northern terminus, located approximately 1,500 feet south of M-102/8 Mile Road and proximate to the Michigan State Fairgrounds, the Woodward Avenue LRT would be a street-running system located within existing roadways and roadway rights-of-way; this project planning approach minimizes direct physical impacts to historic properties. Within this section of the project corridor, no station locations are proposed within the National Register of Historic Places boundaries of individual historic properties, except Woodward Avenue, or within the parcels of contributing properties within historic districts. Furthermore, no auditory, vibratory, or atmospheric impacts to any historic properties were identified. Potential project impacts to historic properties between M-8/Davison Freeway and the project’s northern terminus are generally limited to changes to historic properties’ visual settings, which in some cases would diminish their integrity of setting. In some cases, potential project impacts to historic properties would diminish or have an adverse effect on their integrity of feeling and association. Under Design Options 2 and 3, the project would have an adverse effect on Woodward Avenue’s integrity of feeling. The following table (Figure 46) and maps (Map Attachment D) summarize project effects to each property in this area, as well as to Woodward Avenue within the project’s full limits. Between M-8/Davison Freeway and the project’s northern terminus, project implementation would result in two Adverse Effects, four findings of No Adverse Effect, and seven findings of No Effect. Although each historic property has been considered individually to allow for an accurate effects assessment, an overall finding of Adverse Effect has been determined for the Woodward Avenue LRT project between M-8/Davison Freeway and the project’s northern terminus.

Because adverse effects to historic properties have been identified in this and previous Assessment of Effects reports for other portions of the project corridor, an overall finding of Adverse Effect has been determined for the Woodward Avenue LRT Project. Figure 46 – Summary of Effects Determinations AE = Adverse Effect; NA = No Adverse Effect; NE = No Effect

Name Effect Finding City of Highland Park Municipal Buildings Historic District NE Determined Eligible 2010* S.S. Kresge Company Highland Park Branch Stores NE Determined Eligible 2010* Highland Park Ford Plant National Historic Landmark NA Listed 1973; Designated NHL 1978 Detroit Terminal Railroad Bridge NA Determined Eligible 2010* First United Methodist Church of Highland Park NE Listed 1982 Palmer Park Apartment Buildings Historic District NA Listed 1980 Palmer Park Log Cabin NE Determined Eligible 2010* Palmer Park Substation NE Determined Eligible 2010*

Woodward Avenue Light Rail Transit Project (ER# 08-462) Phased Section 106 Submittal – Assessment of Effects – M-8/Davison Freeway to M-102/8 Mile Road (November 2010) Palmer Woods Historic District NE Listed 1983 Michigan State Fair Riding Coliseum, Dairy Cattle Building, Agricultural Building NE Listed 1980 Michigan State Fairgrounds Historic District NA Determined Eligible 2010* Woodlawn Cemetery AE Determined Eligible 2010* Woodward Avenue** AE Determined Eligible 2010*** *Determinations of eligibility pending SHPO concurrence. **Effect determination applies to Design Options 1, 2, and 3 for the entire project limits. ***Determination of eligibility pending SHPO concurrence. A portion of Woodward Avenue, as part of the Historic Woodward Plan of 1805, was previously determined eligible in 1979.

Attachment D – Summary of Effects Determinations 2 Woodward Avenue Light Rail Transit Project (ER# 08-462) Phased Section 106 Submittal – Assessment of Effects – M-8/Davison Freeway to M-102/8 Mile Road (November 2010)

M V BRUSH ST

JOHN KENNEDY PL

RK ST T S D PA L

EVENS A A

NA VALE ST T D S

Potential Location of Vehicle Storage GER DGE 4-28 E ETROIT " $+ JOHN GLENN PL AN and Maintenance Facility D

ST S

TY E

TER

ND AVE DRIVE

CI JOHN R ST EW

S A

E IS ST

E E

JOHN R ST CTOR

R ORDT AVE

ENS AV

RNDAL

F VI

URCH ST

S E

N FR RVIC FER

CANDLER ST ANCH

STE

M ERE

CITY OF HIGHL AUBU

B E

RD ON SE S

8/DAVISO VIS

HOL M-

C DA E

MCNI

%,4-17

4-28 4-46 LD ST $+ A %, $ R

WOODWARD AVE WOODWARD AVE $+4-31 )"4-121 $ MANCHESTER ST

4-21

LE ST

L %,

KWY P

LA BE

CHESTER

E IV

WAY DR

T E

S DR

FRE DR

T R

R RVIC

O SE

TLE

NTE NTE

R E

N E

/DA

T ISO

8 S

- E

E TOWN C

ST TOWN C

T E DAV

ST T

ST AS

ST DST

S ND

N D AV

E M N

YS D

AN ST

IS 2ND AVE

ON UR

SS S

DE AN

S B

DLA OR

ORENC SE

VERL U F

L A

PILGRI ASA

F PURI

W GR

W WA

KEY KWY

4-17 City of Highland Park Municipal Buildings Historic District NRHP-Eligible P

4-21 S.S. Kresge Company Highland Park Branch Stores NRHP-Eligible R E

4-28 Highland Park Ford Plant National Historic Landmark NRHP-Listed T 4-31 Detroit Terminal Railroad Bridge NRHP-Eligible 4-46 First United Methodist Church of Highland Park NRHP-Listed

Aerial Imagery: Bing Maps

1 INCH = 400 FEET Guideway Alignment NRHP-Listed or Eligible Historic Property )"4-121 Adverse Effect Map Attachment D: Effects Determinations F Proposed Station National Historic Landmark $+4-28 No Adverse Effect 0 500 Feet M-8/Davison Freeway to M-102/8 Mile Road Parcel Area of Potential Effects 4-17 No Effect %, Design Options 1, 2, and 3 - Sheet 1 of 4 R VE US H A SEL ULL L S S ER T AST T D R I EN DE ST A M I-75

RIVE

CITY OF DETROIT ON SERVIC

VIS

CITY OF HIGHLAND PARK W

CARDO NI S T

HA WTHO RNE ST

CA T MER O N ST OR S

ETROIT VIC VE D A OAK LA TA ND O ST OF AK

ED Y IT OAKLAND ST OAKLAND ST C WA NDA ST Y OF HIGHLAND PARK IT C SHAWCROSS D O R MI S RA S L AY

T W HO

IC E

M AV

N FREE T

E T

S DT BR S IS

T E

U T T

S S OR

H S LD S

ST AL

A SF

/DAV

H V

IS R

E ND C

LER R

D DA

M-

GE ER

UR B

FER BU H

AN AN C C

ST AU

ER ST

E GR T NA

ST ES

RIZ BRUSH ST CH BRUSH ST BRUSH ST OR

M VICT BRUSH ST

Potential Location of Vehicle Storage JOHN KENNEDY PL

VE "

A and Maintenance Facility

S T S

T EN

EV ALD

NA S R

GEVALE ST GE D 4-28 E $+ JOHN GLENN PL KEY

4-28 Highland Park Ford Plant National Historic Landmark NRHP-Listed

Aerial Imagery: Bing Maps

VE S T 1 INCH = 400 FEET S

T S

E AV

4-121 IVE E T Guideway Alignment NRHP-Listed or Eligible Historic Property Adverse Effect Map Attachment D: Effects Determinations T

V T

WAY S S

A TER

RS ND A AL

OR D )" DR

H F Proposed Station National Historic Landmark $+4-28 No Adverse Effect 0 500 Feet M-8/Davison Freeway to M-102/8 Mile Road Parcel Area of Potential Effects 4-17 No Effect %, Design Options 1, 2, and 3 - Sheet 2 of 4 VA C NA ARMAN S L ST CH TP T S ARL E R E ST V ON HU A ST A RK SEST A O P H E NR AV JOHN R ANA ST PE S E DAKOT T NA ST

ZO I R A E HE RSHE Y ST

BAUMAN CHARLESTON S

ST T

D E R V E

PL L E I T T E EA M S T V ST A A D AS D G O D VE W 7 O EST N O L T

HURST O OTA AV E ST W OO A EA S

PL D D A ST

ARHURST PL

L RIZON L AL NT YW INW I LE OD PL

D ARK

A E L B ER A O

AD GO P R L T

W DAK W

NTAN WH S

RO RIXD EV W TST W G E WB W EEND R OOD ST W HO T W R A WN ONG W

WMO

ORCE RG

WG W

W VE A ARCH L

L W MA ANNAH S T

SAV ORA W

RLE

MCNICHOLS RD ERD 7 MILE RD WOODWARD AVE )"4-121 RD

LS 4-66 4-115 %, 4-63 %, % $+ CHO RD R E D IL N W MCNI O GT IN W 7 M

COV

S VA

TROIT E

E N GE

N RD OF D O T S ERT E TY M I C S N EC 4-65 O C A ND S BL %, I VD A L D 2ND AVE P R L D S CITY OF HIGHLAND PARK L R I R E OL R R E O ICH M M T I CN H M W W

KEY S

4-63 Palmer Park Apartment Buildings Historic District NRHP-Listed 4-65 Palmer Park Log Cabin NRHP-Eligible ROVE

G 4-66 Palmer Park Substation NRHP-Eligible

4-115 Palmer Woods Historic District NRHP-Listed ST *4-121 Woodward Avenue NRHP-Eligible

A *The portion of Woodward Avenue from Jefferson Avenue to the project's northern T

Aerial Imagery: Bing Maps

H ERSH 4-118 EY S %, B T AUM AN ST

ST 4-118 E %, N T S ADELI L L

T T S FERNHI DS K ST FAIR ST TZ O E N N A E O N E ETH T V LA ED S ST A TAT M S W ILDW R E W W T ALA LTON NST O ES C

CH ANNI

T BRY S SEST L E SO W WIN RO M R N A PEN C S

T D R R AL E ST ON ST TROY PL MIL E 8 AV

AL R

4-119 $+ BALMO

7 MILE RD 7 4-121 WOODWARD AVE STATE FAIR )"

%,4-115 )"4-120

R D W K AFTON RD

D OC T R S E L I OD O 8 M W

Q UE EN STO N ST BURLINGTON DR

YD R E D

A ESL E D L V R ON A L E HC WEL A L R AT CUMBE O RLAND W M TR AY L S A W 7 MI B

Aerial Imagery: Bing Maps